CN111331970A - 一种汽车车身用树脂基复合板材及其制备方法 - Google Patents

一种汽车车身用树脂基复合板材及其制备方法 Download PDF

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Publication number
CN111331970A
CN111331970A CN202010256568.5A CN202010256568A CN111331970A CN 111331970 A CN111331970 A CN 111331970A CN 202010256568 A CN202010256568 A CN 202010256568A CN 111331970 A CN111331970 A CN 111331970A
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China
Prior art keywords
resin
fiber
based composite
composite board
automobile body
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CN202010256568.5A
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Inventor
余启勇
姚栋嘉
龚祥明
董会娜
吕多军
牛利伟
吴恒
张东生
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Gongyi Van Research Yihui Composite Material Co Ltd
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Gongyi Van Research Yihui Composite Material Co Ltd
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Priority to CN202010256568.5A priority Critical patent/CN111331970A/zh
Publication of CN111331970A publication Critical patent/CN111331970A/zh
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Abstract

本发明公开了一种汽车车身用树脂基复合板材，包括上层面板层、中间芯材层、下层面板层。制备方法如下：将树脂、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按比例混合得到混合浆料A，将树脂、空心微珠、热膨胀微球、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按比例混合得到混合浆料B，通过辊压或浸渍方式使混合浆料进入纤维布上，与混合浆料A结合的为纤维预浸带C，与混合浆料B结合的纤维预浸带D，将得到的纤维预浸带C和D按照C‑D…‑D‑C的方式铺设，铺设完成后热压成型。本发明通过调节空心微珠和热膨胀微球的加入量来实现板材密度的可控性，采用铺层结构实现板材的厚度可控，制备得到的板材作为车身材料能够显著降低车身的重量，实现车身轻量化的要求。

Description

一种汽车车身用树脂基复合板材及其制备方法
技术领域
本发明属于汽车加工用复合材料技术领域，具体涉及一种汽车车身用树脂基复合板材及其制备方法。
背景技术
随着经济规模和人口的不断增长，能源使用带来的环境问题及其原因不断为人们所认识，环境变化的危害已成为不争的事实。因此随着创新技术和创新机制的不断提倡，通过低碳经济模式和低碳生活方式，实现社会可持续发展已成为未来发展的必要考虑因素之一。轻质高强材料在此背景下应运而生，已经成为目前研究的热点，因其重量轻使用过程中减少了温室气体排放，实现了低能耗、低污染的目标。
