Door structure and vehicle

Abstract

This application relates to the field of vehicle body technology and provides a door structure and a vehicle. The door structure of this application includes an inner door panel and a reinforcing unit disposed on the inner door panel near the exterior side. The reinforcing unit includes a window frame reinforcing plate disposed at the bottom of the window frame of the inner door panel, an inner panel reinforcing plate disposed at the bottom of the inner door panel, a central anti-collision beam disposed in the middle of the inner door panel, and a lower anti-collision beam disposed at the lower part of the inner door panel. The central anti-collision beam includes an outer anti-collision beam plate extending along the length direction of the inner door panel and an inner anti-collision beam plate disposed in the middle of the length direction of the outer anti-collision beam plate, and a cavity is formed between the inner and outer anti-collision beam plates. The door structure of this application can optimize the force transmission path of the door when impacted, improve the overall force transmission effect of the door, enhance the energy absorption effect and side-impact safety of the door, and help better protect occupants during a vehicle collision, thus improving the vehicle's safety performance.

Description

Technical Field

[0001] This application relates to the field of vehicle body technology, and in particular to a door structure and a vehicle. Background Technology

[0002] Vehicle collision safety performance is one of the important indicators for evaluating vehicle safety. With increasing vehicle speeds and more complex road conditions, the risk of traffic accidents increases. Traditional car door designs have limited force transmission and energy absorption capabilities, failing to effectively disperse collision forces, resulting in poor side-impact safety and making the passenger compartment more vulnerable to impact, thus hindering the improvement of vehicle safety performance. Utility Model Content

[0003] In view of this, this application aims to propose a door structure to improve the side impact safety of the door.

[0004] To achieve the above objectives, the technical solution of this application is implemented as follows: A door structure includes an inner door panel and a reinforcing unit disposed on the inner door panel near the outside of the vehicle. The reinforcing unit includes a window frame reinforcing plate disposed at the bottom of the window frame of the inner door panel, an inner panel reinforcing plate disposed at the bottom of the inner door panel, a central anti-collision beam disposed in the middle of the inner door panel, and a lower anti-collision beam disposed at the lower part of the inner door panel. The anti-collision beam includes an outer anti-collision beam plate extending along the length direction of the inner panel of the door, and an inner anti-collision beam plate disposed at the middle of the outer anti-collision beam plate along the length direction, and a cavity is formed between the inner anti-collision beam plate and the outer anti-collision beam plate.

[0005] Furthermore, the reinforcing unit also includes an upper anti-collision beam disposed above the middle anti-collision beam; at least one of the upper anti-collision beam, the lower anti-collision beam, and the lower anti-collision beam is inclined downward from front to back.

[0006] Furthermore, at least one of the upper anti-collision beam, the lower anti-collision beam, and the lower anti-collision beam is manufactured using a thermoforming process; and / or, the upper anti-collision beam, the lower anti-collision beam, and the lower anti-collision beam are all inclined downwards from front to back, and the inclination angle α is between 5° and 10°.

[0007] Furthermore, the upper anti-collision beam has a groove extending along its own length, the groove being recessed towards the inner panel of the door; the upper anti-collision beam is provided with a reinforcing protrusion located within the groove, the reinforcing protrusion protruding towards the side away from the inner panel of the door.

[0008] Furthermore, the lower anti-collision beam is a tubular beam, and the tubular beam has a first end and a second end connected to the inner panel of the door; the first end and the second end have different cross-sectional shapes.

[0009] Furthermore, the first end is connected to the inner door panel via a first connecting plate, and the first connecting plate is provided with a first groove, with part of the first end located in the first groove; the second end is connected to the inner door panel via a second connecting plate, and the second connecting plate is provided with a second groove, with part of the second end located in the second groove; and / or, the cross-section of the first end is circular, and the cross-section of the second end is rectangular.

[0010] Furthermore, the upper and lower ends of the inner panel reinforcing plate are respectively provided with an upper boss and a lower boss, and the upper boss and the lower boss are multiple ones spaced apart along the length direction of the inner panel reinforcing plate; the upper boss and the lower boss are both connected to the inner panel of the vehicle, and the upper boss and the lower boss are staggered along the length direction of the inner panel reinforcing plate.

[0011] Furthermore, the inner panel reinforcing plate has a protruding portion that protrudes outward and extends along the length of the inner panel reinforcing plate; corresponding to the protruding portion, the inner panel of the door has a first recessed portion that is recessed inward, and the first recessed portion and the protruding portion together form a cavity.

[0012] Compared with related technologies, this application has the following advantages: (1) The door structure of this application includes a reinforcing unit comprising a window frame reinforcing plate, an inner panel reinforcing plate, a central anti-collision beam, and a lower anti-collision beam, provided on the inner panel of the door near the outer side of the vehicle. The central anti-collision beam comprises an outer anti-collision beam plate and an inner anti-collision beam plate, which together form a cavity. This not only strengthens the door structure but also optimizes the force transmission path of the door during an impact, improving the overall force transmission effect of the door. Furthermore, the cavity structure between the inner and outer anti-collision beam plates effectively absorbs collision energy and prevents the central anti-collision beam from tearing, thereby enhancing the energy absorption effect and side-impact safety of the door. This helps to better protect the occupants during a vehicle collision and improves the vehicle's safety performance.

