CN105690893B - 一种用于制造机动车设备组件的制造方法以及相关的包括复合体层的机动车设备组件 - Google Patents
一种用于制造机动车设备组件的制造方法以及相关的包括复合体层的机动车设备组件 Download PDFInfo
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- CN105690893B CN105690893B CN201510927588.XA CN201510927588A CN105690893B CN 105690893 B CN105690893 B CN 105690893B CN 201510927588 A CN201510927588 A CN 201510927588A CN 105690893 B CN105690893 B CN 105690893B
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Abstract
本发明涉及一种用于制造机动车设备组件(1)的制造方法,包括以下步骤:提供包含陶瓷纤维(24)和热熔性聚合物纤维的片材,所述热熔性聚合物的熔融温度高于200℃;在高于200℃的温度下加热所述片材,以使得所述热熔性聚合物熔融;将织物层(12)贴附到所述片材之上,所述织物层(12)包含长丝纱线,所述长丝纱线具有由软化点温度高于或等于200℃的聚合物制成的芯部;在成型模具中对所述织物层和所述片材进行热成型。
Description
技术领域
本发明涉及一种用于制造机动车的装置或设备组件的制造方法。
上述机动车设备组件适用于构成机动车的结构组件,例如置物架、地板、侧面饰板、或行李箱内衬。
背景技术
现有的机动车的地板的盖层和衬层、置物架或侧面饰板、行李箱内衬常常是容易弄脏的、抗磨损性很少或没有,且难以清洗。它们因而需要增设地毯/表面毡或塑料踵材。
现有的机动车设备组件的盖层和衬层通常包括纤维结合的针刺或簇绒地毯或垫子、用作置物架或车身顶盖的覆盖层的经编针织型纺织品、可能是有木纹的TPO(热塑性聚烯烃)塑料片材、或者由增韧木材制成的覆盖板。
然而,这些盖层和衬层呈现出在抗磨损性方面受限的性能,或者存在与清洗便捷性有关的问题。
因此,需要提出一种经济的衬层,该衬层是可热成型的并且具备可控的声音吸收性能。
由包含聚氯乙烯(PVC)鞘层和由半结晶的聚对苯二甲酸乙二醇酯(PET)制成的芯部的纱线构成的织物是已知的。术语“半结晶的PET”用来指代的是例如具有高于20%的结晶度的PET。
这样的织物强韧坚固而且形变很低。由于它们的高度耐水性和机械强度,这些织物材料适合用于房屋与栖息地开发部门的地板盖层以及室外应用。此外,PET芯部呈现的硬度为长丝纱线的编织提供了便利。
然而,由于与其热成型有关的局限性,这种类型的织物不会被用来制造形状不规则的机动车设备组件或部件。其实,这种类型的织物在铸模或成型生产线的操作条件下不能够与通常和盖层和衬层相关的复合体层一同产生形变。
事实上,当所要成型的机动车设备组件/部件是机动车地板之中的吸声复合体时,有必要设置能够与该复合体的成型形状相一致的盖层和衬层。例如,地板盖层与其它产品例如配重块或毡层相组合,为了与声学相关的原因,和/或目的是赋予它们足够的刚度从而使得在装配线上将它们迅速放置到机动车内合适的位置成为可能。
被盖层或衬层覆盖的复合体层例如包括一层陶瓷纤维例如玻璃纤维,这些陶瓷纤维嵌入在由聚烯烃例如聚丙烯组成的热塑性聚合物基体之中。商品名称“Sommold”用来指代这种类型的材料。该材料由玻璃纤维和聚丙烯构成,在200℃以上很快就会降解。
然而,PET的软化温度是大约230℃。半结晶的PET仅在从230℃往上的温度范围内是可热成型的,这使得在机动车盖层和衬层的应用情形下将半结晶的PET与Sommold组合使用从而成型成为不可能的。在160℃即聚丙烯的熔融点温度和Sommold的成型温度下,PET是不可热成型的。而在230℃下,PET是可热成型的,但是聚丙烯会发生降解,导致设备组件的机械性能劣化。此外,构成织物的长丝纱线的鞘层的PVC在200℃以上的温度下也会很快降解。
因而,上面描述的Sommold和上述这种织物是互不相容的,在复合设备组件中不可能将它们二者组合使用。
发明内容
本发明要解决的技术问题在于如何提出一种使用了上述这种织物并且使得该织物与致力于制造机动车地板盖层的成型方法相兼容的用于制造设备组件或部件的制造方法,和相关的包括复合体层的机动车设备组件。
为此,本发明的一个主题涉及上述类型的方法,包括以下步骤:
提供包含陶瓷纤维和热熔性聚合物纤维的片材,该热熔性聚合物的熔融温度高于200℃;
在高于200℃的温度下加热该片材,以使得该热熔性聚合物熔融;
将织物层贴附到该片材之上,该织物层包含长丝纱线,该长丝纱线具有由软化点温度高于或等于200℃的聚合物制成的芯部;
在成型模具中对该织物层和该片材进行热成型。
根据本发明的方法可以包括下列技术特征中的一个或多个,无论是单独予以考虑还是根据所有可能的技术组合:
在加热片材之后包括在片材和织物层之间进行热量传递的步骤,从而该热量传递步骤使得所述织物层被加热至高于或等于芯部的软化点温度的温度,优选为高于200℃。
上述热熔性聚合物是聚对苯二甲酸乙二醇酯。
织物层的长丝纱线具有由聚对苯二甲酸乙二醇酯制成的芯部。
织物层的长丝纱线具有由聚氯乙烯制成的鞘层。
将成型模具的温度维持在100℃至200℃之间,优选为140℃。
织物层和片材在成型模具之中的停留时间少于1分钟。
该方法进一步地还包括以下步骤:
在贴敷织物层之前,将粘合层贴敷到片材上面;
在热成型之前,将织物层贴敷到粘合层上面。
片材具有上表面和相反方向的下表面,织物层被贴附至片材的上表面,该方法还包括随后的将无纺材料层贴敷到片材的相反方向的下表面的步骤。
本发明的另一个主题还涉及一种机动车设备组件,包括:
复合体层,该复合体层包含聚合物基体以及嵌入该基体的陶瓷纤维;
织物层,该织物层包括上表面和相反方向的下表面,其上表面朝向机动车的乘客舱,其相反方向的下表面贴附至复合体层之上,该织物层设置为与复合体层的形状相适应;
其中,织物层包含长丝纱线,该长丝纱线具有软化点温度高于或等于200℃的聚合物芯部。
根据本发明的机动车设备组件可以包括下列技术特征中的一个或多个,无论是单独予以考虑还是根据所有可能的技术组合:
复合体层的基体包含聚对苯二甲酸乙二醇酯;
织物层包括由聚对苯二甲酸乙二醇酯制成的芯部以及包含聚氯乙烯的鞘层。
该设备组件还包括位于复合体层与织物层之间的粘合层,该粘合层优选由聚酰胺制成。
织物层的厚度小于2mm。
复合体层具有上表面和相反方向的下表面,织物层被贴附至复合体层的上表面,该设备组件还包括无纺材料层,该无纺材料层被贴附至复合体层的相反方向的下表面。
该设备组件包括贴附至复合体层的至少一个片层,织物层被贴附至该片层之上。
该设备组件包括第一复合体层、第二复合体层以及中间间隔层,织物层被贴附至第一复合体层之上。
附图简要说明
阅读下述以举例的方式给出的说明书,并参照附图,本发明可以被更好地被理解。在附图中:
图1是底层地板部件以及它安装于其上的机动车车体的一部分在竖直平面上的截面图;
图2示出了根据本发明的设备组件的织物层的纱线;
图3是在一个制造步骤中用于制造根据本发明的设备组件的装置的加热单元的示意图;
图4是在一个随后的制造步骤中的热成型单元的截面图;
图5是用根据本发明的方法制造的第二设备组件的部分截面图;
图6是用根据本发明的方法制造的第二设备组件的部分截面图。
具体实施方式
图1展示了根据本发明的机动车设备组件1的实施例。
机动车设备组件1设置在机动车的乘客厢2之中。
在此描述的实施例中,机动车设备组件1是伪地板/底层地板部件。作为变形实施方式,机动车设备组件1是仪表盘部件、通道部件、置物架或行李箱的饰板/衬板复合体、侧面饰板/衬板的吸声复合体、或其它类似部件。
术语“通道”用来指代乘客厢的中央部分,该部分通常在地板上方凸起,并将驾驶者与乘客分隔开。
图1按照与机动车的通常方位相一致的正交XYZ坐标系来确定方位。
在这一轴系中:
X轴对应于机动车的纵向轴,朝着向前行驶的方向;
Z轴是从底部指向顶部的竖直轴;以及
Y轴是机动车的横向轴。
在说明书的以下部分中,关于位置和朝向的术语参照这一轴系来理解。
机动车设备组件1设置在机动车的乘客厢2之中。
设备组件1以能够降低噪音干扰的方式展现出与声音吸收或声学/声音阻隔相关的特性。例如,设备组件1设计为能够将乘客舱与引擎舱内部声学隔离。
此外,设备组件1具备的刚度和尺寸稳定性适合于将其用作机动车中的地板。
在图1中,机动车设备组件1表示为与机动车车体相配合的组装结构。车体示意性地表示为车体地板4的一部分、以及竖直缘壁6,该竖直缘壁6由与地板4一体成型的车体的部件构成、或者由与车体一体成型的侧框架构成。
机动车设备组件1包括复合体层10和织物层12,该织物层12从乘客舱可见。此外,设备组件1还包括粘合层14,该粘合层14位于织物层12与复合体层10之间。优选地,设备组件额外还包括无纺材料层16,该无纺材料层1位于复合体层10上与织物层12相反的一面。
机动车设备组件1呈现的厚度在3mm至8mm之间。
