Composite automobile door and automobile

Abstract

The utility model relates to an automobile door, in particular to a composite automobile door and an automobile, which comprise an automobile door outer plate, an automobile door inner plate, a hinge reinforcing component, a lock reinforcing component, a structure reinforcing piece and a combined anti-collision beam, the hinge reinforcing assembly and the lock reinforcing assembly are arranged at the two ends of the automobile door inner plate. The structural reinforcer is connected with the vehicle door inner plate and the hinge reinforcing assembly; the combined anti-collision beam comprises a main anti-collision beam, the front end of the main anti-collision beam is connected with a hinge reinforcing assembly and a structural reinforcing piece, and the rear end of the main anti-collision beam is connected with a lock reinforcing assembly The front end of the auxiliary anti-collision beam is connected with a hinge reinforcing assembly, and the rear end is connected with a lock reinforcing assembly; the vehicle door outer plate is connected with the vehicle door inner plate, the hinge reinforcing assembly, the lock reinforcing assembly, the structure reinforcing piece and the combined anti-collision beam. Compared with the prior art, the automobile door has the advantages that the defects of performance, function and strength of the automobile door in the prior art are overcome, the performance problem of the automobile door under the higher side collision safety requirement is solved, and meanwhile the requirements of the automobile door for light weight, appearance modeling, light transmission, wave transmission, corrosion prevention and the like are met.

Description

Technical Field

[0001] The utility model designs a car door, in particular to a composite door and a car. Background Art

[0002] With increasing demands for vehicle safety, the new version of the vehicle evaluation procedures has undergone significant adjustments, from testing methods to evaluation schemes. These assessments are now more closely aligned with China's road conditions and vehicle characteristics, implementing stricter and more comprehensive requirements to enable comprehensive safety testing of all vehicle models. Side impact safety, directly related to vehicle doors, has seen a 75% increase in collision energy compared to the previous version. Existing vehicle door structures, whether traditional sheet metal or composite, must undergo design optimization in accordance with the revised evaluation procedures.

[0003] In minor car accidents, besides the more common rear-end collisions, side collisions are also very common and pose a direct threat to the safety of passengers on the opposite side. In such cases, the structural strength and rigidity of the vehicle frame and doors are directly related to the protection provided to the passengers. Some existing vehicle doors, such as those in CN118107355A and CN110497779A, achieve structural reinforcement through a single anti-collision beam.

[0004] Furthermore, traditional sheet metal doors, whether for the inner and outer panels or the inner door reinforcements, are stamped from steel or aluminum alloy sheets, then joined together using welding and hemming to form the assembly. While steel offers advantages such as toughness and strength, it is also heavy. Furthermore, stamped parts are exposed to air and prone to corrosion, requiring costly surface treatments such as cavity wax spraying, electrophoresis, and painting. Aluminum alloy sheets, while lightweight and corrosion-resistant, are also expensive and difficult to process.

[0005] With the development of society, end-users' demand for aesthetically pleasing and personalized vehicle styling is becoming increasingly prominent. Limited by the stamping process, traditional sheet metal doors currently struggle to meet these demands. Furthermore, with the advancement of intelligent vehicles, more and more radars are required throughout the vehicle and its doors. However, millimeter-wave radars, which are more sensitive, cannot penetrate steel and aluminum plates. Traditional sheet metal doors struggle to meet these requirements.

[0006] Therefore, when it comes to car door design and production, it is necessary to consider the above-mentioned production costs as well as the styling and functional requirements, as well as the structural strength and rigidity requirements. Utility Model Content

[0007] The purpose of the present invention is to provide a composite vehicle door and a vehicle in order to solve at least one of the above problems, so as to address the defects of the prior art such as the inconvenience of vehicle door processing, the difficulty of products meeting existing performance and functional requirements, and insufficient strength. This solution achieves the performance problem of vehicle doors under higher side impact safety requirements, while meeting the requirements of vehicle doors for lightweight, appearance, light transmittance, wave transmission, corrosion resistance, etc. that many sheet metal doors cannot meet.

