CN109131147B - 用于高光泽度耐候性聚碳酸酯装饰应用的低应力附接 - Google Patents

用于高光泽度耐候性聚碳酸酯装饰应用的低应力附接 Download PDF

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CN109131147B
CN109131147B CN201810603997.8A CN201810603997A CN109131147B CN 109131147 B CN109131147 B CN 109131147B CN 201810603997 A CN201810603997 A CN 201810603997A CN 109131147 B CN109131147 B CN 109131147B
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CN109131147A (zh
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T·J·皮克特
R·小达洛斯
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GM Global Technology Operations LLC
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Abstract

车身组件包括全部或部分由第一聚合物材料制成的第一主体。第一聚合物材料包括聚碳酸酯，并且具有等于或大于80光泽度单位的60度光泽度。第一主体限定车身组件的最外表面。第一主体可以是外部装饰部件，如格栅部分，并且可以是黑色。车身组件还包括联接(例如化学结合)至第一主体的第二主体。第二主体可以是支撑主体，该支撑主体配置为支撑外部装饰部件并且全部或部分由第二聚合物材料制成。第二聚合物材料不同于第一聚合物材料，并且第一主体的最外表面背离第二主体。

Description

用于高光泽度耐候性聚碳酸酯装饰应用的低应力附接
技术领域
本发明涉及用于高光泽度耐候性聚碳酸酯装饰应用的低应力附接。
背景技术
如轿车的车辆通常包括装饰性外部应用。作为装饰性外部应用的非限制性示例，车辆有时包括格栅和其他外部装饰零件，如扰流器、机罩通风口、挡泥板通风口、贴花和牌照。
发明内容
聚碳酸酯若受到0.5％或更大的应力，当暴露于各种化学品(例如醇、洗车化学品等)时会出现裂纹和/或裂缝。这种裂纹和裂缝称为环境应力开裂(ESC)。根据美国材料试验协会(ASTM)D833文件，应力开裂是“由于拉伸应力小于其短期机械强度引起的塑料外部或内部裂缝”。ESC是一种应力开裂，发生在当聚合物暴露于如醇、表面活性剂、皂等表面活性润湿剂中时。聚合物抵抗环境应力开裂的能力称为抗环境应力开裂(ESCR)。
在某些实施例中，车身组件包括全部或部分由第一聚合物材料制成的第一主体。车身组件是如汽车的车辆的一部分。第一聚合物材料包括聚碳酸酯(PC)，并且具有等于或大于80光泽度单位的60度光泽度。第一主体限定车身组件的最外表面。第一主体可以是外部装饰部件，如格栅部分，并且可以是黑色。例如，整个第一主体可以是黑色。车身组件还包括连接(例如化学结合)至第一主体的第二主体。第二主体可以是支撑主体，该支撑主体配置为支撑外部装饰部件并且全部或部分由第二聚合物材料制成。第二聚合物材料不同于第一聚合物材料，并且第一主体的最外表面背离第二主体。
第一聚合物材料具有第一熔体质量流率，并且第二聚合物材料具有第二熔体质量流率。第二熔体质量流率小于第一熔体质量流率。因此，第二聚合物材料的ESCR大于第一聚合物材料的ESCR。由于第一主体具有在最外表面处测得的高光泽度(即等于或大于80光泽度单位的60度光泽度)，所以第一主体在其最外表面上不包括涂料或涂层。第一熔体质量流率可等于或小于每10分钟18克。
在某些实施例中，第二聚合物材料全部或部分由丙烯腈丁二烯苯乙烯(ABS)、ABS/PC共混物、烯基琥珀酸酐(ASA)和/或ASA/PC共混物制成。车身组件还包括全部或部分由金属材料制成的车身。第二主体可直接连接至车身。紧固件可延伸穿过车身和第二主体以连接车身至第二主体。第一聚合物材料具有第一Δ黄度指数，并且第二聚合物材料具有第二Δ黄度指数。第一Δ黄度指数可小于第二黄度指数。第一聚合物材料可具有等于或小于5的Δ黄度指数。粘合剂可将车身和第二主体互连。
结合附图从以下对用于执行本发明的最佳模式的详细描述中，本发明的上述特征和优点以及其他特征和优点显而易见。
附图说明
图1是包括车身组件的车辆的示意性等距正视图，其中车身组件包括格栅；
图2是图1的车身组件的示意性横截面图。
图3是根据本发明实施例的车身组件的示意性横截面图。
图4是用于形成图1所示车身组件的一部分的注射成型工艺的流程图。
具体实施方式
图1和图2示意性地示出了包括车身组件12的车辆10。虽然车辆10图示为汽车，但可预期车辆10可以是卡车或适用于运输物体或乘客的任何其他车辆。车身组件12包括车身14和连接车身14的外部装饰特征部18。车身14全部或部分为金属材料，如钢或铝。外部装饰特征部18可直接连接至车身14以增强车辆10的结构完整性。作为非限制性示例，一个或多个紧固件20(例如螺钉、螺栓、凸起部、卡扣配合等)延伸穿过车身14和外部装饰特征部18以连接外部装饰特征部18至车身14。在所描绘的实施例中，外部装饰特征部18为格栅。然而，可以设想，外部装饰特征部18可配置为扰流器、机罩通风口、挡泥板通风口、贴花、牌照和/或任何其他装饰部件。
