DE112020006328T5 - FENDER LINING AND VEHICLE - Google Patents

Abstract

A fender liner includes a foam layer to be arranged in a curved shape along a periphery of a tire of a vehicle.

Description

IDENTIFICATION OF THE INVENTION

FENDER LINING AND VEHICLE

TECHNICAL AREA

The disclosure provided herein relates to a fender liner and a vehicle.

STATE OF THE ART

A fender liner is arranged in a curved shape along a periphery of a tire of a vehicle, and prevents foreign matter such as pebbles, which are thrown up while a vehicle is running, from colliding with the vehicle. The fender liner includes non-woven fabric and the like, and absorbs running noise of the vehicle, collision noise of a foreign object, and the like. A method of manufacturing a fender liner generally includes thermoforming a sheet-shaped fibrous sheet (see, for example, Patent Document 1).

PRIOR ART DOCUMENTS

PATENT DOCUMENTS

Patent Document 1: Japanese Unexamined Patent Publication No. 2015-205688

SUMMARY OF THE INVENTION

PROBLEM TO BE SOLVED BY THE INVENTION

As sound waves propagate within the fleece, air within the fleece vibrates. Friction occurs between the fibers of the fleece and the air, and as a result, the energy of the sound waves is converted into thermal energy. As a result, sound is absorbed.

Conventional fender liners include a mat, and the mat includes fibers that are two-dimensionally aligned. Therefore, the vibration characteristics of the fibers vary depending on the direction, and consequently the sound absorption coefficient is low.

One aspect of the disclosure provides a technique for improving the sound absorbency of a fender liner.

MEANS TO SOLVE THE PROBLEM

A fender liner of a vehicle according to an aspect of the disclosure includes a foam layer arranged in a curved shape along a periphery of a tire of a vehicle.

EFFECTS OF THE INVENTION

According to an aspect of the disclosure, the sound absorbing performance of the fender liner can be improved.

character list

• 1 12 shows a lower structure of a vehicle to which a fender liner according to an embodiment is attached;
• 2 12 is a flow chart showing a method of manufacturing a fender liner according to an embodiment;
• 3 FIG. 12 is a cross-sectional view of an example of S102 of FIG 2 ;
• 4 FIG. 14 is a cross-sectional view of a forming die taken along line IV-IV of FIG 3 ;
• 5 FIG. 12 is a cross-sectional view of an example of S105 of FIG 2 ;
• 6 FIG. 12 is a cross-sectional view of an example of S106 of FIG 2 ;
• 7 FIG. 12 is a cross-sectional view of an example of S107 of FIG 2 ;
• 8th FIG. 12 is a cross-sectional view of a modified example of S102 of FIG 2 ; and
• 9 FIG. 12 is a cross-sectional view of a modified example of S105 of FIG 2 .

MODE FOR CARRYING OUT THE INVENTION

Embodiments of the disclosure will be described below with reference to the drawings. In the drawings, the same reference numerals are assigned to the same elements, and duplicated description may be omitted.

First, a fender liner 1 with reference to FIG 1 described. In the 1 For example, the arrow shown indicates the direction in which the vehicle is moving, with the left side being the front of the vehicle and the right side being the direction towards the rear of the vehicle.

The fender liner 1 includes a foam layer 11 formed in a curved shape is arranged along the circumference of a tire 2 of the vehicle. The foam layer 11 prevents foreign matter such as pebbles thrown up while the vehicle is running from colliding with a vehicle body 3 . Further, the foam layer 11 absorbs running noise of the vehicle, collision noise of a foreign object, and the like.

The foam layer 11 is formed by foaming and solidifying a resin composition in an inner space 56 of the shaping mold 5 provided in FIG 3 , etc. is obtained as described below. The foam layer 11 has a three-dimensional, net-like framework structure. The foam layer 11 includes numerous bubbles inside. The numerous bubbles are connected to each other and consequently sound waves propagate within the foam layer 11 .

