• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for manufacturing a hybrid structure part of a motor vehicle, comprising the following steps: (a) shaping a sheet of metallic material, (b) providing a sheet of composite material comprising at least one fiber layer impregnated or embedded in a polymer matrix, said fiber layer being selected from a layer of unidirectional fibers and a layer of woven fibers, (c) applying a layer of bonding material to a face of said fiber layer; sheet of metallic material, before or after its shaping, or on one side of said sheet of composite material, (d) forming a hybrid element by shaping said sheet of composite material to the shape of said sheet of metal material and joining the web of composite material to the sheet of metal material by means of said layer of bonding material, (e) realization of stiffening elements by on molding at least a portion of the hybrid element thus formed using a polymeric material to form a hybrid structural component.
    公开号:FR3030356A1
    申请号:FR1463218
    申请日:2014-12-23
    公开日:2016-06-24
    发明作者:Philippe Jaunasse；Laurent Rocheblave
    申请人:Plastic Omnium SA；Renault SAS；
    IPC主号:
    专利说明:

    [0001] The invention relates to a method of manufacturing a hybrid structural component of a motor vehicle and a corresponding hybrid structural component. Hybrid structural part means a structural part formed of several different materials, including a metal material and one or more polymeric materials. Certain structural elements of a motor vehicle are particularly stressed during an impact and must be able to absorb some of the impact energy to preserve the integrity of the vehicle structure. Such structural elements must also be sufficiently strong to withstand various structural functions. This is the case, for example, of a car pillar, which is strongly stressed during a side impact and must also ensure both the maintenance of the rear door via hinges and the holding of the front door via the system. closing it. In addition, manufacturers are seeking to lighten the structures of motor vehicles to reduce their energy consumption. Hybrid structures formed of different materials, in general a metallic material and a polymeric material, are known in particular. Thus, DE3011336A1 discloses a light piece obtained by assembling a metal sheet and a fiber-filled polymer material by gluing or pressing. The described method makes it possible to obtain a part having an external appearance of better quality, but the resistance of the part obtained is not mentioned. Document EP0370342A2 describes a piece of lightweight structure that is easy to produce and has good strength and rigidity. The part is formed of a hollow part comprising, inside its cavity, a network of ribs of injected polymer material. The hollow part may be metallic or may be a polymer loaded with fibers shaped by hot pressing. The joining of the network of ribs on the hollow part is obtained by through connections. This type of connection has the disadvantage of weakening the hollow part. In addition, such a discontinuous point connection does not make it possible to make the hollow part and the rib network work in optimal combination and constitutes a brake on lightening. EP1550604B1 describes a method of manufacturing a structural part. hybrid in which is formed a metal sheet previously coated with a heat-reactivatable surface coating, then a thermoplastic material is reported on the face of the metal sheet having the surface coating. Although the resistance of this type of hybrid part is correct for semi-structural parts, it may be insufficient during an impact, particularly for parts of the automobile chassis as structural as a foot, A foot or C, longitudinal outer spar, roof cross member, impact beam, or any other structural vehicle component ....
    [0002] The invention aims to overcome these drawbacks by proposing a method of manufacturing a hybrid structural component of a motor vehicle that is both light and resistant, especially in case of impact. For this purpose, the object of the invention relates to a method for manufacturing a hybrid structural component of a motor vehicle, characterized in that it comprises the following steps: (a) forming a sheet of material metal, (b) providing a sheet of composite material comprising at least one layer of fibers impregnated or embedded in a polymer matrix, in particular thermoplastic or thermosetting, said layer of fibers being chosen from a layer of unidirectional fibers and a layer of fibers woven fabrics, (c) applying a layer of bonding material on one side of said sheet of metallic material, before or after its forming, or on one side of said sheet of composite material before or after its forming, (d) forming a hybrid element by shaping said sheet of composite material into the shape of said sheet of metallic material and securing the sheet of composite material to the sheet of metal material by means of said layer of bonding material, (e) providing stiffening elements by overmolding at least a portion of the hybrid element thus formed using a polymeric material (for example a thermoplastic or thermosetting polymer) to form a hybrid structural part.
