A vehicle door reinforcing structure, a vehicle door assembly, and a vehicle

Abstract

This utility model provides a door reinforcement structure, a door assembly, and a vehicle, belonging to the field of automotive door technology. It includes a first outer panel reinforcement plate, a first force transmission structure, a second outer panel reinforcement plate, and a second force transmission structure. The first force transmission structure connects the first outer panel reinforcement plate and the inner door panel along the left-right direction of the vehicle body, and is located at the lower edge of the window frame of the inner door panel near the corner of the window frame. The second outer panel reinforcement plate is located below the first outer panel reinforcement plate, and at least one end is connected to the inner door panel. The second force transmission structure connects the first and second outer panel reinforcement plates along the up-down direction of the vehicle body. The inner door panel, first force transmission structure, first outer panel reinforcement plate, second force transmission structure, and second outer panel reinforcement plate of this utility model form a force transmission channel, which can distribute the force of opening and closing the door from the corner of the window frame to a larger area, reducing stress concentration at the corner of the window frame, avoiding local deformation, and improving the overall rigidity of the door assembly.

Description

Technical Field

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

[0002] Large and medium-sized vehicles are widely chosen by consumers due to their combination of good passability and ample space. The door size and weight of large and medium-sized vehicles are significantly larger than those of family sedans. When opening and closing the door, especially with excessive force, enormous inertial and impact forces are transmitted throughout the entire door through the hinges and locks. The door window frame, as a crucial component of the door structure, becomes a critical stress point. The corners of the window frame are subjected to complex torsional and bending moments, causing a large accumulation of stress at the corners. This stress cannot be quickly and effectively distributed to the inner door panel and the body-in-white structure, making them prone to fatigue plastic deformation under long-term repetitive loads, thus leading to a decline in the overall performance of the door. Utility Model Content

[0003] The purpose of this utility model is to provide a door reinforcement structure, a door assembly, and a vehicle, aiming to solve the technical problem of easy plastic deformation in the door and window frame area of ​​large and medium-sized vehicles in the prior art.

[0004] To achieve the above objectives, in a first aspect, embodiments of the present invention provide a door reinforcement structure, comprising: The first outer panel reinforcement plate is connected to the outer panel of the door on its outer side. The first force transmission structure is connected between the first outer panel reinforcement plate and the inner door panel along the left-right direction of the vehicle body, and is located at the lower edge of the window frame of the inner door panel near the corner of the window frame. The second outer panel reinforcement plate is located below the first outer panel reinforcement plate, and its outer side is connected to the outer panel of the door; at least one end of the second outer panel reinforcement plate is also connected to the inner panel of the door. The second force transmission structure is connected between the first outer panel reinforcement plate and the second outer panel reinforcement plate along the vertical direction of the vehicle body; The inner door panel, the first force transmission structure, the first outer panel reinforcing plate, the second force transmission structure, and the second outer panel reinforcing plate form a force transmission channel.

[0005] The solution shown in this application, compared with the prior art, forms a closed force transmission channel between the first force transmission structure, the first outer panel reinforcing plate, the second force transmission structure, the second outer panel reinforcing plate, and the inner door panel. When the door opens and closes, the force on the corner of the window frame is first transmitted to the first force transmission structure through the inner door panel, then sequentially transmitted to the first outer panel reinforcing plate, the second force transmission structure, and the second outer panel reinforcing plate, and finally returned to the inner door panel. The force transmission channel disperses the force of opening and closing the door from the corner of the window frame to a larger area, reducing stress concentration at the corner of the window frame, avoiding local deformation, and improving the overall rigidity of the door assembly.

[0006] In conjunction with the first aspect, in one possible implementation, the door reinforcement structure further includes: A door lock reinforcement plate is fitted and installed on the inner panel of the vehicle door. The rear end of the second outer plate reinforcement plate is connected to the door lock reinforcement plate.

[0007] The door lock reinforcement plate is a high-strength sheet material that is directly bonded and welded to the door lock mounting area of ​​the inner door panel, enhancing the local rigidity and strength of the inner door panel at that location. Furthermore, the rear end of the second outer panel reinforcement plate is connected to the inner door panel via the door lock reinforcement plate. As the end component of the force transmission channel, the door lock reinforcement plate ensures that the end of the force transmission channel is rigid and reliable.

