CN113771458B - 一种汽车发动机用吸隔声垫及其制造方法 - Google Patents
一种汽车发动机用吸隔声垫及其制造方法 Download PDFInfo
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Abstract
本申请涉及汽车降噪技术领域,特别涉及一种汽车发动机用吸隔声垫及其制造方法。本申请提供的汽车发动机用吸隔声垫包括:由外至内依次排列的防护层、喷胶固化层、膨松层和约束层;所述喷胶固化层的截面呈凸字型,所述约束层的截面呈几字型,且所述约束层的边缘部粘接在喷胶固化层的边缘部的上方形成封边结构,所述防护层由铝箔/PE复合膜构成,所述喷胶固化层由碳纤维/聚酯纤维混纺毡和热固型胶粘树脂构成,通过热固型胶粘树脂将防护层、膨松层、约束层与碳纤维/聚酯纤维混纺毡粘接,所述膨松层由纤维毡构成,所述约束层由聚酯纤维无纺布构成。本申请提供的吸隔声垫对汽车发动机工作时产生的噪音具有较好的降噪效果,尤其适用于100Hz‑1600Hz噪声改善。
Description
技术领域
本申请涉及汽车降噪技术领域,特别涉及一种汽车发动机用吸隔声垫及其制造方法。
背景技术
为了降低汽车对外噪声,通常需要在容易产生汽车噪音的部位安装吸隔声垫。吸隔声垫的作用原理是:(1)将一部分声波阻隔反射回去;(2)将一部分能量转化为吸隔声垫的振动能量,并基于能量损耗,将声能最终转化为热能衰减掉。
常用的汽车吸隔声垫的材料主要分为两类,一类是利用聚丙烯粘胶麻纤板、玻璃纤维或废纺毡组合制造的隔热兼隔声材料,这类材料降噪效果差,且不环保、自身重量大;另外一类是以聚酯纤维、聚丙烯纤维为代表的软质膨松的有机纤维毡,作为汽车吸隔声软包内饰,使用时用双面胶贴附于车门等处,这类材料对3150Hz以上频率的噪声有较好的吸收效果,但对中、低频的吸收效果差,特别是630Hz以下频率声音的吸声性较弱,同时其对低、中、高频声音的隔声性也差,且安装效率低。
上述两类材料对汽车柴油发动机的100Hz-1600Hz降噪效果均不理想,因此,提供一种降噪效果好的汽车发动机用吸隔声垫十分必要。
发明内容
本申请实施例提供一种汽车发动机用吸隔声垫,该吸隔声垫对汽车发动机工作时产生的噪音具有较好的降噪效果,适用于100Hz-1600Hz噪声改善。
第一方面,本申请提供了一种汽车发动机用吸隔声垫,包括:由外至内依次排列的防护层、喷胶固化层、膨松层和约束层;所述喷胶固化层的截面呈凸字型,所述约束层的截面呈几字型,且所述约束层的边缘部粘接在喷胶固化层的边缘部的上方形成封边结构,所述防护层由铝箔/PE复合膜构成,所述喷胶固化层由碳纤维/聚酯纤维混纺毡和热固型胶粘树脂构成,通过所述热固型胶粘树脂将防护层、膨松层、约束层与碳纤维/聚酯纤维混纺毡粘接,所述膨松层由纤维毡构成,所述约束层由聚酯纤维无纺布构成。
一些实施例中,所述喷胶固化层中的碳纤维/聚酯纤维混纺毡由碳纤维和聚酯纤维混纺构成,碳纤维和聚酯纤维的质量比为:50%-90%:50%-10%。
一些实施例中,所述纤维毡由聚酯纤维和聚丙烯纤维按照质量比40%-90%:60%-10%混纺构成。
一些实施例中,所述纤维毡由碳纤维和聚酯纤维按照质量比50%-90%:50%-10%混纺构成。
一些实施例中,所述纤维毡选用聚丙烯腈预氧丝纤维毡。
一些实施例中,所述热固型胶粘树脂选用双组份聚氨酯树脂、双组份丙烯酸树脂或酚醛树脂。
一些实施例中,所述双组份聚氨酯树脂中的A组份为分子量2400-3200的聚氨酯树脂,B组份为分子量600-800的三聚体异氰酸酯或六聚体异氰酸酯。
一些实施例中,所述铝箔/PE复合膜的膜厚为40-60μm。
