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

Abstract

The utility model discloses a vehicle door anti-collision beam, a vehicle door assembly and a vehicle. The vehicle door anti-collision beam comprises a first beam section, the second beam section is connected with the first beam section and located on the rear side, away from the head of the vehicle, of the first beam section, and the strength of the second beam section is higher than that of the first beam section. When a vehicle is subjected to side collision, the first beam section with low strength on the front side is easier to deform and bend, the bending area moves towards the leg area of the dummy model during bending, collision energy is induced to the front side, damage to the dummy model prone to damage in the rear area is reduced, in addition, the second beam section on the rear side is higher in strength, and damage to the dummy model is reduced. Collision energy absorption of the rear area of the vehicle door assembly and the vehicle body B column can be increased, so that damage to a dummy model prone to damage in the rear area is further reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle doors, in particular to a door anti-collision beam, a door assembly and a vehicle. Background Art

[0002] When a vehicle encounters a side collision during driving, the door anti-collision beam plays a role in increasing the energy absorption of the door and reducing the injury to the personnel in the passenger compartment.

[0003] Currently, the cross-sectional shape of the door anti-collision beam is single, resulting in an unstable deformation area of the door assembly when the vehicle is subjected to a side collision. When the deformation area of the door assembly is at the rear and lower, the injury to the driver and passengers is relatively large, and it is impossible to provide better protection for the driver and passengers. Summary of the Utility Model

[0004] The utility model provides a door anti-collision beam, a door assembly and a vehicle, aiming to at least solve the technical problem that when the vehicle is subjected to a side collision in the prior art, the deformation area of the door assembly is unstable, and when the deformation area of the door assembly is at the rear and lower, the injury to the driver and passengers is relatively large, and it is impossible to provide better protection for the driver and passengers.

[0005] In the first aspect of the implementation of the utility model, first, a door anti-collision beam is provided, including:

[0006] A first beam segment;

[0007] A second beam segment, connected to the first beam segment, the second beam segment is located at the rear side of the first beam segment away from the vehicle's head, and the strength of the second beam segment is higher than that of the first beam segment.

[0008] Optionally, the first beam segment has a first energy absorption cavity, the second beam segment has at least two second energy absorption cavities, and at least two of the second energy absorption cavities are arranged side by side along the width direction of the door anti-collision beam.

[0009] Optionally, the cross-sectional shape of the first beam segment is a U-shaped, and the cross-sectional shape of the second beam segment is a W-shaped.

[0010] Optionally, the second beam segment includes a main body portion. Along the thickness direction of the door anti-collision beam, the thickness of the main body portion in the second beam segment is greater than the thickness of the first beam segment, and / or, along the width direction of the door anti-collision beam, the width of the main body portion in the second beam segment is greater than the width of the first beam segment.

[0011] Optionally, the second energy absorption cavity penetrates the main body portion along the extension direction of the door anti-collision beam, and the second energy absorption cavity extends to both ends of the second beam segment. The width of the second energy absorption cavity at the main body portion is greater than the width of the second energy absorption cavity at both ends of the second beam segment.

[0012] Optionally, along the thickness direction of the door anti-collision beam, the thickness of the first beam segment is greater than or equal to 10 mm and less than or equal to 25 mm, and the thickness of the main body portion in the second beam segment is greater than or equal to 35 mm and less than or equal to 40 mm;

[0013] Along the width direction of the door anti-collision beam, the width of the first beam segment is greater than or equal to 80 mm and less than or equal to 90 mm, and the width of the main body portion in the second beam segment is greater than or equal to 100 mm and less than or equal to 150 mm.

[0014] Optionally, the second beam segment further includes a first transition portion, the main body portion is connected to the first beam segment through the first transition portion, and in the direction from the first beam segment to the main body portion, the thickness and / or width of the first transition portion gradually increases;

[0015] The second beam segment further includes a second transition portion and a connecting portion. The second transition portion is connected to one end of the main body portion away from the first transition portion, and the connecting portion is connected to one end of the second transition portion away from the main body portion. The connecting portion is used to connect to the inner door panel;

[0016] Along the thickness direction of the door anti-collision beam, the thickness of the connecting portion is less than the thickness of the main body portion, and / or, along the width direction of the door anti-collision beam, the width of the connecting portion is less than the width of the main body portion. In the direction from the main body portion to the connecting portion, the thickness and / or width of the second transition portion gradually decreases.

