CN115989347A - 用于降噪和抗压的纤维基组合物 - Google Patents

用于降噪和抗压的纤维基组合物 Download PDF

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CN115989347A
CN115989347A CN202180050382.7A CN202180050382A CN115989347A CN 115989347 A CN115989347 A CN 115989347A CN 202180050382 A CN202180050382 A CN 202180050382A CN 115989347 A CN115989347 A CN 115989347A
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layer
range
fiber composition
vehicle carpet
thickness
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T·阿里森
J·弗莱伊
E·威尔森
E·斯塔德特
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Orrell Solutions Uk First Ltd
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    • B60N3/042Arrangements or adaptations of other passenger fittings, not otherwise provided for of floor mats or carpets of carpets
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Abstract

本发明涉及用于车辆应用的降噪和抗压的纤维组合物。更具体地,所述纤维组合物适合于替代在车辆地毯应用中使用的膨胀聚丙烯泡沫垫。

Description

用于降噪和抗压的纤维基组合物
相关申请的交叉引用
本PCT申请要求获得2020年7月8日提交的美国临时申请系列号63/049427的权益,其全部披露内容通过引用并入本文中。
领域
本发明涉及用于车辆应用的降噪和抗压的纤维组合物。更具体地,所述纤维组合物适合于替代在车辆地毯应用中使用的膨胀聚丙烯泡沫垫。
背景
通常认为需要降低车辆乘客舱内的噪声水平。外部噪音,如道路噪音、发动机噪音、振动等,以及乘客室内发出的噪音,可以通过使用各种声学材料来衰减。因此,用于车辆(例如汽车)的声音衰减材料常规地用于仪表板中,连同用于地板的地毯,在轮舱中,在行李箱中,在发动机罩下,以及作为顶篷衬里的一部分。
关于车辆地毯结构的另一个考虑是确保任何此类结构也能提供OEM压缩测试要求的必要抗性。也就是说,除了降噪考虑因素外,车辆地毯结构通常必须满足各种特定加载协议(loading protocol)的压缩和恢复方面的某些限制。
关于给定的地毯结构,迄今为止,汽车行业已在各种地毯铺层(lay-up)中广泛使用膨胀聚丙烯(EPP)泡沫加强垫,从而提供相应的声学和压缩性能特性。通过使用替代材料来改善这种声学和压缩特性仍然是一个持续的目标,同时还可能降低成本。
总结
一种纤维组合物,其包含30重量%至75重量%粘合剂纤维、25重量%至70重量%车辆地毯废料回收物料(was te regrind),其中所述纤维组合物具有3.0mm至100.0mm范围内的厚度和20.0Kg/m3至200.0Kg/m3范围内的密度。该纤维组合物特别适合于替换在车辆地毯应用中使用的EPP垫。
一种车辆地毯结构,包括第一非织造面层、密度高于所述第一非织造面层的第二非织造层、膜层、长弹毛纤维层(shoddy fiber layer)和纤维组合物的背衬层,所述纤维组合物包含25重量%至70重量%的车辆地毯废料回收物料和30重量%至75重量%的粘合剂纤维,其中所述纤维组合物的厚度在3.0mm至100.0mm的范围内,并且密度在20.0Kg/m3至200.0Kg/m3的范围内。