复合体层10具有朝向机动车的乘客舱2的上表面18以及相反方向的下表面20。
例如,优选地,复合体层10呈现的厚度在1mm至5mm之间。
例如,当它用作地板时,复合体层10具有低浮雕的基本平的形状,或者,例如,当它用作行李箱置物架时,复合体层10具有高度突出浮雕的形状。
复合体层10包括聚合物基体22以及嵌入该基体的多个陶瓷纤维24。聚合物基体22将陶瓷纤维24彼此粘合。
基体22由下文即将描述的热熔性聚合物形成。该热熔性聚合物优选为由热塑性饱和聚酯片基组成,它与热固性不饱和聚酯是不同的。
例如,热熔性聚合物是聚对苯二甲酸乙二醇酯(PET)。
例如,热熔性聚合物是通过将对苯二甲酸与乙二醇进行缩聚而得到的饱和聚对苯二甲酸乙二醇酯(PET)。
优选地,热熔性聚合物的玻璃化(玻璃态)转变温度高于60℃,尤其是在75℃至85℃之间,上述玻璃化转变温度是依据国际标准ISO 11357-2的DSC法(差分扫描量热法)测定的。
热熔性聚合物的熔融点温度尤其是高于200℃,例如,在240℃至260℃之间。
热熔性聚合物优选为半结晶的。它的结晶度高于10%,尤其是在20%至40%之间。热熔性聚合物的结晶化温度优选为高于100℃,尤其是在140℃至160℃之间,上述结晶化温度是依据国际标准ISO 11357-1测定的。
从而,形成基体22的热熔性聚合物在260℃、标称载荷为0.325kg条件下依据国际标准ISO 1133:2005的方法A测定的熔体流动指数(MFI)大于20g/10min,尤其是在20g/10min至60g/10min之间,优选为在30g/10min至60g/10min之间
热熔性聚合物的软化温度在200℃至250℃之间,优选为在220℃至240℃之间。
在复合体层10中热熔性聚合物的质量分数在30%至70%之间,在复合体层10中陶瓷纤维24的质量分数在70%至30%之间。这些百分比是相对于陶瓷纤维24和热熔性聚合物基体22的总质量来计算的。
陶瓷纤维24例如是玻璃纤维。
陶瓷纤维的平均长度小于150mm,直径小于50微米。
复合体层10是从包含陶瓷纤维24和热熔性聚合物纤维28的混合物的初始片材26而获得。
初始片材26优选地能够在高于或等于200℃的温度下热成型,热成型温度可以为260℃至300℃,优选为250℃至270℃。
术语“材料能够热成型”用来指明该材料在热成型温度下是易延展的,能够被塑造为模具的形状。当材料冷却后,材料则将会保持所获得的结果形状。
在聚合物纤维熔融前的初始片材26中,陶瓷纤维24被分散在热熔性聚合物纤维28之中。
在初始片材26中,热熔性聚合物纤维28的质量比与热熔性聚合物在复合体层10中的质量比相似。
初始片材26具有它自己的机械强度。它的密度例如是在80kg/m3至150kg/m3之间。
初始片材26的厚度大于5mm,例如是在7mm至12mm之间。
初始片材26的重量和厚度设置为便于进行下文即将描述的热量传递。片材26的重量例如呈现为1500g/m2至2000g/m2。
热熔性聚合物纤维28呈现的平均长度小于150mm,纤度在6.7dTex至17dTex之间。
织物层12从机动车的乘客舱2是可见的。
织物层12设置在复合体层10的上表面18上方。
织物层12贴附在复合体层10的上表面18之上,优选是经由粘合层14来将织物层12贴附于其上的。
织物层12包括上表面30和相反方向的下表面32,其上表面30朝向机动车的乘客舱2,其相反方向的下表面32贴附至复合体层10之上。
在组装的设备组件中,织物层12设置为与复合体层10的形状相适应。
此外,织物层12呈现的厚度在1mm至2mm之间,重量呈现为小于500g/m2。
织物层12的重量和厚度设置为便于进行下文即将描述的热量传递。从而,织物层12的重量远远低于片材26的重量。
织物层12适合于在高于200℃的温度下热成型,热成型温度可以是在220℃至260℃之间,优选为230℃。
此外,织物层12依据国际标准NF EN ISO 527-3在20℃下测定的杨氏模量大于2兆帕。
织物层12由多个长丝纱线34构成。织物层12优选地包含相互交织在一起的经纱和纬纱。
织物层12的长丝纱线34的软化温度高于220℃。
图2展示了长丝纱线34。
长丝纱线34包括芯部36和覆盖该芯部36的鞘层38。
长丝纱线34沿着主轴A延伸。长丝纱线34沿主轴A方向的长度与织物层12相适应。
此外,长丝纱线34能够耐受编织的张力。而且,长丝纱线34依据国际标准NF ENISO 527-3在20℃下测定的杨氏模量大于2兆帕。
沿着主轴A的横断面方向的长丝纱线34的截面优选为圆形。长丝纱线34的直径D小于1mm,优选为在0.4mm至0.6mm之间。