[0008] The purpose of the utility model is achieved through the following technical solutions:

[0009] The first aspect of the utility model discloses a composite vehicle door, comprising a vehicle door outer panel, a vehicle door inner panel, a hinge reinforcement assembly, a lock reinforcement assembly, a structural reinforcement member and a combined anti-collision beam;

[0010] The hinge reinforcement assembly and the lock reinforcement assembly are respectively arranged at both ends of the inner surface of the vehicle door inner panel;

[0011] The structural reinforcement is connected to the inner surface of the door inner panel, and the structural reinforcement is also connected to the hinge reinforcement assembly;

[0012] The combined anti-collision beam comprises a main anti-collision beam and an auxiliary anti-collision beam;

[0013] The front end of the main anti-collision beam is connected to the hinge reinforcement assembly and the structural reinforcement respectively, and the rear end is connected to the lock reinforcement assembly;

[0014] The front end of the auxiliary anti-collision beam is connected to the hinge reinforcement assembly, and the rear end is connected to the lock reinforcement assembly;

[0015] The vehicle door outer panel is connected to the vehicle door inner panel, the hinge reinforcement component, the lock reinforcement component, the structural reinforcement member and the combined anti-collision beam.

[0016] Preferably, the hinge reinforcement assembly includes a hinge connecting plate and a hinge reinforcement plate;

[0017] The hinge connecting plate is arranged at the front end of the inner surface of the vehicle door inner panel;

[0018] The hinge reinforcement plate is riveted to the hinge connecting plate and the structural reinforcement.

[0019] Preferably, the lock reinforcement assembly includes a lock connecting plate and a lock reinforcement plate;

[0020] The lock connecting plate is arranged at the rear end of the inner surface of the vehicle door inner panel;

[0021] The lock reinforcement plate is welded to the lock connecting plate.

[0022] Preferably, the hinge reinforcement assembly and the lock reinforcement assembly are connected to the vehicle door inner panel by bonding or insert injection molding.

[0023] Preferably, the structural reinforcement is L-shaped, extending from the front end of the door inner panel along the upper end of the door inner panel to the rear end of the door inner panel;

[0024] The front end of the structural reinforcement is provided with a hinge mounting structure, a limiter mounting structure and a rearview mirror mounting structure, and the upper end of the structural reinforcement is provided with an inner water cut mounting structure.

[0025] Preferably, the structural reinforcement is connected to the door inner panel and the hinge reinforcement assembly respectively by bonding.

[0026] Preferably, the front end of the main anti-collision beam is connected to the hinge reinforcement assembly and the structural reinforcement by bolts, and the rear end is connected to the lock reinforcement assembly by bolts;

[0027] The front end of the auxiliary anti-collision beam is connected to the hinge reinforcement assembly through bolts, and the rear end is connected to the lock reinforcement assembly through bolts.

[0028] Preferably, the structural reinforcement is made of die-cast aluminum, and the main anti-collision beam and the auxiliary anti-collision beam are made of ultra-high-strength steel.

[0029] Preferably, the composite door further comprises an outer window sill reinforcement plate;

[0030] The front and rear ends of the outer window sill reinforcement plate are respectively connected to the structural reinforcement member by bolts, and the lower end is connected to the combined anti-collision beam by bolts;

[0031] The outer window sill reinforcement plate is provided with an outer door handle mounting structure and an outer water cut mounting structure.

[0032] The second aspect of the utility model discloses a car, wherein any composite door as described above is installed on the body of the car.

