CN111844947A - 一种新型设备舱板及其制备方法 - Google Patents
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Abstract
本公开提供了一种新型设备舱板及其制备方法，包括：热塑性复合材料蒙皮，所述热塑性复合材料蒙皮由织物和热塑性复合材料覆合成一体，所述织物的第一面浸渍树脂，第二面不浸渍树脂；粘合剂层，所述织物的第二面紧贴粘合剂层；预浸料层；芯材，所述预浸料层设置在芯材的上表面和下表面。
Description
技术领域
本公开涉及复合材料零件制造领域，尤其涉及一种新型设备舱板及其制备方法。
背景技术
目前高速列车迅速发展，为了减少高速列车运行时的空气阻力并保障车下悬挂装置安全，往往采用设备舱进行防护减阻。高速列车运行路线复杂多样，车体下部环境恶劣多变，这对设备舱性能提出了更高的要求，以满足列车高速行驶并保障车下设备有效运行。
当前所用设备舱一般为玻璃钢复合材料或铝合金结构。目前玻璃钢设备舱板阻燃性能难以达到阻燃要求，同时其产品也较重不利于轻量化发展。金属设备舱板不耐腐蚀、抗疲劳性能差，同时产品较重不利于列车装备轻量化发展。另外一些复合材料设备舱，其成型工艺相对复杂、制作成本居高不下。
芳纶纸蜂窝复合材料具有轻质高强、阻燃环保、耐腐蚀、抗疲劳等优异性能，广泛应用于航空航天、轨道交通、军工等高端领域。通过采用热塑性复合材料、预浸料与芳纶蜂窝复合设计，在保证有效承载、抗冲击性能、阻燃、高损伤容限要求的情况下，可有效减轻产品质量、耐腐蚀、改善噪声、阻尼减震等，同时其蒙皮材料还可进行部分回收。
发明内容
本公开通过采用新的复合工艺方法，能够有效解决热塑性材料或热塑性复合材料与芯材复合胶接问题。
为了解决上述技术问题中的至少一个，本公开提供了一种新型设备舱板，包括：
热塑性复合材料蒙皮，所述热塑性复合材料蒙皮由织物和热塑性复合材料覆合成一体，所述织物的第一面浸渍树脂，第二面不浸渍树脂；
粘合剂层，所述织物的第二面紧贴粘合剂层；
预浸料层；
芯材，所述预浸料层设置在芯材的上表面和下表面。
在一个优选的实施方案中，在热塑性复合材料蒙皮中，对织物进行处理，该织物的一部分嵌入到热塑性材料或热塑性复合材料中，一部分暴露在蒙皮表面。
在一个优选的实施方案中，所述织物和芯材之间还包括预浸料层。从而能够获得更好的力学性能。
预浸料的成分即为常见的纤维织物浸渍树脂材料，纤维织物常为玻璃纤维、碳纤维、芳纶纤维等，树脂常为环氧树脂、双马来酰亚胺树脂等。一般的热塑性复合材料的刚度相对弱于热固性复合材料。当热塑性复合材料蒙皮直接与蜂窝复合后，其力学性能弯曲强度刚度等如果达不到要求，则可以加入热固性预浸料进行力学性能补强。例如碳纤环氧、玻纤环氧预浸料，其是具有较好力学性能的热固性复合材料。通过热固性复合材料与热塑性复合材料的复合混用而把两者缺点进行弥补。另外有时预浸料层同时充当粘合剂层和补强(替换掉粘合剂层)。优选地，所述预浸料为玻纤环氧预浸料。
上述热塑性材料环保且具有优异的防腐性能、弹性和抗冲击性能，可以增强热塑性复合材料的防腐性能和抗冲击性能。
在本文中，术语“热塑性复合材料”是指以热塑性材料为基体，以各种纤维为增强材料而制成的复合材料。
与热固性复合材料相比，热塑性材料的一步固化过程不需要催化剂、烘箱或高压釜。这种快速固化循环是热塑性复合材料在注塑等大批量生产方法中应用的原因。热塑性聚合物在固化后不会发生化学交联，因此可以进行重熔和重整。这提供了独特的后成型能力，并解决了热固性复合材料不能循环利用的弊端。事实上，许多人认为其可回收性是未来增长的关键。
一般来说，热塑性复合材料的耐热性在100℃左右。用玻璃纤维增强后的热塑性材料的使用温度可大大提高。热塑性复合材料的耐水性和介电性能普遍优于热固性复合材料。并且，热塑性材料的工艺性能优于热固性材料，可以多次成型、废料可回收利用等。
优选地，所述热塑性复合材料为纤维增强热塑性复合材料。
在一个优选的实施方案中，所述织物选自玻璃纤维、碳纤维或芳纶中的一种或多种。
在一个优选的实施方案中，所述芯材选自芳纶蜂窝、铝蜂窝、PMI泡沫中的一种或多种。
在一个优选的实施方案中，所述树脂选自热塑性树脂PPS、PEEK、PEKK、PC、PET、TPU、PA6、PA66、PP、PE中的一种或多种。
在一个优选的实施方案中，所述粘合剂选自热固性树脂、反应性聚合物中的一种或多种。优选地，所述粘合剂为阻燃树脂。优选地，所述粘合剂为环氧树脂。
本公开还提供了一种制备新型设备舱板的制备方法，包括：
(1)按预定尺寸分别裁切材料；
(2)在模具上依次铺层，铺层从上到下顺序为：
热塑性复合材料蒙皮、粘合剂层、预浸料层、芯材、预浸料层；
(3)铺层完成后进行施加压力和温度进行固化成型；
(4)脱模，完成后脱模得到一种表面为热塑性复合材料蒙皮的新型设备舱板。
在一个优选的实施方案中，所述芯材复合成型压力为0.1-0.5MPa，优选为0.3MPa。
