A vehicle door beam, a vehicle door, a vehicle

Abstract

The application provides a kind of vehicle door crash beam, including upper beam body and lower beam body, upper beam body and lower beam body all have outer convex part and inner recess, upper beam body and lower beam body are connected along the thickness direction and outer convex part is oppositely arranged, inner recess is oppositely arranged, at least the outer convex part of upper beam body and the outer convex part of lower beam body are connected to form energy absorption cavity, and reinforcing member is arranged in energy absorption cavity.The vehicle door crash beam is equivalent to two crash beam monomers connected, energy absorption cavity is formed between two crash beam monomers, and reinforcing member is arranged in energy absorption cavity;The overall structural strength and rigidity of the whole vehicle door crash beam are significantly improved, the energy absorption and anti-impact are effectively improved, after being applied to the door, the overall rigidity and anti-torsion of the door can be significantly improved, the resistance to side door impact is improved, the intrusion amount of the door after being impacted is reduced, the harm to passengers is reduced, and the problem of beam body fracture caused by insufficient rigidity of the crash beam is solved.

Description

Technical Field

[0001] This application relates to the field of vehicle structure technology, specifically to a door anti-collision beam and a door and vehicle including the door anti-collision beam. Background Technology

[0002] The door sill beams of a vehicle are effective in resisting side impacts, and the doors also provide some protection. Doors are typically equipped with impact beams to withstand side impacts. These impact beams are usually single, flat beams. With increasing requirements for side impact protection, the impact resistance of these impact beams needs to be improved. Otherwise, after an impact, especially one exceeding the height of the door sill beam, the impact beam may not absorb enough energy and break, leading to excessive intrusion of the impact beam and door into the passenger compartment, thus compromising the safety of the occupants. Utility Model Content

[0003] In view of this, this application aims to provide a door anti-collision beam that effectively improves the overall strength and stiffness of the anti-collision beam, enhances energy absorption capacity, and enhances the overall stiffness and torsional resistance of the door, thereby solving the problems of large intrusion into the passenger compartment, beam fracture failure, and insufficient energy absorption caused by insufficient anti-collision stiffness.

[0004] This application provides a door anti-collision beam, including an upper beam and a lower beam. Both the upper beam and the lower beam have an outward protrusion and an inward concave portion. The upper beam and the lower beam are fastened together along the thickness direction, with the outward protrusions and the inward concave portions facing each other. At least the outward protrusions of the upper beam and the lower beam are connected to form an energy-absorbing cavity, and a reinforcing member is provided inside the energy-absorbing cavity.

[0005] In one possible implementation, the energy-absorbing cavity extends along the length of the upper beam and the lower beam; and / or, the reinforcing member is a tubular anti-collision tube that extends in the same direction as the energy-absorbing cavity.

[0006] In one possible implementation, the anti-collision tube and the energy-absorbing cavity abut against one inner wall in the thickness direction of the beam and have a gap with the other inner wall in the thickness direction.

[0007] And / or, the two ends of the axial length of the anti-collision tube are closed structures.

[0008] In one possible implementation, both the upper beam and the lower beam are provided with a concave portion, two convex portions located on both sides of the concave portion, and a side flange located on the outside of the convex portions in the width direction.

[0009] The two outward protrusions of the upper beam and the two outward protrusions of the lower beam are connected and interlocked to form two compartments, and the reinforcing member is provided in each compartment.

[0010] In one possible implementation, the side flanges of the upper beam and the lower beam are partially welded and partially bonded with adhesive, and the bonded and welded sections are staggered along the length of the beam.

[0011] In one possible implementation, there is a space between the concave portion of the upper beam and the concave portion of the lower beam, and both of the sub-cavities are connected to the space and together form the energy-absorbing cavity.

[0012] In one possible implementation, the energy-absorbing cavity is further provided with a block-shaped composite material block, which is connected to at least one of the upper beam and the lower beam.

[0013] In one possible implementation, the recess located between the two compartments is provided with a transverse groove, and the composite material block includes a main plate located in the two compartments and a middle section connecting the two main plates, the middle section being embedded in the transverse groove;

[0014] And / or, the composite material blocks are provided at both ends of the energy absorption cavity along its length.

