Vehicle door anti-collision structure, vehicle door assembly and vehicle

Abstract

The utility model provides a car door anti-collision structure, a car door assembly and a car, and belongs to the technical field of car door components, the car door anti-collision structure comprises an anti-collision pipe, a first mounting support and a second mounting support, and the anti-collision pipe comprises a first mounting part and a second mounting part which are distributed in the axial direction; the first mounting part and the second mounting part are distributed at an included angle in the inside-outside direction, the first mounting part and the vehicle door outer plate are arranged in a shape following manner, and the second mounting part and the vehicle door inner plate are distributed at intervals in the inside-outside direction; the first mounting bracket is connected to the first mounting part and is used for fixing the first mounting part on the vehicle door outer plate; the second installation support is connected to the second installation part and used for fixing the second installation part to the vehicle door inner plate. The utility model provides a vehicle door anti-collision structure, a vehicle door assembly and a vehicle and aims to solve the problems that in the prior art, an anti-collision pipe and a vehicle door outer plate are installed through a reinforcing support, so that the weight of the anti-collision structure and the vehicle door is large, and the vehicle door outer plate is prone to deformation in the installation process of the reinforcing support.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicle door components, and more specifically, relates to a vehicle door anti-collision structure, a vehicle door assembly and a vehicle. Background Art

[0002] In order to enhance the anti-impact performance of a vehicle during a side collision, a vehicle door anti-collision mechanism is usually installed between the inner panel and the outer panel of the vehicle door. When the side of the vehicle is impacted, the vehicle door anti-collision mechanism can play an energy absorption role to prevent all the energy generated by the impact from being transmitted to the interior of the vehicle.

[0003] The existing vehicle door anti-collision mechanism usually includes an anti-collision tube and brackets provided at both ends of the anti-collision tube. The anti-collision tube is connected to the inner panel of the vehicle door through the brackets. When a side collision occurs, the vehicle door anti-collision tube of the vehicle can absorb or transfer a certain amount of impact force, reducing the harm to the vehicle occupants.

[0004] Since the existing anti-collision tube is usually a straight tubular structure and the outer panel of the vehicle door is a non-planar plate-like structure, the distance between the anti-collision tube and the outer panel of the vehicle door is uneven. At the place where the distance between the outer panel of the vehicle door and the anti-collision tube is large, the anti-collision tube cannot provide an effective anti-deformation force to the outer panel of the vehicle door. In order to make the outer panel of the vehicle door reach the target stiffness and increase the anti-denting property of the outer panel of the vehicle door, a reinforcing bracket is usually provided, and the reinforcing bracket fixes the anti-collision tube to the outer panel of the vehicle door. However, this method will cause an increase in the weight of the anti-collision mechanism and the entire vehicle door, and there is a risk of deformation of the reinforcing bracket during the welding process, which easily affects the accuracy of the outer panel of the vehicle door. Summary of the Utility Model

[0005] The purpose of the utility model is to provide a vehicle door anti-collision structure, a vehicle door assembly and a vehicle, aiming to solve the problems in the prior art that the anti-collision tube and the outer panel of the vehicle door are installed through a reinforcing bracket, resulting in a large weight of the anti-collision structure and the vehicle door, and the outer panel of the vehicle door is easily deformed during the installation process of the reinforcing bracket.

[0006] To achieve the above purpose, the technical solution adopted by the utility model is as follows:

[0007] In a first aspect, a vehicle door anti-collision structure is provided, including:

[0008] An anti-collision tube, including a first installation portion and a second installation portion distributed along the axial direction. The first installation portion and the second installation portion are distributed at an angle in the inner and outer direction, and the first installation portion is arranged in conformity with the outer panel of the vehicle door, and the second installation portion is spaced apart from the inner panel of the vehicle door in the inner and outer direction;

[0009] A first installation bracket, connected to the first installation portion, for fixing the first installation portion to the outer panel of the vehicle door; and

[0010] The second mounting bracket is connected to the second mounting portion and is used to fix the second mounting portion to the inner panel of the vehicle door.

