Vehicle door structure and vehicle

Abstract

The application relates to the technical field of vehicle bodies, and provides a vehicle door structure and a vehicle. The vehicle door structure comprises a vehicle door inner plate and a crash beam connected to the lower part of the vehicle door inner plate. The crash beam has a crash beam middle section located in the middle, a crash beam front section connected to the front end of the crash beam middle section, and a crash beam rear section connected to the rear end of the crash beam middle section. The crash beam front section and the crash beam rear section are both inclined to one side of the vehicle door inner plate, and the crash beam front section and the crash beam rear section are both formed with an included angle with the crash beam middle section, and the included angle is between 8 DEG and 12 DEG. The application can increase the rigidity of the crash beam itself in the vehicle door, can fully absorb the collision energy when the vehicle collides, can improve the structural stability of the vehicle door when the vehicle collides, and is favorable for improving the collision safety of the whole vehicle.

Description

Technical Field

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

[0002] Door anti-collision beams are reinforced beam structures located inside car doors, primarily used to increase the structural strength of the door and improve its collision response capabilities during vehicle impacts, thus better protecting occupants in the passenger compartment. However, current door anti-collision beams still have limitations, such as insufficient stiffness, which hinders the full absorption of collision energy and limits the improvement of door structural stability under collision conditions, ultimately impacting the overall vehicle collision safety. Utility Model Content

[0003] In view of this, this application aims to propose a door structure to improve the overall collision safety of the vehicle.

[0004] To achieve the above objectives, the technical solution of this application is implemented as follows: A door structure includes an inner door panel and a crash beam connected to the lower part of the inner door panel; The anti-collision beam has a middle section located in the middle, a front section of the anti-collision beam connected to the front end of the middle section of the anti-collision beam, and a rear section of the anti-collision beam connected to the rear end of the middle section of the anti-collision beam. Both the front and rear sections of the anti-collision beam are inclined toward the inner door panel, and both the front and rear sections of the anti-collision beam form an angle with the middle section of the anti-collision beam, with the angle being between 8° and 12°.

[0005] Furthermore, the rear section of the anti-collision beam includes a front part of the rear section of the anti-collision beam and a rear part of the rear section of the anti-collision beam; The front end of the rear section of the anti-collision beam is connected to the middle section of the anti-collision beam, and the front end of the rear section of the anti-collision beam is connected to the rear end of the rear section of the anti-collision beam. The front part of the rear section of the anti-collision beam is inclined, while the rear part of the rear section of the anti-collision beam is straight, extending along the width direction of the vehicle door.

[0006] Furthermore, the middle section of the anti-collision beam is parallel to or nearly parallel to the rear section of the anti-collision beam.

[0007] Furthermore, the front and rear ends of the anti-collision beam have a preset distance in the thickness direction of the door, and the rear end of the anti-collision beam is located further away from the inner door panel than the front end of the anti-collision beam.

[0008] Furthermore, the front end of the anti-collision beam is connected to the inner door panel via a front connecting bracket, and the rear end of the anti-collision beam is connected to the inner door panel via a rear connecting bracket.

[0009] Further, a groove is formed on the door inner panel, and the door inner panel is provided with a convex flange arranged around the groove; One end of the front connecting bracket is connected to the convex flange near the front side of the door inner panel, the other end of the front connecting bracket extends into the groove, and the end of the front section of the anti-collision beam is connected to the extending end of the front connecting bracket.

[0010] Further, the front connecting bracket is integrally formed and has a first part, a second part and a third part connected in sequence; The first part is lapped on the convex flange, the third part constitutes the extending end, a reinforcing rib is arranged on the second part, a first connecting groove is formed on the third part, and the end of the front section of the anti-collision beam is connected in the first connecting groove.

[0011] Further, the rear connecting bracket is connected to the convex flange near the rear side of the door inner panel; The rear connecting bracket is in an "Ω" shape, and a second connecting groove is arranged at the top of the rear connecting bracket, and the end of the rear section of the anti-collision beam is connected in the second connecting groove.

[0012] Further, the anti-collision beam is a tubular beam.

