A door and window frame reinforcement structure, a door assembly, and a vehicle

Abstract

This utility model provides a door window frame reinforcement structure, a door assembly, and a vehicle, belonging to the field of automotive door technology. It includes a window frame reinforcement plate disposed in the lower front corner region of the door window frame, comprising a reinforcement plate body, a first connecting portion formed on the rear edge of the reinforcement plate body, and a second connecting portion formed on the front edge of the reinforcement plate body. The reinforcement plate body is used to connect to the door window frame; the first connecting portion is used to connect to the front guide rail of the door glass; and the second connecting portion is used to connect to the door hinge reinforcement plate. This utility model effectively increases the local stiffness and strength of the lower front corner region of the door window frame by directly connecting the reinforcement plate body to the door window frame; improves the installation stiffness and stability of the front guide rail of the door glass by connecting the first connecting portion to the door glass front guide rail; and strengthens the connection point between the door and the vehicle body by connecting the second connecting portion to the door hinge reinforcement plate, effectively absorbing and dispersing energy during door closing impact.

Description

Technical Field

[0001] This utility model belongs to the field of automotive door technology, and more specifically, it relates to a door window frame reinforcement structure, a door assembly, and a vehicle. Background Technology

[0002] The car door window frame is the framework structure that surrounds and secures the door glass at the top of the car door. It is not only a guide rail for window operation, but also a key part for connecting and sealing the door to the A, B, and C pillars of the car body.

[0003] With the trend towards larger automobiles, car door sizes are constantly increasing, which places higher demands on the structural performance of window frames. Increased door size can easily lead to a decrease in the overall geometric stability of the window frame, especially in the corner areas where stress concentration can occur, resulting in insufficient angular stiffness. Utility Model Content

[0004] The purpose of this utility model is to provide a door and window frame reinforcement structure, a door assembly, and a vehicle, aiming to solve the technical problem of insufficient rigidity in the corner area of ​​the door and window frame in the prior art.

[0005] To achieve the above objectives, in a first aspect, this utility model provides a door window frame reinforcement structure, including a window frame reinforcement plate disposed in the lower front corner region of the door window frame; the window frame reinforcement plate includes a reinforcement plate body, a first connecting portion formed on the rear side edge of the reinforcement plate body, and a second connecting portion formed on the front side edge of the reinforcement plate body; The reinforcing plate body is used to connect with the door window frame, the first connecting part is used to connect with the front guide rail of the door glass, and the second connecting part is used to connect with the door hinge reinforcing plate.

[0006] Compared with the prior art, the solution shown in this application embodiment has a window frame reinforcing plate disposed in the lower front corner area of ​​the door window frame to increase the angular stiffness of the door window frame and disperse stress concentration in the corner area. The window frame reinforcing plate is also connected to the front guide rail of the door glass through a first connecting part, extending the stiffness of the window frame corner to the front guide rail area of ​​the door glass, thereby improving the installation stiffness and stability of the front guide rail of the door glass. The window frame reinforcing plate is also connected to the door hinge reinforcing plate through a second connecting part, forming a connecting carrier between the inner panel of the door and the door window frame, strengthening the connection point between the door and the body, and enhancing the rigidity of the overall door structure.

[0007] In conjunction with the first aspect, in one possible implementation, the first connecting portion includes a plurality of connecting legs spaced apart along the vertical direction of the vehicle body. The connecting legs extend rearward from the rear edge of the reinforcing plate body, and each of the connecting legs is connected to the front guide rail of the door glass.

[0008] Multiple connecting legs establish a series of rigid connection points from top to bottom between the door window frame and the front guide rail of the door glass. This is equivalent to setting an anchor point at regular intervals along the longitudinal length of the front guide rail, smoothly and continuously transferring and distributing the localized high rigidity of the door window frame corners to the entire front guide rail. This avoids abrupt changes in rigidity caused by a single connection point, thus improving the overall deformation resistance of the entire front guide rail. When minor deformation occurs at the corners of the door window frame or other parts of the door, the multiple connecting legs work together to prevent the front guide rail of the door glass from twisting or bending.

[0009] In some embodiments, the rear end of the connecting leg is provided with a flange, which overlaps with the front guide rail of the door glass along the front-rear direction of the vehicle body.

[0010] The flange overlaps with the front guide rail of the door glass along the front-rear direction of the vehicle body, which can effectively resist the relative misalignment and bending between the door window frame and the front guide rail of the door glass caused by the torsion of the vehicle body, making the window frame reinforcement plate a rigid hub that resists bending and torsion.