一种车辆地毯结构,包括第一非织造面层、长弹毛纤维层和纤维组合物的背衬层,所述纤维组合物包含25重量%至70重量%的车辆地毯废料回收物料和30重量%至75重量%的粘合剂纤维,其中所述纤维组合物的厚度在3.0mm至100.0mm的范围内,并且密度在20.0Kg/m3至200.0Kg/m3的范围内。
一种车辆地毯结构,包括第一非织造面层、聚氨酯泡沫层和纤维组合物的背衬层,所述纤维组合物包含25重量%至70重量%的车辆地毯废料回收物料和30重量%至75重量%的粘合剂纤维,其中所述纤维组合物具有3.0mm至100.0mm范围内的厚度,并且具有20.0Kg/m3至200.0Kg/m3范围内的密度。
一种车辆地毯结构,包括第一非织造面层、具有比所述第一非织造面更高密度的第二非织造层、长弹毛纤维层和纤维组合物的背衬层,所述纤维组合物包含25重量%至70重量%的车辆地毯废料回收物料和30重量%至75重量%的粘合剂纤维,其中所述纤维组合物的厚度在3.0mm至100.0mm的范围内,并且密度在20.0Kg/m3至200.0Kg/m3的范围内。
一种车辆地毯结构,包括第一非织造面层、密度高于所述第一非织造面的第二非织造层、质量层(mass layer)、长弹毛纤维层和纤维组合物的背衬层,所述纤维组合物包含25重量%至70重量%的车辆地毯废料回收物料和30重量%至75重量%的粘合剂纤维,其中所述纤维组合物的厚度在3.0mm至100.0mm的范围内,并且密度在20.0Kg/m3至200.0Kg/m3的范围内。
一种车辆地毯结构,包括第一非织造面层、质量层、聚氨酯泡沫层和纤维组合物的背衬层,所述纤维组合物包含25重量%至70重量%的车辆地毯废料回收物料和30重量%至75重量%的粘合剂纤维,其中所述纤维组合物的厚度在3.0mm至100.0mm的范围内,并且密度在20.0Kg/m3至200.0Kg/m3的范围内。
一种车辆地毯结构,包括
第一非织造面层、第二非织造层、膜层、长弹毛纤维层和包含车辆地毯废料回收物料和粘合剂纤维的纤维组合物的背衬层,其中所述地毯结构指示以下的一种或多种:
(a)在200-2000Hz(1/3倍频程)的频率范围内,声音传输损耗为20-68dB;或
(b)插入损耗在400Hz(1/3倍频程)时为5.0dB至5000Hz(1/3频程)时为25.0dB的范围内;或
(c)在400Hz至1000Hz(1/3倍频程)的频率范围内,吸声系数大于0.7。
附图简述
图1A示出了本文中的纤维组合物在代表性五(5)层类型地毯结构中作为底层或背衬层的用途。
图1B示出了本文中的纤维组合物在代表性三(3)层类型结构中作为底层或背衬层的用途。
图1C示出了本文中的纤维组合物在另一种代表性的三(3)层类型结构中作为底层或背衬层的用途。
图1D示出了本文中的纤维组合物在代表性的四(4)层类型结构中作为底层或背衬层的用途。
图1E示出了本文中的纤维组合物在另一种代表性的五(5)层类型结构中作为底层或背衬层的用途。
图1F示出了本文中的纤维组合物在另一种代表性的四(4)层类型结构中作为底层或背衬层的用途。
图2是SAE J1400测试(2017年7月1日),提供了本文中用作图1的地毯结构中的底层或背衬层的纤维组合物的声音传输损耗(dB)与频率(Hz)(1/3倍频程)的关系图。
图3提供了APAMAT插入损耗测试的结果,即所识别样品的插入损耗(dB)与频率(Hz)(1/3倍频程)的关系图。
图4提供了所识别样品的吸声系数(α)与频率(Hz)(1/3倍频程)的关系图。
优选实施方案的详细描述
本公开涉及用于车辆应用的降噪和抗压的纤维组合物。该纤维组合物包括粘合剂纤维和车辆地毯废料回收物料。粘合剂纤维的含量优选为30重量%至75重量%,车辆地毯废料回收物料的含量为25重量%至70重量%。
