US20220024401A1 - Automotive crash pad and manufacturing method thereof - Google Patents

Automotive crash pad and manufacturing method thereof Download PDF

Info

Publication number
US20220024401A1
US20220024401A1 US17/093,459 US202017093459A US2022024401A1 US 20220024401 A1 US20220024401 A1 US 20220024401A1 US 202017093459 A US202017093459 A US 202017093459A US 2022024401 A1 US2022024401 A1 US 2022024401A1
Authority
US
United States
Prior art keywords
layer
fiber
skin layer
crash pad
skin
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
US17/093,459
Other languages
English (en)
Inventor
Do Hyung Kim
Chang Wan Son
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hyundai Mobis Co Ltd
Original Assignee
Hyundai Mobis Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hyundai Mobis Co Ltd filed Critical Hyundai Mobis Co Ltd
Assigned to HYUNDAI MOBIS CO., LTD. reassignment HYUNDAI MOBIS CO., LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KIM, DO HYUNG, SON, CHANG WAN
Publication of US20220024401A1 publication Critical patent/US20220024401A1/en
Priority to US17/950,047 priority Critical patent/US20230031664A1/en
Pending legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/04—Padded linings for the vehicle interior ; Energy absorbing structures associated with padded or non-padded linings
    • B60R21/045—Padded linings for the vehicle interior ; Energy absorbing structures associated with padded or non-padded linings associated with the instrument panel or dashboard
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B27/00—Layered products comprising a layer of synthetic resin
    • B32B27/06—Layered products comprising a layer of synthetic resin as the main or only constituent of a layer, which is next to another layer of the same or of a different material
    • B32B27/065—Layered products comprising a layer of synthetic resin as the main or only constituent of a layer, which is next to another layer of the same or of a different material of foam
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B27/00—Layered products comprising a layer of synthetic resin
    • B32B27/12—Layered products comprising a layer of synthetic resin next to a fibrous or filamentary layer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B27/00—Layered products comprising a layer of synthetic resin
    • B32B27/16—Layered products comprising a layer of synthetic resin specially treated, e.g. irradiated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B27/00—Layered products comprising a layer of synthetic resin
    • B32B27/18—Layered products comprising a layer of synthetic resin characterised by the use of special additives
    • B32B27/20—Layered products comprising a layer of synthetic resin characterised by the use of special additives using fillers, pigments, thixotroping agents
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B27/00—Layered products comprising a layer of synthetic resin
    • B32B27/30—Layered products comprising a layer of synthetic resin comprising vinyl (co)polymers; comprising acrylic (co)polymers
    • B32B27/302—Layered products comprising a layer of synthetic resin comprising vinyl (co)polymers; comprising acrylic (co)polymers comprising aromatic vinyl (co)polymers, e.g. styrenic (co)polymers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B27/00—Layered products comprising a layer of synthetic resin
    • B32B27/30—Layered products comprising a layer of synthetic resin comprising vinyl (co)polymers; comprising acrylic (co)polymers
    • B32B27/304—Layered products comprising a layer of synthetic resin comprising vinyl (co)polymers; comprising acrylic (co)polymers comprising vinyl halide (co)polymers, e.g. PVC, PVDC, PVF, PVDF
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B27/00—Layered products comprising a layer of synthetic resin
    • B32B27/32—Layered products comprising a layer of synthetic resin comprising polyolefins
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B27/00—Layered products comprising a layer of synthetic resin
    • B32B27/36—Layered products comprising a layer of synthetic resin comprising polyesters
    • B32B27/365—Layered products comprising a layer of synthetic resin comprising polyesters comprising polycarbonates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B27/00—Layered products comprising a layer of synthetic resin
    • B32B27/40—Layered products comprising a layer of synthetic resin comprising polyurethanes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B33/00—Layered products characterised by particular properties or particular surface features, e.g. particular surface coatings; Layered products designed for particular purposes not covered by another single class
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B37/00—Methods or apparatus for laminating, e.g. by curing or by ultrasonic bonding
    • B32B37/14—Methods or apparatus for laminating, e.g. by curing or by ultrasonic bonding characterised by the properties of the layers
    • B32B37/142—Laminating of sheets, panels or inserts, e.g. stiffeners, by wrapping in at least one outer layer, or inserting into a preformed pocket
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B5/00—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts
    • B32B5/02—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by structural features of a fibrous or filamentary layer
    • B32B5/022—Non-woven fabric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B5/00—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts
    • B32B5/02—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by structural features of a fibrous or filamentary layer
    • B32B5/026—Knitted fabric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B5/00—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts
    • B32B5/18—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by features of a layer of foamed material
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B5/00—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts
    • B32B5/18—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by features of a layer of foamed material
    • B32B5/20—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by features of a layer of foamed material foamed in situ
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B5/00—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts
    • B32B5/22—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed
    • B32B5/24—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed one layer being a fibrous or filamentary layer
    • B32B5/245—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed one layer being a fibrous or filamentary layer another layer next to it being a foam layer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B7/00—Layered products characterised by the relation between layers; Layered products characterised by the relative orientation of features between layers, or by the relative values of a measurable parameter between layers, i.e. products comprising layers having different physical, chemical or physicochemical properties; Layered products characterised by the interconnection of layers
    • B32B7/04—Interconnection of layers
    • B32B7/12—Interconnection of layers using interposed adhesives or interposed materials with bonding properties
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R13/00—Elements for body-finishing, identifying, or decorating; Arrangements or adaptations for advertising purposes
    • B60R13/02—Internal Trim mouldings ; Internal Ledges; Wall liners for passenger compartments; Roof liners
    • B60R13/0256—Dashboard liners
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/04—Padded linings for the vehicle interior ; Energy absorbing structures associated with padded or non-padded linings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/20—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components
    • B60R21/205—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components in dashboards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/20—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components
    • B60R21/215—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components characterised by the covers for the inflatable member
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/20—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components
    • B60R21/215—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components characterised by the covers for the inflatable member
    • B60R21/2165—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components characterised by the covers for the inflatable member characterised by a tear line for defining a deployment opening
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B37/00—Methods or apparatus for laminating, e.g. by curing or by ultrasonic bonding
    • B32B37/14—Methods or apparatus for laminating, e.g. by curing or by ultrasonic bonding characterised by the properties of the layers
    • B32B37/26—Methods or apparatus for laminating, e.g. by curing or by ultrasonic bonding characterised by the properties of the layers with at least one layer which influences the bonding during the lamination process, e.g. release layers or pressure equalising layers
    • B32B2037/266—Cushioning layers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B38/00—Ancillary operations in connection with laminating processes
    • B32B2038/0052—Other operations not otherwise provided for
    • B32B2038/0084—Foaming
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2250/00—Layers arrangement
    • B32B2250/04—4 layers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2255/00—Coating on the layer surface
    • B32B2255/02—Coating on the layer surface on fibrous or filamentary layer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2255/00—Coating on the layer surface
    • B32B2255/10—Coating on the layer surface on synthetic resin layer or on natural or synthetic rubber layer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2255/00—Coating on the layer surface
    • B32B2255/10—Coating on the layer surface on synthetic resin layer or on natural or synthetic rubber layer
    • B32B2255/102—Coating on the layer surface on synthetic resin layer or on natural or synthetic rubber layer synthetic resin or rubber layer being a foamed layer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2255/00—Coating on the layer surface
    • B32B2255/26—Polymeric coating
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2255/00—Coating on the layer surface
    • B32B2255/28—Multiple coating on one surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2262/00—Composition or structural features of fibres which form a fibrous or filamentary layer or are present as additives
    • B32B2262/02—Synthetic macromolecular fibres
    • B32B2262/0276—Polyester fibres
    • B32B2262/0284—Polyethylene terephthalate [PET] or polybutylene terephthalate [PBT]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2266/00—Composition of foam
    • B32B2266/02—Organic
    • B32B2266/0214—Materials belonging to B32B27/00
    • B32B2266/0278—Polyurethane
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2274/00—Thermoplastic elastomer material
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2305/00—Condition, form or state of the layers or laminate
    • B32B2305/02—Cellular or porous
    • B32B2305/022—Foam
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2305/00—Condition, form or state of the layers or laminate
    • B32B2305/10—Fibres of continuous length
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2307/00—Properties of the layers or laminate
    • B32B2307/30—Properties of the layers or laminate having particular thermal properties
    • B32B2307/306—Resistant to heat
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2307/00—Properties of the layers or laminate
    • B32B2307/30—Properties of the layers or laminate having particular thermal properties
    • B32B2307/308—Heat stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2307/00—Properties of the layers or laminate
    • B32B2307/50—Properties of the layers or laminate having particular mechanical properties
    • B32B2307/54—Yield strength; Tensile strength
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2307/00—Properties of the layers or laminate
    • B32B2307/50—Properties of the layers or laminate having particular mechanical properties
    • B32B2307/552—Fatigue strength
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2307/00—Properties of the layers or laminate
    • B32B2307/50—Properties of the layers or laminate having particular mechanical properties
    • B32B2307/558—Impact strength, toughness
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2307/00—Properties of the layers or laminate
    • B32B2307/50—Properties of the layers or laminate having particular mechanical properties
    • B32B2307/582—Tearability
    • B32B2307/5825—Tear resistant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2307/00—Properties of the layers or laminate
    • B32B2307/70—Other properties
    • B32B2307/714—Inert, i.e. inert to chemical degradation, corrosion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2307/00—Properties of the layers or laminate
    • B32B2307/70—Other properties
    • B32B2307/72—Density
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2307/00—Properties of the layers or laminate
    • B32B2307/70—Other properties
    • B32B2307/732—Dimensional properties
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2605/00—Vehicles
    • B32B2605/003—Interior finishings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B2605/00—Vehicles
    • B32B2605/08—Cars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B37/00—Methods or apparatus for laminating, e.g. by curing or by ultrasonic bonding
    • B32B37/12—Methods or apparatus for laminating, e.g. by curing or by ultrasonic bonding characterised by using adhesives
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2304/00—Optimising design; Manufacturing; Testing
    • B60Y2304/05—Reducing production costs, e.g. by redesign

