Frameless car door structure and car

Abstract

The frameless vehicle door structure comprises a vehicle door inner plate, a hinge reinforcing piece, a first anti-collision beam and a second anti-collision beam, the hinge reinforcing piece is arranged in the longitudinal direction and connected with the front portion of the vehicle door inner plate, the upper end of the hinge reinforcing piece is located on a windowsill line of the vehicle door inner plate, and the lower end of the hinge reinforcing piece is connected with the first anti-collision beam. The lower end of the hinge reinforcer extends to the lower part of the vehicle door inner plate; the first anti-collision beam is located on the upper side of the second anti-collision beam, the front end of the first anti-collision beam and the front end of the second anti-collision beam are connected with the hinge reinforcing piece, and the rear end of the first anti-collision beam and the rear end of the second anti-collision beam are connected with the rear portion of the automobile door inner plate. In the thickness direction of the frameless vehicle door structure, the thickness of the front end of the first anti-collision beam is larger than that of the rear end of the first anti-collision beam, and / or the thickness of the front end of the second anti-collision beam is larger than that of the rear end of the second anti-collision beam. The rear end of the first anti-collision beam and / or the rear end of the second anti-collision beam are / is thin in the Y direction, and more Y-direction space is provided for the rear portion of the frameless vehicle door structure.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile accessories, in particular to a frameless door structure and an automobile. Background Art

[0002] Frameless car doors refer to car doors without frames for the window glass. Frameless car doors are generally used in sports cars or sports cars, especially convertibles. The most obvious advantages of frameless car doors are that they look beautiful, stylish and dynamic, have good sound insulation and good safety.

[0003] The frameless door structure in the prior art usually forms a main cavity structure between the door inner panel and the door outer panel, with reinforcements arranged along the upper and lower hinge mounting points at the front of the door inner panel, reinforcements arranged at the door lock at the rear of the door inner panel, reinforcements arranged at the window sill line of the door inner panel, and an anti-collision beam arranged in the middle of the door inner panel. However, the space in the frameless door structure in the prior art is limited, the parts are compactly arranged, and the frameless door structure has serious defects. Utility Model Content

[0004] One of the purposes of the utility model is to provide a frameless door structure to solve the technical problems of limited space, compact layout of parts and heavy weight of the frameless door structure in the prior art; the second purpose is to provide a car.

[0005] In order to achieve the above purpose, the technical solution adopted by the utility model is as follows:

[0006] A frameless door structure, the frameless door structure includes a door inner panel, a hinge reinforcement, a first anti-collision beam and a second anti-collision beam, the hinge reinforcement is arranged in the longitudinal direction and connected to the front of the door inner panel, the upper end of the hinge reinforcement is located at the window sill line of the door inner panel, and the lower end of the hinge reinforcement extends to the lower part of the door inner panel; the first anti-collision beam is located on the upper side of the second anti-collision beam, the front end of the first anti-collision beam and the front end of the second anti-collision beam are respectively connected to the hinge reinforcement, and the rear end of the first anti-collision beam and the rear end of the second anti-collision beam are respectively connected to the rear of the door inner panel; in the thickness direction of the frameless door structure, the thickness of the front end of the first anti-collision beam is greater than the thickness of the rear end of the first anti-collision beam, and / or the thickness of the front end of the second anti-collision beam is greater than the thickness of the rear end of the second anti-collision beam.

[0007] According to the above technical means, the hinge reinforcement runs through the lower part of the door inner panel along the window sill line of the door inner panel, and the hinge reinforcement increases the strength of the door inner panel at the door hinge while increasing the torsional stiffness of the frameless door structure. The double anti-collision beam structure of the first anti-collision beam and the second anti-collision beam improves the collision performance of the frameless door structure. Therefore, the frameless door structure has good strength, torsional stiffness and collision performance, which can reduce the weight of the collision non-critical parts in the frameless door structure accordingly, reduce the manufacturing cost of a single part, and make the frameless door structure have the advantages of safety and lightness. Further, in the thickness direction of the frameless door structure, the thickness of the front end of the first anti-collision beam is greater than the thickness of the rear end of the first anti-collision beam, and / or the thickness of the front end of the second anti-collision beam is greater than the thickness of the rear end of the second anti-collision beam. At this time, the rear end of the first anti-collision beam and / or the rear end of the second anti-collision beam are thinner in the Y direction, which can provide more Y-direction space for the rear of the frameless door structure, facilitate the arrangement of other parts, and the lightweight design of the frameless door structure.

[0008] Furthermore, when a cross section is made perpendicular to the extension direction of the first anti-collision beam, the first anti-collision beam presents a concave-convex structure, and the thickness of the concave-convex structure gradually decreases in the direction from the front end of the first anti-collision beam to the rear end of the first anti-collision beam.

[0009] According to the above technical means, the first anti-collision beam has the advantage of high structural strength, can better buffer, and improve the buffering capacity of the first anti-collision beam during collision. In the direction from the front end of the first anti-collision beam to the rear end of the first anti-collision beam, the thickness of the concave-convex structure gradually decreases, the structure of the first anti-collision beam has a smooth transition, and the structure is relatively stable.

[0010] Furthermore, the frameless door structure also includes a crossbeam reinforcement plate, one side of the crossbeam reinforcement plate is connected to the rear end of the first anti-collision beam, and the other side of the crossbeam reinforcement plate is connected to the door inner panel.

[0011] According to the above technical means, the structural strength of the rear end of the first anti-collision beam can be strengthened, so that the first anti-collision beam as a whole meets the structural strength requirements, and can provide better buffering capacity, and provide more Y-direction space for the rear of the frameless door structure.

[0012] Furthermore, the frameless door structure also includes a first cross beam connecting plate and a second cross beam connecting plate, the second anti-collision beam is a circular tubular structure, the front end of the second anti-collision beam is connected to the hinge reinforcement through the first cross beam connecting plate, and the rear end of the second anti-collision beam is connected to the rear of the door inner panel through the second cross beam connecting plate.

[0013] According to the above technical means, the first cross beam connecting plate can increase the connection area between the second anti-collision beam and the hinge reinforcement, so that the front end of the second anti-collision beam is firmly connected to the hinge reinforcement. The second cross beam connecting plate can increase the connection area between the rear end of the second anti-collision beam and the rear part of the door inner panel, so that the rear end of the second anti-collision beam is firmly connected to the door inner panel.

[0014] Furthermore, the frameless door structure also includes a crossbeam support plate, one side of the crossbeam support plate is connected to the middle portion of the second anti-collision beam, and the other side of the crossbeam support plate is connected to the door inner panel.

[0015] According to the above technical means, by setting the crossbeam support plate, the connection points between the second anti-collision beam and the door inner panel are increased, making the structure of the second anti-collision beam more stable; at the same time, the crossbeam support plate can be used to support the second anti-collision beam, improve the supporting effect of the second anti-collision beam on the door outer panel, and avoid deformation when pressing the door outer panel.

