Anti-collision beam, anti-collision beam assembly, front door, rear door and vehicle

Abstract

The utility model discloses an anti-collision beam, an anti-collision beam assembly, a front door, a rear door and a vehicle, relates to the technical field of vehicles, and aims to solve the problem that the side anti-collision performance of an automobile is low. The anti-collision beam comprises a first section, a second section and a third section connected between the first section and the second section, the cross section of the first section and the cross section of the second section are oval, and the cross section of the third section is round.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a crash beam, a crash beam assembly, a front door, a rear door, and a vehicle. Background Technology

[0002] With the increase in the number of cars in my country, daily traffic conditions have become more complex, and traffic accidents occur frequently. As a result, car safety has become an increasingly important concern for consumers.

[0003] During driving, a car may encounter situations such as frontal collisions, side collisions, rear-end collisions, or rollovers. Among these, due to the fewer structural components on the side of a car, side collisions pose a greater challenge to the vehicle's crashworthiness compared to frontal and rear-end collisions.

[0004] The structure of the door anti-collision beam is the key to ensuring side collision safety. The existing door anti-collision beams are mainly M-type anti-collision beams and round tube anti-collision beams. The M-type anti-collision beam does not form a closed cavity, and its cross-sectional performance is weaker under the same material and weight, which is not conducive to the lightweighting of automobiles. The round tube anti-collision beam has higher requirements for installation space, and the diameter of the round tube is limited, so it cannot be used on a large scale. Utility Model Content

[0005] The purpose of this application is to provide a crash beam, a crash beam assembly, a front door, a rear door, and a vehicle, which aims to solve the problem of low side impact resistance performance of automobiles.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] In a first aspect, this application provides a crash beam that may include a first segment, a second segment, and a third segment connected between the first segment and the second segment. The first segment and the second segment have elliptical cross-sections, and the third segment has a circular cross-section.

[0008] The first and second sections of the anti-collision beam have elliptical cross-sections. Along the arrangement direction from the outer panel to the inner panel, the anti-collision beam and the door frame or guide rail can be installed simultaneously. The minor axis dimensions of the first and second sections of the anti-collision beam can be adjusted according to the dimensions of the door frame or guide rail, thereby making room for the installation of components such as the door frame and guide rail. In areas with large spaces between the outer and inner panels of the door, the cross-section of the third section can be circular, which can further improve the cross-sectional performance of the anti-collision beam, thereby increasing its strength and ensuring the safety of occupants.

[0009] In some embodiments, the interior of the crash beam has a closed tubular cavity.

[0010] Because the anti-collision beam has a cavity, it has better cross-sectional performance compared to non-cavity structures. Under the same cross-sectional force target, it is lighter than anti-collision beams with non-cavity structures, which helps to achieve vehicle lightweighting, thereby reducing the overall vehicle weight and improving the vehicle's range.

[0011] In some embodiments, the anti-collision beam is manufactured using a hot air expansion molding process.

[0012] Because the space between the outer and inner panels of the car door is irregularly shaped, the shape of the anti-collision beam needs to be adjusted according to the specific spatial structure. The hot air expansion molding process can facilitate the manufacture of irregularly shaped tubes, and the minor and major axis dimensions of the first and second cross sections, as well as the radius of the third cross section, can be adjusted according to the spatial dimensions.

[0013] In some embodiments, the ratio of the outer perimeter of the third segment of the anti-collision beam to the outer perimeter of the first segment is less than or equal to 1.08, and / or the ratio of the outer perimeter of the third segment to the outer perimeter of the second segment is less than or equal to 1.08.

[0014] Since the circumference of a circle is smaller than that of an ellipse when the cross-sectional area is the same, the cross-sectional area of ​​the third segment can be increased by increasing its circumference, thereby improving the cross-sectional performance of the crash beam. Furthermore, due to limitations of the hot-air expansion molding process, the difference between the outer circumference of the third segment (circular segment) and the outer circumference of the first or second segment (elliptical segment) cannot exceed 8%. Therefore, the ratio of the outer circumference of the circular segment to that of the elliptical segment is less than 1.08.

[0015] Secondly, this application also provides a crash beam assembly, which may include the aforementioned crash beam.

[0016] In some embodiments, the bumper beam assembly may further include a bracket that can be connected to the bumper beam. The bracket, when connected to the bumper beam, can be used to connect the bumper beam to the door panel, or to reinforce the bumper beam, increasing its bending resistance, thereby better ensuring occupant safety.

[0017] Thirdly, this application also provides a front door, which may include the aforementioned anti-collision beam or anti-collision beam assembly.

[0018] In some embodiments, the front door's anti-collision beam may include a first anti-collision beam, the extension direction of which is consistent with the vehicle body length direction. The first anti-collision beam may include the aforementioned first segment, second segment, and third segment, which respectively constitute the first segment, second segment, and third segment of the first beam. The front door may also include a bracket connected to the anti-collision beam, the bracket including a first bracket and a second bracket, wherein the first bracket is connected to the first segment of the first beam, and the second bracket is connected to the second segment of the first beam.

[0019] The first anti-collision beam can be used to connect with the inner door panel. The edge area of ​​the inner door panel has a frame structure and limited space. The cross-sections of the first and second sections of the first beam are elliptical, saving space and facilitating installation. The first and second brackets connect to the first anti-collision beam, reinforcing the front door and reducing deformation of the first anti-collision beam when the door is impacted.

[0020] In some embodiments, the front door may further include a first door inner panel, and both the first bracket and the second bracket are connected to the first door inner panel.

