Vehicle structural component with controllable collision force and manufacturing method

Abstract

The invention relates to the field of vehicle body parts, in particular to a collision-force-controllable vehicle structural member and a manufacturing method thereof. The collision-force-controllable vehicle structural member comprises an inner plate layer, a composite layer and an outer surface layer; the inner plate layer, the composite layer and the outer surface layer are sequentially distributed; the composite layer comprises at least one prepreg fiberboard, and each prepreg fiberboard comprises a resin layer and a fiber layer embedded in the resin layer; through cooperative use of the inner plate layer, the composite layer and the outer surface layer, the multi-layer structure can better disperse and absorb collision energy, and the safety performance of a vehicle in collision is improved; meanwhile, by limiting the fiber distribution mode of the fiber layer, the strength of the composite layer can be changed according to needs, and then the local structural strength of the structural part can be changed according to needs; selective use is carried out according to needs. And the application range of the device is greatly expanded.

Description

Technical Field

[0001] The present invention relates to the field of vehicle body parts, and in particular to a vehicle structural part with controllable collision force and a manufacturing method thereof. Background Art

[0002] The usual impact-resistant structural design needs to consider multiple factors, such as dimensional stability, structural design, rigidity, pedestrian protection (impact energy absorption), etc.

[0003] Take the engine cover as an example: there are many requirements such as pedestrian protection regulations, dimensional stability requirements, and rigidity.

[0004] If the engine cover is mainly made of metal parts (such as the content disclosed in patent CN216805610U), various reinforcing plates are needed to meet multiple requirements such as various mechanical properties and dimensional stability, but the parts are relatively heavy.

[0005] If non-metallic parts are used in the design, such as bonding the inner and outer panels together, the structure can be lightweight, but the following problems still exist: (1) It is impossible to resolve the conflicting design requirements of rigidity and pedestrian protection.

[0006] That is, most parts of the engine cover have high toughness or large areas to absorb impact energy to protect pedestrians (toughness) and the inner and outer panels of the parts must have sufficient supporting strength and rigidity to ensure the dimensional stability of the outer parts (rigidity) to resolve the contradiction.

[0007] (2) There is also the risk of the inner and outer panels becoming detached when using pure glue to bond them.

[0008] Although there are bonnet designs that meet both structural stiffness design and pedestrian protection requirements, they also require multi-step design and processes, and the product structure may be thicker, placing more restrictions on parts design.

[0009] In addition, the main problem is: for pedestrian protection and rigidity, the design of all the above parts relies on simulation analysis. If the final part design cannot meet the requirements (especially pedestrian protection), it can only be improved by changing materials and repairing molds. Ultimately, it is necessary to redesign and open molds to manufacture new structural parts to achieve these functions or parts compromise.

[0010] Therefore, in order to improve or solve at least one of the above problems, it is necessary to optimize the design of existing vehicle body structural parts. Summary of the invention

[0011] The object of the present invention is to provide a vehicle structural component which is easy to produce and can change the structural strength as required.

[0012] In order to achieve the above object, the technical solution adopted by the present invention is:

[0013] A vehicle structural component with controllable collision force, comprising an inner plate layer, a composite layer and an outer surface layer;

[0014] The inner plate layer, the composite layer and the outer surface layer are distributed in sequence;

[0015] The composite layer includes at least one prepreg fiberboard, and each of the prepreg fiberboards includes a resin layer and a fiber layer embedded in the resin layer.

[0016] The fiber layers in adjacent prepreg fiberboards are arranged in the same or different manners.

[0017] The fiber layer in each prepreg fiberboard is a single layer or multiple layers of layered fibers.

[0018] Each layer of the layered fibers includes unidirectional tapes and / or braided fibers.

[0019] The unidirectional tapes and / or braided fibers in each layer of the layered fibers include yarn strips; the yarn strips in the unidirectional tapes and / or braided fibers have the same or different thicknesses.

[0020] The inner panel layer includes a single-layer resin panel.

[0021] The resin layer in each prepreg fiberboard is a thermoplastic resin or a thermosetting resin.

[0022] The outer surface layer is a resin layer plate made of thermoplastic resin.

[0023] The vehicle structural component is manufactured by adopting a hot pressing forming process.

