JP4408219B2 - Insulation mat material for vehicles - Google Patents

Description

  The present invention relates to a heat insulating mat material for a vehicle that can be cut and bent at the time of construction, and relates to a heat insulating mat material that can be applied to a high-speed rail vehicle laid overseas by conforming to strict British standards.

  In Japan, as exemplified in Japanese Examined Patent Publication No. 63-19622, a heat insulating material formed by impregnating glass wool or rock wool with a small amount of an organic resin and molding it into a plate shape has been used for railway vehicles. This heat insulating material generates a toxic gas during combustion if the impregnated resin is flammable, so the glass wool laminate is wrapped in a carbon fiber felt sheet, or the short fiber ceramic fiber wool laminate is made of glass cloth. There has also been proposed a heat insulating material that is wrapped in and quilted appropriately. However, these heat insulating materials cannot be freely cut, so that they are not easy to construct inside the railway vehicle, and are not lightweight, so the vehicle weight tends to increase. In addition, the former heat insulating material is likely to generate dust during construction work, and the working environment is liable to deteriorate, and the latter heat insulating material has low rebound resilience, so that the adhered wall surface is likely to be uneven.

In order to improve the above-mentioned drawbacks, the vehicle heat insulating material disclosed in Japanese Utility Model Publication No. 6-47715 is formed by appropriately laminating a wrap of acrylic fired flame resistant fiber, then needle punching, and further, needle felt of acrylic fired flame resistant fiber or A surface sheet made of woven fabric is attached. This heat insulating material can be cut and bent, and can be easily constructed inside the railway vehicle. Since it is relatively lightweight, there is little increase in the weight of the vehicle, and no dust is generated during construction work. Due to these advantages, this heat insulating material is currently widely used in Japanese railway vehicles including Shinkansen (registered trademark) vehicles.

  The above-mentioned heat insulating material for vehicles made of baked acrylic flame-resistant fiber has a stricter British Standard (BS) because some organic components remain in the fiber even if it conforms to the material combustion standard for railway vehicles in Japan. The combustion test, smoke test, and gas toxicity test specified in the above section cannot be cleared. Failure to comply with UK standards will not allow this insulation to be used for high-speed rail vehicles in Southeast Asia such as China and European countries that comply with UK standards, and it is virtually impossible to deliver for export vehicles. It will be possible.

  In order to conform to the British standard, it is possible to construct the vehicle heat insulating material only with carbon fiber or glass fiber, but it is difficult to make a wrap of carbon fiber or glass fiber alone by felting with a needle punch. If a necessary amount of organic resin is impregnated into a wrap of carbon fiber or glass fiber in order to form a mat, it will be rejected in terms of fuming and generation of toxic gas as described above. Moreover, if a fiber wrap is impregnated with a necessary amount of nonflammable silicon oxide resin, it is difficult to obtain a flexible mat material that is easy to construct.

  The present invention is proposed in order to improve the above-mentioned problems relating to conventional vehicle heat insulating materials, and can be cut and bent at the time of construction. An object of the present invention is to provide an insulating mat material for a vehicle that can be adapted to a gas toxicity test. Another object of the present invention is to provide a heat insulating mat material for a vehicle that is relatively flexible, easy to install and inexpensive even if it conforms to strict British standards.

  The vehicle heat insulating mat material according to the present invention has a thickness of 10 to 100 mm, uniformly mixes a small amount of low-melting-point organic fibers with glass fibers and carbon fibers, and blows hot air vertically to a bulky cotton-like material. The entire sheet is formed by penetrating. The hot air at a temperature for melting the low melting point organic fiber, preferably 5 to 15% by weight, needs to penetrate in a direction perpendicular to the cotton-like material, and the whole material is not uniform unless the cotton-like material is penetrated. As a result, the heat-insulating mat material is easily partially decomposed, and the fibers are also detached from the mat material.

  Regarding the heat insulating mat material for a vehicle of the present invention, glass fiber is inorganic and cheaper than carbon fiber. Therefore, when used in an amount of 40% by weight or more of the total amount, it is suitable for meeting stricter British standards and economically. However, when it exceeds 70% by weight, the heat insulating mat material is not cut and flexible. The fiber structure of the glass fiber to be used is preferably in the form of a coil having a large number of crimps such as a crimped glass fiber (trade name: Miraflex, manufactured by OS Corning). If the glass fiber is crimped, it is easy to form a cotton-like material even if a large amount of glass fiber is added, and the protrusion of the fiber from the heat-insulating mat material is also reduced, so that the usability as a heat-insulating mat material is excellent.

