CN103571066B - 玻璃长纤维增强聚丙烯汽车水箱支架 - Google Patents
玻璃长纤维增强聚丙烯汽车水箱支架 Download PDFInfo
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Abstract
本发明公开了一种玻璃长纤维增强聚丙烯汽车水箱支架,汽车水箱支架采用玻璃长纤维增强聚丙烯材料,玻璃长纤维增强聚丙烯材料包括无规共聚聚丙烯、均聚聚丙烯、长玻璃纤维、相容剂和添加剂,其中,各组分的重量份数为:无规共聚聚丙烯65-68份、均聚聚丙烯3-5份、长玻璃纤维19-21份、相容剂5-6份和添加剂4-5份。本发明的玻璃长纤维增强聚丙烯汽车水箱支架制备方法简单,综合性能优越,具有优异的抗冲击性能,高模量、高强度,而且本发明具有与金属相近的热膨胀系数,各向同性,低收缩,低蠕性,高尺寸稳定性以及优异的耐磨、耐疲劳性和耐化学性。
Description
技术领域
本发明属于汽车技术领域,具体涉及一种玻璃长纤维增强聚丙烯汽车水箱支架。
背景技术
节能减排已经成为全球汽车企业的集体课题,其中,汽车轻量化是最为有效的途径,它对于节约能源、减少废气排放来说十分重要。采用塑料材料替代传统的金属材料是一项最直接有效的方法。
聚丙烯原料丰富,合成工艺简单,价格低廉,树脂综合性能良好,用途十分广泛,是一种十分重要的通用塑料。但聚丙烯低温韧性差、缺口敏感性强,机械性能不高,也限制了其在功能结构部件上的应用(汪多仁,合成树脂与工程塑料生产技术,北京,中国轻工业出版社,2001,8)。
汽车水箱支架位于发动机舱内,长期工作在较高的温度环境中,并作为引擎的安全挡块而需要承受巨大的冲击力和承重载荷,一般情况下汽车厂商都采用金属冲压零件和传统的连接杆构架或采用众多的横向金属构件来连接车辆骨架,以保证该模块具有足够的强度、刚度和热稳定性,通常这些零件但从数量上统计就有几十件甚至上百件,这些零散部件需由装配厂的总装线按工序逐一进行装配。
目前国内市场上用于装配在汽车上的汽车水箱框架均为钢架结构,再其前纵梁和翼子板之间采用复杂的焊接工艺组成框架结构,这种钢型框架结构形状成型工艺难度大,焊接工艺复杂,加大了制造难度、增加了成本。
因此,需要一种新的汽车水箱支架以解决上述问题。
发明内容
本发明针对现有技术中汽车水箱支架较重及制造难度大的缺陷,提供一种高强度、高模量、高韧性且加工性能优良的的玻璃长纤维增强聚丙烯汽车水箱支架以解决上述问题。
为解决上述技术问题,本发明的玻璃长纤维增强聚丙烯汽车水箱支架所采用的技术方案如下:
一种玻璃长纤维增强聚丙烯汽车水箱支架,所述汽车水箱支架采用玻璃长纤维增强聚丙烯材料一次注塑成型,所述玻璃长纤维增强聚丙烯材料包括无规共聚聚丙烯、均聚聚丙烯、长玻璃纤维、相容剂和添加剂,其中,各组分的重量份数为:无规共聚聚丙烯65-68份、均聚聚丙烯3-5份、长玻璃纤维19-21份、相容剂5-6份和添加剂4-5份,
所述相容剂为聚丙烯接枝马来酸酐;所述添加剂包括抗氧剂和有机过氧化物引发剂,所述抗氧剂的重量组分为20-30%,所述有机过氧化物引发剂的重量组分为70-80%,所述无规共聚聚丙烯的熔融指数为3.2~4.5g/10min,所述均聚聚丙烯的熔融指数为6~7g/10min。
更进一步的,所述汽车水箱支架上设置有连接点,所述连接点处设置有金属连接装置,所述金属连接装置包覆在所述玻璃长纤维增强聚丙烯材料中。将金属连接装置和玻璃长纤维增强聚丙烯的汽车水箱支架结合,不仅可以利用玻璃长纤维增强聚丙烯的轻便性有效降低前端框架的重量,同时在较薄弱的连接点处嵌入金属连接装置,保证连接点处的强度。
