Composite pipe, preparation method thereof and vehicle

Abstract

The invention relates to the technical field of vehicle manufacturing, in particular to a composite pipe, a preparation method thereof and a vehicle. The composite pipe comprises a pipe body and a composite material layer, and the composite material layer is arranged on at least part of the outer surface of the pipe body. The preparation method of the composite pipe comprises the following steps: providing the pipe body; a composite material layer is arranged on at least part of the outer surface of the pipe body. By the adoption of the composite pipe, the tensile strength of the pipe body can be guaranteed, meanwhile, use of the pipe body is reduced, and the requirements for small space of a vehicle body and light weight of a vehicle are met.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle manufacturing technology, and more particularly to a composite pipe, a method for preparing the same, and a vehicle. Background Technology

[0002] In related technologies, to improve the local performance of a vehicle, reinforcement components are often added to specific areas to enhance collision strength. For example, by embedding tubular structures in the A-pillars, B-pillars, or door anti-collision beams of a vehicle, the load-bearing capacity of the corresponding structural components is increased, thereby improving the vehicle's safety performance.

[0003] As vehicle performance requirements increase, the supporting capacity of the tubing can be improved by increasing its strength and thickness. However, increasing the strength of the tubing leads to a decrease in elongation, which can cause weldability issues. Increasing the thickness of the tubing is not suitable for the limited space in a vehicle body and the need for lightweight design. Summary of the Invention

[0004] To overcome the problems existing in the related technologies, this disclosure provides a composite pipe, a method for preparing the same, and a vehicle thereof, in order to at least partially solve the related technical problems.

[0005] According to a first aspect of the present disclosure, a composite pipe is provided, comprising: Pipe body; and A composite material layer is disposed on at least a portion of the outer surface of the tube body.

[0006] The technical solutions provided by the embodiments of this disclosure may include the following beneficial effects: a composite material layer is disposed on at least a portion of the outer surface of the pipe body, thereby improving the performance of at least a portion of the outer surface of the composite pipe body. Using the composite pipe provided by this disclosure, the tensile strength of the pipe body can be guaranteed while reducing the amount of pipe body used, thus meeting the requirements of limited vehicle space and lightweight vehicles.

[0007] In some possible implementations, the composite material layer includes a composite matrix and carbon fibers, the composite matrix and the carbon fibers covering at least a portion of the outer surface of the tube body.

[0008] The composite tube uses a lightweight carbon fiber composite layer that has high tensile strength, which further improves the tensile performance of the composite tube and adapts to the lightweight design of the vehicle body.

[0009] In some possible implementations, the composite matrix encapsulates the carbon fibers, which are wound around at least a portion of the outer surface of the tube body.

[0010] With the above configuration, the composite matrix can bond carbon fibers together, resulting in a higher degree of adhesion between the carbon fibers and the tube body. This leads to a tighter structure in the composite tube, increasing its strength and making it easier to control the diameter of the composite tube.

[0011] In some possible implementations, the angle between the winding direction of the carbon fiber and the extension direction of the tube body is in the range of 0-90°, preferably 20-70°.

[0012] By using this composite tube, the carbon fiber with appropriate extension direction can make the composite tube withstand external forces in different parts of the vehicle body in corresponding directions, which is convenient for different application scenarios.

[0013] In some possible implementations, the angle between the winding direction of the carbon fiber and the extension direction of the tube body is 45°.

[0014] Using this composite tube, carbon fiber is suitable for withstanding external forces inclined to the extension direction of the composite tube.

[0015] In some possible embodiments, the composite matrix comprises a thermosetting or thermoplastic material, preferably epoxy resin, phenolic resin, vinyl ester resin, PP, PA, PEEK, PEKK, PI; and / or The carbon fibers include T300-T1100.

[0016] The composite tube uses a high-strength composite matrix made of thermosetting or thermoplastic materials, which is easy to process and allows for uniform distribution of external forces. The high strength of the T300-T1100 carbon fiber enhances the tensile strength of the composite tube.

[0017] In some possible implementations, the wall thickness of the tube body is 1mm-4mm; and / or The thickness of the composite material layer is 1mm-5mm.

[0018] By using this composite pipe, the pipe body with an appropriate wall thickness and the composite material layer can provide a certain tensile strength while meeting the vehicle's lightweight requirements.

[0019] In some possible implementations, the material of the pipe body includes steel, aluminum alloy, or titanium alloy; and / or The tube body is made of thermoformed tube, preferably a thermal expansion tube.

[0020] The composite pipe, made of steel, aluminum alloy or titanium alloy, has high tensile strength; the internal structure of the pipe body made by thermoforming is dense, which improves the tensile strength of the pipe body.

