CN1980789B - 吸声的多层复合体 - Google Patents

吸声的多层复合体 Download PDF

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CN1980789B
CN1980789B CN2005800224340A CN200580022434A CN1980789B CN 1980789 B CN1980789 B CN 1980789B CN 2005800224340 A CN2005800224340 A CN 2005800224340A CN 200580022434 A CN200580022434 A CN 200580022434A CN 1980789 B CN1980789 B CN 1980789B
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complex
film
air
thickness
rayleigh
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CN1980789A (zh
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小德尔东·R·汤普森
刘小鹤
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3M Innovative Properties Co
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Abstract

一种吸声的多层复合体能够改善声学性能，该吸声的多层复合体具有：不透气的屏障；透气的增强芯，该增强芯的气流阻为至少约100mks瑞利，厚度为最终复合体厚度的至少约1/3；透气的开孔泡沫或纤维垫，该开孔泡沫或纤维垫的气流阻小于约2000mks瑞利，厚度为最终复合体厚度的至少约1/10；以及半透性气流阻挡膜，该半透性气流阻挡膜的气流阻为大约500mks瑞利到大约4000mks瑞利。例如，通过添加经适当选择并适当定位的半透性气流阻挡膜、经适当选择并适当定位的不透气屏障或者经适当选择并适当定位的开孔泡沫层，就可以改善现有的汽车车厢顶篷内衬设计。

Description

吸声的多层复合体
技术领域
本发明涉及吸声的多层复合体，并且涉及用于制备这种复合体的前体组成部分和方法。
背景技术
多层复合体制品有时用于吸收声音，从而降低附近空间中的噪音的水平。例如，吸声的多层复合体可以用于车厢顶蓬内衬、行李箱衬垫、发动机罩衬垫、仪表板垫片、内壁板、地毯以及其它多孔装饰材料或功能性车用面饰材料中，以改善车内的噪音降低性能。
涉及隔声、车用面饰材料或降低噪音方面的参考文献包括：美国专利No.5,459,291、5,536,556、5,549,776、5,565,259、5,824,973、6,145,617、6,150,287、6,214,456B1、6,217,691B1、6,238,507B1、6,270,608B1、6,296,075B1、6,345,688B1、6,454,088B1、6,575,527B1、6,576,577B1、6,616,789B2、6,631,785B2和6,659,223B2；美国专利申请公开No.US2001/0036788A1、US2003/10479A1和US2004/037995A1；加拿大申请公开No.2,350,477A1；PCT申请公开No.WO99/44817A1和WO01/64991A2；M.Schwartz和E.J.Gohmann，Jr.，″Influence of Surface Coatings on Impedance andAbsorption of Urethane Foams″，J.Acoust.Soc.Am.，34(4)：502-513(April，1962)；M.Schwartz和W.L.Buehner，″Effects of Light Coatingson Impedance and Absorption of Open-Celled Foams″，J.Acoust.Soc.Am.，35(10)：1507-1510(October，1963)；以及AZDEL公司的出版物″Guide to AZDEL SuperLite″，其可从下面的网址得到：http://www.azdel.com/documents/Guide％20to％20AZDEL％20SuperLite.pdf。
发明概述
对车厢顶蓬内衬和其它吸声的多层复合体的设计需要权衡有时相互竞争的多方面因素，包括：厚度、重量、声学性能和可制造性。通过在车厢顶蓬内衬的乘员侧或该处附近放置半透性气流阻挡膜并且在车厢顶蓬内衬的车顶或车辆侧或该处附近放置不透气薄膜，可很大程度地有助于声学性能。在很多当前的车厢顶蓬内衬设计中，还没有这样做，所以这些设计可能未达到最理想的声学性能。通过重新排列某些车厢顶蓬内衬设计中的各层，或者通过添加经适当选择并适当定位的半透性气流阻挡膜、经适当选择并适当定位的不透气屏障或者经适当选择并适当定位的开孔泡沫层，我们得到了明显改善的声学性能。这样做不会在附加厚度和重量方面产生负担，或者只会在附加厚度和重量方面产生非常小的负担，并且可以降低车内能听到的噪音水平。
