Vehicle body side collision reinforcing structure and vehicle

Abstract

The utility model relates to a vehicle body side collision reinforcing structure and a vehicle, relates to the technical field of automobiles, and aims to solve the technical problem that the strength of a vehicle body side structure cannot meet the safety requirement during side collision. The vehicle body side collision reinforcing structure comprises a vehicle body main body, a vehicle door and a plug connector. The vehicle body comprises a door frame, and the vehicle door is pivoted to the vehicle body. The plug connector is connected with one of the door frame and the vehicle door, the other one of the door frame and the vehicle door is provided with a first plug hole, and the plug connector is used for being matched with the first plug hole in a plug-in mode. And when the vehicle door is in a closed state, the plug connector is inserted into the first plug hole. And when the vehicle door is in an open state, the plug connector is separated from the first plug hole. The vehicle body side collision reinforcing structure can improve the overall structural strength of the vehicle body side and the safety level of the vehicle, and has the advantages of simple structure, light weight, low cost and the like.

Description

Technical Field

[0001] This application relates to the field of automotive technology, specifically to a side impact reinforcement structure for a vehicle body and a vehicle. Background Technology

[0002] Electric vehicles have a relatively large battery pack, resulting in a higher average curb weight. As the market share of electric vehicles increases, the average curb weight of passenger vehicles is also rising. This increased curb weight means that passenger vehicles possess greater kinetic energy in the event of a collision. Consequently, in side-impact collisions, the damaged passenger vehicle experiences more severe intrusion and deformation, posing a significant safety hazard to the driver and passengers.

[0003] This means that as the curb weight of vehicles increases, the strength of the side structure of the vehicle body can no longer meet the safety requirements in a side collision. Utility Model Content

[0004] To address the technical problem that the structural strength of the vehicle side is insufficient to meet safety requirements in a side collision, this application provides a vehicle side collision reinforcement structure and a vehicle.

[0005] Firstly, this application provides a side impact reinforcement structure for a vehicle body, including a vehicle body, a door, and a connector. The vehicle body includes a door frame, and the door is pivotally connected to the vehicle body. The connector is connected to one of the door frame and the door, and the other of the door frame and the door has a first insertion hole, through which the connector is adapted to be inserted. When the door is closed, the connector is inserted into the first insertion hole. When the door is open, the connector disengages from the first insertion hole.

[0006] Based on the aforementioned technical means, since the car door can flexibly switch between open and closed states, through the insertion and adaptation of the connector and the first insertion hole, when the car door rotates to the closed state, the connector and the first insertion hole approach and insert and adapt to each other along the rotation direction of the car door, so that the connector is inserted into the first insertion hole when the car door is in the closed state. In this way, when the car door is in the closed state, the connector inserted into the first insertion hole increases the number of connection points between the car door and the door frame (i.e., the car body). That is, in addition to one or more hinge components and latches, the car door and the car body can also be connected through the connector inserted into the first insertion hole, thereby increasing the connection strength between the car door and the car body through additional connection structures, thus improving the overall structural strength of the side of the car body. In this way, in a side-impact collision, the door is fitted with hinged components, locking components, and one or more connectors to ensure a strong connection and high tensile strength between the door and the main body structure, thereby reducing the inward deformation and displacement of the door during a side-impact collision. Furthermore, the fitted connectors and the first connector hole enhance the overall structural strength of the vehicle's side profile and improve the vehicle's safety level.

[0007] Based on this, when the door is open, the connector can detach from the first connector hole in the reverse direction. This means that the connector and the first connector do not affect the door's rotation between open and closed states, nor do they affect the daily user experience for the driver and passengers.

[0008] Compared to related technologies that directly reinforce structures such as doors and body pillars to improve the strength of the vehicle body side structure, the solution in this application does not require complex structural reinforcements in the body pillars and doors. It only requires the insertion and adaptation of connectors and first insertion holes to improve the overall structural strength of the vehicle body side, which has the advantages of simple structure, light weight and low cost.

[0009] Optionally, the connector is connected to the door, and the door frame has a first connector hole corresponding to the connector. When the door is closed, the connector is inserted into the first connector hole along the closing rotation direction of the door. When the door is open, the connector is disengaged along the opening rotation direction of the door and is located outside the first connector hole.

[0010] According to the above-mentioned technical means, the connector installed at the door can be concealed by the interior trim components on the inside of the door, so as to reduce the impact of the connector installation on the appearance of the door.

[0011] Optionally, the door frame includes a first sill plate, a second sill plate, and a reinforcing member. The first sill plate and the second sill plate are fixedly connected to form the door frame, the interior of the door frame is a hollow structure, and the second sill plate is provided with a first insertion hole. When the door is closed, the second sill plate is located on the side of the first sill plate facing the door.

[0012] Based on the above-mentioned technical means, the hollow structure door frame is lightweight and has good structural strength.

[0013] Optionally, the reinforcing member is disposed inside the door frame and fixedly connected to the first sill plate and the second sill plate.

[0014] According to the above-mentioned technical means, by installing reinforcing components inside the hollow door frame, the structural strength of the door frame can be significantly improved.