[0024] A method for manufacturing the vehicle structural component, the method comprising the following steps:

[0025] Step 1: Place the inner plate material for making the inner plate layer into the inner plate mold, and hot press to obtain the desired shape. The hot pressing temperature is 130-300°C to finally form the inner plate layer;

[0026] Step 2: Place the inner panel layer of step 1 into another set of outer panel molds. The mold is required to be able to clamp the inner panel layer to ensure the flatness of the contact surface between the inner panel layer and the composite layer;

[0027] Step 3: Lay the prepreg fiberboard on top of the inner board layer in step 2 in the required molding mold, and finally place the outer surface layer; then obtain the required vehicle structural parts through hot pressing process.

[0028] The advantages of the present invention are:

[0029] The invention discloses a vehicle structural component with controllable collision force and a manufacturing method thereof.

[0030] The present invention uses an inner plate layer, a composite layer and an outer layer in combination, and this multi-layer structure can better disperse and absorb collision energy, thereby improving the safety performance of the vehicle in a collision; at the same time, by limiting the fiber distribution mode of the fiber layer, the strength of the composite layer can be changed as needed, and then the local structural strength of the structural member can be changed as needed; it can be selected and used as needed, thereby greatly improving the scope of application of the present invention.

[0031] The fiber layer in the composite layer serves as a reinforcing phase and can provide high strength and high modulus, while the resin layer plays a role in bonding and protecting the fiber layer while also giving the material a certain toughness.

[0032] In addition, more importantly, the present invention can reduce the investment in molds; that is, during conventional production, if the structural design of the initial product is unreasonable, there is no need to open a new set of molds. It is only necessary to modify the fiber arrangement and fiber thickness of the composite layer to achieve controllable anisotropic properties of the plate, thereby obtaining the desired product on the original mold, reducing development time, saving mold costs, and increasing material utilization rate. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The following is a brief description of the contents expressed in the drawings of the present invention and the symbols in the drawings:

[0034] Figure 1 It is a schematic diagram of the front hatch outer panel structure in the present invention.

[0035] Figure 2 It is a schematic diagram of the structure of the front hatch inner plate in the present invention.

[0036] Figure 3 It is a schematic diagram of the structure of the outer plate and the inner plate of the front hatch in the present invention.

[0037] Figure 4 for Figure 3 Section view along AA.

[0038] Figure 5 for Figure 3 Microscopic schematic diagram of the cutting surface along the AA section.

[0039] Figure 6 It is a schematic diagram of the structure of the first layer of the composite layer in the present invention.

[0040] Figure 7 It is a schematic diagram of the structure of the second layer of the composite layer in the present invention.

[0041] Figure 8 It is a schematic diagram of the structure of the third layer of the composite layer in the present invention.

[0042] Fig. 9 For Figure 6 The structural diagram after adding the compiled structure is shown above.

[0043] Fig.10 For the present invention Figure 7 Schematic diagram of the optimized structure.

[0044] Fig.11 For the present invention Figure 8 Schematic diagram of the optimized structure.

[0045] The marks in the above figure are:

[0046] 1. Inner board layer, 2. Composite layer, 3. Outer surface layer, 21. Prepreg fiberboard, 211. Fiber layer, 212. Resin layer. DETAILED DESCRIPTION

[0047] The specific implementation of the present invention will be further explained in detail below by describing the optimal embodiment with reference to the accompanying drawings.

[0048] A vehicle structural component with controllable collision force, comprising an inner panel layer 1, a composite layer 2 and an outer layer 3; the inner panel layer 1, the composite layer 2 and the outer layer 3 are distributed in sequence; the composite layer 2 comprises at least one prepreg fiberboard 21, each of the prepreg fiberboard 21 comprises a resin layer 212 and a fiber layer 211 embedded in the resin layer 212; the present invention uses the inner panel layer 1, the composite layer 2 and the outer layer 3 in combination, so that this multi-layer structure can better disperse and absorb collision energy and improve the safety performance of the vehicle in a collision; at the same time, by limiting the fiber distribution mode of the fiber layer 211, the strength of the composite layer 2 can be changed as needed, and then the local structural strength of the structural component can be changed as needed; it can be selected and used as needed, which greatly improves the scope of application of the present invention.

[0049] The vehicle structural parts disclosed in the present invention are generally vehicle body exterior parts, such as front hoods, fenders and other structural parts.