[0021] In some possible implementations, the tensile strength of the tube body is 1500-2400 MPa.

[0022] The use of this composite pipe results in high tensile strength of the pipe body, thus improving the tensile strength of the composite pipe.

[0023] In some possible implementations, the composite tube is configured to withstand baking at a temperature of 160-185°C for 20-30 minutes.

[0024] Using this composite pipe, the composite material layer can maintain its performance after coating and electrophoresis.

[0025] In some possible implementations, the ratio of the length of the composite material layer to the length of the pipe body in the extending direction of the pipe body satisfies 0.2-1.

[0026] By using this composite pipe, the composite material layer of appropriate length can both strengthen the composite pipe and maintain its lightweight nature.

[0027] According to a second aspect of the present disclosure, an application of the aforementioned composite pipe is provided, wherein the composite pipe is used in a vehicle, preferably as a reinforcing pipe for a vehicle. When used in a vehicle, this composite pipe can improve the required local strength of the vehicle and enhance the vehicle's driving safety performance.

[0028] In some possible implementations, the composite tube is a reinforcing tube for the A-pillar, B-pillar, C-pillar, sill beam, door anti-collision beam and / or front and rear anti-collision beam, preferably as a body tube beam.

[0029] By using this composite pipe, the tensile strength of the aforementioned components of the vehicle can be guaranteed, and the vehicle's safety performance can be improved, while also meeting the requirements of small vehicle space and lightweight design.

[0030] According to a third aspect of the present disclosure, a method for preparing a composite tube is provided, comprising: Provide the pipe body; A composite material layer is provided on at least a portion of the outer surface of the tube body.

[0031] The preparation method of this composite tube is simple.

[0032] In some possible implementations, the provision of a composite material layer on at least a portion of the outer surface of the tube body includes: After impregnating the composite matrix with carbon fiber, the carbon fiber is arranged in a set line shape on the core mold under a preset tension. The carbon fiber is wound onto the outer surface of the tube body in a preset direction by three-dimensional winding. The composite tube is formed by baking.

[0033] The method for preparing this composite tube is mature, allows for continuous molding, and has high molding efficiency.

[0034] In some possible implementations, the baking process to form the composite tube includes: Multiple tubes wrapped with carbon fiber are baked simultaneously. The baking temperature is 50-300℃; the baking time is 1-4 hours.

[0035] The method for preparing this composite tube involves baking multiple tube bodies wound with carbon fiber simultaneously, resulting in high process efficiency.

[0036] In some possible implementations, the provision of the tube body includes: The outer surface of the pipe body is subjected to surface treatment; wherein the surface treatment includes at least one of the following steps: The outer surface of the tube body is sandblasted. The outer surface of the tube body is cleaned. The outer surface of the tube body is coated with adhesive.

[0037] By using this composite pipe preparation method, surface treatment of the outer surface of the pipe body can improve the bonding force between the composite material layer and the pipe body.

[0038] In some possible implementations, the wall thickness of the tube body is 1mm-4mm; and / or The material of the pipe body includes steel, aluminum alloy, or titanium alloy; and / or The tube body is made of thermoformed tube; and / or The tensile strength of the pipe body meets the requirement of 1500-2400 MPa; and / or The preset tension is 50-300N.

[0039] The composite pipe prepared by this method has high tensile strength, which can improve the tensile performance of the composite pipe.

[0040] In some possible implementations, the thickness of the composite material layer is 1 mm to 5 mm; and / or In the extending direction of the tube body, the ratio of the length of the composite material layer to the length of the tube body satisfies 0.2-1; and / or The composite tube is configured to withstand baking at a temperature of 160-185℃ for 20-30 minutes.

[0041] The method for preparing this composite tube allows for control of the thickness and length of the composite material layer, thereby controlling the quality of the composite tube and facilitating the meeting of lightweight vehicle body requirements. Furthermore, the ability to withstand baking under certain conditions ensures that the composite tube maintains its physical properties during subsequent vehicle manufacturing processes.

[0042] According to a fourth aspect of the present disclosure, a composite tube is provided, which is prepared using the above-described method for preparing a composite tube.

[0043] According to a fifth aspect of the present disclosure, a vehicle is provided that employs the aforementioned composite pipe.

[0044] In some possible implementations, the composite pipe is located at the A-pillar and / or B-pillar of the vehicle; and / or The composite material layer is located at or near the A-pillar.

[0045] Using this composite pipe can ensure the tensile strength of the corresponding components of the vehicle, improve the vehicle's safety performance, and meet the requirements of small vehicle space and lightweight vehicle design.