  With respect to the vehicle heat insulating mat material, the carbon fiber is preferably 20 to 50% by weight of the total amount. The carbon fiber may be either a pitch system obtained by spinning refined petroleum pitch or an organic fiber system such as rayon or polyacrylonitrile, and may be a graphite fiber, but more preferably a curled carbon fiber. If the carbon fiber is less than 20% by weight of the total amount, the heat insulating mat material often lacks the possibility of cutting and bending, whereas if it exceeds 50% by weight, the heat insulating mat material becomes expensive.

Moreover, it is possible to add flame-resistant fiber, such as brand name: Pyromex (product made from Toho Tenax) and brand name: Lastan (product made from Asahi Kasei), if needed, less than 15 weight% of the whole quantity. The flame-resistant fiber is a fiber obtained by firing and carbonizing an organic precursor at about 300 to 500 ° C., and is probably an organic amorphous material. When flameproof fiber is added, it becomes easy to give cutting and bending properties to the heat insulating mat material, but when it exceeds 15% by weight, it becomes difficult to conform to strict British standards.

  It is desirable to uniformly mix 5 to 15% by weight of low-melting point organic fibers in the vehicle heat insulating mat material so as to form a sheet as a whole. If the low melting point organic fiber is less than 5% by weight, it becomes difficult to obtain a sheet of cotton-like material, that is, a mat material. You will fail the exam. The low melting point organic fiber may be any one of thermoplastic fibers such as polyester, polypropylene, and acrylic having a melting point of around 150 ° C., or composite fibers thereof.

  In the vehicle heat insulating mat material of the present invention, a surface sheet made of woven fabric or felt of inorganic fibers may be bonded to a mat main body having a thickness of 10 to 100 mm with a nonflammable resin. This surface sheet is made of glass fiber, carbon fiber, ceramic fiber, or the like, and the mat body is made of hot air by uniformly blending glass fiber and carbon fiber with a low melting point organic fiber of 5 to 15% by weight as described above. The whole is made into a sheet. When the top sheet is bonded, the glass fiber and carbon fiber fiber powders are less dropped from the mat body even if it is cut or bent during construction on a railway vehicle, and the work becomes easy.

  The combustion test according to the British standard for the heat insulating mat material for vehicles of the present invention is defined in BS 476-7 (Test method for determining the surface spread of product flame, 1997). The apparatus 19 used for the test is partially shown in FIG. 4 in its vertical cross section, and the test plate 20 is 885 × 270 mm. The heat insulation board 22 is brought into contact with the back of the test plate 20 and placed in the rectangular frame 23 to hold both vertically. The frame is pivotable. Further, a heat dissipating panel 24 of 850 × 850 mm is installed vertically and adjusted so that the heat dissipating panel has a predetermined irradiance. The frame 23 including the test plate 20 is disposed at a standby position B (position of a one-dot chain line centering on the two-dot chain line in FIG. 4) that is turned 90 degrees or more from the test position A indicated by a solid line in FIG. The pilot burner 26 is a steel pipe for city gas having an inner diameter of 3 mm and an outer diameter of 6.4 mm, and is inclined by 30 degrees with respect to the surface 28 of the test plate 20. The tip of the pilot burner 26 is set at a position 28 ± 2 mm away from the surface 28 of the test plate 20, 6 ± 2 mm away from the exposed lower end 30 of the test plate 20, and the inner vertical end of the frame 23 at the corner closest to the heat dissipation panel 24. 15 ± 5 mm from the center.

  When the test is performed, the burner 26 is ignited, and the flame of the burner is set to 75 to 100 mm of the contact height of the test plate 28. The test plate 20 and the heat insulation board 22 are attached to the frame 23 at the standby position B within 5 minutes. Next, within 5 seconds, the frame 23 is pivoted vertically to the test position A, and at the test position A, the frame 23 including the test plate 20 is brought into contact with the heat radiating panel 24 at a right angle. The burner 26 is turned off 1 minute after the start of the test. For the test plate 20, the time at which the flame spread exceeds each vertical reference line at the position of the horizontal reference line is recorded, and the flame spread range at the position of the horizontal reference line is recorded after 1.5 minutes and 10 minutes. When 10 minutes have elapsed, the test is terminated, the frame 23 is returned to the standby position, and then the test plate 20 is removed. Repeat the test for the next test plate after removing the combustion debris. The test results are classified as shown in Table 1 for the spread of the flame.

