CN115243961B - 用于机动车的外壳体构件和用于制造外壳体构件的方法 - Google Patents

用于机动车的外壳体构件和用于制造外壳体构件的方法 Download PDF

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CN115243961B
CN115243961B CN202180017783.2A CN202180017783A CN115243961B CN 115243961 B CN115243961 B CN 115243961B CN 202180017783 A CN202180017783 A CN 202180017783A CN 115243961 B CN115243961 B CN 115243961B
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shell
outer housing
housing
inner shell
housing component
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CN115243961A (zh
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T·米亚多维茨
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Bayerische Motoren Werke AG
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    • B62D—MOTOR VEHICLES; TRAILERS
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    • B62D29/043—Superstructures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
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    • B29C70/16—Fibrous reinforcements only characterised by the structure of fibrous reinforcements, e.g. hollow fibres using fibres of substantial or continuous length
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Abstract

本发明涉及一种用于机动车的外壳体构件，所述外壳体构件构造为具有外壳(10)和内壳(20)的壳构件(1)，所述外壳和内壳分别构造为纤维增强的塑料壳，所述纤维增强的塑料壳具有嵌入到热固性的塑料基体(14、22)中的纤维增强件(13、23)，其中，所述外壳(10)的纤维增强件(13)由一层或多层无纺布材料(16、17、18、19)构成。此外，本发明涉及一种用于制造这种外壳体构件的方法。