    [0003] Such a method makes it possible to obtain a hybrid structural component that is particularly resistant, in particular to shocks, and lightweight. The sheet of metallic material provides good resistance to elongation and large deformation, the sheet of composite material matches the shape of the sheet of metal material and increases the rigidity and strength of the assembly, while increasing the ability of the assembly to absorb shocks. Finally, the overmolded polymer material makes it possible to stiffen and consolidate the hybrid structural part. Note that the order of steps (a) and (b) is irrelevant, these steps can be reversed.
    [0004] Step (a) With respect to the shaping step (a), this step may be a cold or hot stamping step. The sheet of metallic material may be a sheet, for example of a thickness of 0.1 to 1.5 mm, advantageously 0.1 to 1 mm, preferably 0.2 to 0.8 mm. This sheet of metallic material may be aluminum, magnesium, titanium or an alloy based on one or more of these metals or may be an iron-based alloy, for example a steel or a stainless steel. The metallic material may be a material, in particular a cold-forging steel.
    [0005] The metal sheet forms a preferably outer portion of the final hybrid structural part. This sheet being metallic, it allows an assembly on the body of the vehicle by the usual techniques of welding, without requiring a modification of existing processes currently on the assembly lines in the factory.
    [0006] Step (b) As regards step (b) of supplying a sheet of composite material, the sheet comprises at least one layer of fibers impregnated or embedded in a thermoplastic or thermosetting polymer matrix, this layer of fibers being chosen among a layer of unidirectional fibers and a layer of woven fibers. The layer or layers of fibers thus form continuous reinforcements, which extend over all or part of the length of the part or all or part of its surface. The presence of one or more layers of this type thus makes it possible to improve the strength of the hybrid structural part. When the layer of composite material has several layers of unidirectional fibers, these are preferably all aligned in the same direction. In general, the direction of unidirectional fibers is chosen parallel to the largest dimension of the part to be produced. In case of presence of several layers of woven fibers, the main directions of the fibers may be identical or different from one layer to another. Advantageously, the unidirectional fibers or fibers of the woven fiber weft can be arranged in the largest dimension of the structural part to be produced in order to improve the part strength according to its largest dimension.
    [0007] According to one embodiment, the sheet of composite material may comprise at least one layer of unidirectional fibers and at least one layer of woven fibers. The unidirectional fibers make it possible to improve the stiffness and the resistance to stresses in the direction of the fibers whereas the woven fibers make it possible to improve the impact resistance of the hybrid structural part. This gives a piece of hybrid structure particularly resistant to shocks and able to absorb them. Advantageously, the sheet of composite material supplied in step (b) may comprise one or more fiber layers of identical or different nature, said fibers being chosen from glass fibers, carbon fibers, basalt fibers, metal fibers, aramid fibers. Preferably, the web of composite material may comprise at least one layer of carbon fiber unidirectional fibers and at least one layer of fiberglass fiber fibers. The present invention is not limited by a particular number of layers of unidirectional and / or woven fibers. The number of layers may for example be chosen according to the desired resistance, especially at break, and / or the desired maximum thickness. The web of composite material may for example have a thickness of 3 to 6 mm, preferably 3 to 5 mm, preferably 4 to 5 mm.
    [0008] Advantageously, the web of composite material may alternately comprise stackings of unidirectional fiber layers and stacks of woven fiber layers. These stackings may comprise from 2 to 6 layers of superposed fibers.
