A continuous carbon fiber reinforced automobile B-pillar

Abstract

The present invention discloses a continuous carbon fiber reinforced automobile B-pillar, comprising a B-pillar component, wherein the B-pillar component has a plate portion and a side edge, wherein the plate portion and the side edge enclose a load-bearing area; and a B-pillar reinforcement plate, wherein the B-pillar reinforcement plate is located in the load-bearing area and is glued or riveted to the plate portion and the side edge; wherein the B-pillar reinforcement plate is composed of a plurality of carbon fiber bundle plies compressed and formed into a single structure. The present invention uses a continuous carbon fiber reinforced thermoplastic composite material to make a B-pillar reinforcement plate, and utilizes the excellent mechanical properties of carbon fiber such as low specific gravity, light weight, and high strength to replace ordinary cold-punched high-strength steel or hot-formed B-pillar reinforcement plates, thereby achieving the effect of reducing weight without reducing strength, and achieving the purpose of energy conservation, emission reduction, and reducing fuel consumption.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile parts, and in particular relates to a continuous carbon fiber reinforced automobile B-pillar. Background Art

[0002] The B-pillar is the main load-bearing component of the car. Like the A-pillar, C-pillar and D-pillar, it is an important component that supports and stabilizes the entire car body. The B-pillar is mainly used to support the front door and the rear door. When the car is hit from the side, the energy of the collision directly acts on the B-pillar. If the B-pillar is not strong enough, it will deform or break during the collision, and the external collision object will directly invade the passenger compartment, posing a threat to the safety of the people inside the car. Therefore, the strength of the B-pillar is an important indicator for testing the safety performance of the car.

[0003] The B-pillar structure of traditional automobile design includes a B-pillar outer panel, a B-pillar reinforcement panel, and a B-pillar inner panel. The function of the B-pillar reinforcement panel is to enhance the strength and rigidity of the B-pillar. There are two common manufacturing methods:

[0004] (1) Most B-pillar reinforcement plates are stamped from plates of a single material and thickness. The yield strength of these plates is 590-780 MPa, or even 980 MPa, of cold-rolled high-strength steel. This type of B-pillar reinforcement plate will deform greatly at all locations in a side collision accident, resulting in a large deformation of the B-pillar, which cannot effectively ensure the safety of the occupants of the vehicle;

[0005] (2) In order to meet the collision performance requirements, reduce fuel consumption, and achieve energy conservation and emission reduction, the B-pillar reinforcement plate will also adopt a hot forming process. However, the structural design of hot-formed steel is complex and the manufacturing cost is high. The total development cost is higher than that of general steel, which is not cost-effective from the perspective of the entire vehicle cost. Hot-formed steel has poor energy absorption effect. When it is subjected to a "hard-on" collision, it will cause the occupants to suffer heavy impact force during the collision, causing serious consequences. In addition, the hot forming process is still a high-energy consumption and high-pollution industry, which does not meet environmental protection requirements such as energy conservation and emission reduction, carbon neutrality, and carbon peak. Summary of the invention

[0006] The purpose of this section is to summarize some aspects of embodiments of the present invention and briefly introduce some preferred embodiments. Some simplifications or omissions may be made in this section and the specification abstract and the invention title of this application to avoid blurring the purpose of this section, the specification abstract and the invention title, and such simplifications or omissions cannot be used to limit the scope of the present invention.

[0007] In view of the above problems and / or the problems existing in the prior art, the present invention is proposed.

[0008] One of the purposes of the present invention is to provide a continuous carbon fiber reinforced automobile B-pillar, which can replace ordinary cold-punched high-strength steel by utilizing the excellent mechanical properties of carbon fiber such as low specific gravity, light weight and high strength.

[0009] In order to solve the above technical problems, the present invention provides the following technical solutions: a continuous carbon fiber reinforced automobile B-pillar, comprising:

[0010] A B-pillar component, the B-pillar component having a plate portion and a side edge, the plate portion and the side edge enclosing a load-bearing area; and,

[0011] A B-pillar reinforcement plate, the B-pillar reinforcement plate is located in the load-bearing area and is glued or riveted to the plate portion and the side edge;

[0012] The B-pillar reinforcement plate is composed of a plurality of carbon fiber tow plies that are compressed and formed into a single body structure.

