CN102438848B - 一种机动车门的组装方法 - Google Patents
一种机动车门的组装方法 Download PDFInfo
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Abstract
本发明涉及一种机动车门的组装方法,车门包括两块板件(10、30),其中至少一块板件(10)有一个粘结轨(20),一块板件含有至少一个凹槽(22),在板件组装后,凹槽至少部分地沿该粘结轨延伸,凹槽(22)的至少一个壁上有至少一个开孔(24),所述方法包括以下各个步骤:-在粘接轨上安装粘胶条(28),-将两块板件相对固定,使粘胶条位于两块板之间,并且使板件上的凹槽与另一块板件形成一个空腔,-通过开孔或者至少一个开孔(24)向空腔里吹热风(38)。
Description
技术领域
本发明涉及一种机动车门的组装方法。
背景技术
在现有技术中有一种机动车门,其包含一块内板,即壳体(caisson),在其上面安装一个或多个外板,即车身表皮,外板四周用粘胶条粘结。粘胶为聚合物材料,在非交联(non réticulé)态下施用,一旦交联后就可将两块板粘结在一起。
要将两块板组装在一起,需要将各块放在一个卡板(gabarit)中。然后在其中一块板上涂上粘胶,然后将两块卡板靠在一起,使粘胶与板接触。让板在卡板中保持足够长的时间,使得粘胶发生交联,持久地将两块板粘接在一起。
另外,为了加快粘胶的交联速度,一般对至少其中一块板的外向面进行加热处理,通过热传导加热朝向另一块板的那一面,从而将另一块板粘结起来。
这种方法可以用于组装好各种材料制成的板件,但是需要相对较高的投资。
发明内容
本发明的目的就是为了解决这种不足,并提出了一种车门组装方法,可以节约制造成本。
为此,本发明的一个目的就是车门的组装方法,车门包括两块板件,其中至少一块板件有一个粘结轨,至少一块板件含有至少一个凹槽,在板件组装后,凹槽至少部分地沿该粘结轨延伸,凹槽的至少一个壁上设有至少一个开孔。本方法包含以下步骤:
-将粘胶条置于粘接轨上,
-将两块板件相对固定(mise en référence),使粘胶条位于两块板件之间,并且使板件上的凹槽与另一块板件形成一个空腔,
-通过开孔或者至少一个开孔向空腔里吹热风。
空腔形成可供热风穿过的通道,这样就局部加热车门,可加快粘接剂的交联。这些通道实际上靠近粘接条,这样可加热粘胶条,使其交联化。
因为是局部加热,所以相比目前常用方法,用于制热的设备要小巧得多,也便宜得多,加热板件所耗能量也同样要少些。另外,因为是局部加热,可以更直接向粘胶加热,所以粘胶加热时间会更短。车门的制造成本因此而降低。
最后,由于没有直接加热板件,所以本方法更容易避免板件在车门加热过程中的变形问题,尤其是车辆的外板。
本方法还可包括一个采用卡扣(encliquetage)来固定两块板件的步骤,在吹热风步骤中或者之前完成。这样,采用卡扣件将两块板件相对固定就位,在吹热风步骤中,就不必用卡板来将板件固定就位了。这样,粘胶甚至可在环境温度下实现交联,加热时间和能耗还可减低,进一步降低车门组装的制造成本。
本方法也可包括向车门板吹冷气流这样一个步骤,优选是向板件朝向外的那面吹,以确保板件不因接触到热气而变形。对于包含热塑材料制成的板件的车门,这种办法尤其有益处。
本发明的另一目的是一种车门,车门包含两块板件,两板件通过在它们之间延伸的粘胶条组装在一起,在其中一个板件上有至少一个凹槽,凹槽至少部分地沿粘胶条延伸并与另一块板件一起形成一个空腔,凹槽的至少一个壁上设有至少一个开孔。
这种车门可采用上述方法制造。
该发明的车门同样可具有以下所列的一个或多个特征:
-在粘胶条全长范围内,空腔沿粘胶条延伸,这样可在通长范围内加热,所以能提高粘接条的加热和交联效率,
-粘接条沿至少一块板件的周边延伸,并且是沿该板件的全部周长,这样就改善了门的密闭区域,因为有粘胶条将密闭区域加以封闭,
-空腔位于门的一个边缘和粘胶条之间。门还可以在空腔和边框之间留有部分区域,该部分区域没有粘胶条。在下文会注意到,这个边框可以形成门的轮廓线以及/或者形成门的一个中心开口。这样,背掀门(hayon)的密闭区域就不含有吹注热风的空腔,从而简化了门及其制作工艺。因为空腔开有孔口,优选将其布置在车门粘胶环周的外侧,以确保密闭性,
