WO2021113172A1 - Composites de garniture - Google Patents

Composites de garniture Download PDF

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Publication number
WO2021113172A1
WO2021113172A1 PCT/US2020/062582 US2020062582W WO2021113172A1 WO 2021113172 A1 WO2021113172 A1 WO 2021113172A1 US 2020062582 W US2020062582 W US 2020062582W WO 2021113172 A1 WO2021113172 A1 WO 2021113172A1
Authority
WO
WIPO (PCT)
Prior art keywords
article
layer
lofted
fibers
molded
Prior art date
Application number
PCT/US2020/062582
Other languages
English (en)
Inventor
Manish TAXAK
Jagdish SHELVALE
Gopinath NAIR
Navneet PATIL
Original Assignee
Zephyros, Inc.
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 Zephyros, Inc. filed Critical Zephyros, Inc.
Publication of WO2021113172A1 publication Critical patent/WO2021113172A1/fr

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Classifications

    • 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
    • B60R13/08—Insulating elements, e.g. for sound insulation
    • B60R13/0815—Acoustic or thermal insulation of passenger compartments

Definitions

  • the present teachings generally relate to a fibrous material, and more specifically, to a fibrous composite material capable of being used in trim applications requiring low flammability, acoustic absorption, thermal insulation, or a combination thereof.
  • the automotive industry specifically may often require materials that provide sound absorption, thermal insulation, other structural properties, or a combination thereof.
  • the material properties may often need to meet extremely demanding requirements.
  • materials being utilized within a cabin of a vehicle may often need to provide acoustic absorption to maintain a noise level within the cabin while also providing thermal insulation, proper air circulation, heightened flame retardance, or a combination thereof.
  • Typical materials used to meet these requirements include polyurethane materials.
  • these materials may often require an increased weight to improve acoustic performance, thereby increasing an overall weight of a vehicle - a specification often strictly regulated by the automotive industry.
  • materials such as fiberglass
  • the fiberglass may often come at an increased cost, may increase difficulty in handling during manufacturing, or both. Additionally, these materials may also pose health and safety issues, may not provide sufficient material robustness, may result in performance issues, or a combination thereof.
  • materials typically used within a cabin of a vehicle may often needs to be structurally rigid to prevent movement of the material during operation of the vehicle. However, this increased rigidity may often hinder acoustic performance of the material due to the increased vibration of a more rigid material. The material may also be brittle, which creates increased dust and may make a typical manufacturing process unsafe.
  • an article comprising: (a) a lofted layer at least partially comprising a lofted material; and (b) a molded material layer having a fibrous matrix secured to the lofted layer, the molded material layer and the lofted layer forming a pocket void of material therebetween; wherein the article is configured to form a trim piece positioned within a cabin of a vehicle to absorb sound.
  • the present teachings meet one or more of the present needs by providing an article, wherein: the molded material layer is thermoformed; the pocket improves sound absorption to decrease a decibel (dB) level within the cabin of the vehicle; the molded layer is molded to follow a contour of an interior surface of the cabin; the article further comprises a cutout formed within confines of the article and free of contact with a peripheral edge of the article; the lofted layer includes a localized vertically lapped nonwoven section adjacent to a spunbond-meltblown-spunbond (SMS) section to form the lofted layer; the vertically lapped nonwoven section and the SMS section are monolithically formed; the vertically lapped nonwoven section is positioned along the article to further improve sound absorption of the localized section in comparison to the SMS section; the lofted layer and the molded material layer are bonded along a seam of the article; the seam is a traverse seam extending between edges of the article, a seams positioned along a periphery edge of the article
  • the present teachings meet one or more of the present needs by providing: a need for a material having improved acoustic performance to maintain a decibel level within a cabin of a vehicle; a fibrous material that absorbs sound and at least partially insulates the cabin from outside noise; a material that can effectively maintain a sound level in a cabin while providing thermal insulation for the cabin; a trim material that may be disposed along an interior surface of the cabin to absorb noise and maintain a temperature within the cabin; a material that can be adapted for a variety of trim applications; a material that is flexible, moldable, or both to conform to one or more desired applications; or a combination thereof.
  • FIG. 1 is a perspective view of a trim article in accordance with the present teachings.
  • FIG. 2 is a perspective view of a trim article in accordance with the present teachings.
