Vehicle door assembly and vehicle

Abstract

The utility model provides a vehicle door assembly and a vehicle, and relates to the technical field of vehicles. The vehicle door assembly comprises a vehicle door inner panel, an anti-collision beam and a first reinforcing piece. The vehicle door inner plate is provided with a lock catch area which is used for installing a lock catch, a lock catch pull wire and a handle. The anti-collision beam is connected with the vehicle door inner plate, a gap is formed between the lock catch area and the anti-collision beam in the height direction of the vehicle door inner plate, and the anti-collision beam is formed through a hot air expansion process. One end of the first reinforcing piece is connected with the automobile door inner plate, the other end of the first reinforcing piece is connected with the anti-collision beam, and the connecting point between the first reinforcing piece and the automobile door inner plate is located in the lock catch area. Therefore, the anti-torsion and anti-bending effects can be improved, and the reliability of the vehicle can be improved. Meanwhile, the material thickness of the anti-collision beam can be reduced, so that the light weight of a vehicle is favorably realized. In addition, the overall anti-collision capacity of the vehicle door assembly can be improved, so that the risk that the vehicle door is mistakenly triggered to be opened during collision is reduced, and the safety of the vehicle is improved.

Description

Technical Field

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

[0002] A vehicle's collision performance is directly related to the safety of its occupants. During a side collision, the side of the vehicle is directly impacted, causing structures such as doors and interior door panels to intrude into the passenger compartment. If the intrusion is significant, it can directly strike the occupants, resulting in injury or death. If the passenger compartment is severely deformed, it may prevent the occupants from escaping.

[0003] In related technologies, thermoformed anti-collision beams are used to protect the sides of the vehicle body. However, during a side collision, the limited load-bearing capacity of the thermoformed anti-collision beams for protecting the sides of the vehicle body will affect the survival space of the occupants after the collision. Furthermore, the lack of protection for the door latch cables and handle areas poses a risk of deformation upon contact with the barrier, which could accidentally trigger the door to open. Utility Model Content

[0004] To address the aforementioned technical problems, this application provides a door assembly and a vehicle for improving the vehicle's collision avoidance capability.

[0005] In a first aspect, embodiments of this application provide a vehicle door assembly, the vehicle door assembly including: an inner door panel, a crash beam, and a first reinforcing member. The inner door panel has a latching area. The latching area is used to install a latch, a latch cable, and a handle. The crash beam is connected to the inner door panel, and there is a gap between the latching area and the crash beam in the height direction of the inner door panel. The crash beam is formed using a hot air expansion process. One end of the first reinforcing member is connected to the inner door panel, and the other end is connected to the crash beam, and the connection point between the first reinforcing member and the inner door panel is located in the latching area.

[0006] According to the embodiments of this application, the door assembly, by employing a hot-expansion molding process for the anti-collision beam, can increase torsional and bending resistance, thereby improving vehicle reliability. Simultaneously, it can reduce the thickness of the anti-collision beam, thus contributing to vehicle weight reduction. Furthermore, the first reinforcing member can provide protection for the latching area, improving the overall anti-collision capability of the door assembly, thereby reducing the risk of the door being accidentally triggered and opened during a collision, and further enhancing vehicle safety.

[0007] In one possible implementation, the door assembly further includes a second reinforcement, one end of which is connected to the end of the first reinforcement away from the anti-collision beam, and the other end of which is connected to the anti-collision beam.

[0008] In one possible implementation, the door assembly further includes a third reinforcement member, one end of which is connected to the first reinforcement member and the other end of which is connected to the second reinforcement member.

[0009] In one possible implementation, the third reinforcement extends in the same direction as the anti-collision beam.

[0010] In one possible implementation, the first reinforcing member, the second reinforcing member, and the third reinforcing member are integrally formed.

[0011] In one possible implementation, the first reinforcing member has a first groove extending in the same direction as the first reinforcing member, and the second reinforcing member has a second groove extending in the same direction as the second reinforcing member.

