Automobile roof composite cloth and preparation process thereof

Abstract

The present application relates to the field of non-woven fabric composite materials for automotive interiors, and particularly relates to a composite cloth for automobile roof and a preparation process thereof. The composite cloth for automobile roof is prepared by sequentially stacking a non-woven fabric layer, polyurethane hot melt adhesive, a heat-insulating and flame-retardant layer, polyurethane hot melt adhesive and an ultraviolet-proof layer, and then heat-pressing, wherein the heat-insulating and flame-retardant layer comprises a composite glass fiber layer, a base cloth layer and a heat-insulating layer, and the preparation raw materials of the polyurethane hot melt adhesive comprise isocyanic acid substances, hydroxyl substances, flame retardants and light shielding agents, organic solvents and catalysts; the non-woven fabric layer, the heat-insulating and flame-retardant layer and the ultraviolet-proof layer of the composite cloth for automobile roof are integrated by polyurethane hot melt bonding, and the layers are synergistic with each other in function, so that the composite cloth for automobile roof has excellent heat-insulating and flame-retardant properties.

Description

Technical Field

[0001] This invention relates to the field of nonwoven composite materials for automotive interiors, and in particular to an automotive headliner composite fabric and its preparation process. Background Technology

[0002] In recent years, nonwoven fabrics have been used more and more widely in automobiles. Nonwoven fabrics are often made into GMT materials. GMT materials are easy to thermoform and shape, have a uniform fabric surface, are heat-resistant and easy to mold, and are often used in automotive interior materials such as automotive headliner materials and automotive floor coverings.

[0003] Headliner composite fabric is a crucial component of the automotive headliner, primarily enhancing the interior's aesthetics. As the automotive industry moves towards more economical and comfortable vehicles, it also prioritizes safety. This means that in addition to high safety standards for the vehicles themselves, higher functional requirements are being placed on automotive interior materials, demanding that headliner composite fabrics possess special properties such as flame retardancy, heat insulation, and UV protection. However, current automotive headliner composite fabrics not only have poor heat insulation performance but also fail to meet the stringent safety requirements of modern vehicles. Summary of the Invention

[0004] In order to improve the poor heat insulation and flame retardant properties of existing automotive headliner composite fabrics, this application provides an automotive headliner composite fabric and its preparation process.

[0005] In a first aspect, this application provides a composite fabric for an automotive headliner, employing the following technical solution:

[0006] A composite fabric for an automotive headliner includes a nonwoven fabric layer and a heat-insulating and flame-retardant layer in a mass ratio of 1:(2-7);

[0007] The nonwoven fabric layer is prepared by hot pressing flame-retardant polyester fibers, which have a core-sheath structure, and the mass ratio of the core layer to the sheath layer is (0.5-2.5):1.

[0008] The raw materials of the heat insulation and flame retardant layer include a base fabric layer and glass fiber in a mass ratio of 2:(1-5). The base fabric layer is prepared by hot pressing flame retardant polyester short fibers and polyvinyl alcohol fibers in a mass ratio of (3.5-9):1. The glass fiber is composited onto the base fabric layer with polyurethane hot melt adhesive to prepare the heat insulation and flame retardant layer.

[0009] The non-woven fabric layer is bonded to the base fabric layer of the heat insulation and flame retardant layer by polyurethane hot melt adhesive to prepare the automotive roof composite fabric. The amount of polyurethane hot melt adhesive used in the automotive roof composite fabric is 50-90g / m3.

[0010] The raw materials of the polyurethane hot melt adhesive include isocyanate substances, hydroxyl substances, flame retardants, light shielding agents, organic solvents and catalysts;

[0011] The preparation steps of the polyurethane hot melt adhesive are as follows:

[0012] Isocyanate and catalyst are added to a mixture of hydroxyl group, flame retardant, light shielding agent and organic solvent. After reaction, polyurethane hot melt adhesive is prepared. The hydroxyl group is a mixture of diol and chitosan, the organic solvent is ethyl acetate, and the catalyst is dibutyltin dilaurate.

[0013] The non-woven fabric layer and the heat-insulating and flame-retardant layer are connected into a whole by polyurethane hot melt adhesive. The glass fiber in the heat-insulating and flame-retardant layer is a non-combustible material that melts and absorbs heat when exposed to high temperatures, thus blocking high temperatures. It works synergistically with the flame-retardant polyester fiber in the non-woven fabric layer to give the automotive headliner composite fabric good heat insulation and flame-retardant effects.

[0014] By optimizing the amount of polyurethane hot melt adhesive, the layers of the automotive headliner composite fabric achieve excellent bonding performance, resulting in synergistic effects of superior heat insulation and flame retardancy. Optimizing the amount of polyurethane hot melt adhesive also enhances the peelability of the nonwoven hot melt adhesive. Furthermore, the hot melt properties of the polyurethane hot melt adhesive ensure that the automotive headliner composite fabric remains molten at temperatures above its melting point, facilitating thermoforming. Optimizing the amount of polyurethane hot melt adhesive also allows for effective encapsulation of the glass fibers, resulting in a smooth surface and fluid lines at transitions after thermoforming.

[0015] Preferably, the raw materials of the heat-insulating and flame-retardant layer also include pre-oxidized fibers and a heat-insulating layer;

[0016] The mass ratio of the pre-oxidized fiber to the glass fiber is (0.5-0.9):1. The pre-oxidized fiber and the glass fiber are mixed and then bonded to the base fabric layer with polyurethane hot melt adhesive to form a composite glass fiber layer.

