CN103153603A - 机动车的构件或底盘件 - Google Patents

机动车的构件或底盘件 Download PDF

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CN103153603A
CN103153603A CN2011800470162A CN201180047016A CN103153603A CN 103153603 A CN103153603 A CN 103153603A CN 2011800470162 A CN2011800470162 A CN 2011800470162A CN 201180047016 A CN201180047016 A CN 201180047016A CN 103153603 A CN103153603 A CN 103153603A
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layer
chassis member
chassis
plastic layer
thickness
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CN103153603B (zh
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托尔斯滕·吉泽克
奥利弗·克莱因施密特
洛塔尔·帕特博格
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ThyssenKrupp Steel Europe AG
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Abstract

本发明涉及一种机动车的构件或底盘件，其中，该构件或底盘件由具有外金属层、中间塑料层或塑料泡沫层和外纤维加强塑料层的复合材料构成。本发明的目的在于，提供一种构件或底盘件，该构件或底盘件实现了重量节约，而在负载接纳能力方面没有使性能恶化，该目的由此实现，即，该中间塑料层的厚度为至少0.2mm。

Description

机动车的构件或底盘件
技术领域
本发明涉及一种机动车的构件或底盘件，其中，该构件或底盘件由具有外金属层、中间塑料层或塑料泡沫层和外纤维加强塑料层的复合材料构成。
背景技术
机动车必须持续满足新的要求。因而存在这样一个总要求，在安全性能保持不变的前提下降低机动车的重量。安全性要求通过构件或底盘件得以确保。作为本发明的意义上的构件，例如为底部件、底板、底板总成、门框支架、顶部加强件、窗框加强件、保险杠缓冲器、B柱加强件及B柱、设备板状支撑件、电池外壳、油箱、水箱、备胎槽等。所述的构件是常见的，即，它不是机动车可视外皮的部分，并首先由于它的承载功能用于接纳和/或传导作用于机动车上的力。在本发明的意义上，例如，底盘的横梁、副车架、拉杆、摆动轴承、稳定器、发动机横梁、复合拉杆轴、轮引导模块以及轮圈的轮盘都是底盘件。底盘件是这样的部件，该部件与底盘或机动车的行驶性能以及机动车的安全性能具有功能性关联。
在迄今所使用的用于的机动车构件和底盘件的材料中，由单一材料构成的构件或底盘件到了重量降低的极限。由文献DE10221582B4已知，对于机动车，复合材料用于外皮部件、特别是车顶。该复合材料由金属层以及第三层构成，金属层具有由热塑性塑料构成的置于金属层之下的塑料层，第三层由纤维加强塑料构成。
另外，由文献DE102009006130A1已知一种机动车的平板部件，该平板部件由具有至少三个不同的材料层的复合部件构成，具体为，由金属构成的载体层、由合成橡胶构成的粘附中介层和由碳纤维或碳混合纤维加强塑料构成的覆盖层。
由现有技术（DE3818479A1）已知一种用于机动车外部件的复合材料，该复合材料由金属层、粘附中介层和聚丙烯层构成。
最后，由文献DE102007009928A1已知一种用于汽车制造的复合部件，该复合部件同样由金属塑料复合体构成，该复合体具有金属组分和玻璃纤维加强的塑料组分，其中，在两个组分之间设有粘附层。
发明内容
由此出发，本发明的目的在于提供一种构件或底盘件，其实现了进一步的重量节省，而不会弱化负载接纳能力。
关于机动车构件或底盘件的上述目的由此实现，即，中间塑料层的厚度为至少0.2mm。对于根据本发明的机动车的构件或底盘件，金属层不用于负载接纳。根据本发明的构件或底盘件的负载接纳能力通过纤维加强塑料层来提供。热塑性的和热固性的复合材料的中间塑料层或塑料泡沫层实现了，纤维加强的、外部的热塑性或热固性塑料层的纤维结构不会出现压痕。此外，局部的压力峰值（例如由塌方引起的）在纤维加强塑料层方向上得到缓冲，从而使硬而脆的纤维加强塑料不会撕裂。复合材料的外金属层一方面用于保护热塑性或热固性中间层，例如免受湿气，另一方面作为外皮以及作为构件或底盘件的可能出现的过载的指示器。例如，金属层中的裂缝或隆起显示发生过载。本发明的构件或底盘件全部使用复合材料实现了持续的、显著的机动车重量降低。此外构件或底盘件的构造实现了在机动车中持久的使用，而不会出现性能损失，这是因为，敏感的、纤维加强塑料层通过其它层得到保护。
根据构件或底盘件的第一设计方案，纤维加强的、热塑性的或热固性的塑料层具有玻璃纤维和/或碳纤维。玻璃纤维加强塑料层通常比碳纤维加强塑料层更加廉价。然而，在负载容纳能力方面，玻璃纤维加强塑料层相对于碳纤维加强塑料层更加受限。然而，玻璃纤维加强塑料层实现了更简单的制造，例如在喷铸工艺中。相反，碳纤维加强塑料层具有最小重量下的最大强度，并因而导致构件或底盘件的最小重量。还可以考虑使用其它的纤维类型，例如聚酰胺、聚乙烯、玄武岩、硼。金属纤维，特别是钢纤维同样用于加强外部塑料层，并具有这样的优势，即，外部塑料层是导电的并可以和其它部件焊接在一起。为了改善纤维加强塑料层表面的粘附性和油漆涂层，优选进行光冠处理或火焰处理。