[0012] In one possible implementation, the anti-collision beam has a first reinforcing rib and a second reinforcing rib spaced apart, the first reinforcing rib extending in the same direction as the anti-collision beam, and the second reinforcing rib extending in the same direction as the anti-collision beam.

[0013] In one possible implementation, one end of the anti-collision beam extending in the direction of extension is provided with a first positioning hole and two first fixing holes, the first positioning hole being located between the first reinforcing rib and the second reinforcing rib, and the two first fixing holes being located on opposite sides of the first positioning hole; the other end of the anti-collision beam extending in the direction of extension is provided with a second positioning hole and two second fixing holes, the second positioning hole being located between the first reinforcing rib and the second reinforcing rib, and the two second fixing holes being located on opposite sides of the second positioning hole.

[0014] In one possible implementation, the door assembly further includes a waistline reinforcement plate connected to the inner door panel and attached to one end of the first reinforcement located in the latch area.

[0015] Secondly, this application provides a vehicle that includes the aforementioned door assembly.

[0016] The technical effects of any design method in the second aspect can be found in the technical effects of different design methods in the first aspect, and will not be repeated here. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, those skilled in the art can obtain other drawings based on these drawings without creative effort.

[0019] Figure 1 A schematic diagram of a door assembly provided for some embodiments of this application;

[0020] Figure 2 A schematic diagram of a first reinforcing member, a second reinforcing member, and a third reinforcing member provided for some embodiments of this application;

[0021] Figure 3 A schematic diagram of a crash beam provided in some embodiments of this application;

[0022] Figure 4 Schematic diagram of a door assembly provided for other embodiments of this application;

[0023] Figure 5 A partial cross-sectional view of a door assembly provided for some embodiments of this application.

[0024] Figure label:

[0025] 100. Door assembly;

[0026] 1. Door inner panel; 11. Car window;

[0027] 2. Anti-collision beam; 21. First reinforcing rib; 22. Second reinforcing rib; 23. First positioning hole; 24. First fixing hole; 25. Second positioning hole; 26. Second fixing hole;

[0028] 3. First reinforcing member; 31. First groove;

[0029] 4. Second reinforcing member; 41. Second groove;

[0030] 5. Third reinforcing component;

[0031] 6. Waistline reinforcement plate. Detailed Implementation

[0032] To better understand the above-mentioned objectives, features, and advantages of this application, the solution of this application will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0033] In the description of this utility model, it should be understood that the terms "upper", "lower", "front", "rear", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and 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.

[0034] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, "linking" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium. "Fixed connection" refers to a connection where the relative positional relationship remains unchanged after the connection. Furthermore, the directional terms mentioned in the embodiments of this application, such as "inner" and "outer," are only for reference to the directions in the accompanying drawings. Therefore, the directional terms used are for better and clearer explanation and understanding of the embodiments of this application, and are not intended to 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 the embodiments of this application.

[0035] In the description of embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, 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, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0036] A vehicle's collision performance is directly related to the safety of its occupants. During a side collision, the side of the vehicle is directly impacted, causing structures such as doors and interior door panels to intrude into the passenger compartment. If the intrusion is significant, it can directly strike the occupants, resulting in injury or death. If the passenger compartment is severely deformed, it may prevent the occupants from escaping.

[0037] In related technologies, thermoformed anti-collision beams are used to protect the sides of the vehicle body. However, during a side collision, the limited load-bearing capacity of the thermoformed anti-collision beams for protecting the sides of the vehicle body will affect the survival space of the occupants after the collision. Furthermore, the lack of protection for the door latch cables and handle areas poses a risk of deformation upon contact with the barrier, which could accidentally trigger the door to open.

[0038] To address the aforementioned technical problems, this application provides a door assembly and a vehicle.

[0039] The door assembly of the present application embodiment will be described below.

