Door assembly for models without B-pillars

Abstract

This utility model relates to a door assembly for a pillarless vehicle, including an inner door panel and a vertical anti-collision beam. The vertical anti-collision beam is disposed at one end of the inner door panel along the length of the vehicle body and serves as a B-pillar structure. A reinforced anti-collision beam is disposed between the vertical anti-collision beam and the other end of the inner door panel along the length of the vehicle body to improve the overall anti-collision performance of the door. This utility model forms a frame structure by connecting the anti-collision beam with the inner door panel and the vertical anti-collision beam. The vertical anti-collision beam acts as the B-pillar of the pillarless vehicle body, thus improving the side impact resistance of the pillarless vehicle body, further enhancing the overall rigidity and collision resistance of the door, improving the side impact safety of the door, greatly enhancing the modal, bending mode, and torsional mode of the outer door panel, while taking into account NVH performance, manufacturing simplicity, and lightweight requirements, and improving the overall bending and torsional rigidity and strength of the door.

Description

Technical Field

[0001] This utility model relates to the field of vehicle body structure technology, specifically to a door assembly for a vehicle without a B-pillar. Background Technology

[0002] Currently, with people's increasing demands for vehicle styling, some models adopt a pillarless structure. Pillarless designs effectively expand the space for passengers to get in and out, making movement more convenient. In addition, the pillarless structure can also effectively expand cabin functionality, broaden the passengers' field of vision, and bring them greater convenience and a sense of novelty.

[0003] However, because the side of the vehicle lacks a B-pillar for Z-axis support, and the side openings are only sealed by the front and rear doors, it is difficult to guarantee the side's impact resistance. This makes it prone to significant side intrusion in the event of a side collision, compromising the safety of occupants. Existing technologies aim to improve side-impact safety in pillarless vehicles by reinforcing the internal door structure, such as by adding multiple structural reinforcement plates to the inner door panel to ensure side-impact structural strength. However, these technologies primarily focus on safety improvements and do not adequately consider key factors such as overall NVH performance, manufacturing complexity, and weight control. For example, adding extra structural reinforcement plates to the inner door panel can increase the overall weight of the door, and an unreasonable structural design can lead to poor rigidity at the mounting points between the reinforcement plates and the door interior, potentially causing resonance and rattling noises.

[0004] Therefore, it is necessary to optimize and improve the door structure of existing B-pillarless models so that it can ensure side impact safety while taking into account NVH performance, manufacturing simplicity and lightweight requirements. Utility Model Content

[0005] In view of this, the present invention provides a door assembly for vehicles without B-pillars, which can ensure side impact safety while taking into account NVH performance, ease of manufacturing and lightweight requirements.

[0006] This utility model provides a door assembly for a vehicle without a B-pillar, including an inner door panel and a collision-resistant vertical beam. The collision-resistant vertical beam is disposed at one end of the inner door panel in the length direction of the vehicle body and serves as a B-pillar structure of the vehicle body. A collision-resistant reinforcing crossbeam is disposed between the collision-resistant vertical beam and the other end of the inner door panel in the length direction of the vehicle body to improve the overall collision-resistant performance of the door.

[0007] Furthermore, the anti-collision reinforcement beam includes a first beam and a second beam arranged sequentially from top to bottom along the vehicle body height direction. One end of the first beam is overlapped and fixed to the end of the inner door panel away from the anti-collision vertical beam, and the other end is fixedly connected to the anti-collision vertical beam. One end of the second beam is overlapped and fixed to the end of the inner door panel away from the anti-collision vertical beam, and the other end is fixedly connected to the anti-collision vertical beam. The axes of the first beam and the second beam have an included angle, and the included angle is greater than 0°.

[0008] Furthermore, the anti-collision vertical beam has several door mounting points along the vehicle height direction on the side near the inner door panel for connecting and fixing to the inner door panel, and the anti-collision vertical beam has a crossbeam mounting point on the side away from the door for connecting and fixing to the anti-collision reinforcing crossbeam.