热塑性塑料包括例如聚烯烃、聚酰胺、聚酯、聚乙烯、聚丙烯或不同塑料的混合物。热塑性塑料层优选基于聚酰胺和/或聚乙烯。两种热塑性塑料一方面可以很好地进行处理，另一方面，在热状态下在变形性能方面具有有利的性能。聚酰胺相对于聚乙烯基本上是温度稳定的并可以用于高温区域。
热固性塑料是温度稳定的，并可以例如用于这些区域，在该区域，短时地出现更高温度。
为在最小重量下实现所要求的强度，根据构件或底盘件的另一设计方案，纤维加强塑料的厚度为0.2mm至1.0mm，优选最大0.8mm。
根据构件或底盘件的另一设计方案设置了，中间热塑性或热固性塑料层的厚度最大为3.0mm，优选最大1.0mm。为避免将碳纤维加强塑料层的纤维在对立的金属层中出现压痕，并同时保护热塑性或热固性塑料层针不受张力峰值影响，中间塑料层为0.2mm。通过使用最厚为1.0mm的中间塑料层，得到了提高的重量和避免纤维在金属外层出现压痕之间很好的折中方案。同样可以考虑使用塑料泡沫层。中间层的厚度可以为0.2mm至50mm，优选3.0mm至30mm。中间层厚度的提高可以特别用于绝缘区域。塑料泡沫层相对于全塑料层在同样厚度下具有减小的重量。
如此前所实施的，外金属层只具有这样的功能，对由热塑性塑料和热固性塑料构成的层提供保护防止发生塌方，并用作指示器，通过形成折叠或裂缝指示可能的过载。为了以尽可能小的重量增加满足该功能，根据构件或底盘件的设计方案设置了，金属层的厚度为0.1mm至0.5mm，优选最大0.3mm。通过在金属层的一侧或两侧使用防腐蚀保护层，可以成功地防止发生外金属层的，例如由于天气影响所导致的腐蚀。
根据构件或底盘件的另一设计方案，金属层由钢、特别是镀锌的钢构成。钢不仅廉价，而且提供了必要的成型性能，该成型性能对于制造复杂的构件或底盘件是必要的。当然可以考虑，在构件或底盘件中使用铝或其它金属层。
为实现制造复杂成型的构件或底盘件，有利的是，构件或底盘件在热状态下进行变形。在热状态下意味着，特别是热塑性塑料（其优选在中间或纤维加强塑料层中得到采用）变软并相应地成为可成型的。在此，将部件加热至对于塑料所必需的温度，例如软化温度之下。成型在180℃至最高250℃的温度下进行，其中，必须注意所使用的热塑性塑料的耐受性或温度稳定性。优选构件或底盘件是底板、底板总成、电池外壳、油箱、水箱、备胎槽、轮圈的轮盘、隧洞加强件、复合拉杆轴或多拉杆轴或A-、B-或C-柱加强件。也可以考虑，轮圈本身由所述的复合材料构成。对于所有构件或底盘件，复合材料的使用实现了重量的显著降低，而机动车中的强度性能和使用性能保持不变。
构件或底盘件面对不同的负载要求。在过载的情况下（该过载会导致被加载负荷的部件的损伤），损伤被识别为或证明为金属层的变形。在板厚度的不均一性下的一定的负载类型的变形，也可以通过塑性成型（例如可以视觉识别）形成。如果识别出损伤，可以更换或替换该部件。
附图说明
凭借实施例，联系附图，进一步阐明本发明。附图中：
图1以截面图示出了复合材料的实施例；
图2用立体图示出了底板形式的机动车的构件的第一实施例；
图3以截面图示出了电池外壳形式的构件的第二实施例；
图4以截面图示出了轮圈的轮盘；而
图5a）、b）、c）以立体图示出了机动车的另一构件或底盘件的实施例。
具体实施方式
图1首先示出了复合材料1，其用于构件或底盘件。该复合外层包括金属外层2，该金属外层优选由厚度为0.1mm至0.5mm的钢板构成。金属层2优选由防腐蚀保护的、例如镀锌的钢构成。中间的热塑性塑料层优选基于聚酰胺或聚乙烯，就是说，该层由特异性的聚酰胺或聚乙烯，或者由包括聚酰胺或聚乙烯的混合物构成。纤维加强的热塑性塑料层4同样基于聚乙烯或聚酰胺，并以玻璃纤维和/或碳纤维加强。
图2以立体图示出了底板5形式的机动车的典型的构件。在示出的底板5的实施例中，外金属层具有0.4mm的厚度。为了对0.7mm厚的碳纤维加强热塑性塑料层4提供保护以免发生塌方，在本实施例中，中间热塑性塑料层具有0.5mm的厚度。尽管所示出的底板5有约1.6mm的整体厚度，由于高的塑料份额，相对于传统底板，实现了底板的重量的显著降低。
该效果对于在图3中以截面图示出的电池外壳6同样有效。由于对于电池外壳6降低的强度要求，复合材料的三个不同的层在此具有0.2mm的厚度，从而得出0.6mm的总厚度。尽管在该实施例中电池外壳6的厚度极小，电池外壳层6还是具有足够的强度，在使用时具有必要的刚性和负载接纳能力。
图4以横截面示出了由复合材料制成的轮盘7。钢层2的厚度为0.3mm并应当对复合材料的内层，特别是纤维加强塑料层提供保护以免发生塌方。中间热塑性层3的厚度为0.4mm，而纤维加强热塑性塑料层4的厚度为0.6mm。原则上可以考虑，制造由复合材料构成的轮圈带7a，该复合材料具有金属外层、中间热塑性层和外热塑性纤维加强塑料层。在这种情况下，纤维加强的热塑性塑料层指向轮胎内部。
图5以图5a)、5b)和5c)示出了构件和底盘件的不同的实施例，该构件和底盘件由复合材料构成，该复合材料具有外金属层、中间热塑性塑料层以及外纤维加强热塑性塑料层。图5a)示出了隧洞加强件8，图5b)示出了复合拉杆轴9而图5c)示出了A柱加强件10。凭借示出的实施例可以看出，在哪些区域可以使用具有本发明的结构的构件或底盘件，从而实现重量节约的巨大潜能。
根据需要，中间热塑性塑料层可以形成为塑料泡沫层或通过热固性塑料层/塑料泡沫层来替代。纤维加强塑料层同样可以基于热固性塑料而形成。

