CN101460299B - 复合结构的制品及其制造方法 - Google Patents
复合结构的制品及其制造方法 Download PDFInfo
- Publication number
- CN101460299B CN101460299B CN200780013756.8A CN200780013756A CN101460299B CN 101460299 B CN101460299 B CN 101460299B CN 200780013756 A CN200780013756 A CN 200780013756A CN 101460299 B CN101460299 B CN 101460299B
- Authority
- CN
- China
- Prior art keywords
- layer
- thermoplastic material
- container
- mould
- fiber
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
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Classifications
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- B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
- B65D—CONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
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Abstract
一种在模具中制造的制品,其包括塑料性塑料层的结构复合材料,该制品具有限定用于保持其中内容物的内部空间的壁;其中,该壁由至少两个塑料材料层和纤维层形成;其中所述塑料材料层的第一层包括热塑性塑料材料以及至少一个第二层包括热固性树脂。
Description
背景技术
本发明涉及由复合塑料材料制造制品,尤其是复合结构的储存容器。更具体而言,本发明涉及一种制造储存容器的方法,尤其用于但不仅限于液体储存和运输,其由层状塑料复合材料制成。本发明进一步涉及一种连接塑料材料以形成用于制造包括储存容器在内的制品的复合结构的方法。本发明进一步涉及复合结构的容器在流体运输用罐和燃料罐(包括但不仅限于航空器燃料罐)中的应用。
现有技术
大型储存容器被广泛地应用于运输制品例如液体,在公路运输的情况中,已经产生了各种罐设计来适应自备动力的刚性底盘车辆和由原动机或驱动装置牵引的半拖车。
运输交通工具用储存容器的已知设计典型地包括安装在车辆或拖车的底盘上的单独罐。大部分罐与整体纵向辅助底盘一起形成,所述罐通过该辅助底盘固定到所述车辆或拖车的底盘上。其目的在于允许底盘的相当大的扭曲,尤其是沿着其长度,以适应地面的变化。当罐被固定在刚性交通工具底盘上时,通常的方法是在沿其长度方向的若干位置用连接所述底盘和所述罐辅助底盘的螺母和螺钉将其固定。橡胶或毡子的薄层可以被放置在各底盘部件之间以防止由金属间接触引起的摩擦。
由于牢固安装的罐的存在,所述组件比所述底盘自身坚固得多。大部分已知的金属罐被细分成一系列的单独隔室,每个隔室具有它们自身的入口和出口,尤其是在被用于运输石油制品时。这也使得不同的液体可以被运送。在运送燃料或者润滑油的情况下,不同等级的燃料或者润滑油可以在同一交通工具的不同隔室内运输。
据悉这些多隔室罐已经受到内部分隔壁和甚至罐壳体的外壁中的一个或者多个发生破裂的困扰。这可能导致一个隔室的内容物被另一个隔室的内容物污染和/或所述内容物的泄漏。需要被避免这些情况,所以罐必须被定期检查以确保每个隔室的完整性和每个罐的总体完整性。
据信破裂是由于使用中交通工具的运动而造成的对罐反复施加的应力所引起的。因为车辆底盘或者拖车底盘不如罐刚硬,所以任何引起底盘扭曲的力将会被传递到罐中。然而,金属罐有时不能够抵抗这些反复扭曲力,从而导致内部分隔壁和/或外部壳体的破裂。
在刚性交通工具罐的情况下解决这个问题的一种尝试是,将该罐的辅助底盘在车辆底盘的后部牢固地装配至车辆底盘,并将所述罐底盘的另一端装配至车辆的前部。车辆底盘或拖车的挠曲可以在典型的底盘长度上超过150mm。允许这样的运动范围在罐设计中是一个重要的考虑因素。
一种已知的罐车配置提供了一种公路或铁路油槽车,其包括轮式底盘和许多一个接一个地顺序放置的罐。所述多个罐各自用多个柔性固定件被独立地安装在底盘上。柔性固定可以容易地被构造以在为罐提供足够的支撑的同时允许所述量的运动。所述独立的罐在长度方向上分开放置一定量,该量是当底盘扭曲和弯曲时提供每个罐的允许运动范围所必须的。
优选为每个罐提供至少四个固定件。该数目可以增加以承载较重的重量或各个固定件可以制造得更坚固。目前由钢制造以较好地承受弯曲和扭曲力的施加的罐现在由轻合金,例如铝制造。重量的减轻使得罐可以更大,因而允许在不增加整个车辆/拖车总重的情况下运送增加量的液体。这给操作者带来了经济益处和允许更多的有效载荷。
