WO2009045430A1

WO2009045430A1 - Vehicular air ducts

Info

Publication number: WO2009045430A1
Application number: PCT/US2008/011357
Authority: WO
Inventors: Andri E. Elia; Michael R. Day; Jonathan Mccrea; Andrew Wang
Original assignee: E.I.Du Pont De Nemours And Company; Morph Technologies Inc.
Priority date: 2007-10-04
Filing date: 2008-10-01
Publication date: 2009-04-09
Also published as: WO2009045430A8

Abstract

Metal plated organic polymer compositions are useful as vehicular air ducts. Such air ducts may have lighter weight, and/or be easier to manufacture than conventional air ducts.

Description

VEHICULAR AIR DUCTS

FIELD OF THE INVENTION Metal plated organic polymers are useful for vehicular air ducts.

TECHNICAL BACKGROUND

Vehicles such as automobiles, trucks, motorcycles, scooters, recreational and all terrain vehicles, farm equipment such as tractors, and construction equipment such as bulldozers and graders are of course important items in modern society, and they are made of a myriad of parts. Also important are stationary internal combustion engines such as those used to power generators. Many of these parts must have certain minimum physical properties such as stiffness and/or strength. Traditionally these types of parts have been made from metals such as steel, aluminum, zinc, and other metals, but in recent decades organic polymers have been increasingly used for such parts for a variety of reasons. Such polymeric parts are often lighter, and/or easier (cheaper) to fabricate especially in complicated shapes, and/or have better corrosion resistance. However such polymeric parts have not replaced metals in some application because the they are not stiff and/or strong enough, or have other property deficiencies compared to metal.

Thus vehicle manufacturers have been searching for ways to incorporate more polymeric materials into their vehicles for a variety of reasons, for example to save weight, lower costs, or provide more design freedom.

Thus improved polymeric air ducts have been sought by vehicle manufacturers. It has now been found that metal plated organic polymeric air ducts have the properties desired.

Metal plated polymeric parts have been used in vehicles, especially for ornamental purposes. Chrome or nickel plating of visible parts, including polymeric parts, has long been done. In this use the polymer is coated with a thin layer of metal to produce a pleasing visual effect. The amount of metal used is generally the minimum required to produce the desired visual effect and be durable.

US Patent 4,406,558 describes a gudgeon pin for an internal combustion engine which is metal plated polymer. US Patent 6,595,341 describes an aluminum plated plastic part for a clutch. Neither of these patents mentions air ducts.

SUMMARY OF THE INVENTION

This invention concerns a vehicular air duct, comprising an organic polymer composition which is coated at least in part by a metal . This invention also concerns a vehicle comprising an air duct, which comprises an organic polymer composition which is coated at least in part by a metal.

DETAILS OF THE INVENTION

Herein certain terms are used and some of them are defined below:

By an "organic polymer composition" is meant a composition which comprises one or more organic polymers. Preferably one or more of the organic polymers is the continuous phase. By an "organic polymer" (OP) is meant a polymeric material which has carbon-carbon bonds in the polymeric chains and/or has groups in the polymeric chains which have carbon bound to hydrogen and/or halogen. Preferably the organic polymer is synthetic, i.e., made by man. The organic polymer may be for example a thermoplastic polymer (TPP) , or a thermoset polymer (TSP) .

By a "TPP" is meant a polymer which is not crosslinked and which has a melting point and/or glass transition point above 30⁰C, preferably above about 100⁰C, and more preferably above about 150⁰C. The highest melting point and/or glass transition temperature is also below the point where significant thermal degradation of the TPP occurs. Melting points and glass transition points are measured using ASTM Method ASTM D3418-82. The glass transition temperature is taken at the transition midpoint, while the melting point is measured on the second heat and taken as the peak of the melting endotherm. By a "TSP" is meant a polymeric material which is crosslinked, i.e., is insoluble in solvents and does not melt. It also refers to this type of polymeric material before it is crosslinked, but in the final air duct, it is crosslinked. Preferably the crosslinked TSP composition has a Heat Deflection Temperature of about 50⁰C, more preferably about 100⁰C, very preferably about 150⁰C or more at a load of 0.455 MPa (66 psi) when measured using ASTM Method D648-07.

By a polymeric "composition" is meant that the organic polymer is present together with any other addi- tives usually used with such a type of polymer (see below) .