[0017] The heat insulation layer is bonded to the base fabric layer of the heat insulation and flame retardant layer by polyurethane hot melt adhesive; the heat insulation layer is woven from black flame retardant polyester fiber and white Tencel in a mass ratio of (2-3):1.

[0018] The mass ratio of the base fabric layer, composite fiberglass layer and heat insulation layer in the heat insulation and flame retardant layer is 2:(1-5):1.

[0019] By adopting the above technical solution, pre-oxidized fibers are added to the automotive headliner composite fabric in combination with glass fibers. The glass fibers reflect the infrared rays emitted by the headliner, while the pre-oxidized fibers absorb the heat converted from the unreflected infrared rays. The combination of pre-oxidized fibers and glass fibers further improves the heat insulation of the automotive headliner composite fabric.

[0020] The automotive headliner composite fabric also includes a heat insulation layer, which is made of black flame-retardant polyester fiber and white Tencel. In the heat insulation layer, the white Tencel reflects light waves and the black flame-retardant polyester fiber converts light waves into heat. The heat insulation layer absorbs the heat converted from light waves by the black flame-retardant polyester fiber, further reducing infrared rays in the automotive headliner composite fabric and reducing the heat entering the car. Infrared rays entering the automotive headliner composite fabric are reflected and absorbed several times by the composite fiberglass layer and the heat insulation layer, giving the automotive headliner composite fabric excellent heat insulation effect.

[0021] The use of pre-oxidized fibers in combination with glass fibers and in synergy with flame-retardant polyester fibers further enhances the flame-retardant effect of automotive headliner composite fabrics.

[0022] Preferably, the automotive roof composite fabric further includes a UV-resistant layer, which is bonded to the heat insulation layer of the heat insulation and flame retardant layer by polyurethane hot melt adhesive; the UV-resistant layer is woven from UV-resistant nylon fiber and flame-retardant polyester fiber in a mass ratio of (1-4):1.

[0023] The mass ratio of the nonwoven fabric layer, the heat insulation and flame retardant layer and the UV protection layer is 1:(2-7):1.

[0024] Through the above technical solution, the automotive headliner composite fabric also includes a UV-protective layer. The UV-resistant nylon fibers in the UV-protective layer enable the automotive headliner composite fabric to absorb ultraviolet rays, reduce the amount of ultraviolet rays inside the car, further reduce the heat generated by ultraviolet rays inside the car, and enhance the comfort inside the car.

[0025] In this application, the automotive headliner composite fabric achieves a heat insulation effect by incorporating a heat-insulating and flame-retardant layer, a light-shielding agent in the polyurethane hot melt adhesive, a UV-protective layer, and a non-woven fabric layer. This allows the infrared rays emitted by the headliner to be reflected and absorbed multiple times. Furthermore, the automotive headliner composite fabric in this application achieves excellent heat insulation performance while also possessing good flame-retardant properties through the combined use of a heat-insulating and flame-retardant layer, a flame-retardant agent in the polyurethane hot melt adhesive, a non-woven fabric layer, and flame-retardant polyester fibers in the UV-protective layer.

[0026] In addition, the addition of Tencel to the base fabric layer and nylon fiber to the UV protection layer enhances the adhesion between the hot-melt polyurethane and the base fabric layer and the UV protection layer, thereby enhancing the overall synergistic effect and peel strength of the automotive headliner composite fabric.

[0027] Preferably, the diol is one or a mixture of two of polytetrahydrofuran ether diol and polyoxypropylene ether diol, and the molar ratio of chitosan to diol in the hydroxyl substance is (0.1-0.3):1.

[0028] By adopting the above technical solution, the diol is selected to contain ether bonds, which enhances the dispersibility of flame retardants and light shielding agents in polyurethane hot melt adhesive and enhances the adhesion of polyurethane hot melt adhesive; in addition, the mass ratio of diol to chitosan is optimized to improve the dispersibility of flame retardants and light shielding agents in polyurethane hot melt adhesive.

[0029] Preferably, the isocyanate is diphenylmethane diisocyanate or hexamethylene diisocyanate, and the molar ratio of the isocyanate to the diol is (2-5):1.

[0030] By adopting the above technical solution, the molar ratio of isocyanate substances and isocyanate groups to hydroxyl groups in isocyanate substances is optimized, thereby improving the bonding strength and synergistic performance between the prepared polyurethane hot melt adhesive and the nonwoven fabric layer, base fabric layer, heat insulation and flame retardant layer, heat insulation layer and UV protection layer in the automotive headliner composite fabric.

[0031] Preferably, the flame retardant is at least one of ammonium polyphosphate, dicyandiamide, zinc borate, and aluminum hydroxide; the light shielding agent is at least one of magnesium aluminum silicate and infrared absorber IR880; the flame retardant accounts for 4-12% of the mass of the polyurethane hot melt adhesive, and the light shielding agent accounts for 3-10% of the mass of the polyurethane hot melt adhesive.

[0032] By adopting the above technical solutions, optimizing the flame retardant and light shielding agent and their dosage, the flame retardant and light shielding agent can achieve better dispersibility and synergistic effect in polyurethane hot melt adhesive, thereby enhancing the heat insulation and flame retardant properties of polyurethane hot melt adhesive and automotive headliner composite fabric.

[0033] Preferably, the flame retardant is composed of ammonium polyphosphate and aluminum hydroxide in a mass ratio of (0.5-1.6):1; the light shielding agent is composed of magnesium aluminum silicate and infrared absorber IR880 in a mass ratio of (0.4-1.2):1.

