Vehicle door anti-collision beam and vehicle

Abstract

The utility model discloses a car door anti-collision beam and a car, the car door anti-collision beam comprises an anti-collision beam body and a tubular part, the anti-collision beam body is provided with a containing groove, the containing groove extends along the length direction of the anti-collision beam body, and the tubular part is arranged in the containing groove; and the ratio of the length of the tubular part to the length of the anti-collision beam body is not less than 0.5. The vehicle door anti-collision beam not only can meet the higher standard side collision safety requirement, but also can effectively reduce the weight of the vehicle door anti-collision beam.

Description

Technical Field

[0001] The utility model relates to the technical field of automotive parts, and particularly relates to a door anti-collision beam and a vehicle. Background Art

[0002] Existing door anti-collision beams are mainly of single anti-collision beam structure or double anti-collision beam structure, and their forms are mainly divided into three categories: one is a tubular anti-collision beam, such as round steel pipe, square steel pipe, etc. The cost and weight of the tubular anti-collision cross beam are relatively low, and the collision performance and stability are relatively good. However, due to its poor formability, it has great limitations on the shape, and it is generally used for models with relatively straight outer door panels of automobiles. Another type is hot-formed stamping steel, and the cross section is generally W-shaped. The cost and weight of hot forming are both increased compared with profiles, and the performance is greatly affected by the cross-sectional shape and forming depth. Because it is stamping formed, it has good adaptability to the shape. The above two door anti-collision cross beam structures are single anti-collision beam structures, and their performances in terms of cost, weight and performance have their own advantages and disadvantages, and they cannot well meet the side collision performance requirements of the new version of C-NCAP and C-IASI after the upgrade of the side collision regulations test and evaluation methods. There is also a type of double anti-collision structure solution, specifically, two anti-collision beams are arranged at intervals on the door. Although it meets higher collision safety performance, the weight and cost of the parts are high. Summary of the Utility Model

[0003] The purpose of the utility model is to overcome the deficiencies of the prior art and provide a door anti-collision beam and a vehicle. The door anti-collision beam can not only meet the higher standard of side collision safety requirements, but also effectively reduce the weight of the door anti-collision beam.

[0004] In a first aspect, the present embodiment provides a door anti-collision beam, including: an anti-collision beam body and a tubular component. The anti-collision beam body has a receiving groove, the receiving groove extends along the length direction of the anti-collision beam body, and the tubular component is arranged in the receiving groove; the ratio of the length of the tubular component to the length of the anti-collision beam body is not less than 0.5.

[0005] In the embodiment of the utility model, by arranging a tubular component in the receiving groove of the anti-collision beam body, and the ratio of the length between the two ends of the tubular component to the length between the two ends of the anti-collision beam body is at least 0.5. In this way, the combination of the tubular component and the anti-collision beam body effectively increases the structural strength of the door anti-collision beam, thereby meeting higher standard side collision requirements, and also provides an anti-collision beam solution with less steel consumption, which can effectively reduce the weight of the door anti-collision beam.

[0006] In some embodiments, the door anti-collision beam further includes: a connecting bracket, and the connecting bracket is fixedly connected to the anti-collision beam body and the tubular component respectively to fix the tubular component in the receiving groove of the anti-collision beam body.

[0007] In some embodiments, the connecting bracket has a first connecting portion and a second connecting portion. The accommodating groove has an opening along the thickness direction of the anti-collision beam body. The anti-collision beam body has a first connecting surface and a second connecting surface, and the first connecting surface and the second connecting surface are respectively located on opposite sides of the opening along the width direction of the anti-collision beam body. The first connecting portion is fixedly connected to the first connecting surface, and the second connecting portion is fixedly connected to the second connecting surface.

