Crash beam assembly, door assembly, and vehicle

Abstract

The application relates to the technical field of vehicle parts, aims to solve the technical problem of poor universality of some known mounting brackets, and provides a bumper beam assembly, a door assembly and a vehicle. The bumper beam assembly comprises a bumper beam body and a bracket. The bracket comprises a force receiving piece and two connecting pieces. The force receiving piece is configured to be connected to the bumper beam body through the two connecting pieces, and the spacing of the two connecting pieces is adjustable. The application has the beneficial effect of improving the universality of the bumper beam assembly and being suitable for the development of vehicles of different models.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle parts, in particular to a bumper beam assembly, a door assembly and a vehicle. BACKGROUND

[0002] In the known technology, a door is provided with a bumper beam to play a buffering role when the vehicle is side-impacted, so as to prevent the intrusion from being too large and improve the safety of passengers. Some bumper beams are provided with a bracket to realize different functions, such as connection with the door, provision of a reinforcing role, etc. However, the sizes of bumper beams of different vehicle models are different, and the known bracket cannot be applied to the development of vehicles of different models at the same time, and the versatility is poor. SUMMARY

[0003] The present application provides a bumper beam assembly, a door assembly and a vehicle to solve the technical problem of poor versatility of some known brackets.

[0004] The present application provides a bumper beam assembly, comprising a bumper beam body and a bracket. The bracket comprises a force receiving member and two connecting members, the force receiving member is configured to be connected to the bumper beam body through the two connecting members, and the spacing of the two connecting members is adjustable.

[0005] According to the bumper beam assembly of the present application, the spacing between the two connecting members can be adjusted, so that it can be adapted to bumper beam bodies with different sizes, thereby greatly improving the versatility of the bumper beam assembly, reducing the design cost of the bumper beam assembly of vehicles of different models, reducing the assembly cost of the vehicle during the whole vehicle assembly process, and during the development of the vehicle, different bumper beam bodies can be quickly replaced according to the actual needs, so as to efficiently obtain a more suitable specification of the bumper beam assembly, reduce the development cycle of the vehicle, and improve the development efficiency.

[0006] In a possible implementation manner:

[0007] The force receiving member is located on one side of the bumper beam body along a first direction, the two connecting members are respectively connected to two sides of the bumper beam body along a second direction at one end along the first direction, the second direction intersects the first direction, and the other end of the two connecting members along the first direction is respectively connected to two ends of the force receiving member along the second direction, wherein one of the connecting members is adjustably connected to the force receiving member to adjust the spacing of the two connecting members along the second direction.

[0008] In a possible implementation manner:

[0009] The anti-collision beam assembly further comprises two adjusting members, one end of the force receiving member in the second direction is adjustably connected to one of the connecting members through one of the adjusting members, and the other end of the force receiving member in the second direction is adjustably connected to the other connecting member through the other adjusting member.

[0010] In a possible implementation,

[0011] The adjusting member penetrates the connecting member; the bracket further comprises a locking member, the locking member is connected to one end of the adjusting member away from the connecting member, and the locking member is used for fixing the connecting member to the adjusting member.

[0012] In a possible implementation,

[0013] The adjusting member comprises an adjusting rod and a limiting part, the adjusting rod is adjustably connected to the force receiving member, the limiting part is protruded from the outer circumferential surface of the adjusting rod, the connecting member is located on the side of the limiting part away from the force receiving member, and the locking member fixes the connecting member to the limiting part.

[0014] In a possible implementation,

[0015] The side surface of the force receiving member is provided with a threaded hole, the adjusting member penetrates the threaded hole and is threadedly connected to the force receiving member, and the adjusting member is configured to be screwed into or out of the threaded hole to adjust the distance between the connecting member and the force receiving member.

[0016] In a possible implementation,

[0017] The anti-collision beam body has a first surface close to the force receiving member in the first direction, the force receiving member has a second surface away from the anti-collision beam body in the first direction, and the two connecting members are adjustably connected to the anti-collision beam body to adjust the distance between the first surface and the second surface.

[0018] The application further provides a vehicle door assembly comprising a vehicle door and the anti-collision beam assembly.