[0015] Optionally, the reinforcing member includes at least two first reinforcing members and a second reinforcing member. Inside the door frame, the first reinforcing members are connected to the inner walls of the first and second sill plates, and the at least two first reinforcing members are spaced apart along the length of the door frame. The second reinforcing member is connected to at least the first sill plate and two adjacent first reinforcing members. The second reinforcing member is provided with a second insertion hole, which is at least partially aligned with the first insertion hole. The second insertion hole and the first insertion hole are used to insert an adapter connector. According to the above technical means, the first reinforcing member connected between the first and second sill plates can improve the structural strength of the door frame. With the second reinforcing member at least connected between the first reinforcing member and the first sill plate, and the second insertion hole provided on the second reinforcing member for inserting the adapter connector, the door frame can share the load between the connector and the door through the second sill plate and the second reinforcing member, thereby improving the load-bearing capacity at the door frame.

[0016] Optionally, the vehicle body also includes a body crossbeam, and the number of door frames is at least two. Along the length of the body crossbeam, the body crossbeam is supported and connected between the two door frames, and the other side of the door frame opposite to the body crossbeam is provided with a first insertion hole or insertion piece.

[0017] Based on the aforementioned technical means, the body crossbeam can connect the door frames on both sides into an integral frame structure to jointly bear the side collision load on one side, which is beneficial to improving the safety level of the main body of the vehicle and has a large redundancy configuration.

[0018] Optionally, the body beams include floor beams.

[0019] Based on the above technical means, by setting the body crossbeam as the floor crossbeam, that is, the door frame connected to the body crossbeam is the sill structure. Both the sill structure and the floor crossbeam are the bottom frame of the body, with a large cross-sectional size and large structural strength and bending strength, which is conducive to improving the overall structural strength of the side of the body.

[0020] Optionally, the door is provided with a positioning hole, and a portion of the connector is located inside the door and connected to the inner wall of the door. Another portion of the connector extends out of the door through the positioning hole for mating with the first connector hole.

[0021] Based on the above technical means, since only a portion of the connector is located on the outside of the car door, the excessive exposure of the connector can be avoided from affecting the decorative effect.

[0022] Optionally, the side impact reinforcement structure also includes a reinforcement plate located inside the door and positioned between the door and the connector, with the connector connected to the door via the reinforcement plate.

[0023] Based on the aforementioned technical methods, by placing a reinforcing plate between the connector and the inner wall of the door, it is beneficial to increase the local thickness and structural strength of the door, thereby reducing or preventing the door from tearing due to localized stress concentration at the connector. Furthermore, the application of the reinforcing plate does not significantly increase the overall weight of the door, which is beneficial for lightweight door design.

[0024] Optionally, the connector includes a first connecting segment, a second connecting segment, and a plug-in segment. The first connecting segment and the second connecting segment are connected and form an angle, and the first connecting segment and the second connecting segment are used to connect to a vehicle door or door frame. A plug-in segment is provided outside the angle between the first connecting segment and the second connecting segment, and at least one of the first connecting segment and the second connecting segment is connected to one end of the plug-in segment, and the other end of the plug-in segment is used to plug into a first plug-in hole.

[0025] According to the above-mentioned technical means, by bending the first connecting segment and the second connecting segment, when the connector contacts the connecting door or door frame, the bent first connecting segment and the second connecting segment can contact the two adjacent side walls of the connecting door or door frame, thereby improving the connection strength between the connector and the door or door frame. The connector segment connected to the outside of the included angle is used to connect to the first connector hole.

[0026] Secondly, this application provides a vehicle including the side impact reinforcement structure described in the first aspect.

[0027] The beneficial effects of this application are:

[0028] The side impact reinforcement structure and vehicle provided in this application embodiment, through the plug-in adaptation of the connector and the first plug-in hole, when the door is rotated to the closed state, the connector and the first plug-in hole approach each other and are plugged in and adapted along the rotation direction of the door, so that the connector is inserted into the first plug-in hole when the door is in the closed state, and the connector can be disengaged from the first plug-in hole in the opposite direction when the door is in the open state, without affecting the rotation switching of the door between the open and closed states.

[0029] With the door closed, a connector inserted into the first insertion hole increases the number of connection points between the door and the door frame (i.e., the vehicle body), thereby increasing the connection strength and improving the overall structural strength of the vehicle's side profile. In a side-impact collision, the fitting and installation of hinge components, locking components, and one or more connectors between the door and the vehicle body structure, such as the door frame and pillars, ensures greater connection strength and tensile strength, reducing the inward deformation and displacement of the door in a side-impact collision. Thus, the fitting and installation of connectors and the first insertion hole contributes to improving the overall structural strength of the vehicle's side profile and the vehicle's safety level. Furthermore, it offers advantages such as simple structure, light weight, and low cost. Attached Figure Description

[0030] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0031] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 A schematic diagram of a vehicle side impact reinforcement structure provided in this application embodiment;

[0033] Figure 2 for Figure 1 A structural schematic diagram of the vehicle body shown from another angle;

[0034] Figure 3 for Figure 2 A schematic diagram of a structure on the inner side of the second threshold plate shown in the figure;

[0035] Figure 4 for Figure 3 A three-dimensional structural schematic diagram of the reinforcing member shown in the figure;

[0036] Figure 5 for Figure 3 A top view of the vehicle body shown;

[0037] Figure 6 for Figure 1 A three-dimensional structural schematic diagram of the connector shown in the figure;

[0038] Figure 7 for Figure 1 A partial structural diagram of the connector connecting to the vehicle door is shown.

[0039] Figure 8 for Figure 1 The diagram shows a structural schematic of the inside of a car door.