By "coated with a metal" is meant part or all of one or more surfaces of the air duct is coated with a metal. The metal does not necessarily directly contact a surface of the organic polymer composition. For example an adhesive may be applied to the surface of the organic polymer and the metal coated onto that. Any method of coating the metal may be used (see below) . By "metal" is meant any pure metal or alloy or combination of metals. More than one layer of metal may be present, and the layers may have the same or different compositions . Air ducts are present in vehicles to convey air to various parts of the vehicle for various reasons. These may include intake ducts that direct fresh air from front of the vehicle (grill portion) to the engine air intake, ducts for handling air to and/or from forced inducting intake systems including turbochargers and superchargers, intake ducts for heating and/or cooling air, and duct to deliver heated and/or cooled air to various vents in the passenger compartment. Air ducts used in the engine compartment preferably should be able to maintain strength and stiffness under elevated temperature conditions (assuming the duct is in a portion of the engine compartment where the temperature may be elevated) to maintain shape and avoid collapsing under vacuum conditions or leaking when handling pressurized air. In many cases it is suf- ficient that the duct is simply self supporting, i.e. does not collapse of its own weight. However, in some instances, it is important that duct be stiff enough to not sag or otherwise deform from a predetermined path through the vehicle. For example, in some instances it is desired to keep it away from moving parts such as the fan or fan belt, or to keep it distant from heat sources such as the exhaust manifold. In both instances, if the duct moves and contacts the item it is not supposed to contact, the duct and/or the item it contacts may fail. Metal, even in thin form, is relatively stiff and so can easily be made into stiff ducting. However it is relatively difficult to fabricate, is often heavy, and if it is carrying heated or cooled sir it will readily transfer heat to or from the air being carried in the duct. OP compositions may be used, but to have a stiff, self supporting duct one may have to have a thick duct and/or a pleated duct, disadvantageous from a weight and cost basis. Many current applications use a combination of multiple parts made of metal, TSP and OP. By metal coating an OP composition a stiff duct can often be obtained which is relatively light and may consolidate multiple parts into one and is therefore easy to fabricate. In addition because OP compositions tend to be better sound absorbers than metals, ducts that lead to the passenger compartment may transmit less noise, such as fan noise, to the occupants.

The duct may be metal coated on the interior and/or exterior of the ducting. The metal coating may applied in patterns to maximize the stiffening by the metal coating. For example for a circular cross section duct longitudinal relatively narrow lines of metal may be employed to increase the longitudinal stiffness.

The ducting may be of any cross section, for example square, rectangular, oval or circular. It may change its cross section and/or internal cross sectional area over the length of the duct. The ducting may have branching and/or two or more ducts may be joined, as by a common wall. The duct may be metal coated on the exterior and/or interior of the duct.

Useful TSPs include epoxy, phenolic, and melamine resins. Parts may be formed from the thermoset resin by conventional methods such as reaction injection molding or compression molding. Useful TPPs include poly (oxymethylene) and its co^¬ polymers; polyesters such as poly (ethylene terephtha- late) , poly (1, 4-butylene terephthalate) , poly (1,4- cyclohexyldimethylene terephthalate), and poly(l,3- poropyleneterephthalate) ; polyamides such as nylon-6,6, nylon-6, nylon-12, nylon-11, and aromatic-aliphatic co- polyamides; polyolefins such as polyethylene (i.e. all forms such as low density, linear low density, high density, etc.), polypropylene, polystyrene, polysty- rene/poly (phenylene oxide) blends, polycarbonates such as poly (bisphenol-A carbonate); fluoropolymers including perfluoropolymers and partially fluorinated polymers such as copolymers of tetrafluoroethylene and hexafluoropro- pylene, poly (vinyl fluoride), and the copolymers of eth- ylene and vinylidene fluoride or vinyl fluoride; poly- sulfides such as poly (p-phenylene sulfide); polyetherke- tones such as poly (ether-ketones) , poly (ether-ether- ketones), and poly (ether-ketone-ketones) ; poly (etherimides) ; acrylonitrile-1, 3-butadinene-styrene copolymers; thermoplastic (meth) acrylic polymers such as poly (methyl methacrylate) ; and chlorinated polymers such as poly(vinyl chloride), polyimides, polyamideimides, vinyl chloride copolymer, and poly (vinylidene chloride) . "Thermotropic liquid crystalline polymer" (LCP) herein means a polymer that is anisotropic when tested using the TOT test or any reasonable variation thereof, as described in U.S. Patent 4,118,372, which is hereby incorporated by reference. Useful LCPs include polyesters, poly (ester-amides) , and poly (ester-imides) . One pre- ferred form of LCP is "all aromatic", that is all of the groups in the polymer main chain are aromatic (except for the linking groups such as ester groups) , but side groups which are not aromatic may be present. The TPPs may be formed into parts by the usual methods, such as injection molding, thermoforming, compression molding, extrusion, and the like.

