Door impact protection, vehicle and method of manufacturing

Abstract

This invention discloses a door anti-collision device based on shape memory alloy, belonging to the field of vehicle safety protection technology. The device includes a shape memory alloy anti-collision beam body, a triggering system, a heating unit, and an auxiliary energy-absorbing layer. The anti-collision beam body is made of nickel-titanium shape memory alloy material, with deformation guide grooves on its surface to limit the controlled deformation path and improve energy absorption efficiency. The triggering system consists of an inner door pressure sensor, a side millimeter-wave radar, and a surround-view camera, used to monitor the environment around the door in real time and transmit signals to the electronic control unit. This door anti-collision device improves the safety of side collisions, solves the problems of low energy absorption efficiency of existing door anti-collision beams in high-speed side collisions and performance degradation after repeated collisions, while meeting the requirements of vehicle lightweighting.

Description

Technical Field

[0001] This invention belongs to the field of automotive technology. Specifically, this invention relates to a door anti-collision device, a vehicle, and a manufacturing method. Background Technology

[0002] With the rapid development of the automotive industry, vehicle safety has become an increasingly important concern. As a crucial component of a vehicle's passive safety system, door anti-collision beams effectively absorb and transfer collision energy during side impacts, mitigating injury to occupants.

[0003] Traditional car door bumper beams are mostly made of high-strength steel or aluminum alloys, relying on their rigidity and elastic deformation to absorb collision energy. This results in low energy absorption efficiency and a tendency to transmit excessive impact force into the vehicle during a collision. After repeated minor collisions, the energy absorption performance of traditional bumper beams may decrease, requiring replacement and increasing operating costs. In more severe high-speed side impacts, traditional bumper beams may undergo excessive deformation or even break, failing to provide adequate protection for occupants. Furthermore, meeting crash test standards often requires increasing the thickness of the bumper beam material, which increases the door's weight, creating a trade-off between lightweight design and safety.

[0004] Currently, the development of new energy vehicles is rapid. Battery packs are typically located at the bottom of the vehicle, but in side collisions, traditional anti-collision beams lack targeted protection and cannot effectively reduce vehicle deformation, lower the risk of battery pack damage, or prevent serious consequences such as fires or electrolyte leaks. Therefore, the importance of door anti-collision beams for new energy vehicles cannot be ignored. Secondly, new energy vehicles have higher requirements for lightweighting, often using lightweight materials to reduce energy consumption. Traditional door anti-collision beams have significant limitations in meeting these requirements.

[0005] This invention provides a door anti-collision device, specifically addressing how to improve the safety of vehicle side collisions, solving the problems of low energy absorption efficiency of door anti-collision beams in high-speed side collisions and performance degradation after repeated collisions in existing technologies, while meeting the requirements of vehicle lightweighting. Summary of the Invention

[0006] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention provides a door anti-collision device, the purpose of which is to improve energy absorption efficiency during high-speed side collisions, enhance vehicle side-collision safety, and meet the requirements of vehicle lightweighting.

[0007] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is: a door anti-collision device, comprising: The shape memory alloy anti-collision beam body is located inside the door and is used to absorb collision energy when the vehicle is involved in a side collision. The triggering system is used to monitor the environment around the door and the force state of the door in real time, and output control signals. A heating unit is used to heat the shape memory alloy anti-collision beam body upon receiving an activation signal from the triggering system, thereby causing it to transform from a flexible state to a highly rigid state; and An auxiliary energy-absorbing layer is wrapped around the outside of the main body of the anti-collision beam to absorb some of the impact energy in the initial stage of a collision. The shape memory alloy anti-collision beam body is made of nickel-titanium shape memory alloy with shape recovery performance. Its outer surface is provided with deformation guide grooves along the transverse direction to limit the deformation direction and deformation mode of the anti-collision beam, so as to improve energy absorption efficiency and stability.

[0008] The cross-section of the shape memory alloy anti-collision beam is trapezoidal, and it gradually narrows from the end connected to the door towards the frame to guide stress distribution and improve the structural bending resistance.

[0009] The deformation guide grooves are uniformly distributed along the length of the anti-collision beam, and the groove depth is 0.1 to 0.3 times the wall thickness of the anti-collision beam, so as to limit its controlled deformation path during the stress process.

