CN1420820A - 用于制造交通车辆座椅装饰物的复合材料 - Google Patents

用于制造交通车辆座椅装饰物的复合材料 Download PDF

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CN1420820A
CN1420820A CN01804526A CN01804526A CN1420820A CN 1420820 A CN1420820 A CN 1420820A CN 01804526 A CN01804526 A CN 01804526A CN 01804526 A CN01804526 A CN 01804526A CN 1420820 A CN1420820 A CN 1420820A
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CN1209238C (zh
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W·G·麦凯布
D·E·文斯特鲁普
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Abstract

本发明公开了一种用作汽车座椅乙烯装饰物替代品的复合织物。该复合材料是由机织物与无纺布底衬粘合而成，优选基本上由全聚酯制成。该复合材料的物理性能优于传统的乙烯材料，而且其重量更轻。此外，该复合材料可以方便高效地回收。

Description

用于制造交通车辆座椅装饰物的复合材料
技术领域
本发明主要涉及制造汽车座椅装饰物的纺织复合材料。更具体地说，本发明涉及纺织复合材料，其用作通常用于制造汽车座椅装饰物及类似产品的的乙烯材料的替代物。
技术背景
诸如小轿车、卡车等的交通工具，都很典型地具有能承受各种力的耐用材料覆盖的座椅。这些座椅通常包括椅面(乘客坐在座椅上时与之接触的部分)，椅背(乘客坐在座椅后面时面对的部分)，椅套(从椅面直接向下垂下的部分)，及座椅侧面，它将座椅的所有部分连接起来。在多数交通工具的座椅中，最关键的是对椅面材料的选择，因为这是椅面是否美观的关键。
这种汽车座椅椅面的一般材料有皮革和诸如机织物、针织物等的纺织品。对于织物座椅，通常要选用厚重和具有很强装饰性的纺织品。这种装饰性可以通过以下方法获得：使用大量的有色纱线，对材料进行染色或印花，使用特定的织物结构及使用绒面织物等。用机织物作椅面时，需要有典型的厚重材料(如大约8.5-19.0盎司/平方码)与聚氨酯泡沫材料相粘接，或者用毛/涤或聚丙烯/亚麻制成的无纺布作底衬。底衬通常用聚氨酯粘合剂与织物层粘牢。
汽车座椅的其它部分在本文统称为座椅装饰物。这种汽车座椅部件通常由乙烯材料制成，虽然天然皮革被用来制作椅面。
制造汽车座椅织物在设计织物时必须考虑到一些必须满足的特定的物理参数。例如：汽车制造者通常要求用于座椅的织物(材料)具有较高的断裂强度和撕裂强度(通常要求在经、纬方向上分别有大约270N-489N，分别根据ASTM D5034和ASDM D1117测试)，和至少大约289N-310N的缝合强度，根据Ford Laboratory TestMethod(“FLTM”)BN 119-01进行测试。
而且，通常要求这种材料至少有约4％×4％的拉伸(对于平纹织物经×纬，对于机织天鹅绒织物为5％×5％)，根据Society of AutomotiveEngineers Test Method SAE J855进行测试，及高于70的雾值，根据FLTM BO 131-01测试。本领域的普通技术人员将会理解，“雾值”是指汽车内部组件释放的气体在汽车玻璃内层形成的聚积物的数量。
此外，这种材料必须具有至少最小的抗UV降解性，使之能够承受长时间阳光的直接照射。另外，如果织物是由许多层压层构成，那么一般要求层与层间的粘合力至少要达到12N，根据FLTM BN151-05方法A进行测试。除此之外，由于汽车在阳光下会很快变热，而在寒冷的外部环境下则变得极冷，因此椅面材料的性能必须在较大的温度及温度变化范围内保持一致。
如上所述，迄今为止主要是针对汽车座椅椅面性能及其外观方面的发展，而对汽车座椅装饰物却很少予以关注。通常认为由于商售乙烯装饰材料这一部分易得、价廉、且其性能足以满足要求。
本专利的受让人研究的作为乙烯材料替代品的另一种材料是带有聚氨酯泡沫底衬的机织物。正如以下实施例中所详细叙述的，这种有聚氨酯底衬的织物与乙烯材料相比，具有相似的雾值、更高的断裂强度及很好的撕裂强度和缝合强度。
详细描述
在以下的详细描述中，描述了本发明具体的优选实施方案，以便更全面完整地理解本发明。应当认识到，其并非要将本发明局限于所述特定优选实施方案中，而且，虽然在描述中使用了一些特定的术语，但使用这些术语的目的在于说明而并非限制。
本发明涉及一种纺织复合材料，它可以用作传统的乙烯装饰材料的替代物。更具体地说，本发明描述了一种复合材料，其性能优于传统的乙烯装饰材料，而且能提供更好的外观。此外，发明中的复合材料可以方便高效地回收，无需分离材料所作的投入。
另外，本发明中的材料能获得自身优于传统乙烯装饰材料的性能，而其重量更轻。这一点尤为突出，由于交通车辆制造者总是极力减轻汽车内部相关部件的重量，以便更大限度地利用燃料与承载力。