[0009] Furthermore, an installation component is provided at the door mounting point, and the anti-collision vertical beam is connected and fixed to the inner door panel through the installation component.

[0010] Furthermore, it also includes an outer door panel, with an outer water-cutting reinforcement plate provided between the outer door panel and the inner door panel. One end of the outer water-cutting reinforcement plate is fixedly connected to the anti-collision vertical beam, and the other end is fixedly connected to the inner door panel. The middle part of the outer water-cutting reinforcement plate is fixedly connected to the outer door panel.

[0011] Furthermore, an inner water-cutting reinforcing plate is provided between the inner door panel and the outer water-cutting reinforcing plate. The inner water-cutting reinforcing plate is used to cooperate with the outer water-cutting reinforcing plate to limit the installation accuracy of the inner and outer water-cutting plates.

[0012] Furthermore, the inner panel of the door is provided with a process notch for stamping, and a hole-filling reinforcing plate is provided at the process notch to seal the process notch.

[0013] Furthermore, the hole-filling reinforcement plate includes a reinforcement plate body and support plates. Multiple support plates are radially distributed around the reinforcement plate body, and the hole-filling reinforcement plate is connected to the inner panel of the car door through the ends of the support plates.

[0014] Furthermore, the hole-filling reinforcement plate is provided with reinforcing ribs to improve the overall strength of the hole-filling reinforcement plate.

[0015] Furthermore, the anti-collision vertical beam, the outer water-cutting reinforcing plate, and the second crossbeam form a triangular reinforcing structure, with the first crossbeam located within the triangular reinforcing structure.

[0016] In summary, this utility model has at least one of the following beneficial technical effects: By setting an anti-collision vertical beam in the area without a B-pillar near the middle of the vehicle body on the inner panel of the door, and using the anti-collision vertical beam as a B-pillar structure, the anti-collision vertical beam, together with the anti-collision horizontal beam overlapping the anti-collision vertical beam and the inner panel of the door, forms an anti-collision reinforced frame structure to ensure the overall rigidity and collision resistance of the door; furthermore, this structure improves the side impact safety of the door, while taking into account NVH performance, process simplicity and lightweight requirements, and has significant practicality. Attached Figure Description

[0017] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0018] Figure 1 This is a schematic diagram of the door assembly structure according to an embodiment of the present utility model;

[0019] Figure 2 This is a schematic diagram of the interior of the door assembly according to an embodiment of the present utility model;

[0020] Figure 3 This is a schematic diagram of the hole-filling reinforcement plate according to an embodiment of the present utility model;

[0021] Figure 4 This is a schematic diagram of the inner panel of the car door according to an embodiment of the present utility model;

[0022] Figure 5 This is an isometric view of the anti-collision vertical beam structure according to an embodiment of this utility model;

[0023] Figure 6 This is a rear view of the anti-collision vertical beam structure according to an embodiment of this utility model.

[0024] The attached diagrams are labeled as follows: 1. Outer door panel; 2. Inner door panel; 3. Inner water-cutting reinforcement plate; 4. Window frame; 5. Outer water-cutting reinforcement plate; 6. First crossbeam; 7. Anti-collision vertical beam; 8. Second crossbeam; 9. Hole patching reinforcement plate; 10. First hole patching installation point; 11. Second hole patching installation point; 12. Third hole patching installation point; 13. Fourth hole patching installation point; 14. Fifth hole patching installation point; 15. Reinforcing rib; 16. First door installation point; 17. Second crossbeam installation point; 18. First crossbeam installation point; 19. First outer water-cutting reinforcement plate installation point; 20. Second outer water-cutting reinforcement plate installation point; 21. Second door installation point; 22. Third door installation point; 23. Fourth door installation point; 24. Fifth door installation point. Detailed Implementation

[0025] As shown in the figure, the door assembly for a vehicle without a B-pillar provided by this utility model includes an inner door panel 2 and a crash beam 7. The crash beam 7 is disposed at one end of the inner door panel 2 in the length direction of the vehicle body and serves as the B-pillar structure of the vehicle body. A crash reinforcement beam for improving the overall crash resistance performance of the door is provided between the crash beam 7 and the other end of the inner door panel 2 in the length direction of the vehicle body.

