EP1948462A1 - Fuel tank for vehicles - Google Patents

Fuel tank for vehicles

Info

Publication number
EP1948462A1
EP1948462A1 EP06828833A EP06828833A EP1948462A1 EP 1948462 A1 EP1948462 A1 EP 1948462A1 EP 06828833 A EP06828833 A EP 06828833A EP 06828833 A EP06828833 A EP 06828833A EP 1948462 A1 EP1948462 A1 EP 1948462A1
Authority
EP
European Patent Office
Prior art keywords
fuel tank
section
sheets
vehicles according
composite material
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP06828833A
Other languages
German (de)
French (fr)
Inventor
Xavier Mateu Codina
Javier Cadens Ballarin
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mat Global Solutions SL
Original Assignee
Mat Global Solutions SL
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mat Global Solutions SL filed Critical Mat Global Solutions SL
Publication of EP1948462A1 publication Critical patent/EP1948462A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B27/00—Layered products comprising a layer of synthetic resin
    • B32B27/12—Layered products comprising a layer of synthetic resin next to a fibrous or filamentary layer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/03177—Fuel tanks made of non-metallic material, e.g. plastics, or of a combination of non-metallic and metallic material
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29C—SHAPING OR JOINING OF PLASTICS; SHAPING OF MATERIAL IN A PLASTIC STATE, NOT OTHERWISE PROVIDED FOR; AFTER-TREATMENT OF THE SHAPED PRODUCTS, e.g. REPAIRING
    • B29C70/00—Shaping composites, i.e. plastics material comprising reinforcements, fillers or preformed parts, e.g. inserts
    • B29C70/04—Shaping composites, i.e. plastics material comprising reinforcements, fillers or preformed parts, e.g. inserts comprising reinforcements only, e.g. self-reinforcing plastics
    • B29C70/06—Fibrous reinforcements only
    • B29C70/08—Fibrous reinforcements only comprising combinations of different forms of fibrous reinforcements incorporated in matrix material, forming one or more layers, and with or without non-reinforced layers
    • B29C70/086—Fibrous reinforcements only comprising combinations of different forms of fibrous reinforcements incorporated in matrix material, forming one or more layers, and with or without non-reinforced layers and with one or more layers of pure plastics material, e.g. foam layers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B1/00—Layered products having a non-planar shape
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B27/00—Layered products comprising a layer of synthetic resin
    • B32B27/04—Layered products comprising a layer of synthetic resin as impregnant, bonding, or embedding substance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B27/00—Layered products comprising a layer of synthetic resin
    • B32B27/30—Layered products comprising a layer of synthetic resin comprising vinyl (co)polymers; comprising acrylic (co)polymers
    • B32B27/308—Layered products comprising a layer of synthetic resin comprising vinyl (co)polymers; comprising acrylic (co)polymers comprising acrylic (co)polymers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B27/00—Layered products comprising a layer of synthetic resin
    • B32B27/32—Layered products comprising a layer of synthetic resin comprising polyolefins
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B27/00—Layered products comprising a layer of synthetic resin
    • B32B27/36—Layered products comprising a layer of synthetic resin comprising polyesters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B27/00—Layered products comprising a layer of synthetic resin
    • B32B27/38—Layered products comprising a layer of synthetic resin comprising epoxy resins
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B3/00—Layered products comprising a layer with external or internal discontinuities or unevennesses, or a layer of non-planar shape; Layered products comprising a layer having particular features of form
    • B32B3/10—Layered products comprising a layer with external or internal discontinuities or unevennesses, or a layer of non-planar shape; Layered products comprising a layer having particular features of form characterised by a discontinuous layer, i.e. formed of separate pieces of material
    • B32B3/12—Layered products comprising a layer with external or internal discontinuities or unevennesses, or a layer of non-planar shape; Layered products comprising a layer having particular features of form characterised by a discontinuous layer, i.e. formed of separate pieces of material characterised by a layer of regularly- arranged cells, e.g. a honeycomb structure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B5/00—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts
    • B32B5/18—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by features of a layer of foamed material
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B5/00—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts
    • B32B5/22—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed
    • B32B5/24—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed one layer being a fibrous or filamentary layer
    • B32B5/245—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed one layer being a fibrous or filamentary layer another layer next to it being a foam layer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B5/00—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts
    • B32B5/22—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed
    • B32B5/24—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed one layer being a fibrous or filamentary layer
    • B32B5/26—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed one layer being a fibrous or filamentary layer another layer next to it also being fibrous or filamentary
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B5/00—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts
    • B32B5/22—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed
    • B32B5/24—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed one layer being a fibrous or filamentary layer
    • B32B5/28—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed one layer being a fibrous or filamentary layer impregnated with or embedded in a plastic substance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29L—INDEXING SCHEME ASSOCIATED WITH SUBCLASS B29C, RELATING TO PARTICULAR ARTICLES
    • B29L2031/00—Other particular articles
    • B29L2031/712—Containers; Packaging elements or accessories, Packages
    • B29L2031/7172—Fuel tanks, jerry cans
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2262/00—Composition or structural features of fibres which form a fibrous or filamentary layer or are present as additives
    • B32B2262/02—Synthetic macromolecular fibres
    • B32B2262/0261—Polyamide fibres
    • B32B2262/0269—Aromatic polyamide fibres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2262/00—Composition or structural features of fibres which form a fibrous or filamentary layer or are present as additives
    • B32B2262/10—Inorganic fibres
    • B32B2262/101—Glass fibres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2262/00—Composition or structural features of fibres which form a fibrous or filamentary layer or are present as additives
    • B32B2262/10—Inorganic fibres
    • B32B2262/106—Carbon fibres, e.g. graphite fibres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2266/00—Composition of foam
    • B32B2266/02—Organic
    • B32B2266/0214—Materials belonging to B32B27/00
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2305/00—Condition, form or state of the layers or laminate
    • B32B2305/02—Cellular or porous
    • B32B2305/022—Foam
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2305/00—Condition, form or state of the layers or laminate
    • B32B2305/02—Cellular or porous
    • B32B2305/024—Honeycomb
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2323/00—Polyalkenes
    • B32B2323/04—Polyethylene
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2323/00—Polyalkenes
    • B32B2323/10—Polypropylene
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2333/00—Polymers of unsaturated acids or derivatives thereof
    • B32B2333/04—Polymers of esters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2363/00—Epoxy resins
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2367/00—Polyesters, e.g. PET, i.e. polyethylene terephthalate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2605/00—Vehicles