[0013] As a preferred embodiment of the continuous carbon fiber reinforced automobile B-pillar of the present invention, the carbon fiber tow ply has one of the following characteristics:

[0014] (i) tensile strength not less than 1800 MPa;

[0015] (ii) tensile modulus not less than 90 GPa;

[0016] (iii) elongation at break of 1.6 to 1.8%;

[0017] (iv) flexural strength not less than 1000 MPa;

[0018] (v) The flexural modulus is not less than 90 GPa.

[0019] As a preferred solution of the continuous carbon fiber reinforced automobile B-pillar of the present invention, the carbon fiber tow ply is formed by cross-weaving of carbon fiber tows, or cross-weaving of carbon fiber tows and nylon tows.

[0020] As a preferred solution of the continuous carbon fiber reinforced automobile B-pillar of the present invention, the carbon fiber tow is a continuous carbon fiber, and the carbon fiber tow has one of the following characteristics:

[0021] (i) The number of single filaments is 45 to 55K;

[0022] (ii) Density: 1.2 g / cm 3 ~1.8g / cm 3 ;

[0023] (iii) fiber content of 60-80%;

[0024] (iv) The fiber volume is 48-50%.

[0025] As a preferred solution of the continuous carbon fiber reinforced automobile B-pillar of the present invention, the carbon fiber tow is in a strip shape, the thickness of the carbon fiber tow is 0.13-0.15 mm, and the width of the carbon fiber tow is 100-500 mm.

[0026] As a preferred solution of the continuous carbon fiber reinforced automobile B-pillar of the present invention, the carbon fiber tow ply is formed by cross-weaving carbon fiber tows, and the B-pillar reinforcement plate is connected and fixed to the plate portion and the side edge by structural adhesive.

[0027] As a preferred embodiment of the continuous carbon fiber reinforced automobile B-pillar of the present invention, the elastic modulus of the structural adhesive is 2.8-3.1 GPa, the Poisson's ratio is 0.25-0.35, and the density is 1.1-1.4 kg / mm 3 .

[0028] As a preferred solution of the continuous carbon fiber reinforced automobile B-pillar of the present invention, the carbon fiber tow plies are cross-woven by carbon fiber tows and nylon tows, and the weaving direction of the carbon fiber tows between two adjacent carbon fiber tow plies is 90°; the B-pillar reinforcement plate is connected and fixed to the plate portion and the side edge by rivets.

[0029] As a preferred solution of the continuous carbon fiber reinforced automobile B-pillar of the present invention, wherein: the rivet comprises a rivet body and an operating rod matched with the rivet body;

[0030] The nail body has a tube extending to the outside of the stop cap, and the side wall of the tube is provided with long holes extending in the axial direction and distributed in the circumferential direction, and the two ends of the wall between two adjacent long holes have inward folded grooves, and the middle part of the wall has an outward folded groove;

[0031] The operating rod is also provided with a threaded extrusion piece at the outer side of the end of the pipe. The extrusion piece extends into the pipe. The inner cavity of the pipe has a cross-sectional shape that limits the rotation of the extrusion piece.

[0032] As a preferred solution of the continuous carbon fiber reinforced automobile B-pillar of the present invention, wherein: an auxiliary component is also provided in the tube, and the auxiliary component includes a base body and an extension piece distributed along the circumference of the base body, and the extension piece corresponds to the position of the long hole;

[0033] The connection between the extension piece and the base body has a first bending portion, and the first bending portion has a tendency to bend the extension piece outward from the tube;

[0034] Wherein, the base extends into the inner cavity of the nail body, the inner cavity of the nail body has a cross-sectional shape that limits the rotation of the base, and the base is threadedly connected to the operating rod;

[0035] The thread direction of the base body is opposite to the thread direction of the extruded part.