外部装饰特征部18包括彼此连接(例如化学结合)的第一主体22和第二主体24。第一主体22限定车身组件12的最外表面26。第一主体22的最外表面26背离第二主体24。第一主体22可以是外部装饰部件25，如格栅部分，并且可以是黑色或其他颜色。例如，整个第一主体22可以是黑色或另一种颜色。可预期整个外部装饰特征部18(即第一主体22和第二主体24)可以是黑色或另一种颜色。
第一主体22全部或部分由包括聚碳酸酯(PC)的第一聚合物材料制成。第一聚合物材料在最外表面26处具有高光泽度(即等于或大于80光泽度单位的60度光泽度)以增强车辆10的美学外观。在本发明中，使用测量镜面光泽度的ASTM D523标准试验测量最外表面26处的光泽度。由于第一主体22具有在最外表面26处测得的高光泽度(即等于或大于80光泽度单位的60度光泽度)，所以第一主体22在其最外表面26上不包括涂料或涂层。换言之，不需要涂料或涂层以增强最外表面26处第一主体22的光泽度。通过去除涂料和/或涂层，可以最小化制造车身组件12所花费的时间。作为非限制性示例，第二聚合物材料可以是由Sabic以商品名LEXANTM SLX2271T和LEXANTM SLX1432出售的聚碳酸酯材料。
车身组件12还包括连接(例如化学结合)至第一主体22的第二主体24。在所描绘的实施例中，第一主体22可直接连接(例如结合)至第二主体24以增强车身组件12的结构完整性。第二主体24可以是配置为支撑外部装饰部件25的支撑主体27。此外，第二主体24全部或部分由不同于第一聚合物材料的第二聚合物材料制成。作为非限制性示例，第二聚合物材料全部或部分由丙烯腈丁二烯苯乙烯(ABS)、ABS/PC共混物、烯基琥珀酸酐(ASA)和/或ASA/PC共混物或能够结合至第一主体22的第一聚合物材料的任何合适材料制成。这样，第二主体24可以化学结合至第一主体22。
聚碳酸酯若受到0.5％或更大的应力，当暴露于各种化学品(例如醇、洗车化学品等)时会出现裂纹和/或裂缝。这种裂纹和裂缝称为环境应力开裂(ESC)。根据美国材料试验协会(ASTM)D833文件，应力开裂是“由于拉伸应力小于其短期机械强度引起的塑料外部或内部裂缝”。ESC是一种应力开裂，发生在当聚合物暴露于如醇、表面活性剂、皂等表面活性润湿剂中时。聚合物抵抗环境应力开裂的能力称为抗环境应力开裂(ESCR)。由于第二主体24连接至车身14，所以第二主体24可比第一主体22受到更大的应变。出于该原因，当暴露于各种化学品(例如醇、洗车化学品等)并且受到0.5％或更大的应力时，需要最小化第二主体24中的裂纹和/或裂缝。
分子量影响ESCR。具有较高分子量的材料比具有较低分子量的其他材料表现出更高的ESCR。如上所述，第二主体24可连接至车身14并且与第一主体22相比可更易受到应变。因此，第二主体24的ESCR应高于第一主体22的ESCR。由于与第一主体22相比需要最大化第二主体24的ESCR，所以第二主体24的第二聚合物材料应比第一主体22的第一聚合物材料具有更高的分子量。因此，为了有效地使用车辆10中的材料，第一聚合物材料的分子量可低于第二聚合物材料的分子量。
分子量可以用熔体质量流率间接测量。熔体质量流率较低的材料具有较高的分子量，反之亦然。在本发明中，使用ASTM D1238标准测定熔体质量流率，其中对于聚碳酸酯材料，试验在300℃下以1.2千克质量进行。
由于与第一主体22相比需要最大化第二主体24的ESCR，所以第二聚合物材料的熔体质量流率(即第二熔体质量流率)小于第一聚合物材料的熔体质量流率(即第一熔体质量流率)。因此，第二聚合物材料的ESCR大于第一聚合物材料的ESCR。作为非限制性示例，第一聚合物材料的第一熔体质量流率可等于或小于每10分钟18克。
如上所述，第一主体22限定车辆10的最外表面26。因此，在车辆10操作期间，第一主体22可暴露于阳光下。因此，第一主体22应该是耐候性的。换言之，第一主体22的第一聚合物材料应该耐受由于暴露于阳光下引起的降解。另一方面，第二主体24不像第一主体22那样暴露于阳光下。因此，第二主体24不需要像第一主体22那样耐降解。为此，第一聚合物材料的Δ黄度指数(ΔYI)(即第一黄度指数)可小于第二聚合物材料的Δ黄度指数(ΔYI)(即第二黄度指数)。在本发明中，使用ASTME313-73标准测定Δ黄度指数。作为非限制性示例，第一聚合物材料的Δ黄度指数(ΔYI)可等于或小于5。
参考图3，粘合剂28可以直接将第一主体22和第二主体24互连。因此，在所描绘的实施例中，第一主体22未直接连接至第二主体24。粘合剂28可配置为层。作为非限制性示例，粘合剂28可以是双面胶带。
参考图4，当前公开的车身组件12可使用二次注射成型方法100制造。在该方法100中，在方框102处，第一聚合物材料首先注入模具的第一腔体中。模具的第一腔体形成为第一主体22。然后，在方框104处，第二聚合物材料注入模具的第二腔体中。模具的第二腔体形成为第二主体24并且邻近模具的第一腔体设置。之后，在方框106处，第一聚合物材料和第二聚合物材料完全固化。结果，第一聚合物材料结合至第二聚合物材料以形成车身组件12的至少一部分。然后，在方框108处，现在结合在一起的第一主体22和第二主体24可以使用紧固件20(例如螺钉、凸起部、卡扣配合等)附接至车身14。或者，可以使用压缩成型、包覆成型、结合或任何合适的制造方法制造车身组件12。
虽然已经详细描述了用于执行本发明的最佳模式，但熟悉本发明所涉及技术的人员将认识到在所附权利要求的范围内用于实践本发明的各种替代设计和实施例。

