CN212195649U

CN212195649U - Car B post and car

Info

Publication number: CN212195649U
Application number: CN202020661259.1U
Authority: CN
Inventors: 刘业峰; 丁宇; 朱晓亮; 陈才; 温泉; 于洪君
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2020-04-27
Filing date: 2020-04-27
Publication date: 2020-12-22
Anticipated expiration: 2030-04-27

Abstract

The utility model relates to an automotive filed discloses a car B post and car. Along the length direction of the automobile B-pillar, the automobile B-pillar sequentially comprises an area A, an area B1, an area C1, an area D, an area C2 and an area B2, the free end of the area A is fixedly connected with an automobile threshold, the free end of the area B2 is fixedly connected with an automobile top side beam, and two adjacent areas are connected through transition sections respectively; the thicknesses of the areas A, B1, C1, D, C2 and B2 are all constant values, the thickness of each area from the area D to the area A is gradually reduced, the thickness of each area from the area D to the area B2 is gradually reduced, the thickness of each transition section is gradually reduced from one end close to the area D to one end far away from the area D, and a connecting line formed by connecting ends of the transition sections extends along the horizontal direction. The utility model discloses a wall thickness of car B post changes gently rationally, and the strong and weak division of atress ability is clear, and stress concentration is difficult for appearing, and the connecting wire that the connecting end of each changeover portion formed extends along the horizontal direction for it is reasonable to warp after the collision.

Description

Car B post and car

Technical Field

The utility model relates to the field of automotive technology, especially, relate to a car B post and car.

Background

The crashworthiness of the B column of the automobile is directly related to the safety of people in the automobile when the automobile is impacted by a side wall collision. With the continuous improvement of safety performance requirements, the requirements of the current side collision regulations or evaluation regulations on the collision performance of the B column of the automobile are higher and higher.

As shown in fig. 1, a block diagram of a side impact barrier 100 in a prior art impact test. The side impact barrier 100 includes a body 101 and a direct impact area 102, the direct impact area 102 is of a honeycomb aluminum structure, and the direct impact area 102 is protruded on a side surface of the body 101 facing a side portion of the B-pillar of the vehicle. Particularly for a three-compartment vehicle, in a collision test, the threshold of the vehicle is hardly collided due to the height increase of the direct collision area 102 of the side collision barrier 100, and the vehicle B-pillar at this time becomes a main stress object of collision, so that the vehicle B-pillar which is safe and light becomes a design difficulty. The existing automobile B column is mainly formed by processing a plurality of parts in a spot welding mode, a patch adding mode and a laser tailor welding mode, and generally has the following problems: 1. along the length direction of the automobile B column, the wall thickness of part of the automobile B column is greatly changed, so that stress concentration is easily caused; 2. during collision, the position where the side collision barrier collides with the automobile B column spans a plurality of areas with different thicknesses of the automobile B column, and the stress is uneven, so that the deformation of the automobile B column after collision is not reasonable enough, and the safety is low; 3. the processing procedure is complicated and the process is complex; 4. when the automobile B column is machined, the utilization rate of machining materials is low, and the machining cost is high.

Therefore, it is desirable to provide a B-pillar of an automobile and an automobile, which can solve the above problems.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide a car B post, its wall thickness change is mild reasonable, and the atress ability is strong and weak to be divided clearly, is difficult for appearing stress concentration, receives to warp after the collision reasonable.

To achieve the purpose, the utility model adopts the following technical proposal:

an automotive B-pillar comprising, in order along its length:

the automobile door frame structure comprises an A area, a B1 area, a C1 area, a D area, a C2 area and a B2 area, wherein the free end of the A area is fixedly connected with an automobile door frame, the free end of the B2 area is fixedly connected with an automobile top side beam, and two adjacent areas are connected through a transition section respectively;

the thicknesses of the regions A, B1, C1, D, C2 and B2 are all constant values, the thickness of each region from the region D to the region A is gradually reduced, the thickness of each region from the region D to the region B2 is gradually reduced, the thickness of each transition section is gradually reduced from one end close to the region D to one end far away from the region D, and a connecting line formed by connecting ends of the transition sections extends along the horizontal direction.

