CN101186138A - 气囊织物多层薄膜的干式层压 - Google Patents
气囊织物多层薄膜的干式层压 Download PDFInfo
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Abstract
本发明提供一种可充气的机动车保护垫和气囊织物多层薄膜的干式层压法。保护垫包括具有粘合层和覆在上面的屏蔽层的多层薄膜涂层。粘合层用于粘合织物基布，屏蔽层用于封闭透气性。
Description
技术领域
本发明涉及汽车保护装置，如侧面气帘。更特别地，本发明涉及涂布于气囊垫织物内部和/或外部以减少汽车保护装置透气性的多层薄膜涂层。这种多层薄膜涂层是通过干式层压熔接法(dry lamination meltbonding)进行涂布的。具体来说，多层薄膜涂层具有粘合和密封性，并包括第一层热塑性粘合层和第二层屏蔽层，其中粘合层的熔点低于屏蔽层的熔点。
背景技术
用于机动车辆的气囊是公知的，已经使用了很长时间。这些装置安装在汽车驾驶员和乘客一侧，在发生碰撞时，会迅速地用气体充气，在驾驶员或乘客与机动车的方向盘或仪表板之间用作吸能屏障。
最近，沿车辆侧面放置在乘客与车窗或门洞之间的可充气约束帘布(restraining curtain)形式的气囊安全约束系统(restraint)，在碰撞事件中避免乘客损伤的作用已经为人所共知。一般在发生碰撞时，在充气机释放的反应气体的压力下，这种帘布迅速膨胀。当车辆减速超过某种水平，充气机中的气体发生剂引发化学反应(该化学反应由来自碰撞探测传感器的碰撞信号激活)时，通常会发生这种气体发生作用。然后充气机产生的气体被输送至气囊帘布。可充气帘布一般会从储存位置沿车顶纵梁向下展开，以便至少部分遮盖车辆侧面的车窗和/或门洞。由此展开的帘布能提供一定程度的缓冲约束作用以及防止乘客从车辆中被弹出的屏障。由于翻车碰撞事件的持续时间较长，期间车辆可能翻滚几次，因此需要帘式气囊保持膨胀状态较长的时间，以便保持一定程度的头部保护和屏障约束作用直至整个事件结束。
帘式气囊一般是通过将几块布料缝制在一起形成的，当充气时形成多个垫座，或通过在提花织机中将在某些区域相互连接在一起的两层织物编织在一起形成的。这些作为垫座的织物典型地使用接缝来控制充气气垫的形状和尺寸。在这些气囊气垫对碰撞事件响应而膨胀的过程中，压力以巨大的力量施加于，尤其是接缝，并可引起接缝精梳(seam combing)。就此而言，要理解的是术语“接缝精梳”是指施加的压力引起缝纫丝线分离，从而释放额外气压的现象。
通过采用大量的封闭透气性的涂料材料可提高性能。过去，已经将涂料涂布在要用于汽车气囊的织物上，以抵抗不理想的气体透过织物的泄漏，次之能保护织物免受用于对气囊充气的热气体的损害。在早期开发的气囊中采用了聚氯丁烯。近来，硅酮(聚二甲基硅氧烷或类似的材料)也逐渐被接受。
由于在碰撞事件过程中气囊必须保持其完整性，从而充分地保护驾驶员或乘客，非常需要提供一些涂层，如果和当需要时，该涂层能提供有效的透气性并充分地限制接缝精梳，使气囊发挥最佳的功能。因此，需要在单股纱线之间提供良好的附着和强的结合，以便使纤维达到长期刚度，从而避免在切缘或接缝处发生拆线，同时也提供老化稳定性和优异的低透气性。
为降低涂层重量并同时保持气囊织物的低透气性而已经采用的一种方法是使用双层涂料系统，例如共有转让给Li的美国专利第6,177,365号和第6,177,366号所公开的内容(所有均在此整体引入作为参考)。另外可选的涂料组合物已经被公开了，如美国专利第5,110,666号中基于聚氨酯类的组合物、或如共有转让的美国专利第6,169,043号中所见的基于聚氨酯/聚丙烯酸酯分散液的组合物(所有在此都整体引入作为参考)。
目前的工业实践一般采用传统的涂布方法，即采用用于气囊织物的溶剂或水基涂料。因此，溶剂或水需要通过干燥被去除，有机聚合物需要与热量接触后而被固化。涂布方法主要是气隙刮刀(knife overair/gap)或转移涂布的一些形式。
另外可选的方法是将聚合膜层压在气囊织物上。传统的层压方法在薄膜层压之前在织物上采用粘合层的打底胶浆(tie coat)。这种类型的方法在美国专利第6,770,578号、美国专利第6,908,528号和美国专利第6,753,275号(所有均整体引入作为参考)中有所教导，所有这些专利都教授了将粘合层作为含水或含溶剂的分散液而应用，必须在该工艺随后的时刻将水或溶剂去除。
发明内容
相信本发明通过提供一种使用层压熔接多组分薄膜在气囊织物上形成多层涂层的方法，对现有技术提供了优势和替代方案。
根据一个可能优选的方面，本发明提供了具有屏蔽层和粘合层的多组分薄膜，上述粘合层与织物基布是直接覆盖的关系。