[0021] The first bracket and the second bracket are connected to both the first anti-collision beam and the inner panel of the first door. Therefore, the first bracket and the second bracket can connect the first anti-collision beam and the inner panel of the first door, and can fix the first anti-collision beam to the inner panel of the first door.

[0022] In some embodiments, the front door anti-collision beam may further include a second anti-collision beam, which is arranged at intervals from the first anti-collision beam along the vehicle height direction.

[0023] In this way, both the first and second anti-collision beams can be used to resist impacts from the side, distributing the impact force to both beams, thereby reducing the impact force on a single beam and thus reducing the deformation of the first and second anti-collision beams, ensuring the safety of the occupants.

[0024] In some embodiments, the front door may further include a first door outer panel, a first anti-collision beam and a second anti-collision beam spaced apart from the first door outer panel; the gap between the outer surface of the first anti-collision beam and the outer surface of the second anti-collision beam near the first door outer panel and the inner surface of the first door outer panel is a fixed value.

[0025] Since expanding adhesive needs to be filled between the outer panel of the first door and the first and second anti-collision beams to increase the rigidity and sealing effect of the door, the gap between the outer surface of the first and second anti-collision beams and the inner surface of the outer panel of the first door is a fixed value, which can improve the foaming effect of the expanding adhesive and avoid uneven filling due to inconsistent gaps.

[0026] In some embodiments, the second anti-collision beam may further include a first intermediate section and a second intermediate section connected sequentially between the first segment and the third segment of the second beam, and a third intermediate section and a fourth intermediate section connected sequentially between the third segment and the second segment of the second beam; the cross-sections of the second intermediate section and the third intermediate section are elliptical, and the cross-sections of the first intermediate section and the fourth intermediate section are circular.

[0027] The second and third intermediate sections have elliptical cross-sections to avoid obstructing the window rails and prevent installation difficulties due to limited space. The first and fourth intermediate sections have circular cross-sections to increase their cross-sectional properties and improve their bending resistance.

[0028] In some embodiments, the front door may further include a first window guide rail and a second window guide rail, the first window guide rail being located between a second intermediate section and the inner panel of the first door, and the second window guide rail being located between a third intermediate section and the inner panel of the first door.

[0029] In this way, the second intermediate section and the first window guide rail or the third intermediate section and the second window guide rail can be set simultaneously along the arrangement direction from the outer panel to the inner panel. The short axis dimensions of the second intermediate section and the third intermediate section can be adjusted according to the dimensions of the guide rail, thereby making room for the installation of the guide rail.

[0030] In some embodiments, the bracket may further include a third bracket connected to the second anti-collision beam. In this way, the third bracket can also be used to enhance the anti-collision performance of the front door; when subjected to an impact, the third bracket can distribute the impact force on the front door, making it less prone to deformation.

[0031] In some embodiments, the first segment of the second beam has a first mounting hole, and the second segment of the second beam has a second mounting hole; the front door also includes a first connector, which is connected to the inner panel of the first door through the first mounting hole and the second mounting hole. This allows the second anti-collision beam to be securely connected to the inner panel of the first door.

[0032] Fourthly, this application also provides a rear door, which may include the aforementioned anti-collision beam or anti-collision beam assembly.

[0033] In some embodiments, the rear door's anti-collision beam may include a third anti-collision beam, the extension direction of which is consistent with the vehicle body length direction.

[0034] The third anti-collision beam is used to increase the anti-collision performance of the rear door, which can resist impacts from the side, reduce the amount and speed of deformation of the rear door when it is impacted, and ensure the safety of the rear seat occupants in the vehicle.

[0035] In some embodiments, the rear door may also include a bracket connected to the anti-collision beam, the bracket may include a fourth bracket connected to the first segment of the third beam.

[0036] The fourth support is used to strengthen the bending strength of the first section of the third beam and reduce the deformation of the first section of the third beam when it is subjected to impact, thereby ensuring the safety of the crew.

[0037] In some embodiments, the first segment of the third beam has a third mounting hole, the second segment of the third beam has a fourth mounting hole, and the rear door also includes a second door inner panel; the rear door also includes a second connector, which is connected to the second door inner panel through the third and fourth mounting holes. This allows the third anti-collision beam to be securely connected to the second door inner panel.

[0038] In some embodiments, the bracket may further include a fifth bracket connected to the third anti-collision beam. The fifth bracket has wiring holes to facilitate cable routing and prevent cables from interfering with the third anti-collision beam.

[0039] In some embodiments, the rear door may further include a second door outer panel, and a third anti-collision beam is spaced apart from the second door outer panel; the gap between the outer surface of the third anti-collision beam near the second door outer panel and the inner surface of the second door outer panel is a fixed value.

[0040] Since expanding adhesive is needed between the outer panel of the second door and the third anti-collision beam to increase the rigidity and sealing effect of the door, the gap between the outer surface of the third anti-collision beam near the outer panel of the second door and the inner surface of the outer panel of the second door is a fixed value, which can improve the foaming effect of the expanding adhesive and avoid uneven filling due to inconsistent gaps.

[0041] Fifthly, this application also provides a vehicle including the aforementioned front door or rear door. It should be noted that the technical effects of the implementations of the second, third, fourth, and fifth aspects can all be found in the corresponding implementations of the first aspect, and will not be repeated here. Attached Figure Description

[0042] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 A schematic diagram of the structure of a front door and a rear door provided in an embodiment of this application;

[0044] Figure 2 A top view of a crash beam provided in an embodiment of this application;

[0045] Figure 3 for Figure 2 The image shown is a front view of a crash beam.