轻质高强材料的应用是汽车交通实现轻量化最重要和最有效的途经。对于轻质高强材料来说，高强要求其具有更高的强度、模量、韧性、耐磨、耐疲劳、耐老化、阻燃等性能。夹层结构是目前应用最广泛的轻质高强材料之一，其具有大的弯曲刚度/重量比、大的弯曲强度/重量比、以及良好的吸音隔热性能，目前已有将其用于轨道列车的内顶板装饰材料。但是为了进一步降低车身的重量，将其直接作为车身的外表材料是目前需要研究解决的重要问题。
目前的夹层结构中，芯材主要有蜂窝、PMI泡沫、轻木、空心微球等。而蜂窝和PMI泡沫成本高，将蜂窝芯材用于车身材料时不易成型，此外作为车身材料要求其具备一定的隔热和隔音性能，将蜂窝和PMI泡沫作为芯材时还需要增加额外的隔热和隔音材料。将轻木作为芯材时不能成型薄壁厚的结构，也不能成型复杂的弯曲面结构。目前常用的空心微球为空心玻璃微珠，虽然其能够在一定程度上克服上述材料的缺点，但是其也存在成本较高的问题，在满足力学性能的前提下对材料本身的密度仍有改进的空间，且单独用空心玻璃微珠来成型，当其添加量过高时会明显提高树脂体系粘度，会提高生产工艺流程的难度。因此为了满足车身材料对轻质高强以及隔热隔音效果的要求，本发明旨在设计一种新型的汽车车身用复合板材，有望代替传统的金属合金等板材实现规模化应用，实现车身材料未来轻量化的目标。
发明内容
本发明所要解决的技术问题是：克服现有技术中存在的不足之处，提供一种汽车车身用树脂基复合板材及其制备方法。
本发明为解决技术问题所采取的技术方案如下：
一种汽车车身用树脂基复合板材，包括上层面板层、中间芯材层、下层面板层，所述上层面板层和下层面板层均为纤维增强树脂预浸带层，所述中间芯材层为纤维增强树脂基复合泡沫预浸带层。
所述纤维增强树脂预浸带层是将树脂、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按比例混合均匀后通过辊压或浸渍方式进入纤维布上形成的；所述纤维增强树脂基复合泡沫预浸带层是将树脂、空心微珠、热膨胀微球、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按比例混合均匀后通过辊压或浸渍方式进入纤维布上形成的，所述热膨胀微球的外壳为热塑性材料，所述热膨胀微球的内部填充有发泡剂。
所述的汽车车身用树脂基复合板材的制备方法，包括以下具体步骤：
（1）将树脂、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按照质量份数为100：（7～100）：（1～3）：（1～2）：（3～5）：（8～25）的比例混合均匀得到混合浆料A；
（2）将树脂、空心微珠、热膨胀微球、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按照质量份数为100：（20～30）：（2～5）：（7～100）：（1～3）：（1～2）：（3～5）：（8～25）的比例混合均匀得到混合浆料B；
（3）将纤维布通过辊压或浸渍的方式使混合浆料进入纤维布上，其中，与混合浆料A结合的为纤维预浸带C，与混合浆料B结合的为纤维预浸带D；
（4）将步骤（3）得到的纤维预浸带C和D按照C-D-D-D……D-D-C的方式铺设；
（5）将铺设完成的纤维复合板材置于模具中，热压成型即得到汽车车身用树脂基复合板材。
较好地，在步骤（1）和步骤（2）中，所述树脂为双酚A型环氧树脂、双酚F型环氧树脂、线性酚醛环氧树脂、改性型环氧树脂中的一种或多种；所述固化剂为双氰胺及其衍生物、DOPO、琥珀酸酰肼、己二酸二酰肼、间苯二甲酸二酰肼、对羟基苯甲酸酰肼中的一种或多种；所述促进剂为有机脲类UR300、UR500、5050P、DMP-30、吡啶、液体咪唑、2-甲基-4-已基咪唑、乙酰丙酮金属盐、过氧化苯甲酰、苄基二甲胺、三乙胺、聚醚胺型中的一种或多种；所述偶联剂为KH550、KH560中的一种；所述增韧剂为聚硫橡胶、液体丁腈橡胶、液体丙烯酸酯橡胶、液体聚丁二烯橡胶、SBS、EVA、聚醚、聚砜、低分子聚酰胺中的一种或多种；所述阻燃剂为HY-50、AMP-30、聚磷酸铵、异丙基化磷酸三苯酯、十溴二苯醚、十溴二苯乙烷、氢氧化铝、氢氧化镁中的一种或多种。
较好地，在步骤（2）中，所述空心微珠为空心玻璃微珠、硅酸铝空心微珠、硼酸盐空心微珠、玻璃空心微珠、氧化铝空心微珠、二氧化硅空心微珠、陶瓷空心微珠、氧化锆空心微珠、飞灰漂珠或聚苯乙烯空心微珠中的一种或多种；所述热膨胀微球的外壳为热塑性材料，热膨胀微球的内部填充有发泡剂。