[0017] Optionally, the first beam segment has a first front end and a first rear end arranged oppositely, the second beam segment has a second front end and a second rear end arranged oppositely, the second front end is connected to the first rear end, and the first front end is higher than the second rear end.

[0018] Optionally, the extending directions of both the first beam segment and the second beam segment are consistent with the extending direction of the door anti-collision beam;

[0019] Along the extending direction of the door anti-collision beam, the length of the second beam segment is greater than the length of the first beam segment.

[0020] Optionally, the second beam segment and the first beam segment are integrally formed.

[0021] In the second aspect of the implementation of the present utility model, a door assembly is further provided, including an outer door panel, an inner door panel and the door anti-collision beam as described above. The door anti-collision beam is located between the outer door panel and the inner door panel, and both ends of the door anti-collision beam respectively extend to both sides of the inner door panel along the length direction of the vehicle.

[0022] In the third aspect of the implementation of the present utility model, a vehicle is further provided, including the door assembly as described above.

[0023] In the embodiment of the present utility model, the second beam segment is located at the rear side of the first beam segment, the first beam segment is located at the front side of the second beam segment, and the strength of the first beam segment is lower than that of the second beam segment. When the vehicle is subjected to a side collision, the first beam segment with lower strength at the front side is more likely to deform and bend. When bending, the bending area moves towards the leg area of the dummy model, inducing the collision energy to the front side and reducing the injury to the dummy model in the rear area that is vulnerable to injury. Moreover, the second beam segment at the rear side has higher strength, which can increase the collision energy absorption of the rear area of the door assembly and the vehicle body B-pillar, so as to further reduce the injury to the dummy model in the rear area that is vulnerable to injury, and can provide better protection for the driver and passengers, solving the technical problem in the prior art that after the collision regulations and the requirements for large arm barriers are upgraded, when the vehicle is subjected to a side collision, the deformation area of the door assembly is unstable, and the deformation area may be located at the rear and lower positions, resulting in greater injuries to the driver and passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art.

[0025] Figure 1 It is a schematic structural diagram of the door anti-collision beam provided in the embodiment of the present utility model;

[0026] Figure 2 For Figure 1 It is a cross-sectional view at A-A in

[0027] Figure 3 For Figure 1 It is a cross-sectional view at B-B in

[0028] Figure 4 It is a side view schematic diagram of the overlap between the door anti-collision beam provided in the embodiment of the present utility model and the convex part of the obstacle avoidance area;

[0029] Figure 5 It is a front view schematic diagram of the overlap between the door anti-collision beam provided in the embodiment of the present utility model and the convex part of the obstacle avoidance area;

[0030] Figure 6 It is a schematic structural diagram of the door assembly provided in the embodiment of the present utility model;

[0031] Figure 7 It is a schematic structural diagram of the door assembly provided in the embodiment of the present utility model and the dummy model.

[0032] Reference numerals:

[0033] 1 - Door anti-collision beam, 11 - First beam segment, 111 - First front end, 112 - First rear end, 113 - First energy absorption cavity, 114 - First inner opening, 115 - Wiring harness mounting hole, 12 - Second beam segment, 121 - Second front end, 122 - Second rear end, 123 - Second energy absorption cavity, 124 - Second inner opening, 125 - First transition part, 126 - Main body part, 127 - Second transition part, 128 - Connection part, 2 - Outer door panel, 3 - Inner door panel, 4 - Front connection area, 5 - Rear connection area, 6 - Dummy model, 7 - Obstacle avoidance area protrusion. Detailed implementation mode

[0034] Next, the technical solutions in the embodiments of the present invention will be described in conjunction with the accompanying drawings in the embodiments of the present invention.

[0035] The embodiments of the present invention cited are only used to explain the present invention, and are not used to limit the scope of the present invention. In the following paragraphs, the present invention will be described more specifically by way of example with reference to the accompanying drawings. It should be noted that the accompanying drawings are all in a very simplified form and use non-precise scales, only for the purpose of conveniently and clearly assisting in explaining the purpose of the embodiments of the present invention.