[0019] In a possible implementation,

[0020] The vehicle door comprises a vehicle door inner panel and a vehicle door outer panel, and the vehicle door inner panel is spaced apart from the vehicle door outer panel. The anti-collision beam assembly is located between the vehicle door inner panel and the vehicle door outer panel, the anti-collision beam body of the anti-collision beam assembly is connected to the vehicle door inner panel, the anti-collision beam body has a first surface facing the vehicle door outer panel, the bracket of the anti-collision beam assembly has a second surface facing the vehicle door outer panel, and the distance between the first surface and the vehicle door outer panel is greater than the distance between the second surface and the vehicle door outer panel.

[0021] The application also provides a vehicle comprising the vehicle door assembly. BRIEF DESCRIPTION OF DRAWINGS

[0022] In order to more clearly illustrate the technical solutions of the embodiments of the application, the drawings in the embodiments will be briefly introduced as follows. It should be understood that the following drawings only show some of the embodiments of the application, and therefore should not be considered as limiting the scope. For those skilled in the art, other related drawings can also be obtained without creative labor on the basis of these drawings.

[0023] Figure 1 The figure is a structural schematic diagram of a vehicle according to an embodiment of the application.

[0024] Figure 2 The figure is a structural schematic diagram of a vehicle door assembly according to an embodiment of the application.

[0025] Figure 3 The figure is a structural schematic diagram of a vehicle door assembly according to an embodiment of the application.

[0026] Figure 4 The figure is an exploded structural schematic diagram of a bracket according to an embodiment of the application.

[0027] Figure 5 The figure is a sectional view of a vehicle door assembly according to an embodiment of the application.

[0028] Explanation of main element symbols:

[0029] Anti-collision beam assembly 100

[0030] Anti-collision beam body 10

[0031] Top wall 11

[0032] Side wall 12

[0033] Bottom wall 13

[0034] Recess 14

[0035] Side edge 141

[0036] Bottom edge 142

[0037] Bracket 20

[0038] Force receiving member 21

[0039] Connecting member 22

[0040] Adjusting member 23

[0041] Adjusting rod 231

[0042] Limiting portion 232

[0043] locking member 24

[0044] threaded hole K1

[0045] through hole K2

[0046] first surface P1

[0047] second surface P2

[0048] side surface P3

[0049] bottom surface P4

[0050] groove C

[0051] vehicle door assembly 200

[0052] vehicle door 201

[0053] vehicle door inner panel 2011

[0054] vehicle door outer panel 2012

[0055] vehicle 300

[0056] vehicle body 301

[0057] first direction M1

[0058] second direction M2

[0059] third direction M3

[0060] The following detailed description will further describe the present application with reference to the above drawings. DETAILED DESCRIPTION

[0061] The technical solutions in the embodiments of the present application will be described clearly and completely in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments of the present application.

[0062] It should be noted that when an element is referred to as being "fixed" to another element, it can be directly on the other element or there can be an intervening element. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or there can be an intervening element. When an element is referred to as being "disposed on" another element, it can be directly disposed on the other element or there can be an intervening element. The terms "vertical", "horizontal", "left", "right", and similar expressions used herein are for illustrative purposes only.

[0063] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description herein is for describing particular embodiments only and is not intended to be limiting of the application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

[0064] Some embodiments of the present application are described in detail. In the case of no conflict, the following embodiments and features in the embodiments can be combined with each other.

[0065] Referring to Figure 1 and Figure 2 , the embodiment provides a vehicle 300, comprising a vehicle body 301 and a door assembly 200. The door assembly 200 is arranged on the vehicle body 301. The door assembly 200 can be arranged on the front side or the rear side of the vehicle 300.

[0066] Referring to Figure 3 and Figure 4 , the door assembly 200 comprises a door 201 and a beam crash assembly 100. The beam crash assembly 100 is connected to the door 201. The beam crash assembly 100 is used to improve the anti-impact performance of the door assembly 200. The door 201 comprises a door inner panel 2011 and a door outer panel 2012. The door inner panel 2011 and the door outer panel 2012 are spaced apart along the width direction of the vehicle 300. The beam crash assembly 100 is located between the door inner panel 2011 and the door outer panel 2012.