一些实施例中,所述膨松层的厚度为2-60mm。一些优选实施例中,所述膨松层的厚度为10-40mm。
一些实施例中,所述喷胶固化层的厚度为2-60mm。
一些实施例中,所述喷胶固化层的体积密度由外至内依次减小。
第二方面,本申请提供了上述汽车发动机用吸隔声垫的制造方法,包括以下步骤:
步骤S101,利用热固型胶粘树脂对碳纤维/聚酯纤维混纺毡的一面进行多道喷涂,待热固型胶粘树脂饱和且浸润碳纤维/聚酯纤维混纺毡后,将碳纤维/聚酯纤维混纺毡覆盖在防护层的上方,使防护层与碳纤维/聚酯纤维混纺毡上喷涂有热固型胶粘树脂的一面均匀接触;
步骤S102,利用热固型胶粘树脂对碳纤维/聚酯纤维混纺毡的另一面进行单道喷涂,之后将膨松层和约束层依次铺放在碳纤维/聚酯纤维混纺毡的另一面的上方,加热模压成型,得到吸隔声垫预制件;
步骤S103,依次对吸隔声垫预制件进行冷却、脱模、修边,即得到吸隔声垫成品;
其中,所述碳纤维/聚酯纤维混纺毡和热固型胶粘树脂构成喷胶固化层,所述喷胶固化层的截面呈凸字型,所述约束层的截面呈几字型,且所述约束层的边缘部粘接在喷胶固化层的边缘部的上方形成封边结构,所述防护层由铝箔/PE复合膜构成,所述膨松层由纤维毡构成,所述约束层由聚酯纤维无纺布构成。
一些实施例中,步骤S102中,加热模压成型的压力为10kPa-60kPa,温度为80℃。
一些实施例中,所述喷胶固化层中的碳纤维/聚酯纤维混纺毡由碳纤维和聚酯纤维混纺构成,碳纤维和聚酯纤维的质量比为:50%-90%:50%-10%。
一些实施例中,所述纤维毡由聚酯纤维和聚丙烯纤维按照质量比40%-90%:60%-10%混纺构成。
一些实施例中,所述纤维毡由碳纤维和聚酯纤维按照质量比50%-90%:50%-10%混纺构成。
一些实施例中,所述纤维毡选用聚丙烯腈预氧丝纤维毡。
一些实施例中,所述热固型胶粘树脂选用双组份聚氨酯树脂、双组份丙烯酸树脂或酚醛树脂。
一些实施例中,所述双组份聚氨酯树脂中的A组份为分子量2400-3200的聚氨酯树脂,B组份为分子量600-800的三聚体异氰酸酯或六聚体异氰酸酯。
一些实施例中,所述铝箔/PE复合膜的膜厚为40-60μm。
一些实施例中,所述膨松层的厚度为2-60mm。一些优选实施例中,所述膨松层的厚度为10-40mm。
一些实施例中,所述喷胶固化层的厚度为2-60mm。
一些实施例中,加热模压成型后,所述喷胶固化层的体积密度由外至内依次减小,体积密度分布梯度由外至内为1.2g/cm3-0.3g/cm3,所述喷胶固化层的厚度为模压成型前厚度的1/3-2/3。
本申请中,在碳纤维/聚酯纤维混纺毡的外侧一面喷涂双组份聚氨酯树脂后,聚氨酯液体向碳纤维/聚酯纤维混纺毡的内部浸润,加温加压后与碳纤维、聚酯纤维形成坚固的纤维增强树脂复合材料,并且形成一个由内至外0.3g/cm3-1.2g/cm3的体积密度梯度,外层纤维被聚氨酯树脂牢固约束,聚氨酯树脂相对富集,形成高强度、高刚性的硬质纤维增强聚氨酯实体材料,致密坚固、密度高,基于聚氨酯分子在高分子材料中具有优异的阻尼损耗特性,其阻尼损耗因子在0.2以上,在声音能量传递给聚氨酯树脂时,引起聚氨酯分子受迫振动、粘滞,从而将声能阻隔、衰减;喷胶固化层从外侧向对侧发展,聚氨酯树脂比例逐渐降低,层间组织逐渐疏松,纤维间形成越来越多空腔,密度低,其功能类似于“吸音尖劈”,赋予纤维梯度变化的自由度,从而对声波形成有效的吸收、振动、衰减功能。
本申请提供的技术方案带来的有益效果包括:本申请提供的汽车发动机用吸隔声垫的喷胶固化层由碳纤维/聚酯纤维混纺毡和热固型胶粘树脂构成,膨松层由纤维毡构成,约束层与喷胶固化层、防护层叠合,重量轻,原料环保,对于汽车发动机工作时产生的100Hz-1600Hz的噪音具有较好的降噪效果。
