CN107225771A - 车用碳纤维复合加强板及其制备方法 - Google Patents

车用碳纤维复合加强板及其制备方法 Download PDF

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CN107225771A
CN107225771A CN201710547401.2A CN201710547401A CN107225771A CN 107225771 A CN107225771 A CN 107225771A CN 201710547401 A CN201710547401 A CN 201710547401A CN 107225771 A CN107225771 A CN 107225771A
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resin
carbon fiber
composite
reinforcing plate
weight
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CN107225771B (zh
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马治国
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BAIC Motor Co Ltd
Beijing Automotive Group Co Ltd
Beijing Automotive Research Institute Co Ltd
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BAIC Motor Co Ltd
Beijing Automotive Research Institute Co Ltd
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Abstract

本公开涉及一种车用碳纤维复合加强板及其制备方法，该制备方法包括：将填充有气凝胶的蜂窝布浸渍在第一模压材料中，然后取出进行第一模压成型，得到蜂窝层；将所得蜂窝层的两侧覆盖碳纤维层，然后采用第二模压材料进行第二模压成型，得到内复合层；将微发泡树脂材料通过湿法微发泡成型的方式覆盖在所述内复合层的外侧，得到包括内复合层和外复合层的复合加强板。本公开将蜂窝布与碳纤维共同使用，既能提高复合加强板的整体刚性，还能够降低复合加强板的重量和成本。另外，在蜂窝布中加入气凝胶，从而进一步降低复合加强板的重量和提高抗冲击性能。

Description

车用碳纤维复合加强板及其制备方法
技术领域
本公开涉及汽车制造领域，具体地，涉及一种车用碳纤维复合加强板及其制备方法。
背景技术
碳纤维具有比强度高、比模量高、质轻、耐腐蚀、耐疲劳、热膨胀系数小、摩擦系数低、耐高低温等优良性能，以及脆性高，轴向受力大，而径向受力较差，弯曲易折断等特点，目前已被广泛的应用。在汽车行业，碳纤维的应用范围不断加大，应用技术也不断成熟，碳纤维被用于汽车的各个部分，包括结构件及外覆件。但目前碳纤维价格较高，一定程度上限制了其应用的范围。
发明内容
本公开的目的是提供一种简单实用的车用碳纤维复合加强板及其制备方法。