较好地，所述的热塑性材料为二氯乙烯共聚物、丙烯腈系共聚物或丙烯酸系共聚物，所述发泡剂为异丁烷或异戊烷等烃类。
较好地，所述空心微珠的粒径为50～125μm，所述热膨胀微球的粒径为10～50μm。
较好地，在步骤（3）中，所述纤维布为玻璃纤维、碳纤维、玄武岩纤维、卡夫拉纤维、硼纤维、氮化硼纤维、陶瓷纤维布中的一种。
较好地，在步骤（4）中，所述纤维预浸带D铺设的层数与所述中间芯材层的厚度相匹配。
较好地，在步骤（5）中，所述热压的温度为100～160℃，压力3～10MPa，时间20min～8h。
本发明的积极有益效果如下：
本发明制备得到的汽车车身用树脂基复合板材可代替传统的金属材料用于汽车车身，采用的空心微珠能够使板材具备一定的抗压抗冲击等力学性能，热膨胀性微球的外壳为热塑性材料，热膨胀微球的内部填充有发泡剂，将其加入能够显著降低板材的密度；此外热膨胀性微球的加入能够增强混合浆料的流动性，降低板材成型的难度，本发明通过调节空心微珠和热膨胀微球的加入量可以实现板材密度的可控性。
本发明所使用的热膨胀微球经过发泡成型后，在芯材内部形成一定的开孔硬质泡沫材料，其具有良好的隔热隔音性能，能够在满足板材轻质高强的前体下使板材具备一定的隔热和隔音性能，将其用于车身材料具备一定的应用优势。
本发明采用铺层的结构设计，能够实现板材的厚度可控，满足不同使用条件下的厚度要求，将本发明得到的板材作为车身材料能够显著降低车身的重量，实现目前对车身轻量化的要求，有望大大推动车身轻量化改革进程的发展，具有很好的社会价值和发展前景。
附图说明：
图1为本发明中汽车车身用树脂基复合板材的结构示意图。
具体实施方式：
下面结合附图和具体实施例对本发明的技术方案做进一步详细、清楚地描述，但本发明的保护范围并不局限于此。
实施例1：
参见图1，一种汽车车身用树脂基复合板材，包括上层面板层1、中间芯材层2、下层面板层3，上层面板层1和下层面板层3均为纤维增强树脂预浸带层，中间芯材层2为纤维增强树脂基复合泡沫预浸带层。
上述汽车车身用树脂基复合板材的制备方法，包括以下具体步骤：
（1）将树脂、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按照质量份数为100：9：3：1：3：20的比例混合均匀得到混合浆料A；
（2）将树脂、空心微珠、热膨胀微球、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按照质量份数为100：20：2：9：3：1：3：20的比例混合均匀得到混合浆料B；
（3）将纤维布通过辊压或浸渍的方式使混合浆料进入纤维布上，其中，与混合浆料A结合的为纤维预浸带C，与混合浆料B结合的为纤维预浸带D；
（4）将步骤（3）得到的纤维预浸带C和D按照C-D-D-D-D-C的方式铺设，纤维预浸带D铺设的层数与中间芯材层的厚度相匹配，为4层；
（5）将铺设完成的纤维复合板材置于模具中，热压成型即得到汽车车身用树脂基复合板材。
在步骤（1）和步骤（2）中，树脂为双酚A型环氧树脂，固化剂为双氰胺及其衍生物，促进剂为有机脲类UR300，偶联剂为KH550，增韧剂为聚硫橡胶，燃剂为聚磷酸铵。
在步骤（2）中，空心微珠为空心玻璃微珠，热膨胀微球的外壳为热塑性材料，热膨胀微球的内部填充有发泡剂。其中，热塑性材料为二氯乙烯共聚物，发泡剂为异丁烷。
在步骤（2）中，空心微珠的粒径为50μm，热膨胀微球的粒径为15μm。
在步骤（3）中，纤维布为玻璃纤维。
在步骤（5）中，热压的温度为110℃，压力5MPa，时间150min。
实施例2：
本实施例中，汽车车身用树脂基复合板材的结构和实施例1的结构基本相同，相同之处不重述，不同之处在于：
一种汽车车身用树脂基复合板材的制备方法，包括以下具体步骤：
（1）将树脂、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按照质量份数为100：10：15：1：3：20的比例混合均匀得到混合浆料A；
（2）将树脂、空心微珠、热膨胀微球、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按照质量份数为100：25：3：10：15：1：3：22的比例混合均匀得到混合浆料B；
（3）将纤维布通过辊压或浸渍的方式使混合浆料进入纤维布上，其中，与混合浆料A结合的为纤维预浸带C，与混合浆料B结合的纤维预浸带D；