[0046] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0047] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0048] Figure 1 This is a schematic diagram of the appearance of a composite pipe according to an exemplary embodiment.

[0049] Figure 2 This is a cross-sectional view of a composite pipe according to an exemplary embodiment.

[0050] Figure 3 This is a schematic diagram illustrating a composite pipe inside a column A according to an exemplary embodiment.

[0051] Figure 4 This is a schematic diagram illustrating a method for preparing a composite tube according to an exemplary embodiment.

[0052] Figure 5 This is a schematic diagram illustrating a method for preparing a composite tube according to an exemplary embodiment. Detailed Implementation

[0053] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0054] Figure 1The present invention relates to a composite pipe 1 according to an exemplary embodiment. The composite pipe 1 may include a pipe body 11 and a composite material layer 12, the composite material layer 12 being disposed on at least a portion of the outer surface of the pipe body 11.

[0055] It is understood that the tube body 11 is the main structure of the composite tube 1, providing the basic physical properties of the composite tube 1. The materials constituting the tube body 11 can include metals or plastics. In some embodiments, the material of the tube body 11 can include steel, aluminum alloy, or titanium alloy. Tube bodies 11 made of steel, aluminum alloy, or titanium alloy have relatively high strength, providing support for the strength of the composite tube 1. Specifically, the tube body 11 can be formed in various ways, such as by thermoforming or cold forming. Tube bodies 11 made by thermoforming have high strength, good toughness, and good uniformity. Preferably, the tube body 11 can be made using thermal expansion, such as hot gas expansion or hot liquid expansion, and can be formed using a hot fluid forming process. For example, a hot gas expansion tube can be formed by sequentially performing a heating process and a high-pressure fluid forming process to obtain the tube body 11. In this way, the tube body 11 has higher strength, making it suitable for increasing the strength of the composite tube 1. In some embodiments, the tensile strength of the pipe body 11 can meet the requirements of 1500-2400 MPa, for example, it can be 1500 MPa, 1600 MPa, 1700 MPa, 1800 MPa, 1900 MPa, 2000 MPa, 2100 MPa, 2200 MPa, 2300 MPa, or 2400 MPa. It is easy to understand that a higher tensile strength of the pipe body 11 can also increase the tensile strength of the composite pipe 1. The extension direction of the pipe body 11 can be a single straight line, a curve, or a broken line, etc., which will not be listed here.

[0056] Please see Figure 2The composite material layer 12 can be wrapped or wound around the outer surface of the tube body 11 to enhance the performance of the tube body 11 while reducing the amount of material used in the tube body 11. The material constituting the composite material layer 12 can be carbon fiber composite, polyethylene fiber composite, or aramid fiber composite, etc. For example, when the composite material layer 12 is made of carbon fiber composite, it has a high specific strength, providing sufficient tensile strength while reducing the density of the composite tube 1, thus adapting to lightweight design requirements in vehicle manufacturing. The composite material layer 12 can be located on any outer surface of the tube body 11; for example, it can be ring-shaped, block-shaped, strip-shaped, long strip-shaped, or spiral-shaped, depending on the actual needs. By placing it in a localized location on the tube body 11, the composite material layer 12 can enhance the composite tube 1 while avoiding redundant use, which helps control the quality and manufacturing cost of the composite tube 1. Specifically, when the composite tube 1 is used to resist external impacts, the composite material layer 12 can be placed at the corresponding location on the composite tube 1 to reduce the impact of external forces.

[0057] In some embodiments, the length of the composite material layer 12 in the extending direction of the tube body 11 can be 0.2-1 to the length of the tube body 11, for example, it can be 0.2, 0.3, 0.4, 0.5, 0.6, 0.7, 0.8, 0.9 or 1, etc.

[0058] Understandably, the length of the composite material layer 12 along the extension direction of the pipe body 11 can be designed according to actual needs; it can be arranged along a portion of the length of the pipe body 11 or along its entire length. An appropriately long composite material layer 12 can enhance the performance (including strength and / or stiffness) of the composite pipe 1. For example, when the length of the pipe body 11 is 1m-2m, the length of the composite material layer 12 can be 0.5m-1m. When the ratio of the length of the composite material layer 12 to the length of the pipe body 11 is small, the strength of the arranged length region can be increased, while simultaneously reducing the mass of the composite pipe 1, thus meeting the lightweight requirements of vehicles.

[0059] In some embodiments, the composite material layer 12 may include a composite matrix and carbon fibers, which may cover at least a portion of the outer surface of the tube body 11.