Description

用于机动车的外壳体构件和用于制造外壳体构件的方法
技术领域
本发明涉及一种用于机动车的纤维增强的外壳体构件。
背景技术
机动车上的纤维增强的构件是已知的。在此，多层定向的增强纤维通常集成到塑料基体中。如果这类构件在涂装(或涂漆)过程中被加热，则由于不同的膨胀系数(也称为Delta-Alpha问题)通常会导致在表面上出现纤维标记。位于下面的纤维层变得可见。
这种纤维标记不能满足对外壳体构件的表面质量的高要求。特别是在纤维增强的塑料构件的情况下，这会导致耗费的预处理和后处理过程，以确保A级表面。迄今为止，纤维增强构件在工艺链之外的专有涂装工艺中进行涂装，随后安装在车辆上。
发明内容
在此背景下，本发明的目的是提供一种在可涂装性和表面质量方面得到改进的纤维增强塑料构件。特别是，塑料构件作为用于车辆的外壳体构件应该能够成本低廉地制造并且应该能够与车辆车身一起涂装。
该目的通过根据本发明的外壳体构件和根据本发明的方法来实现。由从以下描述得出其他的有利构型。
提供了一种用于机动车的纤维增强的外壳体构件，其构造为具有外壳和内壳的壳构件。内壳直接或间接地与外壳连接、优选粘接。内壳和外壳的特点是：它们一起描绘了外壳体构件的基本几何形状。在已安装的状态下，外壳在车辆上向外定向，并且内壳向内定向。外壳优选地形成外壳体构件的外壳体。
根据本发明，外壳和内壳分别构造为纤维增强的塑料壳，所述纤维增强的塑料壳具有嵌入到热固性的塑料基体中的纤维增强件，其中，外壳的纤维增强件由一层或多层无纺布材料构成。换言之，故意取消在外壳中使用定向纤维。在外壳中只有无纺布材料用作增强纤维。
在无纺布的情况下，纤维以无序纤维的形式存在，即无定向的、具有随机的纤维方向。无纺布中纤维的分布是随意的，这在宏观上导致了基体和纤维在该构件中的分布比在具有定向的纤维的构件中更均匀。现在已经表明，具有仅由无纺布材料制成的纤维增强件的外壳仅稍微不平整，人眼仍然认为这些稍微不平整是均匀的。任何凹陷点和/或标记都是允许的并且不代表KO标准，因为当整体地看外壳的表面时它们分布均匀。令人惊讶地发现，这种外壳也可以经历金属车身的常规的涂装工艺、例如温度高达190度的KTL工艺，而不会在表面上出现不允许的不平整或标记。考虑到在KTL炉中的加热过程中热固性的基体材料(几乎)100％固化，这更加令人惊讶。
外壳的纤维增强件可由一层、两层或更多层无纺布材料构成，这些无纺布材料一层在另一层之上。原则上，无纺布材料不限于特定的纤维；相反，可以使用所有已知的增强纤维。
在一个实施例中，外壳的纤维增强件由玻璃纤维构成，即各个无纺布层由玻璃纤维制成。由此可以实现特别好的表面质量，因为玻璃纤维的热膨胀系数更接近基体材料的热膨胀系数，从而减少了Delta-Alpha问题。
在一个替代的实施例中，外壳的纤维增强件由碳纤维构成，即各个无纺布层由碳纤维制成。由此，可以实现特别小的重量和更高的机械强度。
在另一个实施例中，通过如下的方式能够同时实现表面优化和重量小：外壳的纤维增强件由碳纤维和玻璃纤维构成。在这种情况下，各个无纺布层可以仅具有碳纤维或仅具有玻璃纤维并且可以彼此层叠。也可以使用如下的无纺布层，在所述无纺布层中布置有碳纤维和玻璃纤维。
在外壳体构件强度方面的要求可以通过内壳来实现。为此，在一个实施例中可能有利的是：内壳的纤维增强件具有一层或多层定向的增强纤维，例如碳纤维、玻璃纤维或芳族聚酰胺纤维。它们例如可以作为铺设物、纺织品和/或编织物存在。由于外壳遮住了看向内壳的视线，因此对内壳的表面质量的要求明显降低。
在一个优选实施例中，内壳具有至少一个局部增强件，所述至少一个局部增强件加固内壳，例如适合加载路径地加固内壳。这种增强件可以例如通过附加的纤维层形成，这些纤维层以局部受限的方式布置在内壳的区域中。增强件例如可以作为内壳上的带状的加厚件可见。
外壳和内壳的基体材料是热固性的基体材料，内壳和外壳不强制必须使用同一种基体系统。
外壳体构件优选是车辆盖、例如机动车的前盖/发动机盖、后盖板或车门，或者是机动车的侧壁。
此外，提供了一种用于制造外壳体构件的方法、特别是用于制造上述壳构件的方法，所述外壳体构件构造为具有外壳和内壳的壳构件。外壳和内壳优选地彼此独立地制造并且在随后的步骤中彼此连接。因此，该方法包括以下步骤：
制造外壳，为此，将具有由一层或多层无纺布材料制成的纤维增强件的热固性的塑料基体在压制工具中压制和固化；
将内壳制造为纤维增强的塑料构件，所述纤维增强的塑料构件具有嵌入到热固性的塑料基体中的纤维增强件；和
将外壳与内壳永久地连接以形成壳构件。
优选地，可以以RTM工艺(Resin Transfer Moulding，树脂传递模塑或模塑成型工艺)或湿压工艺来制造外壳。在RTM工艺中，纤维增强件仅在封闭的压制工具中被基体材料渗透。在湿压工艺中，在压制工具闭合之前已经将基体材料施加到纤维增强件上，并且然后与纤维增强件一起压制。这两种方法都是适用于大规模批量生产的并且成本低廉的方法，它们能够实现以低廉的成本进行大批量的生产。有利地，可以取消使用制造和加工都耗费的预浸料来制造外壳。
除上述工艺外，混合压制也可用于制造内壳，例如如果要设置局部增强件并且将例如以预浸料形式的局部增强件施加到内壳的剩余的纤维层上。
外壳和内壳永久地且不可分离地相互连接以形成壳构件。这优选通过将壳构件彼此粘接来实现。
上述外壳体构件由于其特殊的结构也可以在现有的车辆车身的工艺链中进行涂装，并且特别是也可以被引导通过KTL工艺。不需要单独的涂装工艺。由此，提供了相当大的节约潜力和将构件涂装成车辆颜色的可能性。
结合壳构件描述的特征和细节也适用于根据本发明的方法，反之亦然，因此本发明的各个方面的公开内容总是可以相互引用。
本发明的其他优点、特征和细节由以下描述得出，其中，参照附图详细描述本发明的实施例。在此，在权利要求和说明书中提到的特征单独或任何组合对本发明都是重要的。如果在本申请中使用术语“可以”，既是技术的可能性，也是实际的技术实现。
附图说明
下面参照附图解释实施例。其中，以示意图示出：
图1以分解图示出了示例的壳构件，
图2示出了图1的壳构件的剖视图。
具体实施方式
图1示出了以机动车的前盖形式的示例性的壳构件1。该壳构件具有外壳10和内壳20，所述外壳和内壳彼此连接、优选粘接。壳构件1可以具有其他的未示出的元件、例如铰链或容纳部，所述其他的未示出的元件可以附加地设置或者例如可以集成在内壳20中。外壳10形成壳构件1的外面12，该外面在构造完成的状态中在车辆上向外定向。内壳20设置在外壳10的背离该外面12的一侧上。
外壳10构造为纤维增强的塑料壳，其中，它具有由无纺布材料制成的纤维增强件13，该纤维增强件嵌入到热固性的塑料基体14中。图2示出了用于说明层结构的截面图。仅作为示例地，在那里示出了无纺布材料的四个层16、17、18、19，该数量当然可以根据需要而变化。
内壳20也是纤维增强的塑料壳，该纤维增强的塑料壳具有嵌入到热固性的塑料基体22中的增强纤维。内壳20具有纤维增强件23，该纤维增强件具有定向增强纤维的多个层24、25、26、27、28(这里例如为5层)的层结构。此外，内壳20具有至少一个局部的增强件29。为此，在局部限定的区域中除了上述结构之外，具有定向的连续纤维和基质材料的其他的增强层的预浸带成形在内壳20上。
为了生产壳构件，外壳10和内壳20首先分开地制造，然后彼此粘接在一起。外壳优选以RTM工艺或湿压工艺制造；内壳也可以用这些工艺制造或以混合压制工艺制造。
附图标记列表
1壳构件
10外壳
12外面
13纤维增强件
14塑料基质
16、17、18、19无纺布层
20内壳
22塑料基体
23纤维增强件
24、25、26、27、28增强纤维层
29局部增强件

