Side impact crushing resisting method for aluminum alloy automobile anti-collision beam

Abstract

The invention relates to the technical field of anti-collision beam side collision crushing resistance, and discloses an aluminum alloy automobile anti-collision beam side collision crushing resistance method which comprises the following steps: step 1, optimizing the section design of an anti-collision beam, and adopting an asymmetric multi-cavity section structure to enable collision force to be transmitted and dispersed among different cavities; and secondly, shape memory alloy is introduced, the shape memory alloy is embedded in the anti-collision beam, and the anti-collision beam can automatically recover to the preset shape after being subjected to collision force. Through the combination of the asymmetric multi-cavity section design and the high-strength aluminum alloy material, the collision force can be uniformly dispersed among the multiple cavities, the plastic deformation energy absorption amount is improved, the impact force transmitted by a vehicle body is effectively reduced, and the collision force can be effectively reduced through the cooperative work of the adjustable crumple guide groove and the intelligent sensor. And direction rotation and depth adjustment of the guide groove are adjusted in real time according to the collision angle range and speed, and precise control over the crumple path is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of anti-side-collision crushing of anti-collision beams, and particularly relates to a method for anti-side-collision crushing of aluminum alloy automobile anti-collision beams. Background Art

[0002] Aluminum alloy automobile anti-collision beams are important components in modern automobile safety protection systems. They are usually installed at the front and rear ends of vehicles and are mainly made of aluminum alloy materials. Such materials are widely used because of their relatively low density, high specific strength, and good corrosion resistance. Aluminum alloy anti-collision beams generally have a long strip or rectangular frame structure, and may be designed with multiple reinforcing ribs or specific cross-sectional shapes inside, such as rectangular, I-shaped, hat-shaped, etc., to enhance their anti-impact performance. When a vehicle collides, the aluminum alloy anti-collision beam can withstand and absorb a large amount of impact energy. In the production process of aluminum alloy automobile anti-collision beams, the anti-side-collision crushing experiment is a crucial link, because in the actual driving process of vehicles, side collision accidents are a relatively common and dangerous form of collision. The anti-side-collision crushing experiment can comprehensively evaluate the performance of the anti-collision beam by simulating the stress and deformation of the anti-collision beam when the vehicle is side-collided;

[0003] In the prior art, when performing anti-side-collision crushing on aluminum alloy automobile anti-collision beams, the energy absorption efficiency is relatively low. Because traditional anti-collision beams may adopt a simple rectangular cross-section, when subjected to a lateral collision force, their deformation process cannot effectively convert energy into plastic deformation energy, resulting in a large amount of energy being directly transmitted to the vehicle body structure, increasing the risk of vehicle body damage. Moreover, in actual side collision accidents, the collision angles and speeds are diverse, and the structure of traditional anti-collision beams is fixed and cannot automatically adjust their deformation modes and collapse paths according to different collision conditions.

[0004] To solve the above problems, a method for anti-side-collision crushing of aluminum alloy automobile anti-collision beams is proposed in the present application. Summary of the Invention

[0005] The present invention provides a method for anti-side-collision crushing of aluminum alloy automobile anti-collision beams, which solves the problems in the related art that when performing anti-side-collision crushing on aluminum alloy automobile anti-collision beams, the energy absorption efficiency is relatively low, and the structure of traditional anti-collision beams is fixed and cannot automatically adjust their deformation modes and collapse paths according to different collision conditions.

[0006] The method for anti-side-collision crushing of aluminum alloy automobile anti-collision beams provided by the present invention includes the following steps:

[0007] Step 1: Optimize the cross-section design of the anti-collision beam, and adopt an asymmetric multi-chamber cross-section structure to enable the collision force to be transmitted and dispersed between different chambers;

[0008] Step 2: Introduce shape memory alloy. Embed shape memory alloy in the bumper beam so that it can automatically return to the preset shape after being subjected to a collision force;

[0009] Step 3: Set adjustable crush guide grooves. Design adjustable crush guide grooves on the surface of the bumper beam, and adjust the direction and depth of the guide grooves according to the collision angle and speed through mechanical or hydraulic devices to guide the bumper beam to crush along a predetermined path;

[0010] Step 4: Use high-strength aluminum alloy material to absorb and disperse collision energy;

[0011] Step 5: Install intelligent sensors and control systems. Install sensors inside the bumper beam to monitor the direction, magnitude, and speed of the collision force in real time;

[0012] Step 6: Design a multi-stage buffer structure. Set a multi-stage buffer structure between the bumper beam and the vehicle body to absorb collision energy step by step;

[0013] Step 7: Adopt a segmented crush design. Divide the bumper beam into multiple independent segments, and each segment crushes independently according to the collision angle and speed;

[0014] Step 8: Introduce a composite material reinforcement layer. Embed a carbon fiber composite material reinforcement layer on the surface or inside of the aluminum alloy bumper beam;

[0015] Step 9: Design an adaptive connection structure so that the bumper beam can automatically adjust the connection stiffness with the vehicle body according to the force condition during the collision process.

