CN114750477A - 用于车身板件增强的密封件 - Google Patents

用于车身板件增强的密封件 Download PDF

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CN114750477A
CN114750477A CN202111383776.2A CN202111383776A CN114750477A CN 114750477 A CN114750477 A CN 114750477A CN 202111383776 A CN202111383776 A CN 202111383776A CN 114750477 A CN114750477 A CN 114750477A
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seal
vehicle body
body panel
panel reinforcement
glass fiber
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申成澈
池仁义
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Hyundai Motor Co
Kia Corp
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Kia Corp
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Abstract

本发明公开了一种用于车身板件增强的密封件，所述用于车身板件增强的密封件包括位于车身板件上的密封层，和设置在所述密封层上并包含玻璃纤维增强塑料的表层。

Description

用于车身板件增强的密封件
相关申请的交叉引用
本申请要求于2021年1月8日向韩国知识产权局提交的韩国专利申请号10-2021-0002474的优先权和权益，并通过引用将其全文并入本文。
技术领域
本申请涉及一种用于车身板件增强的密封件，用于增强车身板件(例如车辆的车门和后顶盖侧板)的刚性。
背景技术
车辆主体可大致上分为车身、外部部分和内部部分。此处，形成车辆外观的车身可以包括外板、内板、加强板、副车架等。在车身中，组成中心车身的侧板、门板、底板、顶板等构成乘客的乘坐空间。
用于增强车身的刚性的密封件可以设置在外板和内板之间。
当用于增强车身的刚性的密封件的挠曲强度较低时，刚性较弱，而当挠曲强度较高时，硬度增加，导致在外板上出现凹痕。
发明内容
一个实施方案提供了一种用于车身板件增强的密封件，所述密封件可以进一步提高刚性，而不会在外板上产生凹痕，从而降低了板件厚度，并尽量减少加入的构件/支架以降低成本。
根据一个实施方案，用于车身板件增强的密封件包括位于车身板件上的密封层，和设置在所述密封层上并包含玻璃纤维增强塑料的表层。
玻璃纤维增强塑料的玻璃纤维的细度可以为约30旦尼尔至约60旦尼尔。
玻璃纤维增强塑料的玻璃纤维的密度(经纬密度)可以为约60根丝线至约80根丝线。
玻璃纤维增强塑料可以包含玻璃纤维和与玻璃纤维结合的基质树脂。
基于基质树脂的总重量，基质树脂可以包含约50重量％至约60重量％的双酚A环氧树脂、约30重量％至约40重量％的聚酰胺和5重量％至10重量％的尿素。
表层的厚度可以为约0.45mm至约0.75mm。
密封层的厚度可以为约1.0mm至约1.5mm。
密封层可以包含约30重量％至约50重量％的环氧树脂、约3重量％至约10重量％的固化剂、约1重量％至约5重量％的增粘剂、约13重量％至约35重量％的填料、约1重量％至约10重量％的吸湿剂、约3重量％至约5重量％的流动抑制剂和约1重量％至约2重量％的稳定剂。
根据实施方案的用于车身板件增强的密封件可以进一步提高刚性，而不会在外板上产生凹痕，从而降低了板件厚度，并尽量减少加入的构件/支架，从而降低了成本。
附图说明
图1为示意性地示出根据一个实施方案的用于车身板件增强的密封件的横截面图。
图2为显示用于测量用于车身板件增强的密封件的低温抗弯曲性的试样的平面图。
具体实施方式
通过后文参考附图描述的实施方案，本申请的优点和特征以及实现本申请的方法将变得明显。然而，实施方案不应解释为限制于本文描述的实施方案。除非另有定义，否则本文使用的所有术语(包括技术术语和科学术语)均具有与本领域技术人员通常理解的含义相同的含义。除非另有明确定义，否则不应理想地或夸大地解释通用词典中定义的术语。此外，除非明确地相反描述，否则术语“包括”和变化形式例如“包含”或“含有”应理解为意指包含所述元件，但是不排除任何其它元件。
此外，除非另有说明，否则单数包括复数。
在附图中，为了清楚起见，层、薄膜、板材、区域等的厚度被夸大。在整个说明书中，相同的附图标记表示相同的元件。
应理解，当元件(例如层、薄膜、区域或基材)被称为在另一个元件“上”时，其可以直接在另一个元件上或者也可以存在介入元件。相反，当元件被称为“直接在另一个元件上”时，不存在介入元件。
根据一个实施方案的用于车身板件增强的密封件包括位于车身的板件上的密封层和位于所述密封层上的表层。
图1为示意性地示出根据一个实施方案的用于车身板件增强的密封件的横截面图。参考图1，具体地描述了用于车身板件增强的密封件。
可以通过组合外板和内板来提供形成车辆外部的车身。用于车身板件增强的密封件10可以设置在车身的外板和内板之间，或者设置在外板的内表面上，以增强车身的刚性并改善减振性质。