为了实现上述目的，本公开提供一种车用碳纤维复合加强板的制备方法，该制备方法包括：将填充有气凝胶的蜂窝布浸渍在第一模压材料中，然后取出进行第一模压成型，得到蜂窝层；将所得蜂窝层的两侧覆盖碳纤维层，然后采用第二模压材料进行第二模压成型，得到内复合层；将微发泡树脂材料通过湿法微发泡成型的方式覆盖在所述内复合层的外侧，得到包括内复合层和外复合层的复合加强板。
可选的，所述第一模压成型的条件包括：温度为100-150℃，压力为5-30兆帕，时间为10-30分钟；所述第一模压材料为环氧树脂和/或酚醛树脂；所述蜂窝布的厚度为0.5-10毫米；蜂窝布的蜂窝芯为正六边形，其斜边的长度为5-50毫米，厚度为0.2-0.8毫米；所述蜂窝布、气凝胶和第一模压材料的重量比为1：(0.01-0.2)：(0.1-5)。
可选的，所述第二模压成型的条件包括：温度为120-230℃，压力为10-60兆帕，时间为10-60分钟；所述第二模压材料包括第二模压树脂和改性石墨烯，所述改性石墨烯占第二模压树脂重量的0.01-2.0重量％；所述第二模压树脂为环氧树脂和/或聚氨酯树脂，所述改性石墨烯为氧化石墨烯经过(3-环氧丙基)三甲氧基硅烷和/或(3-氨基丙基)三甲氧基硅烷改性而得；以内复合层的重量为基准，所述内复合层中碳纤维的含量为30-60重量％，第二模压材料的含量为20-65重量％；单层碳纤维层的厚度为0.2-5毫米，所述内复合层中碳纤维层的层数为5-20层。
可选的，所述湿法微发泡成型的条件包括：温度为100-160℃，压力为10-60MPa，时间为10-60分钟；所述微发泡树脂材料包括发泡剂以及选自环氧树脂、聚氨酯树脂和酚醛树脂中的至少一种树脂，所述发泡剂占所述微发泡树脂材料的重量比例为0.3-10重量％，微发泡树脂材料中的树脂与碳纤维层的重量比为1：(3-30)；所述外复合层的厚度为0.5-5毫米。
可选的，所述复合加强板的厚度为2毫米-3厘米。
本公开还提供一种车用碳纤维复合加强板，所述复合加强板包括内复合层和外复合层，所述内复合层包括蜂窝层和碳纤维层，所述蜂窝层包括填充有气凝胶的蜂窝布和模压成型在所述蜂窝布外侧的第一模压材料；所述碳纤维层通过第二模压材料模压成型在所述蜂窝层的外侧；所述外复合层为湿法微发泡成型在所述内复合层外侧的微发泡树脂层。
可选的，所述第一模压材料为环氧树脂和/或酚醛树脂；所述蜂窝布的厚度为0.5-10毫米，蜂窝芯为正六边形，其斜边的长度为5-50毫米，厚度为0.2-0.8毫米；所述蜂窝布、气凝胶和第一模压材料的重量比为1：(0.01-0.2)：(0.1-5)。
可选的，所述第二模压材料包括第二模压树脂和改性石墨烯，所述改性石墨烯占第二模压树脂重量的0.01-2.0重量％；所述第二模压树脂为环氧树脂和/或聚氨酯树脂，所述改性石墨烯为氧化石墨烯经过(3-环氧丙基)三甲氧基硅烷和/或(3-氨基丙基)三甲氧基硅烷改性而得；以内复合层的重量为基准，所述内复合层中碳纤维的含量为30-60重量％，第二模压材料的含量为20-65重量％；单层碳纤维层的厚度为0.2-5毫米，所述内复合层中碳纤维层的层数为5-20层。
可选的，所述微发泡树脂层的材料为选自环氧树脂、聚氨酯树脂和酚醛树脂中的至少一种，所述微发泡树脂层中微孔体积占复合加强板总体积的比例为5-30体％，微发泡树脂层与碳纤维层的重量比为1：(0.3-30)；所述外复合层的厚度为0.5-5毫米。
可选的，所述复合加强板的厚度为2毫米-3厘米。
本公开将蜂窝布与碳纤维共同使用，既能提高复合加强板的整体刚性，还能够降低复合加强板的重量和成本。另外，在蜂窝布中加入气凝胶，从而进一步降低复合加强板的重量和提高抗冲击性能。
