Anti-collision beam, manufacturing method thereof and carrier

Abstract

The invention provides an anti-collision beam and a manufacturing method thereof and a carrier, the anti-collision beam comprises a first beam structure, a second beam structure and a third beam structure, the first beam structure comprises a first concave part and a second concave part, the first concave part and the second concave part extend in the length direction of the first beam structure, the opening directions of the first concave part and the second concave part are opposite, and the third beam structure comprises a third concave part and a second concave part; the first concave parts and the second concave parts are arranged at intervals in the width direction of the first beam structure; the second beam structure is connected to the first side of the first beam structure, and a first buffer cavity is defined by the first concave part and the second beam structure; the third beam structure is connected to the second side of the first beam structure, and a second buffer cavity is defined by the second concave part and the third beam structure; according to the anti-collision beam, the structural strength and the energy absorption effect can be improved at the same time, and light weight is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and particularly relates to a bumper beam, a manufacturing method thereof, and a vehicle Background Art

[0002] In related technologies, the bumper beam of a vehicle is usually made of a steel or aluminum alloy material with a cavity structure, or a composite material made of a fiber cloth wrapped with a filler. However, using a steel or aluminum alloy profile will increase the overall weight of the bumper beam, which is not conducive to lightweighting. While using the method of wrapping a filler with a fiber cloth has a poor energy absorption effect when the bumper beam is impacted. Summary of the Invention

[0003] Based on the above technical problems, the present invention provides a bumper beam, a manufacturing method thereof, and a vehicle, so as to be able to improve the structural strength and energy absorption effect of the bumper beam and achieve lightweighting at the same time, so as to at least partially solve the above technical problems.

[0004] In the first aspect of the present invention, a bumper beam is provided, including: a first beam structure including a first recess and a second recess, both the first recess and the second recess extend along the length direction of the first beam structure, the opening directions of the first recess and the second recess are opposite, and the first recess and the second recess are spaced apart along the width direction of the first beam structure; a second beam structure connected to the first side of the first beam structure, and the first recess and the second beam structure enclose a first buffer cavity; a third beam structure connected to the second side of the first beam structure, and the second recess and the third beam structure enclose a second buffer cavity.

[0005] Optionally, the first recess and / or the second recess are multiple, and the first buffer cavity and the second buffer cavity are arranged at intervals in turn.

[0006] Optionally, the third beam structure includes a beam body, and a first flange and a second flange provided at the edges of the beam body; the first flange and the second flange respectively cover both sides of the first beam structure along the width direction and are connected to the first beam structure; the surface of the first recess facing the third beam structure is connected to the beam body.

[0007] Optionally, third flanges and fourth flanges are provided at the edges of the first beam structure along the width direction, the third flanges and the fourth flanges are connected to the second beam structure, and the surface of the second recess facing the second beam structure is connected to the second beam structure.

[0008] Optionally, the first beam structure includes a first alloy layer and a first composite material layer, and the first composite material layer is located on opposite sides of the first alloy layer; and / or, the second beam structure includes a first buffer layer and a second alloy layer and a second composite material layer respectively disposed on opposite sides of the first buffer layer; and / or, the third beam structure includes a third alloy layer and a third composite material layer, and the third composite material layer is located on opposite sides of the third alloy layer.

[0009] Optionally, the second composite material layer of the second beam structure contacts and connects with the first composite material layer of the first beam structure; and / or, the third composite material layer of the third beam structure contacts and connects with the first composite material layer of the first beam structure.

[0010] In a second aspect of the present invention, there is provided a method for manufacturing a bumper beam for manufacturing the bumper beam according to any one of the above optional solutions. The method includes: hot pressing an alloy and continuous fibers to form a base material; performing a shaping process on the base material to respectively form a first beam structure, a second beam structure, and a third beam structure; and connecting the first beam structure, the second beam structure, and the third beam structure to form a bumper beam.

[0011] Optionally, when performing the shaping process on the base material to respectively form a first beam structure, a second beam structure, and a third beam structure, the method further includes: rolling the base material to process a first recess and a second recess on the first beam structure, and / or; rolling the base material to make the cross-section of the third beam structure form a U shape; and performing a cutting process on the base material to respectively form a first beam structure, a second beam structure, and a third beam structure.

[0012] Optionally, connecting the first beam structure, the second beam structure, and the third beam structure to form a bumper beam includes: welding the second composite material layer of the second beam structure and the first composite material layer of the first beam structure together by ultrasonic welding, and welding the third composite material layer of the third beam structure and the first composite material layer of the first beam structure together.

