CN108909126A - 一种轨道交通车辆用复合地板 - Google Patents
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Abstract
本发明涉及一种轨道交通车辆用复合地板,包括芯材、布设于芯材外侧的中间层、布设于中间层外侧的上表层;芯材、中间层和上表层通过加热加压复合制成地板;所述上表层为热塑性聚合物层,芯材为中空结构热塑性聚合物芯材层;中间层为玻璃纤维增强热塑性树脂层;本发明的轨道交通车辆地板,面层为热塑性树脂层,表面光滑平整。玻璃纤维增强热塑性树脂面层由多层单向连续玻璃纤维增强热塑性树脂预浸片、或玻璃纤维织物增强热塑性树脂预浸片层层铺叠,使玻璃纤维形成交错的网格状,保证了产品在纵向和横向上都有很高的力学性能,且抗拉强度、抗冲击性和耐久性更好。
Description
技术领域
本发明涉及多层复合材料技术领域,尤其涉及一种轨道交通车辆用复合地板。
背景技术
随着轨道交通的的飞速发展,人们对轨道车辆轻量化及乘坐舒适性越来越关注,轨道交通材料的轻量化和可回收利用愈来愈受到主机厂和终端客户的重视。地板在车辆内饰中占比重很大,其典型的地板结构从上往下由地板布、三明治夹芯板、隔音垫三部分组成。本发明主要针对所说的三明治夹芯板,其材料从木胶板到铝蜂窝再到硬质发泡材料和复合材料,其轻量化的路程在不断延伸,但是目前市场在用的大多仍为铝蜂窝和其延伸出来的三明治夹心材料,这种地板虽然单位面积克重较低,但是生产安装工艺复杂,单价较高,批量生产效率较低,且铝蜂窝材料的导热系数高;另外,因蜂窝本身以及其与面层材料的粘结需要使用粘合剂,气味比较大;综上所述的不利因素,会最终影响到车辆乘坐的舒适性。
在普通大巴客车及物流货车上,目前已经有利用热塑性蜂窝芯或者发泡材料作为芯层,上下表面覆以热塑性复合材料面层作为三明治结构的地板。但是轨道交通车辆和这些普通大巴车及物流货运车辆有显著不同,比如轨道交通车辆极其关注材料的阻燃性能,车辆的体积远大于普通大巴客车,载重更高。同时由于轨道交通车辆地板尺寸大,座椅等必须和地板有良好的固定连接,对地板的板面握钉力以及动载荷(疲劳)性能都有极高的要求。这些都在《铁路客车及动车组用地板》规范中有明确的界定。同时出于环保和旅客安全的需求,铁路用的材料越来越注重材料的安全及可持续性。例如中车集团就明确出台了《铁路客车及动车组用材料的禁止和限制使用物质清单》,对诸多正在使用的传统材料提出了更高的环保要求,要求相关材料供应商及车辆厂尽快开发采用更新型的替代解决方案。
针对以上问题,故,有必要对其进行改进。
发明内容
本发明就是为了解决上述现有技术存在的问题,而提供一种高效阻燃,具有较好抗压性能、轻量化、绿色环保、易回收的轨道交通车辆用复合地板。
为了达到以上目的,本发明所采用的技术方案是:一种轨道交通车辆用复合地板,包括芯材、布设于芯材外侧的中间层、布设于中间层外侧的上表层;芯材、中间层和上表层通过加热加压复合制成地板;所述上表层为热塑性聚合物层,芯材为中空结构热塑性聚合物芯材层;中间层为玻璃纤维增强热塑性树脂层。
作为本发明的一种优选方案,所述热塑性聚合物层以阻燃热塑性树脂通过挤出方法制得的片材,该面层的厚度为0.1-3mm。
作为本发明的一种优选方案,所述玻璃纤维增强热塑性树脂层是由多层单向连续玻璃纤维增强热塑性树脂预浸片、或玻璃纤维织物增强热塑性树脂预浸片复合而成。
作为本发明的一种优选方案,所述单向连续玻璃纤维增强热塑性树脂预浸片按[90°/0°]、[0°/90°]、[0°/45°/90°/135°]或[135°/90°/45°/0°]铺层方式热压复合而成。