[0060] It is easy to understand that carbon fiber composites have extremely high tensile strength and low density, making them suitable as the composite layer 12. The carbon fiber can be T300-T1100, for example, one of T300, T400, T500, T600, T700, T800, T900, T1000, or T1100. Using high-strength carbon fiber can further improve its tensile strength. The composite matrix can be a thermosetting or thermoplastic material to cure the carbon fiber, thus improving its tensile properties. Preferably, the composite matrix can include epoxy resin, phenolic resin, vinyl ester resin, PP (polypropylene), PA (nylon), PEEK (polyetheretherketone), PEKK (polyetherketoneketone), or PI (polyimide). When using thermosetting materials, such as epoxy resin, phenolic resin, or vinyl ester, the composite matrix exhibits strong bonding with the carbon fiber, high tensile strength, and high stiffness. When thermoplastic materials are used, such as PP, PA, PEEK, PEKK, or PI, the composite matrix can be molded quickly, is impact-resistant, and fatigue-resistant. The composite matrix can be configured as a layer parallel to the carbon fibers, located between the carbon fibers and the tube body 11, connecting the carbon fibers and the tube body 11. Alternatively, the composite matrix can be located on the surface of the carbon fibers, protecting both the carbon fibers and the tube body 11. The composite matrix can also encapsulate the carbon fibers. The carbon fibers can cover at least a portion of the outer surface of the tube body 11; for example, the carbon fibers can be woven into a carbon fiber mesh structure and applied to at least a portion of the outer surface of the tube body 11, laid on at least a portion of the outer surface of the tube body 11, or wound around at least a portion of the outer surface of the tube body 11.

[0061] In some embodiments, the composite matrix may encapsulate carbon fibers. This configuration allows the composite matrix to bond the carbon fibers together, and when subjected to external pressure, it can disperse localized loads, thereby increasing the overall strength of the composite layer 12.

[0062] In some embodiments, carbon fiber can be wound around at least a portion of the outer surface of the tube body 11. This configuration results in a higher degree of adhesion between the carbon fiber and the tube body 11, a more compact structure of the composite tube 1, improved strength of the composite tube 1, and suitability for controlling the diameter of the composite tube 1, thereby enhancing the lightweight nature of the composite tube 1 and expanding its application scenarios.

[0063] In some embodiments, the angle between the winding direction of the carbon fiber and the extending direction of the tube body 11 ranges from 0 to 90°. For example, the angle between the winding direction of the carbon fiber and the extending direction of the tube body 11 can be 0, 10°, 20°, 30°, 40°, 45°, 50°, 60°, 70°, 80°, or 90°, etc. Preferably, the angle between the winding direction of the carbon fiber and the extending direction of the tube body 11 can be 20°-70°.

[0064] It is easy to understand that different carbon fiber winding directions can be used depending on the application of the composite tube 1. For example, when used in the A-pillar or B-pillar of a vehicle, the composite tube 1 can resist the impact of external forces. Considering that the external force and the composite tube 1 can form a certain angle, the winding direction of the carbon fiber can be adjusted accordingly. Furthermore, since the extension direction of carbon fiber has relatively high impact resistance, the angle between the winding direction of the carbon fiber and the extension direction of the tube body 11 can also be relatively small. In some embodiments, the angle between the winding direction of the carbon fiber and the extension direction of the tube body 11 is 45°. This angle has relatively low processing difficulty and also results in higher tensile strength during winding.

[0065] In some embodiments, the wall thickness of the tube body 11 can be 1mm-4mm, for example, 1mm, 1.5mm, 2mm, 2.5mm, 3mm, 3.5mm, or 4mm, etc. The thickness of the composite material layer 12 can be 1mm-5mm, for example, 1mm, 1.5mm, 2mm, 2.5mm, 3mm, 3.5mm, 4mm, 4.5mm, or 5mm, etc.

[0066] It is easy to understand that, considering lightweight design in vehicle manufacturing, a tube body 11 or composite material layer 12 of appropriate thickness can be used to adapt the composite tube 1 to the corresponding structure of the vehicle. For example, when a thinner composite tube 1 is used in the core of the A-pillar or B-pillar of a vehicle, it can not only improve tensile strength and enhance the safety performance of the vehicle, but also meet the lightweight requirements of the vehicle.

[0067] In some embodiments, the composite tube 1 is configured to withstand baking at a temperature of 160-185°C for 20-30 minutes.

[0068] It is understandable that composite pipe 1 can use a high-temperature epoxy resin composite matrix or other methods to improve the baking resistance of composite material layer 12. Of course, with this configuration, composite pipe 1 can still withstand the corresponding baking during the welding and installation process and maintain its physical properties after coating and electrophoresis.