Definitions

  • the invention relates to a fuel tank for vehicles with internal combustion engine.
  • the tank is essentially constituted by a hollow body which comprises a first internal section of thermoplastic material, designed to be in contact with the stored fuel, an intermediate section of composite material of polymeric matrix and a final external finish section.
  • the fuel tanks most widely used for vehicles such as cars or motorcycles are those manufactured in steel or in thermoplastic material, those in fibreglass being in last place (fibreglass mould in an epoxy-type resin matrix) as they cannot meet the current requirements relative to the structural integrity and permeability necessary.
  • the tanks manufactured in thermoplastic provide a weight reduction of the vehicle as well as a reduction in the unit cost of the part manufactured due to the consolidation of the manufacturing processes such as roto-injection, thermoplastic welding and the combination of injection followed by blowing.
  • Another advantage with respect to steel fuel tanks consists of the reduction in the ignition risk of the fuel in the event of accident.
  • one of the situations which most frequently arise in motorcycles is the falling and/or the impacting of the motorcycle against other objects and the sliding thereof on the asphalt. If the tank is of thermoplastic material, this situation does not provoke the creation of sparks due to friction against the ground, unlike what may occur with a steel tank.
  • the creation of these sparks combined with a partial or total spilling of the fuel involves a very important risk in this type of accident.
  • thermoplastic material provides the aforementioned advantages
  • steel tanks are the most widely used in medium and high cylinder capacity motorcycles, as for short and medium series steel tanks are competitive with regard to unit cost, as the investment in moulds and tools is lower than that of the thermoplastic tanks.
  • use of fuel tanks manufactured with composite material is known in vehicles of the nautical and aeronautical sectors, as well as those of modelling, wherein the series are very short and the requirements usually different from the tanks for manned vehicles.
  • Document EP 0454978 B1 discloses a method to mould a single-piece plastic fuel tank covering the outer surface of a thin-walled hollow support body with a fibrous material.
  • a corrosion-resistant material such as polyethylene or polypropylene
  • preforms of fibrous materials are applied and the unit assembly thus formed is introduced in a mould.
  • a resin is injected in charge of impregnating the fibrous material positioned and occupying the space between the interior wall of the mould and the outer surface of the fibrous material.
  • a fuel tank is produced, formed by an internal plastic cover and an outer layer of fibrous material impregnated with a resin.
  • the fuel tank for vehicles with internal combustion engine object of the invention is essentially constituted by a hollow body which comprises a first internal section of thermoplastic material, designed to be in contact with the fuel, an intermediate section of composite material and a final external finish section.
  • the tank of the invention is characterized in that the intermediate section of composite material is constituted by the superposition of multiple layers formed by portions of sheets preimpregnated with polymeric resin of which the last layer, the outermost, is formed by at least one band of portions of "twill" type or plain weave sheets, in carbon fibre.
  • the first layer of the intermediate section of composite material following on from the internal section of thermoplastic material, is constituted by at least one band of portions of veil type sheets.
  • the veil type sheets preimpregnated with resin of the first layer of the intermediate section have a dry fibre content between 2 g/m 2 and 50 g/m 2 .
  • the intermediate section of composite material comprises an intermediate layer constituted by at least one band of portions of unidirectional or weave sheets preimpregnated with resin, the fibre of said sheets being of fibreglass and/or of aramid fibre and/or of carbon fibre and/or of thermoplastic material.
  • the number of bands of portions of unidirectional or weave sheets preimpregnated with resin is between 2 and 10.
  • the unidirectional or weave woven sheets preimpregnated with resin whose portions form the bands of the intermediate layer of the intermediate section of composite material have a dry fibre content between 40 g/m 2 and 1750 g/m 2 .
  • the portions of preimpregnated "twill" type weave sheets, in carbon fibre of the last layer of the intermediate section have a dry fibre content between 40 g/m 2 and 900 g/m 2 .
  • the percentage by weight of the polymeric resin included in the intermediate section of composite material is between 35% and 55%.
  • the percentage by weight of the polymeric resin included in the intermediate section of composite material is between 40% and 50%.
  • the intermediate section of composite material comprises, locally, portions of plain weave reinforcing sheets preimpregnated with resin, superimposed on one another.
  • the portions of reinforcing sheets of the intermediate section of composite material have a dry fibre content between 100 g/m 2 and 900 g/m 2 .
  • the polymeric resin of the composite material matrix is a thermostable resin or a thermoplastic resin.
  • the polymeric resin of the composite material matrix is a thermostable resin of epoxy base, of polyester base or of vinylester base.
  • the final external finish section is a protective layer formed by a resin and/or a layer of varnish and/or a layer of paint.
  • the tank comprises a section of thermoplastic foam material disposed between the first internal section of thermoplastic material and the intermediate section of composite material.
  • thermoplastic foam material is one of those of the group formed by polyurethanes, polyvinyl chlorides, polypropylenes, polyethylenes, polystyrenes or polymethacrylamides.
  • the tank comprises a section of honeycomb structure material disposed between the first internal section of thermoplastic material and the intermediate section of composite material.
  • the honeycomb structure material is one of those of the group formed by thermoplastic materials, epoxy resins, aluminium and a poly- (m- phenylene isophthalamide).
  • the honeycomb structure material is a thermoplastic of the group formed by polyethylenes, polypropylenes, acrylonitrile-butadiene-styrenes, polycarbonates and polyamide thermoplastics.
  • the cells of the honeycomb structure of the thermoplastic material are filled with a thermoplastic foam material of the group formed by polyurethanes, polyvinyl chlorides, polypropylenes and polyethylenes.
  • the first internal section of thermoplastic material is a monolayer section of polyethylene or of polypropylene.
  • the first internal section of thermoplastic material is a multi-layer section of polyethylene/ an adherent resin/ an ethylene-vinyl-alcohol copolymer / an adherent resin/ polyethylene.
  • Fig. 1 is a sectioned view of a cross-cut of the wall of an embodiment of the fuel tank for vehicles object of the invention
  • Fig. 2 is a sectioned view of a cross-cut of a second embodiment of the fuel tank for vehicles
  • Fig. 3 is a sectioned view of a cross-cut of a third embodiment of the fuel tank for vehicles;
  • Fig. 4 is a sectioned view of a cross-cut of an intermediate section of composite material
  • Fig. 5 is a sectioned view of a cross-cut of another embodiment of an intermediate section of composite material
  • Fig. 6 is a plan view of a portion of preimpregnated twill type weave sheet, in carbon fibre
  • Fig. 7 is a plan view of a portion of preimpregnated plain weave fibre sheet.
  • Fig. 1 shows the cross-cut of the wall of the hollow body which constitutes a fuel tank for vehicles with internal combustion engine.
  • three main sections are distinguished: a first internal section 1 of thermoplastic material, which is the part in contact with the fuel contained in the tank; an intermediate section 2 of composite material; and a final external finish section 3.
  • the first internal section 1 of thermoplastic material has the function of waterproofing the fuel tank and thus avoiding the emission of hydrocarbons to the outside, both in liquid phase and gaseous phase. Depending on the thickness, this first section 1 will participate to a greater or lesser extent in the structural integrity of the tank.
  • said section may be a monolayer section of polypropylene, polyethylene or polyethylene terephthalate, or a multi-layer section composed of the joining of consecutive sheets of polyethylene/ an adherent resin/ an ethylene-vinyl-alcohol copolymer (EVOH)/ an adherent resin/ polyethylene.
  • the intermediate section 2 of composite material is a laminar section whose matrix is formed by a thermoplastic or thermostable polymeric resin, the latter being able to be of epoxy base, of polyester base or of vinylester base.
  • the intermediate section 2 is constituted by the superposition of multiple layers formed by portions of sheets preimpregnated with resin, for example in pre-catalysed resin in the case of thermostable matrix sheets, also known as "prepegs".
  • Figs. 1 , 2 and 3 show the different superimposed layers in said section of composite material, which is composed, from the inside to the outside of the tank, of a first optional layer 21 whose preimpregnated sheets may be of veil type, an intermediate layer 22 constituted by portions of unidirectional or weave sheets preimpregnated with resin and/or of thermoplastic material, which is detailed later on, and a last layer 23 wherein the preimpregnated sheets are "twill" weave sheets in carbon fibre, or alternatively "plain” weave.
  • final external finish section 3 it is formed by a layer of gel and/or of varnish and/or of paint. In addition to the aesthetic external appearance of the tank, the final section 3 protects the tank from superficial scratches and ultraviolet radiation.
  • Fig. 2 shows that between the first section 1 of thermoplastic material and the intermediate section 2 of composite material a section of thermoplastic foam material 4 is disposed, whilst in Fig. 3 this new section is a honeycomb structure material 5 section.
  • thermoplastic foam material may be polyurethane, polystyrene, polyvinyl chloride, polypropylene or polyethylene or PMI.
  • honeycomb structure material 5 may be a thermoplastic material of the group formed by polyethylenes, polypropylenes, acrylonitrile-butadiene-styrenes, polycarbonates and polyamide thermoplastics.
  • the honeycomb structure material may also be an epoxy, aluminium or a poly-(m-phenylene isophthalamide) resin, such as, for example, the product known as "Nomex".
  • a thermoplastic foam material constituted by polyurethane, polystyrene, polyvinyl chloride, polypropylene or polyethylene.
  • Figs. 1 , 2 and 3 we should highlight the importance of the intermediate section 2 of composite material. Thanks to this intermediate section 2, the fuel tank has a considerable weight reduction in relation to steel and fibreglass tanks and, consequently, an improvement in the features and a reduction in the vehicle's consumption. Another important advantage derived from the use of the composite material of the intermediate section 2 of the tank is the increase in the structural resistance necessary to absorb with full safety the impacts typical of vehicle accidents, especially those of motorcycles. In comparison with steel tanks, the fuel tank previously described reduces the risk of fuel ignition during an accident since sparks are not produced by the tanks brushing against the floor or the vehicle falling or overturning.
  • Figs. 4 and 5 represent examples of embodiment of the intermediate section 2 of composite material of the fuel tank.
  • this intermediate section 2 three layers are basically distinguished, a first layer 21 formed by bands of portions of veil type sheets, an intermediate layer 22 constituted by at least one band of portions of unidirectional or weave sheets of fibreglass V and/or of aramid A and/or of carbon C and/or thermoplastics, preimpregnated with resin, and a last layer 23 formed by at least one band of portions of "twill" type weave sheets, in carbon fibre, or "plain” weave.
  • band is understood to mean each one of the sublayers formed by portions of sheets preimpregnated with resin, i.e. so that a layer is formed from three bands, it is necessary to superimpose three preimpregnated sheets one over the other.
  • the first layer 21 is formed by two bands and each one of these bands is constituted by portions of preimpregnated veil type sheets
  • the intermediate layer 22 is formed by four bands constituted by portions of preimpregnated unidirectional sheets
  • the last layer 23 is formed by two bands constituted by portions of "twill" type weave sheets, where the weave fibre is carbon.
  • veil type sheets in the first layer 21 following on from the internal section 1 of thermoplastic material guarantees, as said sheets have a low fibre/resin ratio, total coverage on the inner surface of the intermediate composite section 2 in addition to the fact that it permits better adhesion of this intermediate section 2 to the internal section 1 of thermoplastic material.
