CN105437699A - 一种新型乘用车用外轮罩毛毡材料及其制备方法 - Google Patents

一种新型乘用车用外轮罩毛毡材料及其制备方法 Download PDF

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CN105437699A
CN105437699A CN201510969060.9A CN201510969060A CN105437699A CN 105437699 A CN105437699 A CN 105437699A CN 201510969060 A CN201510969060 A CN 201510969060A CN 105437699 A CN105437699 A CN 105437699A
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polyester fiber
felt
passenger car
bumper
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CN105437699B (zh
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丁文鹏
周立
方晶
赵涛
马国维
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Zhejiang Hua Jiang Science & Technology Co Ltd
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Abstract

本发明公开了一种新型乘用车用外轮罩毛毡材料及其制备方法。毛毡材料从上至下依次为：阻尼减震层、胶粉层、吸音层、缓冲减震层和刚性支撑抗冲击层。毛毡生产效率高，由三台梳理机分别控制各功能层的铺网，再经过撒粉和贴合阻尼减震层，一步法制成毛毡产品；轮罩吸音性能好，轮罩材料的混响室测试平均吸音系数在0.65以上。

Description

一种新型乘用车用外轮罩毛毡材料及其制备方法
技术领域
本发明涉及到一种毛毡材料及其制备工艺，具体地说，是一种新型乘用车用外轮罩毛毡材料及其制备方法。
背景技术
汽车轮罩护板属于外饰件，装配在车轮上方，它的主要作用是抑制雨水或泥沙等附着而污损车身，以及因汽车行驶时石子的飞溅损伤车身等。此外，在恶劣的天气中其仍需发挥作用，因而还要求材料具有良好的耐候性。
目前汽车市场中使用最多的轮罩护板材料是以聚丙烯(PP)和三元乙丙橡胶(EPDM)共混为主，另外还有高密度聚乙烯(HDPE)材料等。这类材料由于是注塑成型，材料紧密，对汽车行驶时产生的噪音吸收有限，而且在受到雨水、泥沙、石子等碰撞时，会产生击打噪音，这些噪音通过车身传播到车内室，严重影响车内的安静性。另外，这种材料的轮罩耐环境老化性能差、寿命短。由于共振等原因，老化后的轮罩极易破裂，损坏后的塑料难以回收利用，因此使用成本较高。在雨天行驶时，轮胎高速运转带起的水滴打到此类轮罩表面后，反溅的水雾会对后面行驶中的车辆带来巨大安全隐患。
聚酯纤维增强聚丙烯复合材料(PP+PET)用于汽车轮罩，具有成型工艺简单、成本低、质量轻、吸音好、减振等优点，而且雨天行驶不会产生水雾。但目前市场上的毛毡类轮罩材料很少有兼具以上所有优点，吸音性能好，刚性就会相应下降，轮罩偏软，容易与轮胎产生干涉损坏，而且行驶过程中的石子飞溅也会对轮罩造成破坏，轮罩寿命短；刚性强，材料紧实，吸音性能就会下降。在对汽车乘坐舒适性的要求越来越高的今天，如何设计出同时具有刚性强、吸音好、寿命长等优点的新型轮罩非常重要。
