Vehicle door assembly and vehicle

Abstract

The utility model discloses a vehicle door assembly and a vehicle, the vehicle door assembly comprises a vehicle door main body, and the vehicle door main body comprises a vehicle door frame and an anti-collision beam. The vehicle door frame is provided with a first surface and a second surface which are arranged oppositely, when the vehicle door assembly is installed on a vehicle body, the second surface faces the interior of the vehicle body, a long-strip-shaped open groove is formed in one side of the second surface of the vehicle door frame, the anti-collision beam is located in the open groove, and the length extending direction of the anti-collision beam is the same as the length extending direction of the open groove. And the anti-collision beam is fixedly connected with the vehicle door frame. In this way, the collision performance of the vehicle door can be improved.

Description

Technical Field

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

[0002] As a vital means of transportation in modern society, vehicle safety is one of the core concerns in its design and manufacturing. Among numerous safety performance indicators, collision safety, especially occupant protection, holds a crucial position. Modern automobiles generally employ advanced collision structure designs, multiple airbag systems, and high-strength steel materials to maximize the protection of occupants in the event of a collision. As a key component that occupants directly contact, the performance of the door in a collision directly affects their safety. Ideally, the door should effectively control door deformation during the transfer of collision energy, maintain the integrity of the door frame, prevent excessive intrusion of the door panel into the passenger compartment, and provide stable support and protection for the occupants, thereby protecting them from direct impact and injury from the collision. During its long-term research and development process, the applicant of this application discovered deficiencies in the collision performance of vehicle doors in actual design and manufacturing. Utility Model Content

[0003] The main technical problem addressed by this application is to provide a door assembly and a vehicle that can improve the collision performance of the door.

[0004] To solve the above-mentioned technical problems, one technical solution adopted in this application is: to provide a car door assembly, including a car door body, the car door body including: a car door frame, having a first surface and a second surface disposed opposite to each other, the second surface facing the interior of the car body when the car door assembly is installed on the car body, a slot being provided on one side of the second surface of the car door frame, the slot being elongated; and a crash beam located in the slot, the length extension direction of the crash beam being the same as the length extension direction of the slot, the crash beam being fixedly connected to the car door frame.

[0005] The door assembly further includes: an inner door panel located on one side of the second surface; a crash beam located between the inner door panel and the door frame and fixedly connected to the inner door panel; and the inner door panel and the door frame are fixedly connected.

[0006] The anti-collision beam is fixedly connected to the side wall of the slot.

[0007] The door assembly further includes: an outer door panel located on one side of the first surface of the door frame and fixedly connected to the door frame; the outer door panel has a mounting groove on the side away from the door frame for mounting a handle.

[0008] The door assembly further includes a sealing strip located at the edge of the second surface of the door frame and connected to the door frame.

[0009] The door frame is made of materials including magnesium alloy, aluminum alloy, or steel.

[0010] The materials of the anti-collision beam include carbon fiber or aluminum alloy.

[0011] The cross-section of the anti-collision beam perpendicular to its extension direction is corrugated.

[0012] The door assembly further includes a door top beam, which is installed at the top of the door body and is used to install the door glass.

[0013] To solve the above-mentioned technical problems, another technical solution adopted in this application is to provide a vehicle, which includes the door assembly described in any of the above technical solutions.

[0014] The beneficial effects of this application are as follows: Unlike the prior art, the door frame of the main body of the car door in this application has a slot, and the anti-collision beam is located in the slot. In the prior art, the anti-collision beam is usually only located on the surface of the door frame, and there is a large gap between the anti-collision beam and the door frame support. In this application, the anti-collision beam is embedded inside the door assembly, making the overall structure of the door assembly more robust, while reducing the gap between the anti-collision beam and the slot. When the door is hit by a collision, the anti-collision beam can absorb the collision energy more efficiently and directly, reducing the probability of deformation and breakage of the door assembly, avoiding excessive intrusion of the door assembly into the door, and improving the collision performance of the door assembly. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying 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. Wherein:

[0016] Figure 1 This is a schematic diagram of one embodiment of the door assembly of this application;

[0017] Figure 2 yes Figure 1 A cross-sectional structural diagram of the CRRC door assembly;

[0018] Figure 3 yes Figure 2 A magnified view of a portion of point A in the middle. Detailed Implementation

[0019] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0020] See Figures 1 to 3 The door assembly 1 includes a door body 10, and the door body 10 includes a door frame 110 and a crash beam 120.