[0033] Compared with the prior art, the present invention has the following beneficial effects:

[0034] This utility model is a composite door solution designed to meet the higher safety requirements for side impacts. It not only addresses the performance challenges faced by doors under these higher safety requirements, but also meets the requirements for lightweight, styling, light and wave transmission, and corrosion resistance that sheet metal doors often fail to meet. The solution and concept of this utility model are applicable to both framed and frameless doors. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 This is a structural explosion diagram of a composite door;

[0036] Figure 2 Schematic diagram of the structure of the door subassembly I during the assembly process of the composite door;

[0037] Figure 3 This is a schematic diagram of the structure of the door sub-assembly II during the assembly of the composite door;

[0038] Figure 4 This is a schematic diagram of the structure of the door keel during the assembly of the composite door;

[0039] Figure 5 It is a structural diagram of a composite door (door outer panel perspective);

[0040] In the figure: 1-door outer panel; 2-door inner panel; 3-hinge connecting plate; 4-lock connecting plate; 5-lock reinforcement plate; 6-hinge reinforcement plate; 7-structural reinforcement; 8-auxiliary anti-collision beam; 9-main anti-collision beam; 10-outer window sill reinforcement plate;

[0041] In the figure, the small circles on the components represent the screw connection points, and the hollow bars on the components represent the adhesive paths. DETAILED DESCRIPTION

[0042] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0043] As described below, unless otherwise specified, the materials used may be conventional commercial products, and the methods or connection structures used may be those known in the art.

[0044] Example

[0045] A composite door, such as Figure 1-5 As shown, it includes a door outer panel 1, a door inner panel 2, a hinge reinforcement assembly, a lock reinforcement assembly, a structural reinforcement 7 and a combined anti-collision beam;

[0046] The hinge reinforcement assembly and the lock reinforcement assembly are respectively arranged at both ends of the inner surface of the door inner panel 2;

[0047] The structural reinforcement member 7 is connected to the inner surface of the door inner panel 2, and the structural reinforcement member 7 is connected to the hinge reinforcement assembly and the lock reinforcement assembly respectively;

[0048] The combined anti-collision beam comprises a main anti-collision beam 9 and an auxiliary anti-collision beam 8;

[0049] The front end of the main anti-collision beam 9 is connected to the hinge reinforcement assembly and the structural reinforcement 7 respectively, and the rear end is connected to the lock reinforcement assembly;

[0050] The front end of the auxiliary anti-collision beam 8 is connected to the hinge reinforcement assembly, and the rear end is connected to the lock reinforcement assembly;

[0051] The vehicle door outer panel 1 is connected to the vehicle door inner panel 2, the hinge reinforcement assembly, the lock reinforcement assembly, the structural reinforcement 7 and the combined anti-collision beam.

[0052] More specifically, in this embodiment:

[0053] like Figure 1 As shown, it is a structural exploded view of the high-performance composite door assembly of this embodiment. The composite door includes a door outer panel 1, a door inner panel 2, a hinge connecting plate 3, a lock connecting plate 4, a lock reinforcement plate 5, a hinge reinforcement plate 6, a structural reinforcement 7, an auxiliary anti-collision beam 8, a main anti-collision beam 9 and an outer window sill reinforcement plate 10.

[0054] in:

[0055] The door outer panel 1 is injection-molded from composite materials such as PP and PC. This material allows for diverse styling advantages not found in traditional sheet metal doors: 1) Complex styling features, such as specific aerodynamic characteristics, can be achieved. 2) Light transmission: The panel can be integrated with ambient lighting or other lighting devices to meet personalized user needs. 3) Wave transmission: While ensuring that no holes are opened in the door outer panel 1, more sensitive millimeter-wave radars can be installed at appropriate locations within the panel to better meet the needs of vehicle intelligence.

[0056] For vehicles with relatively higher requirements for lightweighting and appearance quality, aluminum alloy stamping can also be used as the material for the door outer panel 1. Unlike traditional aluminum alloy door outer panels 1, the aluminum alloy outer panels used in this embodiment can have a simpler structure and lower cost due to the connection method. Specifically, the door outer panel 1 of this embodiment is connected to the door subassembly formed by the remaining components by bonding, eliminating the need for screw connections between the door outer panel 1 and other door components, achieving a good sealing effect and aesthetically pleasing appearance.