[0011] In some embodiments, among the plurality of connecting legs, the upper edge of the uppermost connecting leg is aligned with the upper edge of the reinforcing plate body, and the lower edge of the lowermost connecting leg is aligned with the lower edge of the reinforcing plate body.

[0012] With the above-mentioned aligned layout of multiple connecting legs, after the force is transmitted from the door and window frame to the main body of the reinforcing plate, it can be directly transmitted upward to the top of the front guide rail of the door glass through the uppermost leg, and directly downward to the bottom of the front guide rail of the door glass through the lowermost leg. This ensures that the rigidity and strength of the entire effective height area of ​​the window frame reinforcing plate can be transmitted to the glass guide rail without attenuation.

[0013] In conjunction with the first aspect, in one possible implementation, the second connecting portion folds outward from the front edge of the reinforcing plate body towards the outside of the vehicle body, and the second connecting portion overlaps with the door hinge reinforcing plate along the front-rear direction of the vehicle body.

[0014] The flanged design of the second connecting part complements that of the first connecting part, jointly integrating the rigidity of the door window frame corner into the core load-bearing frame of the door assembly. The second connecting part overlaps with the door hinge reinforcement plate along the front-rear direction of the vehicle body, creating a physical plane parallel to the door hinge reinforcement plate for connection. The direction of its weld seam is perpendicular to the front-rear shear force generated by the torsional load of the vehicle body during driving, forming a robust node specifically designed to resist front-rear misalignment. When the vehicle body twists and attempts to deform the door window frame front-rear, this overlapping node effectively resists it, directly transferring the force to the door hinge reinforcement plate.

[0015] In some embodiments, the second connecting portion is formed in the lower front corner region of the reinforcing plate body, and the lower edge of the second connecting portion is aligned with the lower edge of the reinforcing plate body.

[0016] In the stress analysis of the door assembly, the lower front corner of the door window frame is the area of ​​highest stress concentration. Placing the window frame reinforcement plate in this area, and further positioning the second connecting part there, means that the strongest reinforcement measures are applied where they are most needed. This strengthens the weakest and most critical part of the door structure, ensuring that it will not yield or permanently deform due to excessive stress, thus guaranteeing the long-term stability of the door's geometry. The lower edge of the second connecting part is aligned with the lower edge of the reinforcement plate body, ensuring that forces transmitted from the lower end of the reinforcement plate body can flow directly into the second connecting part without obstruction or detours.

[0017] In conjunction with the first aspect, in one possible implementation, the reinforcing plate body has a reinforcing protrusion protruding outward from the vehicle body, and the reinforcing protrusion and the door / window frame form a buffer cavity.

[0018] The reinforcing protrusions increase the rigidity of the main body of the reinforcing plate. The protrusions extend outwards, increasing rigidity by changing shape rather than adding mass, thus increasing the bending and torsional resistance of the main body of the reinforcing plate.

[0019] Secondly, this utility model embodiment also provides a door assembly, including: Inner door panel; The door window frame is connected to the upper end of the inner panel of the door; A door hinge reinforcement plate is connected to the front end of the outer side of the inner door panel; and A front guide rail for the door glass is connected to the outer side of the inner panel of the door and is located behind the door hinge reinforcement plate; and The aforementioned door and window frame reinforcement structure.

[0020] The door assembly provided by this utility model, due to the adoption of the aforementioned door window frame reinforcement structure, connects the main body of the reinforcement plate to the door window frame, the first connecting part to the front guide rail of the door glass, and the second connecting part to the door hinge reinforcement plate. These three parts connect to form an extremely stable triangular structure, capable of simultaneously resisting various forms of loads, including bending, shearing, and torsion. This triangular area tightly locks the upper door window frame, the middle front guide rail of the door glass, and the front door hinge area together, improving the overall lateral and torsional stiffness of the door and enhancing the long-term durability and reliability of the door assembly.

[0021] The impact force at the moment of closing the door is enormous, mainly in the lateral and front-back directions. The high-rigidity triangular structure increases the natural frequency of the inner door panel, which can effectively suppress the sheet metal vibration generated at the moment of closing the door, avoid producing loose and sharp noise, and make the door closing sound deep and heavy.

[0022] In conjunction with the second aspect, in one possible implementation, the second connecting part is folded outward from the front edge of the reinforcing plate body towards the outside of the vehicle body, and the second connecting part, the door hinge reinforcing plate, and the inner door panel are sequentially overlapped along the front-rear direction of the vehicle body.