[0026] The inner door panel 2 serves as the main supporting structure of the door. Its material can be high-strength steel, aluminum alloy, or composite materials to meet the requirements of lightweighting and strength. The anti-collision vertical beam 7 is set at one end of the inner door panel 2 near the body in the length direction of the body (i.e., in the B-pillar area in the middle of the traditional body) and acts as the B-pillar in a B-pillarless body. An anti-collision reinforcing crossbeam is also set between the anti-collision vertical beam 7 and the other end of the inner door panel 2 in the length direction of the body. The anti-collision reinforcing crossbeam, the inner door panel 2, and the anti-collision vertical beam 7 are connected to form a frame structure, which improves the ability of the B-pillarless body to resist side impacts, further enhances the overall rigidity and anti-collision capability of the door, improves the side impact safety of the door, greatly enhances the modal, bending mode, and torsional mode of the door assembly, and at the same time takes into account NVH performance, process simplicity, and lightweight requirements, improving the overall bending and torsional rigidity and strength of the door.

[0027] In this embodiment, the anti-collision reinforcement beam includes a first beam 6 and a second beam 8 arranged sequentially from top to bottom along the vehicle body height direction. One end of the first beam 6 is overlapped and fixed to the end of the inner door panel 2 away from the anti-collision vertical beam 7, and the other end is fixedly connected to the anti-collision vertical beam 7. One end of the second beam 8 is overlapped and fixed to the end of the inner door panel 2 away from the anti-collision vertical beam 7, and the other end is fixedly connected to the anti-collision vertical beam 7. The axes of the first beam 6 and the second beam 8 have an included angle greater than 0°. The first beam 6 and the second beam 8 are made of steel, which has high yield strength and tensile strength, enabling it to more effectively resist impact forces during high-speed collisions and prevent intrusion into the passenger compartment. This effectively solves the shortcomings of B-pillarless vehicle doors in side-impact safety, significantly improving the overall rigidity and collision resistance of the door, thereby better protecting the safety of occupants in the event of a side collision. Figure 2As shown, the first crossbeam 6 and the second crossbeam 8 are connected to the inner door panel 2 and the anti-collision vertical beam 7, respectively. The first crossbeam 6 and the second crossbeam 8 are not parallel to each other, but rather form an angle greater than 0° between their axes. This results in a longer force transmission path during a collision, effectively dispersing the impact force and further enhancing the rigidity and collision resistance of the door structure, thus improving the overall safety of the door. Specifically, the front of the first crossbeam 6 overlaps with the inner door panel 2, and the rear is threadedly connected to the anti-collision vertical beam 7. Similarly, the front of the second crossbeam 8 overlaps with the inner door panel 2, and the rear is threadedly connected to the anti-collision vertical beam 7, achieving a secure connection. Furthermore, compared to traditional B-pillarless models, this door assembly includes an additional anti-collision vertical beam 7 and a first crossbeam 6. While this may superficially increase the overall weight of the door assembly, this is not the case. The first crossbeam 6 and the second crossbeam 8 are made of steel, while the remaining components are made of aluminum alloy, resulting in an actual overall weight reduction of 10%.

