Patent Application
20210188364
The present invention relates to an automobile part using a composite of thermoplastic resin and a metal plate, and further more specifically, relates to an automobile part in which the thermoplastic resin is directly adhered to the metal plate.
With automobile parts, reduction in vehicle weight has been aimed for by using a composite of resin and metal members, and adhesives have been used often for the adhesion of the resin and the metal material.
Although many adhesives for adhering resin and metal material have been developed, since thermal shrinkage is different between the metal member and the resin, residual shear stress is generated on the adhesive sandwiched between the metal member and the resin; this causes the adhesive to break, and peeling will occur easily.
JP5523849B2 (Patent Document 1) discloses a frame side component of bodywork of a motor vehicle in which voids formed between an outer frame and an inner frame produced from a metal sheet is reinforced by reinforcement structures composed of molded-on plastic.
This further discloses that by providing perforations to the frame made from the metal sheet and passing plastic pegs through the perforations and extending them over the surfaces of the perforations, it is possible to achieve a secure and discontinuous interlock bond between the frame made from the metal sheet and the plastic.
Patent Document 1: JP5523849B2
However, in the frame side component disclosed in Patent Document 1, stress may easily concentrate on the discontinuous interlock bond, and peeling occurs since the area that the metal frame is adhered to the plastic is small.
The present invention has been made in view of such problem in the prior art, and an object thereof is to provide an automobile part in which peeling of the thermoplastic resin from the metal plate is prevented.
As a result of diligent study to achieve the above object, the inventors of the present invention found that the above object can be achieved by providing a liner layer on a metal plate side of a reinforcing member, the liner layer coating the metal plate, and closely and directly adhering the entirety of one surface of the liner layer to the metal plate. The inventors thus completed the present invention.
Namely, an automobile part of the present invention includes a metal plate, and a reinforcing member including thermoplastic resin disposed on one surface of the metal plate.
The reinforcing member has a liner layer which coats the metal plate, and a reinforcement structure portion which is provided upright on the liner layer, and reinforces the metal plate, and
The entirety of one surface of the liner layer is directly adhered to the metal plate.
According to the present invention, a reinforcing member having a liner layer that coats the metal plate is provided, and one surface of the liner layer is closely and directly adhered to the metal plate in the entirety of the surface. Therefore, it is possible to provide an automobile part in which peeling of the reinforcing member from the metal plate is prevented.
An automobile part of the present invention comprises a metal plate, and a reinforcing member including thermoplastic resin disposed on one surface of the metal plate.
The thermoplastic resin may contain a reinforcing fiber, such as carbon fiber and glass fiber. In particular, carbon fiber is preferably used since an automobile part with lightweight and high rigidity can be obtained.
The automobile part of the present invention is described below based on an example of a case in which the thermoplastic resin is carbon fiber-reinforced thermoplastic resin (hereinafter may be referred to as CFRTP) containing carbon fiber.
The automobile part 1 has a reinforcing member 3 formed of a metal plate 2 and CFRTP, as shown in
That is to say, as shown in
One surface of the liner layer 32 is closely adhered to the metal plate 2 in the entirety of the surface, and the metal plate 2 is directly adhered on the reinforcing member 3.
In the automobile part 1, the entirety of one surface of the liner layer 32 having a large projected area as described above serves as an adhesion surface; since an adhesion area of the reinforcing member 3 with the metal plate 2 is large, the reinforcing member 3 can be firmly adhered to the metal plate 2 without an adhesive or the like intervening therebetween, and peeling can be prevented.
Moreover, in the automobile part 1, the liner layer 32 is adhered to the metal plate 2, and where the liner layer 32 is adhered, the liner layer 32 supports the metal plate 2, thus allowing for achieving sufficient rigidity. Accordingly, it is possible to reduce the thickness of the metal plate 2.
More specifically, although depending on the required strength, it is possible to make the thickness of the metal plate 2 be 0.5 mm or more and 2.5 mm or less, thus allowing for a significant reduction in weight.
The automobile part 1 may be produced by injection pressing or press molding method.