在一个优选的实施方案中，所述温度为60-150℃，优选为120℃。
在一个优选的实施方案中，所述固化成型选自真空袋压成型、热压罐成型和热压成型中的一种或多种。
目前芳纶蜂窝复合板所用复合材料蒙皮为热固性纤维复合材料，该材料虽能提供较好的力学性能，但同时其成型周期长、冲击韧性差、预浸料存放时间短、局部损伤难于修复、耐湿热性差等一系列弱点，且不易回收，回收成本较高。
当前热塑性复合材料虽具有高韧性、高抗冲击和损伤容限、耐湿热、无限存储期、成型周期短、生产效率高、易修复等显著优势，且可回收。但其材质不易与其他材料(如：热固性材料、金属材料等)进行复合胶接。因此目前热塑性复合材料一般以纤维增强热塑性复合材料单独使用或与其他材料进行装配的形式出现，而在三明治复合结构(如：芳纶蜂窝、铝蜂窝、泡沫等)中几乎没有出现纤维增强热塑性复合材料、热塑性材料。
热固性复合材料受到冲击时，易发生基体树脂破裂损伤甚至增强纤维断裂。在高温高湿环境中因部分缺陷损伤，造成分层、起包等失效。热塑性材料或热塑性复合材料在受到冲击时，会发生塑性变形，而不会出现热固性复合材料那种基体破裂损伤，分层起包等问题。
本申请与现有技术相比，有效减轻产品质量、有效提高产品损伤容限、耐腐蚀、耐疲劳等性能，同时尽量降低复合材料制造成本并可进行部分蒙皮回收。有效解决了现有技术耐湿热性差、损伤容限低、难修复、不易回收的问题。热固性复合材料受到冲击时，易发生基体树脂破裂损伤甚至增强纤维断裂。在高温高湿环境中因部分缺陷损伤，造成分层、起包等失效。最外层热塑性复合材料在受到冲击时，会发生塑性变形，而不会出现热固性复合材料那种基体破裂损伤，分层起包等问题。
热塑性材料及复合材料表面光滑，表面能低，一般的粘合剂很难进行胶结，使用粘合剂粘合塑料和热固性树脂、金属材料时可能在热固性复合材料和金属材料胶结面出现失效。热塑性材料或热塑性复合材料与其他材料复合胶接问题是限制其广泛应用的一个壁垒，也是当前技术需要突破解决的一大难题。本公开通过提出了一种新的热塑性复合材料蒙皮，通过织物过渡层使其与其他材料实现有效胶结；织物一部分嵌入热塑性复合材料里面，一部分有可以实现一般结构胶的粘接，形成复合体，从而实现热塑性复合材料与其他材料的胶结复合。
附图说明
附图示出了本公开的示例性实施方式，并与其说明一起用于解释本公开的原理，其中包括了这些附图以提供对本公开的进一步理解，并且附图包括在本说明书中并构成本说明书的一部分。
图1是示出了本公开的新型设备舱板的示例性实施方式的示意图；
附图标记：1.热塑性复合材料蒙皮；2.粘合剂层；3.预浸料层；4.芯材。
具体实施方式
下面结合附图和实施方式对本公开作进一步的详细说明。可以理解的是，此处所描述的具体实施方式仅用于解释相关内容，而非对本公开的限定。另外还需要说明的是，为了便于描述，附图中仅示出了与本公开相关的部分。
需要说明的是，在不冲突的情况下，本公开中的实施方式及实施方式中的特征可以相互组合。下面将参考附图并结合实施方式来详细说明本公开。
实施例
实施例1
将1mm厚的带有网格织物的PVDF片材放置在模具上，其外表面朝向模具面，用隔离膜与模具面进行隔离；网格织物面朝上作为胶接面，施加粘合剂层，铺设阻燃树脂膜；
铺设2层500g/m2玻纤环氧阻燃预浸料
将裁切好的17mm厚的芳纶蜂窝铺设在预浸料层上；
铺设4层500g/m2玻纤环氧阻燃预浸料；
用隔离膜与模具面进行隔离；
施加真空压力和温度120℃进行固化成型(真空袋压成型)，完成后脱模得到一种新型设备舱板。
实施例2
将1mm厚的带有网格织物的PVDF片材放置在模具上，其外表面朝向模具面，用隔离膜与模具面进行隔离；网格织物面朝上作为胶接面，施加粘合剂层，铺设阻燃树脂膜；
铺设2层500g/m2玻纤环氧阻燃预浸料和2层150g/m2单向碳纤环氧预浸料；
将裁切好的17mm厚的芳纶蜂窝铺设在预浸料层上；
铺设2层150g/m2单向碳纤环氧预浸料和3层500g/m2玻纤环氧阻燃预浸料；
用隔离膜与模具面进行隔离；
施加0.3MPa压力和温度120℃进行固化成型(热压成型)，完成后脱模得到一种新型设备舱板。
对比例1
按照实施例1的方法，除使用玻纤环氧预浸料替代热塑性材料蒙皮，制备玻纤环氧芳纶蜂窝复合板。
抗冲击测试
落球冲击：钢球直径50mm，重量500g。钢球从2000mm高空自由落体冲击样品表面，测量冲击形成凹陷深度，每个样品重复实验3次并记录平均值。
对实施例和实施例所得的复合板进行落球冲击实验，所得结果如下表1所示。
表1复合板落球冲击实验性能
由表1可以看出，实施例1使用了热塑性复合材料，而对比例1使用了热固性复合材料，对比例1所得设备舱板在受到落球冲击时，有明显凹坑，还会出现胶接分层现象。
