Composite material / metal combined type automobile door anti-collision beam structure with energy absorption box and preparation of composite material / metal combined type automobile door anti-collision beam structure

Abstract

The invention relates to a composite material / metal combined type automobile door anti-collision beam structure with an energy absorption box and preparation, and belongs to the technical field of automobile parts, the composite material / metal combined type automobile door anti-collision beam structure comprises a metal anti-collision beam main body, the metal energy absorption box, a double-concave outer arch type thermal forming stamping metal plate and a double-concave outer arch type carbon fiber composite material plate. The cross section of the metal anti-collision beam main body is shaped like a Chinese character'ri ', and a metal foam material foamed aluminum is added in a gap part of the shape like the Chinese character'ri' to serve as an energy absorption core material; the metal anti-collision beam body, the metal energy absorption box and the double-concave outer arch type thermal forming stamping metal plate are fixedly connected in a bolt connection mode. The double-concave outer arch type carbon fiber composite material plate is designed in a variable-angle and variable-thickness layering mode. The automobile door anti-collision beam has good corrosion resistance and excellent mechanical property, the strength of the automobile door structure is improved, and meanwhile the requirements of the current market for automobile light weight, energy conservation and emission reduction are met.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile parts, and particularly relates to a composite material / metal combined automobile door anti-collision beam structure with an energy absorption box and a preparation method thereof. Background Art

[0002] The rapid development of the automobile manufacturing industry has now become a pillar industry in my country's national economic system. With the continuous improvement of the social economy, my country's automobile production and sales ratio has shown an increasing trend year by year. Nowadays, cars have become an important means of transportation for most people, but due to the increase in the number of cars in the market, traffic accidents have also increased year by year. According to statistics from the transportation department, among all forms of collision, car side collision accidents account for more than 32% of the total number of accidents, which has exceeded the proportion of frontal collision accidents. Among the accidents that cause casualties, side collision accidents account for about 35%.

[0003] When a vehicle is involved in a side collision, the car door is the first part to be affected by the external impact force. If the car door structure strength and rigidity are insufficient, the car door will be extremely easy to deform or break, causing injuries to the passengers in the car. To address the above problems, the general approach is to install an anti-collision beam structure inside the car door. The anti-collision beam structure is generally hidden inside the car door. When it is subjected to a large impact force from a side collision, it plays a role in protecting the safety of the passengers in the car. Therefore, improving the anti-collision beam inside the car door to further enhance the structural strength and anti-collision performance of the car door can effectively reduce the damage and losses caused by vehicle collisions and effectively improve the safety and reliability of the vehicle.

[0004] The door anti-collision beam is one of the important and indispensable parts in automobile manufacturing. In the existing automobile anti-collision beam technical solutions, most of them adopt a tubular structure or a cap-shaped structure to improve the strength, rigidity and deformation of the door when it is hit. The tubular structure is such as the utility model patent named "An anti-collision beam for door with energy absorption box" (CN: 219821180U, application number: 202320605266.3) discloses the following technical solutions: An anti-collision beam for door with energy absorption box Figure 1 As shown, it includes an anti-collision main rod, an anti-collision energy absorption box, an anti-collision bracket 1, and an anti-collision bracket 2. The anti-collision main rod is a seamless welded steel plate tubular structure. The anti-collision energy absorption box of the n-type arch bridge structure and the anti-collision beam tubular structure in this utility model play a dual anti-collision protection role, which plays a certain role in protecting the driver and passengers. The hat-type structure is such as the utility model patent name "An automobile door anti-collision beam structure" (CN: 220429838U, application number: 202322318142.X) discloses the following technical solutions: An automobile door anti-collision beam structure such as Figure 2As shown, the utility model achieves the reinforcement effect of the main parts of the anti-collision beam by cooperating among the main parts of the anti-collision beam, the high-strength steel pipe, the extension rod and the installation hole, utilizing the setting of the high-strength steel pipe, effectively solves the problem of deformation of the main parts of the anti-collision beam after encountering a collision, improves the strength of the main parts of the anti-collision beam, and increases the impact resistance of the main parts of the anti-collision beam.

