Patent Application
20070026212
The present invention relates to a laminated structure for sound and vibration reduction with a viscoelastic layer disposed between constraining layers, wherein the laminated structure has an increased static stiffness due to the presence of fillers within the viscoelastic layer.
Laminated panels comprising a viscoelastic layer disposed between constraining layers have been used to attenuate noise and vibration in a number of different environments, especially to diminish the propagation of structural noise and the transmission of airborne noise.
U.S. Pat. No. 6,202,462, to Hansen et al., issued Mar. 20, 2001 to the assignee of the present invention, and hereby incorporated by reference in its entirety, describes a method of making a vibration damping constrained layer viscoelastic laminate.
Auto manufacturers have recently refocused efforts to reduce the noise of their vehicles both within the passenger cabin as well as externally. Because of these efforts, many treatments have been devised for the various panels of the vehicle. Traditional means for quieting automobiles would include mastics, doubler panels, spray-on deadener, fiberglass matting, etc. Each of these systems has its shortcomings.
Mastics are asphaltic patches which are attached to metal surfaces and hardened during a heat-elevated painting process. Heat activated mastics are also used for damping resonances. Disadvantages of mastics include: build variations between vehicles due to manual placement; airborne paint contamination resulting in paint quality issues; labor required for installation; inconsistent melt characteristics; non recyclability; susceptibility to damage during installation; interior packaging limitations due to thickness of mastics; providing only localized damping; and assembly line space requirements.
Doubler panels include a stamped panel which is welded to a body structure panel. An expandable material, such as an asphaltic type, is sandwiched between the stamping and body structure components. The sandwiched material expands and hardens when processed through the vehicle paint shop. Disadvantages of this configuration include the additional tooling required to manufacture the doubler, the welding operation required for attachment, interior packaging limitations due to thickness of the doubler, and localized damping only in the area of the doubler panel.
Spray-on deadeners are sprayed treatments which are applied via a robot to the underbody structure sheet metal components on a vehicle. Spray-on deadeners provide a noise control barrier. Disadvantages of spray-on deadeners include: masking requirement for spray applications; non-recyclability; process limited by overspray and dripping; robot requirement for application; paint shop contamination; labor and assembly line space requirement; on-going maintenance of robots; and only localized damping coverage.
Fiberglass matting provides fiberglass parts which are formed to the contour of the body component and attached during a vehicle assembly. These acoustic treatments are often used to reduce high frequency air-borne vehicle noise. Disadvantages of fiberglass matting include labor and assembly space requirements; fastener requirements; interior packaging limitations due to thickness; and the added expense and weight of the fiberglass parts.
Because of the limitations of the above mentioned treatments, automotive designers and engineers have begun to use constrained layer viscoelastic laminate materials in the production body panels. However, these panels tend to be thicker than their respective solid metal designs due to the inclusion of the viscoelastic layer and the desire to maintain the stiffness of the panel. This additional thickness may add weight, albeit less weight than the above mentioned treatments, as well as decrease the valuable packaging space in modern vehicles.
The present invention provides a constrained layer viscoelastic laminate material suitable for vehicular body panels that meets the strength, noise and vibration, and packaging requirements of modern vehicles.
A constrained layer viscoelastic laminate material is provided having a laminated sheet structure with at least two constraining layers and at least one viscoelastic layer therebetween. The viscoelastic layer spans substantially the entirety of the at least two constraining layers and has a percentage by volume of particulate filler material interspersed uniformly throughout the at least one viscoelastic layer. Preferably, the percentage by volume of the particulate filler material is up to seventy five percent. The particulate filler material has a particle size of between seventy microns and the thickness of the viscoelastic layer.
The particulate filler material may include at least one of hollow spherical glass bubbles, solid spherical glass bubbles, carbon black, graphite, clay, metal particles, glass fibers, mineral fibers, mica, alumina, glass fibers, carbon fibers, and silica. The at least two constraining layers may be electro-galvanized steel or may be of different materials and thicknesses. The laminated sheet structure may be up to 0.08 inches in thickness.
A method of increasing the static stiffness of a panel formed from a constrained layer viscoelastic laminate material having at least one viscoelastic layer disposed between at least two constraining layers is provided. The method includes adding an effective amount of particulate filler material uniformly dispersed throughout the at least one viscoelastic layer of the constrained layer viscoelastic laminate in a predetermined percentage by volume so as to result in a panel with approximately the same stiffness and thickness value as a solid panel formed from the same material as one of the at least two constraining layers.
The particulate filler material may include at least one of hollow spherical glass bubbles, solid spherical glass bubbles, carbon black, graphite, clay, metal particles, glass fibers, mineral fibers, mica, alumina, glass fibers, carbon fibers, and silica. The at least two constraining layers may be steel. The constrained layer viscoelastic laminate material may be up to 0.08 inches in thickness. The predetermined percentage by volume is preferably up to seventy five percent. Additionally, the particle size of the particulate fill material is between seventy microns and the thickness of the at least one viscoelastic layer.
Also provided is a constrained layer viscoelastic laminate material having a laminated sheet structure, with a thickness of up to 0.08 inches. The laminated sheet structure has at least two steel constraining layers and at least one viscoelastic layer therebetween spanning substantially the entirety of the at least two steel constraining layers. The at least one viscoelastic layer having a percentage by volume of particulate filler material interspersed uniformly throughout the at least one viscoelastic layer. The percentage by volume of the particulate filler material is up to seventy five percent and the particulate filler material has a particle size of between seventy microns and the thickness of the viscoelastic layer. The at least two steel constraining layers may have an electro-galvanized coating.
The above features and other features and advantages of the present invention are readily apparent from the following description of the best mode for carrying out the invention when taken in connection with the accompanying drawings.
The present invention provides a constrained layer viscoelastic laminate material suitable for vehicular body panels that meets the strength, noise and vibration, and packaging requirements of modern vehicles.
Specifically, the laminate of the present invention is formed from a laminated sheet structure (a.k.a. constrained layer viscoelastic material) 10 of thickness T, as illustrated schematically in
The viscoelastic layer 16 is a viscoelastic material that incorporates a volume fraction of a filler material 18. The filler material 18 may be hollow spherical glass bubbles, solid spherical glass bubbles, carbon black, graphite, clay, metal particles, glass fibers, mineral fibers, mica, alumina, carbon fibers, silica etc. However, those skilled in the art will realize that there are other types of fillers that may be used while still falling within the scope of the present invention.
By introducing an effective amount of filler material into the viscoelastic layer 16 of the constrained layer viscoelastic laminate material 10, the thickness, T, may be approximately equal to, or slightly thicker, than that of a solid panel.
By utilizing the above referenced constrained layer viscoelastic laminate material 10, significant improvements in noise and vibration reduction in panels may be achieved. The addition of fillers 18 to the viscoelastic layer 16 will result in a constrained layer viscoelastic laminate 10, with improved static stiffness properties, that closely approximates the thickness of a solid panel while providing significant weight and space savings over the traditional thicker unfilled laminate panel.
The type and amount of filler material must be determined for each application. Generally, utilizing higher volume fractions of fillers 18 within the viscoelastic layer 16 will result in greater static stiffness of the constrained layer viscoelastic laminate 10. The present invention provides a percentage by volume of fillers 18 of up to seventy five percent. Additionally, the particle size of the filler 18 will not exceed the thickness of the viscoelastic layer 16 and may be as small as 70 microns. A micron is generally accepted as one thousandth of a millimeter.
While the best mode for carrying out the invention has been described in detail, those familiar with the art to which this invention relates will recognize various alternatives designs and embodiments for parts in the invention or from the scope of the appended claims.