[0013] Compared with the related art, the present application has the following advantages: (1) In the door structure described in the present application, on the basis that the anti-collision beam comprises a front anti-collision beam section, a middle anti-collision beam section and a rear anti-collision beam section, both the front anti-collision beam section and the rear anti-collision beam section are inclined to one side, and the included angles between the front anti-collision beam section and the middle anti-collision beam section as well as between the rear anti-collision beam section and the middle anti-collision beam section are between 8° and 12°. In this way, by adopting the small-angle included angle relationship between the front and rear sections of the anti-collision beam, while meeting the arrangement requirements of the anti-collision beam, the whole anti-collision beam presents an arch shape, which not only increases the rigidity of the anti-collision beam itself, but also can fully absorb the collision energy when the vehicle collides, especially in a side collision, can improve the structural stability of the door when the vehicle collides, and is beneficial to improving the collision safety of the whole vehicle.

[0014] (2) The rear section of the anti-collision beam includes the front part of the rear section of the anti-collision beam and the rear part of the rear section of the anti-collision beam. The front part of the rear section of the anti-collision beam is inclined, and the rear part of the rear section of the anti-collision beam is straight. Not only can the inclined setting of the front part of the rear section of the anti-collision beam be used to realize the overall inclined design of the rear section of the anti-collision beam relative to the middle section of the anti-collision beam, but also the straight design of the rear part of the rear section of the anti-collision beam can increase the anti-collision beam's resistance to collision during side collisions and improve the absorption effect of collision energy. On the other hand, based on the inclination of the front section of the anti-collision beam towards the inner panel of the door, the direction of collision energy transmission can be guided during small offset collisions, so that the collision energy is transmitted to the rear of the vehicle and helps to improve the safety of small offset collisions.

[0015] (3) By making the middle section of the anti-collision beam parallel or nearly parallel to the rear section of the anti-collision beam, the anti-collision beam can improve the transmission and dispersion effect of collision energy in the event of a small offset collision, so that the collision energy can be better transmitted to the rear of the vehicle, and the front section of the rear section of the anti-collision beam can be used to better absorb the collision energy, which is conducive to improving the safety of the vehicle in the event of a small offset collision.

[0016] (4) The front and rear ends of the anti-collision beam are spaced at a predetermined distance in the thickness direction of the door, and the rear end of the anti-collision beam is positioned further away from the inner panel of the door than the front end. This helps the rear end of the anti-collision beam to overlap with the rear body pillar in the left-right direction of the vehicle. Based on this, it is more conducive to the pre-deformation of the front part of the anti-collision beam during small-overlap collisions, which can improve the absorption effect of collision energy and reduce the impact of the collision on the door structure.

[0017] (5) By connecting the front connecting bracket connected to the front end of the anti-collision beam and the rear connecting bracket connected to the rear end of the anti-collision beam, the anti-collision beam can be connected to the inner panel of the door, which can facilitate the installation of the anti-collision beam on the inner panel of the door and help reduce the overall design and manufacturing cost of the door structure.

[0018] (6) A groove and a raised edge are formed on the inner panel of the door, and one end of the front connecting bracket is connected to the raised edge, while the other end extends into the groove. The end of the front section of the anti-collision beam is connected to the extended end of the front connecting bracket. Based on the connection of the front connecting bracket, the front part of the anti-collision beam can be tilted into the groove. This not only avoids the impact of the arched anti-collision beam on the overall thickness design of the door, but also allows the anti-collision beam to have a certain buffering effect when the vehicle is in a side collision due to the deformation of the front connecting bracket. At the same time, in the event of a vehicle collision, especially a small overlap collision, the front end of the anti-collision beam can fully bear the collision energy transmitted by the front body frame structure to fully transmit the collision energy. On the other hand, it is also conducive to guiding the collision barrier, so that the collision barrier moves to the rear of the vehicle, which helps to improve the vehicle collision safety.

[0019] (7) The front connecting bracket is integrally formed, which facilitates the preparation of the front connecting bracket and helps to reduce the preparation cost of the front connecting bracket. At the same time, the front connecting bracket has a first part that overlaps on the protrusion, a second part with reinforcing ribs, and a third part with a first connecting groove. It can also increase the structural strength of the front connecting bracket itself, increase the reliability of the connection between the anti-collision beam and the front connecting bracket, and improve the stability of the anti-collision beam in the door, while meeting the requirements for the front connecting bracket to be arranged on the inner panel of the door and the front connection setting of the anti-collision beam. This is conducive to improving the stability of the anti-collision beam in the door and ensuring the effective transmission of collision force between the front side of the door and the front end of the anti-collision beam.