一方面，本发明提供一种吸声的多层复合体，其依次包括：
a)半透性气流阻挡膜，其气流阻(airflow resistance)为大约500mks瑞利到大约4000mks瑞利；
b)透气的开孔泡沫或纤维垫，其气流阻小于大约2000mks瑞利，厚度为复合体总厚度的至少约1/10；
c)透气的增强芯，其气流阻为至少约100mks瑞利，厚度为复合体总厚度的至少约1/3；以及
d)不透气的屏障。
本发明还提供一种包括螺旋缠绕式多孔叠层预制品的卷式产品，该螺旋缠绕式多孔叠层预制品包括附着于透气开孔泡沫或纤维垫的半透性气流阻挡膜，其中：该半透性气流阻挡膜的气流阻为大约500mks瑞利到大约4000mks瑞利；而该透气的开孔泡沫或纤维垫的气流阻小于大约2000mks瑞利，其厚度为至少约1mm。
本发明还提供一种包括螺旋缠绕式多孔叠层预制品的卷式产品，该螺旋缠绕式多孔叠层预制品包括附着于半透性气流阻挡膜的、非节流的、透气的装饰性机织织物或无纺布层，该半透性气流阻挡膜附着在透气的开孔泡沫或纤维垫上，该透气的开孔泡沫或纤维垫附着到热塑性粘合剂层上，其中：该半透性气流阻挡膜的气流阻为大约500mks瑞利到大约4000mks瑞利；而该透气的开孔泡沫或纤维垫的气流阻小于大约2000mks瑞利，厚度为至少约1mm。
本发明还提供一种制造多层吸声复合体的方法，该方法包括：
a)提供层的叠堆，所述的层的叠堆依次包括不透气的屏障、透气的增强芯、透气的开孔泡沫或纤维垫以及半透性气流阻挡膜，其中：透气的增强芯的气流阻为至少约100mks瑞利，厚度为最终复合体厚度的至少约1/3；透气的开孔泡沫或纤维垫的气流阻小于大约2000mks瑞利，厚度为最终复合体厚度的至少约1/10；半透性气流阻挡膜的气流阻为大约500mks瑞利到大约4000mks瑞利；以及
b)在足够的热和压力下层合所述的层的叠堆，以形成整体式的吸声的多层复合体。
根据下面的详述说明，本发明的这些和其它方面是显而易见的。但是，以上概述绝不应当解释为对所要求保护的主题的限制，该主题仅仅由所附权利要求限定，在申请过程中可以进行修改。
附图说明
图1是本发明所披露的吸声复合体的侧视图。
图2是本发明所披露的另一吸声复合体的侧视图。
图3是本发明所披露的另一吸声复合体的侧视图。
图4是本发明所披露的另一吸声复合体的侧视图。
图5是多孔叠层的侧视图。
图6是另一多孔叠层的侧视图。
图7是实施例1的吸声复合体的侧视图。
图8是实施例2的吸声复合体的侧视图。
图9是关于实施例1、实施例2和对比例M的吸声复合体的吸声系数与频率的曲线图。
图10是实施例4的吸声复合体的侧视图。
图11是关于实施例4和对比例M的吸声复合体的车内声压与频率的曲线图。
图12是关于实施例5、实施例6和对比例H的吸声复合体的吸声系数与频率的曲线图。
图13是关于实施例7的吸声复合体的吸声系数与频率的曲线图。
在多个附图中，相同的附图标号表示相同的部分。附图中的各部分没有按比例地绘制。
发明详述
当用于多层复合体时，短语“乘员侧”是指在用于吸收车内声音的情况下该复合体中通常离车辆乘员最近的一侧。短语“车辆侧”是指在用于吸收车内声音的情况下该复合体中通常离车辆乘员最远的一侧。
当用于多层吸声复合体中的层(例如膜、泡沫、垫、粘合剂、增强芯或织物)时，短语“透气”是指这样的层，该层能允许足够的空气通过，使得该复合体能够吸收车内所需频带的声音。
当使用以mks瑞利为单位的值来表示多层吸声复合体的组成部分(例如膜、泡沫、垫、增强芯、屏障或织物)的透气性值时，可以根据ASTM C522并且通过就地测量该组成部分或者小心地从该复合体成品中取出该组成部分进行测量，来确定所述的值。在某些情况中，这些值可以根据复合体成品或者一个或多个单独的组成部分或组合的组成部分的气流阻测量值来推断或确定。
当用于屏障时，词语“不透”是指其气流阻为至少约100,000mks瑞利的不透气的薄膜、箔或其它基本上无孔的制品。
当用于透气的装饰层时，词语“非节流的”是指其气流阻小于约100mks瑞利的层。
当用于包含透气的芯和开孔泡沫或纤维垫的多层复合体时，短语“增强芯”是指当使用ASTM D1388选项A—悬臂试验评价时其劲度为该泡沫或纤维垫劲度的至少两倍的芯。
当用于多层复合体时，词语“整体式”是指其各层充分地附着在一起的复合体，使得该复合体通常可以被按需切割并被安装在车辆内，而没有出现有害的层离。
图1是多层吸声复合体10的示意性侧视图。半透性气流阻挡膜12是有色的并有纹理的，以提供装饰外观的结构，而且形成复合体10的乘员侧的最外层。装饰膜12限制气流进入复合体10中，并且其单位厚度的气流阻可以高于复合体10的其它透气组成部分的单位厚度的气流阻(即装饰膜12的气流阻率较高)。屏障24防止空气流过复合体10，并形成复合体10的车辆侧的最外层。膜12的最外表面和屏障24的最内表面之间的腔具有深度D1，该腔形成吸声空间，通过在复合体10的彼此相背的最外表面上放置膜12和屏障24并由此使腔深度D1占复合体总厚度T1的百分比最大，来使该吸声空间的声学效能最大化。膜12通过焰熔层叠附着到透气的开孔聚乙烯泡沫14上。泡沫14通过透气的热塑性粘合剂层16粘合到增强芯18上。芯18具有树脂浸渍的开孔泡沫结构，该开孔泡沫结构填充有玻璃纤维短切原丝19。芯18通过透气的热塑性粘合剂层17粘合到不透气的薄膜屏障24上。芯18给复合体10提供整体劲度，并且使复合体10能够横跨长距离(例如车顶区域)，而不出现有害的下垂。
