汽车用聚氨酯胶粘剂

1、前言 汽车用胶粘剂／密封胶按应用部位分类,可分为汽车车身用胶、汽车内饰用胶、汽车发动机底盘用胶、汽车零部件用胶、汽车制造工艺用胶五大类。2007年按不同车型的单车用胶量推算,汽车用胶年消耗量约为12万t,其中单组分湿固化聚氨酯风挡玻璃胶,2007年年消耗在5500t左右。另外尚有汽车顶棚内衬水基聚氨酯胶等尚未统计。近几年,我国聚氨酯胶粘剂年需求量以平均30％的速度增长。     

低碳经济助力聚氨酯胶粘剂成为汽车市场新贵

<正>常见车用胶粘剂按应用部位的分类,可分为汽车车身用胶、汽车内饰用胶、汽车发动机底盘用胶、汽车零部件用胶、汽车制造工艺用胶5大类。按不同车型的单车用胶量推算,目前汽车用胶年消耗量约为12万t其中单组分湿固化聚氨酯(PU)风挡玻璃胶,消耗在5500t左右,近几年,我国聚氨酯胶粘剂年需求量以平均30%的速度增长。由于我国对汽车工业用胶受到严格的环保法规,环保汽车用胶的开发和应用得到高度重视,存在环境污染的溶剂型胶粘剂在汽     

我国汽车用橡胶制品发展前景

我国汽车用橡胶制品发展前景据统计，目前我国汽车工业用胶粘剂和密封胶年消耗量已达２．９９８万ｔ，并且将逐年增多。预计２０００—２００５年，我国汽车工业共需各种类型的胶粘剂和密封胶４９种，其中车身用胶１０种，内饰胶１７种，发动机和底盘胶１６种，压敏胶带６...     

焊装胶粘剂在车身工艺中的应用

<正>以奇瑞焊装车身胶粘剂的实际应用为例,详细介绍了常用车身胶粘剂、部分新型车身胶粘剂在车身的密封、减震、隔音、连接以及优化生产工艺、减轻车身质量等方面的重要作用。0前言随着汽车产品向着安全、节能、环保和无公害方向的快速发展以及汽车制造水平的不断提升,车身胶粘剂作为汽车生产过程中的重要材料,在汽车的密封减震、紧固防锈和隔音隔热等方面起着重要作用,并且还能代替某些钣件的点焊、弧焊等传统工艺,实现无法施焊钣件的连接,从而优化了生产工艺。考虑到目前大部分车身胶粘剂均为流体膏状物,易污染环境,故部分流体胶逐渐被固体胶所替代。新材料及新技术制成的新型车身胶粘剂的应用已成为汽车行业的迫切需求,奇瑞汽车也在该研究领域的实践方面取得了长足发展。     

配方精选

织物处理用丙烯酸胶粘剂;湿式层压胶粘剂;汽车部件粘接胶;木地板用胶粘剂;废泡沫制取压敏胶;汽车内衬装饰胶;地毯用胶粘剂。     

胶粘剂在汽车工业上的应用

阐述汽车用胶粘剂的特点和要求,列举了汽车用胶部位及适应的胶粘剂,结合斯太尔汽车用胶粘剂分析了国内汽车用胶粘剂现状,并讨论了汽车维修用胶粘剂的特点和选择方法。     

聚氨酯胶粘剂在我国的发展

聚氨酯胶粘剂广泛应用于制鞋、包装、建筑、汽车等领域,而且由于其优良的性能,被认为是国内最有发展潜力的胶种之一。在发达国家,制鞋用胶全部是聚氨酯胶粘剂,包装用复合薄膜全部采用聚氨酯胶粘剂,另外磁带等专用胶粘剂也采用聚氨酯胶粘剂,由此可见其应用之广。除此之外,热熔胶、有机硅胶粘剂、高性能环氧树脂胶、汽车用PVC塑熔胶等都有着广阔的市场前景。     

市场趋向

正汽车用胶粘剂市场前景好随着汽车轻量化发展和节能减排的市场发展需求,汽车胶粘剂成为焊接和铆接的有效补充,从而达到减少车身重量、降低能耗的目标。目前常用的汽车胶粘剂主要有:环氧树脂胶粘剂、聚氨酯胶粘剂、有机硅胶粘剂、丙烯酸酯胶粘剂等。汽车胶粘剂的发展方向是高效、高性能、环保型胶粘剂,其市场和发展前景好。水性氯丁橡胶胶粘剂市场潜力大氯丁橡胶胶粘剂性能优异,对木材、玻璃、塑料、橡胶、皮革、织物等众多材料均具有良好的粘合力,市场需求     

胶粘剂在汽车工业中的应用

本文简要叙述了汽车用胶粘剂的概况,重点介绍了几种常用胶的性能、特点等,指出了今后汽车用胶粘剂的发展方向和我国目前汽车生产情况及其所用胶粘剂的水乎等。     

汽车用抗冲击胶粘剂强劲环保

举世闻名的胶粘剂生产商德国汉高公司成功研制出适用于极端条件下的高强度、耐冲击的结构胶粘剂，不仅遇撞击时不开裂，同时确保其他性能良好这种新型结构胶粘剂使汽车更安全、更轻便，采用该种专用高强增韧胶粘剂就能在车身制造上使用更薄的金属面板，减轻车重。其结果是汽车越轻，油耗越小，二氧化碳排放量也越少，节能环保。与传统胶粘剂相比，汉高公司提供的多种新型结构胶粘剂优势凸显，提高了粘接性能和可靠性，可减少焊点，大幅降低成本；抗撞击性能更好，有助于提高在NCAP（新车评估计划）中的抗撞等级，但无须增加车身用钢量；可以更多使用铝合金，因为铝合金绝缘性好，韧性大，还能防止电化腐蚀。目前，几家汽车制造商已经开始采用这种新型结构胶粘剂，肯定会优化车身的抗撞击性能，提升汽车的质量和安全.     