[0015] This application provides a vehicle door, including a door body, wherein the door body is provided with a door anti-collision beam as described in any of the preceding claims.

[0016] This application provides a vehicle, including a body, wherein the body is provided with a door anti-collision beam as described in any of the preceding claims or a door as described above.

[0017] The door impact beam provided in this application comprises two interlocking beams, essentially connecting two individual impact beams. A hollow energy-absorbing cavity is formed between the two beams, and reinforcing members are installed within this cavity. This significantly improves the overall structural strength and rigidity of the entire door impact beam, effectively enhancing its energy absorption and impact resistance. When applied to a car door, it significantly improves the overall rigidity and torsional resistance of the door, enhances its resistance to side impacts, reduces the intrusion into the passenger compartment after an impact, thus reducing passenger injury, and solves the problem of beam fracture that may result from insufficient beam rigidity. Attached Figure Description

[0018] Figure 1 The diagram shown is a schematic diagram of the first angle of the door anti-collision beam in an embodiment of this application;

[0019] Figure 2 The diagram shown is a second angle schematic of the door anti-collision beam in an embodiment of this application;

[0020] Figure 3The diagram shown is a schematic representation of the third angle of the door anti-collision beam in an embodiment of this application.

[0021] Figure 4 As shown Figure 3 A cross-sectional schematic diagram;

[0022] Figure 5 The diagram shown is a schematic representation of the arrangement of the lower beam and the anti-collision pipe in an embodiment of this application.

[0023] Figure 6 The diagram shown is a schematic representation of the composition of the door anti-collision beam in an embodiment of this application.

[0024] Figures 1-6 middle:

[0025] 10. Upper beam; 11. Upper outward protrusion; 12. Upper inward concave part; 13. Upper side flange; 20. Lower beam; 21. Lower outward protrusion; 22. Lower inward concave part; 23. Lower side flange; 30. Energy absorption cavity; 31. Divided cavity; 40. Anti-collision tube; 50. Composite material block. Detailed Implementation

[0026] 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 skilled in the art without creative effort are within the scope of protection of this application.

[0027] Please refer to the attached document. Figure 1-6 This application provides a door anti-collision beam, including an upper beam 10 and a lower beam 20. Both the upper beam 10 and the lower beam 20 have an outward protrusion and an inward concave portion. The upper beam 10 can be described as having an upper outward protrusion 11 and an upper inward concave portion 12, and the lower beam 20 has a lower outward protrusion 21 and a lower inward concave portion 22. The upper beam 10 and the lower beam 20 are fastened together along the thickness direction. The outward protrusion protrudes away from the fastening point in the thickness direction of the beam, and the inward concave portion is in the opposite direction to the outward protrusion and is recessed towards the fastening point in the thickness direction of the beam. After the upper beam 10 and the lower beam 20 are fastened together, their outward protrusions face each other and their inward concave portions face each other. That is, the upper outward protrusion 11 of the upper beam 10 and the lower outward protrusion 21 of the lower beam 20 face each other in the thickness direction of the beam, and the upper inward concave portion 12 of the upper beam 10 and the lower inward concave portion 22 of the lower beam 20 also face each other in the thickness direction. Then, the upper outward protrusion 11 of the upper beam 10 and the lower outward protrusion 21 of the lower beam 20 are far apart from each other, while the upper inward concave part 12 of the upper beam 10 and the lower inward concave part 22 of the lower beam 20 are close to each other.

[0028] Meanwhile, at least the upper outward protrusion 11 of the upper beam 10 and the lower outward protrusion 21 of the lower beam 20 are connected to form an energy-absorbing cavity 30, and a reinforcing member is provided inside the energy-absorbing cavity 30.