When the sound waves propagate inside the foam layer 11, air inside the foam layer 11 vibrates. Friction occurs between the three-dimensional net-like skeleton structure of the foam layer 11 and the air, and as a result, the energy of the sound waves is converted into thermal energy. As a result, the sound is absorbed. The noise level outside the vehicle and the noise level inside the vehicle can be reduced.

In contrast to a conventional fleece, which comprises fibers that are two-dimensionally oriented, the foam layer 11 has a three-dimensionally expanded net-like framework structure. Therefore, the foam layer 11 can increase the sound absorbing performance compared to a non-woven fabric. Further, since the foam layer 11 has the three-dimensionally expanded net-like skeleton structure and is connected continuously, the shape retention can be improved.

The foam layer 11 is formed to have the same shape and dimensions as the inner space 56 of the shaping mold 5 . Therefore, the foam layers 11 having the same shape and dimensions can be mass-produced. Further, since the shape and dimensions of the foam layer 11 are determined by the shape and dimensions of the inner space 56 of the shaping mold 5, a complex structure can also be imparted and subsequent steps such as cutting or pressing are unnecessary.

The foam layer 11 is, for example, a polyurethane foam body. The polyurethane foam body is what is known as a polyurethane foam and is obtained by foaming and solidifying a resin composition comprising a polyisocyanate, a polyol, a catalyst and a blowing agent. The blowing agent includes water. The blowing agent may include chlorine. The details of the resin composition are described below.

In the present embodiment, the foamed layer 11 is a polyurethane foamed body, however, the foamed layer 11 may be a polyacrylic foamed body, a melamine foamed body, a rubber foamed body, a polyolefine foamed body, or a polyimide foamed body. These materials, including polyurethane, are excellent in light weight and shape retention.

It should also be noted that the fender liner 1 is located inside a wheel house 31 . The wheel house 31 is a space that accommodates the tire 2 . Various components such as a suspension and the like not shown are arranged inside the wheel house 31 . The suspension connects the wheel of the tire 2 to the vehicle body 3 and absorbs shock and vibration transmitted to the vehicle body 3 from the road surface.

The foam layer 11 preferably comprises a first foam layer 111 and a second foam layer 112 so that interference from the tire 2, suspension and the like is prevented and the sound absorbing performance is improved with the increased thickness. The second foam layer 112 is arranged on the first foam layer 111 opposite to where the tire 2 is provided. The first foam layer 111 and the second foam layer 112 are formed as a seamless piece in the present embodiment, but they may be formed separately and then bonded together.

The first foam layer 111 is arranged in a curved shape along the circumference of the tire 2 and has a uniform thickness. Therefore, a gap larger than or equal to a predetermined gap can be formed between the first foam layer 111 and the tire 2, and hence the tire 2 and the foam layer 11 can be prevented from contacting each other and thus can be prevented that the foam layer 11 and the tire 2 are damaged. The first foam layer 111 is attached to the vehicle body 3 by, for example, a stud and a washer.

Although the second foam layer 112 may be formed so that the second foam layer 112 covers the entirety of a surface 111a of the first foam layer 111 opposite to where the tire 2 is provided, in the present embodiment, the second layer 112 is only on one Section of the surface 111a formed. Hereinafter, the surface 111a of the first foam layer 111 opposite to where the tire 2 is provided is also referred to as the outer peripheral surface 111a of the first foam layer 111 . Further, a facing surface 111b of the first foam layer 111 facing the tire 2 is also referred to as an inner peripheral surface 111b of the first foam layer 111. FIG.

As described above, the second foam layer 112 is formed only on a portion of the surface 111a of the first foam layer 111 opposite to where the tire 2 is provided. The second foam layer 112 is arranged at spaced intervals in the circumferential direction of the tire 2, for example. By stacking the second foam layers 112 on portions of the first foam layer 111 in such a manner as not to interfere with suspension and the like, the thickness of the foam layer 11 can be increased, and the sound absorbency of the foam layer 11 can be improved.

