CN107471615B - 用于汽车应用的利用带状截面纤维的无纺布产品的制造和使用 - Google Patents

用于汽车应用的利用带状截面纤维的无纺布产品的制造和使用 Download PDF

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CN107471615B
CN107471615B CN201710423510.3A CN201710423510A CN107471615B CN 107471615 B CN107471615 B CN 107471615B CN 201710423510 A CN201710423510 A CN 201710423510A CN 107471615 B CN107471615 B CN 107471615B
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nonwoven fabric
fibers
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automotive
staple fibers
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CN107471615A (zh
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K·M·小怀特塞尔
S·B·西蒙斯
E·F·威尔森
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Orrell solutions UK first limited
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Abstract

模制的汽车非纺织织物和其相关制造方法包括具有2‑10的宽厚比和2‑30的丹尼尔数的平的短纤维。所述模制的汽车非纺织织物是三维(3D)结构，其包括适应所述汽车的金属汽车地板底盘的一个或多个突出或凹陷。

Description

用于汽车应用的利用带状截面纤维的无纺布产品的制造和 使用
领域
本公开涉及用于汽车应用的利用带状截面纤维的无纺布产品的制造和使用。
背景
许多汽车部件使用纺织织物和无纺织物二者制造。这样的部件包括模压地板系统、地垫，后备箱垫、座椅靠背、后置物板和货仓。无纺织物显示了帮助降低汽车重量同时改善舒适性和美学、耐磨损性、耐化学品性、隔热和隔声特性的潜力。然而，特别是传统的针刺织物在模制过程中往往无光泽或扭曲。另外，继续发展的目标是推动织物的重量和成本下降，同时保持(如果没有进一步改善的话)目前使用的、更重的纺织织物和非纺织织物所显示的性能。
概述
本公开的一个方面涉及模制的汽车非纺织织物，其包括具有2-10的宽厚比和2-30的丹尼尔数的平的短纤维。所述无纺布优选显示比包含相同丹尼尔数的圆短纤维的模制无纺布大30％的耐磨损性，通过泰坦磨耗方法使用1,000gm重量和H18轮测定。
在上述方面的一些实施方案中，所述平的短纤维包含选自下列中一种或多种的热塑性材料：聚酯或聚丙烯。另外，在上述实施方案中的任何一个中，粘结剂纤维以0.1-50重量％范围内的量存在，基于所述平的短纤维和所述粘结剂纤维的总重量计。
另外，在上述实施方案中的任何一个中，所述模制的汽车非纺织织物还包含以下层中的一个或多个：胶乳，聚合物，和粘结剂纤维。而且，在上述实施方案中的任何一个中，所述模制的汽车非纺织织物还包含一个或多个另外的纺织织物、无纺织物、聚合物薄膜和金属薄膜的层。
在另一方面，本公开涉及制造模制的汽车非纺织织物的方法。所述方法包括提供具有2-10的宽厚比和2-30的丹尼尔数的平的短纤维，机械粘合所述平的短纤维以形成无纺布，和将所述无纺布模制成适应金属的汽车地板底盘的轮廓的三维(3D)形状。在一些实施方案中，所述平的短纤维优选通过针刺机械粘合。另外，在上述方面的一些实施方案中，所述平的短纤维由以下热塑性材料中的一种或多种形成：聚酯或聚丙烯。
在上述实施方案中的任何一个中，所述方法还包括给所述平的短纤维提供粘结剂纤维，其中所述粘结剂纤维以0.1-50.0重量％范围内的量存在，基于所述平的短纤维和所述粘结剂纤维的总重量计。在上述实施方案中的任何一个中，所述方法可以还包括在模制成适应金属的汽车地板底盘的轮廓的三维形状之前热粘合所述无纺布。
在上述方面的另一些实施方案中，所述方法还包括在所述无纺布的模制之前提供以下层中的一个或多个：胶乳、聚合物层和粘结剂纤维。另外，在上述实施方案中的任何一个中，所述无纺布可以包括一个或多个另外的纺织织物、无纺织物、聚合物薄膜和金属薄膜的层。
在又一个方面，本公开涉及无纺布汽车部件，其包含上面所述的汽车非纺织织物，其中所述的汽车部件选自下列中之一：模压地板系统、地垫，后备箱垫、座椅靠背、后置物板和货仓。
附图简要说明
参考结合附图所做的本文中所述实施方案的以下描述，本公开的上述特征和其它特征以及获得它们的方式将变得更显而易见和被更好地理解，其中:
图1a是显示圆构型的传统短纤维的一个实施方案的示意性剖视图；
图1b是通常显示长方形构型的平短纤维的一个实施方案的示意性剖视图；
图2a是在2000倍放大倍率下取得的传统的圆短纤维的一个实例的剖视图像；和
图2b是在2000倍放大倍率下取得的带形平短纤维的一个实例的剖视图像。
详细描述