[0036] At present, the cross-sectional shape of the door anti-collision beam is single, resulting in an unstable deformation area of the door assembly when the vehicle is subjected to a side collision. When the deformation area of the door assembly is located at the rear and lower, the driver and passengers are more likely to be injured, and better protection cannot be provided for the driver and passengers. To solve the above problems, the embodiments of the present invention provide a door anti-collision beam, a door assembly and a vehicle. The above-mentioned door anti-collision beam, door assembly and vehicle will be specifically described below.

[0037] In the first aspect, referring to Figure 1 , the door anti-collision beam 1 provided by the embodiment of the present invention includes: a first beam segment 11; a second beam segment 12, connected to the first beam segment 11, the second beam segment 12 is located behind the first beam segment 11 away from the vehicle's head, and the strength of the second beam segment 12 is higher than that of the first beam segment 11.

[0038] Among them, along the extension direction of the door anti-collision beam 1, the door anti-collision beam 1 is divided into two beam segments, namely the first beam segment 11 and the second beam segment 12. The cross-sectional shape of the second beam segment 12 is different from that of the first beam segment 11. The cross-section of the second beam segment 12 is perpendicular to the extension direction of the second beam segment 12, and the cross-section of the first beam segment 11 is perpendicular to the extension direction of the first beam segment 11. By setting the cross-sectional shape of the second beam segment 12 to be different from that of the first beam segment 11, the strength of the second beam segment 12 can be made different from that of the first beam segment 11. The second beam segment 12 and the first beam segment 11 are of an integral structure or a split structure. Referring to Figure 7The dummy model 6 is a simulated occupant during the collision test. The first beam section 11 is preferably close to the leg area of the dummy model 6, and the second beam section 12 is preferably close to the hip area of the dummy model 6. The first beam section 11 may be provided with a harness installation hole 115, through which the harness in the door assembly may pass.

[0039] Before the collision regulations and the requirements for large arm barriers were upgraded, the existing door anti-collision beams with a single cross-section shape could achieve the effect of reducing the dummy's injury value in a side collision by changing the lateral dimensions, material grades, etc. After the collision regulations and the requirements for large arm barriers were upgraded, the size, mass and collision speed of the large arm barriers increased. When a vehicle with a door anti-collision beam with a single cross-section shape is subjected to a side collision, the deformation area of the door assembly is unstable, and the driver and passengers are generally located in the rear area of the door assembly. When the intrusion amount in the rear area is large, the dummy's injury value is high. Therefore, when the deformation area of the door assembly is far back and low, the driver and passengers are more injured.

[0040] In the embodiment of the utility model, the second beam section 12 is located at the rear side of the first beam section 11, and the first beam section 11 is located at the front side of the second beam section 12. The strength of the first beam section 11 is lower than that of the second beam section 12. When the vehicle is subjected to a side collision, the first beam section 11 with lower strength on the front side is more likely to deform and bend. When bending, the bending area moves toward the leg area of the dummy model 6, inducing the collision energy to the front side, reducing the damage to the dummy model 6 which is easily damaged in the rear area. In addition, the strength of the second beam section 12 on the rear side is higher, which can increase the collision energy absorption of the rear area of the door assembly and the B-pillar of the vehicle body, so as to further reduce the damage to the dummy model 6 which is easily damaged in the rear area, and can provide better protection for the driver and passengers. It solves the technical problem in the prior art that after the collision regulations and the requirements for large arm barriers are upgraded, when the vehicle is subjected to a side collision, the deformation area of the door assembly is unstable, and the deformation area may be located backward and downward, thereby causing greater injuries to the driver and passengers.

[0041] Reference Figure 4 and Figure 5 The height position of the door anti-collision beam 1 needs to be determined in combination with the position of the obstacle avoidance area protrusion 7. The obstacle avoidance area protrusion 7 is a specific area in the vehicle body design, which is used to provide additional buffering and protection during a collision. Preferably, the arrangement position of the door anti-collision beam 1 is consistent with the height of the obstacle avoidance area protrusion 7 to ensure that the door anti-collision beam 1 can effectively absorb the impact energy.

[0042] In a preferred embodiment of the present invention, referring to Figure 2 and Figure 3 The first beam section 11 has a first energy absorbing cavity 113 , and the second beam section 12 has at least two second energy absorbing cavities 123 . The at least two second energy absorbing cavities 123 are arranged side by side along the width direction of the door anti-collision beam 1 .