[0036] As a preferred solution of the continuous carbon fiber reinforced automobile B-pillar of the present invention, wherein: the extension piece further has a second bending portion opposite to the first bending portion;

[0037] The diameter of the pipe at the connection between the pipe fitting and the stop cap is smaller than the diameter of the end of the pipe fitting, and the extension piece is located within the axial projection range of the end of the pipe fitting.

[0038] Compared with the prior art, the present invention has the following beneficial effects:

[0039] The present invention adopts a continuous carbon fiber reinforced thermoplastic composite material to make a B-pillar reinforcement plate, and utilizes the excellent mechanical properties of carbon fiber such as low specific gravity, light weight, and high strength to replace ordinary cold-punched high-strength steel or hot-formed B-pillar reinforcement plates, thereby achieving the effect of reducing weight without reducing strength, achieving the purpose of energy conservation, emission reduction, and reducing fuel consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative labor. Among them:

[0041] Figure 1 This is a schematic diagram of the structure of the carbon fiber unidirectional prepreg in Example 1 of the present invention;

[0042] Figure 2 This is a schematic diagram of the structure of the carbon fiber bidirectional prepreg in Example 2 of the present invention;

[0043] Figure 3 Schematic diagram of the ply angle of the B-pillar reinforcement plate in Example 3 of the present invention;

[0044] Figure 4 Schematic diagram of the plying of the B-pillar reinforcement plate in the B-pillar component in Embodiment 3 of the present invention;

[0045] Figure 5 Schematic diagram of the weaving structure of the carbon fiber unidirectional prepreg in Example 4 of the present invention;

[0046] Figure 6 A cross-sectional view of a B-pillar of an automobile reinforced with continuous carbon fibers using structural adhesive in Example 6 of the present invention;

[0047] Figure 7 A cross-sectional view of a continuous carbon fiber reinforced automobile B-pillar connected by rivets in Example 7 of the present invention;

[0048] Figure 8 This is a schematic diagram of the overall structure of the rivet in Example 7 of the present invention;

[0049] Fig. 9 for Figure 8 Schematic diagram of the structure of the connection between the middle nail body and the pipe fitting;

[0050] Fig.10 This is a schematic diagram of the process of the wall of the rivet under the action of the extrusion member in Example 7 of the present invention;

[0051] Fig.11 This is a schematic diagram of the process of the auxiliary component under the action of the operating member in Example 7 of the present invention;

[0052] Fig.12 The figure is a comparison of the drop weight test results in Example 7 of the present invention. DETAILED DESCRIPTION

[0053] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are described in detail below in conjunction with the embodiments of the specification.

[0054] In the following description, many specific details are set forth to facilitate a full understanding of the present invention, but the present invention may also be implemented in other ways different from those described herein, and those skilled in the art may make similar generalizations without violating the connotation of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0055] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The term "in one embodiment" that appears in different places in this specification does not necessarily refer to the same embodiment, nor does it refer to a separate or selective embodiment that is mutually exclusive with other embodiments.

[0056] Unless otherwise specified, the raw materials used in the examples were purchased commercially.

[0057] Example 1

[0058] like Figure 1 As shown, this embodiment provides a carbon fiber unidirectional prepreg as a B-pillar reinforcement plate 200, and the carbon fiber unidirectional prepreg is woven from carbon fiber tows 201a and nylon tows 201b in the warp and weft directions; the specific steps are:

[0059] (1) According to the requirements of the designed thermoplastic resin-based carbon fiber prepreg tow, continuous carbon fiber is selected, and the density of the carbon fiber material is 1.6g / cm 3 , fiber content is 70%, fiber volume is 50%, the number of carbon fiber tow filaments is 50K; nylon yarn is selected from PA6 polymer material;

[0060] (2) passing the carbon fiber precursor through the unwinding unit, controlling the precursor to maintain a weak tension of 8N to achieve smooth transportation; conveying under weak tension, and sequentially passing through the widening unit to complete the widening of the carbon fiber precursor, ensuring that the thickness of each bundle of carbon fiber tow after widening is 0.13-0.15mm;

[0061] (3) manufacturing carbon fiber monofilaments through a spinning unit, and then spinning nylon yarns and carbon fiber monofilaments into carbon fiber unidirectional tape fabrics through a spinning unit;

