Side door inner door panel structure and vehicle

Abstract

The application provides a side door inner door plate structure and a vehicle, and belongs to the technical field of automobile side doors. The front end of a support beam is connected to an anti-collision beam instead of being connected to the front side edge of an inner door plate, the front end of the support beam is moved backward to support the front end of an outer door plate, the length of the support beam is effectively shortened, the weight of the side door assembly is significantly reduced, and the problem of excessive dent resistance is avoided. The support beam and the anti-collision beam are arranged at an included angle, and the height of the front end of the anti-collision beam is limited, the transmission of impact force is optimized, the overall structural rigidity of the side door assembly is improved, and the comprehensive requirements of lightweight, high performance and rationality in vehicle design are better met. The rear end of the support beam is connected to a door lock reinforcing plate located on the rear side edge of the inner door plate, the functions of the two are complementary, the door lock can be protected, the door lock is prevented from being deformed and stuck during a collision, the overall rigidity of the side door assembly is improved, and the probability of dent deformation of the outer door plate is greatly reduced.

Description

Technical Field

[0001] This application belongs to the field of automotive side door technology, and more specifically, relates to a side door inner panel structure and vehicle. Background Technology

[0002] In the side door structure of a vehicle, the inner door panel, as the core load-bearing frame of the side door, needs to connect the outer door panel, anti-collision beam, and support beam to form a complete side door assembly. Among them, the support beam is used to provide rigid support for the outer door panel, enhance the anti-dent performance of the outer door panel under external force, and ensure the appearance integrity of the outer door panel.

[0003] In existing technologies, support beams are typically connected between the front and rear side edges of the inner door panel, forming a support structure extending along the front-rear direction of the inner door panel to enhance the dent resistance of the outer door panel and prevent dents caused by minor collisions or compression. However, the aforementioned structure of the support beam results in a relatively large overall length, directly increasing the weight of the side door and even the entire vehicle. In addition, the longitudinal extension of the support beam covers non-critical load-bearing areas (areas with low probability of daily stress) along the length of the inner door panel, resulting in significant over-resistance to dents and structural redundancy, which is detrimental to the vehicle's lightweight requirements. Utility Model Content

[0004] The purpose of this application is to provide a side door inner panel structure and vehicle, which aims to solve the technical problem in the prior art that the support beam is too long, which directly increases the weight of the side door and the whole vehicle, and results in excessive anti-dent performance.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: Firstly, a side door inner panel structure is provided, comprising: inner door panel; The anti-collision beam is connected at both ends to the front and rear edges of the inner door panel; and A support beam is provided above the anti-collision beam. The front end of the support beam is connected to the anti-collision beam, and the rear end is connected to the rear edge of the inner door panel. The support beam and the anti-collision beam are set at an angle, and the front end of the anti-collision beam is not higher than the rear end of the support beam.

[0006] In existing interior door panel structures, the anti-collision beam is typically located in the lower middle part of the interior door panel. The two ends of the support beam are connected to the front and rear edges of the interior door panel, respectively, and are arranged roughly parallel to the top of the anti-collision beam to form a support structure extending along the length of the interior door panel. Its design purpose is to maximize the coverage of the stress area of ​​the exterior door panel and enhance the dent resistance of the exterior door panel.

[0007] However, the aforementioned inner door panel structure, because the support beam needs to cover the connection points on both the front and rear edges of the inner door panel, requires its length to match the length of the inner door panel. This results in an excessively large overall volume of the support beam, directly increasing the weight of the side door and even the entire vehicle. This is detrimental to improving fuel economy or range, and the excessively long support beam also increases material consumption and manufacturing costs. Furthermore, the outer door panel has critical and non-critical stress areas during daily use. Matching the length of the support beam to the inner door panel results in the support beam providing far more dent resistance than actually needed in non-critical stress areas, creating excessive dent resistance in these areas. This structural redundancy adds extra weight to the side door.

[0008] The beneficial effects of the side door inner panel structure provided in this application are as follows: Compared with the prior art, the side door inner panel structure of this application, by changing the connection method of the support beam and connecting its front end to the anti-collision beam, effectively shortens the length of the support beam. Under the premise of unchanged material and plate thickness, it significantly reduces its own weight, thereby reducing the overall weight of the side door assembly and even the entire vehicle. At the same time, the connection method of the support beam and the anti-collision beam effectively moves the redundant support at the front end of the outer door panel to the rear, so that the support range of the support beam is precisely matched with the stress critical area of ​​the outer door panel. This not only ensures the anti-dent performance of the key parts of the outer door panel, but also eliminates the weight of the redundant structure, avoids over-performance, and meets the current automotive industry's demand for lightweighting.