Definitions

  • Exemplary embodiments of the present disclosure relate to an automotive crash pad and a manufacturing method thereof.
  • a crash pad also called an instrument panel, is an automotive interior part that is attached to the lower end of the front glass of the driver's seat.
  • An airbag is mounted in the crash pad. The airbag functions to protect the occupant's life from an external shock by deployment through the seam line of the crash pad when a crash occurs. Thus, the airbag is a very important part in terms of design, convenience and stability.
  • FIG. 1 illustrates a conventional automotive crash pad
  • FIG. 2 illustrates a conventional crash pad
  • a crash pad 100 includes a core layer 1 , a cushion layer 2 formed on the surface of the core layer 1 , and a skin layer 3 formed on the surface of the cushion layer 2 .
  • the core layer, the cushion layer and the skin layer are adhered together using an aqueous adhesive.
  • This high-quality crash pad may include a skin layer manufactured using natural leather.
  • natural leather has problems in that it is expensive and the quality control thereof is difficult, so that deformation or surface damage of the natural leather easily occurs. Therefore, there is an urgent need for the development of artificial leather, which exhibits sensitivity, tactile sensation and appearance similar to those of natural leather and also has excellent mechanical properties, and a crash pad using the same.
  • the skin layer 3 is formed using the material and coating agent that may have the appearance and feel of real leather to emphasize design and aesthetic quality.
  • a skin layer-weakening portion 4 for deployment of the airbag (passenger airbag (PAB)) is formed on the skin layer 3 by performing a skin layer-weakening process on the skin layer 3 .
  • the airbag deployment portion of the skin layer which corresponds to the airbag deployment portion of the crash pad, is processed by skiving or skin scoring to reduce the thickness of the skin layer.
  • Exemplary embodiments of the present invention provide an automotive crash pad which has excellent airbag deployment performance, and thus, makes it possible to eliminate a skin layer-weakening process when forming a skin layer.
  • Another object of the present disclosure is to provide an automotive crash pad having excellent economic efficiency due to process simplification and cost reduction.
  • Still another object of the present disclosure is to provide an automotive crash pad having excellent sensitivity properties, such as appearance and tactile sensation.
  • Yet another object of the present disclosure is to provide an automotive crash pad having excellent lightweight and mechanical properties.
  • Still yet another object of the present disclosure is to provide an automotive crash pad having excellent adhesion between a skin layer and a slab foam layer.
  • a further object of the present disclosure is to provide a method for manufacturing the automotive crash pad.
  • An exemplary embodiment of the present invention provides an automotive crash pad including: a skin layer forming the outer surface of the crash pad including an airbag module; a fiber-based layer formed on the lower surface of the skin layer; a cushion layer formed on the lower surface of the fiber-based layer and including slab foam; and a core layer formed on to the lower surface of the cushion layer, wherein a laminate of the skin layer and the fiber-based layer has a tensile strength in transverse direction (TD) of 5 to 50 kgf/3 cm and an elongation at break in transverse direction (TD) of 40 to 220%.
  • TD transverse direction
  • TD tensile strength in transverse direction
  • the skin layer may have a thickness of 0.1 to 0.7 mm
  • the fiber-based layer may have a thickness of 0.3 to 0.7 mm
  • the cushion layer may have a thickness of 1 to 10 mm
  • the core layer may have a thickness of 1 to 6 mm.
  • the cushion layer may have a density of 0.05 to 5 g/cm3, a porosity of 5 to 80%, a tensile strength of 3 to 20 kgf/cm2, an elongation of 50 to 200%, and a tearing strength of 0.2 to 1.5 kgf/cm.
  • the skin layer may include one or more of thermoplastic polyurethane, thermoplastic polyolefin, polyvinyl chloride, and thermosetting polyurethane.
  • the skin layer may be formed using a skin layer composition including 65 to 75 wt % of a polyol compound, 15 to 25 wt % of an isocyanate-based curing agent, and 10 to 15 wt % of a chain extender.
  • the slab foam may be formed by foaming a first composition including 40 to 75 wt % of a polyol compound, 15 to 45 wt % of an isocyanate-based curing agent, and 1 to 15 wt % of a foaming agent.
  • the crash pad may further include one or more of a first adhesive layer formed between the fiber-based layer and the cushion layer, and a second adhesive layer formed between the cushion layer and the core layer.
  • the crash pad may further include a surface treatment layer formed on at least a portion of the skin layer.
  • the fiber-based layer may have a density of 0.22 to 0.27 g/cm3 and may be in the form of knitted or nonwoven fabric.
  • Another exemplary embodiment of the present invention provides a method for manufacturing an automotive crash pad, the automotive crash pad including: a skin layer forming the outer surface of the crash pad including an airbag module; a fiber-based layer formed on the lower surface of the skin layer; a cushion layer formed on the lower surface of the fiber-based layer and including slab foam; and a core layer formed on the lower surface of the cushion layer, the method including steps of: preparing an intermediate by laminating the cushion layer and the core layer together; and laminating the fiber-based layer and the skin layer onto the intermediate, wherein a laminate of the skin layer and the fiber-based layer has a tensile strength in transverse direction (TD) of 5 to 50 kgf/3 cm and an elongation at break in transverse direction (TD) of 40 to 220%.
  • TD tensile strength in transverse direction
  • TD tensile strength in transverse direction
  • TD tensile strength in transverse direction
  • TD tensile strength in transverse direction
  • TD tensile
  • the laminating in the step of laminating the fiber-based layer and the skin layer onto the intermediate may be achieved by forming a first adhesive layer between the fiber-based layer and the cushion layer.
  • the laminating in the step of preparing the intermediate may be achieved by forming a second adhesive layer between the cushion layer and the core layer.
  • the method may further include a step of covering the fiber-based layer, the cushion layer and the core layer with the skin layer, after the step of laminating the fiber-based layer and the skin layer onto the intermediate.
  • the slab foam may be formed by foaming a first composition including a polyol compound, an isocyanate-based curing agent, and a foaming agent.
  • the skin layer may not be subjected to a skiving or scoring process.
  • the automotive crash pad according to the present disclosure allows the airbag to be quickly deployed in the event of an external shock, even when a skin layer-weakening process, such as skiving or scoring, is eliminated.
  • the automotive crash pad may have a good tear shape, and have excellent productivity and economic efficiency due to process simplification and cost reduction.
  • the automotive crash pad may have excellent adhesion between the skin layer and the slab foam layer, and may have excellent sensitivity properties, such as appearance and soft tactile sensation, as a result of reducing the thickness of the skin layer and applying the slab foam layer.
  • FIG. 1 illustrates a conventional automotive crash pad.
  • FIG. 2 illustrates the conventional crash pad.
  • FIG. 3 illustrates a crash pad according to one embodiment of the present disclosure.
  • FIG. 4 illustrates a crash pad according to another embodiment of the present disclosure.
  • FIG. 5 illustrates a method for manufacturing an automotive crash pad according to one embodiment of the present disclosure.
  • FIG. 6 shows the cross-section of a crash pad of Example 1.
  • the terms “upper portion” and “lower portion” are defined based on the drawings, and depending on the point of view, “upper portion” may be changed to “lower portion” and “lower portion” may be changed to “upper portion”.
  • “upper portion” may be changed to “lower portion” and “lower portion” may be changed to “upper portion”.
  • FIG. 3 illustrates a crash pad according to one embodiment of the present disclosure.
  • an automotive crash pad 200 includes: a skin layer 40 forming the outer surface of the crash pad including an airbag module; a fiber-based layer 30 formed on the lower surface of the skin layer 40 ; a cushion layer 20 formed on the lower surface of the fiber-based layer 30 and including slab foam; and a core layer 10 formed on the lower surface of the cushion layer 20 .
  • a laminate of the skin layer and the fiber-based layer has a tensile strength in transverse direction (TD) of 5 to 50 kgf/3 cm and an elongation at break in transverse direction (TD) of 40 to 220%.
  • the skin layer 40 forms the appearance of the crash pad 200 , and may give a user sensitivity, such as tactile sensation and cushion feeling.
  • the skin layer 40 may have a thickness of 0.1 to 0.7 mm. Within this thickness range, the airbag may be easily deployed through the skin layer in the event of an external shock, even when the skin layer is not subjected to a skin layer-weakening process such as scoring or skiving, and the skin layer may have excellent mechanical properties.
  • the skin layer may have a thickness of 0.1 to 0.4 mm.
  • the skin layer 40 may have a thickness of 0.1, 0.2, 0.3, 0.4, 0.5, 0.6 or 0.7 mm.
  • a laminate of the skin layer and the fiber-based layer may have a tensile strength in transverse direction (TD) of 5 to 50 kgf/3 cm and an elongation at break in transverse direction (TD) of 40 to 220%.
  • TD transverse direction
  • a laminate of the skin layer having a thickness of 0.1 to 0.7 mm and the fiber-based layer having a thickness of 0.01 to 1 mm may have a tensile strength in transverse direction (TD) of 5 to 50 kgf/3 cm and an elongation at break in transverse direction (TD) of 40 to 220%, as measured at a test speed of 200 mm/min using an Instron UTM instrument according to Hyundai Motors Specification MS300-31.
  • the laminate of the skin layer and the fiber-based layer has the tensile strength in transverse direction (TD) of less than 5 kgf/3 cm, the laminate may be easily damaged by an external shock because the strength thereof is excessively low, and if the laminate has a tensile strength in transverse direction of greater than 50 kgf/3 cm, the airbag cannot be deployed unless the skin layer is subjected to the skiving or scoring process.
  • TD transverse direction
  • the laminate of the skin layer and the fiber-based layer may have the tensile strength in transverse direction (TD) of 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36, 37, 38, 39, 40, 41, 42, 43, 44, 45, 46, 47, 48, 49 or 50 kgf/3 cm.
  • TD transverse direction
  • the airbag may be difficult to quickly deploy through the skin layer in the event of an external shock, and if the laminate has the elongation at break in transverse direction (TD) of greater than 220%, the deployment shape of the airbag may be poor.
  • the laminate of the skin layer and the fiber-based layer may have the elongation at break in transvers direction (TD) of 40, 50, 60, 70, 80, 90, 100, 110, 120, 130, 140, 150, 160, 170, 180, 190, 200, 210 or 220%.
  • the skin layer may have a tearing strength of 2 to 8 kgf/cm. Under this condition, the skin layer may have excellent mechanical properties, and at the same time, the airbag can easily be deployed even when the skin layer is not subjected to the skiving or scoring process.
  • the skin layer may have a tearing strength of 2, 3, 4, 5, 6, 7 or 8 kgf/cm.
  • the skin layer may be formed to include one or more of thermoplastic polyurethane, thermoplastic polyolefin, polyvinyl chloride and thermosetting polyurethane.
  • the skin layer may include thermosetting polyurethane.
  • the skin layer may be formed using a skin layer composition.
  • the skin layer composition may include 65 to 75 wt % of a polyol compound, 15 to 25 wt % of an isocyanate-based curing agent, and 10 to 15 wt % of a chain extender. Under the above conditions, it is possible to easily achieve the mechanical properties of the skin layer targeted by the present disclosure.
  • the polyol compound may include one or more of diol, triol, and polymer polyol.
  • the diol may include one or more of ethylene glycol, diethylene glycol, butanediol and hexanediol.
  • the triol may include one or more of glycerin, trimethylolpropane, and 1,2,3-hexanetriol.
  • the polymer polyol may include one or more of polyolefin polyol, polyester polyol, polycaprolactone polyol, polyether polyol, and polycarbonate polyol.
  • the polyol compound may be included in an amount of 65 to 75 wt % based on the total weight of the skin layer composition. Under this condition, the mechanical properties of the skin layer targeted by the present disclosure may be easily achieved.
  • the polyol compound may be included in an amount of 65, 66, 67, 68, 69, 70, 71, 72, 73, 74 or 75 wt %, based on the total weight of the skin layer composition.
  • the isocyanate-based curing agent may react with the polyol compound to form the skin layer.
  • the isocyanate-based curing agent may include one or more of 4,4′-dicyclohexylmethane diisocyanate, 4,4-dimethylphenylmethane diisocyanate, bis-4-(isocyanate cyclohexyl)methane, hexamethylene diisocyanate, xylene diisocyanate, p-phenylene diisocyanate, tolidine diisocyanate, tetramethylene diisocyanate, dimethyl diisocyanate, trimethyl hexamethylene diisocyanate, phenylene diisocyanate, and dimethyl diphenyl diisocyanate.