-空腔围住粘胶条。这样更容易实现门的两块板件之间的密闭性。
-门还具有两块板件的额外的固定装置,优选采用卡扣。采用这种固定方式,在粘胶条交联时,可以将板件凝结在最终位置上。当预设的加热时间不不足以使整个粘胶条交联化时,这种办法就尤其有用,
-空腔包含一个沿粘胶条延伸的纵向边,和一个优选沿门边框延伸的相对纵向边,固定装置设在相对纵向边附近。这样可以确保空腔的完好密封性。吹入空腔的热风大部分都导向了粘胶条,从而降低了热风损失。这就进一步优化了该方法,降低了制造成本,因为粘胶条达到一定交联程度所耗的能量也降低了,
-门至少包括一个这样的部件,该部件可插入空腔的一个开孔中,优选通过卡扣插入。这样吹热风一旦完成后,就可堵住开孔,改善门的外观。还能改善其密闭性,
-凹槽的断面为U型,有一个底壁和两个侧壁,开孔设在凹槽的底壁上。这样,更便于向两块板件之间吹风,因为从门外更容易接触到空腔底部,
-有凹槽的板件为门的内板,当门安装在机动车上时该板件朝向机动车座舱。这样,车辆的外观并不因空腔而受到妨碍,门外表构造设计可更具有灵活性,
-至少其中一块板件包括了一个用来安放粘胶条的粘结轨,被至少一个(优选为两个)限定(délimitant)其界限的肋条所围绕,这样可限制甚至避免粘胶逸出到粘结区之外,降低粘胶用量,进而降低门组装成本,
-当门安装在车上时朝向车外的门的外板,可采用热塑材料制成,如聚丙烯。这时本发明的方法具有特别的优点,因为这种板承受高温加热会发生变形。实际上,现有技术中这类板的制作方法要复杂得多,因为加热步骤需要控制温度,持续时间也更长,
-门的内板采用热固或热塑材料制成,优选为纤维增强的,
-车门具体可以是车的后门,如后挡板、行李箱门、或者优选为是背掀门。
附图说明
结合以下附图,通过对下述非限定性实施例的描述,可以更好地理解本发明,在附图中:
-图1为背掀门内板的透视图,其为了实现按本发明一种实施方式的方法,
-图2A到2D为图1背掀门细节的A-A断面图,分别表示了本发明中一种实施方式的不同步骤。
具体实施方式
图1所示为机动车背掀门内板从车外部看过去的样子。图中所示为尚未覆盖用作外壳的外板时的样子。
一块板件10,也称作壳体,包括一个下部分12和一个上部分14,两者之间由中间开口16分开,用来安放后窗,上下两部分12、14通过围着开口16的侧立柱18连在一起。这种板件采用纤维增强热塑材料制成,如玻璃纤维增强聚丙烯(或者PPGFL)。
这样的壳体10会局部被车身外板或者表皮覆盖(图1未示出)。特别是,下部分12用外壳的一部分表皮覆盖,上部分14用外壳的另一部分表皮覆盖,表皮一般用热塑材料制成,如聚丙烯。
上部分和下部分12、14有肋条和立柱18加固,壳体10具有结构性功能。
壳体10同样有一个粘接轨20,在图1中用点划线表示,可将下表皮粘结在壳体的下部分12上。该粘结轨在壳体10上形成了一个连续的封闭环,当下表皮安装在壳体上时,它是位于下表皮边缘附近的。该粘接轨将用来安放粘胶条,粘胶条夹在两个板件之间。
图2A为本发明方法一种实施方式的壳体大样,如图所示,粘结轨边上有两个肋条21,肋条21延伸并突出到壳体朝向表皮那个表面之外,从而限定粘结轨的界限,防止粘胶流到粘结轨之外。
如图2B所示,壳体10在朝向表皮的表面处还包含一个凹槽22,可与安装到壳体10上的下表皮一起形成空腔。凹槽22沿粘结轨延伸,并环绕粘结轨。如图2A所示,凹槽22为U型断面,有一个底壁和两个侧壁。底壁上有孔口24,孔口沿凹槽均匀分布。
壳体在端部位置还设有插舌26,用来保证壳体10和与之对应的车身表皮之间的卡扣连接。各插舌26都有一个加厚的端部27,而肩部27B是插舌端部和其余部分的分界。
在开口16的边缘,在壳体下端和侧端,在壳体下部分12的边缘,都有这种插舌26。这些插舌均匀分布在壳体边缘位置。
壳体下部分12中的凹槽则位于以下位置:在其下段和侧边各段上,位于壳体外边缘和粘结轨20之间;在其上段上,位于中间开口边缘和粘结轨之间。在门上,凹槽与背掀门外边缘或者中心边缘之间的那部分没有粘结轨。于是,凹槽与门外板所形成的空腔不属于门密封边的一部分。
使用这种壳体,就可采用本发明的一种实施方法来组装壳体10和外壳表皮。图2A至图2D为图1所示A-A剖面的壳体细节图,现在我们分别用这些细节图来说明壳体10和外壳表皮的采用本发明一种实施方法进行组装的各个步骤。