[0062] (4) dipping the obtained carbon fiber unidirectional tape into a suspension of reinforced polypropylene resin powder, and under ultrasonic vibration, making the inner and outer surfaces of the carbon fiber unidirectional tape evenly covered with resin fine powder after being dipped into the suspension of reinforced polypropylene resin powder;

[0063] (5) using an infrared heating unit to heat the carbon fiber unidirectional tape cloth with resin fine powder attached to the surface after impregnation, and after drying, the resin powder is fixed on the carbon fiber unidirectional tape cloth to form a preliminary prepreg tape;

[0064] (6) hot pressing and shaping the obtained preliminary prepreg tape by a compacting unit so that the resin and the carbon fiber are fully combined to achieve good prepreg, thereby obtaining a carbon fiber unidirectional prepreg cloth with uniform thickness;

[0065] (7) The carbon fiber unidirectional prepreg is cut to a fixed width by a cutting mechanism before winding, and the carbon fiber unidirectional prepreg is cut to a width of 100 to 500 mm according to needs;

[0066] (8) The carbon fiber unidirectional prepreg after the width is fixed is finally rolled up by a winding mechanism.

[0067] The obtained carbon fiber unidirectional prepreg was tested for physical properties, and the test method was carried out with reference to the national standard for composite material tensile strength GB / T 3354-1999. The test results showed that the average tensile strength of the carbon fiber unidirectional prepreg in the 0° direction was 1938MPa; the tensile modulus of the carbon fiber unidirectional prepreg in the 0° direction was 98.1GPa; the elongation at break of the carbon fiber unidirectional prepreg was 1.76%; the flexural strength of the carbon fiber unidirectional prepreg was 1055MPa; and the flexural modulus of the carbon fiber unidirectional prepreg was 98.1GPa.

[0068] Example 2

[0069] like Figure 2 As shown, this embodiment provides a carbon fiber bidirectional prepreg as a B-pillar reinforcement plate 200, and the carbon fiber bidirectional prepreg is woven from carbon fiber tows 201a and carbon fiber tows 201a in the warp and weft directions; the specific steps are basically the same as those in Example 1, except that in step (3), carbon fiber monofilaments are used to replace nylon yarns.

[0070] The obtained carbon fiber bidirectional prepreg was subjected to physical property tests, and the test method was carried out with reference to the national standard for composite material tensile strength GB / T 3354-1999. The test results showed that the average tensile strength of the carbon fiber bidirectional prepreg in the 0° direction was 2325MPa; the tensile modulus of the carbon fiber bidirectional prepreg in the 0° direction was 117.7GPa.

[0071] Example 3

[0072] like Figure 3 and Figure 4 As shown, this embodiment provides a preparation method of a B-pillar reinforcement plate 200, and the specific steps are:

[0073] (1) A 2D unfolded view is made according to the 3D view of the B-pillar component 100, and the cutting position is marked. The carbon fiber unidirectional prepreg obtained in Example 1 is cut on a cutting machine according to the procedure; a ply design is performed on the B-pillar reinforcement plate 200. According to the optimized structural design, a variable thickness design is adopted, that is, different thickness ply designs are adopted in different parts; the B-pillar reinforcement plate 200 of this embodiment has 10 plies at the head, 10 plies at the tail, and 2 plies at the middle.

[0074] (2) Designing the ply angle and sequence of the B-pillar reinforcement plate 200, laying the layers from bottom to top at a ply angle of 0° and 90°, and repeating this sequence until the designed number of plies is reached;

[0075] (3) The mold is preheated to 60°C by a molding process, and the mold is closed and heated to cure at a heating rate of 3°C / min. The curing temperature is 130°C and maintained for 60 minutes. The mold closing pressure is 25kg / cR2 and the pressure holding time is 60 minutes. After that, the mold is cooled, demolded, and the part is taken out to obtain a B-pillar reinforcement plate 200 based on carbon fiber unidirectional prepreg cloth.