[0020] (8) Setting the rear connecting bracket in a "U" shape can ensure the structural strength of the rear connecting bracket itself. At the same time, setting a second connecting groove on the top of the rear connecting bracket can facilitate the connection between the rear end of the anti-collision beam and the rear connecting bracket, and ensure the reliability of the connection between the rear end of the anti-collision beam and the rear connecting bracket, which helps to improve the stability of the anti-collision beam in the door.

[0021] (9) The anti-collision beam adopts a tubular beam, which has a simple structure and is conducive to the design and preparation of the anti-collision beam. At the same time, it can take advantage of the high structural strength of the tubular beam to make the anti-collision beam itself have good structural strength, which helps to improve the reinforcement effect of the anti-collision beam on the door structure.

[0022] Another object of this application is to provide a vehicle in which the doors have the door structure described above.

[0023] The vehicle described in this application has the same beneficial effects as the aforementioned door structure compared to related technologies, and will not be repeated here. Attached Figure Description

[0024] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a schematic diagram of the door structure described in the embodiments of this application; Figure 2 This is a schematic diagram illustrating the installation of the anti-collision beam as described in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of the inner door panel described in an embodiment of this application; Figure 4 This is a schematic diagram of the anti-collision beam described in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of the anti-collision beam described in the embodiments of this application, and a schematic diagram of the angle between the front section and the rear section of the anti-collision beam and the middle section of the anti-collision beam; Figure 6This is a schematic diagram of the structure of the front connecting bracket described in the embodiment of this application; Figure 7 This is a schematic diagram of the structure of the rear connecting bracket described in an embodiment of this application; Explanation of reference numerals in the attached figures: 1. Door inner panel; 2. Anti-collision beam; 3. Front connecting bracket; 4. Rear connecting bracket; 5. B-pillar; 11. Groove; 12. Protruding edge; 21. Middle section of the crash beam; 22. Front section of the crash beam; 23. Rear section of the crash beam; 231. Front part of the rear section of the crash beam; 232. Rear part of the rear section of the crash beam; 31. First part; 32. Second part; 321. Reinforcing rib; 33. Third part; 331. First connecting groove; 41. Connecting edge; 42. Second connecting groove; α, the angle between the front section and the middle section of the anti-collision beam; β, the angle between the rear section and the middle section of the anti-collision beam; k, the preset distance between the front and rear ends of the anti-collision beam in the thickness direction of the door. Detailed Implementation

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

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

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

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

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

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

[0031] An embodiment of the first aspect of this application provides a car door structure, which mainly involves an innovative design of the anti-collision beam 2 inside the car door. By adjusting the structure of the anti-collision beam 2 itself and its connection arrangement in the car door, the reinforcement effect of the anti-collision beam 2 on the car door is improved, the collision response capability of the car door is enhanced, and the safety of the whole vehicle in a collision is improved.

[0032] In related technologies, to increase the structural strength of vehicle doors, a crash beam 2 is typically installed inside the door. The crash beam 2 is usually a beam structure extending along the width of the door, and by strengthening the structural strength of the door, it can improve the door's ability to cope with collisions during vehicle collisions, thereby better protecting the occupants inside the passenger compartment.

[0033] Currently, the anti-collision beams 2 installed inside car doors are mostly made of stamped sheet metal and are connected to the inner door panel 1 or the outer door panel by welding. However, the anti-collision beams 2 installed inside car doors at this stage still have shortcomings such as limited rigidity, which is not conducive to fully absorbing collision energy, limiting the improvement of the door structure stability under vehicle collision conditions, and thus not conducive to improving the overall vehicle collision safety.

[0034] In view of this, in order to overcome the shortcomings of the related technology, the door structure of this embodiment combines... Figures 1 to 7 As shown, the overall design includes an inner door panel 1 and a crash beam 2 connected to the lower part of the inner door panel 1.

[0035] The anti-collision beam 2 has a middle section 21 located in the middle, a front section 22 connected to the front end of the middle section 21, and a rear section 23 connected to the rear end of the middle section 21.

[0036] Furthermore, both the front section 22 and the rear section 23 of the anti-collision beam are inclined toward the inner door panel 1, and both the front section 22 and the rear section 23 of the anti-collision beam form an angle with the middle section 21 of the anti-collision beam, which is between 8° and 12°.

