CN102947111B - 复合结构元件,尤其是适于车辆悬架的复合结构元件,及其制备方法 - Google Patents
复合结构元件,尤其是适于车辆悬架的复合结构元件,及其制备方法 Download PDFInfo
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Abstract
结构元件(10)包括壳体(12)和芯(14),所述壳体(12)由至少一层包括纤维增强聚合物基质的复合材料制成,而所述芯(14)由韧性材料制成,所述韧性材料具体是诸如高强度钢的金属。优选地,所述壳体(12)包括两个半壳(12a,12b),所述两个半壳(12a,12b)例如通过相应聚合物基质的热融合或通过利用结构粘合剂的胶粘而结合到彼此,以及所述芯(14)附接到所述壳体(12)的内部。
Description
技术领域
本发明涉及一种复合结构元件,尤其是但非排它性地涉及适于在车辆悬架中使用的复合结构元件,以及用于制备这种结构元件的方法。
背景技术
由于材料的生产成本和性能(重量,刚度,疲劳寿命,对极限负载条件的耐受性),在适于车辆悬架诸如像汽车悬架的组件的大批量生产中通常使用的材料是钢,铸铁,和铝。适于生产汽车悬架组件的复合材料的使用通常限于赛车,诸如像一级方程式(Formula 1)汽车,或所谓的超级跑车,像在这种情况下,重量和性能要求比成本更重要。
在适于车辆悬架尤其是适于汽车悬架的组件设计中,必须遵守一些存在相互冲突的要求。具体地,汽车悬架组件必须能够承受某些种类的载荷(所谓的疲劳载荷),代表性的是在车辆正常使用中的载荷,但是还有在苛刻条件下的载荷。这些载荷交替地施加到该组件上,在施加给定数目的疲劳循环内,该后者(该组件)必须不会形成裂纹或出现故障。建议使用诸如基于纤维的复合材料的高强度材料以便满足疲劳寿命的要求且同时限制重量。由汽车悬架组件必须满足的另一结构要求是该组件在所谓的“滥用”载荷,即在“极限载荷条件”下必须能够以可预见的和特定的方式来变形。由于存在这种压力,组件必须能够变形,与给定的反应载荷起反应以及吸收给定量的能量,但必须始终确保车轮和车辆之间的连接。具体地,任何可能出现的故障必须限于给定区域,且必须在低于给定变形量的情况下不会发生故障。建议采用诸如钢的韧性材料以便满足这些要求,从而在极限载荷条件下用于控制变形和用于呈现变形验证标记。
US7159880公开了一种结构元件,尤其是用于车辆底盘的一种结构元件,其包括一细长主体以及安装于细长主体相对端部处的一对连接构件,其中所述细长主体包括金属芯,通过注射成型来在其上包覆模制纤维增强塑料材料,以便提供具有所需形状横截面的细长主体。一方面,使用纤维增强塑性材料使得可以限制组件重量,并同时确保较高的机械性能,而在另一方面,使用金属芯甚至在损坏的情况下避免丧失组件功能。然而这种已知的解决方案受到如下缺陷的影响,即使用包覆模制(overmould)技术来制备结构元件的塑料材料部分使其可能仅仅获得具有固体横截面的结构元件。这不可避免地涉及限制设计者在设计元件横截面过程中的自由度,在预期用于三角悬架臂的结构元件的情况下,上述限制尤其不利。正如已知的那样,实际上,为了增加结构元件的强度,有必要增加其横截面的转动惯量,换句话说有必要使得横截面的材料从其中间平面尽可能远地偏移,在当前情况下是从金属芯偏移,上述会导致元件总重量的增加过度。
从US6030570,WO2003/039893和WO2003/039892已知结构元件的另外实例,其包括金属芯,其上包覆模制塑料材料,如有必要该塑料材料由纤维增强。此外,这些结构元件同样受到如上参照文献US7159880所述的相同缺陷的影响。
US2004/0131418(独立权利要求1的前序部分基于其)公开了一种结构元件,其包括具有U形横截面的第一金属部分和第二塑料材料部分,第二塑料材料部分附接到第一部分以封闭其U形横截面,从而形成具有封闭横截面的中空结构元件。第一和第二部分彼此独立制成,然后利用热或超声波通过将第二部分的边缘弯曲到第一部分的边缘上而彼此接合。在一方面,由于该元件所包括的两个部分之一由代替金属的塑料材料制成,因此这种已知的解决方案提供降低结构元件总体重量的优势,另一方面由于结构元件的横截面主要由第一部分形成(即由金属部分形成),由这种已知解决方案所允许的重量降低是最低限度的。