（4）将步骤（3）得到的纤维预浸带C和D按照C-D-D-D-D-D-C的方式铺设，纤维预浸带D铺设的层数与中间芯材层的厚度相匹配，为5层；
（5）将铺设完成的纤维复合板材置于模具中，热压成型即得到汽车车身用树脂基复合板材。
在步骤（1）和步骤（2）中，树脂为双酚A型环氧树脂和双酚F型环氧树脂的混合物，二者的质量份数为1:1；固化剂为DOPO，促进剂为2-甲基-4-已基咪唑，偶联剂为KH550，增韧剂为液体聚丁二烯橡胶，阻燃剂为十溴二苯醚和十溴二苯乙烷的混合物，二者的质量份数为2:1。
在步骤（2）中，空心微珠为硅酸铝空心微珠和硼酸盐空心微珠的混合物，二者的质量份数为3:5；热膨胀微球的外壳为热塑性材料，热膨胀微球的内部填充有发泡剂。其中，热塑性材料为丙烯酸系共聚物，发泡剂为异戊烷。
在步骤（2）中，空心微珠的粒径为100μm，热膨胀微球的粒径为40μm。
在步骤（3）中，纤维布为玄武岩纤维。
在步骤（5）中，热压的温度为150℃，压力4MPa，时间45min。
实施例3：
本实施例中，汽车车身用树脂基复合板材的结构和实施例1的结构基本相同，相同之处不重述，不同之处在于：
一种汽车车身用树脂基复合板材的制备方法，包括以下具体步骤：
（1）将树脂、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按照质量份数为100：70：2：1：4：22的比例混合均匀得到混合浆料A；
（2）将树脂、空心微珠、热膨胀微球、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按照质量份数为100：30：3：70：2：1：4：20的比例混合均匀得到混合浆料B；
（3）将纤维布通过辊压或浸渍的方式使混合浆料进入纤维布上，其中，与混合浆料A结合的为纤维预浸带C，与混合浆料B结合的纤维预浸带D；
（4）将步骤（3）得到的纤维预浸带C和D按照C-D-D-D-D-D-D-D-C的方式铺设，纤维预浸带D铺设的层数与中间芯材层的厚度相匹配，为7层；
（5）将铺设完成的纤维复合板材置于模具中，热压成型即得到汽车车身用树脂基复合板材。
在步骤（1）和步骤（2）中，树脂为线性酚醛环氧树脂，固化剂为甲基六氢苯酐，促进剂为DMP-30，偶联剂为KH560，增韧剂为聚醚和聚砜的混合物，二者的质量份数为1:2；阻燃剂为聚磷酸铵和氢氧化镁的混合物，二者的质量份数为3:1。
在步骤（2）中，空心微珠为氧化铝空心微珠和氧化锆空心微珠的混合物，二者的质量份数为5:7，热膨胀微球的外壳为热塑性材料，热膨胀微球的内部填充有发泡剂。其中，热塑性材料为丙烯腈系共聚物，发泡剂为异戊烷。
在步骤（2）中，空心微珠的粒径为80μm，热膨胀微球的粒径为20μm。
在步骤（3）中，纤维布为卡夫拉纤维。
在步骤（5）中，热压的温度为130℃，压力8MPa，时间60min。
实施例4：
本实施例中，汽车车身用树脂基复合板材的结构和实施例1的结构基本相同，相同之处不重述，不同之处在于：
一种汽车车身用树脂基复合板材的制备方法，包括以下具体步骤：
（1）将树脂、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按照质量份数为100：15:1：1：4：22的比例混合均匀得到混合浆料A；
（2）将树脂、空心微珠、热膨胀微球、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按照质量份数为100：30：4：15:1：1：3：22的比例混合均匀得到混合浆料B；
（3）将纤维布通过辊压或浸渍的方式使混合浆料进入纤维布上，其中，与混合浆料A结合的为纤维预浸带C，与混合浆料B结合的纤维预浸带D；
（4）将步骤（3）得到的纤维预浸带C和D按照C-D-D-D-C的方式铺设，纤维预浸带D铺设的层数与中间芯材层的厚度相匹配，为3层；
（5）将铺设完成的纤维复合板材置于模具中，热压成型即得到汽车车身用树脂基复合板材。
在步骤（1）和步骤（2）中，树脂为改性型环氧树脂，固化剂为2-乙基-4-甲基咪唑，促进剂为DMP-30，偶联剂为KH550，增韧剂为低分子聚酰胺，阻燃剂为异丙基化磷酸三苯酯。
在步骤（2）中，空心微珠为硅酸铝空心微珠、氧化铝空心微珠、氧化锆空心微珠的混合物，三者的质量份数之比为1:1:1；热膨胀微球的外壳为热塑性材料，热膨胀微球的内部填充有发泡剂。其中，热塑性材料为二氯乙烯共聚物，发泡剂为异丁烷。