[0057] The door inner panel 2 is injection molded using glass fiber reinforced PP or carbon fiber reinforced PP. Its: 1) Appearance: The exposed inner panel appearance (outer surface) on one side is no longer limited to the color of the whole vehicle like sheet metal doors or aluminum alloy doors. The door inner panel 2 of this solution can be completely independent of the whole vehicle painting process, and the appearance color and appearance surface treatment of the exposed side of the door inner panel 2 can be customized. For example, high-end colors or leather paints that are different from the color of the vehicle body can be customized and leather surface treatments such as laser texturing and corrosion texturing can be performed. 2) Anti-corrosion: It avoids the corrosion problems of the door inner panel 2 caused by welding or paint cracking in traditional sheet metal doors. 3) Process: Under normal circumstances, the door inner panel 2 needs to be equipped with some door accessories such as speakers, wiring harnesses, domain controllers, collision sensors, detection antennas, etc., and these accessories need to avoid the glass and glass lifters. Traditional stamped sheet metal doors, due to the limitations of their own process, cannot well match the design of some installation structures for the arrangement of accessories. The door inner panel 2 of this solution adopts injection molding as the molding process, which can maximize the design and installation structure of the accessory layout position, so as to better save the layout space and maximize the passenger space in the car.

[0058] The hinge connecting plate 3, the lock connecting plate 4 and the lock reinforcing plate 5 are all made of ultra-high strength steel by hot stamping. Figure 2 As shown: the hinge connecting plate 3 is connected to the door inner panel 2 by bonding or insert injection molding; the lock connecting plate 4 and the lock reinforcement plate 5 are first spot welded, and then connected to the door inner panel 2 by bonding or insert injection molding. Figure 2 Composite door subassembly I shown.

[0059] The structural reinforcement 7 is a die-cast aluminum reinforcement, which is formed by vacuum die-casting of aluminum alloy. Figure 2 The composite door subassembly I shown is connected by bonding to form Figure 3 Composite door sub-assembly II shown.

[0060] The hinge reinforcement plate 6 is formed by cold stamping of high-strength steel. After the structural reinforcement 7 is assembled, it is connected to the hinge connecting plate 3 and the structural reinforcement 7 on the outside through rivet nuts.

[0061] The structural reinforcement 7 is an L-shaped design. The front end of the L-shaped structure provides mounting for the hinge, stopper, and rearview mirror, ensuring the stopper and rearview mirror meet the required mounting rigidity. Furthermore, the front end, along with the hinge connecting plate 3 and hinge reinforcement plate 6, ensures the required mounting strength and rigidity of the door hinge. The upper end of the L-shaped structure provides the internal door watertight mounting structure, ensuring the required rigidity of the inner window sill. The lock connecting plate 4 and lock reinforcement plate 5 provide the door lock mounting structure, ensuring the required lock mounting strength and rigidity.

[0062] The main anti-collision beam 9 and the auxiliary anti-collision beam 8 are both made of ultra-high strength steel by hot stamping. Figure 1 、 4 As shown in Figures 5 and 6, they are arranged in an upper and lower arrangement within the composite door. The auxiliary anti-collision beam 8 is located on the upper side, its front end bolted to the hinge reinforcement plate 6 and its rear end bolted to the lock reinforcement plate 5. The main anti-collision beam 9 is located on the lower side, its front end bolted to the hinge connecting plate 3 and structural reinforcement 7 and its rear end bolted to the lock connecting plate 4.

