CN111516349B - 一种隔热型夹心车厢板及其制备方法 - Google Patents
一种隔热型夹心车厢板及其制备方法 Download PDFInfo
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- CN111516349B CN111516349B CN202010259175.XA CN202010259175A CN111516349B CN 111516349 B CN111516349 B CN 111516349B CN 202010259175 A CN202010259175 A CN 202010259175A CN 111516349 B CN111516349 B CN 111516349B
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- layer
- glue injection
- flow guide
- sandwich
- honeycomb
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Abstract
本发明属于车厢板技术领域，公开一种隔热型夹心车厢板及其制备方法。包括第一面板层、第二面板层、夹芯层、骨架支撑层，夹心层为一层蜂巢层或由两层以上蜂巢层叠加而成，每层蜂巢层由若干个蜂巢芯相互拼接而成，蜂巢芯的内部填充有气凝胶粉、低密度微球中的一种或两种的混合物；夹芯层设置在第一与第二面板层之间，夹心层的下表面和第一面板层之间、夹心层的上表面和第二面板层之间、夹心层的四周边缘以及夹心层中任意两个相邻蜂巢芯的拼接缝中一体成型填充有骨架支撑层。制备步骤：铺层、密封、配制胶液、注胶、固化、脱模，即得隔热型夹心车厢板。本发明采用一体固化成型的方法，得到面板的同时形成骨架支撑层，隔热保温，力学性能大大提高。
Description
技术领域
本发明属于车厢板的制备技术领域，具体涉及一种隔热型夹心车厢板及其制备方法。
背景技术
随着社会发展的需求，汽车已经成为生活不可或缺的一种交通工具。为了满足高质量的生活使用需求，汽车轻量化是目前汽车行业及新材料行业研究的热点。汽车轻量化是保证汽车硬度和安全性能的前提下，尽可能地降低汽车的整体质量，从而提高汽车的动力利用率，减少燃料消耗，降低排气污染。另外汽车轻量化后其加速性能也将得到提高，而在碰撞时由于惯性小，制动距离也将减少。此外，车辆每减轻100公斤，二氧化碳排放可减少约5g/公里。可见汽车轻量化的节能环保效益不亚于汽车发动机节油技术产生的效益。在车身及其附件材料，新材料及新工艺的需求逐步提升，轻量化的箱体应运而生。
厢式货车是一类具有独立封闭结构的车厢，或与驾驶室连成一体的整体式封闭结构车厢，主要用于载运货物的商用车。传统厢式货车的车厢板可采用彩钢板、铝平板或铝合金瓦楞制成，不仅重量重、价格贵，且热传导速度快，不利于保持车厢板的低温。
与金属骨架相比，目前多采用玻璃纤维增强复合材料作为面板层，泡沫材料作为夹心层的车厢体。玻璃纤维增强复合材料车厢板既符合汽车整车轻量化时代发展的趋势，又复合国家环保节能方针政策，更重要的是符合我国目前的国情，因此具有良好的发展应用前景。然而目前制备得到的玻璃纤维增强复合材料具有粘结强度低、易鼓泡等缺点。夹心材料多采用蜂窝芯材、木质芯材、有机泡沫等，但是目前普遍存在其与玻璃纤维增强复合材料面板结合强度较低，出现分层等现象，从而降低整体车厢板的力学性能。
发明内容
为克服现有技术中存在的不足之处，本发明的目的旨在提供一种隔热型夹心车厢板及其制备方法。
为实现上述目的，本发明采取的技术方案如下：