    [0009] Stacks can advantageously be distributed symmetrically. For example, it is possible to provide up to 7 stacks or more. For example, 5 stacks, composed for example of 2 to 6 layers of fibers. The fiber content of the web of composite material may be variable. It is for example from 40 to 85% by weight, advantageously from 50 to 85%, preferably from 55 to 80%. The thermoplastic polymer material present in the sheet of composite material may be chosen from: aliphatic polyamides (PA), polyphthalamides (PPA), polybutylene terephthalate (PBT), polyethylene terephthalate (PET), polycarbonates (PC), or polypropylene and their mixtures. For example, polyamide 66 (PA66), polyamide 6 (PA6) can be used. The thermosetting polymer material present in the sheet of composite material may be chosen from a polyester resin, vinylester, epoxy, polyurethane or their mixture. It is thus possible to form a product of the "SMC" type ("Sheet Molding Compound" or compound molded into sheets). The sheet of composite material may be made by known methods such as RTM (Resin Transfer Molding) processes, possibly at high pressure, by compression (for example by calender), on double-band presses, by pultrusion or any other suitable method, for example the impregnation processes with a monomer in the polymerization phase. Such a web of composite material provides the final hybrid structure piece with a high energy absorption capacity, thus improving its impact resistance. Indeed, the web of composite material combines many modes of ruin when it is subjected to strong deformations, each mode of ruin absorbing energy. These modes of ruin include: - the breaking of the polymer, - the breaking of the fibers, - the delamination between the layers of composite (when several layers exist), - the decohesion between the fibers and the polymer, - the friction between the fibers and the polymer.
    [0010] Step (c) This step may be carried out before or after the shaping step (a), preferably after, or after step (b). The layer of bonding material may be a layer of polymeric material, preferably chemically compatible with the polymer of the composite material web, but this is not required. Advantageously, the bonding material is capable of securing the sheet of composite material to the sheet of metallic material under predetermined temperature conditions. The bonding material is then said to be "heat-activatable". The term "hot melt" is also used. By way of example, the conditions under which the bonding material is heat-activated are the hot stamping conditions of the sheet of composite material or overmolding of the overmolding material. The bonding material may be a material capable of crosslinking. For this type of material, a subsequent softening is not possible, in particular during an exposure to a predetermined temperature for a given duration (advantageously those of the hot stamping conditions of the sheet of composite material or those of a cataphoresis cycle and painting on a manufacturer line). This has the advantage of at least partially securing the ply of composite material to the ply of metallic material with a level of resistance which then makes it possible to pass through all the heating stages of the automaker's production line by limiting or even blocking the movement of the two plies with respect to one another, which makes it possible to fix them in a good geometric position even if the crosslinking reaction terminates during heating at the manufacturer.
    [0011] The bonding material may also be a non-crosslinkable hot melt material. The non-crosslinkable hot-melt bonding material may be chosen from copolyester or copolyamide-based materials, polyolefin-based elastomer thermoplastics. The crosslinkable hot-melt bonding material may be chosen from co-polyamide-based materials, optionally comprising an isocyanate, an epoxide or even a polyolefin. Useful bonding materials of the adhesive type are described in WO2010-136241A1, EP2435246A1. Other types of materials are also conceivable, provided that they allow hot adhesion, for example silicone-based materials, described in CA 2321884C, or the heat-curable melt polyurethane (HCM) adhesives without this list being limiting. By way of example, the following materials can be used: crosslinkable hot-melt bonding materials: Evonike, X1333-P1, Nolaxe HCM 555, Lohmann DuploTECe, Tesa HAFe, non-crosslinkable hot melt bonding materials: EMS Griltexe CE20 , EMS Griltex ecTioo, Nolax Coxe 391.
    [0012] Step (d) In step (d) of forming a hybrid element, the shaping of the sheet of composite material may be carried out prior to its application to the sheet of metallic material and to its attachment thereto thanks to the layer of bonding material. However, such a shaping step is advantageously performed at the same time as the securing step to facilitate the production of the part and to reduce the manufacturing time. In particular, the shaping can be carried out by hot stamping, preferably directly on the sheet of metallic material.
    [0013] The joining of the sheet of composite material to the sheet of metallic material is obtained by means of the layer of bonding material under predetermined conditions including temperature, pressure, and possibly duration. Advantageously, these predetermined temperature conditions correspond to the hot stamping conditions of the sheet of composite material, which may vary depending on the composition of the latter.
