Composite component, vehicle body frame and vehicle

Abstract

According to the composite component, the vehicle body frame and the vehicle, the composite component comprises a first component body, a second component body and a third component body which are sequentially arranged in a stacked mode from outside to inside, the first component body, the second component body and the third component body are independently arranged, and the second component body is connected with the first component body and the third component body; wherein the first component, the second component and the third component are all configured to be made of honeycomb materials, the density of the first component is set to be rho1, the yield strength of the first component is set to be Rp1, the density of the second component is set to be rho2, the yield strength of the second component is set to be Rp2, the density of the third component is set to be rho3, the yield strength of the third component is set to be Rp3, rho1, rho2 and rho3 meet rho1 < rho2 < rho3, and Rp1, Rp2 and Rp3 meet Rp1 < Rp2 < Rp3. In this way, differentiation and self-adaptive protection of low-speed, medium-speed and high-speed full-scene collision are achieved, overall light weight can be achieved due to the adoption of the variable design, and therefore the design requirement for light weight of the vehicle body frame is met while safety is guaranteed.

Description

Technical Field

[0001] This invention belongs to the technical field of vehicle body frames, and in particular relates to a composite component, a vehicle body frame, and a vehicle. Background Technology

[0002] The vehicle body frame, as the skeleton of the vehicle, is the core carrier that supports all vehicle components and affects passive safety and driving performance.

[0003] Currently, existing vehicle body frames primarily employ two technological approaches: single-aluminum structures and all-carbon fiber structures. However, both have significant limitations. First, single-aluminum body frames exhibit homogeneous impact resistance, making it difficult to achieve gradient energy absorption and differentiated protection in collision scenarios of varying energy levels, such as low, medium, and high speeds. Furthermore, the overall weight of this type of frame remains relatively high, failing to meet increasingly stringent vehicle lightweight design requirements. Second, while all-carbon fiber body frames reduce the overall weight of the vehicle frame, their manufacturing costs are high, and they are difficult to repair after low-speed collisions. Their impact resistance mechanism is also singular, unable to adapt to differentiated protection in all collision scenarios across low, medium, and high speeds. Summary of the Invention

[0004] In view of this, it is necessary to provide a composite component, body frame and vehicle for solving the above-mentioned technical problems, so as to achieve the dual requirements of lightweighting and safety improvement.

[0005] To solve the above-mentioned technical problems, this application provides the following technical solution: A composite component is used in a vehicle body frame. The composite component includes a first component, a second component, and a third component arranged in sequence from the outside to the inside. The first component, the second component, and the third component are independently arranged, and the second component is connected to the first component and the third component respectively. The first component, the second component, and the third component are all configured as honeycomb materials. The density of the first component is set to ρ1 and the yield strength is set to Rp1. The density of the second component is set to ρ2 and the yield strength is set to Rp2. The density of the third component is set to ρ3 and the yield strength is set to Rp3. ρ1, ρ2, and ρ3 satisfy ρ1 < ρ2 < ρ3, and Rp1, Rp2, and Rp3 satisfy Rp1 < Rp2 < Rp3.

[0006] Understandably, by using three independent layers of components with different densities and yield strengths in a stacked arrangement, the composite component can achieve sequential activation and synergistic effect of each layer according to different impact energy levels. In actual collisions, the low-strength first component yields first to absorb low-speed collision energy, the medium-strength second component deals with medium-speed impacts, and the high-strength third component provides ultimate protection for high-speed collisions. This mechanism not only achieves differentiated and adaptive protection for low-speed, medium-speed, and high-speed collisions in all scenarios, but also achieves overall lightweighting due to this variable design, thus meeting the design requirements for lightweight vehicle frame while ensuring safety.

[0007] In one embodiment, ρ1 satisfies 0.25 g / cm³. 3 ≤ρ1≤0.35g / cm 3 Rp1 satisfies 3MPa≤Rp1≤5MPa; And / or, ρ2 satisfies 0.5 g / cm³ 3 ≤ρ2≤0.7g / cm 3 Rp2 satisfies 12MPa≤Rp2≤18MPa; And / or, ρ3 satisfies 1.0 g / cm³ 3 ≤ρ3≤1.4g / cm 3 , Rp3 and satisfy Rp3>18MPa.

[0008] In one embodiment, the thickness of the first component is set to T. 11 T 11 The following conditions must be met: 3mm ≤ T1 ≤ 5mm; And / or, the thickness of the second component is set to T. 22 T 22 Satisfying 8mm≤T 22 ≤12mm; And / or, the thickness of the third component is set to T. 33 T 33 Satisfying 15mm≤T 33 ≤20mm.

[0009] In one embodiment, the first component includes a first honeycomb core and two first panels, the two first panels being disposed on two opposite sides of the first honeycomb core in its thickness direction and respectively composite with the first honeycomb core; And / or, the areal density of the first panel is set to A1, where A1 satisfies 200 g / cm³. 2 ≤A1≤250g / cm 2 ; And / or, the thickness of the first honeycomb core is set to T1, and satisfies 1mm≤T1≤3mm; And / or, the first honeycomb core is provided with a plurality of first honeycomb holes, the diameter of the first honeycomb holes is set to D1, D1 satisfies 8mm≤D1≤12mm, and in the first honeycomb core, the thickness of the honeycomb wall between two adjacent first honeycomb holes is set to t1, and satisfies 0.15mm≤t1≤0.25mm.

[0010] In one embodiment, the first honeycomb core is provided with a plurality of first honeycomb holes, and each first honeycomb hole is filled with a first flame retardant material; Wherein, the volume filling rate of the first flame retardant material when filling the corresponding first honeycomb cell is set to V1, and satisfies 75%≤V1≤85%.

[0011] It is understandable that by filling the first honeycomb cells of the first honeycomb core with a first flame-retardant material, the first component can acquire flame-retardant properties without affecting its inherent performance, thereby meeting the safety requirements of the vehicle frame.

