CN111823654A - 用于车辆的外装板 - Google Patents

用于车辆的外装板 Download PDF

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Publication number
CN111823654A
CN111823654A CN202010071228.5A CN202010071228A CN111823654A CN 111823654 A CN111823654 A CN 111823654A CN 202010071228 A CN202010071228 A CN 202010071228A CN 111823654 A CN111823654 A CN 111823654A
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China
Prior art keywords
layer
exterior panel
core layer
vehicle
core
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Inventor
徐敬培
柳京旻
朴相鲜
朴宰鞠
尹缮
郑宇真
金东园
张惠玲
李大一
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Hyundai Motor Co
Kolon Glotech Inc
Kia Corp
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Hyundai Motor Co
Kia Motors Corp
Kolon Glotech Inc
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Publication of CN111823654A publication Critical patent/CN111823654A/zh
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Abstract

本发明公开一种用于车辆的外装板，该外装板包括：芯层，具有预定弯曲表面；以及表层，沿芯层的弯曲表面设置。另外，中间层设置在芯层和表层之间，或设置在表层的表面上。

Description

用于车辆的外装板
技术领域
本公开涉及一种用于车辆的外装板，并且更特别地，涉及一种具有弯曲形状以防止其芯暴露于外部的用于车辆的外装板。
背景技术
通常，用作车辆的车顶板、车门、引擎盖、行李箱门等的外装板由钢形成，因此具有优异的强度，但是重量增加。重量增加可能降低燃料效率。因此，需要减轻用于车辆的外装板的重量的技术。
因此，为了减轻重量，已经开发了一种外装板，其中由复合树脂形成的薄板型表层结合到具有由纸等形成的蜂窝结构的芯层的表面。这种类型的外装板可以减轻重量，但是由于外装板材料的特性而难以制造具有弯曲表面的外装板，因此其设计受到限制。此外，芯的形状被转印到表层，因此暴露于外部，从而降低了外装板的适销性。
发明内容
本发明提供一种用于车辆的外装板，该外装板可以自由地形成为具有弯曲表面的形状并防止位于其中的芯的形状对于外部可见。
在一个方面中，本发明提供一种用于车辆的外装板，该外装板可以包括：芯层，具有预定弯曲表面；表层，沿芯层的弯曲表面设置；以及中间层，设置在芯层和表层之间，或设置在表层的表面上，其中芯层由热塑性树脂形成。芯层可以由聚丙烯(PP)形成。另外，芯层可以包括蜂窝结构和多个管中的一种，并且管可以彼此连接。
此外，表层可以包括连续纤维热塑性塑料(CFT)。在另一示例性实施例中，连续纤维热塑性塑料(CFT)可以包括：第一层，具有在第一方向上布置的纤维；第二层，堆叠在第一层上，并且具有在垂直于第一方向的第二方向上布置的纤维；以及树脂，浸渍在第一层和第二层。
另外，第一层和第二层可以重复地连续堆叠。第一层和第二层中的每一个的厚度可以为0.2mm至0.3mm。芯层的厚度可以为约10mm至20mm，表层的厚度可以为约0.4mm至1mm。中间层可以包括流延聚丙烯(CPP)膜。另外，用于车辆的外装板可以进一步包括：织物层，在中间层设置在表层的表面上时，织物层设置在芯层和表层之间。
附图说明
现在将参照在附图中示出的本发明的示例性实施例来详细描述本发明的上述和其它特征，这些附图在下文中仅以说明的方式给出，因此并不限制本发明，并且其中：
图1是示出应用了根据本发明的一个示例性实施例的用于车辆的外装板的车辆的示意图；
图2是示出根据本发明的一个示例性实施例的应用于图1的车顶的用于车辆的外装板的示意图；
图3A和图3B是示出根据本发明的一个示例性实施例的图2的芯层的一部分的平面图；
图4是示出根据本发明的一个示例性实施例的图2的表层的示意图；以及
图5A至图5D是示出根据本发明的一个示例性实施例的用于制造图2的用于车辆的外装板的过程的示意图。
应当理解的是，附图不一定按比例绘制，呈现了示出本发明的基本原理的各种特征的稍微简化的表示。如本文所公开的本发明的特定设计特征，包括例如特定尺寸、方向、位置和形状，将部分地由特定的预期应用和使用环境来确定。在附图中，附图标记在附图中的若干附图中始终指代本发明的相同或等同部分。
具体实施方式
将理解的是，如本文所使用的术语“车辆”或“车辆的”或其它类似术语通常包括机动车辆，例如包括运动型多用途车(SUV)、巴士、卡车、各种商用车的乘用车，包括各种轮船和船舰的水运工具，航空器等，并包括混合动力车辆、电动车辆、内燃机车辆、插电式混合动力车辆、氢动力车辆以及其它替代燃料(例如，除石油以外的资源衍生的燃料)车辆。