[0013] In a third aspect of the present invention, there is provided a vehicle including the bumper beam according to any one of the above optional solutions.

[0014] Through the above technical solution, that is, the anti-collision beam provided by the present invention, the anti-collision beam includes three mutually independent and connectable components, namely the first beam structure, the second beam structure, and the third beam structure. When the above three components are combined into an anti-collision beam, the first concave portion and the second concave portion of the first beam structure that extend along the length direction of the first beam structure and have opposite opening directions can increase the overall structural strength of the anti-collision beam. That is, the first concave portion and the second concave portion play the role of reinforcing ribs in the overall structure of the anti-collision beam. The first buffer cavity formed by the first concave portion and the second beam structure, and the second buffer cavity formed by the second concave portion and the third beam structure can improve the buffer effect of the anti-collision beam itself when the anti-collision beam is subjected to impact or shock. That is, the energy absorption effect is improved through the cavities inside the first buffer cavity and the second buffer cavity. Moreover, the first buffer cavity and the second buffer cavity can further save the material usage of the anti-collision beam without reducing the structural strength and energy absorption effect of the anti-collision beam, so as to realize the lightweight of the anti-collision beam. In summary, the anti-collision beam can simultaneously improve the structural strength and energy absorption effect of the anti-collision beam and realize lightweighting. Brief Description of the Drawings

[0015] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0016] Figure 1 is a schematic structural diagram of the overall assembly of the anti-collision beam provided in the exemplary embodiment of the present invention;

[0017] Figure 2 is an exploded structural diagram of the anti-collision beam provided in the exemplary embodiment of the present invention;

[0018] Figure 3 is a cross-sectional schematic diagram of the anti-collision beam provided in the exemplary embodiment of the present invention;

[0019] Figure 4 is Figure 3 a partial enlarged schematic diagram of position A in

[0020] Figure 5 is a schematic structural diagram of the overall assembly of the anti-collision beam provided in the exemplary embodiment of the present invention, where the anti-collision beam is not perforated;

[0021] Figure 6 is a schematic structural diagram of the process of hot-pressing aluminum alloy and carbon fiber to form a base material during the manufacturing process of the anti-collision beam provided in the exemplary embodiment of the present invention;

[0022] Figure 7 It is a schematic structural diagram of a bumper beam provided in an exemplary embodiment of the present invention, in which a first beam structure, a second beam structure, and a third beam structure are connected together by ultrasonic welding during the manufacturing process;

[0023] Figure 8 It is a flowchart of a manufacturing method of a bumper beam provided in an exemplary embodiment of the present invention;

[0024] Figure 9 It is a flowchart of a method after cutting and processing a base material to respectively form a first beam structure, a second beam structure, and a third beam structure in an exemplary embodiment of the present invention;

[0025] Figure 10 It is a flowchart of a method of a further embodiment of connecting the first beam structure, the second beam structure, and the third beam structure to form a bumper beam provided in an exemplary embodiment of the present invention.

[0026] Explanation of reference numerals:

[0027] 1, First beam structure; 101, First recess; 102, Second recess; 103, Third flange; 104, Fourth flange; 110, First alloy layer; 120, First composite material layer;

[0028] 2, Second beam structure; 201, First buffer cavity; 210, First buffer layer; 220, Second alloy layer; 230, Second composite material layer;

[0029] 3, Third beam structure; 301, Second buffer cavity; 302, Beam body; 303, First flange; 304, Second flange; 310, Third alloy layer; 320, Third composite material layer;

[0030] 4, Base material;

[0031] 5, Unwinding device;

[0032] 6, Resin extrusion device;

[0033] 7, Roller. Detailed implementation manners

[0034] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative efforts belong to the scope of protection of the present invention.

[0035] In the related art, the anti-collision beam of a vehicle is usually made of steel or aluminum alloy materials with a cavity structure, or made of a composite material including a filler with a fiber cloth. However, using steel or aluminum alloy profiles will increase the overall types of anti-collision beams, which is not conducive to the lightweight of the anti-collision beam. And for the other way of using a fiber cloth including a filler, the energy absorption effect is poor when the anti-collision beam is impacted, so it is easy to cause greater danger to the occupants in the vehicle cockpit.

[0036] In an embodiment of the present invention, an XY coordinate system can be established for the anti-collision beam, and reference can be made to Figure 1 、 Figure 2 、 Figure 3 、 Figure 5 、 Figure 6 and Figure 7 As shown, in the above-mentioned drawings, the direction indicated by the X arrow can be the length direction of the anti-collision beam; the direction indicated by the Y arrow can be the width direction of the anti-collision beam. The length direction and width direction of the anti-collision beam mentioned in the following specific embodiments can be correspondingly understood through the directions indicated by the arrows in the drawings.