[0067] The beam crash assembly 100 comprises a beam crash body 10 and a bracket 20. The bracket 20 comprises a force receiving member 21 and two connecting members 22. The force receiving member 21 is configured to be connected to the beam crash body 10 through the two connecting members 22, and the spacing between the two connecting members 22 is adjustable.

[0068] According to the beam crash assembly 100 of the embodiment, the spacing between the two connecting members 22 can be adjusted, so that the beam crash assembly 100 can be adapted to beam crash bodies 10 with different sizes, thereby greatly improving the versatility of the beam crash assembly 100, reducing the design cost of the beam crash assembly 100 of the vehicle 300 of different vehicle models, reducing the assembly cost of the vehicle 300 during the whole vehicle assembly process, and during the development process of the vehicle 300, different beam crash bodies 10 can be quickly replaced according to actual needs, so as to efficiently obtain a more suitable specification of the beam crash assembly 100, reduce the development cycle of the vehicle 300, and improve the development efficiency.

[0069] In the embodiment, the first direction M1 is substantially parallel to the thickness direction of the crash beam assembly 100, the second direction M2 is substantially parallel to the width direction of the crash beam assembly 100, and the third direction M3 is substantially parallel to the length direction of the crash beam assembly 100. After the crash beam assembly 100 is installed on the vehicle 300, the first direction M1 is substantially parallel to the width direction of the vehicle 300, and the second direction M2 is substantially parallel to the height direction of the vehicle 300.

[0070] In some embodiments, referring to Figure 2 , the crash beam body 10 extends from the front end of the vehicle 300 towards the rear end of the vehicle 300, and the end of the crash beam body 10 close to the rear end of the vehicle 300 is inclined downward. The bracket 20 is connected to the end of the crash beam body 10 close to the rear end of the vehicle 300. The two ends of the crash beam body 10 in the length direction can be connected to the inner door panel 2011 by welding or other structural indirect connection.

[0071] In some embodiments, the vehicle 300 further comprises a sensor assembly (not shown in the figure) and a safety device (not shown in the figure). The safety device can be specifically configured as an airbag installed in the vehicle 300. The safety device is electrically connected to the sensor assembly, and the safety device is configured to be activated when the sensor assembly detects that the collision acceleration reaches a preset value. In this way, after the door 201 of the vehicle 300 is hit, the part of the door 201 that is damaged is close to and collides with the force receiving member 21 of the bracket 20, and the sensor assembly can detect the change in the collision acceleration of the door 201, and send a control signal to the controller when the collision acceleration reaches the preset value. After the controller receives the control signal, the controller controls the safety device to be activated. Because the crash beam body 10 is additionally provided with the bracket 20, compared with the crash beam of the known technology, the crash beam of the embodiment can achieve the impact of the outer door panel 2012 in a shorter time, and after the collision occurs, the sensor assembly can detect the change in the collision acceleration faster, thereby improving the response speed of the safety device and improving the safety of the vehicle 300.

[0072] In some embodiments, referring to Figure 4 , the crash beam body 10 is fixedly connected to the inner door panel 2011, and the force receiving member 21 is located between the inner door panel 2011 and the outer door panel 2012, so that the force receiving member 21 can collide with the outer door panel 2012 earlier than the crash beam body 10. In other embodiments, the force receiving member 21 can be fixedly connected to the inner door panel 2011, so that the bracket 20 serves to install the crash beam body 10 on the inner door panel 2011.

[0073] In some embodiments, referring to Figure 4, the first surface P1 of the bumper beam body 10 is arranged to be close to the force receiving member 21 along the first direction M1, the force receiving member 21 has a second surface P2 arranged to be away from the bumper beam body 10 along the first direction M1, and the force receiving member 21 has a bottom surface P4 arranged opposite to the second surface P2. The bottom surface P4 is spaced apart from the first surface P1 or is attached to the first surface P1. The two connecting members 22 are adjustably connected to the bumper beam body 10 to adjust the distance between the first surface P1 and the second surface P2. In this way, the distance between the first surface P1 and the second surface P2 can be adjusted according to the required door 201 impact detection time when the bumper beam assembly 100 is installed, so as to meet the requirements of different safety device activation times.