[0011] Combined with the first aspect, in a possible implementation manner, an interval space is formed between the first mounting portion and the outer panel of the vehicle door in the inner and outer directions, and the interval space is filled with expansion glue.

[0012] Combined with the first aspect, in a possible implementation manner, the cross-section of the first mounting portion includes a fixed area and a strengthening area connected end to end. The fixed area is a straight line and is close to the outer panel of the vehicle door, and the expansion glue is filled between the fixed area and the outer panel of the vehicle door.

[0013] Combined with the first aspect, in a possible implementation manner, a plurality of filling areas are sequentially and spaced apart along the axial direction of the first mounting portion, and the expansion glue is arranged corresponding to the filling areas.

[0014] Combined with the first aspect, in a possible implementation manner, the anti-collision tube further includes a transition portion located between the first mounting portion and the second mounting portion, and the radius of curvature of the transition portion is not less than twice the diameter of the transition portion.

[0015] Combined with the first aspect, in a possible implementation manner, the cross-section of the second mounting portion is annular.

[0016] Combined with the first aspect, in a possible implementation manner, the vehicle door anti-collision structure further includes a support frame connected to the first mounting bracket. The support frame includes a first connecting portion, a support portion, and a second connecting portion that are sequentially arranged at an angle. Among them, the first connecting portion is connected to the first mounting bracket, and the second connecting portion is connected to the inner panel of the vehicle door.

[0017] Combined with the first aspect, in a possible implementation manner, the second mounting bracket includes a connecting plate and legs located on opposite sides of the connecting plate respectively. The connecting plate is adapted to the outer peripheral surface of the second mounting portion, and the legs are connected to the inner panel of the vehicle door.

[0018] The beneficial effects of the door anti-collision structure provided by the present utility model are as follows: Compared with the prior art, the first mounting portion of the door anti-collision structure of the present utility model is arranged conformally with the outer door panel, so that the distances between various positions on the first mounting portion and the outer door panel are kept consistent, avoiding uneven distances from the first mounting portion due to the shape change of the outer door panel. In areas with larger distances, the first mounting portion cannot provide effective support for the outer door panel, which may lead to the intrusion of the outer door panel into the cab during a side collision of the vehicle, causing casualties to the occupants inside the vehicle. The first mounting bracket is used to fix the first mounting portion to the outer door panel, and the second mounting bracket is used to fix the second mounting portion to the inner door panel, which not only realizes the fixation of the anti-collision tube, but also compared with the prior art solution where both ends of the anti-collision tube are fixed to the inner door panel, the anti-collision tube can quickly transfer the force received by the outer door panel to other components of the vehicle body through the inner door panel. The present utility model does not need to set up a reinforcing bracket to connect the first mounting portion and the outer door panel. Through the conformal design of the first mounting portion and the door, effective support for the outer door panel is achieved, ensuring the strength and stiffness of the outer door panel, reducing the weight of the door anti-collision structure and the door assembly, which is beneficial to the lightweight of the whole vehicle, and at the same time avoiding the problem of deformation of the outer door panel caused by welding the reinforcing bracket to the outer door panel.

[0019] In a second aspect, an embodiment of the present utility model further provides a door assembly, including the door anti-collision structure described in any one of the above.

[0020] The beneficial effects of the door assembly provided by the present utility model are that, by adopting the above-mentioned door anti-collision structure, it has similar technical effects to the above-mentioned door anti-collision structure, which will not be elaborated here.

[0021] In a third aspect, an embodiment of the present utility model further provides a vehicle, including the above-mentioned door assembly.