[0037] Therefore, by tilting both the front section 22 and the rear section 23 of the anti-collision beam towards the inner panel 1 of the door, and making the angle between the front section 22 and the rear section 23 of the anti-collision beam and the middle section 21 of the anti-collision beam between 8° and 12°, this embodiment can utilize the small angle relationship between the front and rear sections of the anti-collision beam 2 to meet the arrangement requirements of the anti-collision beam 2 while making the anti-collision beam 2 present an arched state as a whole. This not only increases the rigidity of the anti-collision beam 2 itself, but also fully absorbs the collision energy during vehicle collisions, especially side collisions, thereby improving the structural stability of the door during vehicle collisions and achieving the effect of improving the overall vehicle collision safety.

[0038] Based on the above general introduction, in detail, it is worth noting that in this embodiment, the anti-collision beam 2 connected to the lower part of the inner door panel 1 is also set close to the bottom of the inner door panel 2, so as to strengthen the bottom of the door, so that when the door is closed, it can work with the sill beam below the door to better cope with vehicle collisions, especially side impacts.

[0039] It should be noted that, in addition to the inner door panel 1 in this embodiment, the car door also generally includes an outer door panel. The outer door panel is connected to the outside of the inner door panel 1 and is fastened to the inner door panel 1 to form an integral car door. The aforementioned anti-collision beam 2 is located between the inner door panel 1 and the outer door panel.

[0040] Furthermore, the front section 22 and the rear section 23 of the above-mentioned anti-collision beam are inclined towards the inner panel 1 of the door, which can be mainly seen from the height direction of the door. In specific implementation, the included angle α between the front section 22 and the middle section 21 of the above-mentioned anti-collision beam can be, for example, 8°, 9°, 10°, 11° or 12°, and the included angle β between the rear section 23 and the middle section 21 of the above-mentioned anti-collision beam can be, for example, 8°, 9°, 10°, 11° or 12°. Those skilled in the art can select appropriate angles based on the overall design requirements of the door and through testing or simulation when designing the door.

[0041] In this embodiment, in some exemplary implementations, the anti-collision beam 2 may be a tubular beam. This design, using a tubular beam for the anti-collision beam 2, not only offers advantages such as simple structure and ease of design and fabrication, but also allows for the utilization of the high structural strength of the tubular beam, resulting in better structural strength for the anti-collision beam 2 itself and enhancing its reinforcement effect on the vehicle door structure.

[0042] Continue to combine Figure 2 as well as Figure 4 and Figure 5 As shown in this embodiment, in some exemplary embodiments, the rear section 23 of the anti-collision beam also specifically includes a front portion 231 and a rear portion 232 of the rear section of the anti-collision beam.

[0043] Specifically, the front end of the front portion 231 of the rear section of the anti-collision beam is connected to the middle section 21 of the anti-collision beam, and the front end of the rear portion 232 of the rear section of the anti-collision beam is connected to the rear end of the front portion 231 of the rear section of the anti-collision beam. Furthermore, the front portion 231 of the rear section of the anti-collision beam is inclined, while the rear portion 232 of the rear section of the anti-collision beam is straight, extending along the width direction of the door.

[0044] At this point, it can be understood that by making the rear section 23 of the anti-collision beam include the front part 231 and the rear part 232 of the rear section of the anti-collision beam, and by making the front part 231 of the rear section of the anti-collision beam inclined, and by making the rear part 232 of the rear section of the anti-collision beam straight, it is possible to achieve the overall inclined design of the rear section 23 of the anti-collision beam relative to the middle section 21 of the anti-collision beam by utilizing the inclined setting of the front part 231 of the rear section of the anti-collision beam.

[0045] Meanwhile, by utilizing the straight design of the rear section 232 of the anti-collision beam, it can be understood that, on the one hand, it can increase the anti-collision beam 2's ability to resist collision impact during a side collision and improve the absorption effect of collision energy. On the other hand, based on the inclination of the front section 22 of the anti-collision beam towards the inner door panel 1, it can also guide the direction of collision energy transmission during a small offset collision, so that the collision energy is transmitted to the rear of the vehicle and thus helps to improve the safety of small offset collisions.