[0050] The vehicle structural component disclosed in the present invention mainly includes an inner panel layer 1, a composite layer 2 and an outer layer 3; in the present invention, the inner panel layer 1, the composite layer 2 and the outer layer 3 are distributed in sequence; through the three-layer composite structure, the structural strength of the vehicle structural component can be guaranteed, and the inner panel layer 1 mainly plays an internal supporting role, and the composite layer 2 includes at least one prepreg fiberboard 21, each of the prepreg fiberboard 21 includes a resin layer 212 and a fiber layer 211 embedded in the resin layer 212; the prepreg fiberboard 21 in the composite layer 2 can effectively absorb and disperse the collision energy during a collision, reducing the impact of the collision force on the vehicle and the occupants; by designing the thickness, number of layers and fiber orientation of the prepreg fiberboard 21, the controllability of the collision force can be achieved, and the energy transfer path during the collision process can be optimized.

[0051] The prepreg fiberboard 21 is composed of high-strength fibers and resin, has excellent mechanical properties, and can effectively improve the strength and rigidity of the structural parts.

[0052] Compared with traditional metal materials, the prepreg fiberboard 21 has a lower density and can significantly reduce the weight of the vehicle, thereby improving fuel efficiency and handling performance.

[0053] The prepreg fiberboard 21 has high fatigue resistance and can maintain stable mechanical properties during long-term use.

[0054] Composite materials have good resistance to environmental corrosion and can extend the service life of structural parts.

[0055] Controllable collision force: By rationally designing the thickness of the prepreg fiberboard 21, the type and content of the fiber, the performance of the resin and other parameters, the collision force can be precisely controlled. During the collision, the prepreg fiberboard 21 can deform and absorb energy in a predetermined manner, thereby effectively reducing the impact force of the collision on the vehicle and the occupants.

[0056] High strength and light weight: The high strength characteristics of the fiber layer 211 and the bonding effect of the resin layer 212 make the entire structural component have high strength and rigidity, which can meet the mechanical performance requirements of the vehicle during driving.

[0057] At the same time, the density of the prepreg fiberboard 21 is relatively low, which helps to achieve a lightweight design of the vehicle and improve fuel economy and power performance.

[0058] Good energy absorption performance: During a collision, the fiber layer 211 and the resin layer 212 in the prepreg fiberboard 21 will interact with each other, and through processes such as fiber stretching and breaking and resin deformation, a large amount of collision energy is absorbed, reducing energy transfer to the interior of the vehicle and protecting the safety of passengers.

[0059] In addition, more importantly, the present invention can reduce the investment in molds; that is, during conventional production, if the structural design of the initial product is unreasonable, there is no need to open a new set of molds. It is only necessary to modify the fiber arrangement and fiber thickness of the composite layer to achieve controllable anisotropic properties of the plate, thereby obtaining the desired product on the original mold, reducing development time, saving mold costs, and increasing material utilization rate.

[0060] Furthermore, in the present invention, the fiber layers 211 in adjacent prepreg fiberboards 21 are arranged in the same or different manners.

[0061] In the present invention, when the fiber layers 211 are arranged in the same manner, it can be well ensured that the mechanical properties of adjacent prepreg fiberboards 21 in a certain direction are uniform, which is convenient for design and calculation.

[0062] Simple process: The fiber layers 211 with the same arrangement are easier to control during the manufacturing process, and the molding process is relatively simple, which is suitable for large-scale production; Reduce wrinkles: During the thermoforming process, reducing the superposition of fiber layers 211 at different angles can effectively reduce the generation of wrinkles.

[0063] In the present invention, when the fiber layers 211 in adjacent prepreg fiberboards 21 are arranged differently, the isotropy of the composite layer 2 can be ensured, and its bearing capacity under multi-directional loads can be enhanced; the mechanical properties can be optimized: the fiber layers 211 with different arrangements can effectively disperse stress, reduce stress concentration, and improve the material's fatigue resistance and damage tolerance.

[0064] In actual design, the arrangement of the fiber layer 211 can be flexibly selected according to specific application needs and performance requirements to achieve the best balance between performance and cost-effectiveness.

[0065] Furthermore, in the present invention, the fiber layer 211 in each prepreg fiberboard 21 is a single-layer or multi-layer layered fiber.

[0066] Single-layer fiber: Single-layer fiber usually refers to fibers arranged continuously in one direction to form unidirectional prepreg (UD).

[0067] This structure has excellent mechanical properties in the axial direction of the fiber, but exhibits anisotropy.

[0068] Multi-layered fiber: Multi-layered fiber can be the superposition of multiple layers of unidirectional fibers, or it can be a mixed laying of fibers in different directions (such as 0°, 90°, ±45°).

[0069] This structure can optimize mechanical properties through fiber layer design, giving it better load-bearing capacity in multiple directions.

[0070] Single layer fiber:

[0071] Advantages: It has high strength and high modulus in the fiber direction and is suitable for bearing unidirectional loads.