[0022] The beneficial effects of the vehicle provided by the present utility model are that, by adopting the above-mentioned door assembly, it has similar technical effects to the above-mentioned door assembly, which will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the following drawings are only some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0024] Figure 1 It is a schematic structural diagram of the door anti-collision structure provided by an embodiment of the present utility model;

[0025] Figure 2Structural schematic diagram of the door anti-collision structure and the outer door panel provided by the embodiment of the present utility model;

[0026] Figure 3 Partial cross-sectional view of the door assembly provided by the embodiment of the present utility model;

[0027] Figure 4 Structural schematic diagram of the door anti-collision structure and the inner door panel provided by the embodiment of the present utility model;

[0028] Figure 5 is Figure 4 Partial enlarged view of part A in

[0029] In the figure: 1, anti-collision tube; 101, first installation part; 1011, fixed area; 1012, strengthening area; 102, transition part; 103, second installation part; 2, first installation bracket; 3, second installation bracket; 301, leg; 302, connecting plate; 4, support frame; 401, first connection part; 402, support part; 403, second connection part; 5, inner door panel; 6, outer door panel; 7, expansion glue. Specific implementation manners

[0030] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present utility model and are not used to limit the present utility model.

[0031] In the claims, the description and the above-mentioned drawings of the present utility model, unless otherwise clearly defined, when using terms such as "first", "second" or "third", etc., they are used to distinguish different objects rather than to describe a specific order. In the claims, the description and the drawings of the present utility model, the orientation terms "upper" and "lower" are the same as the up and down directions of the vehicle body, the terms "left" and "right" are the same as the left and right directions of the vehicle body, the terms "front" and "rear" are the same as the front and rear directions of the vehicle body, and the term "inner side" refers to the side adjacent to the passenger compartment in the left and right directions of the vehicle body, and vice versa is the "outer side". Unless otherwise specified, the remaining orientation terms, such as "vertical", "clockwise", "counterclockwise", etc., indicating the orientation or position relationship are based on the orientation and position relationship shown in the drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, so it should not be construed as limiting the specific protection scope of the present utility model. In the claims, the description and the above-mentioned drawings of the present utility model, unless otherwise clearly defined, when using the terms "fixed connection" or "fixedly connected", it should be understood in a broad sense, that is, any connection method without displacement relationship and relative rotation relationship between the two, that is, including non-detachable fixed connection, detachable fixed connection, being integrated as a whole, and being fixedly connected through other devices or elements. In the claims, the description and the above-mentioned drawings of the present utility model, when using the terms "comprising", "having" and their variants, are intended to mean "including but not limited to".

[0032] It should be noted that the "cross-section" refers to the cross-sectional shape perpendicular to the axial direction.

[0033] Please refer to Figures 1 to 5 simultaneously. Now, the door anti-collision structure, door assembly and vehicle provided by the present utility model will be described. The door anti-collision structure includes an anti-collision tube 1, a first mounting bracket 2 and a second mounting bracket 3. The anti-collision tube 1 includes a first mounting portion 101 and a second mounting portion 103 distributed along the axial direction. The first mounting portion 101 and the second mounting portion 103 are distributed at an angle in the inner and outer directions, and the first mounting portion 101 is arranged conformingly with the outer door panel 6, and the second mounting portion 103 is spaced apart from the inner door panel 5 in the inner and outer directions; the first mounting bracket 2 is connected to the first mounting portion 101 for fixing the first mounting portion 101 to the outer door panel 6; the second mounting bracket 3 is connected to the second mounting portion 103 for fixing the second mounting portion 103 to the inner door panel 5.