Claims (9)

1.一种车身组件，包括：
包括第一聚合物材料的第一主体，其中所述第一聚合物材料包括聚碳酸酯，所述第一主体限定所述车身组件的最外表面，所述第一聚合物材料在所述最外表面处具有等于或大于80光泽度单位的60度光泽度；
化学结合至所述第一主体的第二主体，其中所述第二主体包括第二聚合物材料，所述第二聚合物材料不同于所述第一聚合物材料，其中所述第二聚合物材料包括烯基琥珀酸酐，并且所述第一主体的所述最外表面背离所述第二主体；以及其中所述第一聚合物材料具有第一熔体质量流率，所述第二聚合物材料具有第二熔体质量流率，并且所述第二熔体质量流率小于所述第一熔体质量流率，其中使用ASTM D1238标准测定熔体质量流率，试验在300℃下以1.2千克质量进行。
2.如权利要求1所述的车身组件，其中所述第一主体的特征在于所述第一主体的所述最外表面上不存在涂料。
3.如权利要求1所述的车身组件，其中所述第一主体的特征在于所述第一主体的所述最外表面上不存在涂层。
4.如权利要求1所述的车身组件，其中所述第二聚合物材料包括丙烯腈丁二烯苯乙烯。
5.如权利要求1所述的车身组件，其中所述第二聚合物材料包括丙烯腈丁二烯苯乙烯/聚碳酸酯共混物。
6.如权利要求1所述的车身组件，其中所述第二聚合物材料包括烯基琥珀酸酐/聚碳酸酯共混物。
7.如权利要求1所述的车身组件，还包括车身，其中所述车身包括金属材料。
8.如权利要求7所述的车身组件，其中所述第二主体直接连接至所述车身。
9.如权利要求7所述的车身组件，还包括延伸穿过所述车身和所述第二主体以连接所述车身至所述第二主体的紧固件。
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