[0016] Furthermore, the hinge reinforcement is in a Z-shaped structure, the front portion of the door inner panel has a Z-shaped bend, and two ends of the Z-shaped structure are respectively connected to two ends of the Z-shaped bend.

[0017] According to the above technical means, it is possible to strengthen the front part of the inner door panel and the connection between the inner door panel and the hinge, thereby improving the structural strength of the frameless door structure.

[0018] Furthermore, the frameless door structure also includes a window sill line inner reinforcement and a window sill line outer reinforcement, and the window sill line inner reinforcement and the window sill line outer reinforcement are respectively arranged along the window sill line of the door inner panel; the front end of the window sill line inner reinforcement and the front end of the window sill line outer reinforcement are respectively connected to the hinge reinforcement, one side of the window sill line inner reinforcement is connected to the door inner panel, and the other side of the window sill line inner reinforcement is connected to the window sill line outer reinforcement, and an opening for the door glass to move is formed between the window sill line inner reinforcement and the window sill line outer reinforcement.

[0019] According to the above technical means, a double-layer reinforcement structure can be formed by arranging the inner reinforcement member of the window sill line and the outer reinforcement member of the window sill line. The double-layer reinforcement structure can enhance the rigidity of the window sill line and provide an effective clamping surface for the door glass.

[0020] Furthermore, the lower end of the window sill line outer reinforcement extends to the lower side of the outward opening handle.

[0021] According to the above technical means, support can be provided for the outward opening handle to increase the rigidity of the outward opening handle.

[0022] Furthermore, the frameless door structure also includes a door lock reinforcement plate, and the door lock reinforcement plate is connected to the door inner panel.

[0023] According to the above technical means, the door lock reinforcement plate is connected only to the door inner panel, compared with the door lock reinforcement plate being connected to the door inner panel and the window sill reinforcement plate, the size of the door lock reinforcement plate and the number of welding points when the door lock reinforcement plate is connected can be reduced, and the multiple blocking structures set to prevent a small amount of water from entering the door lock fish mouth during car washing or raining can be reduced. The difficulty of component molding is also reduced, thereby achieving lightweight frameless door structure and reducing costs.

[0024] A car comprises a car body, wherein the car body is provided with the frameless door structure as described above.

[0025] Beneficial effects of the utility model:

[0026] (1) The hinge reinforcement of the utility model runs along the window sill line of the door inner panel to the lower part of the door inner panel. The hinge reinforcement increases the strength of the door inner panel at the door hinge, while also increasing the torsional rigidity of the frameless door structure. Moreover, the first anti-collision beam is an integrally formed part without local stress structure and features. The first anti-collision beam can transmit the energy of the collision contact point to the front and rear ends through a smooth and continuous structure, and then transmit it to the hinge reinforcement and the door inner panel, thereby improving the collision performance of the frameless door structure; thus, the material thickness of non-critical collision components is appropriately reduced, which is conducive to the lightweighting of the frameless door structure.

[0027] (2) The double anti-collision beam structure of the first anti-collision beam and the second anti-collision beam of the utility model improves the collision performance of the frameless door structure. The frameless door structure has good strength, torsional rigidity and collision performance, which can reduce the weight of non-critical collision components in the frameless door structure accordingly, reduce the manufacturing cost of a single component, and make the frameless door structure safe and lightweight.

[0028] (3) In the present invention, in the thickness direction of the frameless door structure, the thickness of the front end of the first anti-collision beam is greater than the thickness of the rear end of the first anti-collision beam, and / or the thickness of the front end of the second anti-collision beam is greater than the thickness of the rear end of the second anti-collision beam. In this case, the rear end of the first anti-collision beam and / or the rear end of the second anti-collision beam are thinner in the Y direction, which can provide more Y-direction space for the rear part of the frameless door structure, facilitate the arrangement of other components, and the lightweight design of the frameless door structure.

[0029] (4) In the present invention, the frameless door structure utilizes the hinge reinforcement and two curved surfaces on the door inner panel to ensure the torsional rigidity of the frameless door, without adding additional components to reinforce the corners.

[0030] (5) The frameless door structure of the utility model is a lightweight and safe frameless door structure, and can ensure the rigidity of the frameless door structure itself and the rigidity of the mounting points, reduce the manufacturing cost of individual components, and improve the overall anti-collision performance of the frameless door structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 A structural schematic diagram of an exploded view of a frameless vehicle door structure provided by the utility model;

[0032] Figure 2 A schematic diagram of the structure of a first anti-collision beam provided by the utility model;

[0033] Figure 3 for Figure 2 The structural diagram of the A-A section in the middle;

[0034] Figure 4 for Figure 2 The structural diagram of the B-B section in the middle;

[0035] Figure 5 A schematic diagram of the structure of the second anti-collision beam provided by the utility model;

[0036] Figure 6 A partial structural schematic diagram of the frameless door structure provided by the utility model;

[0037] Figure 7 for Figure 6 The structural diagram of the C-C section in the middle;

[0038] Figure 8 for Figure 6 The structural diagram of the D-D section in the middle;

[0039] Fig. 9 A structural schematic diagram of a partially exploded view of the frameless door structure provided by the utility model;

[0040] Fig.10 A schematic structural diagram of a front triangle cover plate reinforcement assembly of a frameless door structure provided by the utility model;

[0041] Fig.11 A schematic diagram of the structure of the door inner panel provided by the utility model;

[0042] Fig.12 A schematic diagram of the structure of the hinge reinforcement provided by the utility model;

[0043] Fig.13 for Fig.12 The structural diagram of the E-E section diagram;

[0044] Fig.14 A structural schematic diagram of a front view of a frameless door structure provided by the utility model;

[0045] Fig.15 The utility model provides a schematic flow chart of a method for manufacturing a frameless vehicle door structure.

