Engine hood, manufacturing method of engine hood and vehicle

Abstract

The embodiment of the invention discloses an engine hood, a manufacturing method of the engine hood and a vehicle, and belongs to the technical field of vehicles. The engine hood comprises an engine hood outer plate and an engine hood inner plate, and the engine hood inner plate is connected to the engine hood outer plate; the engine hood outer plate comprises a surface layer and an inner layer which are arranged in a stacked mode, the surface layer is the layer, away from the engine hood inner plate, of the engine hood outer plate, and the inner layer is the layer, close to the engine hood inner plate, of the engine hood outer plate. Wherein the surface layer is laid by adopting an SMC carbon fiber composite material, and the inner layer is laid by adopting a continuous carbon fiber composite material; the engine hood inner plate is laid by adopting SMC carbon fiber composite materials. On the premise of meeting performance indexes, the engine hood meets the strength and rigidity requirements of the engine hood, can achieve the purpose of reducing the weight, and has the advantages of being low in density, high in specific strength and high in specific modulus; and meanwhile, the attractiveness of the engine hood can be improved while weight reduction is achieved, and the user experience is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to an engine hood, a method for manufacturing an engine hood, and a vehicle. Background Art

[0002] With the rapid development of the automobile industry, automobile exhaust emissions and fuel efficiency have received increasing attention from society, and automobile lightweighting has become a development trend in the automobile industry.

[0003] The car engine hood is one of the important parts of the car body, also known as the engine cover. Its main function is to protect the engine compartment, isolate the noise generated by the engine during operation, improve the comfort of the car, and beautify the engine compartment. In the related art, the engine hood is generally made of steel or aluminum.

[0004] However, the above-mentioned engine hood structure is difficult to meet the lightweight requirements and is not suitable for the development of lightweight automobiles. Summary of the invention

[0005] In view of the above problems, the present application provides an engine hood, a method for manufacturing an engine hood and a vehicle, which, under the premise of meeting performance indicators, not only meet the strength and stiffness requirements of the engine hood, but also achieve the goal of reducing weight, and have the advantages of low density, high specific strength and high specific modulus; at the same time, while achieving weight reduction, it can also improve the aesthetics of the engine hood and enhance user experience.

[0006] In order to achieve the above objectives, this application provides the following technical solutions:

[0007] A first aspect of an embodiment of the present application provides an engine hood, comprising an engine hood outer panel and an engine hood inner panel, wherein the engine hood inner panel is connected to the engine hood outer panel; the engine hood outer panel comprises a surface layer and an inner layer which are stacked, the surface layer being a layer of the engine hood outer panel away from the engine hood inner panel, the inner layer being a layer of the engine hood outer panel close to the engine hood inner panel, and the engine hood inner panel is connected to the inner layer; wherein the surface layer is paved with SMC carbon fiber composite material, and the inner layer is paved with continuous carbon fiber composite material; the engine hood inner panel is paved with SMC carbon fiber composite material.

[0008] In a feasible implementation, the thickness of the inner layer is greater than the thickness of the surface layer.

[0009] In a feasible implementation, a connecting layer is connected between the surface layer and the inner layer, and the connecting layer is paved with a continuous carbon fiber composite material.

[0010] In one feasible embodiment, the thickness of the surface layer ranges from 0.45mm to 0.55mm; and / or the thickness of the inner layer ranges from 0.6mm to 0.65mm; and / or the thickness of the connecting layer ranges from 0.6mm to 0.65mm; and / or the thickness of the inner panel of the engine hood ranges from 1.8mm to 2.2mm.

[0011] In a feasible implementation, the sum of the thicknesses of the surface layer, the connecting layer and the inner layer is between 1.65 mm and 1.85 mm.

[0012] In a feasible implementation, the sum of the thicknesses of the surface layer, the connecting layer and the inner layer is between 1.65 mm and 1.80 mm.

[0013] In a feasible implementation, at least one latch reinforcement plate and at least one hinge reinforcement plate are provided on the inner plate of the engine hood; and / or reinforcing ribs are provided on the inner plate of the engine hood.

[0014] In one feasible embodiment, the lock reinforcement plate is paved with a continuous carbon fiber composite material, and the thickness of the lock reinforcement plate ranges from 1.0mm to 1.4mm; and / or, the hinge reinforcement plate is paved with a continuous carbon fiber composite material, and the thickness of the hinge reinforcement plate ranges from 1.0mm to 1.4mm.

[0015] A second aspect of an embodiment of the present application provides a method for manufacturing an engine hood, which is used for the engine hood; the method for manufacturing the engine hood includes: impregnating continuous carbon fibers with a resin matrix to form a first prepreg of a resin matrix and continuous carbon fibers; impregnating SMC carbon fibers with a resin matrix to form a second prepreg of a resin matrix and SMC carbon fibers; cutting the first prepreg and the second prepreg into preset shapes and preset thicknesses respectively; laying the cut first prepreg and the second prepreg into a mold in a preset order; heating to a first preset temperature at a first preset rate, keeping the temperature for a first preset time, heating to a second preset temperature at a second preset rate, keeping the temperature for a second preset time; cooling to a third preset temperature at a third preset rate, and opening the mold to take out the product after cooling.

[0016] In a feasible embodiment, while the step of "laying the cut first prepreg and the second prepreg in a mold according to a preset order", it also includes: laying the cut first prepreg and the second prepreg in a mold according to a preset order at a fourth preset temperature.

[0017] In a feasible embodiment, in the step of "raising the temperature to the first preset temperature at a first preset rate, keeping it warm for a first preset time, raising the temperature to the second preset temperature at a second preset rate, and keeping it warm for a second preset time": the first preset rate is between 2°C / min-3°C / min, the first preset temperature is between 70°C-90°C, and the first preset time is between 8min-12min; the second preset temperature is between 130°C-170°C, and the second preset time is between 50min-70min; the third preset rate is 2°C / min-3°C / min, and the third preset temperature is between 50°C-70°C; the fourth preset temperature is between 20°C-40°C.