储罐技术不断地发展,这已经导致了对基础重型金属外壳储罐的多种设计变化。重型运输罐历来由金属,如钢或铝构造。有些罐被改装具有绝缘衬里,如在美国专利3,687,087中揭示的,其公开了在铁路运货车体的内表面上设有弹性绝缘结构。该弹性绝缘结构包括聚氨酯泡沫材料层,其外表面被固定至所述金属车体的内表面,和弹性内衬,其被固定至所述聚氨酯泡沫材料的内表面。该聚氨酯泡沫材料形成用于弹性内衬的中间缓冲层,并且具有至少约1英寸的厚度,最大可达约8英寸。该弹性内衬的厚度小于约1/2英寸,并且具有小于所述泡沫材料刚度的刚度。装载物对于所述弹性绝缘结构施加的作用力产生的部分能量由所述绝缘结构的形变而消散,而其余的能量通过该绝缘结构传递至铁路车体。当施加异常高的局部压力时,例如由车里的工具或工人施加的,所述中间泡沫层可能永久形变,而与装载物接触的弹性内衬仍然未受损伤。
传统已知的公路罐车典型地具有圆柱形罐,其被弹性地支撑在矩形形状的底座框架上并且设置在该车的主框架之上,其中所述罐被部分地被设置在底座框架的水平面内,并且底座框架被弹性地支撑在该车的主框架上。符合圆柱形罐的外部的成对马鞍形板被固定在此,一个靠近罐的每一端,一对上部罐托架被固定至每个马鞍形板,且反过来被弹性地栓接至相应的下部罐托架,该下部罐托架被刚性地固定至底座框架。所述被固定至底座框架的托架被栓接至相应的车主框架上的相应托架。
这种结构的例子已被美国专利4,283,066披露。已经有一些尝试,用可替代金属的材料制造罐,例如更轻质的材料。一个这样的例子被美国专利4,292,898披露,该专利公开了长纤维缠绕的复合材料的轨道车,其包括长形的、承载重物的车体,该车体具有由特定的纤维增强的塑料树脂复合材料形成的壁,所述复合材料具有玻璃增强纤维和有特殊性能的结构有机聚合物树脂。
另一种尝试提供轻质的拖车罐的例子在美国专利4,729,570中被披露,其公开了一个无底盘的玻璃纤维罐拖车,其包括由玻璃纤维增强的isotholic树脂形成的罐壳体,其中玻璃纤维丝以约45度的角度斜缠。该罐壳体有前头部和后头部,用于形成流体运输容器。前支架连接在罐壳体上,并具有用于安装第五车轮部件的安装部分,并且后支架连接在罐壳体上,并具有用于安装后轮托架的安装部分。多个圆周加强肋被设置在每个安装部分之间和沿罐壳体纵向的其他所需位置处。这些肋也采用玻璃纤维增强的树脂模制。每个肋有扩大的上部用于提供翻转保护。在施加所述破璃纤维树脂至所述支架和肋之前,圆周带被放置在其上以提供附加强度。拖车内的开口包括溢出保护。可提供挡板用于防止拖车内不希望的流体运动。
现有技术供应有多种车辆,如轨道车和公路车辆,其配有通常由金属制成的贮藏储罐,并且其要么安置在车辆底盘上,要么具有足够的结构强度以使允许其自支持但不安装在车轮上。铁路罐车被制成这样,其中罐在其末端附近被架在安装在货车上的托架结构中,正如Geyer等人的美国专利3,712,250所示。罐也可由玻璃纤维增强的塑料制成,如Anderson等人的美国专利3,158,383所示,这种罐已被安装在金属的承重轨道车上,在如美国专利3,712,250所示的那种框架下面。现有技术中的铁路车辆包括重型支撑结构和/或重型结构元件,其需要很大一部分的装载车的总重量作为该车本身的重量。这些重型结构元件通常包括纵向的金属结构元件,以传输和经受使用中对车辆施加的相当的纵向作用力。因为轨道车的总重是受到法规限制的,任何减少车辆本身的重量并同时保持结构完整性是所希望的,因为它允许更大的有效载荷和因此更经济的操作。
虽然已经存在一些将非金属材料在罐构造中的已知应用,例如在便携式混凝土搅拌鼓中,就本申请人所知,现有技术没有教导这样的公路、铁路罐车或空中加油机,其具有由塑料例如塑性塑料或热固性树脂制成的储罐。本申请人不曾得知存在任何这样得罐,其壁由层状塑料制成,并且能够抵抗所施加的载荷以达到通常由使用金属所满足的完整性标准。
由于塑料质轻,其是可以考虑的所希望的材料,但是在钢铁和塑料之间巨大的特性差异是一种挑战,所述差异特别地涉及在使用中的载荷响应和制造塑料制品的困难,该挑战必须首先被克服,并同时认识到,在从钢铁到塑料的过渡中存在许多结构困难和制造困难需要克服,其中至少一个困难是生产可以承受此类罐在正常运行时经历的高静态和动态载荷的罐。此外,在流体运输和储存的情况下,如石油产品,罐的内表皮必须是化学惰性和非反应性的。因而,以前未得到满足的挑战,即生产一个替代已知钢储存和运输罐的替代品,将组合地需要化学惰性和非反应性的、具有很高的经受来自内容物物品的内部负载载荷和外加负载载荷的耐久性和容量相结合的塑料罐。另一个使用塑料的技术问题灵在使用塑料在层状层叠结构的情况下取得令人满意的层间结合。一些塑料不会自然地结合。
热塑性塑料是一类已知的材料,在常温下为固体状,在高温下变软和熔融以适合成型制品,所述制品在常温下恢复其原来的特性。已知热固性树脂在与合适的固化或催化剂凝胶混合时是液体,并且经过适当的时间后变硬。它们被用来建造纤维增强的层叠结构。
热塑性塑料比热固性树脂具有较好的耐化学性,因此具有这些材料的双重结构结合了它们的耐化学性和结构能力。这两个材料类型在层叠结构中不相容。特别是热固性树脂不会结合到热塑性塑料上。现有技术中,在塑料仍然柔软时,将织造布压入到一表面中,以使得纤维被部分嵌入,以形成热塑性片材。然后将热固性树脂和纤维层叠在这些布纤维上,从而所述布纤维在这两种不可结合的材料之间形成机械连结。这些工序的弱点是难以形成牢固的嵌入,并且所述布在使用中容易从热塑性塑料中被拉出。所述片材是平坦的,并且只能通过切割和焊接制造过程成形为容器。
发明内容
本发明提供了一种已有技术中储罐结构、尤其是复合结构的移动储存容器的替代方式。更具体而言,该发明提供了一种制造储存容器的方法,该容器特别地用于但不仅限于液体储存和运输,其由层状塑料复合材料制成。本发明进一步涉及复合结构的容器在公路和铁路运输用流体罐和燃料罐(包括但不仅限于航空器燃料罐和航空器机翼罐)中的应用。