[0013] (2) The reinforcement unit also includes an upper anti-collision beam located above the middle anti-collision beam. This enables a multi-layered anti-collision structure, effectively dispersing and absorbing collision energy, reducing the impact force borne by a single anti-collision beam in a collision, and thus better protecting the passengers inside the vehicle. At least one of the upper, middle, and lower anti-collision beams is inclined downwards from front to back, which can guide the collision force to be dispersed and transmitted along the inclined direction, thereby reducing the risk of local deformation, further improving the anti-collision capability of the door, and thus helping to improve the overall safety performance of the vehicle.

[0014] (3) By using a thermoforming process to manufacture at least one of the upper, middle, and lower anti-collision beams, the strength, stiffness, and fatigue resistance of the anti-collision beams can be improved, thereby enhancing the impact resistance of the door and thus improving vehicle safety. Furthermore, by having the upper, middle, and lower anti-collision beams all inclined downwards from front to back with an inclination angle α between 5° and 10°, the overlap area between the anti-collision beam and the inner door panel becomes more stable, thereby improving the force transmission capacity during side impacts and further enhancing vehicle safety performance.

[0015] (4) By setting grooves extending along its own length on the upper anti-collision beam and setting reinforcing protrusions in the grooves, the local strength and rigidity of the upper anti-collision beam can be improved, and the deformation resistance of the upper anti-collision beam can be improved without adding too much weight. When the vehicle is involved in a side collision, the upper anti-collision beam can absorb some energy through the deformation of the grooves, thereby reducing the impact force transmitted to the inner door panel and other structures, which is conducive to improving vehicle safety.

[0016] (5) Setting the lower anti-collision beam as a tubular beam can take advantage of the good bending and torsional rigidity of the tubular beam, so that the door can better disperse and absorb energy when subjected to impact force, while maintaining its own structural integrity, thereby helping to protect the passengers inside the vehicle and thus improving vehicle safety. Furthermore, making the cross-sectional shapes of the first and second ends of the tubular beam different allows for optimized design to meet the different connection requirements and stress characteristics at both ends of the tubular beam, thereby further improving the vehicle's safety performance.

[0017] (6) By setting a first groove in the first connecting plate, with part of the first end located in the first groove, and setting a second groove in the second connecting plate, with part of the second end located in the second groove, the pipe beam and the connecting structure can be connected in a more fitted manner, thereby providing stable support for both ends of the lower anti-collision beam. Making the cross-section of the first end circular allows for a more uniform stress distribution, better resistance to bending and torsional deformation, and ensures effective absorption and dispersion of energy during a collision. Making the cross-section of the second end rectangular allows for better resistance to vertical impact forces, improving the overall structural stability.

[0018] (7) Multiple upper and lower bosses are provided at the upper and lower ends of the inner panel reinforcement plate, which are spaced apart along the length of the inner panel reinforcement plate. This allows the inner panel reinforcement plate to bear and transmit stress more evenly when subjected to external impact, thereby improving the connection strength and stability between the inner panel reinforcement plate and the inner door panel. The upper and lower bosses are staggered along the length of the inner panel reinforcement plate, which can avoid local deformation or damage caused by stress concentration and is conducive to improving the overall safety of the vehicle.

[0019] (8) A protruding part is provided on the inner panel reinforcement plate, and a first recessed part is provided on the inner panel of the door, and a cavity is formed between the two. This can improve the rigidity of the door, so that the door can reduce deformation when it is impacted, which helps to improve the impact resistance of the door. At the same time, the cavity formed can absorb and disperse the collision energy through the deformation of the cavity after being impacted, which is also beneficial to protect the occupants and improve the overall safety of the vehicle.

[0020] Another object of this application is to provide a vehicle having a door structure as described above.

[0021] Furthermore, the outer panel of the sill beam in the vehicle has a second recessed portion that is recessed towards the inside of the vehicle, and the second recessed portion at least partially overlaps with the projection of the inner panel reinforcement plate in the width direction of the entire vehicle.

[0022] As mentioned above, by setting a second recessed portion on the outer panel of the sill beam, and the second recessed portion at least partially overlaps with the projection of the inner panel reinforcement plate in the width direction of the vehicle, the impact force can be transferred to the sill beam and other body structures during a side collision. This allows the collision energy to be absorbed and dispersed multiple times during the transfer process, thereby improving the overall impact resistance of the vehicle and thus contributing to the improvement of the overall vehicle safety performance.

