A vehicle door assembly structure and vehicle

Abstract

This invention provides a door assembly structure and vehicle, belonging to the field of automotive door technology. It includes an inner door panel and an outer door panel, with an outer panel reinforcing plate, an outer panel support plate, a door anti-collision beam, and a door lock reinforcing plate disposed between the inner and outer door panels. The outer panel reinforcing plate, outer panel support plate, and door anti-collision beam are arranged sequentially from top to bottom. The door assembly structure provided by this invention utilizes a first force transmission channel and a second force transmission channel to transmit the impact force of a side impact on the door assembly to the vehicle body, reducing the degree of inward indentation of the door, ensuring door strength, improving its rigidity, and achieving improved NVH performance. The structure is arranged in three directions (X, Y, and Z) to ensure that the structure can transmit force in each direction. The triangular adhesive area forms an adhesive fixation for the outer door panel, significantly improving the stability of the outer door panel installation.

Description

Technical Field

[0001] This invention belongs to the field of automotive door technology, and more specifically, relates to a door assembly structure and a vehicle. Background Technology

[0002] The development of the automotive industry has placed increasingly higher demands on car bodies, and the performance of automotive exterior panels has received more attention. Car doors are a crucial component of the door assembly, providing a passage for the driver and passengers to enter and exit the vehicle, isolating them from external interference, and mitigating side impacts to some extent, thus protecting occupants.

[0003] In the process of improving the rigidity and structural strength of existing car doors, it is a common practice to pre-install a door anti-collision beam between the inner and outer panels of the door assembly. When a vehicle encounters a side impact, the door anti-collision beam can indeed play a certain role, as it can resist the tendency of the door to dent and deform inward to a certain extent due to its own structural strength.

[0004] However, a significant problem exists in reality. Due to potential limitations in the design or layout of door impact beams, when a side impact strikes the door assembly, the force often cannot be effectively transmitted to the vehicle body. This causes the impact force to accumulate in a localized area of ​​the door assembly, lacking a proper evacuation route. Consequently, the door dents inward, eventually resulting in severe deformation. This severe deformation not only damages the original appearance of the door, affecting the overall aesthetics of the vehicle, but more importantly, it can also affect the normal operation of various internal components, such as window regulators and door locks, and may even endanger the safety of occupants. If the door dents significantly, it may become impossible to open properly, hindering emergency escape. Summary of the Invention

[0005] The purpose of this invention is to provide a door assembly structure that solves the problem that side impact forces are concentrated in the door assembly and cannot be transmitted to the vehicle body, resulting in a large degree of inward denting and severe deformation of the door.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows: a door assembly structure is provided, including an inner door panel and an outer door panel. An outer panel reinforcing plate, an outer panel support plate, a door anti-collision beam, and a door lock reinforcing plate are disposed between the inner door panel and the outer door panel. The outer panel reinforcing plate, the outer panel support plate, and the door anti-collision beam are arranged sequentially from top to bottom. The outer panel reinforcing plate is disposed along the water-cut length direction. The door lock reinforcing plate is disposed on the rear side of the outer panel reinforcing plate and the outer panel support plate. The rear end of the outer panel reinforcing plate is connected to the door lock reinforcing plate, forming a first force transmission channel from the door assembly to the vehicle body; the rear end of the outer panel support plate is connected to the door lock reinforcing plate, forming a second force transmission channel from the door assembly to the vehicle body.

[0007] In one possible implementation, both the outer side of the outer panel reinforcing plate and the outer side of the outer panel support plate are arc-shaped surfaces that bulge outward from the center. Both arc-shaped surfaces are fitted to the inner side of the outer door panel to ensure effective contact and installation. This allows for the transmission of impact force in the Y direction of the vehicle body, improving the overall impact resistance and structural stability of the door. This plays a crucial role in ensuring the safety of occupants and maintaining the integrity of the vehicle body structure.

[0008] In one possible implementation, the outer panel support plate is an arc-shaped plate that bulges downward in the middle, thereby transmitting impact force in the Z direction of the vehicle body, ensuring good fit between the lock body position and the side wall of the vehicle body, and further improving the performance of the door assembly.

[0009] In one possible implementation, the outer side of the outer panel reinforcing plate is provided with a plurality of first adhesive grooves, which are arranged sequentially along the water-cut length direction. The outer side of the outer panel support plate is provided with a plurality of second adhesive grooves, which are arranged sequentially along the length direction of the outer panel support plate, so that the outer panel of the car door is stably installed on the outside of the inner panel of the car door.