The thickness of the foam layer 11 is, for example, 3 mm to 25 mm, and preferably 3 mm to 20 mm, in view of both light weight and sound absorbency. The thickness of the first foam layer 111 is, for example, 3 mm to 15 mm and preferably 3 mm to 10 mm. The thickness of the second foam layer 112 is 10 mm to 15 mm, for example.

The density of the foam layer 11 is, for example, 20 kg/m ³ to 120 kg/m ³ in view of both light weight and sound absorbency. The density of the foam layer 11, known as bulk density, is measured according to the Japanese Industrial Standard, JIS K 7222:2005, "Foamed plastics and rubbers - Determination of apparent (bulk) density". The density of the foam layer 11 is preferably 30 kg/m ³ to 100 kg/m ³ , and more preferably 55 kg/m ³ to 90 kg/m ³ .

The sound absorption coefficient of the foam layer 11 is, for example, 0.4 to 1. A sample of the foam layer 11 with a thickness of 10 mm is cut and sound waves of 1000 Hz are perpendicularly incident on the sample, and the sound absorption coefficient of the foam layer 11 is measured according to the Japanese Industrial Standard ', JIS A 1405-2:2007, 'Determination of sound absorption coefficient and impedance in acoustic tubes'. The sound absorption coefficient of the foam layer 11 is preferably 0.5 to 1.

The running noise of the vehicle includes a tread noise S. The tread noise S is a noise generated from the tire tread (grooves) of the tire 2, and it is a noise generated when air trapped between the grooves and the road surface is released. The frequency of the tread noise S is 1000 Hz or about 1000 Hz. The tread noise S is stronger toward the rear of the vehicle than at the lower edge 2a of the tire 2.

Therefore, it is preferable to arrange the second foam layer 112 closer to at least the rear of the vehicle than the lower edge 2a of the tire 2 is to the rear of the vehicle. By stacking the second foam layer 112 on the first foam layer 111, the thickness of the foam layer 11 can be increased and hence the profile noise S can be absorbed more efficiently.

It should also be noted that a large torque acts on the tires 2 attached to the driven wheels compared to the tires 2 attached to the passive wheels, and consequently a large tread noise S is generated. The driven wheels are vehicle wheels driven by a drive source such as an engine and an electric motor or the like. The passive wheels are vehicle wheels that rotate passively while the vehicle is running.

Therefore, it is preferable to arrange the second foam layer 112 closer to the rear of the vehicle than the lower edge 2a of the tire 2 attached to the driven wheel is to the rear of the vehicle. It should be noted that all vehicle wheels can be driven wheels.

The drive power of the drive source is transmitted to the driven wheels by means of a shaft. An opening portion is provided in the vehicle body 3 for inserting the shaft. The noise of the power source can leak to the outside of the vehicle through this opening portion. In some cases, this opening portion is located closer to the front of the vehicle than the lower edge 2a of the tire 2 is to the front of the vehicle.

In this case, it is preferable to have the second foam layer 112 closer at least to the front side of the vehicle when the lower edge 2a of the tire 2 is at the front of the vehicle. By stacking the second foam layer 112 on the first foam layer 111, the thickness of the foam layer 11 can be increased, and hence any leakage of noise of the power source to the outside of the vehicle can be mitigated.

It should be noted that the second foam layer 112 may be located just above the bottom edge 2a of the tire 2, as shown in FIG 1 is shown.

Next, a manufacturing method of the fender liner will be described with reference to FIG 2 described. The manufacturing method of the fender liner 1 includes, for example, S101 to S107 in FIG 2 .

First, in S101, the temperature of the forming die 5 is controlled. The temperature control of the forming mold 5 can be continued in subsequent steps. It is sufficient that the temperature control (S101) is started before the spraying (S103). It is sufficient that the temperature of the forming mold 5 is stabilized before injection (S103).