[0008] In some embodiments, the door lock reinforcing plate includes a first fitting portion, a second fitting portion, and a flange that are sequentially connected from the inside to the outside; The first fitting part is fitted to the outer side of the inner panel of the door; The second fitting part is fitted onto the outer peripheral surface of the rear side of the inner door panel; The flange overlaps with the rear edge of the second outer panel reinforcement plate along the left-right direction of the vehicle body.

[0009] The door lock reinforcement plate is not a simple flat plate. The first mating part is responsible for the forces in the plane and the stiffness in the lateral direction; the second mating part is responsible for the forces on the vertical surface and the resistance to torsional deformation; the flange is responsible for the connection with the second outer reinforcement plate. Together, the three parts form a very strong node in three-dimensional space, capable of withstanding complex forces and moments from different directions.

[0010] In conjunction with the first aspect, in one possible implementation, the first outer plate reinforcing plate has an overlapping portion, the lower edge of the first force transmission structure overlaps the inner side of the overlapping portion, and the upper edge of the second force transmission structure overlaps the outer side of the overlapping portion.

[0011] By sequentially overlapping and welding the first force transmission structure, the lap joint, and the second force transmission structure into a single unit, its bending and torsional stiffness far exceeds that of any single- or double-layer connection. The three-layer welding at the lap joint can withstand complex forces from all directions, ensuring the precision of force transmission.

[0012] In some embodiments, the overlapping portion is inclined relative to the left and right direction of the vehicle body and is inclined downward from the inside to the outside.

[0013] The inclined overlap provides a natural ramp between the horizontal and vertical forces, allowing the force flow to transition more smoothly and continuously from the horizontal component to the vertical component along this inclined plane. This reduces energy loss and local stress concentration during force transmission, maximizing the force transmission efficiency of the entire force transmission channel.

[0014] In conjunction with the first aspect, in one possible implementation, the first force transmission structure includes a first inner connecting part, a first transition part, and a first outer connecting part that are connected sequentially from the inside to the outside; The first inner connecting part is connected to the lower edge of the window frame of the inner panel of the door; The first external connecting part is connected to the inner side of the first outer plate reinforcing plate; The first transition portion is arranged along the left-right direction of the vehicle body, and the inner edge of the first transition portion is connected to the lower edge of the first inner connecting portion, and the outer edge of the first transition portion is connected to the upper edge of the first outer connecting portion.

[0015] The first force transmission structure forms a transmission path from the inside to the outside. Stress is transmitted along the direction of the first inner connection, the first transition, and the first outer connection. The resistance along the path is minimized, and the stress at the corner of the window frame can be quickly diverted to the first outer plate reinforcement, reducing the stress load at the corner of the window frame.

[0016] In conjunction with the first aspect, in one possible implementation, the second force transmission structure includes a second upper connecting part, a second transition part, and a second lower connecting part connected sequentially from top to bottom; The second upper connecting part is connected to the outer side surface of the first outer plate reinforcing plate; The second lower connecting part is connected to the outer side surface of the second outer plate reinforcing plate; The second transition portion connects the front edge of the second upper connecting portion and the front edge of the second lower connecting portion; the second transition portion has a pointed structure, and the pointed corner protrudes forward along the front-rear direction of the vehicle body.

[0017] The second transition section is designed with a pointed corner that protrudes forward. The pointed corner structure is an extremely resistant geometric shape. When a force attempts to bend it, the two sides of the corner will support each other, converting the bending stress into compressive and tensile stresses along the structural surface, thus achieving maximum bending stiffness and strength with minimal weight.

[0018] In addition, the forward-protruding sharp corners match the internal cavity structure of the door, preventing interference with internal components such as window regulators and speakers. At the same time, the forward-protruding sharp corners also allow it to most effectively resist the main impact force from when the door closes.

[0019] In conjunction with the first aspect, in one possible implementation, the front and rear ends of the first outer panel reinforcing plate are respectively connected to the inner panel of the door.

[0020] The front and rear ends of the first outer panel reinforcement plate are connected to the inner door panel. Together with the inner door panel, they form a closed frame structure. When the corner of the window frame is subjected to complex torsional moments, this frame structure can provide resistance and effectively suppress the deformation of the window frame, thereby improving the rigidity of the window frame corner.

[0021] Secondly, this utility model embodiment also provides a door assembly, including an outer door panel, an inner door panel, and the aforementioned door reinforcement structure.

[0022] Thirdly, this utility model embodiment also provides a vehicle including the aforementioned door assembly.

[0023] The door assembly and vehicle provided by this utility model, due to the adoption of the above-mentioned door reinforcement structure, can improve the rigidity of the window frame area, reduce stress concentration at the corners of the window frame, avoid local deformation, and improve the overall rigidity of the door assembly. Attached Figure Description

[0024] 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.

