Anti-collision rod middle force transmission assembly and vehicle door anti-collision rod assembly

Abstract

The utility model discloses an anti-collision rod middle force transmission assembly which comprises a first force transmission component and a second force transmission component, the first force transmission component and the second force transmission component form a buffering cavity and are arranged between an anti-collision rod body and a vehicle door inner plate, the second force transmission component is welded to the anti-collision rod body, and the buffering cavity is formed by the first force transmission component and the second force transmission component. A first buffering gap is formed between the first force transmission component and the vehicle door inner plate. The utility model further discloses a vehicle door anti-collision assembly. According to the anti-collision rod, the anti-collision rod middle force transmission assembly is arranged in the middle of the anti-collision rod body, in the side collision process, the anti-collision rod middle force transmission assembly bears large impact force in the later stage of side collision, the deformation state of the anti-collision rod body is reasonable, and the situation that only the two ends deform, and the rod piece state is unstable is avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a middle force transmission component of an anti-collision rod and a vehicle door anti-collision rod assembly. Background Art

[0002] As the market and related regulations place increasingly higher demands on vehicle side collisions, vehicle doors and other components are required to be able to withstand greater impact forces during side collisions, among which the main load-bearing component of the door is the door anti-collision bar assembly.

[0003] like Figure 1 As shown, the main body 1' of the existing vehicle door anti-collision bar assembly is a rod, a profile or a thermoformed part, and both ends of the main body 1' are connected to the vehicle door 3'. Figure 2 As shown, taking the main body 1′ as an example of a rod, the front and rear ends of the main body 1′ are connected to the vehicle door 3′ through brackets 2′. When a side collision occurs, the impact force is transmitted through the path of the main body 1′→bracket 2′→door 3′ and the vehicle body. Except for the two ends, the middle part of the anti-collision bar assembly has no channel for transmitting the side collision force. Figure 2 The middle dotted line indicates the state in which the main body 1' is completely deformed when it is hit from the side.

[0004] When the impact force of a side collision is too large, the middle part of the anti-collision bar assembly has no support and force transmission, and the anti-collision bar is prone to excessive bending, resulting in insufficient protection during a side collision. When the force between the bracket 2' at the end of the anti-collision bar assembly and the car door 3' is a shear force, the impact force is too large, and its structure is unstable, which is prone to overturning or tearing, and cannot effectively bear the impact force and transmit it to the car body. Under high impact force, the anti-collision bar itself is prone to failure, insufficient protection for the occupants in the car, or accidental intrusion into the car body to cause harm to the occupants, and ultimately cannot meet the requirements of a side collision.

[0005] Therefore, it is necessary to design a middle force transmission component of the anti-collision bar and a door anti-collision bar assembly that can improve the bearing capacity and stability in a side collision, thereby effectively reducing the intrusion of the anti-collision bar assembly and protecting the safety of the occupants in the vehicle. Utility Model Content

[0006] The purpose of the utility model is to overcome the shortcomings of the prior art and provide a middle force transmission component of the anti-collision bar and a door anti-collision bar assembly that can improve the load-bearing capacity and stability in a side collision, thereby effectively reducing the intrusion of the anti-collision bar assembly and protecting the safety of the occupants in the vehicle.

[0007] The technical solution of the utility model provides a middle force transmission component of an anti-collision rod, including a first force transmission component and a second force transmission component, the first force transmission component and the second force transmission component form a buffer cavity, and are arranged between the anti-collision rod body and the inner panel of the door, the second force transmission component is welded to the anti-collision rod body, and a first buffer gap is provided between the first force transmission component and the inner panel of the door.

[0008] Furthermore, the first force transmission member includes a hollow convex portion protruding toward the door inner panel and a first flange arranged around the hollow convex portion, the first flange is welded to the second force transmission member, and the buffer cavity is formed between the hollow convex portion and the second force transmission member.

[0009] Furthermore, the hollow convex portion is in a quadrilateral bucket shape, and the first flanges have four edges.

[0010] Furthermore, the second force transmission member includes a second flange, and the second flange is welded to the first flange by spot welding.