  • the isocyanate-based curing agent may be included in an amount of 15 to 25 wt % based on the total weight of the skin layer composition. Under this condition, the mechanical properties of the skin layer targeted by the present disclosure may be easily achieved.
  • the isocyanate-based curing agent may be included in an amount of 15, 16, 17, 18, 19, 20, 21, 22, 23, 24 or 25 wt %, based on the total weight of the skin layer composition.
  • the chain extender may be included for the purpose of chain-extending or crosslinking the polyurethane formed in the skin layer to increase the molecular weight of the polyurethane and improve mechanical properties, heat resistance and chemical resistance.
  • the chain extender may include one or more of diol, triol, and amine compounds.
  • the chain extender may include one or more of ethylene glycol, propylene glycol, 1,4-butanediol, glycerin, diethanolamine (DEOA), and triethanolamine (TEOA).
  • the chain extender may be included in an amount of 10 to 15 wt % based on the total weight of the skin layer composition. Under this condition, the mechanical properties of the skin layer targeted by the present disclosure may be easily achieved.
  • the chain extender may be included in an amount of 10, 11, 12, 13, 14 or 15 wt %, based on the total weight of the skin layer composition.
  • the skin layer may not be subjected to a skiving or scoring process.
  • the crash pad of the present disclosure allows the airbag to easily be deployed in the event of an external shock even when the skin layer-weakening process (skiving or scoring process) is not performed.
  • the skin layer-weakening process may be eliminated, and thus the number of processes can be reduced and excellent economic efficiency can be obtained.
  • the fiber-based layer 30 is included for the purpose of improving the tactile sensation, cushion feeling and appearance of the crash pad of the present disclosure.
  • the fiber-based layer 30 may include one or more of polyethylene terephthalate (PET) and polyamide (PA).
  • PET polyethylene terephthalate
  • PA polyamide
  • the fiber-based layer 30 may be in the form of a knitted or nonwoven fabric.
  • it may be in the form of a knitted fabric.
  • the crash pad may have excellent tactile sensation and cushion feeling, and the airbag can be easily deployed through the skin layer in the event of an external shock.
  • the fiber-based layer may be in the form of a knitted fabric including PET fiber, and may have a weight of 150 to 200 g/m2 and a fineness of 20 denier to 500 denier.
  • the crash pad may have excellent lightweight properties, tactile sensation and cushion feeling, and the airbag can be easily deployed in the event of an external shock.
  • the fiber-based layer 30 may have a density of 0.22 to 0.27 g/cm3 and a thickness of 0.01 to 1 mm. within the density and thickness ranges, the crash pad may have excellent tactile sensation and cushion feeling, the airbag can be easily deployed through the skin layer in the event of an external shock, and the fiber-based layer may have excellent mechanical properties.
  • the fiber-based layer may have a density of 0.22, 0.23, 0.24, 0.25, 0.26 or 0.27 g/cm3.
  • the fiber-based layer 30 may have a thickness of 0.3 to 0.7 mm.
  • the crash pad may further include a surface treatment layer formed on the skin layer.
  • the surface treatment layer may be included for the purpose of improving functions such as light stability and antifouling properties while controlling the gloss of the skin layer and expressing color.
  • the surface treatment layer may include a polyurethane resin.
  • the surface treatment layer may be formed by applying and curing a water-dispersible polyurethane resin composition.
  • the water-dispersible polyurethane resin may include a polyol compound, a chain extender, an isocyanate-based curing agent, and water, but is not limited thereto.
  • the thickness of the surface treatment layer may be 1 to 200 ⁇ m. Within this thickness range, the crash pad may have excellent appearance, light stability and antifouling properties.
  • the crash pad 200 may further include a first adhesive layer 50 between the fiber-based layer 30 and the cushion layer 20 .
  • first adhesive layer 50 may be included, adhesion between the fiber-based layer and the cushion layer may be improved.
  • the first adhesive layer 50 may include polyurethane.
  • it may include organic solvent-type polyurethane or water-dispersible polyurethane.
  • the first adhesive layer may be formed using a first adhesive composition.
  • the first adhesive composition may include a polyol compound, an isocyanate-based curing agent, and a solvent.
  • the polyol compound may include one or more of diol, triol and polymer polyol.
  • the diol may include one or more of ethylene glycol, diethylene glycol, butanediol, and hexanediol.
  • the triol may include one or more of glycerin, trimethylolpropane, and 1,2,3-hexanetriol.
  • the polymer polyol may include one or more of polyolefin polyol, polyester polyol, polycaprolactone polyol, polyether polyol, and polycarbonate polyol.
  • the isocyanate-based curing agent may react with the polyol compound to form the first adhesive layer.
  • the isocyanate-based curing agent may include one or more of 4,4′-dicyclohexylmethane diisocyanate, 4,4-dimethylphenylmethane diisocyanate, bis-4-(isocyanate cyclohexyl)methane, hexamethylene diisocyanate, xylene diisocyanate, p-phenylene diisocyanate, tolidine diisocyanate, tetramethylene diisocyanate, dimethyl diisocyanate, trimethyl hexamethylene diisocyanate, phenylene diisocyanate, and dimethyl diphenyl diisocyanate.
  • the solvent may include one or more of water, an alcohol having 1 to 10 carbon atoms, toluene, acetone, methyl ethyl ketone, dimethylformamide, and cyclohexane.
  • the adhesive strength between a laminate of the skin layer and the fiber-based layer and the cushion layer may be 0.3 kgf/cm or more, as measured according to the ISO 813 standard.
  • the adhesive strength may be a result obtained by measuring the adhesive strength between the skin layer/fiber-based layer laminate and the cushion layer according to Hyundai-Kia Motors MS Specification 256-29 (ISO 813 standard; 90° peeling method; peeling speed: 25 mm/min). If the adhesive strength is less than 0.3 kgf/cm, the adhesion between the laminate and the first adhesive layer (cushion layer) may be poor, and the tear shape of the airbag may be poor.
  • the adhesive strength may be 0.3 to 1.2 kgf/cm.
  • it may be 0.3, 0.4, 0.5, 0.6, 0.7, 0.8, 0.9, 1, 1.1 or 1.2 kgf/cm.
  • the laminate of the skin layer and the fiber-based layer may have an adhesive strength of 0.3 kgf/cm or more to the first adhesive layer, as measured according to the ISO 813 standard.
  • the adhesive strength may be a result obtained by measuring the adhesive strength between the skin layer/fiber-based layer laminate and the first adhesive layer according to Hyundai-Kia Motors MS Specification 256-29 (ISO 813 standard; 90° peeling method; peeling speed: 25 mm/min). If the adhesive strength is less than 0.3 kgf/cm, the adhesion between the laminate and the first adhesive layer (cushion layer) may be poor, and the tear shape of the airbag may be poor.
  • the adhesive strength may be 0.3 to 1.2 kgf/cm.
  • it may be 0.3, 0.4, 0.5, 0.6, 0.7, 0.8, 0.9, 1, 1.1 or 1.2 kgf/cm.
  • the thickness of the first adhesive layer 50 may be 30 to 300 ⁇ m. Within this thickness range, the first adhesive layer may have excellent adhesion, and at the same time, the airbag can be easily deployed through the skin layer in the event of an external shock.
  • the cushion layer functions to secure the physical properties of the crash pad, such as heat resistance, impact resistance and light stability, and to impart tactile sensation such as cushion feeling to the driver and the passenger.
  • the cushion layer includes slab foam.
  • the cushion layer may have excellent airbag deployment performance and cushion feeling compared to a conventional filament layer, and have excellent economic efficiency because of being cheaper than the conventional filament layer, and the airbag can be easily deployed in the event of an external shock while the airbag module is prevented from damage.
  • the slab foam may be formed by foaming a first composition including a polyol compound, an isocyanate-based curing agent and a foaming agent.
  • the polyol compound may include one or more of diol, triol, and polymer polyol.
  • the diol may include one or more of ethylene glycol, diethylene glycol, butanediol, and hexanediol.
  • the triol may include one or more of glycerin, trimethylolpropane, and 1,2,3-hexanetriol.
  • the polymer polyol may include one or more of polyolefin polyol, polyester polyol, polycaprolactone polyol, polyether polyol, and polycarbonate polyol.
  • the polyol compound may be included in an amount of 40 to 75 wt % based on the total weight of the first composition.
  • the slab foam may have excellent mechanical strength.
  • the polyol compound may be included in an amount of 40, 41, 42, 43, 44, 45, 46, 47, 48, 49, 50, 51, 52, 53, 54, 55, 56, 57, 58, 59, 60, 61, 62, 63, 64, 65, 66, 67, 68, 69, 70, 71, 72, 73, 74 or 75 wt %, based on the total weight of the first composition.
  • the isocyanate-based curing agent may react with the polyol compound to form the slab foam.
  • the isocyanate-based curing agent may include one or more of 4,4′-dicyclohexylmethane diisocyanate, 4,4-dimethylphenylmethane diisocyanate, bis-4-(isocyanate cyclohexyl)methane, hexamethylene diisocyanate, xylene diisocyanate, p-phenylene diisocyanate, tolidine diisocyanate, tetramethylene diisocyanate, dimethyl diisocyanate, trimethyl hexamethylene diisocyanate, phenylene diisocyanate, and dimethyl diphenyl diisocyanate.
  • the isocyanate-based curing agent may be included in an amount of 15 to 45 wt % based on the total weight of the first composition.
  • the slab foam may have excellent mechanical strength.
  • the isocyanate-based curing agent may be included in an amount of 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36, 37, 38, 39, 40, 41, 42, 43, 44 or 45 wt %, based on the total weight of the first composition.
  • the foaming agent may include one or more of water, butane, n-pentane, c-pentane, hexane, heptane, chlorofluorocarbon (CFC 11), hydrogen chlorofluorocarbons (H-CFCs), hydrogen fluorocarbons (H-FCs), trichlorofluoromethane (Freon 11), chlorodifluoromethane (R-22), 1,1-dichloro-1-fluoroethane (HCFC-141b), and 1,1,1,3,3-pentafluoropropane (HFC-245fa).
  • CFC 11 chlorofluorocarbon
  • H-CFCs hydrogen chlorofluorocarbons
  • H-FCs hydrogen fluorocarbons
  • Freon 11 trichlorofluoromethane
  • chlorodifluoromethane R-22
  • 1,1-dichloro-1-fluoroethane HCFC-141b
  • the foaming agent may be included in an amount of 1 to 15 wt % based on the total weight of the first composition.
  • the foaming agent may be included in an amount within this range, the slab foam may have excellent mechanical strength.
  • the foaming agent may be included in an amount of 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14 or 15 wt %, based on the total weight of the first composition.
  • the cushion layer may have a density of 0.05 to 5 g/cm3 and a porosity of 5 to 80%. Under these conditions, the crash pad may have excellent lightweight and mechanical strength properties.
  • the cushion layer may have a tensile strength of 3 to 20 kgf/cm2, an elongation of 50 to 200% and a tearing strength of 0.2 to 1.5 kgf/cm, as measured according to Hyundai Motors Specification MS300-31. Under these tensile strength, elongation and tearing strength conditions, the cushion layer may have excellent physical properties, and at the same time, the air bag can be easily deployed through the cushion layer in the event of an external shock.
  • the cushion layer may have a tensile strength of 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19 or 20 kgf/cm2, as measured according to Hyundai Motors Specification MS300-31, an elongation of 50, 60, 70, 80, 90, 100, 110, 120, 130, 140, 150, 160, 170, 180, 190 or 200%, as measured according to Hyundai Motors Specification MS300-31, and a tearing strength of 0.2. 0.3, 0.4, 0.5, 0.6, 0.7, 0.8, 0.9, 1, 1.1, 1.2, 1.3, 1.4 or 1.5 kgf/cm, as measured according to Hyundai Motors Specification MS300-31.
  • the cushion layer may have a thickness of 1 to 10 mm.
  • the cushion layer may have excellent physical properties, such as heat resistance, impact resistance and light stability, and the airbag deployment performance in the event of an external shock may be excellent.
  • the cushion layer may have a thickness of 1 to 5 mm.
  • the cushion layer may have a thickness of 1, 2, 3, 4, 5, 6, 7, 8, 9 or 10 mm.
  • FIG. 4 illustrates a crash pad according to another embodiment of the present disclosure.
  • a crash pad 300 may further include a second adhesive layer 52 formed between the cushion layer 20 and the core layer 10 .
  • the second adhesive layer 52 is included, the adhesion between the cushion layer 20 and the core layer 10 may be improved.
  • the second adhesive layer 52 may include polyurethane.
  • the second adhesive layer 52 may include organic solvent-type polyurethane or water-dispersible polyurethane.
  • the second adhesive layer may be formed using a second adhesive composition.
  • the second adhesive composition may include a polyol compound, an isocyanate-based curing agent, and a solvent. The polyol compound, the isocyanate-based curing agent and the solvent may be the same as those of the first adhesive composition.
  • the thickness of the second adhesive layer may be 30 to 300 ⁇ m. Within this thickness range, the second adhesive layer may have excellent adhesion, and at the same time, the airbag can be easily deployed through the skin layer in the event of an external shock.
  • the core layer 10 forms the front of the driver's seat and the passenger's seat and functions to protect the driver and the passenger from an external shock when a crash or rollover accident occurs.
  • the core layer 10 may have an insertion hole through which an airbag module is mounted, a mounting portion to which an air conditioner is mounted, etc.