粘合剂纤维是指熔点相对低于存在于车辆地毯废料回收物料中的尼龙或聚酰胺纤维、聚酯纤维或聚丙烯纤维的纤维,当加热时,用于粘合存在的车辆地毯废料回收物料。粘合剂纤维可优选包括聚对苯二甲酸乙二醇酯(PET)双组分纤维,其包含具有不同化学和物理性质(例如熔点)的两种聚合物。因此,可以优选地使用粘合剂纤维,该粘合剂纤维包括鞘-芯结构,其中鞘是由PET的共聚物制成的相对低熔点聚酯,芯是基于PET的。相对低熔点聚酯的熔点优选可为100℃至200℃。更优选地,相对低熔点聚酯的熔点为150℃至200℃,或在175℃至185℃的范围内。因此,应当理解,在本发明的广泛的上下文内,粘合剂纤维不限于双组分纤维,并且可以包括熔点在100℃至200℃范围内的任何纤维。粘合剂纤维还优选具有2-6旦尼尔(D)值和20.0mm至80.0mm范围内的长度,更优选40.0mm至60.0mm。
本文中的车辆地毯废料回收物料包括尼龙(聚酰胺)、聚酯或聚丙烯纤维中的一种或多种作为主要纤维组分,其可包括聚合物型涂层树脂,例如聚合物胶乳涂层。这种涂层优选源自聚烯烃(例如聚乙烯或聚丙烯)。本文中的车辆地毯废料回收物料本身优选含有一定量的聚合物,其熔点范围为80℃至180℃,甚至更优选为100℃至120℃。具有上述熔融行为的这种聚合物的优选含量在5重量%至40重量%的范围内,更优选10重量%至30重量%。然后优选地研磨或撕裂车辆地毯废料以提供此处的车辆地毯废料回收物料材料的来源。此类车辆地毯回收物料废料可源自车辆生产设施,在那里可以以与EPP相比相对较低的成本方便获得。
如图1A所示,纤维组合物(粘合剂和车辆地毯废料回收物料)可用于代表性的地毯结构叠层10。然而,应当理解,在本发明的广泛上下文下,这种纤维组合物现在可以用于任何地毯结构铺层中,以取代EPP垫料材料的使用。
图1A中的代表性地毯结构包括面层12,该面层12优选为厚度在1.0mm至3.0mm范围内的非织造层,来源于PET。这种非织造物可以优选具有在300g/m2至1200g/m2范围内的基重。随后是非织造层14,其也优选地来源于PET,厚度为3.0mm至5.0mm在大于450g/m2至1200g/m2的基重下。优选地,非织造层14具有比非织造面层12更高的相对密度。聚合物膜层16优选以0.01mm至0.25mm的厚度存在,其中这种膜优选选自聚烯烃聚合物,例如聚乙烯或聚丙烯。然后在18处出现长弹毛纤维绝缘体层,其中提及长弹毛通常被理解为回收的纺织纤维。长弹毛绝缘体层优选具有3.0mm至50.0mm的厚度,在500g/m2至2000g/m2的基重下。
本文20处的纤维组合物优选用作给定地毯铺层的底层或背衬层。这种纤维组合物现在优选用于代替EPP垫作为给定车辆地毯结构的底层或背衬层的使用。20处的纤维组合物优选以3.0mm至100.0mm的层厚度和20.0Kg/m3至200.0Kg/m3的密度存在。其他优选的厚度值包括10.0mm至100.0mm,或10.0mm至50.0mm,或25.0mm至50.0mm。纤维组合物20的其他优选密度包括50.0至150.0Kg/m3或100Kg/m3至150.0Kg/m3。因此可以看出,图1A所示的这种车辆地毯结构可以避免使用膨胀聚丙烯垫。
如上所述,本文中的纤维组合物20可以用作其他代表性地毯铺层中的背衬层,其类似地可以避免使用膨胀聚丙烯的需要。图1B示出了代表性的地毯结构22,其同样包括面层12、长弹毛层18和作为背衬层的纤维组合物20。面层12再次优选为厚度在1.0mm至3.0mm范围内的非织造层,其来源于PET。这种非织造物可以优选具有在300g/m2至450g/m2范围内的基重。长弹毛层18再次是再循环的纺织纤维,其优选具有3.0mm至50.0mm的厚度,在500g/m2至2000g/m2的基重下。
图1C示出了代表性的地毯结构24。再次,存在面层12,其优选为厚度在1.0mm至3.0mm范围内的非织造层,来源于PET,且基重在300g/m2至450g/m2范围内。随后是聚氨酯泡沫层26,其厚度在3.0mm至50.0mm范围内,密度在30kg/m3至100kg/m3范围内。纤维组合物背衬层再次以20示出。再次避免了使用膨胀聚丙烯的需要。
图1D示出了代表性的地毯结构28。这类似于图1A中的代表性地毯结构10,但不包含膜层16。纤维组合物背衬层再次在20示出。再次避免了使用膨胀聚丙烯的需要。