Optionally, along the length direction of the automobile B column, the length of the D zone accounts for 45% -55% of the length of the automobile B column.

Optionally, the sum of the lengths of the a, B1, C1, D, C2 and B2 zones accounts for 80% -85% of the length of the automobile B-pillar.

Optionally, the difference in thickness between any two adjacent regions among the region a, the region B1, the region C1, the region D, the region C2 and the region B2 is not more than 0.35mm at the maximum.

Optionally, the thickness of the zone a is 1.40mm, the thickness of the zone B1 is 1.70mm, the thickness of the zone C1 is 2.00mm, and the thickness of the zone D is 2.35 mm.

Optionally, the length of each transition section along the length direction of the automobile B-pillar is 100 times the thickness difference of two adjacent areas of each transition section.

Optionally, the automobile B-pillar is an integrally formed structure made of rolled plates with different thicknesses through stamping.

Optionally, the B1 zone is as thick as the B2 zone, the C1 zone is as thick as the C2 zone, and along the length direction of the automobile B pillar, the C1 zone is as long as the C2 zone, the transition between the B1 zone and the C1 zone is as long as the transition between the B2 zone and the C2 zone, and the transition between the C1 zone and the D zone is as long as the transition between the C2 zone and the D zone.

Optionally, the top end of the area A is 10-30mm higher than the lower edge of the direct impact area of the side impact barrier; the bottom end of the B1 area is 40-60mm higher than the lower edge of the direct impact area; the top end of the B1 area is right opposite to the upper edge of the direct impact area; the bottom end of the C1 area is 20-40mm higher than the upper edge of the direct impact area, and the top end of the C1 area is 130-150mm higher than the upper edge of the direct impact area; the bottom end of the D area is 65-85mm lower than the top end of the body of the side collision barrier; the top end of the D area is 370-390mm higher than the top end of the body; the bottom end of the C2 area is 150-170mm lower than the top end of the automobile B column, and the top end of the C2 area is 50-70mm lower than the top end of the automobile B column; the bottom end of the B2 area is 20-40mm lower than the top end of the B pillar of the automobile.

Another object of the utility model is to provide a car, the wall thickness of the car B post on the car changes gently rationally, and the strong and weak division of atress ability is clear, and stress concentration is difficult for appearing, receives to warp rationally after the collision.

an automobile comprising an automobile B-pillar as described above.

The utility model has the advantages that:

because the utility model discloses a A district of car B post, B1 district, C1 district, the D district, the thickness in six districts in C2 district and B2 district is the definite value, and reduce step by step from the thickness in D district to each district in A district, the thickness in each district from D district to B2 district reduces step by step, and then form the thickest thickness distribution structure that just reduces step by step from the thickness in D district to each district of both sides, the subregion of car B post sets up the strong and weak division of atress that makes car B post, and A district, B1 district, C1 district, the D district, the thickness in six districts in C2 district and B2 district is unchangeable, can guarantee the stress uniformity when each district atress, after receiving the collision, car B post deformation form is better, can provide fine protection for the in-car member, the security has been promoted. And, connect through a changeover portion respectively between two adjacent districts, the thickness of each changeover portion is by the one end that is close to D district gently reducing to the one end of keeping away from D district, and then has realized the gentle transition of car B post along length direction's thickness through the changeover portion, consequently the difficult problem that takes place the stress concentration that the thickness sudden change leads to. In addition, the connecting line that the connecting end of each changeover portion formed extends along the horizontal direction, so the position that the car B post received the striking mainly concentrates on in an area, and the thickness in each district is the definite value, and then makes the car B post warp rationally after the collision.

The utility model discloses a wall thickness of car B post that the car set up changes gently rationally, and the atress ability is strong and weak to be divided clearly, and stress concentration is difficult for appearing, and the connecting wire that the connecting end of each changeover portion formed extends along the horizontal direction for it is reasonable to warp after the collision.