[0023] The vehicle described in this application, by setting the door structure as described above, can effectively improve the safety of the vehicle in the event of a side collision, thereby contributing to the improvement of the overall vehicle safety performance. Attached Figure Description

[0024] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a schematic diagram of the overall structure of the door structure described in the embodiments of this application; Figure 2 This is a front view of the door structure described in the embodiments of this application; Figure 3 This is a schematic diagram of the structure of the window frame reinforcing plate described in the embodiment of this application; Figure 4This is a schematic diagram of the structure of the anti-collision beam described in the embodiment of this application; Figure 5 for Figure 4 A schematic diagram of the structure shown in the image from another perspective; Figure 6 This is a schematic diagram of the cavity structure described in the embodiments of this application; Figure 7 This is a schematic diagram of the structure of the outer plate of the anti-collision beam described in the embodiment of this application; Figure 8 This is a schematic diagram of the structure of the inner plate of the anti-collision beam described in the embodiment of this application; Figure 9 This is a schematic diagram of the upper anti-collision beam described in an embodiment of this application; Figure 10 This is a schematic diagram of the lower anti-collision beam described in an embodiment of this application; Figure 11 This is a schematic diagram of the tube beam structure described in the embodiments of this application; Figure 12 for Figure 11 A schematic diagram of the structure shown in the image from another perspective; Figure 13 This is a schematic diagram of the structure of the first connecting plate described in an embodiment of this application; Figure 14 This is a schematic diagram of the structure of the second connecting plate described in an embodiment of this application; Figure 15 This is a schematic diagram of the inner plate reinforcing plate described in the embodiments of this application; Figure 16 for Figure 15 A schematic diagram of the structure shown in the image from another perspective; Figure 17 This is a schematic diagram of the structure of the outer sill beam of the vehicle described in the embodiments of this application; Explanation of reference numerals in the attached figures: 1. Inner door panel; 11. First recessed portion; 2. Window frame reinforcing plate; 21. First reinforcing rib; 22. Reinforcing boss; 23. Reinforced flange; 231. Second reinforcing rib; 24. Weight-reducing perforation; 3. Inner panel reinforcement plate; 31. Upper boss; 32. Lower boss; 33. Protruding part; 34. Notch; 4. Upper anti-collision beam; 41. Groove; 42. Reinforcing protrusion; 43. Third reinforcing rib; 44. Reinforcing flange; 441. Upper reinforcing protrusion; 442. Lower reinforcing protrusion; 45. Connecting edge; 5. Middle anti-collision beam; 51. Outer plate of anti-collision beam; 511. Reinforcing groove; 512. Upper reinforcing boss; 513. Lower reinforcing boss; 514. Reinforcing recess; 515. Connecting flange; 52. Inner plate of the anti-collision beam; 521. C-shaped recess; 522. Reinforcing boss; 523. Weight reduction hole; 53. Cavity; 6. Lower anti-collision beam; 61. Pipe beam; 611. First end; 612. Second end; 62. First connecting plate; 621. First groove; 622. First main body; 623. Reinforcing flange; 624. Connecting part; 6241. Connecting protrusion; 63. Second connecting plate; 631. Second main body; 632. Second groove; 633. Reinforcing protrusion; 7. Sill beam outer panel; 71. Second recessed portion; 8. Side reinforcement plate; 9. Sill beam inner panel; C. Upper region; D. Middle region; E. Lower region; F. Bottom region. Detailed Implementation

[0025] To make the technical solution and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0026] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0027] Furthermore, it should be noted that in the description of this application, if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, these are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0028] Furthermore, in the description of this application, unless otherwise expressly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application in light of the specific circumstances.

[0029] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0030] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0031] An embodiment of the first aspect of this application provides a door structure, which is mainly used to transmit and absorb the impact force generated during a side collision of a vehicle. Furthermore, the door structure of this embodiment, through its innovative structural design, can improve the side collision safety of the vehicle.

[0032] In related technologies, vehicle collision safety performance is one of the important indicators for evaluating vehicle safety. With the increase in vehicle speed and the complexity of road conditions, the risk of vehicles encountering traffic accidents during driving increases.

[0033] Traditional car door designs are simple in structure, resulting in unclear force transmission paths and areas during side impacts. This leads to ineffective force dispersion and a lack of efficient energy absorption mechanisms, making the structure ineffective at withstanding side collisions. These issues result in poor side-impact safety for traditional car door designs, making the passenger compartment vulnerable to impact and hindering the improvement of vehicle safety performance.

[0034] In view of this, in order to overcome the shortcomings of the related technology, the door structure of this embodiment combines... Figures 1 to 17 As shown, the overall design includes an inner door panel 1 and a reinforcing unit located on the side of the inner door panel 1 near the outside of the vehicle.

[0035] The reinforcement unit includes a window frame reinforcement plate 2 located at the bottom of the window frame of the inner door panel 1, an inner panel reinforcement plate 3 located at the bottom of the inner door panel 1, a central anti-collision beam 5 located in the middle of the inner door panel 1, and a lower anti-collision beam 6 located at the lower part of the inner door panel 1. The central anti-collision beam 5 includes an outer anti-collision beam 51 extending along the length direction of the inner door panel 1, and an inner anti-collision beam 52 located in the middle of the length direction of the outer anti-collision beam 51. A cavity 53 is formed between the inner anti-collision beam 52 and the outer anti-collision beam 51.