图2是多层吸声复合体20的示意性侧视图。复合体20与复合体10相似，不同之处在于：复合体20使用增强芯27替代芯18，以及，腔深度D2和复合体厚度T2稍微变大，这是由于芯27比芯18的厚度大的缘故。芯27具有包含原丝29的玻璃纤维毡外层28，该玻璃纤维毡外层28位于开孔泡沫中间层32的两侧，从而形成与木芯胶合板稍类似的“工字梁”结构。
图3是多层吸声复合体30的示意性侧视图。复合体30与复合体20相似，不同之处在于：复合体30在膜12和泡沫层14之间使用透气的热塑性粘合剂层15，由于粘合层15的厚度，导致复合体30的腔深度D3和复合体厚度T3稍微变大。不使用焰熔层叠将膜12附着到泡沫14上，就可以制成复合体30。
图4是多层吸声复合体40的示意性侧视图。复合体40与复合体30相似，不同之处在于：复合体40具有非节流的透气的装饰织物层26、粘合剂层13和替代半透性气流阻挡装饰膜12的半透性气流阻挡膜22。由于织物26和粘合剂层13的厚度，导致复合体40也具有稍大的复合体厚度T4。织物26定位在复合体10的乘员侧的最外面，并且与膜22仅相隔粘合剂层13。膜22可以不必是装饰性的，并且可以不用着色，不用使其带有纹理，或者，不用经过在膜22通常对车辆乘员可见的情况下所采用的其它手段处理。膜22通过透气的热塑性粘合剂层15粘合到泡沫层14上。腔深度D4与复合体厚度T4的比值不如在诸如复合体30之类的复合体的情况下的相应比值大，其中复合体30的乘员侧的最外面具有装饰的半透性气流阻挡膜。然而，该比值大于在常规车厢顶蓬内衬设计中出现的相应比值，所述这些常规设计可以在装饰织物面饰材料与下面的半透性气流阻挡膜之间使用开孔泡沫层。
图5是可用于形成多孔叠层卷式产品(roll good)的多孔叠层50的示意性侧视图，该多孔叠层的卷式产品尤其可用于制造本发明所披露的多层吸声复合体。使用焰熔层叠，将半透性气流阻挡装饰膜12和开孔泡沫层14附着在一起。多孔叠层50的车辆侧包括热塑性粘合剂层16。层16是透气的，或者在经加热以将泡沫14连接到增强芯(图5中未示出)之后是透气的。增强芯因其劲度而不能作为卷式产品加工。但是，叠层50可以是相对挠性的，并且可以根据需要卷起来贮藏或运输，然后在另一时间或另一地点与增强芯结合。如果需要的话，叠层50可以包括可任选的非节流的透气装饰层(例如织物层(图5中未示出))，使用焰熔层叠或合适的粘合剂，将该装饰层连接到膜12上。
图6是可用于制造本发明所披露的多层吸声复合体的另一多孔叠层60的示意性侧视图。叠层60与叠层50相似，不同之处在于：叠层60使用透气的热塑性粘合剂层15将膜12粘合到泡沫层14上。如果需要的话，叠层60可以包括可任选的非节流的透气装饰层(例如织物层(图6中未示出))，使用焰熔层叠或合适的粘合剂，将该装饰层连接到膜12上。
在本发明所披露的多层复合体中，可以使用多种气流阻挡膜。例如，该膜可以由诸如合成纤维、天然纤维或者合成纤维与天然纤维混合物之类的纤维前体形成，并且，可以使用使得半透性开孔结构成品的气流阻为大约500mks瑞利到大约4000mks瑞利的熔喷、纺粘、或其它合适的料片加工技术，将膜加工成非织造料片。该膜还可以由超细的长丝纱或短纤维纱(即纱的单丝旦数(dpf)小于约1，例如，在大约0.2dpf和大约1dpf之间)制成，并且使用合适的加工技术，将该膜加工成机织织物或针织物的形式，使得半透性开孔结构成品的气流阻为大约500mks瑞利到大约4000mks瑞利。该膜的气流阻优选为大约500mks瑞利到大约2000mks瑞利。该膜的厚度可以是例如小于复合体总厚度的大约1/5，例如小于复合体总厚度的大约1/10。对于通常总厚度在大约5mm和大约20mm之间的车厢顶蓬内衬，该膜可以是例如小于大约4mm厚，例如优选小于大约1mm厚。膜可以优选由超细的合成长纤维或合成短纤维(特别是裂膜(split)合成纤维或可分裂型(splittable)合成纤维)制成。合适的合成纤维包括多组分(例如双组分的)的纤维，例如并列型纤维、皮芯型纤维、桔瓣型纤维、海岛纤维、顶端镶嵌型纤维和嵌条型纤维(tipped andsegmented ribbon fibers)。可以使用本领域技术人员所熟知的多种技术来进行分裂或促使分裂，所述多种技术包括梳理、空气喷射、压印、轧光、水刺或针刺。该膜可以是装饰性的或非装饰性的，当该膜对车辆乘员通常是可见到的时候，装饰膜是优选的，当该膜对车辆乘员通常是不可见到的时候，非装饰膜是优选的。因此，对于车厢顶蓬内衬，当该膜是乘员侧的最外层时，装饰膜是优选的。当车厢顶蓬内衬中的装饰织物是乘员侧的最外层并覆盖该膜时，车厢顶蓬内衬中可以使用非装饰膜。可以用多种方法加工装饰膜，以改变或改善膜的外观、触感性能(例如手感)、物理性能(例如劲度或悬垂性)以及其它所需的特性。这类加工技术包括着色、染色、浸渍、浸润、涂敷、轧光、拉伸、压印、波纹化、刷洗、研磨、植绒以及本领域技术人员所熟知的其它处理或步骤。