[0028] In this embodiment, the anti-collision vertical beam 7 has a plurality of door mounting points for connecting and fixing to the door inner panel 2 along the vehicle height direction on the side near the door inner panel 2, and the anti-collision vertical beam 7 has a beam mounting point for connecting and fixing to the anti-collision reinforcing beam on the side away from the door. The anti-collision vertical beam 7 has several door mounting points for connecting and fixing to the inner door panel 2. The door mounting points mainly include a first door mounting point 16 located at the lower part of the anti-collision vertical beam 7 in the vehicle height direction, a second door mounting point 21 located at the upper part of the anti-collision vertical beam 7 in the vehicle height direction, and a third door mounting point 22, a fourth door mounting point 23, and a fifth door mounting point 24 located at the middle part of the anti-collision vertical beam 7 in the vehicle height direction. By setting multiple door mounting points on the anti-collision vertical beam 7 to form a three-dimensional force transmission path, the impact force during a side collision is dispersed to the inner door panel 2 through multiple nodes, reducing the risk of local deformation. Furthermore, the mounting point layout makes the anti-collision vertical beam 7 and the inner door panel 2 form a closed ring structure, which significantly improves the overall bending stiffness of the door and reduces the intrusion of the passenger compartment during a collision, thereby improving the safety of the vehicle. In addition, on the side of the anti-collision vertical beam 7 away from the door, there is a crossbeam mounting point for connecting and fixing with the anti-collision reinforcing crossbeam. The crossbeam mounting point includes a first crossbeam mounting point 18 for connecting and fixing with the first crossbeam 6 and a second crossbeam mounting point 17 for connecting and fixing with the second crossbeam 8.

[0029] In this embodiment, the anti-collision vertical beam 7 is provided with a mounting component at the door mounting point, and the anti-collision vertical beam is connected and fixed to the anti-collision reinforcing crossbeam through the mounting component; combined with Figure 5As shown, due to the influence of molding process or its own strength, the shape of the anti-collision vertical beam 7 may not be able to completely fit the surface of the inner door panel 2. There is a certain gap between it and the inner door panel 2 at some door mounting points. In order to ensure connection strength and stability, mounting parts are provided at some door mounting points. In this solution, the mounting parts are specifically arranged at the third door mounting point 22 and the fourth door mounting point 23. The mounting parts are fixed to the door mounting points by welding.

[0030] In this embodiment, an outer door panel 1 is also included. An outer water-cutting reinforcement plate 5 is provided between the outer door panel 1 and the inner door panel 2. One end of the outer water-cutting reinforcement plate 5 is fixedly connected to the anti-collision vertical beam 7, and the other end is fixedly connected to the inner door panel 2. The middle part of the outer water-cutting reinforcement plate 5 is fixedly connected to the outer door panel 1. An inner water-cutting reinforcement plate 3 is provided between the inner door panel 2 and the outer water-cutting reinforcement plate 5. The inner water-cutting reinforcement plate 3 is used to cooperate with the outer water-cutting reinforcement plate 5 to limit the installation accuracy of the inner and outer water-cutting.

[0031] Combination Figure 2 As shown, the inner door panel 2 is integrally stamped with the vehicle's window frame 4 and fixed by the outer door panel 1 through a flange, reducing seams and minimizing material utilization. An outer water-cutting reinforcement plate 5 is provided between the outer door panel 1 and the inner door panel 2, and an inner water-cutting reinforcement plate 3 is also provided between the inner door panel 2 and the outer water-cutting reinforcement plate 5. The outer water-cutting reinforcement plate 5 and the inner water-cutting reinforcement plate 3 are made of high-strength aluminum alloy to achieve lightweight design while ensuring strength. The installation of the outer water-cutting reinforcement plate 5 and the inner water-cutting reinforcement plate 3 on the door can ensure the installation accuracy of the inner and outer water-cutting plates, and can effectively enhance the structural strength and rigidity of the inner door panel 2. The outer water-cutting reinforcement plate 5 is fixed to the inner door panel 2 and is installed and positioned together with the outer door panel 1 when the outer water-cutting plate is installed. Similarly, the inner water-cutting reinforcement plate 3 is fixed to the inner door panel 2 and is installed and positioned together with the inner door panel when the inner water-cutting plate is installed. This is existing technology and will not be described in detail here. The outer water-cutting reinforcement plate 5 is located on the outer side of the inner panel 2 of the front door. Its end near the B-pillar is fixedly connected to the anti-collision vertical beam 7, effectively dispersing the impact force and improving the door's impact resistance when subjected to lateral impact. The anti-collision vertical beam 7 is also equipped with a first outer water-cutting reinforcement plate mounting point 19 and a second outer water-cutting reinforcement plate mounting point 20 for connection with the outer water-cutting reinforcement plate 5. Compared with existing technologies, this solution not only enhances the side-impact safety of the door but also ensures process simplicity, avoiding increased manufacturing and assembly difficulties due to structural complexity. Furthermore, the installation of the outer water-cutting reinforcement plate 5 and the inner water-cutting reinforcement plate 3 optimizes the local modal and overall stiffness of the door, reducing vibration and noise problems that may occur during vehicle operation, thereby improving ride comfort.