  • FIG. 3 is a top-down view of a trim article in accordance with the present teachings.
  • FIG. 4 is a side perspective view of a partial trim article in accordance with the present teachings.
  • FIG. 5 is cross-section 5-5 of the article of FIG. 4.
  • FIG. 6 is a graph illustrating performance of a trim article in accordance with the present teachings versus a traditional trim article.
  • Acoustic absorption materials may have a wide range of applications, such as in automotive applications, aviation applications, commercial vehicle engine compartments, in-cab areas, construction equipment, agricultural applications, flooring, floormate underlayments, and heating, ventilation and air conditioning (HVAC) applications. These materials may be used for insulation in addition to acoustic absorption. For example, these materials may be used in a cabin of a vehicle to serve as a sound attenuation material by attenuating sound originating from outside the cabin of the vehicle and propagating toward the inside of the cabin. While the material may attenuate sound within the cabin, it may also provide thermal insulation to substantially maintain a cabin temperature even when temperatures outside of the cabin vary significantly.
  • HVAC heating, ventilation and air conditioning
  • the present teachings envision the use of these acoustic absorption and thermal insulation materials to form the present article. It is contemplated that the article may form a trim component to position within a cabin of the vehicle. The article may be secured to a structure within the cabin, such as an interior surface of the cabin. However, it should be noted that the article may be utilized in various other applications outside of vehicle trim packages, such as within an engine compartment, a trunk of a vehicle, an exterior of a vehicle, an application outside of the automotive industry, or a combination thereof.
  • the article may function to provide acoustic absorption to a compartment, such as a cabin of a vehicle.
  • the article may aid in maintaining a noise level within the compartment.
  • the article may absorb outside noise to maintain a decibel (dB) level within the vehicle.
  • dB decibel
  • the article may be formed in any desired shape to meet the demands of a given application.
  • the article may be manufactured to include undulations, contours, an overall shape, or a combination thereof that mates with an inner surface of a vehicle cabin.
  • the article may abut the inner surface of the vehicle cabin in a substantially flush manner to decrease a gap between the article and the cabin surface. Therefore, the article may help optimize a cabin area for occupants of the vehicle.
  • the article may be pliable, bendable, flexible, or a combination thereof.
  • the article may be moldable or otherwise shaped, thereby allowing for mechanical features to be in-situ molded or for allowing fastening or assembly mechanisms to be included.
  • the article may be bent to a desired contour to mate with a given structure.
  • the article may also include a single layer or may comprise a plurality of interconnected layers.
  • the article may include a plurality of layers to improve acoustic absorption, insulation, physical properties of the article, or a combination thereof.
  • the article may be configured to absorb a substantial amount of external noise to prevent the noise from reaching the cabin of the vehicle.
  • the article may decrease a sound pressure level (SPL) of the cabin by about 0.5 decibels (dB) or more, by about 1 dB or more, or by about 2 dB or more compared to a conventional trim material.
  • the article may decrease a SPL of the cabin by about 5 dB or less, by about 4 dB or less, or by about 3 dB or less compared to a conventional trim material.
  • the article may also be configured to absorb a temperature fluctuation caused by an external heat or cooling source to maintain a desired temperature within a compartment.
  • the article may operate at a temperature of about -50° C or more, about 0° C or more, or about 100° C or more.
  • the article may operate at a temperature of about 1 ,000° C or less, about 750° C or less, or about 500° C or less.
  • the article may operate at a temperature of about -30° C to about 350° C.
  • the article may maintain a temperature of a compartment to within +/- 5° C or less, +/- 3° C or less, or even +/- 1 0 C or less of ambient.
  • the present teachings also envision the use of a trim article that is fire retardant, smoke retardant, safe and/or easier to handle (e.g., without the need for certain items of protective equipment), has a low toxicity (e.g., as compared to pure glass fibers and phenolic resonated shoddy), or any combination thereof.
  • the article may be used for acoustic and/or thermal insulation, for providing compression resistance, for providing a material that reduces or eliminates the possibility of mold or mildew therein, or a combination thereof.
  • the article may provide long-term structure stability for long-term acoustic and/or thermal performance.
  • the article may provide long-term resistance to humid environments or may be able to withstand temperature and humidity variations and fluctuations.