[0025] Figure 1 A schematic diagram of the door reinforcement structure provided in this embodiment of the utility model; Figure 2 A structural schematic diagram of the door reinforcement structure provided in an embodiment of this utility model from another angle; Figure 3 This is a schematic diagram of the structure of the door assembly provided in an embodiment of the present utility model; Figure 4 for Figure 2 Enlarged structural diagram of point A in the middle circle; Figure 5 for Figure 3 Enlarged structural diagram of point B in the middle circle.

[0026] In the picture: 1. First outer reinforcing plate; 11. Overlap joint; 2. First force transmission structure; 21. First inner connecting part; 22. First transition part; 23. First outer connecting part; 3. Second outer panel reinforcement plate; 4. Second force transmission structure; 41. Second upper connecting part; 42. Second transition part; 43. Second lower connecting part; 5. Door lock reinforcing plate; 51. First fitting part; 52. Second fitting part; 53. Flanged edge; 6. Inner door panel. Detailed Implementation

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] 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.

[0032] Large and medium-sized vehicles are widely chosen by consumers due to their combination of good passability and ample space. The door size and weight of large and medium-sized vehicles are much larger than those of family cars. If the rigidity of the door assembly is insufficient, the window frame area of ​​the inner door panel is prone to plastic deformation when opening and closing.

[0033] Specifically, the door window frame is the frame structure that surrounds and secures the door glass at the top of the 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 vehicle body.

[0034] The angular stiffness of car door and window frames is a key performance indicator in automotive 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 component of the overall stiffness of the door and even the entire body-in-white.

[0035] The window frames of large and medium-sized vehicle doors, especially the corner areas, are typical areas of geometric abrupt changes and structural openings, making them inherently weak points in rigidity. At the moment the door opens and closes, especially when slamming it shut, enormous impact loads are transmitted through the hinges and door locks. The corners of the window frame are subjected to complex torsional and bending moments, causing a large accumulation of stress at the corners, which cannot be quickly and effectively distributed to the inner panel of the door and the body-in-white structure.

[0036] Car doors need to be opened and closed tens of thousands of times throughout the vehicle's lifespan. Even if each force does not cause immediate and obvious deformation, this repetitive alternating load can lead to material fatigue, gradually reducing its yield strength, and eventually causing plastic deformation under stresses far below the static yield strength.

[0037] Deformation of the window frame area can prevent the door from fitting perfectly against the frame, allowing airflow to pass through the gaps at high speeds, generating significant wind noise and severely impacting passenger comfort. These gaps can also allow rainwater to seep into the vehicle. Window frame deformation can also alter the glass guide rails, leading to difficulty and unevenness in window operation, or producing a harsh friction sound. Severe structural deformation can also affect the energy transfer path of the door in a side impact, potentially compromising safety. Furthermore, it significantly reduces the overall lifespan and reliability of the door.

[0038] 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.

[0039] To resolve the above issues, please refer to the following: Figures 1 to 3 The door reinforcement structure provided by this utility model is described below. The door reinforcement structure includes a first outer panel reinforcement plate 1, a first force transmission structure 2, a second outer panel reinforcement plate 3, and a second force transmission structure 4. The outer side of the first outer panel reinforcement plate 1 is connected to the outer panel of the door; the first force transmission structure 2 is connected between the first outer panel reinforcement plate 1 and the inner panel of the door along the left-right direction of the vehicle body, and is located near the corner of the window frame at the lower edge of the inner panel of the door 6; the second outer panel reinforcement plate 3 is located below the first outer panel reinforcement plate 1, and its outer side is connected to the outer panel of the door; at least one end of the second outer panel reinforcement plate 3 is also connected to the inner panel of the door 6; the second force transmission structure 4 is connected between the first outer panel reinforcement plate 1 and the second outer panel reinforcement plate 3 along the up-down direction of the vehicle body; wherein, the inner panel of the door 6, the first force transmission structure 2, the first outer panel reinforcement plate 1, the second force transmission structure 4, and the second outer panel reinforcement plate 3 form a force transmission channel.

[0040] The first outer panel reinforcing plate 1 and the second outer panel reinforcing plate 3 are both fixed to the outer panel of the door by adhesive. They are the main reinforcing structures of the outer panel of the door, increasing the rigidity of the outer panel. At least one end of the second outer panel reinforcing plate 3 is connected to the inner panel of the door 6. Through this connection end, the stress in the corner area of ​​the window frame can be transmitted back to the inner panel of the door 6, thus closing the force transmission channel.