[0046] Figure 4 This is a schematic diagram of the cross-section of the first section of the crash beam;

[0047] Figure 5 This is a schematic diagram of the cross-section of the third section of the crash beam;

[0048] Figure 6 A top view of the second anti-collision beam provided in an embodiment of this application;

[0049] Figure 7 for Figure 6 The front view of the second anti-collision beam is shown below;

[0050] Figure 8 A top view of the third anti-collision beam provided in an embodiment of this application;

[0051] Figure 9 for Figure 8 The front view of the third anti-collision beam is shown below;

[0052] Figure 10 This is a schematic diagram of the structure of the fourth support provided in an embodiment of this application.

[0053] Attached label: 100, front door; 200, rear door;

[0054] 10. Anti-collision beam; 101. First section; 102. Second section; 103. Third section;

[0055] 11. First anti-collision beam; 111. First segment of the first beam; 112. Second segment of the first beam; 113. Third segment of the first beam; 114. Outer surface of the first anti-collision beam; 115. First positioning hole; C1. Perimeter of the outer circumference of the first segment; C2. Perimeter of the outer circumference of the third segment; a. Minor axis; b. Major axis; 20. Bracket; 21. First bracket; 22. Second bracket; 211. First weld joint; 212. First wiring hole; 213. First reinforcing rib; 223. Second reinforcing rib;

[0056] 12. Second anti-collision beam; 121. First section of the second beam; 122. Second section of the second beam; 123. Third section of the second beam; 124. First intermediate section; 125. Second intermediate section; 126. Third intermediate section; 127. Fourth intermediate section; 128. Outer surface of the second anti-collision beam; 129. First mounting hole; 1210. Second mounting hole; 23. Third bracket; 231. Second weld joint; 232. Second wiring hole; 233. Third reinforcing rib;

[0057] 31. First window guide rail; 32. Second window guide rail; 40. First door inner panel; 401. Front section of first door inner panel; 402. Rear section of first door inner panel; 403. Front door limiter mounting plate;

[0058] 13. Third anti-collision beam; 131. First section of the third beam; 132. Second section of the third beam; 133. Third section of the third beam; 134. Outer surface of the third anti-collision beam; 135. Third mounting hole; 136. Fourth mounting hole; 137. Second positioning hole; 24. Fourth bracket; 241. Third weld joint; 242. Third wiring hole; 243. Fourth reinforcing rib; 244. Flanged edge; 25. Fifth bracket; 251. Fourth weld joint; 252. Fifth reinforcing rib;

[0059] 51. Third window guide rail; 52. Fourth window guide rail; 60. Second door inner panel; 601. Front section of second door inner panel; 602. Rear section of second door inner panel; 603. Rear door limiter mounting plate. Detailed Implementation

[0060] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0061] In the description of this utility model, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Unless otherwise specified, the above-mentioned orientational descriptions can be flexibly set in actual application, provided that the relative positional relationship shown in the accompanying drawings is satisfied.

[0062] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0063] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0064] In embodiments of this invention, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0065] In this embodiment of the invention, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in this embodiment of the invention should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0066] With the increase in the number of cars in my country, daily traffic conditions have become more complex, and traffic accidents occur frequently. As a result, car safety has become an increasingly important concern for consumers.

[0067] During driving, a car may encounter situations such as frontal collisions, side collisions, rear-end collisions, or rollovers. Among these, since there are fewer structural components on the side of a car, it mainly relies on the B-pillar and door anti-collision beams to resist side impacts. Compared with frontal and rear-end collisions, side collisions put the car body's anti-collision performance to a greater test.

[0068] The door anti-collision beam structure is the key to ensuring side collision safety. The strength of the door anti-collision beam is related to the amount of intrusion into the passenger space during a side collision. The higher the strength of the anti-collision beam, the stronger its resistance to deformation, and the smaller the amount and speed of intrusion of the inner door panel into the passenger space, which is more conducive to ensuring passenger safety.

[0069] The existing door anti-collision beams are mainly M-shaped anti-collision beams and round tube anti-collision beams.

[0070] M-shaped crash beams are generally made of hot-formed steel. Hot-formed steel is formed by hot stamping high-strength steel plates. Boron steel is used as the steel plate material. The crash beam is made through processes such as blanking, austenitization, hot stamping, and laser cutting. Hot-formed steel has high strength. M-shaped crash beams increase their cross-sectional performance by deepening the convex or concave structure. However, since the overall M-shaped crash beam is still a plate structure and does not form a closed cavity, more material is needed to achieve the required cross-sectional force target, that is, the weight is heavier, which is not conducive to the lightweighting of automobiles.

[0071] The circular tube anti-collision beam has a circular cross-section, forming a sealed cavity. Compared with the M-type anti-collision beam, it uses less material and is lighter. However, since the cross-section of the circular tube anti-collision beam is a circle of the same diameter, it mainly relies on increasing the cross-sectional diameter to effectively improve its cross-sectional performance. In addition to installing the anti-collision beam, the cavity between the outer and inner panels of the car door also needs to install the glass guide rail and leave space for the glass regulator to lift. Therefore, the diameter of the circular tube is limited, and the cross-sectional performance is not easy to meet the requirements.

[0072] In view of this, the present application provides a crash beam that combines a tubular cavity with a circular cross-section and a tubular cavity with an elliptical cross-section. This allows the elliptical cavity to avoid interference with components such as glass guide rails, while the diameter of the circular cavity can be increased in areas where avoidance is not required, thereby improving the cross-sectional performance of the crash beam. This allows the crash beam to improve its cross-sectional performance without spatial constraints, while also meeting the requirements for lightweight vehicles.