[0016] As a further optimized solution of the present invention, the optimization of the bumper beam cross-section design in Step 1 specifically includes;

[0017] Design an asymmetric multi-chamber cross-section: Design a multi-chamber cross-section structure in the shape of Z or W;

[0018] Simulate the collision force transmission path: Simulate the collision force transmission path in the multi-chamber cross-section through finite element analysis;

[0019] Manufacture and test the prototype: Manufacture the optimized bumper beam prototype using precision casting or extrusion process, and conduct physical collision tests to verify whether its energy absorption efficiency meets the expectations.

[0020] As a further optimized solution of the present invention, the introduction of shape memory alloy in Step 2 specifically includes:

[0021] Select a suitable SMA material: According to the working temperature and collision force range of the bumper beam, select a nickel-titanium alloy with a suitable phase change temperature and shape memory effect;

[0022] Design of key parts for embedding SMA: Design a structure for embedding SMA at the body connection of the bumper beam or at the part that first contacts the collision object;

[0023] Preset shape and recovery mechanism of SMA: Process SMA to have a preset shape so that it can automatically return to the preset shape after collision deformation. At the same time, design a trigger recovery mechanism, and the trigger mechanism is a heating or cooling system.

[0024] As a further optimized solution of the present invention, the specific steps for setting the adjustable collapse guiding groove in step three include:

[0025] Design the structure of the adjustable guiding groove: Design an adjustable collapse guiding groove on the surface of the bumper beam, including a movable guiding plate and an adjusting mechanism;

[0026] Develop the adjusting mechanism: Use mechanical gears, screws or hydraulic devices to control the adjustment of the guiding groove to ensure that it can be quickly adjusted according to the collision angle and speed before collision;

[0027] Integrate the sensor and the adjustment system: Install sensors on the bumper beam to real-time monitor the collision angle and speed, and transmit the data to the adjusting mechanism through the control system to achieve automatic adjustment.

[0028] As a further optimized solution of the present invention, the specific steps for using high-strength aluminum alloy materials in step four include:

[0029] Select suitable aluminum alloy materials: According to the performance requirements of the bumper beam, select 6000-HS series ultra-high strength and high-toughness aluminum alloy materials;

[0030] Material performance testing and optimization: Conduct tensile, compression and impact tests on the selected aluminum alloy materials, and optimize their composition and heat treatment process;

[0031] Material forming and processing: Use extrusion, forging or casting processes to process the aluminum alloy materials into the shape of the bumper beam.

[0032] As a further optimized solution of the present invention, the specific steps for installing intelligent sensors and control systems in step five include:

[0033] Sensor selection and installation: Select acceleration sensors, pressure sensors and displacement sensors, and install them at key positions of the bumper beam to real-time monitor the direction, magnitude and speed of the collision force;

[0034] Control system development: Develop a control system based on a microcontroller or an embedded system, which can receive sensor data and process it quickly, and automatically adjust the collapse path and energy absorption strategy of the bumper beam according to the preset algorithm;

[0035] System integration and testing: Integrate the sensors and control systems into the bumper beam, conduct collision simulation tests, and verify whether the response speed and adjustment effect of the system meet the design requirements.

[0036] As a further optimization scheme of the present invention, the specific steps of designing the multi-stage buffer structure in Step 6 include:

[0037] Select buffer materials and structures: According to the magnitude and distribution of collision energy, select buffer materials such as spring steel, hydraulic oil, or aluminum foam, and design the layout of the multi-stage buffer structure;

[0038] Installation and connection of the buffer structure: Install the buffer structure between the bumper beam and the vehicle body;

[0039] Optimization and testing of the buffer effect: Through simulated collision tests, adjust the parameters of the buffer structure, spring stiffness, and hydraulic damping.

[0040] As a further optimization scheme of the present invention, the specific steps of adopting the segmented collapsible design in Step 7 include:

[0041] Segmented design of the bumper beam: Divide the bumper beam into multiple independent segments, and design different collapsible modes for each segment according to the force conditions during the collision process;

[0042] Connection design between segments: Design the connection structure between segments so that they can collapse independently during the collision process, and at the same time avoid the overall structure failure caused by the mutual interference between segments;

[0043] Verification of the segmented collapsible effect: Through collision simulation and physical tests, verify the effect of the segmented collapsible design.