Claims (12)

1.一种机动车的构件或底盘件，其中，所述构件或底盘件由具有外金属层（2）、中间塑料层或塑料泡沫层（3）和外纤维加强塑料层（4）的复合材料（1）构成，其特征在于，所述中间塑料层（3）的厚度为至少0.2mm。
2.根据权利要求1所述的构件或底盘件，其特征在于，所述中间塑料层或塑料泡沫层（3）和/或外塑料层（4）由热塑性塑料和/或热固性塑料构成。
3.根据权利要求1或2所述的构件或底盘件，其特征在于，所述经纤维加强的塑料层（4）具有用于强化的玻璃纤维和/或碳纤维。
4.根据权利要求1至3的任意一项所述的构件或底盘件，其特征在于，所述热塑性塑料层（3、4）基于聚酰胺或聚乙烯。
5.根据权利要求1至4的任意一项所述的构件或底盘件，其特征在于，所述纤维加强塑料层（4）的厚度为0.2mm至1.0mm。
6.根据权利要求1至5的任意一项所述的构件或底盘件，其特征在于，所述中间塑料层（3）的厚度最大为3.0mm。
7.根据权利要求1至5的任意一项所述的构件或底盘件，其特征在于，所述中间塑料泡沫层的厚度为3.0mm至50mm。
8.根据权利要求1至7的任意一项所述的构件或底盘件，其特征在于，所述金属层（2）具有0.1mm至0.5mm的厚度，并可选地具有防腐蚀保护层。
9.根据权利要求1至8的任意一项所述的构件或底盘件，其特征在于，所述金属层（2）由钢构成。
10.根据权利要求1至8的任意一项所述的构件或底盘件，其特征在于，所述构件或底盘件在热状态下进行变形。
11.根据权利要求1至10的任意一项所述的构件或底盘件，其特征在于，所述构件或底盘件是底板（5）、底板总成、电池外壳（6）、油箱、水箱、备胎槽、轮圈的轮盘（7）、隧洞加强件（8）、复合拉杆轴（9）或A-、B-或C-柱加强件（10）。
12.根据权利要求1至11的任意一项所述的构件或底盘件，其特征在于，在发生过载时所述金属层（2）发生变形。
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US8574711B2 (en) 2013-11-05
US20130244014A1 (en) 2013-09-19
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