[0010] The triggering system includes an interior door pressure sensor, side radar, and a surround-view camera. The interior door pressure sensor is connected to the vehicle's electronic control unit (ECU). The ECU predicts the collision direction and force intensity based on signals collected by the interior door pressure sensor and outputs a heating command to the heating unit when a preset threshold is exceeded. This activates the anti-collision beam body to a high-rigidity state, improving bending strength and enhancing energy absorption capacity. The interior door pressure sensor is used to detect changes in door strain in real time.

[0011] The triggering system also includes vehicle-side radar and a surround-view camera. The vehicle-side radar is used to detect the relative speed and distance of obstacles. The vehicle-side radar is a millimeter-wave radar. The surround-view camera is used to acquire images of the vehicle's side environment.

[0012] The heating unit is a resistance wire integrated into the main body of the anti-collision beam. The resistance wire is embedded in the interior or surface of the main body of the anti-collision beam. When current passes through it, it generates Joule heat to excite the main body of the anti-collision beam to change from a flexible state to a high rigidity state.

[0013] The auxiliary energy-absorbing layer is made of aluminum alloy and is compositely connected to the shape memory alloy anti-collision beam body by a high-temperature heat-resistant adhesive. In the inactive state, it undertakes primary energy absorption and in the activated state, it also has the function of heat insulation protection.

[0014] The electronic control unit is equipped with a threshold determination module for judging the collision intensity. The threshold determination module dynamically adjusts the collision intensity threshold according to the vehicle speed, obstacle speed and vehicle posture to adapt to the protection requirements under different working conditions.

[0015] The present invention also provides a vehicle including the aforementioned door anti-collision device.

[0016] The present invention also provides a method for manufacturing a vehicle door anti-collision device, comprising the following steps: S1. Preparation of the main body of the shape memory alloy anti-collision beam; S2, Preparation and bonding of auxiliary energy-absorbing layer; S3. Installation of the heating unit; S4. Trigger system installation; S5. Vehicle assembly and debugging.

[0017] Step S1 includes: S101, Nickel-titanium shape memory alloy is selected as the main material; S102. Heat the nickel-titanium shape memory alloy material to a first set temperature, and then perform hot extrusion molding to obtain a nickel-titanium alloy part. S103. The pre-formed nickel-titanium alloy parts are subjected to annealing treatment at a temperature of 400-500℃ for 40-80 minutes. After the annealing treatment, the shape memory alloy anti-collision beam body is obtained. S104. The shape memory of the shape memory alloy anti-collision beam body is trained by heating and cooling at a second set temperature several times to establish the memory shape features.

[0018] The door anti-collision device of this invention, under normal circumstances, maintains the flexible shape of the shape memory alloy anti-collision beam, which fits tightly against the door, providing support and enhancing door rigidity. When a side collision occurs, the control module determines whether to activate the shape memory alloy based on the predicted collision direction and force intensity. For low-impact collisions, energy absorption relies on the external auxiliary energy-absorbing layer and the anti-collision beam's own hyperelasticity and plastic deformation, avoiding excessive repair costs. For high-impact collisions, the external control unit inputs commands to the heating unit, applying specific heat to the shape memory alloy anti-collision beam, causing it to quickly return to a high-rigidity state, effectively increasing its bending strength and allowing it to absorb collision energy again. During deformation, deformation guide grooves ensure the anti-collision beam deforms in the designed direction, preventing decreased energy absorption efficiency or localized damage due to irregular deformation. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the assembly of the shape memory alloy anti-collision beam door according to the present invention; Figure 2 This is a schematic diagram of the shape memory alloy anti-collision beam described in this invention; Figure 3 This is a schematic diagram of the door pressure sensor on the outer panel of the door. Figure 4 This is a flowchart illustrating the activation and hardening state of the shape memory alloy anti-collision beam described in this invention. Figure 5 This is a schematic diagram of the cross-section of the shape memory alloy anti-collision beam in the AA direction according to the present invention; Figure 6 This is a rear view of the shape memory alloy anti-collision beam described in this invention; Figure 7 This is a partial enlarged view (B) of the shape memory alloy anti-collision beam described in this invention; The markings in the above figures are: 1. Shape memory alloy anti-collision beam body; 2. Door inner panel; 3. Door hinge reinforcement plate; 4. Door inner pressure sensor; 5. Heating unit; 6. Door outer panel; 7. Auxiliary energy absorption layer. Detailed Implementation

[0020] To facilitate understanding of the present invention, a more comprehensive description of the present invention will be given below with reference to the accompanying drawings, which illustrate several embodiments of the present invention. However, the present invention can be implemented in different forms and is not limited to the embodiments described in the text. Rather, these embodiments are provided to make the disclosure of the present invention more thorough and complete.