[0012] In one embodiment, the second component includes a second honeycomb core and two second panels, the two second panels being disposed on two opposite sides of the second honeycomb core in its thickness direction and respectively composite with the second honeycomb core; And / or, the areal density of the second panel is set to A2, and satisfies 250 g / cm³. 2 <A2≤300g / cm 2 ; And / or, the thickness of the second honeycomb core is set to T2, and satisfies 5mm≤T2≤9mm; And / or, the second honeycomb core is constructed with a second honeycomb hole diameter D2, which satisfies 3mm≤D2≤7mm; and, in the second honeycomb core, the thickness of the first honeycomb wall between two adjacent second honeycomb holes is set to t2, which satisfies 0.25mm≤t2≤0.35mm.

[0013] In one embodiment, the second honeycomb core is provided with a plurality of second honeycomb holes, and each second honeycomb hole is filled with a second flame retardant material; The volume filling rate of the second flame retardant material when filling the corresponding second honeycomb pore is set to V2, and satisfies 85%≤V2≤95%.

[0014] It is understandable that by filling the second honeycomb cells of the second honeycomb core with a second flame-retardant material, the second component can acquire flame-retardant properties without affecting its inherent performance, thereby meeting the safety requirements of the vehicle frame.

[0015] In one embodiment, the third component includes a third honeycomb core and two third panels, the two third panels being disposed on two opposite sides of the third honeycomb core in its thickness direction and respectively composite with the third honeycomb core; And / or, the areal density of the third panel is set to A3, and satisfies 300 g / cm³. 2 <A3≤350g / cm 2 ; And / or, the thickness of the third honeycomb core is set to T3, and satisfies 11mm≤T3≤16mm; And / or, the third honeycomb core is constructed with a third honeycomb hole diameter D3, which satisfies 1mm≤D3≤3mm, and the thickness of the third honeycomb wall between two adjacent third honeycomb holes in the third honeycomb core is set to t3, which satisfies 0.4mm≤t3≤0.6mm.

[0016] In one embodiment, the third honeycomb core is provided with a plurality of third honeycomb holes, and each of the third honeycomb holes is filled with a third flame retardant material; The volume filling rate of the third flame retardant material when filling the corresponding third honeycomb pore is set to V3, and satisfies 85%≤V3≤95%.

[0017] It is understandable that by filling the third honeycomb cells of the third honeycomb core with a third flame-retardant material, the third component can acquire flame-retardant properties without affecting its inherent performance, thereby meeting the safety requirements of the vehicle frame.

[0018] In one embodiment, the second component is embedded with a plurality of first reinforcing ribs, which are arranged at intervals in sequence. And / or, the third component is embedded with a plurality of second reinforcing ribs, which are arranged sequentially at intervals.

[0019] It is understandable that by embedding reinforcing ribs inside the second and / or third components, the structural stiffness and load-bearing efficiency can be effectively improved, enabling the composite component to achieve targeted enhancement of the mechanical properties of key parts without excessively increasing the weight, thus meeting the local reinforcement requirements of the vehicle frame.

[0020] This application also provides a vehicle frame including the composite component described above.

[0021] This application also provides a vehicle including the composite component described above; Alternatively, it may include the vehicle frame described above.

[0022] Due to the application of the above technical solution, the present invention has the following advantages compared with the prior art: The composite component, vehicle body frame, and vehicle for which this application seeks protection employ a three-layered arrangement of components with different densities and yield strengths. This allows the composite component to achieve sequential activation and synergistic effects of each layer based on different impact energy levels. In actual collisions, the low-strength first component yields preferentially to absorb low-speed collision energy, the medium-strength second component handles medium-speed impacts, and the high-strength third component provides ultimate protection for high-speed collisions. This mechanism not only achieves differentiated and adaptive protection for low-speed, medium-speed, and high-speed collisions across all scenarios, but also achieves overall lightweighting due to this variable design, thus meeting the design requirements for lightweight vehicle body frames while ensuring safety. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application or the conventional technology, the drawings used in the description of the embodiments or the conventional technology will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a structural schematic diagram of the composite component provided in this application.

[0025] Figure 2 This is a structural schematic diagram of the vehicle frame provided in this application.

[0026] Reference numerals: 1000, vehicle frame; 100, composite component; 10, first component; 11, first panel; 12, first honeycomb core; 13, first flame retardant material; 20, second component; 21, second panel; 22, second honeycomb core; 23, second flame retardant material; 24, first reinforcing rib; 30, third component; 31, third panel; 32, third honeycomb core; 33, third flame retardant material; 34, second reinforcing rib. Detailed Implementation

[0027] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0028] It should be noted that when a component is said to be "located on" another component, it can be directly located on the other component or may have an intervening component. When a component is considered to be "located on" another component, it can be directly located on the other component or may have an intervening component. When a component is considered to be "fixed to" another component, it can be directly fixed to the other component or may have an intervening component.

[0029] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0030] The composite component 100 claimed in this application is applied in the vehicle body frame 1000 and is a component of the vehicle body frame 1000. Specifically, it can be used to construct a local area of ​​the vehicle body frame 1000.

[0031] like Figure 1 As shown, the composite component 100 provided in this application includes a first component 10, a second component 20, and a third component 30 arranged sequentially from the outside to the inside. The first component 10, the second component 20, and the third component 30 are independently arranged, and the second component 20 is connected to the first component 10 and the third component 30 respectively. The first component 10, the second component 20, and the third component 30 are all configured as honeycomb materials. The density of the first component 10 is set to ρ1 and the yield strength is set to Rp1. The density of the second component 20 is set to ρ2 and the yield strength is set to Rp2. The density of the third component 30 is set to ρ3 and the yield strength is set to Rp3. ρ1, ρ2, and ρ3 satisfy ρ1 < ρ2 < ρ3, and Rp1, Rp2, and Rp3 satisfy Rp1 < Rp2 < Rp3. In other words, the composite component 100 of this application uses three layers of components with different densities and yield strengths stacked together. This allows the composite component 100 to achieve sequential activation and synergistic effect of each layer of components according to different impact energy levels. Under actual collision, the low-strength first component 10 yields first to absorb low-speed collision energy, the medium-strength second component 20 deals with medium-speed impacts, and the high-strength third component 30 provides ultimate protection for high-speed collisions. This mechanism not only achieves differentiated and adaptive protection for low-speed, medium-speed, and high-speed collisions in all scenarios, but also achieves overall lightweighting due to this variable design. Thus, while ensuring safety, it meets the lightweight design requirements of the vehicle frame 1000.