[0044] As a further optimization scheme of the present invention, the specific steps of introducing the composite material reinforcement layer in Step 8 include:

[0045] Select composite materials: According to the performance requirements of the bumper beam, select carbon fiber composite materials as the reinforcement layer;

[0046] Design and manufacture of the composite material reinforcement layer: Design the shape and thickness of the composite material reinforcement layer, use prepreg or resin transfer molding process to manufacture the reinforcement layer, and embed it on the surface or inside of the aluminum alloy bumper beam;

[0047] Testing and optimization of the reinforcement effect: Through tensile, compression, and impact tests, verify the effect of the composite material reinforcement layer.

[0048] As a further optimization scheme of the present invention, the specific steps of designing the adaptive connection structure in Step 9 include:

[0049] Design the adaptive connection structure: Adopt a magnetorheological damper;

[0050] Installation and integration of the connection structure: Install the magnetorheological damper between the anti-collision beam and the vehicle body;

[0051] Testing and optimization of the adaptive connection effect: Verify the effect of the adaptive connection structure through collision simulation and physical testing.

[0052] The above technical solutions of the present invention have the following beneficial technical effects:

[0053] 1. Through the combination of the asymmetric multi-chamber cross-section design and high-strength aluminum alloy material, the collision force can be evenly dispersed among multiple chambers, the plastic deformation energy absorption is increased, and the impact force transmitted by the vehicle body is effectively reduced;

[0054] 2. The adjustable crash guide groove and the intelligent sensor work together to adjust the rotation direction and depth of the guide groove in real time according to the collision angle range and speed, realizing precise control of the crash path;

[0055] 3. After the collision, the nickel-titanium alloy triggers the shape memory effect by heating, so that the deformed collision part can be quickly restored, reducing the maintenance cost after the accident;

[0056] 4. Through multi-stage buffer collaborative protection, the collision energy is absorbed step by step in proportion, reducing the peak value of the vehicle body acceleration and effectively protecting the integrity of the occupant compartment. Description of the Drawings

[0057] Figure 1 It is a flowchart of a method for an aluminum alloy vehicle anti-collision beam to resist side collision and crush proposed by the present invention. Detailed Embodiments

[0058] To make the purpose, technical solutions and advantages of the present invention clearer, the present invention will be further described in detail below in conjunction with the specific embodiments and with reference to the accompanying drawings. It should be understood that these descriptions are exemplary and not intended to limit the scope of the present invention. In addition, in the following description, the descriptions of well-known structures and technologies are omitted to avoid unnecessarily confusing the concepts of the present invention.

[0059] As Figure 1 shown, a method for an aluminum alloy vehicle anti-collision beam to resist side collision and crush proposed by the present invention includes the following steps:

[0060] Step 1: Optimize the cross-section design of the anti-collision beam, and adopt an asymmetric multi-chamber cross-section structure to enable the collision force to be transmitted and dispersed between different chambers;

[0061] Step 2: Introduce shape memory alloy, embed the shape memory alloy on the anti-collision beam so that it can automatically return to the preset shape after being subjected to the collision force;

[0062] Step 3: Set up an adjustable crash guide groove. Design an adjustable crash guide groove on the surface of the bumper beam, and use mechanical or hydraulic devices to adjust the direction and depth of the guide groove according to the collision angle and speed, guiding the bumper beam to collapse along a predetermined path;

[0063] Step 4: Use high-strength aluminum alloy material to absorb and disperse collision energy;

[0064] Step 5: Install intelligent sensors and control systems. Install sensors inside the bumper beam to monitor the direction, magnitude, and speed of the collision force in real time;

[0065] Step 6: Design a multi-stage buffer structure. Set up a multi-stage buffer structure between the bumper beam and the vehicle body to absorb collision energy step by step;

[0066] Step 7: Adopt a segmented collapse design. Divide the bumper beam into multiple independent segments, and each segment collapses independently according to the collision angle and speed;

[0067] Step 8: Introduce a composite material reinforcement layer. Embed a carbon fiber composite material reinforcement layer on the surface or inside of the aluminum alloy bumper beam;

[0068] Step 9: Design an adaptive connection structure so that the bumper beam can automatically adjust the connection stiffness with the vehicle body according to the force conditions during the collision.

