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CN106393908B - 一种高吸音型超轻高强gmt复合板材 - Google Patents

一种高吸音型超轻高强gmt复合板材 Download PDF

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Publication number
CN106393908B
CN106393908B CN201610764542.5A CN201610764542A CN106393908B CN 106393908 B CN106393908 B CN 106393908B CN 201610764542 A CN201610764542 A CN 201610764542A CN 106393908 B CN106393908 B CN 106393908B
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China
Prior art keywords
foaming agent
gmt
sound absorption
strength
ultralight
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CN106393908A (zh
Inventor
方晶
梁静静
丁文鹏
梅金波
周立
何斐鲁
马国维
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Zhejiang Hua Jiang Science & Technology Co Ltd
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Zhejiang Hua Jiang Science & Technology Co Ltd
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  • Laminated Bodies (AREA)

Abstract

本发明公开了一种用于制备汽车内外饰件的高吸音型超轻高强GMT复合板材，复合板材由作为粘结基体的30wt‑70wt％热塑性合成纤维，作为增强材料的29wt‑67wt％增强纤维和1wt‑3wt％微球发泡剂组成，并通过热压制成汽车内外饰用超轻高强GMT复合板材，微球发泡剂之间彼此相连，微球发泡剂与其周边的增强纤维相互束缚连接。本发明的微球发泡剂作为连接桥梁将其周边的增强纤维束缚在一起，微球发泡剂之间又彼此相连接，这些多样化的连接使复合板材内部毡网结构发生了根本改变，产品机械性能提高明显，从而使其在保证汽车安全性和强度特性的前提下，减少自身材料用量，实现超轻化的目的。

Description

一种高吸音型超轻高强GMT复合板材
技术领域
本发明属于汽车内外饰用热塑性复合材料技术领域，具体地说，是涉及一种用于制备汽车内外饰件的高吸音型超轻高强GMT复合板材。
背景技术