The OP, whether a TSP, TPP or other polymer composition may contain other ingredients normally found in such compositions such as fillers, reinforcing agents such as glass and carbon fibers, pigments, dyes, stabilizers, toughening agents, nucleating agents, antioxidants, flame retardants, process aids, and adhesion promoters. Another class of materials may be substances that improve the adhesion to the resin of the metal to be coated onto the resin. Some of these may also fit into one or more of the classes named above.

The OP (composition) should preferably not soften significantly at the expected maximum operating tempera- ture of the air duct. Since it is often present at least in part for enhanced structural purposes, it will better maintain its overall physical properties if no softening occurs. Thus preferably the OP has a melting point and/or glass transition temperature and/or a Heat Deflec- tion Temperature at or above the highest use temperature of the OP.

The OP composition (without metal coating) should also preferably have a relatively high flexural modulus, preferably at least about 1 GPa, more preferably at least about 2 GPa, and very preferably at least about 10 GPa. Since these are structural parts, and are usually preferred to be stiff, a higher flexural modulus improves the overall stiffness of the metal coated air duct. Flexural modulus is measured by ASTM Method D790-03, Pro- cedure A, preferably on molded parts, 3.2 mm thick (1/8 inch), and 12.7 mm (0.5 inch) wide, under a standard laboratory atmosphere.

The OP composition may be coated with metal by any known methods for accomplishing that, such as vacuum deposition (including various methods of heating the metal to be deposited) , electroless plating, electroplating, chemical vapor deposition, metal sputtering, and electron beam deposition. Preferred methods are electroless plating and electroplating, and a combination of the two. Although the metal may adhere well to the OP composition without any special treatment, usually some method for improving adhesion will be used. This may range from simple abrasion of the OP composition surface to roughen it, addition of adhesion promotion agents, chemical etching, functionalization of the surface by exposure to plasma and/or radiation (for instance laser or UV radiation) or any combination of these. Which methods may be used will depend on the OP composition to be coated and the adhesion desired. Methods for improving the adhesion of coated metals to many OPs are well known in the art. More than one metal or metal alloy may be plated onto the organic resin, for example one metal or alloy may be plated directly onto the organic resin sur- face because of its good adhesion, and another metal or alloy may be plated on top of that because it has a higher strength and/or stiffness.

Useful metals and alloys to form the metal coating include copper, nickel, cobalt, cobalt-nickel, iron- nickel, and chromium, and combinations of these in different layers. Preferred metals and alloys are copper, nickel, cobalt, cobalt-nickel, and iron-nickel, and nickel is more preferred.

The surface of the organic resin of the structural part may be fully or partly coated with metal. In different areas of the part the thickness and/or the number of metal layers, and/or the composition of the metal layers may vary.

When electroplating it is known that grain size of the metal deposited may be controlled by the electroplating conditions, see for instance U.S. Patents 5,352,266 and 5,433,797 and U.S. Patent Publications 20060125282 and 20050205425, all of which are hereby included by reference. In one preferred form at least one of the metal layers deposited has an average grain size in the range of about 5 nm to about 200 nm, more preferably about 10 nm to about 100 nm. In another preferred form of electroplated metal, the metal has an average grain size of at least 500 nm, preferably at least about 1000 nm, and/or a maximum grain size of 5000 nm. For all these grain size preferences, it is preferred that that thickest metal layer, if there is more than one layer, be the specified grain size. The thickness of the metal layer (s) deposited on the organic resin is not critical, being determined mostly by the desire to minimize weight while providing certain minimum physical properties such as modulus, strength and/or stiffness. These overall properties will depend to a certain extent not only on the thickness and type of metal or alloy used, but also on the design of the structural part and the properties of the organic resin composition.

In one preferred embodiment the flexural modulus of the metal coated air duct is at least about twice, more preferably at least about thrice the flexural modulus of the uncoated OP composition. This is measured in the following way. The procedure used is ISO Method 178, using molded test bars with dimensions 4.0 mm thick and 10.0 mm wide. The testing speed is 2.0 mm/min. The composition from which the air ducts are made is molded into the test bars, and then some of the bars are completely coated (optionally except for the ends which do not affect the test results) with the same metal using the same procedure used to coat the air duct. The thickness of the metal coating on the bars is the same as on the air duct. If the thickness on the air duct varies, the test bars will be coated to the greatest metal thickness on the air duct. The flexural moduli of the coated and un- coated bars are then measured, and these values are used to determine the ratio of flexural moduli (flexural modulus of coated/flexural modulus of uncoated) . Generally speaking the thicker the metal coating, the greater the flexural modulus ratio between the uncoated and coated OP part.