[0074] In some embodiments, referring to Figure 4 , the bumper beam body 10 includes a top wall 11, two side walls 12, two bottom walls 13 and a recess 14. The two side walls 12 are distributed along the second direction M2, the top wall 11 is connected between the two side walls 12, the recess 14 is arranged in the middle of the top wall 11, and the two bottom walls 13 are respectively connected to the two side walls 12 and extend away from each other along the second direction M2. Among them, the two bottom walls 13 are respectively used for welding connection with the inner door panel 2011. The two side walls 12 are respectively connected with the two connecting members 22. The top wall 11 defines the first surface P1.

[0075] In some embodiments, referring to Figure 4 , the recess 14 includes a bottom edge 142 and two side edges 141. The bottom edge 142 is located between the bottom wall 13 and the top wall 11 along the third direction M3. The two ends of the side edge 141 are respectively connected between the bottom edge 142 and the top wall 11, and surround the groove C.

[0076] In some embodiments, the bumper beam assembly 100 further includes a fastener, and the connecting member 22 is provided with a waist-shaped hole extending along the first direction M1, which is used for being penetrated by the fastener to adjustably lock the connecting member 22 to the bumper beam body 10. In this way, by generating relative movement between the fastener and the connecting member 22, the connecting member 22 can be moved to different positions relative to the bumper beam body 10 along the first direction M1, so as to adjust the distance between the first surface P1 and the second surface P2. In actual installation of the bumper beam assembly 100, the distance between the first surface P1 and the second surface P2 can be adjusted according to the distance requirement between the second surface P2 and the outer door panel 2012, and then the connecting member 22 is fixed to the bumper beam body 10 by the fastener. In other embodiments, the waist-shaped hole can be arranged on the bumper beam body 10.

[0077] In some embodiments, the crash beam assembly 100 can also be determined according to the spacing requirement between the second surface P2 and the outer door panel 2012 to determine the connection position of the connecting member 22 and the crash beam body 10 before welding the connecting member 22 and the crash beam body 10, so as to improve the structural stability of the crash beam assembly 100. When the length of the connecting member 22 along the first direction M1 is relatively long, the part of the connecting member 22 near the inner door panel 2011 can be cut to meet the installation requirement.

[0078] In some embodiments, the force receiving member 21 is located on one side of the crash beam body 10 along the first direction M1, two connecting members 22 are respectively connected to two sides of the crash beam body 10 along the second direction M2, the second direction M2 intersects the first direction M1, and two ends of the force receiving member 21 along the second direction M2 are respectively connected to two ends of the connecting member 22 along the first direction M1, one of the connecting members 22 is adjustably connected to the force receiving member 21 to adjust the spacing of the two connecting members 22 along the second direction M2. In this way, the spacing of the two connecting members 22 along the second direction M2 can be adjusted by adjusting the spacing of one of the connecting members 22 and the force receiving member 21 along the second direction M2. When assembling the crash beam assembly 100, the size of the crash beam body 10 along the second direction M2 is determined first, and then the spacing of the two connecting members 22 along the second direction M2 is controlled, and the two connecting members 22 are respectively connected to the two sides of the crash beam body 10 along the second direction M2. This adjustment method is structurally stable and convenient to adjust.

[0079] In other embodiments, the two connecting members 22 can also be connected to other positions of the crash beam body 10, for example, the two connecting members 22 can be installed on the side of the crash beam body 10 along the first direction M1 close to the force receiving member 21.

[0080] In some embodiments, referring to Figure 4 , the crash beam assembly 100 further comprises two adjusting members 23. One end of the force receiving member 21 along the second direction M2 is adjustably connected to one of the connecting members 22 through one of the adjusting members 23, and the other end of the force receiving member 21 along the second direction M2 is adjustably connected to the other connecting member 22 through the other adjusting member 23. In this way, the adjustment range of the position of the force receiving member 21 can be expanded, so that the projection of the force receiving member 21 on the crash beam body 10 along the third direction M3 is located at the middle position of the crash beam body 10 along the second direction M2, thereby ensuring the buffering effect of the force receiving member 21 during the collision.