  • the article may include a lofted layer that functions to provide acoustic absorption, insulation, or both to a compartment.
  • the lofted layer may exhibit a high loft (or thickness) at least in part due to the orientation of the fibers, the method of forming the layers, or both.
  • the fibers within the lofted layer may be cross-lapped, vertically lapped, or both.
  • the vertically lapped fibers may have a higher loft when compared to conventional fiber arrangements due to the fibers being oriented generally transverse to the longitudinal axis of the lofted layer.
  • the lofted layer may exhibit good resilience and/or compression resistance.
  • the lofted layer may be able to be compressed to fit within a cavity or wall structure, such as within a vehicle cabin.
  • the lofted layer due to factors such as, but not limited to, unique fibers, surfaces, physical modifications to the three-dimensional structure (e.g., via processing), orientation of fibers, ora combination thereof, may exhibit good acoustic absorption capabilities versus traditional insulators
  • the lofted layer may be substantially uniformly lofted across an area of the lofted layer or may be locally lofted.
  • the lofted layer may only include localized areas of lofted material targeting specific areas that may pose an increased threat of noise penetration.
  • the remaining area of the lofted layer may be compressed and void of a lofted material.
  • the compressed areas may be formed using a spunbond meltblown spunbond (SMS) material or may permanently compress the lofted material to a substantially decreased thickness compared to the lofted areas.
  • SMS spunbond meltblown spunbond
  • the lofted layer may be adjusted based on the desired properties for a given application.
  • the lofted layer may be tuned to provide a desired weight, loft, compression resistance, other physical attribute, or a combination thereof.
  • the lofted layer may have a weight of about 200 grams per square meter (GSM) or more, about 500 GSM or more, or about 1 ,500 GSM or more.
  • the lofted layer may have a weight of about 4,000 GSM or less, about 3,000 GSM or less, or about 2,000 GSM or less.
  • the lofted layer may be tuned to provide a desired acoustic absorption.
  • the lofted layer may be thermoformable so that the lofted layer may be molded or otherwise shaped to follow a contour of a structure to be insulated. The thermoforming may be possible due to one or more binding agents present in the lofted layer.
  • the lofted layer may be substantially uniform or may vary depending on the application.
  • the lofted layer may incorporate the same type of fibers, may have a substantially similar loft, may have a substantially similar fiber orientation, may have a substantially similar weight, or a combination thereof throughout the lofted layer.
  • the lofted layer may vary in one or more of the aforementioned properties to even further tune one or more characteristics of the article. Therefore, it should be clear from the present teachings that the article may be highly customizable to meet the demands of any given application.
  • the fibers forming the lofted layer may be natural or synthetic fibers.
  • Suitable natural fibers may include cotton, jute, wool, cellulose, glass, and ceramic fibers.
  • Suitable synthetic fibers may include polyester, polypropylene, polyethylene, nylon, aramid, imide, acrylate fibers, or a combination thereof.
  • the fibrous layers may comprise polyester fibers, such as polyethylene terephthalate (PET), and co-polyester/polyester (CoPET/PET) adhesive bi-component fibers.
  • the fibers may include polyacrylonitrile (PAN), oxidized polyacrylonitrile (Ox-PAN, OPAN, or PANOX), olefin, polyamide, polyetherketone (PEK), polyetheretherketone (PEEK), polyethylene succinate), polyether sulfonate (PES), or other polymeric fibers.
  • the fibers may include mineral or ceramic fibers.
  • the fibers may be formed of any material that is capable of being carded and lapped into a three-dimensional structure.
  • the fibers may be 100% virgin fibers or may contain fibers regenerated from postconsumer waste (for example, up to about 90% fibers regenerated from postconsumer waste or even up to 100% fibers regenerated from postconsumer waste).
  • the fibers may have or may provide improved acoustic insulation properties.
  • the fibers may have relatively low thermal conductivity.
  • the fibers may be flame-retardant, heat resistant, or both.
  • the fibers may be water repellant, water resistant, or both.
  • the fibers may be antimicrobial, antifungal, or both.
  • the fibers may have geometries that are non-circular or non-cylindrical to alter convective flows around the fiber to reduce convective heat transfer effects within the three-dimensional structure.
  • the lofted layer may include or contain engineered aerogel structures to impart additional insulating benefits. Examples of fibers and manufacturing methods for the same can be found in U.S. Patent Nos. 8, 365, 852; and 9,315,930; and European Patent Publication No. 3,247,556, all of which are incorporated herein for all purposes.
  • the article may also include a molded layer that may function to further improve acoustic absorption, structural support, insulation, or a combination thereof.
  • the molded layer may provide structure or rigidity to the article.
