CN107708989B - 用于车辆、特别是汽车的复合构件及制造复合构件的方法 - Google Patents

用于车辆、特别是汽车的复合构件及制造复合构件的方法 Download PDF

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CN107708989B
CN107708989B CN201680035559.5A CN201680035559A CN107708989B CN 107708989 B CN107708989 B CN 107708989B CN 201680035559 A CN201680035559 A CN 201680035559A CN 107708989 B CN107708989 B CN 107708989B
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core layer
layer
composite component
composite
core
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CN107708989A (zh
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T·布鲁曼斯托克
B·施坦普
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Mercedes Benz Group AG
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Daimler AG
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    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
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    • B29C65/00—Joining or sealing of preformed parts, e.g. welding of plastics materials; Apparatus therefor
    • B29C65/02—Joining or sealing of preformed parts, e.g. welding of plastics materials; Apparatus therefor by heating, with or without pressure
    • B29C65/06—Joining or sealing of preformed parts, e.g. welding of plastics materials; Apparatus therefor by heating, with or without pressure using friction, e.g. spin welding
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    • B32B7/00—Layered products characterised by the relation between layers; Layered products characterised by the relative orientation of features between layers, or by the relative values of a measurable parameter between layers, i.e. products comprising layers having different physical, chemical or physicochemical properties; Layered products characterised by the interconnection of layers
    • B32B7/02—Physical, chemical or physicochemical properties