可见，本申请通过使用热塑性复合材料制作的新型设备舱板，具有轻质高强、耐疲劳等优异性能，而且有效解决了现有技术抗冲击性差、耐湿热性差、损伤容限低、难修复、不易回收的问题。热塑性材料或热塑性复合材料在受到冲击时，会发生塑性变形，而不会出现热固性复合材料那种基体破裂损伤，分层起包等问题。此工艺技术操作过程简单快速，对操作人员要求低，可实现高效、低成本、高质量的批量化生产。
在本说明书的描述中，参考术语“一个实施例/方式”、“一些实施例/方式”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例/方式或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例/方式或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例/方式或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例/方式或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例/方式或示例以及不同实施例/方式或示例的特征进行结合和组合。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本申请的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
本领域的技术人员应当理解，上述实施方式仅仅是为了清楚地说明本公开，而并非是对本公开的范围进行限定。对于所属领域的技术人员而言，在上述公开的基础上还可以做出其它变化或变型，并且这些变化或变型仍处于本公开的范围内。
Claims (10)
1.一种新型设备舱板，其特征在于，包括：
热塑性复合材料蒙皮，所述热塑性复合材料蒙皮由织物和热塑性复合材料覆合成一体，所述织物的第一面浸渍树脂，第二面不浸渍树脂；
粘合剂层，所述织物的第二面紧贴粘合剂层；
预浸料层；
芯材，所述预浸料层设置在芯材的上表面和下表面。
2.根据权利要求1所述的新型设备舱板，其特征在于，所述织物选自玻璃纤维、碳纤维或芳纶中的一种或多种。
3.根据权利要求1所述的新型设备舱板，其特征在于，所述芯材选自芳纶蜂窝、铝蜂窝、PMI泡沫中的一种或多种。
4.根据权利要求1所述的新型设备舱板，其特征在于，所述树脂选自热塑性树脂PPS、PEEK、PEKK、PC、PET、TPU、PA6、PA66、PP、PE中的一种或多种。
5.根据权利要求1所述的新型设备舱板，其特征在于，所述粘合剂选自热固性树脂、反应性聚合物中的一种或多种。
6.根据权利要求1所述的新型设备舱板，其特征在于，所述预浸料为纤维织物浸渍树脂材料，所述纤维织物选自玻璃纤维、碳纤维、芳纶纤维中的一种或多种。
7.一种制备根据权利要求1-6任一项所述的新型设备舱板的制备方法，其特征在于，包括：
(1)按预定尺寸分别裁切材料；
(2)在模具上依次铺层，铺层从上到下顺序为：
热塑性复合材料蒙皮、粘合剂层、预浸料层、芯材、预浸料层；
(3)铺层完成后进行施加压力和温度进行固化成型；
(4)脱模，完成后脱模得到一种表面为热塑性复合材料蒙皮的新型设备舱板。
8.根据权利要求7所述的制备方法，其特征在于，所述压力为0.1-0.5MPa。
9.根据权利要求7所述的制备方法，其特征在于，所述温度为60-150℃。
10.根据权利要求7所述的制备方法，其特征在于，所述固化成型选自真空袋压成型、热压罐成型和热压成型。
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| CN113858732A (zh) * | 2021-09-27 | 2021-12-31 | 江苏奇一科技有限公司 | 一种轻型防滑耐磨车厢地板及其制备方法 |
| WO2022041358A1 (zh) * | 2020-08-24 | 2022-03-03 | 上海骏赐投资管理中心(有限合伙) | 一种新型复合板及其制备方法 |
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| WO2020106678A1 (en) * | 2018-11-19 | 2020-05-28 | Bright Lite Structures Llc | High-strength low-heat release composites cross-reference to related applications |
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| CN113858732A (zh) * | 2021-09-27 | 2021-12-31 | 江苏奇一科技有限公司 | 一种轻型防滑耐磨车厢地板及其制备方法 |
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