CN1041910A - 单片塑造的复合零件及其制造方法 - Google Patents
单片塑造的复合零件及其制造方法 Download PDFInfo
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Abstract
一种制造纤维增强中空零件,特别是车体外壳的方法,它包括:将成型坯加在一个薄壁中空支承物上,所述支承物预制成与车体外壳零件大体相符的形状;然后支承物排气,支承物一成型坯组件被放入一个模子中;闭合模子,随后支承物再次充压,将树脂注入模子中,灌满成型坯的纤维片,一旦树脂固化,就可敞开模子,取出零件。
Description
本申请是1985年8月22日提出的美国专利申请号768,259、1987年12月21日提出的美国专利申请号136,187以及1988年5月4日提出的美国专利申请号190,055的部分继续申请。
本发明涉及纤维材料增强的塑料零件,尤其是涉及制造中空轻质、具有复杂形状的零件的方法。
本发明特别适用于制造车体外壳例如车门、提升门、车顶盖以及引擎盖之类。当今最典型的车体罩壳是由单独的金属内板和外板制成的。所述内外板用焊接、折边凸缘、机械紧固以及粘结等方法连结在一起。除了需要两台机床和多套冲模来制造内外板之外,在通常的连结工序中还需要昂贵的夹具,使内外板位置准确。人们已经认识到,用纤维增强塑料来制造外板具有不少优点。然而,这样做一般仍必须有另外的连结工序,以便将此外板与内板、装饰板以及单独的反光镜座组合在一起。
当然,外板表面必须保持平滑漂亮、令人愉快的外表。这就是贸易中通常所说的“A”级表面。用焊接方法将不同零件连结在一起会使A级表面受到损伤。如果用硬质粘合剂来代替焊缝,也会造成“看透”粘缝问题。但是内外板只有刚性连结起来,才可能在承载时很好地协同工作,成为一个合格的结构。
典型的车体外壳制造法的另一个问题是要制造多个板以及零件。
这就导致了组装误差、生产率低下以及一系列质量控制问题。
共同转让的美国专利申请号-1985年8月22日提出的768,259;1987年12月21日提出的136,187;1986年2月26日提出的833,304即现在的美国专利号4,740,346;以及1988年5月4日提出的190,055披露了各种形成中空纤维增强塑料结构的方法。这些申请都结合至少一个最佳实施例,揭示了使用一个可吹胀囊状物的方法,在将树脂注入模子的时候,使所述囊状物充压,以便确定零件的中空内部形状。可以把囊状物想象成气球类,未充压时它不能自行支撑起来。根据上述专利的披露,首先把纤维片放到敞开模子的一个面上,然后把囊状物放在这些纤维片上,再把零件顶面用的纤维片加在囊状物上方,然后闭合模子,在注入树脂期间使囊状物充压。这种方法虽然能取得良好效果,但也确实存在一些缺点。例如:有时会出现以下问题:充压时气球类的囊状物不象预期那样完全膨胀,因而不能完全地确定零件内部的一些部分。模子装料工序的大部分操作需在模子现场进行,处理比较困难。此外,在模子闭合囊状物充压之前,放在囊状物顶部的纤维片有下弯的倾向,因而可能造成一些有害的错位。
根据本发明最佳实施例的原理,提供一个薄壁中空支承物,它具有所需零件的大致形状。该支承物的刚度足以坚固地保持其形状,至少在它的未加载状态是如此。把纤维片制成的成型坯贴在支承物上形成一个组件,例如可以是用热熔性粘合剂将成型坯固定在支承物上。再将此组件放入模子,并闭合所述模子。然后将树脂注入模子,灌满所述纤维片。待树脂固化后,从模子中取出零件,按需要去除毛刺,于是就制成了一个单片中空零件,尤其是一个车体外壳零件。
下面参照附图进行详细介绍,从而使熟悉此项技术的人们明瞭本发明的各种优点,在附图中:
图1是根据本发明最佳实施例制成的一个零件的局部剖去的透视图;
图2是沿着图1中2-2线的剖视图;
图3是一张工艺流程图,用来说明该最佳实施例方法中各步骤的顺序;
图4是支承物-成型坯组件的部件分解透视图;
图5是树脂注入和支承物充压之前该组件在模子中的剖视图;
图6与图5类似,只是树脂已经注入,支承物再次充压;
图7是所述模子以及支承物-成型坯组件的部件分解透视图。
本发明将结合汽车单片门的制造来进行介绍。然而应该理解,本发明除了特别适用于制造多种车体外壳零件之外,还有更为广泛的用途。
首先参看图3、4。提供一个薄壁中空的支承物10,其形状与所需零件(在此是一扇汽车门)的形状大致相符。支承物10的刚度足以坚固地保持其形状,至少在它不承载,即不支持所述成型坯之类的外部材料时是如此。另外,它应该造价便宜,重量轻并且对流体基本上呈密封性。在这个最佳实施例中,支承物10最好是一个真空装置,它由两张厚度约为0.010~0.030英寸的适用的热塑性材料例如聚乙烯、丙烯腈丁二烯苯乙烯共聚物(ABS)或者聚氯乙烯(PVC)片制成。所用的方法可以是热成型、吹制成型或者是旋转成型。可以把支承物10想象成当今日常使用的塑料牛奶罐。它的刚度足以保持其形状,然而,当内部排空或者被加上足够重量的成型坯后它会稍有变形,此时如果充压它能胀回到其原有的形状。