本文使用的术语仅用于描述特定实施例，而不旨在限制本发明。除非上下文另有明确说明，否则如本文使用的，单数形式“一”、“一个”和“该”旨在也包括复数形式。将进一步理解的是，术语“包括”和/或“包含”在本说明书中使用时，说明所述特征、整数、步骤、操作、元件和/或组件的存在，但不排除一个或多个其它特征、整数、步骤、操作、元件、组件和/或其组的存在或添加。如本文使用的，术语“和/或”包括一个或多个相关所列项目的任何一个和所有组合。
除非特别说明或从上下文中显而易见，否则如本文使用的，术语“约”被理解为在本领域的正常公差范围内，例如在平均值的2个标准偏差内。“约”可以理解为规定值的10％、9％、8％、7％、6％、5％、4％、3％、2％、1％、0.5％、0.1％、0.05％或0.01％内。除非上下文另有明确说明，否则本文提供的所有数值均由术语“约”修饰。
在下文中，现在将详细参照本发明的各种示例性实施例，各种示例性实施例的示例在附图中示出并且在下面进行描述。尽管将结合示例性实施例描述本发明，但是将理解的是，本说明书并不旨在将本发明限制于那些示例性实施例。相反，本发明旨在不仅涵盖示例性实施例，而且涵盖可以包括在由所附权利要求书限定的本发明的思想和范围内的各种替代实施例、修改实施例、等同实施例和其它实施例。在本发明的以下描述中，即使相同或相似的元件在不同的附图中示出，相同或相似的元件也由相同的附图标记表示。
下面，将参照图1至图4描述根据本发明的一个示例性实施例的用于车辆的外装板。图1是示出应用了根据本发明的一个示例性实施例的用于车辆的外装板的车辆的示意图，图2是示出应用于图1的车顶的用于车辆的外装板的示意图，图3A和图3B是示出图2的芯层的一部分的平面图，图4是示出图2的表层的示意图。
首先，参照图1和图2，根据本示例性实施例的用于车辆的外装板1可以包括芯层10、表层20和中间层30，自由地形成为具有弯曲表面的形状并且防止位于其中的芯的形状暴露于外部。根据本示例性实施例的用于车辆的外装板1可以形成车辆C的车顶。但是，用于车辆的外装板1不限于此，并且可以应用于车辆的车门、引擎盖、行李箱门等。此外，用于车辆的外装板1可以形成车辆的内部地板。芯层10可以包括通过连接六边形单元而形成的蜂窝结构。蜂窝结构的内部可以是垂直中空的。
参照图3A，当从顶部观察蜂窝结构时，彼此相对并彼此平行的第一平面11和第二平面12之间的距离G可以为约3mm至11mm。特别地，距离G可以为约9mm。更特别地，距离G可以为约3mm至5mm。此外，第一平面11和第二平面12的长度L1可以为约5mm至9mm。优选地，长度L1可以为约7mm。连接第一平面11和第二平面12的倾斜平面13的长度L2可以为约3.5mm至7.5mm。优选地，长度L2可以为约5.5mm。此外，形成蜂窝结构的壁的厚度T可以为约0.25mm至0.27mm。蜂窝结构的壁可以是单壁。
然而，蜂窝结构的壁可以是双壁。特别地，蜂窝结构的双壁的厚度可以为约0.5mm至1.5mm。优选地，蜂窝结构的双壁的厚度可以为约1mm。此外，蜂窝结构的垂直厚度HT(参照图2)可以为约10mm至20mm。优选地，蜂窝结构的垂直厚度HT可以为约15mm。
当蜂窝结构的垂直厚度HT小于约10mm时，蜂窝结构重量轻，但是可能容易被外力损坏。另一方面，当蜂窝结构的垂直厚度HT超过约20mm时，蜂窝结构的重量增加并且可能无法减轻重量。此外，蜂窝结构的垂直厚度HT增加可增加制造成本并降低可成型性。
参照图3B，芯层10可以包括具有圆柱形形状并且垂直中空的管。换言之，圆柱形管的内部可以是中空的。另外，管的直径D可以为约6mm至10mm。优选地，管的直径D可以为约8mm。管的直径D可以是管的外径。此外，形成管的壁的厚度可以为约0.25mm。管的垂直厚度与蜂窝结构的垂直厚度相同。
多个管可以彼此连接，并且相邻的管可以通过熔融连接，因此不彼此分离。形成芯层10的蜂窝结构或管不限于上述标准。蜂窝结构或管的标准可以根据用于车辆的外装板的应用领域而变化。
芯层10可以由作为热塑性树脂的聚丙烯(PP)形成。可以通过对成型的芯层10施加热而使成型的芯层10变形为预定形状。另外，由于施加到芯层10的热，芯层10可以成型为具有弯曲表面的形状或流线形状。表层20可以分别设置在芯层10的上表面和下表面上。表层20可以包括连续纤维热塑性塑料(CFT)。表层20补充了芯层10的耐热性、耐溶剂性和强度。
进一步参照图4，表层20可以包括：第一层21，具有在第一方向Y上布置的纤维；第二层22，堆叠在第一层21上，并且具有在垂直于第一方向Y的第二方向X上布置的纤维；以及树脂，浸渍在第一层21和第二层22。特别地，第一层21可以包括聚丙烯，第二层22可以包括碳纤维(CF)。然而，第一层21和第二层22可以由玻璃纤维(GF)、天然纤维(NF)、芳族聚酰胺纤维、超高分子量聚乙烯(UHMWPE)纤维等形成。
第一层21和第二层22中的每一个的厚度可以为约0.2mm至0.3mm。优选地，第一层21和第二层22中的每一个的厚度可以为约0.25mm。第一层21和第二层22可以重复地连续堆叠(例如，以交替方式连续堆叠)。通过将第一层21和第二层22连续堆叠而形成的表层20的总厚度可以为约0.4mm至1mm。当表层20的总厚度小于约0.4mm时，表层20可能被外力损坏。
为了形成用于车辆的外装板1，可以将预定温度的热施加到表层20放置在芯层10上的结构。热可以经由表层20传递到芯层10。特别地，当表层20的厚度超过约1mm时，热传导路径延长，因此加热时间增加。因此，用于车辆的外装板1的成型温度、成型时间等可以根据表层20的厚度而变化。