[0011] Furthermore, an arc groove is provided on the second force transmission member, and the arc groove corresponds to the anti-collision rod body;

[0012] The arc groove includes a connecting section and a non-connecting section, the connecting section is fitted with the anti-collision rod body and connected by arc welding, and a second buffer gap is provided between the non-connecting section and the anti-collision rod body.

[0013] Furthermore, a third buffer gap is provided between the first force transmission member and the second force transmission member.

[0014] The utility model also provides a vehicle door anti-collision bar assembly, including an anti-collision bar body, an anti-collision bar bracket and a vehicle door inner panel, wherein the anti-collision bar body is connected to the vehicle door inner panel through the anti-collision bar bracket, and two anti-collision bar brackets are respectively arranged at both ends of the anti-collision bar body, and also includes the anti-collision bar middle force transmission component described in any of the above items, and the anti-collision bar middle force transmission component is arranged in the middle of the anti-collision bar body.

[0015] Furthermore, it also includes a third force transmission component, which is arranged between the door inner panel and the anti-collision rod bracket, the third force transmission component is connected to the anti-collision rod bracket, and a fourth buffer gap is provided between the third force transmission component and the door inner panel.

[0016] Furthermore, the third force transmission member includes a vertical surface, an inner flange and an outer flange, the vertical surface is arranged between the inner flange and the outer flange, the fourth buffer gap is arranged between the inner flange and the door inner panel, and the outer flange is welded to the anti-collision rod bracket.

[0017] Furthermore, the facade is provided with a pleated structure arranged along the inside and outside.

[0018] After adopting the above technical solution, the following beneficial effects are achieved:

[0019] In the utility model, the middle force transmission component of the anti-collision rod is arranged in the middle part of the anti-collision rod body. During the side collision process, the middle force transmission component of the anti-collision rod bears a large impact force in the later stage of the side collision, so that the deformation state of the anti-collision rod body is reasonable, avoiding deformation of only the two ends and instability of the rod state. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The disclosure of the present invention will become easier to understand with reference to the accompanying drawings. It should be understood that these drawings are only for illustrative purposes and are not intended to limit the scope of protection of the present invention. In the drawings:

[0021] Figure 1 is a schematic diagram of an existing door anti-collision bar assembly;

[0022] Figure 2 It is a schematic diagram of a conventional door anti-collision bar assembly during a side collision;

[0023] Figure 3 It is a schematic diagram of a door anti-collision bar assembly in one embodiment of the utility model;

[0024] Figure 4 It is a schematic diagram of a force transmission component in the middle part of an anti-collision rod in one embodiment of the utility model;

[0025] Figure 5 It is a three-dimensional diagram of a force transmission component in the middle part of the anti-collision rod in one embodiment of the utility model;

[0026] Figure 6 It is a three-dimensional diagram of a first force transmission member in one embodiment of the utility model;

[0027] Figure 7 is a three-dimensional diagram of a second force transmission member in one embodiment of the utility model;

[0028] Figure 8 It is a Y-direction cross-sectional view of a force transmission component in the middle of the anti-collision rod in one embodiment of the utility model;

[0029] Fig. 9 It is a Y-direction top view of the force transmission component in the middle of the anti-collision rod in one embodiment of the utility model;

[0030] Fig.10 yes Fig. 9 Cross-sectional view at AA in the middle;

[0031] Fig.11 This is a state diagram of the force transmission component in the middle part of the anti-collision bar in one embodiment of the utility model during a side collision;

[0032] Fig.12 This is a schematic diagram of the installation of the third force transmission member in another embodiment of the utility model;

[0033] Fig.13This is a state diagram of the third force transmission member in another embodiment of the utility model during side collision;

[0034] Fig.14 It is a three-dimensional diagram of a third force transmission component in another embodiment of the utility model.

[0035] Reference table of reference numerals:

[0036] Main body 1', bracket 2', door 3';

[0037] Anti-collision bar middle force transmission component 10:

[0038] The first force transmission member 1 includes a hollow convex portion 11, a first flange 12, and an arc-shaped protrusion 121;

[0039] The second force transmission member 2 includes a second flange 21, an arc groove 22, a third flange 23, a connecting section 221 and a non-connecting section 222;

[0040] Buffer chamber 3;

[0041] The anti-collision rod body 20, the anti-collision rod bracket 30, the door inner panel 40, and the vehicle body load-bearing component 60;

[0042] The third force transmission component 50 includes a vertical surface 501 , an inner flange 502 , and an outer flange 503 . DETAILED DESCRIPTION

[0043] The specific implementation of the utility model is further described below in conjunction with the accompanying drawings.