在步骤（2）中，空心微珠的粒径为110μm，热膨胀微球的粒径为40μm。
在步骤（3）中，纤维布为硼纤维。
在步骤（5）中，所述热压的温度为160℃，压力3MPa，时间30min。
实施例5：
本实施例中，汽车车身用树脂基复合板材的结构和实施例1的结构基本相同，相同之处不重述，不同之处在于：
一种汽车车身用树脂基复合板材的制备方法，包括以下具体步骤：
（1）将树脂、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按照质量份数为100：30：3：2：5：15的比例混合均匀得到混合浆料A；
（2）将树脂、空心微珠、热膨胀微球、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按照质量份数为100：25：3：30：3：2：5：10的比例混合均匀得到混合浆料B；
（3）将纤维布通过辊压或浸渍的方式使混合浆料进入纤维布上，其中，与混合浆料A结合的为纤维预浸带C，与混合浆料B结合的纤维预浸带D；
（4）将步骤（3）得到的纤维预浸带C和D按照C-D-D-D-D-C的方式铺设，纤维预浸带D铺设的层数与中间芯材层的厚度相匹配，为4层；
（5）将铺设完成的纤维复合板材置于模具中，热压成型即得到汽车车身用树脂基复合板材。
在步骤（1）和步骤（2）中，树脂为双酚F型环氧树脂,固化剂为琥珀酸酰肼,促进剂为有机脲5050P,偶联剂为KH560，增韧剂为液体丁腈橡胶，阻燃剂为AMP-30。
在步骤（2）中，空心微珠为硼酸盐空心微珠和陶瓷空心微珠的混合物，二者的质量份数之比为1:3；热膨胀微球的外壳为热塑性材料，热膨胀微球的内部填充有发泡剂。其中，热塑性材料为丙烯腈系共聚物，发泡剂为异戊烷。
在步骤（2）中，空心微珠的粒径为80μm，热膨胀微球的粒径为30μm。
在步骤（3）中，纤维布为氮化硼纤维。
在步骤（5）中，热压的温度为120℃，压力4MPa，时间2h。
实施例6：
本实施例中，汽车车身用树脂基复合板材的结构和实施例1的结构基本相同，相同之处不重述，不同之处在于：
一种汽车车身用树脂基复合板材的制备方法，包括以下具体步骤：
（1）将树脂、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按照质量份数为100：20：2：1：4：23的比例混合均匀得到混合浆料A；
（2）将树脂、空心微珠、热膨胀微球、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按照质量份数为100：22：3：20：2：1：4：20的比例混合均匀得到混合浆料B；
（3）将纤维布通过辊压或浸渍的方式使混合浆料进入纤维布上，其中，与混合浆料A结合的为纤维预浸带C，与混合浆料B结合的纤维预浸带D；
（4）将步骤（3）得到的纤维预浸带C和D按照C-D-D-C的方式铺设，纤维预浸带D铺设的层数与中间芯材层的厚度相匹配，为2层；
（5）将铺设完成的纤维复合板材置于模具中，热压成型即得到汽车车身用树脂基复合板材。
在步骤（1）和步骤（2）中，树脂为线性酚醛环氧树脂，固化剂为己二酸二酰肼，促进剂为过氧化苯甲酰，偶联剂为KH550，增韧剂为液体丙烯酸酯橡胶，阻燃剂为聚磷酸铵。
在步骤（2）中，空心微珠为硅酸铝空心微珠，热膨胀微球的外壳为热塑性材料，热膨胀微球的内部填充有发泡剂。其中，热塑性材料为丙烯酸系共聚物，发泡剂为异丁烷。
在步骤（2）中，空心微珠的粒径为100μm，热膨胀微球的粒径为40μm。
在步骤（3）中，纤维布为陶瓷纤维。
在步骤（5）中，热压的温度为150℃，压力3MPa，时间30min。
以上仅为本发明的优选实施例而已，并不用于限制本发明，对于本领域的技术人员来说，本发明可以有各种更改和变化。凡在本发明的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本发明的保护范围之内。

Claims (10)

1.一种汽车车身用树脂基复合板材，其特征在于：所述汽车车身用树脂基复合板材包括上层面板层（1）、中间芯材层（2）、下层面板层（3），所述上层面板层（1）和下层面板层（3）均为纤维增强树脂预浸带层，所述中间芯材层（2）为纤维增强树脂基复合泡沫预浸带层。