[0069] In this embodiment, the specific optimization of the bumper beam cross-section design in Step 1 includes;

[0070] Design an asymmetric multi-chamber cross-section: Design a multi-chamber cross-section structure in the shape of Z or W to ensure that the size and shape of each chamber can effectively disperse the collision force; Use professional 3D modeling software (such as CATIA) to design a 3-layer Z-shaped cross-section, with the main chamber height set at 80 mm, the side secondary chamber heights at 60 mm, the wall thickness gradually changing from 2.5 mm to 3.2 mm, and the chamber included angle designed at 120°. During the modeling process, repeatedly adjust and optimize the size and shape of each chamber to ensure that it can effectively disperse the collision force;

[0071] Simulate the collision force transmission path: Simulate the transmission path of the collision force in the multi-chamber cross-section through finite element analysis, and optimize the connection structure between the chambers so that the collision force can be evenly distributed; Use LS-DYNA software for simulation analysis. Import the built bumper beam model into the software, set the 50 km / h side collision condition, and input the material parameters according to the characteristics of the actually selected aluminum alloy material. The simulation results show that the maximum stress value drops from 450 MPa in the traditional structure to 320 MPa, and the stress distribution uniformity increases by 45%. According to the simulation results, further optimize the connection structure between the chambers, such as adjusting the fillet radius of the connection part and adding reinforcing ribs, so that the collision force can be more evenly distributed;

[0072] Manufacturing and testing the prototype: Manufacture the optimized anti-collision beam prototype using precision casting or extrusion processes, and conduct physical collision tests to verify whether its energy absorption efficiency meets the expectations. Manufacture the optimized anti-collision beam prototype using precision casting. During the casting process, strictly control the casting temperature at 700 - 750 °C and the pouring speed at 0.5 - 1 m / s to ensure uniform material filling and avoid defects such as porosity and shrinkage porosity. After manufacturing, conduct physical collision tests. Select a collision test bench that meets industry standards as the test equipment, and conduct side collision tests at a speed of 50 km / h. Collect stress and strain data during the collision process through sensors installed on the anti-collision beam and the test bench. If the energy absorption efficiency does not meet the expectations, adjust and optimize the model, remanufacture and test until the design requirements are met.

[0073] In this embodiment, the specific steps of introducing the shape memory alloy in step two include:

[0074] Selecting a suitable SMA material: According to the operating temperature and collision force range of the anti-collision beam, select a nickel-titanium alloy with a suitable phase change temperature and shape memory effect. According to the operating temperature range of the anti-collision beam (-40 °C - 80 °C) and the possible collision force range it may withstand (10 - 50 kN), select a nickel-titanium alloy with a suitable phase change temperature (40 °C - 60 °C) and shape memory effect. Through mechanical property tests and phase change temperature analysis of different nickel-titanium alloy samples, screen out the material with the best performance.

[0075] Design of the key parts for embedding SMA: Design the structure for embedding SMA at the vehicle body connection part or the part that first contacts the collision object of the anti-collision beam to ensure that it can effectively play its role. At the vehicle body connection part, adopt a U-shaped embedding method with an embedding depth of 5 mm and a width of 10 mm. At the collision contact part, adopt a circular embedding method with a diameter of 8 mm.

[0076] Preset shape and recovery mechanism of SMA: Conduct preset shape treatment on the nickel-titanium alloy before installation to make it meet the shape requirements of the anti-collision beam when not collided. At the same time, design a trigger recovery mechanism, and the trigger mechanism is a heating or cooling system. After the collision, use the vehicle-mounted 12V power supply to heat the nickel-titanium alloy wire buried at the connection point (current 1.5 A for 30 s) to trigger the recovery mechanism, so that the key deformed part can be restored to the original shape with an error ≤ 2 mm.

[0077] In this embodiment, the specific steps of setting the adjustable crushable guide groove in step three include:

[0078] Design the structure of the adjustable guiding groove: Design an adjustable crash guiding groove on the surface of the bumper beam, including a movable guiding plate and an adjusting mechanism to ensure that the guiding groove can adjust its direction and depth as needed; The guiding plate is made of high-strength aluminum alloy material with a thickness of 3 mm and a length of 100 mm. The adjusting mechanism uses a servo motor to drive a screw to ensure that the guiding groove can flexibly adjust its direction and depth as needed;

[0079] Develop the adjusting mechanism: Use mechanical gears, screws or hydraulic devices to control the adjustment of the guiding groove to ensure that it can be quickly adjusted according to the collision angle and speed before a collision; These devices have a fast response speed and can quickly adjust the parameters of the guiding groove according to the collision angle and speed monitored by sensors before a collision. For example, a servo motor drives the guiding plate of the crash guiding groove to adjust to the target angle (error ±0.5°), providing guarantee for accurately controlling the crash path of the bumper beam; When the monitored collision angle is 30° and the speed is 50 km / h, the servo motor drives the guiding plate of the crash guiding groove to adjust to the target angle (error ±0.5°), providing guarantee for accurately controlling the crash path of the bumper beam;

[0080] Integrate the sensor and the adjustment system: Install sensors on the bumper beam to monitor the collision angle and speed in real time, and transmit the data to the adjusting mechanism through the control system to achieve automatic adjustment.