沿着主轴A的横断面方向的芯部36的截面在长丝纱线34的整个长度上是规则的。芯部36的截面大体上是盘形。芯部36的直径d是在长丝纱线34的直径D的30%至50%之间。
沿着主轴A的横断面方向的鞘层38的截面在长丝纱线34的整个长度上是规则的。鞘层38的截面大体上是环形。鞘层38的厚度e是在长丝纱线34的直径D的25%至350%之间。
芯部36由聚合物制成。鞘层38由聚合物制成。
芯部36的聚合物的软化点是在200℃至250℃之间,优选为在220℃至240℃之间
例如,芯部36包含聚对苯二甲酸酯(PET)。芯部36优选为包含连续长丝形态的PET。作为变形的实施方式,芯部36包含初纺纤维纱线形态的PET。
鞘层38的聚合物的软化点低于200℃,尤其是小于130℃。
鞘层38的聚合物在200℃以上开始降解。
鞘层38包含聚氯乙烯(PVC)。作为变形的实施方式,鞘层38还额外包含增塑剂。
基于PVC的鞘层38在接近180℃时开始释放它的增塑剂。
PVC在200℃以上开始降解。
鞘层38能够防止灰尘的累积。
鞘层38与芯部36一体成型。例如,鞘层38通过在芯部36周围挤出而成型。
织物层12既多孔又耐久。织物层12的长丝纱线34的编织、直径和紧密性设置为适于具备所需的多孔性从而对空气穿过具有合适的阻隔性,并且具备所需的抗伸长性。
在经线方向以及纬线方向每厘米织物层12的长丝纱线34数量是在5至15之间。
织物层12依据国际标准ISO 9053测定的对空气穿过的阻隔性(RPP)是在50N·s·m-3至500N·s·m-3之间。
织物层12的多孔性为机动车设备组件1赋予了改进的声音吸收性能。
相比较于经常用在机动车中的纤维结合的针刺或簇绒地毯或垫子而言织物层12的耐磨损性尤其得到了提高。
此外,织物层12还可设有补充层,从而给予它其它所需的性能,例如耐摩擦性和耐磨损性。
例如,织物层12的补充层是聚氨酯(PU)漆层或清漆,该漆层或清漆例如使得限制诸如增塑剂的材料从PVC基的鞘层中释放出来成为可能。优选地,该漆层适合于被加热至140℃而不发生降解。该漆层例如是在紧随编织步骤之后的热固化步骤期间被涂覆上去的。这一热固化步骤使得将长丝纱线彼此轻微焊接在一起成为可能,从而防止卷绕期间由于包装导致的织物层变形。
聚氨酯基的补充层给予织物层12的高的耐磨擦性例如使得避免在机动车的踏板下方加装踵材成为可能。
类似地,这一织物层12的清洗和维护的简单便捷性使得“地毯/表面毡”也就是可移除的地毯片的使用成为非必要的,这些“地毯/表面毡”通常提供的是减少地毯被弄脏以及简化乘客舱内部清洗的功能。
织物层12是防尘的,也就是能够防止乘客舱2内存在的经常会沉积在地板上的灰尘留存在织物层12上。此外,织物层12能够防止致敏性尘螨的繁殖。
粘合层14被贴附在复合体层10的上表面与织物层12的相反方向的下表面之间。例如,粘合层14被贴敷到复合体层10的上表面18的整个表面之上。作为变形的实施方式,粘合层14仅被贴敷到贴合区的某些区域。
粘合层14能够使得复合体层10与织物层12之间相粘合。
粘合层14例如包含聚酰胺(PA)。
粘合层14例如是单层的共聚多酰胺。例如,粘合层14是具有PROCHIMIR公司的产品编号L202.89的膜层。
粘合层14呈现与鞘层38之间的强的亲和力。例如,粘合层14与PVC是相容的,从而在复合体层10与织物层12之间产生强的粘合力。
粘合层14的重量和厚度设置为便于进行下文即将描述的热量传递。从而,粘合层14的重量远远低于片材26的重量,例如呈现为100g/m2。
粘合层14的厚度小于或等于50微米。
粘合层14的熔融点温度是在120℃至140℃之间。
在图1中,无纺材料层16固定连接至复合体层10的相反方向的下表面20。
无纺材料层16能够确保为该复合体提供尺寸稳定性。此外,无纺材料层16使得获取一个背面或朝下的表面不粗糙且不会有陶瓷纤维24穿出复合体层10的设备组件1成为可能。
无纺材料层16优选地包含无纺PET纤维。无纺材料层16经由PET纤维在拉伸力作用下相对于彼此滑动而可变形。然而,无纺材料层16的PET纤维再被加热至140℃之后仍能保留同样的硬度性能。
图3和图4展示了用于制造设备组件1的制造装置40,其设计为用来可操作地实施根据本发明的方法。
制造装置40包括图3中可见的加热单元42、图4中可见的热成型单元44、以及用于贴敷粘合层的敷膜单元45。
加热单元42包括至少一个用于支撑片材的支撑板48、以及至少一个用于加热片材的加热机构50。
加热单元42能够将初始片材26加热至高于200℃的温度,优选为210℃至300℃之间,理想地是270℃。