[0034] The anti-collision structure of the vehicle door provided by the present utility model, compared with the prior art, the first mounting portion 101 of the anti-collision structure of the vehicle door of the present utility model is arranged in conformity with the outer panel 6 of the vehicle door, so that the distances between various positions on the first mounting portion 101 and the outer panel 6 of the vehicle door are kept consistent, avoiding the uneven distance from the first mounting portion 101 due to the shape change of the outer panel 6 of the vehicle door. In the area with a large distance, the first mounting portion 101 cannot provide effective support for the outer panel 6 of the vehicle door, resulting in the intrusion of the outer panel 6 of the vehicle door into the cab during a side collision, causing casualties to the occupants in the vehicle. The first mounting bracket 2 is used to fix the first mounting portion 101 to the outer panel 6 of the vehicle door, and the second mounting bracket 3 is used to fix the second mounting portion 103 to the inner panel 5 of the vehicle door, which not only realizes the fixation of the anti-collision tube 1, but also compared with the prior art solution in which both ends of the anti-collision tube 1 are fixed to the inner panel 5 of the vehicle door, the anti-collision tube 1 can quickly transfer the force received by the outer panel 6 of the vehicle door to other components of the vehicle body through the inner panel 5 of the vehicle door. The present utility model does not need to provide a reinforcing bracket to connect the first mounting portion 101 and the outer panel 6 of the vehicle door. Through the conformal design of the first mounting portion 101 and the vehicle door, effective support for the outer panel 6 of the vehicle door is realized, ensuring the strength and stiffness of the outer panel 6 of the vehicle door, reducing the weight of the anti-collision structure of the vehicle door and the door assembly, facilitating the lightweight of the whole vehicle, and at the same time avoiding the problem of deformation of the outer panel 6 of the vehicle door caused by welding the reinforcing bracket to the outer panel 6 of the vehicle door.

[0035] It should be noted that the second mounting portion 103 is arranged at an interval from the inner panel 5 of the vehicle door, which can avoid the problem that the inner panel 5 of the vehicle door deforms under force and causes the anti-collision tube 1 to vibrate, thereby generating noise. At the same time, a buffer can be formed between the anti-collision tube 1 and the inner panel 5 of the vehicle door, reducing the intrusion amount of the vehicle door into the cab during a side collision.

[0036] Optionally, the first mounting portion 101 is in contact with or arranged at an interval from the outer panel 6 of the vehicle door. When the first mounting portion 101 is arranged at an interval from the outer panel 6 of the vehicle door, the distance between the first mounting portion 101 and the outer panel 6 of the vehicle door is between 4.8 - 5.2 mm.

[0037] Optionally, the anti-collision tube 1 is made of hot-formed steel, and the tensile strength ≥ 1750 Mpa. For example, the CR1200 / 2000HS bare board or CR1200 / 2000HS aluminum-silicon coated board or CR1200 / 2000HS galvanized board can be selected.

[0038] Optionally, the wall thickness of the anti-collision tube 1 is 1 - 2.5 mm, and the axial length is 500 - 1800 mm.

[0039] Optionally, the first mounting portion 101 is bonded or welded to the first mounting bracket 2, and the second mounting portion 103 is bonded or welded to the second mounting bracket 3.

[0040] Optionally, the diameters of the first mounting portion 101 and the second mounting portion 103 are the same or different. For example, the first mounting portion 101 has a diameter of D1 a circular tubular member, and the second mounting portion 103 is a circular tubular member with a diameter of D 2 a circular tubular member, D 1 and D 2 may be the same or different. The first mounting portion 101 and / or the second mounting portion 103 may also be a variable-diameter member, such as a tapered tubular member with a gradually changing diameter. Of course, the first mounting portion 101 and / or the second mounting portion 103 may also be other tubular members with irregular shapes, such as a circular tubular member (or a tapered tubular member) having a necking portion or a convex portion.

[0041] In some embodiments, please refer to Figure 3 and Figure 5 , a spacing space is formed between the first mounting portion 101 and the vehicle outer door panel 6 in the inner and outer directions, and an expansion adhesive 7 is filled in the spacing space.

[0042] Filling the expansion adhesive 7 in the spacing space between the first mounting portion 101 and the vehicle outer door panel 6 can, on the one hand, fill the gap between the first mounting portion 101 and the vehicle outer door panel 6. The expansion adhesive 7 has a buffering effect, avoiding the vehicle outer door panel 6 from shaking under external force or wind force and then interfering with the first mounting portion 101 to generate noise, thereby improving the NVH performance of the whole vehicle; on the other hand, the expansion adhesive 7 realizes the connection between the first mounting portion 101 and the vehicle outer door panel 6, increasing the rigidity of the vehicle outer door panel 6.

