CN108367538A - 复合钢 - Google Patents
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- CN108367538A CN108367538A CN201680072245.2A CN201680072245A CN108367538A CN 108367538 A CN108367538 A CN 108367538A CN 201680072245 A CN201680072245 A CN 201680072245A CN 108367538 A CN108367538 A CN 108367538A
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- B32B7/12—Interconnection of layers using interposed adhesives or interposed materials with bonding properties
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- B29C65/00—Joining or sealing of preformed parts, e.g. welding of plastics materials; Apparatus therefor
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- B23K31/00—Processes relevant to this subclass, specially adapted for particular articles or purposes, but not covered by only one of the preceding main groups
- B23K31/02—Processes relevant to this subclass, specially adapted for particular articles or purposes, but not covered by only one of the preceding main groups relating to soldering or welding
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- B23K2103/00—Materials to be soldered, welded or cut
- B23K2103/02—Iron or ferrous alloys
- B23K2103/04—Steel or steel alloys
- B23K2103/05—Stainless steel
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- B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
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- B23K2103/00—Materials to be soldered, welded or cut
- B23K2103/16—Composite materials, e.g. fibre reinforced
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Abstract
为了提高薄的单层或单板钢的刚度,复合钢包含至少两个用间隔物分开的外钢层。间隔物材料可以包含不如钢致密的任何金属,或聚合物或树脂,任选地包含碳或玻璃纤维,或芳纶材料。这样的复合钢可以产生比具有相同总板厚度的单板钢更高的刚度。例如,用间隔物将钢材料从中性轴移开可以增加弯曲应变以提供保持刚度、同时还提供期望的重量节省的高强度复合钢。
Description
优先权
本申请要求于2015年12月11日提交的标题为COMPOSITESTEEL的美国临时申请序列号62/266,314的优先权,其公开内容通过引用并入本文。
背景技术
高强度钢通常在汽车工业中用于车辆结构部件。在一些情况下,增加钢的强度已经允许钢的规格(gauge)减小以提供材料的重量节省。汽车结构部件中这样的规格减小可能牺牲材料的刚度。因此,仍然需要保持刚度、同时还允许使用更低规格钢的结构材料。
发明内容
为了改善薄板的刚度,复合钢板包含可以用至少一个间隔物分开的两个或更多个钢板。间隔物材料可以包含较轻重量的金属,或聚合物或树脂,具有或不具有可包括碳纤维、玻璃纤维或芳纶(Kevlar)材料的填充物。这样的复合钢板可以产生比具有相同材料的单板(或单层)钢更高的刚度。例如,在弯曲时,低应变可以在板的中间厚度或中性轴处发生。用间隔物将钢材料从中性轴移开可以增加弯曲应变,以提供保持刚度、同时还提供期望的重量节省的高强度复合钢。