附图说明
为了更清楚地说明本申请实施例中的技术方案,下面将对实施例描述中所需要使用的附图作简单地介绍,显而易见地,下面描述中的附图仅仅是本申请的一些实施例,对于本领域普通技术人员来讲,在不付出创造性劳动的前提下,还可以根据这些附图获得其他的附图。
图1为本申请实施例提供的汽车发动机用吸隔声垫的截面示意图;
图2为本申请实施例提供的汽车发动机用吸隔声垫的结构示意图;
图3为本申请实施例提供的汽车发动机用吸隔声垫的制造方法的流程示意图。
图中:10、防护层;20、喷胶固化层;30、膨松层;40、约束层。
具体实施方式
为使本申请实施例的目的、技术方案和优点更加清楚,下面将结合本申请实施例中的附图,对本申请实施例中的技术方案进行清楚、完整地描述,显然,所描述的实施例是本申请的一部分实施例,而不是全部的实施例。基于本申请中的实施例,本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例,都属于本申请保护的范围。
本申请实施例提供了一种汽车发动机用吸隔声垫,该吸隔声垫对于汽车发动机工作时产生的噪音具有较好的降噪效果,适用于100Hz-1600 Hz噪声改善。
图1是本申请提供的汽车发动机用吸隔声垫的截面示意图,参考图1和图2,本申请提供的吸隔声垫包括:由外至内依次排列的防护层10、喷胶固化层20、膨松层30和约束层40;其中,喷胶固化层20的截面呈凸字型,约束层40的截面呈几字型,约束层40覆盖在喷胶固化层20和膨松层30的外侧,且约束层40的边缘部粘接在喷胶固化层20的边缘部的上方形成封边结构;为了方便叠合、粘接,防护层10、喷胶固化层20和约束层40的幅面均大于膨松层30的幅面;其中,防护层10由铝箔/PE复合膜构成,喷胶固化层20由碳纤维/聚酯纤维混纺毡和热固型胶粘树脂构成,通过热固型胶粘树脂将防护层10、膨松层30、约束层40与碳纤维/聚酯纤维混纺毡粘接,膨松层30由纤维毡构成,约束层40由聚酯纤维无纺布构成;热固型胶粘树脂具体可以使用双组份聚氨酯树脂、双组份丙烯酸树脂或酚醛树脂,双组份聚氨酯树脂中的A组份为分子量2400-3200的聚氨酯树脂,B组份为分子量600-800的三聚体异氰酸酯或六聚体异氰酸酯。
参考图3,本申请还提供了上述汽车发动机用吸隔声垫的制造方法,包括以下步骤:
步骤S101,利用热固型胶粘树脂对碳纤维/聚酯纤维混纺毡的一面进行多道喷涂,待热固型胶粘树脂饱和且浸润碳纤维/聚酯纤维混纺毡后,将碳纤维/聚酯纤维混纺毡覆盖在防护层10的上方,使防护层10与碳纤维/聚酯纤维混纺毡上喷涂有热固型胶粘树脂的一面均匀接触;
步骤S102,利用热固型胶粘树脂对碳纤维/聚酯纤维混纺毡的另一面进行单道喷涂,之后将膨松层30和约束层40依次铺放在碳纤维/聚酯纤维混纺毡的另一面的上方,在压力10kPa-60kPa、温度80℃的条件下模压成型,得到吸隔声垫预制件;单道喷涂时,在准备铺放膨松层30的区域内,胶量以能粘合膨松层30为宜;而碳纤维/聚酯纤维混纺毡的边缘部待封边的区域应加大喷涂量,以能实现防护层10、喷胶固化层20和约束层40的粘接、压制成硬质封边为宜;本实施例中,膨松层30与约束层40接触的部位一般情况下不粘接,但是如果吸隔声垫面积太大,为防止约束层40与膨松层30滑动、错动,可以少量喷胶进行固定,胶量不易多,以喷胶的胶液微粒均布在膨松层30的表面、间隔性点状粘合约束层40,两层不发生滑动或错动为宜,如果胶量过多,在热压制垫的过程中容易压实,影响吸音性;
步骤S103,依次对吸隔声垫预制件进行冷却、脱模、修边,即得到吸隔声垫成品。