[0044] It is easy to understand that according to the technical solution of the utility model, without changing the essential spirit of the utility model, a variety of structural modes and implementation modes can be replaced by those skilled in the art. Therefore, the following specific implementation methods and drawings are only exemplary descriptions of the technical solution of the utility model, and should not be regarded as the entirety of the utility model or as a limitation or restriction on the technical solution of the utility model.

[0045] The directional terms such as up, down, left, right, front, back, front, back, top, bottom, etc. mentioned or may be mentioned in this specification are defined relative to the structures shown in the drawings. They are relative concepts and may change accordingly according to different positions and different usage conditions. Therefore, these or other directional terms should not be interpreted as restrictive terms.

[0046] The orientation in this embodiment is based on the orientation of the vehicle body, wherein the X direction represents the front and rear direction of the vehicle body, the Y direction represents the left and right direction of the vehicle body, and the Z direction represents the up and down direction of the vehicle body.

[0047] In some embodiments of the present invention, Figure 3-Figure 4As shown, the middle force transmission component 10 of the anti-collision rod includes a first force transmission component 1 and a second force transmission component 2. The first force transmission component 1 and the second force transmission component 2 form a buffer cavity 3 and are arranged between the anti-collision rod body 20 and the door inner panel 40. The second force transmission component 2 is welded to the anti-collision rod body 20, and a first buffer gap d1 is provided between the first force transmission component 1 and the door inner panel 40.

[0048] Specifically, Figure 3 As shown, the anti-collision bar middle part force transmission assembly 10 is arranged in the middle part of the anti-collision bar body 20 and is located between the anti-collision bar body 20 and the door inner panel 40 .

[0049] like Figure 4 As shown, the anti-collision bar middle force transmission assembly 10 includes a first force transmission component 1 and a second force transmission component 2 . The first force transmission component 1 is located on a side close to the door inner panel 40 , and the second force transmission component 2 is located on a side of the anti-collision bar body 20 .

[0050] The second force transmission member 2 is connected to the anti-collision rod body 20 , a first buffer gap d1 is left between the first force transmission member 1 and the door inner panel 40 , and a buffer cavity 3 is formed between the first force transmission member 1 and the second force transmission member 2 .

[0051] like Fig.11 As shown, when the vehicle collides sideways, the anti-collision rod body 20 bends and deforms under the impact, and squeezes and impacts the first force transmission member 1 and the second force transmission member 2 in turn. The first force transmission member 1 and the second force transmission member 2 are deformed in turn and contact the door inner panel 40 and the vehicle body. In this process, the deformation of the anti-collision rod body 20 is controlled. During the side collision process, the force transmission path is anti-collision rod body 20→second force transmission member 2→first force transmission member 1→door inner panel 40→vehicle body. During the process of the first force transmission member 1 and the second force transmission member 2 moving together toward the door inner panel 40, the first buffer gap d1 gradually decreases until it is zero. At this time, the first force transmission member 1 contacts the door inner panel 40, and the buffer cavity 3 is compressed and deformed, which plays a buffering role.

[0052] During a side collision, the middle force transmission component of the anti-collision bar in this embodiment bears a large impact force in the later stage of the side collision, so that the deformation state of the anti-collision bar body is reasonable, avoiding deformation of only the two ends of the anti-collision bar body and unstable state of the bar.

[0053] Furthermore, if Figure 5-Figure 6 As shown, the first force transmission member 1 includes a hollow convex portion 11 protruding toward the door inner panel 40 and a first flange 12 arranged around the hollow convex portion 11. The first flange 12 is welded to the second force transmission member 2 to form a buffer cavity 3 between the hollow convex portion 11 and the second force transmission member 2.