  • the molded layer may be molded into any desired shape to meet a given application.
  • the molding may be possible due to one or more binding agents present in the molded layer.
  • the binding agents may facilitate the molded layer retaining a desired shape.
  • the molded layer may form a shape of the overall article.
  • the molded layer may be molded to have a desired contour, and the lofted layer may at least partially follow a contour of the molded layer when secured to the molded layer.
  • the molded layer may be thermoformable to allow for the molded layer to meet any desired dimensions.
  • the molded layer may have one or more contours, one or more arcuate portions, one or more linear segments, one or more steps, one or more bumps, one or more undulations, one or more convex portions, one or more concave portions, one or more divots, or a combination thereof.
  • the molded layer may retain a desired shape after thermoforming.
  • the desired shape may mate with a shape of a compartment being insulated.
  • the molded layer may be molded to follow a contour within a cabin of a vehicle.
  • the molded layer may vary in dimensions to accommodate different applications.
  • the molded layer may vary in thickness to increase structural integrity, adjust weight of the molded layer, tune various material characteristics of the molded layer, or a combination thereof.
  • the thickness of the molded layer may be about 1 mm or less, about 5 mm or less, or about 10 mm or less.
  • the thickness of the molded layer may be about 20 mm or less, about 15 mm or less, or about 12 mm or less.
  • the thickness of the molded layer may be about 3 mm to about 8 mm.
  • the molded layer may exhibit similar properties to the lofted layer.
  • the molded layer and the lofted layer may both provide acoustic absorption, provide structural support, provide insulation, or a combination thereof.
  • the molded layer may exhibit properties dissimilar to the lofted layer.
  • the molded layer may provide structural integrity to the article while the lofted layer may provide compressibility to the article.
  • the molded layer may be more rigid than the lofted layerto prevent excessive bending of the article while the lofted layer may substantially decrease vibration of the article during operation of the vehicle. Therefore, it is contemplated that the molded layer may be adjusted based on the properties for a given application in conjunction with, or in lieu of, adjusting the lofted layer.
  • the molded layer may be tuned to provide a desired weight, thickness, compression resistance, other physical attribute, or a combination thereof.
  • the molded layer may have a weight of about 200 GSM or more, about 500 GSM or more, or about 1 ,500 GSM or more.
  • the molded layer may have a weight of about 4,000 GSM or less, about 3,000 GSM or less, or about 2,000 GSM or less.
  • the molded layer may have a weight of about 800 GSM to about 1 ,600 GSM.
  • the molded layer may be made up of a fiber matrix.
  • the fiber matrix may be of a relatively low weight yet still exhibit good resiliency and thickness retention.
  • the fiber matrix due to factors such as, but not limited to, unique fibers, facings, physical modifications to the three-dimensional structure (e.g., via processing), orientation of fibers, or a combination thereof, may exhibit good acoustic insulation capabilities or thermal insulation versus traditional insulation materials.
  • the fiber matrix, and thus the molded layer may retard fire and/or smoke.
  • the fiber matrix, or parts thereof may be capable of withstanding high temperatures without degradation (e.g., temperatures up to about 1150 °C).
  • the fiber matrix may provide structural properties or may provide physical strength to the molded layer.
  • the fiber matrix may provide insulative properties.
  • the fiber matrix may function to provide high temperature resistance, acoustic absorption, structural support and/or protection to the area of the article within which the molded layer is located.
  • the fiber matrix may be made up of fibers.
  • the fibers that make up the molded layer may be the same or dissimilar to the fibers that make up the lofted layer.
  • both the lofted layer and the molded layer may include the same organic and/or inorganic fibers, manufacturing process, additives within the layers, orientation of the fibers within the layers, dimensions of the individual fibers, or a combination thereof that may dictate resultant properties of each other.
  • the lofted layer and the molded layer may comprise substantially similar fibers, yet the lofted layer and the molded layer may exhibit substantially unique structural properties.
  • the lofted layer may be a high lofted material to promote air circulation and vibration dampening throughout the article while the molded layer may be compressed to have a substantially more rigid structure when compared to the lofted layer.
  • At least some of the fibers forming the fiber matrix of the molded layer may be of an inorganic material.
  • the inorganic fibers may have a limiting oxygen index (LOI) via ASTM D2836 or ISO 4589-2 for example that is indicative of low flame or smoke.
  • the LOI of the inorganic fibers may be higher than the LOI of standard binder fibers.