    • B32B7/027—Thermal properties
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K20/00—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating
    • B23K20/12—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating the heat being generated by friction; Friction welding
    • B23K20/129—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating the heat being generated by friction; Friction welding specially adapted for particular articles or workpieces
    • B23K20/1295—Welding studs
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    • B29C65/02—Joining or sealing of preformed parts, e.g. welding of plastics materials; Apparatus therefor by heating, with or without pressure
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    • B29C65/0609—Joining or sealing of preformed parts, e.g. welding of plastics materials; Apparatus therefor by heating, with or without pressure using friction, e.g. spin welding characterised by the movement of the parts to be joined
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Abstract

本发明涉及一种用于车辆的复合构件，具有由热塑性泡沫塑料构成的芯层(12)和至少一个与所述芯层(12)连接的覆盖层(14，16)，其中所述芯层(12)在一个区域内的密度大于半成品芯层的密度，其中由纤维增强塑料构成的所述覆盖层(14，16)在所述密度较大的区域内通过摩擦焊接与至少一个接合元件(28)连接。本发明还涉及一种制造复合构件的方法。

Description

用于车辆、特别是汽车的复合构件及制造复合构件的方法
技术领域
本发明涉及的是一种用于车辆、特别是汽车(机动车)的复合构件，以及相应的制造复合构件的方法，所述复合构件具有由热塑性泡沫塑料构成的芯层和至少一个与所述芯层连接的覆盖层。
背景技术
这种用于车辆、特别是汽车的复合构件以及制造复合构件的方法例如已由DE 102006 058 257 A1获知。这种复合构件具有由热塑性泡沫塑料构成的芯层。换言之，这个芯层构建为用热塑性塑料制成的泡沫元件。该复合构件还具有至少一个与芯层连接的覆盖层。亦即，覆盖层布置在芯层上，其中覆盖层与芯层至少部分地相互重叠。此外，芯层还与覆盖层压合在一起。
就制造复合构件的方法而言，将覆盖层与泡沫塑料连接在一起，其中将芯层和覆盖层送入挤压工具/模具并借助该挤压工具将其压合在一起。这样一来，覆盖层与芯层形成复合构件的一个层状复合体。这个复合构件可以构建为夹层式复合构件，其中在芯层的背离覆盖层的一侧上可以布置有至少另一覆盖层，且芯层与这个至少另一覆盖层连接，特别是压合。
此外，DE 20 2011 005 422 U1揭示了一种塑料车身，其由多个夹层式接合在一起的单个部件构成，这些单个部件至少部分地通过多种不同的接合技术而形锁合、力锁合和/或材料锁合地相连且组装成一个紧凑型汽车车身。其中，起承载作用的单个部件中的至少一些由碳纤维增强塑料构成，这些单个部件之间的空腔至少部分地充填有泡沫材料。此外，这些单个部件通过热解法以壳形结构预制而成，且该塑料在浸渍完毕后在某些适宜的点受到机械加工。