[0008] In some embodiments, the inner wall surface of the accommodating groove includes a first side surface, a second side surface and a bottom surface. The bottom surface is opposite to the opening, and the first side surface and the second side surface are respectively located on opposite sides of the bottom surface along the width direction of the anti-collision beam body. The outer peripheral wall of the tubular member has a gap with at least one of the first side surface, the second side surface and the bottom surface, and the width of the gap is not less than 2 mm.

[0009] In this embodiment, the outer peripheral wall of the tubular member has a gap with at least one of the first side surface, the second side surface and the bottom surface, and the gap is at least 2 mm. When the subsequent vehicle is painted by electrophoresis, the electrophoresis liquid can fully electrophorese the tubular member and the anti-collision beam body, avoiding the problem of electrophoresis shielding.

[0010] In some embodiments, the connecting bracket further has a third connecting portion that matches the shape of the outer peripheral wall of the tubular member. The third connecting portion is fixedly connected to the tubular member, and the third connecting portion is respectively connected to the first connecting portion and the second connecting portion.

[0011] In some embodiments, along the thickness direction of the anti-collision beam body, both the first connecting portion and the second connecting portion are located on the side of the third connecting portion away from the bottom surface of the accommodating groove.

[0012] In some embodiments, at least a part of the structure of the third connecting portion is formed as a welding surface that fits the outer peripheral wall of the tubular member. The welding surface is welded to the outer peripheral wall of the tubular member, and a first weld seam and a second weld seam are formed and distributed along the circumferential direction of the tubular member. The distance between the first weld seam and the second weld seam in the width direction of the anti-collision beam body is not less than 10 mm.

[0013] In this embodiment, the span between the first weld seam and the second weld seam is greater than 10 mm, which can ensure the fitting area between the connecting bracket and the tubular member, reduce the influence of the welding high temperature on the performance of the tubular member, and at the same time increase the strength of the connection position between the tubular member and the connecting bracket, achieving a strengthening effect.

[0014] In some embodiments, the tubular member is a round tube, and the welding surface is an arc surface.

[0015] In some embodiments, the connecting bracket is a cold-formed steel structural member; and / or, the number of the connecting brackets is plural, and the plural connecting brackets are arranged at intervals along the length direction of the tubular member.

[0016] In some embodiments, the anti-collision beam body is a hot-formed steel structural member or a cold-formed steel structural member; and / or, the tubular member is a hot-formed steel structural member or a cold-formed steel structural member.

[0017] In the above embodiments, the material of the connecting bracket is cold-formed steel, the materials of the anti-collision beam body and / or the tubular member are hot-formed steel or cold-formed high-strength steel. The tubular member is first welded to the third connecting portion of the connecting bracket, and then the first connecting portion and the second connecting portion of the connecting bracket are welded to the anti-collision beam body. The tubular member and the anti-collision beam body are usually high-strength steel. When directly welded at high temperature, local stress is released, resulting in a risk of cracking at the welding position. By using a low-strength connecting bracket for transition connection, the problem of welding stress cracking of high-strength materials can be avoided, and at the same time, the problem of the decline in hot welding performance can be reduced.

[0018] In a third aspect, an embodiment of the present invention further provides a vehicle, including: a door body and the above-mentioned door anti-collision beam, and the door anti-collision beam is installed on the door body.

[0019] The additional aspects and advantages of the present invention will be partially given in the following description, partially become obvious from the following description, or be understood through the practice of the present invention. Description of the Drawings

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0021] Figure 1 It is a schematic structural diagram of the door anti-collision beam according to an embodiment of the present invention from one angle;

[0022] Figure 2 For Figure 1 The sectional view along the cross-section A-A;

[0023] Figure 3 For Figure 1 The sectional view along the cross-section A-A;

[0024] Figure 4 It is a schematic structural diagram of the door anti-collision beam according to an embodiment of the present invention from another angle;

[0025] Figure 5Schematic diagram of the assembly of the door anti-collision beam according to an embodiment of the present utility model on the door body.