[0041] The first force transmission structure 2 is fixed between the inner door panel 6 and the first outer panel reinforcement plate 1, especially near the window frame corner area. As a force transmission component along the left-right direction of the vehicle body, it can transfer the stress in the window frame corner area to the first outer panel reinforcement plate 1 and the outer door panel. The second force transmission structure 4 is fixed between the first outer panel reinforcement plate 1 and the second outer panel reinforcement plate 3. As a force transmission component along the up-down direction of the vehicle body, it can transfer the stress in the window frame corner area downward to the second outer panel reinforcement plate 3, the outer door panel, and the inner door panel 6.

[0042] The first force transmission structure 2 and the second force transmission structure 4 are arranged along the left-right direction and the up-down direction of the vehicle body, respectively, forming a three-dimensional reinforcing frame for the door reinforcement structure. This frame effectively enhances the overall torsional and bending resistance of the door, especially improving the stiffness of the lower edge corner area of ​​the window frame.

[0043] The first force transmission structure 2, the first outer panel reinforcement plate 1, the second force transmission structure 4, the second outer panel reinforcement plate 3, and the inner door panel 6 form a closed force transmission channel. When the door opens and closes, the force on the corner of the window frame is first transmitted through the inner door panel 6 to the first force transmission structure 2, then sequentially to the first outer panel reinforcement plate 1, the second force transmission structure 4, and the second outer panel reinforcement plate 3, and finally back to the inner door panel 6. This design changes the traditional force transmission path, guiding the force into a continuous, circular force transmission channel. The force is distributed to multiple components, including the inner door panel 6, the two outer panel reinforcement plates, and the outer door panel, thereby reducing stress concentration at the corner of the window frame.

[0044] Compared with existing technologies, the door reinforcement structure provided by this utility model decomposes the complex torques (such as torsion and bending) borne by the corner of the window frame into multiple directional components through the force transmission channel. The first force transmission structure 2 transmits the force along the left-right direction of the vehicle body, and the second force transmission structure 4 transmits the force along the up-down direction of the vehicle body. This allows the force to be quickly and effectively distributed to the inner door panel 6 and the outer door panel, thereby reducing stress concentration at the corner of the window frame, lowering the stress level at the corner of the window frame, reducing the stress peak under repeated loads, and thus suppressing the generation of fatigue cracks and the accumulation of plastic deformation.

[0045] The closed force transmission channel ensures that the force will not stagnate or bounce at the corner of the window frame during the cyclic transmission process, but will be absorbed and dissipated in the overall structure. This means that the alternating load on the corner of the window frame is reduced, the fatigue life is extended, and the performance of the door is avoided due to plastic deformation.

[0046] In some embodiments, the aforementioned door reinforcement structure may also employ, for example... Figure 1 , Figure 2 and Figure 3 The structure shown is described in the following document. Figure 1 , Figure 2 and Figure 3 The door reinforcement structure also includes a door lock reinforcement plate 5, which is attached to the inner door panel 6; wherein, the rear end of the second outer panel reinforcement plate 3 is connected to the door lock reinforcement plate 5, that is, the second outer panel reinforcement plate 3 is connected to the inner door panel 6 through the door lock reinforcement plate 5.

[0047] The door lock area of ​​the inner door panel 6 is a critical point that bears a huge impact when the door is opened and closed. Ordinary inner door panels 6 may not be thick enough or structurally strong. If the inner door panel 6 is directly connected to the end of the second outer panel reinforcement plate 3, the connection point serves as the end point of force transmission. The force is concentrated at the connection point, which may cause local dents or deformation of the inner door panel 6.

[0048] To address the aforementioned issues, this embodiment adds a door lock reinforcing plate 5 to the door lock area. The door lock reinforcing plate 5 is a high-strength sheet material, directly bonded and welded to the door lock mounting area of ​​the inner door panel 6, enhancing the local rigidity and strength of the inner door panel 6 at that location. Furthermore, the rear end of the second outer panel reinforcing plate 3 is connected to the inner door panel 6 via the door lock reinforcing plate 5. The rear end of the second outer panel reinforcing plate 3 is no longer connected to a relatively weak area, but rather to this composite reinforced area formed by the door lock reinforcing plate 5 and the inner door panel 6, becoming a very robust force transmission node.