根据一个可能优选的特征，粘合层的熔点比屏蔽层的熔点低至少30℃，以便能促进薄膜与织物基布的粘合。
根据另一个可能优选的特征，该粘合层的玻璃态转化温度优选低于20℃，软化温度优选高于110℃。
附图说明
在此引入并构成本说明书一部分的附图，图解说明了本发明的一个示例性的实施方案，其与在下面的详细描述一起来用于解释本发明的原理，其中：
图1图示了示例性的侧帘式气囊；
图2是织物基布的横截面，多组分层合薄膜(film laminate)置于该织物基布的一个侧面上；
图3是织物基布的横截面，多组分层合薄膜置于该织物基布的两个侧面上；
图4图示了一种层压工艺，其中多组分薄膜被层压在织物基布的两个侧面上；
图4a图示了一种层压工艺，其中多组分薄膜被层压在织物基布的一个侧面上；
图5是双组分薄膜层压的一片式机织帘式气囊的泄漏率的曲线图；
图6是双组分薄膜干式层压的织物与具有溶剂基粘合层的薄膜层压织物的接缝耐精梳性的比较图；
图7是双组分薄膜干式层压的衬纬经编织物(weft insertion warpknit fabric)与采用溶剂基粘合层薄膜层压的相同织物的接缝耐精梳性的比较图；和
图8是双组分薄膜干式层压的疏松结构织物与未涂布的相同织物的接缝耐精梳性的比较图。
具体实施方式
现在将参照附图，其中采用相似的参考数字在不同的视图中标注相似的组分。在图1中，显示了示例性的侧帘式气囊126膨胀后车辆110的内部情况。当本发明的描述涉及侧帘式气囊126时，要理解的是本发明绝不限于该结构。相反，能够预料根据需要，本发明也可应用于任何数量的其他气囊结构，包括驾驶员一侧、乘客一侧和侧面撞击气囊。
图2描绘了涂层气囊织物128的横截面，其可用来形成至少一部分侧帘式气囊126或可能需要的其他气囊。如图所示，涂层气囊织物128优选包括层压了多组分薄膜136的织物基布130。多组分薄膜136包括屏蔽层134和整体熔接的热塑性粘合层132，该粘合层与织物基布130是直接覆盖的关系。当然，如果需要也可使用附加层。
多组分薄膜136优选通过干式层压熔接粘合在织物基布130上。就此而言，要理解的是，粘合层132不是传统湿式层压法中的溶剂或水基粘合层。干式层压熔接如下发生：当温度升高至粘合层的熔点以上时，产生了熔化的粘合层，当粘合层再次固化时，在织物基布130与屏蔽层134之间发生粘合作用。在理想的情况下，粘合层132的熔点比屏蔽层134至少低30℃。
根据可能优选的实施方式，通过EN ISO 527-3/95检测法测定，屏蔽层134的抗张强度优选超过5 N/mm2。通过上述方法测定，在断裂时的伸长率优选超过200％，根据EN ISO 527-3/95检测法测定，在超过100％的伸长率下，模量优选超过3 N/mm2。基于DIN 53515/77检测方法，屏蔽层的抗撕裂性优选超过35 N/mm2。上述的特性是在20μm厚的膜上测定的。
多组分薄膜136可以被共挤出或吹制，取决于每层的聚合物体系。屏蔽层134的厚度优选为至少15μm，粘合层132的厚度优选的范围是20至50μm。
仅作为实例，织物基布130可以是单层或多层结构，如机织织物、针织织物、衬纬经编织物、Rachel编织织物和/无纺织物。它包括多层的机织织物，该织物预先配置了储气腔，在工业中也称为一片式机织织物(one piece woven，OPW)。
仅作为实例，每层都可包括添加剂，如抗氧化剂、润滑剂、防结块剂(如二氧化硅、粘土基材料、滑石等)、阻燃剂(可以是卤素基或无卤素组分的阻燃剂)。一层也可包括着色组分以区分粘合层和屏蔽层。
对于多层织物，像通常用于气帘的一片式机织提花织物，织物基布130的两个侧面可都用本发明的多组分薄膜136在单次工艺中顺序地进行层压。仅作为实例而非限制的，示例性的双侧层压工艺显示在图4中。如图所示，在该示例性的实施方式中，多组分薄膜136和136′被层压在织物基布130的相对的外侧面上。多组分薄膜136通过与热辊138接触在热量和压力下被层压至织物基布130的上侧，而多组分薄膜136′远离热辊138，与织物基布130的底侧接触，在操作的这个点上不被层压。当薄膜-织物-薄膜复合物被热辊140挤压时，多组分薄膜136′随即被层压至织物基布130的底侧上。生成的层压产品显示在图3中。
图4a显示了另一个可能的层压工艺，其中与前面所述对应的组分以200系列的类似参考数字标注。如图所示，在该示例性的工艺中，多组分薄膜236经带式压光机245被层压在织物基布230的一个侧面上。作为实例而非限制的，多组分薄膜236通过压送辊结合到织物基布230的外侧面上形成复合结构228，该复合结构228在带式压光机245上经受热量和压力得到层压产品。