[0081] Install sensors (such as acceleration sensors, gyroscopes, lidar) on the bumper beam to monitor the collision angle and speed in real time. The sensors transmit the data to an embedded control system (using an STM32H750 microprocessor). The system completes the calculation of collision parameters within 20 μs and looks up the table according to a preset algorithm to match the optimal guiding groove parameters (200 groups of preset schemes are stored), realizing the automatic adjustment of the guiding groove, making the bumper beam collapse along a predetermined path, and improving the energy absorption efficiency.

[0082] In this embodiment, the specific content of using high-strength aluminum alloy material in step four includes:

[0083] Select suitable aluminum alloy material: According to the performance requirements of the bumper beam, select 6000-HS series ultra-high strength and high-toughness aluminum alloy material to ensure that its strength and toughness can meet the collision requirements and effectively absorb and disperse collision energy; Conduct component analysis and mechanical property tests on different batches of aluminum alloy materials to ensure that their strength and toughness can meet the collision requirements. The yield strength of this material is ≥350 MPa, the tensile strength is ≥450 MPa, and the elongation is ≥15%;

[0084] Material property testing and optimization: Tensile, compression, and impact tests are conducted on the selected aluminum alloy material to optimize its composition and heat treatment process. For the tensile test, a universal material testing machine is used with a tensile speed of 2 mm / min. For the compression test, a pressure testing machine is used with a compression speed of 1 mm / min. For the impact test, an impact testing machine is used with an impact energy of 50 J. Based on the test results, optimize its composition and heat treatment process, perform gradient heat treatment with a heating temperature of 450 - 500 °C, a holding time of 2 - 3 h, and a cooling rate of 5 - 10 °C / s to form an outer-hard and inner-tough structure (hardness 180 HBW → 140 HBW), further improve the material strength and toughness, and enhance the overall performance of the bumper beam.

[0085] Material forming and processing: The aluminum alloy material is processed into the shape of a bumper beam using an extrusion process. During the extrusion process, control the extrusion temperature at 400 - 450 °C and the extrusion speed at 0.5 - 1 m / min to ensure a uniform microstructure of the material and avoid processing defects such as pores and cracks. After processing, perform non-destructive testing (such as ultrasonic testing and X-ray testing) on the bumper beam to ensure the stability of product quality and performance.

[0086] In this embodiment, the installation of the intelligent sensor and control system in step five specifically includes:

[0087] Sensor selection and installation: Select acceleration sensors, pressure sensors, and displacement sensors and install them at key positions on the bumper beam to real-time monitor the direction, magnitude, and speed of the collision force.

[0088] Control system development: Develop a control system based on a microcontroller or embedded system (such as the STM32H750 microprocessor) so that it can receive sensor data and process it quickly, and automatically adjust the collapse path and energy absorption strategy of the bumper beam according to the preset algorithm. When a large collision force is detected, the control system controls the collapse guiding groove to deepen, increasing the deformation amount of the bumper beam and absorbing more energy.

[0089] System integration and testing: Integrate the sensors and control system into the bumper beam and conduct collision simulation tests to verify whether the response speed and adjustment effect of the system meet the design requirements. The test equipment uses a collision test bench to simulate a 50 km / h side collision condition. By monitoring the sensor data and the response of the control system, verify whether the response speed and adjustment effect of the system meet the design requirements. If there are problems, optimize and improve the system and retest until it meets the design standards.

[0090] In this embodiment, the design of the multi-stage buffer structure in step six specifically includes:

[0091] Selection of buffer materials and structures: According to the magnitude and distribution of the collision energy, select buffer materials such as spring steel, hydraulic oil, or aluminum foam, and design the layout of a multi-stage buffer structure; select aluminum foam, spring steel, and hydraulic oil as buffer materials and design a three-stage buffer structure. The thickness of the aluminum foam is 20 mm, and the density is 0.3 - 0.5 g / cm 3 ; Select 65Mn steel for the spring steel, with a spring stiffness of 50 - 100 N / mm; select anti-wear hydraulic oil for the hydraulic oil, with a viscosity index of 150 - 200. Design the layout of the buffer structure so that the aluminum foam is located in the outermost layer and first contacts the collision energy; the spring steel is located in the middle layer to further absorb energy; the hydraulic oil is located in the inner layer, and through the hydraulic damping effect, smoothly absorbs the remaining energy;

[0092] Installation and connection of the buffer structure: Install the buffer structure between the bumper beam and the vehicle body to ensure that its connection is firm and can play a role step by step during the collision process;

[0093] Optimization and testing of the buffer effect: Through simulated collision tests, adjust parameters such as spring stiffness and hydraulic damping in the buffer structure to optimize the buffer effect and reduce the impact on the vehicle body. The three-stage buffer structure operates in chronological order: aluminum foam (0 - 3 ms) → spring steel (3 - 8 ms) → hydraulic damping (8 - 15 ms).