本发明的目的之一是提供一种公路、铁路和航空应用的轻质的可移动的储罐,其由热塑性塑料树脂和热固性树脂的双重基体制成。
本发明的另一个目的是提供一种将不能自然形成结合的两种不相似塑料材料连结的方法,通过使所述材料之一流动部分地通过纤维层,然后用第二材料润湿余下的纤维。所述各材料优选地通过横越所述两种材料之间的界面的纤维而被机械连结在一起。本发明的另一个目的是用此类被连接的材料制造制品。
本发明进一步提供了一种用于构造例如储罐的制品的结构基体,其包括第一热塑性材料,所述第一热塑性材料在其熔点以上的温度是液态并且可流动的;纤维层和第二热固性树脂层,所述第二热固性树脂层在冷却所述热塑性塑料层后被施加至所述纤维层。
热塑性塑料具有在大范围的pH值、氧化和溶剂条件下的优良耐化学性和在无损害情况下的大伸长率。所述热固性树脂,当被结构纤维增强时具有高强度和刚度。这两者都具有低密度,因此该组合最适合应用在强烈腐蚀性的化学环境中获益于轻质结构的情况。
本发明特别有利地用于运输有害物质的交通工具和容器以及用于运输交通工具的燃料罐和货舱的构造。本发明的基本方法的具体应用包括:
1、海上、公路、铁路、航空和航天交通工具以及飞行器用的燃料罐。
2、通过各种运输方式运送危险化学品,燃料,乳品和饮料(葡萄酒、啤酒和果汁)的货舱。
3、用于其中液货舱被安装在轮式系统上的所有这些应用的货舱。
4、安装在标准的ISO联运集装箱结构中的货舱。
本发明最广泛的形式包括:
由模具制造的移动储罐,该储罐包括限定用于保持储罐内容物的内部空间的壁;其中,该壁由至少两个塑料材料层和结合每一所述层的增强层形成,所述层的第一层是热塑性塑料材料,第二层包含树脂,其中所述增强层被插入所述各层之间以形成塑料复合材料。
根据一个方面,本发明的方法包括:
一种用于构造中空容器的复合材料的制造方法,该方法包括下列步骤:
b)将至少一个纤维材料层与模具的相对表面相邻(inappositionto)放置;
b)提供第一热塑性塑料材料层;
c)加热该热塑性塑料层以足以使得其从固态变为可流动态;
d)使得第一热塑性塑料材料层流动至少部分地通过所述至少一个纤维层的厚度;
e)将第一热塑性塑料材料层冷却以使得所述至少一个纤维层的至少一部分纤维被嵌入该第一热塑性塑料材料层;
f)将热固性树脂施加至未被嵌入所述第一热塑性材料层的纤维层的纤维,以形成第二层,从而使得所述第一层与第二层结合。
根据方法的一个实施方案,该方法包括进一步施加至少一个附加纤维层和热固性树脂至所述第二层的步骤。
根据一个优选的实施方案,所述纤维层最初被成形为预先确定的所需形状,之后将所述热塑性塑料层在所述纤维层周围熔融,以使得所述热塑性塑料层流动部分地通过所述纤维层的厚度。将如此获得的复合材料冷却并恢复到其常温下的性质。然后施加热固性树脂至未被引入所述热塑性塑料中的那些纤维。根据从所述复合材料基体制造的所需制品或者结构的结构特点,可以施加另外的纤维层和热固性树脂层。
根据一实施方案,所述罐被安装在交通工具上。根据另一实施方案,所述罐被安装在航空器机翼中。
在方法的另一种可选择的形式中,本发明包括:
一种复合中空容器的制造方法,该方法包括步骤:
a)提供材料纤维层,并将该材料放置到具有预先确定的内部形状的模具中;
b)使所述纤维层形成符合该模具的形状;
c)将热塑性塑料材料引入该模具中并加热所述材料;
d)将所述热塑性材料至少部分地渗透到所述纤维层中;
e)加热第一层以足以使得其从固态变为可流动态;
f)使得所述第一层流动至少地部分通过所述至少一个纤维层的厚度,从而形成将在该模具内形成的制品的壁;
g)将所述第一层冷却以使得所述至少一个纤维层的至少一部分纤维被嵌入在所述第一层;
h)从所述模具中移走制品。
根据一实施方案,所述方法包括进一步的步骤:在将所述纤维层引入所述模具之前,向所述纤维层施加底涂料。该底涂料可增加在上述模具的旋转期间所述热塑性塑料材料向所述纤维的渗透性。该底涂料优选地被作为糊状物喷涂至所述纤维层,并且根据一实施方案,其包括溶解在苯乙烯中的聚苯乙烯。该底涂料可以与热塑性塑料粉末的悬浮液预先混合,从而使得该底涂料将所述纤维层的纤维固定在适当的位置用于与流动的热熔融的热塑性塑料接合。该方法包括进一步的步骤:施加至少一个附加纤维层和热固性树脂至所述第二层。所述纤维层可以在加热所述热塑性塑料层之前最初被成形为预先确定的所需形状,然后,将所述热塑性塑料层在该纤维层周围熔融,从而使得其流动至少地部分通过该纤维层的厚度。
根据一优选的实施方案,该方法包括进一步的步骤
i)施加热固性树脂至未被嵌入所述第一层的所述纤维层的纤维,以形成第二层,以使得所述第一层与所述第二层结合。
所述方法包括进一步的预备步骤:在引入所述纤维层之前将脱模剂施加至该模具上。
优选地,当该制品从所述模具中脱模时,其具有光滑的内表面。
根据一个可选择的实施方案,将具有足够强度以承载施加到最终制品上的结构负荷的所述纤维材料被成型为特定的形状,在该形状下它经受时间温度循环,使得所述热塑性塑料流动通过所述纤维材料并在制品上形成光滑的内表面和外表面。如果提供足够的热塑性塑料,将会制出不含纤维的制品的内部分。这样,将形成具有热塑性塑料内部的制品,所述内部将保护所述结构纤维免受在使用中来自制品的内容物的任何环境侵袭。
附图简述
现在根据优选的实施方案并参照附图说明更详细地描述本发明,图中
图1显示用于制备所述热塑性塑料层的成型状况的示意图,所述热塑性塑料以第一程度渗透到纤维层内,从而提供光滑的内层和外层。
图2显示用于制备所述热塑性塑料层的成型状况的示意图,所述热塑性塑料以第二程度渗透到纤维层内。