[0010] In one possible implementation, the second adhesive application groove located at the front end is positioned between two adjacent first adhesive application grooves, and multiple second adhesive application grooves are arranged in a staggered, vertically spaced manner to form a fixed adhesive bond to the outer door panel. This significantly improves the stability of the outer door panel installation, reduces the risk of loosening or deformation caused by long-term use or external impact, and also optimizes the overall sealing and sound insulation performance of the door to a certain extent, creating a quieter and more comfortable driving environment inside the vehicle. At the same time, it enhances the overall structural strength and durability of the door, ensuring that the door can reliably and stably perform its due protective and functional functions under various complex working conditions.

[0011] In one possible implementation, the outer panel reinforcing plate has first positioning holes at both ends, and multiple first weight-reduction holes are formed along its length, with each of the multiple first weight-reduction holes located between two first positioning holes. The outer panel support plate has second positioning holes at both ends, and multiple second weight-reduction holes are formed along its length, with each of the multiple second weight-reduction holes located between two second positioning holes. This design achieves maximum weight reduction without reducing the rigidity of the outer panel, ensuring the installation accuracy of the outer panel reinforcing plate and the outer panel support plate, thereby improving the accuracy of the installation positions of related structural components. This helps ensure the integrity and stability of the door structure, reduces problems such as friction and interference between components that may be caused by installation errors, improves the assembly quality and reliability of the door, and lays a solid foundation for the safety performance and user comfort of the vehicle.

[0012] In one possible implementation, the front end of the outer panel support plate is provided with a first reinforcing rib structure protruding outward, which is connected to the front end of the outer panel reinforcement plate. The rear end of the outer panel support plate is provided with a second reinforcing rib structure protruding outward, which is connected to the door lock reinforcement plate. This ensures that the outer panel of the door can maintain a relatively flat appearance when subjected to a certain degree of impact, avoiding obvious dents and deformations, thereby maintaining the overall aesthetics and structural integrity of the vehicle.

[0013] In one possible implementation, the angle between the door anti-collision beam and the outer panel reinforcement plate is 'a', and the angle between the outer panel support plate and the outer panel reinforcement plate bracket is 'b', where 'a' = 2b. This ensures that the force is evenly distributed to all relevant components throughout the force transmission process, avoiding stress concentration caused by excessive local stress. Stress concentration often leads to premature local material failure, such as cracks or even fractures, seriously affecting the safety and durability of the door.

[0014] In one possible implementation, a hinge reinforcement plate is also provided between the inner door panel and the outer door panel. The hinge reinforcement plate is located on the front side of the outer panel reinforcement plate and the outer panel support plate, and is connected to the first force transmission channel and the second force transmission channel respectively. It mainly provides the connection of different force transmission channels in the Z direction and reasonably distributes the impact force of the door assembly.

[0015] The beneficial effects of the door assembly structure provided by this invention are as follows: 1. The outer panel reinforcement plate, outer panel support plate, door anti-collision beam, and door lock reinforcement plate are installed between the inner and outer door panels. The door anti-collision beam is located in the lower part of the door assembly and is the main load-bearing structure in side collisions. The door anti-collision beam is firmly connected to the B-pillar of the vehicle body. The outer panel reinforcement plate is installed along the length of the water-cutting edge, providing mounting points for accessories such as the water-cutting edge and window regulator of the door assembly, and also providing mounting points for the door trim to ensure secure installation. The outer panel support plate is located between the outer panel reinforcement plate and the door anti-collision beam, and is the main structure supporting the rigidity of the outer door panel, allowing for a more reasonable and even distribution of the rigidity of the outer door panel. The door lock reinforcement plate is located at the rear of the outer panel reinforcement plate and the outer panel support plate. The rear end of the outer panel reinforcement plate connects to the door lock reinforcement plate, forming the first force transmission channel from the door assembly to the vehicle body. The rear end of the outer panel support plate also connects to the door lock reinforcement plate, forming a second force transmission channel from the door assembly to the vehicle body. The first and second force transmission channels can transmit the impact force of a side impact on the door assembly to the body, reduce the degree of inward denting of the door, ensure the strength of the door assembly, improve its rigidity, and achieve NVH performance improvement.

[0016] 2. The structure, arranged in the X, Y, and Z directions, allows for effective force transmission in each direction. When the door is subjected to an external force in the X direction, the impact force is transmitted systematically along the structure, forming a stable and efficient force transmission path. This avoids excessive force accumulation in localized areas and effectively enhances the door's ability to withstand external forces in the X direction. When encountering external forces in the Y direction, the structure, with its tight fit, smoothly transmits the force while effectively dispersing it, reducing the possibility of deformation of the door panel in the Y direction. When the door is subjected to force in the Z direction, the structure effectively resists external forces, preventing excessive sagging and ensuring that the lock body and the side panel of the vehicle body maintain a good fit.