要理解的是，带式压光机245采用了一系列的小轧辊，它们使挤压带252连续地围绕大压光辊250移动。将复合结构228定向以便在皮带252与压光辊250之间被挤压，织物基布230与皮带252接触，复合结构228与大压光辊250接触。大带式压光辊252处的热量和压力使层压产品形成，例如如图2中所示的产品。
在一个可能优选的实施方式中，薄膜层压发生时热辊温度高于多组分薄膜136的粘合层132组分的熔点。在所述熔点之上，粘合层132优选处于基本上可流动的状态，这样就能通过使形成粘合层132的热塑性材料在形成织物基布130的纤维成分周围流动并流进纤维成分之间的缝隙中，从而促进良好的粘合。因此，表面纤维成分优选部分地嵌入粘合层132中。薄膜层压发生时的压力优选从大约1巴至大约10巴，最优选大约4巴至大约7巴的压力。要理解的是，上述的薄膜层压步骤的次序仅仅是示例性的，可以应用其变化形式。
为了进一步描述本发明，给出下面的非限制性的实施例。提供这些实施例的唯一目的是为了说明本发明的一些优选实施方案，并不打算以任何方式来限制本发明的范围。
实施例
包括由基于聚醚或聚碳酸酯的聚氨酯制成的屏蔽层和由基于共聚酰胺的树脂制成的粘合层的双组分薄膜，被干式层压在机织提花织物上，随后成型为侧帘式气囊。该粘合层与织物基布是直接覆盖的关系。使用类似于图4A中图示的带式压光机来形成层压制品。双组分薄膜的厚度为45微米，粘合层的厚度为30μm，屏蔽层的厚度为15μm。对机织帘式气囊进行泄漏试验，检测翻滚型应用条件下的气体保留率(gasretention)。气帘被充气至137.9kPa(20psi)的峰值压力，记录排气至50％峰值压力所耗的时间。热老化(105℃ 400小时)和湿度老化(83℃&95％RH 400小时)后，也对气囊进行气体保留率的检测。这些结果总结在图5中。
图6显示了干式层压织物与湿式层压织物的接缝耐精梳性的比较。该图说明当通过接缝耐精梳性试验测定时，干式层压的双组分薄膜的粘合层提供的粘合性与溶剂基粘性聚氨酯涂料相当，并优于溶剂基硅酮粘性涂料。
双组分薄膜的干式层压也在衬纬经编(WIWK)织物和较疏松结构(lower construction)的机织织物上进行检测。这些类型的基布由于织物的稀疏性(openness)，不能通过传统的气隙刮刀涂布工艺进行涂布。而且，为了使用溶剂基或水基粘合层来完成传统的湿式层压法，薄膜必须首先用溶剂基粘合剂涂布，然后进行层压，而不能采用将粘性涂料涂布在织物基布上的典型湿式层压工艺。图7显示与使用溶剂基硅酮粘合层的湿式层压相比，疏松结构的衬纬织物的双组分薄膜干式层压充分地增加接缝耐精梳性。而且，图8证明了与未涂布的气囊织物相比，双组分干式层压对接缝耐精梳性的显著作用。
尽管本发明已经对于某些可能优选的实施方案和实践进行了图示和描述，要理解的是，图示的和描述的实施方案和实践仅是说明性的，本发明决不限于这些。相反，能够完全预料到的是，通过阅读上述说明和/或通过本发明的实践，对本发明的修改和变化对于本领域技术人员来说毫无疑问是显而易见的。因此，本发明应该延及所有这些修改和变化，如同可以将本发明的广义方面合并入其全部的精神和范围内。
Claims (11)
1.一种制造可充气机动车保护垫的方法，该方法包括将多组分薄膜熔接到机织的或无纺的织物基布上，其中所述的多组分薄膜包括至少一层热塑性粘合聚合层和屏蔽层，其中所述的热塑性粘合聚合层与所述的织物基布接触，并且其中所述的屏蔽层是多组分薄膜的最外层，且其中所述粘合聚合层的熔点比所述屏蔽层的熔点至少低30℃。
2.根据权利要求1所述的方法，其中所述的可充气机动车保护垫是一片式机织气帘。
3.根据权利要求1所述的方法，其中所述的可充气机动车保护垫是缝制的帘布。
4.根据权利要求1所述的方法，其中所述的粘合聚合层的熔点低于130℃。
5.根据权利要求1所述的方法，其中所述的屏蔽层的熔点高于160℃。
6.一种可充气机动车保护垫，其包括机织的或无纺的织物基布，所述的织物基布具有与织物基布的至少第一个侧面熔接的至少第一层多组分薄膜，其中所述的多组分薄膜包括：
(a)至少一层热塑性粘合聚合层，其中所述的粘合聚合层与所述的织物基布是接触的关系；和
(b)屏蔽层，其中所述的屏蔽层是所述多组分薄膜的最外层；
并且其中所述的粘合聚合层的熔点比所述屏蔽层的熔点至少低30℃。
7.根据权利要求6所述的可充气机动车保护垫，其中所述的可充气机动车保护垫是一片式机织气帘。
8.根据权利要求6所述的可充气机动车保护垫，其中所述的可充气机动车保护垫是切驳的帘布。
9.根据权利要求6所述的可充气机动车保护垫，其中所述的粘合聚合层的熔点低于130℃。
10.根据权利要求6所述的可充气机动车保护垫，其中所述的粘合聚合层的厚度范围是10至75μm。