The injection pressing is a method in which injection material is injected in a state in which a mold is slightly open, and then the mold is closed completely, the injected material is pressed, to spread the injection material throughout a cavity to effect molding.
In the injection pressing, since the cavity is filled with molten thermoplastic resin, the thermoplastic resin closely adheres to the metal plate 2 without any gap and thus firm adhesion can be effected. Hence, it is preferably used.
More specifically, a molded metal plate is disposed inside the mold and pressed by an upper mold, and in a state in which the mold is slightly open, injection material containing thermoplastic resin is injected towards the metal plate from a lower mold side. The mold is then closed completely, and the injection material is pressed together with the metal plate, to spread the injection material throughout the cavity, while the thermoplastic resin is closely adhered to the metal plate, to produce the automobile part.
The metal plate 2 is preferably roughened on at least one surface thereof. By having the surface adhering to the reinforcing member 3 roughened, it is possible to adhere firmly furthermore.
Examples of the roughening process include mechanical roughening processes, such as sandblasting, liquid honing, buffing, and polishing using a polishing sheet, as well as acid treatment, chemical etching, Laseridge and the like.
Among these, unlike the mechanical roughening processes, chemical etching and Laserige can effect the roughening by forming pores having an internal diameter greater than an opening diameter. Therefore, by filling the thermoplastic resin inside the pores by injection pressing, an anchor effect is obtained, and the thermoplastic resin can be firmly adhered to the metal plate.
Furthermore, chemical etching can form a porous structure 23 of an ant's nest form, as shown in
The chemical etching may be performed by immersing the metal plate in an aqueous solution of ammonium, hydrazine, and/or water-soluble amine compound. More specifically, roughening having a minute unevenness is possible by immersing the metal plate in 3% to 10% hydrazine monohydrate aqueous solution that is warmed to 40° C. to 70° C. for several minutes and then rinsing with water.
As the metal plate, other than metal sheets, such as aluminum, steel, stainless steel, copper, titanium, magnesium, or brass, metal sheets coated with the above metals may be used, for example.
Surface roughness (Ra) of the roughened metal plate is preferably 5 μm or less, further preferably 1.2 μm or less.
By having the surface roughness (Ra) of the metal plate be 5 μm or less, it is possible to configure a design plane without the unevenness standing out even if the other surface is also roughened, and further by having the surface roughness be 1.2 μm or less, a smooth painting plane can be formed.
The thermoplastic resin preferably contains carbon fibers whose average fiber diameter is 7 μm or more and 15 μm or less, and whose average length is 0.1 mm or more and 1 mm or less.
By containing carbon fibers of the above range, molding by injection pressing is possible, and an automobile part with high rigidity can be obtained.
Moreover, the thermoplastic resin preferably contains the carbon fibers in an amount of 30 mass % or more and 40 mass % or less. By having the carbon fiber content which satisfies the above range, the rigidity of the automobile part can be improved.
Namely, if the carbon fiber content exceeds 40 mass %, kneaded material (injection material) of the thermoplastic resin and the carbon fibers cools down and increases in viscosity since the material contains many carbon fibers that has high heat conductivity; this makes the thermoplastic resin difficult to enter inside the porous structure, thus causing filling defects and easy peeling, and may cause a decrease in the rigidity of the automobile part.
Moreover, when the carbon fiber content is less than 30 mass %, reinforcement effect by the carbon fibers will be small, thus causing the rigidity of the automobile part to decrease.
The viscosity of the injection material when performing the injection pressing, although depending on the thermoplastic resin, injection pressure or the like, is preferably 30 Pa·s or more and 200 Pa·s or less, and preferably 30 Pa·s or more and 50 Pa·s or less.
When the viscosity of the injection material is low, the thermoplastic resin easily enters the inside part of the porous structure, however at a temperature, at which the viscosity is less than 30 Pa·s, the thermoplastic resin thermally decomposes and the adhesive strength may easily decrease.
As the thermoplastic resin, a thermoplastic resin that can be molded by the injection pressing may be used. Examples thereof include, nylon 6, nylon 66, polyphenylene sulfide, polybutylene terephthalate, and polyphthalamide.