[0034] By adopting the above technical solutions, the flame retardant properties of polyurethane hot melt adhesive are improved by using organic and inorganic flame retardants in combination; and the absorption of infrared rays by polyurethane hot melt adhesive and the heat insulation performance of automotive headliner composite fabric are improved by using organic and inorganic light shielding agents in combination.

[0035] The flame retardant is selected to be used in combination with ammonium polyphosphate and aluminum hydroxide. The complexation of aluminum hydroxide with chitosan and the optimization of the dosage of ammonium polyphosphate and aluminum hydroxide are set. The three synergistically improve the dispersibility of the flame retardant in polyurethane hot melt adhesive and improve the flame retardant performance of polyurethane hot melt adhesive and automotive headliner composite fabric.

[0036] Magnesium aluminum silicate and infrared absorber IR880 are selected for use in combination. The complexation of magnesium aluminum silicate with chitosan and the optimization of the dosage of magnesium aluminum silicate and infrared absorber IR880 are set. The three work together to improve the dispersibility of the light shielding agent in polyurethane hot melt adhesive and improve the thermal insulation performance of polyurethane hot melt adhesive and automotive headliner composite fabric.

[0037] Secondly, this application provides a manufacturing process for automotive headliner composite fabric, employing the following technical solution:

[0038] A manufacturing process for an automotive headliner composite fabric includes the following steps:

[0039] Preparation of polyurethane hot melt adhesive: Ethyl acetate solvent, hydroxyl substance, flame retardant and light shielding agent are mixed evenly and mixed for 1 hour at a mixing temperature of 40-80℃ and a stirring speed of 200 r / min. Then isocyanate substance and dibutyltin dilaurate are added and reacted for 8-14 hours at a reaction temperature of 65-90℃ and a stirring speed of 300 r / min to obtain polyurethane hot melt adhesive.

[0040] Preparation of nonwoven fabric layer: The nonwoven fabric layer is obtained by hot pressing flame-retardant polyester fibers through hot rolling at 200±3℃; Preparation of base fabric layer: Flame-retardant polyester short fibers and polyvinyl alcohol short fibers are combed into a web and then hot rolled by hot rolling at a temperature of 200±3℃.

[0041] Preparation of heat insulation and flame retardant layer: Polyurethane hot melt adhesive is coated on the base fabric layer, and then glass fiber is laid on the polyurethane hot melt adhesive. After hot pressing, the heat insulation and flame retardant layer is prepared. The hot pressing temperature is 140-170℃.

[0042] Preparation of automotive headliner composite fabric: Non-woven fabric layer, polyurethane hot melt adhesive and heat insulation and flame retardant layer are stacked in sequence, and then hot-pressed at 140-170℃ to prepare automotive headliner composite fabric.

[0043] Preferably, the melting point of the polyurethane hot melt adhesive is 130-140℃.

[0044] By adopting the above technical solution, the non-woven fabric layer and the heat insulation and flame retardant layer are bonded together with polyurethane hot melt adhesive, making the non-woven fabric layer and the heat insulation and flame retardant layer a whole, enhancing the synergistic performance between the non-woven fabric layer and the heat insulation and flame retardant layer, so that the automotive headliner composite fabric has excellent heat insulation, flame retardant and mechanical properties.

[0045] Preferably, the raw materials of the heat-insulating and flame-retardant layer also include pre-oxidized fibers and a heat-insulating layer;

[0046] Insulation layer preparation: made of black flame-retardant polyester fiber and white Tencel;

[0047] Preparation of heat insulation and flame retardant layer: Polyurethane hot melt adhesive is coated on the base fabric layer, and then pre-oxidized fiber and glass fiber are mixed and laid on the polyurethane hot melt adhesive. Then, polyurethane hot melt adhesive and heat insulation layer are coated in sequence, and heat insulation and flame retardant layer is obtained by hot pressing. The hot pressing temperature is 140-170℃.

[0048] The automotive roof composite fabric also includes a UV-resistant layer;

[0049] Preparation of the UV-protective layer: It is made by weaving UV-resistant nylon fiber as warp and flame-retardant polyester fiber as weft.

[0050] Preparation of automotive headliner composite fabric: A non-woven fabric layer, a polyurethane hot melt adhesive layer, a heat insulation and flame retardant layer, a polyurethane hot melt adhesive layer, and a UV protection layer are sequentially stacked and then hot-pressed at 140-170℃ to obtain the automotive headliner composite fabric.

[0051] By adopting the above technical solution, the non-woven fabric layer and the heat insulation and flame retardant layer are bonded together with polyurethane hot melt adhesive, making the non-woven fabric layer and the heat insulation and flame retardant layer a whole, enhancing the synergistic performance between the non-woven fabric layer and the heat insulation and flame retardant layer, so that the automotive headliner composite fabric has excellent heat insulation, flame retardant and mechanical properties.

[0052] Optionally, before the pre-oxidized fibers in the heat-insulating and flame-retardant layer are used in the automotive roof composite fabric, the pre-oxidized fibers are surface-treated with a surface treatment solution, wherein the surface treatment solution contains 20% sulfuric acid by mass, 15% ferric chloride by mass, and the treatment temperature is 40°C.