图1E示出了代表性的地毯结构30。该结构类似于图1A中的代表性地毯结构10,其中膜层16被质量层32代替,该质量层32被设计为用作声音传输的屏障。质量层32可以优选地包括填充的(即碳酸钙)聚乙烯-共聚-醋酸乙烯酯片材,并且优选地具有在0.5mm至3.0mm范围内的厚度和在800g/m2至4000g/m2范围内的基重。再次避免了使用膨胀聚丙烯的需要。
图1F示出了代表性结构32。该结构包括如本文所述的面层12、如本文所描述的质量层32、如本文中所描述的聚氨酯泡沫层26以及作为背衬层的纤维组合物20。再次避免了使用膨胀聚丙烯的需要。
如上所述,本文中的纤维组合物20可以完全替代EPP垫在车辆地毯结构中的使用,同时提供改进的降噪和必要的压缩性能。首先转到降噪的考虑,本文的纤维组合物在关键频率范围内显示出改善的声音传输损耗、插入损耗和吸收系数,如下详述。
图2提供了根据SAE J1400测试(2017年7月1日)中的一般程序的声音传输损耗(dB)与频率(Hz)(1/3倍频程)的关系图,对于本文中用作图1A的地毯结构中的底层或背衬层20的纤维组合物,其中面层、非织造层、膜层和绝缘体层的厚度为10.0mm。在图2中由商标ECOBLENDTM标识的本文的纤维组合物(粘合剂纤维和车辆地毯废料回收物料)呈现出厚度约为40.0mm,密度为98Kg/m3,从而提供了约50.0mm的总地毯厚度。这与在相同的10.0mm地毯结构(面层、硬层、薄膜和绝缘体层)的背面上使用厚度为40.0mm、密度约为59Kg/m3的膨胀聚丙烯垫进行了比较。可以看出,在频率200-2000(Hz)(1/3倍频程)内,基于纤维组合物的地毯结构提供了20-68范围内的声音传输损耗(dB),其始终优于使用EPP的地毯结构。平均而言,在200-2000(Hz)1/3倍频程的频率内,使用本文中的纤维组合物的地毯结构的声音传输损失改善大约好10dB。
图3提供了APAMAT-I I(Autoneum)插入损耗测试的结果,即插入损耗(dB)与频率(Hz)(1/3倍频程)的关系图,针对本文的纤维组合物或作为底层20的EPP的识别样品,如施加于10.0mm厚的地毯结构叠层(见图1A)。因此,以下材料被用作这种地毯结构的底层:(1)EPP,其厚度约为30.0mm,密度为45Kg/m3,从而提供约40.0mm的总厚度;(2)本文中的纤维组合物的密度为132Kg/m3,厚度为约30.0mm,从而提供约40.0mm的总厚度;(3)本文中的纤维组合物的密度为98Kg/m3,厚度为约40.0mm,从而提供约50.0mm的总厚度;(4)EPP的厚度约为40.0mm,密度约为59Kg/m3,从而提供约50.0mm的总厚度。如可以观察到的,当施加于地毯结构的背面时,本文中的纤维组合物提供在400Hz(1/3倍频程)下约5.0dB至5000Hz(1/3倍频程)下25.0dB的插入损耗。此外,可以再次观察到,当施加于给定地毯结构的背面时,本文的纤维组合物优于EPP的使用。
接下来关注图4,图4提供了本文所述纤维组合物或EPP的所识别样品(其作为底层20施加于10.0mm厚的地毯结构叠层(见图1A))的吸声系数(α)与频率(Hz)(1/3倍频程)的关系图。吸声系数根据ASTM C423-17“混响室法吸声系数标准试验方法(Standard TestMethod For Sound Absorpt ion Coefficients by the Reverberat ion RoomMethod)”的一般程序确定。因此,再次,作为这种地毯结构的底层20施加以下材料:(1)EPP,厚度约30.0mm,密度45Kg/m3,从而提供约40.0mm的总厚度;(2)本文中的纤维组合物的密度为132Kg/m3,厚度为约30.0mm,从而提供约40.0mm的总厚度;(3)本文中的纤维组合物的密度为98Kg/m3,厚度为约40.0mm,从而提供约50.0mm的总厚度;(4)EPP,厚度约40.0mm,密度约59Kg/m3,从而提供约50.0mm的总厚度。因此,如可从图4观察的,在400Hz至1000Hz(1/3倍频程)的频率范围内,如图1所示,作为地毯结构的底层施加的本文的纤维组合物,指示其吸声系数(α)的值大于0.70,或更优选地,在大于0.70至1.2的范围内,并且在1000Hz或低于1000Hz的频率范围的关键区域中显著优于EPP。