更进一步的,所述前端框架上设置有连接孔,所述连接孔处设置有金属铆接螺母,所述金属铆接螺母铆接在所述玻璃长纤维增强聚丙烯材料中,所述金属铆接螺母距离所述前端框架边界的距离大于等于3mm。将金属铆接螺母和玻璃长纤维增强聚丙烯的汽车水箱支架结合,不仅可以利用玻璃长纤维增强聚丙烯的轻便性有效降低前端框架的重量,同时在较薄弱的连接孔处嵌入金属铆接螺母,保证连接点处的强度。
更进一步的,所述无规共聚聚丙烯、均聚聚丙烯、长玻璃纤维、相容剂和添加剂的重量组分为:无规共聚聚丙烯67份、均聚聚丙烯4份,长玻璃纤维20份、相容剂5.5份和添加剂4.5份,所述添加剂包括抗氧剂和有机过氧化物引发剂,所述抗氧剂的重量组分为25%,所述有机过氧化物引发剂的重量组分为75%,所述无规共聚聚丙烯的熔融指数为4.0g/10min,所述均聚聚丙烯的熔融指数为6.5g/10min。
更进一步的,所述长玻璃纤维为石英纤维。
更进一步的,所述长玻璃纤维的单丝直径为15um长度为10-12mm
更进一步的,所述聚丙烯接枝马来酸酐的接枝率为0.6~0.8%。得到的玻璃长纤维增强聚丙烯汽车水箱支架强度更高。
更进一步的,所述抗氧剂为抗氧剂1010或抗氧剂B系列。
更进一步的,所述有机过氧化物引发剂为二叔戊基过氧化物或过氧化苯甲酸叔丁酯。
更进一步的,所述无规共聚聚丙烯由4-5%重量组分的乙烯分子及95—96%重量组分的丙烯分子组成。采用此配方的无规共聚聚丙烯制得的玻璃长纤维增强聚丙烯汽车水箱支架具有更高的拉伸屈服强度和抗冲击性能。
本发明还公布了上述玻璃长纤维增强聚丙烯汽车水箱支架的制备方法,包括以下步骤:
1)、将65-68份无规共聚聚丙烯、3-5份均聚聚丙烯、5-6份相容剂和4-5份添加剂混合均匀后,加入双螺杆挤出机中;
2)、将19-21份长玻璃纤维从所述双螺杆挤出机的玻纤加入口加入,在180-190℃挤出,即可得到玻璃长纤维增强聚丙烯汽车水箱支架的原材料;
3)、将玻璃长纤维增强聚丙烯汽车水箱支架的原材料通过注塑模具一次注塑成型,即可得到玻璃长纤维增强聚丙烯汽车水箱支架。
有益效果:本发明的玻璃长纤维增强聚丙烯汽车水箱支架制备方法简单,综合性能优越,具有优异的抗冲击性能,高模量、高强度,而且本发明具有与金属相近的热膨胀系数,各向同性,低收缩,低蠕性,高尺寸稳定性以及优异的耐磨、耐疲劳性和耐化学性。
具体实施方式
下面结合具体实施例对本发明作更进一步的说明。以下所述仅是本发明的优选实施方式,应当指出:对于本技术领域的普通技术人员来说,在不脱离本发明原理的前提下,还可以做出若干改进和润饰,这些改进和润饰也应视为本发明的保护范围。
本发明公开了一种玻璃长纤维增强聚丙烯汽车水箱支架,汽车水箱支架采用玻璃长纤维增强聚丙烯材料一次注塑成型。汽车水箱支架上设置有连接点,连接点处设置有金属连接装置,金属连接装置包覆在玻璃长纤维增强聚丙烯材料中。将金属连接装置和玻璃长纤维增强聚丙烯的汽车水箱支架结合,不仅可以利用玻璃长纤维增强聚丙烯的轻便性有效降低前端框架的重量,同时在较薄弱的连接点处嵌入金属连接装置,保证连接点处的强度。前端框架上设置有连接孔,连接孔处设置有金属铆接螺母,金属铆接螺母铆接在玻璃长纤维增强聚丙烯材料中,金属铆接螺母距离所述前端框架边界的距离大于等于3mm。将金属铆接螺母和玻璃长纤维增强聚丙烯的汽车水箱支架结合,不仅可以利用玻璃长纤维增强聚丙烯的轻便性有效降低汽车水箱支架的重量,同时在较薄弱的连接孔处嵌入金属铆接螺母,保证连接孔处的强度。