[0053] By adopting the above technical solution, the surface of the pre-oxidized fiber is treated to increase the number of hydrophilic groups on the surface of the pre-oxidized fiber, thereby enhancing the bonding force between the pre-oxidized fiber and the polyurethane hot melt adhesive, and thus enhancing the thermal insulation and mechanical properties of the automotive roof composite fabric.

[0054] In summary, this application has the following beneficial effects:

[0055] 1. A composite fabric for automotive headliners is prepared by sequentially stacking a non-woven fabric layer, a polyurethane hot melt adhesive layer, a heat-insulating and flame-retardant layer, and a UV-protective layer, and then hot-pressing them. The heat-insulating and flame-retardant layer includes a composite fiberglass layer, a base fabric layer, and a heat-insulating layer. The raw materials for preparing the polyurethane hot melt adhesive include isocyanate, hydroxyl substances, flame retardants, light-shielding agents, organic solvents, and catalysts. Through polyurethane hot melt bonding, the non-woven fabric layer, the heat-insulating and flame-retardant layer, and the UV-protective layer of the automotive headliner composite fabric become a unified whole, with each layer functioning synergistically, giving the automotive headliner composite fabric excellent heat insulation and flame-retardant properties.

[0056] 2. By combining inorganic and organic flame retardants in the polyurethane hot melt adhesive, and by adding pre-oxidized fibers and glass fibers in the heat insulation and flame retardant layer; by setting non-woven fabric, heat insulation and flame retardant layer and UV protection layer in the automotive headliner composite fabric, the functions of each layer of the automotive headliner composite fabric complement each other, thereby further enhancing the heat insulation and flame retardant performance of the automotive headliner composite fabric.

[0057] 3. This application improves the dispersibility of inorganic flame retardants and inorganic light shielding agents in polyurethane hot melt adhesive by complexing them with chitosan, thereby further optimizing the heat insulation and flame retardant properties of automotive headliner composite fabric. Detailed Implementation

[0058] Polytetrahydrofuran ether glycol (CAS: 25190-06-1, molecular weight approximately 1000, purity ≥99.5%), polyoxypropylene ether glycol (CAS: 9003-11-6, molecular weight approximately 3000, purity ≥99.5%), polyethylene glycol (CAS: 25322-68-3, molecular weight approximately 800), chitosan (CAS: 9012-76-4, molecular weight approximately 1500), diphenylmethane diisocyanate (CAS: 5101-68-8, molecular weight: 366) Hexamethylene diisocyanate (CAS: 822-06-0, molecular weight: 168), dimethylbiphenyl diisocyanate (CAS: 91-97-4, molecular weight: 264), dibutyltin dilaurate (CAS: 77-58-7, tin content: 18.5 ± 0.5%), ethyl acetate (CAS: 141-78-6), ammonium polyphosphate (CAS: 68333-79-9, M > 1000), dicyandiamide (CAS: 461-58-5), zinc borate (particle size 3μm-6μm) ), aluminum hydroxide (particle size 3μm-6μm), triphenyl phosphate (CAS: 115-86-6), infrared absorber IR880 (model: 880), magnesium aluminum silicate (model: HT-1, CAS: 11097-59-9), flame-retardant polyester fiber (50D, oxygen index approximately 25, core-sheath structure, sheath melting point 180±5℃, core melting point 280±5℃), flame-retardant polyester staple fiber (2.0D, 38-55mm, oxygen index approximately 25, melting point 190℃-200℃). ℃), pre-oxidized fiber (1.5d*38), polyvinyl alcohol short fiber (average diameter 18μm, length 8mm, melting point about 170℃), glass fiber (average diameter 15μm, length 5mm), pre-oxidized fiber (diameter 8μm, length 5mm), black flame retardant polyester fiber (50D, oxygen index about 25), white Tencel (1.2D / 40s), UV resistant nylon fiber (DTY, 40D / 24F, UPF≥40), UV resistant polyester fiber (DTY, 40D / 24F, UPF≥40).

[0059] Example

[0060] Preparation Example 1

[0061] A polyurethane hot melt adhesive:

[0062] The raw material components used in the preparation of a polyurethane hot melt adhesive are shown in Tables 1 and 2, and the preparation process is as follows:

[0063] 1.5 L of ethyl acetate solvent, hydroxyl substance, flame retardant and light shielding agent were mixed at a mixing temperature of 70℃ and a stirring speed of 200 r / min for 1 h. Then, isocyanate and dibutyltin dilaurate were added, and the mixture was reacted at a reaction temperature of 60℃ and a stirring speed of 300 r / min for 10 h to obtain polyurethane hot melt adhesive. The hot melt temperature of the prepared polyurethane hot melt adhesive after curing was 130℃.

[0064] Preparation Examples 2-5

[0065] A polyurethane hot melt adhesive differs from Preparation Example 1 in that the types and weights of the reactants, flame retardants, and light shielding agents used, the preparation process parameters, and the weight and thickness settings of the polyurethane hot melt adhesive are different, as shown in Tables 1, 2, and 3:

[0066] Table 1. List of types and weight settings of reaction raw materials used in the preparation of polyurethane hot melt adhesives in Examples 1-5.

[0067]

[0068]

[0069] Table 2. List of types and weights of flame retardants and light shielding agents in polyurethane hot melt adhesive films prepared in Examples 1-5.

[0070]

[0071]

[0072] Table 3. List of process parameter settings for the preparation of polyurethane hot melt adhesives in Examples 1-5.

