Vehicle 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 outer door panel and an inner door panel connected and forming a cavity, as well as an outer panel support plate and a crash beam disposed within the cavity. The outer panel support plate extends along the edge of the outer door panel at the window sill position, and the crash beam is spliced ​​to the bottom of the outer panel support plate, extending along the lower edge of the outer panel support plate. The door structure of this application can improve the continuity and stability of the door structure and enhance the support performance of the outer panel, thereby improving the structural strength of the door, dispersing the impact force during a collision, reducing the risk of door deformation, and reducing injury to occupants during a collision, thus contributing to improved vehicle safety.

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 during driving increases. In traditional car door designs, the continuity and stability of the door structure are often poor, making the door prone to deformation upon impact, increasing the risk of injury to occupants and reducing the vehicle's occupant protection capabilities. Utility Model Content

[0003] In view of this, this application aims to propose a door structure that is conducive to improving vehicle safety.

[0004] To achieve the above objectives, the technical solution of this application is implemented as follows: A door structure includes an outer door panel and an inner door panel connected and enclosing a cavity, as well as an outer panel support plate and a crash beam disposed within the cavity; The outer panel support plate extends along the edge of the window sill on the outer panel of the vehicle door, and the anti-collision beam is spliced ​​to the bottom of the outer panel support plate, and the anti-collision beam extends along the lower edge of the outer panel support plate.

[0005] Furthermore, one end of the anti-collision beam is connected to the outer panel support plate via a first fastener, and the other end of the anti-collision beam is connected to the door lock reinforcement plate on the inner panel of the door via a second fastener.

[0006] Furthermore, in the front-rear direction of the vehicle, the front end of the outer panel support plate is provided with an exterior rearview mirror reinforcement plate and a downwardly protruding connecting portion; the connecting portion overlaps the anti-collision beam, and the first fastener connects the anti-collision beam, the connecting portion and the exterior rearview mirror reinforcement plate together.

[0007] Furthermore, in the front-rear direction of the vehicle, the door lock reinforcement plate is located at the rear end of the inner door panel, and the front end of the inner door panel is provided with a hinge reinforcement plate; the front end of the anti-collision beam is connected to the hinge reinforcement plate through a third fastener.

[0008] Furthermore, the inner door panel includes a main body portion and a side portion extending from the edge of the main body portion to the outer door panel. In the longitudinal direction of the vehicle, the lower part of the front end of the side portion is provided with an inner vent, and the lower part of the front end of the outer door panel is provided with an outer vent. Both the inner vent and the outer vent are connected to the cavity, and the front end of the anti-collision beam is located above the inner vent.

[0009] Furthermore, from front to back, the width of the outer panel support plate gradually increases, and the lower edge of the outer panel support plate and the anti-collision beam both gradually tilt downwards.

[0010] Furthermore, the anti-collision beam is integrally formed and has a plurality of cavities inside it, each cavity extending along the length of the anti-collision beam; and / or, the top of the anti-collision beam is provided with a groove extending along the length of the anti-collision beam.

[0011] Furthermore, the outer panel of the car door includes an upper section and a lower section of the outer panel that form the window of the car door; the outer panel support plate includes a first support plate located on the window sill of the outer panel of the car door, and a second support plate spliced ​​below the first support plate, and the top of the lower section of the outer panel has an edge covering the first support plate.

[0012] Furthermore, the first support plate is provided with a mounting protrusion protruding towards the inner panel of the door; the mounting protrusion is provided with an outer water cutter, the outer water cutter having a first lip abutting against the edge.

[0013] Compared with related technologies, this application has the following advantages: (1) The door structure described in this application comprises an outer door panel and an inner door panel connected and enclosing a cavity, an outer panel support plate disposed within the cavity and extending along the edge of the outer door panel at the window sill position, and an anti-collision beam spliced ​​to the bottom of the outer panel support plate and extending along the lower edge of the outer panel support plate. This structure can improve the continuity and stability of the door structure and enhance the support performance of the outer panel, thereby improving the structural strength of the door, dispersing the impact force during a collision, reducing the risk of door deformation, reducing injury to occupants during a collision, and improving vehicle safety.

[0014] (2) By connecting one end of the anti-collision beam to the outer panel support plate through the first fastener and the other end to the door lock reinforcement plate on the inner panel of the door through the second fastener, compared with the traditional welding connection, the requirements for the thickness and material of the anti-collision beam can be reduced, and the anti-collision beam can be made thicker, thereby further improving the stability of the overall structure of the door, so that the possibility of door deformation can be further reduced when the vehicle is involved in a collision, which is conducive to improving the overall safety performance of the vehicle.

[0015] (3) By setting an external rearview mirror reinforcement plate at the front end of the outer panel support plate and a connecting part that protrudes downward and can overlap the anti-collision beam, and connecting the anti-collision beam, the connecting part and the external rearview mirror reinforcement plate together with the first fastener, the reliability of the external rearview mirror installation can be improved, and the anti-collision beam, the connecting part and the external rearview mirror reinforcement plate can also form an integral structure, which is conducive to enhancing the structural strength of the door, reducing the possibility of door deformation when the vehicle is in a side collision, and improving the overall safety performance of the vehicle.