[0018] In a feasible implementation, in the step of "raising the temperature to a first preset temperature at a first preset rate and keeping it warm for a first preset time, raising the temperature to a second preset temperature at a second preset rate and keeping it warm for a second preset time": the first preset rate, the second preset rate and the third preset rate are the same.

[0019] A third aspect of an embodiment of the present application provides a vehicle, comprising a vehicle body and an engine hood, wherein the vehicle body has a vehicle cavity, and the engine hood is installed in the vehicle cavity.

[0020] The embodiment of the present application provides a hood, a manufacturing method of the hood and a vehicle, wherein the hood includes an outer hood panel and an inner hood panel, wherein the surface layer is paved with SMC carbon fiber composite material, and the inner layer is paved with continuous carbon fiber composite material; the inner hood panel is paved with SMC carbon fiber composite material. Thus, compared with the hood made of steel or aluminum in the related art, the hood of the present application not only meets the strength and stiffness requirements of the hood, but also can achieve the goal of reducing weight under the premise of meeting the performance index, and has the advantages of low density, high specific strength and high specific modulus; at the same time, the surface layer is paved with SMC carbon fiber composite material, and compared with the hood in the related art, the appearance and interior of the hood are both plain or twill, the present application can make the appearance of the hood forged and the interior twill, which helps to provide users with more choices of appearance effects, and can improve the aesthetics of the hood while achieving weight reduction, and improve user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 A schematic diagram of the structure of an engine hood provided in an embodiment of the present application;

[0022] Figure 2 A schematic structural diagram of an engine hood outer panel of an engine hood provided in an embodiment of the present application;

[0023] Figure 3A schematic diagram of the external structure of the hood inner panel of the hood provided in an embodiment of the present application;

[0024] Figure 4 A schematic diagram of the internal structure of the hood inner panel of the hood provided in an embodiment of the present application;

[0025] Figure 5 A schematic diagram of the dimensions of an engine hood outer panel and an engine hood inner panel of an engine hood provided in an embodiment of the present application;

[0026] Figure 6 A schematic diagram of the process flow of a method for manufacturing an engine hood provided in an embodiment of the present application.

[0027] Description of reference numerals:

[0028] 100 - engine hood;

[0029] 110-engine hood outer panel; 111-surface layer; 112-inner layer;

[0030] 113-connecting layer; 120-engine hood inner plate; 130-lock reinforcement plate;

[0031] 140-hinge reinforcement plate; 150-connecting piece. DETAILED DESCRIPTION

[0032] The car engine hood is one of the important parts of the car body, also known as the engine cover. Its main function is to protect the engine compartment, isolate the noise generated by the engine during operation, improve the comfort of the car, and beautify the engine compartment. In the related technology, the engine hood is generally made of steel or aluminum. Due to its thin thickness, there is no room for lightweighting by forming it with high-strength steel, which makes it difficult to meet the lightweight requirements of the engine hood structure and is not suitable for the development of lightweight automobiles.

[0033] In view of the above technical problems, the embodiment of the present application provides a hood, a manufacturing method of the hood and a vehicle, wherein the hood includes an outer hood panel and an inner hood panel, the surface layer is paved with SMC carbon fiber composite material, and the inner layer is paved with continuous carbon fiber composite material; the inner hood panel is paved with SMC carbon fiber composite material. In this way, compared with the hood made of steel or aluminum materials in the related art, the hood of the present application not only meets the strength and stiffness requirements of the hood, but also can achieve the goal of reducing weight under the premise of meeting the performance indicators, and has the advantages of low density, high specific strength and high specific modulus; at the same time, the surface layer is paved with SMC carbon fiber composite material, compared with the appearance and interior of the hood in the related art are both plain or twill, the present application can make the appearance of the hood forged and the interior twill, which helps to provide users with more choices of appearance effects, and can improve the aesthetics of the hood while achieving weight reduction, and improve user experience.

[0034] In order to make the purpose, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below in conjunction with the drawings in the embodiments of the present application. In the drawings, the same or similar reference numerals throughout represent the same or similar parts or parts with the same or similar functions. The described embodiments are part of the embodiments of the present application, not all of the embodiments. The embodiments described below with reference to the drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limitations on the present application. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0035] An embodiment of the present application provides a vehicle, including a vehicle body and an engine hood 100 , wherein the vehicle body has a vehicle cavity, and the engine hood 100 is installed in the vehicle cavity.

[0036] For example, the vehicle may be an intelligent self-driving vehicle; or, the vehicle may be an ordinary human-driven vehicle, such as a car, a truck, a trailer, or a flatbed truck; or, the vehicle may be a van, etc. This embodiment does not limit this.

[0037] It can be understood that the engine hood 100 refers to the engine cover. The engine is installed in the vehicle cavity. The engine hood 100 is usually located on the top of the engine. Its function is to prevent external impurities from entering the engine and play a protective role on the engine.

[0038] Reference Figure 1 As shown, the hood 100 may include a hood outer panel 110 and a hood inner panel 120 , and the hood inner panel 120 is connected to the hood outer panel 110 .

[0039] In the embodiment of the present application, there is no limitation on the connection method between the hood outer panel 110 and the hood inner panel 120. For example, the hood outer panel 110 and the hood inner panel 120 may be connected by bonding; or, the hood outer panel 110 and the hood inner panel 120 may be connected by welding; or, the hood outer panel 110 and the hood inner panel 120 may be connected by riveting. This embodiment does not limit this.

[0040] In this embodiment, refer to Figure 1 As shown, the hood outer panel 110 and the hood inner panel 120 may be connected via a connector 150. For example, the connector 150 may be adhesive.

