CN103510274B - 车用噪音吸收织物及其制造方法 - Google Patents

车用噪音吸收织物及其制造方法 Download PDF

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CN103510274B
CN103510274B CN201210385875.9A CN201210385875A CN103510274B CN 103510274 B CN103510274 B CN 103510274B CN 201210385875 A CN201210385875 A CN 201210385875A CN 103510274 B CN103510274 B CN 103510274B
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adhesive
fabric
thermosetting resin
fiber
bonded fabric
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CN103510274A (zh
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金槿英
徐源振
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Hyundai Motor Co
Kia Corp
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Kia Motors Corp
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Abstract

本发明公开了车用的噪音吸收织物及其制造方法。该车用噪音吸收织物包括单层无纺织物和粘合剂。单层无纺织物由细度为约1旦尼尔至约15旦尼尔且厚度为约3mm至约20mm的超级纤维例如芳纶纤维形成。粘合剂与无纺织物位于同一层，以保持无纺织物的三维形状。

Description

车用噪音吸收织物及其制造方法
技术领域
本发明涉及一种车用噪音吸收织物以及制造该噪音吸收织物的方法。更具体地，本发明涉及车用的噪音吸收织物以及制造该噪音吸收织物的方法，其中该噪音吸收织物可用于约200℃或更高的高温应用，例如车辆的发动机和排气系统。
背景技术
通常将多种吸音和隔音（sound block）材料安装在车身的多个部件上以阻隔并吸收噪音。例如，具有吸音和/或隔音性质的材料可用于阻隔和/或吸收在车辆的发动机舱或动力传动系统内产生的噪音，以防止噪音进入车辆的内部乘客舱。这些吸音和隔音材料的设计对于车辆设计而言是很重要的因素。
车用吸音和隔音材料设计中最重要的因素是在合适的位置安装合适的具有充分吸音和隔音特性的吸音和隔音材料。
目前，广泛使用聚对苯二甲酸乙二醇酯（PET）、聚氨酯、玻璃棉、和树脂毡作为吸音和隔音材料。
然而，上述材料仅仅在约200℃或更低的温度下适用。具体而言，这些材料的耐用性在约200℃或更高的高温条件下迅速降低，这妨碍了将其应用到位于例如发动机和排气系统等噪音源附近的部件上。上述在背景部分公开的信息仅用于增强对本发明背景的理解，因此其可能含有不构成为本国领域内普通技术人员已经知晓的现有技术的信息。
发明内容
本发明提供车用噪音吸收织物以及制造该噪音吸收织物的方法。本发明的噪音吸收织物可以应用到邻近噪音源例如发动机和排气系统的部件上，并通过在高温条件下保持耐用性而提供可靠的吸音性能。具体而言，根据本发明的噪音吸收织物利用具有充分耐热性的超级纤维，而不是普通材料例如聚对苯二甲酸乙二醇酯（PET）。