上述步骤中,碳纤维/聚酯纤维混纺毡与防护层10接触的一面采用多道喷涂,而碳纤维/聚酯纤维混纺毡与膨松层30接触的一面采用单道喷涂,碳纤维/聚酯纤维混纺毡内浸润的热固型胶粘树脂量由外至内依次减少,由此,在加热模压成型后,喷胶固化层20的体积密度由外至内依次减小。
防护层10由膜厚为40-60μm的铝箔/PE复合膜构成,具有外层防水、防尘和对内部纤维组织进行保护的作用,在声波穿射复合材料时,依靠膜表面对声波进行反射,使内部吸波纤维再次对声波能量进行吸收衰减,并且在声波的冲击下,膜表面微观振动,将声能转化为膜的能量,进而损耗掉,以降低声波的穿射能量。
碳纤维/聚酯纤维混纺毡和热固型胶粘树脂构成喷胶固化层20,碳纤维/聚酯纤维混纺毡由碳纤维和聚酯纤维按照50%-90%:50%-10%的质量比混纺构成,在碳纤维/聚酯纤维混纺毡的外侧一面喷涂双组份聚氨酯树脂后,聚氨酯液体向碳纤维/聚酯纤维混纺毡的内部浸润,加温加压后与碳纤维、聚酯纤维形成坚固的纤维增强树脂复合材料,并且形成一个由内至外0.3g/cm3-1.2g/cm3的体积密度梯度,外层纤维被聚氨酯树脂牢固约束,聚氨酯树脂相对富集,形成高强度、高刚性的硬质纤维增强聚氨酯实体材料,致密坚固、密度高,基于聚氨酯分子在高分子材料中具有优异的阻尼损耗特性,其阻尼损耗因子在0.2以上,在声音能量传递给聚氨酯树脂时,引起聚氨酯分子受迫振动、粘滞,从而将声能阻隔、衰减;喷胶固化层20从外侧向对侧发展,聚氨酯树脂比例逐渐降低,层间组织逐渐疏松,纤维间形成越来越多空腔,密度低,其功能类似于“吸音尖劈”,赋予纤维梯度变化的自由度,从而对声波形成有效的吸收、振动、衰减功能。
膨松层30由纤维毡构成,厚度10mm-40mm,膨松层30的纤维呈无序卷曲状,可以有效应对中高频声波;纤维毡由聚酯纤维和聚丙烯纤维按照质量比40%-90%:60%-10%混纺构成,或由碳纤维和聚酯纤维按照质量比50%-90%:50%-10%混纺构成,或选用聚丙烯腈预氧丝纤维毡。
约束层40由聚酯纤维无纺布构成,柔软、透气,可以对喷胶固化层20、膨松层30的材料进行保护,并且方便声波透入,便于内层材料对声音进行吸声、隔声处理;约束层40与碳纤维/聚酯纤维混纺毡、防护层10叠合,通过双组份聚氨酯树脂喷涂浸渍后,再施加压力、加热固化聚氨酯树脂,实现这三种材料层之间的粘合,并形成硬质的封边结构,封边结构具有足够的刚强度,可后续开孔,实施安装固定作业。
下面结合实施例对本申请提供的汽车发动机用吸隔声垫及其制造方法进行详细说明。
实施例1:
本申请的实施例1提供了一种汽车发动机用吸隔声垫,包括:由外至内依次排列的防护层10、喷胶固化层20、膨松层30和约束层40;其中,喷胶固化层20的截面呈凸字型,约束层40的截面呈几字型,约束层40覆盖在喷胶固化层20和膨松层30的外侧,且约束层40的边缘部粘接在喷胶固化层20的边缘部的上方形成封边结构。
材料说明:
防护层10:采用无孔铝箔/PE复合膜,膜厚60μm;
喷胶固化层20:碳纤维和聚酯纤维按照83%:17%的质量比混纺构成的碳纤维/聚酯纤维混纺毡,厚度6mm,克重600g/m2;热固型胶粘树脂:双组份聚氨酯树脂,双组份聚氨酯树脂中的A组份为分子量2600-3000的聚氨酯树脂,用量为35-45%;B组份为分子量700的三聚体和六聚体的异氰酸酯,粘度14-25s/福特杯;
膨松层30:聚酯纤维和聚丙烯纤维按照70%:30%的质量比混纺构成的纤维毡,厚度10mm,克重480g/m2;
约束层40:采用聚酯纤维无纺布,克重120g/m2;