[0054] Specifically, Figure 5As shown, the top of the hollow convex portion 11 is a plane, and a first buffer gap d1 is left between the plane and the door inner panel 40. The first buffer gap d1 can control the collision force to be transmitted to the vehicle body load-bearing member 60 (see Figure 4 ), the larger the value of the first buffer gap d1, the smaller the force transmission ratio. Therefore, by setting the first buffer gap d1, the force ratio of the vehicle body load-bearing component 60 can be effectively adjusted.

[0055] The first flange 12 and the second force transmission member 2 can be welded by spot welding, so that the first force transmission member 1 and the second force transmission member 2 are connected as a whole and form a closed buffer cavity 3.

[0056] Preferably, if Figure 5-Figure 6 As shown, the hollow convex portion 11 is a quadrilateral bucket shape, and there are four first flanges 12. The top surface of the bucket shape is a plane, so that when the first force transmission member 1 contacts the door inner panel 40, there is a larger contact area. The four first flanges 12 are respectively arranged on the four side edges of the hollow convex portion 11, and are respectively located in the front and rear directions (X direction) and the up and down directions (Z direction) of the vehicle body.

[0057] Furthermore, if Figure 7 As shown, the second force transmission member 2 includes a second flange 21, and the second flange 21 is welded to the first flange 12 by spot welding.

[0058] The second force transmission member 2 is formed by stamping a whole plate, and the second flange 21 is located around the second force transmission member 2 and is spot welded to the four first flanges 12 of the first force transmission member 1 .

[0059] Furthermore, if Figure 7 As shown, the second force transmission member 2 is provided with an arc groove 22, and the arc groove 22 corresponds to the anti-collision rod body 20;

[0060] The arc groove 22 includes a connecting section 221 and a non-connecting section 222 . The connecting section 221 fits with the anti-collision rod body 20 and is connected by arc welding. A second buffer gap d2 is provided between the non-connecting section 222 and the anti-collision rod body 20 .

[0061] Specifically, the length direction of the arc groove 22 extends along the X direction, the anti-collision rod body 20 is also arranged along the X direction, and the cross-sectional shape of the arc groove 22 is semicircular, which is convenient for matching with the cylindrical surface of the anti-collision rod body 20.

[0062] like Figure 7 As shown, the arc-shaped groove 22 includes a connecting section 221 and a non-connecting section 222 , wherein the connecting section 221 is located in the middle and the non-connecting sections 222 are located on both sides of the connecting section 221 .

[0063] like Figure 8 As shown, the connecting section 221 and the anti-collision rod body 20 are welded by arc welding.

[0064] like Fig.10 As shown, a second buffer gap d2 is left between the non-connecting section 222 and the anti-collision rod body 20, and the second buffer gap d2 can control the deformation process. When the first buffer gap d1 becomes 0, the anti-collision rod body 20 first compresses the second force transmission member 2, so that the second buffer gap d2 is compressed to 0.

[0065] Preferably, if Fig.10 As shown, the second force transmission component 2 is folded inward in the front-to-back direction to form a third flange 23, which can improve the overall rigidity of the second force transmission component 2 and the stability under the side impact force state, and avoid abnormal deformation such as flipping under anti-collision conditions.

[0066] Furthermore, if Figure 9-10 As shown, a third buffer gap d3 is provided between the first force transmission component 1 and the second force transmission component 2 .

[0067] Specifically, Figure 6 As shown, arc-shaped protrusions 121 are provided on the two first flanges 12 in the front-to-back direction of the first force transmission member 1, and the arc-shaped protrusions 121 are located in the middle of the first flange 12. The end of the first flange 12 is welded to the second flange 21 of the second force transmission member 2, and a third buffer gap d3 is formed between the arc-shaped protrusion 121 and the non-connecting section 222. The third buffer gap d3 is also used to control the deformation process. When the first buffer gap d1 becomes 0, the second buffer gap d2 and the third buffer gap d3 are compressed at the same time.