图3是等张力曲线的一个实例,其可以与其镜像结合,从而以均匀的张力形成一闭合膜。
图4显示根据本发明方法制造的罐的横截面示图。
图5显示根据本发明方法制造的罐的端示图,省略局部以揭示壁结构。
图6显示根据本发明方法制造的拖车的侧视图,其内部隔室可见。
图7显示根据本发明方法制造的拖车的侧视图,其外部结构层和内部隔室的局部可见。
图8显示一模具组件和由该模具制造的机翼形状容器的剖视图。
图9显示从该模具移出的机翼形状容器。
图10显示一机翼容器的剖视图。
图11显示一结合了按照本发明方法制造的容器的航空器机翼的透视图。
详细描述
从广义来说,本发明提供了一种将不能自然形成结合的两种不相似塑料材料连结的方法,其通过使得所述材料之一流动部分地通过纤维层,然后用所述第二材料润湿余下的纤维。所述材料通过横越所述两种材料之间的界面的纤维被机械连结在一起。许多结构和非结构制品可以通过如此形成的复合材料制成。
将主要参照其在移动罐储存容器中的应用以及其在航空器机翼燃料罐中的应用描述本发明。然而,还将意识到,本发明具有其他的应用。该双重结构的特征
本发明特别适用于以下情况:所述第一材料是热塑性塑料,其在温度其熔点以上的温度下流动进入所述纤维层,所述第二材料是热固性树脂,其在该热塑性塑料冷却后施加至未被占据的纤维。
本发明建立在一种提供层状复合材料的技术上,其包括第一热塑性塑料层,在该层中嵌入了纤维材料层。该热塑性塑料层被熔融以致于至少部分地包封所述纤维层。该复合材料包括至少一个第二热固性树脂层,其被设置在所述纤维层之上。
本发明中的方法使用一般用于在组合模中制造中空塑料制品的旋转成型。典型地,热塑性塑料粉末被装入模具中,该模具在炉中被加热并同时绕两个轴旋转。所述粉末熔融,并均匀涂布该模具的内部。当该模具旋转时,所述可流动的热塑性塑料材料与该模具的内部形状相符合。冷却后,从所述组合模中移走该成型件。
参见图1,显示了用于制备热塑性塑料层的成型状况的示意图,所述纤维层以第一程度渗透到所述热塑性塑料层内。模具1具有内表面2和外表面3。在使用中,在施加脱模剂后将纤维层4置于内表面2上。当模具的内表面覆盖有纤维层4时,将由层5表示的热塑性塑料粉末引入该模具。当应用预先确定的温度-时间关系时,热塑性塑料5靠着纤维层4流动,至少部分地渗透到该纤维层的空隙中。热塑性塑料层对所述纤维层的渗透通常是部分的,但可以是完全包封的。一般来说,当从模具中取出成型的制品,内表面6是光滑的经熔融的热塑性塑料表面,外部是部分浸入所述热塑性塑料的纤维材料层4。在成型期间,采用气体压力将所述复合材料靠在在模具壁上。
图2利用相应附图标记显示了用于制备热塑性塑料层的成型状况的示意图,所述纤维层以第二程度渗透到所述热塑性塑料层内。图1与图2的配置之间的主要区别是热塑性塑料向纤维层4的渗透程度较小。
当从该模具中取出所述制品时,用液体催化的树脂润湿该纤维层的外部,所述树脂硬化并通过所述纤维与内部的热塑性塑料连结,该纤维桥接在所述两层之间的界面。可以将另外的纤维层和树脂层层叠到所述外部上,以承载由内容物和操作所施加的结构负荷。玻璃纤维和碳纤维是优选的材料以形成纤维层4和增强所述热塑性塑料层和热固性树脂层两者。该纤维层的优选形式是织布,以使得交替的经纬线束横跨所述织布的厚度。该纤维层的其他形式可以是垫子或毡子,条件是存在显著部分的横跨该层厚度的纤维。将该纤维层4放入模具的开放部分,然后在加载置于其中的热塑性塑料粉末的情况下闭合该模具。旋转成型通过在加热和冷却的热循环期间使得该模具绕两个轴旋转而完成。作为一种可选择的方法,可以将所述纤维层制成用粘结剂保持形状的纤维预成型品。然后将该预成型品放入所述模具中。可以通过用粘结剂溶液润湿所述纤维和然后使所述溶剂在闭合模具之前蒸发,从而在该模具中原位形成所述纤维层。该粘结剂可以是溶解在作为溶剂的其各自单体苯乙烯和甲基丙烯酸甲酯中的聚苯乙烯或聚甲基丙烯酸甲酯。它们是热塑性的,其熔融并形成与热塑性塑料粉末形成共聚物,并且也可溶于热固性树脂的苯乙烯单体中,从而确保了在整个双重结构中的完全相容。应当理解的是可以使用粘结剂和溶剂的其它组合。上述步骤解决了高粘度材料不能充分渗透以确保令人满意的粘结作用的问题。不令人满意的粘结可能导致所述层的分层和因此使用该技术制得的制品的不合格。当旋转该模具时,所述粘结剂渗透所述纤维层的纤维,并因此提高熔融的热塑性塑料和所述纤维层的纤维之间的粘结。一旦粘结剂蒸发,该纤维被保持在适当的位置,这大大增强了层之间的粘结。
可以通过供应气流到该模具的内部而将所述纤维层保持靠在该模具的内部上,因此跨越所述纤维层的压降可以迫使其靠在模具上。在旋转成型操作中,粉末状的热塑性塑料在该纤维材料处于适当位置之后被引入该模具。当该模具同时绕两个轴旋转时,该粉末状的热塑性塑料被均匀地分布,并且当从外部加热该模具时其开始熔融。可以调节温度、时间和热塑性塑料粉末量的条件,以使得可以由该成型工艺制成具有光滑的热塑性塑料内部和外部以及与所述外部相邻的纤维的制品,如图1所示,或者具有光滑的热塑性塑料内部和准备连接热固性树脂层的纤维外部的制品,如图2所示。由于热塑性塑料粉末熔融并流入到所述纤维材料中,供应至该模具内部的气体的流动阻力增加,直至所有孔隙被密封,并且该气体压力作用在光滑的经熔融的内热塑性塑料表面。这种压力在冷却阶段被保持,以防止由于热收缩差异(differentialthermalcontraction)而产生的任何运动。这些操作在图1和图2中都作了示意性的显示。