参考文献，中国专利CN201220286639。
发明内容
针对现有技术的不足之处，本发明提供了一种新型乘用车外轮罩毛毡材料，不仅具有质量轻、吸音好、减震阻尼等优点，而且加工工艺简单，成型后产品寿命长，本发明是通过以下技术方案来实现的：
本发明公开了一种新型乘用车外轮罩毛毡材料，毛毡材料从上至下依次为：阻尼减震层、胶粉层、吸音层、缓冲减震层和刚性支撑抗冲击层。
作为进一步地改进，本发明所述的阻尼减震层是热塑性聚烯烃弹性体POE、热塑性聚氨酯橡胶TPU、聚酰胺热塑性弹性体、苯乙烯类的弹性体TPE、苯乙烯类嵌段共聚物SEBS中的一种或几种弹性体的共挤膜，共挤膜的克重为70～210g/m2。
作为进一步地改进，本发明所述的阻尼减震层上均匀的开设有圆孔，与吸音层、缓冲减震层和刚性支撑抗冲击层形成共振空腔。在吸音层上复合一层阻尼减震层，一方面对结构噪声进行阻尼；另一方面在阻尼减震层上均匀的开有圆孔，与毛毡基体形成共振空腔，进一步提高对低频噪音的吸收。
作为进一步地改进，本发明所述的阻尼减震层的均匀圆孔直径是0.1-5mm，均匀圆孔的孔隙率是0.5-15％/m2。
作为进一步地改进，本发明所述的吸音层是聚酯纤维针刺毡。在其上层撒上胶粉颗粒，零维的胶粉颗粒与一维的聚酯纤维可形成更加复杂的多孔结构，增加了声音传播的路径，使更多的声能通过摩擦和阻尼转化为热能，从而明显提高材料的吸音性能；另外由于其结构十分蓬松，从而提高在泥沙、石子、雨水等的碰撞击打下车轮罩的缓冲性，也起到减震的作用。
作为进一步地改进，本发明所述的缓冲减震层是由低熔点改性聚酯纤维和高弹聚酯纤维组成，低熔点改性聚酯纤是皮芯复合结构，皮层是低熔点改性聚酯纤维，芯层是普通聚酯纤维。低熔点改性聚酯纤维与高弹聚酯纤维相容性更好，而且由于是皮芯结构，加热后皮层融化做粘结作用，由于是点状粘结，纤维之间形成更加复杂的多孔结构，提高吸音性能。低熔点改性聚酯主要是在合成聚酯时添加柔性链段，使改性聚酯的玻璃化转变温度(Tg)在室温左右，由于其内部结构非晶区增加，增加了声波穿透材料时对声波的阻尼作用，由此提高吸音效果。同时，高弹性聚酯纤维加入，增加缓冲减震层的压缩比，使缓冲减震层具由更好的弹性，以缓冲行驶过程中飞溅的石子、泥沙等对轮罩的冲击。
作为进一步地改进，本发明所述的低熔点改性聚酯纤维其熔点在160-185℃。
作为进一步地改进，本发明所述的刚性支撑抗冲击层是聚酯纤维增强改性聚丙烯纤维。使用聚酯纤维增强改性聚丙烯纤维，针刺结构致密，使材料具有更好的刚性和抗冲击性，轮胎在与飞溅的泥沙、石子、雨水等的碰撞下，会发挥良好的耐久性能和抗击打性能。
作为进一步地改进，本发明所述的各结构层之间的密度均不相同，形成密度梯度。可以吸收不同频率的声波，从而提高吸音效果。
本发明还公开了一种新型乘用车外轮罩毛毡材料的制备方法，由三台梳理机分别控制吸音层，缓冲减震层，刚性支撑抗冲击层三层结构的铺网，具体制备步骤如下：
1)、将聚酯纤维和改性聚丙烯纤维投入到第一台梳理机，经过梳理后，形成刚性支撑抗冲击层，将形成刚性支撑抗冲击层纤维网通过交叉铺网均匀地铺在传送网帘上；
2)、将低熔点改性聚酯纤维和高弹聚酯纤维投入到第二台梳理机，经过梳理后，组成缓冲减震层，将缓冲减震层纤维网均匀通过交叉铺网均匀地铺在刚性支撑抗冲击层纤维网的上方；