[0094] In this embodiment, the segmented collapsible design adopted in step seven specifically includes:

[0095] Segmented design of the bumper beam: Divide the bumper beam into multiple independent segments, and design different collapsible modes for each segment according to the force conditions during the collision process. For example, the front segment completes 80% of the deformation within 5 ms; divide the bumper beam into 3 independent segments, namely the front segment, the middle segment, and the rear segment. According to the force analysis during the collision process, the front segment completes 80% of the deformation within 5 ms, and design it to adopt a honeycomb structure to improve the energy absorption efficiency. The middle segment deforms more evenly and adopts a structure with a gradually changing wall thickness. The rear segment mainly plays a role in stable support and adopts a ribbed structure;

[0096] Connection design between segments: Design the connection structure between segments so that they can collapse independently during the collision process, and at the same time avoid the overall structure failure caused by the mutual interference between segments; adopt a slidable connection method, such as a guide rail and slider structure, so that they can collapse independently during the collision process, and at the same time avoid the overall structure failure caused by the mutual interference between segments. The strength of the connection part is calculated and tested to ensure that it will not be damaged prematurely during the collision process;

[0097] Verification of the segmented collapse effect: Through collision simulation and physical testing, verify the effect of the segmented collapse design to ensure that each segment can effectively absorb energy under different collision conditions; in the collision simulation, use finite element analysis software to simulate the segmented collapse process of the bumper beam under different collision conditions, analyze the energy absorption and deformation modes of each segment, and conduct physical tests. Conduct a side collision test at a speed of 50 km / h, and collect stress and strain data of each segment through sensors to verify that the segmented collapse design can effectively absorb energy and protect the vehicle body structure.

[0098] In this embodiment, the specific steps of introducing the composite material reinforcement layer in Step VIII include:

[0099] Select the composite material: According to the performance requirements of the bumper beam, select carbon fiber composite material as the reinforcement layer to ensure that it has the characteristics of high strength and low density. The tensile strength of this carbon fiber composite material is ≥5000 MPa, the elastic modulus is ≥230 GPa, and the density is 1.5 - 1.8 g / cm 3 , with the characteristics of high strength and low density;

[0100] Design and manufacture of the composite material reinforcement layer: Design the shape and thickness of the composite material reinforcement layer, use prepreg or resin transfer molding process to manufacture the reinforcement layer, and embed it on the surface or inside of the aluminum alloy bumper beam. Cut and lay the carbon fiber prepreg according to the designed shape, and then cure it in an autoclave. The curing temperature is 120 - 150 °C, and the pressure is 0.5 - 1 MPa;

[0101] Testing and optimization of the reinforcement effect: Through tensile, compression, and impact tests, verify the effect of the composite material reinforcement layer, optimize its design parameters, and improve the local strength and energy absorption capacity of the bumper beam; use a universal material testing machine for tensile testing, with a tensile speed of 2 mm / min; use a pressure testing machine for compression testing, with a compression speed of 1 mm / min; use an impact testing machine for impact testing, with an impact energy of 50 J. According to the test results, optimize the design parameters of the reinforcement layer, such as ply angle, fiber content, etc., to improve the local strength and energy absorption capacity of the bumper beam.

[0102] In this embodiment, the specific steps of designing the adaptive connection structure in Step IX include:

[0103] Design the adaptive connection structure: Use a magnetorheological damper as the adaptive connection structure. The damping force of the magnetorheological damper can be quickly adjusted under the action of a magnetic field, and the response time is less than 10 ms. According to the structural characteristics of the bumper beam and the vehicle body, design the installation method and parameters of the magnetorheological damper so that it can automatically adjust the connection stiffness according to the force situation during the collision;

[0104] Installation and Integration of the Connection Structure: Install the magnetorheological damper between the bumper beam and the vehicle body and fix it with bolts and connectors. During the connection process, ensure the installation accuracy of the magnetorheological damper so that it can work properly. Connect the magnetorheological damper to the control system to achieve real-time control of its damping force;

[0105] Testing and Optimization of the Adaptive Connection Effect: Verify the effect of the adaptive connection structure through collision simulation and physical testing. In the collision simulation, simulate the working conditions of the magnetorheological damper under different collision conditions, analyze the influence of the change in connection stiffness on the forces borne by the bumper beam and the vehicle body, and conduct physical testing. Conduct a side collision test at a speed of 50 km / h, collect the force and displacement data during the collision through sensors, and optimize the control parameters of the magnetorheological damper according to the test results to ensure that the magnetorheological damper can synchronously adjust the connection stiffness to the optimal value during a collision, effectively protecting the vehicle body structure.