[0026] Reference numerals:

[0027] 1 - Door anti-collision beam;

[0028] 10 - Anti-collision beam body; 20 - Tubular component; 30 - Connection bracket;

[0029] 11 - Receiving groove; 12 - First connection surface; 13 - Second connection surface; 14 - First side surface; 15 - Second side surface; 16 - Bottom surface; 21 - Outer peripheral wall; 31 - First connection portion; 32 - Second connection portion; 33 - Third connection portion; 331 - Welding surface; 3311 - First weld seam; 3312 - Second weld seam;

[0030] 4 - Door body. Detailed implementation manners

[0031] The embodiments of the present utility model will be described in detail below. The examples of the embodiments are shown in the drawings, where the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions from beginning to end. The embodiments described below with reference to the drawings are exemplary and are only used to explain the present utility model and should not be construed as a limitation of the present utility model.

[0032] In the description of the present utility model, it should be understood that the orientation descriptions such as up, down, front, back, left, right, etc. indicate the orientation or positional relationship based on the orientation or positional 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, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present utility model.

[0033] In the description of the present utility model, the meaning of several is more than one, the meaning of multiple is more than two, greater than, less than, exceeding, etc. are understood as not including the present number, and above, below, within, etc. are understood as including the present number. If there is a description of first and second, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features or implicitly indicating the sequence relationship of the indicated technical features.

[0034] In the description of the present utility model, unless otherwise clearly defined, words such as setting, installing, connecting, etc. should be understood in a broad sense, and those skilled in the art can reasonably determine the specific meanings of the above words in the present utility model in combination with the specific content of the technical solution.

[0035] In the description of the present utility model, the description with reference to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0036] An embodiment of the present utility model provides a door anti-collision beam 1. As Figures 1 to 4 shown, the door anti-collision beam 1 includes an anti-collision beam body 10 and a tubular member 20. The anti-collision beam body 10 can be a steel plate member. The anti-collision beam body 10 can be a single-layer steel plate, or a double-layer or multi-layer steel plate. The anti-collision beam body 10 can be formed by stamping or other forming processes on the steel plate.

[0037] The anti-collision beam body 10 has a receiving groove 11. The receiving groove 11 can be one or multiple. Each receiving groove 11 can extend along the length direction of the anti-collision beam body 10. When there are multiple receiving grooves 11, the multiple receiving grooves 11 can be arranged at intervals along the width direction of the anti-collision beam body 10.

[0038] The tubular member 20 can be a tubular member with a regular cross-sectional shape such as a round tube or a square tube, or a tubular member with an irregular cross-sectional shape. The tubular member 20 is arranged in the receiving groove 11. The receiving groove 11 can provide an installation space for the tubular member 20 to facilitate the fixation of the tubular member 20, and can also prevent the tubular member 20 from occupying additional space inside the door when it is arranged outside the receiving groove 11.

[0039] Furthermore, the receiving groove 11 is a groove-like structure with a certain depth. The cross-section of the receiving groove 11 can be V-shaped, U-shaped, semi-circular, elliptical or any other shape, and the receiving groove 11 has an opening along the thickness direction of the anti-collision beam body 10.

[0040] Optionally, the depth of the receiving groove 11 is greater than the outer diameter of the tubular member, so that the receiving groove 11 can accommodate the tubular member 20. Specifically, the value range of the depth H of the receiving groove 11 is H≥35mm. For example, the depth H of the receiving groove 11 can be 35mm, 36mm, 37mm, 38mm, 40mm or greater. The value range of the outer diameter D of the tubular member 20 can be 18mm≥D≥35mm. For example, the outer diameter D of the tubular member 20 can be 18mm, 20mm, 22mm, 24mm, 26mm, 28mm, 30mm, 33mm or 35mm.