一种隔热型夹心车厢板，包括第一面板层、第二面板层、夹芯层、骨架支撑层，所述夹心层为一层蜂巢层或由两层以上蜂巢层叠加而成，每层蜂巢层由若干个蜂巢芯相互拼接而成，蜂巢芯的内部填充有气凝胶粉、低密度微球中的一种或两种的混合物；所述夹芯层设置在第一面板层与第二面板层之间，夹心层的下表面和第一面板层之间、夹心层的上表面和第二面板层之间、夹心层的四周边缘以及夹心层中任意两个相邻蜂巢芯的拼接缝中一体成型填充有骨架支撑层，骨架支撑层与第一面板层、第二面板层一体成型；
所述第一面板层、第二面板层和骨架支撑层同时为纤维增强树脂复合材料。
较好地，所述纤维增强树脂复合材料中的纤维为玻璃纤维、碳纤维、硼纤维或芳纶，树脂为不饱和聚酯、乙烯基树脂、聚氨酯树脂、环氧树脂或酚醛树脂；所述蜂巢芯为芳纶蜂巢芯、铝蜂巢芯、纸蜂巢芯、PP蜂巢芯或PC蜂巢芯。本发明中所述“纤维增强树脂复合材料”可按现有技术制备获得或通过市购获得。
较好地，所述气凝胶粉为二氧化硅气凝胶粉、氧化铝气凝胶粉、氧化锆气凝胶粉、碳气凝胶粉、二氧化钛气凝胶粉中的一种或两种以上的混合物；所述低密度微球（密度范围0.1~0.6 g/cm3）为可膨胀微球、空心玻璃微球、空心二氧化硅微球、空心陶瓷微球、酚醛树脂空心微球、碳空心微球中的一种或两种以上的混合物。
较好地，第一面板层的厚度为0.5-5 mm，第二面板层的厚度为0.5-5 mm，蜂巢层的厚度之和控制在5-50 mm。
所述隔热型夹心车厢板的制备方法，制备步骤如下：
（1）、铺层：首先将每个蜂巢芯各自用第三纤维布包裹起来，然后将第三纤维布包裹的蜂巢芯相互拼接起来形成与蜂巢层层数相同的拼接层，当拼接层为一层时，该拼接层直接作为拼接体，当拼接层为两层以上时，所有拼接层叠加后作为拼接体；由下至上依次将离型膜、第一脱模布、第一纤维布、拼接体、第二纤维布、第二脱模布、导流件进行铺层，导流件连接有注胶件，至此获得层叠体；所述第一纤维布、第二纤维布和第三纤维布中的纤维对应为纤维增强树脂复合材料中的纤维；
（2）、密封：将步骤（1）所得层叠体用真空袋膜密封并保证注胶件的注胶口外露于真空袋膜，然后抽真空保压处理；
（3）、配制胶液：将纤维增强树脂复合材料中对应的树脂、固化剂、促进剂按照质量比100∶（2-5）∶（0.2-1）混合均匀，即得到胶液；
（4）、注胶：通过注胶口向步骤（2）所得密封完好的层叠体注入步骤（3）所得胶液，保证胶液能够浸渍整个第一纤维布、第二纤维布和第三纤维布直至它们吸收饱和；
（5）、固化：注胶完成后，将注胶口密封，真空状态下完成固化；
（6）、脱模：固化完成后脱模处理，即得隔热型夹心车厢板。
较好地，步骤（1）中，导流件外包裹有第二导流网，铺设第二脱模布后，先在第二脱模布上面铺设第一导流网，然后再将第二导流网包裹的导流件铺设在第一导流网上面。平铺的第一导流网是为了让胶液渗透地更好，导流件外包裹第二导流网是为了在抽真空后第二导流网吸附在导流件上面锁紧导流件以便导流件更好地得到固定，同时还可以让导流件在抽真空后鼓起来，防止导流件自身会在表面形成凹痕，影响美观。
本发明中，导流件和注胶件可以采用两种方案，具体可以为：
方案①：所述导流件包括若干根导流管，所述注胶件包括若干根支注胶管，支注胶管的数量和导流管的数量相同（其数量可根据铺层的宽度确定）；所述导流管由一塑料带螺旋缠绕形成（可通过市购“用于收纳整理电线或网线的缠绕管”获得），所有导流管平行间隔排列铺设在第一导流网表面，每根导流管的一端各自连接一根支注胶管，每根支注胶管的另一端分别作为注胶口。
方案②：所述导流件为一根导流管，所述注胶件为一根注胶管；所述导流管由一塑料带螺旋缠绕形成（可通过市购“用于收纳整理电线或网线的缠绕管”获得），导流管呈U形连续均匀铺设在第一导流网表面，导流管的一端连接有注胶管，注胶管的另一端作为注胶口。