[0005] The tubular structure of the automobile door anti-collision beam in the above patent solution is simple in structure, and the arrangement method inside the automobile door is greatly restricted. In addition, the tubular structure automobile door anti-collision beam and the bracket are prone to debonding and desoldering, which is not conducive to installation and fixation. When a side collision occurs, the broken part of the tubular structure anti-collision beam is prone to sharp corners and protrusions, which will pose a safety hazard to the driver and passengers. The cap-shaped automobile door anti-collision beam structure in the above patent solution is made of a stamping structure, and its mold cost is high and the weight is heavy, which is difficult to meet the current market requirements for automobile lightweighting and energy conservation and emission reduction. Summary of the invention

[0006] In view of the above analysis, the joints of the tubular structure door anti-collision beam and the hat-type structure door anti-collision beam are prone to debonding and desoldering, which is not conducive to installation and fixation. When a side collision occurs, the broken part of the door anti-collision beam is prone to sharp protrusions, which will pose a safety hazard to the driver and passengers, and the mold cost is high and the weight is large. The present invention aims to provide a door anti-collision beam structure that combines composite materials and metals, so as to improve the strength and impact resistance of automobile door anti-collision beams, while meeting the current market requirements for lightweight automobiles and energy conservation and emission reduction.

[0007] The present invention provides a composite material / metal combined automobile door anti-collision beam structure with an energy absorption box and its preparation method. The composite material / metal combined automobile door anti-collision beam structure consists of four parts: a metal anti-collision beam body, a front metal energy absorption box connected to the front part of the metal anti-collision beam body, a rear metal energy absorption box connected to the rear part of the anti-collision beam body, a double-concave outward-arched hot-formed stamped metal plate and a double-concave outward-arched carbon fiber composite material plate.

[0008] Preferably, the cross-sectional shape of the metal anti-collision beam body is "day" shaped. From the perspective of reducing the deformation of the inner door panel during the collision process and the energy absorption characteristics of the automotive door anti-collision beam, metal foam material foam aluminum is added as an energy absorption core material in the void part of the cross-sectional shape of the metal anti-collision beam body being "day" shaped. End caps are used at both ends of the metal anti-collision beam body to fix and seal the foam aluminum, and are fixed with screws; the outer shape of the metal anti-collision beam body adopts an outer arch structure design, and the outer arch structure of the metal anti-collision beam body is close to the outer door panel side, and two damping rubber grooves are opened on the side of the metal anti-collision beam body close to the outer door panel. The metal anti-collision beam body is made of aluminum alloy extrusion or hot-formed steel extrusion, avoiding the electrochemical corrosion between different metals caused by the different materials of the metal anti-collision beam body, the inner door panel, the front energy absorption box and the rear energy absorption box.

[0009] Preferably, a gap of 0.25 mm is left around the contact surface of the metal foam material foam aluminum and the hollow inner cavity of the metal anti-collision beam body. Before contacting the hollow inner cavity of the metal anti-collision beam body, automotive adhesive is coated on the surface of the metal foam material foam aluminum, and then it is filled into the hollow inner cavity of the metal anti-collision beam body. Then, the filled metal anti-collision beam body is placed in a closed heating furnace, heated to 70 °C, and kept warm for 40 min to make the two fit tightly and be fixed.

[0010] Preferably, continuous concave-shaped induction grooves are distributed on the outer surfaces of the front metal energy absorption box and the rear metal energy absorption box, and its internal structure is a cavity type design. From the perspective of reducing the deformation of the inner door panel during the collision process and the energy absorption characteristics of the automotive door anti-collision beam, metal foam material foam aluminum is added as an energy absorption core material in the cavity parts of the front metal energy absorption box and the rear metal energy absorption box; and both the front metal energy absorption box and the rear metal energy absorption box are made of aluminum alloy plate stamping or hot-formed steel plate stamping, avoiding the electrochemical corrosion between different metals caused by the different materials of the front metal energy absorption box, the rear metal energy absorption box, the inner door panel and the metal anti-collision beam body.

[0011] Preferably, a gap of 0.25 mm is left around the contact surface of the metal foam material foam aluminum and the cavity parts of the front metal energy absorption box and the rear metal energy absorption box. Before contacting the cavity parts of the front metal energy absorption box and the rear metal energy absorption box, automotive adhesive is coated on the surface of the metal foam material foam aluminum, and then it is filled into the cavity parts of the front metal energy absorption box and the rear metal energy absorption box. Then, the filled front metal energy absorption box and rear metal energy absorption box are placed in a closed heating furnace, heated to 70 °C, and kept warm for 40 min to make the two fit tightly and be fixed.

[0012] Preferably, the metal foam material foam aluminum is cut by wire cutting.

[0013] Preferably, the length of the double-concave outer-arch hot-formed stamped metal plate is consistent with the length of the metal anti-collision beam body, and its shape adopts an outer-arch structure design and is arranged closely with the metal anti-collision beam body near the side of the vehicle door outer panel. The double-concave outer-arch hot-formed stamped metal plate is made by hot stamping of aluminum alloy plate or hot-formed steel plate, so as to avoid electrochemical corrosion between different metals caused by the different materials of the double-concave outer-arch hot-formed stamped metal plate, the vehicle door inner panel material and the metal anti-collision beam body.

