CN1370114A - 极低覆盖系数的气囊织物 - Google Patents

极低覆盖系数的气囊织物 Download PDF

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CN1370114A
CN1370114A CN00811821A CN00811821A CN1370114A CN 1370114 A CN1370114 A CN 1370114A CN 00811821 A CN00811821 A CN 00811821A CN 00811821 A CN00811821 A CN 00811821A CN 1370114 A CN1370114 A CN 1370114A
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R·凯沙瓦拉伊
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Abstract

本发明涉及防撞气囊织物,该织物以一种方式机织而成,使得织物布面覆盖系数小于约1900,而同时其具有极低的穿过所含膜(叠层)或涂层的透气性。此前,一直不可能在防撞气囊垫中使用这样的松散结构织物,甚至在有标准防撞气囊涂层(例如硅树脂)涂覆该织物表面时也是如此,原因是这些涂层不容易与该松结构织物表面保持接触(即该涂层会通过织物漏掉)。但是,低布面覆盖系数织物与叠层膜(或布面覆盖系数至少为1600的情况下与涂层)的结合解决了这一问题,并允许在防撞气囊应用中采用廉价生产的机织织物。

Description

极低覆盖系数的气囊织物
发明领域
本发明涉及一种气囊织物，该织物编织成具有小于约1900的覆盖系数，但同时通过膜(叠层)或涂层的存在具有极低的透气性。此前，一直不可能在防撞气囊垫中使用这样的松散结构织物，甚至在有标准防撞气囊涂层(例如硅树脂)涂覆该织物表面时也是如此，原因是这些涂层不容易与该松结构织物表面保持接触(即该涂层会通过织物漏出)。但是，低布面覆盖系数织物与叠层膜(或布面覆盖系数至少为1600的涂层)的耦合解决了这一问题，并允许在防撞气囊中采用廉价生产的机织织物。
发明背景
在乘客运载工具中使用的充气防护垫是较复杂被动约束保护系统的一个组成部分。这些系统的主要元件是：碰撞感应系统、点火系统、推进材料、附加装置、系统罩壳和充气保护垫。当感应碰撞时，推进剂被点燃引起爆炸释放气体填充衬垫呈展开状态，该状态可缓冲身体向前运动的冲击并通过快速排泄气体而耗散其能量。事件的全部发生在约30毫秒内。在未展开状态下，该衬垫贮存在转向柱管、仪表板中或其附近，门中，或在前座的后背中，在其要保护的人员或目标附近安放该衬垫。
防撞气囊衬垫系统通常是指，过去已经使用的保护机动车驾驶者和乘客的防撞气囊系统。保护机动车驾驶者的系统一般安装在机动车的转向柱管中，并已经采用可向驾驶者直接展开的衬垫结构。这些司机侧衬垫一般构造比较简单，因为它们在司机和转向柱管之间相当小的良好定位的区域之上发挥作用。1996年7月9日公布的Nelsen等的美国专利5,533,755中公开了一种这样的结构，其内容在此引入作为参考。
用于保护乘客抗御前方或侧面冲击的防撞气囊衬垫通常必须有更复杂的构造，因为机动车乘客可能没有良好定位，且在乘客和碰撞事故中乘客可能被抛向的机动车表面之间可能存在很大距离。用于这种情形的现有技术的衬垫公开在以下专利中：Bishop的US5520416、Krickl的US 5454594、Hawthorn等人的US 5423273、Yamaji等人的US 5316337、Wehner等人的US 5310216、Watanabe的US5090729、Wallner等人的US 5087071、Backhaus的US 4944529和Buchner的US 3792873。
主要的商业用约束保护衬垫以机织物材料制成，该材料采用例如聚酯、尼龙6或尼龙6,6聚合物等材料的复丝合成纱。这种用途的代表性织物在以下专利中公开：Bloch的US 4921735、Krummheuer等人的US 5093163、Menzel等人的US 5110666、Swoboda等人的US 5236775、Sollars，Jr.的US 5277230、Krummheuer等人的US5356680、Krummheuer等人的US 5477890、Krummheuer等人的US5508073、Bower等人的US 5503197和Bowen等人的US 5704402。
正如将会意识到的，在确定碰撞事件后充气和随后快速放气的速率时，衬垫结构的透气性是一个重要因素。为了控制衬垫的总透气性，通常希望用某些涂层(例如硅氧烷)填充防撞气囊结构中各纱之间的孔隙，并试图在充气期间保持这些纱不滑移(这在织物中产生更大的开放空间)。这样，为了降低这些防撞气囊织物的透气性，通常使用较厚的涂层，其包含诸如硅氧烷等材料。但这些涂层的使用，已经使作为基础防撞气囊织物所能获得的不同机织织物结构受到限制。