[0037] Based on the above technical problems, in an embodiment of the present invention, as Figures 1 to 5 shown, the anti-collision beam includes a first beam structure 1, a second beam structure 2 and a third beam structure 3. Among them, the first beam structure 1 includes a first concave portion 101 and a second concave portion 102. Both the first concave portion 101 and the second concave portion 102 extend along the length direction of the first beam structure 1. The opening directions of the first concave portion 101 and the second concave portion 102 are opposite, and the first concave portion 101 and the second concave portion 102 are spaced apart along the width direction of the first beam structure 1; the second beam structure 2 is connected to the first side of the first beam structure 1, and the first concave portion 101 and the second beam structure 2 enclose a first buffer cavity 201; the third beam structure 3 is connected to the second side of the first beam structure 1, and the second concave portion 102 and the third beam structure 3 enclose a second buffer cavity 301.

[0038] Through the above technical solution, that is, the anti-collision beam provided by the embodiments of the present invention, the anti-collision beam includes three mutually independent and connectable body parts, namely the first beam structure 1, the second beam structure 2, and the third beam structure 3. When the above three body parts are combined into an anti-collision beam together, the first concave portion 101 and the second concave portion 102 of the first beam structure 1 that extend along the length direction of the first beam structure 1 and have opposite opening directions can increase the overall structural strength of the anti-collision beam. That is, the first concave portion 101 and the second concave portion 102 play the role of reinforcing ribs in the overall structure of the anti-collision beam. And the first buffer cavity 201 formed by the first concave portion 101 and the second beam structure 2, and the second buffer cavity 301 formed by the second concave portion 102 and the third beam structure 3 can improve the buffer effect of the anti-collision beam itself when the anti-collision beam is subjected to impact or shock. That is, the energy absorption effect is improved through the cavities inside the first buffer cavity 201 and the second buffer cavity 301. And the first buffer cavity 201 and the second buffer cavity 301 can further save the material usage of the anti-collision beam without reducing the structural strength and energy absorption effect of the anti-collision beam, so as to achieve the lightweight of the anti-collision beam. In summary, the anti-collision beam can simultaneously improve the structural strength and energy absorption effect of the anti-collision beam and achieve lightweighting.

[0039] Moreover, in order to further improve the structural strength, energy absorption effect of the above anti-collision beam and achieve lightweighting, in a further embodiment, the specific material of the anti-collision beam can be composed of an alloy and continuous fibers. For example, the anti-collision beam can be composed of an aluminum alloy and carbon fiber material. The overall structural strength of the anti-collision beam is improved by the aluminum alloy, and the energy absorption effect and lightweighting of the anti-collision beam are improved by the carbon fiber material. Or, for example, magnesium alloy can also be used in the alloy to meet higher lightweighting requirements, and the carbon fiber can be replaced by basalt fiber or glass fiber to reduce costs. Specifically, the present invention will elaborate on the specific materials of the anti-collision beam in detail below and will not elaborate too much here.

[0040] Moreover, the bending shapes of the first concave portion 101 and the second concave portion 102 mentioned in the above embodiment can also be any suitable ones. For example Figure 3 as shown, wherein the first concave portion 101 can be a U-shaped depression with an opening facing the second beam structure 2, and the second concave portion 102 can also be a U-shaped depression with an opening facing the third beam structure 3. In this arrangement, the side wall plates of the first concave portion 101 and the second concave portion 102 can play the role of reinforcing rib plates in the overall structure of the anti-collision beam to improve the overall structural strength of the anti-collision beam and cooperate with the first buffer cavity 201 and the second buffer cavity 301 respectively to achieve a better energy absorption effect.

[0041] Alternatively, the first concave portion 101 and the second concave portion 102 can also be configured into other suitable shapes. For example, the first beam structure 1 can be an I-beam structure or a honeycomb beam structure, etc. The specific shapes of the first concave portion 101 and the second concave portion 102 can be the same or different. Under the condition that the structural strength and energy absorption effect of the anti-collision beam can be improved, those skilled in the art can perform any suitable deformation implementation on the first concave portion 101 and the second concave portion 102 according to the above technical solution, and this embodiment will not elaborate too much here.