在图3示出的实施例中,加热单元42包括两个面对面放置的板48,这两个板48设计为用来预成型片材26。
这一对板48面对面放置,从而在它们中间限定出一个中部空间52。
优选地,在每个板48中设置有加热装置50,用来通过直接接触加热初始片材26。
而且,这些加热装置50被安装在低动力的压力机上,然而该压力机仍然能够施加10公吨的力以对初始片材26进行压缩。
在图4示出的实施例中,热成型单元44由包括第一半模56和第二半模58的模具54构成,第一半模56和第二半模58在它们中间限定出一个模腔60。模具54呈现出设备组件1的最终形状。在图4中,下方的半模表示为具有空腔。
热成型单元44进一步还包括温度调节机构62,用于调节每个半模56、58的温度。
模腔60的高度与设备组件1的厚度相对应。
用于制造机动车设备组件1的制造方法现在将参照图3和4进行描述。
该方法包括提供初始片材26的步骤、加热初始片材26的步骤、贴敷粘合层14的步骤、贴敷织物层12的步骤、以及热成型的步骤。优选地,该方法还包括涂漆或上清漆的步骤。
在提供片材的步骤,由陶瓷纤维24和热熔性聚合物材料纤维28形成的初始片材26被提供。这一初始片材26被切割,以呈现出对应于设备组件1的尺寸的外轮廓。
初始片材26优选为使用空气分散法或被称为“气敷(airlay)”的方法来制备,该“气敷(airlay)”提供了容易地加工处理各种纤维24、28的混合物的方法。它也可以采用传统的干处理法(先放卡片然后涂覆)来制备。在其构建完成之后,初始片材26经由针刺被强化,从而使得加工处理更容易。
类似地,提供织物层12,该织物层12被切割,以呈现出对应于设备组件1的尺寸的外轮廓。
随后,在加热步骤期间,初始片材26被送入加热单元42,如图3所示。然后,初始片材26被放置为由板48支撑。
在加热步骤期间,初始片材26被加热至高于构成聚合物纤维28的热熔性聚合物熔融温度的加热温度。
该加热温度高于200℃。例如,上述板被加热装置50维持在270℃。
上述加热进行的停留时间大于10秒,尤其是在30秒至45秒之间。例如,这时的加热温度高于200℃,尤其是在250℃至270℃之间。
加热步骤导致热熔性聚合物材料纤维28熔融,并导致熔融的热熔性聚合物粘附至陶瓷纤维24之上。
在加热初始片材26的步骤期间,初始片材26优选地被压缩。在加热单元42中施加的压力一方面使得热量被传递,另一方面使得片材26被压缩,以降低初始片材26的厚度。例如,该厚度降低的量级是五分之一比率,优选为十分之一比率。
因而,初始片材26初始时呈现的厚度在12mm至7mm直接,随后在加热单元42的板48之间它的厚度是在2mm至0.5mm之间,此时它大约与所需的复合体10最终密度相对应。例如,在加热单元42中施加的压强是6巴,由10公吨的压力产生。
在加热单元42中的停留时间使得将热熔性聚合物纤维28加热至高于熔融温度的温度成为可能。然后,纤维28中的热熔性聚合物至少部分地呈现液体形态并浸润陶瓷纤维24。
在加热初始片材26的步骤结束时,所得到的产品被称为“预成型片材”64。其实,复合体层10还尚未被构建,因为仍然处于熔融状态的聚合物严格来说不能构成复合体层10的基体22。
然而,这一中间产品能够被操控。
预成型片材64被从加热单元42中移出。
应当注意,一旦被从加热单元42中移出,由于陶瓷纤维24的回弹性并且由于基体22尚未被构建的原因,预成型片材64可能会回复一些厚度。因此,预成型片材64的密度接近于复合体层10的最终密度。预成型片材64与最终的复合体层10之间的密度差异因而在50%至100%之间。
随后,在从加热单元42中出来之后,粘合层14被贴敷到预成型片材64之上。
粘合层14例如来自于绕卷。粘合层14预先被切割为设备组件1的尺寸。
粘合层14经由敷膜单元45被贴敷到预成型片材64之上。
在那之后,织物层12被被贴敷到覆盖有粘合层14的预成型片材64之上。
热成型模具54的壁经由温度调节机构62优选地被保持在所需的常数设定点温度,该常数设定点温优选地对应于片材中存在的热熔性聚合物的结晶化温度。
热成型模具54被保持在的温度是在100℃至200℃之间,优选为是在140℃,即所使用的PET的结晶化温度。
或者可选地,模具被调节以维持在环境温度。
包括复合体层10、膜层16和织物层12的复合体被送入两个半模56、58之间的模腔60,如图4所示。
无纺材料层16例如是被放置在下方的热成型半模56底面上。复合体以这样的方式被送入至下方的半模56,以使得片材的相反方向的下表面20与无纺材料层16相接触。
