An aluminum alloy car door structure with anti-detachment and shock absorption functions

Abstract

This invention discloses an aluminum alloy car door structure with anti-detachment and shock absorption functions. The door body has a mounting beam at one end near the front of the vehicle. Two mounting slots are provided at the upper and lower ends of the mounting beam near the vehicle body. A hinge assembly is detachably connected to each mounting slot via screws. Two mounting cavities are symmetrically arranged inside the door body at the upper and lower ends of each mounting slot. Each mounting cavity contains an anti-detachment and shock absorption device. The two anti-detachment and shock absorption devices are symmetrically arranged at the upper and lower ends of the hinge assembly. Each anti-detachment and shock absorption device includes a stabilizing component located on one side of the hinge assembly, and a real-time pressure application component located on one side of the stabilizing component. This invention is highly adaptable, easy to install, and effectively copes with bumps and vibrations during driving. It also possesses an anti-loosening structure that utilizes the force generated by these vibrations to strengthen the connection stability between the hinge and the door, thus overcoming the shortcomings of existing technologies.

Description

Technical Field

[0001] This invention relates to the field of lightweight vehicle door structure technology, and in particular to an aluminum alloy vehicle door structure with anti-detachment and shock absorption functions. Background Technology

[0002] As the automotive industry rapidly develops towards lightweighting, energy conservation, and safety, lightweight aluminum alloy doors, with their advantages of low density, high specific strength, and excellent corrosion resistance, are gradually replacing traditional steel doors and becoming one of the core components of lightweight automotive body design. Using aluminum alloy as the primary structural material, lightweight aluminum alloy doors achieve weight reduction through optimized mechanical structure design. Compared to traditional steel doors, they can achieve a 15%-25% weight reduction, not only reducing fuel consumption and emissions but also improving vehicle handling performance. Furthermore, the recyclability of aluminum alloy aligns with the concept of green vehicle development and has been widely applied in various vehicle types, including new energy vehicles and high-end gasoline vehicles.

[0003] As a crucial component of the automotive body, lightweight aluminum alloy car doors serve fundamental functions such as exterior decoration, sealing and sound insulation, and component installation. During vehicle operation, variations in road surface smoothness—from manhole covers and speed bumps in urban areas to potholes and gravel on rural roads and off-road sections—cause vehicles to experience varying degrees of vibration and shock. This vibration is transmitted through the vehicle frame to various connecting parts, with the connection between the door hinges and the body being one of the primary stress points. Aluminum alloy car doors, due to their lightweight advantage, have been widely used in various vehicles to achieve weight reduction and energy efficiency. However, aluminum alloy itself has lower rigidity than traditional steel, and as a moving component, the connection between the door and the body relies solely on hinges and related connectors, resulting in relatively weak vibration resistance at these connection points. Current technologies often use single or combined methods such as bolt fixing or snap-fit ​​connections to connect the door hinges to the body. While these methods meet the requirements for static installation, they lack specific vibration-resistant and anti-loosening designs. When a vehicle travels on bumpy roads for extended periods, the reciprocating up-and-down and left-and-right vibrations generated by these bumps exert continuous alternating impact forces on the connection points between the hinges and the vehicle body. These impact forces repeatedly act on bolts, clips, and other connecting components, leading to fatigue wear and loosening of the threads. Currently, most existing solutions to this problem are passive anti-loosening measures, such as using anti-loosening bolts or adding shims. These only alleviate the loosening to a certain extent and cannot fundamentally utilize the force of the bumps and vibrations themselves to achieve active anti-loosening. Furthermore, some solutions are complex in structure and cumbersome to install, which contradicts the core positioning of lightweight aluminum alloy car doors as easy to install. Therefore, there is an urgent need to design an anti-loosening structure that is highly adaptable, easy to install, and can effectively cope with the bumps and vibrations during driving, while also utilizing the force generated by these vibrations to strengthen the connection stability between the hinges and the car door, thus overcoming the shortcomings of existing technologies. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide an aluminum alloy car door structure with anti-loosening and shock absorption functions. This invention has strong adaptability, is easy to install, and can effectively cope with bumps and vibrations during driving. It also has an anti-loosening structure that uses the force generated by the vibration to strengthen the connection stability between the hinge and the car door, thereby solving the shortcomings of the prior art.