应当注意,虽然上述声音测试利用了图1A中的地毯结构,但是可以预期,类似的结果将适用于图1B-1F的地毯结构。此外,如现在可以理解的,这种地毯结构避免使用膨胀聚丙烯泡沫垫。因此,本发明提供了一种地毯结构,其指示以下中的一个或多个:(a)在200-2000Hz(1/3倍频程)的频率范围内20-68dB的声音传输损耗;或(b)插入损耗在400Hz(1/3倍频程)时为5.0dB至5000Hz(1/3)时为25.0dB的范围内;或(c)在400Hz至1000Hz(1/3倍频程)的频率范围内的吸声系数大于0.70。
本文中的纤维组合物还使得当用于给定地毯结构时,它们与EPP表现出的压缩性能相当或超过EPP表现出的压缩性能。为了进行比较评估,本文的纤维组合物根据OEM压缩测试方案(Honda Floor Carpet Specificat ion,PC Spec 6-20,pp.18-20)进行评估,其中如下表1所示,将以牛顿(N)为单位的各种压缩力施加到正在评估的样品上,以及用于在样品上实现所识别的力的重量的识别:
表1
所识别的压缩力的位移代号
Figure BDA0004079858760000081
Figure BDA0004079858760000091
下表2提供了测试样品的性能要求,关于它们是否获得A类或B类标识。如图所示,B类标识识别了所标识荷载增量的相对较低的挠度要求,从而标识了与A类标识相比相对较硬的样品。
表2
压缩性能要求/代号
Figure BDA0004079858760000092
下面的表3提供了本文中的纤维组合物与EPP垫的比较测试结果,这些纤维组合物或单独或在图1所示的代表性地毯铺层结构中。值得注意的是,在表3中,由于记录的测量的参考框架,与初始高度D0相比,D1、D2、D3和D4的任何确定的值的增加实际上代表了1.0分钟后样品从指示的施加力(或施加在样品上的重量)实现的压缩量(单位:mm)。例如,对于初始EPP垫条目(entry),在200N的力下,EPP垫经受了98.5-98=0.5mm的压缩。
表3
对比压缩试验
Figure BDA0004079858760000093
Figure BDA0004079858760000101
表4对表3中的数据进行了分析,确定了压缩性能,并确定了表2中所示的A类或B类代号:
表4
压缩性能
Figure BDA0004079858760000102
Figure BDA0004079858760000111
从表4中可以看出,本文的纤维组合物本身或施加于代表性地毯铺层时,提供了与EPP垫相比的对比压缩性能和回收性,和B类代号(见表2)。此外,表4中的“总回收性”是指测试样品没有反弹到其原始尺寸的程度(单位:mm)。
因此,现在可以理解,本发明提供了一种用于车辆应用的降噪和抗压的纤维组合物。纤维组合物适合于替代和避免使用目前在车辆地毯应用中使用的膨胀聚丙烯泡沫垫。

Claims (17)

1.一种纤维组合物,其包含:
30重量%至75重量%的粘合剂纤维;
25重量%至70重量%的车辆地毯废料回收物料;
其中所述纤维组合物具有3.0mm至100.0mm范围内的厚度和20.0Kg/m3至200.0Kg/m3范围内的密度。
2.根据权利要求1所述的纤维组合物,其中所述车辆地毯废料回收物料包括聚酰胺、聚酯或聚丙烯中的一种或多种。
3.根据权利要求1所述的纤维组合物,其中所述车辆地毯废料回收物料含有5重量%至40重量%的熔点在80℃至180℃范围内的聚合物。
4.根据权利要求2所述的纤维组合物,其中所述粘合剂纤维的熔点在100℃至200℃的范围内。
5.根据权利要求4所述的纤维组合物,其中所述粘合剂纤维的旦尼尔值为2-6和长度在20.0mm至80.0mm的范围内。
6.根据权利要求1所述的纤维组合物,其与车辆地毯组合,其中所述纤维组合物形成所述车辆地毯的背衬层。
7.一种车辆地毯结构,包括