[0041] Further, the tubular member 20 is a tubular structure with a certain wall thickness. The value range of the wall thickness d of the tubular member 20 is 1.4 mm - 2.5 mm. For example, the wall thickness d of the tubular member 20 can be selected as 1.4 mm, 1.6 mm, 1.8 mm, 2.0 mm, 2.2 mm, or 2.5 mm. Further, the value range of the ratio L1 / L2 of the length L1 of the tubular member 20 to the length L2 of the anti-collision beam body 10 is L1 / L2 ≥ 0.5. It is relatively easy to understand that the larger the ratio, the greater the overlapping amount of the tubular member 20 and the anti-collision beam body 10, and the better the strengthening effect of the tubular member 20 on the anti-collision beam body 10.

[0042] For the vehicle door anti-collision beam 1 according to the embodiment of the present invention, by arranging the tubular member 20 in the receiving groove of the anti-collision beam body 10, and the ratio of the length of the tubular member 20 to the length of the anti-collision beam body is at least 0.5. In this way, the combination of the tubular member 20 and the anti-collision beam body 10 can effectively increase the structural strength of the vehicle door anti-collision beam 1, thereby meeting the requirements of higher-standard side collisions. In addition, compared with the solution of using multiple anti-collision beam bodies stacked in the related art to increase the strength, the steel consumption of the vehicle door anti-collision beam 1 of the present application is less. It can effectively reduce the overall weight of the vehicle door anti-collision beam 1 and reduce the cost while enhancing the vehicle door anti-collision beam 1.

[0043] In some embodiments, the vehicle door anti-collision beam 1 may further include a connecting bracket 30. The connecting bracket 30 is fixedly connected to the anti-collision beam body 10 and the tubular member 20 respectively, so as to fix the tubular member 20 in the receiving groove 11 of the anti-collision beam body 10. In addition, by providing the connecting bracket 30, the position of the tubular member 20 in the receiving groove 11 can be conveniently adjusted.

[0044] In some embodiments, the connecting bracket 30 has a first connecting portion 31 and a second connecting portion 32. The receiving groove 11 has a first connecting surface 12 and a second connecting surface 13. The first connecting surface 12 and the second connecting surface 13 are respectively located on opposite sides of the opening of the receiving groove 11 along the width direction of the anti-collision beam body 10, and the first connecting surface 12 and the second connecting surface 13 may be perpendicular to the thickness direction of the anti-collision beam body 10. Among them, the first connecting portion 31 is fixedly connected to the first connecting surface 12, and the second connecting portion 32 is fixedly connected to the second connecting surface 13. In this way, there is a large connecting area between the connecting bracket 30 and the anti-collision beam body 10, which can improve the connecting strength, and further improve the installation stability of the tubular member 20, and better play the role of enhancing the structural strength of the vehicle door anti-collision beam 1. Optionally, the connecting bracket 30 and the receiving groove 11 can form a closed space, so that the tubular member 20 can be well fixed in the receiving groove.

[0045] Further, the fixed connection manner between the first connection portion 31 and the first connection surface 12, and the fixed connection manner between the second connection portion 32 and the second connection surface 13 can be welding, such as spot welding, or other connection manners. In this way, the connection strength and reliability between the connection bracket 30 and the anti-collision beam body 10 can be improved.

[0046] In some embodiments, the inner wall surface of the receiving groove 11 includes a first side surface 14, a second side surface 15, and a bottom surface 16. Among them, the bottom surface 16 faces the opening of the receiving groove 11, and the first side surface 14 and the second side surface 15 are respectively located on opposite sides of the bottom surface 16 along the width direction of the anti-collision beam body 10. The first side surface 14 can be arranged obliquely with respect to the bottom surface 16 or perpendicular to the bottom surface 16. The first side surface 14 can be an arc surface or a flat straight surface; the second side surface 15 can be arranged obliquely with respect to the bottom surface 16 or perpendicular to the bottom surface 16. The second side surface 15 can be an arc surface or a flat straight surface.

