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Article(id=1214559173149376674, tenantId=1146029695717560320, journalId=1189645257101713411, issueId=1214559171643621523, articleNumber=null, orderNo=null, doi=10.19822/j.cnki.1671-6329.20220246, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=research-article, receivedDate=null, receivedDateStr=null, revisedDate=null, revisedDateStr=null, acceptedDate=null, acceptedDateStr=null, onlineDate=1767503072296, onlineDateStr=2026-01-04, pubDate=1675526400000, pubDateStr=2023-02-05, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1767503072296, onlineIssueDateStr=2026-01-04, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1767503072296, creator=13701087609, updateTime=1767503072296, updator=13701087609, issue=Issue{id=1214559171643621523, tenantId=1146029695717560320, journalId=1189645257101713411, year='2023', volume='', issue='2', pageStart='1', pageEnd='62', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1767503071937, creator=13701087609, updateTime=1767503639706, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1214561553102327911, tenantId=1146029695717560320, journalId=1189645257101713411, issueId=1214559171643621523, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1214561553102327912, tenantId=1146029695717560320, journalId=1189645257101713411, issueId=1214559171643621523, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=29, endPage=33, ext={EN=ArticleExt(id=1214559173359091881, articleId=1214559173149376674, tenantId=1146029695717560320, journalId=1189645257101713411, language=EN, title=Application and Trends in Development of New Materials and Technologies in Bumper Anti-Collision Beam, columnId=null, journalTitle=Automotive Digest, columnName=null, runingTitle=null, highlight=null, articleAbstract=

Lightweight is one of the mainstreams of the future development of automotive. The bumper anti-collision beam system plays an important role in energy transfer and absorption during vehicle collision, which has always been the focus of lightweight technology application. This paper analyzes the research of application status of new materials and new technologies in the development of bumper anti-collision beam in recent years. It is concluded that the multi-form mixed material is the development trend of the future bumper anti-collision beam in the material lightweight application, and the new processes corresponding to the new materials will also be diversified. Finally, it is pointed out that the lower cost high strength steel is the main part of the bumper anti-collision beam, and the proportion of aluminum alloy is gradually increasing, in the middle and low end cars. 3D hot roll bending anti-collision beam of ultra-high strength steel will be gradually popularized and applied.

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轻量化是未来汽车发展的趋势之一，保险杠防撞梁系统承担着汽车碰撞时能量传递与吸收的重要角色，一直是轻量化技术应用的重点。分析了近年来新材料与新工艺在保险杠防撞梁开发中的应用现状，得出多形态混合材料是未来保险杠防撞梁在材料轻量化应用中的发展趋势，而与新材料相对应的新工艺也会向多样化发展。最后指出，中低端车型的保险杠防撞梁由低成本的高强钢为主，而铝合金比重逐渐增大，超高强钢3D热辊弯防撞梁将逐步推广应用。

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刘志民，博士，高级工程师，就职于中国核工业电机运行技术开发有限公司，研究方向为轻量化材料与工艺、智能制造。E-mail：

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刘志民，博士，高级工程师，就职于中国核工业电机运行技术开发有限公司，研究方向为轻量化材料与工艺、智能制造。E-mail：

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刘志民，博士，高级工程师，就职于中国核工业电机运行技术开发有限公司，研究方向为轻量化材料与工艺、智能制造。E-mail：

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保险杠防撞梁材料 车型数量/款 比例/%
总计 欧洲 美系 韩系 日系 自主
铝 41 13 9 0 7 12 39
高强钢 44 8 6 1 4 25 42
超高强钢 19 7 2 4 3 7 19
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中低端主流车型保险杠防撞梁使用情况

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保险杠防撞梁材料 车型数量/款 比例/%
总计 欧洲 美系 韩系 日系 自主
铝 41 13 9 0 7 12 39
高强钢 44 8 6 1 4 25 42
超高强钢 19 7 2 4 3 7 19
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后防撞梁材料 半载正碰侵入量/mm 半载角碰吸能盒能量吸收/J 总成
质量/kg
HC340LA 39 2 144 4.82
6082 铝挤压 52 36 2.52
7075 铝冲压 51 1 754 1.66
7075铝/碳纤维 50 2 042 1.10
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后防撞梁低速碰撞分析结果