如图3所述,下一个通常步骤是把玻璃纤维成型坯放在充压的支承物10上。可能需要为该支承物提供一点压力(1/2~1磅/英寸2),以防它被成型坯压凹。支承物10还具有能与一个喷嘴接合的适当的入口12,所述喷嘴再通过一根软管之类连接到一个压缩空气源上。应当指出,这一充压步骤可有可无,取决于成型坯的重量。在图4中画出了三个所述成型坯14、16和18。由于这些成型坯相对较大,因此薄壁支承物10只有充压才能防止变形。每个成型坯由一层或者多层纤维网状材料组成,该材料用适当的粘合剂如热熔型粘合剂或接触性粘合剂之类临时固定在一起呈所需的形状。成型坯14通常构成门的外板,成型坯16通常构成门的内板,而成型坯18通常构成该门的反光镜座。由于支承物10也大致具有所需零件的形状,它能起到导向装置的作用,帮助操作者判定成型坯应放置的地方。可以用各种各样的方法将成型坯固定起来,但最好的一种方法是:先把热熔型粘合剂点在支承物10上,然后将成型坯压在支承物上,使它粘在所需位置。
现在参见图7,支承物-成型坯组件20成为一个单片状的个体,它可在任何方便的场合制作、储存,并在需要时运来,放置在模子22之中。模子22包括一个下模24,下模上具有一个呈内板所需形状的模腔26。还做出一些结构,作为模子22闭合后注入树脂、排出空气和树脂、以及支承物10充压之用。如图6和图7所示,将树脂源28连接到位于下模24上表面的沟槽30上,排出槽32与模腔26相通。洞口34则为一个适用的喷嘴36提供了空间。
参见图5,将组件20放入横腔26并闭合上模38。在上模38闭合之前,支承物10排出压缩空气。由于受到有几分重量的成型坯的压力,此薄壁支承物稍有变形,从其最终位置缩小大约1~10%。也可采用负压或者真空,使支承物10和其上的成型坯稍有缩小,这样的缩小量对于使上模38能方便地闭合来说是足够了。上模38与下模24类似,也包括一个模腔40,但在此处模腔具有门外板所需表面的形状。
一旦上下模闭合完毕,喷嘴36就将气源42中的压缩空气通过入口12送入支承物10的内部。随后,把来自树脂源28的树脂通过沟槽30注入模子,灌满纤维成型坯14、16和18。空气和多余的树脂通过排出槽32排出。在这个例子中,所用树脂是乙烯脂,不过聚脂、环氧树脂、尿烷以及其它多种树脂也是令人满意的。在灌满树脂工序期间,由于压缩空气源42提供的内部均衡气压的作用,能防止薄壁支承物10凹下变形。
在树脂固化因而合成结构变为刚性之前,模子一直保持其关闭状态。所述固化可以在加热加压状态进行,也可在室温状态进行,取决于树脂种类及所选用的催化剂。在这个例子中,上下模最好一直加热到灌入成型坯的树脂固化。
此零件从模子中取出之后,按需要去除毛刺,就形成如同图1、2所示的单片塑造门44。因此,门44由一个整体塑造的单元构成,此单元外板46与内板48整体地连结在一起。所述外板46还包括一个塑造出的反光镜座50。插入杆。绞链、碰锁以及其它金属附件最好先预装成一个金属附件小组件,该小组件能通过一个开口(未画出)插入空腔52中,所述开口可一起塑造出来也可在塑造后再开出。在空腔52中的开口可位于门的底部或绞链区域。所述小组件设计成能封闭这个开口。
通常的门结构需要分别制出内、外板然后将它们连结在一起,因此,这种单片塑造门44能减少消耗、提高效率。在所用材料的钢材比率仅约1/10的情况下,门44能具有与传统金属门等值的刚度。单片门44不再需要多个门片,因而可减少组装误差,提高产生率,减少库存量以及改善质量。模腔26和38能作适当的机加工,以便为门提供符合要求的表面光洁度。例如,横腔26能具有某种结构,使内板具有粒状装饰表面,而横腔40通常是平滑的,使外板具有通常所需的A级表面。本发明特别适用于制造复杂的不对称零件,包括具有多个接合面的车门之类,例如车门的窗框部分54与门的空腔52就在所述接合面相互连接。
熟悉此项技术的人们在研究本说明、附图及后面的权利要求之后,将很容易了解本发明的其它各种优越性。
Claims (15)
1、一种制造纤维增强中空零件的方法,其改进包括:
提供一个薄壁支承物,其刚度在不承载时足以坚固地保持其形状;
把多个纤维片成型坯贴在该支承物上形成一个组件;
将所述组件放入一个模子;
闭合模子;
用树脂灌满该纤维片;
使树脂固化形成一个中空零件;
敞开模子;
从模子中取出零件。
2、如权利要求1所述的方法,它进一步包括:
在加放成型坯时支承物充压;
在闭合模子前支承物排气;
用树脂灌满成型坯之前支承物再次充压。
3、如权利要求1所述的方法,其特征为,将所述支承物做成一个真空装置,它由多片厚度为0.010~0.030英寸的热塑性材料构成。
4、如权利要求1所述的方法,其特征为,所述支承物大体呈一扇车门的形状。