[0046] Among them, 11, the inner panel of the door; 111, the first connecting surface of the inner panel; 112, the second connecting surface of the inner panel; 113, the third connecting surface of the inner panel; 114, the fourth connecting surface of the inner panel; 115, the fifth connecting surface of the inner panel; 116, the first bending surface; 117, the second bending surface; 118, the large surface of the inner panel; 119, the installation hole of the guide rail of the lifter; 120, the installation hole of the motor of the lifter; 121, the installation hole of the door lock; 12, the outer panel of the door; 13, the first anti-collision beam; 131, the raised end surface; 14, the second anti-collision beam; 15, the hinge reinforcement; 151, the connection surface of the hinge reinforcement; 16, the door lock reinforcement plate; 161, the semicircular rib; 17, the installation bracket of the lifter; 18, the window sill External reinforcement of the window sill line; 181, glue coating groove of the external reinforcement of the window sill line; 182, weight reduction hole of the external reinforcement of the window sill line; 183, mounting hole of the external clamp of the external reinforcement of the window sill line; 184, installation area of ​​the external reinforcement of the window sill line; 19, internal reinforcement of the window sill line; 191, mounting hole of the internal clamp of the internal reinforcement of the window sill line; 192, notch of the internal reinforcement of the window sill line; 193, installation area of ​​the internal reinforcement of the window sill line; 20, front triangle cover reinforcement assembly; 201, outer panel reinforcement; 202, glass slide; 21, crossbeam reinforcement plate; 22, first crossbeam connecting plate; 221, front connecting part of the connecting plate; 222, rear connecting part of the connecting plate; 23, second crossbeam connecting plate; 24, crossbeam support plate. DETAILED DESCRIPTION

[0047] The following will describe the implementation of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific implementations, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention, not for limiting the scope of protection of the present invention.

[0048] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and thus the drawings only show components related to the present invention rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed at will, and the component layout may also be more complicated.

[0049] The embodiment of the present application discloses a frameless door structure, which is a part of a frameless door and is used in a car. The frameless door reduces the blind spot of the A-pillar, broadens the driver's field of vision, and thus improves the overall safety of the car. In addition, the frameless door has the advantages of being fashionable and dynamic, and having good sound insulation effect, and is widely used.

[0050] Furthermore, the car has an X direction, a Y direction, and a Z direction, and the X direction, the Y direction, and the Z direction are perpendicular to each other. The X direction is the front and rear direction of the car, the Y direction is the left and right direction of the car, and the Z direction is the up and down direction of the car. In the embodiment of the present application, the front and back are both in the X direction of the car, the up and down are both in the Z direction of the car, and the thickness is in the Y direction of the car. For example, the front part of the door inner panel 11 is the part of the door inner panel 11 located in front of the car, the rear part of the door inner panel 11 is the part of the door inner panel 11 located at the rear of the car, the lower part of the door inner panel 11 is the part of the door inner panel 11 located below the car, and the thickness direction of the frameless door structure is in the Y direction.

[0051] Reference Figures 1 to 14 As shown, the frameless door structure of the embodiment of the present application includes a door inner panel 11, a hinge reinforcement 15, a first anti-collision beam 13 and a second anti-collision beam 14, the hinge reinforcement 15 is arranged in the longitudinal direction, the hinge reinforcement 15 is connected to the front part of the door inner panel 11, the upper end of the hinge reinforcement 15 is located at the window sill line of the door inner panel 11, and the lower end of the hinge reinforcement 15 extends to the lower part of the door inner panel 11; the first anti-collision beam 13 is located on the upper side of the second anti-collision beam 14, the front end of the first anti-collision beam 13 and the front end of the second anti-collision beam 14 are respectively connected to the hinge reinforcement 15, and the rear end of the first anti-collision beam 13 and the rear end of the second anti-collision beam 14 are respectively connected to the rear part of the door inner panel 11; in the thickness direction of the frameless door structure, the thickness of the front end of the first anti-collision beam 13 is greater than the thickness of the rear end of the first anti-collision beam 13, and / or, the thickness of the front end of the second anti-collision beam 14 is greater than the thickness of the rear end of the second anti-collision beam 14.

[0052] The door inner panel 11 is a panel located inside the frameless door. The door inner panel 11 is equipped with accessories such as a glass lifter, a door lock, and a door hinge. The door hinge is a component used to connect the frameless door and the body of the car so that the two can perform relative rotational motion.

[0053] The hinge reinforcement 15 is arranged longitudinally and connected to the front of the door inner panel 11. The upper end of the hinge reinforcement 15 is located at the window sill line of the door inner panel 11, and the lower end of the hinge reinforcement 15 extends to the lower part of the door inner panel 11. The hinge reinforcement 15 runs through the lower part of the door inner panel 11 along the window sill line of the door inner panel 11. The hinge reinforcement 15 is an integrally formed part. The hinge reinforcement 15 is used to increase the strength of the door inner panel 11 where the door hinge is installed. The hinge reinforcement 15 can also better ensure the torsional rigidity of the frameless door structure.

[0054] The frameless door structure is provided with a first anti-collision beam 13 and a second anti-collision beam 14. The front end of the first anti-collision beam 13 and the front end of the second anti-collision beam 14 are respectively connected to the hinge reinforcement 15. The first anti-collision beam 13 and the second anti-collision beam 14 increase the connection area with the door inner panel 11 through the hinge reinforcement 15, thereby increasing the connection stability of the frameless door structure; the rear end of the first anti-collision beam 13 and the rear end of the second anti-collision beam 14 are respectively connected to the rear part of the door inner panel 11. When the first anti-collision beam 13 and the second anti-collision beam 14 are collided, the first anti-collision beam 13 and the second anti-collision beam 14 transfer the collision energy to the hinge reinforcement 15 forward and to the door inner panel 11 backward. The first anti-collision beam 13 and the second anti-collision beam 14 absorb energy during the side collision, resist deformation, provide a larger post-collision space, and effectively improve the collision performance of the frameless door structure.

[0055] In the embodiment of the present application, the hinge reinforcement 15 runs through the lower part of the door inner panel 11 along the window sill line of the door inner panel 11. The hinge reinforcement 15 increases the strength of the door inner panel 11 at the door hinge, and also increases the torsional stiffness of the frameless door structure. The double anti-collision beam structure of the first anti-collision beam 13 and the second anti-collision beam 14 improves the collision performance of the frameless door structure. Therefore, the frameless door structure has good strength, torsional stiffness and collision performance, which can reduce the weight of non-critical collision components in the frameless door structure accordingly, reduce the manufacturing cost of single components, and make the frameless door structure safe and lightweight. Further, in the thickness direction of the frameless door structure, the thickness of the front end of the first anti-collision beam 13 is greater than the thickness of the rear end of the first anti-collision beam 13, and / or, the thickness of the front end of the second anti-collision beam 14 is greater than the thickness of the rear end of the second anti-collision beam 14. At this time, the rear end of the first anti-collision beam 13 and / or the rear end of the second anti-collision beam 14 is thinner in the Y direction, which can provide more Y-direction space for the rear of the frameless door structure, facilitate the arrangement of other components and the lightweight design of the frameless door structure.

[0056] Optionally, the first anti-collision beam 13 is cross-sectioned perpendicular to the extension direction of the first anti-collision beam 13, and the first anti-collision beam 13 is a concave-convex structure. In the direction from the front end of the first anti-collision beam 13 to the rear end of the first anti-collision beam 13, the thickness of the concave-convex structure gradually decreases, that is, the thickness of the concave-convex structure in the Y direction gradually decreases.