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后防撞梁材料 半载正碰侵入量/mm 半载角碰吸能盒能量吸收/J 总成
质量/kg
HC340LA 39 2 144 4.82
6082 铝挤压 52 36 2.52
7075 铝冲压 51 1 754 1.66
7075铝/碳纤维 50 2 042 1.10
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新材料与新工艺在保险杠防撞梁中的应用与发展趋势
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刘志民 1 , 赵宗杰 2 , 倪慨宇 3
汽车文摘 | 2023,(2): 29-33
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汽车文摘 | 2023, (2): 29-33
新材料与新工艺在保险杠防撞梁中的应用与发展趋势
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刘志民1 , 赵宗杰2, 倪慨宇3
作者信息
  • 1 中国核工业电机运行技术开发有限公司， 北京 100043
  • 2 新疆众和股份有限公司, 乌鲁木齐 831499
  • 3 无锡北辰汇智科技有限公司, 无锡 214205

    • 刘志民，博士，高级工程师，就职于中国核工业电机运行技术开发有限公司，研究方向为轻量化材料与工艺、智能制造。E-mail：

Application and Trends in Development of New Materials and Technologies in Bumper Anti-Collision Beam
Zhimin Liu1 , Zongjie Zhao2, Kaiyu Ni3
Affiliations
  • 1 China Nuclear Industry Motor Operation Technology Development Co., Ltd., Beijing 100043
  • 2 Xinjiang Joinworld Co., Ltd., Wulumuqi 831499
  • 3 Wuxi Polaris & Intellgence Pool Technology Co., Ltd., Wuxi 214205
出版时间: 2023-02-05 doi: 10.19822/j.cnki.1671-6329.20220246
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摘要
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轻量化是未来汽车发展的趋势之一，保险杠防撞梁系统承担着汽车碰撞时能量传递与吸收的重要角色，一直是轻量化技术应用的重点。分析了近年来新材料与新工艺在保险杠防撞梁开发中的应用现状，得出多形态混合材料是未来保险杠防撞梁在材料轻量化应用中的发展趋势，而与新材料相对应的新工艺也会向多样化发展。最后指出，中低端车型的保险杠防撞梁由低成本的高强钢为主，而铝合金比重逐渐增大，超高强钢3D热辊弯防撞梁将逐步推广应用。

汽车轻量化  /  保险杠  /  防撞梁  /  多形态混合材料

Lightweight is one of the mainstreams of the future development of automotive. The bumper anti-collision beam system plays an important role in energy transfer and absorption during vehicle collision, which has always been the focus of lightweight technology application. This paper analyzes the research of application status of new materials and new technologies in the development of bumper anti-collision beam in recent years. It is concluded that the multi-form mixed material is the development trend of the future bumper anti-collision beam in the material lightweight application, and the new processes corresponding to the new materials will also be diversified. Finally, it is pointed out that the lower cost high strength steel is the main part of the bumper anti-collision beam, and the proportion of aluminum alloy is gradually increasing, in the middle and low end cars. 3D hot roll bending anti-collision beam of ultra-high strength steel will be gradually popularized and applied.