[0081] In some embodiments, referring to Figure 4 and Figure 5The adjusting member 23 is arranged in the connecting member 22. The bracket 20 further comprises a locking member 24 connected to one end of the adjusting member 23 away from the connecting member 22, and the locking member 24 is used to fix the connecting member 22 to the adjusting member 23. In this way, the stable connection between the connecting member 22 and the adjusting member 23 is achieved, and the stability of the connection structure of the bracket 20 and the crash beam body 10 is ensured. The locking member 24 can be a locking nut.

[0082] In some embodiments, referring to Figure 4 and Figure 5 The adjusting member 23 comprises an adjusting rod 231 and a limiting portion 232. The adjusting rod 231 is adjustably connected to the force receiving member 21, the limiting portion 232 is protruded from the outer circumferential surface of the adjusting rod 231, the connecting member 22 is arranged on the side of the limiting portion 232 away from the force receiving member 21, and the locking member 24 is used to fix the connecting member 22 to the limiting portion 232. In this way, the stability of the connection between the adjusting rod 231 and the connecting member 22 can be improved, so as to reduce the possibility of loosening of the bracket 20 relative to the crash beam body 10. The limiting portion 232 can be configured as an annular flange connected to the outer circumferential surface of the adjusting rod 231.

[0083] In some embodiments, referring to Figure 4 and Figure 5 The two sides P3 of the force receiving member 21 arranged opposite to each other along the second direction M2 are both provided with threaded holes K1, the adjusting member 23 is arranged in the threaded holes K1 and is threadedly connected to the force receiving member 21, and the adjusting member 23 is configured to be screwed into or out of the threaded holes K1, so as to adjust the distance between the connecting member 22 and the force receiving member 21.

[0084] In some embodiments, the connecting member 22 is provided with a through hole K2, and the adjusting member 23 is arranged in the through hole K2 and is threadedly connected to the threaded hole K1.

[0085] In some embodiments, along the third direction M3, a plurality of threaded holes K1 and a plurality of through holes K2 are arranged respectively, and the number of the adjusting members 23, the number of the threaded holes K1 and the number of the through holes K2 are the same. In this way, the installation stability of the force receiving member 21 can be improved.

[0086] In other embodiments, a strip-shaped hole can also be arranged in the adjusting member 23, and the adjusting member 23 is arranged at different positions of the strip-shaped hole, so as to fix the connecting member 22 to the force receiving member 21 at different positions.

[0087] In another embodiment, the force receiving member 21 can also be configured as two parts arranged along the second direction M2, and the two parts are adjustably connected by a screw rod, so as to adjust the length of the force receiving member 21, and the two parts are respectively connected to the two connecting members 22. In this way, the distance between the two connecting members 22 can also be adjusted, so as to meet the installation requirements of different crash beam bodies 10.

[0088] In some embodiments, referring toFigure 4 When the force receiving member 21 is impacted, the force receiving member 21 is more likely to move towards the bumper beam body 10, thereby improving the buffering performance.

[0089] In some embodiments, the length direction of the force receiving member 21 extends along the length direction of the bumper beam body 10, the thickness direction of the force receiving member 21 is parallel to the first direction M1, and the width direction of the force receiving member 21 is parallel to the second direction M2. The length of the force receiving member 21 is greater than the width of the force receiving member 21, the width of the force receiving member 21 is greater than the thickness of the force receiving member 21, the thickness of the force receiving member 21 is greater than the thickness of the connecting member 22, and the thickness of the force receiving member 21 is greater than the thickness of the top wall 11 of the bumper beam body 10. There is a gap between the top wall 11 and the inner panel 2011 of the vehicle door, and the ratio between the thickness of the force receiving member 21 (i.e., the distance between the second surface P2 and the bottom surface P4) and the gap is not less than 0.5. For example, the ratio between the thickness of the force receiving member 21 and the height can be in the range of 0.5 to 2, for example, the ratio can be any one of 0.5, 0.6, 0.7, 0.8, 0.9, 1, 1.1, 1.2, 1.3, 1.4, 1.5, 1.6, 1.7, 1.8, 1.9, and 2. In this way, the impact resistance of the force receiving member 21 can be significantly improved, thereby improving the anti-collision effect. Moreover, the force receiving member 21 has a greater thickness, and can still maintain a high strength after the threaded hole K1 is formed in the force receiving member 21.