  • the core layer may include a matrix resin and an inorganic filler.
  • the matrix resin may include one or more of a polyolefin-based resin, a polycarbonate-based resin, and a styrene-based resin.
  • the styrene-based resin may include an acrylonitrile-butadiene-styrene (ABS) resin.
  • the matrix resin may include one or more of a polypropylene resin and a PC/ABS resin.
  • the inorganic filler may include one or more of talc, whisker, glass fiber, carbon fiber, basalt fiber, and polymer fiber.
  • the thickness of the core layer may be 1 to 6 mm.
  • the core layer may have excellent impact resistance, and the airbag deployment performance in the event of an external shock may be excellent.
  • the core layer may have a thickness of 3 to 4 mm.
  • the thickness of the core layer may be 1, 2, 3, 4, 5 or 6 mm.
  • the core layer may include an airbag door portion through which the airbag is deployed.
  • the airbag door portion may have a tear line for airbag deployment formed therein, and the tear line may have any one shape selected from among an “X” shape, a modified “X” shape, a “-” shape, an “H” shape, and a “U” shape.
  • the tear line When the tear line is formed in this shape, the airbag can be easily deployed in the event of an external shock.
  • the crash pad may further include a primer layer (not shown) formed between the second adhesive layer and the core layer.
  • a primer layer (not shown) formed between the second adhesive layer and the core layer.
  • the adhesion between the second adhesive layer and the core layer may be excellent.
  • the thickness of the primer layer may be 5 to 500 ⁇ m.
  • the adhesion between the second adhesive layer and the core layer may be excellent.
  • FIG. 5 illustrates a method for manufacturing an automotive crash pad according to one embodiment of the present disclosure.
  • the method for manufacturing an automotive crash pad includes steps of: (S 10 ) preparing an intermediate; and (S 20 ) laminating the intermediate, a fiber-based layer and a skin layer together.
  • the method for manufacturing an automotive crash pad includes steps of: (S 10 ) preparing an intermediate by laminating a cushion layer and a core layer together; and (S 20 ) laminating a fiber-based layer and a skin layer onto the intermediate, wherein a laminate of the skin layer and the fiber-based layer has a tensile strength in transverse direction (TD) of 5 to 50 kgf/3 cm and an elongation at break in transverse direction (TD) of 40 to 220%.
  • TD tensile strength in transverse direction
  • TD tensile strength in transverse direction
  • TD tensile strength in transverse direction
  • This step is a step of preparing an intermediate by laminating a cushion layer and a core layer together.
  • the cushion layer and the core layer that are used here may be the same as those described above.
  • the cushion layer may have a thickness of 1 to 10 mm.
  • the cushion layer may have excellent physical properties such as heat resistance, impact resistance and light stability, and the airbag deployment performance in the event of an external shock may be excellent.
  • the thickness may be 1 to 5 mm.
  • the cushion layer includes slab foam.
  • the slab foam may be formed by foaming a first composition including a polyol, an isocyanate-based curing agent and a foaming agent.
  • the core layer may have a thickness of 1 to 6 mm.
  • the core layer may have excellent impact resistance, and at the same time, the airbag deployment performance in the event of an external shock may be excellent.
  • the thickness may be 3 to 4 mm.
  • the cushion layer and the core layer may be laminated together by forming a second adhesive layer between the cushion layer and the core layer.
  • the cushion layer and the core layer may be laminated together by applying a second adhesive composition to one or more of the lower surface of the cushion layer and the upper surface of the core layer and curing the applied composition to form the second adhesive layer.
  • the second adhesive composition that is used here may be the same as that described above.
  • a primer layer (not shown) formed between the second adhesive layer and the core layer may be further included.
  • the adhesion between the second adhesive layer and the core layer may be excellent.
  • the cushion layer and the core layer may be laminated together by applying a primer to the surface of the core layer, drying the applied primer to form a primer layer, applying the second adhesive composition to each of the surface of the primer layer and the surface of the cushion layer to be laminated, and heating the applied composition.
  • the adhesion between the second adhesive layer and the core layer may be excellent.
  • the primer layer may have a thickness of 5 to 500 ⁇ m. When the primer layer is formed to have this thickness, the adhesion between the second adhesive layer and the core layer may be excellent.
  • This step is a step of laminating a fiber-based layer and a skin layer onto the intermediate.
  • the fiber-based layer and the skin layer that are used here may be the same as those described above.
  • the skin layer may be formed using a skin layer composition including 65 to 75 wt % of a polyol compound, 15 to 25 wt % of an isocyanate-based curing agent, and 10 to 15 wt % of a chain extender.
  • a laminate of the skin layer and the fiber-based layer have a tensile strength in transverse direction (TD) of 5 to 50 kgf/3 cm and an elongation at break in transverse direction (TD) of 40 to 220%.
  • a laminate of the skin layer having a thickness of 0.1 to 0.7 mm and the fiber-based layer having a thickness of 0.01 to 1 mm may have a tensile strength in transverse direction (TD) of 5 to 50 kgf/3 cm and an elongation at break in transverse direction (TD) of 40 to 220%, as measured at a test speed of 200 mm/min using an Instron UTM instrument according to Hyundai Motors Specification MS300-31.
  • the laminate of the skin layer and the fiber-based layer has the tensile strength in transverse direction (TD) of less than 5 kgf/3 cm, the laminate may be easily damaged by an external shock because the strength thereof is excessively low, and if the laminate has a tensile strength in transverse direction (TD) of greater than 50 kgf/3 cm, the airbag cannot be deployed unless the skin layer is subjected to the skiving or scoring process.
  • the airbag may be difficult to quickly deploy through the skin layer in the event of an external shock, and if the laminate has the elongation at break in transverse direction (TD) of greater than 220%, the deployment shape of the airbag may be poor.
  • the skin layer may have a thickness of 0.1 to 0.7 mm. Within this thickness range, the airbag can be easily deployed through the skin layer in the event of an external shock, even when the skin layer is not subjected to a skin layer-weakening process such as scoring or skiving, and the skin layer may have excellent mechanical properties.
  • the skin layer may be formed by preparing two or more skin layer materials and then sewing the materials through single-needle stitching or double-needle stitching.
  • the fiber-based layer may have a thickness of 0.3 to 0.7 mm. Within this thickness range, the crash pad may have excellent tactile sensation and cushion feeling, the airbag can be easily deployed through the skin layer in the event of an external shock, and the crash pad may have excellent physical properties.
  • the fiber-based layer and the skin layer may be sequentially laminated onto one surface of the cushion layer of the intermediate.
  • the laminating in the step of laminating the fiber-based layer and the skin layer onto the intermediate, may be achieved by forming a first adhesive layer between the fiber-based layer and the cushion layer.
  • the laminating may be achieved by applying a first adhesive composition to one or more of the lower surface of the fiber-based layer and the upper surface of the cushion layer and curing the applied composition to form the first adhesive layer.
  • the first adhesive composition that is used here may be the same as that described above.
  • the first adhesive layer may have a thickness of 30 to 300 ⁇ m. Within this thickness range, the first adhesive layer may have excellent adhesion, and at the same time, the airbag can be easily deployed through the skin layer in the event of an external shock.
  • a surface treatment layer may be further formed on the upper surface of the skin layer.
  • the surface treatment layer may include a polyurethane resin.
  • the surface treatment layer may be formed by applying a water-dispersible polyurethane resin composition to the upper surface of the skin layer and curing the applied composition.
  • the surface treatment layer that is used here may be the same as that described above.
  • the surface treatment layer may have a thickness of 1 to 200 ⁇ m. Within this thickness range, the crash pad may have excellent appearance, light stability and antifouling properties.
  • the method may further include a step of covering the fiber-based layer, the cushion layer and the core layer with the skin layer, after the step of laminating the fiber-based layer and the skin layer onto the intermediate.
  • the covering means a process of covering the fiber-based layer, the cushion layer and the core layer with the skin layer.
  • the fiber-based layer and the skin layer are laminated together and then the laminated intermediate, fiber-based layer and skin layer are pressed using a compression mold or the like, the fiber-based layer and the intermediate may be covered with the skin layer.
  • the skin layer may not be subjected to a skiving or scoring process.
  • the crash pad of the present disclosure allows the airbag to be easily deployed in the event of an external shock even when the skin layer-weakening process (skiving or scoring process) is not performed.
  • the skin layer-weakening process may be eliminated, and thus the number of processes can be reduced and excellent economic efficiency can be obtained.
  • the method for manufacturing a crash pad may include steps of: (S 11 ) preparing a laminate; (S 21 ) laminating the laminate and a core layer together; and (S 31 ) covering.
  • This step is a step of preparing a laminate by laminating a skin layer, a fiber-based layer and a cushion layer together.
  • the skin layer, fiber-based layer and cushion layer that are used here may be the same as those described above.
  • the laminate may be prepared by sequentially laminating the fiber-based layer and the cushion layer on the lower surface of the skin layer.
  • the laminating may be achieved by forming a first adhesive layer between the fiber-based layer and the cushion layer.
  • the laminating may be achieved by applying a first adhesive composition to one or more of the lower surface of the fiber-based layer and the upper surface of the cushion layer and curing the applied composition to form the first adhesive layer.
  • the first adhesive composition that is used here may be the same as that described above.
  • the first adhesive layer may have a thickness of 30 to 300 ⁇ m. Within this thickness range, the first adhesive layer may have excellent adhesion, and at the same time, the airbag can be easily deployed through the skin layer in the event of an external shock.
  • a surface treatment layer may be further formed on the upper surface of the skin layer.
  • the surface treatment layer may include a polyurethane resin.
  • the surface treatment layer may be formed by applying a water-dispersible polyurethane resin composition to the upper surface of the skin layer and curing the applied composition.
  • the surface treatment layer that is used here may be the same as that described above.
  • the surface treatment layer may have a thickness of 1 to 200 ⁇ m. Within this thickness range, the crash pad may have excellent appearance, light stability and antifouling properties.
  • This step is a step of laminating the laminate and a core layer together.
  • the core layer that is used here may be the same as that described above.
  • the thickness of the core layer may be 1 to 6 mm.
  • the core layer When the core layer is formed to have this thickness, it may have excellent impact resistance, and at the same time, the airbag deployment performance in the event of an external shock may be excellent.
  • the thickness thereof may be 3 to 4 mm.
  • the laminating in the step of laminating the laminate and the core layer together, may be achieved by forming a second adhesive layer between the cushion layer of the stack and the core layer.
  • the laminating may be achieved by applying a second adhesive composition to one or more of the lower surface of the cushion layer of the laminate and the upper surface of the core layer and curing the applied composition to form the second adhesive layer.
  • the second adhesive composition that is used here may be the same as that described above.
  • the thickness of the second adhesive layer may be 30 to 300 ⁇ m. Within this thickness range, the second adhesive layer may have excellent adhesion, and at the same time, the airbag can be easily deployed through the skin layer in the event of an external shock.
  • the laminate and the core layer may be laminated together by applying a primer to the surface of the core layer, drying the applied primer to form a primer layer, applying the second adhesive composition to each of the surface of the primer layer and the surface of the cushion layer to be laminated, and heating the applied composition.
  • the adhesion between the core layer and the second adhesive layer may be excellent.
  • the primer layer may have a thickness of 5 to 500 ⁇ m. When the primer layer is formed to have this thickness, the adhesion between the second adhesive layer and the core layer may be excellent.
  • the method may further include a step of covering the fiber-based layer, the cushion layer and the core layer with the skin layer, after the step of laminating the laminate and the core layer together.