[0017] 3. Whether the vehicle encounters bumps and vibrations during driving, or when the door is subjected to external pressure, collisions, or other complex conditions, these carefully designed triangular adhesive areas can be used to fix and bond the outer door panel. This fully utilizes the stability characteristics of triangles to effectively disperse and resist various stresses, greatly improving the stability of the outer door panel installation.

[0018] 4. By setting weight reduction holes, the weight of the components can be reduced to the greatest extent while ensuring that the rigidity of the outer panel reinforcement plate and the outer panel support plate is not significantly affected. By setting positioning holes, not only can the outer panel reinforcement plate and the outer panel support plate fully perform their functions, but they can also provide accurate references for the installation of other related structural components, thereby improving the accuracy of the installation position of related structural components in the entire door assembly.

[0019] 5. By setting up a reinforcing rib structure, it can effectively distribute and resist external forces, significantly enhance the dent resistance of the outer door panel, and ensure that the outer door panel can still maintain a relatively flat appearance when subjected to a certain degree of impact.

[0020] The present invention also provides a vehicle including the aforementioned door assembly structure.

[0021] The beneficial effects of the vehicle provided by the present invention are as follows: Compared with the prior art, since the vehicle uses the above-mentioned door assembly structure, it has the same beneficial effects as the above-mentioned door assembly structure. By utilizing the first force transmission channel and the second force transmission channel, the impact force of the side impact on the door assembly can be transmitted to the vehicle body, reducing the degree of inward indentation of the door, ensuring the strength of the door assembly, improving its own rigidity, and achieving NVH performance improvement. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of a door assembly structure provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of the outer support plate provided in an embodiment of the present invention.

[0024] In the picture: 100. Inner door panel; 110. Door and window frame reinforcement plate; 120. Door and window frame reinforcement rib; 200. Outer panel reinforcement plate; 210. First adhesive application groove; 220. First positioning hole; 230. First weight reduction hole; 300. Outer panel support plate; 310. Second adhesive application groove; 320. Second positioning hole; 330. Second weight reduction hole; 340. First reinforcement rib structure; 350. Second reinforcement rib structure; 400. Door anti-collision beam; 500. Door lock reinforcement plate; 600. Hinge reinforcement plate; 700. Triangular adhesive area. Detailed Implementation

[0025] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0026] Unless otherwise explicitly specified, the use of terms such as "first," "second," or "third" is intended to distinguish different objects, not to describe a specific order.

[0027] Unless otherwise expressly defined, the use of directional terms such as “center,” “lateral,” “longitudinal,” “horizontal,” “vertical,” “top,” “bottom,” “inner,” “outer,” “upper,” “lower,” “front,” “rear,” “left,” “right,” “clockwise,” “counterclockwise,” “high,” and “low” to indicate orientation or positional relationships is based on the orientation and positional relationships shown in the accompanying drawings and is only for the convenience of describing the invention and simplifying the description, and is not intended to indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the specific scope of protection of the invention.

[0028] Please see Figure 1 The present invention will now describe a door assembly structure. A door assembly structure includes an inner door panel 100 and an outer door panel. An outer panel reinforcing plate 200, an outer panel support plate 300, a door anti-collision beam 400, and a door lock reinforcing plate 500 are disposed between the inner door panel 100 and the outer door panel. The outer panel reinforcing plate 200, the outer panel support plate 300, and the door anti-collision beam 400 are arranged sequentially from top to bottom. The outer panel reinforcing plate 200 is disposed along the watershed length direction. The door lock reinforcing plate 500 is disposed on the rear side of the outer panel reinforcing plate 200 and the outer panel support plate 300. The rear end of the outer panel reinforcing plate 200 is connected to the door lock reinforcing plate 500, forming a first force transmission channel for transmitting force from the door assembly to the vehicle body. The rear end of the outer panel support plate 300 is connected to the door lock reinforcing plate 500, forming a second force transmission channel for transmitting force from the door assembly to the vehicle body.