[0009] In addition, by setting the angle between the support beam and the anti-collision beam, and by connecting the rear ends of both the support beam and the anti-collision beam to the rear edge of the inner door panel, a stable triangular support structure is constructed between the support beam, the anti-collision beam, and the inner door panel. This triangular support structure covers the key stress-bearing parts of the outer door panel, optimizes the transmission path of external impact forces, and significantly improves the overall rigidity of the side door assembly. This not only strengthens the anti-dent effect of the outer door panel but also enhances the collision protection performance of the side door.

[0010] Furthermore, by limiting the front end of the anti-collision beam to not be higher than the rear end of the support beam, the anti-collision beam can ensure full-area protection along the length of the inner door panel. At the same time, making the anti-collision beam extend in a gentle direction can reduce stress concentration during the transmission of impact force, which helps to further improve the durability of the structure.

[0011] In conjunction with the first aspect, in one possible implementation, a door lock reinforcing plate is connected to the rear edge of the inner door panel, the door lock reinforcing plate is correspondingly arranged with the door lock, and the rear end of the support beam is connected to the door lock reinforcing plate.

[0012] After the support beam is connected to the door lock reinforcement plate, the functions of the two complement each other. It not only protects the door lock and prevents it from deforming and jamming during a collision, but also improves the overall rigidity of the side door assembly and greatly reduces the probability of dent deformation of the outer door panel, achieving a technical effect that is greater than the sum of its parts.

[0013] In conjunction with the first aspect, in some embodiments, the door lock reinforcing plate is provided with a forward-bending bend, and the support beam is fitted and connected to the bend.

[0014] By setting a forward-bending section on the door lock reinforcement plate, the welding points of the door lock reinforcement plate are moved closer to the rear end of the support beam, thereby shortening the extension length of the support beam and reducing its own weight.

[0015] In conjunction with the first aspect, in some embodiments, the front edge of the bent portion is provided with a first flange that bends outward, and the rear edge of the support beam is provided with a second flange that bends outward, the first flange and the second flange being fitted together.

[0016] Both the first and second flanges bend outwards, causing the welding surfaces of the support beam and the bent part to form a vertical shape that protrudes outwards from the inner door panel. During welding operations, it is convenient to directly aim the welding torch at the vertical welding surface without having to extend the welding torch into the internal space of the support beam and the inner door panel, and without having to avoid surrounding components, which greatly reduces the limitation of the operating space.

[0017] In conjunction with the first aspect, in one possible implementation, the front end of the anti-collision beam is positioned higher than the rear end of the anti-collision beam, and the included angle between the anti-collision beam and the support beam is 15°-25°.

[0018] The 15°-25° angle between the anti-collision beam and the support beam creates a triangular support structure with better force transmission performance for the anti-collision beam, support beam and inner door panel, and makes the side door assembly form three areas with more reasonable force distribution, further optimizing the transmission path of collision force.

[0019] In conjunction with the first aspect, in one possible implementation, the front end of the support beam is bent downward to form a connecting portion, which is arranged perpendicularly to the anti-collision beam and is fitted and connected to the anti-collision beam.

[0020] As a transitional connection between the support beam and the anti-collision beam, the connecting part can vertically transfer the collision force on the outer door panel borne by the support beam to the anti-collision beam through the connecting part. Then, the anti-collision beam can quickly disperse the force to a larger load-bearing area such as the inner door panel and the body, avoiding the collision force from being directly concentrated at the connection point between the anti-collision beam and the support beam. This significantly reduces local stress concentration and improves the stability of the inner door panel structure.

[0021] In conjunction with the first aspect, in some embodiments, the distance between the front edge of the anti-collision beam and the front edge of the connecting portion is 150mm-250mm.

[0022] By limiting L to 150mm-250mm and coordinating it with the angle α between the support beam and the anti-collision beam, the support stiffness is distributed as needed, forming a stable triangular support structure and ensuring the overall performance of the side door assembly.

[0023] In conjunction with the first aspect, in one possible implementation, the support beam is provided with a first protrusion protruding toward the inner door panel, the first protrusion extending along the length direction of the support beam.

[0024] The first protrusion creates a "C"-shaped cross-section for the support beam, significantly increasing its flexural section modulus without substantially increasing material usage, thereby enhancing its resistance to bending deformation.