[0023] The second connecting part, the door hinge reinforcement plate and the inner door panel are overlapped and welded in sequence along the front and rear direction of the vehicle body to form a three-layer plate structure. After the three-layer plates are connected by multiple weld points at the overlap, the bending stiffness is higher than any single-layer plate or two-layer plate. This can suppress the local deformation of sheet metal parts, improve the door closing sound, prevent instability in the front lower corner area where the stress is the greatest, and maintain the geometry and sealing performance of the door.

[0024] In addition, the three-layer panel structure effectively connects the lower front corner of the door window frame with the inner door panel, ensuring that the force from above can be smoothly diffused and transmitted to the main structure of the door through the large-area three-layer panel structure. This avoids stress concentration caused by abrupt changes in cross-section during force transmission, reduces the risk of fatigue cracking, and improves durability.

[0025] Thirdly, this utility model embodiment also provides a vehicle including the aforementioned door assembly.

[0026] The vehicle provided by this utility model, due to the adoption of the above-mentioned door and window frame reinforcement structure, can improve the overall lateral stiffness and torsional stiffness of the door, and enhance the long-term durability and reliability of the door assembly. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 A schematic diagram of the structure of the door and window frame reinforcement structure provided in this embodiment of the utility model; Figure 2 This is a schematic diagram of the structure of the door assembly provided in an embodiment of the present utility model; Figure 3 for Figure 2 Enlarged structural diagram of point A in the middle circle; Figure 4 For along Figure 3 Cross-sectional view of the middle BB line.

[0029] In the picture: 1. Window frame reinforcing plate; 11. Reinforcing plate body; 111. Reinforcing protrusion; 12. First connecting part; 121. Connecting leg; 122. Flanged edge; 13. Second connecting part; 2. Door and window frames; 3. Door glass front guide rail; 4. Door hinge reinforcement plate; 5. Door inner panel. Detailed Implementation

[0030] To make the technical problems, technical solutions, and beneficial effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0031] It should be noted that when an element is referred to as being "set on" another element, it can be directly on or indirectly on that other element. It should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this utility model 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 of this utility model.

[0032] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a number" means two or more, unless otherwise explicitly specified.

[0033] It should be noted that the directions or positional relationships indicated by "front", "rear", "inner", "outer", "up", and "down" in this embodiment are based on the vehicle's own orientation. The front of the vehicle represents "front", the rear of the vehicle represents "rear", the top of the vehicle represents "up", the bottom of the vehicle represents "down", the "inner" side refers to the side facing the driver's cab, and the "outer" side refers to the side facing the driver's cab.

[0034] In addition, the front-rear direction of the vehicle body defined in the embodiments of this utility model refers to the front-rear direction of the vehicle's forward direction during driving; the left-right direction of the vehicle body defined refers to the left-right direction of the vehicle's forward direction during driving; and the up-down direction of the vehicle body defined refers to the up-down direction of the vehicle's forward direction during driving.

[0035] The car door window frame is the framework structure that surrounds and secures the door glass at the top of the car door. It is not only a guide rail for window operation, but also a key part for connecting and sealing the door to the A, B, and C pillars of the car body.

[0036] The angular stiffness of car door and window frames is a key performance indicator in automobile body design and manufacturing. Angular stiffness refers to the ability of the corner areas of the door and window frames to resist deformation. It is not an independent indicator, but rather a part of the overall stiffness of the door and even the entire car body. It is mainly reflected in the following aspects: First, the car door needs to fit tightly against the car body via a weatherstripping. If the corner stiffness of the window frame is insufficient, slight relative displacement will occur between the door and the car body during vehicle operation (especially on bumpy roads or under torsional loads). This displacement will compromise the sealing effect of the weatherstripping, leading to problems such as wind noise, rain leakage, and dust ingress. High corner stiffness of the door and window frames ensures the geometric stability of the door, thereby guaranteeing long-lasting sealing performance.

[0037] Second, when the car window glass moves up and down in the guide rail of the window frame, if the corner rigidity of the car door window frame is low, it is easy to deform, which will cause the parallelism of the guide rail to be inaccurate, resulting in increased resistance when the glass moves up and down, causing jamming and abnormal noise.

[0038] Third, when the door closes, it produces a brief impact and vibration. If the angular stiffness is insufficient, the sound of the door closing is more easily dispersed and transmitted to the weaker parts of the inner door panel, causing resonance and making the closing sound loose and sharp. High-rigidity door and window frames can effectively suppress this vibration, making the closing sound sound more solid and muffled, giving people a sense of luxury and security.