较好地，方案①中，所述注胶件还包括一根主注胶管，所有支注胶管并连至该主注胶管，主注胶管的另一端作为注胶口。
较好地，步骤（2）中，抽真空保压20-60 min。
较好地，步骤（5）中，固化时固化温度为20-180 ℃，固化时间为0.5-12 h。
较好地，所述离型膜为PET膜、PE膜、PI膜或OPP膜；所述第一脱模布和第二脱模布为聚四氟乙烯脱模布、尼龙66脱模布、尼龙6脱模布或聚酯脱模布；所述固化剂为甲基四氢苯酐、甲基六氢苯酐、十二烯基琥珀酸酐、双氰胺及其衍生物、二氨基二苯砜、聚醚二胺型固化剂、间苯二甲酸酰肼、异氰酸酯改性咪唑、过氧化甲乙酮、过氧化环己酮或过氧化苯甲酰；所述促进剂为有机脲UR300、有机脲UR500、DMP-30、吡啶、液体咪唑、过氧化苯酰胺、三乙胺、钴促进剂体系或N，N二甲基苯胺。
有益效果：
（1）、本发明采用一体固化成型的方法，得到纤维增强树脂复合材料面板（第一和第二面板）的同时在蜂巢芯之间形成骨架支撑层，本发明在蜂巢芯内部填充的气凝胶或低密度微球能够使制备得到的车厢板的保温隔热性能得到提高，可以极大地阻隔轨道交通车辆车厢内外的热交换，保持车厢内冬暖夏凉，节约空调能耗，从而达到绿色节能的目的；同时其力学性能相比现有的车厢板制备技术明显提高，扩大其在保温板材领域的应用范围；
（2）、本发明对夹芯层采用蜂巢芯相互拼接的方式，包裹纤维布，经固化成型后在各蜂巢芯之间形成骨架支撑层，骨架支撑层为纤维增强树脂复合材料，其良好的力学性能能够对蜂巢芯起到支撑作用，大大提高夹芯层的力学性能，进而提高整个芯材的力学性能，使得到的车厢板材具备优异的抗冲抗压性能，扩大板材的应用场合；
（3）、本发明采用真空进胶的方法，能够使胶液均匀致密地进入纤维布中，防止传统方法进胶造成的纤维布表面鼓泡现象的发生，提高了厢体表面的平整度，增加了美观性；
（4）、本发明采用骨架支撑层与面板层一体成型的方式，大大提高了夹心层与面板层的结合强度，避免传统的粘结方法造成的夹心层与面板层由于结合强度低分层的现象；
（5）、本发明车厢板的制备一体固化成型，成型周期短，操作简单方便，制备得到的厢体表面平整光洁，增加美观度，能够满足大规模产业化的需求，可以根据需求制备得到不同大小、厚度的车厢板，扩大其在不同车型车厢体上的应用范围；
（6）、本发明制备得到的隔热型夹心车厢板除了满足在车箱体上应用，也可将其用于建筑、化工、民用等对保温板材需求较高的领域。
附图说明
图1：本发明车厢板（夹心层为一层蜂巢层）的结构示意图；
图2：本发明车厢板（夹心层为两层蜂巢层）的结构示意图；
图3：导流管的结构示意图；
图4：导流件和注胶件实施方式之一示意图；
图5：导流件和注胶件实施方式之二示意图；
图6：导流件和注胶件实施方式之三示意图；
图中：1-第一面板层；2-第二面板层；3-蜂巢芯；4-骨架支撑层；5-导流管；61-支注胶管，62-主注胶管；7-注胶管；8-注胶口。
具体实施方式
以下结合具体实施例，对本发明做进一步说明。应理解，以下实施例仅用于说明本发明而非用于限制本发明的范围。
实施例1
如图1、图3和图4所示，一种隔热型夹心车厢板，包括第一面板层1、第二面板层2、夹芯层、骨架支撑层4，所述夹心层为一层蜂巢层，该蜂巢层由若干个蜂巢芯3相互拼接而成，蜂巢芯的内部填充有二氧化硅气凝胶粉；所述夹芯层设置在第一面板层1与第二面板层2之间，夹心层的下表面和第一面板层1之间、夹心层的上表面和第二面板层2之间、夹心层的四周（前后左右）边缘以及夹心层中任意两个相邻蜂巢芯3的拼接缝中一体固化成型填充有骨架支撑层4，骨架支撑层4与第一面板层1、第二面板层2一体固化成型；