发明内容
本发明的目的是提供本文开篇所述类型的复合构件及方法，通过它们能显著降低车辆的制造成本。
本发明用以达成上述目的的解决方案为具有下文所述特征的一种复合构件以及具有下文所述特征的一种方法。本发明的有利设计方案及有益改进方案同样参阅下文。
为提供本文开篇所述类型的复合构件，其用来显著降低车辆的制造成本，根据本发明，所述复合构件包含由热塑性泡沫塑料构成的芯层和至少一个与所述芯层连接的覆盖层。此外，所述芯层在一个区域内的密度大于半成品芯层的密度。换言之，对由热塑性初始泡沫材料构成的芯层、即半成品芯层进行成形。由纤维增强塑料构成的所述覆盖层在所述密度较大的区域内通过摩擦焊接与至少一个接合元件连接。本发明基于以下认识：将复合构件(特别是其覆盖层)与至少一个接合元件连接在一起的接合法通常仅限于胶粘或旋接，因为这样才能防止复合构件(特别是其芯层)受损以及防止在复合构件的至少一个表面上存在不利标记(Abzeichnung)。但特别是由于在设备方面所必须采取的措施或者需要使用独立的连接元件，胶粘和旋接既昂贵又费时。而采用摩擦焊接后，就能特别廉价且省时地为覆盖层与接合元件建立连接。所述结构和较大的密度能够实现省时且廉价的摩擦焊接，因为此举能够可靠地防止出现不利的受损和复合构件表面上的标记。
在本发明的一优选设计方案中，所述芯层在至少一个第一分区内具有比在至少一个邻接所述第一分区的第二分区内大的密度，因而具有针对性地产生的局部压缩部。所述第一分区内的这种大于第二分区的密度例如通过以下方式产生：与邻接第一分区的第二分区相比，所述复合构件在第一分区内被更高强度地压合。通过复合构件制造过程中的这种局部的高强度压合就能防止复合构件受损，因为该构建为泡沫芯的芯层的密度在局部有所增大，从而与压合强度较低的第二分区相比，提高了芯层(即热塑性泡沫塑料)的机械抗压特性或抗压强度。通常情况下，复合构件的各层(特别是芯层)对高压和高温较为敏感，但通过局部增大的密度，特别是通过局部高强度的压合，就能防止出现上述情况。然而，所述复合构件仅在局部具有较大密度或者经高强度压合，因此，所述复合构件就其整体而言的材料特性保持不变。换言之，通过局部增大的密度能够简单地为复合构件与接合元件建立无损连接。通过局部增大的密度，所述芯层能够承受极大的压力(摩擦焊接时的常见现象)，这样就能简单且位置可变地实现连接而不会出现受损。
通过对复合构件进行局部高强度压合，就能以无需额外耗费物料、成本或时间的方式制造复合构件并按负荷状况构建复合构件，因为可以局部提高抗压刚度和抗压强度。换言之，可使得所述第一分区或者复合构件的受压合强度高于其他分区的相应分区有所增强并与在摩擦焊接过程中可能出现的局部较大负荷相匹配。这样就能例如防止实施为夹层式复合体的复合构件因外部因素(即在摩擦焊接过程中)而被压入和溃塌。此外还能提供复合构件的极佳表面品质，因为防止了表面受损。
在一种替代实施方式中，在所述摩擦焊接过程之前通过压合为所述芯层整面地构建某个密度，该密度大于半成品芯层的密度，即大于芯层在初始状态下的密度。而后实施前述摩擦焊接。这种设计方案在以下情况下特别有利：需要制成的是在接合处以外的各侧也都具有抗压特性的复合构件。因此，也可以为半成品芯层的不具有接合处的分区提供抗压特性。
一种实施方式的特征在于，所述接合元件由塑料构成。在摩擦焊接过程中，使得接合元件的塑料和/或覆盖层的塑料熔化，从而整体上将接合元件牢固地与覆盖层以及与复合构件连接在一起。
根据另一特别有利的方案，所述覆盖层的塑料为热塑性塑料。所述覆盖层的热塑性塑料为至少部分地嵌入有增强纤维的基质或塑料基质且特别是热塑性塑料基质。这些增强纤维优选指的是玻璃纤维和/或天然纤维和/或碳纤维和/或芳族聚酰胺纤维，从而整体上例如提供覆盖层以及复合构件的特别有利的刚度。这样就能特别是实现复合构件的特别有利的机械特性。这种实施方式还基于以下认识：可以通过覆盖层的热塑性构建方案而对芯层提供极佳保护，从而可靠防止摩擦焊接造成复合构件受损。
通过该热塑性构建方案就能轻易地将覆盖层和接合元件的材料熔化，进而将它们彼此材料锁合地相连，而不会使芯层受损。例如可以借助一个压向这两个接合件的销件以及/或者通过该接合元件本身来实施摩擦焊接。此外，使用热塑性材料的情况下优选采用一定壁厚，特别是最小壁厚，以防止复合构件的表面(特别是可视侧)上的不利标记。该可视侧指的是复合构件的在车辆制成状态下可被其观察者、特别是被停留在车辆内部空间内的乘客所视觉感知的一侧或表面。标记指的是可视侧的不利的视觉上的受损，但在本发明的复合构件中，这类受损是能够在通过摩擦焊接将覆盖层与接合元件连接在一起的同时加以避免的。