轻质玻璃纤维毡增强热塑性复合板材，简称轻质GMT(Glass fiber Matreinforced Thermoplastics)，是由连续玻璃纤维毡和热塑性树脂复合而成的一种新型复合材料，因其具有轻质环保、吸音隔热、高强韧性、优良的抗化学腐蚀性和环境适应性等特点，而成为当今汽车内外饰材料中最为活跃的开发品种，已广泛应用于各类汽车内外饰件(汽车车底屏蔽防护装置、承重板、车顶内衬、车门装饰、行李架、车顶模塑件、发动机盖以及车后行李箱盖、齿轮箱盖)。然而，在全球提倡绿色、低碳、环保、健康主题下的今天，无论是愈发成熟与理性的传统汽车行业或是新兴的新能源汽车领域，人们对汽车的需求已从原先的代步工具逐渐升级为舒适的移动空间，消费者在购买汽车时，除注重汽车动力性、经济性的同时，也更加注重其驾乘舒适性。即越来越关注汽车内外饰材料的健康性(VOC性能)与NVH等问题，诉求高性能与高舒适的统一，因此，如何进一步提高汽车内饰材料的综合性能，使产品具有超轻量化(≤0.3kg/m3)、低VOC及NVH性能(吸音性能，提高驾乘者舒适性)，是汽车内外饰材料行业今后3～5年必须面对和研究的热点。然而，目前国内轻质GMT板材主要采用干法梳理工艺，主要存下以下缺点：
制备过程相对复杂，玻纤损伤较大，而且取向明显，板材力学性能呈各向异性；
热熔纤维和玻璃纤主要是以点连接的方式结合,因而树脂使用量较大，成本相对较高，进一步超轻化难以实现；
渗入空气量不足，制品设计自由度及NVH性能远落后于国外进口产品。
这些问题都将成为制约轻质GMT板材发展与广泛应用的瓶颈。如何进一步提高轻质GMT复合板材的综合性能,使产品具有合理的性价比已成为研究的热点,同时也是产业化的基础。
目前，国际上寄希望通过改良现有工艺和开发新工艺来打破制约轻质GMT板材发展与广泛应用的瓶颈。AZDEL公司主要使用湿法工艺，QPC公司使用干法工艺。但近年来，相关设备厂家竞相研发新的干法设备，如意大利Cormatex公司，其最新研发的Lap Form Air气流铺网机，能够通过气流加压成网,完全改变纤维成网方式——将所有纤维原料制成均匀的立体结构纤维网，这将使板材结构发生根本改变，立体结构的纤维网结合使板材的机械性能提高明显，从而使其在保证汽车安全性和强度特性的前提下，减少自身材料用量，实现减轻车身重量的目的；法国Fibroline公司研发的Impregnation设备是通过静电的方式将树脂粉末浸入纤维基毡，使树脂粉末对玻纤的浸润更加均匀,不但减少了树脂的用量，降低了成本，并且所得板材孔隙率高，片材中存有大量空气，提高了声传播的粘滞阻力，在讲究安静舒适的高级轿车中，这种良好的吸声特性更值得重视。这些新设备的研发将为轻质GMT的制备提供新的工艺方法，也将克服现有产品的不足。
然而，国内受设备技术研发水平的限制，主要采用改良现有工艺的办法，比如在梳理过程中，通过调整工艺设备参数，轻度打击玻纤，降低玻纤的损伤，从而改善板材的力学性能；在单纤网的铺叠过程中，通过改变铺网的方式，使玻纤的取向发生改变，从而降低板材纵横向力学性能的差异；在基毡表面进行适当的表面处理,从而改变板材的热性能等。但上述改善方式均未从根本上改变纤网的内部结构形态，玻璃纤维间仍然以点连接的方式结合，毡网厚度方向取向纤维含量偏少，层层单纤网之间仅靠针刺固结，二次成型过程中部件高膨化区域上下层单纤维网结合不足，仍需靠增加树脂用量保证板材力学性能，然随树脂用量增加，板材膨化比减小，渗入空气含量不足，制品超轻化难以实现，板材设计自由度及NVH性能也严重受限。
发明内容