一方面，本发明提供车用噪音吸收织物，包括：由超级纤维形成的单层无纺织物，以及与无纺织物位于同一层以维持无纺织物的三维形状的粘合剂。超级纤维可以选自任何已知的超级纤维，例如芳纶、聚苯并噁唑（PBO）、聚苯并咪唑（PBI）、聚酰亚胺（PI）、和碳纤维。根据多个实施方式，超级纤维是细度为约1旦尼尔至约15旦尼尔且厚度为约3mm至约20mm的纤维。在示例性实施方式中，超级纤维是细度为约1旦尼尔至约15旦尼尔且厚度为约3mm至约20mm的芳纶纤维。
在一个示例性实施方式中，无纺织物的面密度（areal density）为约200g/m2至约1,200g/m2。
另一方面，本发明提供用于制造车用噪音吸收织物的方法，包括：利用超级纤维形成无纺织物；将无纺织物浸渍到热固性树脂溶液中；使浸渍过的无纺织物干燥；并在高温下使干燥的无纺织物固化以用作车辆组件。无纺织物可以由任何已知的超级纤维形成，例如芳纶、聚苯并噁唑（PBO）、聚苯并咪唑（PBI）、聚酰亚胺（PI）、和碳纤维。在多个实施方式中，超级纤维的细度为约1旦尼尔至约15旦尼尔，且厚度为约3mm至约20mm。根据一个示例性实施方式，超级纤维是细度为约1旦尼尔至约15旦尼尔且厚度为约3mm至约20mm的芳纶无纺织物。无纺织物可以通过任何合适的用来形成无纺织物的已知方法形成，例如可以通过针刺工序形成。
在一个示例性实施方式中，通过连续地进行上下针、下上针和上下针而形成无纺织物。
在另一个示例性实施方式中，在针刺工序中通过约30次/cm2至约350次/cm2的针刺动程形成无纺织物。
在又一个示例性实施方式中，热固性树脂溶液包含环氧树脂、固化剂、催化剂、阻燃剂的组合，并且还可包括余量的溶剂。具体地，热固性树脂溶液可包括约10wt%至约60wt%的环氧树脂、约2wt%至约10wt%的固化剂、约1wt%至约5wt%的催化剂、约10wt%至约40wt%的阻燃剂、以及余量的溶剂。
下面讨论本发明的其它方面和示例性实施方式。
附图说明
现在将参考本发明的在附图中图示的某些示例性实施方式来详细地描述本发明的上述和其它特征，这些实施方式在下文中仅以示例的方式给出，因此不限制本发明，其中：
图1是示出根据本发明实施方式的车用噪音吸收织物的隔热功能的视图；
图2是间位芳纶纤维的结构式的视图；
图3是对位芳纶纤维的结构式的视图；
图4是示出根据本发明实施方式的车用噪音吸收织物的吸音性能评价结果的曲线图；
图5是示出根据本发明实施方式的车用噪音吸收织物的隔热性能比较结果的图表。
应当理解，所附的附图并非必然成比例，而是呈现说明本发明基本原理的各种优选特征的略微简化的表示。本文公开的本发明的具体设计特征，包括，例如，具体的尺寸、取向、位置和形状将部分取决于具体的既定用途和使用环境。
在附图中，附图标记在附图的几张图中通篇指代本发明的相同或等同部件。
具体实施方式
下面将详细地参照本发明的各个实施方式，其实施例图示在附图中，并在下文加以描述。尽管将结合示例性实施方式说明本发明，但应当理解，本说明书无意于将本发明局限于这些示例性实施方式。相反，本发明意在不仅涵盖示例性实施方式，还要涵盖各种替代、修改、等效物和其它实施方式，这些均包括在由所附权利要求限定的本发明的精神和范围内。
应理解，本文使用的术语“车辆”或“车辆的”或其它类似术语包括通常的机动车，例如，包括多功能运动车（SUV）、公共汽车、卡车、各种商务车的客车，包括各种船只和船舶的水运工具，飞行器等等，并且包括混合动力车、电动车、插入式混合电动车、氢动力车和其它代用燃料车（例如，来源于石油以外的资源的燃料）。如本文所提到的，混合动力车是具有两种或多种动力源的车辆，例如，具有汽油动力和电动力的车辆。