[0039] With the trend towards larger automobiles, car door sizes are constantly increasing, which places higher demands on the structural performance of window frames. Increased door size can easily lead to a decrease in the overall geometric stability of the window frame, especially in the corner areas where stress concentration can occur, resulting in insufficient angular stiffness.

[0040] In existing technologies, the common approach is to increase the thickness of the door and window frames or use higher-strength steel to improve rigidity. This not only requires multiple rounds of performance and molding verification of the door and window frames, but also increases the overall vehicle weight and cost.

[0041] To resolve the above issues, please refer to the following: Figures 1 to 4The present invention provides a description of a door and window frame reinforcement structure. The door and window frame reinforcement structure includes a window frame reinforcement plate 1, which is disposed in the lower front corner region of the door and window frame 2. The reinforcement plate 1 includes a main body 11, a first connecting portion 12 formed on the rear edge of the main body 11, and a second connecting portion 13 formed on the front edge of the main body 11. The main body 11 is used to connect to the door and window frame 2; the first connecting portion 12 is used to connect to the front guide rail 3 of the door glass; and the second connecting portion 13 is used to connect to the door hinge reinforcement plate 4.

[0042] It should be noted that the terms "front" and "rear" mentioned above refer to the vehicle's own orientation, with the front of the vehicle representing "front" and the rear of the vehicle representing "rear." The shape of the door and window frame 2 resembles a quadrilateral structure with four corner points. Taking the vehicle's orientation as a reference, these four corner points are the upper front corner, the lower front corner, the upper rear corner, and the lower rear corner. The aforementioned lower front corner area is the area extending backward and upward from the lower front corner as a reference.

[0043] The lower front corner of the door window frame 2 is a stress concentration point. The lower front corner is typically an acute or right angle; any sharp corner is a geometric discontinuity, preventing force flow from smoothly bypassing it. This results in force lines being densely packed inside the corner, leading to stress concentration. Furthermore, the lower front corner of the door window frame 2 also experiences complex load conditions. In this embodiment, a window frame reinforcing plate 1 is placed in the aforementioned lower front corner area and directly connected to the door window frame 2 via the reinforcing plate body 11. This creates a force transmission path in the lower front corner area and increases the local stiffness and strength of that area.

[0044] The first connecting part 12 is formed on the rear edge of the reinforcing plate body 11. It can extend rearward and then connect with the front guide rail 3 of the door glass, or it can fold outward and then connect with the front guide rail 3 of the door glass, or it can extend rearward first and then fold outward and then connect with the front guide rail 3 of the door glass. This embodiment does not limit the specific shape of the first connecting part 12, as long as it can connect with the front guide rail 3 of the door glass. The window frame reinforcing plate 1 extends the rigidity of the window frame corner to the area of ​​the front guide rail 3 of the door glass through the first connecting part 12, thereby improving the installation rigidity and stability of the front guide rail 3 of the door glass.

[0045] The front guide rail 3 of the door window is a relatively long profile, and its weak point is how to fix it to the inner door panel 5. Traditional installation points may only be bolted together at a few points at the top and bottom. Connecting the first connecting part 12 to the front guide rail 3 of the door window is equivalent to adding a foundation to the front guide rail 3 of the door window, so that it can be directly anchored to the two high-rigidity areas of the door window frame 2 and the door hinge reinforcement plate 4.

[0046] The second connecting part 13 is formed on the front edge of the reinforcing plate body 11. It can extend forward and connect with the door hinge reinforcing plate 4, or it can fold outward and connect with the door hinge reinforcing plate 4, or it can extend backward and then fold outward and connect with the door hinge reinforcing plate 4. This embodiment does not limit the specific shape of the second connecting part 13, as long as it can connect with the door hinge reinforcing plate 4. The window frame reinforcing plate 1 is connected to the door hinge reinforcing plate 4 through the second connecting part 13, which strengthens the connection point between the door and the body and enhances the rigidity of the overall door structure.

[0047] The door hinge reinforcement plate 4 is one of the most critical reinforcement components on the door. It directly wraps around and fixes the door hinge, serves as the intermediate base connecting the door to the A-pillar / B-pillar of the vehicle body, and is the main channel through which all loads from the door are transmitted to the vehicle body.

[0048] Connecting the second connecting part 13 to the door hinge reinforcement plate 4 means that the window frame reinforcement plate 1 is directly integrated into the main force network of the door, so that the corner of the door window frame 2 is no longer an isolated component that needs to withstand all forces on its own, but becomes part of the entire door structure system. The force from the door window frame 2 can be transmitted to the robust body structure through the window frame reinforcement plate 1 and the door hinge reinforcement plate 4.