[0076] Example 4

[0077] During the experiment of Example 3, it was found that since the shape of the load-bearing area N1 of the B-pillar component 100 is irregular, the carbon fiber unidirectional prepreg obtained in Example 1 needs to be cut, which will cause the carbon fiber tows 201a and / or nylon tows 201b at the edges to be disconnected, resulting in reduced strength. On this basis, this embodiment adopts Figure 5 The carbon fiber unidirectional prepreg obtained by the weaving method shown does not need to be cut at the edge of the carbon fiber unidirectional prepreg, and will not affect the strength of the carbon fiber unidirectional prepreg at the edge.

[0078] Specifically, Figure 5As shown, a single layer of carbon fiber unidirectional prepreg is cross-woven by only one carbon fiber tow 201a and one nylon tow 201b, one carbon fiber tow 201a is continuously bent 180° to form a plurality of mutually parallel warp lines, one nylon tow 201b is continuously bent 180° to form a plurality of mutually parallel weft lines, and these warp lines and weft lines are cross-woven to form a carbon fiber unidirectional prepreg; in addition, the extra ends at both ends of the warp lines can be further bent and inserted into the adjacent weft lines for fixation, and similarly, the extra ends at both ends of the weft lines can be further bent and inserted into the adjacent warp lines for fixation.

[0079] In the present embodiment, when weaving, a 2D unfolded view is made according to the 3D view of the B-pillar component 100 , the size of the portion to be filled is calculated, and the above weaving is performed according to the calculated size.

[0080] It should be noted that the weaving method of this embodiment can also be used for the carbon fiber bidirectional prepreg of Example 2, and it is only necessary to replace the nylon tow 201b with a carbon fiber tow 201a, which will not be described in detail here.

[0081] Example 5

[0082] The present embodiment provides a B-pillar reinforcement plate 200 based on carbon fiber bidirectional prepreg cloth. The specific steps are basically the same as those in Example 3. The difference is that the carbon fiber unidirectional prepreg cloth in Example 3 is replaced by the carbon fiber bidirectional prepreg cloth obtained in Example 2, and the number of plies is modified. Specifically, the B-pillar reinforcement plate 200 of the present embodiment has 4 plies at the head, 4 plies at the tail, and 0 plies in the middle.

[0083] Example 6

[0084] like Figure 6 As shown, the B-pillar reinforcement plate 200 obtained in Example 3 and Example 5 is installed in the B-pillar component 100. The B-pillar component 100 has a plate portion 101 and side edges 102 located on both sides of the plate portion 101. The plate portion 101 and the side edges 102 form a load-bearing area N1. The B-pillar reinforcement plate 200 is placed in the load-bearing area N1. The B-pillar reinforcement plate 200 and the plate portion 101 and the side edges 102 of the B-pillar component 100 are all glued and fixed with structural glue. The elastic modulus of the selected structural glue is 3.0 GPa, the Poisson's ratio is 0.3, and the density is 1.2 kg / mm 3 , a continuous carbon fiber reinforced automobile B-pillar was obtained, and a drop hammer test was performed on it. The test method was carried out according to the reference standards (GB20071-2006 Occupant protection for automobile side collision, ISO 6487-2000 Road vehicle collision test measurement technology instrument equipment). A stamped B-pillar reinforcement plate was used for experimental control.

[0085] The initial weight of the stamped B-pillar reinforcement plate is 1.749 kg. The B-pillar reinforcement plate based on carbon fiber unidirectional prepreg cloth used in this embodiment weighs 0.76 kg, with a weight reduction of 0.99 kg and a weight reduction ratio of 56.6%.

[0086] Using three-point bending CAE simulation analysis, under the condition of a 40kg drop hammer, the peak collision force of the stamped B-pillar reinforcement plate is basically the same as that of the carbon fiber. The crushing amount of the B-pillar reinforcement plate based on carbon fiber unidirectional prepreg is 136.6mm smaller than that of the stamped B-pillar reinforcement plate, indicating that the carbon fiber has a larger bending resistance. The average collision force of the B-pillar reinforcement plate based on carbon fiber unidirectional prepreg is 13.51KN greater than that of the stamped B-pillar reinforcement plate, and the collision force efficiency is higher than that of the stamped B-pillar reinforcement plate.