[0041] It should be noted that, in general, the hood outer panel 110 is a relatively flat large cover, which is conducive to meeting the needs of the vehicle shape. Two reinforcing ribs are also arranged longitudinally on the surface of some hood outer panels 110 to enhance the overall rigidity of the hood 100. The hood inner panel 120 is generally in a grid shape, and convex ribs are generally arranged on the hood inner panel 120. The hood inner panel 120 is provided with openings, which not only considers the requirements of reducing weight, increasing overall rigidity and overall aesthetics, but also helps to consider the need to avoid hinges and lock mechanisms.

[0042] Reference Figure 2 As shown, the hood outer panel 110 includes a stacked surface layer 111 and an inner layer 112 , the surface layer 111 being a layer of the hood outer panel 110 away from the hood inner panel 120 , the inner layer 112 being a layer of the hood outer panel 110 close to the hood inner panel 120 , and the hood inner panel 120 is connected to the inner layer 112 .

[0043] In the embodiment of the present application, the surface layer 111 is paved with SMC carbon fiber composite material, the inner layer 112 is paved with continuous carbon fiber composite material; the engine hood inner panel 120 is paved with SMC carbon fiber composite material.

[0044] It should be noted that carbon fiber is a fiber material with a carbon content of up to 95%. It has the characteristics of light weight, high strength, high hardness, wear resistance and corrosion resistance. Compared with steel and aluminum materials, the density of carbon fiber composite materials is 30% lighter than aluminum and 50% lighter than steel. At the same time, the strength of carbon fiber is five times that of steel and the stiffness is twice that of steel.

[0045] It should be noted that SMC carbon fiber and continuous carbon fiber are two different forms of carbon fiber composite materials, which have significant differences in manufacturing process, application and performance.

[0046] SMC is the full name of Sheet Molding Compound in Chinese and Sheet Molding Compound in English. SMC carbon fiber composite material is a sheet molding compound formed by infiltration of chopped carbon fiber, matrix resin, additives and other materials in a certain ratio using professional molding equipment according to a certain process. These sheet materials can be made into parts of various shapes through hot pressing in the mold.

[0047] The characteristics of SMC carbon fiber composite materials are: because the carbon fiber is chopped, the mechanical properties (such as stiffness and strength) of SMC carbon fiber are usually not as good as those of continuous carbon fiber; SMC carbon fiber composite materials are suitable for mass production and have relatively low costs; the manufacturing process of SMC carbon fiber composite materials is relatively simple and suitable for parts with complex shapes.

[0048] Continuous carbon fiber composites are mainly composed of continuous carbon fiber bundles woven into fabrics, which are usually used in combination with resin. The role of the resin is to fix the shape and protect the fiber filaments from the influence of the external environment. The real bearing capacity or stress transmission is completed by the fiber.

[0049] The characteristics of continuous carbon fiber composite materials are: because the carbon fiber is continuous, it has excellent mechanical properties, high strength and high stiffness, and the shape of the carbon fiber is completely preserved. The strength is higher than that of SMC carbon fiber. The manufacturing process of continuous carbon fiber is relatively complicated and the cost is relatively high; the arrangement direction of continuous carbon fiber can be designed as needed to optimize the mechanical properties.

[0050] In the embodiment of the present application, the surface layer 111 is paved with SMC carbon fiber composite material. Thus, in some embodiments, the appearance of the product made of the SMC carbon fiber composite material of the surface layer 111 may be forged, and the inside may be a plain weave of a woven fabric, and after opening the engine hood 100, it can be seen as a plain weave effect; in some embodiments, the appearance and the inside of the product may both be forged; in some embodiments, the appearance of the product may be a plain weave, and the inside may be forged.

[0051] In this embodiment, the product is mainly described by taking the forging pattern as the exterior and the plain weave as the interior. Thus, compared with the related art in which both the exterior and the interior of the product are plain or twill, the present application can provide users with more choices of appearance effects, which helps to improve the aesthetics of the engine hood 100 and enhance the user experience.

[0052] It should be noted that plain weave is a basic weaving method. Its weaving method is relatively simple. It is made of warp and weft threads interwoven vertically and horizontally. Plain weave cloth is usually interwoven with a warp yarn and a weft yarn. The warp and weft threads are woven in a cross-woven manner. This weaving method is a uniform lattice pattern on the plane. Plain weave cloth is usually soft and breathable. Forging pattern is a special weaving method. The interlacing of yarns will form a variety of different patterns and patterns. The three-dimensional effect of forging pattern is more obvious, which is formed by the interlacing of different yarn densities. Compared with plain weave, the weaving method of forging pattern is more complicated, and it needs to go through multiple intricate processing processes, making forging pattern tougher and more elastic than plain weave.

[0053] In the embodiment of the present application, the inner layer 112 is paved with continuous carbon fiber composite material, and the engine hood inner panel 120 is paved with SMC carbon fiber composite material. In this way, compared with the engine hood 100 made of steel or aluminum in the related art, the engine hood 100 of the present application not only meets the strength and stiffness requirements of the engine hood 100, but also can achieve the goal of reducing weight, and has the advantages of low density, high specific strength, and high specific modulus.

[0054] The following is a comparative analysis of the carbon fiber composite material of the embodiment of the present application and the steel material of the comparative example in combination with specific experimental data:

[0055]

[0056] It should be noted that, when making a comparison, for the same component, the components of the comparative example and the embodiment of the present application are only set to have different material thicknesses, and the other parameters are the same.

[0057] Taking the engine hood outer panel 110 as an example, the material thickness of the engine hood outer panel 110 of the comparative example is 0.65 mm, and the material thickness of the engine hood outer panel 110 of the embodiment of the present application is 1.76 mm, and the material thickness of the engine hood outer panel 110 of the embodiment of the present application is greater than the material thickness of the engine hood outer panel 110 of the comparative example. The experimental results show that the weight of the engine hood outer panel 110 of the embodiment of the present application is less than the weight of the engine hood outer panel 110 of the comparative example.

