A door handle structure for preventing impact and automatically unlocking a door and a vehicle

Abstract

The utility model belongs to the technical field of automobile parts, provide a kind of door handle structure and vehicle of anti-impact door automatic unlocking, door handle structure includes: framework, door handle is rotatably arranged on framework;Swing arm, it is rotatably arranged on framework and is linked with door handle, swing arm includes linkage part;Blocking piece, it is movably connected on framework, and it can be switched between the avoiding position and the blocking position on framework.Compared with prior art, the utility model is switched by setting the blocking piece of position, when door handle structure is impacted, blocking piece is switched from avoiding position to blocking position, and enters the rotation path of linkage part, to effectively prevent swing arm rotation, prevent door handle misoperation.The design solves the technical problem that door handle is mispopped and triggers door lock tongue release due to collision impact in prior art, significantly improves the safety performance of door when colliding.

Description

Technical Field

[0001] This utility model belongs to the field of automotive parts technology, specifically relating to a door handle structure and vehicle for automatic unlocking of impact-resistant car doors. Background Technology

[0002] In existing vehicles, concealed door handles are widely used due to their aesthetic and aerodynamic advantages. However, traditional concealed door handles typically rely solely on springs or electric actuators to pop up and retract, lacking effective impact damping structures. In the event of a collision, due to the enormous impact inertial force, the door handle may automatically pop out without human intervention, triggering the door latch release mechanism and causing the door to open unexpectedly.

[0003] Specifically, the existing door handle structure has the following problems: (1) Inertial triggering problem during collision: When the vehicle suffers a violent collision, the counterweight or linkage mechanism inside the door handle generates a large inertial torque under the impact force, which may overcome the spring preload and cause the door handle to pop out unexpectedly, thereby driving the unlocking mechanism to release the door lock tongue. (2) Lack of damping buffer mechanism: Existing door handles usually rely only on springs or motors for reset, but no special damping mechanism is set to absorb the instantaneous impact energy generated by the collision, which makes the door handle prone to malfunction under violent vibration. (3) Safety hazards: The accidental opening of the door during a collision increases the risk of the occupants being thrown out of the vehicle, especially in high-speed collisions or rollover accidents, which may lead to secondary injuries or even fatal consequences.

[0004] Some current solutions attempt to prevent accidental door opening by increasing the rigidity of the locking structure, but this approach cannot fundamentally solve the problem of door handles being accidentally triggered by inertia during a collision. Therefore, there is an urgent need for a door handle structure with impact-resistant automatic unlocking functionality. Utility Model Content

[0005] The technical problem to be solved by this utility model is to provide a door handle structure and vehicle for automatic unlocking of impact-resistant car doors, in light of the current state of the technology.

[0006] The technical solution adopted by this utility model to solve the above-mentioned technical problems is as follows: a door handle structure for automatic unlocking of an impact-resistant car door is proposed, comprising: a frame, wherein the door handle is rotatably mounted on the frame; A rotating arm, which is rotatably mounted on the frame and linked to the door handle, the rotating arm including a linkage part; A blocking element, movably connected to the frame, can switch between a clearance position and an obstruction position on the frame; wherein, When the door handle structure is impacted, the blocking member switches from the avoidance position to the obstruction position, so that one end of the blocking member moves into the rotation path of the linkage part to prevent the rotating arm from rotating.

[0007] In the aforementioned door handle structure for automatic unlocking of an impact-resistant vehicle door, when the blocking member is in the obstructing position and the door handle rotates relative to the frame, the linkage part pushes the blocking member to switch from the obstructing position to the avoidance position.

[0008] In the aforementioned door handle structure for automatic unlocking of an impact-resistant vehicle door, the blocking member is movably connected to the frame via a pivot, and a first elastic member is provided between the blocking member and the frame; the blocking member includes a main body, a counterweight, and a blocking part, the blocking part being located on the side of the main body facing the door handle and moving against the linkage part; the counterweight is located on the side of the main body away from the door handle, and the overall center of gravity of the blocking member is located on the side where the counterweight is located; When the door handle structure is impacted, the inertial torque of the counterweight overcomes the elastic force and friction of the first elastic element, driving the blocking element to rotate around the axis from the avoidance position to the obstruction position, so that the blocking part is located on the rotation path of the linkage part.