[0043] Among them, the extending direction of the first energy absorption cavity 113 is consistent with that of the first beam segment 11, and the extending direction of the second energy absorption cavity 123 is consistent with that of the second beam segment 12. The number of the second energy absorption cavities 123 is preferably two. The first energy absorption cavity 113 may be a closed energy absorption cavity. At this time, the cross-sectional shape of the first energy absorption cavity 113 may be a square shape, a circular shape, etc. The first energy absorption cavity 113 may also be an energy absorption cavity with an opening. At this time, the cross-sectional shape of the first energy absorption cavity 113 may be a capital omega shape, a V shape, a U shape, an omega shape, etc. The second energy absorption cavity 123 may be a closed energy absorption cavity. At this time, the cross-sectional shape of the second energy absorption cavity 123 may be a double square shape, an 8 shape, etc. The second energy absorption cavity 123 may also be an energy absorption cavity with an opening. At this time, the cross-sectional shape of the second energy absorption cavity 123 may be a W-like shape, an E shape, etc. The first energy absorption cavity 113 preferably has a first inner opening 114 facing the inner door panel 3, and the second energy absorption cavity 123 preferably has a second inner opening 124 facing the inner door panel 3. In this embodiment, through the arrangement of the first energy absorption cavity 113 and the second energy absorption cavity 123, the energy absorption effect of the door anti-collision beam 1 during a side collision is optimized; in addition, the number of the second energy absorption cavities 123 is greater than that of the first energy absorption cavities 113, so that the second beam segment 12 can provide more energy absorption points to enhance the collision protection effect of the second beam segment 12 at the rear side.

[0044] In a preferred embodiment of the present utility model, referring to Figure 2 and Figure 3 , the cross-sectional shape of the first beam segment 11 is a capital omega shape, and the cross-sectional shape of the second beam segment 12 is a W-like shape. Among them, the first beam segment 11 with a capital omega-shaped cross-sectional shape has a relatively low strength and can withstand a certain intensity of side collision. The second beam segment 12 with a W-like cross-sectional shape has a relatively high strength and can withstand a relatively high-intensity side collision. When the vehicle is subjected to a side collision, the first beam segment 11 with a capital omega-shaped cross-section deforms first and absorbs the collision energy. Its simple cross-sectional shape allows it to deform rapidly after being stressed and bend towards the leg area of the dummy model 6, so as to induce the collision energy forward. The second beam segment 12 with a W-like cross-section can withstand a relatively high-intensity side collision through its complex cross-sectional shape. Its cross-sectional structure can effectively disperse and absorb the remaining collision energy after being stressed, further reducing the injury to the dummy model 6 in the vulnerable rear area.

[0045] In a preferred embodiment of the present utility model, the first beam section 11 has a first front end 111 and a first rear end 112 which are oppositely arranged, the second beam section 12 has a second front end 121 and a second rear end 122 which are oppositely arranged, the second front end 121 is connected to the first rear end 112, and the first front end 111 is higher than the second rear end 122. In this embodiment, the posture of the door anti-collision beam 1 is an inclined posture with the front higher and the rear lower, and the angle and position of the inclined posture can be determined according to the collision CAE (Computer Aided Engineering) results. In this embodiment, the posture of the door anti-collision beam 1 is a posture with the front higher and the rear lower. When the vehicle is side-collided, the first beam section 11 in the front upper area is more likely to be deformed and bent, so as to induce the collision energy to the front upper side, reducing the injury to the dummy model 6 in the rear lower area which is vulnerable to injury. In addition, the second beam section 12 in the rear lower area has a higher strength, which can increase the collision energy absorption of the rear lower area of the door assembly and the vehicle body B-pillar, so as to further reduce the injury to the dummy model 6 in the rear lower area which is vulnerable to injury.

[0046] In a preferred embodiment of the present utility model, referring to Figure 1 , the extending directions of both the first beam section 11 and the second beam section 12 are consistent with the extending direction of the door anti-collision beam 1; along the extending direction of the door anti-collision beam 1, the length of the second beam section 12 is greater than the length of the first beam section 11. Among them, the extending direction of the door anti-collision beam 1 can refer to the direction shown by the C arrow in Figure 1 . The length of the first beam section 11 can refer to L1 shown in Figure 1 , the length of the second beam section 12 can refer to L2 shown in Figure 1 , and the length L2 of the second beam section 12 is greater than the length L1 of the first beam section 11. In this embodiment, the second beam section 12 has a greater strength and a longer length, which can enhance the collision protection effect of the rear side area, so as to better protect the driver and passengers in the vehicle.