因此,本发明的一个目的是提供一种复合结构元件,其相对于现有技术能够提供类似或更好的性能,且具有较小的重量。
根据本发明,通过具有在所附独立权利要求1特征部分中提及的特征的结构元件来完全实现该目的和其它目的。
本发明的有利实施例在从属权利要求中限定,其内容预期作为下述描述的整体和不可分割的部分。
简而言之,本发明基于提供一种结构元件的理念,其包括壳体和芯,其中壳体由至少一层包括纤维增强聚合物基质的复合材料制成,且其中所述芯由韧性材料特别是金属制成。在以下的说明和权利要求书中,术语“壳体”预期指代任何种类的限定至少一个空腔的主体,其中这种主体可由单件独立(indifferently)地形成,或通过将几个部件彼此接合来形成,且这种主体可独立地具有封闭的横截面或开放的横截面(在这种情况下,当然壳体将不会是扁平元件)。同时存在具有较高机械性能的材料(壳体的材料)和韧性材料(芯的材料)允许同时满足在极限载荷条件下的疲劳寿命,反应载荷,变形模态和存在变形验证标记的相反要求。在极限载荷条件下的疲劳寿命和反应载荷具体通过壳体的高强度材料来确保,且在这一点上,壳体将合适地成形以便为元件提供每次由特定应用所要求的惯性特性。另一方面,由芯的韧性材料确保吸收冲击能量的能力,提供变形验证标记的能力,以及避免出现故障(诸如导致部件分离)的能力。采用适于结构元件壳体(其根据材料体积形成结构元件的主要部分)的复合材料显然可以相对于现有技术降低元件的总体重量。
壳体复合材料的聚合物基质可包括热塑性聚合物或热固性聚合物(诸如像环氧树脂)。壳体复合材料的纤维可以是任意取向的纤维或随机取向的短纤维。可以使用碳纤维,Kevlar纤维,玻璃纤维,金属纤维或适于给复合材料提供所需高机械性能的任何其它材料的纤维。在将壳体制成具有封闭横截面的主体的情况下,其有利地包括两个半壳,上述两个半壳通过被加热到导致复合材料聚合物基质融合的温度而彼此接合。可通过与热表面接触(例如与调温模具接触)或通过激光焊接来供热。
芯有利地由金属板制成,具体是由高强度钢板制成,如果由于结构上的原因而需要的话,进行适当成形以便具有凸起或平面变化。芯可制成单件,例如通过冲压得到,或者可包括若干独立件,每个独立件例如均可通过冲压得到,且通过各种结合技术(例如通过焊接,铆接或胶粘)而牢固地连接彼此。
由于结构元件包括制成壳体的一部分(即,由复合材料制成的部分),因此在壳体和芯之间存在空隙,空隙通常会连接到彼此以便形成单个的空腔或形式多个独立的空腔。存在于芯和壳体之间的空腔可由具有给结构元件提供韧性和/或机械强度功能的填充材料来填充。当然,填充材料也可仅仅设置于一些空腔内。
当其用作适于车辆悬架的组件时,结构元件可设置有诸如铰接衬套的一个或多个连接构件。为此,结构元件还包括一个或多个圆柱形套筒或销,每一个圆柱形套筒或销预期形成适于相应衬套的容座。当结构元件的芯由金属制成时,圆柱形套筒也可由金属制成,并可直接焊接到芯上。备选地,圆柱形套筒可胶粘或以任何其它方式结合到结构元件的壳体。
附图说明
通过对参照附图纯粹通过非限制性实例的方式给出的其优选实施例的下述详细描述将更清楚地明了本发明的进一步特征和优势,其中:
图1和图2分别是作为根据本发明的结构元件实例的适于汽车悬架的的三角臂的透视图和平面视图;
图3是通过图2中标为III-III截面的图1和图2所示的三角臂的剖视图;
图4是通过图2中标为IV-IV截面的图1和图2所示的三角臂的剖视图;以及
图5和图6是根据本发明的结构元件的两个备选实施例的剖视图。
具体实施方式
首先参照图1至图4,附图标记10通常标示作为根据本发明的结构元件实例的适于汽车悬架的三角臂。然而,正如已经在说明书引言部分所述的那样,本发明适用于适于车辆的任何其它结构元件,而非必需是预期用作悬架组件的元件。
臂10基本上包括由复合材料制成的壳体12,由韧性材料制成的芯14(图3和图4),以及用于接纳每个相应连接构件(未示出)的若干容座(在当前情况下为三个容座),例如衬套或球窝接头,其一方面用于将臂连接到轮架(未示出)上以及另一方面用于将臂连接到车体(也未示出)。