用于车身板件增强的密封件10可以设置在板件100(例如外板或内板)上。板件100可以例如为钢板，但是可以使用任何材料的板件100，只要其可用作车身，并且本申请不特别限于此。
可以通过固化包含环氧树脂的用于密封件的组合物来制造密封层200。
环氧树脂用于改善密封层200的硬度和强度。用于密封件的组合物可以包含例如双酚A环氧树脂作为环氧树脂。
基于用于密封件的组合物的总重量，可以以约30重量％至约50重量％，例如约30重量％至约40重量％，约40重量％至约50重量％或者约35重量％至约45重量％的量包含环氧树脂。当环氧树脂的含量小于约30重量％时，剪切强度可能降低，而当其超过约50重量％时，放电性质可能降低，并且可能在板件100中产生凹痕。
用于密封件的组合物可以包含用于固化环氧树脂的固化剂。例如，用于固化环氧树脂的固化剂可以为双氰胺。双氰胺可以提供密封层200与板件100的粘合。
基于密封件组合物的总重量，可以以约3重量％至约10重量％，例如约6重量％至约10重量％或者约6重量％至约7重量％的量包含固化剂。当固化剂的含量小于约3重量％时，环氧树脂可能未固化，从而降低剪切粘合性，而当其超过约7重量％时，环氧树脂可能过度固化，并且耐冲击性可能降低。
用于密封件的组合物还可以包含使密封层200粘合至板件100的增粘剂。增粘剂可以例如为硅烷。基于用于密封件的组合物的总重量，可以以约1重量％至约5重量％，例如约3重量％至约5重量％的量包含增粘剂。当增粘剂的含量小于约1重量％时，与板件100的粘合可能变差，而当增粘剂的含量大于约5重量％时，增粘剂之间的内聚力可能降低。
用于密封件的组合物还可以包含碳酸钙作为填料。填料可以赋予密封件组合物填充性、喷射性质和流动性。基于用于密封件的组合物的总重量，可以以约13重量％至约35重量％，例如约17重量％至约35重量％或者约25重量％至约35重量％的量包含填料。当填料的含量小于约13重量％时，喷射性质和流动性(加工性)可能降低，并且如果其超过约35重量％，则剪切强度可能降低。
用于密封件的组合物还可以包含用于从组合物中除去水分的吸湿剂。吸湿剂可以例如为氧化钙(CaO)。基于用于密封件的组合物的总重量，可以以约1重量％至约10重量％，例如约2重量％至约10重量％或者约5重量％至约10重量％的量包含吸湿剂。当吸湿剂的含量小于约1重量％时，可能无法充分地除去水分，用于密封件的组合物可能因水分而膨胀，而当其超过约10重量％时，粘合性和剪切强度可能降低。
用于密封件的组合物还可以包含流动抑制剂，以防止组合物的流动。流动抑制剂可以例如为膨润土。基于用于密封件的组合物的总重量，可以以约3重量％至约5重量％的量包含流动抑制剂。当流动抑制剂的含量小于约3重量％时，流动性可能降低，而当其超过约5重量％，粘合性可能降低。
用于密封件的组合物还可以包含用于稳定耐热性的稳定剂。稳定剂可以例如为氧化锡。基于用于密封件的组合物的总重量，可以以约1重量％至约2重量％的量包含稳定剂。当稳定剂的含量小于约1重量％时，可能难以确保足够的耐热性，而当其超过约2重量％时，粘合性可能降低。
另一方面，由于为了减轻车身的重量而减小了板件100的厚度，因此还需要刚性增强。然而，当密封层200的刚性增加时，可能出现外板凹痕。因此，通过在密封层200上设置表层300，可以进一步提高刚性，而不会在外板上产生凹痕。
此外，表层300可以增强板件100的刚性，而无需增加构件/支架，并且由于安装了表层300，还可以向下调节密封层200的厚度，从而降低成本。
因此，密封层200的厚度可以为约1.0mm至约1.5mm。当密封层的厚度小于约1.0mm时，减振性质可能小于约0.02(0.02为要求值)，而当密封层200的厚度超过约1.5mm时，车身的外板上可能产生凹痕。
表层300的厚度可以为约0.45mm至约0.75mm。当表层300的厚度小于约0.45mm时，挠曲强度可能降低，而当其超过约0.75mm时，减振性质可能不满足要求。
表层300可以包含玻璃纤维增强塑料。玻璃纤维增强塑料可以包含玻璃纤维和与玻璃纤维结合的基质树脂。
在这种情况下，表层300的减振性质不仅受表层300的厚度的影响，而且还受构成表层300的玻璃纤维的细度和密度的影响。
玻璃纤维的细度可以为约30旦尼尔至约60旦尼尔，例如约40旦尼尔至约50旦尼尔。当玻璃纤维的细度小于约30旦尼尔时，用于车身板件增强的密封件10的挠曲强度可能小于20kgf，这可能不符合要求。当其超过约60旦尼尔时，减振性质可能为约0.01(小于0.02的要求值)。此处，细度(旦尼尔)意指9000米纱线的重量(克/9000米＝D)。
此外，玻璃纤维的密度(经纬密度)可以为约60根丝线至约80根丝线，例如约70根丝线至约80根丝线。当玻璃纤维的密度小于约60根丝线时，用于车身板件增强的密封件10的挠曲强度可能小于20kgf，这可能不符合要求。当其超过约80根丝线时，减振性质可能为约0.01(小于0.02的要求值)。此处，密度(经纬密度)意指一平方英寸内编织的纬纱(水平丝线)和经纱(纵向丝线)的数量。
可以通过将玻璃纤维浸渍到基质树脂中然后使其固化来制造表层300。因此，用于车身板件增强的密封件10不会产生边界部分生锈和分离的问题。
基于基质树脂的总重量，基质树脂可以包含约50重量％至约60重量％的双酚A环氧树脂、约30重量％至约40重量％的聚酰胺和约5重量％至约10重量％的尿素。