11.根据权利要求6所述的可充气机动车保护垫，进一步包括第二层多组分薄膜，所述第二层多组分薄膜熔接到与所述第一个侧面相对的织物基布的第二个侧面上，其中所述的第二层多组分薄膜包括：
(a)至少一层热塑性粘合聚合层，其中所述的粘合层与所述的织物基布是接触的关系；和
(b)屏蔽层，其中所述的屏蔽层是所述多组分薄膜的最外层；
并且其中第二层多组分薄膜中的所述粘合层的熔点比第二层多组分薄膜中的所述屏蔽层的熔点至少低30℃。
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| JP5201090B2 (ja) * | 2008-09-30 | 2013-06-05 | 豊田合成株式会社 | エアバッグ |
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| ES2460920T3 (es) | 2008-12-09 | 2014-05-16 | Dainese S.P.A. | Prenda adaptada para asociarse a un dispositivo para la protección personal de un usuario |
| US20110014406A1 (en) * | 2009-07-15 | 2011-01-20 | James Clyde Coleman | Sheet material exhibiting insulating and cushioning properties |
| EP2374923B1 (en) * | 2010-04-09 | 2013-12-25 | Autoliv Development AB | Method of making an inflatable air-bag |
| US8353530B2 (en) * | 2010-05-07 | 2013-01-15 | Autoliv Asp, Inc. | Inflatable airbag assemblies with anti-slip patches |
| EP2500454B1 (en) * | 2011-03-16 | 2015-05-13 | Autoliv Development AB | A fabric for use in the manufacture of an inflatable air-bag |
| ITVR20110135A1 (it) * | 2011-06-30 | 2012-12-31 | Dainese Spa | Dispositivo di protezione. |
| CN103373311B (zh) * | 2012-04-12 | 2016-08-03 | 奥托立夫开发公司 | 汽车安全气囊及相关加强层制作方法 |
| EP2868799A1 (en) * | 2013-10-30 | 2015-05-06 | Autoliv Development AB | Vehicle air-bag |
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| CZ307740B6 (cs) * | 2016-04-20 | 2019-04-10 | HAVLÍK, Martin | Zařízení pro tlumení nárazu, zejména vozidla |
| CA3060311C (en) | 2017-05-02 | 2022-05-24 | Invista Textiles (U.K.) Limited | Low permeability and high strength woven fabric and methods of making the same |
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| US20080075903A1 (en) | 2008-03-27 |
| US7951437B2 (en) | 2011-05-31 |
| EP1902910A1 (en) | 2008-03-26 |
| US8007630B1 (en) | 2011-08-30 |
| CN101186138B (zh) | 2012-02-22 |
| US20110203732A1 (en) | 2011-08-25 |
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