[0073] Please refer to Figures 1-4 , Figure 1 This application provides a schematic diagram of the structure of a front door 100 and a rear door 200 according to an embodiment of the present application. Figure 2 This is a top view of a crash beam 10 provided in an embodiment of this application. Figure 3 for Figure 2 The image shows a front view of a crash beam 10. Figure 4 The diagram shows a cross-sectional view of the first segment 101 of the anti-collision beam 10. The anti-collision beam 10 may include the first segment 101 and the second segment 102. The cross-sections of the first segment 101 and the second segment 102 are elliptical.

[0074] Since the cavity between the outer and inner door panels needs to accommodate not only the anti-collision beam 10, but also space for glass guide rail installation, window lifting space, and door frame installation, the cross-section of the first segment 101 and the second segment 102 of the anti-collision beam 10 is set to an elliptical shape. Along the arrangement direction from the outer panel to the inner panel, the anti-collision beam 10 and the door frame or guide rail can be installed simultaneously. The minor axis a dimension of the first segment 101 and the second segment 102 of the anti-collision beam 10 can be adjusted according to the size of the door frame or guide rail, thereby providing installation space for components such as the door frame and guide rail.

[0075] The cross-sectional shape of the first segment 101 and the second segment 102 is elliptical. The elliptical shape may include, but is not limited to, an elliptical shape, or other flat elliptical shapes. The specific shape and size can be selected according to the shape and size of the door frame or guide rail. This application does not further limit this.

[0076] Please refer to Figures 1-5 , Figure 5 The diagram shows a cross-sectional view of the third segment 103 of the anti-collision beam 10. The anti-collision beam 10 may also include a third segment 103, which is connected between the first segment 101 and the second segment 102. The cross-section of the third segment 103 is circular.

[0077] In this way, the cross-section of the third segment 103 can be set to be circular in the area with a large space between the outer and inner panels of the door. Since the circular cross-section is relatively uniform in all directions compared to the elliptical cross-section, the circular cavity can produce uniform deformation when subjected to external force, which helps to absorb and disperse impact. Therefore, setting the anti-collision beam 10 to a circular cross-section in the area with a large space can further improve the cross-sectional performance of the anti-collision beam 10, thereby improving the strength of the anti-collision beam 10 and ensuring the safety of the occupants.

[0078] The cross-sectional shape of the third segment 103 is circular. The circular shape may include, but is not limited to, a circle, or other approximately circular shapes. The specific shape and size can be determined according to the space conditions and processing technology. This application does not make any further limitations in this regard.

[0079] In some embodiments of this application, the interior of the anti-collision beam 10 is formed with a closed tubular cavity. Because the anti-collision beam 10 has a cavity, its cross-sectional performance is better than that of a non-cavity structure. Under the same cross-sectional force target, it is lighter than the anti-collision beam 10 with a non-cavity structure, which helps to achieve vehicle lightweighting, thereby reducing the overall vehicle weight and improving the vehicle's range.

[0080] In some embodiments of this application, the anti-collision beam 10 is manufactured using a hot gas expansion forming process. The hot gas expansion forming process refers to rapid expansion using high-pressure gas under hot conditions. During hot gas expansion, the tube body is first heated to a certain temperature using a heating furnace or induction heating, for example, to 900°C. The specific temperature can be set according to the material of the tube body. Then, high-pressure air is introduced into the tube body, causing it to deform. After the tube body is formed, the pressure inside the tube remains constant, and the tube body is cooled and quenched to form a high-strength anti-collision beam 10 tube body.

[0081] Since the space between the outer and inner panels of the car door is irregularly shaped, the shape of the anti-collision beam 10 needs to be adjusted according to the specific spatial structure. The hot air expansion molding process can facilitate the manufacture of irregularly shaped tubes, and the dimensions of the minor axis a and major axis b of the cross-sections of the first segment 101 and the second segment 102, as well as the size of the cross-sectional radius of the third segment 103, can be adjusted according to the spatial dimensions.

[0082] In some embodiments, the anti-collision beam 10 may be made of steel with a yield strength of 1500 MPa. This material has good bending resistance and is not easily deformed when subjected to impact, thereby ensuring the safety of the occupants.

[0083] Please refer to Figure 4 and Figure 5 In some embodiments of this application, the ratio of the perimeter C2 of the third segment of the anti-collision beam 10 to the perimeter C1 of the first segment is less than or equal to 1.08, and / or the ratio of the perimeter C2 of the third segment to the perimeter of the second segment is less than or equal to 1.08.

[0084] Since the circumference of a circle is smaller than that of an ellipse when the cross-sectional area is the same, the cross-sectional area of ​​the third segment 103 can be increased by increasing the circumference C2 (circumference of the outer circumference of the circular segment) of the third segment, thereby improving the cross-sectional performance of the anti-collision beam 10.

[0085] In addition, due to the limitations of the hot air expansion molding process, the variation of the outer perimeter C2 (circular segment outer perimeter) of the third segment of the anti-collision beam 10 and the outer perimeter of the first segment 101 or the second segment 102 (elliptical segment outer perimeter) cannot exceed 8%. Therefore, the ratio of the outer perimeter of the circular segment to the outer perimeter of the elliptical segment is less than 1.08.

[0086] Please refer to Figures 1-5 This application embodiment also provides a crash beam assembly, which may include the aforementioned crash beam 10.

[0087] In some embodiments of this application, the anti-collision beam assembly may further include a bracket 20, which may be connected to the anti-collision beam 10.

[0088] The bracket 20 is connected to the anti-collision beam 10 and can be used to connect the anti-collision beam 10 to the door panel, or to strengthen the anti-collision beam 10 and increase its bending resistance, thereby better ensuring the safety of the occupants.

[0089] In some embodiments, since an electrical control wiring harness is provided in the cavity between the outer and inner panels of the door, the bracket 20 is provided with a wiring hole, which allows the wiring harness to pass through the wiring hole, so that the wiring harness is arranged reasonably and the internal components of the door are not messed up.