[0042] In addition, in the above embodiment, the number of the first concave portion 101 and the second concave portion 102 can also be any suitable number, that is, the anti-collision beam can form a plurality of first buffer cavities 201 jointly with the second beam structure 2 through a plurality of first concave portions 101, and / or form a plurality of second buffer cavities 301 jointly with the third beam structure 3 through a plurality of second concave portions 102, so as to further improve the structural strength and energy absorption effect of the anti-collision beam. Specifically, this embodiment will give examples of the number of the first concave portion 101 and the second concave portion 102 below, and will not elaborate too much here.

[0043] In some embodiments, referring to Figure 3 and Figure 4 as shown, the first concave portion 101 and / or the second concave portion 102 are multiple, and the first buffer cavity 201 and the second buffer cavity 301 are arranged at intervals in sequence.

[0044] In the above manner, a plurality of first buffer cavities 201 and a plurality of second buffer cavities 301 can be jointly formed by a plurality of first concave portions 101 and a plurality of second concave portions 102, so as to further improve the structural strength and energy absorption effect of the anti-collision beam, and the plurality of first buffer cavities 201 and the second buffer cavities 301 formed in the anti-collision beam can also reduce the overall material consumption of the anti-collision beam structure and further improve the lightweight of the anti-collision beam.

[0045] For example, in the examples of Figure 3 and Figure 4 , the first buffer cavity 201 is exemplarily two, the second buffer cavity 301 is exemplarily one, and the second buffer cavity 301 is located between the two first buffer cavities 201 in the length direction of the anti-collision beam. The opening of the second concave portion 102 faces the third beam structure 3, and the opening of the first concave portion 101 faces the second beam structure 2, and their openings face in opposite directions. In this way, the first concave portion 101 and the second concave portion 102 with opposite openings jointly improve the structural strength of the anti-collision beam, and the two first buffer cavities 201 and one second buffer cavity 301 jointly improve the energy absorption effect of the anti-collision beam and achieve lightweight.

[0046] In an embodiment not shown in the figure, the number of the first recesses 101 and the second recesses 102 may also be other numbers, and the number of the first recesses 101 and the second recesses 102 may be the same or different. Accordingly, a plurality of first buffer cavities 201 and a plurality of second buffer cavities 301 with the same number or a plurality of first buffer cavities 201 and a plurality of second buffer cavities 301 with different numbers may be formed. This embodiment does not limit this too much.

[0047] In some embodiments, referring to Figure 3 and Figure 4 as shown, the third beam structure 3 includes a beam body 302, and a first flange 303 and a second flange 304 provided at the edges of the beam body 302; wherein, the first flange 303 and the second flange 304 respectively cover both sides of the second beam structure 2 in the width direction and are connected to the first beam structure 1; the surface of the first recess 101 facing the third beam structure 3 is attached to and connected to the beam body 302.

[0048] In the above manner, the third beam structure 3 and the first beam structure 1 are fixedly connected by the fitting of the beam body 302 and the first recess 101, and by the first flange 303 and the second flange 304 fitting on both sides of the first beam structure 1 in the width direction. In this way, the fitting of the first flange 303 and the second flange 304 on both sides of the first beam structure 1 in the width direction can help the first beam structure 1 and the third beam structure 3 to be positioned in the width direction of the anti-collision beam to ensure the positioning accuracy after their connection, and the fitting of the first recess 101 and the beam body 302 can help the first beam structure 1 and the third beam structure 3 to be positioned in the thickness direction of the anti-collision beam, and can further reduce the thickness of the anti-collision beam, and the thickness direction can be understood as the Figure 3 up and down direction in the drawing.

[0049] In addition, the bending angles of the first flange 303 and the second flange 304 relative to the beam body 302 mentioned in the above embodiment may also be any suitable angles, as long as the first flange 303 and the second flange 304 can cover both sides of the first beam structure 1 in the width direction when the third beam structure 3 is fitted to the first beam structure 1. For example, the first flange 303 and the second flange 304 may each be bent 90° relative to the beam body 302, and the first flange 303, the second flange 304 and the beam body 302 may jointly form a U-shaped third beam structure 3. In this way, the U-shaped third beam structure 3 can further improve the overall structural strength of the anti-collision beam, and when the beam body 302 of the third beam structure 3 is fitted to the first recess 101, a second buffer cavity 301 can be formed with the second recess 102 to improve the energy absorption effect of the anti-collision beam when it is collided.

[0050] Alternatively, the bending angles of the first flanging 303 and the second flanging 304 relative to the beam body 302 can also be other angles, such as 30°, 45°, 60° or other appropriate angles. Specifically, the appropriate bending angle can be selected according to the actual shape of the first beam structure 1. When the first beam structure 1 is of a special shape, the first flanging 303 and the second flanging 304 themselves can also have multiple bending segments to be able to closely cooperate with the first beam structure 1. This embodiment does not make specific limitations in this regard.