在将织物层12贴敷到预成型片材64之上的步骤完成的过程中,该方法包括一个热量传递的步骤
热量传递的时间是从刚开始将织物层12贴敷到预成型片材64之上的时候一直到模具被闭合之时。
在上述热量传递期间,由于粘合层14和织物层12的重量小,来自预成型片材64的热量被迅速传递至粘合层14并且再传递至织物层12。
在模具被闭合之时,有必要使得长丝纱线34的芯部36达到高于200℃的温度以使其能够被热成型。
这一热量传递的时间因而越短越好。热量传递的时间由复合体片材64的热惯量即由其重量来调控。热量传递的时间少于或等于10秒。优选地,它是在5秒至10秒之间。
热量传递的时间设置为使得织物层12被加热至高于或等于织物层12的软化温度的温度,优选为高于200℃。
此外,热量传递的时间足够短,从而限制了鞘层38的聚合物的降解。
尤其是,当鞘层由PVC制成时,热量传递的时间适合于限制鞘层的降解以及增塑剂的渗出。
因此,由具备高的热惯量的复合体片材64向具备低的热惯量的织物层而进行的这种模式的热量传递以一种意想不到的方式使得有可能以此能够达到长丝纱线34的芯部36的软化温度并且其时间窗口充分地短从而PVC鞘层38不会发生降解。这一时间窗口的使用是有益的,能够用来对组装体进行热成型,尤其是对织物层12进行热成型。
随着热量的传递,粘合层14达到了它的熔融点温度。
此外,由于与熔融的热熔性聚合物相接触,无纺材料层16粘合至预成型片材64。
因为在模具54闭合之时已发生的热量传递,织物层12之内的温度对应于织物层的软化温度。例如,在模具闭合瞬间之时的织物层温度是在200℃至240℃之间。
当模具54被闭合,预成型片材64和织物层12呈现为与接收它的体腔紧密地相适应的形状。存在于模具54的壁之间的模腔60从而对应于最终的设备组件1所需的厚度。
在热成型步骤期间,织物层12和预成型片材64被塑造为模具54的形状,以形成提供有织物盖层12的复合体层10。织物层12被成型为复合体层10的形状。此外,在热成型步骤期间,织物层被贴附至复合体层10。
织物层12和预成型片材64被保持在闭合的模具54之内的停留时间大于10秒,尤其是在30秒至45秒之间,这是为了确保聚合物的适当结晶化。
硬化的聚合物形成了复合体层10的基体22。优选地,聚合物至少部分地发生重结晶化,以带来增强的机械性能。
在模具54的壁之间施加的压力促进了织物层12粘合至复合体层10之上。
在那之后,成型的设备组件1被从模具54中提取出来。
作为变形的实施方式,在将复合体层10放置到热成型模具54内之前无纺材料层16就被粘合至复合体层10。作为变形的实施方式,在将复合体层10从热成型模具中取出之后才将无纺材料层16粘合至复合体层10。
该方法优选地包括涂漆的步骤。例如,是在热成型步骤之前进行涂漆。在涂漆步骤期间,附加层例如是通过喷涂以及紫外线交联而被涂覆至织物层12之上。作为变形的实施方式,附加层是被涂覆至已成型完毕的设备组件1之上。
作为变形的实施方式,织物层12被贴附至设备组件1的复合体层10的两个表面上。如果设备组件1设计为从两面均可见,例如,设备组件1是置物架,那么这种实施方式是优选的。优选地,织物层12对设备组件1的机械性能有所贡献。
刚刚描述的本发明提供了耐磨损、易清洗的设备组件1,其避免了增设地毯/表面毡和踵材。此外,设备组件1由于在其暴露至光线的表面上存在织物层12而能够抗紫外线。
此外,织物层12具备良好的声学特性,使得其具备适当的隔音效果。
此外,由具备PVC鞘层的长丝纱线制成的织物层12呈现装饰性外观,可供展现不同的纹理和颜色。
由于只需单个的热成型步骤,设备组件1易于制造。
此外,所使用的织物层12具有相当的杨氏模量。织物层12提供了贡献于设备组件1的机械强度的能力,以限制下垂或蠕变。织物层12的性质和性能因而使得降低设备组件1中所使用的复合体层10的重量成为可能。
根据本发明的第二机动车设备组件70现在将参照图5进行描述。
第二机动车设备组件70与第一设备组件1的不同之处在于它包括位于复合体层10与粘合层14之间的至少一个片层72、74。例如,该设备组件包括贴敷到复合体层10的上表面18的第一片层72以及复合体层10的相反方向的下表面20的第二片层74。
片层72、74优选地覆盖了复合体层10的所有全部表面18、20,尤其是覆盖了每一表面18、20的大于95%的范围。
片层72、74呈现的厚度小于复合体层10的厚度。优选地,片层72、74的厚度远远低于复合体层10的厚度,例如小于复合体层10最大厚度的5%。
每一片层72、74优选地通过基体22的热熔性聚合物部分地浸渍到片层72、74之中而被贴敷到复合体层10的一个表面18、20上。