[0072] Multi-layered fiber:

[0073] Advantages: By stacking fiber layers 211 in different directions, isotropy or approximately isotropy can be achieved, which is suitable for complex load conditions.

[0074] Furthermore, in the present invention, each layer of the layered fibers includes unidirectional tapes and / or woven fibers; in the prepreg fiberboard 21, the fiber layer 211 can be composed of unidirectional tape fibers and / or woven fibers. This design can be optimized according to different application needs and performance requirements.

[0075] Unidirectional tape fiber; unidirectional tape fiber is composed of parallel arranged continuous fibers with consistent fiber direction, and has high strength and high stiffness; it exhibits excellent mechanical properties in the fiber direction, but is anisotropic; it is suitable for structural parts that bear unidirectional loads.

[0076] In composite materials, unidirectional tape fibers can improve multi-directional load-bearing capacity by optimizing the ply angles (such as 0°, 90°, ±45°).

[0077] Woven fiber: Woven fibers form a two-dimensional or three-dimensional structure by interweaving warp and weft, and have good impact resistance and isotropy; the porosity and fiber distribution uniformity of woven fibers will affect the mechanical properties of the composite material.

[0078] In the present invention, the mixed layer design of woven fibers and unidirectional tape fibers can give full play to the advantages of both and make up for the shortcomings of a single material.

[0079] The mixed layup of woven fibers and unidirectional tape fibers can optimize the mechanical properties: the unidirectional tape fibers provide high strength and high stiffness, the woven fibers provide impact resistance and isotropy, and the mixed layup can combine the advantages of both; improve damage tolerance: the mixed layup design can effectively disperse stress and improve the damage tolerance and fatigue performance of composite materials.

[0080] In summary, the fiber layer 211 in the prepreg fiberboard 21 can be composed of unidirectional tape fibers and / or woven fibers. The high performance and multifunctionality of the composite material can be achieved through a mixed layer design to meet the needs of different application scenarios.

[0081] Furthermore, in the present invention, the unidirectional tapes and / or braided fibers in each layer of the layered fibers include yarn strips; the yarn strips in the unidirectional tapes and / or braided fibers have the same or different thicknesses; the present invention can control the structural strength of the layered fibers by controlling the thickness of the yarn strips, and then control the structural strength of the composite layer 2. The ultimate goal is to control the structural strength of the structural parts. In actual use, the controllability of the collision force can be achieved, and the energy transfer path during the collision process can be optimized.

[0082] Furthermore, in the present invention, the inner panel layer 1 comprises a single-layer resin board; the resin layer 212 in each prepreg fiberboard 21 is a thermoplastic resin or a thermosetting resin; the outer surface layer 3 is a resin layer 212 board; and is made of thermoplastic resin.

[0083] The inner panel layer 1 of the present invention is composed of a single-layer resin board, which provides basic support for the entire structure to ensure the overall rigidity and stability; in the event of a collision or impact, the resin board can absorb part of the energy by deformation and play a buffering role; resin materials usually have good heat insulation and sound insulation properties, which help to improve the comfort inside the vehicle.

[0084] Resin panels are lighter than traditional metal materials, helping to reduce vehicle weight and improve fuel efficiency.

[0085] The resin material has good resistance to chemical corrosion, extending the service life of the components.

[0086] In the present invention, the composite layer 2 is composed of prepreg fiberboard 21, each fiberboard layer comprises a resin layer 212 and a fiber layer 211, and the resin layer 212 can be a thermoplastic resin or a thermosetting resin.

[0087] The fiber layer 211 may include unidirectional tape fibers: the fibers have the same direction, provide high strength and high modulus, and are suitable for bearing unidirectional loads; or woven fibers: multi-directional load-bearing capacity is formed by interweaving warp and weft, and have good impact resistance and isotropy.

[0088] Thermosetting resin: After curing, it forms an irreversible three-dimensional network structure with high strength and high modulus, suitable for parts requiring high rigidity.

[0089] Thermoplastic resin: has good toughness and recyclability, suitable for parts that require a certain degree of flexibility and rapid prototyping.

[0090] High strength and light weight: The combination of the fiber layer 211 and the resin layer 212 provides excellent mechanical properties while maintaining light weight.

[0091] Energy absorption and dispersion: During a collision, the fiber layer 211 can effectively absorb and disperse energy, reducing the impact of the impact on the occupants in the vehicle.

[0092] Design flexibility: By adjusting the fiber arrangement and resin type, the performance of the composite layer 2 can be optimized to meet different application requirements.