[0040] Icon labels:

[0041] 100. Side impact reinforcement structure for vehicle body;

[0042] 10. Body body; 11. Door frame; 111. First door sill plate; 112. Second door sill plate; 113. Reinforcing member; 1131. First reinforcing member; 1132. Second reinforcing member; 1133. Second insertion hole; 12. First insertion hole; 13. Body crossbeam;

[0043] 20. Car door; 21. Positioning hole;

[0044] 30. Connector; 31. First connecting section; 32. Second connecting section; 33. Connector section; 34. Reinforcing rib;

[0045] 40. Reinforcing plate. Detailed Implementation

[0046] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0047] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0048] like Figure 1 As shown, this application embodiment provides a vehicle side collision reinforcement structure 100, which includes a vehicle body 10, a door 20, and a connector 30.

[0049] The vehicle body 10, or automobile body, is a crucial component of a car. It provides passenger space and serves multiple functions, including protecting passenger safety and enhancing the vehicle's appearance and performance. The vehicle body 10 primarily comprises the body frame, body shell, and body structural components. The body frame is the main supporting structure of the vehicle body 10, possessing high structural strength. It supports and mounts components such as the body shell, engine, suspension system, and wheels, ensuring the overall stability of the vehicle. The body shell is the external structure of the automobile body, providing a closed passenger space to protect passengers from external environmental influences. The body structural components are important parts of the body frame and include longitudinal beams, cross beams, and pillars. Through proper layout and design, these components enhance the overall rigidity of the vehicle body, ensuring stability and safety during driving. Furthermore, in the event of a collision, a well-designed body structural component can effectively absorb and disperse collision energy, protecting the safety of passengers and other occupants.

[0050] like Figure 1 and Figure 2 As shown, the vehicle body 10 includes a door frame 11. The door frame 11 may be provided at or entirely corresponding to the edge of the door 20, so that the door frame 11 is used to cooperate with the door 20 to open and close the interior space. The door 20 is pivotally connected to the vehicle body 10, so that the door 20 can be rotated to approach the door frame 11 to close the interior space, or rotated in the opposite direction to move away from the door frame 11 and open the interior space.

[0051] When pivotally installing the door 20, the door 20 can be rotatably installed at the pillar structure of the body 10, which provides good stability. Alternatively, the door 20 can be rotatably connected to one side of the door frame 11, and there is no limitation on this.

[0052] It should be noted that between the door 20 and the main body 10, one side of the door 20 is rotatably connected to the main body 10 via one or more hinged components, and the other side of the door 20 is hooked to the main body 10 or the door frame 11 via a hook. In the event of a side collision or other accident, increasingly heavier passenger vehicles carry greater kinetic energy, causing the side pillars of the main body 10 and the door 20 to be impacted and absorb more collision energy. Especially at the door 20, the greater collision energy can cause the connection point between the door 20 and the main body 10 to break, resulting in a larger intrusion deformation or displacement of the door 20 inward, thus posing a significant safety hazard to the driver and passengers of the door 20. In other words, the current structural strength of the door 20 is insufficient for the increasingly heavier passenger vehicles in side collision accidents; that is, the structural strength of the side of the vehicle body cannot meet the safety requirements in side collisions.

[0053] To address the technical issue of insufficient structural strength in the vehicle body to meet safety requirements during side collisions, we will continue to refer to... Figure 1 and Figure 2 The connector 30 can be connected to either the door frame 11 or the door 20, and the other door frame 11 or the door 20 has a first insertion hole 12, which the connector 30 is used to insert and fit into. When the door 20 is in the closed state, the connector 30 is inserted into the first insertion hole 12. When the door 20 is in the open state, the connector 30 is disengaged from the first insertion hole 12.

[0054] Since the door 20 can flexibly switch between open and closed states, the connector 30 and the first connector hole 12 are fitted together. When the door 20 rotates to the closed state, the connector 30 and the first connector hole 12 move closer together and fit together along the rotation direction of the door, so that the connector 30 is inserted into the first connector hole 12 when the door 20 is closed. Thus, when the door 20 is closed, the connector 30 inserted into the first connector hole 12 increases the number of connection points between the door 20 and the door frame 11 (i.e., the body body 10). In other words, in addition to one or more hinge components and latches, the door 20 and the body body 10 can also be connected via the connector 30 inserted into the first connector hole 12, thereby increasing the connection strength between the door 20 and the body body 10 through this additional connection structure, and thus improving the overall structural strength of the side of the vehicle body. In this way, in a side-impact collision, the door 20 is fitted with hinged components, locking components, and one or more connectors 30 to ensure a strong connection and high tensile strength between the door 20 and the main body 10. This reduces the inward deformation and displacement of the door 20 during a side-impact collision. Furthermore, the fitting of the connectors 30 and the first insertion hole 12 improves the overall structural strength of the vehicle's side and enhances the vehicle's safety level.

[0055] Based on this, when the door 20 is in the open state, the connector 30 disengages from the first connector hole 12. That is, the connector 30 and the first connector hole 12 will not affect the rotation switching of the door 20 between the open and closed states, and will not affect the daily use experience of the driver and passengers.

[0056] Compared to related technologies that directly reinforce structures such as the door 20 and body pillars to improve the strength of the vehicle side structure, the solution in this application does not require complex structural reinforcements in the body pillars and doors. It only requires the insertion and adaptation of the connector 30 and the first insertion hole 12 to improve the overall structural strength of the vehicle side, which has the advantages of simple structure, light weight and low cost.

[0057] It should be noted that the installation position of the connector 30 can be flexibly set. When the connector 30 is connected to the door 20, the door frame 11 is provided with a first insertion hole 12 corresponding to the connector 30. Thus, when the door 20 is in the closed state, the connector 30 is inserted into the first insertion hole 12 along the closing rotation direction of the door 20. When the door 20 is in the open state, the connector 30 is disengaged from the first insertion hole 12 along the opening rotation direction of the door 20.