无规共聚聚丙烯也是聚丙烯的一种,它的高分子链的基本结构用加进不同种类的单体分于加以改性。乙烯是最常用的单体,它引起聚丙烯物理性质的改变。与PP均聚物相比,无规共聚物改进了光学性能(增加了透明度并减少了浊雾),进步了抗冲击性能,增加了挠性,降低了熔化温度,从而也降低了热熔接温度;同时在化学稳定性、水蒸汽隔离性能和器官感觉性能(低气味和味道)方面与均聚物基本相同。本发明的无规共聚聚丙烯含有4-5%(重量)的乙烯分子及95—96%(重量)的丙烯分子。在聚合物链上,乙烯分子无规则地插在丙烯分子中间。在这种无规的或统计学共聚物中,大多数(通常75%)的乙烯是以单分子插进的方式结合进往的,叫做X3基团(三个连续的乙烯[CH2]依次排列在主链上),这还可看成是一个乙烯分子插在两个丙烯分子中间。另有25%的乙烯是以多分子插进的方式结合进主链的,又叫X5基团,由于有5个连续的亚甲基团(两个乙烯分子一起插在两个丙烯分子中间)。很难把X5和更高的基团如X7、X9等加以区分。鉴于此,把XS和更高基团的乙烯含量一起统计为>X3%。
无规共聚聚丙烯不同于均聚聚丙烯,由于无规地插进聚合物主链中的乙烯分子阻碍了聚合物分子的结晶型排列。共聚物结晶度的降低引起物理性质的改变:无规共聚聚丙烯与均聚聚丙烯相比刚度降低,抗冲击性能进步,透明度更好。
无规共聚聚丙烯对酸、碱、醇、低沸点碳氢化合物溶剂及很多有机化学品的作用有很强的抵抗力。室温下,无规共聚聚丙烯基本不溶于大多数有机溶剂。当暴露在肥皂、皂碱液、水性试剂和醇类中时,它们不象其它很多聚合物那样会发生环境应力断裂损坏。当与某些化学品接触时,特别是液体烃、氯代有机物和强氧化剂,能引起表面裂纹或溶胀。非极性化合物一般比极性化合物更轻易为无规共聚聚丙烯所吸收。
实施例1
将65份熔融指数为3.2g/10min的无规共聚聚丙烯、3份熔融指数为7g/10min的均聚聚丙烯、5份接枝率为0.7%的聚丙烯接枝马来酸酐、1.5份抗氧剂1010和3.2份二叔戊基过氧化物一起混合均匀,将混合好的物料从加料口加入双螺杆挤出机中,同时从螺杆熔融段的料筒壁上方玻纤入口处加入19份长玻璃纤维,其中,长玻璃纤维为单丝直径为15um长度为10-12mm的石英纤维,并于180~190℃下熔融挤出即可获得高性能的玻璃长纤维增强聚丙烯材料。经测试,该材料的熔融指数(200℃,载荷2.26Kg)为35g/10min,拉伸强度为107MPa,断裂伸长率为9%,杨氏模量为6.8GPa,缺口冲击强度为28kJ/m2,,热变形温度为170℃。其中,本实施例制备的材料的熔融指数是在200℃、载荷2.26Kg下测试;拉伸强度、断裂伸长率和杨氏模量是按GB/T1040-92标准测试的;缺口冲击强度是按GB/T1843-94标准测试。
实施例2
将68份熔融指数为4.5g/10min的无规共聚聚丙烯、5份熔融指数为6g/10min的均聚聚丙烯、6份接枝率为0.6%的聚丙烯接枝马来酸酐、0.8份抗氧剂1010和3.5份过氧化苯甲酸叔丁酯一起混合均匀,将混合好的物料从加料口加入双螺杆挤出机中,同时从螺杆熔融段的料筒壁上方玻纤入口处加入21份长玻璃纤维,其中,长玻璃纤维为单丝直径为15um长度为10-12mm的石英纤维,并于180~190℃下熔融挤出即可获得高性能的玻璃长纤维增强聚丙烯材料。经测试,该材料的熔融指数(200℃,载荷2.26Kg)为40g/10min,拉伸强度为120MPa,断裂伸长率为8%,杨氏模量为7.1GPa,缺口冲击强度为33kJ/m2,,热变形温度为180℃。其中,本实施例制备的材料的熔融指数是在200℃、载荷2.26Kg下测试;拉伸强度、断裂伸长率和杨氏模量是按GB/T1040-92标准测试的;缺口冲击强度是按GB/T1843-94标准测试。
实施例3