[0032] It should be noted that the composite component 100 of this application, as a component of the vehicle body frame 1000, is configured specifically according to the collision force requirements of different parts of the vehicle body frame 1000. Specifically, for parts of the vehicle body frame 1000 that directly bear the main collision force, such as the front bumper, door outer panel, and front and rear longitudinal beams, a complete three-layer composite component 100 consisting of the first component 10, the second component 20, and the third component 30 is used to provide gradient protection in all scenarios. For parts of the vehicle body frame 1000 that bear secondary impacts, such as the roof panel and the inner side of the trunk lid, a double-layer structure consisting of the first component 10 and the second component 20 is used to ensure energy absorption at low and medium speeds while achieving weight reduction. For non-primary load-bearing parts that mainly meet the requirements of weight reduction and appearance, such as the non-collision area inside the hood, only the first component 10 can be retained as a single-layer body covering. This modular design strategy enables precise and optimized allocation of safety performance and lightweight requirements within the 1000 body frame.

[0033] In this application, the density of the first component 10 is set to ρ1, and satisfies 0.25 g / cm³. 3 ≤ρ1≤0.35g / cm 3 The yield strength of the first component 10 is set to Rp1, and satisfies 3MPa≤Rp1≤5MPa.

[0034] Here, the value of the sealing ρ1 of the first component 10 mentioned above can be 0.25 g / cm³. 3 0.27g / cm 3 0.29g / cm 3 0.31g / cm 3 0.32g / cm 3 0.35g / cm 3 This is to prevent the sealing density ρ1 of the first component 10 from being too high, which would cause the elastic modulus to exceed the standard and prevent elastic recovery from being impossible, and to ensure the basic structural strength of the first component 10, preventing the glass from being damaged during low-speed collisions. The density ρ1 of the first component 10 is much lower than the traditional seal density of 0.8 g / cm³. 3 The aluminum honeycomb panel significantly reduces the weight of the corresponding body panels. The yield strength Rp1 of the first component 10 can be 3MPa, 3.6MPa, 4MPa, 4.3MPa, 5MPa, etc. Of course, the values ​​of ρ1 and Rp1 can also be set according to the actual situation. The main purpose is to ensure that the first component 10 can absorb low-speed collision energy during low-speed collisions and can recover itself by its own elastic deformation without subsequent maintenance.

[0035] It should be noted that the low-speed collision in this embodiment specifically refers to a collision occurring when the composite component 100 experiences a collision speed of 5 km / h or less. Under this condition, the load borne by the first component 10 generally does not exceed 3 MPa, a stress level far below its lower limit of yield strength. Therefore, the first component 10 only undergoes elastic deformation, and after the load is unloaded, it can completely recover to its original shape relying on its own elastic restoring force, without any plastic damage. This characteristic means that after a vehicle experiences such a low-speed collision, the composite component 100 does not require any repair, thus solving the problem of high repair costs associated with low-speed scraping of the vehicle body frame in traditional vehicles.

[0036] like Figure 1 As shown, in one embodiment, the thickness of the first member 10 is set to T. 11 And satisfying 3mm≤T1≤5mm; here, the thickness T of the first component 10 is... 11 The value can be 3mm, 3.6mm, 4.2mm, or 5mm, etc. Of course, it's not limited to these; T... 11 The value can be set according to actual needs.

[0037] Specifically, the first component 10 includes a first honeycomb core 12 and two first panels 11. The two first panels 11 are disposed on two opposite sides of the first honeycomb core 12 in its thickness direction and are respectively composite with the first honeycomb core 12.

[0038] The areal density of the first panel 11 is set to A1, and A1 satisfies 200 g / cm³. 2 ≤A1≤250g / cm 2 This makes the first panel 11 lightweight, which is beneficial for the lightweight design of the first component 10. Here, the areal density A1 of the first panel 11 can be 200 g / cm³. 2 215g / cm 2 234g / cm 2 240g / cm 2 Or 250g / cm 2 And so on. Of course, it's not limited to this; the value of A1 can be set according to actual needs.

[0039] In one embodiment, the first panel 11 is configured as a carbon fiber panel, specifically a 1mm thick T700 twill carbon fiber panel. This gives the first panel 11 high flexibility, allowing it to better match the elastic deformation of the first honeycomb core 12 and preventing premature breakage due to excessive rigidity. Of course, in other embodiments, the first panel 11 can also be configured as a panel structure combining basalt and carbon fiber, which will not be elaborated upon here.

[0040] Here, the first panel 11 can specifically be configured as a twill-woven carbon fiber panel, with its fibers interlaced at 45°. This results in a longer yarn float in the first panel 11, giving it excellent flexibility and high ductility, with a breaking elongation of not less than 1.5%. Thus, when the first component 10 is subjected to impact, the first panel 11 can undergo coordinated elastic deformation along with the first honeycomb core 12, effectively avoiding cracking problems caused by brittleness.

[0041] The thickness of the first honeycomb core 12 is set to T1, and T1 satisfies 1mm ≤ T1 ≤ 3mm, that is, the thickness of the first honeycomb core 12 is small enough to satisfy the elastic deformation of the first honeycomb core 12. Here, the value of the thickness T1 of the first honeycomb core 12 can be 1mm, 2mm, 2.5mm or 3mm, etc. Of course, it is not limited to this, and the value of T1 can be set according to actual needs.

[0042] The first honeycomb core 12 has a first honeycomb hole (not shown) with a diameter of D1, satisfying 8mm ≤ D1 ≤ 12mm. Furthermore, the thickness of the first honeycomb wall (not shown) between two adjacent first honeycomb holes in the first honeycomb core 12 is set to t1, satisfying 0.15mm ≤ t1 ≤ 0.25mm. Here, the diameter D1 of the first honeycomb hole in the first honeycomb core 12 can be 8mm, 9mm, 10mm, or 12mm, etc., and the thickness t1 of the first honeycomb wall between two adjacent first honeycomb holes in the first honeycomb core 12 can be 0.15mm, 0.2mm, 0.22mm, or 0.25mm, etc. Of course, this is not limited to these values; the values ​​of D1 and t1 can be set according to actual conditions.