[0005] This invention is achieved through the following technical solution: This invention discloses an aluminum alloy car door structure with anti-detachment and shock absorption functions, including a car door body made of aluminum alloy. One end of the car door body near the front of the vehicle is a mounting beam. Two mounting grooves are provided at the upper and lower ends of the mounting beam near the vehicle body. A hinge assembly is detachably connected to each mounting groove via screws. Two mounting cavities are symmetrically arranged inside the car door body at the upper and lower ends of the mounting grooves. Each mounting cavity contains an anti-detachment and shock absorption device. The two anti-detachment and shock absorption devices are symmetrically arranged at the upper and lower ends of the hinge assembly. Each anti-detachment and shock absorption device includes a stabilizing component located on one side of the hinge assembly. A real-time pressure application component is located on one side of the stabilizing component. The real-time pressure application component and the stabilizing component work together to enhance the connection stability between the hinge assembly and the car door body by utilizing the vibration force experienced by the vehicle during bumpy driving.

[0006] Furthermore, the hinge assembly includes a plug that conforms to the shape of the mounting groove. One end of the plug is inserted into the mounting groove, and the other end of the plug is provided with a mounting panel. The mounting panel is fixed to the side end of the mounting beam by bolts and locks the plug inside the mounting groove. The end of the plug located outside the mounting groove is provided with a door hinge for connecting the door body and the vehicle body.

[0007] Furthermore, cushioning pads are attached to both sides inside the mounting groove.

[0008] Furthermore, a pin is provided on the side of the mounting groove without a buffer pad. The outer side of the pin has several protrusions evenly distributed in a circle. One side of the plug has a slot that matches the shape of the pin. When the plug is inserted into the mounting groove, the pin and the slot are interlocked.

[0009] Furthermore, an opening communicating with the mounting cavity and the mounting groove is provided between the mounting cavity and the mounting groove. The width of the opening is smaller than the width of the mounting cavity. The stabilizing component includes a first pressure plate disposed at the opening and conforming to the shape of the opening. The bottom of the first pressure plate contacts the top of the insert block.

[0010] Furthermore, the stabilizing component also includes a second pressure plate located at the lower part of the mounting cavity and slidably connected thereto. A plurality of first springs are provided at equal intervals between the first pressure plate and the second pressure plate, and the upper and lower ends of the first springs are respectively connected to the top of the first pressure plate and the bottom of the second pressure plate.

[0011] Furthermore, the real-time pressure application component includes a first pressure box located in the middle of the mounting cavity. The first pressure box is hollow and open at the top. The two sides of the first pressure box are fixedly connected to the two sides inside the mounting cavity. A vertically arranged sliding cylinder is provided in the middle of the bottom of the first pressure box. The upper and lower ends of the sliding cylinder are through-connected. A first pressure rod is slidably connected to the sliding cylinder. The bottom of the first pressure rod abuts against the middle of the top of the insert block. A second pressure box is slidably mounted on the upper part of the first pressure box. The second pressure box is hollow and open at the bottom. A second spring is vertically arranged between the top of the first pressure rod and the top of the second pressure box.

[0012] Furthermore, a drive rod is horizontally slidably connected to the middle of the sliding cylinder. The middle of the drive rod is obliquely slidably connected to the middle of the first pressure rod. Both sides of the drive rod are provided with inclined sides, and the two inclined sides are arranged in parallel. Both sides of the bottom of the second pressure box are provided with inclined blocks. The two inclined blocks are obliquely slidably connected to the inclined sides of the drive rod respectively. When the drive rod rises, it drives the drive rod to slide horizontally, thereby driving the second pressure box to fall. When the drive rod falls, it can drive the second pressure box to rise. Two second pressure rods are symmetrically provided on both sides of the bottom of the first pressure box. The upper parts of the two second pressure rods pass through the bottom of the first pressure box and slide up and down with it, and are connected to both sides of the bottom of the second pressure box.