[0016] (4) Placing the door lock reinforcement plate at the rear end of the inner panel of the door can improve the reliability of the door lock installation. Placing the hinge reinforcement plate at the front end of the inner panel of the door and connecting the front end of the anti-collision beam to the hinge reinforcement plate through the third fastener can make the hinge reinforcement plate and the anti-collision beam form an integral structure. Not only can the structural strength of the hinge reinforcement plate and the door lock reinforcement plate be used to improve the installation firmness of the anti-collision beam, but the hinge reinforcement plate can also improve the installation reliability of the hinge.

[0017] (5) Positioning the front end of the anti-collision beam above the internal vent not only avoids the vent, but also helps to shorten the distance between the anti-collision beam and the rear section of the engine compartment longitudinal beam. This shortens the force transmission path between the rear section of the engine compartment longitudinal beam and the anti-collision beam. In the event of a side collision, the force can also be transmitted to the rear section of the engine compartment longitudinal beam through the anti-collision beam, which can further reduce the deformation of the door, protect the safety of the occupants, and improve the safety of the vehicle.

[0018] (6) The width of the outer panel support plate gradually increases from front to rear of the vehicle. This not only improves the structural strength of the outer panel support plate itself, but also optimizes the force transmission path of the door during a frontal collision, and also improves the structural strength of the door during a side collision, which is conducive to improving the overall vehicle safety performance. In addition, the lower edge of the outer panel support plate and the anti-collision beam gradually slope downward, which can enhance the support area and performance of the outer panel support plate and the anti-collision beam for the door, improve the structural strength of the door, and disperse the impact force during side and frontal collisions, reducing the risk of door deformation, which is conducive to further improving the vehicle safety performance.

[0019] (7) By molding the anti-collision beam as a single piece and forming several cavities extending along the length of the anti-collision beam inside, the weight of the anti-collision beam can be reduced while ensuring its structural strength, which is beneficial to the lightweight design of the vehicle. The cavities formed can also absorb the impact force generated by the vehicle during a side collision, which is beneficial to improving the vehicle's safety performance. The grooves extending along the length of the anti-collision beam at the top can increase the structural strength of the anti-collision beam and improve its side collision performance. At the same time, it can also provide a larger adhesive support surface for the outer panel, avoiding door closing and driving noise, which is beneficial to improving the vehicle's quality.

[0020] (8) The outer panel of the car door includes an upper section and a lower section of the outer panel that form the window of the car door, which facilitates the edging of the upper section of the outer panel to the support plate of the outer panel. Compared with the traditional structure, it can have a larger edging length, which can improve the overlap effect between the outer water cutter and the outer panel of the car door. The support plate of the outer panel includes a first support plate located at the window sill position on the outer panel of the car door and a second support plate spliced ​​below the first support plate. This allows the first support plate to first form a larger edging length with the lower section of the outer panel, and then connect the second support plate, which is connected to the inner panel of the car door, to the first support plate, thereby connecting the inner panel of the car door and the outer panel of the car door together. This can solve the shortcomings caused by the short edging in the traditional structure.

[0021] (9) An mounting protrusion protruding along one side of the inner panel of the door is provided on the first support plate, and an external water cutter is provided on the mounting protrusion. This allows for convenient installation of the external water cutter while achieving concealed installation, which is beneficial to improving the aesthetics of the vehicle. The external water cutter is provided with a first lip that abuts against the edge, which can achieve a seal on the cavity, prevent rainwater, dust, etc. from entering the interior of the door, improve the sealing performance of the door, and also reduce wind noise and abnormal noise after the door is closed, which is beneficial to improving the NVH performance of the vehicle and enhancing the user experience.

[0022] Another object of this application is to provide a vehicle having a door structure as described above.