  • the covering means a process of bringing the lower surface of the cushion layer of the laminate into contact with the upper surface of the core layer, and then covering the cushion layer and the core layer with the skin layer of the laminate.
  • the fiber-based layer, the cushion layer and the core layer may be covered with the skin layer.
  • the skin layer may not be subjected to a skiving or scoring process.
  • the crash pad of the present disclosure allows the airbag to be easily deployed even when the skin layer-weakening process (skiving or scoring process) is not performed.
  • the skin layer-weakening process may be eliminated, and thus the number of processes can be reduced and excellent economic efficiency can be obtained.
  • a 1 to 6-mm-thick core layer including polypropylene was prepared.
  • a cushion layer including slab foam was prepared, which was formed by foaming a first composition including 40 to 75 wt % of a polyol compound, 15 to 45 wt % of an isocyanate-based curing agent and 1 to 15 wt % of a foaming agent.
  • a primer was applied to the upper surface of the core layer and dried to form a primer layer (thickness: 5 to 10 ⁇ m).
  • a second adhesive composition including polyurethane was applied to each of the lower surface of the cushion layer and the upper surface of the primer layer to form a second adhesive layer (thickness: 1 to 15 ⁇ m) including water-dispersible polyurethane, and then the lower surface of the cushion layer and the upper surface of the primer layer were heat-cured and laminated together, thereby preparing an intermediate.
  • a skin layer material was formed according to a conventional method using a skin layer composition including 65 to 75 wt % of a polyol compound, 15 to 25 wt % of an isocyanate-based curing agent and 10 to 15.
  • a skin layer composition including 65 to 75 wt % of a polyol compound, 15 to 25 wt % of an isocyanate-based curing agent and 10 to 15.
  • the terms “upper portion” and “lower portion” are defined based on the drawings, and depending on the point of view, “upper portion” may be changed to “lower portion” and “lower portion” may be changed to “upper portion”.
  • “upper portion” may be changed to “lower portion” and “lower portion” may be changed to “upper portion”.
  • FIG. 3 illustrates a crash pad according to one embodiment of the present disclosure.
  • an automotive crash pad 200 includes: a skin layer 40 forming the outer surface of the crash pad including an airbag module; a fiber-based layer 30 formed on the lower surface of the skin layer 40 ; a cushion layer 20 formed on the lower surface of the fiber-based layer 30 and including slab foam; and a core layer 10 formed on the lower surface of the cushion layer 20 .
  • a laminate of the skin layer and the fiber-based layer has a tensile strength in transverse direction (TD) of 5 to 50 kgf/3 cm and an elongation at break in transverse direction (TD) of 40 to 220%.
  • the skin layer 40 forms the appearance of the crash pad 200 , and may give a user sensitivity, such as tactile sensation and cushion feeling.
  • the skin layer 40 may have a thickness of 0.1 to 0.7 mm. Within this thickness range, the airbag may be easily deployed through the skin layer in the event of an external shock, even when the skin layer is not subjected to a skin layer-weakening process such as scoring or skiving, and the skin layer may have excellent mechanical properties.
  • the skin layer may have a thickness of 0.1 to 0.4 mm.
  • the skin layer 40 may have a thickness of 0.1, 0.2, 0.3, 0.4, 0.5, 0.6 or 0.7 mm.
  • a laminate of the skin layer and the fiber-based layer may have a tensile strength in transverse direction (TD) of 5 to 50 kgf/3 cm and an elongation at break in transverse direction (TD) of 40 to 220%.
  • TD transverse direction
  • a laminate of the skin layer having a thickness of 0.1 to 0.7 mm and the fiber-based layer having a thickness of 0.01 to 1 mm may have a tensile strength in transverse direction (TD) of 5 to 50 kgf/3 cm and an elongation at break in transverse direction (TD) of 40 to 220%, as measured at a test speed of 200 mm/min using an Instron UTM instrument according to Hyundai Motors Specification MS300-31.
  • the laminate of the skin layer and the fiber-based layer has the tensile strength in transverse direction (TD) of less than 5 kgf/3 cm, the laminate may be easily damaged by an external shock because the strength thereof is excessively low, and if the laminate has a tensile strength in transverse direction of greater than 50 kgf/3 cm, the airbag cannot be deployed unless the skin layer is subjected to the skiving or scoring process.
  • TD transverse direction
  • the laminate of the skin layer and the fiber-based layer may have the tensile strength in transverse direction (TD) of 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36, 37, 38, 39, 40, 41, 42, 43, 44, 45, 46, 47, 48, 49 or 50 kgf/3 cm.
  • TD transverse direction
  • the airbag may be difficult to quickly deploy through the skin layer in the event of an external shock, and if the laminate has the elongation at break in transverse direction (TD) of greater than 220%, the deployment shape of the airbag may be poor.
  • the laminate of the skin layer and the fiber-based layer may have the elongation at break in transvers direction (TD) of 40, 50, 60, 70, 80, 90, 100, 110, 120, 130, 140, 150, 160, 170, 180, 190, 200, 210 or 220%.
  • the skin layer may have a tearing strength of 2 to 8 kgf/cm. Under this condition, the skin layer may have excellent mechanical properties, and at the same time, the airbag can easily be deployed even when the skin layer is not subjected to the skiving or scoring process.
  • the skin layer may have a tearing strength of 2, 3, 4, 5, 6, 7 or 8 kgf/cm.
  • the skin layer may be formed to include one or more of thermoplastic polyurethane, thermoplastic polyolefin, polyvinyl chloride and thermosetting polyurethane.
  • the skin layer may include thermosetting polyurethane.
  • the skin layer may be formed using a skin layer composition.
  • the skin layer composition may include 65 to 75 wt % of a polyol compound, 15 to 25 wt % of an isocyanate-based curing agent, and 10 to 15 wt % of a chain extender. Under the above conditions, it is possible to easily achieve the mechanical properties of the skin layer targeted by the present disclosure.
  • the polyol compound may include one or more of diol, triol, and polymer polyol.
  • the diol may include one or more of ethylene glycol, diethylene glycol, butanediol and hexanediol.
  • the triol may include one or more of glycerin, trimethylolpropane, and 1,2,3-hexanetriol.
  • the polymer polyol may include one or more of polyolefin polyol, polyester polyol, polycaprolactone polyol, polyether polyol, and polycarbonate polyol.
  • the polyol compound may be included in an amount of 65 to 75 wt % based on the total weight of the skin layer composition. Under this condition, the mechanical properties of the skin layer targeted by the present disclosure may be easily achieved.
  • the polyol compound may be included in an amount of 65, 66, 67, 68, 69, 70, 71, 72, 73, 74 or 75 wt %, based on the total weight of the skin layer composition.
  • the isocyanate-based curing agent may react with the polyol compound to form the skin layer.
  • the isocyanate-based curing agent may include one or more of 4,4′-dicyclohexylmethane diisocyanate, 4,4-dimethylphenylmethane diisocyanate, bis-4-(isocyanate cyclohexyl)methane, hexamethylene diisocyanate, xylene diisocyanate, p-phenylene diisocyanate, tolidine diisocyanate, tetramethylene diisocyanate, dimethyl diisocyanate, trimethyl hexamethylene diisocyanate, phenylene diisocyanate, and dimethyl diphenyl diisocyanate.
  • the isocyanate-based curing agent may be included in an amount of 15 to 25 wt % based on the total weight of the skin layer composition. Under this condition, the mechanical properties of the skin layer targeted by the present disclosure may be easily achieved.
  • the isocyanate-based curing agent may be included in an amount of 15, 16, 17, 18, 19, 20, 21, 22, 23, 24 or 25 wt %, based on the total weight of the skin layer composition.
  • the chain extender may be included for the purpose of chain-extending or crosslinking the polyurethane formed in the skin layer to increase the molecular weight of the polyurethane and improve mechanical properties, heat resistance and chemical resistance.
  • the chain extender may include one or more of diol, triol, and amine compounds.
  • the chain extender may include one or more of ethylene glycol, propylene glycol, 1,4-butanediol, glycerin, diethanolamine (DEOA), and triethanolamine (TEOA).
  • the chain extender may be included in an amount of 10 to 15 wt % based on the total weight of the skin layer composition. Under this condition, the mechanical properties of the skin layer targeted by the present disclosure may be easily achieved.
  • the chain extender may be included in an amount of 10, 11, 12, 13, 14 or 15 wt %, based on the total weight of the skin layer composition.
  • the skin layer may not be subjected to a skiving or scoring process.
  • the crash pad of the present disclosure allows the airbag to easily be deployed in the event of an external shock even when the skin layer-weakening process (skiving or scoring process) is not performed.
  • the skin layer-weakening process may be eliminated, and thus the number of processes can be reduced and excellent economic efficiency can be obtained.
  • the fiber-based layer 30 is included for the purpose of improving the tactile sensation, cushion feeling and appearance of the crash pad of the present disclosure.
  • the fiber-based layer 30 may include one or more of polyethylene terephthalate (PET) and polyamide (PA).
  • PET polyethylene terephthalate
  • PA polyamide
  • the fiber-based layer 30 may be in the form of a knitted or nonwoven fabric.
  • it may be in the form of a knitted fabric.
  • the crash pad may have excellent tactile sensation and cushion feeling, and the airbag can be easily deployed through the skin layer in the event of an external shock.
  • the fiber-based layer may be in the form of a knitted fabric including PET fiber, and may have a weight of 150 to 200 g/m2 and a fineness of 20 denier to 500 denier.
  • the crash pad may have excellent lightweight properties, tactile sensation and cushion feeling, and the airbag can be easily deployed in the event of an external shock.
  • the fiber-based layer 30 may have a density of 0.22 to 0.27 g/cm3 and a thickness of 0.01 to 1 mm. within the density and thickness ranges, the crash pad may have excellent tactile sensation and cushion feeling, the airbag can be easily deployed through the skin layer in the event of an external shock, and the fiber-based layer may have excellent mechanical properties.
  • the fiber-based layer may have a density of 0.22, 0.23, 0.24, 0.25, 0.26 or 0.27 g/cm3.
  • the fiber-based layer 30 may have a thickness of 0.3 to 0.7 mm.
  • the crash pad may further include a surface treatment layer formed on the skin layer.
  • the surface treatment layer may be included for the purpose of improving functions such as light stability and antifouling properties while controlling the gloss of the skin layer and expressing color.
  • the surface treatment layer may include a polyurethane resin.
  • the surface treatment layer may be formed by applying and curing a water-dispersible polyurethane resin composition.
  • the water-dispersible polyurethane resin may include a polyol compound, a chain extender, an isocyanate-based curing agent, and water, but is not limited thereto.
  • the thickness of the surface treatment layer may be 1 to 200 ⁇ m. Within this thickness range, the crash pad may have excellent appearance, light stability and antifouling properties.
  • the crash pad 200 may further include a first adhesive layer 50 between the fiber-based layer 30 and the cushion layer 20 .
  • first adhesive layer 50 may be included, adhesion between the fiber-based layer and the cushion layer may be improved.
  • the first adhesive layer 50 may include polyurethane.
  • it may include organic solvent-type polyurethane or water-dispersible polyurethane.
  • the first adhesive layer may be formed using a first adhesive composition.
  • the first adhesive composition may include a polyol compound, an isocyanate-based curing agent, and a solvent.
  • the polyol compound may include one or more of diol, triol and polymer polyol.
  • the diol may include one or more of ethylene glycol, diethylene glycol, butanediol, and hexanediol.
  • the triol may include one or more of glycerin, trimethylolpropane, and 1,2,3-hexanetriol.
  • the polymer polyol may include one or more of polyolefin polyol, polyester polyol, polycaprolactone polyol, polyether polyol, and polycarbonate polyol.
  • the isocyanate-based curing agent may react with the polyol compound to form the first adhesive layer.
  • the isocyanate-based curing agent may include one or more of 4,4′-dicyclohexylmethane diisocyanate, 4,4-dimethylphenylmethane diisocyanate, bis-4-(isocyanate cyclohexyl)methane, hexamethylene diisocyanate, xylene diisocyanate, p-phenylene diisocyanate, tolidine diisocyanate, tetramethylene diisocyanate, dimethyl diisocyanate, trimethyl hexamethylene diisocyanate, phenylene diisocyanate, and dimethyl diphenyl diisocyanate.
  • the solvent may include one or more of water, an alcohol having 1 to 10 carbon atoms, toluene, acetone, methyl ethyl ketone, dimethylformamide, and cyclohexane.
  • the adhesive strength between a laminate of the skin layer and the fiber-based layer and the cushion layer may be 0.3 kgf/cm or more, as measured according to the ISO 813 standard.
  • the adhesive strength may be a result obtained by measuring the adhesive strength between the skin layer/fiber-based layer laminate and the cushion layer according to Hyundai-Kia Motors MS Specification 256-29 (ISO 813 standard; 90° peeling method; peeling speed: 25 mm/min). If the adhesive strength is less than 0.3 kgf/cm, the adhesion between the laminate and the first adhesive layer (cushion layer) may be poor, and the tear shape of the airbag may be poor.