[0057] In the embodiment of the present application, the first anti-collision beam 13 has a concave-convex structure, so that the first anti-collision beam 13 has the advantage of high structural strength, can better buffer, and improve the buffering capacity of the first anti-collision beam 13 during collision. In the direction from the front end of the first anti-collision beam 13 to the rear end of the first anti-collision beam 13, the thickness of the concave-convex structure gradually decreases, the structure of the first anti-collision beam 13 has a smooth transition, and the structure is relatively stable.

[0058] In the embodiment of the present application, the front end of the first anti-collision beam 13 is connected to the hinge reinforcement 15, and the rear end of the first anti-collision beam 13 is connected to the rear of the door inner panel 11. The first anti-collision beam 13 is an integrally formed part without local stress structure and characteristics. The first anti-collision beam 13 can transmit the energy of the collision contact point to the front and rear ends through a smooth and continuous structure, and then transmit it to the hinge reinforcement 15 and the door inner panel 11, thereby improving the collision performance of the frameless door structure; thereby, the material thickness of non-critical collision components is appropriately reduced, which is conducive to the lightweight of the frameless door structure.

[0059] Optionally, the frameless door structure further includes a cross beam reinforcement plate 21 , one side of the cross beam reinforcement plate 21 is connected to the rear end of the first anti-collision beam 13 , and the other side of the cross beam reinforcement plate 21 is connected to the door inner panel 11 .

[0060] In the embodiment of the present application, since the thickness of the concave-convex structure gradually decreases in the direction from the front end of the first anti-collision beam 13 to the rear end of the first anti-collision beam 13, the structural strength of the rear end of the first anti-collision beam 13 is smaller than the structural strength of the front end of the first anti-collision beam 13. By setting the cross beam reinforcement plate 21, the structural strength of the rear end of the first anti-collision beam 13 can be strengthened, so that the first anti-collision beam 13 as a whole meets the structural strength requirements, and can provide better buffering capacity, and provide more Y-direction space for the rear part of the frameless door structure.

[0061] Optionally, a cross section is made perpendicular to the extension direction of the first anti-collision beam 13. The number of protrusions in the concave-convex structure is determined according to the use requirements. Figures 2 to 4 As shown, there are two protrusions, and the concavo-convex structure is W-shaped. The side of the concavo-convex structure facing away from the protrusion faces the door inner panel 11, and the protrusion end surface 131 in the concavo-convex structure faces the door outer panel 12 and has a certain gap with the door outer panel 12, which is used for applying foam glue, and the first anti-collision beam 13 supports the door outer panel 12 through the foam glue.

[0062] Reference Fig.14 As shown, the first anti-collision beam 13 is arranged obliquely, and in the Z direction, the front end of the first anti-collision beam 13 is higher than the rear end of the first anti-collision beam 13.

[0063] Optionally, in one embodiment, the structure of the first anti-collision beam 13 is the same as that of the second anti-collision beam 14, and a cross section is made perpendicular to the extension direction of the second anti-collision beam 14, and the second anti-collision beam 14 has a concave-convex structure. In the direction from the front end of the second anti-collision beam 14 to the rear end of the second anti-collision beam 14, the thickness of the concave-convex structure gradually decreases.

[0064] Optionally, in another embodiment, the structures of the first anti-collision beam 13 and the second anti-collision beam 14 are different. In this case, the second anti-collision beam 14 can be set according to usage requirements.

[0065] Optional, see Figure 5 and Fig.14 As shown, the frameless door structure also includes a first cross beam connecting plate 22 and a second cross beam connecting plate 23. The second anti-collision beam 14 is a tubular structure. The front end of the second anti-collision beam 14 is connected to the hinge reinforcement 15 through the first cross beam connecting plate 22, and the rear end of the second anti-collision beam 14 is connected to the rear of the door inner panel 11 through the second cross beam connecting plate 23.

[0066] The front end of the second anti-collision beam 14 is connected to the hinge reinforcement 15 through the first cross beam connecting plate 22. The first cross beam connecting plate 22 can increase the connection area between the second anti-collision beam 14 and the hinge reinforcement 15, so that the front end of the second anti-collision beam 14 is firmly connected to the hinge reinforcement 15. The rear end of the second anti-collision beam 14 is connected to the rear of the door inner panel 11 through the second cross beam connecting plate 23. The second cross beam connecting plate 23 can increase the connection area between the rear end of the second anti-collision beam 14 and the rear end of the door inner panel 11, so that the rear end of the second anti-collision beam 14 is firmly connected to the door inner panel 11.

[0067] The second anti-collision beam 14 is an integrally formed part. The second anti-collision beam 14 can transmit the energy of the collision contact point to the front and rear ends through a smooth and continuous structure, and then transmit it to the welds between the second anti-collision beam 14 and the first cross beam connecting plate 22 and the second cross beam connecting plate 23. The stacking height of the welds can reduce the influence of stress concentration. The energy of the collision is transmitted to the front and rear ends through the second anti-collision beam 14, the first cross beam connecting plate 22, and the second cross beam connecting plate 23 for end energy absorption.

[0068] Reference Fig.14 As shown, the second anti-collision beam 14 is arranged obliquely, and in the Z direction, the front end of the second anti-collision beam 14 is higher than the rear end of the second anti-collision beam 14 .

[0069] Further, see Figure 5 As shown, the first cross beam connecting plate 22 includes a connecting plate front connecting portion 221, a connecting plate rear connecting portion 222, and a transition portion between the connecting plate front connecting portion 221 and the connecting plate rear connecting portion 222. A plurality of connecting plate reinforcing ribs are arranged on the connecting plate front connecting portion 221, and the setting direction of the connecting plate reinforcing ribs is parallel to the setting direction of the second anti-collision beam 14. The connecting plate reinforcing ribs are used to strengthen the strength of the connecting plate front connecting portion 221. Of course, other reinforcing ribs can also be arranged, and the reinforcing ribs can extend to the transition portion of the first cross beam connecting plate 22. Alternatively, the connecting plate reinforcing ribs extend to the transition portion of the first cross beam connecting plate 22, and the reinforcing ribs at the transition portion can increase the structural strength of the transition portion. A first concave semicircular portion is arranged on the side of the connecting plate rear connecting portion 222 facing away from the door inner panel 11, and the front end of the second anti-collision beam 14 is embedded in the first concave semicircular portion and connected to the connecting plate rear connecting portion 222.

[0070] Further references Figure 5As shown, a second concave semicircular portion is provided in the middle of the second cross beam connecting plate 23 facing away from the door inner panel 11 , and the rear end of the second anti-collision beam 14 is embedded in the second concave semicircular portion and connected to the second cross beam connecting plate 23 .

[0071] Optionally, the frameless door structure further includes a cross beam support plate 24 , one side of the cross beam support plate 24 is connected to the middle portion of the second anti-collision beam 14 , and the other side of the cross beam support plate 24 is connected to the door inner panel 11 .