2.根据权利要求1所述的汽车车身用树脂基复合板材，其特征在于：所述纤维增强树脂预浸带层是将树脂、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按比例混合均匀后通过辊压或浸渍方式进入纤维布上形成的；所述纤维增强树脂基复合泡沫预浸带层是将树脂、空心微珠、热膨胀微球、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按比例混合均匀后通过辊压或浸渍方式进入纤维布上形成的；所述热膨胀微球外壳为热塑性材料，所述热膨胀微球内部填充有发泡剂。
3.根据权利要求2所述的汽车车身用树脂基复合板材的制备方法，其特征在于，包括以下具体步骤：
（1）将树脂、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按照质量份数为100：（7～100）：（1～3）：（1～2）：（3～5）：（8～25）的比例混合均匀得到混合浆料A；
（2）将树脂、空心微珠、热膨胀微球、固化剂、促进剂、偶联剂、增韧剂、阻燃剂按照质量份数为100：（20～30）：（2～5）：（7～100）：（1～3）：（1～2）：（3～5）：（8～25）的比例混合均匀得到混合浆料B；
（3）将纤维布通过辊压或浸渍的方式使混合浆料进入纤维布上，其中，与混合浆料A结合的为纤维预浸带C，与混合浆料B结合的纤维预浸带为D；
（4）将步骤（3）得到的纤维预浸带C和D按照C-D-D-D……D-D-C的方式铺设；
（5）将铺设完成的纤维复合板材置于模具中，热压成型即得到汽车车身用树脂基复合板材。
4.根据权利要求3所述的汽车车身用树脂基复合板材的制备方法，其特征在于：在步骤（1）和步骤（2）中，所述树脂为双酚A型环氧树脂、双酚F型环氧树脂、线性酚醛环氧树脂、改性型环氧树脂中的一种或多种；所述固化剂为双氰胺及其衍生物、DOPO、琥珀酸酰肼、己二酸二酰肼、间苯二甲酸二酰肼、对羟基苯甲酸酰肼中的一种或多种；所述促进剂为有机脲类UR300、UR500、5050P、DMP-30、吡啶、液体咪唑、2-甲基-4-已基咪唑、乙酰丙酮金属盐、过氧化苯甲酰、苄基二甲胺、三乙胺、聚醚胺型中的一种或多种；所述偶联剂为KH550、KH560中的一种；所述增韧剂为聚硫橡胶、液体丁腈橡胶、液体丙烯酸酯橡胶、液体聚丁二烯橡胶、SBS、EVA、聚醚、聚砜、低分子聚酰胺中的一种或多种；所述阻燃剂为HY-50、AMP-30、聚磷酸铵、异丙基化磷酸三苯酯、十溴二苯醚、十溴二苯乙烷、氢氧化铝、氢氧化镁中的一种或多种。
5.根据权利要求3所述的汽车车身用树脂基复合板材的制备方法，其特征在于：在步骤（2）中，所述空心微珠为空心玻璃微珠、硅酸铝空心微珠、硼酸盐空心微珠、玻璃空心微珠、氧化铝空心微珠、二氧化硅空心微珠、陶瓷空心微珠、氧化锆空心微珠、飞灰漂珠或聚苯乙烯空心微珠中的一种或多种；所述热膨胀微球的外壳为热塑性材料，热膨胀微球的内部填充有发泡剂。
6.根据权利要求3所述的汽车车身用树脂基复合板材的制备方法，其特征在于：所述的热塑性材料为二氯乙烯共聚物、丙烯腈系共聚物或丙烯酸系共聚物，所述发泡剂为异丁烷或异戊烷等烃类。
7.根据权利要求5所述的汽车车身用树脂基复合板材的制备方法，其特征在于：所述空心微珠的粒径为50～125μm，所述热膨胀微球的粒径为10～50μm。
8.根据权利要求3所述的汽车车身用树脂基复合板材的制备方法，其特征在于：在步骤（3）中，所述纤维布为玻璃纤维、碳纤维、玄武岩纤维、卡夫拉纤维、硼纤维、氮化硼纤维、陶瓷纤维布中的一种。
9.根据权利要求3所述的汽车车身用树脂基复合板材的制备方法，其特征在于：在步骤（4）中，所述纤维预浸带D铺设的层数与所述中间芯材层的厚度相匹配。
10.根据权利要求3所述的汽车车身用树脂基复合板材的制备方法，其特征在于：在步骤（5）中，所述热压的温度为100～160℃，压力3～10MPa，时间20min～8h。
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CN114716790A (zh) * 2022-05-12 2022-07-08 东北林业大学 一种增强汽车防撞梁的吸能缓冲材料

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Application publication date: 20200626