[0058] The process of rotating the closed door 20 allows the connector 30 to be inserted into the first connector hole 12 in the closing rotation direction, and the process of rotating the open door 20 allows the connector 30 to disengage from the first connector hole 12 in the opening rotation direction. This ensures that when the door is closed, the connector 30 inserted into the first connector hole 12 increases the connection strength between the door 20 and the vehicle body 10, without affecting the normal opening and closing of the door.

[0059] Furthermore, by connecting the protruding component 30 to the door 20, since the interior trim components will be installed on the inside of the door 20, the protruding connector 30 can be covered and hidden by the interior trim components, so as to reduce the impact of the installation of the connector 30 on the appearance of the door 20.

[0060] Alternatively, the connector 30 can be installed on the door frame 11, and the door 20 can then have a first connector hole 12 corresponding to the connector 30. Thus, when the door 20 is rotating to close, the door 20 causes the first connector hole 12 to rotate and move closer to the connector 30 until the connector 30 is inserted into the first connector hole 12. When the door 20 is rotating in the opposite direction to open, the door causes the first connector hole 12 to move away from the connector 30 until the connector 30 disengages from the first connector hole 12.

[0061] In this way, the configuration of the connector 30 and the first connector hole 12 can be flexibly selected according to actual needs, which is flexible and has a good range of adaptability.

[0062] For example, two door frames 11 of the vehicle body 10 are distributed on the left and right sides of the vehicle body 10 at intervals in the left and right direction, and the interior space of the driver's seat and the passenger seat is between the two door frames 11. Taking the opening at the door frame 11 for being opened or closed by the door 20 as being perpendicular to the left and right direction, and the connector 30 and the first connector hole 12 being positioned near the lower side of the door 20 as an example.

[0063] If the pivot of the door 20 is parallel to the vertical direction, or the angle between it and the vertical direction is less than 30°, then the door 20 is rotated approximately in a horizontal plane to switch between the open and closed states. At the door 20 corresponding to the driver's side on the left, as the open door 20 rotates to the right until it closes, the door 20 drives the connected connector 30 to be inserted into the first connector hole 12 from left to right. Because the upper inner wall of the first connector hole 12 can limit the connector 30, the lower side of the door 20 is fitted to the door frame 11 via the approximately horizontally positioned connector 30, preventing the door 20 from moving upwards at the connector 30.

[0064] Thus, in the event of a side collision that causes the door 20 to bear the impact, while the door 20 deforms, it can also transfer the impact force to the main body 10 for distribution through one or more hinge components, latching components, and one or more connectors 30. During this process, the additional connectors 30 reduce the stress load at multiple connection points between the door 20 and the main body 10, improving the stability of the stress connection between the door 20 and the main body 10 (i.e., reducing or avoiding the occurrence of partial connection structure breakage). Simultaneously, the tensile effect of multiple connection structures on the door 20 reduces the inward deformation or displacement of the door 20 during a collision, thereby improving the strength of the side structure of the vehicle body and the vehicle's safety level.

[0065] Alternatively, if the pivot of the door 20 is parallel to the left-right direction, or the angle between it and the left-right direction is less than 30°, then the door 20 can be rotated approximately in a vertical plane to switch between the open and closed states. At the door 20 corresponding to the driver's side on the left, as the open door 20 rotates downwards until it closes, the door 20 drives the connected connector 30 to be inserted into the first connector hole 12 from top to bottom. Because the right inner wall of the first connector hole 12 can limit the connector 30, that is, the lower side of the door 20 is fitted to the door frame 11 through the approximately vertically positioned connector 30, it prevents the door 20 at the connector 30 from moving to the right (or inwards).

[0066] Thus, in the event of a side collision that causes the door 20 to bear the impact, while the door 20 deforms, it can also transfer the impact force to the main body 10 for distribution through one or more hinge components, latching components, and one or more connectors 30. During this process, the additional connectors 30 reduce the stress load at multiple connection points between the door 20 and the main body 10, improving the stability of the stress connection between the door 20 and the main body 10 (i.e., reducing or avoiding the occurrence of partial connection structure breakage). Simultaneously, the tensile effect of multiple connection structures on the door 20 reduces the inward deformation or displacement of the door 20 during a collision, thereby improving the strength of the side structure of the vehicle body and the vehicle's safety level.

[0067] In some embodiments, such as Figure 1 and Figure 2 As shown, the door frame 11 includes a first sill plate 111 and a second sill plate 112. The first sill plate 111 and the second sill plate 112 are fixedly connected to form the door frame 11. The interior of the door frame 11 is a hollow structure, and the second sill plate 112 is provided with a first insertion hole 12. When the door 20 is in the closed state, the second sill plate 112 is located on the side of the first sill plate 111 facing the door 20.

[0068] The first door sill plate 111 and the second door sill plate 112 can be multi-section bent sheet metal parts, which can be fixedly connected by welding or riveting to form a door frame 11 with a hollow internal structure. In this way, the door frame 11 has high structural strength and low weight, which is beneficial to the lightweight design of the vehicle.

[0069] To further improve the structural strength of the door frame 11, such as Figure 1 and Figure 3 As shown, the door frame 11 also includes a reinforcing member 113, which is disposed inside the door frame 11 and fixedly connected to the first threshold plate 111 and the second threshold plate 112. By embedding the reinforcing member 113 inside the door frame 11, the contact area between the first threshold plate 111 and the second threshold plate 112 is increased, and the interior of the door frame 11 can be supported by the reinforcing member 113, thereby improving the overall structural strength of the door frame 11 without affecting its appearance.