Automotive lightweight  /  Bumper  /  Anti-collision beam  /  Multiform mixed material
刘志民, 赵宗杰, 倪慨宇. 新材料与新工艺在保险杠防撞梁中的应用与发展趋势. 汽车文摘, 2023 , (2) : 29 -33 . DOI: 10.19822/j.cnki.1671-6329.20220246
Zhimin Liu, Zongjie Zhao, Kaiyu Ni. Application and Trends in Development of New Materials and Technologies in Bumper Anti-Collision Beam[J]. Automotive Digest, 2023 , (2) : 29 -33 . DOI: 10.19822/j.cnki.1671-6329.20220246
正文
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1 前言
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汽车轻量化是解决汽车油耗和排放问题的有效手段，汽车轻量化主要是从材料、结构设计和工艺方面来实现，其中材料轻量化的效果最显著[1-11]。保险杠防撞梁系统承担着汽车碰撞时能量传递与吸收的重要角色：例如汽车在低速碰撞时，防撞梁本体将碰撞能量及时传递至左右吸能盒，充分吸收碰撞能量，降低车辆受损程度。高速碰撞时，防撞梁本体发生塑性变形吸收能量，同时将能量传递给机舱前纵梁，通过车体骨架系统将能量分解，减小车辆受损与人员受伤害程度。因此，保险杠防撞梁也一直是轻量化技术应用的重点。
传统防撞梁多采用高强度钢板冲焊而成，工序复杂，质量较大。采用轻质材料，如铝合金、镁合金、碳纤维，是实现轻量化最直接有效方法。铝合金由于成本最低，被认为是汽车轻量化最理想的材料。碳纤维材料具有更高的比强度与比刚度，但是由于其价格昂贵，应用较少[4]。
本文就保险杠防撞梁的应用现状进行了研究，同时探讨了新工艺技术，最后分析了新材料与新工艺技术在保险杠防撞梁应用的发展趋势。
2 防撞梁材料的应用现状
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2.1 高强钢材料
统计历年来国内市场上213款车型的保险杠防撞梁材料运用情况，有118款车型采用高强钢，95款车型采用铝合金，可见保险杠防撞梁材料以高钢钢为主。
刘志民等对5年内市场上的104款主流车型进行调研，轴距为2 550~2 850 mm，价格在10~30万元的中低端车型，高强钢使用比例为42%，如表1所示。
由表1可知，其中高强钢使用最多的为自主品牌，共25款。由此可见，中低端车型基于成本考虑，更多的采用成本低廉的高强钢，欧洲、美系车更多考虑性能与舒适性，更倾向于采用铝合金防撞梁。
2.2 铝合金材料
铝合金密度仅为钢材的33.33%，用铝合金材料代替传统的钢制材料，可有效实现约40%减重率，实现防撞梁系统的轻量化设计。从2008年至2022年的历年欧洲车身会议，以及国内车身资料来看，国内外主流车型的铝合金防撞梁主要集中体现在中高端车型，如奥迪A3、奥迪A4L、奥迪e-tron、奔驰A Class、路虎Evoque、捷豹I-PACE、标致308、标致308S、标致508、标致4008、雪铁龙C5、欧宝Mokka、英朗、迈锐宝、君威、君越、福特E-Transit、福特focus、福特探险者、科鲁兹、吉普自由侠、沃尔沃XC40电动、沃尔沃北极星、沃尔沃V60、冠道、丰田bZ4X、斯巴鲁solterra、雷克萨斯_LCConvertible、丰田锐志、马自达昂克赛拉、马自达CX-60、荣威950、极氪_001、长安逸动、领克01PHEV、蔚来ES6、蔚来ES8、北京X7等。统计70款车型的防撞梁应用情况，按各车系分析如下：德系车的铝合金防撞梁应用最广，约占30%，美系占22%、日系占20%、自主车占19%、法系车应用最少，约占9%。
分析表明，铝合金防撞梁一般采用挤压铝型材，截面形状以“日字型”结构为主，约占70%，“目字型”占22%，“口字型”占8%。另外，挤压铝主要在前保险杠防撞梁体现，后保险杠防撞梁较少采用，如蔚来ES6、蔚来ES8、北京X7等，图1为蔚来ES6挤压铝后保险杠防撞梁[12]。
铝合金保险杠防撞梁本体材料牌号一般采用6xxx系铝合金较多，如6082、6063、6061等。个别中高端车系采用7xxx系铝合金，如蔚来汽车的ES8、丰田bZ4X，如图2所示，丰田bZ4X的前保险杠防撞梁采用7xxx系挤压铝合金[13]。
2.3 碳纤维复合材料
碳纤维材料昂贵，为追求较高的性能，仅在跑车中采用碳纤维的保险杠防撞梁，如兰博基尼Essenza SCV12车型、2020款雪佛兰克尔维特黄貂鱼，见图3（a）所示，防撞梁由顺普公司与德国纤维复合材料拉挤公司Thomas Technik + Innovation合作开发，这款保险杠设计与制造技术，是汽车行业第一款采用弯曲的多空心拉挤碳纤维技术生产的碳纤维防撞梁。另外，碳纤维复合材料也在中高端车型中得到应用，2021年欧洲车身会议展示的雪佛兰Corvette碳纤维复合材料保险杠防撞梁[14]，图3（b）所示。
2.4 金属与碳纤维混合