本公开的其他特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
附图是用来提供对本公开的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本公开，但并不构成对本公开的限制。在附图中：
图1是本公开提供的复合加强板一种具体实施方式的结构示意图。
附图标记说明
1 蜂窝层 2 碳纤维层 3 微发泡树脂层
具体实施方式
以下结合附图对本公开的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本公开，并不用于限制本公开。
本公开提供一种车用碳纤维复合加强板的制备方法，该制备方法包括：将填充有气凝胶的蜂窝布浸渍在第一模压材料中，然后取出进行第一模压成型，得到蜂窝层；将所得蜂窝层的两侧覆盖碳纤维层，然后采用第二模压材料进行第二模压成型，得到内复合层；将微发泡树脂材料通过湿法微发泡成型的方式覆盖在所述内复合层的外侧，得到包括内复合层和外复合层的复合加强板。
根据本公开，碳纤维复合材料的拉伸强度较高，相比钢而言其拉伸模量略显不足，因此当拉伸强度满足要求的时候，拉伸模量却稍显不足，在使用中往往需要增加复合材料的厚度，来提升整体刚性，从而进一步增大了碳纤维的使用量，增加了材料成本，也降低了减重效果。蜂窝材料是一种优质轻型材料，它质轻、强度大、刚度高，具有缓冲、隔热和隔音等功能，被广泛应用于建筑业、家具制造、包装和运输业，具有较高的经济价值，并可回收利用。同时可节约大量的资源，保护和改善生态环境，是一种符合世纪发展主题的环保新型材料。将碳纤维与蜂窝材料复合使用可使二者的优势互补，增加复合加强板的刚性，并进一步降低复合加强板的重量，得到综合性能优异的复合加强板。同时二者复合使用，可以降低碳纤维复合材料较高的材料成本和使用价格，在保证材料高强高模的情况下，又具备了耐冲击性能、隔热、隔音等功能，并扩大碳纤维应用范围。
根据本公开，模压成型是本领域技术人员所熟知的，一般指将待成型材料放置于模具型腔中在一定成型温度和压力下进行保压一段时间，得到成型材料的方法，所述第一模压成型和第二模压成型可以采用常规的成型方法和条件进行成型。
一种具体实施方式，所述第一模压成型的条件包括：温度为100-150℃，压力为5-30兆帕，时间为10-30分钟；所述第一模压材料可以为环氧树脂、酚醛树脂、乙烯酯树脂、不饱和聚酯树脂、双马来酰胺树脂、双马来酰胺三嗪树脂、氰酸酯树脂、苯并噁嗪树脂、丙烯酸系树脂和聚氨酯树脂等，优选为环氧树脂和/或酚醛树脂；蜂窝布是一种由蜂窝芯相互连接构成的蜂窝材料，其结构为本领域技术人员所熟知的，例如所述蜂窝布的厚度可以为0.5-10毫米；蜂窝布的蜂窝芯可以为正六边形，其斜边的长度可以为5-50毫米，厚度可以为0.2-0.8毫米；蜂窝布中可以填充有气凝胶，然后通过浸渍第一模压材料的方式将气凝胶包围在蜂窝芯中以方便进行模压成型，气凝胶可以进一步降低复合材料的整体质量，并获得优异的隔热性能，且热稳定性好，膨胀系数低，所述蜂窝布、气凝胶和第一模压材料的重量比优选为1：(0.01-0.2)：(0.1-5)。