[0036] Therefore, by utilizing the coordinated arrangement of the inner panel reinforcement plate 3, the middle anti-collision beam 5, and the lower anti-collision beam 6, the door structure can be strengthened while optimizing the force transmission path of the door during an impact, thus improving the overall force transmission effect of the door. Simultaneously, the cavity 53 structure between the inner anti-collision beam 52 and the outer anti-collision beam 51 can effectively absorb collision energy and prevent the middle anti-collision beam 5 from tearing, thereby enhancing the energy absorption effect and side-impact safety of the door. This helps to better protect the occupants during a collision and improves the vehicle's safety performance.

[0037] Furthermore, it is worth mentioning that the central anti-collision beam 5 with the cavity 53 structure can ensure that the central anti-collision beam 5 is not prone to tearing during a collision, and the inner plate 52 of the anti-collision beam strengthens the local area to meet the absorption of the energy released by the instantaneous collision. Such a structure can better protect the safety of the cabin occupants and reduce the possibility of harm.

[0038] Based on the above general introduction, specifically, the door structure of this embodiment also includes a door outer panel, which is usually located at the end away from the door inner panel 1, and is usually welded to the door inner panel 1 and reinforcing unit by welding or other methods. Any related structures or connection methods of the door outer panel not mentioned herein can be referred to in accordance with the relevant structures of door outer panels well known to those skilled in the art, and will not be described in detail here.

[0039] The aforementioned window frame reinforcing plate 2, combined with Figure 1 as well as Figure 3 As shown, its cross-section is L-shaped, and a first reinforcing rib 21 extending along the length of the window frame reinforcing plate 2 is provided on the long side of the L-shape, along with reinforcing bosses 22 at both ends of the first reinforcing rib 21. Both the first reinforcing rib 21 and the reinforcing bosses 22 protrude in a direction away from the inner door panel 1 to improve the structural strength and torsional resistance of the window frame reinforcing plate 2. A reinforcing flange 23 is provided on the short side of the L-shape away from the inner door panel 1, and a second reinforcing rib 231 is provided on the reinforcing flange 23. The second reinforcing ribs 231 are multiple and spaced along the length of the window frame reinforcing plate 2 to further improve the structural strength and torsional resistance of the reinforcing flange 23. At the same time, it is worth mentioning that both sides of the L-shape are provided with weight-reducing cutouts 24 spaced along the length of the window frame reinforcing plate 2, which helps to reduce the structural strength of the window frame reinforcing plate 2, thereby facilitating the lightweight design of the entire vehicle.

[0040] The aforementioned outer plate of the anti-collision beam 51, combined with Figure 5 as well as Figure 7As shown, a reinforcing groove 511 extending along its own length is formed on it, and the reinforcing groove 511 is recessed towards the inner panel 1 of the door. An upper reinforcing boss 512 and a lower reinforcing boss 513 are respectively provided on the upper and lower sides of the reinforcing groove 511, and multiple upper reinforcing bosses 512 and lower reinforcing bosses 513 are spaced apart along the length of the outer panel 51 of the anti-collision beam, and the upper reinforcing bosses 512 and lower reinforcing bosses 513 are staggered in the length of the outer panel 51 of the anti-collision beam.

[0041] Both the upper reinforcing boss 512 and the lower reinforcing boss 513 protrude towards the side away from the inner door panel 1, and each of the upper reinforcing boss 512 and the lower reinforcing boss 513 is provided with a reinforcing recess 514, which is recessed towards the inner door panel 1. The upper and lower ends of the middle of the outer anti-collision beam panel 51 are provided with connecting flanges 515 for connecting with the inner anti-collision beam panel 52. The inner anti-collision beam panel 52 and the outer anti-collision beam panel 51 are connected by spot welding through the connecting flanges 515.

[0042] Combination Figure 8 As shown, the inner panel 52 of the aforementioned anti-collision beam has a C-shaped recess 521. The C-shaped recess 521 is recessed towards the side closer to the inner panel 1 of the door to enhance the structural strength of the inner panel 52 and cooperates with the outer panel 51 of the anti-collision beam to form a cavity 53. The inner panel 52 of the anti-collision beam also has a reinforcing boss 522 in the middle. The reinforcing boss 522 protrudes away from the inner panel 1 of the door and has a weight-reducing hole 523 in the middle to further ensure the structural strength of the inner panel 52 of the anti-collision beam while facilitating its lightweight design.

[0043] Additionally, it is worth mentioning that the front-to-back direction in this embodiment is the length direction of the inner door panel 1, i.e., the X-direction. The left-to-right direction in this embodiment is the thickness direction of the inner door panel 1, i.e., the Y-direction. The up-down direction in this embodiment is the height direction of the inner door panel 1, i.e., the Z-direction.

[0044] Combination Figures 1 to 2 As shown, in some exemplary embodiments, the reinforcing unit further includes an upper anti-collision beam 4 disposed above the middle anti-collision beam 5. At least one of the upper anti-collision beam 4, the middle anti-collision beam 5, and the lower anti-collision beam 6 is inclined downward from front to back.