[0093] Outer surface layer 3: Resin layer 212 plate (thermoplastic resin) The outer surface layer 3 is composed of a resin layer 212 plate made of thermoplastic resin; its main functions are appearance protection: providing good weather resistance and UV resistance, protecting the internal structure from the influence of the external environment; impact resistance: thermoplastic resin has good toughness and can withstand a certain degree of impact; aesthetics: surface treatment (such as painting, film pasting, etc.) can be performed to improve the appearance quality of the vehicle.

[0094] Thermoplastic resins: such as polycarbonate (PC), polypropylene (PP), polyethylene (PE), etc., have good toughness and processability; Recyclability: Thermoplastic resins can be reshaped by heating and have good recyclability; Easy processing: They can be quickly formed through injection molding, extrusion and other processes, and are suitable for large-scale production.

[0095] The coordinated design of the inner panel layer 1, the composite layer 2 and the outer surface layer 3 is the key to achieving high performance of automotive structural parts: in the present invention, the inner panel layer 1: serves as a basic support and absorbs part of the impact energy; the composite layer 2: further absorbs and disperses energy through the synergistic effect of the fiber layer 211 and the resin layer 212; the outer surface layer 3: provides additional impact protection to prevent external impacts from directly acting on the internal structure.

[0096] In addition, the inner plate layer 1 and the composite layer 2 of the present invention provide good corrosion resistance and durability through the combination of resin and fiber.

[0097] Outer layer 3: Protects the internal structure from the external environment through the weather resistance of thermoplastic resin.

[0098] This structural design is applicable to a variety of automotive parts, including but not limited to: doors, roofs, body frames, front hoods, etc., which require high strength, light weight and good impact resistance.

[0099] The design of this automotive structural component achieves lightness, high strength, high safety, good durability and corrosion resistance through the synergistic effect of the inner plate layer 1, the composite layer 2 and the outer surface layer 3. Through the rational selection of materials and optimized structural design, it can meet the needs of different application scenarios and provide an ideal solution for the modern automotive and aerospace fields.

[0100] Furthermore, the vehicle structural component described in the present invention is manufactured by a hot pressing process; hot pressing is to place a prepreg (such as a fiber-reinforced resin material) into a mold and perform molding under high temperature and high pressure conditions.

[0101] The above process has the following technical effects:

[0102] This process can ensure that the material fully flows and solidifies during the molding process, thereby obtaining high-quality composite products;

[0103] Fast curing and efficient production: By optimizing process parameters, hot pressing can achieve fast curing and shorten production cycle. For example, the application of fast curing molding materials can shorten the molding cycle from the traditional 10 minutes to 2 hours to 1-5 minutes.

[0104] Complex structure one-step forming: Hot pressing is suitable for manufacturing complex-shaped structural parts, which can achieve one-step forming and reduce the need for secondary processing.

[0105] A method for manufacturing the vehicle structural component, the method comprising the following steps:

[0106] Step 1: Place the inner plate material for making the inner plate layer 1 into an inner plate mold, and hot press to obtain the desired shape. The hot pressing temperature is 130-300° C., and finally form the inner plate layer 1;

[0107] Step 2: Place the inner panel layer 1 of step 1 into another set of outer panel molds. The mold is required to be able to clamp the inner panel layer 1 and ensure the flatness of the contact surface between the inner panel layer 1 and the composite layer 2;

[0108] Step 3: Lay the prepreg fiberboard 21 on top of the inner board layer 1 of step 2 in the required molding mold, and finally place the outer surface layer 3; then obtain the required vehicle structure through a hot pressing process.

[0109] Detailed steps of the production method:

[0110] Step 1: Forming of inner layer 1

[0111] Key points of the process:

[0112] The material for making the inner panel layer 1 (such as a single-layer resin panel) is placed into an inner panel mold.

[0113] The hot pressing temperature is controlled at 130-300°C, and the specific temperature depends on the type of resin used (thermoplastic or thermosetting).

[0114] Sufficient pressure needs to be applied during the hot pressing process to ensure the molding quality of the inner panel layer 1.

[0115] The hot pressing time is adjusted according to the characteristics of the material to ensure that the resin is fully cured or flow-formed.

[0116] The inner panel layer 1 is formed separately, and its shape and size accuracy can be precisely controlled.

[0117] High temperature hot pressing can ensure the fluidity and curing quality of the resin material and improve the strength and durability of the inner panel layer 1.