[0013] The present invention has the following advantages: (1) In this invention, when the vehicle is traveling and encounters a bumpy road section, the reciprocating up-and-down vibration force generated by the bump will have a continuous impact force on the connection node between the hinge assembly and the mounting slot. Over time, the connection point between the hinge assembly and the mounting slot will inevitably become loose, and in severe cases, it may even cause the hinge assembly to detach from the mounting slot. In order to avoid the above situation, when the connection point between the hinge assembly and the mounting slot is subjected to the impact force of the vibration, the impact force is transmitted to the real-time pressure component. The real-time pressure component can convert the impact force into a clamping force, and the clamping force is transmitted to the outside of the connection point between the hinge assembly and the mounting slot through the stabilizing component, so that the connection point between the two remains stable under the action of external force and will not shake due to the vibration force, thereby ensuring that the connection between the hinge assembly and the door body is stable. This achieves the effect of strong adaptability, convenient installation and effective response to bumps and vibrations during driving, and uses the force generated by the vibration to strengthen the connection stability between the hinge and the door. Attached Figure Description

[0014] Figure 1This is a schematic diagram of the three-dimensional structure of the present invention. Figure 1 ; Figure 2 This is a schematic diagram of the three-dimensional structure of the present invention. Figure 2 ; Figure 3 This is a schematic diagram of the unfolded structure of the door body and hinge assembly of the present invention; Figure 4 for Figure 3 Enlarged view of point A in the middle; Figure 5 This is a three-dimensional structural diagram of the hinge assembly in this invention; Figure 6 This is a partial side sectional view of the present invention; Figure 7 This is a partial structural schematic diagram of the hinge assembly and anti-detachment shock absorption device of the present invention; Figure 8 This is a partial front view of the hinge assembly and anti-detachment shock absorption device of the present invention; Figure 9 This is a front sectional view of the real-time pressure application component of the present invention; Figure 10 This is a partial structural cross-sectional view of the real-time pressure application component of the present invention.

[0015] In the diagram: 1. Door body; 2. Mounting beam; 3. Mounting groove; 4. Hinge assembly; 41. Insert block; 42. Mounting panel; 43. Door hinge; 44. Buffer pad; 45. Pin; 46. Slot; 5. Mounting cavity; 6. Anti-detachment shock absorption device; 61. Stabilizing assembly; 611. First pressure plate; 612. Second pressure plate; 613. First spring; 62. Real-time pressure assembly; 621. First pressure box; 622. Sliding cylinder; 623. First pressure rod; 624. Second pressure box; 625. Second spring; 626. Drive rod; 627. Inclined block; 628. Second pressure rod; 7. Outer door panel. Detailed Implementation

[0016] The embodiments of the present invention are described in detail below. These embodiments are implemented based on the technical solution of the present invention, and provide detailed implementation methods and specific operation processes. However, the scope of protection of the present invention is not limited to the following embodiments. In the description of the present invention, words such as "front", "rear", "left", and "right" that indicate orientation or positional relationship are only for the convenience of describing the present invention 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. Therefore, they should not be construed as limitations on the present invention.