[0090] By providing wiring holes on the bracket 20, it is possible to avoid drilling holes in the anti-collision beam 10 due to wiring requirements, which would damage the cross-sectional properties of the anti-collision beam 10, thereby ensuring the strength of the anti-collision beam 10 and increasing vehicle safety.

[0091] Please refer to Figures 1-3 This application embodiment also provides a front door 100, which may include the above-mentioned anti-collision beam 10 or anti-collision beam assembly.

[0092] In some embodiments of this application, the front door 100's anti-collision beam 10 may include a first anti-collision beam 11, the extension direction of which is consistent with the length direction of the vehicle body. The first anti-collision beam 11 may include the first segment 101, the second segment 102, and the third segment 103 described above. For ease of subsequent description, the first segment 101 of the first anti-collision beam 11 here is described as the first beam first segment 111, the second segment 102 of the first anti-collision beam 11 here is described as the first beam second segment 112, and the third segment 103 of the first anti-collision beam 11 here is described as the first beam third segment 113.

[0093] The first anti-collision beam 11 can be used to connect with the inner panel of the car door. The edge area of ​​the inner panel of the car door has a frame and other structures, and the space is small. The cross-section of the first section 111 and the second section 112 of the first beam is set to be elliptical, which can save space layout requirements and facilitate installation.

[0094] The front door 100 may also include a bracket 20 connected to the anti-collision beam 10. The bracket 20 may include a first bracket 21 and a second bracket 22, wherein the first bracket 21 is connected to the first segment 111 of the first beam and the second bracket 22 is connected to the second segment 112 of the first beam.

[0095] The first bracket 21 and the second bracket 22 are connected to the first anti-collision beam 11 and can be used to strengthen the front door 100 and reduce the deformation of the first anti-collision beam 11 when the door is impacted.

[0096] In some embodiments, the first bracket 21 and the second bracket 22 are welded to the first anti-collision beam 11, and a first weld joint 211 is formed at the connection between the first bracket 21 and the second bracket 22 and the first anti-collision beam 11. In this way, damage to the cavity structure of the first anti-collision beam 11 can be prevented, thereby ensuring good cross-sectional performance of the first anti-collision beam 11 and increasing the safety factor of the front door 100.

[0097] In some embodiments, the first bracket 21 and the second bracket 22 are provided with a first wiring hole 212. The first wiring hole 212 can prevent the first anti-collision beam 11 from being drilled due to wiring needs, which would damage the cavity structure of the first anti-collision beam 11, thereby ensuring the strength of the anti-collision beam 10 and increasing the safety of the vehicle.

[0098] In some embodiments of this application, the front door 100 may further include a first door inner panel 40, and the first bracket 21 and the second bracket 22 are both connected to the first door inner panel 40.

[0099] The first bracket 21 and the second bracket 22 are connected to both the first anti-collision beam 11 and the first door inner panel 40. Therefore, the first bracket 21 and the second bracket 22 can connect the first anti-collision beam 11 and the first door inner panel 40, and can fix the first anti-collision beam 11 on the first door inner panel 40.

[0100] In some embodiments, the first door inner panel 40 may include a front section 401 and a rear section 402, a first bracket 21 is connected to the front section 401, and a second bracket 22 is connected to the rear section 402; the front door 100 may also include a front door limiter mounting plate 403, which is disposed on the front section 401 of the first door inner panel, and the first bracket 21 is also connected to the front door limiter mounting plate 403.

[0101] Since the first bracket 21 and the second bracket 22 are made of steel, and the first door inner panel 40 and the front door limiter mounting plate 403 are made of aluminum, the first bracket 21 and the second bracket 22 cannot be welded to the first door inner panel 40 and the front door limiter mounting plate 403. In the embodiments of this application, the first bracket 21 and the second bracket 22 are riveted to the first door inner panel 40 and the front door limiter mounting plate 403 by riveting.

[0102] In some embodiments, the first bracket 21 is further provided with a first reinforcing rib 213, and the second bracket 22 is provided with a second reinforcing rib 223. The first reinforcing rib 213 and the second reinforcing rib 223 are both used to enhance the structural strength of the bracket 20, thereby increasing the front door 100's resistance to deformation.

[0103] In some embodiments, the first anti-collision beam 11 further includes a first positioning hole 115, which is used to position the first anti-collision beam 11 on the inner panel 40 of the first door.

[0104] Please refer to Figure 1 , Figure 6 and Figure 7 , Figure 6 This is a top view of the second anti-collision beam 12 provided in an embodiment of this application. Figure 7 for Figure 6 The front view of the second anti-collision beam 12 shown is shown. In some embodiments of this application, the anti-collision beam 10 of the front door 100 may also include the second anti-collision beam 12, and the second anti-collision beam 12 and the first anti-collision beam 11 are arranged at intervals along the vehicle height direction.

[0105] In this way, both the first anti-collision beam 11 and the second anti-collision beam 12 can be used to resist impacts from the side, so that the impact force is distributed to the first anti-collision beam 11 and the second anti-collision beam 12, thereby reducing the impact force borne by a single anti-collision beam 10, and further reducing the deformation of the first anti-collision beam 11 and the second anti-collision beam 12, thus ensuring the safety of the occupants inside the vehicle.

[0106] Please refer to Figure 1 , Figure 2 and Figure 6 In some embodiments of this application, the front door 100 may further include a first door outer panel, a first anti-collision beam 11 and a second anti-collision beam 12 spaced apart from the first door outer panel; the gap between the outer surface 114 and the outer surface 128 of the first anti-collision beam near the first door outer panel and the inner surface of the first door outer panel is a fixed value.