[0029] With this configuration, the door anti-collision beam provided in this application includes two beams that are interlocked. Both the upper beam 10 and the lower beam 20 have convex and concave portions. That is, the upper beam 10 and the lower beam 20 are not flat plates, but are similar to waves, with grooves or cavities. Thus, the upper beam 10 and the lower beam 20 are equivalent to a single anti-collision beam unit. The door anti-collision beam in this application is equivalent to interlocking two single anti-collision beam units, which doubles the overall thickness and rigidity of the anti-collision beam. At the same time, a hollow energy-absorbing cavity 30 is formed between the two anti-collision beams, and a reinforcing member is provided inside the energy-absorbing cavity 30. It is evident that the overall structural strength and rigidity of the entire door anti-collision beam are significantly improved, and its energy absorption and impact resistance are effectively enhanced. When applied to the door, it can significantly improve the overall rigidity and torsional resistance of the door, enhance the door's resistance to side door impacts, reduce the amount of intrusion into the passenger compartment after a door impact, thereby reducing injury to passengers, and solve the problem of beam fracture that may be caused by insufficient rigidity of the anti-collision beam.

[0030] The convex and concave portions are arranged side by side along the width of the beam. Furthermore, both the convex and concave portions can be multiple spaced apart along the length of the beam, or they can be a single, integral strip extending continuously along the length of the beam.

[0031] The energy-absorbing cavities 30 can be a plurality of cavities spaced apart along the length of the beam, or the energy-absorbing cavities 30 can extend along the length of the upper beam 10 and the lower beam 20 and be elongated, for example, with a length dimension not less than 1 / 2 of the length dimension of the upper beam 10 and the lower beam 20.

[0032] The cross-sections of the upper beam 10 and the lower beam 20 can be U-shaped, double U-shaped, W-shaped, or wave-shaped, which can ensure both strength and stiffness, and also have a good energy absorption structure.

[0033] The reinforcement is installed inside the energy absorption cavity 30, which can enhance the overall rigidity of the anti-collision beam. At the same time, the reinforcement and the energy absorption cavity 30 are not an integral structure that completely fills the energy absorption cavity 30, so it still has the ability to absorb energy through deformation.

[0034] For example, the reinforcing member is a tubular anti-collision tube 40. The anti-collision tube 40 extends along the length of the energy-absorbing cavity 30, or in other words, the axial direction of the anti-collision tube 40 and the length direction of the energy-absorbing cavity 30 are consistent or substantially consistent. The reinforcing member is designed as an anti-collision tube 40, which has sufficient strength and rigidity, and is not a solid column, so it will not increase the weight excessively. Moreover, it can deform and collapse upon impact through the cavity, effectively absorbing the impact force.

[0035] The two ends of the axial length of the crash barrier 40 can be open or closed. When the two ends of the axial length of the crash barrier 40 are closed, the crash barrier 40 is a closed tube.

[0036] In other embodiments, the reinforcing member may also be a plurality of ribs, protrusions, etc. distributed in the energy absorption cavity 30.

[0037] The anti-collision tube 40 can be welded inside the energy absorption cavity 30. There can be one anti-collision tube 40 in a long strip-shaped energy absorption cavity 30, or several anti-collision tubes 40 can be arranged in parallel.

[0038] Simultaneously, in the thickness direction of the beam, or more precisely, in the height direction of the energy-absorbing cavity 30 (corresponding to the thickness direction of the door), the anti-collision tube 40 and the energy-absorbing cavity 30 abut against one inner wall in the thickness direction of the beam and have a gap with the other inner wall in the thickness direction. Essentially, the anti-collision tube 40 is embedded within the energy-absorbing cavity 30, abutting against the bottom wall of the energy-absorbing cavity 30, welded to the side walls of the energy-absorbing cavity 30 on both sides, and spaced from the top wall of the energy-absorbing cavity 30. Thus, the anti-collision tube 40 does not completely fill the energy-absorbing cavity 30, which can enhance the absorption capacity when the door is subjected to a side impact, reducing the risk of breakage and the amount of intrusion into the passenger compartment.

[0039] For the upper beam 10 and the lower beam 20, the convex and concave portions can extend along the length of the beam to both ends; that is, all sections along the length of the beam have convex and concave portions. Alternatively, convex and concave portions can be provided on specific sections of the beam. In the width direction of the beam, the number of convex and concave portions can be one or more; this is not specifically limited in this paper.

[0040] For example, along the length of the beam, both the upper beam 10 and the lower beam 20 have an end connection area and a main body area located between the two end connection areas. The two end connection areas of the upper beam 10 and the lower beam 20 have flat plate portions that fit together. The flat plate portion may be formed by an inward concavity; alternatively, the end connection area may be a flat plate shape without any outward convexity or inward concavity.