[0017] Example 1

[0018] Example 1 discloses an aluminum alloy car door structure with anti-detachment and shock absorption functions, such as Figures 1-10 As shown, the door includes a one-piece die-cast aluminum alloy door body 1, plus an outer plastic door panel 7 and an inner plastic door panel (not shown), forming a lightweight door. The end of the door body 1 near the front of the vehicle is a mounting beam 2. The mounting beam 2 has two mounting grooves 3 at its upper and lower ends near the vehicle body. Each mounting groove 3 is detachably connected to a hinge assembly 4 via screws. Two mounting cavities 5 are symmetrically located inside the door body 1 at the upper and lower ends of the mounting grooves 3. Each mounting cavity 5 contains an anti-detachment shock absorption device 6. The two anti-detachment shock absorption devices 6 are symmetrically located at the upper and lower ends of the hinge assembly 4. Each anti-detachment shock absorption device 6 includes a stabilizing component 61 located on one side of the hinge assembly 4. A real-time pressure application component 62 is located on one side of the stabilizing component 61. The real-time pressure application component 62 and the stabilizing component 61 work together to strengthen the connection between the hinge assembly 4 and the door body 1 by utilizing the vibration force experienced by the vehicle during bumpy driving.

[0019] Furthermore, in this embodiment, the hinge assembly 4 includes an insert 41 that is identical in shape to the mounting groove 3. One end of the insert 41 is inserted into the mounting groove 3, and the other end of the insert 41 is provided with a mounting panel 42. The mounting panel 42 is fixed to the side end of the mounting beam 2 by bolts and locks the insert 41 inside the mounting groove 3. The end of the insert 41 located outside the mounting groove 3 is provided with a door hinge 43 for connecting the door body 1 and the vehicle body. Furthermore, buffer pads 44 are attached to both sides inside the mounting groove 3; Furthermore, a pin 45 is provided on the side of the mounting groove 3 that does not have a buffer pad 44. The outer side of the pin 45 has several protrusions evenly distributed in a circle. A slot 46 that fits the shape of the pin 45 is provided on one side of the plug 41. When the plug 41 is inserted into the mounting groove 3, the pin 45 and the slot 46 are inserted into each other. like Figures 2 to 5 As shown, in this embodiment, when installing the hinge assembly 4, the insert 41 is first inserted into the mounting groove 3 and pushed into place. The mounting panel 42 abuts against the outside of the mounting beam 2. At this time, the pin 45 inside the mounting groove 3 is inserted into the slot 46 on the side of the insert 41. The core function of the protrusion is to increase the contact friction between the pin 45 and the slot 46, forming a multi-point limiting lock, avoiding relative displacement between the insert 41 and the mounting groove 3, without increasing the installation difficulty. On the basis of stable connection through the insertion of the insert 41 and the mounting groove 3, the connection stability between the hinge assembly 4 and the door body 1 and the vehicle body is further improved. The buffer pads 44 set on both sides of the mounting groove 3 can fill the installation gap and compensate for processing errors. The buffer pads 44 have elastic deformation characteristics and can fill the small gap between the mounting groove 3 and the insert 41. There is no need to precisely control the processing accuracy of both. It can not only make up for the dimensional deviation in production and processing, but also make the insert 41 fit more tightly with the mounting groove 3, avoiding loosening and shaking, without increasing the installation difficulty of the insert 41. At the same time, the buffer pads 44 can help stabilize the mounting groove 3 and the insert 41, and enhance their fit. The elasticity of the buffer pads 44 will generate a slight wrapping pressure on the insert 41. Combined with the limiting and locking effect of the protrusion of the pin 45, it further restricts the displacement of the insert 41 in the mounting groove 3, improves the connection between the insert 41 and the mounting groove 3, and indirectly ensures the stable connection between the hinge assembly 4 and the door body 1 and the vehicle body.