如果需要的话，可以在复合体中使用一个以上的膜，如果这样的话，各膜可以是相同的，也可以是不同的，而且至多仅有乘员侧的最外层膜是带装饰性的。该膜优选具有足够的断裂伸长率以使该复合体能够承受深腔成型，而不会出现有害的层离、破裂或不利的可透性变化。该膜的断裂伸长率优选为至少大约5％，更优选为至少大约20％。还优选的是，该膜的耐热性足以承受高温成型加工的苛刻条件，其中所述高温成型加工可用于制造车厢顶蓬内衬和其它多层吸声复合体。因此，在成型周期中，可以优选的是，避免使用包含过量的低熔点聚烯烃的膜或者含有可导致有害的透气性变化(例如，透气性显著降低)的其它材料的膜。可以按照上述申请No.10/335,752中所述的方法处理该膜，使得该膜具有低表面能，例如小于相邻的热塑性粘合剂层(如果使用的话)的表面能，例如，该膜的表面能小于大约34达因/cm2，优选小于大约30达因/cm2，更优选小于大约28达因/cm2。特别优选的是其基础重量小于300g/m2(优选小于大约200g/m2，更优选大约100g/m2至大约200g/m2)的重量轻的膜。可以使用刚性的或挠性的膜。例如，当根据ASTM D1388选项A—悬臂试验测量时，该膜的弯曲劲度B可以低至0.005Nm或更小。对合适的膜材料进行选择和加工是本领域技术人员所熟知的。用于这种膜中的代表性膜或纤维披露于美国专利No.5,459,291、5,824,973、6,057,256和6,145,617、美国专利申请公开No.US2001/0036788A1和US2003/0104749A1、加拿大申请公开No.2,350,477A1以及PCT申请公开No.WO99/44817A1中。市售可得的代表性膜或纤维包括：EVOLONTM织物(可购自Freudenberg&Co.)；得自Fiber Innovation Technology公司的No.T-502、T-512和T-522的桔瓣状可分裂型双组分纤维；得自Guilford Mills公司的超细机织织物或经编针织物；得自Kanebo有限公司、Kuraray有限公司和Unitika有限公司的可分裂型双组分纤维；以及得自TorayIndustries公司的可分裂型双组分纤维和织物。
在本发明所披露的复合体中，可以使用多种开孔泡沫或纤维垫。如上所述，泡沫或垫的气流阻小于约2000mks瑞利。该泡沫或垫的气流阻优选小于约1000mks瑞利，更优选小于约500mks瑞利。此外，如上所述，该泡沫或垫的厚度为复合体总厚度的至少约1/10。该泡沫或垫的厚度优选为复合体总厚度的至少约1/4，更优选为复合体总厚度的至少约1/3。例如，对于常规总厚度在约5mm到约20mm之间的车厢顶蓬内衬，该泡沫或垫可以例如是至少约0.5mm厚，并且可以更厚，例如至少约2mm厚或者至少约5mm厚。这种泡沫或垫也可以例如小于约13mm厚，例如小于约10mm厚。与多层复合体中的其它透气的非粘合剂组成部分的每单位厚度的气流阻和密度相比，该泡沫或垫可以具有较低的每单位厚度的气流阻(即较低的气流阻率)和密度。优选的是，该泡沫或垫的耐热性足以承受成型加工的苛刻条件。因此，在成型周期中，可以优选的是，避免使用包含过量的低熔点聚烯烃或可导致有害的透气性变化(例如，透气性显著下降)的其它材料的泡沫或垫。合适的泡沫包括由诸如聚氨酯、聚烯烃(例如聚乙烯)、聚醚型聚氨酯和苯乙烯-顺丁烯二酸酐之类的聚合物形成的开孔泡沫。合适的纤维垫包括那些由诸如棉之类的天然纤维、诸如聚酯(例如聚对苯二甲酸乙二醇酯)之类的合成纤维(单独使用或者以混合物形式(例如以双组分纤维的形式)使用)而形成的纤维垫，并且包括由合成/天然纤维混合物(例如聚酯/棉混合物和“软再生毛”)制成的垫。市售可得的代表性泡沫包括得自FoamexInternational公司、Avery Dennison公司和Barnhardt Manufacturing公司的泡沫。市售可得的代表性纤维垫包括得自BarnhardtManufacturing公司、Sandler AG公司、Foss Manufacturing公司和Janesville Products公司的纤维垫。如果仅仅使增强芯制得更厚的话，就会增加重量或气流阻，然而泡沫或纤维垫在没有增加重量或气流阻的情况下就对腔深度(例如图1中的尺度D1)和复合体的整体声学性能有所贡献。例如，通过在半透性气流阻挡膜的乘员侧放置开孔泡沫层，所得到的声学性能会比在吸声复合体内部只适当埋藏半透性气流阻挡膜的车厢顶蓬内衬设计的声学性能更好。可以注意到，在膜的车辆侧上不存在任何东西时，即使将一毫米或两毫米的泡沫或纤维垫添加在膜的车辆侧上，也可以明显改善声学性能，而只产生极小的重量负担。此外，即使将一毫米或两毫米的泡沫或纤维垫从膜的乘员侧移到该膜的车辆侧，也可以明显增加腔深度，并且改善声学性能，而不会增加重量或增加复合体总厚度。