[0043] In one embodiment, the first honeycomb core 12 is configured as a basalt fiber honeycomb core, and the thickness t1 of the first honeycomb wall can be 0.2 mm. In this way, the elastic modulus of the first honeycomb core 12 is relatively low, and only elastic deformation occurs when the composite component 100 is subjected to a low-speed collision, and it automatically recovers after the impact.

[0044] Specifically, the basalt fiber honeycomb core is a hexagonal or rectangular honeycomb structure formed by melting and drawing natural basalt into fibers, and then weaving or bonding them together. Of course, in other embodiments, the first honeycomb core 12 described above can also be a glass fiber honeycomb core material or an aluminum honeycomb core material, etc., which will not be elaborated here.

[0045] Here, basalt fiber honeycomb cores can be made from existing mature materials, which have excellent comprehensive properties, including but not limited to temperature resistance (-60℃-600℃), strong corrosion resistance (salt spray test duration greater than 1000 hours) and moderate strength (30% higher than glass fiber), and have been widely used in rail transportation, shipbuilding and other fields.

[0046] It should be noted that the term "weaving" specifically refers to the molding process of constructing a regular hexagonal grid structure from basalt fiber yarns or basalt fiber tapes. This process can be implemented in two ways: first, winding weaving, where basalt fiber yarns with a diameter of 0.5mm–1mm are continuously wound along the edges of a hexagonal mold, and a stable grid is formed by bonding adjacent unit intersections; second, tape splicing, where basalt fiber tapes with a thickness of 0.1–0.2mm are alternately stacked and bonded at angles of 60° and 120° to form a honeycomb-like hexagonal configuration. The final product formed by this process is a planar hexagonal grid skeleton, the overall thickness of which is controlled in one step by the mold (the height of which corresponds to the thickness T1 of the first honeycomb core 12), without the need for stacking operations.

[0047] In this embodiment, although the first panel 11 and the first honeycomb core 12 use known carbon fiber panels and basalt fiber honeycomb cores, the parameters of the first panel 11 are specifically optimized, such as the areal density A1, the thickness T1, the pore size D1, and the first honeycomb wall t1. This allows the first component 10 to exert an unprecedented gradient energy absorption synergy effect in the specific scenario of vehicle collision protection. At the same time, the cost of basalt fiber honeycomb is lower than that of all carbon fiber materials, and the material recyclability is greater than 90%, which also reduces the post-processing costs and makes it easier to achieve large-scale industrial application.

[0048] like Figure 1 As shown, in one embodiment, the first component 10 is filled with a first flame-retardant material 13 in each first honeycomb cell of the first honeycomb core 12; the volume filling rate of the first flame-retardant material 13 when filling the corresponding first honeycomb cell is set to V1, and V1 satisfies 75%≤V1≤85%. This setting enables the first component 10 to have flame-retardant properties without affecting its fixing performance, so as to meet the safety requirements of the vehicle frame 1000.

[0049] Here, the first flame retardant 13 can specifically be expanded graphite, expanded vermiculite, aluminum hydroxide / magnesium hydroxide composite powder, or nano-montmorillonite.

[0050] It should be noted that the volume filling rate of the first flame retardant material 13 when filling the corresponding first honeycomb cell is specifically the ratio between the volume of the first flame retardant material 13 and the volume of the first honeycomb cell containing the first flame retardant material 13. Here, the volume filling rate V1 can be 75%, 77%, 78%, 82%, 82.6%, 83%, 85%, etc. It is understandable that an excessively high volume filling rate V1 will encroach on the deformation space of the first honeycomb core 12 and affect the elasticity of the first component 10, while an excessively low rate will result in insufficient flame retardant effect of the first component 10. Therefore, this application sets the volume filling rate V1 within the range of [75%, 85%], which not only ensures the deformation space of the first honeycomb core 12 but also gives the first component 10 a better flame retardant effect. Of course, the value of the volume filling rate V1 is not limited to the above examples; it can be designed according to different flame retardant performance requirements while satisfying the elastic deformation of the first component 10, which will not be elaborated here.

[0051] When filling the first honeycomb core 12 with the first flame-retardant material 13, the first honeycomb core 12 can be fixed horizontally first, and the first flame-retardant material 13 can be uniformly injected into each of the first honeycomb cells using a negative pressure conveying system. The injection amount is precisely controlled according to the volume filling rate V1. After filling is completed, low-frequency micro-amplitude vibration is applied to the first honeycomb core 12 to ensure that the first flame-retardant material 13 is densely and uniformly distributed and to eliminate local voids. If it is necessary to enhance the fixing effect of the first flame-retardant material 13, a small amount of water-based adhesive can be atomized and sprayed on its surface. The process parameters must be strictly controlled to ensure that the inherent mechanical properties of the first honeycomb core 12 are not affected.

[0052] For example, the first component 10 can be composite-formed by hot pressing. Specifically, the first honeycomb core 12 is first stacked on one of the first panels 11, then the first flame retardant material 13 is filled into the first honeycomb cells of the first honeycomb core 12, and then the other first panel 11 is covered on the first honeycomb core 12. Subsequently, hot pressing is performed at a temperature of 80°C and a pressure of 0.5 MPa to finally form an integrated composite structure.

[0053] In one embodiment, the second component 20 and the first component 10 can be connected by means of adhesive bonding, welding, or other methods. In this embodiment, the second component 20 and the first component 10 are connected by adhesive bonding.

[0054] In this application, the density of the second component 20 is set to ρ2, and satisfies 0.5 g / cm³. 3 ≤ρ2≤0.7g / cm 3 The yield strength of the second component 20 is set to Rp2, and satisfies 12MPa≤Rp2≤18MPa.

[0055] Here, the value of the sealing ρ2 of the second component 20 can be 0.5 g / cm³. 3 0.57g / cm 3 0.59g / cm 3 0.6g / cm 3 0.62g / cm 3 0.7g / cm 3 To avoid excessively high density ρ2 in the second component 20, which would lead to excessive crushing resistance and decreased energy absorption efficiency, and to ensure a stable crushing process and prevent premature fracture, the second component 20 is designed to exhibit uniform wall buckling during crushing, without localized premature fracture. This results in an energy absorption stability approximately 30% higher than that of low-density aluminum structures. The yield strength Rp2 of the second component 20 can be 12MPa, 14MPa, 15MPa, 17MPa, 18MPa, etc. Of course, the values ​​of ρ2 and Rp2 can also be set according to actual conditions, primarily ensuring that the second component 20 can crush and absorb energy during medium-speed collisions.