另一种具体实施方式，所述第二模压成型的条件包括：温度为120-230℃，压力为10-60兆帕，时间为10-60分钟；所述第二模压材料包括第二模压树脂和改性石墨烯，改性石墨烯作为相容剂使用，所述改性石墨烯占第二模压树脂重量的0.01-2.0重量％；所述第二模压树脂可以为环氧树脂、酚醛树脂、乙烯酯树脂、不饱和聚酯树脂、双马来酰胺树脂、双马来酰胺三嗪树脂、氰酸酯树脂、苯并噁嗪树脂、丙烯酸系树脂和聚氨酯树脂等，优选为环氧树脂和/或聚氨酯树脂，所述改性石墨烯可以为氧化石墨烯经过(3-环氧丙基)三甲氧基硅烷(简称为GPTS，结构式为)和/或(3-氨基丙基)三甲氧基硅烷(简称为APTS，结构式为)改性而得，氧化石墨烯为氧化法制备石墨烯的中间产物，氧化石墨烯表面具有许多羟基、环氧基、羰基、羧基等含氧基团，可以进行功能化改性，与树脂反应结合，而石墨烯的碳基部分可以与碳纤维相似相容，降低碳纤维与树脂的极性差异，来增强复合材料的层间剪切力，提高碳纤维复合加强板的层间结合强度；同时石墨烯具有高强，耐磨，自润滑等特点，从而增加加强板的耐磨性；所述碳纤维层为碳纤维机织布，通过铺层的形式将填充有气凝胶的蜂窝布置于碳纤维层中间，然后采用第二模压成型材料进行模压成型，得到内复合层。以内复合层的重量为基准，所述内复合层中碳纤维的含量可以为30-60重量％，第二模压材料的含量可以为20-65重量％；单层碳纤维层的厚度可以为0.2-5毫米，所述内复合层中碳纤维层的层数可以为5-20层。
根据本公开，湿法微发泡成型是指将树脂和发泡剂放入模具内将内复合层作为嵌入层进行加热，并使发泡剂在树脂中产生气泡，从而形成有微孔的树脂材料，其条件是本领域技术人员所熟知的，例如，所述湿法微发泡成型的条件可以包括：温度为100-160℃，压力为10-60MPa，时间为10-60分钟；所述微发泡树脂材料可以包括发泡剂以及选自环氧树脂、聚氨酯树脂和酚醛树脂中的至少一种树脂，所述发泡剂占所述微发泡树脂材料的重量比例为0.3-10重量％，微发泡树脂材料中的树脂与碳纤维层的重量比为1：(3-30)。发泡剂是本领域技术人员所熟知的，例如可以是无机发泡剂、有机发泡剂和超临界流体发泡剂等，本公开不再赘述。
根据本公开，外复合层采用湿法微发泡成型，具有吸收冲击载荷的能力、优良的缓冲减震性能、隔音吸音性能和优良的电绝缘性能，且热导率低，隔热性能好；在保证了高模高强的同时，降低复合加强板的密度，有效提高了碳纤维抗冲击性能，进而减少车内噪音、振动、提高车内舒适度，并具有很好的隔热性能。所述外复合层的厚度优选为0.5-5毫米。
根据本公开，复合加强板的具体尺寸可以根据需要进行成型，一般来说，所述复合加强板的厚度可以为2毫米-3厘米。
本公开还提供一种车用碳纤维复合加强板，所述复合加强板包括内复合层和外复合层，所述内复合层包括蜂窝层1和碳纤维层2，所述蜂窝层1包括填充有气凝胶的蜂窝布和模压成型在所述蜂窝布外侧的第一模压材料；所述碳纤维层2通过第二模压材料模压成型在所述蜂窝层1的外侧；所述外复合层为湿法微发泡成型在所述内复合层外侧的微发泡树脂层3。
根据本公开，碳纤维复合材料的拉伸强度较高，相比钢而言其拉伸模量略显不足，因此当拉伸强度满足要求的时候，拉伸模量却稍显不足，在使用中往往需要增加复合材料的厚度，来提升整体刚性，从而进一步增大了碳纤维的使用量，增加了材料成本，也降低了减重效果。蜂窝材料是一种优质轻型材料，它质轻、强度大、刚度高，具有缓冲、隔热和隔音等功能，被广泛应用于建筑业、家具制造、包装和运输业，具有较高的经济价值，并可回收利用。同时可节约大量的资源，保护和改善生态环境，是一种符合世纪发展主题的环保新型材料。本公开的制备方法将碳纤维与蜂窝材料复合使用可使二者的优势互补，增加复合加强板的刚性，并进一步降低复合加强板的重量，得到综合性能优异的复合加强板。同时二者复合使用，可以降低碳纤维复合材料较高的材料成本和使用价格，在保证材料高强高模的情况下，又具备了耐冲击性能、隔热、隔音等功能，并扩大碳纤维应用范围。