5、一种制造纤维增强中空零件的方法,所述方法包括:
提供一个大体呈所需零件形状的薄壁中空支承物,所述支承物的刚度足以坚固地保持其形状;
向该支承物内部充压;
把多个纤维片成型坯放在所述支承物上形成一个组件;
所述支承物排气;
把所述组件放入一个模子中;
闭合所述模子;
所述支承物再次充压;
将树脂注入所述模子,灌满所述纤维片;
使树脂固化;
从所述模子中取出零件。
6、如权利要求5所述的方法,其特征为,将所述支承物做成一个真空装置,它由多个厚度为0.010~0.030英寸的热塑性片构成。
7、如权利要求6所述的方法,其特征为,所述支承物呈一个带反光镜座的车门的形状。
8、如权利要求7所述的方法,其特征为,所述成型坯包围着支承物,所以从模子中取出的零件是一扇外板和内板整体相连的车门。
9、如权利要求8所述的方法,它进一步包括:
去除所述零件的毛刺;
将车门金属附件插入所述内外板之间的车门内腔。
10、一种制造车门的方法,所述方法包括;
制造一个厚度为0.010~0.030英寸的薄壁中空支承物,该支承物大体上呈包括反光镜座车门的形状;
将一块第一成型坯加在所述支承物的顶面,以便通常构成所述车门的外板;
将一块第二成型坯加在所述支承物的底面,以便通常在构成所述车门的内板;
将一块第三成型坯加在所述支承物的反光镜座部位上;
所述支承物排气;
把所述支承物和连结其上的多个成型坯放入一个模子;
闭合所述模子;
所述支承物再次充压;
将树脂注入所述模子,灌满所述成型坯;
使树脂固化;
从模子中取出所述零件。
11、根据下述方法制造的一个纤维增强的塑料零件:
将多个纤维片加到刚度足以保持自身形状的一个薄壁支承物上,从而形成一个组件;
将所述组件放入一个模子中;
闭合所述模子;
用树脂灌满所述纤维片;
使树脂固化,形成一个中空零件;
从所述模子中取出零件。
12、一种制造车门的方法,该方法包括:
提供一个大体呈所需车门形状的薄壁中空支承物,所述支承物的刚度足以坚固地保持自身形状;
向该支承物内部充压;
把纤维片制成的成型坯放在该支承物上形成一个组件;
所述支承物排气;
把所述组件放入一个模子;
闭合所述模子;
所述支承物再次充压;
将树脂注入该模子,灌满所述纤维片;
使树脂固化;
敞开所述模子;
从模子中取出零件。
13、一种制造车门的方法,该方法包括:
提供一个真空装置,它由厚度为0.010~0.030英寸、薄壁中空的热塑性材料支承物制成,所述支承物大体呈包括反光镜座的一个车门的形状;
将一块第一成型坯加在所述支承物的顶面,以便通常构成该车门的外板;
将一块第二成型坯加在所述支承物的底面,以便通常构成该车开的内部;
将一块第三型坯加在所述支承物的反光镜座部上;
所述支承物排气;
把所述支承物和连结其上的多个成型坯放入一个模子;
闭合所述模子;
所述支承物再次充压;
将树脂注入所述模子,灌满所述成型坯;
使树脂固化;
从模子中取出所述零件。
14、一扇车门,它包括:
一个具有整体连结的内、外板的单片中空结构,所述内、外板由纤维增强塑料制成,所述纤维增强塑料被内部的、由不同材料制成的一个薄壁支承物隔开。
15、如权利要求14所述的车门,其特征为,所述薄壁支承物由厚度约为0.010~0.030英寸的热塑性材料制成。
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US07/257,996 US5000990A (en) | 1985-08-22 | 1988-10-14 | One piece molded composite part and method of manufacture |
US257,996 | 1988-10-14 |
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CN1041910A true CN1041910A (zh) | 1990-05-09 |
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CN89107842A Pending CN1041910A (zh) | 1988-10-14 | 1989-10-12 | 单片塑造的复合零件及其制造方法 |
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US (1) | US5000990A (zh) |
EP (1) | EP0363744A3 (zh) |
JP (1) | JPH02122920A (zh) |
KR (1) | KR900006099A (zh) |
CN (1) | CN1041910A (zh) |
AU (1) | AU623925B2 (zh) |