[0009] In the aforementioned door handle structure for automatic unlocking of an impact-resistant vehicle door, one end of the counterweight is provided with a first ball head structure, which forms a movable contact fit with the frame.

[0010] In the above-mentioned door handle structure for automatic unlocking of an impact-resistant vehicle door, the first elastic element is a torsion spring, including a spring body, a first torsion arm, and a second torsion arm. The spring body is sleeved on the main body, its first torsion arm abuts against the frame, and its second torsion arm elastically abuts against the counterweight on the side away from the frame. When the blocking member is in the avoidance position, the spring body and the first torsion arm and the second torsion arm are in a compressed energy storage state, so that the first ball head structure can be pressed against the skeleton. When the door handle structure is impacted, the inertial torque of the counterweight overcomes the preload of the first elastic element, causing the blocking element to rotate toward the obstruction position.

[0011] In the aforementioned door handle structure for automatic unlocking of an impact-resistant vehicle door, the linkage part is provided with an inclined surface at one end facing the blocking member. The inclined surface movably abuts against the blocking member, and is used to push the blocking member from the obstructing position to the avoidance position when the door handle is subjected to force to drive the rotating arm to rotate.

[0012] In the aforementioned impact-resistant automatic door handle structure, the door handle is rotatably mounted on the frame, having a retracted position and a pop-out position. The door handle structure further includes: An actuator, which is mounted on the frame, includes an output shaft. One end of the output shaft is provided with a second ball joint structure. The second ball joint structure abuts against the rotating arm and is used to drive the rotating arm to rotate on the frame. One end of the rotating arm abuts against the door handle. When the output shaft moves, it is used to drive the door handle to rotate from the retracted position to the pop-out position. The second elastic element is connected between the rotating arm and the door handle, and is used to rotate the door handle from the pop-out position to the retracted position when the actuator drives the output shaft to reset.

[0013] In the aforementioned door handle structure for automatic unlocking of an impact-resistant vehicle door, the door handle is provided with a drive groove, one end of the rotating arm is provided with a drive part, and a protective sleeve is sleeved on the outside of the drive part, the protective sleeve being slidably disposed in the drive groove.

[0014] The aforementioned door handle structure for automatic unlocking of an impact-resistant vehicle door also includes an unlocking block, which is rotatably mounted on the frame. The unlocking block is provided with a third ball joint structure, and the door handle is provided with an arc surface that movably abuts against the third ball joint structure. When the door handle is in the pop-out position and continues to rotate under external force, the arc surface abuts against the third ball head structure and pushes the unlocking block to rotate, triggering the release of the door lock tongue.

[0015] This utility model solves the above-mentioned technical problems and also proposes a vehicle, including the above-mentioned door handle structure for automatic unlocking of an impact-resistant vehicle door.

[0016] Compared with the prior art, the present invention has the following beneficial effects: (1) By setting a switchable blocking component, when the door handle structure is impacted, the blocking component switches from the avoidance position to the obstruction position and enters the rotation path of the linkage, thereby effectively preventing the rotating arm from rotating and preventing the door handle from malfunctioning. This design solves the technical problem in the prior art where the door handle malfunctions and triggers the release of the door lock tongue due to collision impact, and significantly improves the safety performance of the door during a collision.

[0017] (2) When the door handle is actively operated by the user while the blocking component is in the obstruction position, the linkage can push the blocking component to switch from the obstruction position to the avoidance position, thereby realizing the automatic unlocking function. This design effectively prevents the door handle from being accidentally triggered by collision impacts, while not affecting the user's normal operation, thus balancing the safety and ease of use of the door system.