附图说明
据信根据以下对特定实例的描述并结合附图,将更好地理解本发明,其中相同的附图标记表示相同的要素。
图1描绘了复合钢的一个实施方式的局部横截面视图。
图2描绘了由单板钢形成的导轨的顶部透视图。
图3a描绘了图2的轨道的局部横截面视图。
图3b描绘了由复合钢形成的导轨的另一个实施方式的局部横截面视图。
图4示出了厚度为0.059英寸的钢带、厚度为0.079英寸的钢带和聚合物复合钢带的弯曲载荷-位移曲线。
图5示出了厚度为0.079英寸的钢带、聚合物复合钢带和碳纤维复合钢带的弯曲载荷-位移曲线。
附图不旨在以任何方式进行限制,并且设想本公开的各种实施方式可以以各种其他方式执行,包括那些未必在附图中描绘的方式。并入说明书并形成说明书的一部分的附图说明了本公开的多个方面,并且与说明书一起用于解释本公开的原理和概念;然而应理解,本公开不限于所示的精确布置。
具体实施方式
本公开的以下描述和实施方式不应被用于限制本公开的范围。根据以下描述,本公开的其他实例、特征、方面、实施方式和优点对于本领域技术人员将变得显而易见。如将认识到的,本公开可以设想不同于本文具体讨论的那些示例性实施方式的替代性实施方式,而不脱离本公开的范围。因此,附图和描述应被认为性质是说明性的而非限制性的。
复合钢包含分开两个或更多个外钢层的至少一个间隔物。这样的复合钢可以保持单钢的高强度和刚度,同时还提供期望的重量节省。图1示出复合钢板(10)的一个实施方式。如所说明的,外钢层(22)由结合的间隔物(20)分开,所述结合的间隔物(20)在钢和间隔物之间提供良好的剪切强度,使得外钢层(22)保持强度,而间隔物(20)可以具有低密度以减轻重量,同时允许钢保持足够的刚度。如果间隔物和外钢层充分结合,使得在弯曲时不发生钢和间隔物材料之间的滑动,则间隔物在弯曲时使外钢层与中性轴(零应变)(A)分开。
尽管可以在该复合钢中使用具有任何组成的板钢,但高强度或高级化的高强度钢是最有利的。这些钢的较高拉伸强度允许成品组件的厚度减少,同时保持刚度。提供耐腐蚀性的不锈钢也可用于复合材料。复合钢的外钢层可以包含相同类型的钢,或者它们可以包含不同类型的钢。类似地,两个或更多个外钢层可以各自具有相同的厚度,或者它们可以各自具有不同的厚度。
间隔物(20)可以由比外钢层更轻的任何材料制成。它可以包含轻质金属,包括镁、铝或它们各自的合金。它可以由可以进一步包含碳或玻璃纤维、芳纶等的各种聚合物或树脂制成。间隔物(20)的厚度的范围可以为复合材料总厚度的约5%至90%,包括之间的任何区间(10)。
由间隔物(20)提供的外钢板(22)之间的分离可以增加刚度。例如,具有各自为0.5mm的顶部和底部钢厚度、总计1.0mm钢厚度的复合钢可以产生比具有相同总板厚度1.0mm的单板钢更高的刚度。在弯曲时,低应变在板的中厚度或中性轴(A)处发生。随着远离中性轴的材料的体积减小,刚度降低。因此,将材料从中性轴移开增加了弯曲应变。
如图1所示,复合钢(10)可通过使外钢层(22)与间隔物材料(20)交错、使得在每两个外钢层之间存在间隔物而制备。在进一步使用所得复合钢材之前,可以使外钢层(22)结合至内部间隔材料(20)。这样的结合可以通过在外钢层和间隔物材料之间施加各种各样的粘合剂材料而形成。在一些实施方式中,不是单独的粘合剂材料,而是间隔物材料(例如聚合物或树脂)可以能够结合至外钢层而不使用另外的粘合剂材料。外钢层(22)和内部间隔材料(20)之间的高强度结合可用于使弯曲应力传递到外钢层(22)并保持刚度。
复合板一经制造,其就可用于形成用于诸如汽车等应用的部件。为了改善这样的部件的成形,可以允许在成形过程中使钢板(22)和间隔物(20)相对于彼此滑动。在这种情况下,粘合剂(如果存在)或树脂可能在部件成形之后才完全固化,允许两个外钢层之间的相对滑动。这将保持成形过程期间每个外钢层中的应变最小。间隔物和外钢层之间的界面结合可以在部件成形过程之后例如通过供热或一些其它固化方法发生,以改善部件刚度。这样的加热可以在成形过程期间发生,例如通过使用热压机,或者在成形后在后续操作中发生,例如在涂漆步骤中或在专用固化过程中。
根据本文的教导,用于制造复合钢(10)的又一些方法对于本领域普通技术人员来说将是显而易见的。
通过使用这样的复合钢(10),还可以在复合结构中使用不同的金属和钢以调整诸如耐腐蚀性或美观性等特性。例如,可以在一个表面上提供耐腐蚀钢层,同时可以在相对表面上使用较便宜的背衬钢以增加强度。例如,可以在复合钢的一侧使用不锈钢外层,而在另一侧使用碳钢外层。用复合材料钢(10)提高刚度还可以降低汽车应用中由于振动引起的噪音。
鉴于本文的教导,复合钢(10)的又一些应用对于本领域普通技术人员来说将是显而易见的。
实施例
实施例1