[0023] The vehicle described in this application, by setting the door structure as described above, can improve vehicle safety while making the vehicle aesthetically pleasing, which is conducive to enhancing the vehicle's market competitiveness. 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 partial structural diagram of the door structure described in an embodiment of this application; Figure 2 This is a schematic diagram of the mating structure between the outer door panel and the outer panel support plate as described in an embodiment of this application; Figure 3 This is a schematic diagram of the mating structure between the inner door panel and the outer door support plate as described in an embodiment of this application; Figure 4 This is a schematic diagram of the anti-collision beam described in an embodiment of this application; Figure 5 This is a cross-sectional view of the anti-collision beam described in the embodiment of this application; Figure 6 This is a schematic diagram of the structure of the first support plate described in an embodiment of this application; Figure 7This is a schematic diagram of the structure of the second support plate described in an embodiment of this application; Figure 8 This is a schematic diagram of the side portion as described in an embodiment of this application; Figure 9 This is a schematic diagram of the hinge reinforcement plate described in an embodiment of this application; Figure 10 This is a schematic diagram of the door lock reinforcing plate described in an embodiment of this application; Figure 11 This is a schematic diagram of the structure of the exterior rearview mirror reinforcement plate described in the embodiments of this application; Figure 12 This is a schematic diagram of the inner plate reinforcing plate structure described in the embodiments of this application; Figure 13 This is a schematic diagram of the cooperation structure between the external water shear and the first support plate as described in an embodiment of this application; Explanation of reference numerals in the attached figures: 100. Outer door panel; 101. Upper section of outer panel; 102. Lower section of outer panel; 1021. External vent; 1022. Edge binding; 103. Cavity; 200. Door inner panel; 201. Main body; 202. Side part; 2021. Interior vent; 300. Outer panel support plate; 301. First support plate; 3011. Mounting protrusion; 3012. First reinforcing rib; 3013. Connecting recess; 3014. First connecting hole; 3015. Second reinforcing rib; 3016. Second connecting hole; 302. Second support plate; 3021. First connecting flange; 3022. First support protrusion; 3023. First weight-reducing hole; 3024. First reinforcing rib; 3025. Clearance cutout; 3026. Second connecting flange; 3027. Reinforcing protrusion; 3028. Connecting part; 30281. Third connecting hole; 3029. Third support boss; 30291. Second reinforcing rib; 400. Anti-collision beam; 401. Cavity; 4011. First cavity; 4012. Second cavity; 4013. Third cavity; 402. Groove; 403. First anti-collision beam reinforcing rib; 404. Second anti-collision beam reinforcing rib; 405. Fourth connecting hole; 406. Fifth connecting hole; 407. Sixth connecting hole; 408. Process hole; 500. Door lock reinforcement plate; 501. Main board; 5011. Connecting boss; 502. Inner flange; 503. Outer flange; 5031. Seventh connecting hole; 504. Connecting protrusion; 600. Exterior rearview mirror reinforcement plate; 601. Main body of rearview mirror reinforcement plate; 6011. Reinforcing protrusion; 6012. Mounting hole; 6013. Clearance hole; 6014. Reinforcing boss; 6015. Eighth connecting hole; 602. Bending part; 6021. Reinforcing rib; 603. Fourth connecting flange; 604. Ninth connecting hole; 700. Hinge reinforcement plate; 701. Reinforcement plate body; 702. Fifth connecting flange; 7021. First support boss; 70211. Tenth connecting hole; 703. Sixth connecting flange; 704. Inner plate connecting recess; 705. Eleventh connecting hole; 706. Second support boss; 7061. Twelfth connecting hole; 800. Inner panel reinforcing plate; 801. Inner panel reinforcing plate body; 802. Window frame reinforcing part; 803. Front connecting part; 8031. Support plate connecting platform; 804. Rear connecting part; 900. External water cut; 901. First lip edge; 902. Second lip edge; 903. Third lip edge; K, Window sill location. 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] The first aspect of this application provides a door structure, which is mainly used to improve the force transmission structure during a door collision and enhance the overall integrity of the door structure. 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 operation increases.

[0033] In traditional car door designs, the continuity and stability of the door structure are usually poor, making the door prone to deformation when the vehicle is impacted. This increases the risk of injury to passengers, reduces the vehicle's occupant protection capabilities, and is detrimental to improving vehicle safety performance.

[0034] In view of this, in order to overcome the shortcomings of related technologies, the door structure of this embodiment combines... Figures 1 to 13 As shown, the overall design includes an outer door panel 100 and an inner door panel 200 that are connected and enclose a cavity 103, as well as an outer panel support plate 300 and a crash beam 400 disposed within the cavity 103.

[0035] The outer panel support plate 300 extends along the edge of the upper window sill position K of the outer door panel 100, and the anti-collision beam 400 is spliced ​​to the bottom of the outer panel support plate 300, and the anti-collision beam 400 extends along the lower edge of the outer panel support plate 300.

[0036] Therefore, by setting up an outer door panel 100 and an inner door panel 200 that are connected and enclose a cavity 103, as well as an outer panel support plate 300 and a crash beam 400 located within the cavity 103, the continuity and stability of the door structure can be improved, and the support performance of the outer panel can be enhanced. This can improve the structural strength of the door, disperse the impact force during a collision, reduce the risk of door deformation, and reduce injury to occupants during a collision, thus improving vehicle safety.

[0037] Based on the above general introduction, specifically, the door structure of this embodiment, in its specific implementation, also includes an inner panel reinforcing plate 800 disposed on the inner panel 200 of the door and surrounding the window.

[0038] The aforementioned inner panel reinforcement plate 800 includes an inner panel reinforcement plate body 801 extending along the edge of the upper window sill position K of the inner door panel 200, and a window frame reinforcement portion 802 extending along the edge of the upper window frame position of the inner door panel 200. Furthermore, the inner panel reinforcement plate 800 also includes a rear connecting portion 804 located at the rear along the vehicle's longitudinal direction, connecting the window frame reinforcement portion 802 and the inner panel reinforcement plate body 801, and a front connecting portion 803 located at the front along the vehicle's longitudinal direction, connecting the window frame reinforcement portion 802 and the inner panel reinforcement plate body 801.

[0039] The windowsill position K described in this embodiment, combined with... Figure 2 As shown, at the lower edge of the window frame of the outer door panel 100, the outer panel support plate 300 extends along the edge of the upper window sill position K of the outer door panel 100, that is, the outer panel support plate 300 is set along the lower edge of the window frame of the outer door panel 100.

[0040] Combination Figures 2 to 5 ,as well as Figure 10 As shown, in some exemplary embodiments, one end of the anti-collision beam 400 is connected to the outer panel support plate 300 by a first fastener, and the other end of the anti-collision beam 400 is connected to the door lock reinforcement plate 500 on the inner door panel 200 by a second fastener.

[0041] This design, compared to the traditional welded connection, reduces the requirements for the thickness and material of the anti-collision beam 400, allowing the anti-collision beam 400 to have a greater thickness. This further improves the stability of the overall door structure, reducing the possibility of door deformation in the event of a collision and thus enhancing the overall safety performance of the vehicle.

[0042] Furthermore, using fasteners to connect the anti-collision beam 400 to the inner door panel 200 facilitates the installation of the anti-collision beam 400, improves assembly efficiency, and simplifies production. At the same time, fasteners also prevent weld points from cracking or failing due to fatigue, corrosion, or other factors, enhancing the stability of the connection structure and further improving the overall safety performance of the vehicle.