表层20的这种详细构造与已知的连续纤维热塑性塑料(CFT)的构造相同，因此将省略其详细描述。此外，可以在表层20和芯层10之间设置用于增加表层20和芯层10之间的粘合力的织物层(未示出)。当进行热粘合时，表层20的树脂和芯层10的材料可以熔化并渗透到织物层中，从而提高粘合力。
织物层可以由聚对苯二甲酸乙二醇酯(PET)形成。另外，织物层可以是重量为约40g/m2至50g/m2的无纺布。当织物层的重量小于约40g/m2时，织物层的厚度较小，因此降低了粘合力，而当织物层的重量大于约50g/m2时，织物层的厚度较大，因此增加了粘合力及其成本。织物层可以根据芯层10的材料而不同地改变。特别地，织物层可以由聚丙烯(PP)、尼龙等形成。
中间层30可以设置在表层20的表面上，并且包括流延聚丙烯(CPP)膜。中间层30可以通过表层20和芯层10以结合的状态设置在模具装置中然后将聚氨酯注入到模具装置中而将中间层30结合到表层20的表面。中间层30补充芯层10的表面，并且使转印到表层20的芯层10的形状不可见。然而，中间层30可以设置在表层20和芯层10之间。在这种情况下，可以省略织物层。中间层30可以根据用于车辆的外装板1的设计而不同地改变。
中间层30的厚度可以为约0.5mm至2.0mm。当中间层30的厚度小于约0.5mm时，中间层30不能隐藏转印到表层20的芯层10的形状，并且可能容易被诸如刮擦、碰撞等外部因素损坏。当中间层30的厚度大于约2.0mm时，制造成本会增加。
中间层30可以使用具有耐气候性(例如，耐水性)并且在长时间暴露于外部环境时不变色或损坏的产品。因此，可以在中间层30的表面上进一步形成可以防止中间层30的变色和变形并且阻挡紫外线等的涂层。
上述外装板1将如下成型。参照图5A至图5D，芯层10和表层20可以顺序地堆叠。表层20可以分别设置在芯层10的上表面和下表面上并彼此相对。特别地，上部和下部侧的表层20的边缘可以超过芯层10的边缘，并彼此直接面对(在图5A中)。可以通过加热装置将温度为约140℃至260℃的热施加到堆叠的芯层10和表层20(在图5B中)。特别地，可以将温度为约160℃的热施加到堆叠的芯层10和表层20约100至180秒。
芯层10和表层20的聚丙烯可以由于加热而熔化并向下流到芯层10。当加热装置所施加的热的温度低于约140℃时，表层20的聚丙烯可能无法有效地熔化，并且当加热装置所施加的热的温度高于约260℃时，表层20可以熔化并因此变成液体。此外，当芯层10和表层20的加热时间小于约100秒时，表层20的聚丙烯可能不能充分熔化。因此，可成型性可能降低。
可以使用模具装置将约0.5N/cm2至1.5N/cm2的压力施加到已经堆叠并加热的芯层10和表层20。由于被加压的芯层10和表层20处于熔化状态，因此彼此结合，并且因此形成为具有沿着模具装置的型腔形状的弯曲表面的用于车辆的外装板1(在图5C中)。上部和下部侧的表层20的偏离芯层10的边缘可以彼此结合。特别地，型腔可以形成在模具装置的下部模具中。为了在表层20上形成中间层30，可以在表层20上堆叠流延聚丙烯(CPP)膜。
可以通过在芯层10、表层20和采用CPP膜的中间层30的叠层上进行反应注射成型(RIM)而使中间层30和表层20彼此结合(在图5D中)。在反应注射成型(RIM)中，可以通过将聚氨酯注射到模具装置中而使中间层30和表层20彼此结合。为了增加中间层30和表层20之间的粘合力，可以对表层20和中间层30的表面进行底漆处理。
上部和下部侧的表层20的边缘可以彼此结合，因此，可以最小化反应注射成型(RIM)时气泡的产生。因此，可以提高通过反应注射成型(RIM)形成的产品的质量。此外，中间层30可以设置在表层20和芯层10之间。特别地，中间层30可以设置在芯层10的表面上，并且表层20可以设置在中间层30的表面上。芯层10的形状可以被中间层30隐藏(例如，被中间层30覆盖)并且不转印到表层20。因此，表层20具有光滑的表面。
由于中间层30结合到表层20，因此转印到表层20的芯层10的形状不暴露于外部，用于车辆的外装板1具有光滑的表面，从而改善了外观。因此，还可以增强应用了这种用于车辆的外装板1的车辆的外观。
根据本发明的一个示例性实施例的车辆包括用于车辆的外装板。用于车辆的外装板可以具有参照图1至图5D描述的特征。因此，根据本示例性实施例的用于车辆的外装板与上述参照图1至图5D的用于车辆的外装板相同，因此将省略其详细描述。
从以上描述显而易见的是，在根据本发明的一个示例性实施例的用于车辆的外装板中，中间层可以结合到表层，以防止转印至表层的芯层的形状暴露于外部，因此，增强了用于车辆的外装板的美学外观。另外，可以增强应用了用于车辆的外装板的车辆的美学外观。
此外，在根据本发明的一个示例性实施例的用于车辆的外装板中，具有蜂窝结构的芯层可以由热塑性树脂形成，因此芯层可以具有自由形状(例如，可调节的或可塑的形状)。因此，芯层的整体或边缘可以具有弯曲表面的形状。当芯层形成为具有弯曲表面时，可以防止芯层损坏。因此，用于车辆的外装板可以形成为具有各种形状，并且可以增加设计自由度。
另外，根据本发明的一个示例性实施例的用于车辆的外装板具有蜂窝结构，并且可以包括连续纤维热塑性塑料(CFT)，因此可以减轻重量。因此，应用了用于车辆的外装板的车辆能够减轻重量，并且由于重量减轻而具有高燃料效率。此外，可以将织物层设置在芯层和表层之间，并且当芯层和表层结合时，表层的树脂和芯层的材料熔化并渗透到织物层中。由此，可以提高芯层与表层之间的粘合力。
参照本发明的示例性实施例详细描述了本发明。然而，本领域技术人员将理解的是，可以在不脱离本发明的原理和思想的情况下对这些示例性实施例做出改变，本发明的范围由所附权利要求书及其等同内容限定。