  • the adhesive strength may be 0.3 to 1.2 kgf/cm.
  • it may be 0.3, 0.4, 0.5, 0.6, 0.7, 0.8, 0.9, 1, 1.1 or 1.2 kgf/cm.
  • the laminate of the skin layer and the fiber-based layer may have an adhesive strength of 0.3 kgf/cm or more to the first adhesive layer, as measured according to the ISO 813 standard.
  • the adhesive strength may be a result obtained by measuring the adhesive strength between the skin layer/fiber-based layer laminate and the first adhesive layer according to Hyundai-Kia Motors MS Specification 256-29 (ISO 813 standard; 90° peeling method; peeling speed: 25 mm/min). If the adhesive strength is less than 0.3 kgf/cm, the adhesion between the laminate and the first adhesive layer (cushion layer) may be poor, and the tear shape of the airbag may be poor.
  • the adhesive strength may be 0.3 to 1.2 kgf/cm.
  • it may be 0.3, 0.4, 0.5, 0.6, 0.7, 0.8, 0.9, 1, 1.1 or 1.2 kgf/cm.
  • the thickness of the first adhesive layer 50 may be 30 to 300 ⁇ m. Within this thickness range, the first adhesive layer may have excellent adhesion, and at the same time, the airbag can be easily deployed through the skin layer in the event of an external shock.
  • the cushion layer functions to secure the physical properties of the crash pad, such as heat resistance, impact resistance and light stability, and to impart tactile sensation such as cushion feeling to the driver and the passenger.
  • the cushion layer includes slab foam.
  • the cushion layer may have excellent airbag deployment performance and cushion feeling compared to a conventional filament layer, and have excellent economic efficiency because of being cheaper than the conventional filament layer, and the airbag can be easily deployed in the event of an external shock while the airbag module is prevented from damage.
  • the slab foam may be formed by foaming a first composition including a polyol compound, an isocyanate-based curing agent and a foaming agent.
  • the polyol compound may include one or more of diol, triol, and polymer polyol.
  • the diol may include one or more of ethylene glycol, diethylene glycol, butanediol, and hexanediol.
  • the triol may include one or more of glycerin, trimethylolpropane, and 1,2,3-hexanetriol.
  • the polymer polyol may include one or more of polyolefin polyol, polyester polyol, polycaprolactone polyol, polyether polyol, and polycarbonate polyol.
  • the polyol compound may be included in an amount of 40 to 75 wt % based on the total weight of the first composition.
  • the slab foam may have excellent mechanical strength.
  • the polyol compound may be included in an amount of 40, 41, 42, 43, 44, 45, 46, 47, 48, 49, 50, 51, 52, 53, 54, 55, 56, 57, 58, 59, 60, 61, 62, 63, 64, 65, 66, 67, 68, 69, 70, 71, 72, 73, 74 or 75 wt %, based on the total weight of the first composition.
  • the isocyanate-based curing agent may react with the polyol compound to form the slab foam.
  • the isocyanate-based curing agent may include one or more of 4,4′-dicyclohexylmethane diisocyanate, 4,4-dimethylphenylmethane diisocyanate, bis-4-(isocyanate cyclohexyl)methane, hexamethylene diisocyanate, xylene diisocyanate, p-phenylene diisocyanate, tolidine diisocyanate, tetramethylene diisocyanate, dimethyl diisocyanate, trimethyl hexamethylene diisocyanate, phenylene diisocyanate, and dimethyl diphenyl diisocyanate.
  • the isocyanate-based curing agent may be included in an amount of 15 to 45 wt % based on the total weight of the first composition.
  • the slab foam may have excellent mechanical strength.
  • the isocyanate-based curing agent may be included in an amount of 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36, 37, 38, 39, 40, 41, 42, 43, 44 or 45 wt %, based on the total weight of the first composition.
  • the foaming agent may include one or more of water, butane, n-pentane, c-pentane, hexane, heptane, chlorofluorocarbon (CFC 11), hydrogen chlorofluorocarbons (H-CFCs), hydrogen fluorocarbons (H-FCs), trichlorofluoromethane (Freon 11), chlorodifluoromethane (R-22), 1,1-dichloro-1-fluoroethane (HCFC-141b), and 1,1,1,3,3-pentafluoropropane (HFC-245fa).
  • CFC 11 chlorofluorocarbon
  • H-CFCs hydrogen chlorofluorocarbons
  • H-FCs hydrogen fluorocarbons
  • Freon 11 trichlorofluoromethane
  • chlorodifluoromethane R-22
  • 1,1-dichloro-1-fluoroethane HCFC-141b
  • the foaming agent may be included in an amount of 1 to 15 wt % based on the total weight of the first composition.
  • the foaming agent may be included in an amount within this range, the slab foam may have excellent mechanical strength.
  • the foaming agent may be included in an amount of 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14 or 15 wt %, based on the total weight of the first composition.
  • the cushion layer may have a density of 0.05 to 5 g/cm3 and a porosity of 5 to 80%. Under these conditions, the crash pad may have excellent lightweight and mechanical strength properties.
  • the cushion layer may have a tensile strength of 3 to 20 kgf/cm2, an elongation of 50 to 200% and a tearing strength of 0.2 to 1.5 kgf/cm, as measured according to Hyundai Motors Specification MS300-31. Under these tensile strength, elongation and tearing strength conditions, the cushion layer may have excellent physical properties, and at the same time, the air bag can be easily deployed through the cushion layer in the event of an external shock.
  • the cushion layer may have a tensile strength of 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19 or 20 kgf/cm2, as measured according to Hyundai Motors Specification MS300-31, an elongation of 50, 60, 70, 80, 90, 100, 110, 120, 130, 140, 150, 160, 170, 180, 190 or 200%, as measured according to Hyundai Motors Specification MS300-31, and a tearing strength of 0.2. 0.3, 0.4, 0.5, 0.6, 0.7, 0.8, 0.9, 1, 1.1, 1.2, 1.3, 1.4 or 1.5 kgf/cm, as measured according to Hyundai Motors Specification MS300-31.
  • the cushion layer may have a thickness of 1 to 10 mm.
  • the cushion layer may have excellent physical properties, such as heat resistance, impact resistance and light stability, and the airbag deployment performance in the event of an external shock may be excellent.
  • the cushion layer may have a thickness of 1 to 5 mm.
  • the cushion layer may have a thickness of 1, 2, 3, 4, 5, 6, 7, 8, 9 or 10 mm.
  • FIG. 4 illustrates a crash pad according to another embodiment of the present disclosure.
  • a crash pad 300 may further include a second adhesive layer 52 formed between the cushion layer 20 and the core layer 10 .
  • the second adhesive layer 52 is included, the adhesion between the cushion layer 20 and the core layer 10 may be improved.
  • the second adhesive layer 52 may include polyurethane.
  • the second adhesive layer 52 may include organic solvent-type polyurethane or water-dispersible polyurethane.
  • the second adhesive layer may be formed using a second adhesive composition.
  • the second adhesive composition may include a polyol compound, an isocyanate-based curing agent, and a solvent. The polyol compound, the isocyanate-based curing agent and the solvent may be the same as those of the first adhesive composition.
  • the thickness of the second adhesive layer may be 30 to 300 ⁇ m. Within this thickness range, the second adhesive layer may have excellent adhesion, and at the same time, the airbag can be easily deployed through the skin layer in the event of an external shock.
  • the core layer 10 forms the front of the driver's seat and the passenger's seat and functions to protect the driver and the passenger from an external shock when a crash or rollover accident occurs.
  • the core layer 10 may have an insertion hole through which an airbag module is mounted, a mounting portion to which an air conditioner is mounted, etc.
  • the core layer may include a matrix resin and an inorganic filler.
  • the matrix resin may include one or more of a polyolefin-based resin, a polycarbonate-based resin, and a styrene-based resin.
  • the styrene-based resin may include an acrylonitrile-butadiene-styrene (ABS) resin.
  • the matrix resin may include one or more of a polypropylene resin and a PC/ABS resin.
  • the inorganic filler may include one or more of talc, whisker, glass fiber, carbon fiber, basalt fiber, and polymer fiber.
  • the thickness of the core layer may be 1 to 6 mm.
  • the core layer may have excellent impact resistance, and the airbag deployment performance in the event of an external shock may be excellent.
  • the core layer may have a thickness of 3 to 4 mm.
  • the thickness of the core layer may be 1, 2, 3, 4, 5 or 6 mm.
  • the core layer may include an airbag door portion through which the airbag is deployed.
  • the airbag door portion may have a tear line for airbag deployment formed therein, and the tear line may have any one shape selected from among an “X” shape, a modified “X” shape, a “-” shape, an “H” shape, and a “U” shape.
  • the tear line When the tear line is formed in this shape, the airbag can be easily deployed in the event of an external shock.
  • the crash pad may further include a primer layer (not shown) formed between the second adhesive layer and the core layer.
  • a primer layer (not shown) formed between the second adhesive layer and the core layer.
  • the adhesion between the second adhesive layer and the core layer may be excellent.
  • the thickness of the primer layer may be 5 to 500 ⁇ m.
  • the adhesion between the second adhesive layer and the core layer may be excellent.
  • FIG. 5 illustrates a method for manufacturing an automotive crash pad according to one embodiment of the present disclosure.
  • the method for manufacturing an automotive crash pad includes steps of: (S 10 ) preparing an intermediate; and (S 20 ) laminating the intermediate, a fiber-based layer and a skin layer together.
  • the method for manufacturing an automotive crash pad includes steps of: (S 10 ) preparing an intermediate by laminating a cushion layer and a core layer together; and (S 20 ) laminating a fiber-based layer and a skin layer onto the intermediate, wherein a laminate of the skin layer and the fiber-based layer has a tensile strength in transverse direction (TD) of 5 to 50 kgf/3 cm and an elongation at break in transverse direction (TD) of 40 to 220%.
  • TD tensile strength in transverse direction
  • TD tensile strength in transverse direction
  • TD tensile strength in transverse direction
  • This step is a step of preparing an intermediate by laminating a cushion layer and a core layer together.
  • the cushion layer and the core layer that are used here may be the same as those described above.
  • the cushion layer may have a thickness of 1 to 10 mm.
  • the cushion layer may have excellent physical properties such as heat resistance, impact resistance and light stability, and the airbag deployment performance in the event of an external shock may be excellent.
  • the thickness may be 1 to 5 mm.
  • the cushion layer includes slab foam.
  • the slab foam may be formed by foaming a first composition including a polyol, an isocyanate-based curing agent and a foaming agent.
  • the core layer may have a thickness of 1 to 6 mm.
  • the core layer may have excellent impact resistance, and at the same time, the airbag deployment performance in the event of an external shock may be excellent.
  • the thickness may be 3 to 4 mm.
  • the cushion layer and the core layer may be laminated together by forming a second adhesive layer between the cushion layer and the core layer.
  • the cushion layer and the core layer may be laminated together by applying a second adhesive composition to one or more of the lower surface of the cushion layer and the upper surface of the core layer and curing the applied composition to form the second adhesive layer.
  • the second adhesive composition that is used here may be the same as that described above.
  • a primer layer (not shown) formed between the second adhesive layer and the core layer may be further included.
  • the adhesion between the second adhesive layer and the core layer may be excellent.
  • the cushion layer and the core layer may be laminated together by applying a primer to the surface of the core layer, drying the applied primer to form a primer layer, applying the second adhesive composition to each of the surface of the primer layer and the surface of the cushion layer to be laminated, and heating the applied composition.
  • the adhesion between the second adhesive layer and the core layer may be excellent.
  • the primer layer may have a thickness of 5 to 500 um. When the primer layer is formed to have this thickness, the adhesion between the second adhesive layer and the core layer may be excellent.
  • This step is a step of laminating a fiber-based layer and a skin layer onto the intermediate.
  • the fiber-based layer and the skin layer that are used here may be the same as those described above.
  • the skin layer may be formed using a skin layer composition including 65 to 75 wt % of a polyol compound, 15 to 25 wt % of an isocyanate-based curing agent, and 10 to 15 wt % of a chain extender.
  • a laminate of the skin layer and the fiber-based layer have a tensile strength in transverse direction (TD) of 5 to 50 kgf/3 cm and an elongation at break in transverse direction (TD) of 40 to 220%.
  • a laminate of the skin layer having a thickness of 0.1 to 0.7 mm and the fiber-based layer having a thickness of 0.01 to 1 mm may have a tensile strength in transverse direction (TD) of 5 to 50 kgf/3 cm and an elongation at break in transverse direction (TD) of 40 to 220%, as measured at a test speed of 200 mm/min using an Instron UTM instrument according to Hyundai Motors Specification MS300-31.