3)、将涤纶纤维投入到第三台梳理机，经过梳理后，组成吸音层，将吸音层纤维网通过交叉铺网均匀地铺在缓冲减震层纤维网的上方；
4)、经过层叠后的纤维网通过预针刺和主针刺后，制成具有一定缠结结构的纤维毛毡中间品；
5)、将胶粉颗粒均匀的撒在纤维毛毡中间品的吸音层的外表面；
6)、用复合机将打孔的阻尼减震层贴在撒了胶粉颗粒的纤维毛毡中间品的吸音层外表面。
本发明的有益效果如下：
1、毛毡生产效率高，由三台梳理机分别控制各功能层的铺网，再经过撒粉和贴合阻尼减震层，一步法制成毛毡产品；
2、轮罩寿命长，轮罩毛毡材料经过热压成型后，制得的轮罩成型件的刚性支撑抗冲击层和缓冲减震层具有优异的刚性支撑效果和缓解碎石、泥沙击打效果，可通过GMW14700,MethodB碎石冲击条件：700g碎石对在常温下、低温-30℃下和低温-30℃水中浸泡16h后的样品冲击后不出现破洞、起毛、分层或其他变化的标准；耐高压清洗通过GMW16745MethodB标准；抗水喷溅通过ISO9073-17标准；抗毛细作用满足SAEJ913＜5mm标准；耐摩擦性通过GMW3208标准；耐热老化通过85℃下168小时，无收缩、变形；环境循环测试后产品无收缩、变形；
3、轮罩吸音性能好，轮罩材料的混响室测试平均吸音系数在0.65以上。
附图说明
图1为本发明一种新型乘用车外轮罩毛毡材料结构；
图2为本发明中阻尼减振层1的开孔截面示意图。
图中，1是阻尼减震层，2是胶粉层，3是吸音层，4是缓冲减震层，5是刚性支撑抗冲击层，6是孔。
具体实施方式
下面结合说明书附图通过具体实施例对本发明的技术方案作进一步地说明：
实施例一：
由三台梳理机分别控制吸音层3、缓冲减震层4、刚性支撑抗冲击层5三层结构的铺网。具体的：
一、梳理针刺成毡
1、将聚酯纤维和改性聚丙烯纤维投入到第一台梳理机，经过梳理后，组成刚性支承抗冲击层，将刚性支承抗冲击层纤维网通过交叉铺网方式均匀的铺在传送网帘上；
2、将熔点在185℃的低熔点改性聚酯纤维和高弹聚酯纤维投入到第二台梳理机，经过梳理后，组成缓冲减震层4，将缓冲减震层4纤维网通过交叉铺网方式均匀的铺在刚性支承抗冲击层纤维网上方；低熔点改性聚酯纤是皮芯复合结构，皮层是低熔点改性聚酯纤维，芯层是普通聚酯纤维。
3、将聚酯纤维投入到第三台梳理机，组成吸音层3，经过梳理后，将吸音层3纤维网均匀通过交叉铺网方式铺在缓冲减震层4纤维网的上方；
4、将三台梳理机各自铺叠的纤维网一起进行预针刺和主针刺进行针刺缠结，形成具有一定缠结结构的纤维毛毡中间品；
二、撒粉
将胶粉颗粒均匀的撒在纤维毛毡中间品吸音层3的外表面；
三、复合阻尼减震层1
用复合机将打孔率在0.5％，孔6直径在5mm的70g/m2的TPU阻尼减震层1贴在撒过胶粉纤维毛毡中间品的吸音层3外表面。
最终制得新型乘用车轮罩毛毡材料。
将所制得的毛毡材料通过平板烘箱烘烤后，模压制得轮罩成型件。
上述实施例中，轮罩毛毡材料经过热压成型后，制得的轮罩成型件可通过GMW14700,MethodB碎石冲击条件：700g碎石对在常温下、低温-30℃下和低温-30℃水中浸泡16h后的样品冲击后不出现破洞、起毛、分层或其他变化的标准；耐高压清洗通过GMW16745MethodB标准；抗水喷溅通过ISO9073-17标准；抗毛细作用满足SAEJ913＜5mm标准；耐摩擦性通过GMW3208标准；耐热老化通过85℃下168小时，无收缩、变形；环境循环测试后产品无收缩、变形；GMW14177混响室测试平均吸音系数在0.68。