[0058] Taking the left hinge reinforcement plate as an example, the material thickness of the left hinge reinforcement plate of the comparative example is 1.2 mm, and the material thickness of the left hinge reinforcement plate of the embodiment of the present application is 1.2 mm. The material thickness of the left hinge reinforcement plate of the embodiment of the present application is the same as that of the left hinge reinforcement plate of the comparative example. The experimental result is that the weight of the left hinge reinforcement plate of the embodiment of the present application is less than that of the left hinge reinforcement plate of the comparative example.

[0059] In summary, it can be seen from the table that when the material thickness of each component made of carbon fiber composite material is greater than or equal to the material thickness of each component made of steel material, but because the density of carbon fiber composite material is lower than the density of steel material, the weight of each component made of carbon fiber composite material is less than the weight of each component made of steel material. Compared with steel material, carbon fiber composite material has obvious weight reduction effect, which helps to achieve the goal of reducing the weight of engine hood 100.

[0060] In addition, since the specific strength of the carbon fiber composite material is higher than that of the rigid material, and the specific modulus of the carbon fiber composite material is higher than that of the rigid material, the engine hood 100 of the present application helps to ensure sufficient strength and stiffness requirements.

[0061] Therefore, the engine hood 100 provided in the embodiment of the present application, while meeting the performance indicators, not only meets the strength and stiffness requirements of the engine hood 100, but also can achieve the goal of reducing weight, and has the advantages of low density, high specific strength, and high specific modulus; at the same time, the surface layer 111 is paved with SMC carbon fiber composite material. Compared with the related art in which the appearance and interior of the engine hood 100 are both plain or twill, the present application can make the appearance of the engine hood 100 a forging pattern and the interior a twill, which helps to provide users with more choices of appearance effects, and can improve the aesthetics of the engine hood 100 while achieving weight reduction, thereby improving user experience.

[0062] In a feasible implementation, the thickness of the inner layer 112 is greater than the thickness of the surface layer 111 .

[0063] It should be noted that there is no limitation on the number of the surface layer 111 and the inner layer 112. For example, the number of the surface layer 111 can be set to one, two or more layers; the number of the inner layer 112 can be set to one, two or more layers. In this embodiment, one surface layer 111 and one inner layer 112 are mainly used as an example for description.

[0064] It should be noted that when the inner layer 112 and the surface layer 111 are both single-layer, the thickness of the inner layer 112 refers to the single-layer thickness, and the thickness of the surface layer 111 refers to the single-layer thickness. When the inner layer 112 and the surface layer 111 are both multi-layer, the thickness of the inner layer 112 refers to the total thickness, and the thickness of the surface layer 111 refers to the total thickness.

[0065] In this way, the thickness of the inner layer 112 is set to be greater than the thickness of the surface layer 111. Under the premise of meeting the performance indicators, it not only meets the strength and stiffness requirements of the engine hood 100, but also can achieve the goal of reducing weight, thereby achieving both the weight reduction effect and meeting the requirements of different users for the appearance of the engine hood 100.

[0066] In one possible implementation, referring to Figure 2As shown, a connection layer 113 may be connected between the surface layer 111 and the inner layer 112, and the connection layer 113 is laid with continuous carbon fiber composite materials. In this way, compared with the engine hood 100 made of steel or aluminum in the related art, the engine hood 100 of the present application not only meets the strength and stiffness requirements of the engine hood 100, but also can achieve the goal of reducing weight, and has the advantages of low density, high specific strength, and high specific modulus.

[0067] In addition, it should be noted that, in this embodiment, a connecting layer 113 is connected between the surface layer 111 and the inner layer 112, which is beneficial to increase the overall thickness of the engine hood 100 and ensure that the overall thickness of the engine hood 100 is within a reasonable range. On the one hand, it is beneficial to avoid problems such as insufficient structural strength and easy wear when the overall thickness of the engine hood 100 is too thin; on the other hand, it is beneficial to avoid problems such as uneven texture, waste of labor, and increased costs when the overall thickness of the engine hood 100 is too thick due to too many layers.

[0068] In one possible implementation, referring to Figure 5 As shown, the thickness range T1 of the surface layer 111 can be between 0.45mm-0.55mm. For example, the thickness T1 of the surface layer 111 can be set to 0.45mm, 0.46mm, 0.47mm, 0.48mm, 0.49mm, 0.50mm, 0.51mm, 0.52mm, 0.53mm, 0.54mm, 0.55mm or any value between 0.45mm-0.55mm according to actual needs. In the embodiment of the present application, the thickness T1 of the surface layer 111 is mainly 0.5mm as an example for description.

[0069] When the thickness of the surface layer 111 is less than 0.45 mm, the strength of the surface layer 111 is insufficient and the surface layer 111 is easily worn and exposed. When the thickness of the surface layer 111 is greater than 0.55 mm, due to the large thickness, multiple layers need to be laid, which wastes labor and increases costs. Therefore, the thickness of the surface layer 111 is within the range of 0.45 mm-0.55 mm, which can not only ensure the structural strength, but also does not waste too much cost during the processing.

[0070] The thickness range T2 of the inner layer 112 may be between 0.6 mm and 0.65 mm. For example, the thickness T2 of the inner layer 112 may be set to 0.6 mm, 0.61 mm, 0.62 mm, 0.63 mm, 0.64 mm, 0.65 mm or any value between 0.6 mm and 0.65 mm according to actual needs. In the embodiment of the present application, the thickness T2 of the inner layer 112 is mainly 0.63 mm.

[0071] The thickness range T3 of the connecting layer 113 may be between 0.6 mm and 0.65 mm. For example, the thickness T3 of the connecting layer 113 may be set to 0.6 mm, 0.61 mm, 0.62 mm, 0.63 mm, 0.64 mm, 0.65 mm or any value between 0.6 mm and 0.65 mm according to actual needs. In the embodiment of the present application, the thickness T3 of the connecting layer 113 is mainly 0.63 mm as an example for description.