[0046] It is worth noting that, in specific implementation, the rear section 232 of the aforementioned anti-collision beam is a straight line extending along the width direction of the vehicle door. This includes the rear section 232 of the anti-collision beam being exactly a straight line extending along the width direction of the vehicle door, and the rear section 232 of the anti-collision beam having a small angle with the width direction of the vehicle door, but overall appearing as a straight line extending along the width direction of the vehicle door. The aforementioned small angle is generally less than 5°, for example, it can be 3°, 4°, or 5°, etc.

[0047] In this embodiment, in some exemplary implementations, the following continues to be combined Figure 2 and Figure 5 As shown, since the rear section 232 of the anti-collision beam is a straight shape extending along the width direction of the door, the middle section 21 of the anti-collision beam and the rear section 232 of the anti-collision beam can be parallel to each other or tend to be parallel.

[0048] In this way, by making the middle section 21 of the anti-collision beam parallel or nearly parallel to the rear section 232 of the anti-collision beam, the anti-collision beam 2 can improve the energy transfer and dispersion effect of the collision energy in the event of a small offset collision. This allows the collision energy to be better conducted to the rear of the vehicle, and the front section 231 of the rear section of the anti-collision beam can be used to better absorb the collision energy, thereby improving the safety of the vehicle in a small offset collision.

[0049] It should be noted that the aforementioned tendency to be parallel means that there is a small angle between the middle section 21 of the anti-collision beam and the rear section 232 of the anti-collision beam, and this small angle is generally less than 5°, for example, it can be 3°, 4° or 5°.

[0050] In this embodiment, combined with Figure 2 As shown, in some exemplary embodiments, the front and rear ends of the anti-collision beam 2 are also separated by a preset distance k in the thickness direction of the door, and the rear end of the anti-collision beam 2 is positioned further away from the inner door panel 1 than the anti-collision beam 2.

[0051] At this point, the distance between the front and rear ends of the aforementioned anti-collision beam 2 can be mainly seen from the width direction of the car door. By making the front and rear ends of the anti-collision beam 2 have a preset distance k in the thickness direction of the car door, and by setting the rear end of the anti-collision beam 2 further away from the inner panel 1 of the car door than the front end, that is, from the perspective of the whole vehicle with the car door closed, the rear end of the anti-collision beam 2 is set further outward than the front end of the anti-collision beam 2. It can be understood that this helps to make the rear end of the anti-collision beam 2 overlap with the rear body pillar in the left-right direction of the whole vehicle. Based on this, it is more conducive to the pre-deformation of the front part of the anti-collision beam 2 in the event of a small overlap collision, thereby improving the absorption effect of collision energy and reducing the impact of the collision on the car door structure.

[0052] In specific implementation, the aforementioned preset distance k is determined by the specific structure of the visible anti-collision beam 2 and the specific setting of the anti-collision beam 2 on the inner panel 1 of the car door. The preset distance k is generally between 5mm and 15mm, for example, it can be 5mm, 8mm, 10mm, 12mm or 15mm.

[0053] Furthermore, in the context of a complete vehicle, taking a common five-door model as an example, the door structure of this embodiment is typically applied to the front door near the front of the vehicle, and particularly to the driver's side door. Therefore, referring to... Figure 1 As shown, the aforementioned vehicle body pillar can specifically be the B-pillar 5 in the vehicle. However, in addition to being used for the front doors, the door structure of this embodiment can also be applied to the rear doors of the vehicle, in which case the aforementioned vehicle body pillar can specifically be the C-pillar in the vehicle.

[0054] Continue by Figures 1 to 3 and combined Figure 6 and Figure 7As shown, in some exemplary embodiments, the arrangement of the anti-collision beam 2 on the inner door panel 1 may, for example, involve the end of the front section 22 of the anti-collision beam being connected to the inner door panel 1 via the front connecting bracket 3, while the end of the rear section 23 of the anti-collision beam being connected to the inner door panel 1 via the rear connecting bracket 4.

[0055] At this time, the anti-collision beam 2 is connected to the inner door panel 1 by the front connecting bracket 3 connected to the end of the front section 22 of the anti-collision beam and the rear connecting bracket 4 connected to the end of the rear section 23 of the anti-collision beam. This makes it easier to set the anti-collision beam 2 on the inner door panel 1. Compared with the method of directly connecting the end of the anti-collision beam 2 to the inner door panel 1, it helps to reduce the overall design and manufacturing cost of the door structure.