  • the veil type sheets avoid that the fibres of the portions of unidirectional sheets which form the intermediate layer 22 and the fibres of the portions of sheets of the last layer 23 pierce the surface of the resin and reach the first section 1 of thermoplastic material of the tank.
  • the bands formed by the portions of veil type sheets of the first layer 21 of the intermediate section 2 have a dry fibre content (without taking into account the resin) between 2 and 50 g/m 2 .
  • the intermediate section 2 of composite material comprises, locally, portions of plain weave reinforcing sheets preimpregnated with resin, superimposed on one another, disposed in the areas wherein the hollow body that constitutes the tank is machined. This is due to the fact that during the manufacturing of the tank, it is necessary to carry out machining operations on the moulded tanks, such as drilling to attach the outlet line of the tank or other outlets. Applying portions of plain weave sheets preimpregnated with resin, such as the portion of Fig. 7, improves the finish quality of the drilling performed without causing damage in the areas around the bore, since the plain weave fibre contains the possible damages in its area.
  • the number of bands of portions of unidirectional or weave sheets, the material of the fibres used in the different bands and the orientation of the fibres in the different bands is defined in accordance with the requirements of rigidity, resistance to impact and geometry of the tank of the vehicle in question.
  • the unidirectional or weave sheets preimpregnated with resin of the bands of this intermediate layer 22 have a dry fibre content (without taking into account the resin) between 40 g/m 2 and 1750 g/m 2 .
  • the portions of "twill" weave sheets preimpregnated with resin which form part of the last layer 23 and the portions of the plain weave reinforcing sheets have a dry fibre content between 40 g/m 2 and 900 g/m 2 .
  • the number of bands of portions of sheets preimpregnated with resin distributed between the intermediate layer 22 and the last layer 23 of the intermediate section 2 of composite material is between 2 and 10.
  • the polymeric resin which participates in all the layers 21 , 22 and 23 of the intermediate section 2 of composite material represents between 35% and 55% of the total weight of the intermediate section 2, and preferably between 40% and 50%.
  • the intermediate layer 22 of the intermediate section 2 of composite material may be of thermoplastic material, i.e. of the same material as the first internal section 1 of the fuel tank.
  • the intermediate section 2 lacks a first layer 21 based on bands of portions of veil type sheets, the first internal section 1 and said intermediate layer 22 form a single layer of thermoplastic material capable of acting as a barrier for the liquid and gases present in the interior of the fuel tank.
  • the intermediate layer 22 when in the intermediate section 2 the intermediate layer 22 is of thermoplastic material and there does not exist a first layer 21 of veil type sheets, the intermediate layer 22 is capable of acting as barrier and, therefore, the presence of a first internal section 1 of thermoplastic material is not necessary.
  • this may be performed by first manufacturing a tank of composite material and then applying an inner coating of thermoplastic material, or instead manufacturing in first place the tank in thermoplastic material and on top of this making the coverage based on preimpregnated sheets that will constitute the section of composite material.
  • a tank configured as a hollow body which comprises a first internal section 1 of thermoplastic material and an intermediate section 2 of composite material, a finish layer will be applied which will constitute the final external section 3.
  • a main metal mould is generated from the desired external geometry of the tank to be manufactured, wherein the partition plane of said mould divides what will be the main inlet lip of the tank, i.e. the part of the tank where the petrol enters.
  • This mould is a female mould, although it is practically a closed receptacle taking the main inlet lip as only opening.
  • flexible countermoulds directly are manufactured directly by casting and solidification in the metal mould.
  • These countermoulds manufactured in latex, from natural rubber, or from synthetic elastomer materials, are usually made of thin walls due to the flexibility requirements and, on occasions, the use of a specific internal counterform is necessary in the casting.
  • the flexible countermoulds can be manufactured by injection in the metal mould using for this a specific internal counterform resistant to the injection, either by casting or blowing or by casting and rotational moulding.
  • the flexible countermould is produced, it is positioned in a non- deformed open position and the composite material is laminated applying on the countermould the portions of sheets preimpregnated with polymeric resin to form the layers of composite material.
  • the rigidity of the flexible countermould is not sufficient for it to remain by itself in the non- deformed open position, which usually occurs when the walls of the counterwall are especially thin, a minimum air pressure is applied internally within the countermould to keep it in said non-deformed open position.
  • the intermediate section indicates, and in the case wherein the intermediate section
  • pre-peg sheets the fibre contained in said sheets, whether weave fibre or unidirectionally disposed fibre, is already preimpregnated with precatalysed resin before the sheets are cut in portions adapted to a template according to the tank's geometry and they are positioned on the flexible countermould forming the bands.
  • the resin of the "pre-peg" sheets at room temperature has the tendency to adhere with relative ease, which enables its application on the countermould and the join between the portions which form a same band and the join between the different bands.
  • successively different portions of "pre-peg” sheets are applied, cut according to a specific template for each tank design.
  • the sequence of application of the portions of preimpregnated sheets begins with the application of portions of veil type sheets which form the bands of the first layer 21 of the section of composite material.
  • the portions of these veil type sheets improve the surface finish, reducing its roughness, of what will be the internal surface of the section of composite material and allow an improvement in the features and ease of processing of the internal section 1 of thermoplastic material of the tank.
  • a series of bands of portions of preimpregnated sheets with "plain" weave fibre is applied to achieve a good quality of finish of the machining area.
  • These areas where said "plain" weave "pre-peg” sheets are applied are those constituted by the portions of reinforcing sheets.
  • the portions of preimpregnated sheets are applied which constitute the bands of the intermediate layer 22 of the section of composite material.
  • the sheets used in the intermediate layer 22 are unidirectional or weave sheets of fibreglass V and/or of aramid fibre A and/or carbon fibre C, represented in Figs. 4 and 5, which are disposed successively forming the bands of said layer.
  • the intermediate layer 22 is formed by a first band of portions of unidirectional "pre-peg” sheets of fibreglass V whereon are disposed two bands of portions of unidirectional "pre-peg” sheets of aramid fibre A; three bands of portions of unidirectional "pre-peg” sheets of carbon fibre C; and finally two bands of portions of unidirectional "pre-peg” sheets of aramid fibre A.
  • pre-peg sheets in carbon fibre have been applied, which superimposed on one another form successive bands.
  • a layer of gel is applied on the surface of the main metal mould before introducing therein the countermould with the composite material.
  • This layer of gel which will be in contact with the last layer 23 of the composite material, improves the finish of the surface by reducing its roughness, it protects the fibres of the last layer 23 from ultraviolet light and water from the outside of what will be the tank, avoiding corrosion, and improves the outer appearance of the tank to said layer of transparent, translucent and shiny gel.
  • the metal mould is closed over the countermould and air pressure is applied within the countermould via the neck area of what will be the tank lip.
  • the range of air pressure applied is between 2 and 15 bar. The air pressure dilates the countermould and pushes all the fibres of the "pre-peg" sheets against the surface of the main mould, so that the fibres adapt to the surface, faithfully reproducing it.
  • heat is provided to the metal mould, approximately between 120 0 C and 180 0 C during a time frame of 5 to 25 minutes depending on the formulation of resin present in the portions of "pre-peg" sheets which constitute the intermediate section 2 of composite material of the tank, as well as the thickness of the section.
  • the combination of pressure and temperature allows the resin of the section of composite material to become more fluid and suitably fill the cavity of the metal mould and the interstitial spaces between layers, in addition to curing the resin by heat provision.
  • the main metal mould is opened and the countermould and piece of finished composite material is extracted, and finally the flexible countermould is removed from the interior of the piece of finished composite material (which constitutes the intermediate section 2 of the tank).
  • thermoplastic foam material Before applying the layer of thermoplastic material which will constitute the first internal section 1 of the tank, if the design of the tank comprises a section of thermoplastic foam material 4 or a section of honeycomb structure material 5, these layers are applied on the inner surface of the section of composite material.
  • the piece of composite material is used as a moulding element for the foam, also being able to use another external medium for this.
  • the foam is produced by gas injection, by rotation moulding, by the RIM process or by blowing or by rotational moulding, the last two being the preferred ones.
  • the internal thermoplastic layer is applied which will constitute the first internal section 1 of the tank.
  • the application of this inner layer of thermoplastic material is carried out using blowing techniques, rotational moulding or coating.
  • the machining operations are performed, such as for example those of making the lower perforation to attach it to a valve.
  • a layer of finish will optionally be applied if the layer of gel has not previously been performed inside the metal mould.
  • This outer finish layer will be of resin and/or of varnish and/or of paint, for example a layer of external lacquer.
  • thermoplastic part which will constitute the first internal section 1
  • the manufacturing of the thermoplastic part may be performed by blowing, by rotational moulding or even by conventional injection in two pieces which are later thermowelded.
  • thermoplastic material may act as air barrier.
  • thermoplastic foam material will be applied, or the honeycomb structure material if this is included in the fuel tank design.
  • thermoplastic on the layer of thermoplastic foam or on the honeycomb structure, the composite material will be covered with portions of sheets preimpregnated with polymeric resin in a similar way to that described in the other process.
  • the assembly is introduced in a metal mould, the moulding equipment is assembled, the mould is closed and heat is applied at a temperature lower than that applied in the other process. In this process, the temperature is lower to avoid the thermoplastic from melting, for which reason the resin chosen present in the "pre-peg" sheets will have been chosen so that it cures at a lower temperature. Air pressure is also applied in the countermould or directly against the internal layer of thermoplastic material.
  • the resin of the different bands of composite material is cured and they adequately reproduce the surface of the main mould. Once cured and the assembly is removed from the mould the necessary machining operations will be performed, the external finish layer is applied with resin, varnish, lacquer or paint, and finally, the fuel tank is completed by attaching its own accessories.
  • the intermediate section 2 of composite material is constituted by a thermoplastic-type matrix
  • twin sheet forming In said process, we start from a twin sheet which is heated before being introduced in a mould, which incorporates a double cavity, and by the application of a vacuum, from the cavities and overpressure of air between the twin sheets, it is achieved that each sheet copies one of the cavities, thus attaining the main hollow form of the tank. In parallel to the cavity forming, the twin sheets are welded. Once the formed part of the mould is removed, the burrs/excess margins are cut off in the welded area.
  • thermoforming optionally, may include the following variants:

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Composite Materials (AREA)
  • Laminated Bodies (AREA)

Abstract

The fuel tank for vehicles with internal combustion engine, essentially constituted by a hollow body which comprises a first internal section (1) of thermoplastic material, designed to be in contact with the fuel, an intermediate section (2) of composite material and a final external finish section (3) . The intermediate section of composite material is constitued by the superposition of multiple layers formed by portions of sheets preimpregnated with polymeric resin of which the first layer (21) , following on from the internal section of thermoplastic material, is optionally constituted by at least one band of portions of veil type sheets, and the last layer (23) is formed by at least one band of portions of 'twill' type or 'plain' weave sheets, in carbon fibre.

Description

D E S C R I P T I O N
FUEL TANK FOR VEHICLES
Technical field of the invention
The invention relates to a fuel tank for vehicles with internal combustion engine. The tank is essentially constituted by a hollow body which comprises a first internal section of thermoplastic material, designed to be in contact with the stored fuel, an intermediate section of composite material of polymeric matrix and a final external finish section.
Background of the invention
At present, the fuel tanks most widely used for vehicles such as cars or motorcycles are those manufactured in steel or in thermoplastic material, those in fibreglass being in last place (fibreglass mould in an epoxy-type resin matrix) as they cannot meet the current requirements relative to the structural integrity and permeability necessary.
The tanks manufactured in thermoplastic provide a weight reduction of the vehicle as well as a reduction in the unit cost of the part manufactured due to the consolidation of the manufacturing processes such as roto-injection, thermoplastic welding and the combination of injection followed by blowing. Another advantage with respect to steel fuel tanks consists of the reduction in the ignition risk of the fuel in the event of accident. Thus, for example one of the situations which most frequently arise in motorcycles is the falling and/or the impacting of the motorcycle against other objects and the sliding thereof on the asphalt. If the tank is of thermoplastic material, this situation does not provoke the creation of sparks due to friction against the ground, unlike what may occur with a steel tank. The creation of these sparks combined with a partial or total spilling of the fuel involves a very important risk in this type of accident. Nevertheless, although the tanks of thermoplastic material provide the aforementioned advantages, steel tanks are the most widely used in medium and high cylinder capacity motorcycles, as for short and medium series steel tanks are competitive with regard to unit cost, as the investment in moulds and tools is lower than that of the thermoplastic tanks. Furthermore, the use of fuel tanks manufactured with composite material is known in vehicles of the nautical and aeronautical sectors, as well as those of modelling, wherein the series are very short and the requirements usually different from the tanks for manned vehicles. Document EP 0454978 B1 discloses a method to mould a single-piece plastic fuel tank covering the outer surface of a thin-walled hollow support body with a fibrous material. On the outer surface of the hollow support, made of a corrosion-resistant material such as polyethylene or polypropylene, preforms of fibrous materials are applied and the unit assembly thus formed is introduced in a mould. A resin is injected in charge of impregnating the fibrous material positioned and occupying the space between the interior wall of the mould and the outer surface of the fibrous material. In this way, a fuel tank is produced, formed by an internal plastic cover and an outer layer of fibrous material impregnated with a resin.
Despite the advances made, today, there still exist the need to attain fuel tanks which involve a greater reduction in the weight of the vehicle ensuring, at the same time, suitable structural behaviour, tanks of greater rigidity and which have good behaviour against impacts.
Explanation of the invention
The fuel tank for vehicles with internal combustion engine object of the invention, is essentially constituted by a hollow body which comprises a first internal section of thermoplastic material, designed to be in contact with the fuel, an intermediate section of composite material and a final external finish section.
In essence, the tank of the invention is characterized in that the intermediate section of composite material is constituted by the superposition of multiple layers formed by portions of sheets preimpregnated with polymeric resin of which the last layer, the outermost, is formed by at least one band of portions of "twill" type or plain weave sheets, in carbon fibre.
In accordance with another characteristic of the invention, the first layer of the intermediate section of composite material, following on from the internal section of thermoplastic material, is constituted by at least one band of portions of veil type sheets.
According to another characteristic of the invention, the veil type sheets preimpregnated with resin of the first layer of the intermediate section have a dry fibre content between 2 g/m2 and 50 g/m2. According to another characteristic of the invention, the intermediate section of composite material comprises an intermediate layer constituted by at least one band of portions of unidirectional or weave sheets preimpregnated with resin, the fibre of said sheets being of fibreglass and/or of aramid fibre and/or of carbon fibre and/or of thermoplastic material.
In accordance with another characteristic of the invention, the number of bands of portions of unidirectional or weave sheets preimpregnated with resin is between 2 and 10.
In accordance with another characteristic of the invention, the unidirectional or weave woven sheets preimpregnated with resin whose portions form the bands of the intermediate layer of the intermediate section of composite material have a dry fibre content between 40 g/m2 and 1750 g/m2.
In accordance with another characteristic of the invention, the portions of preimpregnated "twill" type weave sheets, in carbon fibre of the last layer of the intermediate section have a dry fibre content between 40 g/m2 and 900 g/m2. In accordance with another characteristic of the invention, the percentage by weight of the polymeric resin included in the intermediate section of composite material is between 35% and 55%.
Preferably, the percentage by weight of the polymeric resin included in the intermediate section of composite material is between 40% and 50%. According to another characteristic of the invention, in the areas wherein the hollow body which constitutes the tank is machined, the intermediate section of composite material comprises, locally, portions of plain weave reinforcing sheets preimpregnated with resin, superimposed on one another.
In accordance with another characteristic of the invention, the portions of reinforcing sheets of the intermediate section of composite material have a dry fibre content between 100 g/m2 and 900 g/m2.
In accordance with another characteristic of the invention, the polymeric resin of the composite material matrix is a thermostable resin or a thermoplastic resin. According to another characteristic of the invention, the polymeric resin of the composite material matrix is a thermostable resin of epoxy base, of polyester base or of vinylester base.
In accordance with another characteristic of the invention, the final external finish section is a protective layer formed by a resin and/or a layer of varnish and/or a layer of paint.
In accordance with another characteristic of the invention, the tank comprises a section of thermoplastic foam material disposed between the first internal section of thermoplastic material and the intermediate section of composite material.
Preferably, the thermoplastic foam material is one of those of the group formed by polyurethanes, polyvinyl chlorides, polypropylenes, polyethylenes, polystyrenes or polymethacrylamides.
According to another characteristic of the invention, the tank comprises a section of honeycomb structure material disposed between the first internal section of thermoplastic material and the intermediate section of composite material.
Preferably, the honeycomb structure material is one of those of the group formed by thermoplastic materials, epoxy resins, aluminium and a poly- (m- phenylene isophthalamide).
In accordance with another characteristic of the invention, the honeycomb structure material is a thermoplastic of the group formed by polyethylenes, polypropylenes, acrylonitrile-butadiene-styrenes, polycarbonates and polyamide thermoplastics.
According to another characteristic of the invention, the cells of the honeycomb structure of the thermoplastic material are filled with a thermoplastic foam material of the group formed by polyurethanes, polyvinyl chlorides, polypropylenes and polyethylenes.
In accordance with another characteristic of the invention, the first internal section of thermoplastic material is a monolayer section of polyethylene or of polypropylene. In accordance with another characteristic of the invention, the first internal section of thermoplastic material is a multi-layer section of polyethylene/ an adherent resin/ an ethylene-vinyl-alcohol copolymer / an adherent resin/ polyethylene.
Brief description of the drawings
The attached drawings illustrate, by way of non-limiting example, several preferred embodiments of the fuel tank for vehicles object of the invention. In said drawings:
Fig. 1 is a sectioned view of a cross-cut of the wall of an embodiment of the fuel tank for vehicles object of the invention;
Fig. 2 is a sectioned view of a cross-cut of a second embodiment of the fuel tank for vehicles; Fig. 3 is a sectioned view of a cross-cut of a third embodiment of the fuel tank for vehicles;
Fig. 4 is a sectioned view of a cross-cut of an intermediate section of composite material;
Fig. 5 is a sectioned view of a cross-cut of another embodiment of an intermediate section of composite material; Fig. 6 is a plan view of a portion of preimpregnated twill type weave sheet, in carbon fibre; and Fig. 7 is a plan view of a portion of preimpregnated plain weave fibre sheet.
Detailed description of the drawings