[0021] It should be noted that when an element is referred to as being "fixed to" another element, it can be directly on the other element or there may be an intervening element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," and similar expressions used in this document are for illustrative purposes only.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly associated with those skilled in the art to which this invention pertains. The terminology used herein in the specification of this invention is for the purpose of describing particular embodiments and is not intended to limit the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0023] Firstly, such as Figures 1 to 7 As shown, the present invention provides a door anti-collision device, comprising: The shape memory alloy anti-collision beam body 1 is installed inside the door and is used to absorb collision energy when the vehicle is involved in a side collision. The triggering system is used to monitor the environment around the door and the force state of the door in real time, and output control signals. Heating unit 5 is used to heat the shape memory alloy anti-collision beam body 1 upon receiving an activation signal from the triggering system, so as to cause it to change from a flexible state to a high-rigidity state; and The auxiliary energy-absorbing layer 7 is wrapped around the outside of the main body of the anti-collision beam and is used to absorb part of the impact energy in the initial stage of the collision. Among them, the shape memory alloy anti-collision beam body 1 is made of nickel-titanium shape memory alloy with shape recovery performance. Its outer surface is provided with deformation guide grooves along the transverse direction to limit the deformation direction and deformation mode of the anti-collision beam, so as to improve energy absorption efficiency and stability.

[0024] Specifically, to improve the safety of vehicle side impacts and address the problems of low energy absorption efficiency and performance degradation after repeated collisions in existing door anti-collision beams, while meeting the requirements of vehicle lightweighting, this invention provides a door anti-collision beam structure that utilizes the properties of shape memory alloys to achieve dynamic impact resistance. Belonging to the field of automotive passive safety technology, it comprises four parts: a shape memory alloy anti-collision beam body 1, a triggering system, a heating unit 5, and an auxiliary energy-absorbing layer 7. The metal anti-collision beam body is made of shape memory alloy and designed with a trapezoidal cavity structure. Under normal conditions, it exhibits a flexible state, while during a collision, it forms a high-rigidity state through a triggering mechanism. The triggering system includes a door inner pressure sensor 4, a side millimeter-wave radar, and a vehicle surround-view camera to monitor collision risks in real time. The control module can determine whether to activate the shape memory alloy based on the predicted collision direction and force intensity. The heating unit 5 refers to the resistance wire used to heat the shape memory alloy. The auxiliary energy-absorbing layer 7 refers to the aluminum alloy parts covering the outside of the anti-collision beam, which can be used for primary energy absorption in the unactivated state of the shape memory alloy. Door anti-collision beams not only improve the side collision safety performance of vehicles, but also meet the current market requirements for lightweight vehicles and energy conservation and emission reduction.

[0025] Under normal circumstances, the shape memory alloy anti-collision beam body 1 maintains its flexible shape, closely fitting the door and providing support and enhancing door rigidity. When a side collision occurs, the control module determines whether to activate the shape memory alloy based on the predicted collision direction and force intensity. For lower-intensity collisions, energy absorption relies on the external auxiliary energy-absorbing layer 7 and the anti-collision beam's own hyperelasticity and plastic deformation, avoiding excessive repair costs. For higher-intensity collisions, the vehicle's electronic control unit inputs commands to the heating unit 5, applying specific heat to the shape memory alloy anti-collision beam body 1, such as heating it to 100°C. This allows the body to quickly return to a high-rigidity state, effectively increasing its bending strength and ensuring it can absorb collision energy again. During deformation, deformation guide grooves ensure the anti-collision beam body deforms in the designed direction, preventing decreased energy absorption efficiency or localized damage due to irregular deformation.

[0026] In this embodiment of the invention, the shape memory alloy anti-collision beam body 1 is made of nickel-titanium shape memory alloy (Ni-Ti) with high shape recovery performance. The cross-section of the shape memory alloy anti-collision beam body 1 is trapezoidal and gradually narrows from the end connected to the door towards the vehicle frame to guide stress distribution and improve structural bending resistance. This shape design can better guide stress distribution and improve energy absorption efficiency when subjected to a collision. The shape memory alloy anti-collision beam body 1 is welded to the door hinge reinforcement plate 3 and the inner door panel 2, and the shape memory alloy anti-collision beam body 1 extends along the entire width of the inner door panel 2.