将防护层10、碳纤维/聚酯纤维混纺毡、膨松层30和约束层40按照需求裁剪成对应的尺寸,其中膨松层30的幅面小于防护层10、碳纤维/聚酯纤维混纺毡、约束层40的幅面,以便各层材料的叠合、粘接。
本申请的实施例1提供了上述汽车发动机用吸隔声垫的制造方法,包括以下步骤:
步骤S101,利用双组份聚氨酯树脂对碳纤维/聚酯纤维混纺毡的一面进行多道喷涂,待双组份聚氨酯树脂饱和且浸润碳纤维/聚酯纤维混纺毡后,将碳纤维/聚酯纤维混纺毡覆盖在防护层10的上方,使防护层10与碳纤维/聚酯纤维混纺毡上喷涂有双组份聚氨酯树脂的一面均匀接触;
步骤S102,利用双组份聚氨酯树脂对碳纤维/聚酯纤维混纺毡的另一面进行单道喷涂,之后将膨松层30和约束层40依次铺放在碳纤维/聚酯纤维混纺毡的上方,先进行预压,使各层材料充分接触,之后放入热模压设备的上下模板之间,在压力25±5kPa、温度80℃的条件下热压成型,得到吸隔声垫预制件;单道喷涂时,在准备铺放膨松层30的区域内,胶量以能粘合膨松层30为宜;而碳纤维/聚酯纤维混纺毡的边缘部待封边的区域应加大喷涂量,以能实现防护层10、碳纤维/聚酯纤维混纺毡和约束层40的粘接、压制成硬质封边为宜;
步骤S103,依次对吸隔声垫预制件进行冷却、脱模、修边,即得到吸隔声垫成品。
实施例1的吸隔声垫成品的克重为1560g/m2,总厚度为13mm,其中热压成型后喷胶固化层20的厚度为3mm左右,体积密度梯度由内至外0.3g/cm3-1.2g/cm3。
按照GB/T18696.2-2002和ASTM E2611-2009测量实施例1的吸隔声垫成品及碳纤维/聚酯纤维混纺毡、膨松层30在不同频率下的材料隔声量及吸声系数,见表1和表2。
表1:实施例1的吸隔声垫成品及碳纤维/聚酯纤维混纺毡、膨松层的隔声量
表2:实施例1的吸隔声垫成品及碳纤维/聚酯纤维混纺毡、膨松层的吸声系数
实施例2:
本申请的实施例2提供了一种汽车发动机用吸隔声垫,包括:由外至内依次排列的防护层10、喷胶固化层20、膨松层30和约束层40;其中,喷胶固化层20的截面呈凸字型,约束层40的截面呈几字型,约束层40覆盖在喷胶固化层20和膨松层30的外侧,且约束层40的边缘部粘接在喷胶固化层20的边缘部的上方形成封边结构。
材料说明:
防护层10:采用无孔铝箔/PE复合膜,膜厚60μm;
喷胶固化层20:碳纤维和聚酯纤维按照83%:17%的质量比混纺构成的碳纤维/聚酯纤维混纺毡,厚度6mm,克重600g/m2;热固型胶粘树脂:双组份聚氨酯树脂,双组份聚氨酯树脂中的A组份为分子量2600-3000的聚氨酯树脂,用量为35-45%;B组份为分子量700的三聚体和六聚体的异氰酸酯,粘度14-25s/福特杯;
膨松层30:碳纤维和聚酯纤维按照83%:17%的质量比混纺构成的纤维毡,厚度6mm,克重600g/m2;
约束层40:采用聚酯纤维无纺布,克重120g/m2;
将防护层10、碳纤维/聚酯纤维混纺毡、膨松层30和约束层40按照需求裁剪成对应的尺寸,其中膨松层30的幅面小于防护层10、碳纤维/聚酯纤维混纺毡、约束层40的幅面,以便各层材料的叠合、粘接。
本申请的实施例2提供了上述汽车发动机用吸隔声垫的制造方法,包括以下步骤:
步骤S101,利用双组份聚氨酯树脂对碳纤维/聚酯纤维混纺毡的一面进行多道喷涂,待双组份聚氨酯树脂饱和且浸润碳纤维/聚酯纤维混纺毡后,将碳纤维/聚酯纤维混纺毡覆盖在防护层10的上方,使防护层10与碳纤维/聚酯纤维混纺毡上喷涂有双组份聚氨酯树脂的一面均匀接触;