  • the inorganic fibers may be selected based on a desired stiffness.
  • the inorganic fibers may be crimped or non- crimped. Non-crimped organic fibers may be used when a fiber with a larger bending modulus (or higher stiffness) is desired.
  • the inorganic fibers may be ceramic fibers, silica-based fibers, glass fibers, mineral-based fibers, or a combination thereof. Ceramic and/or silica-based fibers may be formed from polysilicic acid (e.g., Sialoxol or Sialoxid), or derivatives of such. For example, the inorganic fibers may be based on an amorphous aluminum oxide containing polysilicic acid. The fibers may include about 99% or less, about 95% or less, or about 92% or less Si0 2 . The remainder may include -OH (hydroxyl or hydroxy) and/or aluminum oxide groups. Siloxane, silane, and/or silanol may be added or reacted into the fiber matrix to impart additional functionality. These modifiers may include carbon-containing components.
  • the inorganic fibers may provide excellent insulation characteristics.
  • the inorganic fibers may be a non-combustible textile fiber, such as BELCOTEX® (e.g., BELCOTEX® 90, BELCOTEX® 110, or BELCOTEX® 225), available from BELCHEM GmbH, Kesselsdorf, Germany.
  • BELCOTEX® e.g., BELCOTEX® 90, BELCOTEX® 110, or BELCOTEX® 225
  • At least some of the fibers forming the fiber matrix of the molded layer may be of an organic (i.e., natural) material.
  • the organic fibers be selected based on certain material properties and/or based on a desired stiffness.
  • the fibers may be crimped or non-crimped.
  • the organic fibers may be bast fibers, leaf fibers, seed fibers, core fibers, grass fibers, any other fibers, or a combination thereof.
  • the composition of fibers in the molded layer may include about 10% to about 90% by weight organic fibers, about 30% to about 60% by weight organic fibers, or about 40% to about 55% by weight organic fibers.
  • Various organic fibers may be included within the overall organic fiber composition.
  • the fibers of the molded layer may be organic fibers, and about 10% to about 40% by weight, or more specifically, about 20% to about 30% by weight of the organic fibers may be a glass fiber.
  • any combination of fibers may be included based on a desired application.
  • the composition of the molded layer may include one or more organic fibers, one or more inorganic fibers, one or more binders, one or more additional components, or a combination thereof.
  • the molded layer may include one or more binders, such as a low melt binder.
  • the molded layer may comprise about 10% to about 80% by weight a binder, about 20% to about 60% by weight a binder, or about 25% to about 40% by weight a binder.
  • the lofted layer and the molded layer may be secured to one another to form the article.
  • the layers may be attached to each other by one or more lamination processes, one or more adhesives, heat sealing, sonic or vibration welding, pressure welding, another mechanical connection (e.g., stitching), or a combination thereof. It is contemplated that the layers may be secured to one another along seams.
  • the seams may function to form the bond between the layers.
  • the seams may be transverse along the article or may run along a peripheral edge of the article.
  • the seam may be formed by bonding layers to each other or may be formed by folding a material onto itself.
  • the seam may be free of secondary attachment means, such as stitching, fasteners, or the like.
  • the seams may form one or more panels of the article between the layers.
  • the panels may be interconnected to make up the overall article dimensions.
  • the panels may be a unitary piece and the panels may be distinguished from one another via the seams.
  • the panels may provide additional structural rigidity to the article, compressibility to the article, or both.
  • the panels may be any desired size and/or shape.
  • the article may include a single panel or a plurality of panels.
  • the article may include seams along a periphery to secure each layer to each other so that the article may form a single panel.
  • the panels may include a pocket.
  • the pocket may function to provide further loft to the article.
  • the pocket may function to further provide acoustic attenuation within a compartment.
  • the pocket may improve air circulation throughout the article to maintain a temperature within a compartment being insulated.
  • the pocket may be a hollow air pocket void of any material.
  • the pocket may be filled with additional insulation or structural materials.
  • the pocket may be filled with loose particles and/or fibers for further insulation, yet the loose particles and/or fibers promote air circulation.
  • the pocket may be formed between two abutting lofted layers, between two abutting molded layers, between an abutting molded layer and a lofted layer, or a combination thereof.
  • the pocket may be compressible.
  • the pocket may form a structurally rigid cavity.
  • a shape of the pocket may be dictated by a contour of the lofted layer, the molded layer, or both that mate to form the pocket.
  • the pocket may be formed by seams of the article around a given area of the adjacent layers. The pocket may be positioned between any layers of the article.