[0072] The thickness T4 of the hood inner panel 120 may be in the range of 1.8 mm to 2.2 mm. For example, the thickness T4 of the hood inner panel 120 may be set to 1.8 mm, 1.9 mm, 2.0 mm, 2.1 mm, 2.2 mm or any value between 1.8 mm and 2.2 mm according to actual needs. In the embodiment of the present application, the thickness T4 of the hood inner panel 120 is mainly 2 mm for illustration.

[0073] It should be noted that the thickness of the inner layer 112 and the thickness of the connecting layer 113 can be set to be the same, or the thickness of the inner layer 112 and the thickness of the connecting layer 113 can be set to be different, for example, the thickness of the inner layer 112 is greater than the thickness of the connecting layer 113, or the thickness of the inner layer 112 is less than the thickness of the connecting layer 113. This embodiment is not limited to this.

[0074] By limiting the thickness of the surface layer 111, the connecting layer 113, the inner layer 112 and the hood inner panel 120, on the one hand, it is helpful to avoid the problems of insufficient structural strength and easy wear when the overall thickness of the hood 100 is too thin, and also to avoid the problems of bottom exposure and uneven texture when the thickness is too thin. On the other hand, it is helpful to avoid the problems of uneven texture, waste of labor, increased cost, etc. when too many layers are laid so that the overall thickness of the hood 100 is too thick.

[0075] In an achievable implementation, the sum T of the thicknesses of the surface layer 111, the connection layer 113, and the inner layer 112 may be in the range of 1.65 mm to 1.85 mm. For example, the sum T of the thicknesses of the surface layer 111, the connection layer 113, and the inner layer 112 may be set to 1.65 mm, 1.66 mm, 1.67 mm, 1.68 mm, 1.69 mm, 1.70 mm, 1.72 mm, 1.74 mm, 1.75 mm, 1.85 mm, or any value between 1.65 mm and 1.85 mm according to actual needs, and this is not further limited in the embodiments of the present application.

[0076] In the embodiment of the present application, the sum of the thickness of the surface layer 111, the connecting layer 113 and the inner layer 112 is between 1.65 mm and 1.80 mm. For example, the sum T of the thickness of the surface layer 111, the connecting layer 113 and the inner layer 112 can be set to 1.65 mm, 1.68 mm, 1.70 mm, 1.74 mm, 1.76 mm, 1.80 mm or any value between 1.65 mm and 1.80 mm according to actual needs.

[0077] In the embodiment of the present application, the sum of the thicknesses of the surface layer 111 , the connection layer 113 and the inner layer 112 is 1.76 mm as an example for illustration.

[0078] By limiting the sum of the thicknesses of the surface layer 111, the connecting layer 113 and the inner layer 112, on the one hand, it is helpful to avoid problems such as insufficient structural strength and easy wear when the overall thickness of the hood 100 is too thin. In addition, it can also avoid problems such as bottom exposure and uneven texture when the thickness is too thin. On the other hand, it is helpful to avoid problems such as uneven texture, waste of labor, and increased costs when too many layers are laid so that the overall thickness of the hood 100 is too thick.

[0079] In one possible implementation, referring to Figure 1 As shown, the hood outer panel 110 may include a connector 150, and the hood outer panel 110 is connected to the hood inner panel 120 through the connector 150. This helps to enhance the connection strength between the hood outer panel 110 and the hood inner panel 120, thereby ensuring the structural strength of the hood 100.

[0080] In one possible implementation, referring to Figure 3 and Figure 4 As shown, at least one latch reinforcement plate 130 and at least one hinge reinforcement plate 140 are provided on the hood inner plate 120. For example, the number of the latch reinforcement plates 130 and the hinge reinforcement plates 140 is not limited and can be provided according to actual needs.

[0081] In the embodiment of the present application, there is no limitation on the position of the hinge reinforcement plate 140. For example, the hinge reinforcement plate 140 can be installed at the top two ends of the engine hood inner panel 120, so as to strengthen the top two ends. The hinge reinforcement plate 140 is a universal part for the left and right, which is convenient for maintenance and replacement.

[0082] In the embodiment of the present application, there is no limitation on the position of the lock reinforcement plate 130 . For example, the lock reinforcement plate 130 can be set at the center of the bottom of the engine hood inner panel 120 , so as to achieve local reinforcement of the lock position of the engine hood inner panel 120 .

[0083] In the embodiment of the present application, reinforcing ribs may also be provided on the hood inner panel 120 , wherein the number and position of the reinforcing ribs are not limited. This is beneficial to improving the structural strength of the hood inner panel 120 and ensuring the installation stability of the hood inner panel 120 and the hood outer panel 110 .

[0084] In the embodiment of the present application, the hinge reinforcement plate 140 can be fixedly connected to the hood inner plate 120 by spot welding, the lock reinforcement plate 130 can be fixedly connected to the hood inner plate 120 by spot welding, and the reinforcement rib can be fixedly connected to the hood inner plate 120 by spot welding. This embodiment does not limit this. In this way, the connection strength between the various components is high.

[0085] In the embodiment of the present application, the buckle reinforcement plate 130 can be laid with continuous carbon fiber composite materials, and the hinge reinforcement plate 140 can be laid with continuous carbon fiber composite materials. In this way, compared with the engine hood 100 made of steel or aluminum in the related art, the engine hood 100 of the present application not only meets the strength and stiffness requirements of the engine hood 100, but also can achieve the goal of reducing weight, and has the advantages of low density, high specific strength, and high specific modulus.

[0086] In the embodiment of the present application, the thickness of the lock reinforcement plate 130 can range from 1.0 mm to 1.4 mm. For example, the thickness of the lock reinforcement plate 130 can be set to 1.0 mm, 1.1 mm, 1.2 mm, 1.3 mm, 1.4 mm or any value between 1.0 mm and 1.4 mm according to actual needs. This is not limited in the present embodiment and can be set according to actual needs.