[0029] This invention provides a door assembly structure that, compared to existing technologies, includes an outer panel reinforcing plate 200, an outer panel support plate 300, a door anti-collision beam 400, and a door lock reinforcing plate 500 positioned between the inner door panel 100 and the outer door panel. The door anti-collision beam 400, located in the lower region of the door assembly, is the main load-bearing structure in side collisions and is securely connected to the B-pillar of the vehicle body. The outer panel reinforcing plate 200 is positioned along the length of the water-cutting edge, providing mounting points for accessories such as the water-cutting edge and window regulator, and also providing mounting points for the door trim to ensure secure installation. The outer panel support plate 300, located between the outer panel reinforcing plate 200 and the door anti-collision beam 400, is the main structure supporting the rigidity of the outer door panel, allowing for a more even distribution of rigidity. The door lock reinforcing plate 500 is located behind the outer panel reinforcing plate 200 and the outer panel support plate 300. The outer panel reinforcement plate 200 is connected to the door lock reinforcement plate 500 at its rear end, forming a first force transmission channel from the door assembly to the vehicle body. The outer panel support plate 300 is also connected to the door lock reinforcement plate 500 at its rear end, forming a second force transmission channel from the door assembly to the vehicle body. These first and second force transmission channels can transfer the impact force from a side impact on the door assembly to the vehicle body, reducing the degree of inward denting of the door, ensuring the strength of the door assembly, improving its rigidity, and ultimately enhancing NVH performance.

[0030] The first and second force transmission channels form force transmission channels along the X-direction of the vehicle body, enabling the transmission of impact force in the X-direction. Specifically, the rear end of the outer panel reinforcement plate 200 is tightly connected to the door lock reinforcement plate 500, successfully constructing a first force transmission channel specifically for transmitting impact force along the X-direction of the vehicle body; the rear end of the outer panel support plate 300 is also seamlessly connected to the door lock reinforcement plate 500, thus forming another second force transmission channel along the X-direction of the vehicle body. These two force transmission channels work together in the X-direction of the vehicle body, enabling the rapid and efficient transmission of impact force to the main body structure along the X-direction upon a side impact, effectively reducing the degree of inward indentation of the door due to impact, ensuring the overall structural strength of the door assembly, significantly improving the rigidity of the door itself, and further contributing to better NVH performance, providing more reliable safety protection and a comfortable driving environment for passengers.

[0031] Please see Figure 1 Both the outer side of the outer panel reinforcement plate 200 and the outer side of the outer panel support plate 300 are arc-shaped surfaces that bulge outward from the center. Both arc-shaped surfaces are fitted to the inner side of the outer door panel. The outer sides of the outer panel reinforcement plate 200 and the outer side of the outer panel support plate 300 are arc-shaped surfaces offset from the outer door panel, and their outward convex curvature ensures effective contact and installation with the outer door panel, thereby transmitting impact force in the Y direction of the vehicle body.

[0032] Both the outer panel reinforcement plate 200 and the outer panel support plate 300 feature a unique arc-shaped surface structure with a central bulge extending outwards on their outer sides. These two arc-shaped surfaces are designed to conform to the inner contour of the door outer panel, achieving a precise fit and installation. The arc-shaped surfaces of the outer panels 200 and 300, offset from the door outer panel, with their cleverly designed outward-convex curvature, not only ensure a tight and effective fit with the door outer panel but also create a stable impact force transmission path in the Y-direction of the vehicle body. When a vehicle is involved in a side collision, the impact force from the outer door panel can be smoothly transmitted along these curved surfaces in the Y direction to the outer panel reinforcement plate 200 and the outer panel support plate 300. Then, through their connection structure with other components, the impact force is further dispersed and transmitted to the overall body structure, effectively enhancing the door system's ability to cope with impact forces in the Y direction, improving the overall impact resistance and structural stability of the door, and playing a vital role in ensuring the safety of the occupants and maintaining the integrity of the body structure.

[0033] Please see Figure 1 and Figure 2 The outer panel support plate 300 is an arc-shaped plate that bulges downward in the middle. The arc-shaped plate presents a downward bulging bow-shaped structure, which can effectively improve the sag rigidity of the outer door panel, thereby transmitting impact force in the Z direction of the vehicle body, ensuring good fit between the lock body position and the side wall of the vehicle body, and further improving the performance of the door assembly.

[0034] The outer panel support plate 300 features a unique design with a downward-protruding arc shape in the center. Its distinctive downward-protruding bow-shaped structure acts as a robust mechanical defense, playing a crucial role in the Z-direction of the vehicle body. When the vehicle faces various operating conditions, especially when subjected to external forces in the Z-direction, this bow-shaped structure efficiently transmits impact force, effectively preventing excessive sagging deformation of the door outer panel due to stress, and significantly improving the sagging rigidity of the door outer panel. This ensures that the lock body maintains a precise and good fit with the side panel of the vehicle body in the Z-direction, avoiding a series of problems such as improper door closure and abnormal noises caused by deformation of the door outer panel leading to abnormal fit between the lock body and the side panel. By stably and reliably transmitting impact force in the Z-direction of the vehicle body and effectively ensuring the fit of the lock body, the outer panel support plate 300 further enhances the overall performance of the door assembly in all aspects, including key performance indicators such as safety, sealing, and durability, providing solid support for the overall quality of the vehicle.