[0040] Please see Figure 1 and Figure 2 , Figure 1 The diagram below shows a door assembly provided in some embodiments of this application. Figure 2 This is a schematic diagram of a first reinforcing member, a second reinforcing member, and a third reinforcing member provided in some embodiments of this application. The door assembly 100 includes an inner door panel 1, a crash beam 2, and a first reinforcing member 3.

[0041] The inner door panel 1 may have a latching area. Specifically, the inner door panel 1 may be provided with a latch cable, a latch, and a handle, and the latching area may be used to install the latch cable, the latch, and the handle.

[0042] There is a gap between the latch area and the anti-collision beam 2 along the height direction of the inner door panel 1. The anti-collision beam 2 can be connected to the inner door panel 1. The anti-collision beam 2 can be inclined on the inner door panel 1, so that the anti-collision beam 2 can better protect the side of the vehicle body.

[0043] For example, the two ends of the anti-collision beam 2 are connected to the inner door panel 1. The two ends of the anti-collision beam 2 can extend to the edge of the inner door panel 1. This maximizes the length of the anti-collision beam 2, thereby improving the overall strength of the door assembly 100.

[0044] The anti-collision beam 2 can be formed using a hot air expansion process. This allows the anti-collision beam 2 to be formed into a closed cross-section, thereby increasing its torsional and bending resistance, while also reducing the material thickness of the anti-collision beam 2, which is beneficial for achieving vehicle lightweighting.

[0045] One end of the first reinforcing member 3 is connected to the inner door panel 1, and the other end is connected to the anti-collision beam 2. The connection point between the first reinforcing member 3 and the inner door panel 1 is located in the latch area. Thus, the first reinforcing member 3 can cover part of the latch area, providing partial protection for the latch area. This reduces the amount of deformation and intrusion at local weak points and ensures that the latch cable is not accidentally triggered, thereby improving the safety and reliability of the vehicle.

[0046] For example, the first reinforcing member 3 can be connected to the inner door panel 1 and the anti-collision beam 2 by welding.

[0047] According to the embodiments of this application, the door assembly 100, by employing a hot-expansion molding process for the anti-collision beam 2, can increase torsional and bending resistance, thereby improving vehicle reliability. Simultaneously, the thickness of the anti-collision beam 2 can be reduced, thus contributing to vehicle weight reduction. Furthermore, the first reinforcing member 3 can provide protection for the latching area, improving the overall anti-collision capability of the door assembly 100, thereby reducing the risk of the door being accidentally triggered and opened during a collision, and further enhancing vehicle safety.

[0048] Please continue reading. Figure 1 In some embodiments, the door assembly 100 may further include a waistline reinforcement plate 6. The waistline reinforcement plate 6 is connected to the inner door panel 1 and to one end of the first reinforcement member 3 located in the latch area. Thus, the waistline reinforcement plate 6 can better protect the latch area, thereby further improving the overall structural strength of the door assembly 100 and thus helping to improve the vehicle's collision resistance.

[0049] For example, the inner door panel 1 includes a window 11. A waistline reinforcement plate 6 is located on the side of the crash beam 2 closest to the window 11. Thus, the waistline reinforcement plate 6 can cover areas that the crash beam 2 cannot protect, thereby improving the vehicle's crashworthiness.

[0050] Please continue reading. Figure 1 and Figure 2 In some embodiments, the door assembly 100 may further include a second reinforcing member 4. One end of the second reinforcing member 4 is connected to the end of the first reinforcing member 3 away from the anti-collision beam 2, and the other end is connected to the anti-collision beam 2. Specifically, the first reinforcing member 3 and the second reinforcing member 4 extend in different directions, one end of both the first reinforcing member 3 and the second reinforcing member 4 is located in the latching area, and there is a gap between the connection point of the second reinforcing member 4 and the anti-collision beam 2 and the connection point of the first reinforcing member 3 and the anti-collision beam 2.