为此目的,基体22渗入片层72、74的厚度优选为大于片层72、74厚度的50%,特别是小于片层72、74厚度的80%。
片层72、74呈现的单位面积的质量(面密度)小于100g/m2,尤其是小于80g/m2,优选为小于60g/m2。
片层72、74是多孔的。它因而呈现出决定它可经由毛细管作用被润湿的多个开孔。片层72、74的润湿性的决定因素包括构成它的纤维的临界表面张力、这些纤维之间的孔的平均大小、以及初始片材26的加热期间在加热板48之间所施加的压力。通过与热熔性聚合物的熔体流动指数以及熔融聚合物的表面张力相关联地来调节这些参数,在经调节的压力下,聚合物在片层72、74的构成材料之内的渗透可以被控制。
在根据本发明的设备组件70中,形成基体22的聚合物在不穿透上述片层的情况下尽可能远地渗透,至少渗透至超过片层的厚度的一半。从而,确保了片层72、74与复合体层10的的基体22之间的连续性,呈现出相似的机械性能。
片层72、74包含多孔材料。例如,片层72、74由纸构成。该纸呈现的单位面积的质量(面密度)小于80g/m2。它例如由经加工的植物纤维、矿物纤维、动物纤维、或合成纤维制成,或由这些纤维的混合物构成,其成型方式是在合适的成型装置上沉积并压缩这些纤维。
第二设备组件的制造方法与第一设备组件的制造方法的不同之处在于片层72、74被贴敷到初始片材26之上。
在提供片材的步骤期间,片层72、74被提供上去。
在那之后,初始片材26被至少一个片层72、74覆盖。优选地,初始片材26被夹在两个片层72、74之间。第一片层72被设置在初始片材26的第一表面上,第二片层74被设置在初始片材26的第二表面上。
在那之后,在加热步骤期间,提供有至少一个片层72、74优选为在其方向相反的两个表面上提供有两个片层72、74的初始片材26被送入加热单元42,放置为由板48支撑。在加热步骤期间,加热单元42所施加的力使得上述片层被热熔性聚合物润湿。在加热步骤期间片层72、74被结合到预成型片材64之中。基体22的聚合物将初始片材26的陶瓷纤维彼此粘合,并部分地渗入每一片层72、74之内,与此同时被约束在片层72、74之间,从而改善复合体层10的机械性能,并促进片层72、74贴敷至片材64。此外,片层72、74由于仅被基体部分地渗透而保持多孔性,它们构成其它层例如粘合层14或无纺材料层16贴敷的有利位置区域。
当织物层12相当地非编织化也就是具有很低的每cm2纱线数量时,片层72、74被证明是必要的。片层限制了陶瓷纤维24穿透织物层12的风险。此外,片层72、74优选地呈现适合于织物层颜色的色泽。
在加热步骤结束时,片层72、74的存在方便了对预成型片材的处理和操控。
随后,在从加热单元中出来之后,粘合层被贴敷到预成型片材64的片层72之上。
根据本发明的第三机动车设备组件80在图6中进行了描绘。
第三设备组件80与第一设备组件1以及第二设备组件70的不同之处在于第三设备组件80包括第一复合体层82、第二复合体层84、以及中间间隔层86。复合体层82、84被贴附至中间间隔层86的方向相反的表面上。
优选地,间隔层86制造为基于类似齿槽或蜂巢的结构。
因而,间隔层86具有大体上垂直于设备组件1的平均平面的多个壁结构88,这些壁结构88限定出封闭轮廓的中部空间90,这些中部空间90形成了类似齿槽的单元。因而,每一个中部空间90或齿槽朝向复合体层82、84开口。
间隔层86优选为有轻质材料例如纸或硬纸板制成。
第三设备组件80的制造方法的不同之处在于模具54优选为适合于将复合体层82、84组装到间隔层86之上。
间隔层86预先被切割为所需的尺寸,并在其两个表面被涂覆上粘合剂,例如是通过辊筒上胶机来涂覆。
该制造方法的不同之处在于该方法包括加热每个用来形成复合体层82、84的初始片材26的步骤,以及将每个复合体层82、84组装到间隔层86之上的组装阶段。
织物层12被贴附至至少一个预成型的复合体层82、84之上。
模腔被设置为适于接收预成型的复合体层、间隔层86以及织物层12。
第三设备组件80例如是双壳层的面板,其复合体在上表面覆盖有由织物层12构成的装饰衬层并且在下表面覆盖有无纺材料层16。
Claims (18)
1.一种用于制造机动车设备组件(1、70、80)的制造方法,其特征在于,包括以下步骤:
提供包含陶瓷纤维(24)和热熔性聚合物纤维(28)的片材(26),所述热熔性聚合物的熔融温度高于200℃;
在高于200℃的温度下加热所述片材(26),以使得所述热熔性聚合物熔融;