本公开涉及用于汽车应用的、利用带状截面纤维的无纺布产品的制造和使用。这样的应用包括模压地板系统、地垫、后备箱垫、座椅靠背、后置物板和货仓。所述无纺布产品显示相对更低的单位面积重量，但是保持和胜过更重重量的产品所显示的机械、触觉和视觉性能。
特别地，本文的模压地板系统应被理解为指三维模压产品(例如通过压缩模制)，其追踪和适应汽车地板底盘的形状或轮廓。所述汽车地板底盘通常被理解为形成汽车的地板和用作大多数结构和机械部件的基础的片状金属冲压件，传动系统、悬挂系统和其它部件可以附着在其上。因此，三维结构本身包括多个从所述地板突出的区域以及多个限定凹进所述地板的凹陷的位置。
本公开的无纺布利用相对平的短纤维，所述短纤维在它们的构造中显示带状横截面。短纤维通常显示如图1a中图示的圆的或圆形横截面，其中宽厚比(宽度/厚度)小于2，例如在0.1-1.9的范围内，优选1.0。另外，这样的传统的、圆的短纤维可以具有2-30范围内的丹尼尔数。图2a是所述圆的短纤维的横截面图像。据信呈该构型的纤维被用在98％的汽车应用中使用的无纺布中。
另一方面，平的短纤维可以被理解为这样的纤维，其显示具有2或更大，例如2.0-10.0(包括其间的所有值和范围)，优选3-5的宽厚比(宽度/厚度)的横截面，如图1b中所图示。本文中的所述平的短纤维还优选具有2-30(包括其间的所有值和范围)，优选4-8的丹尼尔数。而且，所述短纤维可以具有大于0.5mm，例如0.5mm-150mm(包括其间的所有值和范围)的长度。应该明白，所述宽度、厚度和长度是在最长的线性尺寸处测量的。在一些实施方案中，所述平的短纤维由热塑性塑料形成，并且优选地，所述热塑性塑料包括下列中的一种或多种：聚酯或聚丙烯。如在图2b的图像中看到的，所述平的短纤维可以显示长方形的带状构型。应注意到，图2b图解说明了所述短纤维的表面不必是平的，而是可以显示一定的表面变化度或粗糙度。
可以通过机械粘合技术、化学粘合技术、热粘合技术或它们的组合将所述短纤维形成无纺布。优选地，所述短纤维通过针刺法机械成型。然而，水刺法或缝合粘合法也被想到。在机械成型后，所述纤维然后可以被化学粘合、热粘合或二者。在一些实施方案中，化学粘合通过使用以连续或不连续的方式施加的粘合剂实现，使用粉末、喷雾或液体粘合剂。热粘合通过使用超声波粘合、热点粘合或压延实现。
如上面提到的，所述无纺布还可以经受模制如压缩模制处理，其中所述无纺布被成型成三维构型，该三维构型通常将追踪和适应金属汽车地板底盘的轮廓(突出和/或凹陷)。以这样的方式，可以理解本文中的无纺布将因此是被模制成一定形状的无纺布，使得它将具有通常将匹配金属汽车地板底盘的轮廓和与金属汽车地板底盘的轮廓对齐的突出和/或凹陷或其它三维(3D)浮雕图案，使得它可以放置在所述金属汽车地板底盘上面并嵌套于所述金属汽车地板底盘，并且紧密结合和适应这样的金属轮廓。因此，存在在本文中的所述模制的无纺布上的多个突出和凹陷将与所述金属汽车地板底盘的多个突出和凹陷对齐和适应所述金属汽车地板底盘的多个突出和凹陷。任选地，所述模制的无纺布可以包括位于其本身和所述地板底盘之间的一些吸声衬垫或其它材料，它们也被以类似的方式与所述无纺布一起模制。
在一些具体的实施方案中，粘结剂纤维被结合到所述无纺布中。所述粘结剂纤维选自单组分纤维，包括两种聚合物组分的双组分纤维，或包括超过两种聚合物组分的多组分纤维。当存在时，粘结剂纤维可以以0.1-50重量％范围内的量存在，基于所述平的短纤维和所述粘结剂纤维的总重量计。所述粘结剂纤维可以被理解为在小于所述平的短纤维的熔融温度的温度下开始融化和变形的纤维。优选地，所述粘结剂纤维的熔融温度比所述平的短纤维的熔融温度低至少10℃，例如比所述平的短纤维的熔融温度低10℃-30℃，包括其间的所有值和范围。而且，所述粘结剂纤维可以由热塑性聚合物如丙烯酸系聚合物，乙酸酯聚合物，聚氯乙烯，聚乙烯醇，聚乙烯或聚丙烯形成。另外，所述粘结剂纤维的使用可以帮助改善机械性能。替代地，或者除使用所述粘结剂纤维外，所述无纺布可以包括一个或多个胶乳或聚合物薄膜层，以将所述纤维结合和固定在一起。
在比较使用相同丹尼尔数的传统圆纤维和平的纤维的针刺无纺布中，已发现所述平的纤维显示了很多改进。例如，与利用相同丹尼尔数的传统圆形纤维形成的模制无纺布相比，利用平的纤维形成的模制无纺布显示了更少的消光和变形。当所述无纺布被模制时，传统的、圆横截面的无纺布在深度拉伸的区域可以显示桩变形(pile distortion)。所述平横截面的纤维使得在相同的深度拉伸区域中的桩变形度最小化。另外，所述圆形纤维显示相对更粗糙的手感，而所述平的纤维在相同丹尼尔数下显示相对更软的、更精致的手感。还已经发现，包括所述平的短纤维的无纺布显示最高达30％的耐磨损性增加。这一改进允许在与传统圆横截面相等的耐磨损性性能情况下最高达20％的重量降低。所述耐磨损性通过泰伯磨耗测试使用1000gm重量和H18轮在所述圆的和平的横截面无纺布二者上测试。对于相同的给定重量，在所述平的短纤维材料上至失败的圈数高最高达30％。
如上面提到的，本文中的模制的无纺布可以与一个或多个材料层组合。例如，可以包括另外的无纺织物或纺织织物层以及聚合物层或金属薄膜层。而且，胶乳或其它粘合剂层可以被结合到所述产品中。所述各种层可以被缝合或粘合在一起，并且具有这样的附加层的无纺布然后可以被模制成适应金属汽车地板底盘的三维形状。因此，所述无纺布可以通过诸如压缩模制和/或热成型之类的方法形成。镶边也可以被附加在所述无纺布的边缘，以将多个层状物结合在一起或防止所述边缘的磨损。