[0043] In practical implementation, based on the advantages set above, the anti-collision beam 400 in this embodiment can not only be made of metal materials commonly used by those skilled in the art, but also of composite materials, such as carbon fiber composite materials. This can significantly reduce the weight of the anti-collision beam 400 while ensuring its structural strength, but its cost may be high and its processing and molding are more difficult.

[0044] Combination Figure 2 , Figure 7 as well as Figure 11 As shown, in some exemplary embodiments, the front end of the outer panel support plate 300 in the vehicle's longitudinal direction is provided with an exterior rearview mirror reinforcement plate 600 and a downwardly protruding connecting portion 3028. The connecting portion 3028 overlaps the anti-collision beam 400, and a first fastener connects the anti-collision beam 400, the connecting portion 3028, and the exterior rearview mirror reinforcement plate 600 together.

[0045] The advantage of this design is that it can improve the reliability of the exterior rearview mirror installation, and also make the anti-collision beam 400, the connecting part 3028 and the exterior rearview mirror reinforcement plate 600 form an integral structure. This helps to enhance the structural strength of the door, reduce the possibility of door deformation in the event of a side collision, and improve the overall safety performance of the vehicle.

[0046] Furthermore, by tightly connecting the anti-collision beam 400, the connecting part 3028, and the exterior rearview mirror reinforcement plate 600, the door can more effectively transfer and disperse collision energy to other parts of the door when subjected to a side collision, thereby reducing the possibility of door deformation, providing more survival space for occupants, and improving the overall safety performance of the vehicle. At the same time, it also improves the installation reliability of the exterior rearview mirrors, preventing them from easily loosening or falling off, which is beneficial to improving driving safety.

[0047] In specific implementation, to elaborate, we will continue to combine Figure 2 , Figure 6 as well as Figure 10As shown, the exterior rearview mirror reinforcement plate 600 of this embodiment includes a rearview mirror reinforcement plate body 601 and a bent portion 602 that bends towards the inner door panel 200. Specifically, the rearview mirror reinforcement plate body 601 is provided with a reinforcing protrusion 6011 for enhancing the connection strength of the exterior rearview mirror. The reinforcing protrusion 6011 is conformally arranged to the front end of the outer panel support plate 300, and a plurality of exterior rearview mirror mounting holes 6012 and avoidance holes 6013 for avoiding the exterior rearview mirror cable are provided on the reinforcing protrusion 6011.

[0048] In addition, the rearview mirror reinforcement plate body 601 also includes a reinforcement boss 6014 provided below the reinforcement protrusion 6011 along the vertical direction of the vehicle. Furthermore, the reinforcement boss 6014 is generally mountain-shaped, and each end of its protrusion is provided with an eighth connecting hole 6015. The first fastener passes through the eighth connecting hole 6015 to connect the anti-collision beam 400, the connecting part 3028, and the rearview mirror support plate together.

[0049] The aforementioned bent portion 602 has reinforcing ribs 6021 at both its upper and lower ends in the vertical direction of the vehicle to enhance its structural strength. At the end of the bent portion 602 near the inner door panel 200, a fourth connecting flange 603 is provided for connection with the inner panel reinforcing plate 800.

[0050] In detail, the front connecting portion 803 of the inner panel reinforcing plate 800 is further provided with a support plate connecting platform 8031 ​​for connecting with the outer rearview mirror reinforcing plate 600. The fourth connecting flange 603 can abut against the support plate connecting platform 8031. Both the fourth connecting flange 603 and the support plate connecting platform 8031 ​​are provided with a ninth connecting hole 604. The fourth fastener can pass through the ninth connecting hole 604 to connect the inner panel reinforcing plate 800 and the outer rearview mirror reinforcing plate 600, thereby further improving the reliability of the outer rearview mirror installation.

[0051] Furthermore, it is worth mentioning that the first fastener in this embodiment can specifically be a blind rivet, which is well known to those skilled in the art. Of course, other connecting parts, such as bolts, can also be used, which will not be elaborated here.

[0052] Combination Figure 1 , Figure 9 As shown, in some exemplary embodiments, in the vehicle's longitudinal direction, a door lock reinforcement plate 500 is located at the rear end of the inner door panel 200, and a hinge reinforcement plate 700 is located at the front end of the inner door panel 200. The front end of the anti-collision beam 400 is connected to the hinge reinforcement plate 700 via a third fastener.

[0053] Thus, placing the door lock reinforcement plate 500 at the rear end of the inner door panel 200 can improve the reliability of the door lock installation. Setting the hinge reinforcement plate 700 at the front end of the inner door panel 200, and connecting the front end of the anti-collision beam 400 to the hinge reinforcement plate 700 through a third fastener, can make the hinge reinforcement plate 700 and the anti-collision beam 400 form an integral structure. Not only can the structural strength of the hinge reinforcement plate 700 and the door lock reinforcement plate 500 be used to improve the installation firmness of the anti-collision beam 400, but the hinge reinforcement plate 700 can also improve the installation reliability of the hinge.

[0054] In a specific implementation, the door lock reinforcement plate 500 of this embodiment includes a main board 501, and an inner flange 502 and an outer flange 503 located on the inner and outer sides of the main board 501. The inner flange 502 is connected to the inner door panel 200, and the outer flange 503 is connected to the anti-collision beam 400.