为了减少织物纱线之间孔隙的数量，织物结构必需很密(即，每英寸织物高纬纱数和高纱线纤度)。通常用所谓“布面覆盖系数”确定织物密度。该系数测量每英寸织物经纱数与经纱纤度平方根的乘积全部加到每英寸织物纬纱数与纬纱纤度平方根的乘积。因此高布面覆盖系数织物将在织物经向和纬向的纱中含较高纤度的纱线，它们全部机织成每英寸高投纬数。过去，在任何防撞气囊应用中采用的最低气囊织物覆盖系数经测量为约2000(双方向上均是210丹尼尔的纱，69根纬纱/英寸和69根经纱/英寸＝1999.8或约等于2000)。如上述，由于防撞气囊应用中最关心透气性，所以需要使用这样的致密织物，并结合标准防撞气囊涂层，以提供所需要的低透气性。如果这种织物的密度任意低，标准涂层将不能正确覆盖织物表面；最可能的是，涂层材料会经该织物漏掉，且不能提供任何真正的空气阻挡作用。另外，在低布面覆盖系数(低密度)防撞气囊织物表面上不使用或不存在涂层，则透气性这种织物的透气性会非常高，以致不能恰当地发挥作用。低密度织物会在单个纱线之间拥有许多潜在开放空间，它们在充气期间起空气阻挡作用。因此，在过去或在已有技术中还没有尝试在防撞气囊衬垫里结合低密度(低布面覆盖系数)织物的公开出版物或合理建议。尽管这些机织结构可能是高成本效益的(由于更少需要特定、难的机织工序且纱线纤度更细)，而且，现有技术还没有给予任何指导或提示，使普通技术人员认识到，在防撞气囊衬垫中有可能或适当地使用这类低布面覆盖系数织物。
发明概述
有鉴于此，本发明总的目的是提供一种结合到机动车约束保护系统用防撞气囊衬垫中的、有成本效益的、低密度、叠层的防撞气囊织物。术语“机动车约束保护系统”意指可膨胀的乘客约束保护衬垫和机械和化学组件(例如膨胀装置、点火装置、推进剂等)。本发明更具体的目的是提供一种防撞气囊织物，其中所述防撞气囊的布面覆盖系数(密度)低于约1900。本发明进一步的目的是提供一种用简单、廉价方法机织并与薄膜(或涂层)按简单、廉价工序叠层的防撞气囊织物。本发明更进一步的目的是提供防撞气囊衬垫，该衬垫以布面覆盖系数低于约1900的织物提供可接受水平的透气性。
为了达到这些以及其它目的，并按照本发明的目的，如这里具体实施和概括描述的那样，本发明提供一种结合在防撞气囊衬垫中的防撞气囊织物，该防撞气囊衬垫包含机织物基底，其至少一部分被涂层或叠层，其中所述机织物基底的布面覆盖系数低于约1900，并且其中在124Pa压力约25℃时所述防撞气囊织物的透气性小于约0.5cfm。使用涂层或叠层(即薄膜)，在整个防撞气囊织物的遮盖部分上提供了需要的低度透气性。在这种情况下，术语“叠层”意欲包括经使用粘合剂而粘合到织物结构上的连续膜。因此，这样的粘合剂可首先涂敷到织物表面，然后用该叠层覆盖。或者，可将粘合剂结合到该叠层将会与该织物表面接触的一面上。因此，该叠层的膜结构显著不同于该用途中先前使用的标准防撞气囊涂层，因为该叠层是连续的、必需通过使用这样的粘合剂粘合到该表面上，并作为一层膜涂敷到该织物上。涂敷涂层一般采用粘度非常高的涂料(即1个大气压25℃时约10000-约100000厘泊)且以标准涂层机理(例如刮刀涂层机)涂覆涂层的方法。这种涂层将仅被涂敷到布面覆盖系数在1600和1900之间的织物基底上，因为即使这些涂料的粘度会极高并因此使对单个纱的粘着性达到最高，但这些纱线之间的空间体积会太大，以致不允许足够的、连续的填充这些空间，为密度低于约1600的织物基底提供所需的透气性。
尽管在某些环境下也可以采用天然纤维，但优选由所有种类的合成纤维例如聚酯和聚酰胺制造织物基底。结构上该基底必须是机织的。可采用任何类型的机织图案产生该机织结构，包括平纹、席纹、斜纹等，以及对称和非对称的纬纱和经纱数。优选该织物是由尼龙6,6以对称构造(例如78根纬纱/英寸和78根经纱/英寸)的平纹图案织物。在该织物基底中使用的单个纱线纤度必须在约100-约840；优选约100-约630的丹尼尔数范围内。可在任何类型的标准织机包括喷气织机、喷水织机、多臂织机、剑杆织机等上制造该机织织物。
优选的薄膜选自聚氨酯、聚酰胺、聚酯或任何其它热塑性聚合物材料，该材料和目标防撞气囊织物基底相比熔点更低。因此，该粘合剂选自异氰酸酯、环氧树脂、蜜胺、氮丙啶以及蜜胺与其它化合物的混合物。另外，优选粘合剂溶解在或存在于任何挥发性溶剂中，当该溶剂暴露于低温(即高于室温)时，其快速蒸发。这样的挥发性溶剂优选选自甲乙酮、二甲基甲酰胺、四氢呋喃、二乙基亚砜、n-甲基吡咯烷酮及其混合物。
织物表面上叠层的总重量为约0.6-约3.5盎司/平方码；优选该重量为约1.0-约3.0盎司/平方码；更优选约1.5-约2.5盎司/平方码；且最优选约2.0盎司/平方码。当最终粘合到织物表面上时，该薄膜的厚度为约0.1-约3.5密耳(mils)；优选约1.0-约3.5密耳；更优选约1.5-约3.0密耳；最优选约2.0-约3.0密耳。