[0020] Furthermore, an opening is provided between the mounting cavity 5 and the mounting groove 3, which communicates with the mounting cavity 5 and the mounting groove 3. The width of the opening is smaller than the width of the mounting cavity 5. The stabilizing component 61 includes a first pressure plate 611 located at the opening and conforming to the shape of the opening. The bottom of the first pressure plate 611 contacts the top of the insert block 41. Furthermore, the stabilizing component 61 also includes a second pressure plate 612 disposed at the lower part of the mounting cavity 5 and slidably connected thereto. A plurality of first springs 613 are provided at equal intervals between the first pressure plate 611 and the second pressure plate 612. The upper and lower ends of the first springs 613 are respectively connected to the top of the first pressure plate 611 and the bottom of the second pressure plate 612. Furthermore, the real-time pressure application component 62 includes a first pressure box 621 located in the middle of the mounting cavity 5. The first pressure box 621 is hollow and open at the top. The two sides of the first pressure box 621 are fixedly connected to the two sides inside the mounting cavity 5. A vertically arranged sliding cylinder 622 is provided in the middle of the bottom of the first pressure box 621. The upper and lower ends of the sliding cylinder 622 are connected through. A first pressure rod 623 is slidably connected to the sliding cylinder 622. The bottom of the first pressure rod 623 abuts against the middle of the top of the insert block 41. A second pressure box 624 is slidably connected to the upper part of the first pressure box 621. The second pressure box 624 is hollow and open at the bottom. A second spring 625 is vertically arranged between the top of the first pressure rod 623 and the top of the second pressure box 624. Furthermore, a drive rod 626 is horizontally slidably connected to the middle of the sliding cylinder 622. The middle of the drive rod 626 is obliquely slidably connected to the middle of the first pressure rod 623. Both sides of the drive rod 626 are provided with inclined sides, and the two inclined sides are arranged in parallel. Both sides of the bottom of the second pressure box 624 are provided with inclined blocks 627. The two inclined blocks 627 are obliquely slidably connected to the inclined sides of the drive rod 626 respectively. When the drive rod 626 rises, it drives the drive rod 626 to slide horizontally, thereby driving the second pressure box 624 to fall. When the drive rod 626 falls, it can drive the second pressure box 624 to rise. Two second pressure rods 628 are symmetrically provided on both sides of the bottom of the first pressure box 621. The upper parts of the two second pressure rods 628 pass through the bottom of the first pressure box 621 and slide up and down with it, and are connected to both sides of the bottom of the second pressure box 624. like Figures 6 to 10As shown, in this embodiment, after the insert 41 is inserted into the mounting slot 3, its top is in close contact with the bottom of the first pressure plate 611. The first pressure plate 611 fits the shape of the opening and can accurately cover the top force-bearing surface of the insert 41, avoiding uneven local force.A plurality of first springs 613, equidistantly arranged between the first pressure plate 611 and the second pressure plate 612, are in a slightly compressed state under natural conditions. Through their own elastic deformation, they apply continuous downward pressure to the first pressure plate 611, thereby pushing the first pressure plate 611 to press tightly against the top of the insert 41. When the insert 41 is inserted into the mounting groove 3, the pin 45 and the slot 46 are precisely engaged. The protrusion on the outside of the pin 45 elastically squeezes against the inner wall of the slot 46 to achieve initial positioning and fixation. The buffer pads 44 on both sides of the mounting groove 3 fill the gap between the insert 41 and the mounting groove 3, forming basic buffering and fixation, ensuring that the connection point between the hinge assembly 4 and the door body 1, i.e., the insert 41, will not loosen due to some minor bumps when the vehicle is in motion. When the first pressure rod 623 moves upward, it will drive the first pressure rod 623 located above the insertion block 41 to move upward along the sliding cylinder 622. Since the middle part of the first pressure rod 623 is obliquely slidably connected to the middle part of the drive rod 626, and the drive rod 626 has parallel inclined sides on both sides, the rise of the first pressure rod 623 will push the drive rod 626 to slide horizontally along the sliding cylinder 622. When the drive rod 626 slides horizontally, its two inclined sides are obliquely slidably engaged with the two inclined blocks 627 at the bottom of the second pressure box 624, pushing the second pressure box 624 to slide downward along the first pressure box 621, thereby driving the two second pressure rods 628 to move downward synchronously, applying additional downward pressure to the top two sides of the insertion block 41, firmly locking the position of the insertion block 41, and the first pressure rod located below the insertion block 41... The pressure rod 623 rises synchronously with the vehicle, applying pressure to the bottom of the insert 41. This, in conjunction with the upper second pressure rod 628, applies pressure to both ends of the insert 41, firmly locking its position. The force generated by the bumps, after lifting the vehicle, immediately causes it to move downwards, which in turn causes the real-time pressure components 62 located on both sides of the insert 41 to operate in the opposite direction. The upper first pressure rod 623 moves downwards, and the two lower second pressure rods 628 move upwards, still applying pressure to both ends of the insert 41 and firmly locking its position. When the vehicle is traveling smoothly without significant bumps, the real-time pressure components 62 maintain a basic pressure state, and the first spring 613 and the second spring 62... All 5 are in a slightly compressed state, and the stable elastic pressure continuously fixes the insert 41 without affecting normal operations such as opening and closing the door. In summary, the stabilizing component 61 and the real-time pressure application component 62 work together. The stabilizing component 61 provides continuous and uniform basic bidirectional pressure, while the real-time pressure application component 62 triggers mechanical linkage through the dynamic displacement of the first pressure rod 623 to achieve adaptive pressure reinforcement. Combined with the limiting lock of the protruding part of the pin 45 and the buffering and shock absorption effect of the buffer pad 44, a triple guarantee of "basic fixation, dynamic reinforcement, and buffering and shock absorption" is formed, which effectively blocks the longitudinal force generated when the vehicle is bumpy, completely avoids the loosening and shaking of the insert 41 and the mounting groove 3, and thus improves the connection stability between the hinge component 4 and the door body 1 and the vehicle body.