[0032] In this embodiment, the inner door panel 2 is provided with a process notch for stamping, and a reinforcing plate 9 for sealing the process notch is provided at the process notch. To ensure the product qualification rate of stamping and avoid product defects such as cracking and wrinkling in the inner door panel 2, a process notch is usually opened in the middle of the inner door panel 2. At the same time, this process notch can also be used as a mounting hole to facilitate the installation of interior trim parts. However, this process notch will cause certain damage to the structural strength and rigidity of the door assembly itself, and has a certain impact on the safety performance in the event of a side collision. To address the issue of process gaps, this solution incorporates a reinforcing plate 9 at the process gap location to seal it. This reinforcing plate 9 is made of plastic and is fixedly connected to the inner door panel 2 via clips, using mounting points distributed around the process gap. Using a plastic reinforcing plate 9 effectively reduces the overall weight of the door. This installation method not only simplifies the assembly process but also improves installation stability and reliability, significantly enhancing the local modal characteristics of the inner panel and reducing the risk of rattling noises. Therefore, this technical solution not only simplifies the manufacturing and assembly process but also improves the overall structural stability and NVH performance of the door, effectively reducing deformation and vibration of the door under external forces, thereby enhancing vehicle ride comfort and safety.

[0033] In this embodiment, the hole-filling reinforcement plate 9 includes a reinforcement plate body and support plates. Multiple support plates are radially distributed around the reinforcement plate body, and the hole-filling reinforcement plate 9 is connected to the inner door panel 2 through the ends of the support plates. The reinforcement plate body, as the core part of the hole-filling reinforcement plate 9, can be customized in shape and size according to the specific structure of the inner door panel 2. The number of support plates can also be adjusted according to the size and shape of the inner door panel 2 to ensure that the hole-filling reinforcement plate 9 can be connected and fixed to various parts of the inner door panel 2. The radial distribution of support plates around the reinforcement plate body effectively increases the overall rigidity and stability of the hole-filling reinforcement plate 9. Each support plate has a hole-filling mounting point at its end, which is used to fix the support plate to the inner door panel 2, ensuring a firm and reliable connection between the hole-filling reinforcement plate 9 and the inner door panel 2, effectively improving the local rigidity and overall stability of the inner door panel 2. Specifically, combined with... Figure 3 As shown, each support plate has a hole-filling installation point at its end. In this scheme, the support plate has five radially distributed support plates centered on the reinforcing plate body. The hole-filling installation points include the first hole-filling installation point 10, the second hole-filling installation point 11, the third hole-filling installation point 12, the fourth hole-filling installation point 13, and the fifth hole-filling installation point 14, which are respectively set on each support plate.

[0034] In this embodiment, the hole-filling reinforcing plate 9 is provided with reinforcing ribs 15 to improve the overall strength of the hole-filling reinforcing plate 9. Combined with... Figure 3 As shown, the reinforcing rib 15 can be integrally formed with the hole-filling reinforcing plate 9 through stamping, welding, or other forming processes. The overall shape of the reinforcing rib 15 on the hole-filling reinforcing plate 9 is similar to the shape of the hole-filling reinforcing plate 9 itself, that is, the main rib is formed in the reinforcing plate body, and branch ribs extend to the support plate. This solution effectively improves the local stiffness and deformation resistance of the hole-filling reinforcing plate 9 by setting the reinforcing rib 15 on the hole-filling reinforcing plate 9. As a result, the hole-filling reinforcing plate 9 can also better absorb and disperse the impact force during vehicle side collisions, thereby improving the overall safety of the door; in addition, the arrangement of the reinforcing rib 15 can also optimize the modal characteristics of the hole-filling reinforcing plate 9, reduce the vibration and noise that may be generated during vehicle operation, and thus improve the NVH performance of the vehicle.