[0018] (3) By setting a blocking structure with a counterweight and a first elastic element, the inertial torque generated by the counterweight can overcome the elastic force of the elastic element during a vehicle collision, automatically driving the blocking element into the blocking position, thus realizing a passive impact response mechanism. This structure does not require additional sensors or control units, has a rapid response, simple structure, and high reliability, effectively solving the problem of false triggering caused by traditional door handles relying on active control or spring rigid locking. Attached Figure Description

[0019] Figure 1 This is a plan view of the door handle structure for automatic unlocking of an impact-resistant car door according to this utility model, in which the blocking component is in the avoidance position.

[0020] Figure 2 yes Figure 1 A plan view after the blocking component is switched to the obstruction position.

[0021] Figure 3 This is a plan view of the door handle structure of the impact-resistant automatic unlocking car door of this utility model when the door handle is in the storage position.

[0022] Figure 4 yes Figure 3 Plan view of the center door handle in the pop-out position.

[0023] Figure 5 yes Figure 4 A plan view showing the door lock tongue unlocked after the middle door handle continues to be subjected to force.

[0024] Figure 6 yes Figure 1 A 3D view of the skeleton hidden in the middle.

[0025] Figure 7 It is a three-dimensional view of the actuator, output shaft, rotating arm, and second elastic element during installation.

[0026] Figure 8 It is a 3D view of the door handle, the rotating arm, and the second elastic element when they are connected.

[0027] Figure 9 It is a 3D view of the door handle in the pop-out position and the unlocking block during installation.

[0028] Figure 10 yes Figure 9 A 3D image showing the door lock tongue unlocking after the middle door handle continues to be subjected to force.

[0029] In the diagram, 100 is the frame; 200 is the door handle; 210 is the drive groove; 220 is the curved surface; 300 is the rotating arm; 310 is the linkage part; 311 is the inclined surface; 320 is the drive part; 330 is the protective sleeve; 400 is the blocking part; 410 is the main body; 420 is the counterweight part; 430 is the blocking part; 440 is the first ball head structure; 500 is the first elastic element; 510 is the spring body; 520 is the first torsion arm; 530 is the second torsion arm; 600 is the actuator; 610 is the output shaft; 620 is the second ball head structure; 700 is the second elastic element; 800 is the unlocking block; and 810 is the third ball head structure. Detailed Implementation

[0030] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings to further illustrate the technical solutions of the present invention. However, the present invention is not limited to these embodiments.

[0031] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0032] like Figures 1 to 10 As shown, this solution mainly focuses on the structure of the door handle itself and its installation in a vehicle. The aforementioned vehicle can be a car, truck, bus, or other vehicle with a door handle.

[0033] An impact-resistant automatic door handle structure includes: a frame 100, a rotating arm 300, and a blocking element 400.

[0034] Specifically, the frame 100 is mounted on the car door, and the door handle 200 is rotatably mounted on the frame 100; the rotating arm 300 is rotatably mounted on the frame 100 and linked with the door handle 200, and the rotating arm 300 includes a linkage part 310; the blocking member 400 is movably connected to the frame 100 and can switch between a clearance position and an obstruction position on the frame 100; wherein, when the door handle structure is impacted, the blocking member 400 switches from the clearance position to the obstruction position, so that one end of the blocking member 400 moves into the rotation path of the linkage part 310 to prevent the rotating arm 300 from rotating.

[0035] Reference Figure 1 At this time, the blocking component 400 is in the avoidance position. In this state, the rotating arm 300 can rotate freely, thereby allowing the door handle 200 to rotate freely, and enabling the door to switch freely between the locked and unlocked states.

[0036] When a vehicle equipped with the door handle structure described in this solution collides, the blocking element 400... Figure 1The indicated avoidance position has been switched to Figure 2 The obstruction position is shown. At this time, one end of the blocking member 400 enters the rotation path of the linkage 310, preventing the door handle 200 from rotating on the frame 100 due to impact during a vehicle collision, thereby preventing the door handle 200 from accidentally switching the door to the unlocked state. This effectively prevents occupants from being ejected from the vehicle during a collision.