为解决上述问题，本发明公开了一种高吸音型超轻高强GMT复合板材，在复合板材内部毡网中引入了微球发泡剂，微球发泡剂的引入使增强纤维间的连接方式更加多样化，除传统的点连接外，微球发泡剂作为连接桥梁将其周边的增强纤维束缚在一起，微球发泡剂之间又彼此相连接，这些多样化的连接方式使复合板材内部毡网结构发生了根本改变，产品机械性能提高明显，从而使其在保证汽车安全性和强度特性的前提下，减少自身材料用量，实现超轻化的目的。另外所制备板材在二次成型过程中,在增强纤维内应力和微球发泡剂的双重作用下，厚度膨松扩展至原来的5-10倍，相比传统轻质GMT材料提高了2-4倍(相同面密度下)，以便生产厂家可以根据产品性能要求通过调节膨化后的压缩比来模制更多厚度变化、更高孔隙率的汽车内外饰部件，控制制品的体积密度0.05g/cm3-0.5g/cm3，进而获得不同的强度、刚度及声阻特性，这使得制品设计的自由度及NVH性能得以显著提高。
本发明是通过以下技术方案实现的：
本发明公开了一种用于制备汽车内外饰件的高吸音型超轻高强GMT复合板材，所述复合板材由作为粘结基体的30wt-70wt％热塑性合成纤维，作为增强材料的29wt-67wt％增强纤维和1wt-3wt％微球发泡剂组成，并通过热压制成汽车内外饰用超轻高强GMT复合板材，微球发泡剂之间彼此相连，所述的微球发泡剂与其周边的增强纤维相互束缚连接。复合板材因微球发泡剂的引入使增强纤维间的连接方式更加多样化，除传统的点连接外，微球发泡剂作为连接桥梁将其周边的增强纤维束缚在一起，微球发泡剂之间又彼此相连接，这些多样化的连接方式使复合板材内部毡网结构发生了根本改变，产品机械性能提高明显，从而使其在保证汽车安全性和强度特性的前提下，减少自身材料用量，实现超轻化的目的；另外所制备复合板材在二次成型过程中,在增强纤维内应力和微球发泡剂的双重作用下，厚度可膨松扩展至原来的5-10倍，相比传统轻质GMT材料提高了2-4倍(相同面密度下)，以便生产厂家可以根据产品性能要求通过调节膨化后的压缩比来模制更多厚度变化、更高孔隙率的汽车内外饰部件，控制制品的体积密度0.05g/cm3-0.5g/cm3，进而获得不同的强度、刚度及声阻特性，这使得制品设计的自由度及NVH性能得以显著提高。
作为进一步地改进，本发明所述的复合板材面密度为500-2000g/m2，微球发泡剂用于改变增强纤维间格点连接方式调整板材膨化比。
作为进一步地改进，本发明所述复合板材中的微球发泡剂包括聚合物壳体和其包裹的发泡剂，聚合物壳体为由丙烯酸酯类聚合物构成的单层或双层结构，发泡剂为乙烷、丙烷、丙烯、异丁烷、丁烯、异丁烯、正戊烷、异戊烷、石油醚中的一种或几种的混合物。
作为进一步地改进，本发明所述微球发泡剂的粒径约为15～40μm，发泡起始温度约为160-210℃，最大发泡体积倍率约为5～10倍，发泡后的尺寸为75～400μm。
作为进一步地改进，本发明所述热塑性合成纤维选自聚丙烯纤维PP、聚乙烯纤维PE、聚酯纤维PET、ES纤维、尼龙纤维PA中的一种或几种。
作为进一步地改进，本发明所述增强纤维选自玻璃纤维、碳纤维、玄武岩纤维或植物纤维中的一种或几种。
作为进一步地改进，本发明所述复合板材还包括粘合在其表面的上表层和/或下表层，上表层和/或下表层选自聚丙烯胶膜、聚乙烯胶膜、EVA胶膜、EAA胶膜、聚酯薄膜、热熔胶粉、无纺布或耐候、增强复合膜中的一种。
本发明的技术效果及优点在于：
(1)本发明在现有轻质GMT复合板材毡网内部引入微球发泡剂，通过改变增强纤维间格点设计的支撑方法来调整板材的膨化比，使所制备板材在二次成型过程中,在增强纤维内应力和微球发泡剂的双重作用下，厚度膨松扩展至原来的5-10倍，相比传统轻质GMT材料提高了2-4倍(相同面密度下)，以便生产厂家可以根据产品性能要求通过调节膨化后的压缩比来模制更多厚度变化、更高孔隙率的汽车内外饰部件，控制制品的体积密度0.05g/cm3-0.5g/cm3之间，进而获得不同的强度、刚度及声阻特性，这使得制品设计的自由度及NVH性能得以显著提高。