[0073]

[0074] Preparation Examples 6-9

[0075] A polyurethane hot melt adhesive differs from Preparation Example 2 in that the weight ratio of ammonium polyphosphate and aluminum hydroxide in the flame retardant is different, as shown in Table 4:

[0076] Table 4 lists the weight settings of ammonium polyphosphate and aluminum hydroxide in Preparation Examples 6-9 and Preparation Example 2.

[0077]

[0078] Preparation Examples 10-13

[0079] A polyurethane hot melt adhesive differs from Preparation Example 2 in that the weight ratio of infrared absorber IR880 and magnesium aluminum silicate in the light shielding agent is different, as shown in Table 5:

[0080] Table 5 lists the weight settings of infrared absorber IR880 and magnesium aluminum silicate in the light shielding agents of Preparation Examples 10-13 and Preparation Example 2.

[0081]

[0082] Example 1

[0083] A composite fabric for automotive headliners, the raw material composition of which is shown in Table 6, and the preparation steps are as follows:

[0084] Preparation of nonwoven fabric layer: The nonwoven fabric layer is obtained by hot pressing flame-retardant polyester fibers at 200±3℃ and under a pressure of 75±3Pa from hot rollers.

[0085] The flame-retardant polyester fiber used to prepare the nonwoven fabric layer has a core-sheath structure, with the sheath having a melting point of 180±5℃ and the core having a melting point of 280±5℃.

[0086] Preparation of the base fabric layer: Flame-retardant polyester short fibers and polyvinyl alcohol short fibers are combed into a web. The fibers forming the web are passed through hot rollers, which melt the fibers and connect them to form a nonwoven fabric for later use. The temperature of the hot rollers is 200±3℃ and the pressure of the hot rollers is 75Pa.

[0087] The flame-retardant polyester staple fiber used to prepare the base fabric layer includes a skin structure and a core structure, with a mass ratio of (1-3):1 for the skin structure and the core structure. The melting point of the skin structure is 180±5℃, and the melting point of the core structure is 280±5℃.

[0088] Preparation of the heat insulation layer: It is woven from black flame-retardant polyester fiber and white Tencel.

[0089] Preparation of heat insulation and flame retardant layer: Polyurethane hot melt adhesive is coated on the base fabric layer, and then glass fiber and pre-oxidized fiber are mixed and coated on the base fabric layer. Then, polyurethane hot melt adhesive and heat insulation layer are coated in sequence, and hot pressing is performed on a five-roller ironing machine to prepare heat insulation and flame retardant layer. The hot pressing temperature is 160℃.

[0090] Preparation of the UV-protective layer: It is made by weaving UV-resistant nylon fiber as warp and flame-retardant polyester fiber as weft.

[0091] Preparation of automotive headliner composite fabric: A non-woven fabric layer, a polyurethane hot melt adhesive layer, a heat-insulating and flame-retardant layer, another polyurethane hot melt adhesive layer, and a UV-resistant layer are sequentially layered. Then, they are hot-pressed and laminated on a five-roller press at 160℃ to obtain the automotive headliner composite fabric. The polyurethane hot melt adhesive content in the prepared automotive headliner composite fabric is 70 g / m². 3 .

[0092] In Example 1, the polyurethane hot melt adhesive prepared in Preparation Example 1 was used.

[0093] Examples 2-5

[0094] A composite fabric for automotive headliners differs from Example 1 in that the weight settings of the non-woven fabric layer, heat-insulating and flame-retardant layer, and UV-protective layer are different, as detailed in Table 6; the weight settings of the base fabric layer, composite fiberglass layer, and heat-insulating layer in the heat-insulating and flame-retardant layer are different, as detailed in Table 7; and the constituent fibers and hot-pressing temperatures in the non-woven fabric layer, base fabric layer, composite fiberglass layer, heat-insulating layer, and UV-protective layer are different, as detailed in Table 8.

[0095] Table 6. Weight settings for the non-woven fabric layer, heat insulation and flame retardant layer, and UV protection layer in the automotive headliner composite fabric of Examples 1-5.

[0096]

[0097]

[0098] Table 7. Weight settings of the base fabric layer, composite fiberglass layer, and thermal insulation layer in Examples 1-5.

[0099]

[0100] Table 8 lists the constituent fibers and hot-pressing temperature settings for the nonwoven fabric layer, base fabric layer, composite fiberglass layer, heat insulation layer, and UV protection layer in Examples 1-5.

[0101]

[0102]

[0103] In Examples 1-5, the mass ratio (1) is the mass ratio of the core layer to the sheath layer of flame-retardant polyester fiber in the nonwoven fabric layer; the mass ratio (2) is the mass ratio of flame-retardant polyester short fiber to polyvinyl alcohol fiber in the base fabric layer; the mass ratio (3) is the mass ratio of glass fiber and pre-oxidized fiber in the composite glass fiber layer; the mass ratio (4) is the mass ratio of black flame-retardant polyester fiber and white Tencel in the heat insulation layer; the mass ratio (5) is the mass ratio of UV-resistant nylon fiber and flame-retardant polyester fiber in the UV-resistant layer; the mass ratio (6) is the mass ratio of nonwoven fabric layer, heat-insulating and flame-retardant layer and UV-resistant layer in the automotive headliner composite fabric; and the mass ratio (7) is the mass ratio of base fabric layer, composite glass fiber layer and heat insulation layer in the heat-insulating and flame-retardant layer.