[0087] In the embodiment of the present application, the thickness of the hinge reinforcement plate 140 may range from 1.0 mm to 1.4 mm. For example, the thickness of the hinge reinforcement plate 140 may be set to 1.0 mm, 1.1 mm, 1.2 mm, 1.3 mm, 1.4 mm or any value between 1.0 mm and 1.4 mm according to actual needs. This is not limited in the present embodiment and may be set according to actual needs.

[0088] In an achievable implementation, there is no limitation on the fiber directions of the surface layer 111, the connecting layer 113, and the inner layer 112. Exemplarily, in some embodiments, the fiber direction of the surface layer 111 may be 0° / 90°, and the fiber direction of the connecting layer 113 and the inner layer 112 may also be 0° / 90°. In some embodiments, the fiber direction of the surface layer 111 may be 0° / 90°, and the fiber direction of the connecting layer 113 and the inner layer 112 may be +45° / -45°. In some embodiments, the fiber direction of the surface layer 111 may be +45° / -45°, and the fiber direction of the connecting layer 113 and the inner layer 112 may also be +45° / -45°.

[0089] In the embodiment of the present application, the fiber direction of the surface layer 111 is 0° / 90°, and the fiber direction of the connecting layer 113 and the inner layer 112 is 0° / 90° as an example for description.

[0090] Reference Figure 6 As shown, the embodiment of the present application also provides a method for manufacturing an engine hood, which is used for the engine hood. The method for manufacturing the engine hood may include:

[0091] S100: impregnating the continuous carbon fibers with the resin matrix to prepare a first prepreg of the resin matrix and the continuous carbon fibers.

[0092] S200: The resin matrix is ​​impregnated with the SMC carbon fiber to make a second prepreg of the resin matrix and the SMC carbon fiber.

[0093] It should be noted that prepreg is a very convenient and easy-to-use material that can be used to make composite materials of various shapes and sizes. The dry material with a certain viscosity can be laid more accurately; moreover, there are no bubbles inside the prepreg, which can form a good surface effect; in addition, when prepreg is produced, the production environment is clean and tidy, which is more environmentally friendly than the traditional composite material processing environment.

[0094] It should be noted that the resin matrix is ​​not limited in this embodiment. Exemplarily, the resin matrix in S100 and S200 can be the same resin, for example, epoxy resin. This is not limited in this embodiment. It should be noted that the steps of S100 and S200 can be interchangeable, which is not limited in this embodiment.

[0095] It should be noted that the fiber laying method is not limited in this embodiment. For example, a 0° / 90° laying method can be adopted in this embodiment.

[0096] S300: Cutting the first prepreg and the second prepreg into preset shapes and preset thicknesses respectively.

[0097] It should be noted that there is no limitation on the preset shape and preset thickness of the first prepreg and the second prepreg, and they can be cut according to actual needs. In addition, the first prepreg and the second prepreg should avoid excessive stretching and twisting during cutting to avoid affecting their performance.

[0098] In this embodiment, a numerically controlled laser cutting machine may be used to cut and trim the first prepreg and the second prepreg. It should be noted that in this embodiment, the model and type of the numerically controlled laser cutting machine are not limited.

[0099] S400: Laying the cut first prepreg and the second prepreg into a mold according to a preset order.

[0100] In this embodiment, the shape and size of the mold are not limited. Specifically, a suitable mold can be selected according to the shape and size of the composite material to be produced, and the mold can be cleaned. In addition, when the first prepreg and the second prepreg are placed in the mold, excessive extrusion and deformation should be avoided to avoid affecting their performance.

[0101] S500: When the temperature is raised to a first preset temperature at a first preset rate, the temperature is kept at a first preset time, and then the temperature is raised to a second preset temperature at a second preset rate, and the temperature is kept at a second preset time.

[0102] It should be noted that, in this embodiment, the first preset rate and the second preset rate are not limited and can be set according to actual needs. The first preset rate and the second preset rate can be the same or different.

[0103] In this embodiment, the first preset rate and the second preset rate are the same as an example for explanation. For example, the first preset rate may be a heating rate of 2° to 3°, and the second preset rate may be a heating rate of 2° to 3°.

[0104] In this way, if the first preset rate and the second preset rate are too fast, it is easy to cause the residence time of the first prepreg and the second prepreg to be short, the fusion of the first prepreg and the second prepreg is not thorough enough, and the combination efficiency is poor; if the first preset rate and the second preset rate are too slow, the production efficiency of the product is low. Therefore, in the embodiment of the present application, the first preset rate is set to a heating rate of 2° to 3° and the second preset rate is set to a heating rate of 2° to 3°. This not only helps to ensure the full fusion of the first prepreg and the second prepreg, but also helps to improve the production efficiency of the product.

[0105] In addition, consider setting the first preset rate to a heating rate of 2° to 3° and the second preset rate to a heating rate of 2° to 3°, taking into account both the material formability and the cycle cost. Fast heating will lead to local material shortages of parts, bubbles, pinholes and other appearance defects, while slow heating will result in a long time and high investment cost.

[0106] It should be noted that, in this embodiment, the first preset temperature and the second preset temperature are not limited and can be set according to actual needs.

[0107] In the embodiment of the present application, the first preset temperature may be between 70°C and 90°C. For example, the first preset temperature may be 70°C, 80°C, 90°C, or any value between 70°C and 90°C. The second preset temperature may be between 130°C and 170°C. For example, the second preset temperature may be 130°C, 140°C, 150°C, 160°C, 170°C, or any value between 130°C and 170°C. This embodiment does not limit this.

[0108] In this embodiment, the first preset temperature is 80° C. and the second preset temperature is 150° C. as an example for description.

[0109] It should be noted that, in this embodiment, the first preset time and the second preset time are not limited and can be set according to actual needs.

[0110] In the embodiment of the present application, the first preset time can be between 8min-12min. For example, the first preset time can be set to 8min, 9min, 10min, 11min, 12min or any value between 8min-12min according to actual needs. The second preset time can be between 50min-70min. For example, the second preset time can be set to 50min, 60min, 70min or any value between 50min-70min according to actual needs.