The temperature of the forming mold 5 is controlled so that the temperature is 50 degrees Celsius to 70 degrees Celsius. Inside the forming mold 5 is formed a passage through which a temperature control medium such as water flows. It should be noted that an electric heater or the like may be embedded inside the shaping mold 5 .

As long as the temperature of the forming mold 5 is 50 degrees Celsius or more, the polymerization reaction and the foaming reaction can proceed. Further, as long as the temperature of the forming mold 5 is 70 degrees Celsius or less, the reaction speed can be suitably restricted, the solidification can be reduced so that the solidification is not completed before the resin fills the entirety of the inner space 56 of the forming mold 5 has penetrated, and hence the occurrence of a phenomenon that there is insufficient filling, i.e., short-shot can be reduced.

It should be noted that the temperature of the facing surface 11b of the foam layer 11 facing the tire 2 and the temperature of the surface 11a of the foam layer 11 opposite to where the tire 2 is provided can be set different from each other. One of the temperatures of the surfaces 11a and 11b can be higher than the other. The polymerization reaction and the foaming reaction of the resin composition can be adjusted by the temperature difference, and hence the surface properties of the two surfaces 11a and 11b can be individually adjusted.

Next, in S102, a lower mold 51 and an upper mold 52 constituting the shaping mold 5 are closed as shown in FIG 3 and 4 is shown. Specifically, by moving the upper mold 52 from the open position (see Figs 6 ) to the closed position (cf. the 3 ) closed.

The shaping die 5 is divided into the lower die 51 and the upper die 52 . The upper mold 52 is placed on the lower mold 51 . The upper die 52 is further divided into a plurality of divided dies 53-55. It should be noted that the lower die 51 and the upper die 52 are also split dies of the shaping die 5 . These boundary lines of these split molds are referred to as mold parting lines PL of the forming mold 5. FIG.

In the closed state, an inner space 56 is formed between the lower mold 51 and the upper mold 52 . The inner space 56 is a space where the foam layer 11 is formed. The foam layer 11 is formed to have the same shape and dimensions as the inner space 56 .

The lower die 51 is a fixed type die. The lower mold 51 has a top surface 511 and a recess 512 . The top surface 511 is upwardly convex. The recess 512 is formed in the top surface 511 . The recess 512 is formed to have a predetermined depth from the top surface 511 of the lower die 51 . The first foam layer 111 is formed inside the recess 512 .

In contrast, the upper die 52 is a movable type die. The upper mold 52 has a bottom surface 521 and a recess 522 . The bottom surface 521 is upwardly convex. The recess 522 is formed in the bottom surface 521 . The recess 522 is formed to be a predetermined depth from the bottom surface 521 of the upper mold 52 has. The second foam layer 112 is formed within the recess 522 .

Although there are multiple second foam layers 112 in the present embodiment, there may be only one. In other words, although there are multiple recesses 522 in the present embodiment, there may be only one. Further, in a case where the foam layer 11 does not include the second foam layer 112, the recess 522 need not be provided.

The upper mold 52 is in an upward convex arc shape and is divided into three divided molds 53 to 55 in the circumferential direction of the upper mold 52 . The split dies 53 and 55 present at both ends are connected to the lower die 51 by different hinges H1 and H2, respectively. The split mold 53 rotates about the hinge H1 at one end and rotates between the closed position (see Figs 3 ) and the open position (cf. the 6 ). Further, the split die 55 at the other end rotates about the hinge H2 and rotates between the closed position (see Figs 3 ) and the open position (cf. the 6 ).

The split mold 54 at the center is connected to one of the two split molds 53 and 55 at both ends (for example, the split mold 53) by a hinge H3. The center split mold 54 pivots about hinge H3 and pivots between the closed position (see Figs 3 ) and the open position (cf. the 6 ) with respect to the split die 53 at one end.

Although the upper mold 52 is divided into three divided molds 53 to 55 in the present embodiment, the upper mold 52 may be divided into two divided molds, or may be divided into four or more divided molds. The number of parts in the upper die 52 is not particularly limited.