For use as air ducts, it is also important in many instances that the plated OP composition be tough, for example be able to withstand impacts. It has surpris- ingly been found that some of the metal plated OP compositions of the present invention are surprisingly tough. It has previously been reported (M. Corley, et al . , Engineering Polyolefins for Metallized Decorative Applications, in Proceedings of TPOs in Automotive 2005, held June 21-23, 2005, Geneva Switzerland, Executive Conference Management, Plymouth, MI 48170 USA, p. 1-6) that unfilled or lightly filled polyolefin plaques have a higher impact energy to break than their Cr plated analog. Indeed the impact strength of the plated plaques range from 50 to 86 percent of the impact strength of the unplated plaques. As can be seen from Examples 2-7 below, the impact maximum energies of the plated plaques are much higher than those of the unplated plaques. It is believed this is due to the higher filler levels of the OP compositions used, and in the present parts it is preferred that the OP composition have at least about 25 weight percent, more preferably about 35 weight percent, especially preferably at least about 45 weight percent of filler/reinforcing agent present. A preferred maximum amount of filler/reinforcing agent present is about 65 weight percent. These percentages are based on the total weight of all ingredients present. Typical reinforcing agents/fillers include carbon fiber, glass fiber, aramid fiber, particulate minerals such as clays (various types) , mica, silica, calcium carbonate (including limestone) , zinc oxide, wollastonite, carbon black, titanium dioxide, alumina, talc, kaolin, microspheres, alumina trihydrate, calcium sulfate, and other minerals. It is preferred that the ISO179 impact energy (see below for procedure) of the metal plated air duct be 1.2 times or more the impact energy of the unplated OP composition, more preferably 1.5 times or more. The test is run by making bars of the OP composition, and plating them by the same method used to make the air duct, with the same thickness of metal applied. If the air duct is metal plated on both sides (of the principal surfaces) , the test bars are plated on both sides, while if the air duct is plated on one side (of the principal surfaces) the test bars are plated on one side. The impact energy of the plated bars are compared to the impact energy of bars of the unplated OP composition.

Preferably the metal coating will about 0.010 mm to about 1.3 mm thick, more preferably about 0.025 mm to about 1.1 mm thick, very preferably about 0.050 to about 1.0 mm thick, and especially preferably about 0.10 to about 0.7 mm thick. It is to be understood that any minimum thicknesses mentioned above may be combined with any maximum thickness mentioned above to form a different preferred thickness range. The thickness required to attain a certain flexural modulus is also dependent on the metal chosen for the coating. Generally speaking the higher the tensile modulus of the metal, the less will be needed to achieve a given stiffness (flexural modulus) . Preferably the flexural modulus of the uncoated OP composition is greater than about 200 MPa, more preferably greater than about 500 MPa, and very preferably greater than about 2.0 GPa.

Example 1 Zytel® 70G25, a nylon 6,6 product containing 25 weight percent chopped glass fiber available from E.I. DuPont de Nemours & Co., Inc. Wilmington, DE 19898 USA, was injection molded into bars whose central section was 10.0 mm wide and 4.0 mm thick. Before molding the polymer composition was dried at 80⁰C in a dehumidified dryer. Molding conditions were melt temperature 280-300⁰C and a mold temperature of 80⁰C. Some of the bars were etched using Addipost® PM847 etch, reported to be a blend of ethylene glycol and hydrochloric acid, and obtained from Rohm & Haas Chemicals Europe. Less than 1 μm of copper was then electrolessly deposited on the surface, followed by 8 μm of electrolytically deposited copper, followed by 100 μm of nickel, on all surfaces. The flexural modulus was then determined, as described above, on the uncoated and metal coated bars. The uncoated bars had a flexural modulus of 7.7 GPa, and the metal coated bars had a flexural modulus of 29.9 GPa.

Examples 2-7 Ingredients used, and their designations in the tables are:

Filler 1 - A calcined, aminosilane coated, kaolin, Polarite® 102A, available from Imerys Co., Paris, France. Filler 2 - Calmote® UF, a calcium carbonate available from Omya UK, Ltd., Derby DE21 6LY, UK.

Filler 3 - Nyad® G, a wollastonite from Nyco Minerals, Willsboro, NY 12996, USA.