正如在说明书引言部分所述的那样,壳体12是一个主体,其成形为限定至少一个空腔,且具体在附图所示的实例中为具有封闭横截面的中空主体。壳体12由具有纤维增强聚合物基质的至少一层复合材料制成。聚合物基质可包括热塑性聚合物或热固性聚合物(诸如像环氧树脂),而纤维可以是取向纤维,例如碳纤维,Kevlar纤维,玻璃纤维,金属纤维或适于给复合材料提供所需高机械性能的任何其它材料的纤维,或随机取向的短纤维(换句话说,非取向的短纤维)。在取向纤维的情况下,壳体将有利地由相互叠置的更多层复合材料制成,而在非取向短纤维的情况下,壳体将由单层复合材料构成。当然,可选择纤维的取向(在取向纤维的情况下),以及纤维织构和各层的叠置顺序,以便给壳体提供所需的机械性能。如可在图3和图4中看出的那样,在壳体12制成为具有封闭横截面的中空主体的情况下,它由两件或更多件构成,上述彼此独立地制备然后彼此接合以便获得封闭的横截面。在提及的实例中,壳体12由两个半壳12a和12b构成,也就是说,两个半壳12a和12b分别是上半壳和下半壳。两个半壳12a和12b有利地通过加热到导致复合材料聚合物基质融合的温度而结合到彼此。在这种情况下,可通过与热表面接触(例如与调温模具接触)或通过激光焊接来供热。备选地,两个半壳12a和12b通过合适的结构粘合剂而胶粘到彼此。
芯14优选由作为韧性材料的金属尤其是高强度钢制成。然而,芯14也可由非金属材料制成,只要其具有足够的弹性和韧性性能即可。在图1至图4的实例中,其中壳体12是具有封闭横截面的中空主体,芯14被***并附接到所述壳体内部。优选地,除了设置上述容座的元件端部区域之外,芯14基本上延伸过结构元件10的整个面。然而备选地,芯14可,仅在结构元件的给定区域内延伸,具体是仅在变形受控区域内延伸,在上述区域内会存在由元件材料失去连续性而导致壳体出现故障的风险。芯14有利地由金属板制成,在由于结构上的原因而需要的情况下可适当成形以便具有凸起或平面变化。如可从图3的剖视图中看出的那样,芯14例如具有下述横截面轮廓,其形成直的中间部分以及在中间部分的相对端部处形成以相对于中间部分成某一角度(例如直角)弯曲的一对突出部16。一方面,突出部16具有增加芯14弯曲刚度的功能。另一方面,在通过将两个半壳12a和12b结合而得到壳体12的情况下,在两个半壳结合的步骤中同时当该步骤是通过加热而进行时,突出部16具有支撑上半壳的功能。然而,甚至可以不存在突出部16。芯14可制成单件,例如通过冲压得到,或者备选地可包括若干独立件,每件例如均可通过冲压得到,且通过各种结合技术(例如通过焊接,铆接或胶粘)而牢固地连接到彼此。
芯14在结构元件的扁平中间部分(图3中所示结构元件横截面的平直中间部分)处结合到壳体12。通过胶粘或铆接获得芯14和壳体12之间的结合。在芯14具有横向突出部16的情况下,芯也可在这些突出部处结合到壳体12。此外,芯14可具有孔或槽,在这种情况下,上述半壳12a和12b将彼此接触以及将在这些孔或槽处通过胶粘或铆接而结合。
壳体12和芯14以在这两个组件之间限定空隙的这种方式来成形,上述空隙通常会独立连接到彼此以便形成单个的空腔或形式多个独立的空腔。在结构元件的不存在芯的区域中,空腔将仅由壳体材料包封,而不是空腔部分由壳体包封以及部分由芯包封。上述空腔可由具有给结构元件提供韧性和/或机械强度功能的填充材料来填充。就此而论,图4示出填充有填充材料的空腔(由30标示,且位于臂的上述容座之一周围)。
在提及的其中结构元件是悬架臂具体来说是三角臂的实施例中,结构元件设有一个或多个连接构件(在当前情况下为三个连接构件),诸如铰接衬套。为此,臂10包括三个套筒或圆柱管状元件18,20和22,其中前两个具有垂直轴,而第三个具有水平轴,且上述元件预期形成每一容座,其用于驱动处于其中的相应铰接衬套。圆柱形套筒18,20和22也可由金属制成,且可直接焊接到芯14。此外或作为连接到芯14的一种替代,圆柱形套筒18,20和22可胶粘到壳体12或以任何其它方式结合到壳体12。
复合材料增强层24也可以附接到壳体12,且有利地由与壳体材料相同的材料制成。增强层24可通过融合或胶粘而附接到壳体12。从而在受到最大应力的区域内获得对臂的局部增强。