水基型汽车内饰胶粘剂的研究进展

介绍了2类最常用的水基型汽车内饰胶粘剂如水基聚氨酯胶粘剂、水基丙烯酸酯胶粘剂在汽车内部装饰上的应用现状及各自的研究进展,展望了水基型汽车内饰胶的发展前景。     

汽车用聚氨酯胶粘剂的研究进展

介绍了几种最常用的聚氨酯胶粘剂，如单组分湿固化聚氨酯挡风玻璃密封胶、粘接FRP和SMC材料用聚氨酯结构胶粘剂、汽车内饰用水性聚氨酯胶粘剂等在汽车制造和修理上的应用现状及各自的研究进展，展望了汽车用聚氨酯胶粘剂的未来发展前景。     

高固含量水性丙烯酸酯乳液制备及其作为胶粘剂应用进展

高固含量水性丙烯酸酯乳液作为胶粘剂可分为压敏胶粘剂、纸塑复合胶粘剂、塑木复合胶粘剂、木材胶粘剂、建筑胶粘剂、纺织胶粘剂、汽车胶粘剂等;介绍了水性丙烯酸酯乳液的制备及应用,展望了其应用前景与发展方向。     

我国聚氨酯胶粘剂发展概况（下）

4．5运输、建筑业用聚氨酯胶粘剂、密封剂 4。5．1运输业用聚氨酯胶粘剂、密封剂促进PU胶发展速度快的原因之一是运输和建筑2大支柱产业的需用量增大。密封剂又是这2个工业领域应用的主导品类。     

Experimental study of the Mode I adhesive fracture energy in DCB specimens bonded with a polyurethane adhesive

The Mode I fracture energy of a polyurethane adhesive with low Young’s modulus was investigated. Metal adherends in standardized double cantilever beam (DCB) tests are typically too stiff for soft adhesives, making it difficult to measure the fracture energy accurately. However, soft adhesives, such as a single-component polyurethane adhesive tested in this paper, are in high demand in the automobile industry. Thus, accurate measurement techniques must be established. Flexible substrates composed of spring steel were used for the DCB tests to accommodate the deformation of the adhesive layer. First, the applicability of the flexible substrates was discussed using specimens bonded with an epoxy adhesive. For soft adhesives, however, the deformation of the adhesive layer must be considered in the calculation methods of the fracture energy. Although the deformation effect on the DCB tests has been discussed with Winkler’s elastic foundation, the crack length must be measured along with the load and displacement. To overcome the difficulty of measuring the crack length, a calculation method based on Winkler’s elastic foundation was introduced applying the compliance-based beam method (CBBM). Finally, the fracture energy of the polyurethane adhesive was discussed by comparing the calculation methods with and without measuring the crack length.     

我国胶粘剂技术现状、发展趋势和应用前景

对国内一些主要胶种的技术现状和存在问题进行了综述,在此基础上分析了我国胶粘剂行业今后的发展趋势,并讨论了胶粘剂在木材、建筑、基础工程、汽车、涂料、制鞋、纺织印染等领域的需求和应用前景。     

Selection of an adhesive for bonding FRP automotive panels

A four-phase programme was undertaken to evaluate adhesives for bonding fibre-reinforced plastic (FRP) to itself and to steel in automotive applications. Through initial screening of lap-shear specimens, four adhesives were selected from 17 candidates for bonding automobile hoods on a production-type bonding fixture. Evaluation of these sample hoods and of additional lap-shear specimens, including environmental testing, demonstrated the superior performance of a one-component urethane adhesive.A two-component modified epoxy demonstrated comparable performance on FRP to FRP assemblies, but not for FRP to steel applications.     

聚氨酯胶粘剂的特性与改性及在汽车工业中的应用

简单介绍了聚氨酯胶粘剂的特性和近几年对聚氨酯改性的新方法,如用有机硅、有机氟、互穿聚合物网络(IPN)以及纳米蒙脱土复合插层改性,同时对其在汽车工业中的应用现状进行了介绍,并指出了聚氨酯胶粘剂未来的发展趋势。     

Characterising bonded joints with a thick and flexible adhesive layer–Part 1: Fracture testing and behaviour

Adhesively bonded structural joints have increasingly found applications in automotive primary structures, joining dissimilar lighter-weight materials. Low-modulus rubbery adhesives are attracting rising interest as an alternative to conventional rigid structural adhesives due to benefits such as the excellent impact resistance they provide. This paper is the first of two parts that investigate, both experimentally and numerically, the mechanical behaviour of a rubbery adhesive and the bonded joints to be used in a lightweight automobile structure. This part 1 paper characterises the fracture behaviour of the flexible adhesive layer with thick bondlines and presents a way to reliably determine the fracture mechanics parameters under a range of loading modes. Assessment of the various fracture tests indicated that DCB and SLB should provide mode I and mixed mode fracture energies but that the conventional ENF for mode II would not be practical for such compliant adhesive layers. Instead a cracked thick adherend shear specimen was developed and used. Reliable fracture energies were obtained from these specimens and a mixed mode fracture criterion developed for application in the part 2 paper.