[0069] This disclosure also provides some embodiments of the use of the composite pipe 1 provided by the above-described technical solution. The composite pipe is used in vehicles, preferably as a reinforcing pipe for vehicles. When used in vehicles, the composite pipe can improve the required local strength of the vehicle and enhance the vehicle's driving safety performance.

[0070] The composite tube 1 can be a reinforcing tube used for the A-pillar, B-pillar, C-pillar, sill beam, door anti-collision beam, and / or front and rear anti-collision beams of a vehicle, preferably as a body beam. It is easy to understand that the A-pillar needs to protect the passenger compartment from deformation during vehicle rollover and frontal collisions, while the B-pillar needs to maintain the passenger compartment during side impacts. Therefore, using the composite tube 1 can increase the tensile strength of the A-pillar and / or B-pillar, thereby improving the vehicle's safety performance. It should be noted that when the composite tube 1 is used as a reinforcing tube for the sill beam, door anti-collision beam, and / or front and rear anti-collision beams, it can also strengthen the corresponding areas, improving the vehicle's safety performance in frontal, side, and rear collisions.

[0071] In some embodiments, the composite tube 1 can be disposed inside the A-pillar and extend from the front end of the vehicle to the rear end of the vehicle. The composite material layer 12 is wrapped around the outer surface of the tube body 11 corresponding to the area where the A-pillar is located, thereby reinforcing the area where the A-pillar is located to improve the performance of the front end of the vehicle and effectively protect the driver's cabin and passenger compartment in the event of a frontal collision.

[0072] Understandably, the composite material layer 12 can also wrap around the entire length of the tube body 11, thereby protecting the front, rear and middle of the vehicle.

[0073] This disclosure also provides methods for preparing composite pipes for vehicles in some embodiments. Please refer to... Figure 4 The preparation method includes the following steps: Step S1: Provide the pipe body.

[0074] Step S2: A composite material layer is provided on at least a portion of the outer surface of the pipe body.

[0075] In step S1, a tube body is provided. It is understood that providing a suitable tube body can improve the physical properties of the composite tube. The tube body can be a tube formed by thermoforming, or it can be made of a metallic material, such as steel, aluminum alloy, or titanium alloy. Of course, the process of providing the tube body may also include the preparation and processing of the tube body; for example, when the tube body is a thermoformed tube, it may also include a thermoforming process for the tube body, which will not be detailed here.

[0076] In some embodiments, the wall thickness of the pipe body can be 1mm-4mm, for example, 1mm, 1.5mm, 2mm, 2.5mm, 3mm, 3.5mm, or 4mm, etc. In some embodiments, the material of the pipe body can include steel, aluminum alloy, or titanium alloy. In some embodiments, the pipe body can be a thermoformed pipe. In some embodiments, the tensile strength of the pipe body can meet 1500-2400MPa, for example, 1500MPa, 1600MPa, 1700MPa, 1800MPa, 1900MPa, 2000MPa, 2100MPa, 2200MPa, 2300MPa, or 2400MPa, etc.

[0077] The advantages of using the above-mentioned pipe body have been listed in the foregoing embodiments, such as improving the tensile strength of the pipe body and improving the lightweight of the composite pipe, etc., which will not be elaborated here.

[0078] In some embodiments, please refer to Figure 5 In step S1, providing the tube body may further include step S10, performing surface treatment on the outer surface of the tube body.

[0079] It is easy to understand that, in order to improve the bonding strength between the pipe body and the composite material layer, the outer surface of the pipe body can also be surface-treated. Surface treatment methods can include cleaning, surface roughening, etc.

[0080] The surface treatment may include at least one of the following steps.

[0081] Step S11: Sandblast the outer surface of the pipe body.

[0082] Step S12: Clean the outer surface of the pipe body.

[0083] Step S13: Apply adhesive to the outer surface of the tube body.

[0084] Understandably, sandblasting involves blasting the outer surface of the pipe body with materials such as quartz sand or steel shot to create a uniformly rough surface. Surface cleaning can be done using solvents, such as rinsing with water or wiping with solvents like anhydrous ethanol or acetone, to remove contaminants from the outer surface of the pipe body. Adhesive application involves uniformly coating the outer surface of the pipe body with an interface adhesive or coupling agent to improve its adhesion.

[0085] Of course, when the pipe body is made of steel, surface treatment can also include passivation and other processes to prevent the outer surface of the pipe body from rusting. Other surface treatment processes can also be applied to the pipe body, which will not be listed here.

[0086] In step S2, a composite material layer is provided on at least a portion of the outer surface of the tube body.

[0087] It is understood that the composite pipe can be reinforced by placing a composite material layer on at least part of the outer surface of the pipe body.