[0104] Example 6

[0105] The difference between this car roof composite fabric and Example 1 is that, before the pre-oxidized fibers in the heat insulation and flame retardant layer are laminated with the car roof composite fabric, the pre-oxidized fibers are surface-treated with a surface treatment solution. The surface treatment solution is a mixture of sulfuric acid, ferric chloride and water. The mass percentage of sulfuric acid in the surface treatment solution is 20%, the mass percentage of ferric chloride is 15%, the treatment temperature is 40°C, the bath ratio is 6:1, and the treatment time is 5 hours.

[0106] Examples 7-18

[0107] A composite fabric for automotive roofs differs from Example 1 in that, in the preparation of the composite fabric for automotive roofs for light transmission, the polyurethane hot melt adhesive obtained in Preparation Examples 2-13 is used sequentially.

[0108] Examples 19-22

[0109] A new type of automotive headliner composite fabric differs from Example 1 in that the amount of polyurethane hot melt adhesive used in the composite fabric is different, as shown in Table 9:

[0110] Table 9. List of polyurethane hot melt adhesive dosage settings in automotive headliner composite fabrics of Examples 19-22 and Example 1.

[0111] distinguish Example 1 Example 19 Example 20 Example 21 Example 22 <![CDATA[Usage of polyurethane hot-melt adhesive g / m 3 > 70 50 60 80 90

[0112] Example 23

[0113] A composite fabric for automotive headliners differs from Example 1 in that the composite fabric for automotive headliners does not include pre-oxidized fibers, and does not include a heat insulation layer or a UV protection layer.

[0114] Comparative Example 24

[0115] A composite fabric for an automotive roof differs from Example 1 in that it does not use inorganic fuels, inorganic light-shielding agents, or chitosan in the polyurethane hot melt adhesive.

[0116] Comparative Example

[0117] Comparative Example 1

[0118] A composite fabric for an automotive headliner differs from Example 23 in that it does not use flame retardants or light-shielding agents in the polyurethane hot melt adhesive.

[0119] Comparative Example 2

[0120] A composite fabric for an automotive headliner differs from Example 23 in that chitosan is not used in the polyurethane hot melt adhesive.

[0121] Comparative Example 3

[0122] A composite fabric for automotive headliners differs from Example 23 in that the composite fabric for automotive headliners does not contain glass fibers.

[0123] Comparative Example 4

[0124] A composite fabric for an automotive headliner differs from Example 23 in that: the flame-retardant polyester fibers in the nonwoven fabric layer do not have a skin structure; and the flame-retardant polyester short fibers in the base fabric layer replace polyvinyl alcohol fibers in equal amounts.

[0125] Performance testing

[0126] 1. Thermal insulation performance: The thermal conductivity of Examples 1-24 and Comparative Examples 1-3 was measured in accordance with GB / T10294-2008. Five samples were tested, and the average value was taken. The test results are shown in Table 10.

[0127] 2. Limiting oxygen index: The limiting oxygen index of Examples 1-24 and Comparative Examples 1-3 was tested using an oxygen index tester in accordance with GB / T5454-1997 "Test for flammability of textiles - oxygen index method". The test results are shown in Table 10.

[0128] Table 10 lists the test results of thermal conductivity and limiting oxygen index for Examples 1-24 and Comparative Examples 1-3.

[0129]

[0130] Combining Examples 1-24 and Comparative Examples 1-3 with Table 10, it can be seen that:

[0131] The thermal conductivity of Examples 1-24, ranging from 0.036 to 0.1 W / (m·℃), is lower than that of Comparative Examples 1-3 (0.18 to 0.3 W / (m·℃). This indicates that the non-woven fabric layer, the heat-insulating and flame-retardant layer, and the UV-protective layer in the automotive headliner composite fabric of this application work synergistically to give the automotive headliner composite fabric excellent heat insulation performance. This is likely because the automotive headliner composite fabric contains a non-woven fabric layer, a heat-insulating and flame-retardant layer, and a UV-protective layer. The heat-insulating and flame-retardant layer includes a base fabric layer, a composite fiberglass layer, and a heat-insulating layer. The synergistic effect of each layer in the automotive headliner composite fabric allows infrared rays entering the fabric to be reflected and absorbed several times, resulting in excellent heat insulation. Furthermore, the UV-protective layer in the automotive headliner composite fabric absorbs ultraviolet rays in the car's passenger compartment, reducing the temperature rise caused by ultraviolet rays and improving passenger comfort.

[0132] Examples 1-5, 7, 15-18 and 24 show that the heat insulation effect of the automotive headliner composite fabric is better when organic light shielding agents and inorganic light shielding agents are used in combination.

[0133] The experimental data from Examples 15-18 and Example 7 show that as the mass ratio of infrared absorber IR880 to magnesium aluminum silicate increases, the heat insulation effect of the automotive roof composite fabric first increases and then decreases, indicating that when the mass ratio of infrared absorber IR880 to magnesium aluminum silicate is 0.8:1, the compounding effect of infrared absorber IR880 and magnesium aluminum silicate is better.

[0134] The upward trend in the heat insulation effect of Examples 11-14 may be due to the reduced proportion of aluminum hydroxide in the flame retardant and the improved dispersibility of the inorganic light shielding agent in the light shielding agent when the chitosan is in a quantitative form, leading to an upward trend in the heat insulation effect of the automotive roof composite fabric.