The upper mold 52 is divided into a plurality of split molds 53 to 55 as described above. The multiple split molds 53 to 55 can be moved individually, and the moving range of the upper mold 52 can be made small compared to a case where the entirety of the split mold 52 is moved at once.

Next, in S103, a resin composition is injected from the injection port 57 of the shaping mold 5 into the inner space 56 of the shaping mold 5 which has been closed in S102. The inner space 56 has an upwardly convex arc shape, and the injection port 57 is located just above the uppermost portion of the inner space 56 . The resin composition, after entering the inner space 56, divides from the injection port 57 and flows downward due to gravity. After spraying, a plug 58 is inserted into the injection hole 57, as shown in FIG 5 is shown.

Next, in step S104, the resin composition in the inner space 56 of the shaping mold 5 is foamed. The resin composition expands from the lower end portions on both sides of the arcuate inner space 56 to the uppermost portion in the center and permeates the entirety of the inner space 56.

When the resin composition foams, the gas in the inner space 56 of the shaping mold 5 is pushed to the outside of the shaping mold 5 via the mold parting lines PL of the shaping mold 5 . Since gas leaks in the vicinity of the mold parting lines PL, the resin composition tends to accumulate there, and consequently bubbles are unlikely to develop sufficiently and hence tend to be destroyed. As a result, the resin in the vicinity of the mold parting lines PL becomes too dense and rigid, and hence sound waves are unlikely to enter there.

The mold parting lines PL of the forming mold 5 in the present embodiment are located on the surface 11a of the foam layer 11 opposite to where the tire 2 is provided, and are not on the facing surface 11b of the foam layer 11 facing the tire 2 , arranged. Since the mold parting lines PL are not located on the facing surface 11b of the foam layer 11 facing the tire 2, the bubbles are unlikely to be destroyed during foaming. Therefore, the facing surface 11b of the foam layer 11 facing the tire 2 can easily receive the sound waves and hence can absorb the pattern noise S and road noise generated at the tire 2 efficiently.

The facing surface 11b of the foam layer 11 facing the tire 2 is an inner peripheral surface 111b of the first foam layer 111. In contrast, the surface 11a of the foam layer 11 faces the location where the tire 2 is provided, an outer peripheral surface 111a of the first foam layer 111 and includes an outer peripheral surface 112a of the second foam layer 112.

The mold parting lines PL of the shaping mold 5 are arranged, for example, on the outer peripheral surface 111a of the first foam layer 111, as shown in FIG 5 is shown. It should be noted that the mold parting lines PL of the shaping mold 5 may be provided on the outer peripheral surface 112a of the second foam layer 112, and may be provided on both outer peripheral surfaces 111a and 112a.

As described above, it should be noted that since gas leaks in the vicinity of the mold parting lines PL of the shaping mold 5, the resin composition tends to accumulate there. If the resin composition enters the mold parting line PL together with the gas, cools and then solidifies, this will cause so-called burrs B to occur.

The mold parting lines PL of the shaping mold 5 of the present embodiment are not arranged on the facing surface 11 b of the foam layer 11 facing the tire 2 . Therefore, burrs B do not appear on the facing surface 11b of the foam layer 11 facing the tire 2. Consequently, interference between the burrs B and the tire 2 can be prevented.

As described above, the resin composition expands from the lower end portions on both sides of the arcuate inner space 56 to the top portion in the middle. The resin density at the position where the resin accumulates last tends to be low compared to other positions, and hence the attenuation constant of sound waves (unit: Neper/m) is low.

Therefore, the second foam layer 112 is located at the top portion of the arcuate interior space 56 . By stacking the second foam layer 112 on the first foam layer 111, the thickness of the foam layer 11 can be increased and consequently any drop in the attenuation constant of the sound waves can be compensated for by that thickness.