[0068] In this embodiment, at different stages of the collision, the proportion of the side impact borne by the force transmission component 10 in the middle of the anti-collision bar is different. In the first stage, the first force transmission component 1 is not in contact with the door inner panel 40, and the impact borne by the anti-collision bar body 20 is mainly transmitted to the vehicle body through the anti-collision bar brackets 30 at both ends; in the second stage, when the first buffer gap d1 is compressed to 0, the first force transmission component 1 begins to contact the door inner panel 40 and the vehicle body load-bearing component 60, and the force transmission component 10 in the middle of the anti-collision bar begins to bear the side impact force; Fig.11As shown, in the third stage, when the second buffer gap d2 and the third buffer gap d3 are compressed to 0, the buffer cavity 3 is compressed at the same time, and the side collision impact force carried reaches the maximum. The setting of d1, d2, and d3, on the one hand, controls the ratio of the side collision impact force borne by the anti-collision rod brackets 30 at both ends and the force transmission component 10 in the middle of the anti-collision rod, so that it is reasonably distributed; on the other hand, the anti-collision rod brackets 30 at both ends of the anti-collision rod body 20 bear a large impact force and a large deformation. In the process of side collision, the force transmission component 10 in the middle of the anti-collision rod bears a large impact force in the later stage of the side collision, so that the deformation state of the anti-collision rod body 20 is reasonable, that is, the two ends and the middle part have different deformations, avoiding the situation that only the two ends are deformed, the middle part is not deformed, and the state of the anti-collision rod body 20 is unstable.

[0069] In some embodiments of the present invention, Figure 3 As shown, the door anti-collision bar assembly includes an anti-collision bar body 20, an anti-collision bar bracket 30 and a door inner panel 40. The anti-collision bar body 20 is connected to the door inner panel 40 through the anti-collision bar bracket 30. The two anti-collision bar brackets 30 are respectively arranged at the two ends of the anti-collision bar body 20. It also includes the anti-collision bar middle force transmission component 10 in any of the above embodiments, and the anti-collision bar middle force transmission component 10 is arranged in the middle of the anti-collision bar body 20.

[0070] Furthermore, if Fig.12 As shown, it also includes a third force transmission component 50, which is arranged between the door inner panel 40 and the anti-collision rod bracket 30, the third force transmission component 50 is connected to the anti-collision rod bracket 30, and a fourth buffer gap d4 is provided between the third force transmission component 50 and the door inner panel 40.

[0071] On the one hand, the third force transmission component 50 can maintain the posture of the anti-collision rod bracket 30 during the side collision, without flipping or tearing. On the other hand, it can improve the bearing capacity and force transmission capacity of the end of the anti-collision rod body 20. The force transmission path of the third force transmission component 50 during the side collision is anti-collision rod body 20→anti-collision rod bracket 30→third force transmission component 50→door inner panel 40 or reinforcement→car body, and its main force mode is compression force. The current anti-collision rod bracket 30 is mainly subjected to shear force and has limited bearing capacity. When the impact is too large, the bracket posture is unstable and prone to flipping or tearing. The third force transmission component 50 is subjected to compression force during the side collision impact, and its own posture is stable, which effectively controls the posture of the anti-collision rod bracket 30, so that it does not flip or tear, and avoids the sudden failure of the anti-collision rod bracket 30 and the loss of support for the anti-collision rod body 20, resulting in excessive intrusion of the end of the anti-collision rod body 20 into the car. The third force transmission component 50 has a strong bearing capacity in a compressed state, and effectively shares the shear force of the anti-collision rod bracket 30. The combination of compression force and shear force improves the overall bearing capacity of the end of the anti-collision rod body 20, and can more effectively transmit the side collision impact force to the vehicle door and the vehicle body.

[0072] Furthermore, if Fig.12 As shown, the third force transmission member 50 includes a vertical surface 501, an inner flange 502 and an outer flange 503, the vertical surface 501 is arranged between the inner flange 502 and the outer flange 503, a fourth buffer gap d4 is arranged between the inner flange 502 and the door inner panel 40, and the outer flange 503 is welded to the anti-collision rod bracket 30.

[0073] like Fig.13 As shown, during a side collision, the anti-collision rod body 20 drives the anti-collision rod bracket 30 to move into the vehicle, and the anti-collision rod bracket 30 drives the third force transmission component 50 to move into the vehicle together, gradually compressing the fourth buffer gap d4 to zero. At this time, the third force transmission component 50 generates a compression reaction force, bearing part of the side collision impact force, while controlling the amount of intrusion of the end of the anti-collision rod body 20 into the vehicle, and also preventing the connection point between the anti-collision rod bracket 30 and the door inner panel 40 from being subjected to excessive force and tearing.