Claims (9)

1.一种用于机动车的外壳体构件，所述外壳体构件构造为具有外壳(10)和内壳(20)的壳构件(1)，所述外壳和内壳分别构造为纤维增强的塑料壳，所述纤维增强的塑料壳具有嵌入到热固性的塑料基体(14、22)中的纤维增强件，其中，所述外壳(10)的纤维增强件(13)由一层或多层无纺布材料(16、17、18、19)构成，所述内壳(20)的纤维增强件(23)包括一层或多层定向的增强纤维(24、25、26、27、28)。
2.根据权利要求1所述的外壳体构件，其中，所述外壳(10)的纤维增强件(13)由玻璃纤维构成。
3.根据权利要求1所述的外壳体构件，其中，所述外壳(10)的纤维增强件(13)由碳纤维构成。
4.根据权利要求1所述的外壳体构件，其中，所述外壳(10)的纤维增强件(13)由碳纤维和玻璃纤维构成。
5.根据权利要求1至4中任一项所述的外壳体构件，其中，所述内壳(20)此外包括至少一个局部的增强件(29)。
6.根据权利要求1至4中任一项所述的外壳体构件，其中，所述外壳体构件是车辆盖或者是侧壁。
7.用于制造外壳体构件的方法，所述外壳体构件构造为具有外壳(10)和内壳(20)的壳构件(1)，该方法具有以下步骤：
制造外壳(10)，为此将热固性的塑料基体与由一层或多层无纺布材料(16、17、18、19)构成的纤维增强件(13)在压制工具中压制并且固化；
制造作为纤维增强的塑料构件的内壳(20)，该内壳具有嵌入到热固性的塑料基体中的纤维增强件(23)，其中，所述内壳(20)的纤维增强件(23)包括一层或多层定向的增强纤维(24、25、26、27、28)；和
将外壳(10)和内壳(20)永久地连接以形成壳构件(1)。
8.根据权利要求7所述的方法，其中，以RTM工艺或湿压工艺来制造外壳(10)。
9.根据权利要求7或8所述的方法，其中，外壳(10)和内壳(20)彼此粘接以形成壳构件(1)。
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