[0118] Step 2: Integration of inner panel layer 1 and outer panel mold

[0119] Place the inner panel layer 1 formed in step 1 into another set of outer panel molds.

[0120] The outer panel mold design requires that it can be clamped with the inner panel layer 1 to ensure the flatness of the contact surface between the inner panel layer 1 and the composite layer 2.

[0121] The clamping design of the mold can be mechanically fixed, vacuum adsorbed or other ways to ensure that the inner plate layer 1 will not shift in subsequent steps.

[0122] The clamping design ensures tight bonding between the inner panel layer 1 and the composite layer 2, avoiding gaps or unevenness between the layers.

[0123] The design of the outer panel mold can optimize the molding effect of the composite layer 2 and improve the flatness and appearance quality of the overall structure.

[0124] Step 3: Forming of composite layer 2 and outer layer 3

[0125] Key points of the process:

[0126] The prepreg fiberboard 21 is laid on top of the inner ply 1 that has been fixed in step 2 .

[0127] According to the design requirements, multiple layers of prepreg fiberboard 21 can be laid, and the fiber direction can be optimized according to the mechanical performance requirements (such as 0°, 90°, ±45°, etc.).

[0128] An outer skin layer 3 (eg, a thermoplastic resin layer 212 sheet) is placed over the prepreg fiber sheet 21 .

[0129] The entire structure is formed again by a hot pressing process, and the hot pressing temperature and pressure are adjusted according to the material properties to ensure sufficient curing and bonding of the composite layer 2 and the outer layer 3.

[0130] Based on the above design, the layer-by-layer laying and molding process can accurately control the thickness and performance of each layer.

[0131] The hot pressing process can ensure good bonding between the fiber layer 211 and the resin layer 212, thereby improving the overall performance of the composite material.

[0132] The thermoplastic resin of the outer layer 3 can be tightly combined with the composite layer 2 by heat pressing, while providing good appearance and weather resistance.

[0133] Advantages of production method:

[0134] Capable of precise control and high-quality molding; through the step-by-step molding process, the flow and solidification of the material can be precisely controlled in each step to ensure the dimensional accuracy and surface quality of the final product.

[0135] The step-by-step molding of the inner plate layer 1 and the composite layer 2 can avoid molding defects caused by differences in material properties and improve the reliability of the overall structure.

[0136] Multi-material integration and performance optimization: The inner panel layer 1, composite layer 2 and outer surface layer 3 can select appropriate materials (such as thermoplastic resin, thermosetting resin, fiber-reinforced material, etc.) according to different performance requirements; by optimizing the fiber arrangement and resin type, high strength, high modulus, light weight and good impact resistance can be achieved.

[0137] Efficient production and cost control: The hot pressing process is suitable for large-scale production, which can shorten the production cycle and improve production efficiency; the step-by-step molding process can adjust the process parameters of each step as needed to reduce material waste and defective rate.

[0138] specific:

[0139] The vehicle body structural member disclosed in the present invention mainly includes three parts: an inner panel layer 1, a composite layer 2, and an outer panel 3, wherein the inner panel layer 1 supports the appearance and maintains rigidity and installation, and metal nuts or bolts may be pre-embedded and installed according to the design; the composite layer 2 supports the surface and maintains dimensional stability, and is composed of a multi-layer prepreg fiberboard 21, and the prepreg fiberboard 21 further includes: a resin layer 212 and a fiber layer 211; the outer panel 3 is various resins that can be hot-pressed, and serves as an appearance surface to achieve a good appearance.

[0140] The inner panel layer 1 is composed of a single-layer resin panel, and the required inner panel structure design is formed by a hot pressing process; the thickness of the panel is about 0.1-3 mm, preferably 0.25 mm-1 mm; wherein the resin is mainly various thermoplastic or thermosetting resins: thermoplastic resins include but are not limited to polypropylene PP, polyamide PA, polycarbonate PC, etc. and their derivatives; thermosetting resins include epoxy resins, phenolic resins, polyimide resins, etc. and their derivatives; thermoplastic resins are preferred.

[0141] Among them, the derivatives are mainly fiber-reinforced resins, including short fiber (≤2mm) and / or long fiber (>2mm) reinforcement systems. Higher rigidity can be achieved by fiber arrangement and fiber addition.

[0142] The fiber materials include but are not limited to: cotton fiber, glass fiber, carbon fiber, hemp fiber, bamboo fiber, kevlar fiber, etc.; glass fiber is preferred; the fiber source may also be recycled fiber of the above fibers.