[0047] In a preferred embodiment of the present utility model, referring to Figures 1 to 3 , the second beam section 12 includes a main body portion 126. Along the thickness direction of the door anti-collision beam 1, the thickness of the main body portion 126 in the second beam section 12 is greater than the thickness of the first beam section 11, and / or, along the width direction of the door anti-collision beam 1, the width of the main body portion 126 in the second beam section 12 is greater than the width of the first beam section 11.

[0048] Among them, the thickness of the first beam section 11 can refer to H1 shown in Figure 2 , the thickness of the main body portion 126 in the second beam section 12 can refer to H2 shown in Figure 3 , the width of the first beam section 11 can refer to W1 shown in Figure 2 , and the width of the main body portion 126 in the second beam section 12 can refer to W2 shown in Figure 3W2 shown in . The widths of the first beam section 11 and the main body section 126 in the second beam section 12 can be specifically determined in combination with the position of the dummy model 6 and the collision CAE results. The setting of the thicker and / or wider main body section 126 can enhance the structural strength of the main body section 126, thereby enhancing the collision protection effect of the second beam section 12.

[0049] In a preferred embodiment of the present invention, the second energy absorption cavity 123 penetrates through the main body section 126 along the extending direction of the door anti-collision beam 1, and the second energy absorption cavity 123 extends to both ends of the second beam section 12. The width of the second energy absorption cavity 123 at the main body section 126 is greater than the width of the second energy absorption cavity 123 at both ends of the second beam section 12. In this embodiment, the wider width of the second energy absorption cavity 123 at the main body section 126 can enable the main body section 126 to have a larger space for deformation and energy absorption when the door is collided, thereby minimizing the impact on personnel caused by the deformation of the rear area of the door.

[0050] In a preferred embodiment of the present invention, along the thickness direction of the door anti-collision beam 1, the thickness of the first beam section 11 is greater than or equal to 10 mm and less than or equal to 25 mm, and the thickness of the main body section 126 in the second beam section 12 is greater than or equal to 35 mm and less than or equal to 40 mm; along the width direction of the door anti-collision beam 1, the width of the first beam section 11 is greater than or equal to 80 mm and less than or equal to 90 mm, and the width of the main body section 126 in the second beam section 12 is greater than or equal to 100 mm and less than or equal to 150 mm.

[0051] Among them, the thickness H1 of the first beam section 11 can be any value within the range of 10 mm - 25 mm, such as 10 mm, 12 mm, 15 mm, 20 mm, 22 mm, 25 mm, etc. The thickness H2 of the main body section 126 can be any value within the range of 35 mm - 40 mm, such as 35 mm, 36 mm, 37 mm, 38 mm, 39 mm, 40 mm, etc. The width W1 of the first beam section 11 can be any value within the range of 80 mm - 90 mm, such as 80 mm, 82 mm, 85 mm, 88 mm, 88 mm, 89 mm, etc. The width W2 of the main body section 126 can be any value within the range of 100 mm - 150 mm, such as 100 mm, 120 mm, 125 mm, 130 mm, 140 mm, 150 mm, etc. When the thickness and width of the first beam section 11 and the thickness and width of the main body section 126 are within the above ranges, the overall strength of the door anti-collision beam 1 can be ensured, while avoiding excessive use of materials and reducing material waste.

[0052] In a preferred embodiment of the present invention, with reference to Figure 1, the second beam section 12 further includes a first transition portion 125. The main body portion 126 is connected to the first beam section 11 through the first transition portion 125. In the direction from the first beam section 11 to the main body portion 126, the thickness and / or width of the first transition portion 125 gradually increases; the second beam section 12 further includes a second transition portion 127 and a connecting portion 128. The second transition portion 127 is connected to one end of the main body portion 126 away from the first transition portion 125, and the connecting portion 128 is connected to one end of the second transition portion 127 away from the main body portion 126. The connecting portion 128 is used to connect to the inner door panel; along the thickness direction of the door anti-collision beam 1, the thickness of the connecting portion 128 is less than the thickness of the main body portion 126, and / or, along the width direction of the door anti-collision beam 1, the width of the connecting portion 128 is less than the width of the main body portion 126. In the direction from the main body portion 126 to the connecting portion 128, the thickness and / or width of the second transition portion 127 gradually decreases.