本文使用的术语仅是为说明特定实施方式，而不是意在限制本发明。本文所使用的单数形式“一个”、“一种”、“该”也意在包括复数形式，除非上下文中另外清楚指明。还应当理解的是，当在说明书中使用时，术语“包含”和/或“包括”是指所述特征、整数、步骤、操作、元件/元素和/或部件的存在，但是不排除一个或多个其它特征、整数、步骤、操作、元件/元素、部件和/或其群组的存在或添加。本文所使用的术语“和/或”包括一个或多个相关所列项的任何和所有组合。
除非具体说明或从上下文清晰得出，本文中所用的术语“约”应理解为在本领域的正常容许范围内，例如在均值的2个标准差内。“约”可以理解为在所述值的10%、9%、8%、7%、6%、5%、4%、3%、2%、1%、0.5%、0.1%、0.05%或0.01%内。除非另外从上下文清晰得出，本文提供的所有数值都由术语“约”所修饰。
本文中的范围应理解为该范围内所有数值的简略表达。例如，1～50的范围应理解为包括任何数字、数字的组合、或由1、2、3、4、5、6、7、8、9、10、11、12、13、14、15、16、17、18、19、20、21、22、23、24、25、26、27、28、29、30、31、32、33、34、35、36、37、38、39、40、41、42、43、44、45、46、47、48、49、或50组成的子范围、以及所有介于上述整数间的带小数的值，例如，1.1、1.2、1.3、1.4、1.5、1.6、1.7、1.8、和1.9。对于子范围，具体考虑从范围内的任意端点延伸的“嵌套子范围”。例如，示例性范围1~50的嵌套子范围可以包括一个方向上的1~10、1~20、1~30和1~40，或在另一方向上的50~40、50~30、50~20和50~10。
下面讨论本发明的上述和其它特征。
在下文中，将参照附图说明地描述本发明的示例性实施方式。
图1是示出根据本发明实施方式的车用噪音吸收织物的隔热功能的视图。图2是间位芳纶纤维的结构式的视图。图3是对位芳纶纤维的结构式的视图。
本发明涉及车用噪音吸收织物以及制造该噪音吸收织物的方法，其即使在约200℃或更高的高温下也可以确保吸音性能。
车用噪音吸收织物可应用到经受200℃或更高高温的区域上。具体而言，通过使用噪音吸收织物中的超级纤维，可以吸收并阻隔来自车辆部件比如发动机和排气系统的振动和噪音。
使用超级纤维制造的噪音吸收织物还可具有隔热功能。如图1所示，当对噪音吸收织物的一侧施加升高温度的热量时，热量可被噪音吸收织物阻隔，从而使相反侧的热量减少。如上所述，在25mm的本发明噪音吸收织物的一侧施加约1000℃的热，相反侧温度降低至约250℃，而在50mm的本发明噪音吸收织物的一侧施加约1000℃的热，则相反侧的温度降低至约120℃。因此，总体而言，随着噪音吸收织物的厚度增加，隔热性能进一步增加。
本文所用的术语“超级纤维”通常是指任何与典型材料（例如，聚对苯二甲酸乙二醇酯（PET））相比具有优异的机械强度、耐热性和耐火性的材料。超级纤维的实例可包括，但不限于，芳纶、聚苯并噁唑（PBO）、聚苯并咪唑（PBI）、聚酰亚胺（PI）、和碳纤维。
具体而言，芳纶是酰胺键（-CONH-）与芳香环例如苯环连接形成聚酰胺聚合物的芳香族聚酰胺纤维，因此不同于脂肪族聚酰胺（尼龙）。
根据多个实施方式，芳纶纤维可以通过芳香族聚酰胺的纺丝而制得，并且可以划分为间位芳纶和对位芳纶。芳纶纤维也可包括市售产品，例如，分别为和