在第一步骤(图2A所示),将粘胶条28连续置于在粘结轨20上。
然后按照图2B所示,将下表皮30加在壳体10上。将表皮30与壳体相对固定,并且表皮的端部要与壳体端部相对应。
注意,在表皮30的端部有一个特别的形状,使得在把表皮30和壳体10的下部分12相对固定的步骤中,插舌26可以卡扣方式进入该形状。特别地,表皮在端头处有一个回弯32,在沿平行于端头的方向延伸有一个柔性插舌34。
将插舌26的表皮压向壳体时,插舌34就发生变形,使其与回弯32之间的空间增大。于是壳体的插舌26就可穿过该空间。一旦端部27在插舌34和回弯32之间穿过,插舌34就弯折,然后恢复到休止状态。壳体的插舌26与表皮30卡扣在一起,肩部27B与回弯32相配合。
粘胶条28在壳体和表皮之间被压扁,分布于粘胶轨20的整个宽度,但因为肋条21的存在,粘胶条不会超出粘胶轨之外。
随后,在图2C所示步骤,向壳体开孔24中的至少一个孔中塞进一根小喷嘴36,向空腔内吹热风38。空腔就构成了热风的通道。热风在空腔内以及空腔附近弥漫开来。这样就可向粘胶和/或肋21吹热风,而肋通过传导加热粘胶,可加速粘胶交联化。
这时,通过插舌26与32、34之间的卡扣连接,将壳体10和表皮30保持相对固定。
专业人员知道调整从小喷嘴38吹出风的参数,如其温度或速度,使得粘胶可以交联化,但不至于使板件变形。
还可向表皮30外表面吹冷风40,以避免受热导致的表皮变形,尤其是采用热塑材料(如聚丙烯)制成时。
一旦粘胶28交联后,就移走开孔中的小喷嘴36,然后用塞子42塞住小孔24,如图2D所示。这种塞子可以改善背掀门的美观,还可能改善其密闭性。
其形状如蘑菇,有一侧壁44,该侧壁可轻微变形,其中有两个周边突起46,这两者之间将卡扣住凹槽22的壁。
如果在这几个步骤之后,粘胶没有完全交联化,在必要时还可将背掀门静置。在此期间,还继续通过插舌26和32、34之间的卡扣作用来将板件相对固定。
本发明不仅限上文所述的实施方式。
在工艺方面,以下各项都是可选项:吹冷风、插舌的卡扣固定、在小孔内插入塞子。在吹热风步骤中,也可采用卡板将两块板件相互固定在一起。也可采取除卡扣方式之外的其他办法来将它们相对固定,比如采用螺栓固定。
也可以在表皮与壳体相对固定之前,将粘胶28敷在表皮上。
另外,壳体也可以不包含有肋21或插舌26,这些装置都是可选的。背掀门同样可以不使用塞子,关键是要确保粘胶条定义的环周之内的密闭性。塞子也可以不具有密闭性,仅起美观作用。
同样需注意,壳体可以有两个粘接轨,凹槽每边一个,确保壳体和表皮之间的结合。凹槽也可以位于粘胶条环周的内侧,这时就需要密封塞子。
另外,除了前述断面外,凹槽还可采用其他断面。除了凹槽底部外,开孔还可设在其他位置,并且在凹槽上开孔不一定非得均匀分布。例如,凹槽可以仅有一个开孔。
表皮和壳体的卡扣装置(如果有的话)也可以采用不同于前述形式,并且/或者可以设在壳体表皮端部之外的其他地方。
同样需注意,凹槽可以只沿粘结轨的一部分延伸,板件则可以有不只一个凹槽。除了设在壳体上,凹槽也可以设在壳体的表皮上,不过车辆的美观性可能会降低。
除了所述形状外,壳体和表皮也可以采用其他形状。例如,壳体可以没有加劲肋。另外,壳体可以只覆盖有一块表皮,该表皮把上下部分以及立柱全部覆盖住。这种情况下,粘结轨的线路就需要改动,要沿壳体的环周以及开口的周围延伸。粘胶条也可以不是连续的,不过门的密封性会降低。
在本发明的背掀门中,上表皮也可以采用粘结组装,不过也可采用其他方法。同样,上表皮可粘结组装,而下表皮可采用其他方法。
表皮和壳体材料也不局限于所述材料。比如,它们可以采用热固材料和/或金属材料和/或玻璃制成。
最后,还应注意到本发明适用于机动车的各类型门,例如发动机罩、车门、或者另外的后门如行李箱盖或档板。
Claims (17)
1.机动车门的组装方法,车门包括两块板件(10、30),其特征在于,其中至少一块板件(10)有一个粘结轨(20),至少一块板件(10)含有至少一个凹槽(22),在板件组装后,凹槽至少部分地沿该粘结轨延伸,凹槽(22)的至少一个壁上有至少一个开孔(24),所述方法包括以下各个步骤:
-将粘胶条(28)置于粘接轨(20)上,
-将两块板件(10、30)相对固定,使粘胶条(28)位于两块板件之间,并且使板件上的凹槽(22)与另一块板件形成一个空腔,