  • An exterior surface of the article may include a facing layer.
  • the facing layer may provide an aesthetically pleasing surface layer to the article that is visible by an occupant within the compartment.
  • the facing layer may reflect heat, reflect noise, or both.
  • the facing layer may further absorb outside noise.
  • the facing layer may be formed by a coating applied to one or more surfaces of the article.
  • the facing layer may be an extension of the lofted layer, the molded layer, or both. For example, fibers along an outer surface of the lofted layer may form the facing layer by melting the fibers to form a skin.
  • exterior surfaces of the article or one or more layers may also be free of any facing layer.
  • At least some of the surfaces of the lofted layer, molded layer, or both may be metallized to provide infrared (IR) radiant heat reflection.
  • Metallization or aluminization processes can be performed by depositing metal atoms onto the fibers of the layers.
  • aluminization may be established by applying a layer of aluminum atoms to the layers.
  • FIG. 1 illustrates a perspective view of an article 10.
  • the article may be adapted to form a trim piece to position within a cabin of a vehicle (not shown).
  • the article 10 may be used in other applications within the automotive industry or other industries, such as the marine industry, aeronautical industry, or both.
  • the article 10 may include two or more layers secured to one another to form an overall shape of the article 10 (see FIGS. 4 and 5).
  • the article 10 may include panels 20 separated by seams 18 of the article 10.
  • the seams 18 may extend transversely between opposing edges of the article 10, may be positioned along a peripheral edge of the article 10, or both. It is envisioned that the seams 18 may extend and be positioned in any direction along the article to form panels 20 of any desired dimensions.
  • the seam 18 may be formed along a peripheral edge of the article 10 by folding a layer of the article 10 onto itself, thereby creating a terminal edge of the article 10.
  • the article 10 may also include one or more holes 26.
  • the holes 26 may be utilized to secure the article 10 to a structure.
  • the holes 26 may align with holes along an interior surface of a vehicle cabin so that fasteners may extend through the holes 26 of the article 10 and into holes of the cabin to secure the article 10 as a trim piece within the cabin.
  • the article 10 may be free of any holes 26 and may include integrally formed fasteners for attachment, may be attached using an adhesive material, or both.
  • the article 10 may include a cutout 24.
  • the cutout 24 may be positioned within confines of the article 10 so that the cutout 24 may be free of contact with any peripheral edge of the article 10. However, alternatively or additionally, the cutout 24 may be formed along a terminal edge of the article (e.g., to form a notch, a recessed portion, etc.). The cutout 24 may be positioned to receive a protrusion of a structure once the article 10 is secured to the structure. Additionally, the cutout 24 may also create an access point to route electrical componentry into the cabin of the vehicle through the article 10 without distortion or damage to the article 10. For example, the cutout 24 may allow an electrical harness to extend through the article 10 and connect to a light positioned within the cabin to power the light.
  • FIG. 2 illustrates a perspective view of an article 10 adapted to form a trim piece of a vehicle cabin.
  • the article 10 may include interconnected panels 20 separated by intersecting seams 18. As illustrated, the seams 18 may intersect to define a shape of each panel 20 while also at least partially forming a pocket within each panel 20 (See FIGS. 4 and 5).
  • the article 10 may further include holes 26 positioned along the panels 20. The holes 26 may be configured to secure the article 10 to a structure using fasteners.
  • the article 10 may include a cutout 24 positioned within the confines of the article 10 free of contact with peripheral edges of the article 10. The cutout 24 may extend through an entire thickness of the article 10 and may be shaped to receive a portion of the structure once the article 10 is secured to the structure.
  • FIG. 3 illustrates a top-down view of a trim piece article 10.
  • the article 10 may include a plurality of holes 26 dispersed along the article 10.
  • the holes 26 may vary in dimensions to accommodate different fasteners, components, or both.
  • a first portion of the holes 26 may receive fasteners that secure the article 10 to an interior surface of a cabin while a second portion of the holes receive a portion of a fixture that is secured to the trim article 10.
  • the holes 26 may be surrounded by a contoured surface so that the component or fastener extending through the holes 26 is at least partially recessed from an outermost surface of the article 10 (i.e., a surface exposed within the cabin of the vehicle and that opposes an abutting surface of the article 10 that contacts the cabin).
  • the article 10 may include a single panel 20 formed by joining material layers of the article 10 along peripheral. As such, the article 10 may be free of transverse seams extending across the article 10 (see FIGS. 1 and 2). Furthermore, it is envisioned that the article 10 may also be seamless if desired for a given application.