[0135] The limiting oxygen index (LOI) of Examples 1-24, ranging from 32% to 38%, is higher than that of Comparative Examples 1-3 (25% to 28%). This indicates that the non-woven fabric layer, the heat-insulating and flame-retardant layer, and the UV-protective layer in the automotive headliner composite fabric work synergistically, resulting in excellent flame-retardant properties. This is likely because the heat insulation effects of the glass fibers and pre-oxidized fibers in the automotive headliner composite fabric complement the flame-retardant effects of the flame-retardant polyester fibers and the flame retardants in the polyurethane hot melt adhesive, leading to the excellent flame-retardant performance of the automotive headliner composite fabric.

[0136] The experimental data from Examples 11-14 and Example 7 show that as the mass ratio of ammonium polyphosphate to aluminum hydroxide increases, the flame retardant effect of the automotive roof composite fabric first increases and then decreases, indicating that when the mass ratio of ammonium polyphosphate to aluminum hydroxide is 1.2:1, the compounding effect of ammonium polyphosphate and aluminum hydroxide is better.

[0137] The upward trend in the heat insulation effect of Examples 15-18 may be due to the decrease in the proportion of magnesium aluminum silicate in the light shielding agent and the improved dispersibility of inorganic flame retardants in the flame retardant when chitosan is in quantitative form, leading to an upward trend in the flame retardant effect of the automotive headliner composite fabric.

[0138] 3. Peel strength test: The peel strength of the automotive roof composite fabrics prepared in Examples 1, 6-10, 19-23 and Comparative Example 4 was tested using a peel strength tester in accordance with GB / T2792-1998. The test results are shown in Table 11.

[0139] Table 11 lists the peel strength test results of the automotive headliner composite fabrics prepared in Examples 1, 6-10, 19-23 and Comparative Example 4.

[0140] distinguish Peel strength (N / cm) distinguish Peel strength (N / cm) Example 1 7.1 Example 19 6.7 Example 6 7.4 Example 20 6.9 Example 7 7.4 Example 21 7.1 Example 8 7.2 Example 22 7.1 Example 9 7.1 Example 23 6.9 Example 10 6.9 Comparative Example 4 5.5

[0141] Combining Examples 1, 7-10, and Comparative Example 4 with Table 11, it can be seen that:

[0142] Examples 1, 7-10, and 19-23 exhibit high peel strengths of 6.7-7.4 N / cm, possibly because the polyurethane hot melt adhesive is synthesized using hydroxyl substances with more ether bonds, and the appropriate molar ratio of isocyanate groups to hydroxyl groups in the polyurethane hot melt adhesive enhances the peel strength between the polyurethane hot melt adhesive and each layer of the automotive headliner composite fabric, thereby improving the peel strength of the automotive headliner composite fabric.

[0143] The peel strength of Examples 23 and 7-10 is 6.9-7.1 N / cm, which is higher than the peel strength of Comparative Example 4 (5.5 N / cm). This may be because in this application, the polyvinyl alcohol fibers in the base fabric layer and the UV-resistant nylon fibers in the UV-resistant layer have a strong interaction with the polyurethane hot melt adhesive, which enhances the peel strength between the polyurethane hot melt adhesive and each layer of the automotive headliner composite fabric, thereby improving the peel strength of the automotive headliner composite fabric.

[0144] As can be seen from Examples 19-23 and Example 1, within the range of 50-90 g / m3 for polyurethane hot melt adhesive, the peel strength of the automotive headliner composite fabric first increases and then remains basically unchanged. This may be because when the amount of polyurethane hot melt adhesive is 50-60 g / m3, the amount of polyurethane hot melt adhesive is relatively small, resulting in insufficient contact between the layers of the automotive headliner composite fabric, or insufficient reaction between the groups in the polyurethane hot melt adhesive and the hydroxyl groups contained in the layers of the woven automotive headliner composite fabric, leading to a lower peel strength. When the amount of polyurethane hot melt adhesive is 90 g / m3, the polyurethane hot melt adhesive is thicker, the cohesive force between the adhesive layers increases, and the bonding force between the polyurethane hot melt adhesive and the layers of the automotive headliner composite fabric weakens, resulting in a slight decrease in the peel strength of the automotive headliner composite fabric.

[0145] This specific embodiment is merely an explanation of this application and is not intended to limit it. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but such modifications are protected by patent law as long as they fall within the scope of the claims of this application.

Claims

1. A composite fabric for automotive headliners, characterized in that, It includes a non-woven fabric layer and a heat-insulating and flame-retardant layer with a mass ratio of 1:(2-7); The nonwoven fabric layer is prepared by hot pressing flame-retardant polyester fibers, which have a core-sheath structure and the mass ratio of the core layer to the sheath layer is (0.5-2.5):

1. The raw materials of the heat insulation and flame retardant layer include a base fabric layer and glass fiber with a mass ratio of 2:(1-5). The base fabric layer is prepared by hot pressing flame retardant polyester short fibers and polyvinyl alcohol fibers with a mass ratio of (3.5-9):

1. The glass fiber is composited on the base fabric layer with polyurethane hot melt adhesive to prepare the heat insulation and flame retardant layer. The nonwoven fabric layer is bonded to the base fabric layer of the heat insulation and flame retardant layer using polyurethane hot melt adhesive to prepare the automotive headliner composite fabric. The amount of polyurethane hot melt adhesive used in the automotive headliner composite fabric is 50-90 g / m². 3 ; The raw materials of the polyurethane hot melt adhesive include isocyanate substances, hydroxyl substances, flame retardants, light shielding agents, organic solvents and catalysts; The preparation steps of the polyurethane hot melt adhesive are as follows: Isocyanate and catalyst are added to a mixture of hydroxyl substance, flame retardant, light shielding agent and organic solvent. After reaction, polyurethane hot melt adhesive is prepared. The hydroxyl substance is a mixture of diol and chitosan, the organic solvent is ethyl acetate, and the catalyst is dibutyltin dilaurate. The flame retardant is composed of ammonium polyphosphate and aluminum hydroxide in a mass ratio of 1.2:1; the light shielding agent is composed of infrared absorber IR880 and magnesium aluminum silicate in a mass ratio of 0.8:1; the flame retardant accounts for 7% of the mass of the polyurethane hot melt adhesive, and the light shielding agent accounts for 5% of the mass of the polyurethane hot melt adhesive.