[0045] This design enables a multi-layered anti-collision structure, effectively dispersing and absorbing collision energy, reducing the impact force borne by a single anti-collision beam during a collision, and thus better protecting the passengers inside the vehicle. Furthermore, the downward-sloping arrangement of at least one of the upper anti-collision beam 4, the middle anti-collision beam 5, and the lower anti-collision beam 6 from front to back guides the collision force along the inclined direction, preventing the impact force from concentrating at a single point on the door, thereby reducing the risk of localized deformation, further improving the door's collision resistance, and ultimately enhancing the overall safety performance of the vehicle.

[0046] In specific implementation, combined with Figure 2 As shown, in this embodiment, the upper anti-collision beam 4, the middle anti-collision beam 5, and the lower anti-collision beam 6 are all inclined downwards from front to back, and the inclination angle α is between 5° and 10°. This makes the overlap area between the anti-collision beam and the inner door panel 1 more stable, thereby improving the force transmission capacity during side impacts and further enhancing the vehicle's safety performance. However, when the inclination angle α is not between 5° and 10°, specifically, when the inclination angle α < 5°, the side impact force is almost perpendicular to the axis of the anti-collision beam 6. When bearing the side impact force, the anti-collision beam 6 will buckle prematurely, and the bending radius of the anti-collision beam 6 is small, resulting in a significant decrease in energy absorption, which is also not conducive to the transmission and uniform distribution of collision energy. When the inclination angle α > 10°, the axial component of the anti-collision beam 6 is too large when bearing the side impact force, which shortens the effective stroke of the anti-collision beam 6 and reduces the energy absorption window, which is not conducive to improving the vehicle's safety performance.

[0047] Continue to combine Figures 1 to 2 As shown, in some exemplary embodiments, at least one of the upper bumper beam 4, the middle bumper beam 5, and the lower bumper beam 6 is manufactured using a thermoforming process. This arrangement enhances the strength, stiffness, and fatigue resistance of the bumper beams, thereby improving the impact resistance of the door and ultimately enhancing vehicle safety. Simultaneously, it ensures the structural strength of the bumper beams without adding excessive weight, thus contributing to lightweight vehicle design and fuel economy.

[0048] In practice, the upper anti-collision beam 4, the middle anti-collision beam 5, and the lower anti-collision beam 6 in this example are all made using a thermoforming process, which can further improve the impact resistance of the door and thus improve the overall safety performance of the vehicle.

[0049] Combination Figures 1 to 2 ,as well as Figure 8 As shown, in some exemplary embodiments, the upper anti-collision beam 4 has a groove 41 extending along its own length direction, the groove 41 is recessed toward the inner door panel 1, and the upper anti-collision beam 4 is provided with a reinforcing protrusion 42 located in the groove 41, the reinforcing protrusion 42 protruding toward the side away from the inner door panel 1.

[0050] This design improves the local strength and rigidity of the upper anti-collision beam 4, and also enhances its resistance to deformation without adding excessive weight. Furthermore, in the event of a side collision, the upper anti-collision beam 4 can absorb some energy through the deformation of the groove 41, thereby reducing the impact force transmitted to the inner door panel 1 and other structures, thus improving vehicle safety.

[0051] In practical implementation, the aforementioned reinforcing protrusions 42 are multiple protrusions spaced apart along the length of the upper anti-collision beam 4. It is also worth mentioning that, in this embodiment, the upper anti-collision beam 4 is further surrounded by third reinforcing ribs 43, and these third reinforcing ribs 43 are multiple protrusions spaced apart, thereby further enhancing the structural strength of the upper anti-collision beam 4.

[0052] In addition to the above-described implementation, the upper anti-collision beam 4 is also provided with reinforcing flanges 44 at both the upper and lower ends of its groove 41, with the reinforcing flanges 44 arranged along the length direction of the upper anti-collision beam 4. The reinforcing flanges 44 are provided with upper reinforcing protrusions 441 and lower reinforcing protrusions 442. Both the upper reinforcing protrusions 441 and lower reinforcing protrusions 442 protrude away from the inner door panel 1, and there are multiple such protrusions arranged along the length direction of the upper anti-collision beam 4, staggered in the length direction of the upper anti-collision beam 4. The aforementioned third reinforcing rib 43 is provided on the upper reinforcing protrusions 441 and lower reinforcing protrusions 442, and is recessed towards the inner door panel 1.

[0053] In addition, the upper anti-collision beam 4 in this embodiment is provided with connecting edges 45 at both ends of its length direction for welding to the inner door panel 1. These edges are designed to conform to the inner door panel 1 and are welded to the inner door panel 1.

[0054] In addition, the upper anti-collision beam 4 also combines Figures 9 to 13 As shown, in some of the exemplary embodiments, the lower anti-collision beam 6 is a tubular beam 61, and the tubular beam 61 has a first end 611 and a second end 612 connected to the inner door panel 1, the first end 611 and the second end 612 having different cross-sectional shapes.