[0053] In the second beam section 12, the first transition portion 125, the main body portion 126, the second transition portion 127, and the connecting portion 128 are connected in sequence. The direction from the first beam section 11 to the main body portion 126 and the direction from the main body portion 126 to the connecting portion 128 can both refer to Figure 1 the direction shown by the D arrow in. The connection manner between the connecting portion 128 and the inner door panel 3 can be welding or bonding with structural adhesive. Through the setting of the first transition portion 125, the first beam section 11 can be smoothly transitioned to the main body portion 126, so as to avoid the sudden change of the anti-side collision ability caused by the sudden change of the width and / or thickness at the connection between the first beam section 11 and the second beam section 12; through the setting of the second transition portion 127, the main body portion 126 can be smoothly transitioned to the connecting portion 128.

[0054] In one implementation, the second beam section 12 and the first beam section 11 are integrally formed, that is, the second beam section 12 and the first beam section 11 are of an integral structure. In this implementation, there is no connection gap between the second beam section 12 and the first beam section 11, ensuring the mechanical properties at the connection between the second beam section 12 and the first beam section 11.

[0055] In another implementation, the second beam section 12 and the first beam section 11 are of a split structure. At this time, the second beam section 12 and the first beam section 11 are detachably connected or assembled separately. Among them, the connection manner between the second beam section 12 and the first beam section 11 can be bolt connection, bonding, welding, snap connection, riveting, etc. In this implementation, the second beam section 12 and the first beam section 11 can be manufactured separately, and when damaged, only the second beam section 12 or the first beam section 11 needs to be replaced, without replacing the entire door anti-collision beam 1.

[0056] In summary, the door anti-collision beam 1 provided by the embodiment of the present utility model is composed of a first beam section 11 with a U-shaped cross-section and a second beam section 12 with a W-shaped cross-section. The structure is simple and the cost is low. Moreover, after the collision regulations and the upgrade of the large obstacle, it can still meet the requirement of reducing the injury of the dummy, and can improve the collision score and the anti-side collision ability.

[0057] In a second aspect, referring to Figure 6 , the embodiment of the present utility model provides a door assembly, which includes an outer door panel 2, an inner door panel 3, and the door anti-collision beam 1 provided in the first aspect. The door anti-collision beam 1 is located between the outer door panel 2 and the inner door panel 3, and both ends of the door anti-collision beam 1 extend to both sides of the inner door panel 3 along the length direction of the vehicle.

[0058] The door assembly can be a front door assembly, a rear door assembly, etc. The door anti-collision beam 1 is located in the lower area of the door assembly. One end of the door anti-collision beam 1 has a front connection area 4, and the front connection area 4 can be connected to the door upper hinge or the limiter reinforcement plate. The connection method can be welding or bonding with structural adhesive, and the number of welding points and structural adhesive can be determined according to the collision CAE simulation analysis. The other end of the door anti-collision beam 1 has a rear connection area 5, and the rear connection area 5 can be connected to the inner door panel 3. The rear connection area 5 is usually lapped in the lower area of the inner door panel 3, and the connection method between the rear connection area 5 and the inner door panel 3 can be welding or bonding with structural adhesive, and the number of welding points and structural adhesive can be determined according to the collision CAE simulation analysis.

[0059] Since the door assembly includes the above-mentioned door anti-collision beam, it also has the beneficial effects of the above-mentioned door anti-collision beam, which will not be elaborated here.

[0060] In a third aspect, the embodiment of the present utility model further provides a vehicle, which includes the door assembly provided in the second aspect.

[0061] It should be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the phrase "including a..." does not exclude the existence of additional identical elements in the process, method, article or device including the said element.

[0062] It should be noted that when a component is referred to as "fixed to" another component, it can be directly on the other component or there may also be an intermediate component. When a component is considered to be "connected to" another component, it can be directly connected to the other component or there may be an intermediate component at the same time. When a component is considered to be "disposed on" another component, it can be directly disposed on the other component or there may be an intermediate component at the same time. The terms "vertical", "horizontal", "left", "right" and similar expressions used in this article are only for the purpose of illustration.

[0063] Each embodiment in this specification is described in a related manner. The same or similar parts among the embodiments can be referred to each other, and the differences between each embodiment and other embodiments are emphasized. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the description of the method embodiment.