Smoke tests according to British standards are defined in Annex D of BS 6853 (Fire Prevention Codes for Passenger Train Design and Construction, 1999). The apparatus 32 used for the test fixed a steel plate having a thickness of 2 mm to a steel frame, and, as shown in FIG. 5, constituted a cube 34 having a length of one side of 3000 ± 30 mm. Provide more than one. All joints are hermetically sealed, and a hole communicating with atmospheric pressure is made near the side wall of the cube. The total area of the holes is set to 5000 m ² . The top of the cube 34 is provided with a port that connects to the gas extraction system and is sealed during testing. Two sealed glass windows of 100 × 100 mm are arranged on the opposite side of the cube 34 to transmit light from the light source 36 to the light receiver 38. In order to distribute indoor smoke, the fan 40 is placed on the floor, the axis of the fan is horizontal, and the flow rate is 0.12 to 0.25 m ³ / s. During the test, air is blown horizontally by the fan 40, and the ignition source 42 is protected by the draft screen 44. The draft screen 44 is a 1500 × 1000 mm steel plate that is curved as a whole, and is placed at a position 75 mm from the rear surface as shown in FIG.

In the panel test, after achieving a temperature of 20 ° C. in the cube 34, a test piece having a thickness of 1000 × 500 mm and a working thickness of up to 25 mm and a square frame inclined by 60 degrees from the horizontal direction is continuously connected on four sides. Support and place the short side horizontally. The ignition source 42 is 1000 ± 5 cm ³ of alcohol, and is placed in a truncated pyramid tray having a rectangular cross section so as not to leak. This ignition source 42 is placed with the long side of the tray parallel to the short side of the test piece at a position where the alcohol surface is 175 ± 5 mm from the test piece surface in the vertical direction. The ignition source 42 is ignited and the optical density and combustion depth in the cube 34 are recorded over time.

The measured value of optical density (A _m ) is calculated by the following formula.
A _m = log ₁₀ (I ₀ / I _t )
Wherein, I _0: original intensity I _t: if the photometric phase 2 study i.e. fouling phase of the transmitted light occurs, to calculate the value of A _m for the initial phase (ON) and Tsugisho (off). The value of A ₀ is the optical density between the opposing sides of the cube when the test piece burns 1 unit under the specified conditions, and is calculated up to 3 digits according to the following formula.
A ₀ = A _m × V / (k × L)
In the formula, A _m : Optical density measured in the cube V: Volume of the cube (m3)
L: Optical length between windows (m)
k: the number of units of material constituting the test piece

The method for measuring the amount of toxic gas generation according to the British standard is defined in BS B 6853 Annex B. In the case of a panel, the area-based method (prEN 2824, 2825, 2826) is applied and the following correction is performed. The test fire model replaces the test piece with a horizontal conical heating element, performs a limited single smoke emission test, determines the time to reach 85% of maximum smoke generation, and collects / measures toxic gases Starts when 85% of maximum smoke generation is reached. Toxic gas emissions, assuming the area of the test piece and 0.0058M ^2, expressed in grams per material 1 m ^2. The toxic gas emission test is performed three times, and the R value (weighted toxic gas amount) is calculated using the average value of the measured values. Table 2 shows the general limit values (IDLH values) and reference values for the eight types of analysis target gases.

The R value (weighted toxic gas amount) is calculated by dividing the value of each gas by its reference value to obtain an index r for each gas and adding the index r for each gas as follows.
r _x = c _x / f _x
R = Σr
In the formula, c _x : discharge amount of the x th gas expressed in a corresponding unit f _x : reference value of the x th gas shown in Table 2 r _x : index of the x th gas

BS6853 stipulates that materials other than those having performance characteristics of reaction to fire should not be used for a predetermined vehicle range in management of reaction to fire. In particular, with respect to the internal vertical surface of the train, the internal horizontal downward surface and the seat skin, the combustion test is class 1 for the vehicle category Ib, the A ₀ (on) of the smoke test is less than 4.2, and the A ₀ (off) is It is required that the R value of the toxicity test for generated gas is less than 6.3 and less than 1.6. The vehicle category Ib relates to a vehicle that travels for a long time in a tunnel having a side exit that leads to a tunnel or a sidewalk and a evacuation shaft where the category I is an underground environment and the category Ib is a double track or more. There is nothing about sleeping cars.