Drawings

FIG. 1 is a block diagram of a side impact barrier in a prior art impact test;

FIG. 2A is a front view of the side impact barrier in a side impact test of the present invention;

FIG. 2B is a side view of the side impact barrier in a side impact test of the vehicle of the present invention;

FIG. 3 is a structural view of an automobile B-pillar provided by the present invention;

FIG. 4 shows a discharging and material thickness gradient curve of the B-pillar of an automobile on a rolled sheet with different thickness during production and processing;

fig. 5 is a cross-sectional view of the rolled plate with different thicknesses for processing and producing the automobile B column.

Z-the length direction of the automobile B column;

100-side impact barrier; 101-a body; 102-direct impingement zone; 200-rolling the plate with different thicknesses; 300-material thickness gradient curve;

region 1-A; region 2-B1; a region 3-C1; a 4-D region; region 5-C2; region 6-B2.

Detailed Description

In order to make the technical problem solved by the present invention, the technical solution adopted by the present invention and the technical effect achieved by the present invention clearer, the technical solution of the present invention will be further explained by combining the drawings and by means of the specific implementation manner.

In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, detachably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.

In the present disclosure, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise direct contact between the first and second features, or may comprise contact between the first and second features not directly. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

In the description of the present embodiment, the terms "upper", "lower", "left", "right", and the like are used in the orientation or positional relationship shown in the drawings only for convenience of description and simplicity of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.

As shown in fig. 1, 2A, 2B and 3, the B-pillar of the present embodiment is assembled on the body of the vehicle, the B-pillar of the vehicle is used for bearing the side impact pressure of the side impact barrier 100, and along the length direction of the B-pillar of the vehicle, the B-pillar of the vehicle sequentially includes a region a 1, a region B1 2, a region C1 3, a region D4, a region C2 5 and a region B2 6, the free end of the region a 1 is fixedly connected to the vehicle sill (not shown), the free end of the region B2 6 is fixedly connected to the roof side rail (not shown), and two adjacent regions are connected to each other through a transition section (not shown); the thicknesses of the areas A1, B1, C1, D4, C2 and B2 are all constant values, the thickness of each area from the area D4 to the area A1 is gradually reduced, the thickness of each area from the area D4 to the area B2 is gradually reduced, the thickness of each transition section is gradually reduced from one end close to the area D4 to one end far away from the area D4, and a connecting line formed by connecting ends of the transition sections extends along the horizontal direction.

The thicknesses of the six areas, namely the area A1, the area B1 2, the area C1 3, the area D4, the area C2 and the area B2, of the automobile B column are all constant values, the thicknesses of the areas from the area D4 to the area A1 are gradually reduced, the thicknesses of the areas from the area D4 to the area B2 are gradually reduced, a thickness distribution structure with the area D4 being the thickest and the thicknesses of the areas from the area D4 to the areas on two sides are gradually reduced is formed, the areas of the automobile B column are arranged to enable the force bearing capacity of the automobile B column to be clearly divided, the thicknesses of the areas, namely the area A1, the area B1 2, the area C1 3, the area D4, the area C2 and the area B2 are unchanged, the stress uniformity of the areas when the areas are stressed respectively guaranteed, and after collision, the deformation form of the automobile B column is good, so that good protection can be provided for members in an automobile, and safety is improved. Moreover, two adjacent areas are connected through a transition section, the thickness of each transition section is gradually reduced from one end close to the D area 4 to one end far away from the D area 4, and then the uniform transition of the thickness of the B column of the automobile along the length direction is realized through the transition section, so that the problem of stress concentration caused by the sudden change of the thickness is not easy to occur. Furthermore, the connecting lines formed by the connecting ends of the transitions extend in a horizontal direction, i.e., the connecting lines formed by the connecting ends of the transitions extend parallel to the impact edge line of the side impact barrier 100, i.e., in a horizontal direction. Therefore, during side collision, the positions of the automobile B-pillar which are impacted and contacted are generally mainly concentrated in one of the areas of the area A1, the area B1 2, the area C1 3, the area D4, the area C2 5 and the area B2 6, the thickness of each area is a fixed value, and the thickness of each position of the automobile B-pillar which is impacted by an impact side line is generally the same, so the impact stress is more uniform, and the deformation of the automobile B-pillar after collision is more reasonable and the safety is higher.