  • the laminate of the skin layer and the fiber-based layer has the tensile strength in transverse direction (TD) of less than 5 kgf/3 cm, the laminate may be easily damaged by an external shock because the strength thereof is excessively low, and if the laminate has a tensile strength in transverse direction (TD) of greater than 50 kgf/3 cm, the airbag cannot be deployed unless the skin layer is subjected to the skiving or scoring process.
  • the airbag may be difficult to quickly deploy through the skin layer in the event of an external shock, and if the laminate has the elongation at break in transverse direction (TD) of greater than 220%, the deployment shape of the airbag may be poor.
  • the skin layer may have a thickness of 0.1 to 0.7 mm. Within this thickness range, the airbag can be easily deployed through the skin layer in the event of an external shock, even when the skin layer is not subjected to a skin layer-weakening process such as scoring or skiving, and the skin layer may have excellent mechanical properties.
  • the skin layer may be formed by preparing two or more skin layer materials and then sewing the materials through single-needle stitching or double-needle stitching.
  • the fiber-based layer may have a thickness of 0.3 to 0.7 mm. Within this thickness range, the crash pad may have excellent tactile sensation and cushion feeling, the airbag can be easily deployed through the skin layer in the event of an external shock, and the crash pad may have excellent physical properties.
  • the fiber-based layer and the skin layer may be sequentially laminated onto one surface of the cushion layer of the intermediate.
  • the laminating in the step of laminating the fiber-based layer and the skin layer onto the intermediate, may be achieved by forming a first adhesive layer between the fiber-based layer and the cushion layer.
  • the laminating may be achieved by applying a first adhesive composition to one or more of the lower surface of the fiber-based layer and the upper surface of the cushion layer and curing the applied composition to form the first adhesive layer.
  • the first adhesive composition that is used here may be the same as that described above.
  • the first adhesive layer may have a thickness of 30 to 300 ⁇ m. Within this thickness range, the first adhesive layer may have excellent adhesion, and at the same time, the airbag can be easily deployed through the skin layer in the event of an external shock.
  • a surface treatment layer may be further formed on the upper surface of the skin layer.
  • the surface treatment layer may include a polyurethane resin.
  • the surface treatment layer may be formed by applying a water-dispersible polyurethane resin composition to the upper surface of the skin layer and curing the applied composition.
  • the surface treatment layer that is used here may be the same as that described above.
  • the surface treatment layer may have a thickness of 1 to 200 ⁇ m. Within this thickness range, the crash pad may have excellent appearance, light stability and antifouling properties.
  • the method may further include a step of covering the fiber-based layer, the cushion layer and the core layer with the skin layer, after the step of laminating the fiber-based layer and the skin layer onto the intermediate.
  • the covering means a process of covering the fiber-based layer, the cushion layer and the core layer with the skin layer.
  • the fiber-based layer and the skin layer are laminated together and then the laminated intermediate, fiber-based layer and skin layer are pressed using a compression mold or the like, the fiber-based layer and the intermediate may be covered with the skin layer.
  • the skin layer may not be subjected to a skiving or scoring process.
  • the crash pad of the present disclosure allows the airbag to be easily deployed in the event of an external shock even when the skin layer-weakening process (skiving or scoring process) is not performed.
  • the skin layer-weakening process may be eliminated, and thus the number of processes can be reduced and excellent economic efficiency can be obtained.
  • the method for manufacturing a crash pad may include steps of: (S 11 ) preparing a laminate; (S 21 ) laminating the laminate and a core layer together; and (S 31 ) covering.
  • This step is a step of preparing a laminate by laminating a skin layer, a fiber-based layer and a cushion layer together.
  • the skin layer, fiber-based layer and cushion layer that are used here may be the same as those described above.
  • the laminate may be prepared by sequentially laminating the fiber-based layer and the cushion layer on the lower surface of the skin layer.
  • the laminating may be achieved by forming a first adhesive layer between the fiber-based layer and the cushion layer.
  • the laminating may be achieved by applying a first adhesive composition to one or more of the lower surface of the fiber-based layer and the upper surface of the cushion layer and curing the applied composition to form the first adhesive layer.
  • the first adhesive composition that is used here may be the same as that described above.
  • the first adhesive layer may have a thickness of 30 to 300 ⁇ m. Within this thickness range, the first adhesive layer may have excellent adhesion, and at the same time, the airbag can be easily deployed through the skin layer in the event of an external shock.
  • a surface treatment layer may be further formed on the upper surface of the skin layer.
  • the surface treatment layer may include a polyurethane resin.
  • the surface treatment layer may be formed by applying a water-dispersible polyurethane resin composition to the upper surface of the skin layer and curing the applied composition.
  • the surface treatment layer that is used here may be the same as that described above.
  • the surface treatment layer may have a thickness of 1 to 200 ⁇ m. Within this thickness range, the crash pad may have excellent appearance, light stability and antifouling properties.
  • This step is a step of laminating the laminate and a core layer together.
  • the core layer that is used here may be the same as that described above.
  • the thickness of the core layer may be 1 to 6 mm.
  • the core layer When the core layer is formed to have this thickness, it may have excellent impact resistance, and at the same time, the airbag deployment performance in the event of an external shock may be excellent.
  • the thickness thereof may be 3 to 4 mm.
  • the laminating in the step of laminating the laminate and the core layer together, may be achieved by forming a second adhesive layer between the cushion layer of the stack and the core layer.
  • the laminating may be achieved by applying a second adhesive composition to one or more of the lower surface of the cushion layer of the laminate and the upper surface of the core layer and curing the applied composition to form the second adhesive layer.
  • the second adhesive composition that is used here may be the same as that described above.
  • the thickness of the second adhesive layer may be 30 to 300 ⁇ m. Within this thickness range, the second adhesive layer may have excellent adhesion, and at the same time, the airbag can be easily deployed through the skin layer in the event of an external shock.
  • the laminate and the core layer may be laminated together by applying a primer to the surface of the core layer, drying the applied primer to form a primer layer, applying the second adhesive composition to each of the surface of the primer layer and the surface of the cushion layer to be laminated, and heating the applied composition.
  • the adhesion between the core layer and the second adhesive layer may be excellent.
  • the primer layer may have a thickness of 5 to 500 ⁇ m. When the primer layer is formed to have this thickness, the adhesion between the second adhesive layer and the core layer may be excellent.
  • the method may further include a step of covering the fiber-based layer, the cushion layer and the core layer with the skin layer, after the step of laminating the laminate and the core layer together.
  • the covering means a process of bringing the lower surface of the cushion layer of the laminate into contact with the upper surface of the core layer, and then covering the cushion layer and the core layer with the skin layer of the laminate.
  • the fiber-based layer, the cushion layer and the core layer may be covered with the skin layer.
  • the skin layer may not be subjected to a skiving or scoring process.
  • the crash pad of the present disclosure allows the airbag to be easily deployed even when the skin layer-weakening process (skiving or scoring process) is not performed.
  • the skin layer-weakening process may be eliminated, and thus the number of processes can be reduced and excellent economic efficiency can be obtained.
  • a 1 to 6-mm-thick core layer including polypropylene was prepared.
  • a cushion layer including slab foam was prepared, which was formed by foaming a first composition including 40 to 75 wt % of a polyol compound, 15 to 45 wt % of an isocyanate-based curing agent and 1 to 15 wt % of a foaming agent.
  • a primer was applied to the upper surface of the core layer and dried to form a primer layer (thickness: 5 to 10 ⁇ m).
  • a second adhesive composition including polyurethane was applied to each of the lower surface of the cushion layer and the upper surface of the primer layer to form a second adhesive layer (thickness: 1 to 15 ⁇ m) including water-dispersible polyurethane, and then the lower surface of the cushion layer and the upper surface of the primer layer were heat-cured and laminated together, thereby preparing an intermediate.
  • a skin layer material was formed according to a conventional method using a skin layer composition including 65 to 75 wt % of a polyol compound, 15 to 25 wt % of an isocyanate-based curing agent and 10 to 15 wt % of a chain extender. Thereafter, a skin layer having the thickness shown in Table 1 below was formed by sewing the skin layer material through single-needle stitching or double-needle stitching. At this time, the skin layer was not subjected to a skiving or scoring process.
  • a fiber-based layer (density: 0.22 to 0.27 g/cm3, and thickness: 0.3-0.7 mm) in the form of a knitted fabric was formed, including polyethylene terephthalate (PET) fiber.
  • PET polyethylene terephthalate
  • a first adhesive composition was applied to the lower surface of the fiber-based layer to form a first adhesive layer (thickness: 30 to 300 ⁇ m) including water-dispersible polyurethane, and then the lower surface of the first adhesive layer and the upper layer of the cushion layer of the intermediate were laminated together and heat-dried.
  • Crash pads were manufactured in the same manner as in Example 1, except that skin layers having the thicknesses and physical properties shown in Table 1 below were applied.
  • a crash pad was manufactured in the same manner as in Example 1, except that a filament cloth having a thickness of 4 mm was used instead of the slab foam as the cushion layer.
  • Crash pads were manufactured in the same manner as in Example 1, except that skin layers having the thicknesses and physical properties shown in Table 1 below were applied.
  • the tensile strength (kgf/cm2), elongation at break (%) and tearing strength (kgf/cm) in the transverse direction (TD) were measured at a test speed of 200 mm/min using an Instron UTM instrument according to Hyundai Motors Specification MS300-31.
  • the adhesive strength (kgf/cm) was measured according to Hyundai-Kia Motors MS Specification 256-29 (ISO 813 standard; 90° peeling method; peeling speed: 25 mm/min), and the results of the measurement are shown in Table 1 below.
  • the tensile strength (kgf/cm2), elongation at break (%) and tearing strength (kgf/cm) were measured according to the JIS K6301 standard, and the results of the measurement are shown in Table 1 below.
  • a passenger airbag (PAB) module was mounted in the crash pad manufactured in each of the Examples and the Comparative Examples. Then, the passenger airbag module was allowed to explode by applying an electrical signal to an inflator detonator at room temperature (21° C.), low temperature ( ⁇ 35° C.) and high temperature (85° C.). Thereafter, it was checked whether the airbag moves toward the seam line groove intentionally formed on the crash pad of each of the Examples and Comparative Examples and is deployed through the seam line to the outside, and it was checked whether crash pad pieces scatter during airbag deployment. The results of the checking were recorded as “pass (P)” and “fail (F)” and shown in Table 3 below.
  • Example 1 a heat aging resistance test was performed according to Hyundai Motors specification MS257-06. Specifically, the heat aging resistance of a specimen of Example 1 was evaluated by heating the specimen, allowing the specimen to stand at 110° C. for 500 hours, and then measuring the tensile strength and elongation at break of the specimen.
  • Example 1 a moisture aging resistance test was performed according to Hyundai Motors specification MS257-06. Specifically, the moisture aging resistance of a specimen of Example 1 was evaluated by heating the specimen, allowing the specimen to stand at 50° C. and a relative humidity of 98RH % for 168 hours, and then measuring the tensile strength and elongation at break of the specimen.
  • Example 1 a hydrolysis resistance test was performed according to Hyundai Motors specification MS257-06. Specifically, a specimen of Example 1 was heated and immersed in distilled water at 85° C. for 96 hours, and then the tensile strength and elongation at break of the specimen were measured.
  • Example 1 a hydrolysis resistance test was performed according to Hyundai Motors specification MS257-10. Specifically, a specimen of Example 1 was heated and kept in a heat-resistant oven at 120° C. for 48 hours, and then the tensile strength and elongation at break of the specimen were measured.
  • Example 1 of the present disclosure had excellent reliability such as heat aging resistance, moisture aging resistance and hydrolysis resistance.