如图2所示,将复合钢板的性能与使用结构导轨的单钢板进行比较。图3a中所示的单钢板是单一DP600板,厚度约2mm。如图3b所示,复合钢包含由间隔物分开的两块DP980钢板。每块DP980钢板的厚度为约0.61mm。DP600钢板的拉伸强度为约600MPa。因此,1mm宽的DP600导轨的拉伸载荷承载能力为1200N。DP980钢板的拉伸强度为约980MPa。1mm宽的两块DP980钢板的拉伸载荷承载能力也是大约1200N。因此,两块0.61mm厚的DP980材料板相当于1mm长的DP600导轨上的拉伸载荷承载能力。
间隔物的厚度决定DP980框架的刚度。向2mm的DP600钢板施加每mm长度0.134Nm的扭矩,产生约0.1%的表面应变。这种应变导致钢材上的1m曲率半径。在单个1.22mm厚(2×0.61mm)的DP980钢板上施加相同的1m曲率半径所需的扭矩仅为每mm长度0.031Nm。这少于更厚的DP600板的25%。
因此,在两块0.61mm厚的DP980板之间***间隔物通过使钢从中性轴移开而增加刚度,由此在施加的1m曲率半径下,需要更多弹性应变。将两块0.61mm的板分开0.82mm,产生相同的扭矩要求,以弯曲至1m曲率半径。因此,两块DP980板之间的间隔物等于0.82mm,以获得与更厚的DP600部件相同的刚度。复合材料中的钢从2mm厚减少至1.22mm厚(2×0.61mm厚),减少0.78mm,或约39%。因此,导轨的重量也可以减少约39%。
实施例2
使用浸渍在纤维玻璃基质(聚合物)中的环氧树脂,使两块18Cr-CbTM钢板结合在聚合物的每一侧上以形成复合钢。允许该复合材料在将小载荷施加于结构的同时固化。每块钢板的厚度为约0.018英寸。然后使该复合材料与具有约0.059英寸厚度和约0.079英寸厚度的18Cr-Cb单钢板进行比较。样品剪切至2英寸乘6英寸。18Cr-Cb0.059英寸厚的单钢板具有约88克的重量。18Cr-Cb 0.079英寸厚的单钢板具有约120克的重量。复合钢具有约72克的重量,其比0.079英寸厚的钢板轻约40%。
在三点弯曲测试中对每个样品施加弯曲载荷。使每个样品中心横跨具有0.75英寸模具半径的4英寸模具。使具有12mm半径的中心冲头以1.0英寸/分钟的速率加载到每个样品上。测量弯曲载荷作为冲头位移的函数。
如图4所示,复合钢板能够承受比单钢板更高的载荷。例如,在0.05英寸的偏转下,复合钢板具有约67磅的载荷,而0.079英寸厚的单钢板具有约30磅的载荷,且0.059英寸厚的单钢板具有约15磅的载荷。复合钢在更低的重量下显示更高的刚度。
实施例3
然后评估具有碳纤维的复合钢板。用粘合树脂预浸渍碳纤维。将310型钢板放置在碳纤维的每一侧,并在400°F下在具有加热压板的液压机中固化。每块钢板的厚度为约0.010英寸,复合材料重约76克。与实施例2中的相比,碳纤维复合钢的改善的载荷承载能力如图5所示。例如,碳纤维复合钢能够在0.05英寸的弯曲偏转下承受107磅。
Claims (14)
1.一种复合钢,其包含至少两个外钢层和将所述至少两个外钢层彼此分开的至少一个间隔物。
2.根据权利要求1所述的复合钢,其还包含施加在每个外钢层和所述间隔物之间的粘合剂。
3.根据权利要求1所述的复合钢,其中所述两个外钢层中的至少一个包含不锈钢。
4.根据权利要求1所述的复合钢,其中所述间隔物包含不如钢致密的金属。
5.根据权利要求4所述的复合钢,其中所述间隔物包含铝、镁、或者铝或镁的合金。
6.根据权利要求1所述的复合钢,其中所述间隔物包含聚合物或树脂。
7.根据权利要求6所述的复合钢,其中所述间隔物还包含碳纤维、玻璃纤维或芳纶材料。
8.一种制造复合钢的方法,其包括使至少两个外钢层与至少一个间隔物交错、使得所述至少一个间隔物分开所述外钢层中每一者的步骤。
9.根据权利要求8所述的方法,其还包括使所述间隔物结合到所述外钢层中每一者的步骤。
10.根据权利要求9所述的方法,其中所述结合通过加热所述复合钢实现。
11.一种制造成形部件的方法,其包括由权利要求8所述的复合钢形成部件的步骤。
12.根据权利要求11所述的方法,其还包括在成形过程中使所述间隔物结合到所述外钢层中每一者的步骤。
13.根据权利要求11所述的方法,其还包括在所述成形过程之后在后续步骤中使所述间隔物结合到所述外钢层中每一者的步骤。
14.根据权利要求13所述的方法,其中所述后续步骤是涂漆步骤或加热步骤。
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TW201726407A (zh) | 2017-08-01 |
EP3386746A1 (en) | 2018-10-17 |
AU2016366439A1 (en) | 2018-05-31 |
KR20180094025A (ko) | 2018-08-22 |
MX2018007073A (es) | 2019-02-14 |
WO2017100635A1 (en) | 2017-06-15 |
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