CN104648488B - 用于交通工具的外壳构件 - Google Patents

用于交通工具的外壳构件 Download PDF

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CN104648488B
CN104648488B CN201410674127.1A CN201410674127A CN104648488B CN 104648488 B CN104648488 B CN 104648488B CN 201410674127 A CN201410674127 A CN 201410674127A CN 104648488 B CN104648488 B CN 104648488B
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CN104648488A (zh
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D.伦格肖森
T.雅各布
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GM Global Technology Operations LLC
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Abstract

本发明涉及一种用于交通工具的外壳构件，所述外壳构件包括至少一层支承层(8、9)和防护层(11)，其中，所述防护层(11)由纤维强化的、沿着所述外壳构件的至少一个外棱边(6)放置的带构成。

Description

用于交通工具的外壳构件
技术领域
本发明涉及一种用于交通工具的、尤其顶部模块的、发动机舱盖或者行李舱盖的由复合材料构成的外壳构件，所述复合材料包括热固性基层、至少一层由加强纤维构成的支承层和防护层。
背景技术
对于交通工具的外壳构件能使用加强塑料部件或者由具有塑料基层的复合材料构成的部件。如果由于强度的原因使用具有热固性基层的复合材料和高强度的加强纤维，则能够在发生意外时通过剧烈地碰撞导致部件的断裂。在此，形成多数较大的、尖锐的块状碎块。
为了避免这种尖锐的断棱，使用安装在外壳构件上的单独的防破碎薄膜。但是，这会导致粘附和视觉外观的问题。
WO 2010/006718 A1在顶部模块的示例中描述了一种由塑料构成的外壳构件，其中，在顶盖结构的层之间设置防破碎件。所述外壳构件由第一支承层、防破碎织物、核心层、第二支承层、防破碎织物、隔离层和外壳构成，其中，单个层的连接以CMS方法实现。由多个层构成的外壳结构和用CMS方法进行层的连接都是费时和昂贵的。
发明内容
本发明所要解决的技术问题是，这样地设计一种由塑料、尤其复合材料构成的外壳构件，使得能够以较低的成本实现有效的防破碎保护。
所述技术问题由于本发明的设计方案而被解决，通过一种用于交通工具的外壳构件，所述外壳构件包括至少一层支承层和防护层，其中，所述防护层由纤维强化的、沿着所述外壳构件的至少一个外棱边放置的带(Band)构成。所述带以较低的材料耗费提供一种抵抗从外壳构件边缘开始的机械荷载的有效保护。与使用覆盖外壳构件的整个表面的织物幅不同，能够快速、完全地避免剪切或边角料。因此，用于防护层的纤维的整体数量是较低的，从而在防护层上使用高级的、昂贵的纤维的情况下也能够以合适的成本制造作为整体的外壳构件。
所述防护层的纤维能够被安置在两层支承层之间。因此，防护层可以有支承性能地集成在外壳构件中，并且避免了构件表面可见的损伤。
所述防护层的纤维由被预先拉伸的热塑性塑料或者钢构成。
织物虽然在完好的状态下能够承载较高的荷载，但是当在荷载下出现损伤和第一条丝线出现裂纹时，垂直于裂纹的丝线延伸的丝线起到将荷载集中在较小空间内的作用，并且因此有利于裂纹的扩展。为了避免这种荷载集中，所述防护层的纤维能够没有交织。
为了没有断裂地沿着外壳构件的边缘传导荷载，所述纤维能够沿着所述带的纵向定向。
所述带能够在外壳构件完成之后被所述至少一层支承层的热固性基层浸透。这尤其能够由相互不连接的纤维构成的松散的带实现。
更适合放置的是带，它的纤维通过嵌入带状的基层或者支承层中而被粘牢。这种基层能够在外壳构件完成之后与所述至少一层支承层的热固性基层相熔合。
所述支承层自身能够同样地通过纤维加强，当然在这种纤维中对负荷能力的要求比它在防护层中的要求要低，这对于它在基层中的浓度、它的纤维长度和/或它的化学成分方面可以被考虑。支承层的纤维尤其可以是碳纤维、玻璃纤维和/或源于植物的自然纤维。
所述支承层的纤维构成织物结构，以便在制造外壳构件时简化对它的操作。
所述支承层的纤维能够被预先浸渍(预浸纤维)。
所述外壳构件的制造通过支承层和防护层被基层热固性塑料渗透，通过树脂传递模成形法(RTM法)或者通过缝隙浸渍来实现。由此得到防护层的纤维与基层的完整的包封。
附图说明
本发明的另一些特征和优点由下面结合附图对实施例的描述给出。附图为：
图1示出具有顶部模块的交通工具的上部的示意图；
图2示出在外棱边的区域内剖切顶部模块得到的剖面图。
具体实施方式