所述第一面板层1、第二面板层2和骨架支撑层4同时为玻璃纤维增强不饱和聚酯复合材料；所述蜂巢芯3为芳纶蜂巢芯；第一面板层1的厚度为1 mm，第二面板层2的厚度为1mm，蜂巢层的厚度为2 mm。
所述隔热型夹心车厢板的制备方法，制备步骤如下：
（1）、铺层：首先将每个蜂巢芯3各自用第三纤维布包裹起来，然后将第三纤维布包裹的蜂巢芯3相互拼接起来形成一拼接层，该拼接层直接作为拼接体；由下至上依次将离型膜、第一脱模布、第一纤维布、拼接体、第二纤维布、第二脱模布、第一导流网、第二导流网包裹的导流件进行铺层，导流件连接有注胶件，至此获得层叠体；所述离型膜为PET膜；所述第一脱模布和第二脱模布为聚四氟乙烯脱模布；所述第一纤维布、第二纤维布和第三纤维布为玻璃纤维布；所述导流件包括若干根导流管5，所述注胶件包括若干根支注胶管61，支注胶管61的数量和导流管5的数量相同（其数量可根据铺层的宽度确定）；所述导流管5由一塑料带螺旋缠绕形成（可通过市购“用于收纳整理电线或网线的缠绕管”获得），所有导流管5平行间隔排列铺设在第一导流网表面，每根导流管5的一端各自连接一根支注胶管61，每根支注胶管61的另一端分别作为注胶口8；
（2）、密封：将步骤（1）所得层叠体用真空袋膜密封并保证注胶件的注胶口8外露于真空袋膜，然后抽真空保压处理20 min；
（3）、配制胶液：将不饱和聚酯、固化剂、促进剂按照质量比100∶3∶0.2混合均匀，即得到胶液；所述固化剂为过氧化甲乙酮；所述促进剂为钴促进剂体系；
（4）、注胶：通过注胶口8向步骤（2）所得密封完好的层叠体注入步骤（3）所得胶液，保证胶液能够浸渍整个第一纤维布、第二纤维布和第三纤维布直至它们吸收饱和；
（5）、固化：注胶完成后，将注胶口8密封，真空状态下在60 ℃完成固化2 h；
（6）、脱模：固化完成后脱模处理，即得隔热型夹心车厢板；
本实施例制备的车厢板的导热系数为0.022 W/m·K，压缩强度为4.8 Mpa。
实施例2
一种隔热型夹心车厢板，结构如图2、图3和图4所示，即与实施例1的不同之处在于：夹心层由两层蜂巢层叠加而成，每层蜂巢层由若干个蜂巢芯3相互拼接而成，每层蜂巢层的厚度为1 mm；对应地，制备步骤之步骤（1）中，将第三纤维布包裹的蜂巢芯3相互拼接起来形成两层拼接层，这两层拼接层上下对齐叠加后作为拼接体；其它同实施例1。
本实施例制备的车厢板的导热系数为0.020 W/m·K，压缩强度为4.6 Mpa。
实施例3
一种隔热型夹心车厢板，结构如图1、图3和图5所示，即与实施例1的不同之处在于：导流件和注胶件的实施方式见图5，所述注胶件还包括一根主注胶管62，所有支注胶管61并连至该主注胶管62，主注胶管62的另一端作为注胶口8；制备步骤同实施例1。
本实施例制备的车厢板的导热系数为0.020 W/m·K，压缩强度为4.7 Mpa。
实施例4
一种隔热型夹心车厢板，结构如图1、图3和图6所示，即与实施例1的不同之处在于：导流件和注胶件的实施方式见图6，所述导流件为一根导流管5，所述注胶件为一根注胶管7；所述导流管5由一塑料带螺旋缠绕形成（可通过市购“用于收纳整理电线或网线的缠绕管”获得），导流管5呈U形连续均匀铺设在第一导流网表面，导流管5的一端连接有注胶管7，注胶管7的另一端作为注胶口8；制备步骤同实施例1。
本实施例制备的车厢板的导热系数为0.021 W/m·K，压缩强度为4.5 Mpa。
Claims (8)
1.一种隔热型夹芯车厢板的制备方法，其特征在于：所述隔热型夹芯车厢板包括第一面板层、第二面板层、夹芯层、骨架支撑层，所述夹芯层为一层蜂巢层或由两层以上蜂巢层叠加而成，每层蜂巢层由若干个蜂巢芯相互拼接而成，蜂巢芯的内部填充有气凝胶粉、低密度微球中的一种或两种的混合物；所述夹芯层设置在第一面板层与第二面板层之间，夹芯层的下表面和第一面板层之间、夹芯层的上表面和第二面板层之间、夹芯层的四周边缘以及夹芯层中任意两个相邻蜂巢芯的拼接缝中一体成型填充有骨架支撑层，骨架支撑层与第一面板层、第二面板层一体成型；所述第一面板层、第二面板层和骨架支撑层同时为纤维增强树脂复合材料；