[0063] The above structures except the door outer panel 1, the door inner panel 2 and the outer window sill reinforcement plate 10 are assembled to form Figure 4The keel structure shown; its front and rear ends are connected to the vehicle body through hinges assembled on the hinge connecting plate 3 and the hinge reinforcement plate 6, and locks assembled on the lock connecting plate 4 and the lock reinforcement plate 5 to form a through structure, which can ensure that the door hinges, locks and doors are not separated during a collision. The main anti-collision beam 9 of the door is located on the lower side, and the auxiliary anti-collision beam 8 of the door is located on the upper side. The main + auxiliary hot-formed ultra-high-strength steel anti-collision beam design provides sufficient door structural strength to ensure that the door intrusion volume meets the requirements. In this solution, the keel structure of the door not only achieves collision safety performance, but also ensures the realization of the overall stiffness and modal performance requirements of the door. The mixed design and use of ultra-high-strength steel (main anti-collision beam 9, auxiliary anti-collision beam 8) and die-cast aluminum (structural reinforcement 7) can give full play to their respective advantages: ultra-high-strength steel has high strength and high elongation at break; die-cast aluminum can make full use of space for structural design. Compared with traditional sheet metal doors, the design can be flexibly optimized according to various performance indicators to achieve the optimal degree of lightweighting of the door. Such as Figure 2 、 3 As shown, the door inner panel 2 is bonded to the keel structure at the front and rear ends of the door using structural adhesive. This design ensures that thermal deformation of the door inner panel 2 and the door outer panel 1 at high and low temperatures is controlled, thereby better ensuring the door's appearance matches and ensuring that the door gap and flushness meet requirements.

[0064] The outer window sill reinforcement plate 10 is made of glass fiber reinforced PP and steel plate / aluminum alloy plate, and is formed by insert injection molding. Figure 5 As shown: its front and rear ends are connected to the structural reinforcement 7 by bolts, and the lower part is connected to the auxiliary anti-collision beam 8 by bolts. Provide the door outer handle and door outer water cut installation structure to ensure that the installation rigidity and strength of the outer window sill and the door handle meet the requirements.

[0065] The assembly process of the structure is as follows:

[0066] First, assemble the door inner panel 2 with the hinge connecting plate 3, the lock connecting plate 4 and the lock reinforcement plate 5. There are two options:

[0067] Solution 1: The door inner panel 2 is injection molded together with the hinge connecting plate 3, the lock connecting plate 4, and the lock reinforcement plate 5.

[0068] Option 2: Place the door inner panel 2 into the tire membrane and fix it, apply glue at the corresponding position of the door inner panel 2, and then place the small assembly formed by welding the hinge connecting plate 3, the lock connecting plate 4 and the lock reinforcement plate 5 into the tire membrane and bond them to the door inner panel 2.

[0069] Then, the formed Figure 2 The door sub-assembly 1 is placed in another tire membrane, and glue is applied at the corresponding position. The structural reinforcement 7 is placed in the tire membrane and bonded to the door inner panel 2 to form a Figure 3 Door sub-assembly II shown.

[0070] Then, assemble the hinge reinforcement plate 6 on the structural reinforcement 7 and the hinge connecting plate 3 with rivet nuts; assemble the main anti-collision beam 9 and the auxiliary anti-collision beam 8 of the car door and the outer window sill reinforcement plate 10 with bolts.

[0071] Finally, place the assembled and bonded door subassembly III into the third membrane, apply glue to the corresponding position around it, and bond the door outer panel 1 to obtain the following: Figure 5 The composite door assembly shown (the door outer panel 1 is not shown).

[0072] The composite vehicle door can be assembled on a vehicle and used as a vehicle door.

[0073] The above description of the embodiments is intended to facilitate understanding and use of the utility model by those skilled in the art. Those skilled in the art will readily be able to make various modifications to these embodiments and apply the general principles described herein to other embodiments without requiring inventive effort. Therefore, the utility model is not limited to the above-described embodiments. Improvements and modifications made by those skilled in the art based on the disclosure of this utility model without departing from the scope of this utility model should be within the scope of protection of this utility model.