根据本公开，所述第一模压材料可以为环氧树脂、酚醛树脂、乙烯酯树脂、不饱和聚酯树脂、双马来酰胺树脂、双马来酰胺三嗪树脂、氰酸酯树脂、苯并噁嗪树脂、丙烯酸系树脂和聚氨酯树脂等，优选为环氧树脂和/或酚醛树脂；蜂窝布是一种由蜂窝芯相互连接构成的蜂窝材料，其结构为本领域技术人员所熟知的，例如所述蜂窝布的厚度可以为0.5-10毫米；蜂窝布的蜂窝芯为正六边形，其斜边的长度为10-50毫米，厚度为0.2-0.8毫米；蜂窝布中可以填充有气凝胶，然后通过浸渍第一模压材料的方式将气凝胶包围在蜂窝芯中以方便进行模压成型，气凝胶可以进一步降低复合材料的整体质量，并获得优异的隔热性能，且热稳定性好，膨胀系数低，所述蜂窝布、气凝胶和第一模压材料的重量比优选为1：(0.01-0.2)：(0.1-5)。
根据本公开，所述第二模压材料包括第二模压树脂和改性石墨烯，改性石墨烯作为相容剂使用，所述改性石墨烯占第二模压树脂重量的0.01-2.0重量％；所述第二模压树脂可以为环氧树脂、酚醛树脂、乙烯酯树脂、不饱和聚酯树脂、双马来酰胺树脂、双马来酰胺三嗪树脂、氰酸酯树脂、苯并噁嗪树脂、丙烯酸系树脂和聚氨酯树脂等，优选为环氧树脂和/或聚氨酯树脂，所述改性石墨烯可以为氧化石墨烯经过(3-环氧丙基)三甲氧基硅烷(简称为GPTS，结构式为)和/或(3-氨基丙基)三甲氧基硅烷(简称为APTS，结构式为)改性而得，氧化石墨烯为氧化法制备石墨烯的中间产物，氧化石墨烯表面具有许多羟基、环氧基、羰基、羧基等含氧基团，可以进行功能化改性，与树脂反应结合，而石墨烯的碳基部分可以与碳纤维相似相容，降低碳纤维与树脂的极性差异，来增强复合材料的层间剪切力，提高碳纤维复合加强板的层间结合强度；同时石墨烯具有高强，耐磨，自润滑等特点，从而增加加强板的耐磨性；所述碳纤维层为碳纤维机织布，通过铺层的形式将填充有气凝胶的蜂窝布置于碳纤维层中间，然后采用第二模压成型材料进行模压成型，得到内复合层。以内复合层的重量为基准，所述内复合层中碳纤维的含量可以为30-60重量％，第二模压材料的含量可以为20-65重量％；单层碳纤维层的厚度可以为0.2-5毫米，所述内复合层中碳纤维层的层数可以为5-20层。
根据本公开，所述微发泡树脂材料可以包括发泡剂以及选自环氧树脂、聚氨酯树脂和酚醛树脂中的至少一种树脂，所述微发泡树脂层中微孔体积占复合加强板总体积的比例为5-30体％，微发泡树脂层与碳纤维层的重量比为1：(0.3-30)。
根据本公开，外复合层采用湿法微发泡成型，具有吸收冲击载荷的能力、优良的缓冲减震性能、隔音吸音性能和优良的电绝缘性能，且热导率低，隔热性能好；在保证了高模高强的同时，降低复合加强板的密度，有效提高了碳纤维抗冲击性能，进而减少车内噪音、振动、提高车内舒适度，并具有很好的隔热性能。所述外复合层的厚度优选为0.5-5毫米。
根据本公开，复合加强板的具体尺寸可以根据需要进行成型，一般来说，所述复合加强板的厚度可以为2毫米-3厘米。
下面通过实施例来进一步说明本公开，但是并不因此而限制本公开。
本公开的复合加强板的拉伸强度和拉伸模量采用国家标准GB/T 1447-2005进行测定。
本公开的复合加强板的抗冲击性能测试采用国家标准GB/T 1451-2005进行测定。
本公开的复合加强板的密度采用国家标准GB/T 1463-2005进行测定。
本公开的复合加强板的微孔体积比例采用国家标准GB/T 10799-2008进行测定。
本公开的复合加强板的层间剪切强度采用纤维增强塑料层间剪切强度试验方法GB/T 1450.1-2005进行测定。