[0070] For example, such as Figure 1 and Figure 3 As shown, the reinforcing member 113 includes at least one first reinforcing member 1131 inside the door frame 11, which is connected to the inner walls of the first threshold plate 111 and the second threshold plate 112. The arrangement of the first reinforcing member 1131 improves the connection strength between the first threshold plate 111 and the second threshold plate 112.

[0071] The number of first reinforcing members 1131 can be one, and the first reinforcing member 1131 is arranged adjacent to the first insertion hole 12, so as to avoid the door frame 11 being torn due to the large collision load transmitted from the door 20 and the insertion member 30 in the event of a side collision accident.

[0072] Alternatively, there may be multiple first reinforcing members 1131. Within the door frame 11, multiple first reinforcing members 1131 are distributed at intervals along the extension direction of the door frame 11, and a first insertion hole 12 is provided at the second threshold plate 112 between two adjacent first reinforcing members 1131, so as to improve the overall structural strength of the door frame 11 through multiple spaced first reinforcing members 1131.

[0073] The first reinforcing member 1131 can be a sheet structure or a plate structure. The first reinforcing member 1131 has a vertical flange at its edge. The vertical flange is used to contact or fit the inner wall of the first threshold plate 111 and the inner wall of the second threshold plate 112. Then, the first reinforcing member 1131 can be fixedly connected to the first threshold plate 111 and the second threshold plate 112 by welding, screw or riveting, etc., so as to increase the contact area between the first threshold plate 111 and the second threshold plate 112, thereby improving the structural strength of the door frame 11.

[0074] The first reinforcing member 1131 may have a through hole in its middle section to reduce the structural weight of the first reinforcing member 1131 without significantly reducing the structural strength of the reinforcing member 113 and the door frame 11, thereby achieving a lightweight design. Furthermore, the through hole structure of the first reinforcing member 1131 will not prevent the electroplating solution from immersing the interior of the reinforcing member 113 during electroplating and other coating processes.

[0075] like Figure 1 and Figure 3 As shown, the reinforcing member 113 also includes a second reinforcing member 1132. The number of first reinforcing members 1131 is at least two, and at least two second reinforcing members 1132 are spaced apart along the length of the door frame 11. Each second reinforcing member 1132 is connected to at least the first threshold plate 111 and two adjacent first reinforcing members 1131. Figure 4 and Figure 5 The second reinforcing member 1132 is provided with a second insertion hole 1133, and the second insertion hole 1133 is connected to the first insertion hole 12 (e.g. Figure 2 (As shown) are at least partially aligned so that the second insertion hole 1133 and the first insertion hole 12 are used for inserting the adapter connector 30.

[0076] Taking a door frame 11 extending in the front-to-back direction as an example, and having two first reinforcing members 1131, the first reinforcing members 1131 are spaced apart on both sides of the first insertion hole 12. A second reinforcing member 1132 connects the two first reinforcing members 1131, and the second reinforcing member 1132 is also connected to the first sill plate 111. Alternatively, the second reinforcing member 1132 can be fixedly connected to the first sill plate 111, the second sill plate 112, and two adjacent first reinforcing members 1131 simultaneously to form a stable box-shaped structure.

[0077] Thus, by setting the first reinforcing member 1131 and the second reinforcing member 1132, the structural strength of the door frame 11 at the reinforcing member 113 can be greatly improved. When the door 20 is in the closed state, the connector 30 at the door 20 is inserted into the first connector hole 12 and the second connector hole 1133 in sequence. At this time, the second reinforcing member 1132, together with the second sill plate 112, serves as a direct stress point. While having high structural strength, it also allows the collision load transmitted by the door 20 through the connector 30 to be distributed and transmitted to multiple positions of the first sill plate 111 and the second sill plate 112 through the reinforcing member 113, thereby avoiding the second sill plate 112 from undergoing large deformation or breakage due to stress concentration at the edge of the first connector hole 12.

[0078] Furthermore, the combination of the box-shaped reinforcing member 113 and the door frame 11 effectively enhances the torsional stiffness of the door frame 11. This ensures the door frame 11 remains a stable load-bearing structure during side collisions, absorbing the collision load transmitted from the door 20 and the connector 30. This maintains the stability of the lower part of the vehicle body 10 during a collision, preventing the door frame 11 from breaking or flipping upwards. Simultaneously, the high torsional stiffness keeps the vehicle body 10 stable during driving, reducing abnormal noises and providing a better driving and riding experience.

[0079] For example, one or more connectors 30 can be provided at a door 20, and each connector 30 is fitted with a first connector hole 12. Reinforcing members 113 are provided in a one-to-one correspondence with the connectors 30. Taking two connectors 30 as an example, one connector 30 can be connected to the upper side and one to the lower side of the door 20, and a first connector hole 12 can be provided at the door frame 11 for each connector 30. Alternatively, both connectors 30 can be connected to the lower side of the door 20. This further enhances the connection strength between the door 20 and the vehicle body 10 through the insertion and engagement of multiple connectors 30 and multiple first connector holes 12.

[0080] Alternatively, a connector 30 can be connected to a door 20. In this case, the door frame 11 is provided with a first connector hole 12 corresponding to a connector 30. This improves the connection strength between the door 20 and the body 10 while keeping the structure relatively simple.