Fig. 1 shows the cross-cut of the wall of the hollow body which constitutes a fuel tank for vehicles with internal combustion engine. In said cross-cut three main sections are distinguished: a first internal section 1 of thermoplastic material, which is the part in contact with the fuel contained in the tank; an intermediate section 2 of composite material; and a final external finish section 3. The first internal section 1 of thermoplastic material has the function of waterproofing the fuel tank and thus avoiding the emission of hydrocarbons to the outside, both in liquid phase and gaseous phase. Depending on the thickness, this first section 1 will participate to a greater or lesser extent in the structural integrity of the tank. With regard to the thermoplastics used for the embodiment of this first internal section 1 , said section may be a monolayer section of polypropylene, polyethylene or polyethylene terephthalate, or a multi-layer section composed of the joining of consecutive sheets of polyethylene/ an adherent resin/ an ethylene-vinyl-alcohol copolymer (EVOH)/ an adherent resin/ polyethylene. For its part, the intermediate section 2 of composite material is a laminar section whose matrix is formed by a thermoplastic or thermostable polymeric resin, the latter being able to be of epoxy base, of polyester base or of vinylester base.
The intermediate section 2 is constituted by the superposition of multiple layers formed by portions of sheets preimpregnated with resin, for example in pre-catalysed resin in the case of thermostable matrix sheets, also known as "prepegs". Figs. 1 , 2 and 3 show the different superimposed layers in said section of composite material, which is composed, from the inside to the outside of the tank, of a first optional layer 21 whose preimpregnated sheets may be of veil type, an intermediate layer 22 constituted by portions of unidirectional or weave sheets preimpregnated with resin and/or of thermoplastic material, which is detailed later on, and a last layer 23 wherein the preimpregnated sheets are "twill" weave sheets in carbon fibre, or alternatively "plain" weave.
With regard to final external finish section 3, it is formed by a layer of gel and/or of varnish and/or of paint. In addition to the aesthetic external appearance of the tank, the final section 3 protects the tank from superficial scratches and ultraviolet radiation.
Fig. 2 shows that between the first section 1 of thermoplastic material and the intermediate section 2 of composite material a section of thermoplastic foam material 4 is disposed, whilst in Fig. 3 this new section is a honeycomb structure material 5 section.
Adding the layer of thermoplastic foam material in the way indicated Fig.2 achieves increased rigidity in the tank structure in addition to an improvement in impact absorption capacity of sharp objects without piercing the first section 1 of thermoplastic material, thus avoiding fuel leaks from the tank. The thermoplastic foam material may be polyurethane, polystyrene, polyvinyl chloride, polypropylene or polyethylene or PMI.
Similar results to the above are achieved if instead of the thermoplastic foam material 4 a section of honeycomb structure material 5 is disposed in the way indicated in Fig. 3. This honeycomb structure material may be a thermoplastic material of the group formed by polyethylenes, polypropylenes, acrylonitrile-butadiene-styrenes, polycarbonates and polyamide thermoplastics. Instead of a thermoplastic material, the honeycomb structure material may also be an epoxy, aluminium or a poly-(m-phenylene isophthalamide) resin, such as, for example, the product known as "Nomex". Furthermore, it may be the case that the cells that have these materials with honeycomb structure are filled with a thermoplastic foam material constituted by polyurethane, polystyrene, polyvinyl chloride, polypropylene or polyethylene.
In all embodiments of fuel tanks according to Figs. 1 , 2 and 3 we should highlight the importance of the intermediate section 2 of composite material. Thanks to this intermediate section 2, the fuel tank has a considerable weight reduction in relation to steel and fibreglass tanks and, consequently, an improvement in the features and a reduction in the vehicle's consumption. Another important advantage derived from the use of the composite material of the intermediate section 2 of the tank is the increase in the structural resistance necessary to absorb with full safety the impacts typical of vehicle accidents, especially those of motorcycles. In comparison with steel tanks, the fuel tank previously described reduces the risk of fuel ignition during an accident since sparks are not produced by the tanks brushing against the floor or the vehicle falling or overturning. Figs. 4 and 5 represent examples of embodiment of the intermediate section 2 of composite material of the fuel tank. In this intermediate section 2 three layers are basically distinguished, a first layer 21 formed by bands of portions of veil type sheets, an intermediate layer 22 constituted by at least one band of portions of unidirectional or weave sheets of fibreglass V and/or of aramid A and/or of carbon C and/or thermoplastics, preimpregnated with resin, and a last layer 23 formed by at least one band of portions of "twill" type weave sheets, in carbon fibre, or "plain" weave.
We should highlight in this point that band is understood to mean each one of the sublayers formed by portions of sheets preimpregnated with resin, i.e. so that a layer is formed from three bands, it is necessary to superimpose three preimpregnated sheets one over the other. In Fig. 4, the first layer 21 is formed by two bands and each one of these bands is constituted by portions of preimpregnated veil type sheets, the intermediate layer 22 is formed by four bands constituted by portions of preimpregnated unidirectional sheets and the last layer 23 is formed by two bands constituted by portions of "twill" type weave sheets, where the weave fibre is carbon.
The use of veil type sheets in the first layer 21 following on from the internal section 1 of thermoplastic material guarantees, as said sheets have a low fibre/resin ratio, total coverage on the inner surface of the intermediate composite section 2 in addition to the fact that it permits better adhesion of this intermediate section 2 to the internal section 1 of thermoplastic material. Advantageously, the veil type sheets avoid that the fibres of the portions of unidirectional sheets which form the intermediate layer 22 and the fibres of the portions of sheets of the last layer 23 pierce the surface of the resin and reach the first section 1 of thermoplastic material of the tank. The bands formed by the portions of veil type sheets of the first layer 21 of the intermediate section 2 have a dry fibre content (without taking into account the resin) between 2 and 50 g/m2.) The intermediate section 2 of composite material comprises, locally, portions of plain weave reinforcing sheets preimpregnated with resin, superimposed on one another, disposed in the areas wherein the hollow body that constitutes the tank is machined. This is due to the fact that during the manufacturing of the tank, it is necessary to carry out machining operations on the moulded tanks, such as drilling to attach the outlet line of the tank or other outlets. Applying portions of plain weave sheets preimpregnated with resin, such as the portion of Fig. 7, improves the finish quality of the drilling performed without causing damage in the areas around the bore, since the plain weave fibre contains the possible damages in its area.
With respect to the intermediate layer 22, the number of bands of portions of unidirectional or weave sheets, the material of the fibres used in the different bands and the orientation of the fibres in the different bands is defined in accordance with the requirements of rigidity, resistance to impact and geometry of the tank of the vehicle in question. The unidirectional or weave sheets preimpregnated with resin of the bands of this intermediate layer 22 have a dry fibre content (without taking into account the resin) between 40 g/m2 and 1750 g/m2. For its part, the last layer 23 formed by bands of portions of "twill" type or "plain weave" sheets, such as the portion of Fig. 6, in carbon fibre, also affects the structural behaviour of the tank, providing rigidity and resistance to impact, whilst allowing a suitably aesthetic and clean finish of the layers of composite material due to the ease the "twill" weave fibres sheets preimpregnated with resin have to sheathe, adapting to the geometry of any surface type.
The portions of "twill" weave sheets preimpregnated with resin which form part of the last layer 23 and the portions of the plain weave reinforcing sheets have a dry fibre content between 40 g/m2 and 900 g/m2. The number of bands of portions of sheets preimpregnated with resin distributed between the intermediate layer 22 and the last layer 23 of the intermediate section 2 of composite material is between 2 and 10. With respect to the first layer 21 of portions of preimpregnated veil type sheets, if it exists, it will in general be formed from one or two bands. The polymeric resin which participates in all the layers 21 , 22 and 23 of the intermediate section 2 of composite material represents between 35% and 55% of the total weight of the intermediate section 2, and preferably between 40% and 50%.
We should mention that the intermediate layer 22 of the intermediate section 2 of composite material may be of thermoplastic material, i.e. of the same material as the first internal section 1 of the fuel tank. Thus, if the intermediate section 2 lacks a first layer 21 based on bands of portions of veil type sheets, the first internal section 1 and said intermediate layer 22 form a single layer of thermoplastic material capable of acting as a barrier for the liquid and gases present in the interior of the fuel tank. In other words, when in the intermediate section 2 the intermediate layer 22 is of thermoplastic material and there does not exist a first layer 21 of veil type sheets, the intermediate layer 22 is capable of acting as barrier and, therefore, the presence of a first internal section 1 of thermoplastic material is not necessary.
With regard to the procedures for the manufacturing of the fuel tank, this may be performed by first manufacturing a tank of composite material and then applying an inner coating of thermoplastic material, or instead manufacturing in first place the tank in thermoplastic material and on top of this making the coverage based on preimpregnated sheets that will constitute the section of composite material. In both procedures, once a tank configured as a hollow body is produced which comprises a first internal section 1 of thermoplastic material and an intermediate section 2 of composite material, a finish layer will be applied which will constitute the final external section 3.
In the first manufacturing procedure mentioned, a main metal mould is generated from the desired external geometry of the tank to be manufactured, wherein the partition plane of said mould divides what will be the main inlet lip of the tank, i.e. the part of the tank where the petrol enters. This mould is a female mould, although it is practically a closed receptacle taking the main inlet lip as only opening.
In this metal mould, flexible countermoulds directly are manufactured directly by casting and solidification in the metal mould. These countermoulds, manufactured in latex, from natural rubber, or from synthetic elastomer materials, are usually made of thin walls due to the flexibility requirements and, on occasions, the use of a specific internal counterform is necessary in the casting. In addition to manufacturing by casting and solidification in the metal mould, the flexible countermoulds can be manufactured by injection in the metal mould using for this a specific internal counterform resistant to the injection, either by casting or blowing or by casting and rotational moulding.