[0051] In addition, the lengths of the first flanging 303 and the second flanging 304 covering both sides in the width direction of the first beam structure 1 can be any length. In the Figure 3 example, the first flanging 303 and the second flanging 304 can completely cover both sides in the width direction of the first beam structure 1 to further improve the tightness of the connection between the third beam structure 3 and the first beam structure 1. Alternatively, the first flanging 303 and the second flanging 304 can also partially cover both sides in the width direction of the first beam structure 1, and the lengths covered by the first flanging 303 and the second flanging 304 can be the same or different. Specifically, a reasonable layout method can be selected according to the actual situation. This embodiment does not make too many limitations in this regard.

[0052] In some embodiments, referring to Figure 3 and Figure 4 shown, third flanging 103 and fourth flanging 104 are provided along the edges in the width direction of the first beam structure 1. The third flanging 103 and the fourth flanging 104 are connected to the second beam structure 2, and the surface of the second recess 102 facing the second beam structure 2 is connected to the second beam structure 2.

[0053] Through the above embodiments, the first beam structure 1 can achieve stable connection with the second beam structure 2 through the third flanging 103 and the fourth flanging 104. As Figure 3 and Figure 4 shown, when the second beam structure 2 is parallel to the width direction of the anti-collision beam itself, the third flanging 103 and the fourth flanging 104 can also be parallel to the width direction of the anti-collision beam. In this way, the surfaces of the third flanging 103 and the fourth flanging 104 can be attached to the surface of the second beam structure 2 to achieve stable connection with the second beam structure 2, and the second recess 102 is also attached and connected to the second beam structure 2 to further improve the stability of the connection between the first beam structure 1 and the second beam structure 2.

[0054] It should be noted that in the above embodiments, the second beam structure 2 being parallel to the width direction of the anti-collision beam, and the extending directions of the third flange 103 and the fourth flange 104 being parallel to the width direction of the anti-collision beam are exemplary. In embodiments not shown in the figures, the second beam structure 2 may also be at an angle to the width direction of the anti-collision beam. Correspondingly, the third flange 103 and the fourth flange 104 may also be at an angle to the width direction of the anti-collision beam to ensure that the third flange 103 and the fourth flange 104 can completely fit on the surface of the second beam structure 2. Among them, the angle can be 30°, 45°, 60° or any other suitable angle, and specifically, a reasonable method can be selected according to the actual requirements of the anti-collision beam. This embodiment does not make specific limitations on this.

[0055] In addition, the lengths of the third flange 103 and the fourth flange 104 each fitting on the second beam structure 2 can also be any suitable ones. For example, in Figure 3 and Figure 4 the examples, both the third flange 103 and the fourth flange 104 are completely fitted on the surface of the second beam structure 2 to ensure the compactness and stability of the connection between the first beam structure 1 and the second beam structure 2.

[0056] In other embodiments not shown in the figures, the third flange 103 and the fourth flange 104 may also partially fit on the surface of the second beam structure 2. And the lengths of the third flange 103 and the fourth flange 104 respectively fitting on the surface of the second beam structure 2 can be the same or different. Specifically, a reasonable layout method can be selected according to the actual usage requirements of the anti-collision beam. This embodiment does not make excessive limitations on this.

[0057] Moreover, in the above embodiments, the connection manner between the first beam structure 1 and the second beam structure 2, and the connection manner between the first beam structure 1 and the third beam structure 3 can be any suitable ones. For example, the first beam structure 1 and the second beam structure 2 can be connected by any suitable means such as welding, riveting or snap hook locking and limiting. Similarly, the first beam structure 1 and the third beam structure 3 can also be connected by any suitable means such as welding, riveting or snap hook locking and limiting. The present invention will give examples of the connection manners of the three in the following.

[0058] In addition, in order to further improve the energy absorption effect of the anti-collision beam, the energy absorption effect of the anti-collision beam when being impacted by the outside can also be further improved by filling foam core material or honeycomb core material in the first buffer cavity 201 and / or the second buffer cavity 301, that is, absorbing the impact energy from the outside through the foam core material or the honeycomb core material.

[0059] In some embodiments, referring to Figure 4As shown, the first beam structure 1 includes a first alloy layer 110 and a first composite material layer 120, and the first composite material layer 120 is located on opposite sides of the first alloy layer 110; and / or, the second beam structure 2 includes a first buffer layer 210 and a second alloy layer 220 and a second composite material layer 230 respectively disposed on opposite sides of the first buffer layer 210; and / or, the third beam structure 3 includes a third alloy layer 310 and a third composite material layer 320, and the third composite material layer 320 is located on opposite sides of the third alloy layer 310.