  The vehicle heat insulating mat material according to the present invention has almost no non-remaining organic components in the fibers in the mat material, so that it is almost completely non-flammable and has low heat conductivity. In addition to conforming to the material combustion standards for railway vehicles, it can also clear combustion tests, smoke tests, and gas toxicity tests stipulated by the stricter British standards. The heat insulating mat material for vehicles of the present invention can be used for high-speed railway vehicles in Southeast Asia such as China and European countries that comply with British standards by conforming to British standards, and delivered in large quantities for export vehicles Can be expected to do.

  The heat insulating mat material for vehicles according to the present invention can be processed into a uniform mat shape only by through-heating by mixing a small amount of low melting point organic fibers uniformly with relatively rigid glass fibers and carbon fibers. Sometimes the constituent fibers are less likely to break. The vehicle heat insulating mat material of the present invention is a thick mat that is flexible and easy to handle, and even if it is cut or bent at the time of construction, the mat material does not lose fiber and does not deteriorate the working environment. In addition, the heat insulating mat material for a vehicle of the present invention has a relatively low glass fiber added in a larger amount than carbon fiber, so that the manufacturing cost is low and it has sufficient performance in terms of predetermined durability.

  Next, the present invention will be described based on examples, but the present invention is not limited to the examples. In Example 1, the heat insulating mat material 1 shown in FIG. 1 is manufactured.

  40% by weight of carbon fiber (trade name: Dona Carbo, manufactured by Donak) having a diameter of 13 μm, 50% by weight of crimped glass fiber (trade name: Miraflex) having a diameter of 6 μm, and a low melting point having a fineness of 2.2 decitex 10% by weight of polyester fiber (trade name: Safmet, manufactured by Toray) is put into a known carding machine, and sufficiently mixed and laminated by the carding machine. As a result, the cotton-like material 2 shown in FIG. 1 is obtained.

The cotton-like material 2 is fed into the heating furnace 3 and heated at 150 ° C. for 60 seconds. In the heating furnace 3, while the thickness of the cotton-like material 2 is regulated by the upper and lower net conveyors 4, 5, the whole is formed into a sheet by allowing hot air to penetrate the cotton-like material in the vertical direction. By this heating, the low melting point polyester fiber in the cotton-like material is melted, and the other fibers are fused, so that the whole becomes a mat shape. The obtained heat insulating mat material 1 has a thickness of 30 mm and a weight of 240 g / m ² .

For thermal insulation mat material 1 for vehicles, combustion test according to British standards is class 1, smoke emission test A ₀ (on) is 0.19 and A ₀ (off) is 0.24, R value of generated gas toxicity test is 0 It was .98. As a result, the heat insulating mat material 1 can be used in Southeast Asian countries such as China and other European countries that are compliant with the British Standard by complying with the British Standard by clearing all the combustion tests, smoke tests, and generated gas toxicity tests specified by the British Standard. Can be used for high-speed rail vehicles in

  The heat insulating mat member 1 has a relatively small density and is soft and easily deformed due to its thick thickness. As shown in FIG. 2, the heat insulating mat member 1 can be freely bent at the concave portion 8 or the protruding portion in the railcar 7 or the like. The heat insulating mat member 1 can be freely cut at the time of construction inside the railway vehicle 7 as desired. For example, the heat insulating mat member 1 can be filled inside the ceiling 12 except for the crosspiece 10.

By treating the cotton-like material obtained by using the same fibers as in the example in the same manner as in Example 1, a heat insulating mat member having a thickness of 50 mm and a weight of 400 g / m ² is manufactured.

About this heat insulating mat material, the British standard combustion test is Class 1, the smoke test A ₀ (on) is 0.21 and A ₀ (off) is 0.25, and the generated gas toxicity test R value is 0.99. Met. As a result, this heat insulating mat material can be used in Southeast Asian countries such as China and other European countries that comply with the UK standard by complying with the UK standard by clearing all the combustion tests, smoke tests, and gas toxicity tests specified by the UK standard. Can be used for high-speed rail vehicles in

30% by weight of carbon fiber (trade name: Torayca, manufactured by Toray Industries, Inc.) having a diameter of 14.5 μm, 50% by weight of crimped glass fiber (trade name: Miraflex) having a diameter of 6 μm, and a fineness of 3.3 dtex. Flame-resistant fiber (trade name: Pyromex, manufactured by Toho Tenax Co., Ltd.) 10% by weight and low melting point polyester fiber (trade name: Safmet) 10% by weight having a fineness of 2.2 decitex are put into a known carding machine, Thoroughly blend and stack with a carding machine. By treating the obtained cotton-like material in the same manner as in Example 1, a heat insulating mat material having a thickness of 50 mm and a weight of 450 g / m ² is manufactured.