[0014] Preferably, the double concave outer arch carbon fiber composite material plate adopts an outer arch structure design and is closely fitted with the double concave outer arch hot-formed stamping metal plate near the side of the door outer panel. This combined fitting arrangement improves the impact performance of the door against side collisions. The double concave outer arch carbon fiber composite material plate is designed with a variable angle and variable thickness plying method. This plying design method not only enhances the overall strength and rigidity of the car door anti-collision beam, but also greatly reduces the weight of the whole vehicle, meeting the current market requirements for lightweight vehicles and energy conservation and emission reduction.

[0015] Preferably, the double-concave outward-arched carbon fiber composite material plate and the double-concave outward-arched hot-formed stamped metal plate are bonded and fixed by gluing.

[0016] Preferably, the metal anti-collision beam body, the front metal energy absorption box, the rear metal energy absorption box and the double-concave outer arch type hot-formed stamped metal plate are fixedly connected by bolt connection.

[0017] Preferably, two vibration-damping rubber grooves are provided on the side of the metal anti-collision beam body close to the door outer panel, and the vibration-damping rubber filled in the vibration-damping rubber grooves is a single-component thermosetting adhesive, so that the metal anti-collision beam body and the double-concave outer arch type hot-formed stamped metal plate are flexibly bonded, which can increase the strength and stability of the car door, strengthen the structure of the car door anti-collision beam, and improve the overall performance.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] 1. The bottom metal energy absorption box of the present invention is fixedly connected by bolt connection. When the side of the vehicle is hit, the outer door is forced to invade the driver's compartment, and the force is transmitted to the anti-collision energy absorption box. Since the outer surface of the energy absorption box is additionally provided with an inward concave induction groove, it can absorb the impact force from the outside, and together with the fixed anti-collision beam body, it plays a double anti-collision protection, thereby improving the side impact resistance of the vehicle.

[0020] 2. The overall shape of the automobile door anti-collision beam of the present invention adopts an outward arch style, and the top view of the anti-collision beam body has a certain curvature, which is in the shape of a "bow". Such a "bow" structure greatly increases the strength of the overall anti-collision beam. The cross-sections of the double-concave outward arch carbon fiber composite material plate and the double-concave outward arch hot-formed stamping metal plate are both double-concave. When a side collision accident occurs, this structural form will not form sharp corners at the fracture, which can better protect the safety of the driver and passengers. The anti-collision beam as a whole has better energy absorption, which improves the anti-deformation ability of the automobile door anti-collision beam.

[0021] 3. The carbon fiber composite material used in the present invention is a lightweight, high-performance material with good corrosion resistance and excellent comprehensive mechanical properties. It improves the strength of the automobile door structure and reduces the weight of the entire vehicle. It is adapted to the automobile door anti-collision beam to meet the current market requirements for automobile lightweighting and energy conservation and emission reduction.

[0022] 4. The present invention adopts a double-concave outward-arched carbon fiber composite material plate and a double-concave outward-arched hot-formed stamped metal plate in combination to prepare an automobile door anti-collision beam, and the two are bonded and fixed by gluing. The gluing and fixing avoids the problem of directly drilling holes in the carbon fiber composite material plate to destroy its strength.

[0023] 5. The central control part of the automobile door anti-collision beam of the present invention includes an anti-collision beam body and an energy absorption box part, both of which are filled with a metal foam material foam aluminum with a volume density of 0.56g / cm3. The metal foam material foam aluminum can mainly support the tube wall, reduce the cross-sectional deformation, reduce the volatility of the side of the automobile door when it is impacted, effectively improve the bending performance and rigidity of the metal anti-collision beam body, effectively reduce the overall weight of the structure, and thus enhance the overall energy absorption effect of the automobile door anti-collision beam. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a schematic diagram of the structure of a tubular structure automobile door anti-collision beam in the prior art;

[0025] Figure 2 It is a schematic diagram of the structure of a hat-shaped anti-collision beam for a car door in the prior art;

[0026] Figure 3 This is a schematic diagram of the overall assembly of the composite material / metal combined automobile door anti-collision beam door of the present invention;

[0027] Figure 4 This is a schematic diagram of the composite material / metal combined automobile door anti-collision beam of the present invention;

[0028] Figure 5 It is a schematic cross-sectional view of the composite material / metal combined automobile door anti-collision beam in the AA direction of the present invention;

[0029] Figure 6 These are the structural schematic diagram of the energy-absorbing box of the present invention and the sectional schematic diagram in the B-B direction.