[0025] In conjunction with the first aspect, in one possible implementation, the anti-collision beam is provided with two second protrusions that protrude outwards respectively. The two second protrusions are spaced apart along the width direction of the anti-collision beam and extend along the length direction of the anti-collision beam respectively.

[0026] The two second protrusions give the crash beam a W-shaped cross-section, which significantly improves its resistance to bending deformation without significantly increasing the amount of material used.

[0027] Secondly, embodiments of this application also provide a vehicle including the aforementioned side door inner door panel structure.

[0028] The beneficial effects of the vehicle provided in this application embodiment are that, compared with the prior art, by optimizing the connection of the front end of the support beam from the traditional connection with the front edge of the inner door panel to the connection with the anti-collision beam, the front end support of the support beam of the outer door panel is moved backward, effectively shortening the length of the support beam, significantly reducing the weight of the side door assembly, and avoiding the problem of excessive anti-dent performance; by setting the support beam and the anti-collision beam at an angle and limiting the front end height of the anti-collision beam, the transmission of impact force is optimized, the overall structural rigidity of the side door assembly is improved, and the comprehensive requirements of lightweight, high performance and rationality in vehicle design are better met. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application, 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 application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a structural schematic diagram of an inner door panel structure for a side door provided in an embodiment of this application; Figure 2 A schematic diagram of the anti-collision beam, support beam, and door lock reinforcement plate provided in an embodiment of this application; Figure 3 Examples of this application Figure 2 Enlarged structural diagram of section A in the middle; Figure 4 Examples of this application Figure 3 A schematic diagram of another embodiment; Figure 5 A cross-sectional structural schematic diagram of the support beam provided in an embodiment of this application; Figure 6 This is a cross-sectional structural diagram of the anti-collision beam provided in an embodiment of this application.

[0031] In the picture: 1. Inner door panel; 2. Anti-collision beam; 21. Second protrusion; 3. Support beam; 31. Second flange; 32. Connecting part; 33. Adhesive groove; 34. Weight reduction hole; 35. First protrusion; 4. Door lock reinforcing plate; 41. Bending part; 42. First flange. Detailed Implementation

[0032] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0033] 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 used only for the convenience of describing this application and simplifying the description, and are not intended to 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 application.

[0034] 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.

[0035] It should be noted that the orientation or positional relationship of the terms "front", "rear", "inner", "outer", "upper", and "lower" in this application are based on the orientation of the vehicle itself. The front of the vehicle represents "front", the rear of the vehicle represents "rear", the top of the vehicle represents "upper", and the bottom of the vehicle represents "lower". "Inner" refers to the side facing the driver's cab, and "outer" refers to the side facing the outside of the driver's cab.

[0036] In the vehicle side door structure, the inner door panel is the core load-bearing frame, while the outer door panel, connected to the outer side of the inner door panel, is the exterior component of the side door (the steel plate on the outside of the side door that the user directly sees). However, because the outer door panel itself is relatively thin and has limited rigidity, it is easily dented by minor external forces (such as a slight collision with a neighboring door when parking or pressure during routine vehicle washing), damaging its appearance integrity. Therefore, support beams are installed on the inner door panel frame. When the outer door panel is connected to the inner door panel, the support beams can fit against the inner side wall of the outer door panel and provide support behind the outer door panel through their own rigidity, acting like an invisible bracket to hold the outer door panel in place, reducing the probability of dents under external forces and thus enhancing the dent resistance of the outer door panel.

[0037] Meanwhile, to prevent the impact force from being directly transmitted to the passenger compartment when the vehicle is subjected to medium to high intensity impacts from the side, there is also an anti-collision beam on the inner door panel frame that fits snugly against the outer door panel. The anti-collision beam is usually made of high-strength steel or aluminum alloy and has a certain degree of rigidity. It can first absorb the collision energy through its own slight deformation and then quickly disperse the impact force received by the outer door panel to the inner door panel frame, and then transmit it to the entire vehicle body. Ultimately, it reduces the amount of deformation of the side door into the vehicle body and protects the internal structure of the door and the safety of the occupants.