In the automobile part 1, when viewed from the thickness direction shown in
In the automobile part 1 of the present invention, the metal plate 2 may be made thin and can cool easily, whereas the reinforcement structure portion 31 formed by CFRTP to which the metal plate 2 is adhered is thick and is difficult to cool; this thus causes a large difference in cooling speed.
Accordingly, shear force is generated due to the difference in heat contraction amount after the injection pressing, thus easily causing deformation of the metal plate 2 and peeling of the metal plate 2 from the reinforcing member 3.
By having the projected area of the liner layer 32 of 50% or more of the projected area of the metal plate 2, the cooling speed of the metal plate 2 slows down while thermal strain is dispersed, thus enabling the prevention of deformation of the metal plate 2 and the peeling of the metal plate 2 from the reinforcing member 3. Furthermore, with the liner layer 32 having an even thickness, the thermal strain is reduced.
Moreover, in the injection pressing, the injection material is injected in a state in which the mold is slightly open; this causes the injection material to leak and cause application of the thermoplastic resin on a region outside a desired region.
In the automobile part 1 of the present invention, the liner layer 32 is formed continuously, and a length of a border 5 between a location where the liner layer 32 is formed and a location where the liner layer 32 is not formed, shown in
Therefore, in the automobile part 1 of the present invention, since the length of the border 5 is short and there is a small risk that the thermoplastic resin will leak, injection press molding is possible with a reduced amount of sealing structure of the mold for preventing the leakage of thermoplastic resin, thus enabling cost effective molding.
In the reinforcing member 3, when viewed from the thickness direction shown in
From the viewpoint of preventing local deformation of the metal plate 2, there is no lower limit in the projected area of the reinforcement structure portion 31 with respect to the projected area of the liner layer 32. However, since the rigidity of the automobile part 1 will improve with more of the reinforcement structure portions 31, it is preferably 5% or more, although depending on the required rigidity.
Moreover, the thickness of the liner layer 32 is preferably 1 mm or more and 3 mm or less. When the thickness is less than 1 mm, the cavity will become narrow and a filling distance will become long, thus causing difficulty in molding by the injection pressing, and when exceeding 3 mm, the effect of weight reduction will decrease.
The automobile part 1 preferably has, at an end portion of the other surface of the metal plate 2, a coated portion 21 coated by the liner layer 32 continuing from the one surface side. As shown in
By forming the coated portion 21, the thermoplastic resin will be exposed on the other surface side that serves as a design plane. However, when this is an automobile part, in which the exposed thermoplastic resin can be coated by door molding, such as a door frame of a body side panel, designability thereof will not decrease.
The metal plate 2 preferably has a bent portion 24 at its end portion that is bent towards the liner layer 32 side. The bent portion 24 improves the strength of the metal plate 2 itself, and together with the reinforcing member 3, can improve the strength of the automobile part 1.
Furthermore, it is preferable that the metal plate 2 includes the bent portion 24 at both of its end portions, that the cross section of the surface along the reinforcement structure portions 31 shown by line B-B′ in
With such reinforcement structure portion 31 provided upright between the two bent portions, it is possible to further improve the strength of the automobile part 1 against stress from a direction intersecting with the bent portion 24, which makes the interval between the both end portions of the metal plate 2 narrow.
Moreover, the automobile part 1 preferably has an exposed portion 22 at an end portion of one surface of the metal plate 2, which is exposed from the liner layer 32. By forming a flange and making it exposed from the liner layer 32, welding between metals become possible; as shown in
The bent portion 24 may include a flange portion 25 at its end portion that is further bent towards a planar direction end portion side of the metal plate. By providing the metal plate 2 with a hat shape having the flange portion 25, it is possible to further improve the strength of the automobile part 1.
In addition, by making the flange portion 25 be the exposed portion 22 exposed from the liner layer 32, it is possible to bond another metal plate 2′ or another automobile part 1′ by welding, as shown in
The length of the exposed portion 22, namely, the length from the edge portion of the metal plate 2 to the edge portion of the liner layer 32 is preferably 5 mm or more and 30 mm or less.