[0088] In some embodiments, the thickness of the composite material layer is 1mm-5mm, for example, it can be 1mm, 1.5mm, 2mm, 2.5mm, 3mm, 3.5mm, 4mm, 4.5mm, or 5mm, etc. In some embodiments, in the extension direction of the pipe body, the ratio of the length of the composite material layer to the length of the pipe body satisfies 0.2-1, for example, it can be 0.2, 0.3, 0.4, 0.5, 0.6, 0.7, 0.8, 0.9, or 1, etc. The advantages of using the above-mentioned composite material layer have been listed in the foregoing embodiments, such as the advantage of controlling the quality of the composite material layer, which will not be elaborated here.

[0089] In some embodiments, please refer to Figure 5 In step S2, a composite material layer is provided on at least a portion of the outer surface of the pipe body, and steps S21 to S23 are also included.

[0090] In step S21, carbon fiber is impregnated with the composite matrix and then arranged in a set line shape on the core mold under a preset tension.

[0091] In step S22, carbon fibers are wound onto the outer surface of the tube body in a preset direction by three-dimensional winding.

[0092] In step S23, the composite tube is baked.

[0093] Understandably, carbon fibers can first be impregnated in a receiving tank containing a composite matrix, and then the impregnated carbon fibers can be wound onto a mandrel. During the winding process, tension can be applied to the impregnated carbon fibers, with a preset tension range of 50N-300N, for example, 50N, 100N, 150N, 200N, 250N, or 300N, etc. Providing a certain tension allows the impregnated carbon fibers to be more densely arranged on the mandrel, depending on actual needs. The preset direction in which the arranged carbon fibers are wound around the outer surface of the tube body can form a certain angle with the extension direction of the tube body, for example, 0°, 10°, 20°, 30°, 40°, 45°, 50°, 60°, 70°, 80°, or 90°, etc., etc., which will not be listed here. Baking can fix the carbon fibers to the tube body and further enhance the strength of the tube. Specifically, when carbon fiber is impregnated with a thermosetting material, it can be baked for a long time to first expel the gas from the resin, then solidify the carbon fiber onto the tube body, and finally gradually cool it to prevent deformation. When carbon fiber is impregnated with a thermoplastic material, the baking process can first accelerate the melting of the thermoplastic material at high temperature, and then quickly cool and solidify it.

[0094] In some embodiments, in step S23, baking to form the composite tube may include simultaneously baking multiple tube bodies wound with carbon fiber. The baking temperature may be 50-300°C, and the baking time may be 1-4 hours.

[0095] It is easy to understand that simultaneous baking can be achieved by placing multiple carbon fiber-wound tubes into an oven. Using this preparation method, multiple carbon fiber-wound tubes can be baked simultaneously, resulting in a highly efficient baking process.

[0096] In some embodiments, the composite tube can be configured to withstand baking at a temperature of 160-185°C for 20-30 minutes. It is understood that, to withstand baking, the carbon fiber can be impregnated with high-temperature epoxy resin. With this configuration, the composite tube can still withstand the corresponding baking during the welding and installation process and maintain its physical properties after coating and electrophoresis.

[0097] This disclosure also provides a composite tube for vehicles, prepared using the aforementioned composite tube preparation method. Of course, the composite tube prepared using this method also possesses the advantages of the aforementioned preparation method, which will not be listed here one by one.

[0098] This disclosure also provides a vehicle using the composite tube provided in the above embodiments. It is understood that vehicles using the composite tube can further improve tensile strength, while the density of the composite tube can be lower than that of conventional metal tubes in the related art, thereby improving vehicle safety performance and reducing vehicle weight.

[0099] In some embodiments, the composite tube can be installed in the A-pillar and / or B-pillar of the vehicle. The composite tube can be a single tube embedded in either the A-pillar or the B-pillar, or multiple tubes embedded in both. Furthermore, when the composite tube is used in the A-pillar and / or B-pillar, it is not excluded that it can also be used in other locations on the vehicle, such as sill beams, door anti-collision beams, front and rear anti-collision beams, etc. With this configuration, the composite tube can be used to reinforce the A-pillar and / or B-pillar of the vehicle, improving the vehicle's safety performance.

[0100] In some embodiments, the composite material layer may be located at or near the A-pillar. It is understood that the composite material layer is disposed on at least a portion of the outer surface of the tube body. When the tube body is used for the A-pillar, the composite material layer may be located on the A-pillar. When the composite tube is used in other locations on the vehicle, such as when the composite tube serves as a body beam, the composite material layer may also be disposed in the direction closer to the A-pillar to further mitigate potential impacts from external forces, thereby improving vehicle safety performance. Of course, it is not excluded that the composite material layer may also be disposed in directions away from the A-pillar or in other possible directions, depending on actual usage requirements.