作为本发明的一种优选方案,所述玻璃纤维织物增强热塑性树脂预浸片按平纹和斜纹样式复合,使纤维形成交错的网格状。
作为本发明的一种优选方案,所述芯材设置有若干通孔,该通孔横截面形状为圆形、方形、网格形或对称多边形。
作为本发明的一种优选方案,所述通孔沿着复合地板长度方向呈纵向排列。
作为本发明的一种优选方案,所述复合地板的厚度为5-30mm,复合地板体密度为300~1200kg/m3。
作为本发明的一种优选方案,所述复合地板的按质量百分比计包括:聚丙烯树脂PP70%~80%、有机磷氮系阻燃剂20%~30%、PTFE0.2%~0.3%、抗氧剂0.2%~0.3%、紫外稳定剂0.1%~0.2%、硬酯酸钙0.1%~0.2%。
作为本发明的一种优选方案,所述复合地板的按质量百分比计包括:聚丙烯树脂PP70%、有机磷氮系阻燃剂20%、PTFE0.2%、抗氧剂0.2%、紫外稳定剂0.1%、硬酯酸钙0.1%。
本发明的有益效果是:本发明的轨道交通车辆地板,面层为热塑性树脂层,表面光滑平整。玻璃纤维增强热塑性树脂面层由多层单向连续玻璃纤维增强热塑性树脂预浸片、或玻璃纤维织物增强热塑性树脂预浸片层层铺叠,使玻璃纤维形成交错的网格状,保证了产品在纵向和横向上都有很高的力学性能,且抗拉强度、抗冲击性和耐久性更好;热塑性轻质芯材中间含有通孔,可以降低芯材的密度,降低复合地板的重量;面层、玻璃纤维增强层和芯材层可以使用同种聚合物,因而可通过热压工艺在一定温度压力下,各层直接熔化结合,无需使用胶黏剂,减少了喷胶工序。该复合地板材料主要由热塑性树脂与玻璃纤维构成,材料可回收重复利用,绿色环保,易于处理。
附图说明
图1为本发明实施例1的结构示意图;
图2为本发明实施例2的结构示意图;
图中附图标记:芯材1,中间层2,上表层3,通孔4。
具体实施方式
下面结合附图对本发明实施例作详细说明。
实施例1:
如图1所示,一种轨道交通车辆用复合地板,包括芯材1、布设于芯材1外侧的中间层2、布设于中间层2外侧的上表层3;芯材1、中间层2和上表层3通过加热加压复合制成地板;所述上表层3为热塑性聚合物层,芯材1为中空结构热塑性聚合物芯材层;中间层2为玻璃纤维增强热塑性树脂层;本发明的轨道交通车辆地板,面层为热塑性树脂层,表面光滑平整。玻璃纤维增强热塑性树脂面层由多层单向连续玻璃纤维增强热塑性树脂预浸片、或玻璃纤维织物增强热塑性树脂预浸片层层铺叠,使玻璃纤维形成交错的网格状,保证了产品在纵向和横向上都有很高的力学性能,且抗拉强度、抗冲击性和耐久性更好;热塑性轻质芯材中间含有通孔,可以降低芯材的密度,降低复合地板的重量;面层、玻璃纤维增强层和芯材层可以使用同种聚合物,因而可通过热压工艺在一定温度压力下,各层直接熔化结合,无需使用胶黏剂,减少了喷胶工序;该复合地板材料主要由热塑性树脂与玻璃纤维构成,材料可回收重复利用,绿色环保,易于处理。
热塑性聚合物层以阻燃热塑性树脂通过挤出方法制得的片材,该面层的厚度为0.1-3mm。
玻璃纤维增强热塑性树脂层是由多层单向连续玻璃纤维增强热塑性树脂预浸片、或玻璃纤维织物增强热塑性树脂预浸片复合而成。为了提高客车地板的强度、抗冲击性和耐久性,对单向连续玻璃纤维增强热塑性树脂预浸片采用特定的铺层方式层层铺叠,按[90°/0°]、[0°/90°]、[0°/45°/90°/135°]或[135°/90°/45°/0°]铺层方式热压复合而成,如一层0度,一层90度;或者一层0度,一层45度,一层90度,一层135度;对玻璃纤维织物增强热塑性树脂预浸片,设计织物的组织结构为平纹和斜纹样式,使纤维形成交错的网格状,保证产品在纵向和横向性能都很高,且强度、抗冲击性和耐久性更好。所述玻璃纤维增强热塑性树脂层的厚度为0.5-3mm,面层中玻璃纤维与热塑性聚合物的重量比为10%~70%,面层密度为1300-2050kg/m3。