Once the flexible countermould is produced, it is positioned in a non- deformed open position and the composite material is laminated applying on the countermould the portions of sheets preimpregnated with polymeric resin to form the layers of composite material. We should mention that if the rigidity of the flexible countermould is not sufficient for it to remain by itself in the non- deformed open position, which usually occurs when the walls of the counterwall are especially thin, a minimum air pressure is applied internally within the countermould to keep it in said non-deformed open position. As its name indicates, and in the case wherein the intermediate section
2 of composite material is constituted by a matrix of thermostable type, in the working system with preimpregnated sheets, known as "pre-peg" sheets, the fibre contained in said sheets, whether weave fibre or unidirectionally disposed fibre, is already preimpregnated with precatalysed resin before the sheets are cut in portions adapted to a template according to the tank's geometry and they are positioned on the flexible countermould forming the bands. The resin of the "pre-peg" sheets at room temperature has the tendency to adhere with relative ease, which enables its application on the countermould and the join between the portions which form a same band and the join between the different bands. In the lamination process, successively different portions of "pre-peg" sheets are applied, cut according to a specific template for each tank design.
The sequence of application of the portions of preimpregnated sheets begins with the application of portions of veil type sheets which form the bands of the first layer 21 of the section of composite material. The portions of these veil type sheets improve the surface finish, reducing its roughness, of what will be the internal surface of the section of composite material and allow an improvement in the features and ease of processing of the internal section 1 of thermoplastic material of the tank.
In those areas where it is planned to perform machining operations after the moulding, such as making perforations for pipes, a series of bands of portions of preimpregnated sheets with "plain" weave fibre is applied to achieve a good quality of finish of the machining area. These areas where said "plain" weave "pre-peg" sheets are applied are those constituted by the portions of reinforcing sheets. On the bands of the first layer 21 of portions of veil type sheets and on the areas with the portions of reinforcing sheets, the portions of preimpregnated sheets are applied which constitute the bands of the intermediate layer 22 of the section of composite material. The sheets used in the intermediate layer 22 are unidirectional or weave sheets of fibreglass V and/or of aramid fibre A and/or carbon fibre C, represented in Figs. 4 and 5, which are disposed successively forming the bands of said layer.
In the example represented in Fig. 5, the intermediate layer 22 is formed by a first band of portions of unidirectional "pre-peg" sheets of fibreglass V whereon are disposed two bands of portions of unidirectional "pre-peg" sheets of aramid fibre A; three bands of portions of unidirectional "pre-peg" sheets of carbon fibre C; and finally two bands of portions of unidirectional "pre-peg" sheets of aramid fibre A.
Finally, on the intermediate layer 22 "twill" weave "pre-peg" sheets in carbon fibre have been applied, which superimposed on one another form successive bands. Once all portions of "pre-peg" sheets have been disposed on the countermould, it is positioned in a mould machine and it is introduced within the main female metal mould whilst it is in open position.
Optionally, a layer of gel is applied on the surface of the main metal mould before introducing therein the countermould with the composite material. This layer of gel, which will be in contact with the last layer 23 of the composite material, improves the finish of the surface by reducing its roughness, it protects the fibres of the last layer 23 from ultraviolet light and water from the outside of what will be the tank, avoiding corrosion, and improves the outer appearance of the tank to said layer of transparent, translucent and shiny gel. Subsequently, the metal mould is closed over the countermould and air pressure is applied within the countermould via the neck area of what will be the tank lip. The range of air pressure applied is between 2 and 15 bar. The air pressure dilates the countermould and pushes all the fibres of the "pre-peg" sheets against the surface of the main mould, so that the fibres adapt to the surface, faithfully reproducing it.
Next, heat is provided to the metal mould, approximately between 120 0C and 180 0C during a time frame of 5 to 25 minutes depending on the formulation of resin present in the portions of "pre-peg" sheets which constitute the intermediate section 2 of composite material of the tank, as well as the thickness of the section.
The combination of pressure and temperature allows the resin of the section of composite material to become more fluid and suitably fill the cavity of the metal mould and the interstitial spaces between layers, in addition to curing the resin by heat provision.
Once the resin is cured, the main metal mould is opened and the countermould and piece of finished composite material is extracted, and finally the flexible countermould is removed from the interior of the piece of finished composite material (which constitutes the intermediate section 2 of the tank).
Evidently, another alternative of manufacturing the piece of composite material consists of the moulding on a male mould, by "lost mould" process, using an autoclave.
Before applying the layer of thermoplastic material which will constitute the first internal section 1 of the tank, if the design of the tank comprises a section of thermoplastic foam material 4 or a section of honeycomb structure material 5, these layers are applied on the inner surface of the section of composite material. For the application of the thermoplastic foam material the piece of composite material is used as a moulding element for the foam, also being able to use another external medium for this. The foam is produced by gas injection, by rotation moulding, by the RIM process or by blowing or by rotational moulding, the last two being the preferred ones. Having finished the piece in composite material (intermediate section 2 of the tank) and having applied where applicable the layer of thermoplastic foam material or honeycomb structure material, the internal thermoplastic layer is applied which will constitute the first internal section 1 of the tank. The application of this inner layer of thermoplastic material is carried out using blowing techniques, rotational moulding or coating.
Having applied the thermoplastic material, the machining operations are performed, such as for example those of making the lower perforation to attach it to a valve. Next, a layer of finish will optionally be applied if the layer of gel has not previously been performed inside the metal mould. This outer finish layer will be of resin and/or of varnish and/or of paint, for example a layer of external lacquer. After cleaning the tank and attaching the different devices, the manufacturing process of the fuel tank is concluded.
As previously mentioned, another possibility of manufacturing the tank consists of constructing in first place the hollow body in thermoplastic material and then applying the layers of composite material and the final external layer of finish. The manufacturing of the thermoplastic part, which will constitute the first internal section 1 , may be performed by blowing, by rotational moulding or even by conventional injection in two pieces which are later thermowelded.
Subsequently, a flexible countermould is introduced, similar to that previously described within the manufactured thermoplastic element. The use of the countermould is optional since the part of thermoplastic material may act as air barrier.
As in the other manufacturing process, in this stage the thermoplastic foam material will be applied, or the honeycomb structure material if this is included in the fuel tank design.
On the thermoplastic, on the layer of thermoplastic foam or on the honeycomb structure, the composite material will be covered with portions of sheets preimpregnated with polymeric resin in a similar way to that described in the other process. Once all the layers of composite material have been applied, the assembly is introduced in a metal mould, the moulding equipment is assembled, the mould is closed and heat is applied at a temperature lower than that applied in the other process. In this process, the temperature is lower to avoid the thermoplastic from melting, for which reason the resin chosen present in the "pre-peg" sheets will have been chosen so that it cures at a lower temperature. Air pressure is also applied in the countermould or directly against the internal layer of thermoplastic material.
In this way, the resin of the different bands of composite material is cured and they adequately reproduce the surface of the main mould. Once cured and the assembly is removed from the mould the necessary machining operations will be performed, the external finish layer is applied with resin, varnish, lacquer or paint, and finally, the fuel tank is completed by attaching its own accessories.
In the cases wherein the intermediate section 2 of composite material is constituted by a thermoplastic-type matrix, we start from flat sheets of intermediate material which integrate the fibre weave and the thermoplastic matrix. These sheets have been manufactured by continuous lamination pressing or similar proceedings and are processed to produce the desired forms of the product by conventional thermoforming, which may include the following variants.
• Preferably, twin sheet forming. In said process, we start from a twin sheet which is heated before being introduced in a mould, which incorporates a double cavity, and by the application of a vacuum, from the cavities and overpressure of air between the twin sheets, it is achieved that each sheet copies one of the cavities, thus attaining the main hollow form of the tank. In parallel to the cavity forming, the twin sheets are welded. Once the formed part of the mould is removed, the burrs/excess margins are cut off in the welded area. Alternatively, there is the conventional thermoforming of two semi-pieces with subsequent thermoplastic welding. Said thermoforming, optionally, may include the following variants:
■ Forming in female metal semi-mould assisted by overpressure (and optionally vacuum);
■ Forming in female metal semi-mould and male rubber semi-mould, assisted by overpressure (and optionally vacuum);
■ Forming in female and male metal semi-moulds (optionally assisted by vacuum); and
■ Forming in female and male metal semi-moulds with cutting profile