合适的热塑性塑料为,但不仅限于:聚乙烯(HDPE),聚丙烯(PP),聚偏二氟乙烯(PVDF),氯乙烯三氟乙烯(ECTFE)。合适的热固性树脂为,但不仅限于聚酯,乙烯基酯,环氧树脂和聚氨酯。
由该模具构造生产的上述结构的优选应用是,当其各自的特殊性能被有利地应用的情况。所述热塑性塑料具有在大范围的pH值、氧化和溶剂条件范围内的优良耐化学性和在无损害的情况下的大伸长率。结构纤维增强的热固性树脂具有高强度和刚度。两者都具有低密度,因此该组合最适合用于在强烈的化学环境中获益于轻质结构的情形。
成型的复合材料的实际应用
本发明的方法和设备方面的应用实例包括交通工具的储罐、用于运输有害物质的容器和用于运输交通工具的燃料罐和液货舱的构造。其他非限制的实际应用的实例包括:用于海上、公路、铁路、航空航天交通工具的燃料罐;用于通过各种运输方式运输危险化学品,燃料,乳品和饮料(葡萄酒、啤酒和果汁)的货舱;用于所有这些应用中的货舱,其中所述液货舱被安装在轮式系统上,以及被安装在标准的ISO联运集装箱结构上的货舱。
实施
1等张力静压罐
2等张力静压加压罐(Iso-tensoidhydrostaticpluspressuretank)
3经受弯曲的运输罐
1等张力罐
由形成膜的柔性张力罐容纳的液体或气体呈现一形状,其中该膜在不受任何弯曲应力的情况下受到均匀的张力。这些形状在自然界中的例子有被表面张力包含的液体,例如挂在叶端的水滴,汇聚在叶片上的水和在平坦表面上的汞。一种柔性帆布水袋自己形成为一个矩形的罐,在其壁上具有均匀的张力。这种等张力形状承载由于内容物产生的负荷而不在壁中产生弯曲应力,这导致承载负荷所需的最小复合材料壁厚度。
图3是一种等张力曲线的例子,其可以与其镜像结合而从而以均匀的张力形成一闭合的膜。
作为水平矩形罐的用于静压负荷的等张力形状根据以下计算定义:
由静压产生的膜张力“Th”
Th=(ρ*g*D^2)/4
ρ液体密度
g重力加速度
D膜内液体的总深度
由恒定、叠加的压力产生的膜张力“Tc”
Tc=P*D/2
P叠加的压力。
总压力是两者之和:
Tt=Th+Tc=(ρ*g*D^2)/4+P*D/2
使作用在膜上的水平力通过可变深度d的深度增量δd与静压和恒定、叠加的压力两者相等:
(Th+Tc)*((cos(A2)-cos(A1))=P*δd+ρ*g*d*δd然后
cosA2=CosA1+(P*δd+ρ*g*d*δd)/(P*D/2+(ρ*g*D^2)/4)
请注意该计算在底部的A1=0和从膜的顶部测量的“d”开始,并且对于每个增量增加δd,δd为负值。
δx=δd/tan(A2)
通过将该曲线的上终点和下终点与到具有水平线的镜像曲线的相应点连接,形成封闭的曲线,其是等张力罐的横截面。
2等张力静压加叠加压力罐
这种组合的形状的应用是具有静压负荷和额外施加的压力的封闭罐。非限制性的例子为:
i)水平固定罐
ii)安装在公路,铁路,空中和海上交通工具中的水平燃料罐。
iii)安装在公路,铁路,空中和海上交通工具中或其上的水平货舱。
iv)与安装在前端的转盘和安装在后端的车轮、车轴和悬挂设置的水平货舱,作为公路油槽拖车。
3经受弯曲的运输罐/货舱
此类罐的构造的主要方法步骤概述如下:
1外壳是在两个沿着中心线连接的模具中制作的。该模具是根据由该模具制造的制品成型的。
2该模具包括垂直凹槽,以形成上部栏板和下部轨道。
3用脱模剂制备该模具,之后应用具有着色树脂的凝胶涂层。
4接下来是结构纤维层,其承载由运输操作产生的剪切力。
5将用树脂饱和的连续结构纤维放入这些凹槽中形成结构矩形框架,其承载路上操作中产生的所有负荷。
6被成形以形成所述罐的端盖的另外两个模具产生在两个纵向模具之间的结构连接。
7具有热塑性塑料内部和纤维增强的塑料的外部区变厚以承载张力负荷的该双重结构隔室被组装到在两个层状模具之间的长度为完整罐的空间中。
8内隔室被放置在外模具之间,所述模具之间采用间隔件以维持均匀的间隙。
9用注射入所述空间的结构泡沫材料填充这种间隙。
参考图4,其中显示了罐20的横截面示图,其根据本发明的方法制造,示意性地被安装在轮式基体24上。罐20包括具有外层22的复合壁21和限定等张力形状的空间29的内表面23。壁21进一步优选包括一体的碳纤维栏板25和26,27和28,其被设置为4个承载所施加的张力和压缩负荷的条状物。该栏板通过向生产该罐的模具中引入适当的空腔而形成。彼此间以最大距离间隔设置所述栏板,以使得所述条状物承载负荷所需的面积被最小化,并且因为转动惯量非常大,这导致强的刚性结构和最小的壁和整个主体变形。这种高效率的结构(其中,结构中最大量的材料被施加应力而接近其允许的极限)导致最少地使用材料,这也导致最少的质量和成本。下部栏板27和28被整体成型以提供用于行动装置,着陆架(landinglegs),备胎和中心销板的固定件。图4中的罐20可用来运输危险材料,作为运输车辆的燃料罐和货柜。
如所述的,非限制性的具体应用包括:海上、公路、铁路、航空航天器交通工具和飞机的燃料罐;用于通过各种运输方式运输危险化学品,燃料,乳品和饮料(葡萄酒、啤酒和果汁)的货舱;用于所有这些应用的货舱,其中所述货舱安装在轮式系统上;安装在标准的ISO联运集装箱结构上的货舱。
应用于罐20的等张力形状承载内容物负荷,抵抗在壁中所施加的弯曲应力,其被设计为承载所施加的负荷所需的最小厚度。作为用于静压负荷和叠加的均匀压力的水平矩形罐的等张力形状由前面提到的数学计算定义。
图5用相应的附图标记显示了罐20的端示图,其根据本发明的方法制造,部分简化以显示壁结构22和端部构成30。图6显示了拖车的侧视图,其按照本发明的方法制造罐20在后部的拖车,并具有显示的附加的纵向设置的内部隔室31,32和33。