[0055] This configuration, with the lower anti-collision beam 6 set as a tubular beam 61, leverages the superior bending and torsional rigidity of the tubular beam 61. This allows the door to better disperse and absorb energy when subjected to impact forces, while maintaining its structural integrity, thus protecting passengers and improving vehicle safety. Furthermore, the tubular beam 61 has a first end 611 and a second end 612 connected to the inner door panel 1. The different cross-sectional shapes of the first end 611 and the second end 612 allow for optimized design to address the different connection requirements and stress characteristics at both ends of the tubular beam 61, further enhancing vehicle safety performance.

[0056] During a collision, the primary stress area is located in the lower middle part of the door. This is addressed by employing a combination of two structural forms: a central anti-collision beam 5, formed using thermoforming and containing a cavity 53, and a lower anti-collision beam 6 arranged as a tubular beam 61. This allows for multi-path dispersion of collision energy in the passenger compartment side area and reduced energy absorption in non-passenger areas.

[0057] In practical implementation, for example, the cross-section of the first end 611 can be circular, and the cross-section of the second end 612 can be rectangular. Thus, the circular cross-section of the first end 611 allows for a more uniform stress distribution, better resistance to bending and torsional deformation, and ensures effective energy absorption and dispersion during a collision. The rectangular cross-section of the second end 612 allows for better resistance to vertical impact forces, improving the overall structural stability.

[0058] It is worth mentioning that the tube beam structure can complement the central anti-collision beam 5 arranged in the middle area. In the early stage of a collision, it can effectively resist the transfer of energy from different sections, ensuring that the energy of the collision can be fully absorbed, while also allowing the energy to be conducted in different directions as much as possible.

[0059] Continue to combine Figures 9 to 13 As shown, in some exemplary embodiments, the first end 611 is connected to the inner door panel 1 via a first connecting plate 62, and the first connecting plate 62 has a first groove 621, with a portion of the first end 611 located within the first groove 621. The second end 612 is connected to the inner door panel 1 via a second connecting plate 63, and the second connecting plate 63 has a second groove 632, with a portion of the second end 612 located within the second groove 632. This arrangement allows the tube beam 61 to be connected to the connecting structure in a more fitted manner, thereby providing stable support for both ends of the lower anti-collision beam 6.

[0060] In detail, the first connecting plate 62 in this embodiment includes a first main body portion 622, a reinforcing flange 623 disposed at the upper end of the first main body portion 622, and a first groove 621 conformally disposed at the first end portion 611. Furthermore, the first connecting plate 62 also has a connecting portion 624 for cooperating with the inner door panel 1, the connecting portion 624 including multiple connecting protrusions 6241. The second connecting plate 63 in this embodiment has an overall structure similar to the first connecting plate 62, except that it has reinforcing flanges 623 at both the upper and lower ends of the second main body portion 631, and a second groove 632 conformally disposed at the second end portion 612. In addition, the second connecting plate 63 also has a reinforcing protrusion 633 between the second groove 632 and the reinforcing flange 623.

[0061] Combination Figures 14 to 15As shown, in some exemplary embodiments, the upper and lower ends of the inner panel reinforcing plate 3 are respectively provided with an upper boss 31 and a lower boss 32. The upper boss 31 and the lower boss 32 are multiple ones spaced apart along the length direction of the inner panel reinforcing plate 3. The upper boss 31 and the lower boss 32 are both connected to the inner door panel 1, and the upper boss 31 and the lower boss 32 are staggered in the length direction of the inner panel reinforcing plate 3.

[0062] This design allows the inner panel reinforcement plate 3 to bear and transmit stress more evenly when subjected to external impact, thereby improving the connection strength and stability between the inner panel reinforcement plate 3 and the inner door panel 1, avoiding local deformation or damage caused by stress concentration, and thus helping to improve the overall safety of the vehicle.

[0063] In practice, a notch 34 is provided in the gap between the upper bosses 31. Similarly, a notch 34 is also provided in the gap between the lower bosses 32. In this way, while ensuring the strength of the inner plate reinforcing plate 3, it is also conducive to its lightweight design.

[0064] Continue to combine Figures 14 to 15 As shown, in some exemplary embodiments, the inner panel reinforcement plate 3 is provided with a protruding portion 33, which protrudes outward and extends along the length direction of the inner panel reinforcement plate 3. Corresponding to the protruding portion 33, the inner door panel 1 is provided with a first recessed portion 11 that is recessed inward, and the first recessed portion 11 and the protruding portion 33 form a cavity.

[0065] This increases the rigidity of the door, reducing deformation upon impact and improving its impact resistance. Simultaneously, the cavity formed by the first recessed portion 11 and the protruding portion 33 can absorb and disperse collision energy through deformation after impact, thus protecting occupants and enhancing the overall safety of the vehicle.

[0066] It should be noted that any related structures not mentioned in this embodiment can be referred to as well-known to those skilled in the art, and will not be described in detail here.