[0021] The door frame 110 has a first surface 111 and a second surface 112 arranged opposite to each other. When the door assembly 1 is installed on the vehicle body, the second surface 112 faces the interior of the vehicle body. A slot 113 is provided on one side of the second surface 112 of the door frame 110. The slot 113 is elongated. The anti-collision beam 120 is located in the slot 113. The length extension direction of the anti-collision beam 120 is the same as the length extension direction of the slot 113. The anti-collision beam 120 is fixedly connected to the door frame 110.

[0022] Specifically, the first surface 111 of the door frame 110 faces the outside of the vehicle body, and the second surface 112 faces the inside of the vehicle body. A long strip-shaped slot 113 is provided on one side of the second surface 112. The anti-collision beam 120 is located in the slot 113, and the length extension direction of the anti-collision beam 120 is the same as the length extension direction of the slot 113. The anti-collision beam 120 can be tightly embedded in the slot 113, so that there is no gap or a small gap between the anti-collision beam 120 and the door frame 110. When a vehicle collision occurs, because the anti-collision beam 120 is located within the slot 113, the contact area between the anti-collision beam 120 and the door frame 110 is large and the gap between them is small. The anti-collision beam 120 directly absorbs the collision energy, which allows the anti-collision beam 120 to effectively disperse and absorb the impact force during a collision. Compared with the prior art where the anti-collision beam 120 is directly installed on the second surface 112, the gap between the door and the anti-collision beam 120 in this application is reduced, which not only enhances the structural strength of the door assembly 1, but also improves collision safety and provides better protection for the occupants.

[0023] Continue reading Figure 3 In one embodiment, the door frame 110 is provided with a plurality of spaced slots 113, and the door body 10 is provided with a plurality of anti-collision beams 120. Each anti-collision beam 120 is located in a corresponding slot 113. The plurality of slots 113 form a honeycomb-like structure, which can enhance sound insulation. At the same time, the plurality of anti-collision beams 120 improve the anti-collision performance of the door assembly 1.

[0024] In one embodiment, the length extension direction of the anti-collision beam 120 is the same as the length extension direction of the door frame 110, that is, the anti-collision beam 120 extends in the horizontal direction and is fixed to the door frame 110. When subjected to a collision, the anti-collision beam 120 symmetrically bears and disperses the pressure, and the stress distribution is more uniform.

[0025] In another embodiment, the length extension direction of the anti-collision beam 120 is inclined relative to the horizontal direction, which can optimize the energy absorption efficiency at a specific collision angle, for example, it is more advantageous in dealing with oblique collisions.

[0026] See Figure 1 and Figure 2 The door assembly 1 also includes a door inner panel 20. The door inner panel 20 is located on one side of the second surface 112, and the anti-collision beam 120 is located between the door inner panel 20 and the door frame 110 and is fixedly connected to the door inner panel 20. The door inner panel 20 is fixedly connected to the door frame 110.

[0027] Specifically, the door assembly 1 can be used in various doors of a car, and can be installed in the door near the driver, the door near the passenger, or the rear door of the vehicle. The inner door panel 20 is installed on one side of the second surface 112 of the door frame 110. The inner door panel 20 is fixedly connected to the door frame 110, which can be fixed by welding or bolts. The anti-collision beam 120 is located between the inner door panel 20 and the door frame 110. The inner door panel 20 covers the slot 113 of the door frame 110 and seals the anti-collision beam 120 within the slot 113. The anti-collision beam 120 is fixedly connected to the inner door panel 20, which can be fixed by welding or bolts, to prevent loosening or displacement during vehicle operation. In one application scenario, during the installation of the door assembly 1, the anti-collision beam 120 is first fixed to the corresponding position on the inner door panel 20. Then, the anti-collision beam 120 is placed in the slot 113, corresponding one-to-one with the slot. Finally, the inner door panel 20 is fixedly connected to the door frame 110, thereby assembling the door assembly 1. The fixed connection between the anti-collision beam 120 and the inner door panel 20 can prevent the anti-collision beam 120 from loosening during a vehicle collision, thus improving the overall collision performance of the door assembly 1.

[0028] In one embodiment, the material of the door inner panel 20 can be a short fiber reinforced composite material. Short fiber reinforced composite materials are high-performance engineering materials formed by uniformly dispersing short-cut fibers in a matrix material, wherein the length of the short-cut fibers is typically less than 1 mm. Its core advantage lies in significantly improving the mechanical properties, thermal stability, and wear resistance of the matrix through the reinforcement effect of the fibers, while retaining the processing advantages of the matrix material. In another embodiment, the material of the door inner panel 20 can also be polypropylene or aluminum alloy.