具体而言，对于间位芳纶纤维，是由Dupont Inc.于1967年开发的间位芳纶纤维的商标。间位芳纶还可得自Teijin的这些间位芳纶通常提供为例如细丝、短纤维（staple）、纱线和纸张等产品。间位芳纶，通常也被称为m-芳纶并且可指代本文中的这些。
间位芳纶还被广泛用于绝缘产品（绝缘纸和绝缘带）、耐热纤维（消防服和防火手套）、以及高温过滤器。
可通过在DMAc中熔融间苯二甲酰氯（IPC）与间苯二胺（MPD）进行反应而制造出间位芳纶。在和其它间位芳纶的情况中，可在反应后进行干纺。间位芳纶的结构式在图2中示出。
由于其弯曲的聚合物结构，间位芳纶可具有约22%至约40%的相对高的断裂伸长率。这样，间位芳纶更适合于染色，其对于纤维化可能是有利的。
关于对位芳纶纤维，是由Dupont Inc.于20世纪70年代早期开发的对位芳纶的商标。对位芳纶可从（Dupont）、（Teijin）、和（共聚物，Teijin）得到。对位芳纶通常提供为例如细丝、短纤维和纱线等产品。
对位芳纶具有比间位芳纶高出约三倍至七倍的强度和伸长率。因此，对位芳纶适合用作强化材料或保护材料。
可以通过在NMP中熔融对苯二甲酰氯（TPC）与对苯二胺（PPd）、之后进行湿纺而制造对位芳纶。对位芳纶的结构式在图3中示出。
对位芳纶因其线性高定向的分子结构而显示出高强度特性。而且，由于对位芳纶通常具有低的断裂伸长率和刚性结构，其伸长率和导电性可能是低的。通常，对位芳纶还具有高的耐热性、结构稳定性和撕裂强度，并且其热收缩性低。对位芳纶还表现出阻燃性（不因火焰而燃烧或改变）和自熄性（当火移除时火焰熄灭并停止燃烧）。
如上所述，由于芳纶纤维相比于PET和尼龙具有例如高耐热性和耐火性的优点，芳纶纤维可用于例如特定服装等的隔热装备、工业无纺织物、绝缘材料、以及强度增强的变压器或电动机。
根据本发明的实施方式，车用噪音吸收织物可包括由芳纶纤维形成的单层无纺织物。如此，可将芳纶纤维所表现的有利特性赋予噪音吸收织物。
以下，将详细描述根据本发明实施方式的车用噪音吸收织物的制造方法。
可通过任何常规的无纺纤维形成方法来形成无纺织物层，优选地，使用芳纶细丝进行针刺而形成无纺织物。
根据某些实施方式，仅间位芳纶被用来制造无纺织物。根据其他实施方式，仅对位芳纶被用来制造无纺织物。根据另一些实施方式，间位芳纶和对位芳纶二者的组合被用来制造无纺织物。
用作无纺织物用纱线的芳纶细丝的细度可以变化，通常在约1旦尼尔至约15旦尼尔的范围内。
在这种情况下，当细度小于约1旦尼尔或大于约15旦尼尔时，可能不能满足无纺织物所需的多种特性，并且/或者不能满足必要的粘合强度。因此，无纺织物用纱线的细度应该在约1旦尼尔至约15旦尼尔的范围内。
无纺织物堆积层（pile layer）的厚度可以变化，通常会是在约3mm至约20mm的范围内。当无纺织物堆积层的厚度小于约3mm时，可能难以提供适于车辆内外部材料的合适耐用性和成型性特性。另一方面，当无纺织物堆积层的厚度大于约20mm时，织物的生产率可能下降，制造成本可能增加。
尽管无纺织物的重量可以变化，但考虑到性能和成本，通常在约200g/m2至约1,200g/m2的范围内。
根据本发明，芳纶无纺织物可以形成用来提供必要的厚度、粘结强度、和其它期望性质的物理桥（physical bridge）。可以通过连续工序，包括初次的上下预针刺、第二次的下上针刺、和第三次的上下针刺，并将通过梳理为二至十二倍所形成的约30g/m2至约100g/m2的网堆叠，来形成无纺织物。
在这种情况下，用于进行针刺的针可包括倒刺型的针。根据示例性实施方式，倒刺针的工作刃（working blade）为约0.5mm至约3mm，针长（从曲柄外部到针尖的距离，其中“曲柄”是指针顶端的90°弯曲）为约70mm至约120mm。