将织物层(12)贴附到所述片材(26)之上,所述织物层(12)包含长丝纱线(34),所述长丝纱线(34)具有由软化点温度高于或等于200℃的聚合物制成的芯部(36);
在成型模具(54)中对所述织物层(12)和所述片材(26)进行热成型。
2.根据权利要求1所述的制造方法,其特征在于,在加热所述片材(26)之后包括在所述片材和所述织物层(12)之间进行热量传递的步骤,从而所述热量传递使得所述织物层(12)被加热至高于或等于芯部(36)的软化点温度的温度。
3.根据权利要求2所述的制造方法,其特征在于,所述热量传递使得所述织物层(12)被加热至高于200℃。
4.根据权利要求1所述的制造方法,其特征在于,所述热熔性聚合物是聚对苯二甲酸乙二醇酯(PET)。
5.根据权利要求1所述的制造方法,其特征在于,所述织物层(12)的长丝纱线(34)具有由聚对苯二甲酸乙二醇酯(PET)制成的芯部(36)。
6.根据权利要求1所述的制造方法,其特征在于,所述织物层(12)的长丝纱线(34)具有由聚氯乙烯(PVC)制成的鞘层(38)。
7.根据权利要求1所述的制造方法,其特征在于,将所述成型模具(54)的温度维持在100℃至200℃之间。
8.根据权利要求7所述的制造方法,其特征在于,将所述成型模具(54)的温度维持在140℃。
9.根据权利要求1所述的制造方法,其特征在于,所述织物层(12)和所述片材在所述成型模具(54)之中的停留时间少于1分钟。
10.根据权利要求1所述的制造方法,其特征在于,还包括以下步骤:
在贴敷所述织物层(12)之前,将粘合层(14)贴敷到所述片材上面;
在热成型之前,将所述织物层(12)贴敷到所述粘合层(14)上面。
11.根据权利要求1所述的制造方法,其特征在于,所述片材(26)具有上表面(18)和相反方向的下表面(20),所述织物层(12)被贴附至所述片材(26)的上表面,所述制造方法还包括以下步骤:
将无纺材料层(16)贴敷到所述片材(26)的相反方向的下表面。
12.一种机动车设备组件(1、70、80),包括:
复合体层(10),所述复合体层(10)包含聚合物基体(22)以及嵌入所述基体(22)的陶瓷纤维(24);
织物层(12),所述织物层(12)包括上表面(30)和相反方向的下表面(32),所述上表面(30)朝向机动车的乘客舱(2),所述相反方向的下表面(32)贴附至所述复合体层(10)之上,所述织物层(12)设置为与所述复合体层(10)的形状相适应;
其特征在于,
所述织物层(12)由长丝纱线(34)构成并且包括相互交织在一起的经纱和纬纱,所述长丝纱线(34)具有软化点温度高于或等于200℃的聚合物芯部(36)。
13.根据权利要求12所述的设备组件(1、70、80),其特征在于,所述复合体层(10)的基体(22)包含聚对苯二甲酸乙二醇酯(PET)。
14.根据权利要求12所述的设备组件(1、70、80),其特征在于,所述织物层(12)包括由聚对苯二甲酸乙二醇酯(PET)制成的芯部(36)以及包含聚氯乙烯(PVC)的鞘层(38)。
15.根据权利要求12所述的设备组件(1、70、80),其特征在于,还包括位于所述复合体层(10)与所述织物层(12)之间的粘合层(14)。
16.根据权利要求15所述的设备组件(1、70、80),其特征在于,所述粘合层(14)由聚酰胺(PA)制成。
17.根据权利要求12所述的设备组件(1、70、80),其特征在于,所述织物层(12)的厚度小于2mm。
18.根据权利要求12所述的设备组件(1、70、80),其特征在于,所述复合体层(10)具有上表面(18)和相反方向的下表面(20),所述织物层(12)被贴附至所述复合体层(10)的上表面(18),所述设备组件(1、70、80)还包括无纺材料层(16),所述无纺材料层(16)被贴附至所述复合体层(10)的相反方向的下表面(20)。
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CN103088557B (zh) * | 2013-01-29 | 2015-04-22 | 大连华阳化纤科技有限公司 | 双组份纺粘热风固结非织造布的生产方法 |
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CN102896822A (zh) * | 2012-07-03 | 2013-01-30 | 滁州格美特科技有限公司 | 一种高性能轻质复合板材及其生产方法和用途 |
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