[0043] In some embodiments, please refer to Figure 3 , the cross-section of the first mounting portion 101 includes a fixed area 1011 and a strengthening area 1012 connected end to end. The fixed area 1011 is a straight line and is close to the vehicle outer door panel 6, and the expansion adhesive 7 is filled between the fixed area 1011 and the vehicle outer door panel 6.

[0044] The cross-section of the fixed area 1011 is a straight line, which can increase the contact surface with the expansion adhesive 7 and improve the connection tightness between the first mounting portion 101 and the vehicle outer door panel 6. In addition, since the cross-section of the fixed area 1011 is a straight line, the gap between each position of the fixed area 1011 and the vehicle outer door panel 6 can be ensured to be consistent.

[0045] Optionally, the strengthening area 1012 is a straight line or an arc, or a combination of a straight line and an arc. When the strengthening area 1012 is an arc, the cross-section of the first mounting portion 101 is a "D" - shaped structure; when the strengthening area 1012 is a plurality of sequentially connected straight lines, the cross-section of the first mounting portion 101 is a polygonal structure; when the strengthening area 1012 is a combination of a straight line and an arc, the cross-section of the first mounting portion 101 is an irregular closed structure, such as a runway-shaped structure formed by alternating two straight lines and two arcs.

[0046] In some embodiments, please refer to Figure 4, a plurality of filling areas are sequentially and spaced apart along the axial direction of the first mounting portion 101, and the expansion adhesive 7 is disposed corresponding to the filling areas.

[0047] The solution in this embodiment can, on the one hand, avoid filling the expansion adhesive 7 in the first mounting portion 101 as a whole, reducing the cost of filling the expansion adhesive 7. On the other hand, it can reserve space for the expansion of the expansion adhesive 7, avoiding the situation where there is no reserved space in the axial direction after the expansion adhesive 7 is filled in the first mounting portion 101 as a whole, resulting in the expansion adhesive 7 can only expand in the inner and outer directions, and further causing the problem of the first mounting portion 101 deforming under the force in the inner and outer directions.

[0048] Optionally, the length of the filling area is 50 - 150 mm.

[0049] In some embodiments, please refer to Figure 1 , the anti-collision tube 1 further includes a transition portion 102 located between the first mounting portion 101 and the second mounting portion 103, and the radius of curvature of the transition portion 102 is not less than twice the diameter of the transition portion 102.

[0050] The design of the transition portion 102 can avoid the formation of sharp corners at the connection between the first mounting portion 101 and the second mounting portion 103, thus easily causing stress concentration at the connection. In addition, the solution in this embodiment realizes a smooth transition between the first mounting portion 101 and the second mounting portion 103, ensuring that the outer arc side of the tube blank does not crack during the forming process of the transition portion 102, and improving the yield rate.

[0051] Optionally, the cross-section of the transition portion 102 is annular. It can be circular or elliptical.

[0052] In some embodiments, please refer to Figure 1 , the cross-section of the second mounting portion 103 is annular.

[0053] Compared with the solution with a polygonal or irregular cross-section, the solution in this embodiment is not only easy to process, but also avoids the problem of easy stress concentration at the sharp-corner connection, and the circumferential force on the second mounting portion 103 is uniform when subjected to external forces, improving the service life.

[0054] Optionally, the cross-section of the second mounting portion 103 is circular or elliptical.

[0055] In some embodiments, please refer to Figures 2 to 4 , the door anti-collision structure further includes a support frame 4 connected to the first mounting bracket 2, and the support frame 4 includes a first connecting portion 401, a support portion 402, and a second connecting portion 403 that are sequentially arranged at an angle, wherein the first connecting portion 401 is connected to the first mounting bracket 2, and the second connecting portion 403 is connected to the door inner panel 5.