本发明涉及一种与无纺布底衬相粘合的纺织品复合材料。在本发明的一个优选实施方式中，织物主要由全聚酯制成，无纺布底衬也是如此。在本发明特别优选的实施方式中，织物与无纺布底衬由低熔点、低粘度的聚酯粘合剂(如其熔点为115℃-180℃，粘度为20000-150000c.p.)粘接在一起。
织物复合材料应有较轻的总重量，优选大约9.0-20.0盎司/平方码，更优选低于12盎司/平方码。很容易理解，总重量取决于背衬以及织物和粘合剂的重量。在总重量中，织物优选重约4.5盎司/平方码到8.0盎司/平方码，更优选低于6盎司/平方码，无纺布底衬优选重约3盎司/平方码到12盎司/平方码，更优选重4盎司/平方码。粘合剂的施加量优选为约5-30g/m2，更优选12-15g/m2。
复合材料的雾值优选约为80或更高，更优选约90或更高，更优选约95或更高。如前所述，雾值表明汽车部件释放的气体在玻璃上形成的聚积物的数量。雾值越高，材料释放的物质越少，雾值可能的最高值为100(表明材料没有物质释放出来)。
此外，断裂强度比乙烯或以前的复合结构有很大的提高。而且，此复合材料与以前的复合结构相比，具有更好的弹性和更强的层合强度，而其重量轻于传统的乙烯材料。
如前所述，在本发明的一个优选实施方式中，织物、无纺布基底和粘接织物的粘合剂都是由聚酯制成的。本领域的普通技术人员将会理解，含95％聚酯的产品就能归为100％可回收之列。然而，在回收时需要有分离被回收材料的非聚酯部分的附加过程。所以，本发明优选实施方式使装饰材料具有易回收的特性，而无需用于去除非聚酯操作的附加费用。
对多数交通车辆座椅覆盖材料要求的另外的性能是其必须具有阻燃性。为获得此性能，生产者通常在座椅和装饰材料的聚氨酯成分中添加阻燃剂。然而，在本发明的优选实施方案中，由于组成各部件的聚酯具有自熄的性质而不需要这类阻燃剂。
如前所述，该复合材料优选包含一层轻质聚酯机织物，该织物优选由织纹聚酯纱平纹机织而成。复合材料还包含一层无纺布底衬层，它也优选由聚酯制成。在本发明的一个特别优选的实施方式中，无纺布材料是由4-15旦尼尔的纤维针刺而成的聚酯织物。然而，热固成形和其它形式的无纺布材料也在本发明范围内。
织物层与无纺布底衬通过粘合层粘接在一起。在本发明的一个优选实施方式中，粘合剂是聚酯粘合剂，优选低熔点、低粘度的一类聚酯粘合剂。例如，发现本发明中熔点为140℃的聚酯粘合剂性能良好。
可以使用任何传统方法将粘合剂涂布到织物或无纺布底衬上。例如，使用泡沫、挤压、网印或类似方法涂布到一个组件上。粘合剂可以在织物和/或无纺布表面连续涂布，也可以间隔涂布，如以斑马纹方式涂布。此外，织物可以使用如乙基乙烯醇化合物背面涂布，以控制整体复合材料的伸长量。
实施例
试样A-得到了一种传统的乙烯汽车座椅装饰物材料，此材料重20盎司/平方码。
试样B-获得并测试了受让人的以前的乙烯装饰材料替代品。此材料的总重量为10盎司/平方码，包括重5.2盎司/平方码的机织物，重0.75盎司/平方码的乙基乙烯醇背涂层，和与之粘接的聚氨酯泡沫底衬材料。聚氨酯泡沫底衬材料重4.8盎司/平方码，它与经阻燃层合处理的背涂层织物粘接在一起，阻燃层合处理是本领域普通技术人员易于理解的。
试样C-根据本发明制造的一种复合材料，此复合材料总重9.5盎司/平方码，它由重5.2盎司/平方码的全聚酯平纹机织物(59经×45纬坯布，73经×50纬整理布)与重4.0盎司/平方码的无纺布底衬粘接在一起制成。此织物用一种热熔、低粘度的聚酯粘合剂与无纺布底衬粘接在一起，粘合剂的涂布可根据传统的热熔方法以斑马纹方式进行，涂布量为12-15g/m2。
每种材料都经过下述的雾值、断裂强度、撕裂强度、缝合强度、伸长和层合强度指标的测定。测试结果记录于表A。
雾值：雾值根据Ford Laboratory Test Method BO 131-01进行测试。
断裂强度：断裂强度根据ASTM D5034进行测试。
撕裂强度：撕裂强度根据ASDM D1117进行测试。
缝合强度：缝合强度根据Ford Laboratory Test Method BN 119-01进行测试。
伸长：伸长根据Society of Automotive Engineers Test Method SAEJ855进行测试。
层合强度：层合强度根据Ford Laboratory Test Method BN 151-05方法A进行测试。
                          表A
织物测试 试样A  试样B  试样C
雾值 72.69  72.3  95.86
断裂强度 520N×566N  1328N×951N  1414N×1043N
撕裂强度 208N×83N  206N×161N  395N×346N
缝合强度 497N×653N  641N×765N  649N×782N
伸长 21％×37％  3％×0％  13％×21％
层合强度 未测试  14.6N×15.2N  28.9N×26.6N
如表所示，本发明中的复合织物的雾值优于以前的装饰材料，断裂强度与撕裂强度也是如此。另外，此复合材料与以前的结构相比，在较轻的重量下具有更优的特性。其另一优点是，本发明中的复合材料主要全聚酯结构，因此它能够方便高效地回收。
在说明书中叙述了本发明的优选实施方案，虽然应用了一些特定术语，但目的是为了说明而不是限制，本发明的范围由权利要求书限定。