[0067] It is worth noting that, regarding the door structure of this embodiment, based on the above exemplary implementations, in specific implementation, as a preferred embodiment, it is still composed of... Figures 1 to 17 As shown, it may include, for example, an inner door panel 1 and a reinforcing unit disposed on the inner door panel 1 near the outside of the vehicle.

[0068] The reinforcement unit includes a window frame reinforcement plate 2 located at the bottom of the window frame of the inner door panel 1, an inner panel reinforcement plate 3 located at the bottom of the inner door panel 1, a central anti-collision beam 5 located in the middle of the inner door panel 1, and a lower anti-collision beam 6 located at the lower part of the inner door panel 1. The central anti-collision beam 5 includes an outer anti-collision beam 51 extending along the length direction of the inner door panel 1, and an inner anti-collision beam 52 located in the middle of the length direction of the outer anti-collision beam 51. A cavity 53 is formed between the inner anti-collision beam 52 and the outer anti-collision beam 51.

[0069] The reinforcing unit also includes an upper anti-collision beam 4 located above the middle anti-collision beam 5. The upper anti-collision beam 4, the middle anti-collision beam 5, and the lower anti-collision beam 6 are all inclined downwards from front to back, with an inclination angle α between 5° and 10°. The upper anti-collision beam 4, the middle anti-collision beam 5, and the lower anti-collision beam 6 are all manufactured using a thermoforming process. The inclination angle α can specifically be, for example, 5°, 6°, 8°, 9°, or 10°.

[0070] Among them, the lower anti-collision beam 6 is a tube beam 61, and the tube beam 61 has a first end 611 and a second end 612 connected to the inner panel 1 of the door. The cross-section of the first end 611 is circular, and the cross-section of the second end 612 is rectangular.

[0071] Among them, the inner panel reinforcing plate 3 is provided with a protruding part 33, which protrudes outward to the side of the vehicle and extends along the length direction of the inner panel reinforcing plate 3. Corresponding to the protruding part 33, the inner panel 1 of the door is provided with a first recessed part 11 that is recessed inward to the side of the vehicle. The first recessed part 11 and the protruding part 33 form a cavity.

[0072] In the preferred embodiment of the above door structure, the specific setting and arrangement of the inner door panel 1, window frame reinforcing plate 2, inner panel reinforcing plate 3, etc. can still be referred to the description in the above exemplary embodiments. Furthermore, in this preferred embodiment, the beneficial effects brought about by the design of the inner door panel 1, window frame reinforcing plate 2, inner panel reinforcing plate 3, etc. can also be referred to the description in the above exemplary embodiments.

[0073] In this embodiment, the door structure is divided into four distinct regions to clearly define the force transmission path. This avoids instability caused by local discontinuities, thus improving safety and overall rigidity. The four regions are the upper region C, the middle region D, the lower region E, and the bottom region F.

[0074] The window frame reinforcement plate 2 is located in the upper region C, and its main function is to ensure the compressive rigidity of the outer door panel and guarantee its dent resistance. The middle anti-collision beam 5 and the upper anti-collision beam 4 are located in the middle region D. The lower anti-collision beam 6 is located in the lower region E. The bottom region F is the inner panel reinforcement plate 3, which, through its structural cooperation with the inner door panel 1, ensures that the force is evenly distributed in the bottom region F during a side collision.

[0075] The door structure in this embodiment adopts the design described above. By setting a reinforcing unit on the side of the inner door panel 1 near the outside of the vehicle, the door structure is strengthened while the force transmission path during an impact is optimized, improving the overall force transmission effect of the door. Simultaneously, the cavity 53 structure between the inner anti-collision beam panel 52 and the outer anti-collision beam panel 51 effectively absorbs collision energy and prevents the central anti-collision beam 5 from tearing, thereby enhancing the door's energy absorption effect and side-impact safety. This helps to better protect the occupants during a collision and improves the vehicle's safety performance.

[0076] An embodiment of the second aspect of this application provides a vehicle having the door structure described in the first aspect embodiment.

[0077] Combination Figure 16 As shown, the outer sill beam 7 in the vehicle has a second recessed portion 71 that is recessed towards the inside of the vehicle. The second recessed portion 71 at least partially overlaps with the projection of the inner panel reinforcement plate 3 in the width direction of the entire vehicle.

[0078] With this configuration, a second recessed portion 71 is provided on the outer panel 7 of the sill beam, which is recessed towards the inside of the vehicle. The second recessed portion 71 and the inner panel reinforcement plate 3 at least partially overlap in the width direction of the vehicle. In the event of a side collision, the overlapping area of ​​the second recessed portion 71 and the inner panel reinforcement plate 3 can transfer the impact force to the sill beam and other structures of the vehicle body through this area. This allows the collision energy to be absorbed and dispersed multiple times during the transfer process, thereby improving the overall impact resistance of the vehicle and thus contributing to the improvement of the overall vehicle safety performance.

[0079] In addition, the vehicle in this embodiment also includes a side panel reinforcement plate 8, a door sill beam inner plate 9, etc. The specific structure of these components can be referred to the relevant structures known to those skilled in the art, and will not be described in detail here.