[0030] Figure 7 These are the structural schematic diagrams of the "sandwich" structure formed by laminating the reinforcing fibers and the adhesive film of the present invention.

[0031] Figure 8 These are the schematic diagrams of the laying method of the carbon fiber composite material of the present invention.

[0032] In the figure:

[0033] 1. Main body of the metal anti-collision beam; 2. Front metal energy-absorbing box; 3. Rear metal energy-absorbing box; 4. Double-concave outer-arch thermoformed stamping metal plate; 5. Double-concave outer-arch carbon fiber composite material plate; 6. Vibration damping adhesive; 7. Metal foam material - aluminum foam. Specific embodiments

[0034] The following further describes the embodiments of the present invention in detail with reference to the drawings and examples. The following examples are used to illustrate the present invention, but cannot be used to limit the scope of the present invention.

[0035] Example 1:

[0036] The present invention starts from the problems that the existing anti-collision beam structure of automobile doors is simple, the layout method inside the automobile doors is greatly restricted, and the mold cost is high and the weight is large, making it difficult to meet the current market requirements for automobile lightweight and energy conservation and emission reduction.

[0037] Now, a composite material / metal combined anti-collision beam structure for automobile doors with an energy-absorbing box and its preparation are disclosed. As Figure 3 shown, it includes four parts: the main body of the metal anti-collision beam, the front metal energy-absorbing box connected to the front of the main body of the metal anti-collision beam, the rear metal energy-absorbing box connected to the rear of the anti-collision beam main body, the double-concave outer-arch thermoformed stamping metal plate, and the double-concave outer-arch carbon fiber composite material plate.

[0038] The cross-sectional shape of the main body of the metal anti-collision beam is "day" shaped. As Figure 4-Figure 5 shown, metal foam material - aluminum foam is filled in the hollow cavity part with a "day" - shaped cross-sectional shape of the main body of the metal anti-collision beam, and positioning end caps are used at both ends of the main body of the metal anti-collision beam to fix and seal the aluminum foam, and the fixing method is fixed connection by bolt connection.

[0039] The main body of the metal anti-collision beam adopts an outer arch structure design, and threaded holes are provided at both ends to facilitate the fixed connection between the metal energy absorption box and the double concave outer arch hot-formed stamped metal plate by bolt connection. The outer arch structure of the main body of the metal anti-collision beam is close to the side of the door outer panel, and two vibration-damping rubber grooves are provided on the side of the main body of the metal anti-collision beam close to the side of the door outer panel.

[0040] The metal anti-collision beam body is made by extrusion molding and has a thickness of 2.5 mm.

[0041] The hollow cavity of the metal anti-collision beam body is filled with metal foam material foam aluminum, and the material volume density is 0.56g / cm3.

[0042] The metal foam material foam aluminum can mainly support the tube wall and reduce the deformation of the cross section. It can also reduce the volatility of the car door when it is impacted from the side to a certain extent, and can effectively improve the bending performance and stiffness of the metal anti-collision beam body, effectively reduce the overall weight of the structure, and thus enhance the energy absorption effect of the overall car door anti-collision beam.

[0043] A gap of 0.25 mm is left around the contact surface between the metal foam material foam aluminum and the hollow inner cavity of the metal anti-collision beam body. Before contacting the hollow inner cavity of the metal anti-collision beam body, the material surface of the metal foam material foam aluminum is coated with automotive adhesive, and then filled into the hollow inner cavity of the metal anti-collision beam body, and then the filled metal anti-collision beam body is placed in a closed heating furnace, heated to 70°C, and kept warm for 40 minutes to make the two fit tightly and fix.

[0044] The metal anti-collision beam body is provided with two vibration-damping adhesive grooves on one side close to the door outer panel. The vibration-damping adhesive filled in the vibration-damping adhesive grooves is a single-component thermosetting adhesive, so that the connection between the metal anti-collision beam body and the double-concave outer arch type hot-formed stamped metal plate is a flexible bonding, which can increase the strength and stability of the car door, strengthen the structure of the car door anti-collision beam, and improve the overall performance.

[0045] The outer surfaces of the front metal energy absorption box and the rear metal energy absorption box are distributed with continuous concave induction grooves, such as Figure 6 As shown in the figure, the function of the induction groove of the energy absorption box is to further improve the energy absorption performance of the energy absorption box under the premise of meeting the various design requirements of the energy absorption box, thereby greatly improving the overall energy absorption effect. The interior adopts a hollow structure design, and the hollow cavity of the front metal energy absorption box and the rear metal energy absorption box is filled with metal foam material foam aluminum as the energy absorption core material.