根据多个实施方式，针刺动程可以在约30次/m2至约350次/m2的范围内。
更优选地，无纺织物用纱线的细度在约1.5至约8旦尼尔的范围内，堆积层的厚度在约6mm至约13mm的范围内，且针刺动程在约120次/cm2至约250次/cm2的范围内。根据优选的实施方式，所形成的无纺织物的重量在约300g/cm2至约800g/cm2的范围内。
在得到无纺织物之后，可将车用噪音吸收织物形成为所期望的部件形状以用作车辆部件。
根据多个实施方式，通过将无纺织物浸渍到由热固性树脂材料形成的粘合剂中并从而进行粘合剂处理以进行后续的热压成型，由此将噪音吸收织物形成为所期望的形状。
具体而言，进行粘合剂处理以实现三维形状，而不是为实现粘合剂的典型目的，即提供粘合和联结。
换言之，使用芳纶纱线制造的无纺织物可浸渍到液体热固性树脂中，并可随后在高温下干燥并固化，以保持在高温下使用热固性树脂进行了固化的无纺织物的三维形状。
对于粘合剂处理，可使用典型的配方，比如固化剂、催化剂、溶剂、阻燃剂和具有优异耐热性的热固性树脂。根据优选的实施方式，热固性树脂包含环氧树脂。
根据多个实施方式，环氧树脂可选自双酚A二缩水甘油醚、双酚F二缩水甘油醚、聚丙二醇二缩水甘油醚（polyoxypropylene diglycidylether）、和双酚A二缩水甘油醚聚合物、及其组合。
根据多个实施方式，固化剂可选自双氰胺（diciandiamide）、尿素、和咪唑，或其组合。
根据多个实施方式，催化剂可选自双(二甲脲)化合物和季铵化DBU的四苯硼酸盐及其组合。
根据多个实施方式，溶剂可选自甲乙酮（MEK）、碳酸二甲酯（DMC）、二甲基甲酰胺（DMF）、和丙酮、及其组合。
根据多个实施方式，阻燃剂可选自三聚氰胺氰尿酸盐（酯）、三聚氰胺聚磷酸盐（酯）、聚磷酸铵、有机磷酸酯（盐）、及其组合。
根据多个实施方式，用于浸渍无纺织物的阻燃剂热固性树脂溶液的组成和含量可以如下所示：
1.环氧树脂：为基于热固性树脂溶液总重的约10至约60wt%
可添加环氧树脂以实现目标无纺织物的形状。当环氧树脂的含量小于热固性树脂溶液总重的约10wt%或大于热固性树脂溶液总重的约60wt%时，成型性和形状持久性（即，维持给定形状的能力）可能降低。因此，以基于热固性树脂溶液总重的约10wt%至约60wt%的量加入环氧树脂是可取的。
2.固化剂：为基于热固性树脂溶液总重的约2wt%至约10wt%
可添加固化剂通过与目标环氧树脂反应以实现机械强度和耐化学性。当固化剂的含量小于热固性树脂溶液总重的约2wt%时，机械强度可能降低。另一方面，当固化剂的含量大于热固性树脂溶液总重的约10wt%时，储存稳定性可能降低。因此，以基于热固性树脂溶液总重的约2wt%至约10wt%的量加入固化剂是可取的。
3.催化剂：为基于热固性树脂溶液总重的约1wt%至约5wt%
可加入催化剂，通过促进固化剂的交联而改进制造条件。当催化剂的含量小于热固性树脂溶液总重的约1wt%时，促进度可能较轻，使得反应性受限。当催化剂的含量大于热固性树脂溶液总重的约5wt%时，储存稳定性可能降低。因此，以热固性树脂溶液总重的约1wt%至约5wt%的量加入催化剂是可取的。
4.阻燃剂：为基于热固性树脂溶液总重的约10wt%至约40wt%
可加入阻燃剂以提供阻燃性。当阻燃剂的含量小于热固性树脂溶液总重的约10wt%时，阻燃剂特性可能较弱。当阻燃剂的含量大于热固性树脂溶液总重的约40wt%时，成型性可能降低。因此，以热固性树脂溶液总重的约10wt%至约40wt%的量加入阻燃剂是可取的。
可将芳纶无纺织物浸渍到如上制造的热固性树脂溶液中，然后在高温下干燥一定时间，并于高温下固化。