When the length of the exposed portion 22 is less than 5 mm, not only will the welding margin be short thus causing difficulty in welding, the thermoplastic resin will thermally decompose by the heat of the welding, thus generating a void inside the porous structure; this void will serve as a starting point for peeling, and cause a decrease in adhesive strength. Moreover, when outer force is applied, the stress will concentrate on a border between a part on which the liner layer 32 is adhered and the exposed portion 22, thus making the reinforcing member 3 to easily peel off.
Moreover, in the automobile part 1 of the present invention, since the liner layer 32 and the metal plate 2 together support the part as one, when the length of the exposed portion 22 exceeds 30 mm and a portion with the metal plate 2 alone increases, outer force will concentrate on that portion and would make the part break more easily.
The automobile part 1 is preferably of a sandwich structure that sandwiches the reinforcing member 3 with the metal plates 2, 2′, as shown in
The edge portion of the liner layer 32 and the reinforcement structure portion 31 of the reinforcing member 3 abuts the other metal plate 2′ or the reinforcing member 3′ provided on the other metal plate 2′ to form a hollow structure; and the reinforcement structure portion 31 serve as a partition that divides the hollow structure. Therefore, the automobile part 1 can be increased in strength while being reduced in weight.
The automobile part 1 may be suitably used for a framework member, such as a body side panel, a rear fender and a dash panel, as well as for a door panel and a back door panel.
Hereinafter, the present invention will be described in more detail with examples. However, the present invention is not limited to the following examples.
A press molded aluminum plate of a thickness of 1 mm is immersed in alkaline liquid to degrease, and then was immersed in acidic liquid to neutralize. After immersing the aluminum plate in 5% hydrazine monohydrate aqueous solution heated to 50° C. for five minutes, the aluminum plate was washed with water and dried to obtain a surface-roughened aluminum plate.
In this aluminum plate, a porous structure layer having an average aperture diameter of 10 nm was formed to a depth of 100 nm, and its surface roughness (Ra) was 0.3 μm.
An SEM image of the aluminum plate surface is shown in
The aluminum plate was disposed in the mold, was pressed with the upper mold, and, kneading material of carbon fibers and nylon 6 that contains 35 mass % of carbon fibers having an average fiber diameter of 10 μm and an average length of 0.5 mm was injected in a state in which the mold was slightly open, while being heated to 280° C. The mold was then closed completely and pressed at 10 MPa, to obtain an automobile part having a liner layer of a thickness of 2 mm.
The cross section of this automobile part was observed, and it was confirmed that the thermoplastic resin was filled in all voids in the porous structure formed in the aluminum plate as shown in
An automobile part was obtained as with Example 1 except that the surface was roughened by sandblasting, and that an aluminum plate having a surface roughness (Ra) of 7 μm was used.
An automobile part was obtained as with Example 1 except that no roughening process was carried out to the aluminum plate.
<Evaluations>
Adhesion strength of the aluminum plate with the carbon fiber-reinforced thermoplastic resin was measured for the automobile parts of Examples 1 to 3 described above. The measurement results are shown in Table 1.
The adhesion strength was measured by cutting out the automobile part so that an adhesion area is 0.5 cm2, actually measuring this with a tension testing machine, then converting this to an area strength of 1.0 cm2.
From Table 1, it can be seen that the automobile part of the present invention has strong adhesion strength between the metal plate and the reinforcing member containing the thermoplastic resin, and that peeling can be prevented.
In particular, Example 1, in which a metal plate roughened by forming pores having an internal diameter greater than the opening diameter was used, has an adhesion strength 8.4 times stronger than Example 2, which was roughened by a mechanical process. Therefore, it was confirmed that by roughening by chemical etching, the adhesion strength becomes dramatically high, and by reinforcing with the reinforcing member, an automobile part of high rigidity can be obtained.
1 Automobile part
2 Metal plate
21 Coated portion
22 Exposed portion
23 Porous Structure
24 Bent portion
25 Flange portion
3 Reinforcing member (Carbon fiber-reinforced thermoplastic resin)
31 Reinforcement structure portion
32 Liner layer
33 Carbon fiber
4 Welded portion
5 Border
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2018/019998 | 5/24/2018 | WO | 00 |