2. The automotive headliner composite fabric according to claim 1, characterized in that, The raw materials for the heat insulation and flame retardant layer also include pre-oxidized fibers and a heat insulation layer; The mass ratio of the pre-oxidized fiber to the glass fiber is (0.5-0.9):

1. The pre-oxidized fiber and the glass fiber are mixed and then bonded to the base fabric layer with polyurethane hot melt adhesive to form a composite glass fiber layer. The heat insulation layer is bonded to the base fabric layer of the heat insulation and flame retardant layer by polyurethane hot melt adhesive; the heat insulation layer is woven from black flame retardant polyester fiber and white Tencel in a mass ratio of (2-3):

1. The mass ratio of the base fabric layer, composite fiberglass layer and heat insulation layer in the heat insulation and flame retardant layer is 2:(1-5):

1.

3. The automotive headliner composite fabric according to claim 2, characterized in that, The automotive roof composite fabric also includes a UV-protective layer, which is bonded to the heat insulation layer of the heat insulation and flame retardant layer by polyurethane hot melt adhesive; the UV-protective layer is woven from UV-resistant nylon fiber and flame-retardant polyester fiber in a mass ratio of (1-4):

1. The mass ratio of the nonwoven fabric layer, the heat insulation and flame retardant layer and the UV protection layer is 1:(2-7):

1.

4. The automotive headliner composite fabric according to claim 1, characterized in that, The diol is one or a mixture of two of polytetrahydrofuran ether diol and polyoxypropylene ether diol, and the molar ratio of chitosan to diol in the hydroxyl substance is (0.1-0.3):

1.

5. The automotive headliner composite fabric according to claim 4, characterized in that, The isocyanate is diphenylmethane diisocyanate or hexamethylene diisocyanate, and the molar ratio of the isocyanate to the diol is (2-5):

1.

6. The manufacturing process of an automotive headliner composite fabric according to any one of claims 1-5, characterized in that, The preparation steps are as follows: Preparation of polyurethane hot melt adhesive: Ethyl acetate solvent, hydroxyl substance, flame retardant and light shielding agent are mixed evenly and mixed for 1 hour at a mixing temperature of 40-80℃ and a stirring speed of 200 r / min. Then isocyanate substance and dibutyltin dilaurate are added and reacted for 8-14 hours at a reaction temperature of 65-90℃ and a stirring speed of 300 r / min to obtain polyurethane hot melt adhesive. Preparation of nonwoven fabric layer: The nonwoven fabric layer is obtained by hot pressing flame-retardant polyester fibers through hot rollers at 200±3℃. Preparation of the base fabric layer: Flame-retardant polyester staple fiber and polyvinyl alcohol staple fiber are combed into a web and then hot rolled by hot rolling rollers at a temperature of 200±3℃. Preparation of heat insulation and flame retardant layer: Polyurethane hot melt adhesive is coated on the base fabric layer, and then glass fiber is laid on the polyurethane hot melt adhesive. After hot pressing, the heat insulation and flame retardant layer is prepared. The hot pressing temperature is 140-170℃. Preparation of automotive headliner composite fabric: Non-woven fabric layer, polyurethane hot melt adhesive and heat insulation and flame retardant layer are stacked in sequence, and then hot-pressed at 140-170℃ to prepare automotive headliner composite fabric.

7. The preparation process of the automotive headliner composite fabric according to claim 6, characterized in that, The preparation steps are as follows: The raw materials for the heat insulation and flame retardant layer also include pre-oxidized fibers and a heat insulation layer; Insulation layer preparation: made of black flame-retardant polyester fiber and white Tencel; Preparation of heat insulation and flame retardant layer: Polyurethane hot melt adhesive is coated on the base fabric layer, and then pre-oxidized fiber and glass fiber are mixed and laid on the polyurethane hot melt adhesive. Then, polyurethane hot melt adhesive and heat insulation layer are coated in sequence, and heat insulation and flame retardant layer is obtained by hot pressing. The hot pressing temperature is 140-170℃. The automotive roof composite fabric also includes a UV-resistant layer; Preparation of the UV-protective layer: It is made by weaving UV-resistant nylon fiber as warp and flame-retardant polyester fiber as weft. Preparation of automotive headliner composite fabric: A non-woven fabric layer, a polyurethane hot melt adhesive layer, a heat insulation and flame retardant layer, a polyurethane hot melt adhesive layer, and a UV protection layer are sequentially stacked and then hot-pressed at 140-170℃ to obtain the automotive headliner composite fabric.

8. The preparation process of an automotive headliner composite fabric according to claim 7, characterized in that, Before the use of the automotive roof composite fabric, the pre-oxidized fibers in the heat insulation and flame retardant layer are surface-treated with a surface treatment solution. The surface treatment solution contains 20% sulfuric acid and 15% ferric chloride by mass, and the treatment temperature is 40°C.

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