[0027] In embodiments of the present invention, such as Figure 2 As shown, deformation guide grooves are arranged laterally on the surface of the shape memory alloy anti-collision beam body 1. The lateral direction of the shape memory alloy anti-collision beam body 1 is perpendicular to its length direction. The deformation guide grooves can guide the anti-collision beam body to deform along a preset path when it is subjected to a collision, thereby improving the efficiency and uniformity of energy absorption. Multiple deformation guide grooves are evenly distributed along the length direction of the anti-collision beam, and the depth of the deformation guide grooves is 0.1 to 0.3 times the wall thickness of the anti-collision beam, so as to limit its controlled deformation path during the stress process.

[0028] In embodiments of the present invention, such as Figure 1 and Figure 3As shown, the door anti-collision device is installed between the outer door panel 6 and the inner door panel 2 of the door assembly. The outer door panel 6 and the inner door panel 2 are fixedly connected. The triggering system includes an inner door pressure sensor 4, a side radar, and a surround-view camera. The inner door pressure sensor 4 is connected to the vehicle electronic control unit. The electronic control unit predicts the collision direction and force based on the signals collected by the inner door pressure sensor 4, and outputs a heating command to the heating unit 5 when the force exceeds a preset threshold, thereby activating the anti-collision beam body to a high-rigidity state to improve bending strength and enhance energy absorption capacity. The inner door pressure sensor 4 is used to detect changes in door strain in real time.

[0029] In this embodiment of the invention, the triggering system further includes a vehicle-side radar and a surround-view camera. The vehicle-side radar is used to detect the relative speed and distance of obstacles. The vehicle-side radar is a millimeter-wave radar. The surround-view camera is used to acquire images of the vehicle-side environment.

[0030] In this embodiment of the invention, the door interior pressure sensor 4 can sense the stress and strain of the door in real time. The vehicle-side millimeter-wave radar transmits and receives high-frequency electromagnetic waves, and the surround-view camera captures the surrounding environment of the vehicle in real time, thereby achieving accurate detection, ranging, and speed measurement of obstacles on the side of the vehicle, and real-time monitoring of the speed and acceleration of colliding objects. The door interior pressure sensor 4, the vehicle-side millimeter-wave radar, and the surround-view camera monitor the environment around the door in real time and convert the collected signals into electrical signals, which are then transmitted to the control unit. The electronic control unit determines the collision direction and impact level by fusing the sensor data, thereby selectively triggering the activation of the shape memory alloy.

[0031] The door interior pressure sensor 4, side radar, and surround-view camera are connected to the vehicle's electronic control unit (ECU). The ECU receives and processes signals from the door interior pressure sensor 4, side millimeter-wave radar, and surround-view camera to predict the collision direction and force intensity. Based on the predicted collision direction and force intensity, it determines whether to activate the shape memory alloy. When the predicted collision direction and force intensity of the door exceed a set threshold, the ECU triggers a protection mechanism. By inputting a command to the heating unit 5, specific heat is applied to the shape memory alloy anti-collision beam body 1, causing it to quickly return to a high-rigidity state, effectively improving its bending strength, further enhancing energy absorption, and effectively resisting door intrusion.

[0032] In embodiments of the present invention, such as Figure 2As shown, heating unit 5 is a resistance wire integrated into the main body of the crash beam. The resistance wire is embedded inside or on the surface of the main body of the crash beam. When current passes through it, Joule heat is generated to excite the main body of the crash beam from a flexible state to a high-rigidity state. When the electronic control unit inputs a command to heating unit 5, it releases current to the resistance wire. When the current passes through the high-resistivity resistance wire, the resistance wire will rapidly generate heat due to the Joule effect, converting electrical energy into heat energy. Subsequently, this heat energy is transferred to the main body of the crash beam through radiation and heat conduction, causing the temperature of the main body of the crash beam to rise rapidly, thereby activating the high-rigidity state and effectively improving its bending strength.

[0033] In this embodiment of the invention, the electronic control unit is provided with a threshold determination module for judging the collision intensity. The threshold determination module can dynamically adjust the collision intensity threshold according to the vehicle speed, obstacle speed and vehicle posture to adapt to the protection requirements under different working conditions.