[0049] As the terminal component in the force transmission channel, the door lock reinforcement plate 5 ensures that when the door opens and closes, the force on the corner of the window frame is first transmitted through the inner door panel 6 to the first force transmission structure 2, then sequentially to the first outer panel reinforcement plate 1, the second force transmission structure 4, the second outer panel reinforcement plate 3, and the door lock reinforcement plate 5, finally returning to the inner door panel 6. The door lock reinforcement plate 5 ensures that the end of the force transmission channel is rigid and reliable. Force can be transmitted to this robust node without loss or absorption through the second outer panel reinforcement plate 3.

[0050] Please see Figure 1 , Figure 3 and Figure 5 Based on the above embodiments, the door lock reinforcing plate 5 includes a first fitting part 51, a second fitting part 52 and a flange 53 connected sequentially from the inside to the outside; the first fitting part 51 is fitted to the outer side of the inner door panel 6; the second fitting part 52 is fitted to the outer peripheral vertical surface of the rear side of the inner door panel 6; the flange 53 overlaps with the rear edge of the second outer panel reinforcing plate 3 in the left-right direction of the vehicle body.

[0051] The first bonding portion 51 is the primary load-bearing surface connecting the door lock reinforcing plate 5 and the inner door panel 6. It is bonded to the outer side of the inner door panel 6 (i.e., the side facing the outer door panel) over a large area through welding or bonding. Due to its large contact area with the inner door panel 6, the first bonding portion 51 can efficiently distribute concentrated forces over a large area onto the inner door panel 6, avoiding stress concentration. In addition, the first bonding portion 51 also increases the rigidity and strength of the door lock mounting area in the lateral direction of the vehicle body, enabling this area to withstand greater impact loads.

[0052] The second fitting portion 52 extends and bends from the first fitting portion 51, fitting against the vertical surface of the rear side of the inner door panel 6. The second fitting portion 52 and the first fitting portion 51 form an L-shaped three-dimensional effect. It should be noted that both the front and rear ends of the inner door panel 6 are folded outwards, with the front end folding outwards and then forwards, and the rear end folding outwards and then extending backwards. The connection with the outer door panel is achieved through these two front and rear ends. The above structure of the inner door panel 6 is prior art. The vertical surface of the rear side of the inner door panel 6 is the surface of the rear end folding outwards, which can be regarded as the second fitting portion 52 fitting against the vertical surface of the inner door panel 6 along the front-rear direction of the vehicle body.

[0053] When opening and closing the car door, especially when using excessive force, the door lock is subjected not only to front-to-back and side-to-side forces, but also to complex bending and torsional moments. The second fitting part 52 acts like a rib or gusset, which can effectively resist these moments in the front-to-back or vertical directions around the car body, preventing the inner door panel 6 from twisting and deforming at that location.

[0054] The second fitting part 52 and the first fitting part 51 form an L-shaped three-dimensional effect, which constitutes a solid corner point, firmly anchoring the door lock reinforcing plate 5 to the two orthogonal planes of the inner panel 6 of the door, thereby improving the stability and rigidity of the entire node.

[0055] The flange 53 is located on the outer side of the inner door panel 6, extending outward beyond the inner door panel 6. Its main purpose is to overlap with the rear edge of the second outer panel reinforcement 3 along the left-right direction of the vehicle body. Preferably, the two are typically connected by welding. The design of the flange 53 ensures that the force transmitted from the second outer panel reinforcement 3 is transferred horizontally to the door lock reinforcement 5 in the most direct and smooth manner. The overlapping connection method provides a larger welding area, resulting in connection rigidity and strength far exceeding that of simple butt joints or spot joints.

[0056] The door lock reinforcement plate 5 is not a simple flat plate. The first mating part 51 is responsible for the forces in the plane and the stiffness in the lateral direction; the second mating part 52 is responsible for the forces on the vertical surface and the resistance to torsional deformation; and the flange 53 is responsible for the connection with the external structure. Together, the three parts form a very strong node in three-dimensional space, which can cope with complex forces and moments from different directions.

[0057] In some embodiments, the first outer plate reinforcing plate 1, the first force transmission structure 2, and the second force transmission structure 4 can be connected in the following manner: Figure 1 and Figure 4 The structure shown is described in the following document. Figure 1 and Figure 4The first outer reinforcing plate 1 has an overlapping part 11. The lower edge of the first force transmission structure 2 overlaps the inner side of the overlapping part 11, and the upper edge of the second force transmission structure 4 overlaps the outer side of the overlapping part 11. The lower edge of the first force transmission structure 2, the overlapping part 11, and the upper edge of the second force transmission structure 4 are welded in sequence to form a three-layer welded structure.