[0107] The inner surface of the first door outer panel is an irregular plane, which may have local protrusions or depressions. The gap between the outer surface 114 and the outer surface 128 of the first anti-collision beam near the first door outer panel and the inner surface of the first door outer panel is a fixed value. For example, when there is a protrusion on the inner surface of the first door outer panel, the surface of the corresponding position of the first anti-collision beam 11 or the second anti-collision beam 12 follows the protrusion and protrudes to the side away from the first door inner panel 40.

[0108] Since expanding adhesive is needed between the outer panel of the first door and the first anti-collision beam 11 and the second anti-collision beam 12 to increase the rigidity and sealing effect of the door, the gap between the outer surface 114 and the outer surface 128 of the first anti-collision beam near the outer panel of the first door and the inner surface of the outer panel of the first door is a fixed value, which can improve the foaming effect of the expanding adhesive and avoid uneven filling due to inconsistent gaps.

[0109] For example, the gap between the outer surface 114 of the first anti-collision beam and the outer surface 128 of the second anti-collision beam near the outer panel of the first door and the inner surface of the outer panel of the first door can be 3mm, 4mm or 5mm, which can be adjusted according to the foaming ability of the expanding adhesive. This application does not further limit this.

[0110] Please refer to Figures 1 to 7 In some embodiments of this application, the second anti-collision beam 12 may also include the first segment 101, the second segment 102 and the third segment 103 described above. For ease of description, the first segment 101 of the second anti-collision beam 12 is described as the first segment 121 of the second beam, the second segment 102 of the second anti-collision beam 12 is described as the second segment 122 of the second beam, and the third segment 103 of the second anti-collision beam 12 is described as the third segment 123 of the second beam.

[0111] The second anti-collision beam 12 may further include a first intermediate section 124 and a second intermediate section 125 connected sequentially between the first section 121 and the third section 123 of the second beam, and a third intermediate section 126 and a fourth intermediate section 127 connected sequentially between the third section 123 and the second section 122 of the second beam; the cross-sections of the second intermediate section 125 and the third intermediate section 126 are elliptical, and the cross-sections of the first intermediate section 124 and the fourth intermediate section 127 are circular.

[0112] The second intermediate section 125 and the third intermediate section 126 have elliptical cross-sections, which can be used to avoid the first window guide rail 31 and the second window guide rail 32, respectively, to prevent installation failure due to insufficient space. The first intermediate section 124 and the fourth intermediate section 127 have circular cross-sections, which can increase the cross-sectional performance of the section and improve its bending resistance.

[0113] In some embodiments of this application, the front door 100 may further include a first window guide rail 31 and a second window guide rail 32, wherein the first window guide rail 31 is located between the second intermediate section 125 and the first door inner panel 40, and the second window guide rail 32 is located between the third intermediate section 126 and the first door inner panel 40.

[0114] In this way, along the arrangement direction from the outer panel to the inner panel, the second intermediate section 125 and the first window guide rail 31 or the third intermediate section 126 and the second window guide rail 32 can be set at the same time. The short axis a dimension of the second intermediate section 125 and the third intermediate section 126 can be adjusted according to the size of the guide rail, thereby making room for the guide rail to install.

[0115] In some embodiments of this application, the bracket 20 may further include a third bracket 23, which is connected to the second anti-collision beam 12.

[0116] In this way, the third bracket 23 can also be used to enhance the anti-collision performance of the front door 100. When it is impacted, the third bracket 23 can share the impact force on the front door 100 and is less likely to deform.

[0117] In some embodiments, the third bracket 23 and the second anti-collision beam 12 can also be connected by welding. Please refer to... Figure 7 The third bracket 23 and the second anti-collision beam 12 are connected by a second weld joint 231. This prevents damage to the cavity structure of the second anti-collision beam 12, thereby ensuring good cross-sectional performance of the second anti-collision beam 12 and increasing the safety factor of the front door 100.

[0118] In some embodiments, the third bracket 23 is provided with a second wiring hole 232. The second wiring hole 232 can prevent the second anti-collision beam 12 from being drilled due to wiring needs, which would damage the cavity structure of the second anti-collision beam 12, thereby ensuring the strength of the anti-collision beam 10 and increasing the safety of the vehicle.

[0119] In some embodiments, the third support 23 is further provided with a third reinforcing rib 233, which can be used to enhance the structural strength of the third support 23, thereby increasing the front door 100's resistance to deformation.

[0120] Since there is sufficient installation space for the second anti-collision beam 12 at the front section 401 and rear section 402 of the first door inner panel, the second anti-collision beam 12 can be connected to the front section 401 and rear section 402 of the first door inner panel via connectors. In some embodiments of this application, the first section 121 of the second beam is provided with a first mounting hole 129, and the second section 122 of the second beam is provided with a second mounting hole 1210; the front door 100 also includes a first connector, which is connected to the first door inner panel 40 via the first mounting hole 129 and the second mounting hole 1210. In this way, the second anti-collision beam 12 can be firmly connected to the first door inner panel 40.

[0121] In some embodiments, the first connector may be a bolt that fastens the second anti-collision beam 12, the front door limiter mounting plate 403 and the front section 401 of the first door inner panel through the first mounting hole 129, and fastens the second anti-collision beam 12 to the rear section 402 of the first door inner panel through the second mounting hole 1210.

[0122] Please refer to Figure 1 , Figure 8 and Figure 9 , Figure 8 This is a top view of the third anti-collision beam 13 provided in the embodiments of this application. Figure 9 for Figure 8 The front view of the third anti-collision beam 13 shown in the present application embodiment also provides a rear door 200, which may include the above-mentioned anti-collision beam 10 or anti-collision beam assembly.