芯材1设置有若干通孔4,芯材1是以热塑性聚合物树脂通过挤出成型方法制得,在芯材1中有若干个通孔4,通孔4横截面形状为圆形、方形、网格形或对称多边形,通孔4呈纵向排列。若干通孔4的存在可以降低芯材的密度,从而降低复合地板的重量;热塑性聚合物树脂中也可以选择性添加玻璃纤维或玻璃微珠来增强。玻璃纤维或玻璃微珠与热塑性聚合物的重量比为0%~40%。芯材层密度为100-1000kg/m3。
上述面层和芯层所述的热塑型树脂都有阻燃功能,包括但不限于“聚丙烯PE”,“聚丙烯PP”、“聚酰胺PA”、“聚对苯甲酸乙二醇酯PET”、“聚碳酸酯PC”,“聚苯硫醚PPS”,“聚醚醚酮PEEK”,“聚醚酰亚胺PEI”,“聚醚砜PSU”,“聚亚苯基砜PPSU”。由于轨道交通车辆内饰需要满足不同应用场合下防火、低烟密度、低烟毒性以及燃烧低热释放量等要求,热塑性树脂采用无卤阻燃配方。这里以聚丙烯地板为例给出典型的阻燃配方,地板材料的聚丙烯树脂配方按质量百分比计包括:聚丙烯树脂PP70%~80%、有机磷氮系阻燃剂20%~30%、PTFE0.2%~0.3%、抗氧剂0.2%~0.3%、紫外稳定剂0.1%~0.2%、硬酯酸钙0.1%~0.2%。
轨道交通车辆地板的厚度为5-30mm,复合地板体密度为300~1200kg/m3。其典型的样品结构结合实例予以显示。
本实施例1中,地板材料的聚丙烯树脂配方按质量百分比计为:聚丙烯树脂PP70%、有机磷氮系阻燃剂20%、PTFE0.2%、抗氧剂0.2%、紫外稳定剂0.1%、硬酯酸钙0.1%。
具体到本发明,如图1所示,一种轨道交通车辆用复合地板,包括聚丙烯面层,连续玻璃纤维增强聚丙烯层,中空结构聚丙烯芯材层,连续玻璃纤维增强聚丙烯层,以及聚丙烯面层构成,样品结构见图1。所述聚丙烯面层由阻燃聚丙烯通过片材挤出形式制得,厚度为1.5mm。这里的阻燃聚丙烯树脂配方为:聚丙烯树脂PP75%、有机磷氮系阻燃剂25%、PTFE0.2%、抗氧剂0.2%、紫外稳定剂0.1%、硬酯酸钙0.1%;所述连续玻璃纤维增强聚丙烯层是由2层单向连续纤维增强聚丙烯树脂预浸片按[0°/90°]的铺层方式热压复合而成,所述单向连续纤维增强聚丙烯树脂预浸片中玻璃纤维的含量为70wt%,厚度为0.25mm,密度为1650kg/m3;所述芯材是用与面层材料相同的阻燃聚丙烯通过挤出成型方法制得,芯材中有若干个通孔,通孔横截面形状为网格形,芯材密度在400kg/m3,所述芯材的厚度为17mm。所述上下表面聚丙烯面层,上下层连续玻璃纤维增强聚丙烯层,中空结构聚丙烯芯材层等通过热压成型工艺形成地板,地板的总厚度为20mm,该实施例客车地板性能见表1所示。
实施例2:
如图2所示,一种轨道交通车辆用复合地板,包括聚丙烯面层,玻璃纤维织物增强聚丙烯层,中空结构聚丙烯芯材层,玻璃纤维织物增强聚丙烯层,以及聚丙烯面层构成,样品结构见图2;所述聚丙烯面层由阻燃聚丙烯通过片材挤出形式制得,厚度为1.5mm。这里的阻燃聚丙烯树脂配方同实例1;所述玻璃纤维织物增强层是一层玻璃纤维织物增强聚丙烯预浸片,该层中玻璃纤维的含量为60wt%,厚度为1mm,密度为1500kg/m3。所述芯材是用与面层材料相同的阻燃聚丙烯通过挤出成型方法制得,芯材中有若干个通孔,通孔横截面形状为X形,芯材密度在400kg/m3,所述芯材的厚度为17mm。所述上下表面聚丙烯面层,上下层连续玻璃纤维增强聚丙烯层,中空结构聚丙烯芯材层等通过热压成型工艺形成地板,热压成型温度为220℃,成型压力为10MPa。地板的总厚度为20mm,该实施例客车地板性能见表1所示。