在本发明所披露的复合体中，可以使用多种增强芯。如上所述，该芯的气流阻为至少约100mks瑞利。例如，该芯的气流阻可以为约200mks瑞利至约7000mks瑞利。如上所述，增强芯的劲度为开孔泡沫或纤维垫劲度的至少两倍。此外，如上所述，芯的厚度为复合体总厚度的至少约1/3。优选的是，芯的厚度小于复合体总厚度的大约2/3，更优选小于复合体总厚度的大约1/2。例如，对于常规总厚度在约5mm到约20mm之间的车厢顶蓬内衬，该芯可以例如是至少约3mm厚。这种芯还可以是例如小于约14mm厚，例如小于约10mm厚。该芯可以具有比该多层复合体中其它透气组成部分更高的劲度(即更高的模量)、更高的密度或更高的气流阻。优选的是，该芯的耐热性足以承受成型加工的苛刻条件。因此，在成型周期中，可以优选的是，避免使用包含过量的低熔点聚烯烃或可导致有害的透气性变化(例如，透气性明显下降)的其它材料的芯。例如，该芯可以具有相对均匀的结构，例如图1所示，或者可以具有工字梁结构，其中，密度较大的表皮层位于密度较小的中间层的两侧，如图2至图4所示。合适的芯包括在美国专利No.5,536,556、5,549,776、5,565,259、6,150,287、6,214,456B1和6,238,507B1以及加拿大申请公开No.2,350,477A1中所述的芯。市售可得的代表性芯包括得自Azdel公司的AZDEL SUPERLITETM复合材料、得自Lear公司的UROCORETM和TRUTM复合材料、以及得自Johnson Controls公司的ACOUSTICORETM和POLYBONDTM复合材料。
在本发明所披露的复合体中，可以使用多种不透气的屏障。该屏障可以例如具有小于约2mm的厚度，例如小于约1mm的厚度。合适的屏障包括聚合物薄膜(例如聚烯烃薄膜、聚酯薄膜或聚乙烯薄膜)以及金属箔。一种广泛使用的含有粘合剂的屏障薄膜，是得自Dow Chemical公司的INTEGRALTM909胶粘薄膜。
当需要装饰的乘员侧而乘员侧的最外层不是装饰的半透性气流阻挡膜时，可以使用可任选的非节流的透气装饰层。可以使用多种这样的非节流的装饰层。代表性的非节流的装饰层材料包括织物、皮革、适当穿孔的金属、适当穿孔的塑料或多孔塑料以及地毯。用于制造这种装饰层的技术是本领域技术人员所熟知的。
膜、泡沫或纤维垫、芯和屏障被粘合或层叠在一起，以形成整体式复合体。这种粘合或层叠操作可以通过多种方法来实现，可以以单个步骤处理所有的层，或者可以以一系列步骤分别处理一部分的层。例如，通过将独立的复合体的层放置或施加到合适的模具中，可以方便地制造本发明所披露的吸声的多层复合体。如果需要的话，可以对这些层进行预加热，然后，使用足够的热和压力对这些层进行模压成型，以形成整体式复合体。此外，可以使用多孔叠层预制品的卷式产品(例如图5和图6中所示的多孔叠层)以及合适的增强芯和屏障来制造本发明所披露的复合体。
可以根据需要使用多种粘合方法或粘合剂层，以促进本发明所披露的整体式复合体的形成。例如，使用诸如模压成型或焰熔层叠之类的方式，可以方便地将膜附着到泡沫或纤维垫上(如果存在的话，还附着到非节流的透气的装饰层上)。使用透气粘合剂层(例如热塑性透气粘合剂)，可以将膜粘合到泡沫或纤维垫以及粘合到非节流的透气的装饰层(如果存在的话)上。使用热塑性透气粘合剂，可以将芯方便地粘合到泡沫或纤维垫以及粘合到屏障上。通过在芯中结合入合适的聚合物(例如，热塑性聚氨酯)，可以将芯粘合到泡沫或纤维垫上，其中所述合适的聚合物在加热时能够对泡沫、纤维垫或屏障形成粘结。用于将各个层连接在一起并形成整体式复合体的其它手段对于本领域技术人员而言是显而易见的。复合体成品可以按照需要进行空气冷却，并且可以切成(例如，采用水力喷射切成)所需的成品件。
可任选的是，在本发明所披露的复合体中，可以使用多种热塑性粘合剂。多层复合体可以例如包含两个至五个粘合剂层。各粘合剂层可以是相同的，也可以是不同的。期望的是，在使用常规高温成型工艺进行加工时粘合剂层能够与复合体中的相邻层良好地粘结在一起，同时保持充分的透气性，并且在车内可能遇到的预期使用温度下(例如，在70℃或更高的温度下)保持充分的粘结强度。优选的粘合剂包括共聚聚酯、聚酯、聚氨酯、聚酰胺、乙烯-醋酸乙烯酯共聚物、低密度聚乙烯、无规立构聚丙烯、丙烯/1-丁烯/乙烯三元共聚物、和丙烯/乙烯共聚物、1-丁烯/乙烯共聚物、1-丁烯/丙烯共聚物以及上述任何几种的共聚物。其它可用的粘合剂包括在美国专利No.3,932,328、4,081,415、4,692,370、5,248,719、5,869,562和6,288,149中所述的粘合剂。粘合剂也可以是基础重量低的热塑性稀松布，例如得自Bostik-Findley公司的SHARNETTM热熔性粘合剂网。对这类粘合剂的选择和处理是本领域技术人员所广泛熟知的。然而，可以注意到，虽然多层复合体成品的吸声特性很大程度取决于复合体中较厚层的已知多孔性特性(例如，半透性气流阻挡膜、开孔泡沫和增强芯的那些特性)，但是吸声特性也可能很大程度依赖于与加工更相关的因素，包括施加粘合剂层的方式以及所选的复合体成型或层叠的技术。
本发明所披露的复合体和卷式产品可以由所述的这些层构成，或者可以基本上由所述的这些层构成。如果需要的话，本发明所披露的复合体和卷式产品可以包括附加的内层或外层、涂层、处理剂或其它部分。例如，复合体可以包括一个或多个增强稀松布层、车辆侧粘合剂层、阻燃添加剂或处理剂、衰减器以及本领域技术人员显而易知的其它层、涂层、处理剂或部分。
本发明所披露的吸声的多层复合体的腔深度优选为复合体总厚度的至少60％，较优选为至少80％，更优选为至少90％，最优选为至少95％。为了比较起见，可以从不透气的屏障最内侧到膜的最外侧，测定该腔深度，可以从复合体的车辆侧到复合体的乘员侧，测定复合体总厚度。当使用一个以上的膜时，可以从不透气的屏障最内侧到最外层膜的最外侧，测定该腔深度。