[0072] In the embodiment of the present application, the provision of the crossbeam support plate 24 in the frameless door structure increases the connection points between the second anti-collision beam 14 and the door inner panel 11, making the structure of the second anti-collision beam 14 more stable; at the same time, the crossbeam support plate 24 can be used to support the second anti-collision beam 14, thereby improving the supporting effect of the second anti-collision beam 14 on the door outer panel 12 and avoiding deformation when the door outer panel 12 is pressed.

[0073] Optionally, a second gap is provided between the second anti-collision beam 14 and the vehicle door outer panel 12 , and the second gap is used for setting expansion glue, and the second anti-collision beam 14 supports the vehicle door outer panel 12 through the expansion glue.

[0074] Optionally, the hinge reinforcement 15 is in a Z-shaped structure, the front portion of the door inner panel 11 has a Z-shaped bend, and two ends of the Z-shaped structure are respectively connected to two ends of the Z-shaped bend.

[0075] In the Y direction, refer to Figure 6 , Figure 7 , Fig.12 , Fig.13 As shown, the hinge reinforcement 15 is in a Z-shaped structure, one end of the Z-shaped structure in the Y direction is connected to one end of the Z-shaped bend in the Y direction, and the other end of the Z-shaped structure in the Y direction is connected to the other end of the Z-shaped bend in the Y direction. The hinge reinforcement 15 is used to strengthen the front part of the door inner panel 11 and the connection between the door inner panel 11 and the hinge, so as to improve the structural strength of the frameless door structure.

[0076] Further references Figure 7 As shown, one end of the hinge reinforcement 15 is connected to the first inner panel connection surface 111 of the vehicle door inner panel 11 , and the other end of the hinge reinforcement 15 is connected to the second inner panel connection surface 112 of the vehicle door inner panel 11 .

[0077] Optionally, the frameless door structure also includes a window sill line inner reinforcement 19 and a window sill line outer reinforcement 18, which are respectively arranged along the window sill line of the door inner panel 11, and the front ends of the window sill line inner reinforcement 19 and the window sill line outer reinforcement 18 are respectively connected to the hinge reinforcement 15, one side of the window sill line inner reinforcement 19 is connected to the door inner panel 11, and the other side of the window sill line inner reinforcement 19 is connected to the window sill line outer reinforcement 18, and an opening for the door glass to move is formed between the window sill line inner reinforcement 19 and the window sill line outer reinforcement 18.

[0078] Specifically, the front end of the window sill line inner reinforcement 19 is connected to the end of the Z-shaped structure close to the inner side of the door inner panel 11 , and the front end of the window sill line outer reinforcement 18 is connected to the end of the Z-shaped structure close to the outer side of the door inner panel 11 .

[0079] The window sill line inner reinforcement 19 and the window sill line outer reinforcement 18 are respectively arranged along the window sill line of the vehicle door inner panel 11, that is, the window sill line inner reinforcement 19 and the window sill line outer reinforcement 18 are respectively arranged along the X direction. One side of the window sill line inner reinforcement 19 is connected to the vehicle door inner panel 11, and the other side of the window sill line inner reinforcement 19 is connected to the window sill line outer reinforcement 18. The side of the window sill line outer reinforcement 18 facing away from the window sill line inner reinforcement 19 is connected to the vehicle door outer panel 12 to provide support for the vehicle door outer panel 12.

[0080] In the embodiment of the present application, the window sill line inner reinforcement member 19 and the window sill line outer reinforcement member 18 are connected to form a double-layer reinforcement structure. The double-layer reinforcement structure can enhance the rigidity of the window sill line and provide an effective clamping surface for the door glass.

[0081] Optionally, the lower end of the window sill line outer reinforcement member 18 extends to the lower side of the outward opening handle. At this time, the window sill line outer reinforcement member 18 can provide support for the outward opening handle, etc., to increase the rigidity of the outward opening handle.

[0082] Optionally, the frameless door structure further includes a door lock reinforcement plate 16 , and the door lock reinforcement plate 16 is connected to the door inner panel 11 .

[0083] In the embodiment of the present application, the door lock reinforcement plate 16 is only connected to the vehicle door inner panel 11. Compared with the connection of the door lock reinforcement plate 16 with the vehicle door inner panel 11 and the window sill reinforcement plate, the size of the door lock reinforcement plate 16 and the number of welding points when the door lock reinforcement plate 16 is connected can be reduced, and the multiple blocking structures set to prevent a small amount of water from entering the door lock fish mouth during car washing or raining can be reduced. The difficulty of component molding is also reduced, thereby achieving lightweight frameless door structure and reducing costs.

[0084] Furthermore, the door lock reinforcement plate 16 is consistent with the X-direction and the Y-direction of the vehicle door lock. The door lock reinforcement plate 16 does not add other structures while meeting the installation function, thereby reducing the material size and welding process of the door lock reinforcement plate 16 and maximizing cost reduction.

[0085] Optionally, the frameless door structure of the embodiment of the present application is a lightweight and safe frameless door structure. During the design of the frameless door structure, on the basis of achieving the collision target and CAE target, the layout form, cross-sectional shape, material grade and material thickness of each component are optimized in order to ensure that performance-related components are met first, weight and cost targets are allocated first, and the remaining components are optimized as much as possible on the premise of meeting the basic requirements, so as to achieve the design goal of a safe and lightweight frameless door structure. Furthermore, this embodiment provides a method for manufacturing a frameless door structure, and the flowchart of the manufacturing method is shown in FIG. Fig.15 As shown, the manufacturing method comprises the following steps:

[0086] S01, obtaining a vehicle collision target.

[0087] S02, obtaining anti-collision beam requirements according to the collision target of the whole vehicle, and determining the number, shape and material thickness of the anti-collision beam according to the collision requirements.

[0088] S03, based on CAE analysis, determine the structure and material thickness of the hinge reinforcement 15, the door lock reinforcement plate 16, and the lifter mounting bracket 17.

[0089] S04, obtaining a window sill line installation stiffness target, and determining the structure and material thickness of the window sill line inner reinforcement member 19 and the window sill line outer reinforcement member 18 according to the window sill line installation stiffness target.

[0090] S05 , determining the stiffness of the door inner panel 11 according to the stiffness requirement of the lifter motor installation point in the door inner panel 11 .

[0091] S06 , determining the rigidity of the vehicle door outer panel 12 according to the dent resistance requirement of the vehicle door outer panel 12 .

[0092] Finally, the frameless door structure manufactured by this manufacturing method is subjected to collision and CAE verification performance targets, and the weight target is calculated.