[0047] There is a gap between the outer peripheral wall 21 of the tubular member 20 and at least one of the first side surface 14, the second side surface 15, and the bottom surface 16. The value of the gap t is t≥2mm. Optionally, there are gaps between the outer peripheral wall 21 of the tubular member 20 and all three of the first side surface 14, the second side surface 15, and the bottom surface 16, and the gap is at least 2mm; optionally, there are gaps between the outer peripheral wall 21 of the tubular member 20 and two of the first side surface 14 and the second side surface 15, and the gap is at least 2mm, but it is in contact with the bottom surface 16; optionally, the outer peripheral wall 21 of the tubular member 20 is in contact with two of the first side surface 14 and the second side surface 15, but there is a gap with the bottom surface, and the gap is at least 2mm. In this embodiment, there is a gap between the outer peripheral wall of the tubular member 20 and at least one of the first side surface 14, the second side surface 15, and the bottom surface 16, and the gap is at least 2mm. When the vehicle is painted by electrophoresis later, the electrophoresis liquid can fully electrophorese the tubular member and the anti-collision beam body, avoiding the problem of electrophoresis shielding. Therefore, it can be understood that the relevant gap design for solving the electrophoresis shielding problem and enabling the door anti-collision beam to be fully electrophoresed belongs to the same concept.

[0048] As Figure 2 and Figure 3 shown, in some embodiments, the connection bracket 30 further has a third connection portion 33 that matches the shape of the outer peripheral wall of the tubular member 20. The third connection portion 33 is respectively connected to the first connection portion 31 and the second connection portion 32. Here, if the tubular member 20 is a round tube or an oval tube, the connection bracket 30 has an arc surface that fits it; if the tubular member 20 is a square tube, the connection bracket 30 has a flat straight surface that fits it; preferably, the tubular member 20 is a round tube, and the connection bracket has an arc-shaped welding surface 331 that fits it. In this way, the tubular member 20 is easier to manufacture and has higher strength.

[0049] In some embodiments, at least a part of the structure of the third connecting portion 33 is formed as a welding surface 331 that fits the tubular member 20. The welding surface 331 is welded to the outer peripheral wall of the tubular member 20 to form a first weld seam 3311 and a second weld seam 3312. The first weld seam 3311 and the second weld seam 3312 are arranged at intervals along the circumferential direction of the tubular member 20. Optionally, the first weld seam 3311 and the second weld seam 3312 respectively correspond to two edges of the welding surface 331 along the circumferential direction of the tubular member 20, and the distance A between the first weld seam 3311 and the second weld seam 3312 in the width direction of the bumper beam body 10 is greater than 10 mm.

[0050] In this embodiment, the welding surface 331 can increase the fitting area between the connecting bracket 30 and the tubular member 20. The span between the first weld seam 3311 and the second weld seam 3312 is greater than 10 mm, which reduces the influence of the welding high temperature on the performance degradation of the tubular member 20. At the same time, it also increases the strength of the connection position between the tubular member 20 and the connecting bracket 30 to achieve a strengthening effect.