[0055] The main board 501 extends along the height of the vehicle. To improve connection strength, multiple connecting protrusions 5011 are spaced along the length of the door lock reinforcement plate 500 on the main board 501, enhancing the connection reliability between the door lock reinforcement plate 500 and the side wall of the inner door panel 200. Furthermore, a seventh connecting hole 503 is provided on the outer flange 503 of the door lock reinforcement plate 500. The aforementioned second fastener passes through the seventh connecting hole 5031, connecting one end of the anti-collision beam 400 to the door lock reinforcement plate 500. On the inner flange 502, multiple connecting protrusions 504 are spaced along the length of the door lock reinforcement plate 500, each connecting protrusion 504 connecting the door lock reinforcement plate 500 to the inner door panel 200, further enhancing the connection strength of the door lock reinforcement plate 500.

[0056] It is worth mentioning that the second fastener in this embodiment can be a bolt and nut, which are well known to those skilled in the art. Of course, the second fastener in this embodiment can also be other connecting parts, as long as they can reliably connect the anti-collision beam 400 and the door lock reinforcing plate 500. Further details will not be provided here.

[0057] The hinge reinforcement plate 700 in this embodiment includes a reinforcement plate body 701 extending along the height direction of the vehicle. The reinforcement plate body 701 is disposed on the side wall of the inner door panel 200. The reinforcement plate body 701 is provided with a fifth connecting flange 702 that bends toward the inner door panel 200 on the side near the outer door panel 100. The reinforcement plate body 701 is provided with a sixth connecting flange 703 that extends along the thickness direction of the reinforcement plate body 701 on the side near the inner door panel 200.

[0058] The fifth connecting flange 702 and the sixth connecting flange 703 are each provided with a plurality of inner plate connecting recesses 704 spaced apart along the length of the hinge reinforcement plate 700. Each inner plate connecting recess 704 is recessed toward the inner door panel 200 to increase the connection area between the hinge reinforcement plate 700 and the inner door panel 200, thereby improving the reliability of the connection between the inner door panel 200 and the hinge reinforcement plate 700.

[0059] Furthermore, the reinforcing plate body 701 and the inner door panel 200 are provided with multiple eleventh connecting holes 705, which are used to install door hinges. The aforementioned fifth connecting flange 702 has a first supporting boss 7021 in its middle, and the first supporting boss 7021 has a tenth connecting hole 70211. The anti-collision beam 400 can overlap the first supporting boss 7021, and the aforementioned third fastener can pass through the tenth connecting hole 70211 to connect the front end of the anti-collision beam 400 to the hinge reinforcing plate 700.

[0060] The sixth connecting flange 703 is provided with a second supporting boss 706 for supporting and connecting the inner plate reinforcing plate 800. The second supporting boss 706 has a twelfth connecting hole 7061 in the middle for connecting the inner plate reinforcing plate 800. The fifth fastener can pass through the twelfth connecting hole 7061 to connect the hinge reinforcing plate 700 and the inner plate reinforcing plate 800.

[0061] The third fastener in this embodiment can be a bolt and nut, which are well known to those skilled in the art. Of course, other fasteners can also be used in this embodiment, as long as they can reliably connect the hinge reinforcement plate 700 and the inner plate reinforcement plate 800. Further details will not be provided here.

[0062] Combination Figure 1 , Figure 2 as well as Figure 7 As shown, in some exemplary embodiments, the inner door panel 200 includes a main body portion 201 and a side portion 202 extending along the edge of the main body portion 201 toward the outer door panel 100. In the longitudinal direction of the vehicle, the lower part of the front end of the side portion 202 is provided with an inner vent 2021, and the lower part of the front end of the outer door panel 100 is provided with an outer vent 1021. Both the inner vent 2021 and the outer vent 1021 communicate with the cavity 103, and the front end of the anti-collision beam 400 is located above the inner vent 2021.

[0063] This design not only avoids the air vents but also shortens the distance between the anti-collision beam 400 and the rear section of the engine compartment longitudinal beam. This shortens the force transmission path between the rear section of the engine compartment longitudinal beam and the anti-collision beam 400. In the event of a side collision, the force can also be transmitted from the anti-collision beam 400 to the rear section of the engine compartment longitudinal beam, further reducing door deformation, protecting occupant safety, and improving vehicle safety.

[0064] In this embodiment, the internal vent 2021 is located on the side portion 202 and is elongated in shape extending along the height of the vehicle. This increases the airflow area without occupying too much lateral space, thereby improving the vehicle's aerodynamic performance. The external vent 1021 in this embodiment is located at the lower front end of the lower section 102 of the outer panel and is elliptical in shape extending along the height. This also increases the airflow area without occupying too much space. The elliptical design also contributes to an aesthetically pleasing appearance, enhancing the vehicle's overall aesthetics.

[0065] Depend on Figure 1 as well as Figure 2 As shown, in some of the exemplary embodiments, the width of the outer panel support plate 300 gradually increases from front to back in the direction of the vehicle, and the lower edge of the outer panel support plate 300 and the anti-collision beam 400 both gradually slope downward.

[0066] In this way, while improving the structural strength of the outer support plate itself, the force transmission path of the door during a frontal collision is optimized, and the structural strength of the door during a side collision is also improved, which is conducive to improving the overall vehicle safety performance. Furthermore, the lower edge of the outer support plate 300 and the anti-collision beam 400 gradually slope downwards, which enhances the support area and performance of the outer support plate 300 and the anti-collision beam 400 on the door, improves the structural strength of the door, and can disperse impact force during side and frontal collisions, reducing the risk of door deformation, further contributing to improved vehicle safety performance.

