CN107735247B - 由纤维复合材料制成的用于机动车的车身面构件 - Google Patents

由纤维复合材料制成的用于机动车的车身面构件 Download PDF

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CN107735247B
CN107735247B CN201680035443.1A CN201680035443A CN107735247B CN 107735247 B CN107735247 B CN 107735247B CN 201680035443 A CN201680035443 A CN 201680035443A CN 107735247 B CN107735247 B CN 107735247B
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H-A·富克斯
C·J·K·凯尔
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Bayerische Motoren Werke AG
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Abstract

本发明涉及一种用于机动车的车身面构件，其构造为纤维复合层压板，该纤维复合层压板具有由纤维增强塑料构成的固化的主层压板(1)和粘合在该主层压板上的附加纤维层(2)，所述附加纤维层(2)当力作用于车身面构件上时能够在部分区段与所述主层压板(1)脱离，该附加纤维层(2)由非延性的、未以树脂或塑料浸透的纤维纺织品构成，所述纤维纺织品由碳纤维、芳族聚酰胺纤维或玻璃纤维构成。

Description

由纤维复合材料制成的用于机动车的车身面构件
技术领域
本发明涉及一种用于机动车的车身面构件，其构造为纤维复合层压板，该纤维复合层压板具有由纤维增强塑料构成的主层压板和紧固在该主层压板上的附加纤维层，所述附加纤维层当力作用于车身面构件上时能够与所述主层压板脱离，该附加纤维层由纤维纺织品构成。
背景技术
在属于现有技术的车身构件所用的纤维复合层压板中，当有大的力作用时，例如在事故情况中，可能发生开裂。该开裂造成不同的层压板层的层离，因此而产生碎片，这些碎片对于乘员形成危险。构造材料(通常为碳纤维)的延性不足以维持结构和防止开裂，然而比起相当的车身钢板，由于纺织的结构组织之故，裂纹发展是在高得多的阻力下进行。
由现有技术已知一些解决方案，其中，将由纤维增强塑料构成的单独的层用作保护层或用作碎片防护，例如在动力推进设备或在赛车运动中。还已知的是，往主层压板上敷设弹性的附加层，所述附加层应该在碰撞情况中发生延展并捕集碎片，然而却无助于构件的结构整体性。
在相关技术领域中，作为出版物现有技术存在着如下文献：DE 3934555 C2、DE4002062 A、DE 102004042282 B4、DE 102011107512 A和DE 102008036175 A。
发明内容
针对这样的背景，本发明的目的是提供一种以纤维复合材料为基础的材料系统，旨在应用于有侵入及撞击危险的车身面构件。在此情况下，继而应该鉴于结构整体性和碎片特性以及密封性对层合性能加以改善。此外，还应该保证相对于相当的钢结构或铝结构而言的重量优势。
根据本发明，提出一种用于机动车的车身面构件，其构造为纤维复合层压板，该纤维复合层压板具有由纤维增强塑料(特别是环氧塑料)构成的固化的主层压板和粘合在主层压板上的附加纤维层，所述附加纤维层当力作用于车身面构件上时能够与主层压板脱离，该附加纤维层由非延性的、干燥的纤维织物构成。未以树脂或塑料浸透的、固化的纤维织物定义为干燥的纤维织物。所述纤维纺织品由碳纤维、芳族聚酰胺纤维或玻璃纤维构成。
本发明的第一解决方案是涉及附加纤维层往主层压板上的剪切韧性(schubweich，滑移韧性)的接合。通过从周围主层压板到附加纤维层中渐进的力分布，较长的纤维区段受到加载，由此车身面构件的变形能力便得以提高。在此，既可以单面也可以双面使用所述附加纤维层。对于车身应用来说，为避免在内室中出现碎片或者裂口棱缘，有益的是：将附加纤维层在与可能发生的碰撞相背离的那面(亦即朝向车辆内室)设置在主层压板上，使得可以将力流引导到所述附加纤维层上。
所述附加纤维层的非延性的、干燥的纤维纺织品并不形成由现有技术部分已知的弹性柔韧性作为置于主层压板下游的延性的层，而是通过使用抗剪模数小或者说抗剪强度小的柔软的粘合材料能使织物的单纤维后滑(Nachgleiten)到碰撞位置。在这种情况下，织物结构组织由于沿着撞击方向受拉伸的单纤维而发生变化。所述附加纤维层造成了纤维在侵入位置上的压实、纤维沿着拉力方向或者说侵入方向的定向以及因此造成了网络效应，其中，通过碰撞导入的力不是被弹性特性所吸收，而是在周围区域内往回传递到主层压板上(作用力等于反作用力)。