[0123] In some embodiments of this application, the rear door 200's anti-collision beam 10 may include a third anti-collision beam 13, the extension direction of which is consistent with the vehicle body length direction.

[0124] The third anti-collision beam 13 is used to increase the anti-collision performance of the rear door 200, which can resist the impact from the side, reduce the amount and speed of deformation of the rear door 200 when it is impacted, and ensure the safety of the rear seat occupants in the vehicle.

[0125] Please refer to Figures 1-9The third anti-collision beam 13 may also include the first segment 101, the second segment 102 and the third segment 103 mentioned above. For ease of subsequent description, the first segment 101 of the third anti-collision beam 13 here is described as the first segment 131 of the third beam, the second segment 102 of the third anti-collision beam 13 here is described as the second segment 132 of the third beam, and the third segment 103 of the third anti-collision beam 13 here is described as the third segment 133 of the third beam.

[0126] In some embodiments, the rear door 200 may include a third window guide rail 51 and a fourth window guide rail 52, which will not interfere with the third anti-collision beam 13.

[0127] In some embodiments of this application, the rear door 200 may further include a bracket 20 connected to the anti-collision beam 10, the bracket 20 may include a fourth bracket 24, the fourth bracket 24 being connected to the first segment 131 of the third beam.

[0128] The fourth support 24 is used to strengthen the bending strength of the first section 131 of the third beam and reduce the deformation of the first section 131 of the third beam when it is subjected to impact, thereby ensuring the safety of the members.

[0129] In some embodiments, the fourth bracket 24 is connected to the first segment 131 of the third beam by welding. Please refer to [reference needed]. Figure 8 and Figure 9 The fourth bracket 24 and the third anti-collision beam 13 are connected by a third weld joint 241, which can effectively fix the fourth bracket 24 and the first section 131 of the third beam.

[0130] Please refer to Figure 8 , Figure 9 and Figure 10 , Figure 10 The diagram below shows the structure of the fourth bracket 24 provided in the embodiments of this application. In some embodiments, the fourth bracket 24 is provided with a third wiring hole 242, which facilitates the arrangement of wire harnesses and prevents the wiring from interfering with the third anti-collision beam 13.

[0131] In some embodiments, the fourth support 24 is further provided with a fourth reinforcing rib 243, which is used to enhance the structural strength of the fourth support 24, thereby increasing the resistance of the rear door 200 to deformation.

[0132] In some embodiments, the edge of the fourth support 24 that connects to the first segment 131 of the third beam is further provided with a flange 244. The flange 244 can prevent the fourth support 24 from deforming when subjected to impact, thereby increasing the bending resistance of the fourth support 24. At the same time, the flange 244 can increase the contact area between the fourth support 24 and the first segment 131 of the third beam, facilitating welding.

[0133] Please refer to Figures 1-10 In some embodiments of this application, the first segment 131 of the third beam is provided with a third mounting hole 135, the second segment 132 of the third beam is provided with a fourth mounting hole 136, and the rear door 200 also includes a second door inner panel 60; the rear door 200 also includes a second connector, which is connected to the second door inner panel 60 through the third mounting hole 135 and the fourth mounting hole 136. In this way, the third anti-collision beam 13 can be firmly connected to the second door inner panel 60.

[0134] In some embodiments, the second door inner panel 60 may include a front section 601 and a rear section 602 of the second door inner panel. The rear door 200 may also include a rear door limiter mounting plate 603 disposed on the front section 601 of the second door inner panel. The second connector may also be a bolt, which sequentially fastens the third anti-collision beam 13, the fourth bracket 24, the rear door limiter mounting plate 603, and the front section 601 of the second door inner panel through the third mounting hole 135. The bolt also fastens the third anti-collision beam 13 to the rear section 602 of the second door inner panel through the fourth mounting hole 136.

[0135] In some embodiments of this application, the bracket 20 may further include a fifth bracket 25, which is connected to the third anti-collision beam 13. The fifth bracket 25 is also provided with a third wiring hole 242, which facilitates the arrangement of wire harnesses and prevents the wiring from interfering with the third anti-collision beam 13.

[0136] In some embodiments, the fifth bracket 25 is connected to the third anti-collision beam 13 by welding, and a fourth weld joint 251 is formed at the connection between the fifth bracket 25 and the third anti-collision beam 13, which can effectively fix the fifth bracket 25 and the third anti-collision beam 13.

[0137] In some embodiments, the fifth bracket 25 is further provided with a fifth reinforcing rib 252, which is used to enhance the structural strength of the fifth bracket 25, thereby increasing the resistance of the rear door 200 to deformation.

[0138] In some embodiments, the third anti-collision beam 13 is provided with a second positioning hole 137 for positioning the installation position of the third anti-collision beam 13 on the inner panel 60 of the second door.

[0139] In some embodiments of this application, the rear door 200 may further include a second door outer panel, and a third anti-collision beam 13 is spaced apart from the second door outer panel; the gap between the outer surface 134 of the third anti-collision beam near the second door outer panel and the inner surface of the second door outer panel is a fixed value.

[0140] Since expanding adhesive is needed between the outer panel of the second door and the third anti-collision beam 13 to increase the rigidity and sealing effect of the door, the gap between the outer surface 134 of the third anti-collision beam near the outer panel of the second door and the inner surface of the outer panel of the second door is a fixed value, which can improve the foaming effect of the expanding adhesive and avoid uneven filling due to inconsistent gaps.