[0143] There are no specific requirements for the fiber arrangement; if a high-depth structure is required, randomly arranged short fibers or recycled yarn fibers are preferred.

[0144] The composite layer 2 is composed of multiple layers of pre-impregnated fiber composite panels, which is a key component for regulating impact resistance and dimensional stability.

[0145] The composite layer 2 generally has 1 to 5 layers, preferably 2 to 3 layers.

[0146] The thickness of the composite layer 2 is 0.5 mm to 3 mm, preferably 1 mm to 1.5 mm.

[0147] The resin layer 212 can be various thermoplastic resins and thermosetting resins: thermoplastic resins include but are not limited to polypropylene PP, polyamide PA, polycarbonate PC, etc. and their derivatives; thermosetting resins include epoxy resins, phenolic resins, polyimide resins, etc. and their derivatives.

[0148] The fiber layer 211 is a single layer or multiple layers of layered fibers of various structural designs, each layer of layered fibers includes unidirectional tapes or woven fibers or other structurally designed fibers; the fiber layer 211 is generally 1-20 layers, preferably 1-5 layers;

[0149] The fiber material includes but is not limited to one or more of the following: cotton fiber, glass fiber, carbon fiber, hemp fiber, bamboo fiber, kevlar fiber, etc.; the fiber source may also be recycled fiber of the above fibers.

[0150] Each layer of fiber structure can be designed as various unidirectional tapes and / or woven textile structures and / or other structures and arrangements as required. The fiber arrangement direction and angle can be freely selected as required;

[0151] Preferably, the thickness of a single-layer unidirectional tape is 0.1-0.25 mm, preferably 0.2-0.25 mm;

[0152] Preferably, the thickness of the single-layer braided fiber is 0.05-0.5 mm, preferably 0.25-0.5 mm;

[0153] Preferably, other structures and arranged fibers are mainly arranged according to the product structure design requirements. For places with relatively high rigidity requirements, coarser fibers are used and the fiber arrangement density is increased and / or multi-layer arrangement and / or continuous fibers are used; for collision areas, finer fibers can be used, the fiber arrangement density is reduced, the weaving structure is reduced, loosely laid fibers are used... and other methods can be used to achieve pedestrian protection (as shown in the attached figure); the single layer thickness is 0.05-0.5mm, preferably 0.25-0.5mm.

[0154] Among them, the fibers can be in various structures such as monofilament, yarn, mixed yarn, twisted yarn, blended yarn, woven structure, etc.

[0155] The outer surface layer 3 is a common resin layer 212 plate, which is used to form a better appearance plane, mainly various thermoplastic resins: including but not limited to polypropylene PP, polyamide PA, polycarbonate PC and other mineral powder reinforced materials; the thickness of the plate is about 0.1-3mm, preferably 0.25mm-1mm.

[0156] The manufacturing process is:

[0157] 1) First, design the corresponding plate according to the inner plate shape structure, and place it in the corresponding inner plate hot pressing mold for forming;

[0158] 2) Then, the inner panel formed in 1) is placed into the outer panel mold, and the designed composite layer 2 multi-layer panel is laid on in sequence, and finally the outer layer 3 panel is laid on, and integrated into a whole through molding.

[0159] Preferably, the resins of the inner plate layer 1, the composite layer 2 and the outer surface layer 3 are selected to have good compatibility, which is also conducive to high-strength interface bonding of various materials.

[0160] Specific manufacturing method:

[0161] Put the inner plate material into the inner plate mold and hot press to obtain the desired shape, the hot pressing temperature is 130-300°C, preferably 150-230°C;

[0162] The inner plate flat plate of 1 is laid out in the required shaping mold, and the inner plate layer 1 of the required structure is obtained through a hot pressing process.

[0163] The hot pressing temperature is 130-300°C, preferably 150-230°C;

[0164] Put the inner plate layer 1 of 2 into another set of outer plate molds, which can clamp the inner plate and keep the surface of the inner plate layer 1 in contact with the outer plate in a relatively flat state;

[0165] Multiple single-layer fiberboards pre-impregnated with resin are evenly laid on the inner board layer 1 of step 3 in the required molding mold as required, and finally the outer surface layer panel is formed. Then, the inner and outer board structures of the required structure are obtained through hot pressing process. The hot pressing temperature is 130-300°C, preferably 150-230°C.