  • the panel 20 may include a contoured surface (e.g., a basin) that follows a contour of an interior cabin surface, provides additional headroom for an occupant of the vehicle, or both.
  • the contoured surface provided for headroom, the contoured surface positioned around the holes 26, or both may be formed during a manufacturing process of the trim article 10.
  • the contoured surfaces may be thermoformed during a molding operation of the trim article 10.
  • FIG. 4 illustrates a side perspective view of a partial trim article 10.
  • the 10 includes panels 20 formed by interconnecting seams 18.
  • the seams 18 may secure material layers of the article 10 to each other.
  • the article 10 may include a lofted layer 12 secured to a molded layer 14.
  • the lofted layer 12 may at least partially include a lofted material and may be connected to the molded layer 14.
  • the molded layer 14 may be substantially free of a lofted material so that, once the molded layer 14 is formed and connected to the lofted layer 12, pockets 16 are formed therebetween.
  • a shape of the pockets 16 may be defined by the interconnecting seams 18, and the pockets 16 may be positioned within each of the panels 20. However, it should be noted that at least a portion of the panels 20 may be free of a pocket 16.
  • the molded layer 14 may be joined to a portion of the lofted layer 12 that is substantially compressed (i.e., free of a lofted material) so that a pocket 16 is not formed therebetween and the molded layer 14 and the lofted layer 14 substantially abut one another.
  • the pockets 16 may be substantially void of any material and may form an air pocket. As such, it is envisioned that the pockets 16 may improve acoustic performance of the trim article 10 by increasing sound absorption, vibration dampening, or both, thereby better maintaining a noise level within the vehicle cabin.
  • FIG. 5 illustrates cross-section 5-5 of the trim article 10 of FIG. 4.
  • the trim article 10 may include a molded layer 14 disposed on a lofted layer 12.
  • the molded layer 14 may include a contoured shape so that only a portion of the molded layer 14 contacts a surface of the lofted layer 12.
  • the contoured shape of the molded layer 14 may form pockets 16 between the molded layer 14 and the lofted layer 12.
  • the pockets 16 may be void of any material. However, it is contemplated that the pockets 16 may also be filled with a secondary material to further improve acoustic performance, insulative performance, or both of the article 10.
  • the pockets 16 may be filled with loose particles (e.g., foam particles, fibrous particles, etc.) to further insulate the cabin, to further improve sound attenuation, or both.
  • loose particles e.g., foam particles, fibrous particles, etc.
  • the article 10 may be highly tunable and customizable based on requirements of a given application.
  • the article 10 may also include a facing layer 22 disposed on an outer surface of the lofted layer 12.
  • the facing layer 22 may be a secondary layer secured to the lofted layer 12 or may be a portion of the lofted layer 12 integrally (i.e., monolithically) formed with the lofted layer 12.
  • the facing layer 22 may be a secondary layer laminated to a surface of the lofted layer 12.
  • FIG. 6 is a graph illustrating acoustic performance of a trim article 10 in accordance with the teachings herein. As shown, a sound pressure level (SPL) was measured in decibels (dB) within a compartment (e.g. a vehicle cabin) based on a noise output of an adjacent engine positioned outside the compartment. The engine speed, measured in revolutions per minute (RPM), was increased over time while the SPL was measured.
  • SPL sound pressure level
  • RPM revolutions per minute
  • trim articles 10 in accordance with the present teachings were also tested using similar methodology. These test results are shown in Iterations 1-8 of the graph. As shown, the trim article 10 of Iterations 1-8 performed substantially similar or better than the base reading taken from the conventional trim article. Thus, the article 10 disclosed herein may perform better than a conventional trim article yet may provide additional tunability for a desired application. Furthermore, the article 10 taught herein may provide similar or better performance over a conventional trim article while decreasing a weight of the trim article 10. The weight may be decreased by at about 5% or more, about 10% or more, or about 20% or more. The weight may be decreased by about 40% or less, about 30% or less, or about 25% or less.
  • first, second, third, etc. may be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms may be used to distinguish one element, component, region, layer or section from another region, layer or section. Terms such as “first,” “second,” and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings.
  • a teaching with the term “about” or “approximately” in combination with a numerical amount encompasses a teaching of the recited amount, as well as approximations of that recited amount.
  • a teaching of “about 100” encompasses a teaching of within a range of 100 +/- 15.