[0035] In this embodiment, the anti-collision vertical beam 7, the outer water-cutting reinforcing plate 5, and the second horizontal beam 8 form a triangular reinforcing structure, with the first horizontal beam 6 located within the triangular reinforcing structure; combined with Figure 2 As shown, the triangular reinforcement structure forms a closed force-bearing ring between the inner door panel 2 and the outer door panel 1. Inside the triangular reinforcement structure, a first crossbeam 6 is provided to further enhance the rigidity of the triangular reinforcement structure, so that it can work together to resist intrusion deformation during side collisions, protect the leg space of the occupants, and further improve the overall bending and torsional rigidity and strength of the door assembly.

[0036] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A door assembly for a B-pillar-free vehicle model, characterized by: It includes an inner door panel and a crash beam. The crash beam is located at one end of the inner door panel along the length of the vehicle body and serves as the B-pillar structure of the vehicle body. A crash reinforcement beam is provided between the crash beam and the other end of the inner door panel along the length of the vehicle body to improve the overall crash resistance of the door.

2. The door assembly for a B-Pillar free vehicle model of claim 1, wherein: The anti-collision reinforcement beam includes a first beam and a second beam arranged sequentially from top to bottom along the height of the vehicle body. One end of the first beam is overlapped and fixed to the end of the inner door panel away from the anti-collision vertical beam, and the other end is fixedly connected to the anti-collision vertical beam. One end of the second beam is overlapped and fixed to the end of the inner door panel away from the anti-collision vertical beam, and the other end is fixedly connected to the anti-collision vertical beam. There is an angle between the axes of the first beam and the second beam, and the angle is greater than 0°.

3. The door assembly for a B-Pillar free vehicle model of claim 1, wherein: The anti-collision vertical beam has several door mounting points along the vehicle height direction on the side near the inner door panel for connecting and fixing to the inner door panel, and a beam mounting point on the side away from the door for connecting and fixing to the anti-collision reinforcing crossbeam.

4. The door assembly for a B-Pillarless vehicle of claim 3, wherein: An installation component is provided at the door mounting point, and the anti-collision vertical beam is connected and fixed to the inner door panel through the installation component.

5. The door assembly for a B-Pillarless vehicle of claim 2, wherein: It also includes an outer door panel, with an outer water-cutting reinforcement plate provided between the outer door panel and the inner door panel. One end of the outer water-cutting reinforcement plate is fixedly connected to the anti-collision vertical beam, and the other end is fixedly connected to the inner door panel. The middle part of the outer water-cutting reinforcement plate is fixedly connected to the outer door panel.

6. The door assembly for a B-Pillarless vehicle of claim 5, wherein: An inner water-cutting reinforcement plate is provided between the inner door panel and the outer water-cutting reinforcement plate. The inner water-cutting reinforcement plate is used to cooperate with the outer water-cutting reinforcement plate to limit the installation accuracy of the inner and outer water-cutting plates.

7. The door assembly for a B-Pillarless vehicle of claim 1, wherein: The inner panel of the door is provided with a process notch for stamping, and a hole-filling reinforcement plate is provided at the process notch to seal the process notch.

8. The door assembly for a vehicle without a B-pillar according to claim 7, characterized in that: The hole-filling reinforcement plate includes a reinforcement plate body and support plates. Multiple support plates are radially distributed around the reinforcement plate body, and the hole-filling reinforcement plate is connected to the inner panel of the car door through the ends of the support plates.

9. The door assembly for a vehicle without a B-pillar according to claim 8, characterized in that: The hole-filling reinforcement plate is equipped with reinforcing ribs to improve the overall strength of the hole-filling reinforcement plate.

10. The door assembly for a vehicle without a B-pillar according to claim 5, characterized in that: The anti-collision vertical beam, the outer water-cutting reinforcing plate, and the second horizontal beam form a triangular reinforcing structure, with the first horizontal beam located within the triangular reinforcing structure.

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