[0101] In some embodiments, please refer to Figure 3 The composite tube 1 can be installed inside the A-pillar and extend from the front end of the vehicle to the rear end. The composite material layer 12 is wrapped around the outer surface of the tube body 11 corresponding to the area where the A-pillar is located, thereby strengthening the area where the A-pillar is located and improving the performance of the front end of the vehicle. In the event of a frontal collision, it can effectively protect the driver's compartment and the passenger compartment.

[0102] The composite tube 1 can be located inside the B-pillar or extend in other directions, such as extending upwards from the front end of the vehicle to the rear end. The composite material layer 12 is wrapped around the outer surface of the tube body 11 corresponding to the area where the B-pillar is located, thereby reinforcing the area where the B-pillar is located to improve the performance of the middle of the vehicle and effectively protect the driver's compartment and passenger compartment in the event of a side collision.

[0103] It is understandable that the composite material layer 12 can also wrap the entire length of the tube body 11. The composite tube 1 is located inside the A-pillar, B-pillar, C-pillar and D-pillar, thereby protecting the front, rear and middle of the vehicle.

[0104] The following describes the technical solution provided in this disclosure using one embodiment. Based on the collision requirements of the entire vehicle, a composite tube is designed at the A-pillar or B-pillar. First, a metal tube is provided based on this design. The metal tube can be hot-formed steel with a tensile strength between 1500MPa and 2400MPa, or it can be made of aluminum alloy or titanium alloy. After the metal tube is formed, the outer surface of the metal tube is surface treated. The surface treatment can include sandblasting, surface cleaning, and adhesive application to remove impurities and roughen the surface. In addition, carbon fiber is impregnated with resin. The carbon fiber can be one of T300-T1100, and the impregnating resin can be a high-temperature epoxy resin, which can be configured to withstand baking at a temperature of 160-185℃ for 20-30 minutes. Under a tension of 50-500N, the impregnated carbon fiber is arranged on a mandrel according to a set line shape. During the winding process, air bubbles are squeezed out of the high-temperature epoxy resin, and then the carbon fiber is wound around the tube body. After winding, multiple tubes can be placed together in an oven and baked at 50-300℃ for 1-4 hours to obtain the desired composite tube. The composite material layer thickness can be 1mm-5mm, the tube body wall thickness can be 1mm-4mm, and the ratio of the composite material layer length to the tube body length can be 0.2-1. This ensures the tensile strength of the composite tube while meeting the requirements of limited vehicle space and lightweight design.

[0105] In the above detailed description, reference has been made to the accompanying drawings, which illustrate specific aspects of how this disclosure can be practiced. In this regard, terms indicating direction or positional relationship, such as "direction of extension" or "direction of winding," can be used with reference to the orientation of the described figures. Since components of the described device can be positioned in several different orientations, directional terms are used for illustrative purposes and not for limitation. It should be understood that other aspects can be utilized and structural or logical changes can be made without departing from the concept of this disclosure. Therefore, the following detailed description should not be considered limiting.

[0106] It should be understood that, unless otherwise specifically indicated, features of various embodiments of this disclosure described herein can be combined with each other. As used herein, the term “and / or” includes any one of the relevant listed items and any combination of any two or more; similarly, “at least one of the following” includes any one of the relevant listed items and any combination of any two or more.

[0107] Furthermore, the term "on" as used herein in relation to a material layer formed or located "on" a surface may be used to indicate that the material layer is "indirectly" positioned (e.g., placed, formed, deposited, etc.) on the surface such that one or more additional material layers are disposed between the surface and the material layer. However, the term "on" as used herein in relation to a material layer formed or located "on" a surface may also optionally have a specific meaning: that the material layer is "directly" positioned (e.g., placed, formed, deposited, etc.) on the surface, for example, in direct contact with the surface.

[0108] Similarly, although this disclosure has been shown and described with respect to one or more implementations, equivalent variations and modifications will occur to those skilled in the art upon reading and understanding this specification and the accompanying drawings. This disclosure includes all such modifications and variations and is limited only by the scope of the claims. In particular, with respect to the various functions performed by the components described above (e.g., elements, resources, etc.), unless otherwise indicated, the terminology used to describe such components is intended to correspond to any component (functionally equivalent) that performs the specific function of the described component, even if structurally not equivalent to the disclosed structure. Furthermore, although specific features of this disclosure may have been disclosed with respect to only one of several implementations, such features may be combined with one or more other features of other implementations, as may be desired and advantageous to any given or particular application. Moreover, with regard to the terms “comprising,” “owning,” “having,” “having,” or variations thereof as used in the detailed description or claims, such terms are intended to be inclusive in a manner similar to the term “including.”