隔室31,32和33具有热塑性塑料隔室内部,并适合例如燃料,食品和化学品等制品的运输。具有光滑外部凝胶涂层表面的成型结构壳体易于清洁以呈现悦目的外观。
结构泡沫绝缘体被放置在与隔室31,32和33相邻的空间34,35,36和37中,,从而保护隔室以防止渗透性损伤、冲剪和其他不希望的冲击负荷。泡沫绝缘体使易腐食品能够运输。
图7显示拖车40的侧视图,其根据本发明的方法制造,显示了外部结构层41和内部隔室42和43的部分示图。相邻隔室42和43之间为填充有泡沫的结构内空间44。
外壳层内的连续结构纤维提供翻转保护。该热塑性塑料的大于50%的断裂伸长率在发生意外时提供抗破裂保护。在均匀张力情况下产生的内隔室的形状比相当的圆或椭圆形具有较低的重心,该外壳结构设计允许该罐壳被设置得朝向悬挂尽可能低。该降低的重心提高了交通工具的稳定性,降低了翻转事故的风险。由于该等张力的隔室形状和利用结构纤维的设计效率,公路油槽车的质量显著地轻于现有可比的金属和复合材料的公路油槽车的质量。
将适用于公路油槽车的结合热塑性塑料片材和纤维背衬的罐旋转成型的过程采用两片式模具,其在成型完成后可以分开。该部件是通过将热塑性塑料粉末旋转成型到中空模具中而产生的,其中纤维层与该模具的内表面接触。该模具是柱形的、非圆截面,并具有拱顶端部。所述柱形部件可通过滚动形成。该非圆部分、拱顶半端部优选通过“CADCAM”程序产生的成形设备上制成,以产生一凸板形。在这个成型设备上,CAD开发的具有合适的规格和孔隙的金属丝网形状由凸缘和加强肋加以稳定。凸缘形端部优选被栓到圆柱形部分上,以形成该模具的一半。这个半模具由以凸缘和肋加强和稳定的金属丝网组成。该半模具放置在具有抽气扇的充气室里,抽气扇将通过金属丝网抽出空气。纤维层,优选织布的形式,然后被覆盖到该半模具上,并通过由所述扇空气流产生的压降保持在适当的位置。当该纤维层处于适当的位置时,将由溶剂携带的热塑性塑料粘结剂施加到该层上,其将在溶剂被蒸发以后保持纤维在适当的位置。第二半模用相同的方式处理,然后将两个半模栓接在一起,准备用于旋转成型步骤。在旋转成型过程中,使得空气供给通过所述纤维层和网格模具以保持纤维层与模具密切接触。随着模具中的温度升高,所述粉末和粘结剂熔融,并流入所述层并且部分渗透到该纤维层,在模具的内部形成光滑的经熔融的表面。使得所述模具及其内容物冷却,分开模具,并取出所述部件。
本发明的复合材料可用于航空器,比如机翼燃料罐。塑料层状复合材料可用作等张力形罐,例如用于航空器机翼的多隔室结构部件包括一体燃料罐。这种形状可以近似等张力形状。在机翼结构61的前缘和后缘处这个形状近似值的偏离可以被设置以容纳区域62中的前缘和后缘增升装置,例如襟翼(如图10所示)。
一个典型的航空器机翼剖面是包括弯曲上表面和非常低曲率的下表面的机翼。图8显示了模具组件50和由该模具制造的机翼形状容器的剖视图。模具50包括限定机翼形状开口53的两部分51和52。图9显示了从该模具50取出的机翼形状的容器54。容器54包括一体的外部结构层55和内部单元(cell)56。图10显示了被引入机翼结构61中的机翼容器60的剖视图。容器60可以在施加压力的地方被金属挡板插入物加强,尤其是当所述罐和机翼一体连接时。
图11显示了包括根据本发明方法制造的容器的航空器机翼70的透视图。机翼70由前缘容器71,72和73和机翼后缘隔室74,75和76构成。机翼70进一步包括腹板(web)77和78。因为这个形状被用来作为经受弯曲和扭转的机翼的结构部件,所述两个表面必须连接起来,以承载负荷产生的剪切应力和剥离力。这些腹板沿机翼以一定间隔从横向腹板纵向地延伸。按照这种方法,该结构部件可由等张力横截面和直壁的单独双重结构隔室的组件构成,以匹配机翼轮廓,如图11所示。
这些双重结构隔室既充当结构部件又充当燃料罐,其具有完全耐受燃料体系中的化学品的热塑性塑料内部。该内部作为完整的表面成型,没有接缝或焊缝。不需要维护。该隔室的外层由足够的纤维增强的塑料组成,以承载张力下的燃料负荷。
对于充当燃料罐的隔室,每一个优选配有一体成型的连接,以实现填充和供应发动机以及排出(vent)以控制罐内压力的作用。这些连接机构可用于将这些隔室组装到适当的位置上用于构造所述结构部件。由隔室内的燃料产生的负荷被弯曲的等张力表面中的张力承载,并且由于燃料液面被通过隔室之间的连接机构的流动均衡,所述负荷被沿着垂直的腹板壁平衡。该短而垂直的腹板壁被设计成承载任何不平衡的燃料负荷。该隔室可通过以下方式组装成为机翼结构部件的中心:用密封到连接机构中的中空紧固件将该隔室牵拉到适当的位置,因此形成燃料供应和排出系统。
提供如图11所示的外部模具以形成机翼的所述外部形状和表面。应用用于增强的塑料结构树脂的已知技术,将结构纤维放置在所述模具中,其然后围绕该隔室的组装体关闭。然后相互连接的隔室内部的空间被充气,以将隔室壁压靠在模具内的树脂和纤维上。保持该充气压力直到该树脂通过催化或加热或者两者的组合而被固化。可在该隔室壁之间放置金属插入物作为集中负荷的附着点。
本领域技术人员可以认识到的是,众多的变化和修改可依据本处被广泛描述的发明作出,而不背离本发明的总体精神实质和范围。
Claims (47)
1.在旋转模具中制得的储存容器,其包含多个塑料层的结构复合材料,该容器具有:
限定用于保持其中内容物的内部空间的壁;
该壁由纤维材料增强层和至少两个塑料材料层形成,所述塑料材料层的第一层包含热塑性塑料材料且至少第二层包含热固性树脂,并且所述纤维材料增强层至少部分地被嵌入所述热塑性塑料材料中并增强所述复合材料;