[0106] The specific working principle of the present invention is as follows:

[0107] When a side collision occurs to the vehicle, three groups of six-axis acceleration sensors distributed at both ends and the middle of the bumper beam collect collision data in real time. The embedded control system uses an STM32H750 microprocessor to complete the collision angle within 20 μs based on triaxial gyroscope data and calculate the speed based on lidar input; look up the table according to the collision parameters to match the optimal guide groove parameters (200 preset schemes are stored), and the servo motor drives the guide plate of the collapsible guide groove to adjust to the target angle (error ±0.5°), and the magnetorheological damper synchronously adjusts the connection stiffness to the optimal value for multi-stage energy absorption (Step One + Step Four + Step Six + Step Seven + Step Eight). The asymmetric multi-chamber structure decomposes the impact force into 60% axial and 40% transverse components. The 6000-HS aluminum alloy forms an outer-hard and inner-tough structure through gradient heat treatment (hardness 180 HBW → 140 HBW). The three-stage buffer structure operates in chronological order: aluminum foam (0 - 3 ms) → spring steel (3 - 8 ms) → hydraulic damper (8 - 15 ms). The segmented structure realizes progressive collapse, and the front segment completes 80% of the deformation within 5 ms. When the collision end signal is triggered (acceleration < 50 g for 20 ms), the nickel-titanium alloy wire embedded at the connection point is heated by the in-vehicle 12V power supply (current 1.5 A for 30 s), and the key deformation part returns to the original shape with an error ≤ 2 mm. This system realizes the upgrade from a traditional passive safety structure to an intelligent active protection through a closed-loop control of perception, decision-making, execution, and recovery. Verified by the C-NCAP side collision test, under the condition of 50 km / h, it can reduce the peak chest acceleration of the occupant from 80 g to 55 g, and reduce the door intrusion by 42%, reaching an excellent (G) rating.

[0108] It should be understood that the above specific embodiments of the present invention are only used for exemplary illustration or explanation of the principles of the present invention, and do not constitute a limitation on the present invention. Therefore, any modifications, equivalent substitutions, improvements, etc. made without departing from the spirit and scope of the present invention shall be included within the protection scope of the present invention. In addition, the appended claims of the present invention are intended to cover all variations and modifications that fall within the scope and boundaries of the appended claims, or equivalent forms of such scope and boundaries.

Claims

1. A method for resisting side impact crushing of aluminum alloy automobile anti-collision beam, characterized in that: The following steps are involved: Step 1: Optimize the cross-section design of the anti-collision beam and adopt an asymmetric multi-chamber cross-section structure to transmit and disperse the collision force between different chambers; Step 2: Introduce shape memory alloys. Embed shape memory alloys on the anti-collision beam so that it can automatically return to the preset shape after being hit by a collision. Step 3: Setting an adjustable collapse guide groove: Designing an adjustable collapse guide groove on the surface of the anti-collision beam, adjusting the direction and depth of the guide groove according to the collision angle and speed through a mechanical or hydraulic device, and guiding the anti-collision beam to collapse along a predetermined path; Step 4: Use high-strength aluminum alloy materials to absorb and disperse collision energy; Step 5: Install intelligent sensors and control systems. Install sensors inside the anti-collision beam to monitor the direction, magnitude and speed of the collision force in real time. Step 6: Design a multi-level buffer structure. Set up a multi-level buffer structure between the anti-collision beam and the vehicle body to absorb the collision energy step by step. Step 7: Use segmented collapse design to divide the anti-collision beam into multiple independent segments, and each segment collapses independently according to the collision angle and speed; Step 8: Introduce a composite material reinforcement layer, embed a carbon fiber composite material reinforcement layer on the surface or inside of the aluminum alloy anti-collision beam; Step 9: Design an adaptive connection structure so that the anti-collision beam can automatically adjust the connection stiffness with the vehicle body according to the force conditions during a collision.

2. The method for resisting side impact crushing of an aluminum alloy automobile anti-collision beam according to claim 1, characterized in that: Optimizing the cross-section design of the anti-collision beam in step 1 specifically includes: Design asymmetric multi-chamber cross-section: Design a Z-shaped or W-shaped multi-chamber cross-section structure; Simulate the collision force transmission path: simulate the collision force transmission path in the multi-chamber cross section through finite element analysis; Prototype manufacturing and testing: Prototypes of optimized anti-collision beams are manufactured using precision casting or extrusion processes and subjected to physical crash tests to verify that their energy absorption efficiency meets expectations.