[0021] In this embodiment, during operation: During installation, the mounting end of the hinge assembly 4 is inserted into the mounting groove 3 on one side of the door body 1 and fixed with bolts. After installation, the upper and lower ends of the mounting end of the hinge assembly 4 abut against the pressure ends of the two real-time pressure components 62, respectively. After the hinge assembly 4 is installed, the door body 1 and the vehicle body are connected via the hinge assembly 4. During vehicle operation, when encountering bumpy road sections, the reciprocating up-and-down vibration force generated by the bumps will exert a continuous impact force on the connection point between the hinge assembly 4 and the mounting groove 3. Over time, the connection point between the hinge assembly 4 and the mounting groove 3 will inevitably loosen, and in severe cases, it may even cause the hinge assembly 4 to detach from the mounting groove 3. To avoid the above situation, when the connection point between the hinge assembly 4 and the mounting groove 3 is subjected to the impact force of vibration, the impact force is transmitted to the real-time pressure component 62. The real-time pressure component 62 can convert the impact force into a clamping force, and the clamping force is transmitted to the outside of the connection point between the hinge assembly 4 and the mounting groove 3 through the stabilizing component 61, so that the connection point between the two remains stable under the action of external force and will not shake due to vibration. This ensures that the connection between the hinge assembly 4 and the door body 1 is stable, thus achieving the effect of strong adaptability, convenient installation, and effective response to bumps and vibrations during driving, and using the force generated by the vibration to enhance the connection stability between the hinge and the door.

[0022] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. An aluminum alloy car door structure with anti-detachment and shock absorption function, comprising a car door body (1) made of aluminum alloy, wherein the end of the car door body (1) near the front of the car is a mounting beam (2), and the mounting beam (2) is provided with two mounting grooves (3) at the upper and lower ends of the side near the car body. Each of the mounting slots (3) is detachably connected to a hinge assembly (4) by screws; The mounting groove (3) has two mounting cavities (5) symmetrically located inside the door body (1) at its upper and lower ends. Each mounting cavity (5) is equipped with an anti-detachment shock absorption device (6). Two anti-detachment shock absorption devices (6) are symmetrically arranged at the upper and lower ends of the hinge assembly (4). The anti-detachment shock absorption device (6) includes a stabilizing component (61) on one side of the hinge assembly (4). A real-time pressure application component (62) is provided on one side of the stabilizing component (61). The real-time pressure component (62) and the stabilizing component (61) work together to enhance the connection stability between the hinge component (4) and the door body (1) by utilizing the vibration force experienced by the vehicle when it is bumpy while driving.