-通过开孔或者至少一个开孔向空腔里吹热风(38)。
2.如权利要求1所述的方法,其特征在于,其中有一个采用卡扣来固定两块板件(10、30)的步骤,在吹热风(38)步骤中或者之前进行。
3.一种机动车门,其特征在于,其包括两块板件(10、30),该两板件通过在它们之间延伸的粘胶条(28)组装在一起,在其中一块板件(10)上有至少一个凹槽(22),凹槽至少部分地沿粘胶条(28)延伸并与另一块板件(30)一起形成一个空腔,凹槽的至少一个壁上设有至少一个用于向所述空腔里吹热风的开孔(24),并且所述空腔位于门的一个边缘与粘胶条之间。
4.如权利要求3所述的车门,其特征在于,该车门在空腔和边缘之间还包含一个不含粘胶条的部分。
5.如权利要求3或4所述的车门,其特征在于,所述边缘限定门外轮廓或者门的一个中心开口的界限。
6.如权利要求3或4所述的车门,其特征在于,所述空腔沿粘胶条全长延伸。
7.如权利要求6所述的车门,其特征在于,所述空腔围住粘胶条。
8.如权利要求3或4所述的车门,其特征在于,其包括两块板件的额外的固定装置(26、32、34)。
9.如权利要求8所述的车门,其特征在于,所述额外的固定装置(26、32、34)为卡扣固定。
10.如权利要求8所述的车门,其特征在于,所述空腔包含一个沿粘胶条延伸的纵向边,和一个相对纵向边,所述固定装置设在所述相对纵向边附近。
11.如权利要求10所述的车门,其特征在于,所述相对纵向边沿门的所述边缘延伸。
12.如权利要求3或4所述的车门,其特征在于,其包含至少一个可插入到空腔开孔(24)中一个开孔中的部件(42)。
13.如权利要求12所述的车门,其特征在于,所述可插入开孔的部件(42)通过卡扣插入所述开孔中。
14.如权利要求3或4所述的车门,其特征在于,所述凹槽(22)的断面为U型,有一个底壁和两个侧壁,所述开孔(24)设在凹槽的底壁上。
15.如权利要求3或4所述的车门,其特征在于,其中有凹槽的板件为门的内板(10),当门安装在机动车上时该板件朝向机动车座舱。
16.如权利要求3或4所述的车门,其特征在于,其中当门安装在机动车上时朝向车外的门外板(30)采用热塑材料制成。
17.如权利要求16所述的车门,其特征在于,所述热塑材料为聚丙烯。
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US4822098A (en) * | 1986-11-05 | 1989-04-18 | Ford Motor Company | Double-walled structural body panel for motor vehicle |
CN1134346A (zh) * | 1994-11-09 | 1996-10-30 | 三井石油化学工业株式会社 | 模塑的汽车车顶材料及其生产方法 |
EP1011995B1 (fr) * | 1997-09-11 | 2004-03-03 | Inoplast | Ouvrant de vehicule automobile, son procede de fabrication et vehicule automobile equipe d'un tel ouvrant |
CN1290203A (zh) * | 1998-02-04 | 2001-04-04 | 亨凯尔公司 | 自动车辆连接部的三维复合增强元件 |
Also Published As
Publication number | Publication date |
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EP2429846B1 (fr) | 2016-03-30 |
WO2010130958A1 (fr) | 2010-11-18 |
WO2010130958A4 (fr) | 2011-01-20 |
EP2429846A1 (fr) | 2012-03-21 |
CN102438848A (zh) | 2012-05-02 |
FR2945507A1 (fr) | 2010-11-19 |
FR2945507B1 (fr) | 2013-11-29 |
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