In addition, in order to ensure that the B-pillar of the car can exert a good impact resistance effect in the side impact test, the a-zone 1, the B1 zone 2, the C1 zone 3, the D-zone 4, the C2 zone 5, and the B2 zone 6 of the B-pillar of the car need to be brought into correspondence with different positions of the side impact barrier 100. As shown in FIGS. 2A, 2B and 3, the top of zone A1 is 10-30mm above the lower edge of the direct impact area 102 of the side impact barrier 100, and in this embodiment, the top of zone A1 is 20mm above the lower edge of the direct impact area 102 of the side impact barrier 100. The bottom end of zone 2 of B1 is 40-60mm above the lower edge of direct impact zone 102; in this embodiment, the bottom end of zone 2 of B1 is 50mm above the lower edge of the direct impact zone 102. The top of zone 2 of B1 is directly opposite the upper edge of direct impact zone 102; zone 2 of B1 corresponds generally to the direct impact area 102 overlying the side impact barrier 100. The bottom end of zone 3C 1 is 20-40mm above the top edge of direct impact zone 102. in this embodiment, the bottom end of zone 3C 1 is 30mm above the top edge of direct impact zone 102. The top of zone 3 of C1 is 130-150mm above the upper edge of the direct impact zone 102; in this embodiment, the top of zone 3 of C1 is 140mm above the upper edge of the direct impact zone 102. The C1 area 3 is located between the upper edge of the direct impact area 102 of the side impact barrier 100 and the upper edge of the body 101 of the side impact barrier 100. The bottom end of the D area 4 is 65-85mm lower than the top end of the side collision barrier 100; in this embodiment, the bottom end of the D zone 4 is 75mm below the top end of the side impact barrier 100. The top end of the D area 4 is 370-390mm higher than the top end of the side collision barrier 100; in this embodiment, the top of the D zone 4 is 380mm higher than the top of the side impact barrier 100. Since the upper edge of the body 101 of the side impact barrier 100 passes through zone D4, generally zone D4 is the location where the side impact bends most and the vital organs of the human body riding in the car are located in this area, zone D4 is the strongest side impact resistant area; the bottom end of the C2 area 5 is 150-170mm lower than the top end of the automobile B column, and in the embodiment, the bottom end of the C2 area 5 is 160mm lower than the top end of the automobile B column. The top end of the C2 area 5 is 50-70mm lower than the top end of the B column of the automobile; in this embodiment, the top of the C2 area 5 is 60mm below the top of the B-pillar of the vehicle. The bottom end of the B2 area 6 is 20-40mm lower than the top end of the B pillar of the automobile. In this embodiment, the bottom end of the B2 region 6 is 30mm below the top end of the B pillar of the vehicle. Both the C2 area 5 and the B2 area 6 extend beyond the upper edge of the body 101 of the side impact barrier 100 and are in the upper region of the B-pillar of the vehicle.

Further, the thickness of each of the regions a region 1, B1 region 2, C1 region 3, D region 4, C2 region 5 and B2 region 6 is also an important factor affecting the impact resistance. In order to avoid the problem that the thickness of each of the regions A, B1, C1, D, C2 and B2 6 is excessively changed along the length direction of the B column of the automobile, so that the thickness of two ends of the transition region is excessively changed, and stress concentration is easily caused. The difference in thickness between any two adjacent regions of region A1, region B1, region C1 3, region D4, region C2 and region B2 6 is not more than 0.35mm at the maximum. In this embodiment, the thicknesses of the regions a 1, B1, C1, D4, C2, and B2 and the thickness difference between the two adjacent regions are suitable for ensuring good impact strength, and for smoothly changing the thicknesses of the transition regions, so that the problem of stress concentration is not likely to occur in the B pillar of the automobile.