[0051] Therefore, the first reinforcing member 3, the anti-collision beam 2, and the second reinforcing member 4 can be formed into a triangle. When the door assembly 100 is subjected to an external impact, the impact force can be dispersed along the extension direction of the first reinforcing member 3, the anti-collision beam 2, and the second reinforcing member 4, thereby reducing local stress concentration and ensuring the dent resistance and local strength of the door assembly 100, which is beneficial to improving the vehicle's anti-collision capability.

[0052] For example, the second reinforcement 4 can be connected to the inner door panel 1 and the anti-collision beam 2 by welding.

[0053] Please continue reading. Figure 1 and Figure 2In some embodiments, the door assembly 100 may further include a third reinforcing member 5. One end of the third reinforcing member 5 is connected to the first reinforcing member 3, and the other end is connected to the second reinforcing member 4. Specifically, the first reinforcing member 3 and the second reinforcing member 4 are connected by the third reinforcing member 5, and the extending direction of the third reinforcing member 5 may be the same as or intersect with the extending direction of the anti-collision beam 2. Thus, the first reinforcing member 3, the anti-collision beam 2, the second reinforcing member 4, and the third reinforcing member 5 can form two triangles, enabling the door assembly 100 to better resist lateral impacts, thereby improving vehicle safety.

[0054] Please continue reading. Figure 1 and Figure 2 In some embodiments, the third reinforcing member 5 extends in the same direction as the anti-collision beam 2. This increases the local bending and compressive strength of the door assembly 100, thereby improving vehicle safety.

[0055] Please continue reading. Figure 1 and Figure 2 In some embodiments, the first reinforcing member 3, the second reinforcing member 4, and the third reinforcing member 5 can be integrally molded. This improves the connection strength between the first reinforcing member 3, the second reinforcing member 4, and the third reinforcing member 5, allowing them to better withstand impacts and thus enhancing vehicle safety. It also helps improve vehicle production efficiency.

[0056] Please continue reading. Figure 1 and Figure 2 In some embodiments, the first reinforcing member 3 may be provided with a first groove 31. The extending direction of the first groove 31 is the same as the extending direction of the first reinforcing member 3. The second reinforcing member 4 may be provided with a second groove 41. The extending direction of the second groove 41 is the same as the extending direction of the second reinforcing member 4. Thus, the first groove 31 can improve the structural strength of the first reinforcing member 3, and the second groove 41 can improve the structural strength of the second reinforcing member 4, thereby improving the overall structural strength and impact resistance of the door assembly 100.

[0057] Please see Figure 3 and Figure 4 , Figure 3 This is a schematic diagram of the anti-collision beam provided in some embodiments of this application. Figure 4This is a schematic diagram of a door assembly provided for other embodiments of this application. In some embodiments, the anti-collision beam 2 may have a first reinforcing rib 21 and a second reinforcing rib 22 spaced apart. The extending direction of the first reinforcing rib 21 is the same as the extending direction of the anti-collision beam 2, and the extending direction of the second reinforcing rib 22 is the same as the extending direction of the anti-collision beam 2. Specifically, the cross-sectional shape of the anti-collision beam 2 may be formed as a "W". Therefore, the strength of the anti-collision beam 2 can be guaranteed while saving raw materials and reducing weight, thereby improving the anti-collision capability of the door assembly 100.

[0058] For example, the extension lengths of the first reinforcing rib 21 and the second reinforcing rib 22 can be less than the extension length of the anti-collision beam 2. This facilitates the connection between the anti-collision beam 2 and the inner door panel 1.

[0059] Please see Figure 4 and Figure 5 , Figure 5 This is a partial cross-sectional view of a door assembly provided in some embodiments of this application. In some embodiments, one end of the anti-collision beam 2 extending in the direction of extension is provided with a first positioning hole 23 and two first fixing holes 24. The first positioning hole 23 is located between the first reinforcing rib 21 and the second reinforcing rib 22, and the two first fixing holes 24 are located on opposite sides of the first positioning hole 23. The other end of the anti-collision beam 2 extending in the direction of extension is provided with a second positioning hole 25 and two second fixing holes 26. The second positioning hole 25 is located between the first reinforcing rib 21 and the second reinforcing rib 22, and the two second fixing holes 26 are located on opposite sides of the second positioning hole 25. The first positioning hole 23 and the second positioning hole 25 can be oblong holes. One of the two first fixing holes 24 can be located on the side of the first reinforcing rib 21 away from the second reinforcing rib 22, and the other first fixing hole 24 can be located on the side of the second reinforcing rib 22 away from the first reinforcing rib 21. One of the two second fixing holes 26 can be located on the side of the first reinforcing rib 21 away from the second reinforcing rib 22, and the other second fixing hole 26 can be located on the side of the second reinforcing rib 22 away from the first reinforcing rib 21.