[0049] Compared with the prior art, the door and window frame reinforcement structure provided by this utility model has a window frame reinforcement plate 1 set in the lower front corner area of ​​the door and window frame 2. The reinforcement plate body 11 is directly connected to the door and window frame 2, which effectively increases the local stiffness and strength of the lower front corner area of ​​the door and window frame 2. During vehicle operation (such as on bumpy roads or under torsional loads), the deformation of the window frame corner is reduced, the relative displacement between the door and the body is suppressed, and the sealing strip is prevented from compressing and failing, thus maintaining the airtightness and preventing wind noise, rain leakage and dust ingress.

[0050] The window frame reinforcing plate 1 is connected to the front guide rail 3 of the door glass through the first connecting part 12. The window frame reinforcing plate 1 extends the rigidity of the corner of the window frame to the area of ​​the front guide rail 3 of the door glass, which improves the installation rigidity and stability of the front guide rail 3 of the door glass, reduces the misalignment of the guide rail caused by the deformation of the window frame, thereby reducing the resistance when the glass is raised and lowered, avoiding problems such as glass jamming and abnormal noise, and improving the smoothness and reliability of glass raising and lowering.

[0051] The window frame reinforcement plate 1 is connected to the door hinge reinforcement plate 4 through the second connecting part 13, which strengthens the connection point between the door and the body. In particular, it can effectively absorb and disperse energy when the door is closed, reducing the resonance and vibration transmission of the inner door panel 5 when the door is closed, making the closing sound more solid and muffled, avoiding loose or sharp noise, and giving the vehicle a sense of luxury and security.

[0052] As the size of car doors increases, the geometric stability of the window frame tends to decrease, and stress concentration at the corners intensifies. The window frame reinforcement plate 1 improves the corner stiffness in a targeted manner by localized reinforcement, without relying on increasing the window frame thickness or using high-strength steel. This avoids multiple rounds of performance and molding verification, reduces the overall vehicle weight and material costs, and at the same time meets the higher stiffness requirements of large car doors.

[0053] In some embodiments, the first connecting portion 12 described above may adopt the following form: Figure 1 The structure shown is described in the following document. Figure 1 The first connecting part 12 includes a plurality of connecting legs 121 spaced apart along the vertical direction of the vehicle body. The connecting legs 121 extend rearward from the rear edge of the reinforcing plate body 11, and each connecting leg 121 is connected to the front guide rail 3 of the door glass.

[0054] Multiple connecting legs 121 are spaced apart in the vertical direction, and each pair of adjacent connecting legs 121 can form a weight-reducing hole, thereby reducing the weight of the entire door frame reinforcement plate.

[0055] Multiple connecting legs 121 establish a series of rigid connection points from top to bottom between the door window frame 2 and the front guide rail 3 of the door glass. This is equivalent to setting an anchor point at regular intervals along the longitudinal length of the front guide rail 3 of the door glass, so as to smoothly and continuously transfer and distribute the local high rigidity of the corner of the door window frame 2 to the entire front guide rail 3 of the door glass, avoiding abrupt changes in rigidity caused by a single connection point, and thus improving the overall deformation resistance of the entire front guide rail 3 of the door glass. When the corner of the door window frame 2 or other parts of the door undergo slight deformation, the multiple connecting legs 121 will work together to prevent the front guide rail 3 of the door glass from twisting or bending.

[0056] Compared to using a large steel plate connected to the front guide rail 3 of the door glass, multiple discrete connecting legs 121 distribute the force to multiple clearly defined connection points, avoiding stress concentration or welding deformation problems that may occur on a large connecting plate. The force transmission path is clearer and more efficient. At the same time, while ensuring performance, the amount of material used is reduced, achieving lightweight design.

[0057] It should be noted that, Figure 1 The dashed box in the image is not a real object, but is used to outline the approximate positions of the first connecting part 12 and the second connecting part 13.

[0058] In some embodiments, the first connecting portion 12 may also adopt the following: Figure 1 and Figure 4 The structure shown is described in the following document. Figure 1 and Figure 4 The rear end of the connecting support leg 121 is provided with a flange 122, which overlaps with the front guide rail 3 of the door glass along the front-rear direction of the vehicle body.

[0059] Specifically, the flange 122 is welded to the front guide rail 3 of the door glass. By bending the end of the support leg backward, the flange 122 forms a connecting surface parallel to the front and rear direction of the vehicle body. This connecting surface increases the contact area with the glass guide rail, providing a solid and reliable base for welding.