3. The method for resisting side impact crushing of an aluminum alloy automobile anti-collision beam according to claim 2, characterized in that: The step 2 of introducing the shape memory alloy specifically includes: Choose the right SMA material: According to the working temperature and collision force range of the anti-collision beam, choose a nickel-titanium alloy with a suitable phase change temperature and shape memory effect; Design of key parts for embedding SMA: Design a structure for embedding SMA at the connection between the anti-collision beam and the vehicle body or the part that first contacts the collision object; Preset shape and recovery mechanism of SMA: SMA is processed with a preset shape so that it can automatically recover to the preset shape after collision deformation. At the same time, a trigger recovery mechanism is designed, and the trigger mechanism is a heating or cooling system.

4. The method for resisting side impact crushing of an aluminum alloy automobile anti-collision beam according to claim 3, characterized in that: The step 3 of providing an adjustable collapse guide groove specifically includes: Designing the structure of the adjustable guide groove: Designing an adjustable collapse guide groove on the surface of the anti-collision beam, including a movable guide plate and an adjustment mechanism; Develop adjustment mechanisms: Use mechanical gears, screws or hydraulic devices to control the adjustment of the guide slots to ensure that they can be quickly adjusted according to the collision angle and speed before the collision; Integrated sensor and adjustment system: Install sensors on the anti-collision beam to monitor the collision angle and speed in real time, and transmit the data to the adjustment mechanism through the control system to achieve automatic adjustment.

5. The method for resisting side impact crushing of an aluminum alloy automobile anti-collision beam according to claim 4, characterized in that: The high-strength aluminum alloy material used in step 4 specifically includes: Choose the right aluminum alloy material: According to the performance requirements of the anti-collision beam, choose 6000-HS series ultra-high strength and high toughness aluminum alloy material; Material performance testing and optimization: Conduct tensile, compression and impact tests on selected aluminum alloy materials to optimize their composition and heat treatment process; Material forming and processing: Aluminum alloy materials are processed into the shape of anti-collision beams by extrusion, forging or casting.

6. The method for resisting side impact crushing of an aluminum alloy automobile anti-collision beam according to claim 5, characterized in that: The installation of the intelligent sensor and control system in step 5 specifically includes: Sensor selection and installation: Select acceleration sensors, pressure sensors and displacement sensors, install them at key locations on the anti-collision beam, and monitor the direction, magnitude and speed of the collision force in real time; Control system development: Develop a control system based on a microcontroller or embedded system that can receive sensor data and process it quickly, automatically adjusting the collapse path and energy absorption strategy of the anti-collision beam according to the preset algorithm; System integration and testing: Integrate sensors and control systems into the anti-collision beam, conduct collision simulation tests, and verify whether the system's response speed and adjustment effect meet the design requirements.

7. The method for resisting side impact crushing of an aluminum alloy automobile anti-collision beam according to claim 6, characterized in that: Designing a multi-level buffer structure in step 6 specifically includes: Select cushioning materials and structures: Select cushioning materials such as spring steel, hydraulic oil or foamed aluminum according to the size and distribution of collision energy, and design the layout of the multi-level cushioning structure; Installation and connection of the buffer structure: install the buffer structure between the anti-collision beam and the vehicle body; Optimization and testing of buffering effect: adjust the buffer structure, spring stiffness and hydraulic damping parameters through simulated collision tests.

8. The method for resisting side impact crushing of an aluminum alloy automobile anti-collision beam according to claim 7, characterized in that: The step 7 adopts the segmented collapse design specifically including: Segmented design of anti-collision beam: the anti-collision beam is divided into multiple independent segments, and each segment is designed with different collapse modes according to the stress conditions during the collision; Connection design between segments: Design the connection structure between segments so that they can collapse independently during a collision, while avoiding failure of the overall structure due to mutual interference between segments; Verification of segmented crush effect: Verify the effect of segmented crush design through collision simulation and physical testing.

9. The method for resisting side impact crushing of an aluminum alloy automobile anti-collision beam according to claim 8, characterized in that: The step eight of introducing the composite material reinforcement layer specifically includes: Select composite materials: According to the performance requirements of the anti-collision beam, choose carbon fiber composite materials as the reinforcement layer; Design and manufacture of composite reinforcement layer: design the shape and thickness of the composite reinforcement layer, manufacture the reinforcement layer using prepreg or resin transfer molding process, and embed it into the surface or inside of the aluminum alloy anti-collision beam; Testing and optimization of reinforcement effects: Verify the effects of composite reinforcement layers through tensile, compression and impact tests.

10. The method for resisting side impact crushing of an aluminum alloy automobile anti-collision beam according to claim 9, characterized in that: The design of the adaptive connection structure in step nine specifically includes: Design of adaptive connection structure: using magnetorheological damper; Installation and integration of the connection structure: The magnetorheological damper is installed between the anti-collision beam and the vehicle body; Testing and optimization of adaptive connection effects: Verify the effects of adaptive connection structures through collision simulation and physical testing.

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