[0058] The connection point between the overlapping part 11 and the first force transmission structure 2 and the second force transmission structure 4 is the core hub of the entire enclosed force transmission channel. Force is transmitted from the inner door panel 6 through the first force transmission structure 2, and must pass through this node to be efficiently transmitted downwards to the second outer panel reinforcing plate 3. The strength and reliability of this node directly determine the efficiency of the entire force transmission channel.

[0059] If the connection between the first force transmission structure 2 and the first outer plate reinforcing plate 1, and between the second force transmission structure 4 and the first outer plate reinforcing plate 1, is a simple spot weld or single-layer overlap, stress concentration may occur at the connection point under long-term repeated impact loads, and even fatigue cracking of the weld point may occur.

[0060] In this embodiment, the first force transmission structure 2, the overlapping part 11, and the second force transmission structure 4 are welded into a whole, which has a bending and torsional stiffness far exceeding that of any single-layer or double-layer connection. The three-layer welding at the overlapping part 11 can withstand complex moments (bending, shearing, torsion) from all directions, ensuring the accuracy of force transmission.

[0061] The first force transmission structure 2 mainly transmits force along the left-right direction of the vehicle body, while the second force transmission structure 4 mainly transmits force along the up-down direction of the vehicle body. The direction of the force needs to change by nearly 90° here. The overlapping part 11 serves as a steering node, and the three-layer welding ensures that the force can be smoothly transmitted through the strong metal fusion zone during this steering process. This avoids the blockage or dispersion of force flow at the node due to insufficient connection rigidity, which would cause energy loss and local stress concentration.

[0062] Furthermore, each opening and closing of a car door involves a cycle of impact loads, which can easily lead to weld fatigue over time. The three-layer welded structure provides weld length and penetration depth several times greater than ordinary welds. Stress is distributed over a large weld area, rather than concentrated on a few small weld points. This allows the joint to easily withstand long-term, high-intensity alternating loads, fundamentally eliminating the risk of weld cracking and ensuring the structural reliability of the car door throughout its entire lifespan.

[0063] Please see Figure 1 and Figure 4 Based on the above embodiments, the overlapping part 11 is inclined relative to the left and right direction of the vehicle body and is inclined downward from the inside to the outside.

[0064] The first force transmission structure 2 mainly transmits force along the left-right direction of the vehicle body, while the second force transmission structure 4 mainly transmits force along the up-down direction of the vehicle body. The direction of the force needs to change by nearly 90° at this point. If the overlapping part 11 is horizontal or vertical, the force transmitted from the left-right direction of the vehicle body needs to pass through a right-angle bend before it can be transmitted downwards. This sudden change in direction will generate a large secondary bending moment and stress concentration.

[0065] The inclined overlapping part 11 provides a natural slope between the horizontal and vertical forces. The force flow can transition more smoothly and continuously from the horizontal component to the vertical component along this inclined plane, thereby reducing energy loss and local stress concentration during the force transmission process and maximizing the force transmission efficiency of the entire force transmission channel.

[0066] In some embodiments, the first force transmission structure 2 described above can be as follows: Figure 2 and Figure 4 The structure shown is described in the following document. Figure 2 and Figure 4 The first force transmission structure 2 includes a first inner connecting part 21, a first transition part 22 and a first outer connecting part 23 connected sequentially from the inside to the outside; the first inner connecting part 21 is connected to the lower edge of the window frame of the inner door panel 6; the first outer connecting part 23 is connected to the inner side of the first outer panel reinforcing plate 1; the first transition part 22 is arranged along the left and right direction of the vehicle body, and the inner edge of the first transition part 22 is connected to the lower edge of the first inner connecting part 21, and the outer edge of the first transition part 22 is connected to the upper edge of the first outer connecting part 23.

[0067] The first force transmission structure 2 is an integrally formed bent plate structure. The first inner connecting part 21 is directly connected to the lower edge area of ​​the window frame of the inner door panel 6, preferably by welding. The welding position of the first inner connecting part 21 determines that it can directly and without loss receive the complex loads transmitted from the corner of the window frame. As a connecting surface, the first inner connecting part 21 disperses the force that originally acted on one side of the window frame to a larger area on itself before transmitting it to the first transition part 22, thus avoiding excessive stress concentration at the starting point.