[0087] The crushing amount of the B-pillar reinforcement plate based on carbon fiber bidirectional prepreg is 205.5mm less than that of the B-pillar reinforcement plate formed by stamping. The average collision force of the B-pillar reinforcement plate based on carbon fiber bidirectional prepreg is 19.7KN greater than that of the B-pillar reinforcement plate formed by stamping.

[0088] CAE simulation analysis shows that the optimized carbon fiber B-pillar reinforcement plate manufactured by the powder slurry method is superior to the traditional cold-stamped high-strength steel B-pillar reinforcement plate in terms of performance, and plays a role in reducing fuel consumption, energy conservation and emission reduction.

[0089] Example 7

[0090] During the experiment, it was found that when the B-pillar reinforcement plate 200 based on carbon fiber unidirectional prepreg was obtained by using Example 3, nylon melted when heated and the interlayer compatibility was poor, and the interlayers were easily peeled off when exposed to high temperatures, causing the material to deform and lose the mechanical properties that the product should have. Therefore, on the basis of Example 6, this Example 7 fixes the B-pillar reinforcement plate based on carbon fiber unidirectional prepreg obtained in Example 3 to the plate portion 101 and the side edge 102 of the B-pillar component 100 by riveting, as shown in FIG. Figure 7 shown.

[0091] During the experiment, it was also found that due to the small area of ​​the stop cap of the existing rivet, the rivet was subjected to a large tensile force during the drop hammer test. The stop cap on the side of the B-pillar reinforcement plate exerted a large pressure on the surface of the carbon fiber unidirectional prepreg cloth. The carbon fiber unidirectional prepreg cloth at the rivet connection was easily damaged and cracked, resulting in limited improvement in mechanical properties.

[0092] Based on this, the structure of the rivet 300 used in this embodiment is as follows: Figure 8 to Figure 11 As shown, the rivet 300 includes a rivet body 301 and an operating rod 302 that cooperates with the rivet body 301;

[0093] The nail body 301 has an end 301b and a stop cap 301a at the other end. The nail body 301 has a through mounting hole inside, and the end 301b has a countersunk hole 301b-1 inside.

[0094] The operating rod 302 is located in the mounting hole of the nail body 301, and one end of the operating rod 302 has a flange 302a that matches the countersunk hole 301b-1. When the flange 302a moves into the countersunk hole 301b-1, the flange 302a squeezes the circumferential side wall of the countersunk hole 301b-1 to deform outward, thereby expanding the diameter of the side wall and achieving the purpose of stopping.

[0095] On this basis, the nail body 301 also has a tube 303 extending to the outside of the stop cap 301a. The tube 303 and the nail body 301 are integrally formed. The tube 303 has a built-in cavity. The end of the tube 303 away from the nail body 301 is open. The side wall of the tube 303 is provided with a long hole N2 extending axially and distributed circumferentially. One end of the long hole N2 is adjacent to the stop cap 301a, and the two ends of the wall 303a between two adjacent long holes N2 have inward folded grooves S1, and the middle part of the wall 303a has an outward folded groove S2.

[0096] The tube 303 is extruded axially from the end of the tube 303, and the wall 303a between two adjacent long holes N2 is extruded, and is bent toward the inside of the tube 303 along the inner folding grooves S1 at both ends, and is bent toward the outside of the tube 303 along the outer folding grooves S2 in the middle, until the maximum extrusion degree is reached. At this time, the wall 303a forms a bent extension portion M extending outward from the tube 303, and the extension portion M can extend to the plane where the stop cap 301a is located, and can contact the surface of the part to be connected.

[0097] Furthermore, an extrusion piece 304 is provided outside the open side end of the pipe fitting 303, and the extrusion piece 304 extends into the pipe fitting 303. The inner cavity of the pipe fitting 303 has a cross-sectional shape that limits the rotation of the extrusion piece 304. For example, the cross-sectional shape of the pipe fitting 303 is a square, and the extending portion of the extrusion piece 304 is a matching square; the operating rod 302 passes through the extrusion piece 304 and is threadedly connected thereto; during installation, the operating rod 302 is rotated, and the flange 302a at one end of the operating rod 302 gradually moves into the countersunk hole 301b-1, and the other end of the operating rod 302 drives the extrusion piece 304 to move into the pipe fitting 303 through the rotation of the thread, until the above-mentioned wall 303a is bent to form an extension portion M.