双酚A环氧树脂赋予基质树脂基本的物理性质。当双酚A环氧树脂的含量小于约50重量％时，基质树脂的硬度和粘合性可能降低，并且当其超过约60重量％时，基质树脂的硬度增加，并且碰撞性能可能降低。
聚酰胺可用于固化环氧树脂。当聚酰胺的含量小于约30重量％时，基质树脂可能未固化，并且当其超过约40重量％时，基质树脂可能过度固化。
尿素可用于缩短基质树脂的固化时间。当尿素的含量小于约5重量％时，固化时间可能过长，而当其超过约10重量％时，基质树脂的粘合性质可能变差。
下文示出了本申请的具体实施方案。然而，下文描述的实施例仅用于具体说明或解释本申请，并不限制本申请的范围。
评估物理性质的方法
(1)剪切强度(MPa)：在100×25×1.6mm的钢板上涂布用于密封件的组合物，然后在其端部贴上12.5mm宽的胶带，同时将同样的钢板堆叠在其上，以仅与涂布有用于密封件的组合物的区域重叠，然后用夹具固定，随后固化用于密封件的组合物。在室温下静置堆叠的钢板1小时，并在拉伸测试机中以5mm/min拉伸，以测量最大荷载。
(2)挠曲强度(kgf)：通过在25×150×0.75mm的钢板上涂布并固化厚度为1.5mm的用于密封件的组合物来制备样品，然后在室温下静置所述样品1小时或更久，并以5mm/min施加荷载以测量挠曲强度(kgf)。
(3)低温抗弯曲性(mm)：如图2所示，在300×300×0.75mm的钢板(T)的中心，将密封件组合物(S)涂布成150×80×1.5mm的尺寸，然后加热并固化。在室温下静置经涂布的板材1小时或更久，并且还在-30℃下静置30分钟，然后在-30℃下测量图2所示的位置(P1至P8)处的变形量，获取其中的最大值作为外板凹痕性质。
(4)减振性质：
根据理论测量方法，可以测量二次共振点处斜率(峰)的平缓程度。当组合物具有优异的防尘性时，共振点处的振幅减小，同时斜率变得平缓。换言之，测量共振点处的斜率和振幅中的任一个因素来测量防尘性能。
-阻尼损耗系数＝Δf/f
在上式中，f为二次共振点的频率，Δf是与二次共振点处振幅相差3dB的区间的频率差。
此外，根据使用设备的测量方法，应用在20mm×200mm的钢板上形成厚度为1.5mm的用于车身板件增强的密封件的样品，并在Exciter Tranducer中振动，然后在MotionTranducer中测量振幅。
通过PC分析随频率(Hz)变化的振幅(dB)，从而获得分析图。与理论测量方法一样，计算了二次共振点处的频率(f)以及二次共振点处的频率(f)和与二次共振点相差3dB的区间的频率之间的频率差(Δf)。
为了实现本申请的目的，用于车身板件增强的密封件的剪切粘合性、挠曲强度、低温抗弯曲性和减振性质的目标值如表1所示。
表1
测试项目 目标值
剪切粘合性 8MPa或更高
挠曲强度 20kgf或更高
低温抗弯曲性 1.7mm或更小
减振性质 0.02或更高
实验实施例1：表层材料的实验
当应用玻璃纤维(玻璃棉)和玻璃纤维增强塑料(GFRP)作为表层时，评估了挠曲强度、低温抗弯曲性和减振性质，并且结果显示在表2中。
表2
Figure BDA0003366623640000071
Figure BDA0003366623640000081
与对比实施例1-1相比，对比实施例1-2的厚度增加。参考对比实施例1-1和1-2，由于密封件的厚度增加，挠曲强度得到改善，因此刚性增强效果提升，但是低温抗弯曲性变差，这更可能导致车身凹痕。
因此，由于不能将具有增加厚度的密封件单独应用于车辆，因此引入了表层。
对比实施例1-3和1-4显示了使用玻璃棉作为表层材料的评估结果，对比实施例1-5和1-6显示了使用GFRP作为表层材料的评估结果。参考对比实施例1-3和1-4，当应用0.32mm的GFRP时，获得了最高的挠曲强度，其最接近20kgf的目标值。因此，GFRP比玻璃棉更有利于实现目标挠曲强度。
实验实施例2：表层厚度的实验
当应用玻璃纤维增强塑料(GFRP)作为表层时，通过改变其厚度来评估挠曲强度、低温抗弯曲性和减振性质，结果显示在表3中。
表3
Figure BDA0003366623640000082
参考表3，随着表层厚度的增加，挠曲强度增加，但是难以找到与减振性质相关的趋势。
表层在0.45mm和0.75mm的厚度下表现出足够的减振性质(0.02)，但是在0.60mm和0.90mm的厚度下表现出不足的减振性质(0.01，其未达到目标值)。
因此，仅表层的厚度不能同时改善挠曲强度、低温抗弯曲性和减振性质。
实验实施例3：表层细度和密度的实验
当应用玻璃纤维增强塑料(GFRP)作为表层时，通过如表4所示改变玻璃纤维的细度和密度来评估挠曲强度、低温抗弯曲性和减振性质，结果显示在表5中。
表4
Figure BDA0003366623640000091
表5
Figure BDA0003366623640000092
Figure BDA0003366623640000101
参考表4和表5，当玻璃纤维的细度为30旦尼尔或更小时，挠曲强度小于20kgf(不符合要求)，但是当玻璃纤维的细度为60旦尼尔或更高时，减振性质为0.01，其未达到0.02的目标值。
此外，当玻璃纤维的密度为60根丝线或更小时，挠曲强度为20kgf或更小(不符合要求)，但是当玻璃纤维的密度为90根丝线或更高时，减振性质为0.01，其未达到目标值。
因此，密封件的减振性质受到构成表层的玻璃纤维的细度和密度以及表层的厚度的影响。
尽管结合目前被视为实际的实施方案描述了本申请，但是应理解，本申请不限于所公开的实施方案。相反，本发明旨在覆盖包括在所述权利要求的精神和范围内的各种修改和等效布置。