[0056] In this embodiment, the anti-collision tube 1 is connected to the inner door panel 5 and the first mounting bracket 2 through the support frame 4 respectively, so as to realize the connection between the anti-collision tube 1 and the inside of the door, and thus connect both the first mounting portion 101 and the second mounting portion 103 to the inner door panel 5. At the same time, the first mounting portion 101 is also connected to the outer door panel 6, which increases the stability of the anti-collision tube 1 in the inner and outer directions. In addition, after the outer door panel 6 is stressed, it is transmitted to the first mounting portion 101 through the first mounting bracket 2. Part of the external force is transmitted to the inner door panel 5 through the first mounting portion 101 and the support frame, and the other part is transmitted to the inner door panel 5 through the second mounting portion 103 and the second mounting bracket 3. This embodiment increases the force transmission path of the external force

[0057] Optionally, the support portion 402 and the second connection portion 403 are respectively attached to two adjacent plate surfaces of the inner door panel 5, which increases the contact area with the inner door panel 5.

[0058] Optionally, the first connection portion 401, the support portion 402 and the second connection portion 403 form a "Z" shape or a "U" shape structure.

[0059] In some embodiments, please refer to Figure 1 , the second mounting bracket 3 includes a connecting plate 302 and legs 301 located on opposite sides of the connecting plate 302 respectively. The connecting plate 301 is adapted to the outer peripheral surface of the second mounting portion 103, and the legs 301 are connected to the inner door panel 5.

[0060] The legs 301 are connected to the inner door panel 5, so that the second mounting portion 103 is spaced from the inner door panel 5 to form a buffer space, and the inner door panel 5 will not be deformed when the second mounting portion 103 is slightly deformed. In addition, the connecting plate 302 is adapted to the outer peripheral surface of the second mounting portion 103, which can increase the contact area with the second mounting portion 103. It can not only reduce the local pressure of the second mounting portion 103, but also improve the connection firmness between the second mounting portion 103.

[0061] Optionally, the second mounting bracket is in a "channel" shape structure, and the connecting plate 302 is located on the side of the second mounting portion 103 close to the inner door panel 5 to provide a supporting force for the second mounting portion 103.

[0062] Based on the same inventive concept, the present utility model also provides a door assembly. Please refer to Figure 3 , the door assembly includes the door anti-collision structure of any one of the above.

[0063] The door assembly provided by the present utility model adopts the above-mentioned door anti-collision structure. The first mounting portion 101 is arranged in conformity with the outer door panel 6, so that the distances from various positions on the first mounting portion 101 to the outer door panel 6 are kept consistent, avoiding the uneven distances from the first mounting portion 101 due to the shape change of the outer door panel 6. In the area with a large distance, the first mounting portion 101 cannot provide effective support for the outer door panel 6, which may lead to the intrusion of the outer door panel 6 into the cab during a side collision of the vehicle, resulting in casualties of the vehicle occupants. By using the first mounting bracket 2 to fix the first mounting portion 101 to the outer door panel 6 and the second mounting bracket 3 to fix the second mounting portion 103 to the inner door panel 5, not only the fixation of the anti-collision tube 1 is realized, but also compared with the prior art in which both ends of the anti-collision tube 1 are fixed to the inner door panel 5, the anti-collision tube 1 can quickly transfer the force received by the outer door panel 6 to other components of the vehicle body through the inner door panel 5. The present utility model does not need to provide a reinforcing bracket to connect the first mounting portion 101 and the outer door panel 6. Through the conformal design of the first mounting portion 101 and the door, effective support for the outer door panel 6 is realized, ensuring the strength and stiffness of the outer door panel 6, reducing the weight of the door anti-collision structure and the door assembly, being beneficial to the lightweight of the whole vehicle, and at the same time avoiding the problem of deformation of the outer door panel 6 caused by welding the reinforcing bracket to the outer door panel 6.

[0064] Based on the same inventive concept, the present utility model also provides a vehicle. The vehicle includes the above-mentioned door assembly.