步骤S102,利用双组份聚氨酯树脂对碳纤维/聚酯纤维混纺毡的另一面进行单道喷涂,之后将膨松层30和约束层40依次铺放在碳纤维/聚酯纤维混纺毡的上方,先进行预压,使各层材料充分接触,之后放入热模压设备的上下模板之间,在压力25±5kPa、温度80℃的条件下热压成型,得到吸隔声垫预制件;单道喷涂时,在准备铺放膨松层30的区域内,胶量以能粘合膨松层30为宜;而碳纤维/聚酯纤维混纺毡的边缘部待封边的区域应加大喷涂量,以能实现防护层10、碳纤维/聚酯纤维混纺毡和约束层40的粘接、压制成硬质封边为宜;
步骤S103,依次对吸隔声垫预制件进行冷却、脱模、修边,即得到吸隔声垫成品。
实施例2的吸隔声垫成品的克重为1670g/m2,总厚度为8mm,其中热压成型后喷胶固化层20的厚度为3mm左右,体积密度梯度由内至外0.3g/cm3-1.2g/cm3。
实施例3:
本申请的实施例3提供了一种汽车发动机用吸隔声垫,包括:由外至内依次排列的防护层10、喷胶固化层20、膨松层30和约束层40;其中,喷胶固化层20的截面呈凸字型,约束层40的截面呈几字型,约束层40覆盖在喷胶固化层20和膨松层30的外侧,且约束层40的边缘部粘接在喷胶固化层20的边缘部的上方形成封边结构。
材料说明:
防护层10:采用无孔铝箔/PE复合膜,膜厚60μm;
喷胶固化层20:碳纤维和聚酯纤维按照83%:17%的质量比混纺构成的碳纤维/聚酯纤维混纺毡,厚度6mm,克重600g/m2;热固型胶粘树脂:双组份聚氨酯树脂,双组份聚氨酯树脂中的A组份为分子量2600-3000的聚氨酯树脂,用量为35-45%;B组份为分子量700的三聚体和六聚体的异氰酸酯,粘度14-25s/福特杯;
膨松层30:聚丙烯腈预氧丝纤维毡,聚丙烯腈预氧丝纤维毡的极限氧指数LOI≥40,纤维毡厚度为10mm,克重为800g/m2;
约束层40:采用聚酯纤维无纺布,克重120g/m2;
将防护层10、碳纤维/聚酯纤维混纺毡、膨松层30和约束层40按照需求裁剪成对应的尺寸,其中膨松层30的幅面小于防护层10、碳纤维/聚酯纤维混纺毡、约束层40的幅面,以便各层材料的叠合、粘接。
本申请的实施例3提供了上述汽车发动机用吸隔声垫的制造方法,包括以下步骤:
步骤S101,利用双组份聚氨酯树脂对碳纤维/聚酯纤维混纺毡的一面进行多道喷涂,待双组份聚氨酯树脂饱和且浸润碳纤维/聚酯纤维混纺毡后,将碳纤维/聚酯纤维混纺毡覆盖在防护层10的上方,使防护层10与碳纤维/聚酯纤维混纺毡上喷涂有双组份聚氨酯树脂的一面均匀接触;
步骤S102,利用双组份聚氨酯树脂对碳纤维/聚酯纤维混纺毡的另一面进行单道喷涂,之后将膨松层30和约束层40依次铺放在碳纤维/聚酯纤维混纺毡的上方,先进行预压,使各层材料充分接触,之后放入热模压设备的上下模板之间,在压力25±5kPa、温度80℃的条件下热压成型,得到吸隔声垫预制件;单道喷涂时,在准备铺放膨松层30的区域内,胶量以能粘合膨松层30为宜;而碳纤维/聚酯纤维混纺毡的边缘部待封边的区域应加大喷涂量,以能实现防护层10、碳纤维/聚酯纤维混纺毡和约束层40的粘接、压制成硬质封边为宜;
步骤S103,依次对吸隔声垫预制件进行冷却、脱模、修边,即得到吸隔声垫成品。
实施例3的吸隔声垫成品的克重为1860g/m2,总厚度为11mm,其中热压成型后喷胶固化层20的厚度为3mm左右,体积密度梯度由内至外0.3g/cm3-1.2g/cm3。
按照GB/T18696.2-2002和ASTM E2611-2009测量实施例2和实施例3的吸隔声垫成品在不同频率下的材料隔声量及吸声系数,见表3和表4。
表3:实施例2和实施例3的吸隔声垫成品的隔声量
表4:实施例2和实施例3的吸隔声垫成品的吸声系数