[0068] The first transition section 22 is arranged along the left and right direction of the vehicle body, which clarifies and optimizes the force transmission path, so that the force is mainly transmitted along the left and right direction of the vehicle body, and can minimize its own elastic deformation during the force transmission process, ensuring that the force is not absorbed or lost due to component deformation during transmission.

[0069] The first outer connecting part 23 is divided into an upper part and a lower part. The upper part is attached to the inner side of the first outer plate reinforcing plate 1, and the lower part is welded to the overlapping part 11. The first outer connecting part 23 outputs the force transmitted from the first transition part 22 completely to the first outer plate reinforcing plate 1.

[0070] The first force transmission structure 2 forms a transmission path from the inside to the outside. Stress is transmitted along the direction of the first inner connecting part 21, the first transition part 22, and the first outer connecting part 23. The resistance on the path is minimized, and the stress at the corner of the window frame can be quickly diverted to the first outer plate reinforcing plate 1, reducing the stress load at the corner of the window frame.

[0071] In some embodiments, the second force transmission structure 4 described above can be as follows: Figure 1 and Figure 3 The structure shown is described in the following document. Figure 1 and Figure 3 The second force transmission structure 4 includes a second upper connecting part 41, a second transition part 42 and a second lower connecting part 43 connected sequentially from top to bottom; the second upper connecting part 41 is connected to the outer side of the first outer plate reinforcing plate 1; the second lower connecting part 43 is connected to the outer side of the second outer plate reinforcing plate 3; the second transition part 42 connects the front edge of the second upper connecting part 41 and the front edge of the second lower connecting part 43; the second transition part 42 has a pointed structure and the pointed corner protrudes forward along the front-rear direction of the vehicle body.

[0072] The second force transmission structure 4 is a plate-like structure, integrally formed. The second upper connecting part 41 is also divided into an upper half and a lower half. Its upper half is connected to the outer side (facing outward) of the first outer plate reinforcing plate 1, that is, welded to the overlapping part 11 of the first outer plate reinforcing plate 1. The lower half is attached to the outer side of the first outer plate reinforcing plate 1. The lower edge of the second lower connecting part 43 is connected to the outer side of the second outer plate reinforcing plate 3. The second lower connecting part 43 is used to finally output the force transmitted from above to the second outer plate reinforcing plate 3, providing a stable lower end support for the entire second force transmission structure 4.

[0073] The second transition section 42 connects the second upper connecting section 41 and the second lower connecting section 43. It is designed with a pointed corner that protrudes forward. Traditional flat or vertical plates are prone to bending and deformation when subjected to impacts from the opening and closing of a car door. The pointed corner structure of the second transition section 42 is an extremely resistant to bending geometry. When a force attempts to bend it, the two sides of the pointed corner support each other, converting the bending stress into compressive and tensile stresses along the structural surface. This achieves maximum bending stiffness and strength with minimal weight.

[0074] In addition, the pointed corner protrudes forward to match the internal cavity structure of the door, preventing interference with internal components such as the window regulator and speakers. At the same time, the forward-protruding corner also allows it to most effectively resist the main impact force from when the door closes.

[0075] In some embodiments, the first outer plate reinforcing plate 1 described above may also adopt the following: Figure 3 The structure shown is described in the following document. Figure 3The two ends of the first outer panel reinforcing plate 1 are connected to the inner panel 6 of the door respectively. Therefore, another force transmission channel can be formed between the first outer panel reinforcing plate 1, the first force transmission structure 2 and the inner panel 6 of the door. Some stress can be directly transmitted to the front and rear end areas of the outer panel of the door through the first outer panel reinforcing plate 1.

[0076] Preferably, the first outer panel reinforcing plate 1 extends along the front-rear direction of the vehicle body, with its front end connected to the front edge of the inner door panel 6 and its rear end connected to the rear edge of the inner door panel 6. When both ends of the first outer panel reinforcing plate 1 are connected to the inner door panel 6, it together with the inner door panel 6 forms a closed frame structure. When the corner of the window frame is subjected to complex torsional moments, this frame structure can provide resistance, effectively suppressing the deformation of the window frame, thereby improving the stiffness of the window frame corner.

[0077] In addition, the second outer panel reinforcement plate 3 also extends along the front-rear direction of the vehicle body, with its front end connected to the front edge of the inner door panel 6 and its rear end connected to the door lock reinforcement plate 5. The first outer panel reinforcement plate 1 and the second outer panel reinforcement plate 3 echo each other, and the entire door structure is no longer a simple covering of inner and outer panels, but through this reinforcement structure, it becomes a small frame structure composed of two horizontal ring frames and a vertical support in the middle, which improves the overall rigidity of the door assembly.