    [0014] Advantageously, step (d) of forming a hybrid element may be a hot stamping step (also referred to as thermocompression) of said sheet of composite material on said sheet of metallic material under conditions of temperature and humidity. pressure effective to obtain the shaping of said sheet of composite material, the layer of bonding material being positioned between the sheet of composite material and the sheet of metallic material, said bonding material being capable of securing the sheet of composite material to the sheet of metallic material under the conditions of hot stamping. This allows in particular to use the same tool for steps (d) and (e), step (e) being then for example made by injection molding or compression. In the case of a step (e) performed by compression, this step can be simultaneous with step (d).
    [0015] The hot stamping can for example be performed in the following manner. The web of composite material is heated prior to the hot stamping operation, at a temperature sufficient to allow its softening, for example a temperature greater than or equal to the melting temperature of the polymer of the web of composite material. The sheet of composite material thus softened is then placed in a stamping mold on the sheet of metallic material. The stamping is then performed after closing the mold, under an effective pressure for shaping the web of composite material. By way of example, the pressure applied may be from 80 to 170 bars, preferably from 100 to 150 bars. The mold may optionally be maintained at a temperature of 70 to 160 ° C, preferably 80 ° C to 140 ° C, during the application of the pressure. It is advantageous to provide, during the step of supplying the sheet of composite material or at the end of the stamping step, a stage of recovery of the falls coming from the sheet of composite material and resulting from the cutting of said tablecloth or misfits (rejects) when closing the mold and / or the stamping operation. These falls can be crushed and advantageously reused in step (e).
    [0016] Step (e) With regard to step (e) for producing stiffening elements, this step implements the overmolding of at least a portion of the hybrid element formed in step (d) by means of a thermoplastic or thermosetting polymer material. This step in particular reinforces the hybrid part by increasing its inertia. The thermoplastic or thermosetting polymer material may be the same or different from the polymeric material forming part of the composite material web provided in step (b). This step can be performed in a tool different from that of step (d). Preferably, step (e) is carried out in the same tooling as that used in step (d), in particular when step (d) is carried out by hot stamping, which makes it possible to reduce manufacturing costs. . Step (e) can then be an injection molding or compression molding step. Advantageously, the stiffening elements formed are stiffening ribs, optionally extending substantially perpendicular to the sheet of composite material, that is to say on the surface of the sheet. In particular, when the sheet of metallic material has a concavity, these stiffening elements are advantageously arranged inside the concavity in order to strengthen the assembly. In particular, in the event of impact, the presence of the stiffening elements makes it possible to limit a significant opening or closing of the concavity under the effect of the impact. In particular, in the case of a foot, the stiffening elements can limit a significant opening or closing of the curve in the foot height or transversely maintaining the spacing of the edges of the recessed section. Advantageously, randomly arranged fibers may be added to the polymeric material prior to overmoulding to provide stronger stiffening elements. These fibers may be identical in nature or different from the fibers present in the composite material web of step (b). It may be carbon fibers, glass, basalt, metal fibers, or polymer fibers, especially aramid fibers.
    [0017] Advantageously, the added fibers are of the same nature as one or more of the fibers present in the sheet of composite material.
    [0018] In particular, the polymeric material may comprise crushed scraps originating from the ply made of composite material and coming from step (d) or step (b), optionally supplemented with a polymer, in particular that present in the composite material of the web of composite material or another chemically compatible polymer. This reduces the overall cost of producing the hybrid part.
    [0019] The invention also relates to a hybrid structural component of a motor vehicle that can be obtained by implementing the method according to the invention, comprising: a sheet of metallic material, in particular shaped, a sheet of composite material, in particular shaped at least partly covering one side of said sheet of metallic material, the sheet of composite material comprising at least one layer of fibers impregnated or embedded in a polymer matrix, said layer of fibers being chosen from a layer of unidirectional fibers and a layer woven fibers, a polymeric material, in particular molded, covering at least partly the face of said sheet of metal material at least partially covered with the sheet of composite material, this polymeric material optionally forming ribs.