[0035] In summary, the door assembly structure provided by this invention employs a three-directional (X, Y, Z) arrangement, enabling the structure to effectively transmit forces in each direction. The X-direction primarily considers the arrangement of the first and second force transmission channels along the length, emphasizing their length-direction characteristics. The outer panel reinforcing plate 200 is cleverly connected to the door lock reinforcing plate 500, thus constructing a closed-loop structure. The advantage of this closed-loop structure is that when the door is subjected to external forces in the X direction, the impact force can be transmitted orderly along the structure, forming a stable and efficient force transmission path. This avoids excessive force accumulation in localized areas, effectively enhancing the door's ability to withstand external forces in the X direction and ensuring the stability of the door structure in that direction.

[0036] The Y-direction design utilizes a surface offset from the outer door panel, featuring a convex curvature to ensure effective fit and installation. This offset surface design and convex curvature allow for a secure fit between the structure and the panel. Structural adhesive is used to further enhance the connection's stability. Consequently, when subjected to external forces in the Y-direction, the tight fit effectively transmits and disperses these forces, reducing the likelihood of deformation of the outer door panel in that direction and improving the overall strength and stability of the door in that direction.

[0037] The Z-axis employs a non-linear arrangement with a downward-convex "bow-shaped" structure. This downward convexity effectively enhances the sag stiffness of the door outer panel, ensuring a good fit between the lock body and the vehicle's side profile, further improving door performance. The non-linear arrangement results in a unique downward-convex shape. This downward-convex structure plays a crucial role in significantly improving the door's sag stiffness. When the vehicle is in motion and various factors cause forces to be applied to the door in the Z-axis, this structure effectively resists these forces, preventing excessive sag and ensuring a consistent fit between the lock body and the vehicle's side profile. This not only helps maintain the door's normal opening and closing function, avoiding problems such as incomplete closure and abnormal noises caused by sag deformation, but also further improves overall door performance, creating a more comfortable and safer driving environment for occupants, extending the door's lifespan, and ensuring the overall quality of the vehicle.

[0038] In addition, the upper part of the inner door panel 100 has a window structure, which includes a door window frame reinforcing plate 110. The door window frame reinforcing plate 110 plays a major role in the rigidity of the window frame and, together with other connecting plates of the door, forms a stress channel for the door assembly structure. The door glass is installed inside the door window frame reinforcing plate 110. Multiple door window frame reinforcing ribs 120 are also provided on the outer periphery of the door window frame reinforcing plate 110. The multiple door window frame reinforcing ribs 120 are spaced apart along the length of the door window frame reinforcing plate 110, and each door window frame reinforcing rib 120 is arranged along the width of the door window frame reinforcing plate 110, which can improve the structural strength of the window structure. The door window frame reinforcing ribs 120 provide mounting points for window frame accessories such as sealing strips and glass, and also provide mounting points for window frame trim panels to ensure secure installation. They are the main local stress channels for other accessories.

[0039] The door and window frame reinforcing rib 120 not only provides reinforcement for the installation points of window frame seals, glass, and other accessories, but also creates stable installation points for window frame trim panels, effectively ensuring the firmness and reliability of these accessories' installation. It serves as a crucial local channel for the transmission of force to other accessories. When the door is subjected to external forces, whether from vehicle body vibration, collision impact, or other conditions, the door and window frame reinforcing plate 110 and its surrounding reinforcing ribs effectively disperse and transmit these forces, preventing excessive deformation or damage to the window frame. This ensures the normal functioning of the door and the stability of the overall structure, providing a safe and comfortable driving environment for occupants, and helps extend the door's lifespan and maintain the vehicle's exterior integrity.

[0040] Please see Figure 1 The outer panel reinforcing plate 200 has multiple first adhesive grooves 210 on its outer side, arranged sequentially along the length of the water-cutting section. The outer panel support plate 300 has multiple second adhesive grooves 310 on its outer side, arranged sequentially along the length of the outer panel support plate 300. The multiple first adhesive grooves 210 are sequentially arranged along the lower edge of the outer panel reinforcing plate 200. Adhesive is applied to the multiple first adhesive grooves 210 and the multiple second adhesive grooves 310. Then, the outer door panel is bonded to the outer side of the outer panel reinforcing plate 200 and the outer side of the outer panel support plate 300. Thus, supported by the outer panel reinforcing plate 200 and the outer panel support plate 300, the outer door panel is stably installed on the outside of the inner door panel 100.