(2)另外微球发泡剂的引入使板材内部增强纤维间连接的方式更加多样化，除传统的点连接外，微球发泡剂作为连接桥梁将其周边的增强纤维束缚在一起，微球发泡剂之间又彼此相连接，这些多样化的连接使复合板材内部毡网结构发生了根本改变，产品机械性能提高明显，从而使其在保证汽车安全性和强度特性的前提下，减少自身材料用量，实现超轻化的目的。
附图说明
图1为本发明用于制备汽车内外饰件的高吸音型超轻高强GMT复合板材内部毡网结构图；
图2为本发明超轻高强GMT复合板材与传统轻质GMT复合板材所制备的汽车内外饰件的内部毡网结构对比图；
图3为本发明超轻高强GMT复合板材所制备的汽车底护部件与传统轻质GMT复合板材所制备的汽车底护部件吸声性能测试对比图；
图4为本发明超轻高强GMT复合板材所制备的汽车顶棚部件与传统轻质GMT复合板材所制备的汽车顶棚部件吸声性能测试对比图；
图5为本发明超轻高强GMT复合板材所制备的汽车行李箱搁物板与传统轻质GMT复合板材所制备的汽车行李箱搁物板吸声性能测试对比图。
图中，1是热塑性合成纤维，2是增强纤维，3是微球发泡剂。
具体实施方式
以下结合附图对本发明的实施例进行详细说明，但如下实施例以及附图仅是用以理解本发明，而不能限制本发明的应用范围，本发明可以由权利要求限定和覆盖的多种不同方式实施。
实施例1
一种用于制备汽车底护板的高吸音型超轻高强GMT复合板材，由作为粘结基体的59wt％热塑性聚丙烯纤维，作为增强材料的40wt％玻璃纤维和具有改变玻璃纤维间格点连接方式调整板材膨化比功效的1wt％微球发泡剂3组成，如图1所示，并通过热压制成汽车底护板用超轻高强GMT复合板材，复合板材的面密度为1000g/m2。
将所得超轻高强GMT复合板材通过如下工艺制备汽车底护板：
(1)将复合板材放入烘箱中，加热至180-210℃，使板材在玻璃纤维内应力和微球发泡剂3的双重作用下，厚度膨松扩展至原来的5.7倍；
(2)上表面覆盖疏水拒油功能的无纺布，下表面覆盖耐候、增强复合膜；
(3)根据底护板产品性能要求，调节膨化后的压缩比，模制成抗冲区厚度为3.5mm体密度为0.29g/cm3，吸音区厚度为9mm体密度为0.11g/cm3的汽车底护板产品。
对比例1
一种用于制备汽车底护板的传统轻质GMT复合板材，由作为粘结基体的60wt％热塑性聚丙烯纤维和作为增强材料的40wt％玻璃纤维组成，并通过热压制成汽车底护板用传统轻质GMT复合板材,复合板材的面密度为1000g/m2。
将所得传统轻质GMT复合板材通过如下工艺制备汽车底护板：
(1)将复合板材放入烘箱中，加热至180-210℃，板材仅在玻璃纤维内应力的作用下，厚度膨松扩展至原来的2.3倍；
(2)上表面覆盖疏水拒油功能的无纺布，下表面覆盖耐候、增强复合膜；
(3)根据底护产品性能要求，调节膨化后的压缩比，模制成抗冲区厚度为3.5mm体密度为0.29g/cm3，吸音区厚度为8mm体密度为0.13g/cm3的汽车底护板产品。
对比例2
一种用于制备汽车底护板的传统轻质GMT复合板材，由作为粘结基体的60wt％热塑性聚丙烯纤维和作为增强材料的40wt％玻璃纤维组成，并通过热压制成汽车底护板用传统轻质GMT复合板材,复合板材的面密度为1400g/m2。。
将所得传统轻质GMT复合板材通过如下工艺制备汽车底护板：
(1)将复合板材放入烘箱中，加热至180-210℃，板材仅在玻璃纤维内应力的作用下，厚度膨松扩展至原来的2.5倍；
(2)上表面覆盖疏水拒油功能的无纺布，下表面覆盖耐候、增强复合膜；