Next, in step S105, the foamed resin composition is solidified so that the foamed layer 11 as shown in FIG 5 is shown. The term setting includes curing. The foam layer 11 is formed to have the same shape and dimensions as the inner space 56 of the shaping mold 5 .

Next, in S106, the lower mold 51 and the upper mold 52 are opened as shown in FIG 6 is shown. Specifically, by moving the upper mold 52 from the closed position (see Figs 3 ) to the open position (cf. the 6 ) open.

In the present embodiment, the second foam layer 112 includes a tapered surface 112c tapering from the first foam layer 111 in a direction opposite to where the tire 2 is provided (radially outward of the tire 2). The tapered surface 112c is inclined with respect to the radial direction of the tire 2, and is inclined with respect to the lower surface 521 of the upper mold 52. As shown in FIG. The second foam layer 112 easily separates from the upper mold 52 due to the tapered surface 112c, and hence any damage during mold separation can be reduced.

In a case where the second foam layer 112 is excellent in flexibility, the tapered surface 112c is not required. In such a case, the second foam layer 112 deforms when the mold parting is performed.

Finally, in S107, the foam layer 11 is removed from the opened forming mold 5 as shown in FIG 7 is shown.

In the present embodiment, the first foam layer 111 includes the tapered surface 111c tapered to the location where the tire 2 is provided (radially inward of the tire 2). The tapered surface 111c is inclined with respect to the radial direction of the tire 2 and is inclined with respect to the upper surface 511 of the lower mold 51 . The first foam layer 111 easily separates from the lower mold 51 due to the tapered surface 111c, and hence any damage during mold separation can be reduced.

In a case where the first foam layer 111 is excellent in flexibility, the tapered surface 111c is not required. In such a case, the first deforms Foam layer 111 when mold separation is performed.

After S107, S101 and subsequent steps are either re-executed or not re-executed, and if S101 and subsequent steps are not re-executed, the temperature control of the forming die 5 (S101) is stopped.

In the present embodiment, the facing surface 11b of the foam layer 11 facing the tire 2 is arranged to face downward in the inner space 56 of the forming mold 5, as shown in FIG 5 is shown. The resin accumulates towards the lower part due to gravity. Since the facing surface 11b of the foam layer 11 facing the tire 2 is arranged to face downward, the resin density can be increased and the sound absorbing property can be improved.

In the present embodiment, although the facing surface 11b of the foam layer 11 facing the tire 2 is arranged to face downward in the inner space 56 of the forming mold 5, the facing surface 11b may be arranged to face upward , as in the 9 is shown. In other words, the arrangement of the forming die 5 may be reversed vertically. In the 9 51 is the upper die, while 52 is the lower die. It should be noted that the injection hole 57 is located on the upper die 51 .

In a case where the facing surface 11b of the foam layer 11 facing the tire 2 is arranged to face upward in the inner space 56 of the forming mold 5, the inner space 56 has a downwardly convex arc shape and the injection port 57 is located immediately above the lowermost portion of the interior space 56, as shown in FIG 8th is shown. The resin composition, after entering the inner space 56 from the injection port 57, separates and permeates the entirety of the inner space against gravity. Therefore, the resin composition spreads from the injection port 57 gradually. As a result, any coalescence of flow fronts of the resin composition can be reduced, and consequently the occurrence of a line caused by the coalescence (what is known as a weld line) can be reduced. In addition, since the resin composition spreads gradually from the injection port 57, the resin density at the injection port 57 increases. Therefore, when the fender liner 1 is attached to the vehicle body 3 , the portion having a high resin density can be located at the top portion of the fender liner 1 .

Next, the resin composition, which is the raw material of the foam layer 11, will be described. In a case where the foam layer 11 is a polyurethane foam, the resin composition includes a polyisocyanate, a polyol, a catalyst, and a blowing agent. The resin composition may further include an additive material. The resin composition is normally made by mixing a system liquid comprising a raw material other than a polyisocyanate together with a polyisocyanate.