本发明所披露的吸声的多层复合体能够使进入车内或通过车内的声波明显衰减。该复合体被定位在合适的车内位置(例如，靠近车顶、柱、隔火壁、地板、车门面板)上，使得该复合体能够吸收声波，并且降低感觉到的噪音水平。
在下面的示例性实施例中进一步说明本发明，其中，除非另有指出，所有的份数和百分数都是按重量计算的。
实施例1和对比例M
使用6旦尼尔×51mm可分裂型双组分短纤维(得自FiberInnovation Technology公司的型号为T-502的纤维)制备半透性气流阻挡装饰膜，其中，该双组分短纤维具有桔瓣型横截面结构，该横截面结构具有交替的聚对苯二甲酸乙二醇酯和尼龙6部分。料片是由树脂粘结的并且被着色以提供深灰色的颜色，然后对该料片进行梳理和水刺以使纤维分开并互锁。料片成品的厚度为0.6mm，根据ASTMC-522测得的气流阻为1,327mks瑞利。
从汽车制造商那里得到用于美国制造的欧洲豪华型运动型多功能车中的汽车车厢顶蓬内衬。该车厢顶蓬内衬为11.1mm厚。从该成品件上切割下63.5mm直径的圆柱形样品，称为对比例M，并且根据ASTM E-1050对垂直入射情况下的吸声性进行评价。将该样品定位在中型的(63mm直径)阻抗管中，使得面饰织物侧朝向噪音源，并且使得在该样品的车辆侧后方没有空气腔，在100Hz到3.15KHz范围内进行吸收试验。吸声结果在图9中以曲线M表示。
从该样品上剥离下面饰织物，露出下面的开孔泡沫层。用一薄层的可购自3M公司的SUPER77TM喷雾粘合剂微微涂敷露出的泡沫，用一层半透性气流阻挡膜覆盖在该喷雾粘合剂层上，用另一薄层的喷雾粘合剂微微涂敷该半透性气流阻挡膜，然后用原来的面饰织物层覆盖在其上。所得到的吸声的多层复合体具有如图7所示的复合体70一样的结构。面饰织物26为0.6mm厚，半透性气流阻挡膜12为0.6mm厚，泡沫层14为3.9mm厚，热塑性纺粘稀松布层72为0.3mm厚，聚氨酯浸渍的、短切玻璃纤维填充的芯27为6mm厚，不透气的背衬薄膜24为0.3mm厚。粘合剂层11和13的厚度可以忽略不计。该复合体的腔深度为10.8mm，复合体总厚度为11.7mm，或者说，腔深度与复合体总厚度的比值为92％。该复合体被称为实施例1，并且按照如上所述，对垂直入射情况下的吸声性进行评价。吸声结果在图9中以曲线1表示，这说明了，通过在面饰织物的正下方添加单个半透性气流阻挡膜，可以明显地改善表面上看来是完整设计的车厢顶蓬内衬组件的吸声性。
实施例2
用另一薄层的喷雾粘合剂微微涂敷实施例1的复合体面饰织物层，然后用第二层半透性气流阻挡膜(在实施例1中所使用)对其进行覆盖。在声学上，这样做的结果与使用单个气流阻挡更强的膜类似。所得到的吸声的多层复合体具有如图8所示的复合体80一样的结构。粘合剂层9的厚度可以忽略不计。该复合体的腔深度为11.7mm，复合体总厚度为12.3mm，或者说，腔深度与复合体总厚度的比值为95％。该复合体被称为实施例2，并且使用实施例1的方法，对垂直入射情况下的吸声性进行评价。吸声结果在图9中以曲线2表示，这说明了，通过使用气流阻挡更强的膜，可以进一步改善较低频率下的吸声性。
实施例3
通过交换实施例1复合体中的半透性气流阻挡膜(图7的膜12)与开孔泡沫层(图7的泡沫14)的位置，使得该半透性气流阻挡膜埋藏在泡沫层下面并由此远离乘员侧，来制备复合体。使用微微涂敷的喷雾粘合剂薄层来重新组合这些层。使用实施例1的方法，对所得到的复合体在垂直入射情况下的吸声性进行评价。在所有的测量频率上，与实施例1复合体的吸声系数相比，该复合体的吸声系数较低(即性能较差)。这些结果示于下面表1中。
表1
 
频率Hz 吸声系数，实施例1的复合体 吸声系数，膜和泡沫层颠倒的复合体
100 0.02 0.012
125 0.02 0.002
160 0.04 0.031
200 0.06 0.042
250 0.08 0.058
315 0.1 0.071
400 0.12 0.092
500 0.16 0.124
630 0.2 0.175
800 0.27 0.258
1k 0.35 0.33
1.25k 0.44 0.383
1.6k 0.52 0.421
2k 0.6 0.469
2.5k 0.66 0.538
3.15k 0.69 0.545
表1中的结果表明，将半透性气流阻挡膜埋藏在泡沫层下面比将半透性气流阻挡膜定位在乘员侧附近的效果更低。
实施例4
在对比例M中评价的欧洲豪华型运动型多功能车的汽车车厢顶蓬内衬的第二样品是得自汽车制造商的。将整个面饰织物层小心地除去，对其进行测量以确定它的气流阻适当地低于100mks瑞利，然后抛弃该面饰织物层。用喷雾粘合剂薄层微微涂敷露出的开孔泡沫层，然后用实施例1中所使用的半透性气流阻挡膜对其进行覆盖。使用热气枪来除去皱折。所得车厢顶蓬内衬称为实施例4，然后被运送回汽车制造商，以便就车内噪音与原始配备车厢顶蓬内衬作比较。使用放置在驾驶员右耳附近的麦克风，以112千米每小时的速度在平坦的表面径迹上进行噪音比较试验。这些结果作为声压级(SPL)与频率的关系图示于图11中。曲线M表示原始配备车厢顶蓬内衬的噪音水平，曲线4表示实施例4的车厢顶蓬内衬的噪音水平。在已经被广泛设计用来实现低路面噪音的车中，SPL明显平均下降了3dB至5dB。