[0034] In embodiments of the present invention, such as Figure 5 As shown, the auxiliary energy-absorbing layer 7 is an aluminum alloy layer covering the main body of the anti-collision beam, used for primary energy absorption in the inactive state. The auxiliary energy-absorbing layer 7 is made of aluminum alloy and is fixedly connected to the surface of the shape memory alloy anti-collision beam body 1 using a high-temperature heat-resistant adhesive. In the inactive state, it undertakes primary energy absorption; in the activated state, it also provides heat insulation protection. Therefore, when the shape memory alloy is activated, the auxiliary energy-absorbing layer 7 can also act as a heat insulation layer to prevent the temperature rise of the shape memory alloy from causing damage to the vehicle's electronic components and passengers.

[0035] The working principle of the above-mentioned door anti-collision device is as follows: Under normal circumstances, the shape memory alloy anti-collision beam body 1 maintains its flexible shape and fits tightly with the car door, which can play a certain role in supporting and enhancing the rigidity of the car door.

[0036] When a side collision occurs, the electronic control unit determines whether to activate the shape memory alloy based on the predicted collision direction and force intensity. For low-impact collisions, energy absorption relies on the external auxiliary energy-absorbing layer 7 and the superelasticity and plastic deformation of the anti-collision beam itself, avoiding excessive repair costs. For high-impact collisions, the electronic control unit inputs commands to the heating unit 5, applying specific heat to the shape memory alloy anti-collision beam body 1, causing it to quickly return to a high-rigidity state, effectively increasing its bending strength and allowing it to absorb collision energy again. During deformation, deformation guide grooves ensure that the anti-collision beam body deforms in the designed direction, avoiding decreased energy absorption efficiency or localized damage due to irregular deformation. The process is as follows: Figure 4 As shown.

[0037] The above-described door anti-collision device has the following advantages: 1. The door anti-collision beam has highly efficient energy absorption characteristics. The special mechanical properties of shape memory alloy enable the door anti-collision beam of this invention to absorb energy more effectively during a collision. Compared with traditional anti-collision beams, the energy absorption efficiency is improved, thereby better protecting the lateral safety of vehicle occupants.

[0038] 2. The door anti-collision beam has excellent adaptability. In low-impact collisions, the shape memory alloy maintains its flexibility, providing good protection for the door while reducing its weight, thus meeting vehicle lightweighting requirements. In high-impact collisions, the shape memory alloy hardens, effectively increasing its bending strength and resisting door intrusion. Furthermore, with the assistance of the control unit, it can further optimize the energy absorption process, adapting to more complex collision conditions.

[0039] 3. Easy maintenance of door anti-collision beams. In low-impact collisions, energy absorption relies on the external auxiliary energy-absorbing layer 7 and the anti-collision beam's own superelasticity and certain plastic deformation, avoiding excessive repair costs. In high-impact collisions, the anti-collision beam can be restored after deformation through appropriate operations, maintaining good performance and reducing maintenance and replacement costs to some extent. Traditional anti-collision beams, on the other hand, require replacement after severe collisions.

[0040] Secondly, embodiments of the present invention also provide a vehicle including a door anti-collision device with the above-described structure. This door anti-collision device can be referred to... Figures 1 to 7 Further details will not be elaborated here. Since the vehicle of the present invention includes the door anti-collision device of the above embodiments, it possesses all the advantages of the aforementioned door anti-collision device.

[0041] Thirdly, embodiments of the present invention also provide a method for manufacturing a vehicle door anti-collision device, comprising the following steps: S1. Preparation of the shape memory alloy anti-collision beam body 1; Preparation and bonding of S2 and auxiliary energy-absorbing layer 7; S3, Installation of heating unit 5; S4. Trigger system installation; S5. Vehicle assembly and debugging.

[0042] In this embodiment of the invention, step S1 includes: S101, Nickel-titanium shape memory alloy is selected as the main material; S102. Heat the nickel-titanium shape memory alloy material to a first set temperature, and then perform hot extrusion molding to obtain a nickel-titanium alloy part. S103. The pre-formed nickel-titanium alloy parts are subjected to annealing treatment at a temperature of 400-500℃ for 40-80 minutes. After the annealing treatment, the shape memory alloy anti-collision beam body 1 is obtained. S104. Shape memory training is performed on the shape memory alloy anti-collision beam body 1 by heating and cooling at a second set temperature several times to establish the memory shape features.