The polyisocyanate can be, for example, toluene diisocyanate (TDI), methylene diphenyl diisocyanate (MDI), polymethylene polyphenyl isocyanate (known as crude MDI), xylene diisocyanate (XDI), isophorone diisocyanate (IPDI) or hexamethylene diisocyanate (HMDI), or it can be a modified product of the prepolymer type , an isocyanurate-modified product, a urea-modified product or a carbodiimide-modified product of the above polyisocyanates, although not limited thereto. The TDI can be 2,4-TDI, 2,6-TDI, or a mixture of both. The MDI can be 2,2'-MDI, 2,4'-MDI, 4,4'-MDI or a mixture of two or three of these types.

Examples of the polyols include polyoxyalkylene polyol, polyester polyol and the like.

Examples of the foaming agent include water, although not limited thereto. As an example of a foaming agent other than water, an inert compound having a low boiling point is preferable. Examples of such an inert compound include, for example, an inert gas and a saturated hydrocarbon having 8 or less carbon atoms with a boiling point of 70 degrees Celsius or less, wherein hydrogen atoms bonded to carbon may be substituted with a halogen element. The halogen atom is, for example, a fluorine atom or a chlorine atom. Examples of the saturated hydrocarbon include, but are not limited to, butane, pentane, dichloromethane (methylene chloride), trichloroethane, and various chlorofluorocarbons. Further, one kind of blowing agent can be used singly, or two or more kinds of blowing agent can be used in combination.

The catalyst is at least one kind selected from the group consisting of an amine catalyst and a tin catalyst. One kind of catalyst can be used singly or two or more kinds of the catalyst can be used in combination. Examples of the amine catalyst include triethylenediamine; bis(2-dimethylaminoethyl) ether; N,N,N',N'-tetramethylhexamethylenediamine;N,N-dimethylaminoethoxyethoxyethanol;N,N-dimethylamino-6-hexanol;N,N-dimethylaminoethoxyethanol; a compound in which 2 moles of ethylene oxide is added to N,N-dimethylaminoethoxyethanol; and 5-(N,N-dimethyl)amino-3-methyl-1-pentanol, although not limited thereto. Examples of the tin catalyst include stannous 2-ethylhexanoate; di-n-butyltin oxide; di-n-butyltin dilaurate; di-n-butyltin diacetate; di-octyltin oxide; di-n-octyltin dilaurate; monobutyltin trichloride; di-n-butyltin dialkyl mercaptan; and di-n-octyltin dialkyl mercaptan, although not limited thereto.

A foam stabilizer can be included as the additive material. Examples of the suds stabilizer include, but are not limited to, a silicone suds stabilizer and a fluorinated compound suds stabilizer. One kind can be used singly, or two or more kinds of the foam stabilizer can be used in combination.

A crosslinking agent can be included as the additive material. A compound having at least two active hydrogen-containing groups selected from hydroxyl groups, primary amine groups and secondary amine groups can be selected. Examples of the crosslinking agent include ethylene glycol, propylene glycol, 1,4-butanediol, neopentyl glycol, 1,6-hexanediol, diethylene glycol, triethylene glycol, dipropylene glycol, glycerin, trimethylolpropane, pentaerythritol, diglycerin, monoethanolamine, diethanolamine, triethanolamine, bisphenol A, ethylenediamine, 3, 5-diethyl-2,4-diaminotoluene, 3,5-diethyl-2,6-diaminotoluene, 2-chloro-p-phenylenediamine, 3,5-bis(methylthio)-2,4-diaminotoluene, 3,5-bis (methylthio)-2,6-diaminotoluene, 1-trifluoromethyl-3,5-diaminobenzene, 1-trifluoromethyl-4-chloro-3,5-diaminobenzene, 2,4-toluenediamine, 2,6-toluenediamine, bis(3, 5-dimethyl-4-aminophenyl)methane, 4,4'-diaminodiphenylmethane, m-xylenediamine, 1,4-diaminohexane, 1,3-bis(aminomethyl)cyclohexane and isophoronediamine, although not limited thereto. Further, the above polyoxyalkylene polyol having molecular weight/number of hydroxyl groups of less than 500 can also be used as a crosslinking agent. One kind of the crosslinking agent can be used singly, or two or more kinds of the crosslinking agent can be used in combination.