从而，形成具有优异耐热性的芳纶纤维无纺织物。热部件例如发动机和排气系统可被芳纶无纺织物覆盖，以吸收发动机和排气系统的振动和噪音，并且即使在暴露于高温条件下时也能确保吸音性能。
同时，芳纶无纺织物可以浸渍到热固性树脂中以进行粘合剂处理，以实现无纺织物的三维形状。因此，无纺织物可以以任意所期望的形状用于各种车辆部件。
以下，将详细描述本发明的实施例，但本发明并不局限于该实施例。
实施例
以下实施例示例说明本发明但并不意在限制本发明。
使用细度为约2旦尼尔且长度为约51mm的间位芳纶细丝进行针刺工序，以制造密度为约300g/m2的芳纶无纺织物。
以一浸一轧（轧液率300%）的方式将制得的无纺织物浸渍到阻燃剂热固性树脂溶液中。
在这种情况下，热固性树脂溶液包括约8wt%的双酚A二缩水甘油醚、约2wt%的双酚A二缩水甘油醚聚合物、约0.2wt%的双氰胺、约0.02wt%的双(二甲脲)化合物、约10%的三聚氰胺氰尿酸盐（酯）、以及约79.78wt%的DMC，其中所有重量百分比（wt%）都基于热固性树脂溶液的总重。
之后，将浸渍的无纺织物取出，并在约150℃的温度下干燥约五分钟。
接着，在约200℃的温度下进行约两分钟的固化。
当将通过上述方法制造的噪音吸收织物在约200℃至约260℃的耐热条件下应用到与噪音源邻近的部件时，吸音性能可最大化。而且，可以将噪音吸收织物应用到排气系统的高温金属部件上，以通过其隔热功能来保护周围的塑料和橡胶部件。
耐热性评价
在耐热箱中于约260℃的温度使根据本发明实施方式的噪音吸收织物老化（age）约300小时，检测外部并获得拉伸强度以进行耐热性评价。
在这种情况下，检查并确定外部上是否存在收缩或变形、表面剥落、起毛、和裂开。
在标准条件下，使用哑铃型No.1，五个试样于约200mm/min的拉伸速度下进行拉伸测试。
在温度为23±2℃和相对湿度为50±5%的标准条件下进行测试。在将试样于标准条件下保持约1小时以上后对其进行测试。
吸音性能评价
使用AlphaCabin测量混响吸收系数。
隔热性能评价
对隔热板施加热，直至热源方向的温度达到约250℃，同时在相反侧测量温度（即，与热量施加侧相反的一侧，“背侧”）。
作为上述性能评价的结果，在约260℃的高温下，在约300小时内，耐久性和不燃性均满足。
在耐热性评价之后，外表上没有异常，并且拉伸强度也符合工业标准。
图4是示出根据本发明实施方式的通过实施例制备的车用噪音吸收织物的吸音性能评价结果的图。图5是示出根据本发明实施方式的通过实施例制备的车用噪音吸收织物的隔热性能比较结果的图。
如图4所示，通过将芳纶无纺织物布置在排气系统处，可实现吸音效果。
同样，如图5所示，铝的隔热性能表现出从约250℃至约120℃的温度降低，芳纶无纺织物则显示出从约250℃至约115℃的温度降低。
因此，已表明，本发明的芳纶无纺织物在隔热性能方面优于铝（金属）。
在无纺织物通过粘合剂处理而固化三维形状、并被用于覆盖发动机和排气系统之后，测量内部噪音。结果示于表1。
表1
如表1所示，在使用根据本发明实施方式的噪音吸收织物进行发动机噪音的阻隔之前（初始）和之后（最终）的内部噪音，最多降低约3.4dB（其中表1中的所有单位都是dB，分贝）。
根据本发明实施方式的车用噪音吸收织物和制造噪音吸收织物的方法具有以下优点。
首先，无纺织物由具有优异耐热性的超级纤维（例如芳纶纤维）形成，用超级纤维无纺织物覆盖热部件比如发动机和排气系统以吸收发动机和排气系统的振动和噪音，并即使在暴露至升高的温度时也确保吸音性能。