[0065] The vehicle provided by the present utility model adopts the above-mentioned door assembly. The first mounting portion 101 is arranged in conformity with the outer door panel 6, so that the distances from various positions on the first mounting portion 101 to the outer door panel 6 are kept consistent, avoiding the uneven distances from the first mounting portion 101 due to the shape change of the outer door panel 6. In the area with a large distance, the first mounting portion 101 cannot provide effective support for the outer door panel 6, which may lead to the intrusion of the outer door panel 6 into the cab during a side collision of the vehicle, resulting in casualties of the vehicle occupants. By using the first mounting bracket 2 to fix the first mounting portion 101 to the outer door panel 6 and the second mounting bracket 3 to fix the second mounting portion 103 to the inner door panel 5, not only the fixation of the anti-collision tube 1 is realized, but also compared with the prior art in which both ends of the anti-collision tube 1 are fixed to the inner door panel 5, the fixation of the anti-collision tube 1 to the outer door panel 6 and the inner door panel 5 is more stable. The present utility model does not need to provide a reinforcing bracket to connect the first mounting portion 101 and the outer door panel 6. Through the conformal design of the first mounting portion 101 and the door, effective support for the outer door panel 6 is realized, ensuring the strength and stiffness of the outer door panel 6, reducing the weight of the door anti-collision structure and the door assembly, being beneficial to the lightweight of the whole vehicle, and at the same time avoiding the problem of deformation of the outer door panel 6 caused by welding the reinforcing bracket to the outer door panel 6.

[0066] The above are only the preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. The door anti-collision structure is characterized by: include: The anti-collision tube (1) comprises a first mounting portion (101) and a second mounting portion (103) distributed along the axial direction, wherein the first mounting portion (101) and the second mounting portion (103) are distributed at an angle in the inner and outer directions, and the first mounting portion (101) is arranged in a conformal manner with a vehicle door outer panel (6), and the second mounting portion (103) is distributed at intervals with a vehicle door inner panel (5) in the inner and outer directions; A first mounting bracket (2) connected to the first mounting portion (101) and used for fixing the first mounting portion (101) to the vehicle door outer panel (6); and The second mounting bracket (3) is connected to the second mounting portion (103) and is used to fix the second mounting portion (103) to the vehicle door inner panel (5).

2. The vehicle door anti-collision structure according to claim 1, characterized in that: The first mounting portion (101) and the vehicle door outer panel (6) form a spacing space in the inner and outer directions, and the spacing space is filled with expansion glue (7).

3. The vehicle door anti-collision structure according to claim 2, characterized in that: The cross section of the first mounting portion (101) comprises a fixing area (1011) and a reinforcement area (1012) connected end to end, the fixing area (1011) is a straight line and is close to the vehicle door outer panel (6), and the expansion glue (7) is filled between the fixing area (1011) and the vehicle door outer panel (6).

4. The vehicle door anti-collision structure according to claim 2, characterized in that: The first mounting portion (101) has a plurality of filling areas spaced in sequence along its axial direction, and the expansion glue (7) is arranged corresponding to the filling areas.

5. The vehicle door anti-collision structure according to claim 1, characterized in that: The anti-collision tube (1) further comprises a transition portion (102) located between the first mounting portion (101) and the second mounting portion (103), and a curvature radius of the transition portion (102) is not less than twice the diameter of the transition portion (102).

6. The vehicle door anti-collision structure according to claim 1, characterized in that: The cross section of the second mounting portion (103) is annular.

7. The vehicle door anti-collision structure according to claim 1, characterized in that: The vehicle door anti-collision structure also includes a support frame (4) connected to the first mounting bracket (2), and the support frame (4) includes a first connecting portion (401), a supporting portion (402), and a second connecting portion (403) which are arranged in sequence at an angle, wherein the first connecting portion (401) is connected to the first mounting bracket (2), and the second connecting portion (403) is connected to the vehicle door inner panel (5).

8. The vehicle door anti-collision structure according to claim 1, characterized in that: The second mounting bracket (3) comprises a connecting plate (302) and supporting legs (301) respectively located on opposite sides of the connecting plate (302); the connecting plate (302) is adapted to the outer peripheral surface of the second mounting portion (103); and the supporting legs (301) are connected to the inner door panel (5).

9. A vehicle door assembly, characterized in that: A vehicle door anti-collision structure according to any one of claims 1 to 8.

10. A vehicle, characterized in that The vehicle door assembly according to claim 9 is provided.

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