    [0020] Such a piece of hybrid structure is particularly resistant to shocks, especially during a shock substantially perpendicular to the plies of metal and composite material. The compositions of the sheet of metallic material, the sheet of composite material and the polymeric material may be as described with reference to the process according to the invention. This piece of hybrid structure can form a structural foot. This may include a structural middle foot located between the two doors of a vehicle, or a foot structure front or rear. It may also be a longitudinal outer sill, or a roof crossmember or a shock beam or other structural element of a vehicle.
    [0021] Advantageously, the layer of composite material may partially cover one side of said sheet of metallic material, the polymeric material then covering, at least partially, the parts of this face not covered by said sheet of composite material.
    [0022] This makes it possible at the same time to limit the formation of falls of plies of composite material and to cover the surface of ply of metallic material left free, without impairing the impact resistance of the piece. Advantageously, the parts of the sheet of metallic material left exposed, or some of these parts, may be parts intended to achieve a fixation of the hybrid part on another piece of structure, in particular by welding. These are for example edge portions of the hybrid structural part. The fixing thus made between the two parts can be used to stiffen the hybrid part, for example by forming a closed section; it can also serve to secure the hybrid part on a metal part of the vehicle body already pre-assembled elsewhere: for example, in the case of a hybrid center pillar, the parts of the sheet of metal material discovered can be welded in the upper part on a roof crossbar or stretcher and in the lower part on an outer spar or metal flap. Advantageously, at least one edge of the sheet of metallic material may comprise predetermined fixing zones, in particular by welding, which are not covered by the layer of composite material or by the polymeric material, the said predetermined attachment areas being separated by areas covered with polymeric material. This arrangement makes it possible to limit the ruptures of inertia on the edge or edges of the sheet of metallic material and thus to prevent it from tearing or becoming too deformed in these areas. In this case, it may be advantageous to provide an edge of the structural part on which is fixed an edge of the sheet of metallic material has depressions. The areas between the depressions are then intended to be in contact with the fixing areas of the sheet of metallic material, the depressions being intended to be in contact with the areas of the sheet of metal material covered with polymeric material. This reinforces the assembled edges.
    [0023] The invention is now described with reference to the following non-limiting figures: FIG. 1 is an exploded perspective representation of an embodiment of a hybrid structural component according to the invention; FIG. 2 is a partial perspective representation of a hybrid structural part according to another embodiment, seen from the concave side of the part, FIG. 3a is a cross section of the part represented in FIG. structural part; Figure 3b is a longitudinal section of an edge of the part shown in Figure 2, assembled to a structural part. FIG. 1 represents a motor vehicle structure center pillar 10 comprising: a shaped metal material ply 12, a shaped composite material ply 14, a molded polymer material 16 covering at least part of the ply of metallic material 12 covered with the web of composite material 14, the polymeric material 16 optionally forming ribs 18. The sheet of metal material 12 is in the form of a hollow part having a concave inner face 12a and a convex outer face 12b. The web of composite material 14 covers the face 12a of the sheet of metallic material 12. This sheet of composite material 14 comprises several layers of fibers impregnated or embedded in a polymer matrix. Note that the invention is not limited to a particular form of the face 12a of the sheet of metal material 12 on which the web of composite material 14 is applied, this face 12a being able to be a convex face or the like. The polymeric material 16 here forms an array of ribs 18 extending advantageously within the concavity of the plies 12 and 14 and partially covering the edges of the two plies 12, 14.
    [0024] By way of example, a hybrid pillar 10 comprising: a ply 10 made of steel 0.67 mm thick; a ply of 4.35 mm composite material based on polyamide 66 containing from 55 to 80% by weight; weight of unidirectional carbon fibers and woven glass fibers, and - a thermoplastic material 16 of 2 to 4.5 mm of variable thickness on the piece, of polyamide 66 containing 50% by weight of cut glass fibers, has a weight 30% lower compared to a foot entirely made of steel, presenting the same shock behavior (verified for example by simulation).