Examples of other additive materials include various known additive materials and auxiliaries such as emulsifiers, antioxidants, antiaging agents such as ultraviolet absorbers, fillers such as calcium carbonate, barium sulfate and the like, plasticizers, colorants, flame retardants, fungicides and foam breaker, although not limited thereto. Additive materials conventionally used in polyurethane foams can be employed.

An example of the resin composition mixture is given below. The system liquid comprises 60 parts by mass of a polyoxyalkylene polyol (product name: EXCENOL 820; manufactured by AGC Inc.), 40 parts by mass of another polyoxyalkylene polyol (product name: EXCENOL 923; manufactured by AGC Inc.), 3 parts by mass of water which is a foaming agent, 0.3 3 parts by mass of a catalyst (product name: TEDA L-33; manufactured by Tosoh Corporation), 3 parts by mass of a foam stabilizer (product name: Tegostab B8737LF2; manufactured by Evonik Industries), and 3 parts by mass of a crosslinking agent (product name: EXCENOL 555; manufactured by AGC Inc.) . These starting materials are placed in a container and then mixed with a high speed mixer. The resin composition comprises 112 parts by mass of the system liquid and 39.4 parts by mass of polyisocyanate (a mixture of TDI and MDI; product name: Coronate 1021; manufactured by Tosoh Corporation). The system liquid and polyisocyanate are placed in a container and then mixed with a high speed mixer. Adjustment of the resin composition is carried out at room temperature.

The foregoing has described one or more embodiment(s) and the like of the fender liner and vehicle according to the disclosure. However, the disclosure is not limited to the embodiments and the like. Various modifications, changes, substitutions, additions, deletions or any combination of embodiments can be made within the scope set forth in the disclosure.

For example, the fender liner 1 of the above embodiments includes only a foam layer 11, but components to be attached to the foam layer 11 may also be included.

The present application claims the priority of Japanese Patent Application No. 2019-236123 , filed with the Japan Patent Office on December 26, 2019, and Japanese Patent Application No. 2020-015169 , filed on January 31, 2020, and the entire content of Japanese Patent Application No. 2019-236123 and Japanese Patent Application No. 2020-015169 is incorporated herein by reference.

Reference List

1

fender lining

2

tires

11

foam layer

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• JP 2019236123 [0080]
• JP 2020015169 [0080]

Claims (8)

Fender liner comprising: a foam layer to be arranged in a curved shape along a circumference of a tire of a vehicle. fender lining claim 1 wherein the foam layer comprises a first foam layer and a second foam layer, wherein the first foam layer has a uniform thickness and is arranged in the curved shape along the circumference of the tire, and the second foam layer is formed only on a portion of a surface of the first foam layer, which is opposite the location where the tire is to be provided. fender lining claim 2 wherein the second foam layer includes a tapered surface that tapers from the first foam layer in a direction opposite to where the tire is to be deployed. fender lining claim 2 or 3 wherein the first foam layer includes a tapered surface that tapers toward the location where the tire is to be deployed. Fender lining according to one of Claims 1 until 4 wherein the foam layer is a polyurethane foam, a polyacryl foam, a melamine foam, a rubber foam, a polyolefin foam, or a polyimide foam. A vehicle comprising: a tire; and the fender liner according to any one of Claims 1 until 5 . vehicle after claim 6 wherein the second foam layer is located closer to at least a rear of the vehicle than a lower edge of the tire is located to the rear of the vehicle. vehicle after claim 6 wherein the second foam layer is located closer to at least a front of the vehicle than a lower edge of the tire is located to the front of the vehicle.

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