2. The aluminum alloy car door structure with anti-detachment and shock absorption function as described in claim 1, characterized in that, The hinge assembly (4) includes a plug (41) that is identical in shape to the mounting groove (3). One end of the plug (41) is inserted into the mounting groove (3), and the other end of the plug (41) is provided with a mounting panel (42). The mounting panel (42) is fixed to the side of the mounting beam (2) by bolts and locks the plug (41) inside the mounting groove (3). The end of the plug (41) located outside the mounting groove (3) is provided with a door hinge (43) for connecting the door body (1) and the vehicle body.

3. The aluminum alloy car door structure with anti-detachment and shock absorption function as described in claim 2, characterized in that, The mounting groove (3) has cushioning pads (44) attached to both sides inside.

4. The aluminum alloy car door structure with anti-detachment and shock absorption function as described in claim 3, characterized in that, The mounting groove (3) has a pin (45) on one side without a buffer pad (44). The outer side of the pin (45) has several protrusions evenly distributed in a circle. The side of the plug (41) has a slot (46) that matches the shape of the pin (45). When the plug (41) is inserted into the mounting groove (3), the pin (45) and the slot (46) are connected to each other.

5. The aluminum alloy car door structure with anti-detachment and shock absorption function as described in claim 4, characterized in that, An opening is provided between the mounting cavity (5) and the mounting groove (3) to communicate with the mounting cavity (5) and the mounting groove (3). The width of the opening is smaller than the width of the mounting cavity (5). The stabilizing component (61) includes a first pressure plate (611) located at the opening and conforming to the shape of the opening. The bottom of the first pressure plate (611) contacts the top of the insert block (41).

6. The aluminum alloy car door structure with anti-detachment and shock absorption function as described in claim 5, characterized in that, The stabilizing component (61) also includes a second pressure plate (612) located at the lower part of the mounting cavity (5) and slidably connected thereto. A plurality of first springs (613) are provided at equal intervals between the first pressure plate (611) and the second pressure plate (612). The upper and lower ends of the first springs (613) are respectively connected to the top of the first pressure plate (611) and the bottom of the second pressure plate (612).

7. The aluminum alloy car door structure with anti-detachment and shock absorption function as described in claim 5, characterized in that, The stabilizing component (61) also includes a second pressure plate (612) located at the lower part of the mounting cavity (5) and slidably connected thereto. A plurality of first springs (613) are provided at equal intervals between the first pressure plate (611) and the second pressure plate (612). The upper and lower ends of the first springs (613) are respectively connected to the top of the first pressure plate (611) and the bottom of the second pressure plate (612).

8. The aluminum alloy car door structure with anti-detachment and shock absorption function as described in claim 7, characterized in that, The middle part of the sliding cylinder (622) is horizontally slidably connected to a drive rod (626). The middle part of the drive rod (626) is obliquely slidably connected to the middle part of the first pressure rod (623). Both sides of the drive rod (626) are provided with inclined sides and the two inclined sides are arranged in parallel. Both sides of the bottom of the second pressure box (624) are provided with inclined blocks (627). The two inclined blocks (627) are obliquely slidably connected to the inclined sides of the drive rod (626) respectively. When the drive rod (626) rises, it drives the drive rod (626) to slide horizontally and then drives the second pressure box (624) to fall. When the drive rod (626) falls, it can drive the second pressure box (624) to rise. Two second pressure rods (628) are symmetrically provided on both sides of the bottom of the first pressure box (621). The upper part of the two second pressure rods (628) passes through the bottom of the first pressure box (621) and slides up and down with it and is connected to both sides of the bottom of the second pressure box (624).

Images