[0067] In specific implementation, the upper edge of the outer panel support plate 300 in this embodiment gradually slopes upwards from front to back along the entire vehicle, forming an upward arc shape. This improves force transmission performance while also enhancing the vehicle's aesthetics. Of course, it can also be a straight line or similarly sloped downwards.

[0068] Combination Figure 3 and Figure 4 As shown, in some exemplary embodiments, the anti-collision beam 400 is integrally formed and a plurality of cavities 401 are formed inside the anti-collision beam 400, each cavity 401 extending along the length direction of the anti-collision beam 400.

[0069] This design ensures the structural strength of the crash beam 400 while reducing its weight, which is beneficial for lightweight vehicle design. The cavity 401 formed within it can also absorb the impact force generated during a side collision, thus improving vehicle safety performance. A groove 402 is provided at the top of the crash beam 400, extending along its length, which increases the structural strength of the crash beam 400 and enhances its side-impact performance.

[0070] In a specific implementation, the anti-collision beam 400 of this embodiment has an inverted A-shaped cross-section, including a first anti-collision beam reinforcing rib 403 and a second anti-collision beam reinforcing rib 404 that are connected between the two side walls and arranged at intervals along the vertical direction of the vehicle. This divides the interior of the anti-collision beam 400 into a first cavity 4011, a second cavity 4012, and a third cavity 4013 arranged sequentially in the vertical direction of the vehicle.

[0071] In addition, the anti-collision beam 400 is provided with a fourth connecting hole 405 for connecting with the hinge reinforcement plate 700, a fifth connecting hole 406 for connecting with the connecting part 3028, and a sixth connecting hole 407 for connecting with the door lock reinforcement plate 500 on the side wall near the inner door panel 200.

[0072] On the side wall of the anti-collision beam 400 near the outer door panel 100, there is also a process hole 408 coaxially arranged with the fourth connecting hole 405, the fifth connecting hole 406 and the sixth connecting hole 407. The diameter of the process hole 408 is larger than that of the connecting holes to facilitate the connection between the anti-collision beam 400 and the above structures.

[0073] Combination Figure 2 as well as Figure 12 As shown, in some exemplary embodiments, the outer door panel 100 includes an upper section 101 and a lower section 102 that enclose a window. The outer panel support plate 300 includes a first support plate 301 located at the upper window sill position K of the outer door panel 100, and a second support plate 302 spliced ​​below the first support plate 301. The top of the lower section 102 has a edging 1022 that covers the first support plate 301.

[0074] This design facilitates the outer panel upper section 101 to form a edging 1022 around the outer panel support plate 300, and compared to traditional structures, it allows for a longer edging 1022 length, improving the overlap between the outer water-cutting 900 and the door outer panel 100. The outer panel support plate 300 includes a first support plate 301 located at the upper window sill position K of the door outer panel 100, and a second support plate 302 spliced ​​below the first support plate 301. This allows for a longer edging 1022 length between the first support plate 301 and the lower section 102 of the outer panel, enhancing the vehicle's aesthetics. Then, the second support plate 302, connected to the inner door panel 200, is connected to the first support plate 301, thus linking the inner door panel 200 and the outer door panel 100 together. This facilitates vehicle manufacturing and addresses the shortcomings of the shorter edging 1022 in traditional structures, such as insufficient door aesthetics and cumbersome production processes.

[0075] In a specific implementation, the first support plate 301 of this embodiment is generally elongated. The plate body of the first support plate 301 is provided with a first reinforcing rib 3012 extending along the width direction of the first support plate 301, and multiple first reinforcing ribs 3012 are spaced apart along the length direction of the first support plate 301.

[0076] Similarly, the first support plate 301 is also provided with a plurality of connecting recesses 3013 at intervals along its length for connecting with the second support plate 302. The connecting recesses 3013 are recessed toward the outer door panel 100, and a first connecting hole 3014 is provided in the middle of the connecting recesses 3013. The connector passes through the first connecting hole 3014 to connect the first support plate 301 and the second support plate 302. In addition, the first support plate 301 is also provided with a second reinforcing rib 3015 extending along its length in the vertical direction of the vehicle to further improve the structural strength of the first support plate 301.

[0077] In this embodiment, the second support plate 302 has a cross-sectional width that gradually increases from front to back along the entire vehicle, forming a trapezoidal shape. Furthermore, first connecting flanges 3021 for connecting with the hinge reinforcement plate 700 are sequentially arranged from front to back along the entire vehicle. A first support protrusion 3022 for cooperating with the door lock reinforcement plate 500 is also provided, conforming to the shape of the door lock reinforcement plate 500 and protruding towards the outer door panel 100. In addition, the second support plate 302 of this embodiment also has a plurality of first weight-reducing holes 3023 spaced apart and with progressively increasing areas from front to back along the entire vehicle. First reinforcing ribs 3024 surround the first weight-reducing holes 3023 and are recessed towards the inner door panel 200, thereby reducing the weight of the second support plate 302 while maintaining the structural strength of the first support plate 301. It also includes a clearance cutout 3025 for avoiding the vehicle door handle structure, and a second connecting flange 3026 for connecting to the rear end of the inner door panel 200, and the second connecting flange 3026 is also provided with a plurality of reinforcing protrusions 3027 spaced apart along the vertical direction of the whole vehicle.