[0060] When a vehicle travels on rough roads or experiences torsional loads, the body will undergo a diamond-shaped twist. The relative twisting of the front and rear parts of the body-in-white will generate a huge force on the door frame, attempting to deform it. This force at the corner of the window frame mainly manifests as a shear force along the front-rear direction of the body. The flange 122 overlaps with the front guide rail 3 of the door glass along the front-rear direction of the body, and the welding surface is arranged in the front-rear direction, which means that the shear surface of the weld point is exactly perpendicular to the direction of the main shear force on the door, thus effectively resisting the aforementioned shear force.

[0061] Furthermore, the front guide rail 3 of the door window is a relatively long profile, and its weak point is how to fix it to the inner door panel 5. Traditional installation points may only be bolted together at a few points at the top and bottom. However, in this embodiment, multiple legs with flanges 122 are lapped and welded together, which is equivalent to adding a solid foundation for the front guide rail 3 along its entire length, allowing it to be directly anchored to the two high-rigidity areas of the door window frame 2 and the door hinge reinforcement plate 4.

[0062] In some embodiments, the plurality of connecting feet 121 may also adopt the following configuration: Figure 1 The structure shown is described in the following document. Figure 1 Among the multiple connecting legs 121, the upper edge of the uppermost connecting leg 121 is aligned with the upper edge of the reinforcing plate body 11, and the lower edge of the lowermost connecting leg 121 is aligned with the lower edge of the reinforcing plate body 11.

[0063] If the uppermost connecting leg 121 is lower than the upper edge of the reinforcing plate body 11 and / or the lowermost connecting leg 121 is higher than the lower edge of the reinforcing plate body 11, then the force on the uppermost and lowermost parts of the reinforcing plate body 11 cannot be directly transmitted to the uppermost and lowermost connecting legs 121. It needs to be transmitted through the bending of the reinforcing plate body 11 itself, which will generate internal force and reduce efficiency.

[0064] The multiple connecting legs 121 adopt the above-mentioned aligned layout. After the force is transmitted from the door window frame 2 to the reinforcing plate body 11, it can be directly transmitted upward to the top of the door glass front guide rail 3 through the uppermost leg, and directly transmitted downward to the bottom of the door glass front guide rail 3 through the lowermost leg. This ensures that the rigidity and strength of the entire effective height area of ​​the window frame reinforcing plate 1 can be transmitted to the glass guide rail without attenuation.

[0065] In addition, the multiple connecting legs 121, the reinforcing plate body 11, and the front guide rail 3 of the door glass together form a near-closed rigid frame structure. The torsional stiffness and deformation resistance of the closed frame structure are much higher than those of the open structure. When the door is subjected to torsional load, the closed frame structure can effectively circulate and offset the force within it, greatly suppressing the deformation of the corners of the door window frame 2 and improving the angular stiffness of the door window frame 2.

[0066] In some embodiments, the second connecting portion 13 may be adopted as follows: Figure 1 and Figure 4 The structure shown is described in the following document. Figure 1 and Figure 4 The second connecting part 13 folds outward from the front edge of the reinforcing plate body 11 towards the outside of the vehicle body, and overlaps with the door hinge reinforcing plate 4 along the front-rear direction of the vehicle body. Specifically, the second connecting part 13 is welded to the door hinge reinforcing plate 4.

[0067] The design of the second connecting part 13 and the flange 122 of the first connecting part 12 complement each other, jointly integrating the rigidity of the corner of the door window frame 2 into the core load-bearing frame of the door assembly. The second connecting part 13 overlaps with the door hinge reinforcement plate 4 along the front-rear direction of the vehicle body, creating a physical plane parallel to the door hinge reinforcement plate 4 for connection. The direction of its weld seam is perpendicular to the front-rear shear force generated by the torsional load of the vehicle body during driving, forming a robust node specifically designed to resist front-rear misalignment. When the vehicle body twists and attempts to deform the door window frame 2 front-rear, this overlapping node effectively resists it, directly transferring the force to the door hinge reinforcement plate 4.

[0068] In some embodiments, the second connecting portion 13 may also adopt the following: Figure 1 The structure shown is described in the following document. Figure 1 The second connecting part 13 is formed in the lower front corner area of ​​the reinforcing plate body 11, and the lower edge of the second connecting part 13 is aligned with the lower edge of the reinforcing plate body 11.

[0069] In the stress analysis of the door assembly, the lower front corner of the door window frame 2 is the area with the highest stress concentration. Placing the window frame reinforcing plate 1 in the lower front corner of the door window frame 2, and further placing the second connecting part 13 in the lower front corner of the window frame reinforcing plate 1, means that the strongest reinforcement measures are applied to the most needed area. This strengthens the weakest and most critical part of the door structure, ensuring that it will not yield or permanently deform due to excessive stress, thus guaranteeing the long-term stability of the door's geometry.