[0081] In some embodiments, such as Figure 1 and Figure 2 As shown, the vehicle body 10 also includes a body crossbeam 13, and the number of door frames 11 is at least two. Along the length of the body crossbeam 13, the body crossbeam 13 is supported and connected between the two door frames 11, and a first insertion hole 12 is provided on the other side of the door frame 11 opposite to the body crossbeam 13. At this time, the insertion member 30 is connected to the door 20.

[0082] Alternatively, a connector 30 can be connected on the other side of the door frame 11 opposite to the body beam 13. In this case, the door 20 is provided with a first connector hole 12 corresponding to the connector 30.

[0083] Thus, by setting a body beam 13 between the two door frames 11, the door frames 11 on both sides of the body body 10 can share the lateral load through the body beam 13. In the event of a side collision, after the door 20 directs the collision load to one side door frame 11 through the connector 30, that side door frame 11 can form an integral frame structure with the other side door frame 11 through the body beam 13, so that the two door frames 11 can share the collision load, which helps to improve the safety level of the body body 10 and has a large redundancy configuration.

[0084] For example, the body beam 13 includes a floor beam. That is, the body beam 13 is the bottom frame structure of the body body 10, which means that the door frame 11 part connected to the body beam 13 and provided with the first insertion hole 12 or insertion piece 30 is the bottom sill structure.

[0085] Taking the door 20 connected to the connector 30 as an example, the connector 30 is connected to the bottom of the door 20, and the first connector hole 12 is opened at the bottom threshold of the door frame 11.

[0086] Compared to the upper and middle structures of the main body 10, the lower body structure of the main body 10, which includes sills, crossbeams, and longitudinal beams, experiences higher load-bearing capacity. However, during a side collision, the main load-bearing structures are the doors 20, side panels (such as the upper structure of the door frame 11 excluding the sill), and pillars, while the aforementioned lower body structures experience less stress in a side collision.

[0087] Thus, by placing the connector 30 and the first connector hole 12 at the bottom of the door 20, the door 20 can be connected and fitted to the first connector hole 12 at the sill via the connector 30. During a side-impact collision, the door 20 and connector 30 can transfer the collision load to the sill structure, enabling the lower body components such as the sill, crossbeam structure, and longitudinal beam structure to effectively share the collision load in a side-impact collision.

[0088] Furthermore, by setting the body crossbeam 13, the sill structures on the left and right sides of the body body 10 can be connected into an integral frame to jointly bear the side collision load on one side, which helps to improve the safety level of the body body 10 and has a large redundancy configuration.

[0089] In this way, compared to the upper and middle structures of the main body 10, the lower body structure, including the sill, crossbeams, and longitudinal beams, has a larger cross-sectional size and greater structural strength and bending resistance. This structure transfers side impact loads to the lower body structure, thus providing better support for the door 20 and reducing the deformation of the door 20 and the upper body structure, such as reducing the deformation or displacement intrusion of the door 20 and the main body 10 in a collision. Simultaneously, it reduces the load on the body pillars (such as the B-pillar), thereby reducing the deformation of the body pillars or preventing their breakage, effectively ensuring the safety of the driver and passengers inside the vehicle.

[0090] In order to improve the connection strength between the connector 30 and the door 20 or the door frame 11.

[0091] like Figure 6 and Figure 7 As shown, the connector 30 includes a first connecting segment 31, a second connecting segment 32, and a plug-in segment 33. The first connecting segment 31 and the second connecting segment 32 are connected and form an included angle. The plug-in segment 33 is provided outside the included angle of the first connecting segment 31 and the second connecting segment 32. At least one of the first connecting segment 31 and the second connecting segment 32 is connected to one end of the plug-in segment 33, and the other end of the plug-in segment 33 is used to plug into an adapter for a first plug-in hole 12 (e.g., ...). Figure 2 (As shown). The first connecting section 31 and the second connecting section 32 are used to connect the door 20 or the door frame 11.

[0092] By bending the first connecting segment 31 and the second connecting segment 32, the connector 30, when contacting the connecting door 20 or the door frame 11, can make the bent first connecting segment 31 and the second connecting segment 32 contact the two adjacent side walls of the connecting door 20 or the door frame 11, thereby improving the connection strength between the connector 30 and the door 20 or the door frame 11. The connector segment 33, connected to the outer side of the included angle, is used to connect to the first connector hole 12.

[0093] For example, one end of the plug segment 33 can be connected to both the first connecting segment 31 and the second connecting segment 32, so that the plug-in component 30 as a whole has better structural strength.

[0094] The included angle between the first connecting segment 31 and the second connecting segment 32 can be set according to the angle between two adjacent side walls to increase the contact area between the first connecting segment 31 and the second connecting segment 32 and the door 20 or door frame 11. This is beneficial to improve the uniform distribution of the load and thus reduce or avoid the occurrence of tearing of the door or door frame 11 due to excessive local stress.

[0095] Taking the connection between connector 30 and door 20 as an example, such as Figure 7 As shown, a portion of the connector 30 is located inside the door 20 and connects to the inner wall of the door 20. The door 20 is provided with a positioning hole 21, and another portion of the connector 30 extends out of the door 20 through the positioning hole 21. This portion of the connector 30 is used to connect with the first connector 12 (e.g., Figure 2 (As shown) Connector.