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CN102922622B (zh) * | 2012-11-23 | 2015-06-10 | 中国科学院宁波材料技术与工程研究所 | 一种纤维增强复合材料汽车后箱盖的生产方法 |
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CN107718605A (zh) * | 2017-11-16 | 2018-02-23 | 西安方元明科技股份有限公司 | 一种发射箱箱体及其制备方法、发射箱及其制备方法 |
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- 1988-10-14 US US07/257,996 patent/US5000990A/en not_active Expired - Fee Related
-
1989
- 1989-08-14 CA CA000608291A patent/CA1331997C/en not_active Expired - Fee Related
- 1989-08-25 AU AU40818/89A patent/AU623925B2/en not_active Ceased
- 1989-09-26 MX MX017685A patent/MX165451B/es unknown
- 1989-09-27 JP JP1251732A patent/JPH02122920A/ja active Pending
- 1989-09-28 EP EP19890117964 patent/EP0363744A3/en not_active Withdrawn
- 1989-10-12 KR KR1019890014600A patent/KR900006099A/ko not_active Application Discontinuation
- 1989-10-12 CN CN89107842A patent/CN1041910A/zh active Pending
- 1989-10-13 BR BR898905223A patent/BR8905223A/pt not_active Application Discontinuation
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CN103635336A (zh) * | 2011-06-30 | 2014-03-12 | 戴姆勒股份公司 | 具有用于模块化构成的壳体部件的外覆板的外部模块、该模块化构成的壳体部件自身以及用来制造该外部模块的方法 |
CN103635336B (zh) * | 2011-06-30 | 2016-08-24 | 戴姆勒股份公司 | 外部模块及其制造方法和模块化构成的壳体部件 |
CN102514210A (zh) * | 2011-12-12 | 2012-06-27 | 天津工业大学 | 一种复合材料预制件的成型方法 |
CN105666892A (zh) * | 2016-01-25 | 2016-06-15 | 浙江大学 | 一种用碳纤维复合材料制造汽车车身的方法 |
CN105666892B (zh) * | 2016-01-25 | 2017-12-15 | 浙江大学 | 一种用碳纤维复合材料制造汽车车身的方法 |
CN109334418A (zh) * | 2018-10-26 | 2019-02-15 | 浙江方向实业有限公司 | 皮卡车后盖及其生产方法 |
CN112810944A (zh) * | 2019-11-18 | 2021-05-18 | 麦格纳能源储存系统公司 | 制造塑料箱的方法 |
Also Published As
Publication number | Publication date |
---|---|
MX165451B (es) | 1992-11-11 |
US5000990A (en) | 1991-03-19 |
EP0363744A2 (en) | 1990-04-18 |
AU623925B2 (en) | 1992-05-28 |
EP0363744A3 (en) | 1991-07-10 |
BR8905223A (pt) | 1990-05-15 |
KR900006099A (ko) | 1990-05-07 |
CA1331997C (en) | 1994-09-13 |
JPH02122920A (ja) | 1990-05-10 |
AU4081889A (en) | 1990-04-26 |
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