其中该容器根据以下方法步骤在旋转模具中制造;
a)将至少一个纤维材料增强层置于模具中与该模具的内表面相邻;
b)提供所述热塑性塑料材料;
c)加热所述热塑性塑料材料以足以从固态变成可流动态;
d)使加热的热塑性塑料材料流动至少部分地通过所述至少一个纤维材料增强层的厚度形成热塑性塑料材料层;
e)将所述热塑性塑料材料层冷却使得所述至少一个纤维材料增强层的至少一部分纤维被嵌入所述热塑性塑料材料层;
f)将热固性树脂施加至未被嵌入所述热塑性塑料材料层的所述纤维材料增强层的纤维以形成与所述热塑性塑料材料层的结合。
2.根据权利要求1所述的容器,其中所述热塑性塑料材料层的材料选自下列材料:聚乙烯(HDPE),聚丙烯(PP),聚偏二氟乙烯(PVDF),氯乙烯三氟乙烯(ECTFE)。
3.根据权利要求2所述的容器,其中所述热固性树脂选自聚酯,乙烯基酯,环氧树脂和聚氨酯。
4.根据权利要求3所述的容器,其中所述纤维材料增强层选自织布、垫子或毡子。
5.根据权利要求4所述的容器,其中所述纤维材料增强层包括织布,其具有横跨该织布的厚度的交替经纬线束。
6.根据权利要求5所述的容器,其中所述热塑性塑料材料层的材料在加热之前被以粉末形式引入所述模具。
7.根据权利要求6所述的容器,其中所述容器形成中空液体储存罐。
8.根据权利要求7所述的容器,其中所述容器可安装于公路油槽车。
9.根据权利要求7所述的容器,其中所述容器形成航空器燃料罐。
10.根据权利要求7所述的容器,其中所述容器形成用于轨道车的中空储存容器。
11.一种塑料复合材料的生产方法,所述塑料复合材料用于构造在旋转模具中制得的中空容器,该方法包括下列步骤:
a)将纤维材料的至少一个纤维层置于模具中与该模具的内表面相邻并与热塑性塑料材料的表面相对;
b)提供热塑性塑料材料;
c)加热所述热塑性塑料材料以足以使其从固态变成可流动态;
d)使得所述热塑性塑料材料流动至少部分地通过所述至少一个纤维层的厚度;
e)将所述热塑性塑料材料冷却以使得所述至少一个纤维层的至少一部分纤维被嵌入所述热塑性塑料材料;
f)施加热固性树脂到未被嵌入所述热塑性塑料材料的纤维层的纤维上以形成另一层,使得所述热塑性塑料材料与该另一层结合。
12.根据权利要求11所述的塑料复合材料的生产方法,其中所述方法包括进一步的步骤:在将所述纤维层引入所述模具之前,施加底涂料至所述纤维层。
13.根据权利要求12所述的塑料复合材料的生产方法,其中所述底涂料增加在所述模具的旋转期间所述热塑性塑料材料向所述纤维的渗透性。
14.根据权利要求13所述的塑料复合材料的生产方法,其中包括另外的步骤:所述底涂料被喷涂到所述纤维层上。
15.根据权利要求14所述的塑料复合材料的生产方法,其中所述底涂料包括溶解在苯乙烯中的聚苯乙烯。
16.根据权利要求15所述的塑料复合材料的生产方法,其中所述底涂料是糊状物。
17.根据权利要求16所述的塑料复合材料的生产方法,其中将所述底涂料与热塑性塑料材料的悬浮液混合。
18.根据权利要求17所述的塑料复合材料的生产方法,其中所述方法包括进一步的步骤:允许所述底涂料将所述纤维层的纤维固定位置以与可流动的经热熔融的热塑性塑料材料相接合。
19.根据权利要求18所述的方法,其中所述方法包括进一步的步骤:施加至少一个附加纤维层和热固性树脂至所述另一层。
20.根据权利要求19所述的方法,其中,在加热所述热塑性塑料之前,将所述纤维层最初形成为预先确定的所需形状。
21.根据权利要求20所述的塑料复合材料的生产方法,其中所述热塑性塑料层在所述纤维层周围熔融,从而导致其流动至少部分地通过所述纤维层的厚度。
22.根据权利要求21所述的塑料复合材料的生产方法,其中所述方法包括进一步的步骤:将所述热塑性塑料层冷却并恢复到其常温性质。
23.根据权利要求22所述的塑料复合材料的生产方法,其中所述底涂料是被施加至所述纤维层并包含在闭合所述模具之前蒸发的溶剂的润湿粘结剂溶液。
24.根据权利要求23所述的塑料复合材料的生产方法,其中所述粘结剂是溶解在作为溶剂的其各自单体苯乙烯和甲基丙烯酸甲酯中的聚苯乙烯或聚甲基丙烯酸甲酯。
25.根据权利要求24所述的塑料复合材料的生产方法,其中所述复合材料被用于由所述模具生产流体储罐。
26.根据权利要求25所述的塑料复合材料的生产方法,其中所述复合材料被用于由所述模具生产航空器机翼用流体储罐。
27.根据权利要求25所述的塑料复合材料的生产方法,其中所述复合材料被用于由所述模具生产公路车辆用流体储罐。
28.根据权利要求25所述的塑料复合材料的生产方法,其中所述复合材料被用于由所述模具生产轨道车用流体储罐。
29.一种使用旋转模具制造复合材料中空容器的方法,该方法包括下列步骤:
a)提供至少一个材料纤维层,并将该材料置于具有预先确定的内部形状的模具中;
b)使所述纤维层形成与所述模具相符合的形状;
c)将热塑性塑料材料引入所述模具中并加热该材料;
d)使得所述热塑性塑料材料至少部分地渗透所述纤维层;
e)加热热塑性塑料材料以足以使得该材料从固态变为可流动态;
f)使得所述热塑性塑料材料流动至少部分地通过至少一个材料纤维层的厚度,从而形成待在所述模具内形成的制品的壁;
g)将所述热塑性塑料材料冷却以使得所述至少一个材料纤维层的至少一部分纤维被嵌入所述热塑性塑料材料;
h)从所述模具中移走所述制品。
30.根据权利要求29所述的使用旋转模具制造复合材料中空容器的方法,其中所述方法包括进一步的步骤:
将热固性树脂施加至未被嵌入所述热塑性塑料材料的纤维层的纤维以形成另一层,使得所述热塑性塑料材料与纤维材料和该另一层结合。
31.根据权利要求30所述的使用旋转模具制造复合材料中空容器的方法,其中所述方法包括预备步骤:在引入所述纤维层之前施加脱模剂至所述模具。
32.一种由旋转模具制得的移动储存容器,该容器包括限定用于保持内容物的内部空间的壁;其中,该壁由至少两个塑料材料层和接合每一所述塑料层的纤维增强层形成,所述塑料材料层的第一层是热固性树脂层并且第二层包括热塑性塑料材料,使得所述纤维增强层被插入所述热塑性塑料材料与热固性树脂层之间以形成塑料复合材料容器壁;
其中所述纤维增强层至少部分地通过将热塑性塑料材料层热熔融而嵌入在所述热塑性塑料材料层中。
33.根据权利要求32所述的容器,其中所述容器的壁具有光滑的热塑性塑料材料内层和增强的塑料外层,所述外层通过穿插所述热塑性塑料材料层和所述热固性树脂层的纤维增强层的纤维连结到所述热塑性塑料材料。
34.根据权利要求33所述的容器,其中所述容器包括等张力形状的隔室,所述隔室包括燃料填充连接机构和燃料蒸气通风用的出口。
35.根据权利要求34所述的容器,其中所述隔室用通过所述燃料填充连接机构和出口的中空紧固件相互连接,所述燃料填充连接机构和出口将每一个隔室密封成为互连的整体罐。
36.根据权利要求35所述的容器,进一步包括置于相邻隔室的对立壁之间的结构纤维和树脂。
37.根据权利要求36所述的容器,其中所述隔室采用位于所述隔室之间的作为用于集中负荷的附着点的承重元件进行加强。
38.根据权利要求37所述的容器,其中所述纤维增强层用底涂料预处理,所述底涂料包含被施加到所述纤维增强层并包括在闭合模具之前蒸发的溶剂的润湿粘合剂溶液。
39.根据权利要求38所述的容器,其中所述热塑性塑料材料层的材料是选自以下的材料:聚乙烯(HDPE),聚丙烯(PP),聚偏二氟乙烯(PVDF),氯乙烯三氟乙烯(ECTFE)。
40.根据权利要求39所述的容器,其中所述热固性树脂选自聚酯,乙烯基酯,环氧树脂和聚氨酯。
41.根据权利要求40所述的容器,其中所述纤维增强层的材料选自织布、垫子或毡子。
42.根据权利要求41所述的容器,其中所述纤维增强层在引入所述模具之前用底涂料预处理,其中所述底涂料是包含在闭合模具之前蒸发的溶剂的润湿粘结剂溶液。
43.根据权利要求42所述的容器,其中所述粘结剂是溶解在作为溶剂的其各自单体苯乙烯和甲基丙烯酸甲酯中的聚苯乙烯或聚甲基丙烯酸甲酯。
44.根据权利要求43所述的容器,其中所述容器形成流体储罐。
45.根据权利要求44所述的容器,其中所述容器被结合到公路运输工具中。
46.根据权利要求44所述的容器,其中所述容器被结合到铁路运输工具中。
47.根据权利要求44所述的容器,其中所述容器被结合到航空器机翼中。
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WO2007093006A1 (en) | 2007-08-23 |
KR20080108243A (ko) | 2008-12-12 |
PL1991413T3 (pl) | 2018-10-31 |
MX2008010543A (es) | 2008-10-29 |
EP1991413B1 (en) | 2017-07-12 |
US20170166393A1 (en) | 2017-06-15 |
EA035152B1 (ru) | 2020-05-06 |
NZ571295A (en) | 2011-10-28 |
BRPI0708078B1 (pt) | 2018-04-03 |
AU2007215389B2 (en) | 2012-04-26 |
JP2009533238A (ja) | 2009-09-17 |
CA2640568A1 (en) | 2007-08-23 |
EA200801857A1 (ru) | 2009-04-28 |
HUE034701T2 (en) | 2018-02-28 |
US20210300675A1 (en) | 2021-09-30 |
CN101460299A (zh) | 2009-06-17 |
BRPI0708078A2 (pt) | 2011-05-17 |
DK1991413T3 (en) | 2017-10-30 |
CA2640568C (en) | 2019-09-03 |
EP1991413A1 (en) | 2008-11-19 |
KR101433961B1 (ko) | 2014-08-26 |
US20090304962A1 (en) | 2009-12-10 |
JP5579391B2 (ja) | 2014-08-27 |
US11059665B2 (en) | 2021-07-13 |
US20130156981A1 (en) | 2013-06-20 |
ZA200807931B (en) | 2009-11-25 |
US11713187B2 (en) | 2023-08-01 |
HK1135353A1 (zh) | 2010-06-04 |
PT1991413T (pt) | 2017-10-06 |
AU2007215389A1 (en) | 2007-08-23 |
ES2642198T3 (es) | 2017-11-15 |
EP1991413A4 (en) | 2012-09-19 |
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