[0046] The front metal energy absorption box and the rear metal energy absorption box are both made by stamping aluminum alloy plates or hot-formed steel plates, and the thickness is 1.5 mm.

[0047] The hollow cavity of the metal energy absorption box is filled with a metal foam material, foam aluminum, and the volume density of the material is 0.56 g / cm3.

[0048] The metal foam material foam aluminum can mainly support the tube wall, reduce cross-sectional deformation, reduce volatility when the side of the car door is impacted, enhance the energy absorption effect of the metal energy absorption box when the car is hit from the side, effectively improve the bending performance and stiffness of the metal anti-collision beam body, effectively reduce the overall weight of the structure and thus enhance the energy absorption effect of the overall car door anti-collision beam.

[0049] A gap of 0.25 mm is left around the contact surface between the metal foam material foam aluminum and the cavity of the front metal energy absorption box and the rear metal energy absorption box. Before contacting the cavity of the front metal energy absorption box and the rear metal energy absorption box, the material surface of the metal foam material foam aluminum is coated with automotive adhesive, and then filled into the cavity of the front metal energy absorption box and the rear metal energy absorption box, and then the filled front metal energy absorption box and the rear metal energy absorption box are placed in a closed heating furnace, heated to 70°C, and kept warm for 40 minutes to make the two fit tightly and fixed.

[0050] The metal foam material foam aluminum is cut by wire cutting.

[0051] The rear ends of the front metal energy absorption box and the rear metal energy absorption box are fixedly connected to the inner panel of the automobile door by means of bolt connection.

[0052] The front ends of the front metal energy absorption box and the rear metal energy absorption box are provided with threaded holes, so as to facilitate the fixed connection between the metal anti-collision beam body and the double concave outer arch type hot-formed stamped metal plate by bolt connection.

[0053] The length of the double-concave outward-arched hot-formed stamped metal plate is consistent with the length of the metal anti-collision beam body, and its appearance adopts an outward-arched structural design and is closely fitted with the metal anti-collision beam body on the side close to the door outer panel.

[0054] The double-concave outward-arched hot-formed stamped metal plate is tightly fitted to the metal anti-collision beam body close to the door outer panel, and the vibration-damping glue arranged in the vibration-damping glue groove at the interlayer position of the fitting is a single-component thermosetting adhesive, so that the connection between the metal anti-collision beam body and the double-concave outward-arched hot-formed stamped metal plate is a flexible bonding, which can increase the strength and stability of the car door, strengthen the structure of the car door anti-collision beam, and improve the overall performance.

[0055] The double concave outer arch type hot-formed stamped metal plate is made by hot stamping of an aluminum alloy plate or a hot-formed steel plate.

[0056] Threaded holes are provided at both ends of the double-concave outer arch hot-formed stamped metal plate, so as to facilitate the fixed connection with the metal anti-collision beam body and the metal energy absorption box by bolt connection.

[0057] The double-concave outward-arched carbon fiber composite material plate adopts an outward-arched structural design and has the same cross-sectional shape as the double-concave outward-arched hot-formed stamped metal plate, so that the two can be closely fitted together on the side close to the door outer panel. This combined fitting arrangement improves the impact performance of the car door against side collisions.

[0058] The double-concave outward-arched carbon fiber composite material plate is designed with a variable angle and variable thickness laying method. Such a laying design method not only strengthens the overall strength and stiffness requirements of the automobile door anti-collision beam, but also meets the current market requirements for automobile lightweighting and energy conservation and emission reduction.

[0059] The double concave outer arch carbon fiber composite material plate is designed by a variable angle and variable thickness laying method. The variable angle and variable thickness here refer to that the angle setting method and the thickness value of each layer of carbon fiber laid on the bonding surface of the plate base are different. The specific design values ​​of the detailed variable angle and variable thickness of the double concave outer arch carbon fiber composite material plate of the present invention are as follows:

[0060] Number of layers First floor Second floor Third floor Fourth floor Fifth floor Sixth floor Seventh floor Eighth Floor angle 0° 45° -45° 90° 90° -45° 45° 0° Thickness / mm 0.11 0.33 0.33 0.66 0.66 0.33 0.33 0.11

[0061] The detailed variable angle and variable thickness of the double-concave outward-arched carbon fiber composite material plate meet the specific design of the values ​​in the above table to achieve the best strength and the lowest cost design scheme. The combination of the variable angle and variable thickness paving method can improve the overall energy absorption effect and impact resistance of the automobile door anti-collision beam.