[0037] In this design, the door handle structure incorporates a switchable blocking element 400. When the door handle structure is impacted, the blocking element 400 switches from an avoidance position to an obstruction position and enters the rotation path of the linkage 310, effectively preventing the rotating arm 300 from rotating and preventing the door handle 200 from malfunctioning. This design solves the technical problem in the prior art where a collision impact causes the door handle 200 to accidentally pop out and trigger the release of the door latch, significantly improving the safety performance of the door during a collision.

[0038] Furthermore, when the blocking member 400 is in the obstruction position and the door handle 200 rotates relative to the frame 100, the linkage 310 pushes the blocking member 400 to switch from the obstruction position to the avoidance position.

[0039] In this design, when a vehicle collision causes the door handle 200 to shake, the resulting impact force is insufficient to drive the linkage 310 on the door handle 200 to push the blocking member 400, which is already in the obstruction position, to switch to the avoidance position, thereby preventing the door from accidentally switching to the unlocked state during the collision. After the vehicle stabilizes, through normal unlocking operations or when the user manually turns the door handle 200, the linkage 310 can drive the blocking member 400 to switch from the obstruction position to the avoidance position, thus allowing the door to open normally.

[0040] When the door handle 200 is actively operated by the user while the blocking member 400 is in the obstruction position, the linkage unit 310 can push the blocking member 400 from the obstruction position to the avoidance position, realizing the automatic unlocking function. This design effectively prevents the door handle 200 from being accidentally triggered due to collision impact, while not affecting the user's normal operation, thus balancing the safety and ease of use of the vehicle door system.

[0041] In order to enable the blocking member 400 in this solution to switch from the avoidance position to the obstruction position when a vehicle collision occurs, the blocking member 400 is movably connected to the frame 100 via a pivot, and a first elastic member 500 is provided between the blocking member 400 and the frame 100.

[0042] The blocking member 400 includes a main body 410, a counterweight 420 and a blocking part 430. The blocking part 430 is disposed on the side of the main body 410 facing the door handle 200 and moves against the linkage part 310. The counterweight 420 is located on the side of the main body 410 away from the door handle 200, and the overall center of gravity of the blocking member 400 is located on the side where the counterweight 420 is located.

[0043] When the door handle structure is impacted, the inertial torque generated by the counterweight 420 overcomes the elastic force and friction of the first elastic element 500, driving the blocking element 400 to rotate around the axis from the avoidance position to the obstruction position, so that the blocking part 430 enters the rotation path of the linkage 310.

[0044] In this solution, by setting up a blocking member 400 structure with a counterweight 420 and a first elastic element 500, the inertial torque generated by the counterweight 420 can overcome the elastic force of the elastic element during a vehicle collision, automatically driving the blocking member 400 into the blocking position, thus realizing a passive impact response mechanism. This structure requires no additional sensors or control units, has a rapid response, simple structure, and high reliability, effectively solving the problem of false triggering caused by traditional door handles 200 relying on active control or rigid spring locking.

[0045] Furthermore, a first ball head structure 440 is provided at one end of the counterweight part 420, and the first ball head structure 440 forms a movable contact fit with the frame 100.

[0046] The first ball joint structure 440 and the counterweight 420 can be integrally formed, or they can be fixedly connected by means of threaded connection, inlay, or adhesive to form an integral structure. The first ball joint structure 440 is set on the counterweight 420 and forms a movable contact engagement with the frame 100. This reduces the contact area between the blocking member 400 and the frame 100 during the switching process, thereby reducing the friction between the blocking member 400 and the frame 100. This arrangement makes it easier for the blocking member 400 to switch from the avoidance position to the obstruction position when a vehicle collision occurs. Simultaneously, during the synchronous rotation of the door handle 200 and the rotating arm 300, which drives the blocking member 400 from the obstruction position to the avoidance position, the abnormal noise caused by friction between the first ball joint structure 440 and the frame 100 is effectively reduced, improving the stability of the structure's operation and user comfort.