随后将叠层粘合到目标防撞气囊织物表面的一般方法包括：用粘合剂涂敷该织物；通过运行含将被涂敷的薄膜的加热轧辊，将所需的薄膜层压到至少一部分受处理织物上；将所得的复合材料加热到介于约270到450°F，更优选约290到约400°F，最优选约300到约350°F之间的粘合温度。该高温通过将膜材料熔化然后形变成符合织物表面的外形和尺寸，完成所需的薄膜对织物表面粘合。当冷却时，粘合、形变薄膜作为覆盖整个受处理织物表面的叠层保留其整体结构，其填充了松散纬纱之间的空间。该叠层足够柔韧，当碰撞事故发生时，能足够膨胀，从而提供给乘客或驾驶者衬垫；但是，该膜在整个单独纱线上也呈现出刚性，使得纱线不过分偏离它们的设计图案。这样，由于填充了纱线之间的间隙空间并防止纱线由其设计图案移动，因此该叠层以相当可靠方式降低通过织物结构透气性，提供防撞气囊织物(和随后的防撞气囊衬垫)。这样，这种新颖工序使技术人员采用布面覆盖系数低(低于1900)的廉价制造织物生产机动车约束保护系统中采用的有效的防撞气囊织物和衬垫。
可能的涂料包括那些含有与上述薄膜相同材料(聚氨酯、聚丙烯酸酯等)的那些涂料，将其配制成如上述1个大气压和25℃时粘度约10000和100000厘泊之间。将这种涂料经任何标准工序，包括刮刀涂布等添加到目标织物基底的表面上。另外，这种可能的涂层仅会在布面覆盖系数约1600-约1900更高密度织物有用。
说明书以下部分将提出本发明的其它目的和优势，并且一部分显然来自说明书，或可能得自本发明实践的教导。应当理解，前面的一般描述和以下的优选实施方案详细描述仅仅是示例和解释性的，决不能将它们看作对本发明权利要求书所提出范围的限定。本发明的优选实施方案
以下实施例显示本发明范围内具体的优选实施方案。
实施例1
在喷水织机上制造布面覆盖系数约1560的织物基底。该织物包含尼龙6,6纱线，该纱线约100根集合在一起形成78根纬纱/英寸和78根经纱/英寸的纤度。然后，用常规的异氰酸酯粘合剂，以约0.6盎司/平方码织物的量涂敷该机织物。然后，将平均厚度约2-3密耳的聚氨酯薄膜层压到受处理织物基底的表面，并加热到约325°F。然后冷却该复合材料并接着测试其在124Pa约25℃时的透气性。测得此透气性为0。
实施例2
在喷水织机上制造布面覆盖系数约1594的织物基底。该织物包含尼龙6,6纱线，该纱线约210根集合在一起形成55根纬纱/英寸和55根经纱/英寸的纤度。然后，用常规的异氰酸酯粘合剂，以约0.6盎司/平方码织物的量涂敷该机织物。然后，将平均厚度约2-3密耳的聚氨酯薄膜层压到受处理织物基底的表面，并加热到约325°F。然后冷却该复合材料并接着测试其在124Pa约25℃时的透气性。测得此透气性为0。
实施例3
在喷水织机上制造布面覆盖系数约1597的织物基底。该织物包含尼龙6,6纱线，该纱线约315根集合在一起形成45根纬纱/英寸和45根经纱/英寸的纤度。然后，用常规的异氰酸酯粘合剂，以约0.6盎司/平方码织物的量涂敷该机织物。然后，将平均厚度约2-3密耳的聚氨酯薄膜层压到受处理织物基底的表面，并加热到约325°F。然后冷却该复合材料并接着测试其在124Pa约25℃时的透气性。测得此透气性为0。
实施例4
在喷水织机上制造布面覆盖系数约1476的织物基底。该织物包含尼龙6,6纱线，该纱线约420根集合在一起形成36根纬纱/英寸和36根经纱/英寸的纤度。然后，用常规的异氰酸酯粘合剂，以约0.6盎司/平方码织物的量涂敷该机织物。然后，将平均厚度约2-3密耳的聚氨酯薄膜层压到受处理织物基底的表面，并加热到约325°F。然后冷却该复合材料并接着测试其在124Pa约25℃时的透气性。测得此透气性为0。
实施例5
在喷水织机上制造布面覆盖系数约1375的织物基底。该织物包含尼龙6,6纱线，该纱线约525根集合在一起形成30根纬纱/英寸和30根经纱/英寸的纤度。然后，用常规的异氰酸酯粘合剂，以约0.6盎司/平方码织物的量涂敷该机织物。然后，将平均厚度约2-3密耳的聚氨酯薄膜层压到受处理织物基底的表面，并加热到约325°F。然后冷却该复合材料并接着测试其在124Pa约25℃时的透气性。测得此透气性为0。
实施例6
在喷水织机上制造布面覆盖系数约1305的织物基底。该织物包含尼龙6,6纱线，该纱线约630根集合在一起形成26根纬纱/英寸和26根经纱/英寸的纤度。然后，用常规的异氰酸酯粘合剂，以约0.6盎司/平方码织物的量涂敷该机织物。然后，将平均厚度约2-3密耳的聚氨酯薄膜层压到受处理织物基底的表面，并加热到约325°F。然后冷却该复合材料并接着测试其在124Pa约25℃时的透气性。测得此透气性为0。
尽管举例说明并描述了本发明的具体实施方案，但应当了解的是，本发明不限于此，因为对本领域的技术人员而言，肯定能修改本发明，并且他们毫无疑问会想到其它实施方案。因此，试图用所附权利要求书覆盖任何这样的修改和其它实施方案，因为本发明的组成特征是在所附权利要求的精神实质和范围内。