(3)根据底护产品性能要求，调节膨化后的压缩比，模制成抗冲区厚度为3.5mm体密度为0.40g/cm3，吸音区厚度为9mm体密度为0.16g/cm3的汽车底护板产品。
下表1中显示了利用本发明所述超轻高强GMT复合板和传统轻质GMT复合板模制的底护板的性能对比。
表1
实施例1在现有轻质GMT复合板材毡网内部引入微球发泡剂3，微球发泡剂3的引入使玻璃纤维间的连接方式更加多样化，除传统的点连接外，微球发泡剂3作为连接桥梁将其周边的玻璃纤维束缚在一起，微球发泡剂3之间又彼此相连接，如图2所示，这些多样化的连接方式使复合板材内部毡网结构发生了根本改变，因而所制备的底护产品在同等密度下相比对比例1机械性能提高明显，与传统高密度GMT复合板对比例2机械性能相当，从而使其在保证汽车安全性和强度特性的前提下，减少自身材料用量，实现超轻化的目的。另外所制备的超轻高强GMT板材在二次成型底护产品过程中,在玻璃纤维内应力和微球发泡剂3的双重作用下，厚度膨松扩展至原来的5.7倍，相比对比例1提高了2倍以上，以此复合板材模制的底护产品相比对比例2虽在机械性能上相当，但是所得产品中板材孔隙率高，产品中存有大量渗入空气，提高了声传播的粘滞阻力，因而制品NVH性能提高明显，如图3所示。
实施例2
一种用于制备汽车顶棚部件的高吸音型超轻高强GMT复合板材，由作为粘结基体的45wt％热塑性ES纤维，作为增强材料的52wt％植物纤维和具有改变增强纤维2间格点连接方式调整板材膨化比功效的3wt％微球发泡剂3组成，并通过热压制成汽车顶棚用超轻高强GMT复合板材，复合板材的面密度为600g/m2。
将所得超轻高强GMT复合板材通过如下工艺制备汽车顶棚部件：
1)、将复合板材放入烘箱中，加热至180-210℃，使板材在植物纤维内应力和微球发泡剂3的双重作用下，厚度膨松扩展至原来的8倍；
2)、上表面覆盖热轧无纺布，下表面覆盖表面装饰用的泡棉针织面料；
3)、根据顶棚产品性能要求，通过调节膨化后的压缩比，模制成大面厚度为5mm体密度为0.12g/cm3的汽车顶棚产品。对比例3
一种用于制备汽车顶棚部件的传统轻质GMT复合板材，由作为粘结基体的48wt％热塑性ES纤维和作为增强材料的52wt％植物纤维组成，并通过热压制成汽车顶棚用传统轻质GMT复合板材，复合板材的面密度为600g/m2。
将所得传统轻质GMT复合板材通过如下工艺制备汽车棚部件：
(1)将复合板材放入烘箱中，加热至180-210℃，板材仅在植物纤维内应力的作用下，厚度膨松扩展至原来的2.2倍；
(2)上表面覆盖热轧无纺布，下表面覆盖表面装饰用的泡棉针织面料；
(3)根据顶棚产品性能要求，调节膨化后的压缩比，模制成大面厚度为5mm体密度为0.12g/cm3的汽车顶棚产品。
对比例4
一种用于制备汽车顶棚部件的传统轻质GMT复合板材，由作为粘结基体的48wt％热塑性ES纤维和作为增强材料的52wt％植物纤维组成，并通过热压制成汽车顶棚用传统轻质GMT复合板材，复合板材的面密度为800g/m2。
将所得传统轻质GMT复合板材通过如下工艺制备汽车棚部件：
(1)将复合板材放入烘箱中，加热至180-210℃，板材仅在植物纤维内应力的作用下，厚度膨松扩展至原来的2.5倍；
(2)上表面覆盖热轧无纺布，下表面覆盖表面装饰用的泡棉针织面料；
(3)根据顶棚产品性能要求，调节膨化后的压缩比，模制成大面厚度为5mm体密度为0.16g/cm3的汽车顶棚产品。
下表2中显示了利用本发明所述超轻高强GMT复合板和传统轻质GMT复合板模制的汽车顶棚部件的性能对比。
表2