[0047] It is worth mentioning that the first elastic element 500 is a torsion spring, including a spring body 510, a first torsion arm 520 and a second torsion arm 530; the spring body 510 is sleeved on the main body 410, the first torsion arm 520 is pressed against the frame 100, and the second torsion arm 530 elastically abuts against the side of the counterweight 420 away from the frame 100; when the blocking element 400 is in the avoidance position, the spring body 510 and the first torsion arm 520 and the second torsion arm 530 are in a compressed energy storage state, which is used to press the first ball head structure 440 against the frame 100; when the door handle structure is impacted, the inertial torque of the counterweight 420 overcomes the preload of the first elastic element 500, causing the blocking element 400 to rotate towards the obstruction position.

[0048] Reference Figure 1 The frame 100 has a groove, and the blocking member 400 is located in the groove. At this time, the spring body 510 of the first elastic member 500 (torsion spring) is in a compressed and stored state, with its two ends abutting against the frame 100 and the blocking member 400 respectively, along... Figure 1 The force is applied to the blocking member 400 in the up-down direction, causing the first ball head structure 440 to abut against the side wall of the groove; simultaneously, the first torsion arm 520 and the second torsion arm 530 of the torsion spring are also in an elastic preload state, along... Figure 1 A force is applied to the counterweight 420 from front to back to prevent the blocking member 400 from accidentally switching from the avoidance position to the obstruction position when the vehicle is in normal driving, thus ensuring that the door can be opened and closed normally.

[0049] When a vehicle collision occurs, the counterweight 420 generates a torque due to inertia, driving the blocking member 400 to rotate around the axis. This causes the first ball joint structure 440 to overcome the preload of the torsion spring and disengage from the groove. Simultaneously, the spring body 510 releases its stored energy, pushing the blocking member 400 along... Figure 1 Moving upwards until the first ball-head structure 440 abuts against the end of the groove, thus achieving the movement... Figure 2 The obstruction position is switched as shown. At this time, the blocking part 430 enters the rotation path of the linkage part 310, preventing the rotating arm 300 from rotating and preventing the door handle 200 from malfunctioning.

[0050] This design uses a torsion spring as the first elastic element 500, which has a compact structure and controllable preload. It provides a stable locking force when in the avoidance position, ensuring reliable positioning of the first ball joint structure 440. Under collision conditions, the inertial torque of the counterweight 420 can quickly overcome the torsion spring preload, enabling rapid response and reliable switching of the blocking element 400, significantly improving the safety and stability of the door handle structure under impact conditions.

[0051] In order to enable the blocking member 400 to switch from the obstruction position to the avoidance position when the door handle 200 drives the rotating arm 300 to rotate, in this solution, the linkage part 310 is provided with an inclined surface 311 at one end facing the blocking member 400. The inclined surface 311 moves against the blocking member 400 and is used to push the blocking member 400 to switch from the obstruction position to the avoidance position when the door handle 200 is forced to rotate the rotating arm 300.

[0052] The inclined surface 311 structure on the linkage 310 can push the blocking member 400 from the obstructing position to the avoidance position when the door handle 200 is actively operated by the user, thereby realizing the automatic reset function. This design simplifies the operation process, improves the user experience, and ensures that the door handle 200 can operate normally in a non-collision state.

[0053] It is worth mentioning that the door handle 200 is rotatably mounted on the frame 100, having a retracted position and a pop-out position. The door handle structure also includes: an actuator 600, which is mounted on the frame 100, including an output shaft 610, one end of which is provided with a second ball joint structure 620. The second ball joint structure 620 abuts against the rotating arm 300, and is used to drive the rotating arm 300 to rotate on the frame 100. One end of the rotating arm 300 abuts against the door handle 200. When the output shaft 610 moves, it is used to drive the door handle 200 to rotate from the retracted position to the pop-out position; and a second elastic element 700, which is connected between the rotating arm 300 and the door handle 200, and is used to drive the door handle 200 to rotate from the pop-out position to the retracted position when the actuator 600 drives the output shaft 610 to reset.

[0054] The actuator 600 is preferably a combination of a motor and a reducer. During operation, the actuator 600 drives the rotating arm 300 to rotate relative to the frame 100 through the output shaft 610, thereby driving the door handle 200 to switch from the retracted position to the pop-out position.