[0109] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the appended claims.

[0110] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. A composite pipe, characterized in that, include: tube body; and A composite material layer is disposed on at least a portion of the outer surface of the tube body.

2. The composite pipe according to claim 1, characterized in that, The composite material layer includes a composite matrix and carbon fibers, which cover at least a portion of the outer surface of the tube body.

3. The composite pipe according to claim 2, characterized in that, The composite matrix encapsulates the carbon fibers, which are wound around at least a portion of the outer surface of the tube body.

4. The composite pipe according to claim 2, characterized in that, The angle between the winding direction of the carbon fiber and the extension direction of the tube body is in the range of 0-90°, preferably 20-70°.

5. The composite pipe according to claim 4, characterized in that, The angle between the winding direction of the carbon fiber and the extension direction of the tube body is 45°.

6. The composite pipe according to claim 2, characterized in that, The composite matrix comprises thermosetting or thermoplastic materials, preferably epoxy resin, phenolic resin, vinyl ester resin, PP, PA, PEEK, PEKK, PI; and / or The carbon fibers include T300-T1100.

7. The composite pipe according to claim 1, characterized in that, The wall thickness of the tube body is 1mm-4mm; and / or The thickness of the composite material layer is 1mm-5mm.

8. The composite pipe according to claim 1, characterized in that, The material of the pipe body includes steel, aluminum alloy, or titanium alloy; and / or The tube body is made of thermoformed tube, preferably a thermal expansion tube.

9. The composite pipe according to claim 1, characterized in that, The tensile strength of the pipe body meets the requirement of 1500-2400MPa.

10. The composite pipe according to claim 1, characterized in that, The composite tube is configured to withstand baking at a temperature of 160-185℃ for 20-30 minutes.

11. The composite pipe according to claim 1, characterized in that, In the extending direction of the tube body, the ratio of the length of the composite material layer to the length of the tube body satisfies 0.2-1.

12. The use of the composite pipe according to any one of claims 1-11, characterized in that, The composite pipe is used in vehicles, preferably as a reinforcing pipe for vehicles.

13. The use of the composite pipe according to claim 12, characterized in that, The composite tube is a reinforcing tube for the A-pillar, B-pillar, C-pillar, sill beam, door anti-collision beam and / or front and rear anti-collision beam, preferably as a body tube beam.

14. A method for preparing a composite pipe, characterized in that, include: Provide the pipe body; A composite material layer is provided on at least a portion of the outer surface of the tube body.

15. The method for preparing the composite tube according to claim 14, characterized in that, The provision of a composite material layer on at least a portion of the outer surface of the pipe body includes: After impregnating the composite matrix with carbon fiber, the carbon fiber is arranged in a set line shape on the core mold under a preset tension. The carbon fiber is wound onto the outer surface of the tube body in a preset direction by three-dimensional winding. The composite tube is formed by baking.

16. The method for preparing the composite tube according to claim 15, characterized in that, The baking process to form the composite tube includes: Multiple tubes wrapped with carbon fiber are baked simultaneously. The baking temperature is 50-300℃; the baking time is 1-4 hours.

17. The method for preparing the composite tube according to claim 15, characterized in that, The provided tube body includes: The outer surface of the pipe body is subjected to surface treatment; wherein the surface treatment includes at least one of the following steps: The outer surface of the tube body is sandblasted. The outer surface of the tube body is cleaned. The outer surface of the tube body is coated with adhesive.

18. The method for preparing the composite tube according to claim 15, characterized in that, The wall thickness of the tube body is 1mm-4mm; and / or The material of the pipe body includes steel, aluminum alloy, or titanium alloy; and / or The tube body is made of thermoformed tube; and / or The tensile strength of the pipe body meets the requirement of 1500-2400 MPa; and / or The preset tension is 50-300N.

19. The method for preparing the composite tube according to claim 15, characterized in that, The thickness of the composite material layer is 1mm-5mm; and / or In the extending direction of the tube body, the ratio of the length of the composite material layer to the length of the tube body satisfies 0.2-1; and / or The composite tube is configured to withstand baking at a temperature of 160-185℃ for 20-30 minutes.

20. A composite pipe, characterized in that, Prepared by the method described in any one of claims 14-19.

21. A vehicle, characterized in that, Includes the composite tube according to any one of claims 1-11 or the composite tube according to claim 20.

22. The vehicle according to claim 21, characterized in that, The composite pipe is installed in the A-pillar and / or B-pillar of the vehicle; and / or The composite material layer is located at or near the A-pillar.

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