[0041] During door assembly, adhesive is applied to multiple first adhesive application grooves 210 and multiple second adhesive application grooves 310. By precisely controlling the amount and uniformity of adhesive application, the outer door panel is then tightly bonded to the outer side of the outer panel reinforcing plate 200 and the outer side of the outer panel support plate 300. With this adhesive bonding method, and the strong support of the outer panel reinforcing plate 200 and the outer panel support plate 300, the outer door panel can be installed very stably on the outside of the inner door panel 100. This installation method not only effectively enhances the connection and tightness between the outer door panel and the internal reinforcing structure, reducing the risk of loosening or deformation due to long-term use or external impact, but also optimizes the overall sealing and sound insulation performance of the door to a certain extent, creating a quieter and more comfortable driving environment. It also improves the overall structural strength and durability of the door, ensuring that the door can reliably and stably perform its due protective and functional functions under various complex working conditions.

[0042] Preferably, the second adhesive groove 310 located at the front end is disposed between two adjacent first adhesive grooves 210. The second adhesive groove 310 at the front end of the outer panel support plate 300 forms a lower bonding area, and the first adhesive grooves 210 located on both sides of the second adhesive groove 310 form two upper bonding areas. The lower bonding area and the two upper bonding areas form a triangular adhesive area 700. In addition, multiple second adhesive grooves 310 are arranged in a staggered manner with vertical spacing. Three adjacent second adhesive grooves 310 respectively form three bonding areas, which can form a forward or reverse triangular adhesive area 700. By forming a fixed bond to the outer door panel through the triangular adhesive area 700, the stability of the outer door panel installation can be greatly improved. Whether encountering bumps and vibrations during vehicle operation or subjected to complex conditions such as external pressure and collisions, the carefully designed triangular adhesive zones 700 securely bond the outer door panel. This fully utilizes the stability characteristics of triangles to effectively disperse and resist various stresses, significantly improving the stability of the outer door panel installation. The outer door panel is tightly and securely attached to the outer panel reinforcement plate 200 and outer panel support plate 300, preventing loosening or displacement. This ensures the integrity and reliability of the overall door structure, providing a safer and more comfortable driving environment for occupants. It also extends the door's lifespan and reduces potential problems such as increased noise and decreased sealing caused by unstable outer door panel installation.

[0043] Please see Figure 1 and Figure 2The outer plate reinforcing plate 200 has first positioning holes 220 at both ends, and multiple first weight-reducing holes 230 are provided along the length direction of the outer plate reinforcing plate 200. The multiple first weight-reducing holes 230 are all located between two first positioning holes 220. The outer plate support plate 300 has second positioning holes 320 at both ends, and multiple second weight-reducing holes 330 are provided along the length direction of the outer plate support plate 300. The multiple second weight-reducing holes 330 are all located between two second positioning holes 320.

[0044] In this embodiment, both the first weight-reduction hole 230 and the second weight-reduction hole 330 are elongated weight-reduction holes. The length direction of these holes is consistent with the length direction of the outer panel reinforcing plate 200 and the outer panel support plate 300, achieving maximum weight reduction without compromising their own rigidity. Based on structural mechanics principles, this approach minimizes component weight while ensuring the rigidity of the outer panel reinforcing plate 200 and the outer panel support plate 300 remains largely unaffected. By optimizing material distribution and eliminating unnecessary redundancy, a perfect balance between lightweighting and structural strength is achieved, effectively reducing the overall weight of the door and positively impacting fuel economy and handling performance. The first positioning hole 220 and the second positioning hole 320 ensure the installation accuracy of the outer panel reinforcing plate 200 and the outer panel support plate 300, thereby improving the accuracy of the installation positions of related structural components. The first positioning hole 220 and the second positioning hole 320 play a crucial role in the installation process of the outer panel reinforcing plate 200 and the outer panel support plate 300. These components act as precise coordinate references, ensuring extremely high positional accuracy of the outer panel reinforcement plate 200 and outer panel support plate 300 during installation between the inner door panel 100 and the outer door panel. This precise installation positioning not only facilitates the full functionality of the outer panel reinforcement plate 200 and outer panel support plate 300 but also provides accurate references for the installation of other related structural components, thereby improving the accuracy of the installation positions of related structural components in the entire door assembly. Overall, this helps ensure the integrity and stability of the door structure, reduces problems such as friction and interference between components that may be caused by installation errors, improves the assembly quality and reliability of the door, and lays a solid foundation for the vehicle's safety performance and user comfort.