第一非织造面层、第二非织造层、膜层、长弹毛纤维层和包含车辆地毯废料回收物料和粘合剂纤维的纤维组合物的背衬层,其中所述地毯结构指示以下的一种或多种:
(a)在200-2000Hz(1/3倍频程)的频率范围内,声音传输损耗为20-68dB;或
(b)插入损耗在400Hz(1/3倍频程)时为5.0dB至5000Hz(1/3倍频程)时为25.0dB的范围内;或
(c)在400Hz至1000Hz(1/3倍频程)的频率范围内,吸声系数大于0.70。
8.根据权利要求7所述的车辆地毯构造,其中所述背衬层的所述纤维组合物包含30重量%至75重量%的粘合剂纤维、25重量%至70重量%的车辆地毯废料回收物料,并且其中所述背衬层的厚度在3.0mm至100.0mm的范围内,并且密度在20.0Kg/m3至200.0Kg/m3的范围内
9.根据权利要求7所述的车辆地毯结构,其中:
所述非织造面层以1.0mm至3.0mm的厚度存在,并且具有300g/m2至1200g/m2的基重;
所述第二非织造层以3.0mm至5.0mm的厚度存在,并且具有450g/m2至1200g/m2的基重;
所述聚合物膜层以0.01mm至0.25mm的厚度存在;
所述长弹毛纤维层在500g/m2至2000g/m2的基重下以3.0mm至50.0mm的厚度存在。
10.根据权利要求7所述的车辆地毯构造,其中所述车辆地毯废料回收物料包括聚酰胺、聚酯或聚丙烯中的一种或多种。
11.根据权利要求7所述的车辆地毯结构,其中所述车辆地毯废料回收物料含有5重量%至40重量%的熔点在80℃至180℃范围内的聚合物。
12.一种车辆地毯结构,包括
第一非织造面层、具有比所述第一非织造面层更高密度的第二非织造层、膜层、长弹毛纤维层和纤维组合物的背衬层,所述纤维组合物包含25重量%至70重量%的车辆地毯废料回收物料和30重量%至75重量%的粘合剂纤维,其中所述纤维组合物的厚度在3.0mm至100.0mm的范围内,并且密度在20.0Kg/m3至200.0Kg/m3的范围内。
13.一种车辆地毯结构,包括第一非织造面层、长弹毛纤维层和纤维组合物的背衬层,所述纤维组合物包含25重量%至70重量%的车辆地毯废料回收物料和30重量%至75重量%的粘合剂纤维,其中所述纤维组合物的厚度在3.0mm至100.0mm的范围内,并且密度在20.0Kg/m3至200.0Kg/m3的范围内。
14.一种车辆地毯结构,包括第一非织造面层、聚氨酯泡沫层和纤维组合物的背衬层,所述纤维组合物包含25重量%至70重量%的车辆地毯废料回收物料和30重量%至75重量%的粘合剂纤维,其中所述纤维组合物的厚度在3.0mm至100.0mm的范围内,并且密度在20.0Kg/m3至200.0Kg/m3的范围内。
15.一种车辆地毯结构,包括第一非织造面层、第二非织造层、长弹毛纤维层和纤维组合物的背衬层,所述纤维组合物包含25重量%至70重量%的车辆地毯废料回收物料和30重量%至75重量%的粘合剂纤维,其中所述纤维组合物的厚度在3.0mm至100.0mm的范围内,并且密度在20.0Kg/m3至200.0Kg/m3的范围内。
16.一种车辆地毯结构,包括第一非织造面层、第二非织造层、质量层、长弹毛纤维层和纤维组合物的背衬层,所述纤维组合物包含25重量%至70重量%的车辆地毯废料回收物料和30重量%至75重量%的粘合剂纤维,其中所述纤维组合物的厚度在3.0mm至100.0mm的范围内,并且密度在20.0Kg/m3至200.0Kg/m3的范围内。
17.一种车辆地毯构造,其包括第一非织造面层、质量层、聚氨酯泡沫层和纤维组合物的背衬层,所述纤维组合物包含25重量%至70重量%的车辆地毯废料回收物料和30重量%至75重量%的粘合剂纤维,其中所述纤维组合物的厚度在3.0mm至100.0mm的范围内,并且密度在20.0Kg/m3至200.0Kg/m3的范围内。
CN202180050382.7A 2020-07-08 2021-06-11 用于降噪和抗压的纤维基组合物 Pending CN115989347A (zh)

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