[0111] In this embodiment, the first preset time is 10 minutes and the second preset time is 60 minutes. In this way, the two materials can be better combined and formed, the internal stress is fully released, and the problem of serious deformation of the appearance size is prevented.

[0112] In addition, in this embodiment, maintaining the first preset time and the second preset time within a reasonable range can ensure that the first prepreg and the second prepreg are fully cured, reduce shrinkage, and thus improve heat resistance and mechanical properties.

[0113] For example, in this embodiment, the two mutually exclusive materials can be effectively combined together by the high temperature and high pressure of the autoclave. For example, when the temperature is 30°C, the mold is pushed into the autoclave, and the temperature is raised to 80°C at a rate of 2°C-3°C per minute, and then the temperature is kept for 10 minutes, and then the temperature is raised to 150°C at the same rate and kept for 60 minutes. In this way, the first prepreg and the second prepreg can be effectively combined together.

[0114] S600: Cooling to a third preset temperature at a third preset rate, and opening the mold to take out the product after cooling.

[0115] It should be noted that, in this embodiment, the third preset rate and the third preset temperature are not limited and can be set according to actual needs.

[0116] In this embodiment, the third preset rate is mainly used as a cooling rate of 2° to 3° and the third preset temperature is 60°C as an example for explanation. In this way, considering the deformation and cost of parts, if the cooling rate is too fast, it is easy to cause large deformation of parts, and if the cooling rate is too slow, it will cause high energy consumption and high processing costs. Therefore, the third preset rate is set as a cooling rate of 2° to 3° in this application, which is not only conducive to avoiding the problem of large deformation of parts, but also helps to avoid the problem of high energy consumption and high processing costs.

[0117] In the embodiment of the present application, while "laying the cut and trimmed first prepreg and second prepreg in a mold according to a preset order", it may also include: laying the cut and trimmed first prepreg and second prepreg in a mold according to a preset order at a fourth preset temperature.

[0118] The fourth preset temperature may be between 20°C and 40°C. Exemplarily, the fourth preset temperature may be 20°C, 30°C, 40°C or any value between 20°C and 40°C. In this embodiment, the fourth preset temperature of 30°C is mainly used as an example for explanation. In this way, the fusion of the continuous fabric fiber and the SMC can be achieved more quickly, so that the fluidity of the materials reaches a combination point, wherein the temperature is too high or too low, which will cause one of the materials to flow and form first or delay the flow of the other material, resulting in defects in part molding.

[0119] It should be noted that the manufacturing process provided in the embodiment of the present application is applicable to effectively combining two mutually exclusive materials. Specifically, the manufacturing process of this embodiment is not only applicable to the internal combination of the hood outer panel 110, but also applicable to the combination of the hood outer panel 110 and the hood inner panel 120.

[0120] The process of the method for manufacturing the engine hood provided in the embodiment of the present application is described as follows:

[0121] Take the internal connection of the engine hood outer panel as an example:

[0122] The fiber direction is 0° / 90°, the inner layer 112 and the connecting layer 113 are made of the first prepreg, and the surface layer 111 is made of the second prepreg; the first prepreg and the second prepreg are cut into preset shapes and preset thicknesses (for example, the thickness of the second prepreg can be 0.5mm, and the thickness of the first prepreg of the inner layer 112 and the connecting layer 113 can be 0.63mm respectively); the cut first prepreg and the second prepreg are laid into the mold according to the preset order, and the temperature is raised to 80°C at a rate of 2°C-3°C per minute, and the temperature is kept for 10 minutes, and then the temperature is raised to 150°C at the same rate and kept for 60 minutes. In this way, the first prepreg and the second prepreg can be effectively combined together in the form of high temperature and pressure, thereby realizing the effective combination of the internal three-layer structure of the engine hood outer panel 110, and it is beneficial to avoid the appearance problems of the internal three-layer structure such as deformation or bubbles when the internal three-layer structure is combined, thereby improving the aesthetics of the product.

[0123] It should be noted that the preset sequence means that the surface layer 111, the connection layer 113 and the inner layer 112 may be laid in sequence, or the inner layer 112, the connection layer 113 and the surface layer 111 may be laid in sequence. This embodiment does not limit this.

[0124] Take the combination of the hood outer panel 110 and the hood inner panel 120 (mainly the combination of the hood inner panel and the inner layer of the hood outer panel) as an example for explanation:

[0125] The fiber direction is 0° / 90°, the inner layer 112 is made of the first prepreg, and the hood inner panel 120 is made of the second prepreg; the first prepreg and the second prepreg are cut into preset shapes and preset thicknesses (for example, the thickness of the second prepreg can be 2mm, and the thickness of the first prepreg can be 0.63mm); the cut first prepreg and the second prepreg are laid into the mold in a preset order, and the temperature is raised to 80°C at a rate of 2°C-3°C per minute, and then the temperature is kept for 10 minutes, and then the temperature is raised to 150°C at the same rate and kept for 60 minutes. In this way, the first prepreg and the second prepreg can be effectively combined together, thereby realizing the effective combination of the hood outer panel 110 and the hood inner panel 120, and it is beneficial to avoid product appearance problems such as deformation or bubbles when the hood outer panel 110 and the hood inner panel 120 are combined, thereby improving the aesthetics of the product.

[0126] It should be noted that the process of the method for manufacturing the engine hood provided in this embodiment includes but is not limited to the above-mentioned process. As long as two mutually exclusive materials can be effectively combined together through heating and pressurization, they fall within the protection scope of this application.

[0127] Therefore, the embodiment of the present application provides a hood, a method for manufacturing the hood and a vehicle, wherein the hood includes an outer hood panel and an inner hood panel, the surface layer is paved with SMC carbon fiber composite material, the inner layer is paved with continuous carbon fiber composite material; the inner hood panel is paved with SMC carbon fiber composite material. In this way, compared with the hood made of steel or aluminum material in the related art, the hood of the present application not only meets the strength and stiffness requirements of the hood, but also can achieve the goal of reducing weight under the premise of meeting the performance indicators, and has the advantages of low density, high specific strength and high specific modulus; at the same time, the surface layer is paved with SMC carbon fiber composite material, compared with the appearance and interior of the hood in the related art are both plain or twill, the present application can make the appearance of the hood forged and the interior twill, which helps to provide users with more choices of appearance effects, and can improve the aesthetics of the hood while achieving weight reduction, and improve user experience.