[0062] The double-concave outward-arched carbon fiber composite material plate is expressed by an angle laying method of quasi-isotropic laying [0° / 45° / -45° / 90°]s, which can significantly reduce the anisotropy of the composite material, indicating that the layers are symmetrically laid about the center surface, and the angle of each layer is determined to be a certain thickness value, so that the thickness of the double-concave outward-arched carbon fiber composite material plate is 2.86mm, and then a glue layer is added, so the overall thickness of the double-concave outward-arched carbon fiber composite material plate is about 3mm.

[0063] The present invention discloses a composite material / metal combined automobile door anti-collision beam structure with an energy absorption box and a preparation method thereof. The specific preparation process is as follows:

[0064] S111. The reinforcing fibers of the double-concave outward-arched carbon fiber composite material plate adopt PAN-based carbon fibers currently produced by Toray Industries, Japan, and the matrix resin material adopts high-performance epoxy resin as the matrix.

[0065] S112, preparing prepreg, using high-performance epoxy resin to impregnate continuous carbon fiber to prepare unidirectional tape prepreg with high-performance epoxy resin matrix and carbon fiber reinforcement.

[0066] S113, the unidirectional tape prepreg is a thermosetting prepreg, and the specific preparation method is prepared by a two-step method in dry preparation, which is also called a film method. First, the molten high-performance epoxy resin is evenly coated on the impregnated paper on a film making machine to form a film, and then it is laminated with the carbon fiber reinforcement and subjected to high-temperature treatment. In order to ensure the stability of the high-performance epoxy resin content in the prepreg, the high-performance epoxy resin and the carbon fiber reinforcement are laminated in a "sandwich" structure, such as Figure 7 As shown, finally, high-performance epoxy resin is melted and embedded into the carbon fiber reinforcement at high temperature to form a unidirectional tape prepreg.

[0067] The interlayer thickness of the unidirectional tape prepreg is composed of four forms: the thickness of the 0° layer is 0.11 mm, the thickness of the ±45° layer is 0.33 mm, and the thickness of the 90° layer is 0.66 mm.

[0068] S114. Cutting: according to the geometric dimensions of the designed double concave outer arch carbon fiber composite material plate structure area, cut out the shape and size of 0°, two layers, the shape and size of 45°, two layers, the shape and size of -45°, two layers, and the shape and size of 90°, two layers, a total of eight layers of carbon fiber prepreg unidirectional tape products. When cutting, pay attention to keep the unidirectional tape prepreg flat to avoid dimensional errors. After cutting, the carbon fiber unidirectional tape prepreg should be properly packaged to prevent dust or other debris from adhering, and kept dry to ensure quality and prepare for the next step of operation.

[0069] S115, cladding, according to the geometric dimensions of the designed double concave outer arch carbon fiber composite material plate structure area, the cut carbon fiber unidirectional tape prepreg is clad in the form of [0° / 45° / -45° / 90°]s angle ply, and stacked into an eight-layer continuous carbon fiber reinforced body prepreg laminate structure, such as Figure 8 shown.

[0070] S116, pre-pressing, after the carbon fiber reinforced prepreg is draped and stacked, it is pressed into a regular dense body by cold pressing (the mold is not heated). This effectively prevents the uneven prepreg layer structure and avoids the generation of overflow, can improve the thermal conductivity of the prepreg layer structure, make the prepreg layer structure more uniformly heated, help improve the material fluidity, improve the viscosity and shorten the preheating and curing time, thereby improving the overall production efficiency.

[0071] S117, preheating. After the carbon fiber reinforced prepreg is draped and pre-pressed, it is preheated to increase its fluidity and promote the curing reaction of the resin. The preheating temperature is generally between 60°C and 100°C, and the preheating time is 5 minutes. Ensure that it can be fully cured at the optimal temperature to obtain the best performance and appearance quality. At the same time, it is also necessary to pay attention to controlling the preheating time to avoid excessive preheating time that causes the resin to cure too high.

[0072] S118, compression molding and curing. Before compression molding and curing, clean the mold cavity, scrape off the remaining impurities with a steel brush or a copper brush, and blow it clean with compressed air. Then apply a layer of anti-stick coating on the surface of the mold to facilitate the removal of the finished product during subsequent demolding. Put the pre-pressed and preheated carbon fiber reinforced prepreg into an autoclave for processing, and perform compression and insulation treatment on it to cure and bond the carbon fiber unidirectional tape prepreg. The temperature, pressure and insulation and pressure holding time parameters set in this process are: 150℃, 4MPa and 1.5H respectively. Such parameter design can better promote the curing of high-performance epoxy resin and effectively complete the curing and molding of carbon fiber reinforced prepreg. Carbon fiber reinforced prepreg will burn or adhere to the support when heated at high temperature, while pre-pressed and preheated blanks will not have such a phenomenon.