    [0025] Figures 2 and 3a, 3b partially show a piece of hybrid structure 110 according to another embodiment. In this embodiment, the hybrid structural part 110 also comprises a shaped metal material web 112, a shaped composite material web 114 and a molded polymer material 116 partially covering the metal material web 112. As discussed in FIG. visible in FIGS. 2 and 3b, the polymeric material 116 forms ribs 118. As in the previous embodiment, the sheet of metal material 112 is in the form of a hollow part, having a concave inner face 112a and an outer face convex 112b In this embodiment, it is noted that the sheet of metal material 112 is not completely covered by the sheet of composite material 114, especially at its longitudinal edges 113a and 113b. These longitudinal edges 113a, 113b thus comprise attachment zones 120 alternating with zones 122 covered with polymeric material 116. The attachment zones 120 are therefore not covered by the ply of composite material 114 or by the polymer material 116. which makes it possible to fix them to a structural part, in particular to fix them by welding to a piece of metal structure. It will furthermore be noted that the parts of the sheet of metal material 112 which are not attachment areas 120 and which are not covered by the sheet of composite material 114 are covered with polymer material 116, as can be seen more particularly on Figure 3a (left part of the figure). In other words, in this embodiment, in a cross-section, each part of the sheet of metallic material 112 that is not attached to a structural part is covered either by the sheet of composite material 114 or by the polymer material 116. In another embodiment not shown, there may be parts of the sheet of metal material 112 not attached to a structural part and not covered by any other material. A piece of metal structure 124 is partially shown on sections 3a and 3b. For a better assembly with the hybrid structure piece 110, the edges of this piece 124 have hollow zones or depressions 125 situated opposite the zones 122 covered with polymer material 116 and making it possible to compensate for the extra thicknesses of the edge 113a related to the presence of these areas 122.
    权利要求:
    Claims (12)
    [0001]
    REVENDICATIONS1. A method for manufacturing a hybrid structural component of a motor vehicle, characterized in that it comprises the following steps: (a) forming a sheet of metallic material, (b) providing a sheet of composite material comprising at least one fiber layer impregnated or embedded in a polymer matrix, said fiber layer being selected from a layer of unidirectional fibers and a layer of woven fibers, (c) applying a layer of bonding material to a face of said ply of metal material, before or after shaping, or on one side of said ply of composite material before or after shaping, (d) forming a hybrid element by shaping said ply of material composite in the form of said sheet of metallic material and solidarization of the sheet of composite material to the sheet of metallic material by means of said layer of bonding material, (e) production of stiffening members by overmolding at least a portion of the hybrid member thus formed using a polymeric material to form a hybrid structural member.
    [0002]
    2. The manufacturing method according to claim 1, wherein the step (d) of forming a hybrid element is a hot stamping step of said sheet of composite material on said sheet of metal material under temperature conditions. and pressure effective to obtain the shaping of said sheet of composite material, the layer of bonding material being positioned between the sheet of composite material and the sheet of metal material, said bonding material being capable of securing the sheet of material composite to the web of metallic material under hot stamping conditions.
    [0003]
    3. The manufacturing method according to claim 2, wherein steps (d) and (e) are performed in the same tool.
    [0004]
    The manufacturing method according to any one of claims 1 to 3, wherein the web of composite material provided in step (b) comprises at least one layer of unidirectional fibers and at least one layer of woven fibers.
    [0005]
    The manufacturing method according to any one of claims 1 to 4, wherein the web of composite material supplied in step (b) comprises one or more fiber layers of identical or different nature, said fibers being selected from the glass fibers, carbon fibers, basalt fibers, metal fibers, aramid fibers.
    [0006]
    6. Manufacturing process according to any one of claims 1 to 5, wherein, during step (e), the stiffening elements formed are stiffening ribs, extending optionally substantially perpendicular to the sheet of composite material.
    [0007]
    7. The manufacturing method according to any one of claims 1 to 6, wherein randomly arranged fibers are added to the polymer used in step (e).
    [0008]
    8. Manufacturing process according to any one of claims 1 to 7, wherein the polymeric material used in step (e) comprises: crushed scraps from the sheet of composite material and from step (d) or step (b), optionally supplemented with a polymer, in particular that present in the composite material of the sheet of composite material.