本公开的复合加强板的弯曲强度和弯曲模量采用纤维增强塑料弯曲性能试验方法GB/T 1449-2005进行测定。
制备实施例
将1g氧化石墨烯(常州第六元素材料科技股份有限公司，3-10层氧化石墨烯)加入1L溶液中(水：乙醇＝1:3(体积比))，充分搅拌，之后加入0.1mol的(3-环氧丙基)三甲氧基硅烷(GPTS)，搅拌并超声震荡1h，之后在70℃下回流2-6h，黑色固态产物在10000rpm离心30min，收集离心物，并用800ml溶液(水：乙醇＝1:3(体积比))洗涤3次，得到改性石墨烯收集并放入丙酮中保存待用，避免改性氧化石墨烯团聚。
实施例1
将气凝胶(深圳中凝科技有限公司)填充入厚度为3毫米、六边形蜂窝芯的斜边长度为10毫米和厚度为0.4毫米的蜂窝布(苏州贝芯蜂窝科技公司)中，然后采用熔化后的环氧树脂(亨斯迈公司)进行浸渍，浸渍后的蜂窝布放入模具型腔中，然后在110℃、15兆帕下进行第一模压成型20分钟，得到蜂窝层。
将碳纤维(日本东丽公司T700碳纤维)采用机织布编织层厚度为0.25毫米的单层碳纤维层。
将12层碳纤维层铺设在蜂窝层的两侧，并放入模具型腔中，然后加入制备实施例所制备的改性石墨烯和环氧树脂(亨斯迈公司)的混合物在160℃、25兆帕下进行第二模压成型35分钟，得到内复合层。
将内复合层进行冷却降温后放入另一个模具型腔中，并在内复合层的上下分布环氧树脂颗粒(亨斯迈公司)和发泡剂(杭州海虹精细化工有限公司，AC发泡剂)在140℃、20兆帕下进行湿法微发泡成型15分钟，冷却后得到复合加强板，复合加强板的具体组成见表1和具体性质见表2。
实施例2
实施例2的制备步骤与实施例1基本相同，不同之处在于采用相同重量的氧化石墨烯替代改性石墨烯，所得复合加强板的具体组成见表1和具体性质见表2。
对比例1
对比例1的制备步骤与实施例1基本相同，不同之处在于不采用气凝胶进行填充蜂窝布，而是采用相同体积的环氧树脂(亨斯迈公司)进行填充，所得复合加强板的具体性质见表2。
以上结合附图详细描述了本公开的优选实施方式，但是，本公开并不限于上述实施方式中的具体细节，在本公开的技术构思范围内，可以对本公开的技术方案进行多种简单变型，这些简单变型均属于本公开的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合，为了避免不必要的重复，本公开对各种可能的组合方式不再另行说明。
此外，本公开的各种不同的实施方式之间也可以进行任意组合，只要其不违背本公开的思想，其同样应当视为本公开所公开的内容。
表1
表2
实施例 实施例1 实施例2 对比例1
拉伸强度/MPa 942.8 894.6 929.1
拉伸模量/GPa 51.4 47.6 50.8
弯曲强度/MPa 2074.3 1885.3 1998.5
弯曲模量/GPa 103.7 92.6 101.6
冲击强度/kJ/m2 184.5 158.6 171.5
密度/g/cm3 0.991 0.986 1.41
层间剪切强度/MPa 86.5 67.4 82.5
微孔体积比例/％ 10.6％ 11.4％ 11.1％

Claims (10)

1.一种车用碳纤维复合加强板的制备方法，该制备方法包括：
将填充有气凝胶的蜂窝布浸渍在第一模压材料中，然后取出进行第一模压成型，得到蜂窝层；
将所得蜂窝层的两侧覆盖碳纤维层，然后采用第二模压材料进行第二模压成型，得到内复合层；
将微发泡树脂材料通过湿法微发泡成型的方式覆盖在所述内复合层的外侧，得到包括内复合层和外复合层的复合加强板。