Claims

C L A I M S
1. Fuel tank for vehicles with internal combustion engine, essentially constituted by a hollow body which comprises a first internal section (1 ) of thermoplastic material, designed to be in contact with the fuel, an intermediate section (2) of composite material and a final external finish section (3), characterized in that the intermediate section of composite material is constituted by the superposition of multiple layers formed by portions of sheets preimpregnated with polymeric resin of which the last layer (23), the outermost, is formed by at least one band of portions of "twill" type or "plain" weave sheets, in carbon fibre.
2. Fuel tank for vehicles according to claim 1 , characterized in that the first layer (21 ) of the intermediate section (2) of composite material, following on from the internal section (1 ) of thermoplastic material, is constituted by at least one band of portions of veil type sheets.
3. Fuel tank for vehicles according to claim 2, characterized in that the veil type sheets preimpregnated with resin of the first layer (21 ) of the intermediate section (2) have a dry fibre content between 2 g/m2 and 50 g/m2.
4. Fuel tank for vehicles according to preceding claims, characterized in that the intermediate section (2) of composite material comprises an intermediate layer (22) constituted by at least one band of portions of unidirectional or weave sheets preimpregnated with resin, the fibre of said sheets being of fibreglass (V) and/or of aramid fibre (A) and/or of carbon fibre (C) and/or of thermoplastic material.
5. Fuel tank for vehicles according to claim 4, characterized in that the number of bands of portions of unidirectional or weave sheets preimpregnated with resin is between 2 and 10.
6. Fuel tank for vehicles according to claim 4, characterized in that the unidirectional or weave sheets preimpregnated with resin whose portions form the bands of the intermediate layer (22) of the intermediate section (2) of composite material have a dry fibre content between 40 g/m2 and 1750 g/m2.
7. Fuel tank for vehicles according to preceding claims, characterized in that the portions of preimpregnated "twill" type or "plain" weave sheets, in carbon fibre of the last layer (23) of the intermediate section (2) have a dry fibre content between 40 g/m2 and 900 g/m2.
8. Fuel tank for vehicles according to preceding claims, characterized in that the percentage by weight of the polymeric resin included in the intermediate section (2) of composite material is between 35% and 55%.
9. Fuel tank for vehicles according to claim 8, characterized in that the percentage by weight of the polymeric resin included in the intermediate section (2) of composite material is between 40% and 50%.
10. Fuel tank for vehicles according to preceding claims, characterized in that in the areas in which the hollow body that constitutes the tank are machined, the intermediate section (2) of composite material comprises, locally, portions of plain weave reinforcing sheets preimpregnated with resin, superimposed on one another.
11. Fuel tank for vehicles according to claim 10, characterized in that the portions of reinforcing sheets of the intermediate section (2) of composite material have a dry fibre content between 100 g/m2 and 900 g/m2.
12. Fuel tank for vehicles according to preceding claims, characterized in that the polymeric resin of the matrix of the composite material is a thermostable resin or a thermoplastic resin.
13. Fuel tank for vehicles according to claim 12, characterized in that the polymeric resin of the matrix of the composite material is a thermostable resin of epoxy base, of polyester base or of vinylester base.
14. Fuel tank for vehicles according to preceding claims, characterized in that the final external finish section (3) is a protective layer formed by a resin and/or a layer of varnish and/or a layer of paint.
15. Fuel tank for vehicles according to preceding claims, characterized in that it comprises a section of thermoplastic foam material (4) disposed between the first internal section (1 ) of thermoplastic material and the intermediate section (2) of composite material.
16. Fuel tank for vehicles according to claim 15, characterized in that the thermoplastic foam material is one of those belonging to the group of polyurethanes, polyvinyl chlorides, polypropylenes, polyethylenes, polystyrenes or polymethacrylamides.
17. Fuel tank for vehicles according to claims 1 to 14, characterized in that it comprises a section of honeycomb structure material (5) disposed between the first internal section (1) of thermoplastic material and the intermediate section (2) of composite material.
18. Fuel tank for vehicles according to claim 17, characterized in that the honeycomb structure material is one of those of the group formed by thermoplastic materials, epoxy resins, aluminium and a poly-(m- phenylene isophthalamide).
19. Fuel tank for vehicles according to claim 18, characterized in that the honeycomb structure material is a thermoplastic of the group formed by polyethylenes, polypropylenes, acrylonitrile-butadiene-styrenes, polycarbonates and polyamide thermoplastics.
20. Fuel tank for vehicles according to claim 19, characterized in that the cells of the honeycomb structure of the thermoplastic material are filled with a thermoplastic foam material of the group formed by polyurethanes, polyvinyl chlorides, polypropylenes and polyethylenes.
21. Fuel tank for vehicles according to preceding claims, characterized in that the first internal section (1 ) of thermoplastic material is a monolayer section of polyethylene or of polypropylene.
22. Fuel tank for vehicles according to claims 1 to 20, characterized in that the first internal section (1) of thermoplastic material is a multi-layer section of polyethylene/ an adherent resin/ an ethylene-vinyl-alcohol copolymer/ an adherent resin/ polyethylene.
EP06828833A 2005-10-20 2006-10-19 Fuel tank for vehicles Withdrawn EP1948462A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ES200502557A ES2253127B1 (en) 2005-10-20 2005-10-20 FUEL TANK FOR VEHICLES.
PCT/EP2006/010077 WO2007045466A1 (en) 2005-10-20 2006-10-19 Fuel tank for vehicles