[0060] In the above manner, the first beam structure 1, the second beam structure 2, and the third beam structure 3 are all structures composed of a variety of materials compounded together, which can overall improve the structural strength, energy absorption effect, and lightweight of the bumper beam. Among them, the first beam structure 1 can improve the structural strength through the first alloy layer 110, and improve the energy absorption effect and lightweight through the first composite material layer 120; the second beam structure 2 can improve the structural strength through the second alloy layer 220, improve the energy absorption effect and lightweight through the second composite material layer 230, and can further improve the energy absorption effect through the first buffer layer 210; the third beam structure 3 can improve the structural strength through the third alloy layer 310, and improve the energy absorption effect and lightweight through the third composite material layer 320.

[0061] In the above embodiment, the first alloy layer 110, the second alloy layer 220, and the third alloy layer 310 can adopt the aluminum alloy materials mentioned in the above embodiment, while the first composite material layer 120, the second composite material layer 230, and the third composite material layer 320 can adopt the carbon fiber materials mentioned in the above embodiment. The first buffer layer 210 of the second beam structure 2 can adopt a foam material. Through this arrangement, the first alloy layer 110, the second alloy layer 220, and the third alloy layer 310 made of aluminum alloy materials can improve the structural strength of the bumper beam, and the first composite material layer 120, the second composite material layer 230, and the third composite material layer 320 made of carbon fiber materials can improve the energy absorption effect of the bumper beam and achieve lightweight. And the second beam structure 2 is generally the outermost beam structure of the bumper beam, and can also improve the energy absorption effect of the bumper beam when subjected to external impacts through the additional first buffer layer 210 made of foam material.

[0062] Moreover, the number of the first composite material layers 120 is two and they are respectively located on opposite sides of the first alloy layer 110, which can further improve the energy absorption effect of the first beam structure 1 itself; similarly, the number of the third composite material layers 320 is two and they are respectively located on opposite sides of the third alloy layer 310, which can also further improve the energy absorption effect of the third beam structure 3 itself.

[0063] To further illustrate the connection relationship among the first beam structure 1, the second beam structure 2, and the third beam structure 3, reference can be made toFigure 3 and Figure 4 As shown, the second composite layer 230 of the second beam structure 2 is in contact with and connected to the first composite layer 120 of the first beam structure 1; and / or, the third composite layer 320 of the third beam structure 3 is in contact with and connected to the first composite layer 120 of the first beam structure 1.

[0064] In the above manner, that is, the first beam structure 1, the second beam structure 2, and the third beam structure 3 are all connected pairwise through composite layers. After the second composite layer 230 is in contact with and connected to the first composite layer 120 and / or the third composite layer 320 is in contact with and connected to the first composite layer 120, the energy absorption effect of the overall composite layer can be further enhanced. The connection manner between the second composite layer 230 and the first composite layer 120, as well as the connection manner between the third composite layer 320 and the first composite layer 120, can also be any suitable one. For example, after the thermoplastic resin is melted and respectively applied to the surfaces of multiple composite layers, bonding can be carried out. After the resin cools down, the connection of multiple beam structures can be achieved. Specifically, the present invention will elaborate on the specific connection manners of the first beam structure 1, the second beam structure 2, and the third beam structure 3 in the following text.

[0065] In the second aspect of this embodiment, a manufacturing method of an anti-collision beam is provided. This method can be used to manufacture the anti-collision beam mentioned in the above-mentioned embodiment. Refer to Figures 1 to 10 As shown, this method mainly includes the following steps.

[0066] S100, hot-press an alloy and continuous fibers to form a substrate 4.

[0067] Through this step, the alloy and continuous fiber materials are pre-treated. That is, the aluminum alloy and carbon fiber mentioned in the above-mentioned embodiment can be used for material preheating, which can make the combination of the two materials more rapid and easy in the subsequent process. For example, in Figure 6 , the aluminum alloy can be made into a sheet before the composite process, and the carbon fiber material can be made into a carbon fiber woven fabric before the composite process. They are respectively wound on multiple unwinding devices 5. By respectively adjusting the winding tensions of the multiple unwinding devices 5, the two materials can be kept at an appropriate tension and flatness before entering the rolling equipment. Then, the aluminum alloy sheet and the carbon fiber woven fabric can be heated to the forming temperature of the thermoplastic resin through a heating device (such as a heating furnace or an infrared heater), and then the aluminum alloy and the carbon fiber material can be compounded.