[0038] In existing inner door panel structures, to maximize side-impact protection, the anti-collision beam is typically arranged along the length of the inner door panel and is located in the lower-middle area of ​​the inner door panel. Simultaneously, to ensure a wider range of rigid support for the outer door panel, the two ends of the support beam are usually connected to the front and rear edges of the inner door panel, respectively, and arranged roughly parallel to the top of the anti-collision beam. This forms a support structure extending along the length of the inner door panel. The design aims to maximize coverage of the stress-bearing area of ​​the outer door panel, thereby enhancing its dent resistance. However, the inventors discovered that the aforementioned inner door panel structure has the following two significant problems: On the one hand, since the support beam needs to cover the connection points on both the front and rear edges of the inner door panel at the same time, its length needs to match the length of the inner door panel, resulting in a larger overall volume of the support beam, which directly increases the weight of the side door and even the whole vehicle. This is not conducive to improving the vehicle's fuel economy (for fuel vehicles) or range (for electric vehicles). In addition, an excessively long support beam will also increase material consumption and manufacturing costs.

[0039] On the other hand, the stress probability of different parts of the outer door panel is uneven. Areas that are easily bumped or pressed during daily use (such as the middle part of the outer door panel) are critical stress areas, while areas with a lower probability of daily stress (such as the front part of the outer door panel) are non-critical stress areas. To ensure the dent resistance requirements of the critical stress areas of the outer door panel, the length of the support beam is matched with the length of the inner door panel and a uniform rigid design is adopted. However, the non-critical stress areas it covers have limited requirements for high dent resistance. As a result, in the non-critical stress areas, the dent resistance provided by the support beam far exceeds the actual use requirements, resulting in excessive dent resistance in these areas, causing structural redundancy and additional weight to the side door.

[0040] The root cause of the above problems is that the existing design does not perform differentiated optimization for different stress areas of the outer door panel. It only achieves rigid support in a "one-size-fits-all" manner by extending the length of the support beam. This not only increases the burden on the whole vehicle, but also fails to achieve a precise match between structural performance and actual needs, and cannot meet the current automotive industry's demand for lightweighting.

[0041] To resolve the above issues, please refer to the following: Figures 1 to 6 This application describes a side door inner panel structure and a vehicle thereof. The side door inner panel structure includes an inner panel 1, a crash beam 2, and a support beam 3. The crash beam 2 is connected at both ends to the front and rear edges of the inner door panel 1, respectively. The support beam 3 is positioned above the crash beam 2, with its front end connected to the crash beam 2 and its rear end connected to the rear edge of the inner door panel 1. The support beam 3 and the crash beam 2 are arranged at an angle, and the front end of the crash beam 2 is not higher than the rear end of the support beam 3.

[0042] This application provides a side door inner panel structure that, by changing the connection method of the support beam 3 and connecting its front end to the anti-collision beam 2, effectively shortens the length of the support beam 3. Under the premise of unchanged material and plate thickness, it significantly reduces its own weight, thereby reducing the overall weight of the side door assembly and even the entire vehicle. At the same time, the connection method between the support beam 3 and the anti-collision beam 2 effectively moves the redundant support at the front end of the outer door panel to the rear, so that the support range of the support beam 3 is precisely matched with the stress critical area of ​​the outer door panel. This not only ensures the anti-dent performance of the key parts of the outer door panel, but also eliminates the weight of the redundant structure, avoids over-performance, and meets the current automotive industry's demand for lightweighting.

[0043] In addition, by setting the included angle between the support beam 3 and the anti-collision beam 2, and by connecting the rear ends of the support beam 3 and the anti-collision beam 2 to the rear edge of the inner door panel 1, a stable triangular support structure is constructed between the support beam 3, the anti-collision beam 2 and the inner door panel 1. This triangular support structure covers the key stress-bearing parts of the outer door panel, optimizes the transmission path of external impact force, and significantly improves the overall rigidity of the side door assembly. This not only strengthens the anti-dent effect of the outer door panel, but also improves the collision protection performance of the side door.

[0044] Furthermore, by limiting the front end of the anti-collision beam 2 to not be higher than the rear end of the support beam 3, the anti-collision beam 2 can ensure the full-area protection effect along the length of the inner door panel 1. At the same time, making the anti-collision beam 2 extend in a gentle direction can reduce the stress concentration of the impact force during transmission, which helps to further improve the durability of the structure.

[0045] Compared with the prior art, the side door inner panel structure provided in this application not only optimizes the connection of the front end of the support beam 3 from the traditional connection with the front edge of the inner door panel 1 to the connection with the anti-collision beam 2, thus moving the front end support of the support beam 3 to the outer door panel and effectively shortening the length of the support beam 3, significantly reducing the weight of the side door assembly, and avoiding the problem of excessive anti-dent performance; but also optimizes the transmission of impact force and improves the overall structural rigidity of the side door assembly by setting the support beam 3 and the anti-collision beam 2 at an angle and limiting the front end height of the anti-collision beam 2, thereby better meeting the comprehensive requirements of lightweight, high performance and rationality in vehicle design.