[0074] Preferably, if Fig.14 As shown, a pleated structure arranged along the inside and outside is provided on the facade 501. The pleated structure is conducive to the compression deformation of the third force transmission member 50, and the third force transmission member 50 can generate a compression reaction force to bear part of the side impact force.

[0075] In the utility model, the force transmission component 10 in the middle of the anti-collision bar is provided to bear the impact force of the side collision and transmit it to the vehicle body, share the impact force of other parts of the anti-collision bar body 20, and control the intrusion amount of the middle part of the anti-collision bar body into the vehicle, thereby protecting the occupants in the vehicle. In addition, by providing the third force transmission component 50, the anti-collision bar bracket 30 at the end of the anti-collision bar body 20 is adjusted from the main force from the shear force to the compression force during the side collision process, ensuring that the anti-collision bar bracket 30 does not flip over or tear, avoiding excessive intrusion amount of the side collision, or in extreme cases, the anti-collision bar bracket 30 fails and the anti-collision bar body 20 intrudes into the vehicle.

[0076] The above description is only the principle and preferred embodiment of the utility model. It should be pointed out that for ordinary technicians in this field, on the basis of the principle of the utility model, several other variations can be made, which should also be regarded as the protection scope of the utility model.

Claims

1. A force transmission component in the middle of an anti-collision rod, characterized in that: It includes a first force transmission component and a second force transmission component, the first force transmission component and the second force transmission component form a buffer cavity, and are arranged between an anti-collision rod body and an inner door panel, the second force transmission component is welded to the anti-collision rod body, and a first buffer gap is provided between the first force transmission component and the inner door panel.

2. The force transmission assembly for the middle part of the anti-collision bar according to claim 1, characterized in that: The first force transmission member includes a hollow convex portion protruding toward the door inner panel and a first flange arranged around the hollow convex portion. The first flange is welded to the second force transmission member, and the buffer cavity is formed between the hollow convex portion and the second force transmission member.

3. The force transmission assembly for the middle part of the anti-collision bar according to claim 2, characterized in that: The hollow convex portion is in a quadrilateral bucket shape, and the first flanges have four edges.

4. The force transmission assembly in the middle of the anti-collision bar according to claim 2, characterized in that: The second force transmission member includes a second flange, and the second flange is welded to the first flange by spot welding.

5. The force transmission assembly for the middle part of the anti-collision bar according to claim 1, characterized in that: An arc groove is provided on the second force transmission member, and the arc groove corresponds to the anti-collision rod body; The arc groove includes a connecting section and a non-connecting section, the connecting section is fitted with the anti-collision rod body and connected by arc welding, and a second buffer gap is provided between the non-connecting section and the anti-collision rod body.

6. The force transmission assembly for the middle portion of the anti-collision bar according to claim 1, characterized in that: A third buffer gap is provided between the first force transmission member and the second force transmission member.

7. A door anti-collision rod assembly, comprising an anti-collision rod body, an anti-collision rod bracket and a door inner panel, wherein the anti-collision rod body is connected to the door inner panel through the anti-collision rod bracket, and two anti-collision rod brackets are respectively arranged at both ends of the anti-collision rod body, characterized in that: It also includes the anti-collision bar middle part force transmission component according to any one of claims 1 to 6, and the anti-collision bar middle part force transmission component is arranged in the middle part of the anti-collision bar body.

8. The vehicle door anti-collision bar assembly according to claim 7, characterized in that: It also includes a third force transmission component, which is arranged between the vehicle door inner panel and the anti-collision rod bracket, the third force transmission component is connected to the anti-collision rod bracket, and a fourth buffer gap is provided between the third force transmission component and the vehicle door inner panel.

9. The vehicle door anti-collision bar assembly according to claim 8, characterized in that: The third force transmission member includes a vertical surface, an inner flange and an outer flange, the vertical surface is arranged between the inner flange and the outer flange, the fourth buffer gap is arranged between the inner flange and the door inner panel, and the outer flange is welded to the anti-collision rod bracket.

10. The vehicle door anti-collision bar assembly according to claim 9, characterized in that: The facade is provided with a pleated structure arranged along the inside and outside.

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