[0096] For example, such as Figure 7 As shown, inside the door 20, the bent first connecting section 31 and the second connecting section 32 are connected to two adjacent inner walls of the door 20, and the insertion section 33 extends out to the outside of the door 20 through the positioning hole 21. The first connecting section 31 and the second connecting section 32 can be fixedly connected to the door by welding, screws, or rivets. While ensuring the connection strength between the insertion piece 30 and the door 20, since only a portion of the insertion piece 33 extends out of the door 20, excessive external exposure of the insertion piece 30 can be avoided, thus preventing it from affecting the decorative effect.

[0097] Taking an angle of less than or equal to 10° between the rotation axis direction of the door 20 and the vertical direction as an example, the insertion segment 33 is inserted laterally into the first insertion hole 12 of the door frame 11 when the door 20 is about to close. The end of the insertion segment 33 away from the door 20 can be bent upward to form a hook-shaped structure.

[0098] Thus, during a side-impact collision, the outer side of the door 20 bears the main impact load, and this load can be transferred to the lower body structure via the connector 30 and the door frame 11 of the sill structure, allowing the lower body structure to withstand the impact load. During this process, the connector 30's engagement with the first connector hole 12 restricts the inward and upward deformation and displacement of the lower structure of the door 20 by the door frame 11 of the sill structure, reducing the amount of deformation and displacement intrusion of the door 20, thus providing better protection.

[0099] In the aforementioned process, the connector 30 is used for load transfer between the door 20 and the door frame 11, requiring the connector 30 to have high structural strength. Therefore, the connector 30 can be designed as a one-piece molded structure. For example, the connector 30 can be a metal component such as high-strength steel. It can be formed by machining forged profiles using turning processes, or by using molds in conjunction with die-casting processes to ensure high structural strength and prevent breakage during side-impact collisions.

[0100] In some embodiments, such as Figure 6 As shown, the connector 30 also includes a reinforcing rib 34. Taking the connector 30 partially disposed inside the door 20 as an example, the reinforcing rib 34 connects the first connecting section 31 and the second connecting section 32 to improve the structural strength between the first connecting section 31 and the second connecting section 32.

[0101] If the connector 30 is connected to the outside of the door 20 or the door frame 11, a reinforcing rib 34 can be provided between the first connecting section 31 and the connector 33, so that the reinforcing rib 34 is connected to the first connecting section 31 and the connector 33, thereby improving the structural strength between the first connecting section 31 and the connector 33. A reinforcing rib 34 can also be provided between the second connecting section 32 and the connector 33, so that the reinforcing rib 34 is connected to the second connecting section 32 and the connector 33, thereby improving the structural strength between the second connecting section 32 and the connector 33.

[0102] The first connecting segment 31 and the second connecting segment 32 are provided with one or more through holes, so that the first connecting segment 31 and the second connecting segment 32 can be connected and fixed by screws or rivets.

[0103] Normally, since the thickness of the inner panel of the door 20 is 0.6-0.7mm, in order to prevent the connection between the door 20 and the connector 30 from being torn due to stress concentration.

[0104] like Figure 8 As shown, the side impact reinforcement structure 100 also includes a reinforcement plate 40, which is located inside the door 20 and between the door 20 and the connector 30. The connector 30 is connected to the door 20 through the reinforcement plate 40.

[0105] During the installation of the reinforcing plate 40, it can be fixed to the inside of the door 20 by welding or screws, so that there is a larger contact area or contact area between the reinforcing plate 40 and the inner wall of the door 20. This is equivalent to increasing the local thickness of the inner wall of the door 20, thereby increasing the local load on the door 20 and promoting the uniform distribution of the load, thus avoiding the problem of local stress concentration.

[0106] Based on this, fastening components such as screws or rivets can be sequentially inserted into the connecting through holes on the inner wall of the door 20, the reinforcing plate 40, and the first connecting section 31 (or the second connecting section 32) to securely connect the first connecting section 31 and the second connecting section 32 to the inner side of the door 20. Thus, by providing the reinforcing plate 40 between the connector 30 and the inner wall of the door 20, the local thickness and structural strength of the door 20 are increased, thereby reducing or preventing tearing of the door 20 at the connector 30 due to localized stress concentration. Furthermore, the application of the reinforcing plate 40 does not significantly increase the overall weight of the door 20, which is beneficial for the lightweight design of the door 20.

[0107] This application embodiment also provides a vehicle that includes the above-mentioned side collision reinforcement structure 100, which provides corresponding connectors 30 and first connector holes 12 at the door 20 and door frame 11, and has all the effects of the side collision reinforcement structure 100, so as to solve the technical problem that the strength of the side structure of the vehicle body cannot meet the safety requirements in the event of a side collision, which will not be described in detail here.

[0108] Taking the swing-open door 20 in the driver's seat as an example, the bottom of the door 20 is fixedly connected to a connector 30, and the portion of the connector 30 located on the inner side of the door 20 is connected to the inner wall of the door 20 through a reinforcing plate 40. The door frame 11 has a first connector hole 12 at its bottom corresponding to the connector 30, and the hollow door frame 11 has two first reinforcing members 1131 and a second reinforcing member 1132 on its inner side near the first connector hole 12. The second reinforcing member 1132 has a second connector hole 1133 corresponding to the first connector hole 12. A vehicle body crossbeam 13 is also supported and connected to the inner side of the door frame 11 at this location.

[0109] As the door 20 rotates from the open state to the closed state, the insertion segment 33 of the connector 30, driven by the door 20, inserts into the first insertion hole 12 and the second insertion hole 1133 along the closing rotation direction of the door 20. When the door 20 suffers a side collision, the first connecting segment 31, the second connecting segment 32, and the reinforcing plate 40 strengthen the bottom structure of the door 20, preventing it from tearing under impact loads. Furthermore, the insertion of the insertion segment 33 into the first insertion hole 12 and the second insertion hole 1133 provides a significant force to the bottom structural components such as the sill and the body beam 13, preventing the door 20 from intruding into the passenger compartment. This force also limits the amount of inward deformation and intrusion of the door 20.