第二，超级纤维无纺织物可浸渍到热固性树脂中进行粘合剂处理，以实现无纺织物的三维形状。因此，无纺织物可以以任意期望的形状应用于各种车辆部件。
已经参考其示例性实施方式详细描述了本发明。然而，本领域的技术人员应该意识到，可以在不偏离本发明的原理和精神的情况下对这些实施方式做出改变，本发明的范围由所附的权利要求及其等同方式限定。

Claims (11)

1.一种车用的噪音吸收织物，包括：
单层无纺织物，由细度为1旦尼尔至15旦尼尔且厚度为3mm至20mm的超级纤维形成；和
粘合剂，与所述无纺织物位于同一层，以保持所述无纺织物的三维形状，
其中所述超级纤维选自芳纶、聚苯并噁唑(PBO)、聚苯并咪唑(PBI)、聚酰亚胺(PI)、和碳纤维，
其中所述粘合剂由热固性树脂溶液形成，所述热固性树脂溶液包含10wt％至60wt％的环氧树脂、2wt％至10wt％的固化剂，催化剂、阻燃剂、以及余量的溶剂。
2.如权利要求1所述的噪音吸收织物，其中，
所述超级纤维是芳纶纤维。
3.如权利要求1所述的噪音吸收织物，其中，
所述无纺织物具有200g/m2至1,200g/m2的密度。
4.如权利要求1所述的噪音吸收织物，其中，
所述粘合剂由热固性树脂溶液形成，所述热固性树脂溶液包含1wt％至5wt％的催化剂、10wt％至40wt％的阻燃剂、以及余量的溶剂。
5.如权利要求1所述的噪音吸收织物，其中，
所述环氧树脂选自双酚A二缩水甘油醚、双酚F二缩水甘油醚、聚丙二醇二缩水甘油醚、和双酚A二缩水甘油醚聚合物、及其组合。
6.一种用于制造车用噪音吸收织物的方法，包括：
使用细度为1旦尼尔至15旦尼尔且厚度为3mm至20mm的超级纤维，通过针刺工序来形成无纺织物；
将所述无纺织物浸渍在热固性树脂溶液中；
使所述浸渍过的无纺织物干燥；以及
在至少200℃的温度下使所述干燥无纺织物固化，
其中所述超级纤维选自芳纶、聚苯并噁唑(PBO)、聚苯并咪唑(PBI)、聚酰亚胺(PI)、和碳纤维，
其中所述粘合剂由热固性树脂溶液形成，所述热固性树脂溶液包含10wt％至60wt％的环氧树脂、2wt％至10wt％的固化剂，催化剂、阻燃剂、以及余量的溶剂。
7.如权利要求6所述的方法，其中，
所述超级纤维是芳纶纤维。
8.如权利要求6所述的方法，其中，
通过连续地进行上下针刺、下上针刺和上下针刺来形成所述无纺织物。
9.如权利要求6所述的方法，其中，
在所述针刺工序中，通过30次/cm2至350次/cm2的针刺动程形成无纺织物。
10.如权利要求6所述的方法，其中，
所述热固性树脂溶液包含1wt％至5wt％的催化剂、10wt％至40wt％的阻燃剂、以及余量的溶剂。
11.如权利要求6所述的方法，其中，
所述环氧树脂选自双酚A二缩水甘油醚、双酚F二缩水甘油醚、聚丙二醇二缩水甘油醚、和双酚A二缩水甘油醚聚合物、及其组合。
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BR112014031545B1 (pt) 2021-08-24
WO2013191474A1 (ko) 2013-12-27
JP2015529834A (ja) 2015-10-08
ZA201409209B (en) 2016-01-27
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AU2013278082A2 (en) 2015-02-19
CN103510274A (zh) 2014-01-15
US20130341121A1 (en) 2013-12-26
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