[0128] It should be noted that, in the description of the embodiments of the present application, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, or it can be an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0129] In the description of the embodiments of the present application, the term "and / or" merely indicates an association relationship that describes associated objects, indicating that three relationships may exist. For example, A and / or B may indicate the following three situations: A exists alone, A and B exist at the same time, and B exists alone. In addition, the term "at least one" indicates any combination of at least two of any one or more of a plurality of. For example, at least one of A, B, and C may indicate any one or more elements selected from a set that includes A, B, and C.

[0130] In the description of the embodiments of the present application, the terms "upper", "lower", "front", "back", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc. indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific position, be constructed and operated in a specific position, and therefore cannot be understood as a limitation on the present application. In addition, the term "plurality" means two or more, unless otherwise precisely and specifically specified.

[0131] In the description of the embodiment of the present application, the terms "first", "second", "third", "fourth", etc. (if present) are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0132] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. An engine hood, It is characterized in that It includes an engine hood outer panel and an engine hood inner panel, wherein the engine hood inner panel is connected to the engine hood outer panel; The hood outer panel comprises a surface layer and an inner layer which are stacked, wherein the surface layer is a layer of the hood outer panel away from the hood inner panel, and the inner layer is a layer of the hood outer panel close to the hood inner panel, and the hood inner panel is connected to the inner layer; Among them, the surface layer is paved with SMC carbon fiber composite material, the inner layer is paved with continuous carbon fiber composite material; the inner panel of the engine hood is paved with SMC carbon fiber composite material.

2. The engine hood according to claim 1, It is characterized in that The thickness of the inner layer is greater than the thickness of the surface layer.

3. The engine hood according to claim 1, It is characterized in that A connecting layer is connected between the surface layer and the inner layer, and the connecting layer is paved with continuous carbon fiber composite material.

4. The engine hood according to claim 3, It is characterized in that The thickness of the surface layer ranges from 0.45mm to 0.55mm; and / or, the thickness of the inner layer ranges from 0.6mm to 0.65mm; and / or, the thickness of the connecting layer ranges from 0.6mm to 0.65mm; and / or, the thickness of the inner panel of the engine hood ranges from 1.8mm to 2.2mm.

5. The engine hood according to claim 3, It is characterized in that The sum of the thicknesses of the surface layer, the connecting layer and the inner layer is between 1.65 mm and 1.85 mm.

6. The engine hood according to claim 5, It is characterized in that The sum of the thicknesses of the surface layer, the connecting layer and the inner layer is between 1.65 mm and 1.80 mm.

7. The engine hood according to any one of claims 1 to 6, It is characterized in that At least one latch reinforcement plate and at least one hinge reinforcement plate are provided on the inner plate of the engine hood; And / or, reinforcing ribs are provided on the inner plate of the engine hood.

8. The engine hood according to claim 7, It is characterized in that The buckle reinforcement plate is paved with continuous carbon fiber composite material, and the thickness of the buckle reinforcement plate ranges from 1.0 mm to 1.4 mm; And / or, the hinge reinforcement plate is paved with continuous carbon fiber composite material, and the thickness of the hinge reinforcement plate ranges from 1.0 mm to 1.4 mm.

9. A method for manufacturing an engine hood, used for the engine hood according to any one of claims 1 to 8, It is characterized in that The method for manufacturing the engine hood comprises: The resin matrix is ​​impregnated with continuous carbon fibers to prepare a first prepreg of the resin matrix and the continuous carbon fibers; The resin matrix is ​​impregnated with the SMC carbon fiber to prepare a second prepreg of the resin matrix and the SMC carbon fiber; Cutting the first prepreg and the second prepreg into preset shapes and preset thicknesses respectively; Laying the cut first prepreg and the second prepreg into the mold according to a preset order; When the temperature is raised to the first preset temperature at a first preset rate, the temperature is kept at the first preset time; when the temperature is raised to the second preset temperature at a second preset rate, the temperature is kept at the second preset time; The temperature is lowered to a third preset temperature at a third preset rate, and after cooling, the mold is opened and the product is taken out.

10. The method for manufacturing an engine hood according to claim 9, It is characterized in that While the step of "laying the cut first prepreg and the second prepreg into the mold in a preset order" also includes: The cut and trimmed first prepreg and the second prepreg are laid into the mold in a preset order at a fourth preset temperature.

11. The method for manufacturing an engine hood according to claim 10, It is characterized in that In the step of "raising the temperature to the first preset temperature at a first preset rate and keeping it warm for a first preset time, raising the temperature to the second preset temperature at a second preset rate and keeping it warm for a second preset time": The first preset rate is between 2°C / min-3°C / min, the first preset temperature is between 70°C-90°C, and the first preset time is between 8min-12min; The second preset temperature is between 130°C and 170°C, and the second preset time is between 50min and 70min; The third preset rate is 2°C / min-3°C / min, and the third preset temperature is between 50°C-70°C; The fourth preset temperature is between 20°C and 40°C.

12. The method for manufacturing an engine hood according to claim 11, It is characterized in that In the step of "raising the temperature to the first preset temperature at a first preset rate and keeping it warm for a first preset time, raising the temperature to the second preset temperature at a second preset rate and keeping it warm for a second preset time": The first preset rate, the second preset rate, and the third preset rate are the same.

13. A vehicle, It is characterized in that The invention comprises a vehicle body and an engine hood as claimed in any one of claims 1 to 8, wherein the vehicle body has a vehicle cavity, and the engine hood is installed in the vehicle cavity.

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