Landscapes

  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)

Abstract

L'invention concerne un article (10) comprenant : (a) une couche présentant du gonflant (12) comprenant au moins partiellement un matériau présentant du gonflant ; et (b) une couche de matériau moulé (14) ayant une matrice fibreuse fixée à la couche présentant du gonflant, la couche de matériau moulé et la couche présentant du gonflant formant un vide de poche (16) de matériau entre ceux-ci ; l'article étant configuré pour former une pièce de garniture positionnée à l'intérieur d'une cabine d'un véhicule pour absorber le son.
PCT/US2020/062582 2019-12-05 2020-11-30 Composites de garniture WO2021113172A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN201931050231 2019-12-05
IN201931050231 2019-12-05

Publications (1)

Publication Number Publication Date
WO2021113172A1 true WO2021113172A1 (fr) 2021-06-10

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Application Number Title Priority Date Filing Date
PCT/US2020/062582 WO2021113172A1 (fr) 2019-12-05 2020-11-30 Composites de garniture

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Country Link
WO (1) WO2021113172A1 (fr)

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1749061A1 (fr) * 2004-05-19 2007-02-07 Carcoustics Tech Center GmbH Element insonorisant en elastomere thermoplastique a haute charge a base de styrene
JP2007255189A (ja) * 2006-03-20 2007-10-04 Pacific Ind Co Ltd エンジンカバー
US8365852B2 (en) 2005-12-21 2013-02-05 Ford Global Technologies, Llc Power supply system and method for powering a vehicle
US9315930B2 (en) 2008-12-04 2016-04-19 Zephyros, Inc. Nonwoven textile made from short fibers
WO2016115138A1 (fr) * 2015-01-12 2016-07-21 Zephyros, Inc. Système de sous-couches de plancher acoustique
EP3247556A1 (fr) 2015-01-20 2017-11-29 Zephyros Inc. Matériaux absorbants acoustiques basés sur des non-tissés
WO2018075734A1 (fr) * 2016-10-19 2018-04-26 Zephyros, Inc. Ensemble déflecteur comprenant un absorbeur acoustique
EP3324403A1 (fr) * 2016-11-17 2018-05-23 Autoneum Management AG Pièce de garniture d'atténuation du bruit pour une automobile avec mousse découplant acoustique
WO2018177573A1 (fr) * 2017-03-31 2018-10-04 Carcoustics Techconsult Gmbh Corps creux en matière plastique à effet acoustique et son procédé de fabrication
WO2019038509A1 (fr) * 2017-08-22 2019-02-28 Hutchinson Ensemble formé 3d

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1749061A1 (fr) * 2004-05-19 2007-02-07 Carcoustics Tech Center GmbH Element insonorisant en elastomere thermoplastique a haute charge a base de styrene
US8365852B2 (en) 2005-12-21 2013-02-05 Ford Global Technologies, Llc Power supply system and method for powering a vehicle
JP2007255189A (ja) * 2006-03-20 2007-10-04 Pacific Ind Co Ltd エンジンカバー
US9315930B2 (en) 2008-12-04 2016-04-19 Zephyros, Inc. Nonwoven textile made from short fibers
WO2016115138A1 (fr) * 2015-01-12 2016-07-21 Zephyros, Inc. Système de sous-couches de plancher acoustique
EP3247556A1 (fr) 2015-01-20 2017-11-29 Zephyros Inc. Matériaux absorbants acoustiques basés sur des non-tissés
WO2018075734A1 (fr) * 2016-10-19 2018-04-26 Zephyros, Inc. Ensemble déflecteur comprenant un absorbeur acoustique
EP3324403A1 (fr) * 2016-11-17 2018-05-23 Autoneum Management AG Pièce de garniture d'atténuation du bruit pour une automobile avec mousse découplant acoustique
WO2018177573A1 (fr) * 2017-03-31 2018-10-04 Carcoustics Techconsult Gmbh Corps creux en matière plastique à effet acoustique et son procédé de fabrication
WO2019038509A1 (fr) * 2017-08-22 2019-02-28 Hutchinson Ensemble formé 3d

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