[0056] In a specific embodiment, for example, a groove 11 may be formed on the inner door panel 1, and the inner door panel 1 may also have a raised edge 12 surrounding the groove 11. Based on this, one end of the aforementioned front connecting bracket 3 is connected to the raised edge 12 near the front side of the inner door panel 1, and the other end of the front connecting bracket 3 extends into the groove 11, with the end of the front section 22 of the anti-collision beam connected to the extended end of the front connecting bracket 3.

[0057] Therefore, by utilizing the groove 11 formed on the inner panel 1 of the car door and the protrusion 12 provided around the groove 11, one end of the front connecting bracket 3 is connected to the protrusion 11, and the other end extends into the groove 12. At the same time, the end of the front section 22 of the anti-collision beam is connected to the extended end of the front connecting bracket 3. It can be understood that, based on the connection of the front connecting bracket 3, the front part of the anti-collision beam 2 is inclined into the groove 11, which can avoid the impact of the arched anti-collision beam 2 on the overall thickness design of the car door, and the deformation of the front connecting bracket 3 during a side collision of the vehicle can give the anti-collision beam 2 a certain buffering effect.

[0058] At the same time, this embodiment can obviously also ensure that, in the event of a vehicle collision, especially a small overlap collision (i.e., a 25% frontal overlap collision), the front end of the anti-collision beam 2 can fully bear the collision energy transmitted by the front vehicle frame structure, so as to fully transfer the collision energy. On the other hand, it can also guide the collision barrier, so that the collision barrier moves to the rear of the vehicle, thereby helping to improve the safety of the vehicle collision.

[0059] See also Figure 6 As shown, in some exemplary embodiments of this embodiment, the aforementioned front connecting bracket 3 may be integrally formed and has a first part 31, a second part 32 and a third part 33 connected in sequence.

[0060] The first part 31 overlaps the protruding edge 12, the second part 32 extends from the protruding edge 12 connected to the first part 31 into the groove 11, and the third part 33 forms the extension end of the front connecting bracket 3. A reinforcing rib 321 is provided on the second part 32, and a first connecting groove 331 is also formed on the third part 33. The end of the front section 22 of the anti-collision beam is connected in the first connecting groove 331.

[0061] Understandably, by molding the anterior connecting stent 3 as a single piece, it is easier to manufacture the anterior connecting stent 3 and helps to reduce the manufacturing cost of the anterior connecting stent 3.

[0062] Meanwhile, by having the front connecting bracket 3 have a first part 31 that overlaps on the protruding edge 12, a second part 32 with reinforcing ribs 321, and a third part 33 with a first connecting groove 331, it is clear that, on the basis of satisfying the requirements for the front connecting bracket 3 to be arranged on the inner panel 1 of the door and the requirements for the front end of the anti-collision beam 2 to be connected on the inner panel 1 of the door, the structural strength of the front connecting bracket 3 itself is increased, and the reliability of the connection between the anti-collision beam 2 and the front connecting bracket 3 is increased. This is conducive to improving the stability of the anti-collision beam 2 in the door and to ensuring the effective transmission of collision force between the front side of the door and the front end of the anti-collision beam 2.

[0063] In practical implementation, it is worth noting that the one-piece front connecting bracket 3 can generally be made of sheet metal and formed by stamping, which also helps to reduce the design and manufacturing cost of the front connecting bracket 3.

[0064] In addition, the first part 31 of the front connecting bracket 3 can generally be connected to the protruding edge 12 on the inner door panel 1 by welding. Besides the reinforcing rib 321 in the middle of the second part 32, in order to further increase the structural strength of the front connecting bracket 3, in specific implementations, for example, flanged structures can also be formed on both sides of the second part 32 and the third part 33. After the end of the front section 22 of the anti-collision beam is embedded in the first connecting groove 331, it can also generally be connected to the third part 33 of the front connecting bracket 3 by welding.

[0065] In this embodiment, it is still by Figure 3 and Figure 7 As shown, in some exemplary embodiments, the rear connecting bracket 4 is specifically connected to the protruding edge 12 near the rear side of the inner door panel 1. Structurally, the rear connecting bracket 4 is U-shaped, and a second connecting groove 42 is also provided at the top of the rear connecting bracket 4, and the end of the rear section 23 of the anti-collision beam is connected in the second connecting groove 42.