[0055] A second ball head structure 620 is provided at the connection between the output shaft 610 and the rotating arm 300 to reduce the contact area between the two, reduce friction, make the rotating arm 300 rotate more smoothly, and effectively reduce abnormal noise caused by friction.

[0056] The second elastic element 700 is preferably a torsion spring, which is in an elastic energy-storing state when the door handle 200 is in the retracted position to prevent the swing arm 300 from wobbling during normal vehicle operation. When the actuator 600 drives the output shaft 610 to move and rotates the swing arm 300 to switch the door handle 200 from the retracted position to the pop-out position, the second elastic element 700 is further compressed and energy-storing; when the actuator 600 resets, the second elastic element 700 releases its elastic potential energy, pushing the swing arm 300 to reset, thereby causing the door handle 200 to automatically retract to the retracted position.

[0057] By incorporating actuator 600 and second elastic element 700, the door handle 200 achieves electric pop-out and automatic reset functions. This structure enhances the automation level and ease of use of the door handle 200 while maintaining the vehicle's aesthetic appearance and aerodynamic performance.

[0058] Furthermore, the door handle 200 is provided with a drive groove 210, and one end of the rotating arm 300 is provided with a drive part 320. A protective sleeve 330 is sleeved on the outside of the drive part 320, and the protective sleeve 330 is slidably disposed in the drive groove 210.

[0059] The drive unit 320 is eccentrically positioned relative to the rotation center of the rotating arm 300, so that when the rotating arm 300 rotates, the drive unit 320 can drive the door handle 200 to rotate synchronously. The drive unit 320 is provided with a protective sleeve 330, preferably made of rubber, which serves three purposes: first, to prevent mutual wear between the drive unit 320 and the drive groove 210, extending their service life; second, to absorb machining errors between the drive unit 320 and the drive groove 210, improving assembly accuracy; and third, to reduce vibration and friction between the two during the driving process, reducing noise and preventing abnormal sounds.

[0060] This solution also includes an unlocking block 800, which is rotatably mounted on the frame 100. The unlocking block 800 is provided with a third ball joint structure 810, and the door handle 200 is provided with an arc surface 220 that moves against the third ball joint structure 810. When the door handle 200 is in the pop-out position and continues to rotate under external force, the arc surface 220 abuts against the third ball joint structure 810 and pushes the unlocking block 800 to rotate, triggering the release of the door lock tongue.

[0061] The unlocking block 800 is preferably connected to the door lock tongue via a pull cord. (See reference...) Figure 9 At this time, the door handle 200 is in the pop-out state, and the arc surface 220 on the door handle 200 abuts against the third ball head structure 810 on the unlocking block 800.

[0062] When the door handle 200 is manually pulled, the door handle 200 pushes the third ball joint structure 810 through the arc surface 220, causing the unlocking block 800 to... Figure 9 Rotate to the state shown Figure 10 As shown in the diagram, the unlocking block 800 releases the door latch by pulling the rope during rotation, thus unlocking the door.

[0063] The third ball joint structure 810 and the curved surface 220 are designed to reduce the contact area between the door handle 200 and the unlocking block 800, thereby reducing the friction between them. This design not only makes the unlocking process smoother but also helps prevent abnormal noises caused by friction.

[0064] It should be noted that in this invention, the use of terms such as "first," "second," and "a" is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified. The terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two elements or the interaction between two elements, unless otherwise explicitly specified. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0065] Furthermore, the technical solutions of the various embodiments of the present invention can be combined with each other, but only if they are feasible for those skilled in the art. If the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by the present invention.

[0066] The specific embodiments described herein are merely illustrative of the spirit of the invention. Those skilled in the art to which this invention pertains may make various modifications or additions to the described specific embodiments or use similar methods to substitute them, without departing from the spirit of the invention or exceeding the scope defined by the appended claims.

Claims

1. A door handle structure for automatic unlocking of an impact-resistant vehicle door, characterized in that, include: A frame on which the door handle is rotatably mounted; A rotating arm, which is rotatably mounted on the frame and linked to the door handle, the rotating arm including a linkage part; A blocking element, movably connected to the frame, can switch between a clearance position and an obstruction position on the frame; wherein, When the door handle structure is impacted, the blocking member switches from the avoidance position to the obstruction position, so that one end of the blocking member moves into the rotation path of the linkage part to prevent the rotating arm from rotating.