[0070] The lower edge of the second connecting part 13 is aligned with the lower edge of the reinforcing plate body 11, ensuring that the force transmitted from the lower end of the reinforcing plate body 11 can flow directly into the second connecting part 13 without obstruction or any detour. A smooth force flow path is formed through the second connecting part 13. The load from the upper and side parts of the door window frame 2 is transmitted downwards through the reinforcing plate body 11, and then passes through the second connecting part 13 at its lower end without loss, directly injecting it into the door hinge reinforcing plate 4, where it is ultimately borne by the robust A / B pillars of the vehicle body.

[0071] In some embodiments, the aforementioned window frame reinforcing plate 1 may also adopt the following... Figure 4 The structure shown is described in the following document. Figure 4 The main body of the reinforcing plate 11 has a reinforcing protrusion 111 protruding outward from the vehicle body, and the reinforcing protrusion 111 and the door and window frame 2 form a buffer cavity.

[0072] The reinforcing protrusion 111 increases the rigidity of the main body 11 of the reinforcing plate. The reinforcing protrusion 111 protrudes outward and increases rigidity by changing its shape rather than increasing its mass, thereby increasing the bending and torsional resistance of the main body 11 of the reinforcing plate.

[0073] The reinforcing protrusion 111 also forms a buffer cavity with the door window frame 2. This buffer cavity provides space to ensure that the sealing strip can be compressed evenly and fully when the door is closed, avoiding premature aging of the sealing strip or abnormal sealing force due to excessive compression caused by the installation of the window frame reinforcing plate 1, thus ensuring a long-lasting sealing effect.

[0074] In addition, the buffer cavity itself is an effective vibration damping and sound barrier, which can block and absorb some of the vibration waves propagating through the metal structure, especially high-frequency noise, thereby further optimizing the sound quality of closing the door, reducing road noise and wind noise entering the vehicle during driving, and improving the overall NVH performance of the vehicle.

[0075] Please see Figure 2 and Figure 3Based on the same inventive concept, this application also provides a car door assembly, including a car door inner panel 5, a car door window frame 2, a car door hinge reinforcement plate 4, a car door glass front guide rail 3, and the aforementioned car door window frame reinforcement structure. Specifically, the car door window frame 2 is connected to the upper end of the car door inner panel 5; the car door hinge reinforcement plate 4 is connected to the front end of the outer side of the car door inner panel 5; the car door glass front guide rail 3 is connected to the outer side of the car door inner panel 5 and is located behind the car door hinge reinforcement plate 4; the car door window frame reinforcement structure includes a window frame reinforcement plate 1, which is disposed in the lower front corner area of ​​the car door window frame 2; the window frame reinforcement plate 1 includes a reinforcement plate body 11, a first connecting portion 12 formed on the rear edge of the reinforcement plate body 11, and a second connecting portion 13 formed on the front edge of the reinforcement plate body 11. The main body 11 of the reinforcing plate is used to connect with the door window frame 2, the first connecting part 12 is used to connect with the front guide rail 3 of the door glass, and the second connecting part 13 is used to connect with the door hinge reinforcing plate 4.

[0076] The door assembly provided by this utility model, due to the adoption of the aforementioned door window frame reinforcement structure, has the reinforcement plate body 11 connected to the door window frame 2, the first connecting part 12 connected to the door glass front guide rail 3, and the second connecting part 13 connected to the door hinge reinforcement plate 4. These three parts are connected to form an extremely stable triangular structure, which can simultaneously resist various forms of loads such as bending, shearing, and torsion. This triangular area tightly locks the upper door window frame 2, the middle door glass front guide rail 3, and the front door hinge area together, improving the overall lateral stiffness and torsional stiffness of the door, and enhancing the long-term durability and reliability of the door assembly.

[0077] The impact force at the moment of closing the door is enormous, mainly in the lateral and front-back directions. The high-rigidity triangular structure increases the natural frequency of the inner door panel 5, which can effectively suppress the sheet metal vibration generated at the moment of closing the door, avoid the generation of loose and sharp noise, and make the closing sound deep and heavy.

[0078] In some embodiments, the connection method between the second connecting portion 13 and the door hinge reinforcement plate 4 and the inner door panel 5 can be as follows: Figure 4 The structure shown is described in the following document. Figure 4 The second connecting part 13 is folded outward from the front edge of the reinforcing plate body 11, and the second connecting part 13, the door hinge reinforcing plate 4 and the inner door panel 5 are sequentially overlapped along the front and rear direction of the vehicle body.