[0066] It can be understood that by arranging the rear connecting bracket 4 in a gabled shape, it can take advantage of the characteristic of high structural strength of the gabled structure to ensure the structural strength of the rear connecting bracket 4 itself. Meanwhile, by providing the second connecting groove 42 on the top of the rear connecting bracket 4, it is obvious that it can also facilitate the connection between the rear end of the anti-collision beam 2 and the rear connecting bracket 4, and ensure the connection reliability between the rear end of the anti-collision beam 2 and the rear connecting bracket 4, which helps to improve the arrangement stability of the anti-collision beam 2 in the vehicle door.

[0067] In specific implementation, similar to the front connecting bracket 3, the gabled rear connecting bracket 4 can generally be made of sheet metal and formed by stamping. In terms of arrangement, the rear connecting bracket 4 can be welded to the convex edge 12 on the rear side of the door inner panel 1 through the connecting edges 41 on both sides thereof, and the end of the rear section 23 of the anti-collision beam can also be embedded in the second connecting groove 42 and then fixedly connected to the rear connecting bracket 4 also by welding.

[0068] It is worth noting that for the door structure of the present embodiment, based on the above exemplary embodiments, in specific implementation, as a preferred embodiment, it still consists of Figures 1 to 7 as shown in the figure, for example, it may include a door inner panel 1 and an anti-collision beam 2 connected to the lower part of the door inner panel 1.

[0069] Wherein, a groove 11 is formed on the door inner panel 1, and the door inner panel 1 is also provided with a convex edge 12 arranged around the groove 11. The anti-collision beam 2 has a middle anti-collision beam section 21 located in the middle, a front anti-collision beam section 22 connected to the front end of the middle anti-collision beam section 21, and a rear anti-collision beam section 23 connected to the rear end of the middle anti-collision beam section 21, and the rear anti-collision beam section 23 also includes a front part 231 of the rear anti-collision beam section and a rear part 232 of the rear anti-collision beam section.

[0070] Wherein, both the front anti-collision beam section 22 and the rear anti-collision beam section 23 are inclined toward one side of the door inner panel 1, and an included angle ranging from 8° to 12° is formed between each of the front anti-collision beam section 22 and the rear anti-collision beam section 23 and the middle anti-collision beam section 21. Meanwhile, the front part 231 of the rear anti-collision beam section is inclined, the rear part 232 of the rear anti-collision beam section is straight extending along the width direction of the vehicle door, and the middle anti-collision beam section 21 is also arranged parallel or substantially parallel to the rear part 232 of the rear anti-collision beam section.

[0071] Wherein, there is a preset distance between the front end and the rear end of the anti-collision beam 2 in the thickness direction of the vehicle door, and the rear end of the anti-collision beam 2 is arranged outward relative to the front end of the anti-collision beam. Meanwhile, the end of the front anti-collision beam section 22 is connected to the door inner panel 1 through the front connecting bracket 3, and the end of the rear anti-collision beam section 23 is connected to the door inner panel 1 through the rear connecting bracket 4.

[0072] Furthermore, the front connecting bracket 3 is integrally formed and has a first part 31, a second part 32, and a third part 33 connected in sequence. The first part 31 overlaps the protruding edge 12, the third part 33 forms an extension end, and the second part 32 is provided with a reinforcing rib 321. The third part 33 has a first connecting groove 331 formed therein, and the end of the front section 22 of the anti-collision beam is connected to the first connecting groove 331. The rear connecting bracket 4 is U-shaped and has a second connecting groove 42 at the top, and the end of the rear section 23 of the anti-collision beam is connected to the second connecting groove 42.

[0073] In the preferred embodiment of the above door structure, the specific setting and arrangement of the anti-collision beam 2, the front connecting bracket 3 and the rear connecting bracket 4, etc., can still be referred to the description in the above exemplary embodiments. Furthermore, in this preferred embodiment, the beneficial effects brought about by the design of the anti-collision beam 2, the front connecting bracket 3 and the rear connecting bracket 4, etc., can also be referred to the description in the above exemplary embodiments.

[0074] The door structure in this embodiment adopts the above design, which can meet the arrangement requirements of the anti-collision beam 2, increase the rigidity of the anti-collision beam 2 itself, and fully absorb the collision energy during vehicle collision, thereby improving the structural stability of the door during vehicle collision and thus improving the collision safety of the whole vehicle.