Claims (13)

1.制造模制的汽车非纺织织物的方法，该方法包括:
提供具有2-10的宽厚比和2-30的丹尼尔数的平的短纤维；
机械粘合所述平的短纤维以形成无纺布；和
将所述无纺布模制成三维模制产品，该三维模制产品的形状适应金属的汽车地板底盘，
其中所述模制的汽车非纺织织物显示比包含相同丹尼尔数的圆短纤维的模制无纺布大的耐磨损性，通过泰坦磨耗方法使用1,000gm重量和H18轮测定。
2.权利要求1的方法，其中所述平的短纤维被通过针刺机械粘合。
3.权利要求1的方法，其中所述平的短纤维由以下热塑性材料中的一种或多种形成：聚酯或聚丙烯。
4.权利要求1的方法，该方法还包括给所述平的短纤维提供粘结剂纤维，其中所述粘结剂纤维以0.1-50.0重量％范围内的量存在，基于所述平的短纤维和所述粘结剂纤维的总重量计。
5.权利要求1的方法，该方法还包括给所述无纺布提供以下层中的一个或多个：胶乳、聚合物层和粘结剂纤维。
6.权利要求1的方法，该方法还包括给所述无纺布提供一个或多个另外的层，所述层包含纺织织物、无纺织物、聚合物薄膜和金属薄膜。
7.权利要求1的方法，其中所述三维无纺布模制产品包括多个突出和凹陷，所述金属汽车地板底盘包括多个突出和凹陷，并且所述无纺布的突出和凹陷与所述金属汽车地板底盘的多个突出和凹陷对齐。
8.模制的汽车非纺织织物，其包含:
具有2-10的宽厚比和2-30的丹尼尔数的平的短纤维，其中所述无纺布的形状被构建成适应金属汽车地板底盘，并且其中所述模制的汽车非纺织织物显示比包含相同丹尼尔数的圆短纤维的模制无纺布大的耐磨损性，通过泰坦磨耗方法使用1,000gm重量和H18轮测定。
9.权利要求8的模制的汽车非纺织织物，其中所述汽车非纺织织物显示比包含相同丹尼尔数的圆短纤维的无纺布大30％的耐磨损性，通过泰坦磨耗方法使用1,000gm重量和H18轮测定。
10.权利要求8的模制的汽车非纺织织物，其中所述平的短纤维包含选自下列中一种或多种的热塑性材料：聚酯或聚丙烯。
11.权利要求8的模制的汽车非纺织织物，其还包含以0.1-50重量％范围内的量存在的粘结剂纤维，基于所述平的短纤维和所述粘结剂纤维的总重量计。
12.权利要求8的模制的汽车非纺织织物，其还包含以下层中的一个或多个：胶乳、聚合物和粘结剂纤维。
13.权利要求10的模制的汽车非纺织织物，还包含一个或多个另外的纺织织物、无纺织物、聚合物薄膜和金属薄膜的层。
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