[0093] Among them, CAE (Computer Aided Engineering) refers to computer-aided engineering in engineering design, which refers to the use of computers to solve and analyze the structural mechanical properties of complex projects and products, as well as to optimize structural performance, etc., to organically organize various links of engineering (production). The key is to integrate relevant information so that it is generated and exists throughout the entire life cycle of the project (product).

[0094] Optionally, in a specific embodiment, the frameless door structure manufactured according to the above-mentioned manufacturing method is as follows, and the frameless door structure includes a first anti-collision beam 13, a second anti-collision beam 14, a hinge reinforcement 15, a door lock reinforcement plate 16, a door glass lifter, a window sill line inner reinforcement 19, a window sill line outer reinforcement 18, a front triangular cover plate reinforcement assembly 20, a door inner panel 11, and a door outer panel 12.

[0095] The frameless door structure is provided with two anti-collision beams, namely, a first anti-collision beam 13 and a second anti-collision beam 14. The two anti-collision beams penetrate the frameless door structure front and back and are arranged to be inclined relative to the X direction. The first anti-collision beam 13 is located on the upper side of the second anti-collision beam 14, the front end of the first anti-collision beam 13 and the front end of the second anti-collision beam 14 are respectively connected to the hinge reinforcement 15, and the rear end of the first anti-collision beam 13 and the rear end of the second anti-collision beam 14 are respectively connected to the rear of the door inner panel 11.

[0096] In the extension direction perpendicular to the first anti-collision beam 13, the cross-section of the first anti-collision beam 13 is a concave-convex structure, and the thickness of the concave-convex structure in the Y direction gradually decreases in the direction from the front end of the first anti-collision beam 13 to the rear end of the first anti-collision beam 13. That is, the thickness of the concave-convex structure at the front end of the first anti-collision beam 13 is larger, which can provide stronger Y-direction deformation; the thickness of the concave-convex structure at the rear end of the first anti-collision beam 13 is smaller, which can provide more Y-direction space. In order to increase the local structural strength of the rear end of the first anti-collision beam 13, a crossbeam reinforcement plate 21 is provided at the rear end of the first anti-collision beam 13, and one side of the crossbeam reinforcement plate 21 is connected to the rear end of the first anti-collision beam 13, and the other side of the crossbeam reinforcement plate 21 is connected to the door inner panel 11. The structural dimensions of the concave-convex structure are set according to usage requirements. For example, refer to Figure 3 As shown, the left surface of the concave-convex structure is connected to the door inner panel 11 as a Y-axis overlap surface, and there is a gap between the raised end surface 131 on the right side of the concave-convex structure and the door outer panel 12. The height of the raised end surface 131 is 15mm to ensure effective glue coating; the thickness of the concave-convex structure in the left and right directions is at least greater than 22mm, and the overall height of the concave-convex structure is greater than 110mm.

[0097] The second anti-collision beam 14 is a circular tubular structure. The front end of the second anti-collision beam 14 is connected to the hinge reinforcement 15 through the first cross beam connecting plate 22, and the rear end of the second anti-collision beam 14 is connected to the rear part of the door inner panel 11 through the second cross beam connecting plate 23. The second anti-collision beam 14 is arranged at the first concave semicircular part of the first cross beam connecting plate 22 and is welded to the first cross beam connecting plate 22; the second anti-collision beam 14 is arranged at the second concave semicircular part of the second cross beam connecting plate 23 and is welded to the second cross beam connecting plate 23. The second anti-collision beam 14 is connected to the door inner panel 11 in the middle of the X direction through two cross beam support plates 24.

[0098] After the collision performance of the frameless door structure meets the requirements, the structure and installation position of the door hinge and limiter are selected, and the installation surface of the hinge reinforcement 15 in the X direction can be determined. The hinge reinforcement 15 and the door inner panel 11 are set with two rows of Y-direction welding step surfaces. The front lap surface of the hinge reinforcement 15 is determined by the seam between the front door and the fender. The front boundary of the hinge reinforcement 15 is about 35mm of the seam, and the rear boundary of the hinge reinforcement 15 meets the welding space of the second row of welding points. The upper part of the hinge reinforcement 15 extends to the window sill line, and the upper end of the hinge reinforcement 15 forms a half-mouth with the window sill line inner reinforcement 19 and the window sill line outer reinforcement 18. The half-mouth is used to set the window glass. The lower end of the hinge reinforcement 15 is located at the fillet of the door inner panel 11, and the lower end of the hinge reinforcement 15 is consistent with the profile of the door inner panel 11. The hinge reinforcement 15 is Z-shaped, with both ends of the Z overlapping the door inner panel 11, the installation surface of the hinge reinforcement 15 and the vertical surface of the limiter installation surface fit together, and the remaining vertical surface of the hinge reinforcement 15 has at least 5mm gap with the door inner panel 11. The 5mm gap ensures the entry and exit of the coating electrophoretic liquid.

[0099] The size and thickness of the door lock reinforcement plate 16 are set according to the selected structure of the vehicle door lock. The door lock reinforcement plate 16 is L-shaped. The two vertical surfaces on both sides of the bending part of the door lock reinforcement plate 16 are welded to the vehicle door inner panel 11. The door lock reinforcement plate 16 and the vehicle door inner panel 11 are partially fitted. Figure 8 As shown, one side of the bend of the door lock reinforcement plate 16 is connected to the inner panel third connection surface 113 of the vehicle door inner panel 11, and the other side of the bend of the door lock reinforcement plate 16 is connected to the inner panel fourth connection surface 114 of the vehicle door inner panel 11. Part of the profile of the door lock reinforcement plate 16 is 3mm away from the vehicle door inner panel 11. One side of the bend of the door lock reinforcement plate 16 is provided with a portion for stamping and welding positioning; the bend of the door lock reinforcement plate 16 and the two sides of the bend of the door lock reinforcement plate 16 are provided with a fish mouth opening and a welding point of the vehicle door lock; the other side of the bend of the door lock reinforcement plate 16 is provided with a vehicle door lock installation hole 121 and a welding point. In order to prevent a small amount of water from entering the fish mouth of the car door lock, a semicircular rib 161 is set at the part of the door lock reinforcement plate 16 where water is prone to enter. The semicircular rib 161 is used to apply expansion glue. After the frameless door structure is electrophoretically coated, the expansion glue is filled in the semicircular rib 161 to seal the gap, thereby achieving the purpose of sealing.