[0080] In this embodiment, the inner panel reinforcing plate 3, the inner door panel 1, and the outer sill beam 7 are positioned parallel to the X-direction. During a collision, the impact force is transmitted from the protruding portion 33 on the inner panel reinforcing plate 3 to the first recessed portion 11 on the inner door panel 1 that is recessed towards the inward side, and finally to the second recessed portion 71 on the outer sill beam 7 that is recessed towards the inward side. By having the three protruding structures overlap in the width direction, it is ensured that each structure can gradually transmit and absorb energy during force transmission. Furthermore, the combination of protruding structures in different directions can filter and absorb energy multiple times, thereby minimizing the risk of energy entering the vehicle and further improving the overall safety performance of the vehicle.

[0081] The vehicle in this embodiment, by setting the door structure as described above, can effectively improve the safety of the vehicle in the event of a side collision, thereby contributing to the improvement of the overall vehicle safety performance.

[0082] The above descriptions are merely some embodiments of this application and are not intended to limit this application. The technical features or structures in the foregoing different embodiments can be arbitrarily combined to form other specific technical solutions as needed. For those skilled in the art, this application can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. A door structure, characterized in that: Includes an inner door panel (1) and a reinforcing unit disposed on the inner door panel (1) near the outside of the vehicle; The reinforcing unit includes a window frame reinforcing plate (2) located at the bottom of the window frame of the inner door panel (1), an inner panel reinforcing plate (3) located at the bottom of the inner door panel (1), a central anti-collision beam (5) located in the middle of the inner door panel (1), and a lower anti-collision beam (6) located at the lower part of the inner door panel (1). The middle anti-collision beam (5) includes an outer anti-collision beam plate (51) extending along the length direction of the inner panel (1) of the door, and an inner anti-collision beam plate (52) disposed in the middle of the length direction of the outer anti-collision beam plate (51), and a cavity (53) is formed between the inner anti-collision beam plate (52) and the outer anti-collision beam plate (51).

2. The door structure according to claim 1, characterized in that: The reinforcing unit also includes an upper anti-collision beam (4) located above the middle anti-collision beam (5); At least one of the upper anti-collision beam (4), the middle anti-collision beam (5) and the lower anti-collision beam (6) is inclined downward from front to back.

3. The door structure according to claim 2, characterized in that: At least one of the upper anti-collision beam (4), the middle anti-collision beam (5), and the lower anti-collision beam (6) is manufactured using a thermoforming process; and / or, The upper anti-collision beam (4), the middle anti-collision beam (5) and the lower anti-collision beam (6) are all inclined downward from front to back, and the inclination angle α is between 5° and 10°.

4. The door structure according to claim 2, characterized in that: The upper anti-collision beam (4) has a groove (41) extending along its own length direction, and the groove (41) is recessed into the inner panel (1) of the door. The upper anti-collision beam (4) is provided with a reinforcing protrusion (42) located in the groove (41), and the reinforcing protrusion (42) protrudes to the side away from the inner panel (1) of the door.

5. The door structure according to claim 1, characterized in that: The lower anti-collision beam (6) is a tube beam (61), and the tube beam (61) has a first end (611) and a second end (612) connected to the inner panel of the door (1). The first end (611) and the second end (612) have different cross-sectional shapes.

6. The door structure according to claim 5, characterized in that: The first end (611) is connected to the inner door panel (1) via a first connecting plate (62), and the first connecting plate (62) is provided with a first groove (621), with part of the first end (611) located within the first groove (621). The second end (612) is connected to the inner door panel (1) via a second connecting plate (63), and the second connecting plate (63) is provided with a second groove (632), with part of the second end (612) located within the second groove (632); and / or, The first end (611) has a circular cross-section, and the second end (612) has a rectangular cross-section.

7. The door structure according to claim 1, characterized in that: The inner plate reinforcing plate (3) has an upper boss (31) and a lower boss (32) at its upper and lower ends, respectively. The upper boss (31) and the lower boss (32) are multiple of them spaced apart along the length of the inner plate reinforcing plate (3). The upper boss (31) and the lower boss (32) are both connected to the inner door panel (1), and the upper boss (31) and the lower boss (32) are staggered in the length direction of the inner panel reinforcing plate (3).

8. The door structure according to any one of claims 1 to 7, characterized in that: The inner panel reinforcing plate (3) is provided with a protruding part (33), which protrudes outward to the side of the vehicle and extends along the length direction of the inner panel reinforcing plate (3); Corresponding to the protruding portion (33), the inner panel (1) of the door is provided with a first recessed portion (11) that is recessed into the side of the vehicle interior, and the first recessed portion (11) and the protruding portion (33) together form a cavity.

9. A vehicle, characterized in that: The vehicle is provided with a door structure as described in any one of claims 1 to 8.

10. The vehicle according to claim 9, characterized in that: The outer panel (7) of the door sill beam in the vehicle is provided with a second recessed portion (71) that is recessed into the inside of the vehicle. The second recessed portion (71) at least partially overlaps with the projection of the inner panel reinforcing plate (3) in the vehicle width direction.

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