Claims

1. A composite vehicle door, characterized in that: It comprises a vehicle door outer panel (1), a vehicle door inner panel (2), a hinge reinforcement component, a lock reinforcement component, a structural reinforcement member (7) and a combined anti-collision beam; The hinge reinforcement component and the lock reinforcement component are respectively arranged at two ends of the inner surface of the vehicle door inner panel (2); The structural reinforcement member (7) is connected to the inner surface of the vehicle door inner panel (2), and the structural reinforcement member (7) is also connected to the hinge reinforcement assembly; The combined anti-collision beam comprises a main anti-collision beam (9) and an auxiliary anti-collision beam (8); The front end of the main anti-collision beam (9) is connected to the hinge reinforcement assembly and the structural reinforcement (7) respectively, and the rear end is connected to the lock reinforcement assembly; The front end of the auxiliary anti-collision beam (8) is connected to the hinge reinforcement component, and the rear end is connected to the lock reinforcement component; The vehicle door outer panel (1) is connected to the vehicle door inner panel (2), the hinge reinforcement component, the lock reinforcement component, the structural reinforcement member (7) and the combined anti-collision beam.

2. A composite vehicle door according to claim 1, characterized in that: The hinge reinforcement assembly comprises a hinge connecting plate (3) and a hinge reinforcement plate (6); The hinge connecting plate (3) is arranged at the front end of the inner surface of the vehicle door inner panel (2); The hinge reinforcement plate (6) is riveted to the hinge connection plate (3) and the structural reinforcement member (7).

3. The composite vehicle door according to claim 1, characterized in that: The lock reinforcement assembly comprises a lock connecting plate (4) and a lock reinforcement plate (5); The lock connecting plate (4) is arranged at the rear end of the inner surface of the vehicle door inner panel (2); The lock reinforcement plate (5) is welded to the lock connection plate (4).

4. The composite vehicle door according to claim 1, characterized in that: The hinge reinforcement component and the lock reinforcement component are connected to the vehicle door inner panel (2) by bonding or insert injection molding.

5. The composite vehicle door according to claim 1, characterized in that: The structural reinforcement (7) is L-shaped and extends from the front end of the door inner panel (2) along the upper end of the door inner panel (2) to the rear end of the door inner panel (2); The front end of the structural reinforcement (7) is provided with a hinge mounting structure, a limiter mounting structure and a rearview mirror mounting structure, and the upper end of the structural reinforcement (7) is provided with an inner water cut mounting structure.

6. The composite vehicle door according to claim 1, characterized in that: The structural reinforcement member (7) is connected to the vehicle door inner panel (2) and the hinge reinforcement assembly respectively by bonding.

7. The composite vehicle door according to claim 1, characterized in that: The front end of the main anti-collision beam (9) is connected to the hinge reinforcement assembly and the structural reinforcement (7) respectively through bolts, and the rear end is connected to the lock reinforcement assembly through bolts; The front end of the auxiliary anti-collision beam (8) is connected to the hinge reinforcement assembly through bolts, and the rear end is connected to the lock reinforcement assembly through bolts.

8. The composite vehicle door according to claim 1, characterized in that: The material of the structural reinforcement (7) is die-cast aluminum, and the material of the main anti-collision beam (9) and the auxiliary anti-collision beam (8) is ultra-high-strength steel.

9. The composite vehicle door according to claim 1, characterized in that: The composite vehicle door further comprises an outer window sill reinforcement plate (10); The front and rear ends of the outer window sill reinforcement plate (10) are respectively connected to the structural reinforcement member (7) by bolts, and the lower end is connected to the combined anti-collision beam by bolts; The outer window sill reinforcement plate (10) is provided with an outer door handle mounting structure and an outer watertight mounting structure.

10. An automobile, characterized in that: The composite door according to any one of claims 1 to 9 is installed on the body of the automobile.

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