由于材料成本与制造工艺的限制[15-18]，金属与碳纤维混合材料应用从2010年才逐渐开始，主要用于提高汽车的碰撞吸能性、NVH舒适性、车身零件的承载能力。图4为德国本特勒开发的铝合金/碳纤维混合材料构成的前防撞梁，该结构的混合方式是通过先热模压固化的方式，实现材料混合，这种防撞梁在提高碰撞吸能同时，实现减重45%。
本文通过有限元模拟，对铝合金/碳纤维混合材料的保险杠后防撞梁的轻量化进行了研究。针对某款车型的保险杠后防撞梁总成，综合考虑材料与成型工艺的可行性，设计了HC340LA高强钢、6082铝挤压、7075铝热冲压、7075铝合金/碳纤维混合材料的4种结构后防撞梁总成，如图5所示。
通过LS DYNA软件对后防撞梁的低速碰撞进行模拟，得到的结果如表2所示，4种材料的后防撞梁结构均满足52 mm的侵入量要求。7075铝/碳纤维混合后防撞梁总成的轻量化效果最佳，质量仅为1.10 kg，HC340LA后防撞梁总成质量最大，为4.82 kg，其余见表2。
3 新工艺技术
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目前普遍应用的保险杠防撞梁成型工艺有冲压、超高强钢热成型、辊压和铝挤压。碳纤维材料的成型工艺以热模压固化为主，其次是以美国顺普公司为代表的可弯曲多空心拉挤成型工艺。
随着管件应用的发展，超高强度材料开始应用到高刚性的管状结构上，国内外很多学者都开展了管件热成形技术研究。德国蒂森克虏伯与Linde + Wiemann 联合开发了管件热气胀成形工艺，将预先制备的异型管件加热到奥氏体化温度区间，再通过约60 MPa 的内高压热气体胀形至最终产品。新日铁住金公司采用在线弯曲与淬火强化复合技术（Three Dimensional Hot Bending and Direct Quench，3DQ）实现了1 500 MPa 管件的加工制造[19]。
宝钢在3DQ基础上，提出一种新型加工工艺[20]，通过将电磁感应加热技术与无模弯曲技术相结合，可以加工同时具有超高强度、变曲率和复杂截面特征的管件零件，其工艺原理如图6所示。加热后的管件同时进行在线淬火和弯曲成形，成形后的零件材料主要组织为马氏体，材料屈服强度大于1 000 MPa，抗拉强度大于1 300 MPa。因此，可以通过材料减薄和结构优化，进一步实现轻量化，同时原材料成本低于铝合金，成本和结构性能上优于铝合金挤压防撞梁。
图7是宝钢开发超高强钢热辊弯前保险杠防撞梁总成，在结构性能相当的前提下，通过材料高强化与零件截面高刚性设计，热辊弯防撞梁零件质量增加 8%，总成质量增加 14%，轻量化水平接近铝合金设计方案，具有良好的轻量化效果。
4 轻量化的发展趋势
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随着汽车制造新工艺与新装备的发展，以及铝合金、碳纤维成本下降，保险杠防撞梁轻量化技术由高端车向中低端车应用发展。综合考虑性能与成本，未来防撞梁轻量化技术发展的将呈现以下特点：
（1）高端车型保险杠防撞梁以铝合金为主，同时向铝合金和碳纤维混合材料方向发展；
（2）中低端车保险杠防撞梁由低成本的高强钢为主，同时铝合金比重逐渐增大；
（3）碳纤维防撞梁，将继续在跑车车型中应用；
（4）新材料的应用将推进新工艺技术向多样化发展；
（5）超高强钢3D热辊弯防撞梁，将在中端车型中推广应用。
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doi: 10.19822/j.cnki.1671-6329.20220246
  • 首发时间：2026-01-04
  • 出版时间：2023-02-05
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    1 中国核工业电机运行技术开发有限公司， 北京 100043
    2 新疆众和股份有限公司, 乌鲁木齐 831499
    3 无锡北辰汇智科技有限公司, 无锡 214205
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2种不同金属材料的力学参数
科
Family		 属数
Number of
genus		 种数
Number of
species		 占总种数比例
Percentage of
total species (%)		 属
Genus		 种数
Number of
species		 占总种数比例
Percentage of total
species (%)
鹅膏菌科Amanitaceae 2 11 5.26 鹅膏菌属 Amanita 10 4.78
小菇科 Mycenaceae 2 12 5.74 丝盖伞属 Inocybe 5 2.39
多孔菌科 Polyporaceae 8 14 6.70 蜡蘑属 Laccaria 5 2.39
红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
小菇属 Mycena 11 5.26
光柄菇属 Pluteus 5 2.39
红菇属 Russula 17 8.13
栓菌属 Trametes 5 2.39
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