表1 实施例的性能结果数据
对所公开的实施例的上述说明,使本领域专业技术人员能够实现或使用本发明。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的,本文中所定义的一般原理可以在不脱离本发明的精神或范围的情况下,在其它实施例中实现;因此,本发明将不会被限制于本文所示的这些实施例,而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。
尽管本文较多地使用了图中附图标记:芯材1,中间层2,上表层3,通孔4等术语,但并不排除使用其它术语的可能性。使用这些术语仅仅是为了更方便地描述和解释本发明的本质;把它们解释成任何一种附加的限制都是与本发明精神相违背的。
Claims (10)
1.一种轨道交通车辆用复合地板,其特征在于:包括芯材(1)、布设于芯材(1)外侧的中间层(2)、布设于中间层(2)外侧的上表层(3);芯材(1)、中间层(2)和上表层(3)通过加热加压复合制成地板;所述上表层(3)为热塑性聚合物层,芯材(1)为中空结构热塑性聚合物芯材层;中间层(2)为玻璃纤维增强热塑性树脂层。
2.根据权利要求1所述的一种轨道交通车辆用复合地板,其特征在于:所述热塑性聚合物层以阻燃热塑性树脂通过挤出方法制得的片材,该面层的厚度为0.1-3mm。
3.根据权利要求1所述的一种轨道交通车辆用复合地板,其特征在于:所述玻璃纤维增强热塑性树脂层是由多层单向连续玻璃纤维增强热塑性树脂预浸片、或玻璃纤维织物增强热塑性树脂预浸片复合而成。
4.根据权利要求3所述的一种轨道交通车辆用复合地板,其特征在于:所述单向连续玻璃纤维增强热塑性树脂预浸片按[90°/0°]、[0°/90°]、[0°/45°/90°/135°]或[135°/90°/45°/0°]铺层方式热压复合而成。
5.根据权利要求3所述的一种轨道交通车辆用复合地板,其特征在于:所述玻璃纤维织物增强热塑性树脂预浸片按平纹和斜纹样式复合,使纤维形成交错的网格状。
6.根据权利要求1所述的一种轨道交通车辆用复合地板,其特征在于:所述芯材(1)设置有若干通孔(4),该通孔(4)横截面形状为圆形、方形、网格形或对称多边形。
7.根据权利要求6所述的一种轨道交通车辆用复合地板,其特征在于:所述通孔(4)沿着复合地板长度方向呈纵向排列。
8.根据权利要求1所述的一种轨道交通车辆用复合地板,其特征在于:所述复合地板的厚度为5-30mm,复合地板体密度为300~1200kg/m3。
9.根据权利要求1所述的一种轨道交通车辆用复合地板,其特征在于:所述复合地板的按质量百分比计包括:聚丙烯树脂PP70%~80%、有机磷氮系阻燃剂20%~30%、PTFE0.2%~0.3%、抗氧剂0.2%~0.3%、紫外稳定剂0.1%~0.2%、硬酯酸钙0.1%~0.2%。
10.根据权利要求9所述的一种轨道交通车辆用复合地板,其特征在于:所述复合地板的按质量百分比计包括:聚丙烯树脂PP70%、有机磷氮系阻燃剂20%、PTFE0.2%、抗氧剂0.2%、紫外稳定剂0.1%、硬酯酸钙0.1%。
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