2.根据权利要求1所述的制备方法，其中，所述第一模压成型的条件包括：
温度为100-150℃，压力为5-30兆帕，时间为10-30分钟；
所述第一模压材料为环氧树脂和/或酚醛树脂；
所述蜂窝布的厚度为0.5-10毫米；蜂窝布的蜂窝芯为正六边形，其斜边的长度为5-50毫米，厚度为0.2-0.8毫米；
所述蜂窝布、气凝胶和第一模压材料的重量比为1：(0.01-0.2)：(0.1-5)。
3.根据权利要求1所述的制备方法，其中，所述第二模压成型的条件包括：
温度为120-230℃，压力为10-60兆帕，时间为10-60分钟；
所述第二模压材料包括第二模压树脂和改性石墨烯，所述改性石墨烯占第二模压树脂重量的0.01-2.0重量％；所述第二模压树脂为环氧树脂和/或聚氨酯树脂，所述改性石墨烯为氧化石墨烯经过(3-环氧丙基)三甲氧基硅烷和/或(3-氨基丙基)三甲氧基硅烷改性而得；
以内复合层的重量为基准，所述内复合层中碳纤维的含量为30-60重量％，第二模压材料的含量为20-65重量％；
单层碳纤维层的厚度为0.2-5毫米，所述内复合层中碳纤维层的层数为5-20层。
4.根据权利要求1所述的制备方法，其中，所述湿法微发泡成型的条件包括：
温度为100-160℃，压力为10-60MPa，时间为10-60分钟；
所述微发泡树脂材料包括发泡剂以及选自环氧树脂、聚氨酯树脂和酚醛树脂中的至少一种树脂，所述发泡剂占所述微发泡树脂材料的重量比例为0.3-10重量％，微发泡树脂材料中的树脂与碳纤维层的重量比为1：(3-30)；
所述外复合层的厚度为0.5-5毫米。
5.根据权利要求1所述的制备方法，其中，所述复合加强板的厚度为2毫米-3厘米。
6.一种车用碳纤维复合加强板，所述复合加强板包括内复合层和外复合层，所述内复合层包括蜂窝层(1)和碳纤维层(2)，所述蜂窝层(1)包括填充有气凝胶的蜂窝布和模压成型在所述蜂窝布外侧的第一模压材料；所述碳纤维层(2)通过第二模压材料模压成型在所述蜂窝层(1)的外侧；所述外复合层为湿法微发泡成型在所述内复合层外侧的微发泡树脂层(3)。
7.根据权利要求6所述的复合加强板，其中，所述第一模压材料为环氧树脂和/或酚醛树脂；
所述蜂窝布的厚度为0.5-10毫米，蜂窝芯为正六边形，其斜边的长度为5-50毫米，厚度为0.2-0.8毫米；
所述蜂窝布、气凝胶和第一模压材料的重量比为1：(0.01-0.2)：(0.1-5)。
8.根据权利要求6所述的复合加强板，其中，所述第二模压材料包括第二模压树脂和改性石墨烯，所述改性石墨烯占第二模压树脂重量的0.01-2.0重量％；
所述第二模压树脂为环氧树脂和/或聚氨酯树脂，所述改性石墨烯为氧化石墨烯经过(3-环氧丙基)三甲氧基硅烷和/或(3-氨基丙基)三甲氧基硅烷改性而得；
以内复合层的重量为基准，所述内复合层中碳纤维的含量为30-60重量％，第二模压材料的含量为20-65重量％；
单层碳纤维层的厚度为0.2-5毫米，所述内复合层中碳纤维层的层数为5-20层。
9.根据权利要求6所述的复合加强板，其中，所述微发泡树脂层的材料为选自环氧树脂、聚氨酯树脂和酚醛树脂中的至少一种，所述微发泡树脂层中微孔体积占复合加强板总体积的比例为5-30体％，微发泡树脂层与碳纤维层的重量比为1：(0.3-30)；所述外复合层的厚度为0.5-5毫米。
10.根据权利要求6所述的复合加强板，其中，所述复合加强板的厚度为2毫米-3厘米。
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