[0068] After the above pre-treatment, an adhesive can be sprayed on the surface of the aluminum alloy sheet, and it is ensured that the thickness of the sprayed adhesive is uniform without defects such as missed spraying and air bubbles.

[0069] After the adhesive is sprayed, as Figure 6As shown, after uniformly applying the thermoplastic resin between the outer surface of the aluminum alloy sheet and the carbon fiber woven fabric through the resin extrusion device 6, the aluminum alloy sheet and the carbon fiber woven fabric can be sent to the subsequent composite section.

[0070] Through Figure 6 multiple rollers 7 in it to simultaneously perform composite rolling and forming rolling operations on the aluminum alloy sheet and the carbon fiber woven fabric. In combination with the above embodiments, this step can achieve the composite and forming steps of multiple substrates of the anti-collision beam quickly and efficiently on a single production line.

[0071] It should be noted that the above composite process of aluminum alloy and carbon fiber materials is exemplary. Since the second beam structure 2 includes a first buffer layer 210, a second alloy layer 220, and a second composite material layer 230 in the above embodiments, the first buffer layer 210 can also use the above unwinding device to wind up the foam sheet, and the composite process of the three-layer materials of the second beam structure 2 can be realized in the above manner. This embodiment will not elaborate too much on this.

[0072] S200, perform forming processing on the substrate 4 to respectively form the first beam structure 1, the second beam structure 2, and the third beam structure 3.

[0073] Through the steps of S200 above, the separate forming operations of the first beam structure 1, the second beam structure 2, and the third beam structure 3 of the anti-collision beam can be realized. That is, it can be understood that the three bodies of the first beam structure 1, the second beam structure 2, and the third beam structure 3 can be respectively compounded, rolled, and cut on three independent production lines in combination with the above S100 steps. When mass production is required, production can be carried out simultaneously through three independent production lines, thereby improving the production efficiency in the overall manufacturing process of the anti-collision beam.

[0074] S300, connect the first beam structure 1, the second beam structure 2, and the third beam structure 3 to form an anti-collision beam.

[0075] Through the steps of S300 above, the final combined forming of the anti-collision beam can be realized, and the first beam structure 1, the second beam structure 2, and the third beam structure 3 can be combined in any suitable way. For example, the three independent bodies can be combined and formed by ultrasonic welding (which will be elaborated in detail below).

[0076] After the above S200 step and before the step S300, the method further includes the following steps.

[0077] S210, roll the substrate 4 to process a first concave portion 101 and a second concave portion 102 on the first beam structure 1, and / or; roll the substrate 4 so that the cross-section of the third beam structure 3 forms a U shape.

[0078] Through the above S210 step, it can be referred to Figure 6 As shown, after the carbon fiber and aluminum alloy materials inside the first beam structure 1 are compounded, the surface of the first beam structure 1 can be continuously roll-pressed by multiple rollers 7 on the production line, so that the first concave portion 101 and the second concave portion 102 can be formed on the surface of the first beam structure 1. And after the anti-collision beam is finally assembled and formed, the structural strength of the anti-collision beam can also be improved through the first concave portion 101 and the second concave portion 102. After the carbon fiber and aluminum alloy materials inside the third beam structure 3 are compounded, the surface of the third beam structure 3 can be continuously roll-pressed by multiple rollers 7 on the production line, so that the cross-section of the third beam structure 3 can be formed into a U shape, and then it can be conveniently combined and installed with the first beam structure 1.

[0079] S220. Cut and process the base material 4 to form the first beam structure 1, the second beam structure 2 and the third beam structure 3 respectively.

[0080] Through the above S220 step, that is, after the first beam structure 1, the second beam structure 2 and the third beam structure 3 are hot-pressed and formed, they can be cut to an appropriate length to meet the appropriate length required by the anti-collision beam itself.

[0081] In the above step S300, further, the method further includes step S310: Connect the first beam structure 1, the second beam structure 2 and the third beam structure 3 together by ultrasonic welding. The second composite material layer 230 of the second beam structure 2 is welded to the first composite material layer 120 of the first beam structure 1, and the third composite material layer 320 of the third beam structure 3 is welded to the first composite material layer 120 of the first beam structure 1.

[0082] Through the above step S310, that is, connecting the first beam structure 1, the second beam structure 2 and the third beam structure 3 by ultrasonic welding is more convenient and fast. During the ultrasonic welding process, since carbon fiber woven fabrics are provided outside the first beam structure 1, the second beam structure 2 and the third beam structure 3, and the carbon fiber woven fabrics usually have gaps, the molten plastic in the previous composite process fills the gaps in the carbon fiber woven fabrics. And during this ultrasonic welding process, the molten plastic between the first beam structure 1 and the second beam structure 2, and the molten plastic between the first beam structure 1 and the third beam structure 3 are also welded, so as to complete the final combined forming process of the anti-collision beam.