[0166] Specific cases;

[0167] Take the cabin cover made of PP-GF30 material (inner plate layer 1) (1 layer) + PP composite layer 2 (3 layers) + PP outer layer 3 (1 layer) as an example:

[0168] Put the PP-GF30 material into the inner plate molding mold, and obtain the inner plate layer 1 ( Figure 2 ), the inner plate thickness is 0.5mm, the inner plate hot pressing molding height is 1mm, and the hot pressing temperature is set at 190℃;

[0169] The inner panel of step 1 is placed in the outer panel molding mold, and three layers of PP composite fiber layers 211 (such as Figure 2 ), each layer thickness 0.5mm; finally, a 0.5mm appearance layer PP board is laid, and the hot pressing temperature is set at 170℃.

[0170] The average surface thickness of the final cabin cover structure is about 2.5mm, and the height of the hot-pressed rib is about 1mm. Figure 5 , Figure 6 , Figure 7 ).

[0171] Schematic diagram Figure 5 The overall structure is comprehensive, the joints have higher rigidity, the middle area has weaker performance, but it can support the panel shape and impact resistance.

[0172] How composite layer 2 performance changes: Assumptions Figure 5The peripheral structure needs to be stronger and the middle structure weaker. Without changing the mold, the thickness of each layer can also be kept unchanged. Fig. 9 , Fig.10 , Fig.11 The three-layer structure shown is changed as follows.

[0173] 1. Bottom layer: compared to Figure 6 , the length and width of the single layer remain unchanged, and the structure is changed as Fig. 9 As shown, the peripheral structure uses a thicker yarn weaving structure (to increase mechanical properties such as strength), and the middle uses a thinner yarn and a loose single-wire structure (to ensure excellent impact resistance).

[0174] 2. Middle layer: compared to Figure 7 , the length and width of the single layer remain unchanged, and the structure is changed as Fig.10 As shown, the peripheral structure increases the use of thicker yarn weaving structure, and the middle uses a thinner yarn structure and reduces the number.

[0175] 3. Upper level: compared to Figure 8 , the length and width of the single layer remain unchanged, and the structure is changed as Fig.11 shown.

[0176] Obviously, the specific implementation of the present invention is not limited to the above-mentioned methods. As long as various non-substantial improvements are made using the method concept and technical solution of the present invention, they are all within the protection scope of the present invention.

Claims

1. A vehicle structural component with controllable collision force, characterized in that: Including inner ply, composite ply and outer ply; The inner plate layer, the composite layer and the outer surface layer are distributed in sequence; The composite layer includes at least one prepreg fiberboard, and each of the prepreg fiberboards includes a resin layer and a fiber layer embedded in the resin layer.

2. The vehicle structural component with controllable collision force according to claim 1, characterized in that: The fiber layers in adjacent prepreg fiberboards are arranged in the same or different manners.

3. A vehicle structural component with controllable collision force according to any one of claims 1-2, characterized in that: The fiber layer in each prepreg fiberboard is a single layer or multiple layers of layered fibers.

4. The vehicle structural component with controllable collision force according to claim 3, characterized in that: Each layer of the layered fibers includes unidirectional tapes and / or braided fibers.

5. The vehicle structural component with controllable collision force according to claim 4, characterized in that: The unidirectional tapes and / or braided fibers in each layer of the layered fibers include yarn strips; the yarn strips in the unidirectional tapes and / or braided fibers have the same or different thicknesses.

6. The vehicle structural component with controllable collision force according to claim 1, characterized in that: The inner panel layer includes a single-layer resin panel.

7. The vehicle structural component with controllable collision force according to claim 1, characterized in that: The resin layer in each prepreg fiberboard is a thermoplastic resin or a thermosetting resin.

8. The vehicle structural component with controllable collision force according to claim 1, characterized in that: The outer surface layer is a resin layer plate made of thermoplastic resin.

9. The vehicle structural component with controllable collision force according to claim 1, characterized in that: The vehicle structural component is manufactured by adopting a hot pressing forming process.

10. A method for manufacturing a vehicle structural component according to any one of claims 1 to 9, characterized in that: The production method comprises the following steps: Step 1: Place the inner plate material for making the inner plate layer into the inner plate mold, and hot press to obtain the desired shape. The hot pressing temperature is 130-300°C to finally form the inner plate layer; Step 2: Place the inner panel layer of step 1 into another set of outer panel molds. The mold is required to be able to clamp the inner panel layer to ensure the flatness of the contact surface between the inner panel layer and the composite layer; Step 3: Lay the prepreg fiberboard on top of the inner board layer in step 2 in the required molding mold, and finally place the outer surface layer; then obtain the required vehicle structural parts through hot pressing process.

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