[0098] In another embodiment of the present invention, an auxiliary component 305 is further provided in the pipe 303, and the auxiliary component 305 includes a base 305a and an extension piece 305b distributed along the circumference of the base 305a, and the extension piece 305b has a rigid body 305b-1 and an elastic arm 305b-2, and the rigid body 305b-1 is connected to the base 305a through the elastic arm 305b-2, and the extension piece 305b corresponds to the position of the long hole N2, and the connection between the elastic arm 305b-2 and the base 305a has a first bend. Part R1, the first bending part R1 has a tendency to make the extension piece 305b bend outward from the tube 303. In the initial state, the base 305a and the extension piece 305b are both located in the inner cavity of the tube 303, and the extension piece 305b is squeezed by the inner wall 303a of the tube 303, and shrinks inward at the first bending part R1. When the extension piece 305b moves to the position of the long hole N2, the extension piece 305b is separated from the squeezing of the inner wall 303a, and can return to the extended state under the action of the first bending part R1 and bend outward from the tube 303.

[0099] The base 305a is sleeved on the operating rod 302 and extends to one side of the nail body 301. A chamber N3 for accommodating the base 305a is opened in the nail body 301, and the chamber N3 has a cross-sectional shape that limits the rotation of the base 305a, such as a matching square shape; the base 305a is threadedly connected to the operating rod 302, and the thread direction of the base 305a is opposite to the thread direction of the extrusion member 304. When the operating rod 302 rotates, the base 305a and the extrusion member 304 are driven to move toward each other. In the process of the extrusion member 304 extruding the tube 303, the base 305a drives the extension member 305b to move and extend out of the tube 303.

[0100] Furthermore, the elastic arm 305b-2 also has a second bent portion R2 opposite to the first bent portion R1, and a supporting protrusion 301a-1 is also provided on the stop cap 301a at the long hole N2. When the extension member 305b extends outward from the tube member 303, the second bent portion R2 is just located at the supporting protrusion 301a-1.

[0101] On this basis, the pipe fitting 303 as a whole is a tapered pipe or a reducer, and the pipe diameter at the connection between the pipe fitting 303 and the stop cap 301a is smaller than the pipe diameter at the end of the pipe fitting 303. When the extension piece 305b extends outward from the pipe fitting 303, the rigid body 305b-1 of the extension piece 305b is located within the axial projection range of the end of the pipe fitting 303; when the extrusion piece 304 reaches the maximum extrusion degree, the end of the pipe fitting 303 can push the rigid body 305b-1 of the extension piece 305b to bend along the second bending portion R2 toward the stop cap 301a, until the rigid body 305b-1 of the extension piece 305b reaches the plane where the stop cap 301a is located, and can contact the surface of the part to be connected.

[0102] Finally, a breaking groove is also provided on the operating rod 302. After reaching the above two states, that is, the rigid body 305b-1 of the extension piece 305b is bent to the plane where the stop cap 301a is located, and the extension part M is bent to the plane where the stop cap 301a is located. At this time, the base 305a and the extrusion piece 304 can no longer move. Continuing to apply external force to the operating rod 302 will cause the operating rod 302 to break at the breaking groove, and the fastening installation is completed at this time.

[0103] The B-pillar reinforcement plate based on carbon fiber unidirectional prepreg obtained in Example 3 was fixed to the plate portion 101 and the side edge 102 of the B-pillar component 100 by riveting to obtain a continuous carbon fiber reinforced automobile B-pillar, and a drop hammer test was performed on it. The test results show that, using three-point bending CAE simulation analysis, under a drop hammer of 40kg, the peak collision force is 45.2KN, the crushing amount is 139.8mm, which is 182.1mm smaller than the stamped B-pillar reinforcement plate, and the average collision force is 27.21KN, which is 16.35KN larger than the stamped B-pillar reinforcement plate. The test results are compared with Fig.12 As shown, compared with the B-pillar reinforcement plate based on carbon fiber unidirectional prepreg fabric that is glued and fixed with structural glue in Example 6, the mechanical properties are significantly improved.