[0046] In this embodiment, the front end of the anti-collision beam 2 is set higher than its rear end, but not higher than the connection point between the support beam 3 and the inner door panel 1, so that the anti-collision beam 2 is in a gentle inclined state. At the same time, the included angle between the support beam 3 and the anti-collision beam 2 can be further limited to an acute angle, so that the anti-collision beam 2 and the support beam 3 cooperate with each other to form a triangular support structure with better force transmission performance. Under the premise of ensuring the collision protection function of the anti-collision beam 2, it more accurately matches the key force-bearing area of ​​the outer door panel.

[0047] Specifically, both the anti-collision beam 2 and the support beam 3 are connected to the inner door panel 1 by resistance spot welding. The anti-collision beam 2 has three welding points at each of its front and rear ends, with a diameter of 5mm-8mm, ensuring the connection strength between the anti-collision beam 2 and the inner door panel 1 and preventing the welding points from detaching in the event of a side collision. The front end of the support beam 3 is connected to the anti-collision beam 2 by two welding points, and the rear end of the support beam 3 is connected to the inner door panel 1 by two welding points. The diameter of these welding points can be 3mm-5mm, balancing connection strength with simplified manufacturing processes.

[0048] In the actual processing, the support beam 3 and the anti-collision beam 2 can be welded into a sub-assembly first, and then the sub-assembly can be welded to the inner door panel 1. Compared with the traditional separate welding, the welding of the inner door panel 1 structure can be completed by aligning the welding reference surface of the inner door panel 1 once, which reduces the number of welding positioning times. Moreover, the welding of the sub-assembly of the support beam 3 and the anti-collision beam 2 can be carried out in offline tooling without being restricted by the space of the inner door panel 1 structure. The welding position of the welding gun head can be freely adjusted, which reduces the difficulty of operation and helps to improve the overall processing efficiency.

[0049] After welding the sub-assemblies of support beam 3 and anti-collision beam 2 to the inner door panel 1, the outer door panel is then connected to the inner door panel 1 to form a complete side door assembly. Multiple spaced adhesive grooves 33 are provided on the outer surfaces of both support beam 3 and anti-collision beam 2 for filling with damping adhesive. When the outer door panel is connected to the inner door panel 1, the inner wall of the outer door panel can fit snugly against the support beam 3 and anti-collision beam 2. The filling of damping adhesive improves the rigid connection between the inner door panel 1 and the outer door panel, absorbing and attenuating vibration energy to a certain extent, buffering vibration, and eliminating structural noise.

[0050] Furthermore, the support beam 3 is also provided with multiple damping holes that extend along the length of the support beam 3, thereby reducing the weight of the support beam 3 while ensuring its support performance.

[0051] In some embodiments, see Figure 1 The rear edge of the inner door panel 1 is connected to a door lock reinforcing plate 4, which is set in accordance with the door lock. The rear end of the support beam 3 is connected to the door lock reinforcing plate 4.

[0052] The door lock is a core component of the side door that bears high-frequency stress. It must withstand not only the impact force when opening and closing the side door and the pulling force when opening the door, but also the external force exerted by road bumps or minor side collisions during vehicle operation. The door lock reinforcement plate 4 is correspondingly installed at the door lock position to protect the door lock's daily performance. In the event of a minor side collision, it is necessary to ensure that the door lock can open normally to guarantee the escape route for occupants. However, if the door lock reinforcement plate 4 is relied upon solely to resist the impact force, it is easy for the door lock reinforcement plate 4 to deform, causing the door lock to jam.

[0053] In this embodiment, connecting the rear end of the support beam 3 to the door lock reinforcement plate 4 is equivalent to providing reinforcement support for the door lock reinforcement plate 4. The force on the door lock can be transmitted to the support beam 3 through the door lock reinforcement plate 4, and then distributed by the support beam 3 to the anti-collision beam 2 or other areas of the inner door panel 1. This greatly disperses the local stress concentration of the door lock and the door lock reinforcement plate 4, reduces the risk of the door lock deforming and jamming, ensures that the side door can still be opened smoothly after a collision, and improves escape safety.