Specifically, as shown in fig. 3-5, in this embodiment, the thickness of the a-zone 1 of the B-pillar of the automobile is 1.40mm, and under the condition that stress concentration is not likely to occur, in this embodiment, the free end of the a-zone 1 is fixedly connected to the position of the automobile threshold, in order to prevent the automobile threshold from collapsing and deforming the automobile inner seat cross beam after the side impact barrier 100 is impacted, the a-zone 1 is a collision weakening zone, and the thickness of the a-zone 1 is set to be 1.4mm, which absorbs energy through deformation, thereby reducing the possibility that the automobile threshold collapses and deforming the automobile inner seat cross beam. The B1 area 2 substantially corresponds to the direct impact area 102 covering the side impact barrier 100, and after the B pillar of the vehicle is mounted on the vehicle body, the B1 area 2 corresponds to the lower hinge fixing position behind the vehicle, and the B1 area 2 corresponds to the lower position of the vehicle occupant, so the B1 area needs a certain strength, in this embodiment, the thickness of the B1 area 2 is 1.70mm, the structural strength is moderate, and a good protection effect can be achieved. As shown in fig. 4-5, the thickness of the C1 region 3 is 2.00mm, and the C1 region 3 is provided with a circular through hole (not shown), so that in order to ensure sufficient strength of the C1 region 3, a thickening and strengthening design is required, so that the thickness of the C1 region 3 is 2.0 mm. The thickness of the D-zone 4 is 2.35 mm. The thickness of the D-area 4 is the thickest as the strongest side impact prevention area in the automobile B, and in the embodiment, the thickness of the D-area 4 is 2.35mm, so that the D-area 4 has enough impact strength. Both the C2 area 5 and the B2 area 6 extend beyond the upper edge of the body 101 of the side impact barrier 100 and are in the upper region of the B-pillar of the vehicle. From the point of view of collision, the upper part of the automobile B-pillar cannot be too strong, and the structure with too strong strength can damage the upper edge beam of the automobile body when the automobile B-pillar is impacted. If the roof side rail of the automobile body fails, the whole automobile B column collapses, and the damage to passengers in the automobile is increased sharply; on the contrary, if the upper part of the B-pillar of the automobile is weakened to a certain extent, the B-pillar of the automobile tends to rotate around the upper edge beam of the automobile body. However, if the upper strength of the car B-pillar is too weak, the same effect as the collapse of the car B-pillar occurs, and thus the thickness of the C2 area 5 is set to 2.0 mm. After the free end of the B2 area 6 is fixedly connected to the roof side rail of the automobile body, most of the C2 area of the present embodiment overlaps the roof side rail of the automobile body, so the thickness of the B2 area 6 does not greatly affect the impact resistance of the B pillar of the automobile, and the thickness of the B2 area 6 is set to be 1.7 mm.

Further, along the length direction of the automobile B column, the length of each transition section is 100 times of the thickness difference of two adjacent areas of each transition section. The length of each transition section is designed to be 100 times of the thickness difference of two adjacent areas of each transition section, so that the thickness change of each transition section is smooth, and the problem of stress concentration caused by abrupt change of the thickness is not easy to occur. In addition, in the embodiment, the thickness difference between any two adjacent areas of the area A1, the area B1 2, the area C1 3, the area D4, the area C2 and the area B2 6 is not more than 0.35mm at most, so that the length of each transition section is shorter, and the smaller transition section is more beneficial to the stability of the whole automobile B column.

Further, in order to enable the A area 1, the B1 area 2, the C1 area 3, the D area 4, the C2 area 5 and the B2 area 6 of the B pillar of the automobile to be matched with main impact force points corresponding to different positions of the door of the automobile, the stability of matching is further facilitated. Along the length direction of the automobile B column, the sum of the lengths of the A zone 1, the B1 zone 2, the C1 zone 3, the D zone 4, the C2 zone 5 and the B2 zone 6 accounts for 80-85% of the length of the automobile B column. In this example, the sum of the lengths of zone a 1, zone B1, zone C1 3, zone D4, zone C2 and zone B2 6 accounts for 85% of the length of the B-pillar of the vehicle.