[0045] Please see Figure 2The outer panel support plate 300 has a first reinforcing rib structure 340 protruding outward at its front end. The first reinforcing rib structure 340 is connected to the front end of the outer panel reinforcement plate 200. The protrusion of the first reinforcing rib structure 340 faces outward, ensuring that it is aligned with the protrusion direction of the outer door panel, thus strengthening the dent resistance of the outer door panel. When the outer door panel is subjected to external pressure or impact, the first reinforcing rib structure 340 can effectively distribute and resist the external force, significantly enhancing the dent resistance of the outer door panel. This ensures that the outer door panel can maintain a relatively flat appearance even when subjected to a certain degree of impact, avoiding obvious dent deformation, thereby maintaining the overall aesthetics and structural integrity of the vehicle.

[0046] The rear end of the outer panel support plate 300 is provided with a second reinforcing rib structure 350 protruding outward. The second reinforcing rib structure 350 is connected to the door lock reinforcing plate 500. The protrusion of the second reinforcing rib structure 350 faces outward, ensuring that it is consistent with the protrusion direction of the outer door panel, thereby enhancing the dent resistance of the outer door panel. During vehicle use, especially in cases where the door may encounter side collisions or compression, this structure provides additional support and dent resistance for the outer door panel, further improving its ability to withstand external forces.

[0047] Furthermore, the first reinforcing rib structure 340 and the second reinforcing rib structure 350 at both ends of the outer panel support plate 300 are connected to the lines along the length of the multiple second weight-reducing holes 330 on the outer panel support plate 300, which can improve the stiffness and structural strength of the outer panel support plate 300 itself. This layout, based on the principles of structural mechanics, cleverly utilizes the relationship between the reinforcing ribs and the weight-reducing holes. Through this design, the outer panel support plate 300 can effectively improve its stiffness and structural strength while achieving the weight reduction goal. During vehicle operation, whether dealing with vibrations and bumps during daily driving or suffering accidental collisions, the outer panel support plate 300 can more stably perform its supporting and force-transmitting functions, ensuring the reliability and safety of the overall door structure and providing a safe and comfortable driving environment for the occupants.

[0048] Preferably, the angle between the door anti-collision beam 400 and the outer panel reinforcement plate 200 is 'a', and the angle between the outer panel support plate 300 and the bracket of the outer panel reinforcement plate 200 is 'b', where 'a' = 2b. This design of the relative positions of the door anti-collision beam 400, the outer panel support plate 300, and the outer panel reinforcement plate 200 ensures stable and effective force transmission, avoids stress concentration due to excessive localized stress, and also avoids design redundancy due to insufficient force. From the perspective of force transmission, when a vehicle encounters a side collision, the impact force will first act on the door anti-collision beam 400. Due to the specific angle 'a' between it and the outer panel reinforcement plate 200, the impact force borne by the anti-collision beam can be transmitted to the surrounding structure along a reasonable path in the most stable and efficient manner. The angle 'b' between the outer panel support plate 300 and the outer panel reinforcement plate 200 further optimizes the force transmission path among these three components. This design ensures that force is evenly distributed to all relevant components throughout the entire force transmission process, avoiding stress concentration caused by excessive stress in localized areas. Stress concentration often leads to premature localized material failure, such as cracks or even fractures, severely impacting the safety and durability of the car door.

[0049] Please see Figure 1 A hinge reinforcement plate 600 is also provided between the inner door panel 100 and the outer door panel. The hinge reinforcement plate 600 is located on the front side of the outer panel reinforcement plate 200 and the outer panel support plate 300, and connects the first force transmission channel and the second force transmission channel respectively, so that the force transmission channels can be interconnected. The hinge reinforcement plate 600 mainly provides the connection of different force transmission channels in the Z direction, so as to reasonably distribute the impact force received by the door assembly.

[0050] A hinge reinforcement plate 600 is installed within the space formed by the inner door panel 100 and the outer door panel. The hinge reinforcement plate 600 is located in the front region of the outer panel reinforcement plate 200 and the outer panel support plate 300, and is connected to both the first and second force transmission channels, thus successfully achieving interconnection between the force transmission channels. During vehicle operation, especially when the door assembly is subjected to external impact, the impact force will be transmitted and distributed in different directions. The hinge reinforcement plate 600 mainly undertakes the important task of connecting and integrating different force transmission channels in the Z-direction of the vehicle body. Based on its structural characteristics and mechanical transmission principles, it can rationally distribute and guide the impact force received by the door assembly. For example, when a car door is impacted from the side with a certain Z-direction component, the impact force is initially transmitted and dispersed along the door anti-collision beam 400, outer panel reinforcement plate 200, outer panel support plate 300, and other structures. The hinge reinforcement plate 600 then intervenes to redistribute these dispersed impact forces in the Z-direction, ensuring that the force borne by each force transmission channel is within a reasonable range. This avoids adverse consequences such as component damage and structural deformation caused by excessive or insufficient local force, thereby effectively ensuring the stability and integrity of the car door assembly structure, providing a safer and more reliable driving environment for the occupants, and also helping to extend the service life of the car door and reduce vehicle maintenance costs and frequency.