一种特别有利的实施方式的特征在于，所述覆盖层的热塑性塑料为聚丙烯(PP)。所述覆盖层例如为无纺织物，或由无纺材料构成且特别是可以由混合无纺材料构成。所述覆盖层也可以由有机板或混合织物构成。
在本发明的特别有利的设计方案中，所述芯层的热塑性泡沫塑料由聚对苯二甲酸乙二醇酯(PET)构成。换言之，所述芯层优选为PET泡沫芯，其密度和机械抗压特性特别有利地可以尤其通过局部高强度的压合而局部增大。
可以通过至少一个布置在芯层与覆盖层之间的熔化层或者通过一反应性胶粘剂(其形成一个不同于芯层和覆盖层的增设的层)来将所述覆盖层连接到所述芯层。上述熔化层例如由所述覆盖层的熔化的塑料构成。
为提供本文开篇所述类型的方法，其用来特别廉价地制造车辆，根据本发明，通过摩擦焊接将由纤维增强塑料构成的覆盖层与至少一个接合元件连接在一起。本发明的复合构件的有利设计方案视为本发明的方法的有利设计方案，反之亦然。
为防止出现摩擦焊接所造成的复合构件的不利受损和/或在复合构件的表面上的标记，在本发明的一种实施方式中，使得所述芯层在至少一个第一分区内具有比在至少一个邻接所述第一分区的第二分区内大的密度，其中在所述第一分区内通过摩擦焊接将所述覆盖层与所述接合元件连接在一起。
优选地，与在所述第二分区内相比，在所述第一分区内更高强度地压合所述复合构件，其中在压合完毕后，在所述第一分区内通过摩擦焊接将所述覆盖层与所述接合元件连接在一起。本发明发现，采用摩擦焊接工艺的常见参数时，例如极薄且单位面积重量为每平方米100至500克的覆盖层无法对较敏感且密度例如为每立方米50至200千克的芯层提供防护，因为该芯层可能因摩擦焊接过程中的法向力而溃塌，或者接合处因较大的焊接压力而在复合构件的可视侧上产生标记。而采用本发明后，即使使用极薄的覆盖层也能防止出现复合构件的这类标记和受损，因为所述复合构件局部地(即在第一分区内)具有比在第二分区内大的密度。作为局部增大密度的替代或补充方案，也可以通过提高摩擦焊接中的焊接振幅和/或焊接频率来将所述复合构件与所述优选由塑料构成的接合元件连接在一起，因为这样就能将摩擦焊接过程中作用于复合构件的法向力以及芯层溃塌的危险保持在极低水平。
根据特别有利的方案，以1毫米的焊接振幅实施所述摩擦焊接。另一实施方式的特征在于，所述芯层在所述压合过程中具有至少接近所述覆盖层的塑料的处理温度的温度。这样就能对芯层进行挤压而不会造成该芯层的泡沫壁破裂或熔化。根据特别有利的方案，这个温度为160摄氏度至250摄氏度。
优选将热塑性塑料用作所述覆盖层的塑料，该热塑性塑料尤指聚丙烯(PP)。根据另一特别有利的方案，所述热塑性泡沫塑料由聚对苯二甲酸乙二醇酯(PET)构成，因而所述芯层构建为PET泡沫芯。PET在高于140℃的温度条件下处于软化状态并能塑性变形。只有达到高于250℃的熔点时，PET才开始熔化，而PP在160℃时就会熔化。因此，这种材料组合特别有利，因为在160℃与250℃之间，覆盖层的热塑性塑料熔化且该芯能够塑性变形，而不会破坏泡沫结构。这样就为制造工艺提供了较大的可用温度范围。此外，所述芯的熔化温度远高于所述覆盖层的熔化温度，从而提高了焊接时的工艺安全度。
作为与在第二分区内相比在第一分区内更高强度地压合芯层的补充或替代方案，可以通过挤出法来制造所述芯层，其中例如通过在芯层的制造过程中改变其挤出过程来在第一分区内实现局部较大的密度。也可以从芯层局部地(即在第一分区内)截取(特别是切除)一部分，从而在该第一分区内形成一凹槽或空隙。随后将一泡沫体插入这个凹槽，即插入该第一分区，该泡沫体的密度大于芯层的其余部分，即大于邻接该泡沫体的第二分区。
附图说明
本发明的更多优点、特征和细节参阅下文对优选实施例的描述以及附图；图中：
图1为用于车辆的复合构件的示意性截面图，该复合构件具有由热塑性泡沫塑料构成的芯层和至少一个与该芯层连接的覆盖层，其中该芯层在至少一个第一分区内具有比在至少一个邻接该第一分区的第二分区内大的密度，且其中在该第一分区内，通过摩擦焊接将由纤维增强塑料构成的覆盖层与至少一个接合元件连接在一起；以及
图2为复合构件的另一示意性截面图，通过摩擦焊接将该复合构件与相应的接合元件连接在一起。