将67份熔融指数为4.0g/10min的无规共聚聚丙烯、4份熔融指数为6.5g/10min的均聚聚丙烯、5.5份接枝率为0.8%的聚丙烯接枝马来酸酐、1.25份抗氧剂B系列和3.75份过氧化苯甲酸叔丁酯一起混合均匀,将混合好的物料从加料口加入双螺杆挤出机中,同时从螺杆熔融段的料筒壁上方玻纤入口处加入20份长玻璃纤维,其中,长玻璃纤维为单丝直径为15um长度为10-12mm的石英纤维,并于180~190℃下熔融挤出即可获得高性能的玻璃长纤维增强聚丙烯材料。经测试,该材料的熔融指数(200℃,载荷2.26Kg)为45g/10min,拉伸强度为135MPa,断裂伸长率为7.5%,杨氏模量为8.0GPa,缺口冲击强度为40kJ/m2,,热变形温度为185℃。其中,本实施例制备的材料的熔融指数是在200℃、载荷2.26Kg下测试;拉伸强度、断裂伸长率和杨氏模量是按GB/T1040-92标准测试的;缺口冲击强度是按GB/T1843-94标准测试。
Claims (6)
1.一种玻璃长纤维增强聚丙烯汽车水箱支架,其特征在于,所述汽车水箱支架采用玻璃长纤维增强聚丙烯材料一次注塑成型,所述玻璃长纤维增强聚丙烯材料包括无规共聚聚丙烯、均聚聚丙烯、长玻璃纤维、相容剂和添加剂,其中,各组分的重量份数为:无规共聚聚丙烯65-68份、均聚聚丙烯3-5份、长玻璃纤维19-21份、相容剂5-6份和添加剂4-5份,
所述长玻璃纤维为石英纤维,所述长玻璃纤维的单丝直径为15μm,长度为10-12mm;
所述相容剂为聚丙烯接枝马来酸酐;所述添加剂包括抗氧剂和有机过氧化物引发剂,所述抗氧剂为抗氧剂1010或抗氧剂B系列,所述抗氧剂的重量组分为20-30%,所述有机过氧化物引发剂为二叔戊基过氧化物或过氧化苯甲酸叔丁酯,所述有机过氧化物引发剂的重量组分为70-80%,所述无规共聚聚丙烯的熔融指数为3.2~4.5g/10min,所述均聚聚丙烯的熔融指数为6~7g/10min。
2.根据权利要求1所述的一种玻璃长纤维增强聚丙烯汽车水箱支架,其特征在于,所述汽车水箱支架上设置有连接点,所述连接点处设置有金属连接装置,所述金属连接装置包覆在所述玻璃长纤维增强聚丙烯材料中。
3.根据权利要求1所述的一种玻璃长纤维增强聚丙烯汽车水箱支架,其特征在于,所述汽车水箱支架上设置有连接孔,所述连接孔处设置有金属铆接螺母,所述金属铆接螺母铆接在所述玻璃长纤维增强聚丙烯材料中,所述金属铆接螺母距离所述前端框架边界的距离大于等于3mm。
4.根据权利要求1所述的一种玻璃长纤维增强聚丙烯汽车水箱支架,其特征在于,所述无规共聚聚丙烯、均聚聚丙烯、长玻璃纤维、相容剂和添加剂的重量组分为:无规共聚聚丙烯67份、均聚聚丙烯4份,长玻璃纤维20份、相容剂5.5份和添加剂4.5份,所述添加剂包括抗氧剂和有机过氧化物引发剂,所述抗氧剂的重量组分为25%,所述有机过氧化物引发剂的重量组分为75%,所述无规共聚聚丙烯的熔融指数为4.0g/10min,所述均聚聚丙烯的熔融指数为6.5g/10min。
5.根据权利要求1所述的玻璃长纤维增强聚丙烯汽车水箱支架,其特征在于,所述聚丙烯接枝马来酸酐的接枝率为0.6~0.8%。
6.如权利要求1-5任一项所述的玻璃长纤维增强聚丙烯汽车水箱支架的制备方法,其特征在于,包括以下步骤:
1)、将65-68份无规共聚聚丙烯、3-5份均聚聚丙烯、5-6份相容剂和4-5份添加剂混合均匀后,加入双螺杆挤出机中;
2)、将19-21份长玻璃纤维从所述双螺杆挤出机的玻纤加入口加入,在180-190℃挤出,即可得到玻璃长纤维增强聚丙烯汽车水箱支架的原材料;
3)、将玻璃长纤维增强聚丙烯汽车水箱支架的原材料通过注塑模具一次注塑成型,即可得到玻璃长纤维增强聚丙烯汽车水箱支架。
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