[0054] The door lock area is also a critical stress-bearing zone of the outer door panel. The connection between the support beam 3 and the door lock reinforcement plate 4 more precisely covers the critical stress-bearing zone of the outer door panel. When the door lock area is subjected to external forces such as pressing or slight impact and deforms inward, the door lock reinforcement plate 4 first bears the pressure transmitted from the outer door panel and uses its own rigidity to initially block the radial indentation of the outer door panel. At the same time, the support beam 3 connected to the door lock reinforcement plate 4 can quickly disperse the pressure to the anti-collision beam 2, avoiding local deformation overload caused by pressure concentration on the door lock reinforcement plate 4, significantly reducing the probability of permanent deformation of the outer door panel and ensuring the appearance integrity of the outer door panel.

[0055] In the above structure, the support beam 3 and the door lock reinforcing plate 4 are connected to achieve functional complementarity. This not only protects the door lock and prevents it from deforming and jamming during a collision, but also improves the overall rigidity of the side door assembly and significantly reduces the probability of dent deformation of the outer door panel, achieving a technical effect greater than the sum of its parts.

[0056] In some embodiments, the door lock reinforcing plate 4 and the support beam 3 may be connected by a method such as... Figure 4 The structure shown. See also Figure 4 The door lock reinforcing plate 4 has a forward-bending bending part 41, and the support beam 3 is fitted and connected to the bending part 41.

[0057] Without the bending portion 41, the door lock reinforcing plate 4 would be fitted and connected to the inner door panel 1 in a conformal manner. The rear end of the support beam 3 would need to extend backward to the rear edge of the inner door panel 1 to achieve a welded fit with the door lock reinforcing plate 4. In other words, the support beam 3 would need to be long enough to cover the welding points of the door lock reinforcing plate 4. In this embodiment, the forward-bending bending portion 41 on the door lock reinforcing plate 4 effectively moves the welding points of the door lock reinforcing plate 4 closer to the rear end of the support beam 3, thereby shortening the extension length of the support beam 3 and reducing its own weight. For example, the bending portion 41 can extend forward by 20-30mm, which can correspondingly shorten the length of the support beam 3 by 20-30mm. The specific value needs to be set according to the actual dimensions of the side door assembly.

[0058] Furthermore, the bending angle and flatness of the bending part 41 can be precisely prefabricated, and its surface can be directly used as the welding positioning reference for the support beam 3. There is no need to use additional tooling fixtures to adjust the position and angle of the support beam 3. Welding can be carried out quickly simply by attaching the support beam 3 to the surface of the bending part 41, which further shortens the overall assembly time of the side door assembly and helps to improve production efficiency.

[0059] Specifically, the rear edge of the inner door panel 1 is usually curved, the door lock reinforcing plate 4 fits the curve, the bending part 41 can be bent radially along the curve, and the rear end of the support beam 3 is slightly bent toward the bending part 41 to ensure that the support beam 3 and the bending part 41 fit orthogonally and reduce stress concentration.

[0060] In some embodiments, see Figure 3 The front edge of the bent part 41 is provided with a first flange 42 that bends outward, and the rear edge of the support beam 3 is provided with a second flange 31 that bends outward. The first flange 42 and the second flange 31 are fitted together.

[0061] Both the first flange 42 and the second flange 31 are bent outwards, so that the welding surfaces of the support beam 3 and the bent part 41 form a vertical shape that protrudes outwards from the inner door panel 1. During the welding operation, it is convenient to directly aim the welding gun at the vertical welding surface without having to extend the welding gun into the internal space of the support beam 3 and the inner door panel 1, and without having to avoid surrounding parts, which greatly reduces the limitation of the operating space.

[0062] In addition, the setting of the first flange 42 and the second flange 31 makes the welding area of ​​the support beam 3 and the bending part 41 clearly exposed. Welders can directly observe the fitting gap between the first flange 42 and the second flange 31 with the naked eye. The automated welding gun can also accurately position the edge of the facade welding surface through the vision recognition system without relying on additional positioning fixtures, which helps to ensure welding quality.

[0063] The above structure not only solves the problem of welding accessibility in the compact space inside the side door, but also reduces the difficulty of operation and improves the welding accuracy, ultimately achieving a dual improvement in welding efficiency and connection reliability, which meets the process requirements of large-scale production of automotive parts.

[0064] See some possible embodiments. Figure 1 or Figure 2 The front end of the anti-collision beam 2 is set higher than the rear end of the anti-collision beam 2. The included angle α between the anti-collision beam 2 and the support beam 3 is 15°-25°, specifically 20°, 21° or 22°.