[0083] In a third aspect of the present invention, a vehicle is provided. The vehicle includes the bumper beam mentioned in the above specific embodiments, and the bumper beam has all the beneficial effects of the above embodiments. Among them, the vehicle can be a motor vehicle. In some embodiments, it can be a fuel vehicle or a new energy vehicle. In the field of new energy vehicles, it can specifically be a pure electric vehicle, a plug-in hybrid vehicle, an extended-range vehicle, etc.

[0084] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations fall within the scope of protection required by the present invention.

Claims

1. A bumper beam, characterized in that, Comprising: A first beam structure (1) including a first recess (101) and a second recess (102). Both the first recess (101) and the second recess (102) extend along the length direction of the first beam structure (1). The opening directions of the first recess (101) and the second recess (102) are opposite, and the first recess (101) and the second recess (102) are spaced apart along the width direction of the first beam structure (1); A second beam structure (2) connected to the first side of the first beam structure (1), and the first recess (101) and the second beam structure (2) enclose a first buffer cavity (201); A third beam structure (3) connected to the second side of the first beam structure (1), and the second recess (102) and the third beam structure (3) enclose a second buffer cavity (301).

2. The anti-collision beam according to claim 1, characterized in that, The first recess (101) and / or the second recess (102) are multiple, and the first buffer cavity (201) and the second buffer cavity (301) are sequentially spaced apart.

3. The anti-collision beam according to claim 2, wherein, The third beam structure (3) includes a beam body (302), and a first flanging (303) and a second flanging (304) provided at the edges of the beam body (302); The first flanging (303) and the second flanging (304) respectively cover both sides of the first beam structure (1) along the width direction and are connected to the first beam structure (1); The surface of the first recess (101) facing the third beam structure (3) is connected to the beam body (302).

4. The anti-collision beam according to claim 3, wherein Third flangings (103) and fourth flangings (104) are provided at the edges of the first beam structure (1) along the width direction. The third flangings (103) and the fourth flangings (104) are connected to the second beam structure (2), and the surface of the second recess (102) facing the second beam structure (2) is connected to the second beam structure (2).

5. The anti-collision beam according to any one of claims 1-4, characterized in that, The first beam structure (1) includes a first alloy layer (110) and a first composite material layer (120). The first composite material layer (120) is located on opposite sides of the first alloy layer (110); and / or, The second beam structure (2) includes a first buffer layer (210) and a second alloy layer (220) and a second composite material layer (230) respectively provided on opposite sides of the first buffer layer (210); and / or, The third beam structure (3) includes a third alloy layer (310) and a third composite material layer (320). The third composite material layer (320) is located on opposite sides of the third alloy layer (310).

6. The anti-collision beam according to claim 5, wherein, The second composite material layer (230) of the second beam structure (2) is in contact with and connected to the first composite material layer (120) of the first beam structure (1); and / or, The third composite material layer (320) of the third beam structure (3) is in contact with and connected to the first composite material layer (120) of the first beam structure (1).

7. A manufacturing method for a bumper beam for manufacturing the bumper beam according to any one of claims 1-6, characterized in that, The method includes: Hot pressing an alloy and continuous fibers to form a base material (4); The base material (4) is formed to respectively form a first beam structure (1), a second beam structure (2), and a third beam structure (3); The first beam structure (1), the second beam structure (2), and the third beam structure (3) are connected to form a bumper beam.

8. The method according to claim 7, characterized in that The step of forming the base material (4) to respectively form a first beam structure (1), a second beam structure (2), and a third beam structure (3) further includes: Rolling the base material (4) to process a first recess (101) and a second recess (102) on the first beam structure (1), and / or; rolling the base material (4) to make the cross-section of the third beam structure (3) in a U shape; Cutting the base material (4) to respectively form a first beam structure (1), a second beam structure (2), and a third beam structure 3.

9. The method according to claim 7, characterized in that, The step of connecting the first beam structure, the second beam structure, and the third beam structure to form a bumper beam includes: Welding the second composite material layer (230) of the second beam structure (2) and the first composite material layer (120) of the first beam structure (1) together by ultrasonic welding, and welding the third composite material layer (320) of the third beam structure (3) and the first composite material layer (120) of the first beam structure (1) together.

10. A vehicle, characterized in that, It includes a bumper beam as described in any one of claims 1-6.

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