实施例5-6和对比例H
从汽车制造商的美国子公司那里得到用于日本豪华型轿车中的汽车车厢顶蓬内衬。从该成品件上切下63.5mm直径的圆柱形样品，称为对比例H，并且使用实施例1的方法，对吸声性进行评价。吸声性结果在图12中曲线H表示。
使用实施例1的一般方法，从样品上剥离下面饰织物以露出下面的开孔泡沫层。用喷雾粘合剂薄层微微涂敷露出的泡沫，然后用实施例1中所使用的一层半透性气流阻挡膜覆盖它。所得到的吸声的多层复合体具有如图10所示的复合体100一样的结构。半透性气流阻挡膜12为0.6mm厚，其气流阻为1,327mks瑞利。粘合剂层15和78的厚度可以忽略不计，它们的气流阻值没有测定。泡沫层76为5.2mm厚，其气流阻为28mks瑞利。玻璃填充的聚丙烯芯18看来是由AZDEL SUPERLITE叠层制成的，为4mm厚，其气流阻为210mks瑞利。不透气的背衬薄膜24为0.2mm厚。该复合体的腔深度为9.8mm，复合体总厚度为10mm，或者说，腔深度与复合体总厚度的比值为98％。该复合体被称为实施例5。
通过用喷雾粘合剂薄层微微涂敷实施例5中的膜12并且重新施加原始配备面饰织物，来装备另一复合体。面饰织物为0.8mm厚，其气流阻为79mks瑞利。所得到的复合体的腔深度为9.8mm，复合体总厚度为10.8mm，或者说，腔深度与复合体总厚度的比值为91％。该复合体被称为实施例6。
使用实施例1的方法，对实施例5和实施例6的复合体的吸声性进行评价，其在图12中分别以曲线5和曲线6表示。与曲线H的比较说明，通过在面饰织物的正下方或乘员侧上添加单个半透性气流阻挡膜，可以明显地改善表面上看来是完整设计的车厢顶蓬内衬组件的吸声性。
实施例7和对比例T
从汽车制造商那里得到用于在美国制造的大型日式皮卡中的车厢顶蓬内衬。从该车厢顶蓬内衬上切下圆柱形样品，并且称为对比例T。剖开样品以展现出各个样品层。从乘员侧向车辆侧，这些层是非节流的面饰织物、开孔泡沫、涂有粘合剂的不透气的聚乙烯屏障薄膜、透气的增强芯以及不透气的屏障薄膜。这样，该车厢顶蓬内衬在增强芯的各侧上都使用了不透的屏障薄膜，显然是用以防止粘合剂从芯向乘员侧迁移。但是，这样防止了增强芯对车内的声音吸收作出贡献。该车厢顶蓬内衬也没有半透性气流阻挡膜，从而进一步限制了潜在的车内的声音吸收。可以通过如下方式来明显改善该车厢顶蓬内衬：1)用装饰的半透性气流阻挡膜(与上面所述的那些一样)替代非节流的面饰织物，或者将半透性气流阻挡膜(装饰的或非装饰的)直接层叠在该面饰织物的下面；以及2)用半透性气流阻挡膜替代增强芯的乘员侧的屏障薄膜，其中该半透性气流阻挡膜的材料、外形、表面能或其它相关特性能够充分地阻止粘合剂迁移。这些步骤使得声腔深度变为两倍以上，使增强芯能够对车内的声音吸收有所贡献，并且明显增加了吸声性并降低了车内声压水平。
通过在开始步骤除去增强芯的乘员侧屏障薄膜，制备一系列的修改的车厢顶蓬内衬样品。通过使用以薄层微微涂敷的喷雾粘合剂将芯和泡沫重新粘合在一起，来制备第一种修改的样品。第一样品有可能表现出最终的粘合剂迁移。制备该样品是为了显示声学优点，该声学优点可以通过除去埋藏的屏障薄膜层并由此提供到增强芯的空气通道来获得。图13的曲线A表示当使用实施例1的方法进行吸声性评价时所得到的经修改的车厢顶蓬内衬样品的吸声性。该修改的样品的吸声性比由对比例T所表示的未修改样品的吸声性更好，其中，对比例T的吸声性在图13中没有示出。
通过用热塑性共聚聚酯粘合剂以20g/m2的涂敷重量涂敷半透性气流阻挡膜(与实施例1中所述的一样)的一侧并且将该膜置于增强芯与泡沫之间(粘合剂侧是面向泡沫的)，来制备第二种修改的样品。该芯包含聚氨酯树脂，在加热时该聚氨酯树脂可以将该芯粘合到该膜上。对所得到的层组件进行热式层叠，以形成整体式复合体。图13中的曲线B表示所得到的修改的车厢顶蓬内衬样品的吸声性。该修改的样品的吸声性比曲线A的样品或由对比例T所表示的未修改的样品的吸声性更好。
在增强芯和泡沫之间使用两层半透性气流阻挡膜，来制备第三种修改的样品。图13中的曲线C表示所得到的修改的车厢顶蓬内衬样品的吸声性。该修改的样品的吸声性比曲线A的样品或由对比例T所表示的未修改的样品的吸声性更好。在较低频率下，曲线C的样品的性能比曲线B的样品的性能略佳，在较高频率下，曲线C的样品的性能比曲线B的样品的性能略差。
在非节流的面饰织物和开孔泡沫之间使用一层半透性气流阻挡膜，并且在增强芯和泡沫之间使用第二层半透性气流阻挡膜，来制备第四种修改的样品。图13中的曲线D表示所得到的修改的车厢顶蓬内衬样品的吸声性。在大部分所测量的频率上，该修改的样品的吸声性明显好于所有其它的样品及由对比例T所表示的未修改的样品的吸声性。
对于本领域技术人员来说，在不脱离本发明的范围和实质的情况下对本发明的各种修改和替换是显而易见的。本发明不应当被局限于在本文中仅仅为了示例性的目的而被阐述的那些内容。

Claims (34)

1.一种吸声的多层复合体，该吸声的多层复合体依次包括：
a)半透性气流阻挡膜，该半透性气流阻挡膜的气流阻为500mks瑞利到4000mks瑞利；