图1示出机动车车身的顶部区域的部件示意图。顶部框架2包括侧部型材，它在交通工具的右侧和左侧上跨过车门延伸，并且将A柱和C柱相互连接，以及将前横梁和后横梁3、4相连接。图1只是示出两个侧部型材中的一个；前横梁3如虚线所示那样邻接在顶部模块1下方的前风挡玻璃地延伸；后横梁在顶部模块1的后边缘下方延伸。
顶部模块1是由多层组合成的复合构件。它包括至少一层跨过顶部模块1的整个延展延伸的支承层和条纹状地沿着顶部模块1边缘延伸的防护层11，但是顶部模块1的中部留有空隙。
在图1所示的实施例中，防护层11的条纹(Streifen)如图所示沿着顶部模块1的朝向观察者的左侧的外棱边6延伸，第二条沿着在图1中未示出的右侧的外棱边延伸。在发生意外时与型材5接触的外棱边最早出现断裂风险。此外，防护层11的未示出的条纹能够设在顶部模块1的前和后边缘上。
图2示出在外棱边6附近剖切顶部模块1所得的剖面图。顶部模块1包括两层支承层8、9，它们相互在顶部模块1的中央区域内直接接触，并且防护层11在它们之间邻近边缘延伸。
第一和第二支承层8、9分别包括织物13和热固性的基层12，所述织物的丝线由高强度的碳纤维、玻璃纤维和/或植物纤维构成，所述织物嵌入所述热固性基层中。织物13还能够被由未纺织的纤维构成无纺布所代替。作为热固性基层12尤其考虑环氧树脂、聚酯树脂或者聚氨酯。
防护层11在此由平行于边缘6的纤维14构成，该纤维原始没有相互固定连接，例如以纵向梳理的无纺布的形式设置在支承层8、9的织物13之间，并且随后与织物一起被热固性基层12渗透，以便形成顶部模块1。为了使得渗透更加容易，纤维能够预先浸渍防护层11和支承层8、9，即所谓的预浸纤维。
防护层11的纤维14必须具有较高的断裂伸长率。因此，该纤维优选由预拉长的热塑性塑料、尤其聚乙烯(PE)、聚丙烯(PP)、聚对苯二甲酸二甲酯(PET)和/或钢构成。
为了使布置更加容易，防护层11能够除了纤维14外还包括由基质材料构成的带，将纤维14嵌入到所述带中，或者将纤维粘贴在带上。保护层尤其通过所谓的韧性环氧树脂带(UD-Tape)构成。所述基质材料能够在与热固性基层12浸渍后与热固性基层12紧密地粘贴或者熔合，从而如在图2中所示与基层不再分离。
理论上，还能够存在其他的层结构：
-只设有支承层8；
-在防护层11的至少一侧上设计由多层上下叠置的纤维织物构成的支承层8；
-在多个支承层8、9之间分别设置防护层11；
-防护层11构成顶部模块1的最外层。
如果在交通工具的侧向碰撞中由侧部型材5之一出发引起对顶部模块1的负载，则虽然能够在热固性基层12内形成裂纹并且支承层8、9的纤维或者全部丝线也可能被损坏，但是防护层11的纤维14未断裂，而是发生弹性塑性地变形。裂纹的延展由此被阻止，并且裂纹的侧面相互邻近地被固持。顶部模块1的单个碎片不能够脱离。避免了能够从顶部模块1中分离出的尖角和尖棱。
此外，防护层11还能够沿着顶部模块1的外棱边6纵向于前或后顶部框架3、4地安置。同样地，复合材料被选择用于顶部模块1的结构还能够在其它的外壳构件、例如发动机舱盖、行李舱盖、翼子板和车门中使用。在此，防护层11的纤维沿着构件的在碰撞中被事故特别加载负载和有断裂风险的外棱边延伸。但是，所述纤维同样能够覆盖其它的有断裂风险的构件区域。
顶部模块1的制造按照如下步骤进行：
-将支承层8的纤维织物13设置在用于顶部模块1的成型工具中；
-单独的、相互的或者以单向纤维带、如韧性环氧树脂带的形式保存防护层11的纤维；
-放置第二支承层9的纤维织物；
-以树脂传递模成形法(RTM-方法)或者通过缝隙浸渍将支承层8、9和防护层11被热固性基层12的热固性塑料浸透。
如果选择其它层结构，则将层8、9、11设置在工具中以相应的方式在层浸透之前进行。
在第一变型方案中，支承层8、9的纤维织物由预先浸渍的纤维(预浸纤维)构成。所述浸渍包括树脂和硬化剂，它们在加工热固塑料时发生反应。热固塑料优选是环氧树脂、聚酯树脂或者聚氨酯。通过在工具或者高压设备内热压层发生浸渍、支承层8、9和防护层11完全地被浸透和围裹，并且构成热固性基层12。
顶部模块1在第一变型方案中的制造按如下步骤进行：
-将支承层8的预浸渍的纤维织物设置在用于顶部模块1的工具中；
-单独的、相互的或者以单向纤维带、如韧性环氧树脂带的形式保存防护层11的纤维；
-放置第二支承层9的被浸渍的纤维织物；
-在工具或者高压设备中热压所述层8、9、11。
应该理解到，上述说明和附图虽然示例性地描述了一些本发明的实施例，但是它们仅仅作为一个例子，并且绝不会限制本发明的保护范围。只要不脱离权利要求的范围和与它相关范围的情况下，还能够存在所述实施例的不同变型方案。尤其是从所述实施例的说明和附图还有特征中得到的在权利要求中未提到的变型方案。这些特征也能够以与此处特定公开的组合不同的方式出现。在相同的语句中或者以另一种上下文的方式相互涉及了本发明的多个特征，但是这种情况并不证明，这些特征只能以特定公开的组合出现；取而代之的是，只要不影响本发明的功能性，也可以从多个这种特征中去除或更换单个特征。
附图标记列表
1 顶部模块
2 顶部框架
3 前横梁
4 后横梁
5 型材
6 外棱边
8 支承层
9 支承层
11 防护层
12 热固性基层
13 织物
14 纤维