And the D area 4 is used as a main anti-collision area in the collision process, and in order to improve the side collision resistance of the automobile B column, the length of the D area 4 accounts for 45% -55% of the length of the automobile B column along the length direction of the automobile B column. In this embodiment, the length of D district 4 accounts for 50% of the length of car B post, guarantees that the length of D district 4 is sufficient, and then can improve the crashproof protective capacities in D district 4.

Further, in order to improve the processing efficiency of the automobile B-pillar and reduce the complexity of the processing technology, in the embodiment, the automobile B-pillar is an integrally formed structure formed by stamping the unequal-thickness rolled plate 200, and the unequal-thickness rolled plate 200 is formed by rolling a blank thick plate. As shown in fig. 4-5, in the present embodiment, the rolled plate 200 with unequal thickness is composed of seven equal-thickness segments (not shown) and six variable-thickness segments (not shown), and two adjacent equal-thickness segments are connected by the variable-thickness segments, wherein the length L of the rolled plate 200 with unequal thickness is 1600mm, and the maximum thickness H is 2.35 mm. Because the automobile B column is an integrally formed structure formed by stamping the rolled plate 200 with different thicknesses, the automobile B column does not need to be processed and formed in a laser tailor-welding mode, a spot welding mode or a patch adding mode, so that the processing technology is greatly simplified, the processing complexity is reduced, and the production investment is reduced.

Furthermore, as shown in fig. 4-5, the thicknesses of the equal-thickness sections of the unequal-thickness rolled sheet 200 are symmetrically distributed along the length direction of the unequal-thickness rolled sheet 200, and the thicknesses of the different positions along the length direction of the unequal-thickness rolled sheet 200 can be seen from the material thickness gradient curve 300 in fig. 4, wherein the thickness of the equal-thickness section located at the middle position is the largest, and the thickness of the equal-thickness section is the same as the thickness of the D region of the automobile B pillar, i.e., 2.35mm, while the lengths of the equal-thickness sections located at the two sides of the equal-thickness section located at the middle position are symmetrically distributed with the equal-thickness section at the middle position as the symmetric center, and the specific length of each equal-thickness section can be determined according to the size structure of the actually produced automobile B. According to the unequal-thickness rolled plate 200 designed in the way, when an automobile B column is actually processed, the center of the unequal-thickness rolled plate 200 is taken as a central symmetry point, the processing outlines of two automobile B columns are drawn on one unequal-thickness rolled plate 200 in a centrosymmetric arrangement, and then two automobile B columns are processed on one unequal-thickness rolled plate 200, so that the utilization rate of the unequal-thickness rolled plate 200 is effectively improved, and the processing cost is reduced. Specifically, in this embodiment, the B1 area 2 and the B2 area 6, the C1 area 3 and the C2 area 5 of the automobile B-pillar finally obtained by blanking the unequal-thickness rolled sheet material 200 are equal in thickness, and along the length direction of the automobile B-pillar, the C1 area 3 and the C2 area 5 are equal in length, the transition section between the B1 area 2 and the C1 area 3 and the transition section between the B2 area 6 and the C2 area 5 are equal in length, and the transition section between the C1 area 3 and the D area 4 and the transition section between the C2 area 5 and the D area 4 are equal in length.

The embodiment also provides an automobile, and the automobile B column provided by the embodiment is assembled on the automobile body of the automobile, the wall thickness change of the automobile B column is smooth and reasonable, the force bearing capacity is clearly divided, the stress concentration is not easy to occur, and the connecting line formed by the connecting ends of the transition sections extends along the horizontal direction, so that the deformation after collision is reasonable.