[0041] The main body area is provided with convex and concave portions. For example, in the beam width direction, the main body areas of the upper beam 10 and the lower beam 20 are each provided with a concave portion, two convex portions located on both sides of the concave portion, and a side flange located on the outer side of the convex portions; the two convex portions of the upper beam 10 and the two convex portions of the lower beam 20 are correspondingly interlocked and connected to form two cavities 31. The concave portion is located between the two cavities 31. Reinforcing members are provided in both cavities 31, such as anti-collision tubes 40 in each cavity 31.

[0042] In the beam width direction, the main body area of ​​the upper beam 10 includes an upper concave portion 12, upper convex portions 11 located on both sides of the upper concave portion 12, and an upper flange 13 located outside the upper convex portions 11; similarly, the main body area of ​​the lower beam 20 includes a lower concave portion 22, lower convex portions 21 located on both sides of the lower concave portion 22, and a lower flange 23 located outside the lower convex portions 21. The two upper convex portions 11 and the two lower convex portions 21 are paired and aligned with each other to form two cavities 31; the lower concave portion 22 and the upper concave portion 12 are opposite each other, abutting or spaced apart; the upper flange 13 and the lower flange 23 are fitted together.

[0043] For example, such as Figure 5 As shown, a crash barrier 40 is provided within a single cavity 31; the diameter of the crash barrier 40 matches the width of the cavity 31, or has a welded gap with the side wall of the cavity 31. Figure 4 As shown, the bottom wall of the anti-collision pipe 40 abuts against the cavity 31, and the top wall of the cavity 31 is separated from it. In other words, the anti-collision pipe 40 abuts against one of the upper beam 10 and the lower beam 20, and is separated from the other.

[0044] The two sub-cavities 31 can be connected or separated by an indentation. For example, if the upper indentation 12 and the lower indentation 22 abut or are welded together, the two sub-cavities 31 are separated, and the energy-absorbing cavity 30 is equivalent to including two parallel and spaced sub-cavities 31. Alternatively, the upper indentation 12 and the lower indentation 22 are spaced apart, with a gap between them, and the two sub-cavities 31 are connected through the gap, so that the two sub-cavities 31 and the gap cavity are integrally connected to form the energy-absorbing cavity 30.

[0045] The connection between the upper beam 10 and the lower beam 20 can be welded. Preferably, the side flanges of the upper beam 10 and the lower beam 20 are partially welded and partially bonded with adhesive, and the bonded and welded sections are staggered along the length of the beam.

[0046] Both ends of the door anti-collision beam, i.e., the end connection area, can be equipped with connecting nuts for connecting to the door. In this way, the entire anti-collision beam can be directly installed on the door using bolts and connecting nuts at both ends.

[0047] In some embodiments, the energy-absorbing cavity 30 also contains a block-shaped composite material block 50, which is connected to at least one of the upper beam 10 and the lower beam 20. Specifically, the composite material block 50 refers to a block-shaped CBS composite material, or a CBS composite material block 50. CBS composite material refers to composite body solutions, which are typically made of composite materials such as short glass fiber reinforced nylon 6 (Polyamide 6 / Short Glass Fiber, PA6 / SGF).

[0048] The CBS composite material and the matrix material (i.e., the beam body of the crash beam, such as steel plate) form a strong interfacial bond through van der Waals forces and chemical bonds, allowing external forces to be effectively transferred from the beam body to the composite material, thereby enhancing the overall load-bearing capacity. At the same time, this interfacial bond also improves the stiffness and strength of the crash beam.

[0049] CBS composite materials can form bridging structures on the beam, connecting adjacent particles or structural units. This structure effectively prevents crack propagation under external forces, thereby improving the fracture toughness and fatigue resistance of the crash beam and extending its service life. CBS composite materials can also act as a barrier to dislocation movement, restricting grain boundary slip and dislocation movement in the matrix material. This mechanism is similar to precipitation hardening in materials science, contributing to improved strength and deformation resistance of the crash beam.