[0075] A second aspect of this application provides a vehicle in which the doors have the door structure described in the first aspect embodiment above. In specific implementation, preferably, for example, each door of the vehicle may be equipped with the door structure described above. However, in addition to equipping each door with the door structure described above, it is also possible, depending on the specific design requirements, to equip only some doors, especially the driver's side door, with the door structure described above, and this is not a limitation here.

[0076] Furthermore, in specific implementation, the arrangement of the aforementioned door structure within the door, that is, the connection between the aforementioned door structure and the outer door panel, etc., can be found in the relevant arrangement methods in existing doors, and will not be elaborated upon here.

[0077] In this embodiment, the vehicle door adopts the above door structure, which can not only meet the arrangement requirements of the anti-collision beam 2, but also increase the rigidity of the anti-collision beam 2 itself, and can also fully absorb the collision energy during vehicle collision, thereby improving the structural stability of the door during vehicle collision and thus improving the collision safety of the whole vehicle.

[0078] The above descriptions are merely some embodiments of this application and are not intended to limit this application. The technical features or structures in the foregoing different embodiments can be arbitrarily combined to form other specific technical solutions as needed. For those skilled in the art, this application can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. A door structure, characterized in that: Includes an inner door panel (1) and a crash beam (2) connected to the lower part of the inner door panel (1); The anti-collision beam (2) has a middle section (21) located in the middle, a front section (22) connected to the front end of the middle section (21), and a rear section (23) connected to the rear end of the middle section (21). The front section (22) and the rear section (23) of the anti-collision beam are both inclined toward the inner panel (1) of the door, and the front section (22) and the rear section (23) of the anti-collision beam form an angle with the middle section (21) of the anti-collision beam, the angle being between 8° and 12°.

2. The door structure according to claim 1, characterized in that: The rear section (23) of the anti-collision beam includes the front part (231) of the rear section (232) of the rear section (231). The front end of the front part (231) of the rear section of the anti-collision beam is connected to the middle section (21) of the anti-collision beam, and the front end of the rear part (232) of the rear section of the anti-collision beam is connected to the rear end of the front part (231) of the rear section of the anti-collision beam. The front part (231) of the rear section of the anti-collision beam is inclined, and the rear part (232) of the rear section of the anti-collision beam is straight and extends along the width direction of the door.

3. The door structure according to claim 2, characterized in that: The middle section (21) of the anti-collision beam is parallel or nearly parallel to the rear section (232) of the anti-collision beam.

4. The door structure according to claim 2, characterized in that: The front end and rear end of the anti-collision beam (2) are separated by a preset distance (k) in the thickness direction of the door, and the rear end of the anti-collision beam (2) is located further away from the inner panel (1) of the door than the front end of the anti-collision beam.

5. The door structure according to claim 1, characterized in that: The end of the front section (22) of the anti-collision beam is connected to the inner panel (1) of the door via the front connecting bracket (3), and the end of the rear section (23) of the anti-collision beam is connected to the inner panel (1) of the door via the rear connecting bracket (4).

6. The door structure according to claim 5, characterized in that: A groove (11) is formed on the inner panel (1) of the door, and the inner panel (1) of the door has a raised edge (12) arranged around the groove (11). One end of the front connecting bracket (3) is connected to the protrusion (12) near the front side of the inner door panel (1), the other end of the front connecting bracket (3) extends into the groove (11), and the end of the front section (22) of the anti-collision beam is connected to the extended end of the front connecting bracket (3).

7. The door structure according to claim 6, characterized in that: The front connecting bracket (3) is integrally formed and has a first part (31), a second part (32) and a third part (33) connected in sequence. The first portion (31) overlaps the convex edge (12), the third portion (33) forms said extending end, a reinforcing rib (321) is provided on the second portion (32), a first connecting groove (331) is formed on the third portion (33), and an end of the front section (22) of the anti-collision beam is connected within the first connecting groove (331).

8. The door structure according to claim 6, characterized in that: the rear connecting bracket (4) is connected to the convex edge (12) near a rear side of the door inner panel (1); the rear connecting bracket (4) is in a shape of Chinese character "ji", a second connecting groove (42) is provided at a top portion of the rear connecting bracket (4), and an end of the rear section (23) of the anti-collision beam is connected within the second connecting groove (42).

9. The door structure according to any one of claims 1 to 8, characterized in that: the anti-collision beam (2) is a tubular beam.

10. A vehicle, characterized in that: a door of the vehicle has the door structure according to any one of claims 1 to 9.

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