Claims (11)

1.一种用于车辆的外装板，包括：
芯层，具有预定弯曲表面；
表层，沿所述芯层的弯曲表面设置；以及
中间层，设置在所述芯层和所述表层之间，或设置在所述表层的表面上。
2.根据权利要求1所述的外装板，其中，
所述芯层由热塑性树脂形成。
3.根据权利要求2所述的外装板，其中，
所述芯层由聚丙烯即PP形成。
4.根据权利要求1所述的外装板，其中，
所述芯层包括蜂窝结构和多个管中的一种，其中管彼此连接。
5.根据权利要求1所述的外装板，其中，
所述表层包括连续纤维热塑性塑料即CFT。
6.根据权利要求5所述的外装板，其中，
所述连续纤维热塑性塑料即CFT包括：
第一层，具有在第一方向上布置的纤维；
第二层，堆叠在所述第一层上，并且具有在垂直于所述第一方向的第二方向上布置的纤维；以及
树脂，浸渍在所述第一层和所述第二层。
7.根据权利要求6所述的外装板，其中，
所述第一层和所述第二层重复地连续堆叠。
8.根据权利要求6所述的外装板，其中，
所述第一层和所述第二层中的每一个的厚度为0.2mm至0.3mm。
9.根据权利要求1所述的外装板，其中，
所述芯层的厚度为10mm至20mm，所述表层的厚度为0.4mm至1mm。
10.根据权利要求1所述的外装板，其中，
所述中间层包括流延聚丙烯膜即CPP膜。
11.根据权利要求1所述的外装板，进一步包括：
织物层，在所述中间层设置在所述表层的表面上的状态下，所述织物层设置在所述芯层和所述表层之间。
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