[0029] In one embodiment, the inner door panel 20 is provided with an installation interface for installing the door trim, which facilitates direct installation of the door trim and simplifies the installation steps of the door trim.

[0030] In one embodiment, the anti-collision beam 120 is fixedly connected to the side wall of the slot 113.

[0031] Specifically, when assembling the door assembly 1, the anti-collision beam 120 is first placed in the side wall of the slot 113 of the door frame 110, and the anti-collision beam 120 is fixed in the side wall of the slot 113. The two can be fixed by welding or bolt connection to prevent the anti-collision beam 120 from loosening during vehicle collision, reduce the gap between the door frame 110 and the anti-collision beam 120, and facilitate the transfer of collision energy on the door frame 110 to the anti-collision beam 120 during collision.

[0032] In another embodiment, when assembling the door assembly 1, after fixing the anti-collision beam 120 to the door frame 110, the inner door panel 20 is fixedly installed to the door frame 110, so that the inner door panel 20 covers the slot and confines the anti-collision beam 120 within the slot 113.

[0033] See Figure 2 The door assembly 1 also includes a door outer panel 30. The door outer panel 30 is located on one side of the first surface 111 of the door frame 110 and is fixedly connected to the door frame 110. The side of the door outer panel 30 away from the door frame 110 is provided with a mounting groove 31 for mounting a handle.

[0034] Specifically, the outer door panel 30 is located on the first surface 111 of the door frame 110. The outer door panel 30 faces the outside of the vehicle body and is fixedly connected to the door frame 110, usually by welding or bolts. The outer door panel 30 has a mounting groove 31 on the side away from the door frame 110, and a handle is provided in the mounting groove 31. The handle can be used to open the door.

[0035] In one embodiment, the handle is fixed in the mounting groove 31 of the door frame 110 by bolts, or the handle can be installed in the mounting groove 31 of the door by a snap-fit.

[0036] See Figure 1 The door assembly 1 also includes a sealing strip 40. The sealing strip 40 is located at the edge of the second surface 112 of the door frame 110 and is connected to the door frame 110.

[0037] Specifically, the sealing strip 40 is used for sound insulation and noise reduction. The sealing strip 40 surrounds the edge of the second surface 112 of the door frame 110 and is connected to the door frame 110. It can be fixed to the door frame 110 by adhesive or snap-fit ​​to reduce the gap between the door frame 110 and the body, thereby reducing noise.

[0038] In one embodiment, the material of the sealing strip 40 can be a composite material, such as natural rubber or synthetic rubber. Further, the material of the sealing strip 40 can be styrene-butadiene rubber, or ethylene propylene diene monomer (EPDM) rubber. EPDM rubber has excellent weather resistance, water resistance, and chemical corrosion resistance, which can extend the service life of the sealing strip 40.

[0039] In one embodiment, the door frame 110 is made of magnesium alloy, aluminum alloy, or steel.

[0040] Specifically, steel possesses excellent strength and rigidity, providing excellent structural support and resistance to deformation, which is crucial for ensuring the safety of car doors in a collision. Aluminum alloys have a density approximately one-third that of steel, significantly reducing door weight, contributing to improved fuel economy, lower emissions, and potentially enhanced handling. Aluminum alloys also have good ductility, easily forming complex door frame structures through processes such as stamping. Magnesium alloys have a density approximately two-thirds that of aluminum alloys, offering the greatest benefit in improving fuel economy, reducing emissions, and enhancing performance. The material for the door frame 110 can be selected based on the application scenario.

[0041] In one embodiment, the material of the anti-collision beam 120 includes carbon fiber or aluminum alloy.

[0042] Specifically, the crash beam 120 can be made of carbon fiber or aluminum alloy. The biggest advantage of using carbon fiber is its extremely high strength-to-weight ratio. Carbon fiber is exceptionally lightweight, yet its strength far exceeds that of aluminum alloy and even steel, providing powerful collision protection in a very small volume and weight. This helps to significantly reduce vehicle weight, improve fuel economy and handling, but carbon fiber is expensive and its processing is relatively complex. Using aluminum alloy to manufacture the crash beam 120 is a better choice that strikes a good balance between cost and performance. Aluminum alloy has a much lower density than steel, resulting in significant weight reduction, while its strength and energy absorption characteristics have been optimized over many years, sufficient to meet the safety standards of most vehicle models. Aluminum alloy has good shaping capabilities and mature processing technology, and its cost is much lower than carbon fiber, making it easy to mass-produce. The material of the crash beam 120 can be selected according to the application scenario.