有益地使用UP(不饱和聚酯树脂)基或PU(聚氨酯)基的薄膜粘合剂作为粘合材料，用以将附加纤维层剪切韧性地接合到主层压板上。另外，下述实施方式是有益的，其中：UP基或PU基的粘合材料的厚度为附加纤维层的层厚的40％至60％。粘合材料的该厚度有助于实现附加纤维层相对于主层压板的可相对运动性。
在一种备选的变型实施方案中，附加纤维层借助一种高粘度的环氧粘合材料在部分位置粘贴到主层压板上，其中，在各粘合位置之间设有无粘合面，使得附加纤维层仅仅局部地紧固在主层压板上。无粘合面例如可以通过如下方式实现，即：将涂敷的粘合材料刮成一种格纹图案(Karomuster)。这种局部的接合允许在撞击时直接就在主层压板的断裂点处的粘合位置失效。通过在远距离的各接合部上分布的力流，附加纤维层的较长的纤维区段可以起作用，由此实现更高的绝对变形能力。在碰撞且主层压板失效的情况中，部分在固化之后脆性的粘合位置发生断裂，并允许附加纤维层的单纤维或者纤维束相对于主层压板相对运动。附加纤维层的纤维通过侵入冲撞向侵入位置被沿着主层压板以及沿侵入方向牵拉。在此，优选环氧粘合材料的厚度为附加纤维层的层厚的80％至120％。
对于所述车身面构件，优选为纤维材料使用碳纤维。作为备选或补充，也可以采用其他纤维，诸如芳族聚酰胺纤维、玄武岩纤维或者玻璃纤维。
在有益的和良好功能的实施方式中，附加纤维层的厚度为车身面构件的总厚度的15％至35％。
在另一备选的变型实施方案中，用于机动车的车身面构件构造为纤维复合层压板，该纤维复合层压板具有由碳纤维增强的塑料(特别是环氧塑料)构成的主层压板和一起层合到该主层压板上的附加纤维层，所述附加纤维层当力作用于车身面构件上时能够在部分区段与所述主层压板脱离，该附加纤维层由热塑性塑料制成的纤维织物构成。所述附加纤维层是用减摩剂涂层的。所述层合例如可以利用树脂传递模塑成型法(RTM法)进行。根据本发明，附加纤维层由热塑性塑料(优选聚丙烯)制成的纤维纺织品构成，该热塑性塑料与主层压板的热固性基质是在化学上不相容的，因而粘着性很差。在碰撞情况中，基质不能将附加纤维层的纤维保持在主层压板上，使得它们实施到碰撞位置以及沿侵入方向的、相对于主层压板的相对运动。此时，实际上只有摩擦力在到碰撞位置的力流中起作用。
根据本发明规定：由热塑性塑料构成的附加纤维层的厚度为车身面构件的总厚度的4％至10％。
为了易于相对运动和降低摩擦力，在一种实施例中，附加纤维层是用减摩剂、尤其聚四氟乙烯(PTFE)涂层的。
附图说明
本发明其他有益发展设计的特征在后文根据附图结合对本发明优选实施方式的说明加以详细阐述。图中示出：
图1为附加纤维层的一种剪切韧性接合在侵入情况中作用特性的示意图；
图2为附加纤维层的一种局部接合在侵入情况中作用特性的示意图；
图3为具有一起层合的附加纤维层的一种接合在侵入情况中作用特性的示意图；
附图是举例示意性的并且是用来更好地理解本发明。在所有附图中，同样的附图标记标示相同的部件。
具体实施方式
在图1中示出了作为纤维复合层压板的车身面构件，该纤维复合层压板具有一个利用树脂传递模塑成型法(RTM法)制造的、例如由碳纤维增强环氧塑料构成的、厚度为2mm的主层压板1和一个粘合在主层压板1上的附加纤维层2，该附加纤维层由一种非延性的、干燥的纤维织物以1mm的厚度构成，例如由12k-碳纤维布织物(12k-Kohlenstofffaser-
Figure GDA0002084711210000041
)构成。附加纤维层2借助PU基的薄膜粘合剂3粘贴到主层压板1上并具有0.5mm的厚度。在分图号a)中示出了主层压板1点状断裂的碰撞情况。分图号b)示出了附加纤维层2的单纤维接下来在附加纤维层2织物组织内部沿箭头方向P相对于主层压板1的运动。在主层压板1断裂之后，附加纤维层的单纤维向着断裂位置的方向与主层压板平行地以及在断裂位置处沿侵入方向基本上与主层压板1垂直地拉伸。所述相对运动通过借助PU粘合剂的剪切韧性接合得以实现。
带有分图号a)和b)的图2示出如图1一样的情况，然而附加纤维层22仅仅局部地(亦即在某些位置处)粘合在主层压板1上。作为粘合剂使用的是环氧胶33，该环氧胶在碰撞情况中在重载荷的粘合位置处破裂并且能使单纤维从附加纤维层22的纤维织物组织往外沿着箭头方向P相对运动。主层压板1与图1中的主层压板相同，附加纤维层例如是厚度为1mm的12k-芳香族聚酰胺亚麻布织物(12k-Aramid-Leinwandgewebe)。
在图3中示出一种具有一起层合到主层压板1上的附加纤维层222的接合的示意图。所述层合例如可以在主层压板1的树脂传递模塑成型(RTM)制造过程中实现。附加纤维层222例如是由聚丙烯制成的、拉伸的6k纤维织物构成并且通过如主层压板1一样的基质333一起层合。由于使用热固性的基质333，所以发生微小的粘附作用，使得根据图号b)在侵入情况中附加纤维层222的纤维实施沿侵入方向相对于主层压板1的相对运动。沿箭头方向P的这个运动并不是指整个附加纤维层222运动，而是有关的纤维运动。
本发明在其设计上不限于前面给出的优选实施例。相反可以想到多种变型方案，这些变型方案即使在原则上不同类型的设计中也可以应用所示出的解决方案。例如，对于附加纤维层还可以使用混合纤维类型的织物。