[0100] Select the lifter rail of the door glass lifter that is suitable for the vehicle. After the shape of the door glass and the height of the window sill line are determined, the height of the lifter rail can be determined. The upper mounting point of the lifter rail is located at the lower end of the window sill line and is arranged on the mounting table formed by the door inner panel 11 and the window sill line inner reinforcement 19. The lower mounting point of the lifter rail is located at the upper end of the sealing surface of the frameless door. The lower end of the frameless door structure of the embodiment of the present application has no large reinforcement. In order to meet the rigidity of the installation point of the lifter rail, a lifter mounting bracket 17 is used for local reinforcement. The lifter rail and the lifter mounting bracket 17 are connected one by one. A protrusion is set in the middle of the lifter mounting bracket 17, and the lifter mounting bracket 17 and the protrusion on the outer periphery of the protrusion are welded to the door inner panel 11. The upper opening of the lifter mounting bracket 17 is used to pass the lifter mounting stud, and the upper opening boundary of the lifter mounting bracket 17 is parallel to the boundary of the lifter rail. The lifter guide rail is used for lifting and lowering the door glass. The material thickness is selected according to the fatigue durability requirements. For example, the material thickness of the lifter guide rail is preferably 1.5 mm.

[0101] The window sill line inner reinforcement 19 and the window sill line outer reinforcement 18 need to meet the window sill line stiffness requirements. With the assistance of design experience and CAE analysis, the material thickness and structural dimensions of the window sill line inner reinforcement 19 and the window sill line outer reinforcement 18 are set. The material thickness is, for example, 1.4 mm, 1.6 mm, etc. The structural dimensions of the window sill line inner reinforcement 19 and the window sill line outer reinforcement 18 follow the shape of the frameless door structure. The hinge reinforcement connection surface 151 of the hinge reinforcement 15 is used as the starting point of the window sill line outer reinforcement 18, and the inner panel fifth connection surface 115 of the door inner panel 11 is used as the end point of the window sill line outer reinforcement 18. The window sill line outer reinforcement 18 connects the hinge reinforcement connection surface 151 and the inner panel fifth connection surface 115 in the X direction. The height of the window sill line outer reinforcement 18 in the Z direction is 150 mm, and the window sill line outer reinforcement 18 is appropriately widened in the outer handle area. A plurality of window sill line outer reinforcement member glue coating grooves 181 are designed at the lower part of the window sill line outer reinforcement member 18 and around the opening of the external opening handle. The window sill line outer reinforcement member glue coating grooves 181 are used to support the vehicle door outer panel 12 after being coated with glue. A plurality of window sill line outer reinforcement member weight reduction holes 182 are arranged in the middle part of the window sill line outer reinforcement member 18, and a plurality of window sill line outer reinforcement member outer clamp strip installation holes 183 are arranged in the upper part of the window sill line outer reinforcement member 18. The overall window sill line outer reinforcement member 18 is in a Z shape, the upper overlap surface of the window sill line outer reinforcement member 18 is parallel to the window sill line, the lower overlap surface of the window sill line outer reinforcement member 18 has a 2.5mm glue coating gap with the vehicle door outer panel 12, and the middle profile of the window sill line outer reinforcement member 18 avoids the installation space of the rearview mirror and the external opening handle and then connects and transitions. The arrangement of the window sill line inner reinforcement 19 is consistent with the window sill line outer reinforcement 18. The front end of the window sill line inner reinforcement 19 in the X direction is connected to the hinge reinforcement 15, and the rear end of the window sill line inner reinforcement 19 in the X direction is connected to the door inner panel 11. The height of the window sill line inner reinforcement 19 in the Z direction is 150mm. The rear of the window sill line inner reinforcement 19 is provided with a window sill line inner reinforcement notch 192 for sealing strip installation. The upper part of the window sill line inner reinforcement 19 is provided with a plurality of window sill line inner reinforcement inner clamp strip installation holes 191. The welding points of the window sill line inner reinforcement 19 and the door inner panel 11 are arranged on the upper and lower sides of the window sill line inner reinforcement 19. The window sill line inner reinforcement 19 is also provided with a plurality of installation holes as required.

[0102] The front triangular cover plate reinforcement assembly 20 includes an outer panel reinforcement 201 and a glass run 202. The overlap area of ​​the outer panel reinforcement 201 and the installation area 193 of the window sill line inner reinforcement and the glass run 202 is in the Y direction. Along the outer periphery of the front triangular cover plate reinforcement assembly 20, the outer panel reinforcement 201 and the installation area 193 of the window sill line inner reinforcement are welded first, and then the glass run 202 is welded. A notch is opened on the glass run 202, and the lower part of the outer panel reinforcement 201 is connected to the installation area 184 of the window sill line outer reinforcement 18 of the window sill line outer reinforcement. The front triangular cover plate reinforcement assembly 20 is only arranged with the outer panel reinforcement 201 and the glass run 202, without other small reinforcements, saving parts and positioning tooling.

[0103] After the front and rear, upper and lower seams of the door inner panel 11 are determined, the edging area of ​​the door inner panel 11 is used as the first bending surface 116, and the installation surface of the door sealing strip is used as the second bending surface 117. The Y-front part of the large inner panel surface 118 of the door inner panel 11 is determined by the limiter, and the Y-rear part of the large inner panel surface 118 of the door inner panel 11 is determined by the door lock, and the middle surface transitionally connects the Y-front part and the Y-rear part. The door inner panel 11 is used to install components such as lifters, door locks, limiters, interior trim panels, subwoofers, wiring harnesses, etc., and corresponding mounting holes and vias are set on the inner panel large surface 118, wherein the lifter rail mounting hole 119 is a mounting hole for installing the lifter rail, the lifter motor mounting hole 120 is a mounting hole for the lifter motor, and the door lock mounting hole 121 is a mounting hole for the door lock. The door lock mounting hole 121 is arranged at the rear of the first bending surface 116 and on the inner panel large surface 118; the limiter mounting hole (not shown in the figure) is arranged at the front of the first bending surface 116; the waterproof cover plate mounting via is to ensure the installation of the lifter rail, and the two large openings of the subwoofer mounting hole and the waterproof cover plate mounting via are both provided with mounting parts for blocking, and the remaining mounting vias are blocked with mounting parts or plugging covers. The interior trim panel mounting holes are arranged around the inner panel large surface 118, and the remaining mounting holes are opened as needed and avoid the welding point area.

[0104] The door inner panel 11 of the embodiment of the present application has both waterproof and sealing properties. While meeting the installation function, the door inner panel 11 avoids stress concentration caused by sudden changes in local profiles, reducing the risk of sheet metal cracking in the later stage. The mounting holes on the door inner panel 11 are basically within the mounting platform of the door inner panel 11, which increases the rigidity of the mounting points, reduces the use of brackets, and has no mutual influence between the mounting points. The door inner panel 11 is connected to the planar features of each mounting component, which can also strengthen the rigidity of a single component of the door inner panel 11 and reduce the risk of deformation during factory transportation and customer use.