[0056] It should be noted that the medium-speed collision in this embodiment specifically refers to a collision occurring when the composite component 100 has a collision speed greater than 5 km / h and less than or equal to 40 km / h. Under this condition, the second component 20 can bear the remaining energy of the collision after the first component 10 undergoes plastic deformation. The load borne by the second component 20 is between 5 MPa and 15 MPa, ensuring that the second component 20 neither fractures prematurely nor is difficult to deform. During crushing, its wall surface buckles and folds rather than breaks, converting the kinetic energy after the collision into the deformation energy of the second component 20, with an energy absorption efficiency exceeding 60%, significantly reducing the load transferred to the third component 30.

[0057] In one embodiment, the thickness of the second member 20 is set to T. 22 And satisfy 8mm≤T 22 The thickness is ≤12mm to meet the application requirements of the second component 20 in the vehicle frame 1000. Here, the thickness T of the aforementioned second component 20 is... 22 The value can be 8mm, 9mm, 10mm, or 12mm, etc. Of course, it is not limited to these; the above T... 22 The value can also be set according to the actual situation.

[0058] like Figure 1 As shown, the second component 20 includes a second honeycomb core 22 and two second panels 21. The two second panels 21 are disposed on two opposite sides of the second honeycomb core 22 in its thickness direction and are respectively composited with the second honeycomb core 22. The composite molding process is the same as that of the first component 10.

[0059] The areal density of the second panel 21 is set to A2, and satisfies 250 g / cm³.2 <A2≤300g / cm 2 This makes the second panel 21 lightweight, which is beneficial for the lightweight design of the second component 20. Here, the areal density A2 of the second panel 21 can be 255 g / cm³. 2 268g / cm 2 279g / cm 2 285g / cm 2 Or 300g / cm 2 And so on. Of course, it's not limited to this; the value of A2 can be set according to actual needs.

[0060] In one embodiment, the second panel 21 is configured as a carbon fiber panel, specifically a commercially available 1.5mm thick plain-weave carbon fiber panel. The fibers of this plain-weave carbon fiber panel are interwoven at 90°, forming densely distributed interlacing points. This results in good structural stiffness and strong shear resistance (shear strength not less than 80MPa), allowing the plain-weave carbon fiber panel to provide stable constraint boundaries and ensure that the second honeycomb core 22 collapses along a predetermined path rather than collapsing randomly, thereby improving the energy absorption efficiency of the second component 20. Of course, in other embodiments, the second panel 21 can also be a glass fiber panel or a panel structure composed of basalt and carbon fiber, which will not be elaborated here.

[0061] In this embodiment, the thickness of the second honeycomb core 22 is set to T2, and satisfies 5mm≤T2≤9mm; here, the value of the thickness T2 of the second honeycomb core 22 can be 5mm, 7mm, 8.5mm or 9mm, etc., and of course, it is not limited to this. The value of T2 can be set according to actual needs.

[0062] The second honeycomb core 22 has a second honeycomb hole (not shown) with a diameter D2, satisfying 3mm ≤ D2 ≤ 7mm. Furthermore, the thickness of the second honeycomb wall (not shown) between two adjacent second honeycomb holes in the second honeycomb core 22 is set to t2, satisfying 0.25mm ≤ t2 ≤ 0.35mm. Here, the diameter D2 of the second honeycomb hole in the second honeycomb core 22 can be 3mm, 4mm, 6mm, or 7mm, etc., and the thickness t2 of the second honeycomb wall between two adjacent second honeycomb holes in the second honeycomb core 22 can be 0.25mm, 0.3mm, 0.32mm, or 0.35mm, etc. Of course, it is not limited to these values; the values ​​of D2 and t2 can be set according to actual needs.

[0063] In one embodiment, the second honeycomb core 22 is similar to the first honeycomb core 12 and can also be a basalt fiber honeycomb core. The wall thickness t2 of the second honeycomb can be 0.3 mm, and the compressive strength is stable at 15 MPa. Of course, in other embodiments, the second honeycomb core 22 can also be a honeycomb core composed of basalt and carbon fiber or an aramid honeycomb core, which will not be elaborated upon here.

[0064] like Figure 1 As shown, in one embodiment, similar to the first component 10, the second component 20 is filled with a second flame-retardant material 23 in each second honeycomb cell of the second honeycomb core 22; the volume filling rate of the second flame-retardant material 23 when filling the corresponding second honeycomb cell is set to V2, and satisfies 85%≤V2≤95%, so that the second component 20 can also have flame-retardant properties without affecting its fixing performance, so as to meet the safety requirements of the vehicle frame 1000.

[0065] Here, the second flame-retardant material 23 is the same as the first flame-retardant material 13, and can specifically be expanded graphite, expanded vermiculite, aluminum hydroxide / magnesium hydroxide composite powder, or nano-montmorillonite. Furthermore, the aforementioned volumetric filling rate V2 can be 85%, 88%, 90%, 92%, 94%, 95%, etc., and can be designed according to different flame-retardant performance requirements while meeting the crushing energy absorption requirements of the second component 20; details will not be elaborated here.

[0066] like Figure 1 As shown, in one embodiment, the second component 20 is embedded with a plurality of first reinforcing ribs 24, which are arranged sequentially at intervals to further enhance the structural stiffness and load-bearing efficiency of the second component 20. This allows the second component 20 to achieve directional enhancement of the mechanical properties of the corresponding parts without excessively increasing the weight, so as to meet the local reinforcement requirements of the vehicle frame 1000.

[0067] Here, the material of the first reinforcing rib 24 can be carbon fiber, basalt fiber reinforced composite material, thermoformed steel, glass fiber reinforced polypropylene, aramid fiber, etc. The specific choice can be made according to the reinforcement requirements of the local position of the second component 20 and the overall cost of the second component 20 after reinforcement, etc., which will not be elaborated here.

[0068] like Figure 1 As shown, in this embodiment, the first reinforcing rib 24 can be pre-embedded in the second honeycomb core 22 and form a composite structure of reinforcing rib and honeycomb with the second honeycomb core 22, so that the first reinforcing rib 24 can divide the second honeycomb core 22 into multiple energy-absorbing units, ensuring that the second honeycomb core 22 is crushed in an orderly manner from the outside to the inside during a collision, and the energy absorption efficiency fluctuation range is controlled within ±5%.