[0043] In step S102 above, the first set temperature is 1000°C.

[0044] In step S102 above, hot extrusion is performed using a die. During the hot extrusion process, the alloy flows under pressure. By changing the internal structure of the alloy, its strength and toughness are improved, forming the desired preliminary anti-collision beam shape, and obtaining a nickel-titanium alloy component.

[0045] In step S103 above, the pre-formed nickel-titanium alloy component is placed in a high-temperature furnace for annealing. The annealing temperature is set to 450°C, and the annealing time is set to 60 minutes. After hot extrusion, residual internal stress remains in the alloy. If this stress is not eliminated, it can easily lead to cracking and deformation of the crash beam during subsequent processing or use. Setting the annealing temperature to 450°C effectively eliminates internal stress while avoiding excessively high temperatures that could cause coarse alloy grains and performance degradation. Simultaneously, setting the holding time to 60 minutes allows for sufficient adjustment of the alloy's internal structure, refining the grain structure, and further optimizing the material's toughness and shape recovery ability, ensuring that the crash beam is less prone to fatigue failure under repeated deformation (such as superelastic recovery after a minor impact).

[0046] In step S104 above, the anti-collision beam is trained in shape memory through heating and cooling cycles. The heating temperature during training is a second set temperature of 100°C, and the cycle is repeated several times.

[0047] In step S104 above, shape memory training includes 5-10 heating-cooling cycles. The heating temperature is 100℃, and after cooling to room temperature, it is held for 5-10 minutes to improve the stability of phase transformation memory. Multiple heating-cooling cycles make the martensitic-austenitic phase transformation path of the nickel-titanium alloy more stable, ensuring that once the heating unit 5 is triggered during a collision, it can quickly and consistently recover to a high-rigidity state, avoiding activation delays or incomplete recovery caused by unstable memory effects, which directly affect energy absorption efficiency. At the same time, setting the step of holding for 5-10 minutes after cooling to room temperature allows the alloy phase transformation process to be more complete, reducing phase transformation hysteresis and improving the accuracy of shape memory. That is, it ensures that when heated to the set temperature, the anti-collision beam can accurately recover to the preset high-rigidity shape, rather than partial or over-recovery. The training temperature is highly matched with the activation heating temperature during subsequent collisions, which is equivalent to pre-calibrating the material's response threshold, ensuring that the heat input of the heating unit 5 can directly trigger the optimal shape recovery effect in actual use, without the need for additional heating, thus shortening the response time.

[0048] In step S1 above, the shape memory alloy anti-collision beam body 1 is prepared by hot extrusion, annealing and shape memory training process. The shape memory training process includes multiple heating and cooling cycles within a set temperature range to form stable reversible phase transformation characteristics.

[0049] In step S2 above, aluminum alloy sheet or other lightweight energy-absorbing material is processed into an auxiliary energy-absorbing layer 7 that matches the body of the anti-collision beam. A high-temperature heat-resistant adhesive is uniformly coated on the contact surface between the shape memory alloy anti-collision beam body 1 and the auxiliary energy-absorbing layer 7. The auxiliary energy-absorbing layer 7 is installed on the shape memory alloy anti-collision beam body 1 through a composite pressing process.

[0050] In step S3 above, the heating unit 5 is a resistance wire integrated on the anti-collision beam body, and the resistance wire is embedded in the interior or surface of the anti-collision beam body.

[0051] In step S4 above, the door interior pressure sensor 4 is installed in an appropriate position between the door outer panel 6 and the door inner panel 2. The vehicle's built-in side millimeter-wave radar and surround-view camera are installed in their corresponding positions on the vehicle according to the overall vehicle layout requirements, using micro-machining and assembly techniques. After installation, wiring is laid and connected to ensure that the signals collected by the sensors can be accurately transmitted to the vehicle's electronic control unit (ECU).

[0052] The control unit is assembled into the corresponding position on the vehicle according to the overall vehicle layout requirements using micro-machining and assembly techniques. After installation, the anti-collision beam strain system is debugged, and the sensitivity of the door inner pressure sensor 4, the vehicle side millimeter-wave radar, the signal processing speed of the electronic control unit (ECU), and the control logic are tested and optimized to ensure that the system can work stably and accurately.