Publications (1)

Publication Number Publication Date
EP1948462A1 true EP1948462A1 (en) 2008-07-30

Family

ID=36441088

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06828833A Withdrawn EP1948462A1 (en) 2005-10-20 2006-10-19 Fuel tank for vehicles

Country Status (3)

Country Link
EP (1) EP1948462A1 (en)
ES (1) ES2253127B1 (en)
WO (1) WO2007045466A1 (en)

Families Citing this family (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2381015B1 (en) 2005-08-12 2019-01-16 Modumetal, Inc. Compositionally modulated composite materials
US9108506B2 (en) 2007-07-06 2015-08-18 Modumetal, Inc. Nanolaminate-reinforced metal composite tank material and design for storage of flammable and combustible fluids
EA201792049A1 (en) 2009-06-08 2018-05-31 Модьюметал, Инк. ELECTRICALLY DESIGNED NANOLAMINATE COATINGS AND SHELLS FOR PROTECTION AGAINST CORROSION
DE102009030221B4 (en) * 2009-06-23 2011-04-14 Benteler Automobiltechnik Gmbh Method for producing a fuel tank
DE102009045743A1 (en) * 2009-10-15 2011-04-21 Robert Bosch Gmbh Tank container for a motor vehicle and method for its production
DE102010027096A1 (en) * 2010-07-13 2012-01-19 Kautex Textron Gmbh & Co. Kg Plastic fuel tank and method for its production
DE102011113845A1 (en) * 2011-09-21 2013-03-21 Kautex Textron Gmbh & Co. Kg Operating fluid container for a motor vehicle
FR2981880B1 (en) * 2011-10-28 2014-09-19 Daher Aerospace PROCESS FOR SEALING A FUEL TANK
ES2415739B1 (en) 2012-01-24 2014-11-25 Mat Global Solutions, S.L. PROCEDURE AND APPLIANCE FOR THE MANUFACTURE OF A COMPOSITE MATERIAL BODY PROVIDED WITH AN INTERIOR CAVITY WITH AN OPENING TO THE OUTSIDE
EP2971264A4 (en) 2013-03-15 2017-05-31 Modumetal, Inc. Nanolaminate coatings
CA2905536C (en) 2013-03-15 2023-03-07 Modumetal, Inc. Electrodeposited compositions and nanolaminated alloys for articles prepared by additive manufacturing processes
EP2971266A4 (en) 2013-03-15 2017-03-01 Modumetal, Inc. A method and apparatus for continuously applying nanolaminate metal coatings
CA2905513C (en) 2013-03-15 2022-05-03 Modumetal, Inc. Nickel chromium nanolaminate coating having high hardness
DE102013004929B4 (en) * 2013-03-22 2018-07-12 Kautex Textron Gmbh & Co. Kg The working fluid container
DE102013004931A1 (en) 2013-03-22 2014-09-25 Kautex Textron Gmbh & Co. Kg Method for producing a fuel tank and fuel tank
CA2961507C (en) 2014-09-18 2024-04-09 Modumetal, Inc. Methods of preparing articles by electrodeposition and additive manufacturing processes
EP3194642A4 (en) 2014-09-18 2018-07-04 Modumetal, Inc. A method and apparatus for continuously applying nanolaminate metal coatings
CN109952391B (en) 2016-09-08 2022-11-01 莫杜美拓有限公司 Method of providing a laminate coating on a workpiece, and articles made therefrom
CN110637107B (en) 2017-03-24 2022-08-19 莫杜美拓有限公司 Lift plunger with electroplated layer and system and method for producing the same
EP3612669A1 (en) 2017-04-21 2020-02-26 Modumetal, Inc. Tubular articles with electrodeposited coatings, and systems and methods for producing the same
WO2019210264A1 (en) 2018-04-27 2019-10-31 Modumetal, Inc. Apparatuses, systems, and methods for producing a plurality of articles with nanolaminated coatings using rotation
DE102018208165A1 (en) * 2018-05-24 2019-11-28 Bayerische Motoren Werke Aktiengesellschaft Fuel tank and method for producing a fuel tank
IL273373B (en) * 2020-03-17 2021-05-31 Israel Aerospace Ind Ltd Fuel tank

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3951190A (en) * 1972-01-04 1976-04-20 Goodyear Aerospace Corporation Heat-resistant fuel cell
GB2048163B (en) * 1977-11-16 1982-05-19 Broadhurst J C Fletcher R A Flexible self-sealing wall member
GB2054457A (en) * 1979-06-07 1981-02-18 Fpt Industries Self-sealing flexible fuel tank
DE3015974C2 (en) * 1980-04-25 1986-03-06 Uniroyal Englebert Reifen GmbH, 5100 Aachen Flexible container
CN85200688U (en) * 1985-04-01 1986-09-17 唐锦生 Full monocoque car body made of composite
US5258159A (en) * 1990-05-02 1993-11-02 The Budd Company Process for making a fiber reinforced fuel tank
EP0454978B1 (en) * 1990-05-02 1994-06-15 The Budd Company Plastic fuel tank and method for molding the same
DE69321610T2 (en) * 1993-01-21 1999-03-04 United Technologies Corp PRESSURE RESISTANT FUEL TANK PANELS
JP3382086B2 (en) * 1996-04-24 2003-03-04 本田技研工業株式会社 Fuel supply system for internal combustion engine
US20020110658A1 (en) * 2001-02-12 2002-08-15 Lucke Robert V. Composite tank and method for preparing same
US20050271838A1 (en) * 2001-02-15 2005-12-08 Integral Technologies, Inc. Low cost vehicle fuel system components manufactured from conductive loaded resin-based materials

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2007045466A1 *

Also Published As

Publication number Publication date
ES2253127B1 (en) 2007-04-01
WO2007045466A1 (en) 2007-04-26
ES2253127A1 (en) 2006-05-16

Similar Documents

Publication Publication Date Title
EP1948462A1 (en) Fuel tank for vehicles
AU2013213498B2 (en) Method and apparatus for manufacturing a body made of composite material provided with an inner cavity with an outward opening
JP6150807B2 (en) Working fluid tank for automobile
EP0746458B1 (en) A method and apparatus for forming structural articles
US3936565A (en) Molded plastic article and method
US20050255311A1 (en) Hybrid composite product and system
CA2797992C (en) Fuel tank of plastic and method for the production thereof
US8381928B2 (en) Multilayer fuel tank with a seam having an overlay for reducing vapor permeation
US6401961B1 (en) Fuel tank with integrated heat shield
JP2017072264A (en) Pressure container
WO2000018566A1 (en) Hollow structure of fiber-reinforced resin and method of manufacturing the same
US20050236736A1 (en) Composite product and forming system
US20040096611A1 (en) Composite tank and method for preparing same
CA2040364A1 (en) Method of producing a cup-shaped, sterilisable container, as well as container
WO2015168688A1 (en) Composite pressure vessel integrated mandrel
US6516736B1 (en) Pontoon watercraft and method for making same
US11173851B2 (en) Vehicle decorative trim part having an injection molded, frontside protective covering
US8205592B2 (en) Noise abatement engine cover
CN115515780B (en) Vehicle component unit and method for producing a vehicle component unit
AU728778B3 (en) A method and apparatus for forming structural articles
AU695394B2 (en) A method and apparatus for forming structural articles

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20080505

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC NL PL PT RO SE SI SK TR

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

RIN1 Information on inventor provided before grant (corrected)

Inventor name: CADENS BALLARIN, JAVIER

Inventor name: MATEU CODINA, XAVIER

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: MAT GLOBAL SOLUTIONS S.L.

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20090205