从表1-表4可以看出,实施例1膨松层30采用聚酯纤维与聚丙烯纤维混纺构成的纤维毡时,在2000Hz以上拥有较好的隔声性能,且重量轻、成本较低;实施例2膨松层30采用碳纤维和聚酯纤维混纺构成的纤维毡时,在400Hz以下拥有较好的隔声性能,制品厚度小;实施例3膨松层30采用聚丙烯腈预氧丝纤维毡时,在800Hz-1600Hz拥有突出的隔声性能,100Hz-5000Hz内平均隔声量最高,材料的耐温性、防火阻燃性能好。
实施例4:
本申请的实施例4提供了一种汽车发动机用吸隔声垫,包括:由外至内依次排列的防护层10、喷胶固化层20、膨松层30和约束层40;其中,喷胶固化层20的截面呈凸字型,约束层40的截面呈几字型,约束层40覆盖在喷胶固化层20和膨松层30的外侧,且约束层40的边缘部粘接在喷胶固化层20的边缘部的上方形成封边结构。
材料说明:
防护层10:采用无孔铝箔/PE复合膜,膜厚50μm;
喷胶固化层20:碳纤维和聚酯纤维按照65%:35%的质量比混纺构成的碳纤维/聚酯纤维混纺毡,厚度8mm;热固型胶粘树脂:双组份聚氨酯树脂,双组份聚氨酯树脂中的A组份为分子量2600-3000的聚氨酯树脂,用量为35-45%;B组份为分子量700的三聚体和六聚体的异氰酸酯,粘度14-25s/福特杯;
膨松层30:聚酯纤维和聚丙烯纤维按照80%:20%的质量比混纺构成的纤维毡,厚度15mm;
约束层40:采用聚酯纤维无纺布,克重120g/m2;
将防护层10、碳纤维/聚酯纤维混纺毡、膨松层30和约束层40按照需求裁剪成对应的尺寸,其中膨松层30的幅面小于防护层10、碳纤维/聚酯纤维混纺毡、约束层40的幅面,以便各层材料的叠合、粘接。
本申请的实施例4提供了上述汽车发动机用吸隔声垫的制造方法,包括以下步骤:
步骤S101,利用双组份聚氨酯树脂对碳纤维/聚酯纤维混纺毡的一面进行多道喷涂,待双组份聚氨酯树脂饱和且浸润碳纤维/聚酯纤维混纺毡后,将碳纤维/聚酯纤维混纺毡覆盖在防护层10的上方,使防护层10与碳纤维/聚酯纤维混纺毡上喷涂有双组份聚氨酯树脂的一面均匀接触;
步骤S102,利用双组份聚氨酯树脂对碳纤维/聚酯纤维混纺毡的另一面进行单道喷涂,之后将膨松层30和约束层40依次铺放在碳纤维/聚酯纤维混纺毡的上方,先进行预压,使各层材料充分接触,之后放入热模压设备的上下模板之间,在压力35kPa、温度80℃的条件下热压成型,得到吸隔声垫预制件;单道喷涂时,在准备铺放膨松层30的区域内,胶量以能粘合膨松层30为宜;而碳纤维/聚酯纤维混纺毡的边缘部待封边的区域应加大喷涂量,以能实现防护层10、碳纤维/聚酯纤维混纺毡和约束层40的粘接、压制成硬质封边为宜;
步骤S103,依次对吸隔声垫预制件进行冷却、脱模、修边,即得到吸隔声垫成品。
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。
需要说明的是,在本申请中,诸如“第一”和“第二”等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来,而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且,术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含,从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素,而且还包括没有明确列出的其他要素,或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下,由语句“包括一个……”限定的要素,并不排除在包括所述要素的过程、方法、物品或者设备中还存在另外的相同要素。在本申请中,“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规定。