Landscapes

  • Engineering & Computer Science (AREA)
  • Textile Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Laminated Bodies (AREA)
  • Nonwoven Fabrics (AREA)
  • Air Bags (AREA)
US17/093,459 2020-07-21 2020-11-09 Automotive crash pad and manufacturing method thereof Pending US20220024401A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US17/950,047 US20230031664A1 (en) 2020-07-21 2022-09-21 Automotive crash pad and manufacturing method thereof

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR10-2020-0090302 2020-07-21
KR1020200090302A KR102449564B1 (ko) 2020-07-21 2020-07-21 차량용 크래쉬패드 및 이의 제조방법

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US17/950,047 Division US20230031664A1 (en) 2020-07-21 2022-09-21 Automotive crash pad and manufacturing method thereof

Publications (1)

Publication Number Publication Date
US20220024401A1 true US20220024401A1 (en) 2022-01-27

Family

ID=79179407

Family Applications (2)

Application Number Title Priority Date Filing Date
US17/093,459 Pending US20220024401A1 (en) 2020-07-21 2020-11-09 Automotive crash pad and manufacturing method thereof
US17/950,047 Pending US20230031664A1 (en) 2020-07-21 2022-09-21 Automotive crash pad and manufacturing method thereof

Family Applications After (1)

Application Number Title Priority Date Filing Date
US17/950,047 Pending US20230031664A1 (en) 2020-07-21 2022-09-21 Automotive crash pad and manufacturing method thereof

Country Status (4)

Country Link
US (2) US20220024401A1 (ko)
KR (1) KR102449564B1 (ko)
CN (1) CN113954486A (ko)
DE (1) DE102020130933A1 (ko)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070117489A1 (en) * 2003-12-17 2007-05-24 Toshiya Yamamoto Nonwoven fabric for forming vehicle molded articles and use thereof
US20090256276A1 (en) * 2008-04-15 2009-10-15 International Automotive Components Group North America, Inc. Modified slush moldable tpu for instrument panels with seamless airbag deployment capability
JP2012031237A (ja) * 2010-07-28 2012-02-16 Sanyo Chem Ind Ltd ポリオール成分及びこれを用いたポリウレタンフォームの製造方法
US20120055201A1 (en) * 2009-05-21 2012-03-08 George Keitch Knitted fabric
US20150251620A1 (en) * 2014-03-05 2015-09-10 Hyundai Mobis Co., Ltd. Crash pad for vehicles and method for manufacturing the same
US20180118913A1 (en) * 2016-11-01 2018-05-03 Hyundai Mobis Co., Ltd. Crash pad for vehicle and manufacturing method thereof
US20210046732A1 (en) * 2018-03-01 2021-02-18 TMG - Tecidos Plastificados e Outros Revestimentos Para a Indústria Autómovel, S.A. Composite structure for an airbag cover, and sewn product of the composite structure
US20210222361A1 (en) * 2018-09-28 2021-07-22 Lg Hausys, Ltd. Artificial leather for automotive interior materials and method of manufacturing the same

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20090104535A (ko) * 2008-03-31 2009-10-06 주식회사 코오롱 커버 일체형 에어백 쿠션 및 이를 포함하는 에어백 시스템
KR101216121B1 (ko) * 2010-05-07 2012-12-28 웅진케미칼 주식회사 차량 내장용 탄성 부품 및 이의 제조방법
KR20150022551A (ko) 2013-08-23 2015-03-04 현대모비스 주식회사 크래쉬 패드 및 그 성형방법
KR20150024464A (ko) * 2013-08-26 2015-03-09 현대자동차주식회사 기능성 폴리우레탄 폼
KR20150072553A (ko) 2013-12-20 2015-06-30 현대자동차주식회사 천연 코르크 소재를 이용한 데코레이션 필름 및 이의 제조방법
KR101602634B1 (ko) 2014-05-23 2016-03-14 덕양산업 주식회사 크래쉬패드용 스킨 제조방법
KR101939595B1 (ko) * 2014-07-01 2019-04-12 (주)엘지하우시스 자동차 내장재용 표피재 및 제조방법
KR20200086399A (ko) * 2019-01-08 2020-07-17 현대모비스 주식회사 차량 내장 스킨용 조성물, 이의 제조방법 및 이를 이용하여 제조된 차량 내장 스킨

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070117489A1 (en) * 2003-12-17 2007-05-24 Toshiya Yamamoto Nonwoven fabric for forming vehicle molded articles and use thereof
US20090256276A1 (en) * 2008-04-15 2009-10-15 International Automotive Components Group North America, Inc. Modified slush moldable tpu for instrument panels with seamless airbag deployment capability
US20120055201A1 (en) * 2009-05-21 2012-03-08 George Keitch Knitted fabric
JP2012031237A (ja) * 2010-07-28 2012-02-16 Sanyo Chem Ind Ltd ポリオール成分及びこれを用いたポリウレタンフォームの製造方法
US20150251620A1 (en) * 2014-03-05 2015-09-10 Hyundai Mobis Co., Ltd. Crash pad for vehicles and method for manufacturing the same
US20180118913A1 (en) * 2016-11-01 2018-05-03 Hyundai Mobis Co., Ltd. Crash pad for vehicle and manufacturing method thereof
US20210046732A1 (en) * 2018-03-01 2021-02-18 TMG - Tecidos Plastificados e Outros Revestimentos Para a Indústria Autómovel, S.A. Composite structure for an airbag cover, and sewn product of the composite structure
US20210222361A1 (en) * 2018-09-28 2021-07-22 Lg Hausys, Ltd. Artificial leather for automotive interior materials and method of manufacturing the same

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
Translation of JP2012031237, H. Nakasugi, 16 February 2012. (Year: 2012) *

Also Published As

Publication number Publication date
KR102449564B1 (ko) 2022-09-30
US20230031664A1 (en) 2023-02-02
KR20220011418A (ko) 2022-01-28
DE102020130933A1 (de) 2022-01-27
KR102449564B9 (ko) 2023-05-11
CN113954486A (zh) 2022-01-21

Similar Documents

Publication Publication Date Title
US11577488B2 (en) Composite structure for an airbag cover, and sewn product of the composite structure
KR101590152B1 (ko) 에어백용 라미네이팅 원단
US8007630B1 (en) Method of multilayer film dry lamination of airbag fabrics
CN101641244B (zh) 安全气囊
US20150251620A1 (en) Crash pad for vehicles and method for manufacturing the same
US20230114773A1 (en) Composite structure for an airbag cover, and sewn product of the composite structure
US11242429B2 (en) Composition for automobile interior skin, manufacturing method thereof, and automobile interior skin manufactured using the same
US10385182B2 (en) Crash pad for vehicle and manufacturing method thereof
KR20190030574A (ko) 인조가죽 및 이의 제조방법
KR20170008063A (ko) 자동차의 내장 기재용 다층 복합재와 그 제조 방법
JP5731086B1 (ja) 合成皮革
US20220024401A1 (en) Automotive crash pad and manufacturing method thereof
US20040259448A1 (en) Textile laminates
KR20140070444A (ko) 사이드 커튼 에어백용 라미네이팅 원단
US11697385B2 (en) Crash pad for vehicle and manufacturing method thereof
KR20210086892A (ko) 에어백 원단 및 이의 제조 방법
CN115052787A (zh) 气囊用基布和包含其的气囊
KR101931860B1 (ko) 폴리에스터 폴리우레탄과 폴리카보네이트 폴리우레탄의 혼합물의 연속 코팅을 갖는 직물 기재
US20230174732A1 (en) Artificial leather for crash pads and crash pads manufactured using the same
KR102636613B1 (ko) 코팅 조성물 및 에어백 원단
JPH05170042A (ja) エアバッグ
CN117656624A (zh) 织物表皮、内饰面板、制造方法以及安全气囊装置
KR20220011964A (ko) 자동차 내장재 커버링용 인조가죽 및 이의 제조방법
ITMI20100781A1 (it) Prodotto multistrato, suo uso per la realizzazione di articoli leggeri, fonoassorbenti, autoportanti e strutturali, articoli ottenibili con detto prodotto multistrato

Legal Events

Date Code Title Description
AS Assignment

Owner name: HYUNDAI MOBIS CO., LTD., KOREA, REPUBLIC OF

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:KIM, DO HYUNG;SON, CHANG WAN;REEL/FRAME:054318/0227

Effective date: 20201026

STPP Information on status: patent application and granting procedure in general

Free format text: DOCKETED NEW CASE - READY FOR EXAMINATION

STPP Information on status: patent application and granting procedure in general

Free format text: NON FINAL ACTION MAILED

STPP Information on status: patent application and granting procedure in general

Free format text: RESPONSE TO NON-FINAL OFFICE ACTION ENTERED AND FORWARDED TO EXAMINER

STPP Information on status: patent application and granting procedure in general

Free format text: NON FINAL ACTION MAILED

STPP Information on status: patent application and granting procedure in general

Free format text: DOCKETED NEW CASE - READY FOR EXAMINATION

STPP Information on status: patent application and granting procedure in general

Free format text: NON FINAL ACTION MAILED

STPP Information on status: patent application and granting procedure in general

Free format text: RESPONSE TO NON-FINAL OFFICE ACTION ENTERED AND FORWARDED TO EXAMINER

STPP Information on status: patent application and granting procedure in general

Free format text: FINAL REJECTION MAILED

STPP Information on status: patent application and granting procedure in general

Free format text: ADVISORY ACTION MAILED

STPP Information on status: patent application and granting procedure in general

Free format text: DOCKETED NEW CASE - READY FOR EXAMINATION

STPP Information on status: patent application and granting procedure in general

Free format text: NON FINAL ACTION MAILED