[0078] Furthermore, the aforementioned connecting portion 3028 is specifically located on the second support plate 302. More specifically, it is located below the first support protrusion 3022 along the vertical direction of the vehicle. It has multiple third connecting holes 30281 spaced apart along the length direction of the second support plate 302. The first fastener passes through the third connecting holes 30281 to connect the anti-collision beam 400, the connecting portion 3028, and the exterior rearview mirror reinforcement plate 600 together.

[0079] In addition, the second support plate 302 is provided with multiple third support bosses 3029 extending along the lower edge of the second support plate 302, and multiple third support bosses 3029 are spaced apart along the length of the vehicle. Each third support boss 3029 also has a second reinforcing rib 30291 recessed into the inner door panel 200 at its center. This provides a larger adhesive support surface for the outer panel, preventing door closing and driving noises, and contributing to improved vehicle quality. Figure 13 As shown, in some exemplary embodiments, the first support plate 301 is provided with a mounting protrusion 3011 protruding toward the inner door panel 200. The mounting protrusion 3011 is provided with an outer water cutter 900, which has a first lip 901 abutting against the edging 1022.

[0080] This design allows for easy and concealed installation of the external water cutter 900, enhancing the vehicle's aesthetics. The external water cutter 900 features a first lip 901 that abuts against the edging 1022, sealing the cavity 103 to prevent rainwater and dust from entering the door, improving its sealing performance. It also reduces wind noise and rattles when the door is closed, thus improving the vehicle's NVH performance and enhancing the user experience.

[0081] In specific implementation, the external water cutter 900 of this embodiment, in addition to the first lip 901 that abuts against the edging 1022, also has a second lip 902 that abuts against the glass to prevent rainwater, dust, etc., from entering the interior of the door. The second lip 902 and the first lip 901 can form a groove to block rainwater, dust, etc. from entering the interior of the door. Furthermore, the external water cutter 900 of this embodiment also includes a third lip 903 located at the lower part of the first lip 901 along the vertical direction of the vehicle and extending towards the inner door panel 200. The third lip 903 can also abut against the window glass to further improve the sealing of the cavity 103.

[0082] In this embodiment, the external water cutter 900 can be concealed during installation by being guided by the first support plate 301, thereby improving aesthetics. Simultaneously, each mounting protrusion 3011 has a second connecting hole 3016 in its center for installing the external water cutter 900. Multiple second connecting holes 3016 are arranged on each mounting protrusion 3011 along the length of the first support plate 301. During installation, the external water cutter 900 can be bolted or snapped to the first support plate 301 via the second connecting holes 3016. Furthermore, in detail, the external water cutter 900 in this embodiment can be any type well-known to those skilled in the art, and will not be described further here.

[0083] It is worth noting that, regarding the door structure of this embodiment, based on the above exemplary embodiments, in specific implementation, as a preferred embodiment, it is still composed of... Figures 1 to 13 As shown, it may include, for example, an outer door panel 100 and an inner door panel 200 connected and enclosing a cavity 103, as well as an outer panel support plate 300 and a crash beam 400 disposed within the cavity 103.

[0084] The outer panel support plate 300 extends along the edge of the upper window sill position K of the outer door panel 100. The anti-collision beam 400 is spliced ​​to the bottom of the outer panel support plate 300 and extends along the lower edge of the outer panel support plate 300. One end of the anti-collision beam 400 is connected to the outer panel support plate 300 by a first fastener, and the other end of the anti-collision beam 400 is connected to the door lock reinforcement plate 500 on the inner door panel 200 by a second fastener.

[0085] In the longitudinal direction of the vehicle, the outer panel support plate 300 has an exterior rearview mirror reinforcement plate 600 and a downwardly protruding connecting portion 3028 at its front end. The connecting portion 3028 overlaps the anti-collision beam 400, and a first fastener connects the anti-collision beam 400, the connecting portion 3028, and the exterior rearview mirror reinforcement plate 600 together. In the longitudinal direction of the vehicle, a door lock reinforcement plate 500 is located at the rear end of the inner door panel 200, and a hinge reinforcement plate 700 is located at the front end of the inner door panel 200. The front end of the anti-collision beam 400 is connected to the hinge reinforcement plate 700 via a third fastener.

[0086] The inner door panel 200 includes a main body 201 and a side portion 202 extending from the edge of the main body 201 towards the outer door panel 100. In the longitudinal direction of the vehicle, the lower front end of the side portion 202 has an inner vent 2021, and the lower front end of the outer door panel 100 has an outer vent 1021. Both the inner vent 2021 and the outer vent 1021 communicate with the cavity 103, and the front end of the anti-collision beam 400 is located above the inner vent 2021. From front to rear, the width of the outer panel support plate 300 gradually increases, and both the lower edge of the outer panel support plate 300 and the anti-collision beam 400 gradually slope downwards.

[0087] The anti-collision beam 400 is integrally formed and has several cavities 401 inside, each cavity 401 extending along the length of the anti-collision beam 400. A groove 402 is provided on the top of the anti-collision beam 400, extending along the length of the anti-collision beam 400. The outer door panel 100 includes an upper section 101 and a lower section 102 that enclose the window. The outer panel support plate 300 includes a first support plate 301 located at the upper window sill position K of the outer door panel 100, and a second support plate 302 spliced ​​below the first support plate 301. The top of the lower section 102 has a edging 1022 covering the first support plate 301. The first support plate 301 has a mounting protrusion 3011 protruding towards the inner door panel 200. The mounting protrusion 3011 has an outer water cutter 900, which has a first lip 901 abutting against the edging 1022.