[0110] In other words, the aforementioned structural design allows the collision load on the door 20 to be directed to the body structure at the bottom sill. Local reinforcement prevents significant inward intrusion of the door 20 and avoids localized tearing of the door 20 and door frame 11 at stress concentration points. This system configuration effectively allows the lower body structure to bear side collision loads, preventing significant deformation intrusion or localized tearing of the door 20 and the front and rear pillars. This improves the strength of the vehicle's side structure and gives the vehicle a higher safety level, ensuring that the side structure meets safety requirements during side collisions.

[0111] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0112] The above embodiments are merely preferred embodiments provided to fully illustrate this application, and the scope of protection of this application is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on this application are all within the scope of protection of this application.

Claims

1. A side impact reinforcement structure for a vehicle body, characterized in that, The vehicle side impact reinforcement structure includes: The vehicle body (10) includes a door frame (11); The door (20) is pivotally connected to the vehicle body (10); And a connector (30) is connected to one of the door frame (11) and the vehicle door (20), the other of the door frame (11) and the vehicle door (20) is provided with a first insertion hole (12), and the connector (30) is used to be inserted and adapted to the first insertion hole (12); When the door (20) is in the closed state, the connector (30) is inserted into the first connector hole (12); When the door (20) is in the open state, the connector (30) disengages from the first connector hole (12).

2. The vehicle side impact reinforcement structure according to claim 1, characterized in that, The connector (30) is connected to the door (20), and the door frame (11) is provided with the first connector hole (12) corresponding to the connector (30); When the door (20) is in the closed state, the connector (30) is inserted into the first connector hole (12) along the closing rotation direction of the door (20); When the door (20) is in the open state, the connector (30) disengages along the opening rotation direction of the door (20) and is located outside the first connector hole (12).

3. The vehicle side impact reinforcement structure according to claim 2, characterized in that, The door frame (11) includes: First threshold plate (111); The second sill plate (112) is fixedly connected to the first sill plate (111) and the second sill plate (112) to form the door frame (11). The interior of the door frame (11) is a hollow structure. The second sill plate (112) is provided with the first insertion hole (12). When the car door (20) is in the closed state, the second sill plate (112) is located on the side of the first sill plate (111) facing the car door (20).

4. The vehicle side impact reinforcement structure according to claim 3, characterized in that, The door frame also includes: A reinforcing member (113) is disposed inside the door frame (11) and fixedly connected to the first threshold plate (111) and the second threshold plate (112).

5. The vehicle side impact reinforcement structure according to claim 4, characterized in that, The reinforcing member (113) includes: At least two first reinforcing members (1131) are located inside the door frame (11), and the first reinforcing members (1131) are connected to the inner walls of the first threshold plate (111) and the second threshold plate (112). The at least two first reinforcing members (1131) are distributed at intervals along the length direction of the door frame (11). And a second reinforcing member (1132), the second reinforcing member (1132) being connected to at least the first sill plate (111) and two adjacent first reinforcing members (1131), the second reinforcing member (1132) being provided with a second insertion hole (1133), the second insertion hole (1133) and the first insertion hole (12) being at least partially aligned, the second insertion hole (1133) and the first insertion hole (12) being used to insert and adapt the insertion member (30).

6. The vehicle side impact reinforcement structure according to any one of claims 1-5, characterized in that, The vehicle body (10) also includes: The vehicle body beam (13) has at least two door frames (11). Along the length of the vehicle body beam (13), the vehicle body beam (13) is supported and connected between the two door frames (11). The door frame (11) is provided with the first insertion hole (12) or the insertion member (30) on the other side opposite to the vehicle body beam (13).

7. The vehicle side impact reinforcement structure according to claim 6, characterized in that, The vehicle body crossbeam (13) includes a plate crossbeam.

8. The vehicle side impact reinforcement structure according to any one of claims 2-5, characterized in that, The door (20) is provided with a positioning hole (21), and a part of the connector (30) is located inside the door (20) and connected to the inner wall of the door (20); Another part of the connector (30) extends out of the door (20) through the positioning hole (21) for insertion and adaptation with the first connector hole (12).

9. The vehicle side impact reinforcement structure according to any one of claims 2-5, characterized in that, The side impact reinforcement structure of the vehicle body also includes a reinforcement plate (40), which is located inside the door (20) and between the door (20) and the connector (30), and the connector (30) is connected to the door (20) through the reinforcement plate (40).

10. The vehicle side impact reinforcement structure according to any one of claims 1-5, characterized in that, The connector (30) includes: First connecting segment (31); The second connecting segment (32) is connected to the first connecting segment (31) and the second connecting segment (32) and forms an angle. The first connecting segment (31) and the second connecting segment (32) are used to connect the car door (20) or the door frame (11). And a plug-in segment (33), which is provided outside the included angle between the first connecting segment (31) and the second connecting segment (32), wherein at least one of the first connecting segment (31) and the second connecting segment (32) is connected to one end of the plug-in segment (33), and the other end of the plug-in segment (33) is used to plug into and adapt to the first plug-in hole (12).

11. A vehicle, characterized in that, Includes the vehicle body side impact reinforcement structure as described in any one of claims 1-10.

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