[0050] Composite material blocks 50 are disposed at both ends of the energy-absorbing cavity 30. Each sub-cavity 31 is provided with a composite material block 50. When two sub-cavities 31 are separated, each sub-cavity 31 has a composite material block 50 at both ends. When the two sub-cavities 31 are connected by the space between the upper recess 12 and the lower recess 22, the composite material block 50 includes a main plate located in the two sub-cavities 31 and a middle section connecting the two main plates, the middle section being embedded in a transverse groove; that is, the composite material blocks 50 located in the two sub-cavities 31 are connected as a whole by the middle section.

[0051] An embodiment of this application also provides a vehicle door, including a door body, on which a door anti-collision beam as described in any of the above embodiments is provided. The door body then possesses the aforementioned structures and corresponding beneficial effects.

[0052] The door body typically consists of an outer door panel and an inner door panel. A door anti-collision beam can be installed between the outer door panel and the inner door panel and connected to the inner door panel.

[0053] Embodiments of this application also provide a vehicle, including a body, on which a door anti-collision beam as described in any of the above embodiments or a door as described above is provided. The vehicle then possesses the aforementioned structures and corresponding beneficial effects, which will not be elaborated further here.

[0054] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0055] The components and devices described in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the accompanying drawings. As those skilled in the art will recognize, these components and devices can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the words “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0056] It should also be noted that in the apparatus and equipment of this application, the components can be disassembled and / or reassembled. These disassemblies and / or reassemblies should be considered as equivalent solutions of this application.

[0057] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0058] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

[0059] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications or equivalent substitutions made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A door anti-collision beam, characterized in that, The device includes an upper beam (10) and a lower beam (20), both of which have an outward protrusion and an inward concave portion. The upper beam (10) and the lower beam (20) are fastened together along the thickness direction, with the outward protrusions and the inward concave portions being opposite each other. At least the outward protrusions of the upper beam (10) and the outward protrusions of the lower beam (20) are connected to form an energy-absorbing cavity (30), and a reinforcing member is provided inside the energy-absorbing cavity (30).

2. The vehicle door beam according to claim 1, wherein The energy-absorbing cavity (30) extends along the length of the upper beam (10) and the lower beam (20); and / or, the reinforcing member is a crash barrier (40) with a tubular structure, the crash barrier (40) extending in the same direction as the energy-absorbing cavity (30).

3. The door anti-collision beam as described in claim 2, characterized in that, The anti-collision tube (40) and the energy absorption cavity (30) abut against one inner wall in the thickness direction of the beam and have a gap with the other inner wall in the thickness direction; And / or, the two ends of the axial length of the anti-collision tube (40) are closed structures.

4. The door anti-collision beam as described in claim 1, characterized in that, In the width direction, the upper beam (10) and the lower beam (20) are each provided with a concave portion, two convex portions located on both sides of the concave portion, and a side flange located on the outside of the convex portion; The two outward protrusions of the upper beam (10) and the two outward protrusions of the lower beam (20) are connected and interlocked to form two cavities (31), and the reinforcing member is provided in both cavities (31).

5. The door anti-collision beam as described in claim 4, characterized in that, The side flanges of the upper beam (10) and the lower beam (20) are partially welded and partially bonded with adhesive, and the bonded and welded sections are staggered along the length of the beam.

6. The door anti-collision beam as described in claim 4, characterized in that, There is a space between the concave part of the upper beam (10) and the concave part of the lower beam (20), and the two compartments (31) are connected to the space and together form the energy absorption cavity (30).

7. The door anti-collision beam as described in claim 1 or 4, characterized in that, The energy-absorbing cavity (30) is also provided with a block-shaped composite material block (50), which is connected to at least one of the upper beam (10) and the lower beam (20).

8. The door beam of claim 7, wherein The recessed portion located between the two compartments (31) is provided with a transverse groove. The composite material block (50) includes a main plate located in the two compartments (31) and a middle section connecting the two main plates. The middle section is embedded in the transverse groove. And / or, both ends of the energy-absorbing cavity (30) in the length direction are provided with the composite material blocks (50).

9. A vehicle door, characterized by Includes a door body, wherein the door body is provided with a door anti-collision beam as described in any one of claims 1-8.

10. A vehicle, characterized in that, The vehicle body includes a door anti-collision beam as described in any one of claims 1-8 or a door as described in claim 9.

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