[0069] When the composite component 100 is used as the internal skeleton of the door of the body frame 1000, the second component 20 is equipped with a plurality of first reinforcing ribs 24. The cross-sectional dimensions of the first reinforcing ribs 24 are 1mm (thickness) × 15mm (width), and they are evenly distributed at a lateral spacing of 20mm. The two ends of the first reinforcing ribs 24 are bonded to the second panel 21 with epoxy resin adhesive, and the bonding strength is not less than 6MPa. This can enhance the overall rigidity and fatigue resistance of the internal skeleton of the door. Under the frequent door opening and closing cycle load, the first reinforcing ribs 24 can significantly suppress the cumulative fatigue deformation of the second honeycomb core 22, thereby extending the service life of the door structure.

[0070] When the composite component 100 is used as the chassis crossbeam of the vehicle frame 1000, the second component 20 is also equipped with a plurality of first reinforcing ribs 24. The spacing between two adjacent first reinforcing ribs 24 in the second component 20 is configured to be 15mm, and each first reinforcing rib 24 has a 5mm long lap section at the connection between the chassis crossbeam and the vehicle longitudinal beam at both ends. The lap section is reliably connected by spot welding with a welding point diameter of 8mm. This can significantly enhance the lateral torsional stiffness of the chassis crossbeam, avoid the clarification and stability of the load transmission path under complex working conditions, and effectively avoid the energy transmission reduction caused by the torsion of the second component 20.

[0071] In one embodiment, the second component 20 and the third component 30 are connected by threads and / or spot welding. Specifically, the connection structure used for the threaded connection between the second component 20 and the third component 30 can be an M8 bolt.

[0072] In this application, the density of the third component 30 is set to ρ3, and satisfies 1.0 g / cm³. 3 ≤ρ3≤1.4g / cm 3 The yield strength of the third component 30 is set to Rp3, and Rp3 > 18 MPa.

[0073] Here, the value of the sealing ρ3 of the third component 30 mentioned above can be 1.0 g / cm³. 3 1.23g / cm 3 0.33g / cm 3 1.4g / cm 3 This not only ensures the structural stiffness of the third component 30 to meet the protection requirements under high-speed collisions, but also balances the goal of lightweighting, preventing the advantages of lightweighting from being negated by excessive weight. The yield strength Rp3 of the third component 30 can be 18.5 MPa, 20 MPa, 21 MPa, 25 MPa, etc. Of course, it is not limited to these values, and the values ​​of ρ3 and Rp3 can be set according to the actual situation.

[0074] It should be noted that the aforementioned high-speed collision specifically refers to a collision occurring when the composite component 100 experiences a collision speed greater than 40 km / h. Under this condition, the third component 30 can withstand the remaining energy after the second component 20 is completely crushed, and the remaining energy does not exceed the structural strength limit of the third component 30, thus preventing deformation.

[0075] In one embodiment, the thickness of the third member 30 is set to T. 33 And satisfy 15mm≤T 33 ≤20mm. Here, the aforementioned third component has a thickness of 30mm (T). 33 The value can be 15mm, 16mm, 17mm, 19mm, or 20mm, etc. Of course, it is not limited to these; the above T... 33 The value can also be set according to the actual situation.

[0076] like Figure 1 As shown, the third component 30 includes a third honeycomb core 32 and two third panels 31. The two third panels 31 are disposed on two opposite sides of the third honeycomb core 32 in its thickness direction and are respectively composite with the third honeycomb core 32.

[0077] It should be noted that the third panel 31 and the third honeycomb core 32 in the third component 30 are integrated through a high-performance adhesive bonding process with enhanced interface. Specifically, a two-component modified epoxy resin structural adhesive (shear strength ≥25MPa, tensile strength ≥40MPa, elongation at break ≥5%) is used as the bonding material. The process includes sandblasting or plasma treatment of the bonding surface of the third panel 31 to improve its roughness, sealing the end face of the third honeycomb core 32 with sealant, then uniformly applying a 0.1–0.2mm thick structural adhesive and precisely bonding it, and then curing it in an autoclave at a pressure of 0.3–0.5MPa and a temperature of 80–100℃ for 2–3 hours.

[0078] In one embodiment, the third panel 31 in the third component 30 is configured as a carbon fiber panel, specifically a commercially available 2mm thick T800 unidirectional carbon fiber panel. Of course, in other embodiments, the aforementioned third panel 31 may also adopt a T700 carbon fiber panel or a panel structure that combines basalt and carbon fiber, which will not be elaborated here.

[0079] The areal density of the third panel 31 is set to A3, and it satisfies 300 g / cm³. 2 <A3≤350g / cm 2 This makes the third panel 31 lightweight, which is beneficial for the lightweight design of the third component 30. Here, the areal density A3 of the third panel 31 can be 305 g / cm³. 2 320g / cm2 330g / cm 2 340g / cm 2 Or 350g / cm 2 And so on. Of course, this is not the only possibility; the value of A3 mentioned above can also be set according to the actual situation.

[0080] In one embodiment, the third honeycomb core 32 is similar to the first honeycomb core 12, and the third honeycomb core 32 can be a high-density basalt honeycomb core. Of course, in other embodiments, the third honeycomb core 32 can also be a carbon fiber honeycomb core, a honeycomb core composed of basalt and carbon fiber, etc., which will not be elaborated here.

[0081] The thickness of the third honeycomb core 32 is set to T3, and satisfies 11mm ≤ T3 ≤ 16mm. Here, the thickness T3 of the third honeycomb core 32 can be 11mm, 12mm, 13mm, 15mm, or 16mm, etc. Of course, it is not limited to this; the value of T3 can be set according to actual conditions. In other embodiments, the third honeycomb core 32 can also be a honeycomb core composed of basalt and carbon fiber, which will not be elaborated upon here.