[0105] In the embodiment of the present application, the frameless door structure is provided with a double anti-collision beam structure to improve the collision performance. The cross-sectional area and material thickness of the first anti-collision beam 13 and the second anti-collision beam 14 meet the requirements of collision resistance deformation. The parts with installation functions in the frameless door structure, such as the hinge reinforcement 15, the door lock reinforcement plate 16, the lifter mounting bracket 17, etc., need to meet the installation point stiffness of the parts with various installation functions. The parts that form the cavity support in the frameless door structure, such as the inner and outer panels of the door, and the inner and outer panels of the window sill line, can appropriately reduce the material thickness. The outer door panel 12 can reduce the material thickness under the premise of ensuring the dent resistance, the inner door panel 11 can reduce the material thickness under the premise of ensuring the stiffness of the installation point of the lifter motor, and the inner and outer reinforcements 19 and 18 of the window sill line can reduce the material thickness under the premise of ensuring the stiffness of the window sill installation. The frameless door structure of this embodiment uses the hinge reinforcement 15 and the two bending surfaces on the inner door panel 11 to ensure the torsional stiffness of the frameless door, and no additional parts are needed to strengthen the corners. Therefore, the frameless door structure of the embodiment of the present application is a lightweight and safe frameless door structure, and can ensure the rigidity of the frameless door structure itself and the rigidity of the installation points, reduce the manufacturing cost of single components, and improve the overall anti-collision performance of the frameless door structure.

[0106] An embodiment of the present application also provides a car, including a body, wherein the body is provided with the frameless door structure as described above.

[0107] Since the hinge reinforcement 15 in the frameless door structure runs along the window sill line of the door inner panel 11 to the lower part of the door inner panel 11, the hinge reinforcement 15 increases the strength of the door inner panel 11 at the door hinge installation location, and also increases the torsional stiffness of the frameless door structure. The double anti-collision beam structure of the first anti-collision beam 13 and the second anti-collision beam 14 improves the collision performance of the frameless door structure. Therefore, the frameless door structure has good strength, torsional stiffness and collision performance, which can reduce the weight of non-critical collision components in the frameless door structure accordingly, reduce the manufacturing cost of a single component, and make the frameless door structure safe and lightweight. Further, in the thickness direction of the frameless door structure, the thickness of the front end of the first anti-collision beam 13 is greater than the thickness of the rear end of the first anti-collision beam 13, and / or, the thickness of the front end of the second anti-collision beam 14 is greater than the thickness of the rear end of the second anti-collision beam 14. At this time, the rear end of the first anti-collision beam 13 and / or the rear end of the second anti-collision beam 14 is thinner in the Y direction, which can provide more Y-direction space for the rear part of the frameless door structure, facilitate the arrangement of other components, and the lightweight design of the frameless door structure. Therefore, the car has the advantage of being lightweight.

[0108] The above embodiments are only preferred embodiments for fully illustrating the present invention, and the protection scope of the present invention is not limited thereto. Any equivalent substitution or modification made by a person skilled in the art based on the present invention is within the protection scope of the present invention.

Claims

1. A frameless vehicle door structure, comprising a vehicle door inner panel (11), a hinge reinforcement (15), a first anti-collision beam (13) and a second anti-collision beam (14), characterized in that: The hinge reinforcement (15) is arranged in the longitudinal direction and connected to the front part of the door inner panel (11), the upper end of the hinge reinforcement (15) is located at the window sill line of the door inner panel (11), and the lower end of the hinge reinforcement (15) extends to the lower part of the door inner panel (11); The first anti-collision beam (13) is located on the upper side of the second anti-collision beam (14), the front end of the first anti-collision beam (13) and the front end of the second anti-collision beam (14) are respectively connected to the hinge reinforcement (15), and the rear end of the first anti-collision beam (13) and the rear end of the second anti-collision beam (14) are respectively connected to the rear part of the door inner panel (11); In the thickness direction of the frameless door structure, the thickness of the front end of the first anti-collision beam (13) is greater than the thickness of the rear end of the first anti-collision beam (13), and / or the thickness of the front end of the second anti-collision beam (14) is greater than the thickness of the rear end of the second anti-collision beam (14).

2. The frameless door structure according to claim 1, characterized in that: Taking a cross section perpendicular to the extension direction of the first anti-collision beam (13), the first anti-collision beam (13) presents a concave-convex structure, and the thickness of the concave-convex structure gradually decreases in the direction from the front end of the first anti-collision beam (13) to the rear end of the first anti-collision beam (13).

3. The frameless door structure according to claim 2, characterized in that: The frameless door structure also includes a crossbeam reinforcement plate (21), one surface of the crossbeam reinforcement plate (21) is connected to the rear end of the first anti-collision beam (13), and the other surface of the crossbeam reinforcement plate (21) is connected to the door inner panel (11).

4. The frameless door structure according to claim 1, characterized in that: The frameless door structure further comprises a first cross beam connecting plate (22) and a second cross beam connecting plate (23); the second anti-collision beam (14) is a circular tubular structure; the front end of the second anti-collision beam (14) is connected to the hinge reinforcement (15) via the first cross beam connecting plate (22); and the rear end of the second anti-collision beam (14) is connected to the rear of the door inner panel (11) via the second cross beam connecting plate (23).

5. The frameless door structure according to claim 4, characterized in that: The frameless door structure also includes a crossbeam support plate (24), one side of the crossbeam support plate (24) is connected to the middle of the second anti-collision beam (14), and the other side of the crossbeam support plate (24) is connected to the door inner panel (11).

6. The frameless door structure according to claim 1, characterized in that: The hinge reinforcement (15) is in a Z-shaped structure, the front portion of the door inner panel (11) has a Z-shaped bend, and the two ends of the Z-shaped structure are respectively connected to the two ends of the Z-shaped bend.

7. The frameless door structure according to claim 1, characterized in that: The frameless door structure further comprises a window sill line inner reinforcement member (19) and a window sill line outer reinforcement member (18), wherein the window sill line inner reinforcement member (19) and the window sill line outer reinforcement member (18) are respectively arranged along the window sill line of the door inner panel (11); The front ends of the window sill line inner reinforcement (19) and the front ends of the window sill line outer reinforcement (18) are respectively connected to the hinge reinforcement (15); one side of the window sill line inner reinforcement (19) is connected to the vehicle door inner panel (11); the other side of the window sill line inner reinforcement (19) is connected to the window sill line outer reinforcement (18); an opening for the vehicle door glass to move is formed between the window sill line inner reinforcement (19) and the window sill line outer reinforcement (18).

8. The frameless door structure according to claim 7, characterized in that: The lower end of the window sill line outer reinforcement (18) extends to the lower side of the outward opening handle.

9. The frameless door structure according to claim 1, characterized in that: The frameless vehicle door structure further comprises a door lock reinforcement plate (16), and the door lock reinforcement plate (16) is connected to the vehicle door inner panel (11).

10. An automobile, comprising a vehicle body, characterized in that: The vehicle body is provided with a frameless door structure as claimed in any one of claims 1 to 9.

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