[0051] In some embodiments, along the thickness direction of the bumper beam body 10, both the first connecting portion 31 and the second connecting portion 32 are located on the side of the third connecting portion 33 away from the bottom surface 16 of the receiving groove 11. In other words, the first connecting portion 31, the second connecting portion 32, and the third connecting portion 33 of the connecting bracket 30 are at different heights, specifically roughly in a "ji" shape. Preferably, the first connecting portion 31 and the second connecting portion 32 are in the same plane, and the third connecting portion 33 connected to the tubular member 20 is closer to the bottom surface 16 of the receiving groove 11 than the first connecting portion and the second connecting portion; the vertical distance between the same plane of the first connecting portion 31 and the second connecting portion 32 and the third connecting portion 33 is ≥5 mm; further, the opening of the receiving groove 11 is arranged facing the outside of the vehicle; the first connecting surface 12 and the second connecting surface 13 of the bumper beam body 10 are in the same plane, and the first connecting portion 31 and the second connecting portion 32 fixedly connected thereto are also designed to be in the same plane; with such a setting, the effective contact area between the door bumper beam and the collision object can be increased. So that when a collision occurs, the first connecting surface 12 and the second connecting surface 13 of the bumper beam body 10 first come into contact with the collision object, and the first connecting surface 12 and the second connecting surface 13 of the bumper beam body 10 are deformed; since the third connecting portion 33 connected to the tubular member 20 is closer to the bottom surface 16 of the receiving groove 11 than the first connecting portion 31 and the second connecting portion 32; with a higher collision intensity, the collision object then comes into contact with the tubular member 20, thereby meeting higher collision requirements. And in the case of a general-intensity collision, only the bumper beam body 10 will be damaged, and in the case of a high-intensity collision, the tubular member 20 will be damaged; so that in the case of a general-intensity collision, only the damaged bumper beam body 10 needs to be replaced, that is, this solution can reduce the collision repair cost.

[0052] In some embodiments, the connecting bracket 30 is made of a cold-formed steel structure member; and preferably a cold-formed low-strength steel, where the low-strength steel has a lower material strength compared to the anti-collision beam body and the tubular member, such as HC340 / 590DP. The number of connecting brackets 30 of the vehicle door anti-collision beam 1 can be multiple, where multiple means two or more, and multiple connecting brackets 30 can be arranged at intervals along the length direction of the vehicle door anti-collision beam 1. Taking the number of connecting brackets 30 being two as an example, the two connecting brackets 30 can be arranged at both ends of the tubular member 20 and fixedly connected to the anti-collision beam body 10. If the number of connecting brackets 30 is more than 2, they can be arranged according to the length of the tubular member and the requirements to meet the performance needs.

[0053] In some embodiments, the cross-sectional shape of the anti-collision beam body 10 is in the shape of M or W. The M or W-shaped cross-section can better absorb the energy of the collision due to the convex parts on both sides and the concave part in the middle, and at the same time can achieve a good lightweight effect.

[0054] In some embodiments, the anti-collision beam body 10 can be a hot-formed steel structure member or a cold-formed steel structure member; the tubular member 20 can be a hot-formed steel structure member or a cold-formed steel structure member. Optionally, both the anti-collision beam body 10 and the tubular member 20 are high-strength steel structure members, such as the vehicle door anti-collision beam 1 and the tubular member 20 usually use materials such as Usibor1500, Usibor2000, BR1500 or CR950 / 1300HS.

[0055] In the above embodiments, the material of the connecting bracket 30 is cold-formed steel, the material of the anti-collision beam body 10 and / or the tubular member 20 is hot-formed steel or cold-formed high-strength steel. The tubular member 20 is first welded to the third connecting portion 33 of the connecting bracket 30, and then the first connecting portion 31 and the second connecting portion 32 of the connecting bracket 30 are welded to the anti-collision beam body 10. Both the tubular member 20 and the anti-collision beam body 10 are set as high-strength steel, such as both being hot-formed steel. When two hot-formed steel materials are directly welded at high temperature, local stress is released, resulting in a risk of cracking at the welding position. Through the transition connection of the low-strength connecting bracket 30, the problem of cracking due to welding stress of high-strength materials can be avoided, and at the same time, the problem of the decrease in hot welding performance can be reduced.

[0056] As Figure 5 shown, the embodiment of the present invention further provides a vehicle, including a vehicle door body 4 and the vehicle door anti-collision beam 1 in the above embodiment, and the vehicle door anti-collision beam 1 is installed on the vehicle door body 4.

[0057] It should be noted that the vehicle referred to in the present utility model can be a private car, such as a sedan, an SUV, an MPV or a pickup truck, etc. The vehicle can also be an operating vehicle, such as a minibus, a bus or a truck, etc. The vehicle can be a fuel vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0058] The vehicle of the embodiment of the present utility model also has the advantages of the above-mentioned door anti-collision beam 1, which will not be elaborated here.