[0082] The third honeycomb core 32 has a third honeycomb hole (not shown) with a diameter set to D3, satisfying 1mm ≤ D3 ≤ 3mm; and in the third honeycomb core 32, the thickness of the third honeycomb wall (not shown) between two adjacent third honeycomb holes is set to t3, satisfying 0.4mm ≤ t3 ≤ 0.6mm. Here, the value of the third honeycomb hole diameter D3 on the third honeycomb core 32 can be 1mm, 1.5mm, 2mm, 2.5mm or 3mm, etc., and the value of the third honeycomb wall thickness t3 on the third honeycomb core 32 can be 0.4mm, 0.5mm, 0.55mm or 0.6mm, etc. Of course, it is not limited to these, and the values ​​of D3 and t3 can also be set according to the actual situation.

[0083] like Figure 1 As shown, in one embodiment, similar to the first component 10, the third honeycomb core 32 in the third component 30 is filled with a third flame-retardant material 33 in each third honeycomb cell; the volume filling rate of the third flame-retardant material 33 when filling the corresponding third honeycomb cell is set to V3, and satisfies 85%≤V3≤95%, so that the third component 30 can also have flame-retardant properties without affecting its fixing performance, so as to meet the safety requirements of the vehicle frame 1000.

[0084] Here, the third flame-retardant material 33 is the same as the first flame-retardant material 13, and can specifically be expanded graphite, expanded vermiculite, aluminum hydroxide / magnesium hydroxide composite powder, or nano-montmorillonite. Furthermore, the aforementioned volumetric filling rate V3 can be 85%, 88%, 90%, 92%, 94%, 95%, etc., and can be designed according to different flame-retardant performance requirements while meeting the structural rigidity and strength requirements of the third component 30; details will not be elaborated here.

[0085] like Figure 1 As shown, in one embodiment, the third component 30 is also fitted with multiple second reinforcing ribs 34, which are arranged at intervals to further enhance the structural stiffness and load-bearing efficiency of the third component 30. This allows the third component 30 to achieve directional enhancement of the mechanical properties of the corresponding parts without excessively increasing the weight, so as to meet the local reinforcement requirements of the vehicle frame 1000.

[0086] Here, the second reinforcing rib 34 is similar to the first reinforcing rib 24. Specifically, the second reinforcing rib 34 can be pre-embedded in the third honeycomb core 32 and form a composite structure of reinforcing rib and honeycomb with the third honeycomb core 32. Furthermore, the material of the second reinforcing rib 34 can be carbon fiber, basalt fiber reinforced composite material, thermoformed steel, glass fiber reinforced polypropylene, aramid fiber, etc. The specific material can be selected according to the reinforcement requirements of the local position of the third component 30 and the overall cost of the third component 30 after reinforcement, etc., which will not be elaborated here.

[0087] When the composite component 100 is used as an A-pillar, B-pillar, C-pillar, or sill beam supporting the cockpit in the vehicle body frame 1000, the third component 30 is equipped with multiple second reinforcing ribs 34. Specifically, the second reinforcing ribs 34 can be pre-embedded into the reserved grooves of the third honeycomb core 32 and glued to the third honeycomb core 32. The two ends of the second reinforcing ribs 34 can extend to the area in contact with the third panel 31, forming an integrated structure with the third panel 31 by additional adhesive application. At the same time, it can also protect the key stress points of the third component 30 (such as the connection between the A-pillar and the roof crossbeam). M4-M6 micro bolts are used for auxiliary fixing to further enhance the connection strength of the second reinforcing rib 34, ensuring that the second reinforcing rib 34 can work together with the third honeycomb core 32 to resist impact deformation. The core of its connection method is to adhere to the principle of "adhesive bonding as the main method and mechanical connection as the auxiliary method", avoiding the increase in weight due to excessive use of bolts. While controlling the overall weight of the third component 30, the interface strengthening technology is used to achieve synchronous stress on the third panel 31, the third honeycomb core 32 and the second reinforcing rib 34, thereby reliably achieving the rigid protection function required by the third component 30.

[0088] It should be noted that the manufacturing process of the first honeycomb core 12, the second honeycomb core 22, and the third honeycomb core 32 integrates three key steps: weaving, pressing, and high-temperature curing. First, the woven honeycomb mesh skeleton is placed into a mold and cold-pressed under a pressure of 0.1–0.3 MPa to control the tolerance of the honeycomb pore diameter within ±0.5 mm, ensuring dense fiber arrangement and precise control of the honeycomb core thickness, so that it matches the design height of 1mm–3mm for the first honeycomb core 12, 5–9mm for the second honeycomb core 22, and 11–16mm for the third honeycomb core 32, respectively. Then, it is kept at 200–300 ℃ for 1–2 hours to complete the high-temperature curing. This process removes the temporary adhesive and activates the pre-impregnated thermosetting resin in the skeleton, achieving final curing of the structure and significantly improving the overall compressive and shear strength. The manufacturing method is a mature process in the industry and will not be described in detail here.

[0089] To verify the effectiveness of the composite component 100 provided in this application when applied to the vehicle body frame 1000, a three-dimensional model of the vehicle body frame 1000 was established using the finite element analysis software Abaqus / Explicit. Based on the GB / T 20913-2007 standard "Occupant Protection in Frontal Collision of Passenger Cars", three typical simulation conditions of frontal collisions at low speed (5km / h), medium speed (40km / h), and high speed (60km / h) were set. The model sets material parameters based on experimental test data. Simulation results show that in low-speed collisions, the maximum deformation of the first component 10 is 5mm to 8mm, and the deformation recovery rate after unloading is not less than 95%, demonstrating excellent elastic recovery capability and no plastic damage. In medium-speed collisions, the second component 20 undergoes orderly crushing, absorbing energy of 12kJ to 15kJ, with an energy absorption efficiency of not less than 60%, and the impact force transmitted to the third component 30 is reduced by more than 50%. In high-speed collisions, the maximum deformation of the third component 30 is less than 8mm, there is no intrusion into the simulated passenger compartment, and the torsional stiffness reaches 70GPa to 90GPa, meeting the high-speed protection requirements. At the same time, the total weight of the above simulation model is 28% lighter than that of the traditional steel body frame, with significant lightweighting effect. The above results have been verified by experimental comparison, with numerical errors not exceeding 10%, indicating that the composite component 100 of the present invention can achieve effective differentiated protection in all collision scenarios, and its performance indicators are superior to those of the traditional body frame structure, possessing high predictive reliability.

[0090] like Figure 2 As shown, this application also provides a vehicle body frame 1000, including the composite component 100 described above.