[0064] The above are only the preferred embodiments of the present invention and are not intended to limit the protection scope of the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention are included in the protection scope of the present invention.

[0065] The above has introduced the door anti-collision beam, door assembly and vehicle provided by the present invention in detail. Specific examples are used in this article to elaborate on the principle and implementation manner of the present invention. The description of the above embodiments is only used to help understand the structure and core idea of the present invention; at the same time, for those of ordinary skill in the art, according to the idea of the present invention, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to the present invention.

Claims

1. A car door anti-collision beam, characterized in that, Comprising: A first beam segment; A second beam segment, connected to the first beam segment, the second beam segment being located at the rear side of the first beam segment away from the vehicle head, and the strength of the second beam segment being higher than that of the first beam segment.

2. The door anti-collision beam according to claim 1, wherein The first beam segment has a first energy absorption cavity, and the second beam segment has at least two second energy absorption cavities, and at least two of the second energy absorption cavities are arranged side by side along the width direction of the door anti-collision beam.

3. The door anti-collision beam according to claim 2, characterized in that, The cross-sectional shape of the first beam segment is a U-shaped, and the cross-sectional shape of the second beam segment is a W-shaped.

4. The door anti-collision beam according to claim 2 or 3, characterized in that, The second beam segment includes a main body portion. Along the thickness direction of the door anti-collision beam, the thickness of the main body portion in the second beam segment is greater than that of the first beam segment, and / or along the width direction of the door anti-collision beam, the width of the main body portion in the second beam segment is greater than that of the first beam segment.

5. The door anti-collision beam according to claim 4, characterized in that, The second energy absorption cavity penetrates the main body portion along the extension direction of the door anti-collision beam, and the second energy absorption cavity extends to both ends of the second beam segment, and the width of the second energy absorption cavity at the main body portion is greater than the width of the second energy absorption cavity at both ends of the second beam segment.

6. The door anti-collision beam according to claim 4, characterized in that, Along the thickness direction of the door anti-collision beam, the thickness of the first beam segment is greater than or equal to 10 mm and less than or equal to 25 mm, and the thickness of the main body portion in the second beam segment is greater than or equal to 35 mm and less than or equal to 40 mm; Along the width direction of the door anti-collision beam, the width of the first beam segment is greater than or equal to 80 mm and less than or equal to 90 mm, and the width of the main body portion in the second beam segment is greater than or equal to 100 mm and less than or equal to 150 mm.

7. The anti-collision beam for vehicle door according to claim 4, characterized in that, The second beam segment further includes a first transition portion, and the main body portion is connected to the first beam segment through the first transition portion. In the direction from the first beam segment to the main body portion, the thickness and / or width of the first transition portion gradually increases; The second beam segment further includes a second transition portion and a connecting portion. The second transition portion is connected to one end of the main body portion away from the first transition portion, and the connecting portion is connected to one end of the second transition portion away from the main body portion. The connecting portion is used for connecting with the inner panel of the door; Along the thickness direction of the door anti-collision beam, the thickness of the connecting portion is less than the thickness of the main body portion, and / or along the width direction of the door anti-collision beam, the width of the connecting portion is less than the width of the main body portion. In the direction from the main body portion to the connecting portion, the thickness and / or width of the second transition portion gradually decreases.

8. The anti-collision beam for a vehicle door according to any one of claims 1 to 3, characterized in that, The first beam segment has a first front end and a first rear end which are oppositely arranged, and the second beam segment has a second front end and a second rear end which are oppositely arranged. The second front end is connected to the first rear end, and the first front end is higher than the second rear end.

9. The door anti-collision beam according to any one of claims 1 to 3, characterized in that, The extension direction of the first beam segment and the extension direction of the second beam segment are both consistent with the extension direction of the door anti-collision beam; Along the extension direction of the door anti-collision beam, the length of the second beam segment is greater than the length of the first beam segment.

10. The door anti-collision beam according to any one of claims 1 to 3, characterized in that, The second beam segment and the first beam segment are integrally formed.

11. A vehicle door assembly, characterized in that, It includes an outer door panel, an inner door panel, and the door anti-collision beam according to any one of claims 1 to 10. The door anti-collision beam is located between the outer door panel and the inner door panel, and both ends of the door anti-collision beam respectively extend to both sides of the inner door panel along the length direction of the vehicle.

12. A vehicle, characterized in that, It includes the door assembly according to claim 11.

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