[0104] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. A continuous carbon fiber reinforced automobile B-pillar, characterized in that: include, A B-pillar component (100), the B-pillar component (100) comprising a plate portion (101) and a side edge (102), the plate portion (101) and the side edge (102) enclosing a load-bearing area (N1); and, A B-pillar reinforcement plate (200), the B-pillar reinforcement plate (200) being located in the load-bearing area (N1) and riveted to the plate portion (101) and the side edge (102); Wherein, the B-pillar reinforcement plate (200) is composed of a plurality of carbon fiber tow plies (201) that are compression-molded into a single body structure; The carbon fiber tow layer (201) is formed by cross-weaving carbon fiber tows (201a) and nylon tows (201b), and the weaving direction of the carbon fiber tows (201a) between two adjacent carbon fiber tow layers (201) is 90 degrees; the B-pillar reinforcement plate (200) is connected and fixed to the plate portion (101) and the side edge (102) by rivets (300); The rivet (300) comprises a rivet body (301) and an operating rod (302) cooperating with the rivet body (301); The nail body (301) has a tube (303) extending outward from the stop cap (301a), and the side wall of the tube (303) is provided with long holes (N2) extending in the axial direction and distributed in the circumferential direction, and both ends of the wall (303a) between two adjacent long holes (N2) have inwardly folded grooves (S1), and the middle part of the wall (303a) has an outwardly folded groove (S2); The operating rod (302) is also provided with a threaded extrusion piece (304) on the outside of the end of the pipe (303), the extrusion piece (304) extends into the pipe (303), and the inner cavity of the pipe (303) has a cross-sectional shape that limits the rotation of the extrusion piece (304); An auxiliary component (305) is also provided in the pipe (303), and the auxiliary component (305) comprises a base (305a) and extension pieces (305b) distributed along the circumference of the base (305a), and the extension pieces (305b) correspond to the positions of the long holes (N2); A first bending portion (R1) is provided at a connection point between the extension piece (305b) and the base body (305a), and the first bending portion (R1) has a tendency to cause the extension piece (305b) to bend outward from the tube (303); Wherein, the base (305a) extends toward the inner cavity of the nail body (301), the inner cavity of the nail body (301) has a cross-sectional shape that limits the rotation of the base (305a), and the base (305a) is threadedly connected to the operating rod; The thread direction of the base body (305a) is opposite to the thread direction of the extruded part (304).

2. The continuous carbon fiber reinforced automobile B-pillar according to claim 1, characterized in that: The carbon fiber tow ply (201) has one of the following characteristics: (i) tensile strength not less than 1800 MPa; (ii) a tensile modulus of not less than 90 GPa; (iii) elongation at break is 1.6~1.8%; (iv) flexural strength not less than 1000 MPa; (v) The flexural modulus is not less than 90 GPa.

3. The continuous carbon fiber reinforced automobile B-pillar according to claim 1, characterized in that: The carbon fiber tow (201a) is a continuous carbon fiber, and the carbon fiber tow (201a) has one of the following characteristics: (i) The number of single filaments is 45~55K; (ii) Density: 1.2 g / cm 3 ~1.8g / cm 3 .

4. The continuous carbon fiber reinforced automobile B-pillar according to claim 3, characterized in that: The carbon fiber tow (201a) is in a strip shape, the thickness of the carbon fiber tow (201a) is 0.13-0.15 mm, and the width of the carbon fiber tow (201a) is 100-500 mm.

5. The continuous carbon fiber reinforced automobile B-pillar according to claim 1, characterized in that: The extension piece (305b) further comprises a second bending portion (R2) opposite to the first bending portion (R1); The diameter of the pipe at the connection between the pipe fitting (303) and the stop cap (301a) is smaller than the diameter of the end of the pipe fitting (303), and the extension piece (305b) is located within the axial projection range of the end of the pipe fitting (303).

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