[0073] S119, trimming, after the resin is fully cured, the finished product is taken out of the mold. The four sides of the cured preform are trimmed and polished.

[0074] S120, surface coating treatment, using a combination of nitric acid oxidation and ultrasonic cavitation treatment method to strengthen the oxidation and etching of the carbon fiber surface, thereby enhancing the "mechanical anchoring" and chemical bonding between the carbon fiber and the resin matrix interface, so that the interface bonding strength between the carbon fiber and the resin can be effectively improved, thereby significantly enhancing the wear resistance, corrosion resistance and aesthetics of the composite material plate, and improving the comprehensive mechanical properties of the double concave outer arch carbon fiber composite material plate.

[0075] The surface of the double-concave outer-arch hot-formed stamped metal plate that needs to be bonded is sandblasted, and then the surface of the double-concave outer-arch hot-formed stamped metal plate is polished with 600-mesh sandpaper, and 5g / 100ml sodium hydroxide solvent is used for alkaline washing for 3 minutes to remove the oxide film attached to the surface of the double-concave outer-arch hot-formed stamped metal plate. Because the bonding strength between the metal plate surface with slight micro-grooves and the carbon fiber composite material plate is better than the bonding strength between the smooth surface and the carbon fiber composite material plate, slightly increasing the depth of the micro-grooves can well improve the bonding strength between the plates, and as the depth of the micro-grooves increases, the bonding strength gradually increases. After the surface treatment of the double-concave outer-arch hot-formed stamped metal plate is completed, it is bonded and fixed to the double-concave outer-arch carbon fiber composite material plate by gluing.

[0076] The advantage of using adhesive bonding to fix the double-concave outward-arched carbon fiber composite material plate and the double-concave outward-arched hot-formed stamping metal plate is that the adhesive uses surface-to-surface contact to carry the load, has a large shear resistance, and has good anti-fatigue properties. In addition, the adhesive can provide better sealing and anti-corrosion properties, prevent electrochemical corrosion between heterogeneous materials, and alleviate prestress and deformation caused by different thermal expansion coefficients between heterogeneous materials.

[0077] The composite material / metal combined automobile door anti-collision beam structure with an energy absorption box described in the patent of the present invention has higher strength and stiffness than the traditional metal automobile door anti-collision beam structure.

[0078] The weight of a traditional metal car door anti-collision beam structure is about 6 kg. The composite material / metal combined car door anti-collision beam structure with an energy absorption box in the patent of this invention adopts a combined structure of carbon fiber, aluminum alloy and metal foam material foam aluminum, which is 40% lighter than the traditional metal car door anti-collision beam structure and weighs about 3.6 kg.

[0079] The composite material / metal combined automobile door anti-collision beam with energy absorption box described in the patent of the present invention not only greatly improves the impact resistance, but also meets the current market requirements for automobile lightweighting and energy conservation and emission reduction.

[0080] The composite material / metal combined automobile door anti-collision structure with energy absorption box described in the patent of this invention is made of the same metal material as the door inner panel, and the specific material depends on the actual material of the door inner panel, thereby avoiding the electrochemical corrosion between different metals caused by the different materials of the double-concave outer arch hot-formed stamped metal plate, the metal anti-collision beam body, the front (rear) metal energy absorption box and the door inner panel.

[0081] The embodiments of the present invention are provided for the purpose of illustration and description. Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations of the present invention. Ordinary technicians in this field can change, modify, replace and deform the above embodiments within the scope of the present invention.

[0082] Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments, or to make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A composite material / metal combined automobile door anti-collision beam structure with an energy absorption box, characterized in that: It consists of four parts: a metal anti-collision beam main body, a front metal energy-absorbing box connected to the front of the metal anti-collision beam main body, a rear metal energy-absorbing box connected to the rear of the anti-collision beam main body, a double-concave outer-arch thermoformed stamping metal plate, and a double-concave outer-arch carbon fiber composite material plate.

2. A composite material / metal combined automobile door anti-collision beam structure with an energy absorption box as claimed in claim 1, characterized in that: The cross-sectional shape of the metal anti-collision beam main body is "日" shaped, and metal foam material, foam aluminum, is added as an energy-absorbing core material in the void part where the cross-sectional shape of the metal anti-collision beam main body is "日" shaped; the outer shape of the metal anti-collision beam main body adopts an outer-arch structure design.