[0079] The second connecting part 13, the door hinge reinforcing plate 4, and the inner door panel 5 are sequentially overlapped and welded along the front and rear direction of the vehicle body to form a three-layer plate structure. After the three-layer plates are connected by multiple welding points at the overlap, the bending stiffness is higher than any single-layer plate or two-layer plate. This can suppress local deformation of sheet metal parts, improve the door closing sound, prevent instability in the front lower corner area where the stress is greatest, and maintain the geometry and sealing performance of the door.

[0080] In addition, the three-layer plate welding structure also forms an effective connection between the lower front corner area of ​​the door window frame 2 and the inner door panel 5, ensuring that the force from above can be smoothly diffused and transmitted to the main structure of the door through the large-area three-layer plate structure, avoiding stress concentration caused by abrupt changes in cross-section during force transmission, reducing the risk of fatigue cracking and improving durability.

[0081] Based on the same inventive concept, this application also provides a vehicle including the aforementioned door assembly.

[0082] The vehicle provided by this utility model, due to the adoption of the above-mentioned door and window frame reinforcement structure, can improve the overall lateral stiffness and torsional stiffness of the door, and enhance the long-term durability and reliability of the door assembly.

[0083] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A door and window frame reinforcement structure, characterized in that, include: A window frame reinforcing plate (1) is provided in the lower front corner area of ​​the door window frame (2); the window frame reinforcing plate (1) includes a reinforcing plate body (11), a first connecting part (12) formed on the rear side edge of the reinforcing plate body (11), and a second connecting part (13) formed on the front side edge of the reinforcing plate body (11); The reinforcing plate body (11) is used to connect with the door window frame (2), the first connecting part (12) is used to connect with the front guide rail (3) of the door glass, and the second connecting part (13) is used to connect with the door hinge reinforcing plate (4).

2. The door and window frame reinforcement structure as described in claim 1, characterized in that, The first connecting part (12) includes a plurality of connecting legs (121) spaced apart along the vertical direction of the vehicle body. The connecting legs (121) extend rearward from the rear edge of the reinforcing plate body (11), and each of the connecting legs (121) is connected to the front guide rail (3) of the door glass.

3. The door and window frame reinforcement structure as described in claim 2, characterized in that, The rear end of the connecting leg (121) is provided with a flange (122), and the flange (122) overlaps with the front guide rail (3) of the door glass along the front-rear direction of the vehicle body.

4. The door and window frame reinforcement structure as described in claim 2, characterized in that, Of the plurality of connecting legs (121), the upper edge of the uppermost connecting leg (121) is aligned with the upper edge of the reinforcing plate body (11), and the lower edge of the lowermost connecting leg (121) is aligned with the lower edge of the reinforcing plate body (11).

5. The door and window frame reinforcement structure as described in claim 1, characterized in that, The second connecting part (13) is folded outward from the front edge of the reinforcing plate body (11) and overlaps with the door hinge reinforcing plate (4) along the front-rear direction of the vehicle body.

6. The door and window frame reinforcement structure as described in claim 5, characterized in that, The second connecting part (13) is formed in the lower front corner area of ​​the reinforcing plate body (11), and the lower edge of the second connecting part (13) is aligned with the lower edge of the reinforcing plate body (11).

7. The door and window frame reinforcement structure as described in any one of claims 1-6, characterized in that, The main body of the reinforcing plate (11) has a reinforcing protrusion (111) protruding outward from the vehicle body, and the reinforcing protrusion (111) and the door window frame (2) form a buffer cavity.

8. A door assembly, characterized in that, include: Inner door panel (5); The door window frame (2) is connected to the upper end of the inner door panel (5); A door hinge reinforcement plate (4) is connected to the front end of the outer side of the inner door panel (5); and The door glass front guide rail (3) is connected to the outer side of the inner panel (5) of the door and is located behind the door hinge reinforcement plate (4); as well as The door and window frame reinforcement structure according to any one of claims 1-7.

9. The door assembly as described in claim 8, characterized in that, The second connecting part (13) is folded outward from the front edge of the reinforcing plate body (11) towards the outside of the vehicle body. The second connecting part (13), the door hinge reinforcing plate (4) and the door inner panel (5) overlap sequentially along the front and rear direction of the vehicle body.

10. A vehicle, characterized in that, Includes the door assembly as described in claim 8 or 9.

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