[0091] This application also provides a vehicle including the aforementioned composite component 100; or, including the aforementioned vehicle body frame 1000.

[0092] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0093] Those skilled in the art should recognize that the above embodiments are merely illustrative of the present invention and are not intended to limit the present invention. Any appropriate changes and variations made to the above embodiments within the essential spirit of the present invention fall within the scope of protection claimed by the present invention.

Claims

1. A composite component used in a vehicle body frame (1000), characterized in that, The composite component (100) includes a first component (10), a second component (20) and a third component (30) arranged in sequence from the outside to the inside. The first component (10), the second component (20) and the third component (30) are independently arranged, and the second component (20) is connected to the first component (10) and the third component (30) respectively. The first component (10), the second component (20) and the third component (30) are all made of honeycomb material. The density of the first component (10) is set to ρ1 and the yield strength is set to Rp1. The density of the second component (20) is set to ρ2 and the yield strength is set to Rp2. The density of the third component (30) is set to ρ3 and the yield strength is set to Rp3. ρ1, ρ2 and ρ3 satisfy ρ1 < ρ2 < ρ3. Rp1, Rp2 and Rp3 satisfy Rp1 < Rp2 < Rp3.

2. The composite component according to claim 1, characterized in that, ρ1 satisfies 0.25 g / cm³ 3 ≤ρ1≤0.35g / cm 3 Rp1 satisfies 3MPa≤Rp1≤5MPa; And / or, ρ2 satisfies 0.5 g / cm³ 3 ≤ρ2≤0.7g / cm 3 Rp2 satisfies 12MPa≤Rp2≤18MPa; And / or, ρ3 satisfies 1.0 g / cm³ 3 ≤ρ3≤1.4g / cm 3 , Rp3 and satisfy Rp3>18MPa.

3. The composite component according to claim 1, characterized in that, The thickness of the first component (10) is set to T. 11 T 11 The following conditions must be met: 3mm ≤ T1 ≤ 5mm; And / or, the thickness of the second member (20) is set to T. 22 T 22 Satisfying 8mm≤T 22 ≤12mm; And / or, the thickness of the third component (30) is set to T. 33 T 33 Satisfying 15mm≤T 33 ≤20mm.

4. The composite component according to claim 1, characterized in that, The first component (10) includes a first honeycomb core (12) and two first panels (11). The two first panels (11) are disposed on two opposite sides of the first honeycomb core (12) in its thickness direction and are respectively composite with the first honeycomb core (12). And / or, the areal density of the first panel (11) is set to A1, where A1 satisfies 200 g / cm³. 2 ≤A1≤250g / cm 2 ; And / or, the thickness of the first honeycomb core (12) is set to T1, and satisfies 1mm≤T1≤3mm; And / or, the first honeycomb core (12) is provided with a plurality of first honeycomb holes, the diameter of the first honeycomb holes is set to D1, D1 satisfies 8mm≤D1≤12mm, and in the first honeycomb core (12), the thickness of the honeycomb wall between two adjacent first honeycomb holes is set to t1, and satisfies 0.15mm≤t1≤0.25mm.

5. The composite component according to claim 4, characterized in that, The first honeycomb core (12) has a plurality of first honeycomb holes, and each first honeycomb hole is filled with a first flame retardant material (13). Wherein, the volume filling rate of the first flame retardant material (13) when filling the corresponding first honeycomb pore is set to V1, and satisfies 75%≤V1≤85%.

6. The composite component according to claim 1, characterized in that, The second component (20) includes a second honeycomb core (22) and two second panels (21), the two second panels (21) being disposed on two opposite sides of the second honeycomb core (22) in its thickness direction and respectively composite with the second honeycomb core (22); And / or, the areal density of the second panel (21) is set to A2, and satisfies 250 g / cm³. 2 <A2≤300g / cm 2 ; And / or, the thickness of the second honeycomb core (22) is set to T2, and satisfies 5mm≤T2≤9mm; And / or, the second honeycomb core (22) is constructed with a second honeycomb hole diameter D2, and satisfies 3mm≤D2≤7mm; and, in the second honeycomb core (22), the thickness of the first honeycomb wall between two adjacent second honeycomb holes is set to t2, and satisfies 0.25mm≤t2≤0.35mm.

7. The composite component according to claim 6, characterized in that, The second honeycomb core (22) has a plurality of second honeycomb holes, and each second honeycomb hole is filled with a second flame retardant material (23). The volume filling rate of the second flame retardant material (23) when filling the corresponding second honeycomb pore is set to V2, and satisfies 85%≤V2≤95%.

8. The composite component according to claim 1, characterized in that, The third component (30) includes a third honeycomb core (32) and two third panels (31). The two third panels (31) are disposed on two opposite sides of the third honeycomb core (32) in its thickness direction and are respectively composite with the third honeycomb core (32). And / or, the areal density of the third panel (31) is set to A3, and satisfies 300 g / cm³. 2 <A3≤350g / cm 2 ; And / or, the thickness of the third honeycomb core (32) is set to T3, and satisfies 11mm≤T3≤16mm; And / or, the third honeycomb core (32) is constructed with a third honeycomb hole diameter D3, and satisfies 1mm≤D3≤3mm, and the thickness of the third honeycomb wall between two adjacent third honeycomb holes in the third honeycomb core (32) is set to t3, and satisfies 0.4mm≤t3≤0.6mm.

9. The composite component according to claim 8, characterized in that, The third honeycomb core (32) is constructed with a plurality of third honeycomb holes, and each of the third honeycomb holes is filled with a third flame retardant material (33). The volume filling rate of the third flame retardant material (33) when filling the corresponding third honeycomb pore is set to V3, and satisfies 85%≤V3≤95%.

10. The composite component according to claim 1, characterized in that, The second component (20) is embedded with multiple first reinforcing ribs (24), which are arranged at intervals in sequence; And / or, the third component (30) is embedded with a plurality of second reinforcing ribs (34), which are arranged at intervals in sequence.

11. A vehicle frame, characterized in that, The composite component (100) includes any one of claims 1 to 10.

12. A vehicle, characterized in that, The composite component (100) includes any one of claims 1 to 10. Alternatively, it may include the vehicle frame (1000) as described in claim 11.

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