[0051] Based on the same inventive concept, the present invention also provides a vehicle that uses the above-mentioned door assembly structure, and thus has the same beneficial effects as the above-mentioned door assembly structure. By utilizing the first force transmission channel and the second force transmission channel, the impact force of the side impact on the door assembly can be transmitted to the vehicle body, reducing the degree of inward indentation of the door, ensuring the strength of the door assembly, improving its rigidity, and achieving NVH performance improvement.

[0052] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A door assembly structure, characterized in that, The device includes an inner door panel (100) and an outer door panel. An outer panel reinforcing plate (200), an outer panel support plate (300), a door anti-collision beam (400), and a door lock reinforcing plate (500) are provided between the inner door panel (100) and the outer door panel. The outer panel reinforcing plate (200), the outer panel support plate (300), and the door anti-collision beam (400) are arranged sequentially from top to bottom. The outer panel reinforcing plate (200) is arranged along the water-cut length direction. The door lock reinforcing plate (500) is located on the rear side of the outer panel reinforcing plate (200) and the outer panel support plate (300). The rear end of the outer panel reinforcing plate (200) is connected to the door lock reinforcing plate (500), forming a first force transmission channel from the door assembly to the vehicle body; the rear end of the outer panel support plate (300) is connected to the door lock reinforcing plate (500), forming a second force transmission channel from the door assembly to the vehicle body.

2. The door assembly structure as described in claim 1, characterized in that, The outer side of the outer panel reinforcing plate (200) and the outer side of the outer panel support plate (300) are both arc-shaped surfaces that bulge outward from the center, and both arc-shaped surfaces are fitted to fit the inner side of the outer panel of the car door.

3. The door assembly structure as described in claim 1, characterized in that, The outer support plate (300) is an arc-shaped plate that bulges downward in the middle.

4. The door assembly structure as described in claim 1, characterized in that, The outer side of the outer plate reinforcing plate (200) is provided with a plurality of first adhesive grooves (210), which are arranged sequentially along the water-cutting length direction. The outer side of the outer plate support plate (300) is provided with a plurality of second adhesive grooves (310), which are arranged sequentially along the length direction of the outer plate support plate (300).

5. A door assembly structure as described in claim 4, characterized in that, The second glue-applying groove (310) located at the front end is disposed between two adjacent first glue-applying grooves (210), and the multiple second glue-applying grooves (310) are arranged in a staggered manner with vertical spacing.

6. The door assembly structure as described in claim 1, characterized in that, The outer plate reinforcing plate (200) has first positioning holes (220) at both ends, and multiple first weight-reducing holes (230) are provided on the outer plate reinforcing plate (200) along the length direction, with the multiple first weight-reducing holes (230) located between two first positioning holes (220); the outer plate support plate (300) has second positioning holes (320) at both ends, and multiple second weight-reducing holes (330) are provided on the outer plate support plate (300) along the length direction, with the multiple second weight-reducing holes (330) located between two second positioning holes (320).

7. The door assembly structure as described in claim 1, characterized in that, The front end of the outer plate support plate (300) is provided with a first reinforcing rib structure (340) protruding outward, and the first reinforcing rib structure (340) is connected to the front end of the outer plate reinforcement plate (200). The rear end of the outer plate support plate (300) is provided with a second reinforcing rib structure (350) protruding outward, and the second reinforcing rib structure (350) is connected to the door lock reinforcement plate (500).

8. A door assembly structure as described in claim 1, characterized in that, The included angle between the door anti-collision beam (400) and the outer panel reinforcing plate (200) is a, and the included angle between the outer panel support plate (300) and the bracket of the outer panel reinforcing plate (200) is b, where a=2b.

9. A door assembly structure as described in any one of claims 1-8, characterized in that, A hinge reinforcement plate (600) is also provided between the inner door panel (100) and the outer door panel. The hinge reinforcement plate (600) is located on the front side of the outer panel reinforcement plate (200) and the outer panel support plate (300), and is connected to the first force transmission channel and the second force transmission channel respectively.

10. A vehicle, characterized in that, Includes a door assembly structure as described in any one of claims 1-9.

Images