[0088] In the preferred embodiment of the above door structure, the specific setting and arrangement of the outer panel support plate 300, the anti-collision beam 400, the inner door panel 200, 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 outer panel support plate 300, the anti-collision beam 400, the inner door panel 200, etc. can also be referred to the description in the above exemplary embodiments.

[0089] In this embodiment, when the door structure experiences a frontal collision, the impact force is transmitted through the front of the vehicle body to the side portion 202 of the inner door panel 200, and then through the hinge reinforcement plate 700 to the anti-collision beam 400, the outer panel support plate 300, and the inner panel reinforcement plate 800, before being transmitted to the rear of the vehicle body. This achieves the dispersion and transmission of impact force during a frontal collision, thereby improving the overall vehicle safety.

[0090] When a side collision occurs, the impact force is transmitted through the outer door panel 100 to the outer panel support plate 300 and the anti-collision beam 400. At this time, the anti-collision beam 400 and the outer panel support plate 300 transfer the impact force to the vehicle body to disperse the impact force. Meanwhile, the side-impact reinforcement area formed by the exterior rearview mirror reinforcement plate 600, the outer panel support plate 300, and the anti-collision beam 400 also has high structural strength, effectively resisting deformation, thereby protecting the occupants and improving vehicle safety.

[0091] The door structure of this embodiment adopts the above design. By setting an outer door panel 100 and an inner door panel 200 that are connected and enclose a cavity 103, as well as an outer panel support plate 300 and an anti-collision beam 400 disposed in the cavity 103, the continuity and stability of the door structure can be improved, and the support performance of the outer panel can be enhanced. This can improve the structural strength of the door, disperse the impact force during a collision, reduce the risk of door deformation, reduce injury to passengers during a collision, and help improve vehicle safety.

[0092] An embodiment of the second aspect of this application provides a vehicle having the door structure described in the embodiment of the first aspect of this application.

[0093] The vehicle in this embodiment, by setting the door structure described in the first aspect of this embodiment, can improve vehicle safety while making the vehicle look beautiful, which is conducive to enhancing the vehicle's market competitiveness.

[0094] 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 outer door panel (100) and an inner door panel (200) that are connected and enclose a cavity (103), as well as an outer panel support plate (300) and a crash beam (400) disposed in the cavity (103). The outer panel support plate (300) extends along the edge of the upper window sill position K of the outer door panel (100), and the anti-collision beam (400) is spliced ​​to the bottom of the outer panel support plate (300), and the anti-collision beam (400) extends along the lower edge of the outer panel support plate (300).

2. The door structure according to claim 1, characterized in that: One end of the anti-collision beam (400) is connected to the outer panel support plate (300) by a first fastener, and the other end of the anti-collision beam (400) is connected to the door lock reinforcement plate (500) on the inner panel (200) of the door by a second fastener.

3. The door structure according to claim 2, characterized in that: In the front-rear direction of the vehicle, the front end of the outer panel support plate (300) is provided with an outer rearview mirror reinforcement plate (600) and a downward protruding connecting part (3028). The connecting part (3028) overlaps the anti-collision beam (400), and the first fastener connects the anti-collision beam (400), the connecting part (3028) and the exterior rearview mirror reinforcement plate (600) together.

4. The door structure according to claim 2, characterized in that: In the longitudinal direction of the vehicle, the door lock reinforcement plate is located at the rear end of the inner door panel (200), and the front end of the inner door panel (200) is provided with a hinge reinforcement plate (700). The front end of the anti-collision beam (400) is connected to the hinge reinforcement plate (700) by a third fastener.

5. The door structure according to claim 4, characterized in that: The inner door panel (200) includes a main body (201) and a side portion (202) extending from the edge of the main body (201) toward the outer door panel (100). In the front-rear direction of the vehicle, the lower part of the front end of the side portion (202) is provided with an inner vent (2021), and the lower part of the front end of the outer door panel (100) is provided with an outer vent (1021). Both the internal vent (2021) and the external vent (1021) are connected to the cavity (103), and the front end of the anti-collision beam (400) is located above the internal vent (2021).

6. The door structure according to claim 1, characterized in that: From front to back, the width of the outer panel support plate (300) gradually increases, and the lower edge of the outer panel support plate (300) and the anti-collision beam (400) both gradually tilt downwards.

7. The door structure according to claim 1, characterized in that: The anti-collision beam (400) is integrally formed, and a plurality of cavities (401) are formed inside the anti-collision beam (400), each cavity (401) extending along the length direction of the anti-collision beam (400); and / or, The top of the anti-collision beam (400) is provided with a groove (402), which extends along the length of the anti-collision beam (400).

8. The door structure according to any one of claims 1 to 7, characterized in that: The outer panel of the vehicle door (100) includes an upper section (101) of the outer panel that forms the window of the vehicle and a lower section (102) of the outer panel. The outer panel support plate (300) includes a first support plate (301) located at the upper window sill position K of the lower section (102) of the outer panel, and a second support plate (302) spliced ​​below the first support plate (301). The top of the lower section (102) of the outer panel has a edging (1022) covering the first support plate (301).

9. The door structure according to claim 8, characterized in that: The first support plate (301) is provided with a mounting protrusion (3011) protruding toward the inner panel (200) of the door. The mounting protrusion (3011) is provided with an outer water cutter (900), the outer water cutter (900) having a first lip (901) abutting against the edging (1022).

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

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