[0059] It should be particularly noted that the vehicle provided by the embodiment of the present utility model shows the part related to the technical problem to be solved by the embodiment of the present utility model. It can be understood that the vehicle provided by the embodiment of the present utility model also includes other structures for realizing the functions of the vehicle, including but not limited to the vehicle body, etc.

[0060] The above has described the embodiments of the present utility model in detail with reference to the drawings. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those of ordinary skill in the art, various changes can be made without departing from the purpose of the present utility model. In addition, without conflict, the embodiments of the present utility model and the features in the embodiments can be combined with each other.

Claims

1. A car door anti-collision beam, characterized in that, Comprising: An anti-collision beam body and a tubular member, the anti-collision beam body having a receiving groove that extends along the length direction of the anti-collision beam body, and the tubular member is disposed within the receiving groove; the ratio of the length of the tubular member to the length of the anti-collision beam body is not less than 0.

5.

2. The door anti-collision beam according to claim 1, characterized in that, Further comprising: A connecting bracket that is fixedly connected to the anti-collision beam body and the tubular member respectively to fix the tubular member within the receiving groove of the anti-collision beam body.

3. The car door anti-collision beam according to claim 2, wherein the connecting bracket has a first connecting portion and a second connecting portion, an opening of the receiving groove along the thickness direction of the anti-collision beam body, the anti-collision beam body having a first connecting surface and a second connecting surface, and the first connecting surface and the second connecting surface are respectively located on opposite sides along the width direction of the opening; the first connecting portion is fixedly connected to the first connecting surface, and the second connecting portion is fixedly connected to the second connecting surface.

4. The car door anti-collision beam according to claim 3, wherein the inner wall surface of the receiving groove includes a first side surface, a second side surface and a bottom surface, the bottom surface is opposite to the opening, and the first side surface and the second side surface are respectively located on opposite sides along the width direction of the bottom surface of the anti-collision beam body; the outer peripheral wall of the tubular member has a gap with at least one of the first side surface, the second side surface and the bottom surface, and the width of the gap is not less than 2 mm.

5. The car door anti-collision beam according to claim 3 or 4, wherein the connecting bracket further has a third connecting portion that matches the shape of the outer peripheral wall of the tubular member, the third connecting portion is fixedly connected to the tubular member, and the third connecting portion is connected to the first connecting portion and the second connecting portion respectively.

6. The door anti-collision beam according to claim 5, characterized in that, Along the thickness direction of the anti-collision beam body, both the first connecting portion and the second connecting portion are located on a side of the third connecting portion away from the bottom surface of the receiving groove.

7. The car door anti-collision beam according to claim 5, wherein at least a part of the structure of the third connecting portion is formed as a welding surface that fits the outer peripheral wall of the tubular member, the welding surface is welded to the outer peripheral wall of the tubular member, and a first weld seam and a second weld seam that are distributed circumferentially along the tubular member are formed, and the distance between the first weld seam and the second weld seam in the width direction of the anti-collision beam body is not less than 10 mm.

8. The car door anti-collision beam according to claim 7, wherein the tubular member is a circular tube, and the welding surface is an arc surface.

9. The car door anti-collision beam according to claim 8, wherein the connecting bracket is a cold-formed steel structure member; and / or, the number of the connecting brackets is multiple, and the multiple connecting brackets are arranged at intervals along the length direction of the tubular member.

10. The car door anti-collision beam according to claim 1, wherein the anti-collision beam body is a hot-formed steel structure member or a cold-formed steel structure member; and / or, the tubular member is a hot-formed steel structure member or a cold-formed steel structure member.

11. A vehicle, characterized in that, Comprising: A car door body; The door anti-collision beam according to any one of claims 1 to 10, wherein the door anti-collision beam is installed on the door body.

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