Claims (6)

1.一种用于车身板件增强的密封件，所述密封件包括：
位于车身板件上的密封层；和
设置在所述密封层上的表层，所述表层包含玻璃纤维增强塑料；
其中，玻璃纤维增强塑料的玻璃纤维的细度在30旦尼尔至60旦尼尔的范围内。
2.根据权利要求1所述的用于车身板件增强的密封件，其中，玻璃纤维增强塑料的玻璃纤维的密度为60根丝线至80根丝线。
3.根据权利要求1所述的用于车身板件增强的密封件，其中，玻璃纤维增强塑料包含玻璃纤维和与所述玻璃纤维结合的基质树脂，并且基于基质树脂的总重量，所述基质树脂包含50重量％至60重量％的双酚A环氧树脂、30重量％至40重量％的聚酰胺和5重量％至10重量％的尿素。
4.根据权利要求1所述的用于车身板件增强的密封件，其中，表层的厚度为0.45mm至0.75mm。
5.根据权利要求1所述的用于车身板件增强的密封件，其中，密封层的厚度为1.0mm至1.5mm。
6.根据权利要求1所述的用于车身板件增强的密封件，其中，密封层包含30重量％至50重量％的环氧树脂、3重量％至10重量％的固化剂、1重量％至5重量％的增粘剂、13重量％至35重量％的填料、1重量％至10重量％的吸湿剂、3重量％至5重量％的流动抑制剂和1重量％至2重量％的稳定剂。
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