3. A composite material / metal combined automobile door anti-collision beam structure with an energy absorption box as claimed in claim 1, characterized in that: Continuous concave-shaped induced grooves are distributed on the outer surfaces of the front metal energy-absorbing box and the rear metal energy-absorbing box. Its internal structure is a cavity type design, and metal foam material, foam aluminum, is added as an energy-absorbing core material in its cavity part.

4. A composite material / metal combined automobile door anti-collision beam structure with an energy absorption box as claimed in claim 1, characterized in that: The outer shape of the double-concave outer-arch carbon fiber composite material plate adopts an outer-arch structure design and is designed with a variable angle and variable thickness laying method.

5. A composite material / metal combined automobile door anti-collision beam structure with an energy absorption box as claimed in claim 1, characterized in that: Two vibration damping rubber grooves are opened on one side of the metal anti-collision beam main body close to the outer door panel. The vibration damping rubber filled in the vibration damping rubber grooves is a one-component thermosetting adhesive, so that the metal anti-collision beam main body and the double-concave outer-arch thermoformed stamping metal plate are flexibly bonded.

6. A composite material / metal combined automobile door anti-collision beam structure with an energy absorption box as claimed in claim 4 and a preparation method thereof, characterized in that: The double-concave outer-arch carbon fiber composite material plate is designed with a variable angle and variable thickness laying method. The double-concave outer-arch carbon fiber composite material plate is designed with a variable angle laying method as an angle laying method of [0° / 45° / -45° / 90°]s of a quasi-isotropic laying to be laminated into an eight-layer continuous carbon fiber reinforced pre-impregnated material laminated structure. The double-concave outer-arch carbon fiber composite material plate is designed with a variable thickness laying method as four forms of variable thickness with the layer thickness of the 0° layer being 0.11mm, the layer thickness of the ±45° layer being 0.33mm, and the layer thickness of the 90° layer being 0.66mm for the unidirectional tape pre-impregnated material.

7. A composite material / metal combined automobile door anti-collision beam structure with an energy absorption box as claimed in claim 4 and a preparation method thereof, characterized in that: The specific preparation process includes the following steps: S111. The reinforcing fibers of the double-concave outer-arch carbon fiber composite material plate adopt PAN-based carbon fibers currently produced by Toray Company in Japan, and the matrix resin material uses high-performance epoxy resin as the matrix. S112. Preparation of pre-impregnated material: Use high-performance epoxy resin to impregnate continuous carbon fibers to prepare a unidirectional tape pre-impregnated material of a high-performance epoxy resin matrix and a carbon fiber reinforcement. S113. The unidirectional tape pre-impregnated material is a thermosetting pre-impregnated material. The specific preparation method is prepared by the two-step method in the dry method preparation. The unidirectional tape pre-impregnated material is composed of four forms with the layer thickness of the 0° layer being 0.11mm, the layer thickness of the ±45° layer being 0.33mm, and the layer thickness of the 90° layer being 0.66mm. S114. Cutting: Cut out the corresponding shape according to the geometric dimensions of the designed structure area of the double-concave outer-arch carbon fiber composite material plate, with a total of eight layers of carbon fiber pre-impregnated material unidirectional tape products. S115. Laying: Lay the cut carbon fiber unidirectional tape pre-impregnated material in the angle laying form of [0° / 45° / -45° / 90°]s and laminate it into an eight-layer continuous carbon fiber reinforced pre-impregnated material laminated structure. S116, pre-pressing: after being laid and stacked, the carbon fiber reinforced prepreg is pressed into a dense body with a regular shape by cold pressing (the mold is not heated). S117, preheating: after the carbon fiber reinforced prepreg is draped and pre-pressed, it is preheated. The preheating temperature is generally between 60° C. and 100° C., and the preheating time is 5 minutes. S118, compression molding and curing, putting the pre-pressed and preheated carbon fiber reinforced prepreg into an autoclave, and subjecting it to compression and heat preservation and pressure treatment. During this process, the parameters of temperature, pressure and heat preservation and pressure holding time are set as 150°C, 4MPa and 1.5H respectively. S119, trimming, after the resin is fully cured, the finished product is taken out of the mold. The four sides of the cured preform are trimmed and polished. S120, surface coating treatment, sandblasting treatment is performed on the surface of the double concave outer arch type hot-formed stamped metal plate to be bonded, and then the surface is polished with 600-grit sandpaper, and 5g / 100ml sodium hydroxide solvent is used for alkaline washing for 3 minutes to remove the oxide film attached to the surface of the double concave outer arch type hot-formed stamped metal plate. After the surface treatment of the double concave outer arch type hot-formed stamped metal plate is completed, it is bonded and fixed to the double concave outer arch type carbon fiber composite material plate by gluing.

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