具体实施方式
附图中相同或功能相同的元件用相同的参考符号表示。
图1是形式为夹层式复合构件的复合构件的示意性截面图，该复合构件由用10表示的层状复合体制成。层状复合体10及该复合构件包括由热塑性泡沫塑料构成的芯层12。优选地，芯层12由聚对苯二甲酸乙二醇酯(PET)构成，因而构建为PET泡沫芯。层状复合体10还包括相应的覆盖层14和16，芯层12布置在这二者之间。相应的覆盖层14或16由纤维增强塑料构成，其中覆盖层14或16的塑料优选为热塑性塑料，特别是聚丙烯(PP)。因此，相应的覆盖层14或16的塑料为嵌入有增强纤维的基质或基质材料。这些增强纤维优选指的是玻璃纤维、天然纤维、芳族聚酰胺纤维和/或碳纤维。相应的覆盖层14或16例如可以由混合无纺材料、有机板或混合织物构成。
在相应的覆盖层14或16与芯层12之间布置有至少一个用来将覆盖层14或16与芯层12连接在一起的粘合层18或20。相应的粘合层18或20也称作熔化层，因其例如在制造复合构件或层状复合体10时会液化或熔化。相应的粘合层18或20例如由相应的覆盖层14或16的塑料或者由增设的塑料或者由胶粘剂(特别是反应性胶粘剂)构成，该胶粘剂是在芯层12以及覆盖层14和16的相应塑料以外增设的。通过该粘合层18将覆盖层14和16与芯层12连接。
整体上如图1所示，通过层状复合体10而形成一个具有热塑性泡沫芯和纤维增强热塑性覆盖层14和16的夹层式复合体。举例而言，用层状复合体10来制成车辆的、例如汽车(特别是乘用车)的遮护部件，特别是内衬部件。
将层状复合体10例如作为半成品送入包括两个工具半部的挤压工具中。这些工具半部例如相对于彼此布置且可以进行相向和背向运动。在层状复合体10(半成品)例如处于这些工具半部之间的情况下，这些工具半部进行相向运动，即被闭合，从而例如对层状复合体10进行压合。因此，所述复合构件是一个挤压构件，其借助挤压工具被压合并在此过程中或而后借助成形工具而被成形。
可选地，层状复合体10可以包括装饰层22，其布置在覆盖层14上且例如与覆盖层14连接。装饰层22布置在所述复合构件的可视侧24上。这种可视侧指的是在车辆制成状态下可被其观察者、特别是被停留在车辆内部空间内的乘客所视觉感知的一侧。采用装饰层22后，就能整体上提供该复合构件的美观印象。作为替代或补充方案，层状复合体10也可以具有纺织层26，其布置在覆盖层16的背离可视侧24或装饰层22的一侧上且例如与覆盖层16连接。纺织层26例如由聚酯构成。
图1中同样示出接合元件28，其例如由塑料构成。正如下文将对此进行进一步详细说明的那样，通过摩擦焊接将接合元件28与覆盖层14和16中的一个(此处是与覆盖层16)连接在一起，使得接合元件28是塑料焊接件。换言之，在不给层状复合体10造成不利损害的情况下，将接合元件28焊接在层状复合体10上。
在摩擦焊接过程中，将接合元件28压紧在层状复合体10上，特别是覆盖层16上并使其发生振动，从而输入能量。所输入的能量必须具有某种大小，使得接合元件28的塑料(和可选地覆盖层16的塑料)熔化且接合元件28在接触面上与层状复合体10(即与覆盖层16)连接。所输入的能量的量由用来在摩擦焊接过程中将接合元件28压向层状复合体10的法向力与该振动的频率以及振幅组成。该振幅也被称为焊接振幅，其中该频率被称为焊接频率。在图2中，该法向力用力箭头F表示。图2中的双箭头30还示出了焊接振幅和/或焊接频率。法向力的增大以及该振动的频率和/或振幅的提高会增大所输入的能量。
在夹层式复合构件中，特别是在具有热塑性泡沫芯的夹层式复合构件中，原则上存在以下危险：摩擦焊接过程中过大的法向力会使层状复合体10受损。如果输入的能量过大，则可能将覆盖层16熔化。这样一来，接合元件28就可能不受控制地侵入层状复合体10并使其受损。上述失效情景也可能出现在以下情况下：作用于层状复合体10且反向于法向力的反作用力过小，受力的芯层12溃塌。另一失效情景是：在可视侧24上出现不利标记。这种标记例如指的是在可视侧24上、特别是在装饰层22的表面上的不利光泽或不利变形，其中这种标记同样可能由过大的法向力造成。
但是，通过摩擦焊接将接合元件28与层状复合体10连接在一起是有利之举，因为这样就能特别省时且廉价地将接合元件28与层状复合体10连接在一起，从而整体上降低车辆的制造成本。