Claims (20)

1.一种结合在气囊衬垫中的气囊织物，该气囊衬垫包含机织物基底，其至少一部分被涂层或叠层，其中所述织物基底的布面覆盖系数低于约1900，并且其中在124Pa压力约25℃时所述气囊织物的透气性小于约0.5cfm。
2.如权利要求1的气囊织物，其中用涂层或薄膜涂覆或叠层所述机织物基底，该涂层和薄膜选自聚氨酯、聚丙烯酸酯、聚酰胺、聚酯和其共聚物。
3.如权利要求1的气囊织物，其中所述布面覆盖系数低于约1800。
4.如权利要求3的气囊织物，其中所述布面覆盖系数低于约1775。
5.如权利要求4的气囊织物，其中所述布面覆盖系数低于约1750。
6.如权利要求3的气囊织物，其中所述涂层或叠层包含聚氨酯。
7.如权利要求4的气囊织物，其中所述涂层或叠层包含聚氨酯。
8.如权利要求5的气囊织物，其中所述涂层或叠层包含聚氨酯。
9.如权利要求1的气囊织物，其中所述涂层或叠层的厚度为0.1-约3.5密耳。
10.如权利要求6的气囊织物，其中所述涂层或叠层的厚度为0.1-约3.5密耳。
11.如权利要求7的气囊织物，其中所述涂层或叠层的厚度为0.1-约3.5密耳。
12.如权利要求8的气囊织物，其中所述涂层或叠层的厚度为0.1-约3.5密耳。
13.一种含权利要求1气囊织物的气囊衬垫。
14.一种含权利要求6气囊织物的气囊衬垫。
15.一种含权利要求7气囊织物的气囊衬垫。
16.一种含权利要求8气囊织物的气囊衬垫。
17.一种含权利要求9气囊织物的气囊衬垫。
18.一种含权利要求10气囊织物的气囊衬垫。
19.一种含权利要求11气囊织物的气囊衬垫。
20.一种含权利要求12气囊织物的气囊衬垫。
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USRE42458E1 (en) 2011-06-14
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EP1226033A1 (en) 2002-07-31
CA2384314A1 (en) 2001-04-05
AU7371900A (en) 2001-04-30
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ATE328730T1 (de) 2006-06-15
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EP1226033B1 (en) 2006-06-07
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CN1141215C (zh) 2004-03-10

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