实施例二：
由三台梳理机分别控制吸音层3、缓冲减震层4、刚性支撑抗冲击层5三层结构的铺网。具体的：
一、梳理针刺成毡
1、将聚酯纤维和改性聚丙烯纤维投入到第一台梳理机，经过梳理后，组成刚性支承抗冲击层，将刚性支承抗冲击层纤维网通过交叉铺网方式均匀的铺在传送网帘上，；
2、将熔点在165℃的低熔点改性聚酯纤维和高弹聚酯纤维投入到第二台梳理机，经过梳理后，组成缓冲减震层4，将缓冲减震层4纤维网通过交叉铺网方式均匀的铺在刚性支承抗冲击层纤维网上方；
3、将聚酯纤维投入到第三台梳理机，组成吸音层3，经过梳理后，将吸音层3纤维网均匀通过交叉铺网方式铺在缓冲减震层4纤维网的上方；
4、将三台梳理机各自铺叠的纤维网一起进行预针刺和主针刺进行针刺缠结，形成具有一定缠结结构的纤维毛毡中间品；
二、撒粉
将胶粉颗粒均匀的撒在纤维毛毡中间品吸音层3的外表面；
三、复合阻尼减震层1
用复合机将打孔率在15％，孔6直径在1mm的210g/m2的POE/TPU共挤膜阻尼减震层1贴在撒过胶粉纤维毛毡中间品的吸音层3外表面。
最终制得新型乘用车轮罩毛毡材料。
将所制得的毛毡材料通过平板烘箱烘烤后，模压制得轮罩成型件。
上述实施例中，轮罩毛毡材料经过热压成型后，制得的轮罩成型件可通过GMW14700,MethodB碎石冲击条件：700g碎石对在常温下、低温-30℃下和低温-30℃水中浸泡16h后的样品冲击后不出现破洞、起毛、分层或其他变化的标准；耐高压清洗通过GMW16745MethodB标准；抗水喷溅通过ISO9073-17标准；抗毛细作用满足SAEJ913＜5mm标准；耐摩擦性通过GMW3208标准；耐热老化通过85℃下168小时，无收缩、变形；环境循环测试后产品无收缩、变形；GMW14177混响室测试平均吸音系数在0.65。
实施例三：
由三台梳理机分别控制吸音层3、缓冲减震层4、刚性支撑抗冲击层5三层结构的铺网。具体的：
一、梳理针刺成毡
1、将聚酯纤维和改性聚丙烯纤维投入到第一台梳理机，经过梳理后，组成刚性支承抗冲击层，将刚性支承抗冲击层纤维网通过交叉铺网方式均匀的铺在传送网帘上，；
2、将熔点在165℃的低熔点改性聚酯纤维和高弹聚酯纤维投入到第二台梳理机，经过梳理后，组成缓冲减震层4，将缓冲减震层4纤维网通过交叉铺网方式均匀的铺在刚性支承抗冲击层纤维网上方；
3、将聚酯纤维投入到第三台梳理机，组成吸音层3，经过梳理后，将吸音层3纤维网均匀通过交叉铺网方式铺在缓冲减震层4纤维网的上方；
4、将三台梳理机各自铺叠的纤维网一起进行预针刺和主针刺进行针刺缠结，形成具有一定缠结结构的纤维毛毡中间品；
二、撒粉
将胶粉颗粒均匀的撒在纤维毛毡中间品吸音层3的外表面；
三、复合阻尼减震层1
用复合机将打孔率在8％，孔6直径在3mm的120g/m2的聚烯烃弹性体POE/聚酰胺热塑性弹性体共挤膜阻尼减震层1贴在撒过胶粉纤维毛毡中间品的吸音层3外表面。
最终制得新型乘用车轮罩毛毡材料。
将所制得的毛毡材料通过平板烘箱烘烤后，模压制得轮罩成型件。
上述实施例中，轮罩毛毡材料经过热压成型后，制得的轮罩成型件可通过GMW14700,MethodB碎石冲击条件：700g碎石对在常温下、低温-30℃下和低温-30℃水中浸泡16h后的样品冲击后不出现破洞、起毛、分层或其他变化的标准；耐高压清洗通过GMW16745MethodB标准；抗水喷溅通过ISO9073-17标准；抗毛细作用满足SAEJ913＜5mm标准；耐摩擦性通过GMW3208标准；耐热老化通过85℃下168小时，无收缩、变形；环境循环测试后产品无收缩、变形；GMW14177混响室测试平均吸音系数在0.65。