实施例2在现有轻质GMT复合板材毡网内部引入微球发泡剂3，微球发泡剂3的引入使增强纤维2间的连接方式更加多样化，除传统的点连接外，微球发泡剂3作为连接桥梁将其周边的植物纤维束缚在一起，微球发泡剂3之间又彼此相连接，这些多样化的连接方式使复合板材内部毡网结构发生了根本改变，因而所制备的顶棚产品在同等密度下相比对比例3机械性能提高明显，与传统高密度GMT复合板对比例4机械性能相当，从而使其在保证汽车安全性和强度特性的前提下，减少自身材料用量，实现超轻化的目的。另外所制备的超轻高强GMT板材在二次成型顶棚产品过程中,在植物纤维内应力和微球发泡剂3的双重作用下，厚度膨松扩展至原来的8倍，相比对比例3提高了近4倍，以此复合板材模制的顶棚产品相比对比例4虽在机械性能上相当，但是所得产品中板材孔隙率高，产品中存有大量渗入空气，提高了声传播的粘滞阻力，因而制品NVH性能提高明显，如图4所示。
实施例3
一种用于制备汽车行李架搁物板的高吸音型超轻高强GMT复合板材，由作为粘结基体的33wt％热塑性聚乙烯纤维20wt％聚酯纤维，作为增强材料的45wt％玄武岩纤维和具有改变增强纤维2间格点连接方式调整板材膨化比功效的2wt％微球发泡剂3组成，并通过热压制成汽车行李箱搁物板用超轻高强GMT复合板材，复合板材面密度为1600g/m2。
将所得超轻高强GMT复合板材通过如下工艺制备汽车行李箱搁物板：
(1)将复合板材放入烘箱中，加热至180-210℃，使板材在玄武岩纤维内应力和微球发泡剂3的双重作用下，厚度膨松扩展至原来的6倍；
(2)上表面覆盖热轧无纺布，下表面覆盖表面装饰用的针织面料；
(3)根据汽车行李架搁物板性能要求，通过调节膨化后的压缩比，模制成大面厚度为5mm体密度为0.32g/cm3的汽车行李架搁物板。
对比例5
一种用于制备汽车行李架搁物板的传统轻质GMT复合板材，由作为粘结基体的33wt％热塑性聚乙烯纤维22wt％聚酯纤维和作为增强材料的45wt％玄武岩纤维组成，并通过热压制成汽车行李架搁物板用传统轻质GMT复合板材，复合板材面密度为1600g/m2。
将所得传统轻质GMT复合板材通过如下工艺制备汽车行李架搁物板：
(1)将复合板材放入烘箱中，加热至180-210℃，板材仅在玻璃纤维内应力的作用下，厚度膨松扩展至原来的3倍；
(2)上表面覆盖热轧无纺布，下表面覆盖表面装饰用的针织面料；
(3)根据汽车行李架搁物板的性能要求，调节膨化后的压缩比，模制成大面厚度为5mm体密度为0.32g/cm3的汽车行李架搁物板。
对比例6
一种用于制备汽车行李架搁物板的传统轻质GMT复合板材，由作为粘结基体的33wt％热塑性聚乙烯纤维22wt％聚酯纤维和作为增强材料的45wt％玄武岩纤维组成，并通过热压制成汽车行李架搁物板用传统轻质GMT复合板材，复合板材面密度为2000g/m2。
将所得传统轻质GMT复合板材通过如下工艺制备汽车行李架搁物板：
(1)将复合板材放入烘箱中，加热至180-210℃，板材仅在玄武岩纤维内应力的作用下，厚度膨松扩展至原来的3.1倍；
(2)上表面覆盖热轧无纺布，下表面覆盖表面装饰用的针织面料；
(3)根据汽车行李架搁物板的性能要求，调节膨化后的压缩比，模制成大面厚度为5mm体密度为0.40g/cm3的汽车行李架搁物板。
下表3中显示了利用本发明所述超轻高强GMT复合板和传统轻质GMT复合板模制的汽车行李箱搁物板的性能对比。
表3