[0060] When assembling the anti-collision beam 2, it can be pre-fixed through the first positioning hole 23 and the second positioning hole 25, and then the fasteners can be passed through the first fixing hole 24 and the second fixing hole 26 to complete the installation and fixing of the anti-collision beam 2. This structure is simple and facilitates the installation and fixing of the anti-collision beam 2, thereby improving the assembly efficiency of the door assembly 100.

[0061] The vehicle described in this application embodiment will now be explained.

[0062] The vehicle in this embodiment includes the aforementioned door assembly 100. By using a hot-expansion molding process to form the anti-collision beam 2 and the first reinforcing member 3, the overall anti-collision capability of the door assembly 100 is improved, thereby enhancing vehicle safety.

[0063] 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.

[0064] The above description is merely a specific embodiment 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 protection scope of the claims.

Claims

1. A door assembly, characterized in that, The door assembly includes: The inner door panel has a latching area for installing a latch, a latch cable, and a handle. A crash beam is provided, which is connected to the inner panel of the door. In the height direction of the inner panel of the door, there is a gap between the latch area and the crash beam. The crash beam is formed by hot air expansion process. The first reinforcing member has one end connected to the inner door panel and the other end connected to the anti-collision beam, and the connection point between the first reinforcing member and the inner door panel is located in the latch area.

2. The door assembly according to claim 1, characterized in that, The door assembly also includes a second reinforcing member, one end of which is connected to the end of the first reinforcing member away from the anti-collision beam, and the other end of which is connected to the anti-collision beam.

3. The door assembly according to claim 2, characterized in that, The door assembly also includes a third reinforcing member, one end of which is connected to the first reinforcing member and the other end of which is connected to the second reinforcing member.

4. The door assembly according to claim 3, characterized in that, The third reinforcing member extends in the same direction as the anti-collision beam.

5. The door assembly according to claim 3, characterized in that, The first reinforcing member, the second reinforcing member, and the third reinforcing member are integrally formed.

6. The door assembly according to claim 2, characterized in that, The first reinforcing member has a first groove, the extension direction of the first groove is the same as the extension direction of the first reinforcing member, and the second reinforcing member has a second groove, the extension direction of the second groove is the same as the extension direction of the second reinforcing member.

7. The door assembly according to claim 1, characterized in that, The anti-collision beam has a first reinforcing rib and a second reinforcing rib arranged at intervals. The first reinforcing rib extends in the same direction as the anti-collision beam, and the second reinforcing rib extends in the same direction as the anti-collision beam.

8. The door assembly according to claim 7, characterized in that, One end of the anti-collision beam extending in the direction of extension is provided with a first positioning hole and two first fixing holes. The first positioning hole is located between the first reinforcing rib and the second reinforcing rib, and the two first fixing holes are located on opposite sides of the first positioning hole. The other end of the anti-collision beam extending in the direction of extension is provided with a second positioning hole and two second fixing holes. The second positioning hole is located between the first reinforcing rib and the second reinforcing rib, and the two second fixing holes are located on opposite sides of the second positioning hole.

9. The door assembly according to claim 1, characterized in that, The door assembly also includes a waistline reinforcement plate, which is connected to the inner door panel and to one end of the first reinforcement member located in the latch area.

10. A vehicle, characterized in that, The vehicle door assembly includes any one of claims 1-9.

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