The above description is only for the preferred embodiment of the present invention, and for those skilled in the art, there are variations on the detailed description and the application scope according to the idea of the present invention, and the content of the description should not be construed as a limitation to the present invention.

Claims

1. An automobile B-pillar, characterized in that along the length direction of automobile B-pillar, automobile B-pillar includes in order:

the automobile door lock comprises an A area (1), a B1 area (2), a C1 area (3), a D area (4), a C2 area (5) and a B2 area (6), wherein the free end of the A area (1) is fixedly connected with an automobile threshold, the free end of the B2 area (6) is fixedly connected with an automobile top side beam, and two adjacent areas are connected through a transition section respectively;

the thicknesses of the A area (1), the B1 area (2), the C1 area (3), the D area (4), the C2 area (5) and the B2 area (6) are all constant values, the thickness of each area from the D area (4) to the A area (1) is gradually reduced, the thickness of each area from the D area (4) to the B2 area (6) is gradually reduced, the thickness of each transition section is gradually reduced from one end close to the D area (4) to one end far away from the D area (4), and a connecting line formed by the connecting ends of the transition sections extends along the horizontal direction.

2. The vehicle B-pillar according to claim 1, characterized in that the length of the D-zone (4) in the direction of the length of the vehicle B-pillar is 45-55% of the length of the vehicle B-pillar.

3. The automobile B-pillar of claim 1, wherein the sum of the lengths of the a-zone (1), B1 zone (2), C1 zone (3), D zone (4), C2 zone (5) and B2 zone (6) is 80-85% of the length of the automobile B-pillar.

4. The B-pillar of claim 1, wherein the difference in thickness between any adjacent two of the A-zone (1), the B1-zone (2), the C1-zone (3), the D-zone (4), the C2-zone (5) and the B2-zone (6) is not more than 0.35mm at the maximum.

5. The B-pillar of claim 4, wherein the thickness of the A-zone (1) is 1.40mm, the thickness of the B1 zone (2) is 1.70mm, the thickness of the C1 zone (3) is 2.00mm, and the thickness of the D-zone (4) is 2.35 mm.

6. The vehicle B-pillar of claim 1, wherein the length of each of said transitions along the length of said vehicle B-pillar is 100 times the difference in thickness between two adjacent regions of each of said transitions.

7. The automobile B-pillar of claim 1, wherein the automobile B-pillar is an integrally formed structure stamped from a rolled sheet (200) of unequal thickness.

8. The automobile B-pillar of claim 7, wherein said B1 region (2) is of equal thickness to said B2 region (6), said C1 region (3) and said C2 region (5) are of equal thickness, and along the length of said automobile B-pillar, said C1 region (3) and said C2 region (5) are of equal length, the transition between said B1 region (2) and said C1 region (3) and the transition between said B2 region (6) and said C2 region (5) are of equal length, the transition between said C1 region (3) and said D region (4) and the transition between said C2 region (5) and said D region (4) are of equal length.

9. The vehicle B-pillar according to claim 1, characterized in that the top end of the a-zone (1) is 10-30mm above the lower edge of the direct impact zone (102) of the side impact barrier (100); the bottom end of the B1 area (2) is 40-60mm higher than the lower edge of the direct impact area (102); the top end of the B1 zone (2) is right opposite to the upper edge of the direct impact zone (102); the bottom end of the C1 zone (3) is 20-40mm higher than the upper edge of the direct impact zone (102), and the top end of the C1 zone (3) is 130-150mm higher than the upper edge of the direct impact zone (102); the bottom end of the D area (4) is 65-85mm lower than the top end of the body (101) of the side collision barrier (100); the top end of the D area (4) is 370-390mm higher than the top end of the body (101); the bottom end of the C2 zone (5) is 150-170mm lower than the top end of the automobile B-pillar, and the top end of the C2 zone (5) is 50-70mm lower than the top end of the automobile B-pillar; the bottom end of the B2 area (6) is 20-40mm lower than the top end of the B pillar of the automobile.

10. An automobile comprising an automobile B-pillar according to any one of claims 1 to 9.