2. The door handle structure for automatic unlocking of an impact-resistant vehicle door as described in claim 1, characterized in that, When the blocking member is in the obstruction position and the door handle rotates relative to the frame, the linkage pushes the blocking member to switch from the obstruction position to the avoidance position.

3. The door handle structure for automatic unlocking of an impact-resistant vehicle door as described in claim 1, characterized in that, The blocking member is movably connected to the frame via a pivot, and a first elastic member is provided between the blocking member and the frame; the blocking member includes a main body, a counterweight, and a blocking part, the blocking part is located on the side of the main body facing the door handle and moves against the linkage part; the counterweight is located on the side of the main body away from the door handle, and the overall center of gravity of the blocking member is located on the side where the counterweight is located. When the door handle structure is impacted, the inertial torque of the counterweight overcomes the elastic force and friction of the first elastic element, driving the blocking element to rotate around the axis from the avoidance position to the obstruction position, so that the blocking part is located on the rotation path of the linkage part.

4. The door handle structure for automatic unlocking of an impact-resistant vehicle door as described in claim 3, characterized in that, One end of the counterweight is provided with a first ball head structure, which forms a movable contact fit with the frame.

5. The door handle structure for automatic unlocking of an impact-resistant vehicle door as described in claim 4, characterized in that: The first elastic element is a torsion spring, which includes a spring body, a first torsion arm, and a second torsion arm; The spring body is sleeved on the main body, its first torsion arm abuts against the frame, and its second torsion arm elastically abuts against the counterweight on the side away from the frame. When the blocking member is in the avoidance position, the spring body and the first torsion arm and the second torsion arm are in a compressed energy storage state, so that the first ball head structure can be pressed against the skeleton. When the door handle structure is impacted, the inertial torque of the counterweight overcomes the preload of the first elastic element, causing the blocking element to rotate toward the obstruction position.

6. The door handle structure for automatic unlocking of an impact-resistant vehicle door as described in claim 1, characterized in that, The linkage part has an inclined surface at one end facing the blocking member. The inclined surface moves against the blocking member and is used to push the blocking member from the obstruction position to the avoidance position when the door handle is subjected to force to drive the rotating arm to rotate.

7. The door handle structure for automatic unlocking of an impact-resistant vehicle door as described in claim 1, characterized in that, The door handle is rotatably mounted on the frame, having a retracted position and a pop-out position. The door handle structure further includes: An actuator, which is mounted on the frame, includes an output shaft. One end of the output shaft is provided with a second ball joint structure. The second ball joint structure abuts against the rotating arm and is used to drive the rotating arm to rotate on the frame. One end of the rotating arm abuts against the door handle. When the output shaft moves, it is used to drive the door handle to rotate from the retracted position to the pop-out position. The second elastic element is connected between the rotating arm and the door handle, and is used to rotate the door handle from the pop-out position to the retracted position when the actuator drives the output shaft to reset.

8. The door handle structure for automatic unlocking of an impact-resistant vehicle door as described in claim 7, characterized in that, The door handle is provided with a drive groove, one end of the rotating arm is provided with a drive part, and a protective sleeve is sleeved on the outside of the drive part, and the protective sleeve is slidably disposed in the drive groove.

9. The door handle structure for automatic unlocking of an impact-resistant vehicle door as described in claim 7, characterized in that, It also includes an unlocking block, which is rotatably mounted on the frame. The unlocking block is provided with a third ball head structure, and the door handle is provided with an arc surface that movably abuts against the third ball head structure. When the door handle is in the pop-out position and continues to rotate under external force, the arc surface abuts against the third ball head structure and pushes the unlocking block to rotate, triggering the door lock tongue to release.

10. A vehicle, characterized in that, Including a door handle structure for automatic unlocking of an impact-resistant vehicle door as described in any one of claims 1 to 9.

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