[0141] For example, the gap between the outer surface 134 of the third anti-collision beam near the outer panel of the second door and the inner surface of the outer panel of the second door can be 3mm, 4mm or 5mm, which can be adjusted according to the foaming ability of the expanding adhesive. This application does not further limit this.

[0142] This application embodiment also provides a vehicle including the aforementioned front door 100 or rear door 200. The anti-collision beam 10 of the front door 100 and rear door 200 adopts a cavity structure combining elliptical and circular segments, which has better cross-sectional performance and can improve the vehicle's ability to resist side impacts, thereby improving the vehicle's safety performance.

[0143] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0144] The above are merely specific embodiments of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A crash beam for a vehicle door, characterized in that, It includes a first segment (101) and a second segment (102), and a third segment (103) connected between the first segment (101) and the second segment (102). The cross-sections of the first segment (101) and the second segment (102) are elliptical, and the cross-section of the third segment (103) is circular. The ratio of the perimeter of the third segment (C2) to the perimeter of the first segment (C1) is less than or equal to 1.08, and / or the ratio of the perimeter of the third segment (C2) to the perimeter of the second segment is less than or equal to 1.

08.

2. The anti-collision beam according to claim 1, characterized in that, The anti-collision beam has a closed tubular cavity inside.

3. The anti-collision beam according to claim 1 or 2, characterized in that, The anti-collision beam is formed using a hot air expansion molding process.

4. A crash beam assembly, characterized in that, Includes the anti-collision beam (10) as described in any one of claims 1-3.

5. The anti-collision beam assembly according to claim 4, characterized in that, It also includes a bracket (20) which is connected to the anti-collision beam (10).

6. A front door, characterized in that, Includes the anti-collision beam (10) as described in any one of claims 1-3 or the anti-collision beam assembly as described in claim 4 or 5.

7. The front door according to claim 6, characterized in that, The anti-collision beam (10) includes a first anti-collision beam (11), the extension direction of the first anti-collision beam (11) is consistent with the length direction of the vehicle body, and the first anti-collision beam (11) includes a first segment (101), a second segment (102) and a third segment (103); The front door also includes a bracket (20) connected to the anti-collision beam (10). The bracket (20) includes a first bracket (21) and a second bracket (22). The first bracket (21) is connected to the first segment (111) of the first beam, and the second bracket (22) is connected to the second segment (112) of the first beam.

8. The front door according to claim 7, characterized in that, It also includes a first door inner panel (40), and the first bracket (21) and the second bracket (22) are both connected to the first door inner panel (40).

9. The front door according to claim 8, characterized in that, The anti-collision beam (10) also includes a second anti-collision beam (12), which is arranged at intervals with the first anti-collision beam (11) along the vehicle height direction.

10. The front door according to claim 9, characterized in that, It also includes a first door outer panel, and the first anti-collision beam (11) and the second anti-collision beam (12) are spaced apart from the first door outer panel; the gap between the outer surface (114) of the first anti-collision beam and the outer surface (128) of the second anti-collision beam near the first door outer panel and the inner surface of the first door outer panel is a fixed value.

11. The front door according to claim 10, characterized in that, The second anti-collision beam (12) includes a first intermediate section (124) and a second intermediate section (125) connected sequentially between the first section (121) of the second beam and the third section (123) of the second beam, and a third intermediate section (126) and a fourth intermediate section (127) connected sequentially between the third section (123) of the second beam and the second section (122) of the second beam; the cross-sections of the second intermediate section (125) and the third intermediate section (126) are elliptical, and the cross-sections of the first intermediate section (124) and the fourth intermediate section (127) are circular.

12. The front door according to claim 11, characterized in that, It also includes a first window guide rail (31) and a second window guide rail (32), the first window guide rail (31) being located between the second intermediate section (125) and the first door inner panel (40), and the second window guide rail (32) being located between the third intermediate section (126) and the first door inner panel (40).

13. The front door according to claim 12, characterized in that, The bracket (20) also includes a third bracket (23), which is connected to the second anti-collision beam (12).

14. The front door according to claim 13, characterized in that, The first section (121) of the second beam is provided with a first mounting hole (129), and the second section (122) of the second beam is provided with a second mounting hole (1210); The front door also includes a first connector, which is connected to the inner panel (40) of the first door through the first mounting hole (129) and the second mounting hole (1210).

15. A backdoor, characterized in that, Includes the anti-collision beam (10) as described in any one of claims 1-3 or the anti-collision beam assembly as described in claim 4 or 5.

16. The backdoor according to claim 15, characterized in that, The anti-collision beam (10) includes a third anti-collision beam (13), the extension direction of which is consistent with the length direction of the vehicle body.

17. The backdoor according to claim 16, characterized in that, It also includes a bracket (20) connected to the anti-collision beam (10), the bracket (20) including a fourth bracket (24) connected to the first segment (131) of the third beam.

18. The backdoor according to claim 17, characterized in that, The first section (131) of the third beam is provided with a third mounting hole (135), and the second section (132) of the third beam is provided with a fourth mounting hole (136). The rear door also includes a second door inner panel (60). The rear door also includes a second connector, which is connected to the second door inner panel (60) through the third mounting hole (135) and the fourth mounting hole (136).

19. The backdoor according to claim 18, characterized in that, The bracket also includes a fifth bracket (25), which is connected to the third anti-collision beam (13).

20. The backdoor according to claim 19, characterized in that, It also includes a second door outer panel, and the third anti-collision beam (13) is spaced apart from the second door outer panel; the gap between the outer surface (134) of the third anti-collision beam near the second door outer panel and the inner surface of the second door outer panel is a fixed value.

21. A vehicle, characterized in that, Includes the front door (100) as described in any one of claims 6-14 or the back door (200) as described in any one of claims 15-20.

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