[0053] In step S5 above, the vehicle door equipped with the door anti-collision beam of the present invention undergoes various collision tests, including side collision tests at different speeds, angles, and intensities. After each test, parameters such as the amount of door deformation, the amount of deformation energy absorbed, and the impact force experienced by the occupants are measured and analyzed to evaluate the performance of the door anti-collision beam of the present invention. After multiple tests and optimizations, it has been proven that the present invention can effectively improve the safety performance of the vehicle door in side collisions.

[0054] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. A door anti-collision device, characterized in that, include: The shape memory alloy anti-collision beam body is located inside the door and is used to absorb collision energy when the vehicle is involved in a side collision. The triggering system is used to monitor the environment around the door and the force state of the door in real time, and output control signals. A heating unit is used to heat the shape memory alloy anti-collision beam body upon receiving an activation signal from the triggering system, thereby causing it to transform from a flexible state to a highly rigid state; and An auxiliary energy-absorbing layer is wrapped around the outside of the main body of the anti-collision beam to absorb some of the impact energy in the initial stage of a collision. The shape memory alloy anti-collision beam is made of nickel-titanium shape memory alloy, and its outer surface is provided with deformation guide grooves along the transverse direction.

2. The door anti-collision device according to claim 1, characterized in that, The cross-section of the shape memory alloy anti-collision beam is trapezoidal, and it gradually narrows from the end connected to the door towards the frame.

3. The door anti-collision device according to claim 1 or 2, characterized in that, The triggering system includes an interior door pressure sensor, a side radar, and a surround-view camera. The interior door pressure sensor is connected to the vehicle electronic control unit. The electronic control unit is used to predict the collision direction and force based on the signals collected by the interior door pressure sensor, and outputs a heating command to the heating unit when the force exceeds a preset threshold, thereby activating the anti-collision beam body to be in a high-rigidity state to improve bending strength and enhance energy absorption capacity.

4. The door anti-collision device according to claim 3, characterized in that, The triggering system also includes vehicle-side radar and a surround-view camera. The vehicle-side radar is used to detect the relative speed and distance of obstacles. The vehicle-side radar is a millimeter-wave radar. The surround-view camera is used to acquire images of the vehicle's side environment.

5. The door anti-collision device according to any one of claims 1 to 4, characterized in that, The heating unit is a resistance wire integrated into the main body of the anti-collision beam. The resistance wire is embedded in the interior or surface of the main body of the anti-collision beam. When current passes through it, it generates Joule heat to excite the main body of the anti-collision beam to change from a flexible state to a high rigidity state.

6. The door anti-collision device according to any one of claims 1 to 4, characterized in that, The auxiliary energy-absorbing layer is made of aluminum alloy and is compositely connected to the shape memory alloy anti-collision beam body by a high-temperature heat-resistant adhesive. In the inactive state, it undertakes primary energy absorption and in the activated state, it also has the function of heat insulation protection.

7. The door anti-collision device according to any one of claims 1 to 4, characterized in that, The electronic control unit is equipped with a threshold determination module for judging the collision intensity. The threshold determination module dynamically adjusts the collision intensity threshold according to the vehicle speed, obstacle speed and vehicle posture to adapt to the protection requirements under different working conditions.

8. A vehicle, characterized in that, Includes the door anti-collision device as described in any one of claims 1 to 7.

9. A method for manufacturing a vehicle door anti-collision device according to any one of claims 1 to 7, characterized in that, Includes the following steps: S1. Preparation of the main body of the shape memory alloy anti-collision beam; S2, Preparation and bonding of auxiliary energy-absorbing layer; S3. Installation of the heating unit; S4. Trigger system installation; S5. Vehicle assembly and debugging.

10. The method for manufacturing the vehicle door anti-collision device according to claim 9, characterized in that, Step S1 includes: S101, Nickel-titanium shape memory alloy is selected as the main material; S102. Heat the nickel-titanium shape memory alloy material to a first set temperature, and then perform hot extrusion molding to obtain a nickel-titanium alloy part. S103. The pre-formed nickel-titanium alloy parts are subjected to annealing treatment at a temperature of 400-500℃ for 40-80 minutes. After the annealing treatment, the shape memory alloy anti-collision beam body is obtained. S104. The shape memory of the shape memory alloy anti-collision beam body is trained by heating and cooling at a second set temperature several times to establish the memory shape features.

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