以上所述仅是本申请的具体实施方式,使本领域技术人员能够理解或实现本申请。对这些实施例的多种修改对本领域的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申请的精神或范围的情况下,在其它实施例中实现。因此,本申请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申请的原理和新颖特点相一致的最宽的范围。
Claims (7)
1.一种汽车发动机用吸隔声垫,其特征在于,包括:由外至内依次排列的防护层(10)、喷胶固化层(20)、膨松层(30)和约束层(40);所述喷胶固化层(20)的截面呈凸字型,所述约束层(40)的截面呈几字型,且所述约束层(40)的边缘部粘接在喷胶固化层(20)的边缘部的上方形成封边结构,所述防护层(10)由铝箔/PE复合膜构成,所述喷胶固化层(20)由碳纤维/聚酯纤维混纺毡和热固型胶粘树脂构成,通过所述热固型胶粘树脂将防护层(10)、膨松层(30)、约束层(40)与碳纤维/聚酯纤维混纺毡粘接,所述膨松层(30)由纤维毡构成,所述约束层(40)由聚酯纤维无纺布构成;
所述喷胶固化层(20)的体积密度由外至内依次减小,体积密度分布梯度由外至内为1.2g/cm3-0.3g/cm3;
所述热固型胶粘树脂选用双组份聚氨酯树脂;
所述双组份聚氨酯树脂中的A组份为分子量2400-3200的聚氨酯树脂,B组份为分子量600-800的三聚体异氰酸酯或六聚体异氰酸酯。
2.根据权利要求1所述的汽车发动机用吸隔声垫,其特征在于,所述喷胶固化层(20)中的碳纤维/聚酯纤维混纺毡由碳纤维和聚酯纤维混纺构成,碳纤维和聚酯纤维的质量比为:50%-90%:50%-10%。
3.根据权利要求1所述的汽车发动机用吸隔声垫,其特征在于,所述纤维毡由聚酯纤维和聚丙烯纤维按照质量比40%-90%:60%-10%混纺构成。
4.根据权利要求1所述的汽车发动机用吸隔声垫,其特征在于,所述纤维毡由碳纤维和聚酯纤维按照质量比50%-90%:50%-10%混纺构成。
5.根据权利要求1所述的汽车发动机用吸隔声垫,其特征在于,所述纤维毡选用聚丙烯腈预氧丝纤维毡。
6.权利要求1所述汽车发动机用吸隔声垫的制造方法,其特征在于,包括以下步骤:
利用热固型胶粘树脂对碳纤维/聚酯纤维混纺毡的一面进行多道喷涂,待热固型胶粘树脂饱和且浸润碳纤维/聚酯纤维混纺毡后,将碳纤维/聚酯纤维混纺毡覆盖在防护层(10)的上方,使防护层(10)与碳纤维/聚酯纤维混纺毡上喷涂有热固型胶粘树脂的一面均匀接触;
利用热固型胶粘树脂对碳纤维/聚酯纤维混纺毡的另一面进行单道喷涂,之后将膨松层(30)和约束层(40)依次铺放在碳纤维/聚酯纤维混纺毡的另一面的上方,加热模压成型,得到吸隔声垫预制件;
依次对吸隔声垫预制件进行冷却、脱模、修边,即得到吸隔声垫成品;
其中,所述碳纤维/聚酯纤维混纺毡和热固型胶粘树脂构成喷胶固化层(20),所述喷胶固化层(20)的截面呈凸字型,所述约束层(40)的截面呈几字型,且所述约束层(40)的边缘部粘接在喷胶固化层(20)的边缘部的上方形成封边结构,所述防护层(10)由铝箔/PE复合膜构成,所述膨松层(30)由纤维毡构成,所述约束层(40)由聚酯纤维无纺布构成。
7.根据权利要求6所述的汽车发动机用吸隔声垫的制造方法,其特征在于,加热模压成型的压力为10kPa-60kPa,温度为80℃。
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