About this heat insulating mat material, the combustion test according to the British standard is class 1, the smoke test A ₀ (on) is 1.35 and A ₀ (off) is 1.51, and the R value of the generated gas toxicity test is 1.20. Met. As a result, this heat insulating mat material can be used in Southeast Asian countries such as China and other European countries that comply with the UK standard by complying with the UK standard by clearing all the combustion tests, smoke tests, and gas toxicity tests specified by the UK standard. Can be used for high-speed rail vehicles in

As shown in FIG. 3, in addition to the mat member 1 manufactured in Example 1, a glass cloth (trade name: H100F-120, manufactured by Unitika Glass Fiber) as the top sheet 14 and a silica-based resin (trade name) as the adhesive 15 : JL1582, manufactured by Etec). The silica-based resin 15 is spray-coated on one surface of the mat body 16 which is the mat material 1, and the coating amount is 15 g / m ² upon completion. After applying the silica-based resin, the surface sheet 14 is bonded and dried at 150 ° C. for 2 minutes. The obtained heat insulating mat member 18 has a thickness of 30 mm and a weight of 350 g / m ² .

Regarding the heat insulating mat member 18, the combustion test according to the British standard is class 1, the smoke test A ₀ (on) is 0.85 and A ₀ (off) is 0.92, and the R value of the generated gas toxicity test is 1.10. Met. As a result, the heat insulating mat material 18 can be used in Southeast Asian countries such as China and other European countries that comply with the UK standards by complying with the UK standards by clearing all the combustion tests, smoke tests, and generated gas toxicity tests specified by the UK standards. Can be used for high-speed rail vehicles in

  The heat insulating mat member 18 protects the soft and easily deformable mat body 16 with the top sheet 14, and can be freely cut at the time of construction inside the railway vehicle 7 as shown in FIG. The heat-insulating mat member 18 to which the surface sheet 14 is bonded is less likely to drop the fiber powder from the mat body 16 even when it is cut and bent during construction on the railway vehicle 7, and the construction work is facilitated and the working environment is deteriorated. Can also be prevented.

It is explanatory drawing which shows roughly the manufacturing process of the heat insulating mat material which concerns on this invention. It is a schematic sectional drawing of the train which illustrates the use part of the heat insulation mat material of this invention. It is a schematic sectional drawing which shows the modification of this invention. It is a schematic sectional drawing which shows partially the apparatus used for implementation of the combustion test by a British standard. It is a schematic explanatory drawing which shows partially the apparatus used for implementation of the smoke generation test by a British standard.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Insulation mat material 2 Cotton-like material 3 Heating furnace 7 Railway vehicle 12 Ceiling

Claims (4)

It is composed of 40 to 70% by weight of glass fiber, 20 to 50% by weight of carbon fiber, 0 to 15% by weight of flameproof fiber, and 5 to 15% by weight of low melting point organic fiber, and these fibers are mixed almost uniformly. The entire material is made into a uniform sheet by passing hot air through the bulky cotton-like material in the material thickness direction, and organic components do not remain in the fibers in the mat material, and it is nonflammable A heat insulating mat material for a vehicle having a thickness of 10 to 100 mm. It is composed of 40 to 70% by weight of glass fiber, 20 to 50% by weight of carbon fiber, 0 to 15% by weight of flameproof fiber, and 5 to 15% by weight of low melting point organic fiber, and these fibers are mixed almost uniformly. The entire material is made into a uniform sheet by passing hot air through the bulky cotton-like material in the material thickness direction, and organic components do not remain in the fibers in the mat material, and it is nonflammable A heat insulating mat material for a vehicle, in which a mat main body having a thickness of 10 to 100 mm and a surface sheet made of inorganic fiber woven fabric or felt are bonded together with a nonflammable resin. The heat-insulating mat material according to claim 1 or 2, comprising 10 to 15% by weight of flame-resistant fibers . The heat insulating mat member according to claim 1 or 2 , wherein the fiber structure of the glass fiber is a coil shape having a crimp.

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