[0043] In other embodiments, the material of the anti-collision beam 120 can also be magnesium alloy, titanium alloy, or high-strength steel. Magnesium alloy is lightweight, has an extremely high strength-to-weight ratio, and possesses excellent damping characteristics. Titanium alloy has high strength, is lightweight, and exhibits excellent high-temperature resistance and corrosion resistance. High-strength steel has high strength, can absorb a large amount of energy, has a relatively simple structure, and is less expensive.

[0044] In one embodiment, the cross-section of the anti-collision beam 120 perpendicular to the extension direction of the anti-collision beam 120 is corrugated.

[0045] Specifically, the cross-section of the anti-collision beam 120 perpendicular to its extension direction is corrugated, and the side of the anti-collision beam 120 is corrugated. By setting the depth, height and angle of the corrugations, the energy absorption characteristics of the anti-collision beam 120 can be optimized, so that it can achieve the best energy absorption efficiency at a specific collision speed, thereby improving the collision performance of the anti-collision beam 120.

[0046] In another embodiment, such as Figure 3 As shown, the cross-section of the anti-collision beam 120 perpendicular to the extension direction of the anti-collision beam 120 is square. The square cross-section has high bending strength and torsional stiffness, stable structure, high energy absorption efficiency, and can withstand large collision loads, while being relatively lightweight.

[0047] See Figure 1 In one embodiment, the door assembly 1 further includes a door top beam 50, which is installed at the top of the door body 10 for mounting the door glass.

[0048] Specifically, the door top beam 50 is used to support and fix the door glass. The door top beam 50 is located above the door glass and is tightly connected to the door frame 110. The door top beam 50 and the door frame 110 form an opening, and the door glass is installed in the opening to ensure the stability of the glass installation.

[0049] In one embodiment, the door glass is bonded to the opening between the door frame 110 and the door top beam 50 by an adhesive layer, or the door glass is installed in the opening between the door frame 110 and the door top beam 50 by a snap-fit.

[0050] In one embodiment, the material of the door top beam 50 includes at least one of magnesium alloy, aluminum alloy, and steel. The material of the door top beam 50 may include one or more of magnesium alloy, aluminum alloy, and steel. The material of the door top beam 50 may be only magnesium alloy, or it may be aluminum alloy, or it may be a mixture of magnesium alloy and aluminum alloy.

[0051] This application also protects a vehicle that includes a door assembly 1 as described in any of the above claims. The vehicle includes gasoline-powered vehicles, electric vehicles, hybrid vehicles, and hydrogen fuel cell vehicles, and also includes sedans, SUVs, and commercial vehicles, etc. It should be noted that this application does not limit the type of vehicle. The specific structure of the door assembly 1 is as described above and will not be repeated here.

[0052] The above description is merely an embodiment of this application and does not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A vehicle door assembly, characterized by, Includes a door body, the door body comprising: The door frame has a first surface and a second surface arranged opposite to each other. When the door assembly is installed on the vehicle body, the second surface faces the interior of the vehicle body. A slot is provided on one side of the second surface of the door frame. The slot is elongated. A crash beam is located within the slot, and the length extension direction of the crash beam is the same as the length extension direction of the slot. The crash beam is fixedly connected to the door frame.

2. The vehicle door assembly of claim 1, wherein, The door assembly also includes: The inner door panel is located on one side of the second surface. The anti-collision beam is located between the inner door panel and the door frame and is fixedly connected to the inner door panel. The inner door panel is fixedly connected to the door frame.

3. The vehicle door assembly of claim 1, wherein, The anti-collision beam is fixedly connected to the side wall of the slot.

4. The vehicle door assembly of claim 1, wherein, The door assembly also includes: The outer door panel is located on one side of the first surface of the door frame and is fixedly connected to the door frame. The outer door panel has a mounting groove on the side away from the door frame, and the mounting groove is used to install a handle.

5. The vehicle door assembly of claim 1, wherein, The door assembly also includes: A sealing strip is located at the edge of the second surface of the door frame and is connected to the door frame.

6. The vehicle door assembly of claim 1, wherein, The door frame is made of materials including magnesium alloy, aluminum alloy, or steel.

7. The vehicle door assembly of claim 1, wherein, The materials of the anti-collision beam include carbon fiber or aluminum alloy.

8. The vehicle door assembly of claim 1, wherein, The cross-section of the anti-collision beam perpendicular to its extension direction is corrugated.

9. The vehicle door assembly of claim 1, wherein, The door assembly also includes: The door top beam is installed at the top of the door body and is used to install the door glass.

10. A vehicle characterized by comprising: Includes the door assembly as described in any one of claims 1 to 9.

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