[0065] The front end of the anti-collision beam 2 is higher than its rear end, but not higher than the connection point between the rear end of the support beam 3 and the inner door panel 1. This makes the anti-collision beam 2 present a gentle inclination. On the one hand, it can decompose the lateral impact force into two components: an axial component along the length of the anti-collision beam 2 and a radial component perpendicular to the length of the anti-collision beam 2. This helps to disperse the impact force through multiple paths and reduce the overall impact on the side door assembly. On the other hand, moving the front end of the anti-collision beam 2 upward can, to some extent, compensate for the reduction in the collision protection effect that may be caused by moving the front end of the support beam 3 backward. At the same time, it can also ensure the anti-dent performance of the front side of the outer door panel and make full use of the protective effect of the anti-collision beam 2.

[0066] Based on this, the 15°-25° angle between the anti-collision beam 2 and the support beam 3 makes the anti-collision beam 2, the support beam 3 and the inner door panel 1 form a triangular support structure with better force transmission performance, and makes the side door assembly form three areas with more reasonable force distribution, further optimizing the transmission path of collision force.

[0067] In one possible embodiment, the aforementioned support beam 3 and anti-collision beam 2 are connected by a method such as... Figure 1 or Figure 2 The structure shown. See also Figure 1 or Figure 2The front end of the support beam 3 bends downward to form a connecting part 32. The connecting part 32 is arranged perpendicularly to the anti-collision beam 2 and is closely connected to the anti-collision beam 2.

[0068] Since the anti-collision beam 2 and the support beam 3 are set at an angle, if the front end of the support beam 3 is directly extended to be spot-welded to the anti-collision beam 2, there will be obvious stress concentration at the angle between the anti-collision beam 2 and the support beam 3, which may easily lead to the weld falling off or fatigue failure of the component.

[0069] In this embodiment, the connecting part 32 and the supporting beam 3 are an integral structure, and the two are connected by an arc transition, which can reduce stress concentration during the force transmission process; the connecting part 32 and the anti-collision beam 2 are arranged vertically, which helps to ensure the smooth directional transmission of force, and at the same time helps to improve the aesthetics.

[0070] The connecting part 32 serves as a transitional connection between the support beam 3 and the anti-collision beam 2. It can vertically transfer the collision force on the outer door panel borne by the support beam 3 to the anti-collision beam 2 through the connecting part 32, and then quickly disperse it to the inner door panel 1, the body and other larger load-bearing areas through the anti-collision beam 2. This avoids the collision force being directly concentrated at the connection point between the anti-collision beam 2 and the support beam 3, significantly reduces local stress concentration and improves the stability of the inner door panel 1 structure.

[0071] In some embodiments, see Figure 2 The distance L between the front edge of the anti-collision beam 2 and the front edge of the connecting part 32 is 150mm-250mm. For example, L can be 205mm, 215mm or 220mm. Specifically, the value of distance L can be adjusted according to the anti-dent requirements of the outer door panel.

[0072] Dent resistance refers to the ability of the outer door panel to resist dents under localized loads. However, excessive pursuit of dent resistance can lead to increased material thickness or structural redundancy. Since the front hinge area of ​​the outer door panel is a non-critical load-bearing area, excessive support for this area can be avoided by moving the front end of support beam 3 backward.

[0073] If L < 150mm, the distance between the front edge of the support beam 3 and the front edge of the anti-collision beam 2 is too small. The rigid area formed by the two will form an excessive support band in the non-critical area at the front of the outer door panel, resulting in excessive anti-dent performance in this area. If L > 250mm, the front end of the support beam 3 is too close to the middle of the anti-collision beam 2, which will cause the front of the outer door panel to lack effective support. In the event of a side collision, the front is prone to local dent deformation due to the cantilever effect.

[0074] By limiting L to 150mm-250mm and coordinating it with the angle α between the support beam 3 and the anti-collision beam 2, the support stiffness is distributed as needed, forming a stable triangular support structure and ensuring the overall performance of the side door assembly.

[0075] In some embodiments, see Figure 2 and Figure 5 The support beam 3 is provided with a first protrusion 35 protruding towards the inner door panel 1, and the first protrusion 35 extends along the length direction of the support beam 3.

[0076] It is important to understand that in actual production, the support beam 3 is usually manufactured using a stamping process, with the first protrusion 35 being stamped simultaneously with the support beam 3. The first protrusion 35 can serve as a reinforcing rib along the length of the support beam 3. By changing the cross-sectional structure of the support beam 3 (from a planar section to a three-dimensional section), the bending section modulus of the support beam 3 can be significantly increased without significantly increasing the amount of material used, thereby improving its ability to resist bending deformation.