所述隔热型夹芯车厢板的制备步骤如下：
（1）、铺层：首先将每个蜂巢芯各自用第三纤维布包裹起来，然后将第三纤维布包裹的蜂巢芯相互拼接起来形成与蜂巢层层数相同的拼接层，当拼接层为一层时，该拼接层直接作为拼接体，当拼接层为两层以上时，所有拼接层叠加后作为拼接体；由下至上依次将离型膜、第一脱模布、第一纤维布、拼接体、第二纤维布、第二脱模布、导流件进行铺层，导流件连接有注胶件，至此获得层叠体；所述第一纤维布、第二纤维布和第三纤维布中的纤维对应为纤维增强树脂复合材料中的纤维；
（2）、密封：将步骤（1）所得层叠体用真空袋膜密封并保证注胶件的注胶口外露于真空袋膜，然后抽真空保压处理；
（3）、配制胶液：将纤维增强树脂复合材料中对应的树脂、固化剂、促进剂按照质量比100∶（2-5）∶（0.2-1）混合均匀，即得到胶液；
（4）、注胶：通过注胶口向步骤（2）所得密封完好的层叠体注入步骤（3）所得胶液，保证胶液能够浸渍整个第一纤维布、第二纤维布和第三纤维布直至它们吸收饱和；
（5）、固化：注胶完成后，将注胶口密封，真空状态下完成固化；
（6）、脱模：固化完成后脱模处理，即得隔热型夹芯车厢板；
步骤（1）中，导流件外包裹有第二导流网，铺设第二脱模布后，先在第二脱模布上面铺设第一导流网，然后再将第二导流网包裹的导流件铺设在第一导流网上面。
2.如权利要求1所述的隔热型夹芯车厢板的制备方法，其特征在于：所述导流件包括若干根导流管，所述注胶件包括若干根支注胶管，支注胶管的数量和导流管的数量相同；所述导流管由一塑料带螺旋缠绕形成，所有导流管平行间隔排列铺设在第一导流网表面，每根导流管的一端各自连接一根支注胶管，每根支注胶管的另一端分别作为注胶口。
3.如权利要求2所述的隔热型夹芯车厢板的制备方法，其特征在于：所述注胶件包括一根主注胶管，所有支注胶管并连至该主注胶管，主注胶管的另一端作为注胶口。
4.如权利要求1所述的隔热型夹芯车厢板的制备方法，其特征在于：所述导流件为一根导流管，所述注胶件为一根注胶管；所述导流管由一塑料带螺旋缠绕形成，导流管呈U形连续均匀铺设在第一导流网表面，导流管的一端连接有注胶管，注胶管的另一端作为注胶口。
5.如权利要求1所述的隔热型夹芯车厢板的制备方法，其特征在于：步骤（2）中，抽真空保压20-60 min；步骤（5）中，固化时固化温度为20-180 ℃，固化时间为0.5-12 h。
6.如权利要求1所述的隔热型夹芯车厢板的制备方法，其特征在于：所述纤维增强树脂复合材料中的纤维为玻璃纤维、碳纤维、硼纤维或芳纶，树脂为不饱和聚酯、乙烯基树脂、聚氨酯树脂、环氧树脂或酚醛树脂；所述蜂巢芯为芳纶蜂巢芯、铝蜂巢芯、纸蜂巢芯、PP蜂巢芯或PC蜂巢芯。
7.如权利要求1所述的隔热型夹芯车厢板的制备方法，其特征在于：所述气凝胶粉为二氧化硅气凝胶粉、氧化铝气凝胶粉、氧化锆气凝胶粉、碳气凝胶粉、二氧化钛气凝胶粉中的一种或两种以上的混合物；所述低密度微球为可膨胀微球、空心玻璃微球、空心二氧化硅微球、空心陶瓷微球、酚醛树脂空心微球、碳空心微球中的一种或两种以上的混合物。
8.如权利要求1所述的隔热型夹芯车厢板的制备方法，其特征在于：第一面板层的厚度为0.5-5 mm，第二面板层的厚度为0.5-5 mm，蜂巢层的厚度之和控制在5-50 mm。
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