实施例3在现有轻质GMT复合板材毡网内部引入微球发泡剂3，微球发泡剂3的引入使增强纤维2间的连接方式更加多样化，除传统的点连接外，微球发泡剂3作为连接桥梁将其周边的玄武岩纤维束缚在一起，微球发泡剂3之间又彼此相连接，这些多样化的连接方式使复合板材内部毡网结构发生了根本改变，因而所制备的汽车行李架搁物板产品在同等密度下相比对比例5机械性能提高明显，与传统高密度GMT复合板对比例6机械性能相当，从而使其在保证汽车安全性和强度特性的前提下，减少自身材料用量，实现超轻化的目的。另外所制备的超轻高强GMT板材在二次成型汽车行李架搁物板产品过程中,在玄武岩纤维内应力和微球发泡剂3的双重作用下，厚度膨松扩展至原来的6倍，相比对比例5提高了近2倍，以此复合板材模制的汽车行李架搁物板相比对比例6虽在机械性能上相当，但是所得产品中板材孔隙率高，产品中存有大量渗入空气，提高了声传播的粘滞阻力，因而制品NVH性能提高明显。
以上列举的仅是本发明的一些具体实施例，显然，本发明不限于以上实施例，还可以有许多变形，本领域的普通技术人员能从本发明公开的内容直接导出或联想到的所有变形，均应认为是本发明的保护范围。

Claims (7)

1.一种用于制备汽车内外饰件的高吸音型超轻高强GMT复合板材，其特征在于，所述复合板材由作为粘结基体的30wt-70wt％热塑性合成纤维(1)，作为增强材料的29wt-67wt％增强纤维(2)和1wt-3wt％微球发泡剂(3)组成，并通过热压制成汽车内外饰用超轻高强GMT复合板材，所述的微球发泡剂(3)之间彼此相连，所述的微球发泡剂(3)与其周边的增强纤维(2)相互束缚连接，所述的微球发泡剂(3)用于改变增强纤维(2)间格点连接方式调整板材膨化比，将所述的GMT复合板材制备产品，包括以下步骤：
1)将复合板材放入烘箱中，加热至180-210℃，使板材在增强纤维(2)内应力和微球发泡剂(3)的双重作用下，厚度膨松扩展至原来的5-10倍；
2)根据产品性能要求，调节膨化后的压缩比来模制多厚度变化高孔隙率产品，控制制品的体积密度0.05g/cm3-0.5g/cm3之间。
2.根据权利要求1所述的用于制备汽车内外饰件的高吸音型超轻高强GMT复合板材，其特征在于，所述的GMT复合板材的面密度为500-2000g/m2。
3.根据权利要求2所述的用于制备汽车内外饰件的高吸音型超轻高强GMT复合板材，其特征在于，所述复合板材中的微球发泡剂(3)包括聚合物壳体和其包裹的发泡剂，所述聚合物壳体为由丙烯酸酯类聚合物构成的单层或双层结构，所述发泡剂为乙烷、丙烷、丙烯、异丁烷、丁烯、异丁烯、正戊烷、异戊烷、石油醚中的一种或几种的混合物。
4.根据权利要求1或2或3所述的用于制备汽车内外饰件的高吸音型超轻高强GMT复合板材，其特征在于，所述微球发泡剂(3)的粒径为15～40μm，发泡起始温度为160-210℃，最大发泡体积倍率为5～10倍，发泡后的尺寸为75～400μm。
5.根据权利要求4所述的用于制备汽车内外饰件的高吸音型超轻高强GMT复合板材，其特征在于，所述热塑性合成纤维(1)选自聚丙烯纤维PP、聚乙烯纤维PE、聚酯纤维PET、ES纤维、尼龙纤维PA中的一种或几种。
6.根据权利要求1或5所述的用于制备汽车内外饰件的高吸音型超轻高强GMT复合板材，其特征在于，所述增强纤维(2)选自玻璃纤维、碳纤维、玄武岩纤维或植物纤维中的一种或几种。
7.根据权利要求1或2或3或5所述的用于制备汽车内外饰件的高吸音型超轻高强GMT复合板材，其特征在于，所述复合板材还包括粘合在其表面的上表层和/或下表层，所述上表层和/或下表层选自聚丙烯胶膜、聚乙烯胶膜、EVA胶膜、EAA胶膜、聚酯薄膜、热熔胶粉、无纺布或耐候、增强复合膜中的一种。
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