最后，还需要注意的是，以上列举的仅是本发明的几个具体实施例。显然，本发明不限于以上实施例，还可以有许多变形。本领域的普通技术人员能从本发明公开的内容直接导出或联想到的所有变形，均应认为是本发明的保护范围。

Claims (10)

1.一种新型乘用车外轮罩毛毡材料，其特征在于，所述的毛毡材料从上至下依次为：阻尼减震层(1)、胶粉层(2)、吸音层(3)、缓冲减震层(4)和刚性支撑抗冲击层(5)。
2.根据权利要求1所述的新型乘用车外轮罩毛毡材料，其特征在于，所述的阻尼减震层(1)是热塑性聚烯烃弹性体POE、热塑性聚氨酯橡胶TPU、聚酰胺热塑性弹性体、苯乙烯类的弹性体TPE、苯乙烯类嵌段共聚物SEBS中的一种或几种弹性体的共挤膜，所述的共挤膜的克重为70～210g/m2。
3.根据权利要求1所述的新型乘用车外轮罩毛毡材料，其特征在于，所述的阻尼减震层(1)上均匀的开设有圆孔(6)，与吸音层(3)、缓冲减震层(4)和刚性支撑抗冲击层(5)形成共振空腔。
4.根据权利要求2或3所述的新型乘用车外轮罩毛毡材料，其特征在于，所述的阻尼减震层(1)的均匀圆孔(6)的直径是0.1-5mm，孔隙率是0.5-15％/m2。
5.根据权利要求1所述的新型乘用车外轮罩毛毡材料，其特征在于，所述的吸音层(3)是聚酯纤维针刺毡。
6.根据权利要求1所述的新型乘用车外轮罩毛毡材料，其特征在于，所述的缓冲减震层(4)是由低熔点改性聚酯纤维和高弹聚酯纤维组成，所述的低熔点改性聚酯纤是皮芯复合结构，所述的皮芯结构中，皮层是低熔点改性聚酯纤维，芯层是普通聚酯纤维。
7.根据权利要求6所述的新型乘用车外轮罩毛毡材料，其特征在于，所述的低熔点改性聚酯纤维其熔点在160-185℃。
8.根据权利要求1所述的新型乘用车外轮罩毛毡材料，其特征在于，所述的刚性支撑抗冲击层(5)是聚酯纤维增强改性聚丙烯纤维。
9.据权利要求1或2或3或5或6或7或8所述的新型乘用车外轮罩毛毡材料，其特征在于，所述的各结构层之间的密度均不相同，形成密度梯度。
10.一种如权利要求1或2或3或5或6或7或8所述的新型乘用车外轮罩毛毡材料的制备方法，其特征在于，由三台梳理机分别控制吸音层(3)，缓冲减震层(4)，刚性支撑抗冲击层(5)三层结构的铺网，具体制备步骤如下：
1)、将聚酯纤维和改性聚丙烯纤维投入到第一台梳理机，经过梳理后，形成刚性支撑抗冲击层(5)，将形成刚性支撑抗冲击层(5)纤维网通过交叉铺网均匀地铺在传送网帘上；
2)、将低熔点改性聚酯纤维和高弹聚酯纤维投入到第二台梳理机，经过梳理后，组成缓冲减震层(4)，将缓冲减震层(4)纤维网均匀通过交叉铺网均匀地铺在刚性支撑抗冲击层(5)纤维网上方；
3)、将聚酯纤维投入到第三台梳理机，经过梳理后，组成吸音层(3)，将吸音层(3)纤维网通过交叉铺网均匀地铺在缓冲减震层(4)纤维网的上方；
4)、经过层叠后的纤维网通过预针刺和主针刺后，制成具有一定缠结结构的纤维毛毡中间品；
5)、将胶粉颗粒均匀的撒在纤维毛毡中间品的吸音层(3)的外表面；
6)、用复合机将打有孔(6)的阻尼减震层(1)贴在撒了胶粉的纤维毛毡中间品的吸音层(3)外表面。
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