Claims (10)

1.一种用于交通工具的外壳构件，所述外壳构件包括至少一层支承层(8、9)和防护层(11)，
其中，至少一层支承层包括两层支承层(8、9)并且所述防护层(11)被安置在两层支承层(8、9)之间，所述防护层(11)由纤维强化的、沿着所述外壳构件的至少一个外棱边(6)放置的带构成，所述防护层(11)的纤维没有交织并且平行于至少一个外棱边(6)，
两层支承层(8、9)相互在外壳构件的中央区域内直接接触，并且所述防护层(11)在它们之间邻近边缘延伸。
2.根据权利要求1所述的外壳构件，其中，所述防护层(11)的纤维由被预先拉伸的热塑性塑料或者钢构成。
3.根据权利要求1或2所述的外壳构件，其中，所述防护层(11)的纤维沿着所述带的纵向定向。
4.根据权利要求1或2所述的外壳构件，其中，所述防护层是纤维层，所述纤维层被所述至少一层支承层的热固性基层(12)浸透。
5.根据权利要求1或2所述的外壳构件，其中，所述防护层包括基层，所述基层与所述至少一层支承层的热固性基层(12)相熔合。
6.根据权利要求1或2所述的外壳构件，其中，所述支承层(8、9)通过纤维加强。
7.根据权利要求6所述的外壳构件，其中，所述支承层(8、9)的纤维构成织物。
8.根据权利要求1或2所述的外壳构件，其中，所述支承层(8、9)由预先浸渍的纤维构成。
9.根据权利要求1或2所述的外壳构件，其中，所述外壳构件设计为顶部模块(1)、发动机舱盖或者行李舱盖。
10.根据权利要求1或2所述的外壳构件，其中，所述外壳构件的制造通过支承层(8、9)和防护层(11)被热固性基层(12)的热固性塑料渗透，通过树脂传递模成形法或者通过缝隙浸渍来实现。
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