最后参照图4和图5,其中对与图1至图3中的那些相同或相应的部件和元件给出相同的附图标记,示出根据本发明结构元件的替代实施例的两个实例。与图1至图4中所示的实施例不同,其中两个半壳12a和12b利用对接布置的相应边缘(在图3和图4中上半壳的边缘由26a标示以及下半壳的边缘由26b标示)而结合到彼此,在图5所示的实施例中,两个半壳12a和12b通过相应的边缘26a和26b彼此叠置而结合到彼此。此外,如上所述,两个半壳12a和12b也可在芯14的孔或槽处通过粘接或铆接而结合到彼此。在图6所示的实施例中,结构元件的壳体12制成为具有开放横截面的由复合材料制成的单件,以及芯14附接到壳体12,具体是通过将芯的突出部16胶粘到壳体的边缘26,以便与该后者形成具有封闭横截面的元件。
根据本发明基本上提供下述步骤来用于制备结构元件:
a)提供由包括纤维增强聚合物基质的至少一层复合材料制成的壳体12;
b)提供由韧性材料制成的芯14;
c)将芯14结合到壳体12。
在壳体12制成为具有封闭横截面的中空主体的情况下其包括两个半壳12a和12b,提供步骤a)以便彼此独立地获得两个半壳12a和12b,提供步骤c)以便将芯14结合到两个半壳(图3所示实施例中的半壳12b以及图5所示实施例中的半壳12a)之一,以及还将提供另外的步骤d),其中第二半壳结合到第一半壳,如有必要,还结合到芯14。就此而论,正如已经提及的那样,两个半壳12a和12b有利地通过加热到导致复合材料聚合物基质融合的温度而结合到彼此,导致复合材料聚合物基质融合所需的热量通过与热表面接触(例如与调温模具接触)或通过激光焊接来供应。备选地,两个半壳12a和12b可通过合适的结构粘合剂而胶粘到彼此。
至于涉及的步骤b),如上所述,芯14可制成单件,例如通过冲压得到,或者备选地可包括若干独立件,每件例如均可通过冲压得到,且通过各种结合技术(例如通过焊接,铆接或胶粘)而牢固地连接到彼此。
当然,在本发明原理保持不变的情况下,可相对于仅仅通过非限制性实例描述和示出的那些来宽泛地改变实施例和构造细节,从而不脱离由所附权利要求限定的本发明范围。
Claims (6)
1.用于制备适于车辆悬架的结构元件(10)的方法,所述方法包括下述步骤:
a)提供独立的第一和第二半壳(12a,12b),所述第一和第二半壳(12a,12b)由至少一层包括纤维增强聚合物基质的复合材料制成;
b)提供由金属制成的芯(14),其中芯(14)包括扁平中间部分,该扁平中间部分具有以一定角度朝向中间部分弯曲的横向突出部(16)和***边缘,并从中间部分的***边缘延伸;
c)以在芯(14)和第一半壳(12a)之间限定至少一个空腔的这种方式,在中间部分处和横向突出部(16)处将芯(14)结合到所述第一半壳(12a);以及
d)将所述第二半壳(12b)结合到所述第一半壳(12a)。
2.根据权利要求1所述的方法,其特征在于所述第一和第二半壳(12a,12b)通过被加热到导致复合材料聚合物基质融合的温度而结合到彼此。
3.根据权利要求1所述的方法,其特征在于所述第一和第二半壳(12a,12b)通过胶粘而结合到彼此。
4.根据权利要求1所述的方法,其特征在于所述芯(14)制成为单件。
5.根据权利要求1所述的方法,其特征在于所述芯(14)通过结合若干独立件而制成。
6.根据权利要求1所述的方法,其特征在于还包括用填充材料来填充所述至少一个空腔(30)的步骤。
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CN102947111A (zh) | 2013-02-27 |
US9487058B2 (en) | 2016-11-08 |
BR112012029510B1 (pt) | 2021-04-06 |
WO2011141538A1 (en) | 2011-11-17 |
US20130205591A1 (en) | 2013-08-15 |
EP2569175B1 (en) | 2015-03-25 |
BR112012029510A2 (pt) | 2016-12-06 |
EP2569175A1 (en) | 2013-03-20 |
IT1400618B1 (it) | 2013-06-14 |
ITTO20100395A1 (it) | 2011-11-13 |
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