    [0009]
    9. The manufacturing method according to one of claims 1 to 8, wherein the polymers present in the composite material web and the polymer used in step (e) are identical or different and selected from: aliphatic polyamides (PA) ), polyphthalamides (PPA), polybutylene terephthalate (PBT), polyethylene terephthalate (PET), polycarbonates (PC), polypropylene, blends of one or more of the abovementioned polymers, polyester resins, vinylester resins, epoxy resins, polyurethane resins, mixtures of one or more of these resins.
    [0010]
    10. Hybrid structural part (10, 110) of a motor vehicle obtainable by carrying out the method according to any one of claims 1 to 9, comprising: a sheet of metallic material (12, 112), a sheet of composite material (14, 114) at least partially covering a face (12a, 112a) of said sheet of metallic material (12, 112), the composite material sheet (14, 114) comprising at least one impregnated fiber layer or embedded in a polymer matrix, said layer of fibers being selected from a layer of unidirectional fibers and a layer of woven fibers, a polymeric material (16, 116), in particular molded, covering at least part of the face of said sheet of metallic material at least partially covered with the web of composite material, said polymeric material optionally forming ribs (18, 118).
    [0011]
    11. Hybrid structural part (110) according to claim 10, characterized in that the composite material ply (114) partly covers the face (112a) of said sheet of metallic material (112) and in that the polymeric material ( 116) at least partially covers the uncovered portions of this face (112a).
    [0012]
    12. Hybrid structural part (110) according to claim 10 or 11, characterized in that at least one edge of the sheet of metal material has predetermined fixing areas (120) which are not covered by the sheet of material composite (114) or the polymeric material (116), said predetermined attachment areas (120) being separated by areas (122) covered with polymeric material (116).
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    同族专利:
    公开号 | 公开日
    WO2016102859A1|2016-06-30|
    EP3237268A1|2017-11-01|
    US10472002B2|2019-11-12|
    FR3030356B1|2019-04-05|
    JP6637045B2|2020-01-29|
    KR102362595B1|2022-02-14|
    JP2018504304A|2018-02-15|
    CN107107486B|2020-06-05|
    EP3237268B1|2019-06-19|
    CN107107486A|2017-08-29|
    KR20170098264A|2017-08-29|
    US20170327157A1|2017-11-16|
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    2016-06-24| PLSC| Publication of the preliminary search report|Effective date: 20160624 |
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    2021-09-10| ST| Notification of lapse|Effective date: 20210806 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1463218|2014-12-23|
    FR1463218A|FR3030356B1|2014-12-23|2014-12-23|METHOD FOR MANUFACTURING A HYBRID STRUCTURE PIECE OF A MOTOR VEHICLE AND CORRESPONDING HYBRID STRUCTURE PART|FR1463218A| FR3030356B1|2014-12-23|2014-12-23|METHOD FOR MANUFACTURING A HYBRID STRUCTURE PIECE OF A MOTOR VEHICLE AND CORRESPONDING HYBRID STRUCTURE PART|
    CN201580069959.3A| CN107107486B|2014-12-23|2015-12-21|Method for producing a hybrid structural component of a motor vehicle and corresponding hybrid structural component|
    JP2017529022A| JP6637045B2|2014-12-23|2015-12-21|Method of manufacturing hybrid structural component for automobile and hybrid structural component|
    KR1020177020109A| KR102362595B1|2014-12-23|2015-12-21|Method for manufacturing hybrid-structural parts of motor vehicles and hybrid-structural parts|
    PCT/FR2015/053669| WO2016102859A1|2014-12-23|2015-12-21|Method for producing a hybrid-structure part of a motor vehicle and corresponding hybrid-structure part|
    EP15823697.6A| EP3237268B1|2014-12-23|2015-12-21|Method for producing a hybrid-structure part of a motor vehicle and corresponding hybrid-structure part|
    US15/529,646| US10472002B2|2014-12-23|2015-12-21|Method for producing a hybrid-structure part of a motor vehicle and corresponding hybrid-structure part|
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