Filler 4 - M10-52 talc manufactured by Barretts Minerals, Inc., Dillon, MT, USA.

Filler 5 - Translink® 445, a treated kaolin available from BASF Corp., Florham Park, NJ 07932, USA. GF 1 - Chopped (nominal length 3.2 mm) glass fiber, PPG® 3660, available from PPG Industries, Pittsburgh, PA 15272, USA.

GF 2 - Chopped (nominal length 3.2 mm) glass fi- ber, PPG® 3540, available from PPG Industries, Pittsburgh, PA 15272, USA.

HSl - A thermal stabilizer containing 78% KI, 11% aluminum distearate, and 11% CuI (by weight) .

HS2 - A thermal stabilizer contain 7 parts KI, 11 parts aluminum distearate, and 0.5 parts CuI (by weight) .

Lube - Licowax® PE 190 - a polyethylene wax used as a mold lubricant available from Clariant Corp. Charlotte, NC 28205, USA.

Polymer A - Polyamide-6, 6, Zytel® 101 available from E.I. DuPont de Nemours & Co., Inc. Wilmington, DE 19810, USA.

Polymer B - Polyamide-6, Durethan® B29 available from Laxness AG, 51369 Leverkusen, Germany.

Polymer C - An ethylene/propylene copolymer grafted with 3 weight percent maleic anhydride.

Polymer D - A copolyamide which is a copolymer of terephthalic acid, 1, 6-diaminohexane, and 2-methyl-l, 5- diaminopentane, in which each of the diamines is present in equimolar amounts. Polymer E - Engage®8180, an ethylene/1-octene copolymer available by Dow Chemical Co., Midland, MI, USA.

Wax 1 - N, N' -ethylene bisstearamide

Wax 2 - Licowax® OP, available from Clariant Corp. Charlotte, NC 28205, USA. The organic polymer compositions used in these examples are listed in Table 1. The compositions were made by melt blending of the ingredients in a 30 mm Werner & Pfleiderer 30 mm twin screw extruder. Table 1

The test pieces, which were 7.62x12.70x0.30 cm plaques or ISO 527 test bars, 4 mm thick, gauge width 10 mm, were made by injection molding under the conditions given in Table 2. Before molding the polymer compositions were dried for 6-8 hr in dehumidified air under the temperatures indicated, and had a moisture content of <0.1% before molding. Table 2

These test specimens were then etched in sulfochro- mic acid or Rohm & Haas Chrome free etching solution, and rendered conductive on all surface by electroless deposition of a very thin layer of Ni. Subsequent galvanic deposition of 8 μm of Cu was followed by deposition of a 100 μm thick layer of fine grain N-Fe (55-45 weight) using a pulsed electric current, as described in US Patent 5,352,266 for making fine grain size metal coatings.

The samples were tested by one or both of the following methods:

ISO 6603-2 - Machine Instron® Dynatup Model 8250, Support Ring 40 mm dia, Hemispherical Tup 20 mm dia, Ve- locity 2.2 m/s, Impacter weight 44.45 kg, Temperature

23°C, Condition dry as made. Test were run on the plaques described above.

ISO 179-leU - Sample Unnotched, Pendulum energy 25 J, Impact velocity 3.7 m/s, Temperature 23°C, Condition dry as made. Tests were run on the gauge part of the ISO 527 test bars described above.

Testing results are given in Table 3. Table 3

Claims

CLAIMS What is claimed is:

1. A vehicular air duct, comprising an organic polymer composition which is coated at least in part by a metal.

2. The vehicular air duct as recited in claim 1 wherein said organic polymer, if a thermoplastic has a melting point and/or a glass transition point of about 150⁰C or more, or if a thermoset has a heat deflection temperature of 150⁰C or more at a load of 0.455 MPa.

3. The vehicular air duct as recited in claim 1 or 2 wherein said air duct is metal coated on the exterior and/or interior of said air duct.

4. The vehicular air duct as recited in any one of claims 1 to 3 wherein at least one layer of said metal coating has an average grain size of about 5 nm to about 200 nm.

5. The vehicular air duct as recited in any one of claims 1 to 3 wherein a thickest layer of said metal coating has an average grain size of at least about 500 nm.

6. The vehicular air duct as recited in any one of claims 1 to 5 wherein said metal coating is about 0.010 mm to about 1.3 mm thick.

7. The vehicular air duct as recited in any one of claims 1 to 5 wherein said metal coating is about 0.025 mm to about 1.3 mm thick.

8. A vehicle comprising a vehicular air duct of any one of claims 1 to 7.