如图2所示，为了通过摩擦焊接将接合元件28与层状复合体10连接在一起并防止层状复合体10受损，举例而言，芯层12在至少一个分区32内具有比在邻接该第一分区32的各第二分区34内大的密度，其中在该第一分区32内，接合元件28与覆盖层16通过摩擦焊接而连接。第一分区32内的这种比第二分区34大的密度例如通过以下方式而产生：与第二分区34相比，层状复合体10、特别是芯层12在前述挤压过程中在第一分区32内被更高强度地压合。通过这种局部高强度的压合，芯层12在第一分区32内具有比在第二分区34内大的密度，因而芯层12在第一分区32内具有大于第二分区34的抗压刚度和抗压强度。这样就能将芯层12在摩擦焊接过程中溃塌的危险保持在极低水平。除通过对泡沫层进行局部压合外，还能通过整面压合来为泡沫提供必要的刚度/反作用力。为此，在整个构件厚度范围内对该泡沫实施密度增大。有益地，例如将初始厚度为3mm且体积密度为65kg/m3的泡沫芯或芯层12压合成约2mm。这种涉及整个构件的高强度压合同样有助于覆盖层的坚实。
作为局部高强度压合的替代或补充方案，例如可以通过挤出法来制造芯层12并如此地改变该挤出法，使得芯层12在第一分区32内具有比在第二分区34内大的密度。此外，也可以在制造完毕后在第一分区32内从芯层12截取一部分，从而在第一分区32内形成一个凹槽。随后将一泡沫体插入这个凹槽，在此情况下，该泡沫体布置在第一分区32内。这个泡沫体具有比第二分区34大的密度。优选通过注射成型来制造接合元件28，即该接合元件构建为注射成型件，从而大幅缩短接合元件28的制造时间，降低其制造成本。
如图2的图面内的左侧所示，层状复合体10的局部高强度或大程度的压合可能会增大芯层12的材料的反作用于法向力的反压力，因为芯层12在第一分区32内具有比第二分区34大的抗压强度和抗压刚度。该热塑性泡沫芯的机械抗压特性增大的原因在于：构件制造过程中例如在热状态下实施压合。其中，至少在接近覆盖层14和16的热塑性基质的熔化温度的条件下加热所述泡沫芯。在这个例如为160摄氏度至250摄氏度的温度条件下，便能对该PET泡沫芯进行挤压而不会造成该泡沫芯的泡沫壁破裂或熔化。通过上述方式塑性挤压而成的泡沫结构能够通过材料压缩而承受更大的作用力，从而局部提高抗压特性。这样就能在很大的法向力条件下实施摩擦焊接，力箭头F的长度表明了这种很大的法向力。
图2的右侧示出防止层状复合体10在摩擦焊接过程中受损的另一方案。在法向力极小的情况下，通过提高焊接振幅和/或焊接频率来实现用于熔化相应连结面的输入能量。所述焊接振幅优选至少大体上为1毫米。通过提高焊接振幅和/或焊接频率，就能将法向力保持在较低水平，从而将层状复合体10溃塌的危险保持在极低水平。

Claims (5)

1.一种用于车辆的复合构件，具有由热塑性泡沫塑料构成的芯层(12)和至少一个与所述芯层(12)连接的覆盖层(14，16)，
其中，
所述芯层(12)在一个区域内的密度大于由热塑性初始泡沫材料构成的芯层的密度，其中由纤维增强塑料构成的所述覆盖层(14，16)在所述密度较大的区域内通过摩擦焊接与至少一个由塑料构成的接合元件(28)连接，
其特征在于，
所述覆盖层(14，16)的塑料为热塑性塑料，
所述芯层(12)的热塑性泡沫塑料由聚对苯二甲酸乙二醇酯构成，以及
所述芯层(12)的熔点高于所述覆盖层(14，16)的热塑性塑料成分的熔点。
2.根据权利要求1所述的复合构件，
其特征在于，
以1毫米的焊接振幅实施所述摩擦焊接。
3.根据权利要求1所述的复合构件，
其特征在于，
所述芯层(12)与所述覆盖层(14，16)相压合，并且在所述覆盖层(14，16)为聚丙烯且所述芯层(12)为聚对苯二甲酸乙二醇酯的材料组合的情况下，在压合过程中的温度为160摄氏度至250摄氏度。
4.根据权利要求2所述的复合构件，
其特征在于，
所述芯层(12)与所述覆盖层(14，16)相压合，并且在所述覆盖层(14，16)为聚丙烯且所述芯层(12)为聚对苯二甲酸乙二醇酯的材料组合的情况下，在压合过程中的温度为160摄氏度至250摄氏度。
5.根据权利要求1所述的复合构件，
其特征在于，
所述覆盖层(14，16)的塑料为聚丙烯。
CN201680035559.5A 2015-06-20 2016-05-12 用于车辆、特别是汽车的复合构件及制造复合构件的方法 Active CN107708989B (zh)

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