Claims (11)

1.用于机动车的车身面构件，其构造为纤维复合层压板，该纤维复合层压板具有由纤维增强塑料构成的固化的主层压板(1)和粘合在该主层压板(1)上的附加纤维层(2、22、222)，所述附加纤维层在与可能发生的碰撞相背离的那面、亦即朝向车辆内室设置在主层压板上，使得力流能引导到所述附加纤维层上，所述附加纤维层当力作用于车身面构件上时能够至少在部分区段与所述主层压板(1)脱离，该附加纤维层由非延性的、未以树脂或塑料浸透的纤维纺织品构成，所述纤维纺织品由碳纤维、芳族聚酰胺纤维或玻璃纤维构成，其中，在碰撞情况中，附加纤维层的纤维实施到碰撞位置以及沿侵入方向的、相对于主层压板的相对运动。
2.如权利要求1所述的车身面构件，其特征在于：所述附加纤维层借助环氧基、UP基或PU基的薄膜粘合剂粘贴到所述主层压板(1)上。
3.如权利要求1所述的车身面构件，其特征在于：所述附加纤维层借助环氧粘合材料在部分位置粘贴到主层压板(1)上，其中，在各粘合位置之间设有无粘合面，使得所述附加纤维层局部地紧固在所述主层压板(1)上。
4.如权利要求2所述的车身面构件，其特征在于：所述环氧基、UP基或PU基的薄膜粘合剂的厚度为所述附加纤维层的层厚的40％至60％。
5.如权利要求3所述的车身面构件，其特征在于：所述环氧粘合材料的厚度为所述附加纤维层的层厚的80％至120％。
6.如权利要求1至5之中任一项所述的车身面构件，其特征在于：所述附加纤维层的厚度为所述车身面构件的总厚度的15％至35％。
7.用于机动车的车身面构件，其构造为纤维复合层压板，该纤维复合层压板具有由碳纤维增强的环氧塑料构成的主层压板(1)和利用热固性基质一起层合到该主层压板(1)上的附加纤维层(2、22、222)，所述附加纤维层在与可能发生的碰撞相背离的那面、亦即朝向车辆内室设置在主层压板上，使得力流能引导到所述附加纤维层上，所述附加纤维层当力作用于车身面构件上时能够在部分区段与所述主层压板(1)脱离，该附加纤维层由热塑性塑料制成的纤维纺织品构成，所述附加纤维层是用减摩剂涂层的，其中，在碰撞情况中，附加纤维层的纤维实施到碰撞位置以及沿侵入方向的、相对于主层压板的相对运动。
8.如权利要求7所述的车身面构件，其特征在于：所述附加纤维层由聚丙烯制成的纤维纺织品构成。
9.如权利要求7所述的车身面构件，其特征在于：所述附加纤维层的厚度为所述车身面构件的总厚度的4％至10％。
10.如权利要求8所述的车身面构件，其特征在于：所述附加纤维层的厚度为所述车身面构件的总厚度的4％至10％。
11.如权利要求7至10之中任一项所述的车身面构件，其特征在于：所述附加纤维层是用聚四氟乙烯涂层的。
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