Claims (21)

1.一种用于制造交通车辆座椅装饰物的复合材料，其包括：
重约4.5-约8盎司/平方码的聚酯机织物；
重约3-约12盎司/平方码的聚酯无纺布底衬；和
粘接织物与无纺布底衬的粘合剂，其中所述的复合材料的雾值约为80或更高，层合强度至少约为15N×15N。
2.如权利要求1所述的复合材料，其中所述的复合材料基本上100％是可回收的。
3.如权利要求1所述的复合材料，其中所述的无纺布底衬基本上由聚酯纤维组成。
4.如权利要求1所述的复合材料，其中所述的粘合剂包含低熔点热塑性粘合剂。
5.如权利要求1所述的复合材料，其中所述的粘合剂包含低熔点聚酯粘合剂。
6.如权利要求1所述的复合材料，其中所述的无纺布底衬基本上由聚酯纤维组成，且所述粘合剂包含低熔点聚酯粘合剂。
7.如权利要求1所述的复合材料，其中所述的无纺布底衬基本上由聚酯纤维组成，且所述粘合剂是低熔点聚酯粘合剂，使所述复合材料基本上是全聚酯的。
8.如权利要求1所述的复合材料，其中所述的粘合剂的用量约为5-30g/m2。
9.如权利要求1所述的复合材料，其中所述的聚酯机织物包含重约5-约5.5盎司/平方码的平纹机织物。
10.如权利要求1所述的复合材料，其中所述的无纺布底衬重约4盎司/平方码。
11.如权利要求1所述的复合材料，其中所述的复合材料总重约7-约12盎司/平方码。
12.如权利要求1所述的复合材料，其中所述的粘合剂位于机织物层与无纺布底衬之间的许多不连续的位置上。
13.如权利要求1所述的复合材料，其中所述的粘合剂基本上连续地分散于机织物层与无纺布底衬之间。
14.如权利要求1所述的复合材料，其中所述的复合材料的雾值为约80-约100，根据SEA J1351测试。
15.如权利要求1所述的复合材料，其中所述的复合材料的断裂强度在经向上约为1350N或更高，在纬向上约为1000N或更高，根据ASTM D5034测试。
16.如权利要求1所述的复合材料，其中所述的复合材料的撕裂强度在经向上约为250N或更高，在纬向上约为175N或更高，根据ASTM D1117测试。
17.如权利要求1所述的复合材料，其中所述的复合材料的伸长在经向上约为5％或更高，在纬向上约为15％或更高，根据SEA J855测试。
18.如权利要求1所述的复合材料，其中所述的复合材料的层合强度在经、纬方向上约为20N或更高。
19.一种交通车辆座椅覆盖物，其包括：
由第一种材料制成的椅面，和
与椅面有效相连的由第二种材料制成的座椅装饰物部分，所述的第二种材料包含一种复合材料，它是由机织物层与无纺布底衬通过粘合剂层粘接而成，所述的第二种材料比所述的第一种材料至少轻约3盎司/平方码。
20.如权利要求19所述的座椅覆盖物，其中所述的机织物层包含重约3-约6盎司/平方码的聚酯织物，所述的无纺布底衬包含重约3-约5盎司/平方码的聚酯无纺布织物。
21.如权利要求20所述的座椅覆盖物，其中所述的粘合剂层包含一层低熔点的聚酯粘合剂，使所述的第二种材料基本上是100％可回收的。
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CN102112311A (zh) * 2008-07-24 2011-06-29 富尔夏汽车座椅股份有限公司 机动车辆座椅装饰物结构
CN102112311B (zh) * 2008-07-24 2014-09-17 富尔夏汽车座椅股份有限公司 机动车辆座椅装饰物结构
CN101746303A (zh) * 2008-12-04 2010-06-23 现代自动车株式会社 车辆的椅套和具有该椅套的座椅
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