[0078] Based on the same inventive concept, this application also provides a door assembly, including an outer door panel, an inner door panel 6, and the aforementioned door reinforcement structure.

[0079] In addition, this application also provides a vehicle including the aforementioned door assembly.

[0080] The door assembly and vehicle provided by this utility model, due to the adoption of the above-mentioned door reinforcement structure, can improve the rigidity of the window frame area, reduce stress concentration at the corners of the window frame, avoid local deformation, and improve the overall rigidity of the door assembly.

[0081] 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 vehicle door reinforcing structure characterized by comprising: include: The first outer panel reinforcement plate (1) is connected to the outer panel of the door on its outer side; The first force transmission structure (2) is connected between the first outer panel reinforcing plate (1) and the inner door panel (6) along the left and right direction of the vehicle body, and is located at the lower edge of the window frame of the inner door panel (6) near the corner of the window frame. The second outer panel reinforcement plate (3) is located below the first outer panel reinforcement plate (1), and its outer side is connected to the outer panel of the car door; at least one end of the second outer panel reinforcement plate (3) is also connected to the inner panel of the car door (6); The second force transmission structure (4) is connected between the first outer plate reinforcing plate (1) and the second outer plate reinforcing plate (3) along the vertical direction of the vehicle body; The inner door panel (6), the first force transmission structure (2), the first outer panel reinforcing plate (1), the second force transmission structure (4), and the second outer panel reinforcing plate (3) form a force transmission channel.

2. The vehicle door reinforcement structure according to claim 1, characterized by The door reinforcement structure also includes: A door lock reinforcement plate (5) is attached to the inner panel (6) of the door; The rear end of the second outer plate reinforcing plate (3) is connected to the door lock reinforcing plate (5).

3. The door reinforcement structure as described in claim 2, characterized in that, The door lock reinforcing plate (5) includes a first fitting part (51), a second fitting part (52) and a flange (53) connected sequentially from the inside to the outside; The first fitting part (51) is fitted to the outer side of the inner panel (6) of the car door; The second fitting part (52) is fitted onto the outer peripheral surface of the rear side of the inner door panel (6); The flange (53) overlaps with the rear edge of the second outer panel reinforcement plate (3) along the left-right direction of the vehicle body.

4. The door reinforcement structure as described in claim 1, characterized in that, The first outer plate reinforcing plate (1) has an overlapping portion (11), the lower edge of the first force transmission structure (2) overlaps the inner side of the overlapping portion (11), and the upper edge of the second force transmission structure (4) overlaps the outer side of the overlapping portion (11).

5. The door reinforcement structure as described in claim 4, characterized in that, The overlapping part (11) is inclined relative to the left and right direction of the vehicle body and is inclined downward from the inside to the outside.

6. The door reinforcement structure as described in claim 1, characterized in that, The first force transmission structure (2) includes a first inner connecting part (21), a first transition part (22) and a first outer connecting part (23) connected sequentially from the inside to the outside; The first inner connecting part (21) is connected to the lower edge of the window frame of the inner panel of the car door (6); The first external connecting part (23) is connected to the inner side of the first outer plate reinforcing plate (1); The first transition portion (22) is arranged along the left and right direction of the vehicle body, and the inner edge of the first transition portion (22) is connected to the lower edge of the first inner connecting portion (21), and the outer edge of the first transition portion (22) is connected to the upper edge of the first outer connecting portion (23).

7. The door reinforcement structure as described in claim 1, characterized in that, The second force transmission structure (4) includes a second upper connecting part (41), a second transition part (42) and a second lower connecting part (43) connected sequentially from top to bottom; The second upper connecting part (41) is connected to the outer side of the first outer plate reinforcing plate (1); The second lower connecting part (43) is connected to the outer side of the second outer plate reinforcing plate (3); The second transition portion (42) connects the front edge of the second upper connecting portion (41) and the front edge of the second lower connecting portion (43); the second transition portion (42) has a pointed structure, and the pointed corner protrudes forward along the front-rear direction of the vehicle body.

8. The door reinforcement structure as described in claim 1, characterized in that, The front and rear ends of the first outer panel reinforcing plate (1) are respectively connected to the inner panel (6) of the car door.

9. A door assembly, characterized in that, Includes the outer door panel, the inner door panel (6), and the door reinforcement structure as described in any one of claims 1-8.

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

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