b)透气的开孔泡沫或纤维垫，该透气的开孔泡沫或纤维垫的气流阻小于2000mks瑞利，其厚度为所述复合体总厚度的至少1/10；
c)透气的增强芯，该透气的增强芯的气流阻为至少100mks瑞利，其厚度为所述复合体总厚度的至少1/3；以及
d)不透气的屏障；
其中所述气流阻均是根据ASTM C522测定的。
2.根据权利要求1所述的复合体，其中，所述复合体的腔深度为所述复合体总厚度的至少90％，其中该腔深度是从所述的不透气的屏障的最内侧到所述膜的最外侧测定的。
3.根据权利要求1所述的复合体，其中，所述复合体的腔深度为所述复合体总厚度的至少95％，其中该腔深度是从所述的不透气的屏障的最内侧到所述膜的最外侧测定的。
4.根据权利要求1所述的复合体，其中，所述膜的气流阻为500mks瑞利到1500mks瑞利。
5.根据权利要求1所述的复合体，其中，所述膜是所述复合体的最外层。
6.根据权利要求1所述的复合体，其中，所述膜是有色的或有纹理的，以提供装饰外观。
7.根据权利要求1所述的复合体，其中，所述膜包括非织造的料片。
8.根据权利要求1所述的复合体，其中，所述膜包括含有超细纱的机织织物或针织物，其中所述超细纱是单丝旦数小于1的纱。
9.根据权利要求1所述的复合体，其中，所述膜包含多组分纤维。
10.根据权利要求1所述的复合体，其中，所述膜包含裂膜纤维或可分裂型双组分纤维。
11.根据权利要求1所述的复合体，其中，所述泡沫或纤维垫的厚度为所述复合体总厚度的至少1/4。
12.根据权利要求1所述的复合体，其中，所述泡沫或纤维垫的厚度为所述复合体总厚度的至少1/2。
13.根据权利要求1所述的复合体，其中，所述泡沫或纤维垫的气流阻小于500mks瑞利。
14.根据权利要求1所述的复合体，其中，所述芯的厚度小于所述复合体总厚度的2/3。
15.根据权利要求1所述的复合体，其中，所述芯的厚度小于所述复合体总厚度的1/2。
16.根据权利要求1所述的复合体，其中，所述芯的气流阻小于2000mks瑞利。
17.根据权利要求1所述的复合体，所述复合体还包括附着到所述膜上的非节流的透气的最外装饰层。
18.一种制造多层吸声复合体的方法，该方法包括：
a)提供层的叠堆，所述的层的叠堆依次包括不透气的屏障、透气的增强芯、透气的开孔泡沫或纤维垫以及半透性气流阻挡膜，其中：该透气的增强芯的气流阻为至少100mks瑞利，其厚度为最终复合体厚度的至少1/3；该透气的开孔泡沫或纤维垫的气流阻小于2000mks瑞利，其厚度为最终复合体厚度的至少1/10；该半透性气流阻挡膜的气流阻为500mks瑞利到4000mks瑞利；以及
b)在足够的热和压力下层合所述的层的叠堆，以形成整体式的吸声的多层复合体；
其中所述气流阻均是根据ASTM C522测定的。
19.根据权利要求18所述的方法，其中，所述复合体的腔深度为所述复合体总厚度的至少90％，其中该腔深度是从所述的不透气的屏障的最内侧到所述膜的最外侧测定的。
20.根据权利要求18所述的方法，其中，所述复合体的腔深度为所述复合体总厚度的至少95％，其中该腔深度是从所述的不透气的屏障的最内侧到所述膜的最外侧测定的。
21.根据权利要求18所述的方法，其中，所述膜的气流阻为500mks瑞利到1500mks瑞利。
22.根据权利要求18所述的方法，其中，所述膜是所述复合体的最外层。
23.根据权利要求18所述的方法，其中，所述膜是有色的或有纹理的，以提供装饰外观。
24.根据权利要求18所述的方法，其中，所述膜包括非织造的料片。
25.根据权利要求18所述的方法，其中，所述膜包括含有超细纱的机织织物或针织物，其中所述超细纱是单丝旦数小于1的纱。
26.根据权利要求18所述的方法，其中，所述膜包含多组分纤维。
27.根据权利要求18所述的方法，其中，所述膜包含裂膜纤维或可分裂型双组分纤维。
28.根据权利要求18所述的方法，其中，所述泡沫或纤维垫的厚度为所述复合体总厚度的至少1/4。
29.根据权利要求18所述的方法，其中，所述泡沫或纤维垫的厚度为所述复合体总厚度的至少1/2。
30.根据权利要求18所述的方法，其中，所述泡沫或纤维垫的气流阻小于500mks瑞利。
31.根据权利要求18所述的方法，其中，所述芯的厚度小于所述复合体总厚度的2/3。
32.根据权利要求18所述的方法，其中，所述芯的厚度小于所述复合体总厚度的1/2。
33.根据权利要求18所述的方法，其中，所述芯的气流阻小于2000mks瑞利。
34.根据权利要求18所述的方法，其中，所述的叠堆还包括与所述膜相邻的非节流的透气的最外装饰层。
CN2005800224340A 2004-07-01 2005-06-03 吸声的多层复合体 Expired - Fee Related CN1980789B (zh)

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US7320739B2 (en) 2008-01-22
ATE442249T1 (de) 2009-09-15
US7591346B2 (en) 2009-09-22
EP1781466A1 (en) 2007-05-09
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