[0077] Specifically, the first protrusion 35 forms a "C"-shaped cross-section for the support beam 3, with adhesive grooves 33 positioned near the upper and lower edges of the support beam 3 to ensure sufficient contact area with the outer door panel. Weight-reducing holes 34 are located on the first protrusion 35.

[0078] In some embodiments, see Figure 2 and Figure 6 The anti-collision beam 2 is provided with two second protrusions 21 that protrude outwards respectively. The two second protrusions 21 are arranged at intervals along the width direction of the anti-collision beam 2 and extend along the length direction of the anti-collision beam 2 respectively.

[0079] The two second protrusions 21 are stamped simultaneously with the anti-collision beam 2. The two second protrusions 21 can serve as two reinforcing ribs on the anti-collision beam 2, which can significantly improve the anti-bending deformation resistance of the anti-collision beam 2 without significantly increasing the amount of material used.

[0080] Specifically, the two second protrusions 21 make the anti-collision beam 2 form a cross-section similar to a "W". The glue-containing grooves 33 are arranged at intervals on the two second protrusions 21. The outward protrusion of the second protrusions 21 can ensure the contact effect between the glue-containing grooves 33 and the outer door panel.

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

[0082] The vehicle provided in this application embodiment, having included the aforementioned inner door panel structure, possesses all the beneficial effects of such a structure. By optimizing the connection of the front end of the support beam 3 from the traditional connection to the front edge of the inner door panel 1 to the connection to the anti-collision beam 2, the front end support of the support beam 3 to the outer door panel is moved backward, effectively shortening the length of the support beam 3, significantly reducing the weight of the side door assembly, and avoiding the problem of excessive anti-dent performance. By setting the support beam 3 and the anti-collision beam 2 at an angle and limiting the front end height of the anti-collision beam 2, the transmission of impact force is optimized, the overall structural rigidity of the side door assembly is improved, and the comprehensive requirements of lightweight, high performance, and rationality in vehicle design are better met.

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

Claims

1. A side door inner panel structure, characterized in that, include: Inner door panel(1); The anti-collision beam (2) is connected at both ends to the front and rear edges of the inner door panel (1); as well as A support beam (3) is provided above the anti-collision beam (2). The front end of the support beam (3) is connected to the anti-collision beam (2), and the rear end is connected to the rear edge of the inner door panel (1). The support beam (3) and the anti-collision beam (2) are arranged at an angle, and the front end of the anti-collision beam (2) is not higher than the rear end of the support beam (3).

2. The side door inner panel structure as described in claim 1, characterized in that, The rear edge of the inner door panel (1) is connected to a door lock reinforcing plate (4), which is correspondingly arranged with the door lock. The rear end of the support beam (3) is connected to the door lock reinforcing plate (4).

3. The side door inner panel structure as described in claim 2, characterized in that, The door lock reinforcing plate (4) is provided with a forward-bending bending part (41), and the support beam (3) is fitted and connected to the bending part (41).

4. The side door inner panel structure as described in claim 3, characterized in that, The front edge of the bent portion (41) is provided with an outwardly bent first flange (42), and the rear edge of the support beam (3) is provided with an outwardly bent second flange (31). The first flange (42) and the second flange (31) are fitted together.

5. The side door inner panel structure as described in claim 1, characterized in that, The front end of the anti-collision beam (2) is set higher than the rear end of the anti-collision beam (2), and the included angle between the anti-collision beam (2) and the support beam (3) is 15°-25°.

6. The side door inner panel structure as described in claim 1, characterized in that, The front end of the support beam (3) is bent downward to form a connecting part (32), which is arranged perpendicularly to the anti-collision beam (2) and is fitted and connected to the anti-collision beam (2).

7. The side door inner panel structure as described in claim 6, characterized in that, The distance between the front edge of the anti-collision beam (2) and the front edge of the connecting part (32) is 150mm-250mm.

8. A side door inner panel structure as described in any one of claims 1-7, characterized in that, The support beam (3) is provided with a first protrusion (35) protruding toward the inner door panel (1) and the first protrusion (35) extends along the length direction of the support beam (3).

9. A side door inner panel structure as described in any one of claims 1-7, characterized in that, The anti-collision beam (2) is provided with two second protrusions (21) that protrude outwards respectively. The two second protrusions (21) are arranged at intervals along the width direction of the anti-collision beam (2) and extend along the length direction of the anti-collision beam (2) respectively.

10. A vehicle, characterized in that, Includes a side door inner door panel structure as described in any one of claims 1-9.

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