[0090] In some embodiments, the material of the force receiving member 21 is aluminum or a composite material, and the material of the connecting member 22 is steel. In this way, the connection reliability of the connecting member 22 connecting the force receiving member 21 and the bumper beam body 10 can be ensured.

[0091] The above embodiments are only used to illustrate the technical solutions of the present application and not to limit the present application. Although the present application has been described in detail with reference to the above preferred embodiments, those skilled in the art should understand that the technical solutions of the present application can be modified or replaced by equivalents without departing from the spirit and scope of the present application.

Claims

1. A crash beam assembly, characterized by The anti-collision beam assembly comprises: an anti-collision beam body; a bracket, the bracket comprising a force receiving member and two connecting members, the force receiving member being configured to be connected to the anti-collision beam body through the two connecting members, and the distance between the two connecting members being adjustable; the force receiving member being located on one side of the anti-collision beam body along a first direction, the two connecting members being connected to two sides of the anti-collision beam body along a second direction at one end along the first direction respectively, the second direction intersecting the first direction, and the other end along the first direction of the two connecting members being connected to two ends along the second direction of the force receiving member respectively, one of the connecting members being adjustably connected to the force receiving member to adjust the distance between the two connecting members along the second direction.

2. The anti-collision beam assembly according to claim 1, wherein: the anti-collision beam assembly further comprises two adjusting members, one end along the second direction of the force receiving member being adjustably connected to one of the connecting members through one of the adjusting members, and the other end along the second direction of the force receiving member being adjustably connected to the other of the connecting members through the other of the adjusting members.

3. The anti-collision beam assembly according to claim 2, wherein: the adjusting members are arranged through the connecting members; the bracket further comprises a locking member, the locking member being connected to one end of the adjusting member away from the connecting member, and the locking member being used to fix the connecting member to the adjusting member.

4. The anti-collision beam assembly according to claim 3, wherein: the adjusting member comprises an adjusting rod and a limiting portion, the adjusting rod being adjustably connected to the force receiving member, the limiting portion being protruded from an outer circumferential surface of the adjusting rod, the connecting member being located on one side of the limiting portion away from the force receiving member, and the locking member fixing the connecting member to the limiting portion.

5. The anti-collision beam assembly according to claim 2, wherein: a threaded hole is arranged on a side surface of the force receiving member, the adjusting member being arranged in the threaded hole and being threadedly connected to the force receiving member, the adjusting member being configured to be screwed into or out of the threaded hole to adjust the distance between the connecting member and the force receiving member.

6. The anti-collision beam assembly according to any one of claims 1 to 5, wherein: the anti-collision beam body has a first surface close to the force receiving member along the first direction, and the force receiving member has a second surface away from the anti-collision beam body along the first direction; the two connecting members are adjustably connected to the anti-collision beam body to adjust the distance between the first surface and the second surface.

7. A vehicle door assembly characterized by, The vehicle door assembly comprises: a vehicle door; the anti-collision beam assembly according to any one of claims 1 to 6, the anti-collision beam assembly being connected to the vehicle door.

8. The vehicle door assembly according to claim 7, wherein: the vehicle door comprises a vehicle door inner panel and a vehicle door outer panel, the vehicle door inner panel being spaced apart from the vehicle door outer panel; The crash beam assembly is positioned between the inner door panel and the outer door panel, a crash beam body of the crash beam assembly is connected to the inner door panel, the crash beam body has a first surface facing the outer door panel, a bracket of the crash beam assembly has a second surface facing the outer door panel, a distance between the first surface and the outer door panel is greater than a distance between the second surface and the outer door panel.

9. A vehicle characterized by comprising: A vehicle door assembly comprising a crash beam assembly as claimed in claim 7 or 8.

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