Integrally woven vehicle occupant restraint device and method of making same
阅读说明:本技术 整体编织式车辆乘员保护装置及其制造方法 (Integrally woven vehicle occupant restraint device and method of making same ) 是由 B·R·希尔 于 2019-02-27 设计创作,主要内容包括:一种用于制造整体编织式(OPW)安全气囊的方法,该方法包括提供具有纺丝油剂的纱线、以及将纱线整经到织机的至少一个梁上。将纱线同时编织成织物安全气囊结构,该织物安全气囊结构具有限定可充气体积的两层部分和形成界定可充气体积的接缝的单层部分。对安全气囊结构进行涂覆,以覆盖纺丝油剂。切割经涂覆的安全气囊结构,以限定整体编织式安全气囊。(A method for manufacturing an integrally woven (OPW) airbag includes providing a yarn having a spin finish, and warping the yarn onto at least one beam of a loom. The yarns are simultaneously woven into a fabric airbag structure having two layer portions defining an inflatable volume and a single layer portion forming a seam bounding the inflatable volume. The airbag structure is coated to cover the spin finish. The coated airbag structure is cut to define a unitary woven airbag.)
1. A method for manufacturing an integrally woven (OPW) airbag, the method comprising:
providing a yarn having a spin finish thereon;
warping the yarn onto at least one beam of a loom;
simultaneously knitting yarns into a fabric airbag structure having two layer portions defining an inflatable volume and a single layer portion forming a seam bounding the inflatable volume;
coating the airbag structure to cover the spin finish; and
cutting the coated airbag structure to define the OPW airbag.
2. The method of claim 1, wherein the coating comprises silicone.
3. The method of claim 1, wherein the coating comprises a polyvinyl chloride (PVC) primer.
4. The method of claim 1, wherein the coating layer comprises a phosphate-based flame retardant material.
5. The method of claim 1, wherein the airbag structure is coated without scouring the yarn.
6. The method of claim 1, wherein the airbag structure is coated without washing the yarn.
7. The method of claim 1, wherein the airbag structure is coated without drying the yarn.
8. The method of claim 1, wherein the step of warping the yarn to a loom comprises warping the yarn to at least one beam of an air jet loom or rapier loom.
9. The method of claim 1, wherein the coating has a T-peel adhesion to the airbag structure of from about 0.78 to about 1.13.
10. The method of claim 1, wherein the spin finish comprises about 1.0% -3.0% of the OPW airbag weight.
11. The method of claim 1, wherein the airbag structure forms a side curtain.
12. An OPW airbag comprising:
a fabric structure having two layer portions defining an inflatable volume and a single layer portion forming a seam bounding the inflatable volume, the fabric structure comprising: knitting yarns, wherein spinning oil is arranged on the knitting yarns; and
a coating covering the spin finish.
13. The airbag of claim 12, wherein said coating comprises silicone.
14. The airbag of claim 12, wherein said coating comprises a PVC primer.
15. The airbag of claim 12, wherein said coating layer comprises a phosphate-based flame retardant material.
16. The airbag of claim 12, wherein said coating has a T-peel adhesion to said fabric structure of from about 0.78 to about 1.13.
17. The airbag of claim 12, wherein said spin finish comprises about 1.0% to 3.0% of the weight of said OPW airbag.
18. The airbag of claim 12, wherein said fabric structure forms a side curtain.
Technical Field
The present invention generally relates to an apparatus for assisting in protecting an occupant of a vehicle. More particularly, the present invention relates to an integrally woven (OPW) inflatable airbag and a method of manufacturing the same.
Background
It is known to inflate inflatable vehicle occupant protection devices in the event of a vehicle collision to help protect a vehicle occupant. Examples of inflatable vehicle occupant protection devices include driver and passenger frontal airbags, side airbags, curtain airbags, inflatable safety belts, inflatable knee bolsters, and inflatable headliner panels.
The inflatable vehicle occupant protection device may have various configurations. For example, inflatable vehicle occupant protection devices may be constructed of stacked woven panels (panels) that are interconnected by means such as stitching or ultrasonic welding to form a connection or seam that helps define the inflatable volume of the protection device. As another example, an inflatable vehicle occupant protection device may have an integral knit (OPW) construction in which overlapping panels are simultaneously knit. The panels are woven together to form a connection or seam that helps define the inflatable volume of the OPW protection device.
Current manufacturing methods for OPW airbags involve multi-step processes that are time consuming and expensive. To this end, fig. 1A shows a conventional manufacturing process for producing yarns that are woven to form current OPW protection devices. In fig. 1A, scrap of a plurality of different polymers (e.g., nylon and polyethylene terephthalate (PET)) is mixed and placed in a scrap hopper. The mixture was pumped to a single screw extruder which led to a spinneret. The spinneret further extrudes the mixture into a series of yarn filaments via melt spinning.
The spun filaments are gathered at their ends opposite the spinneret to form a strand of yarn. In the melt spinning process, air is applied to the filaments in a quenching operation. This will allow the filaments to cool and solidify. However, the filaments are not electrically conductive and therefore static electricity may be a problem during the spinning/gathering step. To overcome this problem, spin finishes are applied (e.g., sprayed) to the spun filaments by an applicator before they are fully gathered to form strands.
Spin finishes are usually produced by emulsifying alkyl chain molecules with the aid of surfactants in an aqueous medium. In some examples, the spin finish is oil-based and comprises about 0.5% -1.0% of the weight of the OPW protection device. The type of spin finish used is based on the type of post-treatment the strand will undergo. In any event, the spin finish provides surface lubrication, antistatic action, and improves contact/cohesion between filaments. The spin finish coating may also provide an interface between the filaments and any other contacting surface of the loom (e.g., guide rolls, hot plates, knitting needles, etc.) (see: 1) Review on the Manufacturing Process of Polyester-PET and Nylon-6 finishing Yarn by Sahas Bansal and Pramod Raichurkay, International journal of Textile Engineering and Process 2 edition (2Intl.J.L.on Textile Engineering and Process) pp.23-28 (2016); and 2) Manufactured Fibre Technology by Gupta, V.B. and Kothari V.K. (Manufactured Fibre Technology), page 140 (Chapman & Hall Press 1997).
The strand (the yarn filaments of which are coated with a spin finish) is passed through take-up godet and friction roller to draw the strand. Speed V of godet roller and roller1-V3Successively, this reduces the longitudinal section of the thread strand while lengthening the thread strand. The drawing process also aligns the yarn molecules in a more parallel arrangement and brings the molecules closer together, thereby increasing crystallization and orientation. In any case, the thread strand is wound on a winder.
Referring to fig. 1B, the yarn (in the form of a thread strand) is removed from the winder and placed on at least one beam of the loom (also known as a warp). The yarns are then woven simultaneously, in certain locations as separate superposed layers of material and in other locations as a single layer of material, to produce an OPW fabric panel. In one example, the stacked layers form the inflatable chamber and the single layer forms the seam.
During weaving, the warp and weft yarns wear as they pass over each other. On weaving looms, the warp yarns are subjected to several types of stress-related effects, such as cyclic strain, deflection and wear on the various loom parts, and friction between the yarns. In other words, both the loom and other yarns may have an effect on the level of stress applied to the warp yarns. This may vary depending on, for example, the weave pattern, weave density, etc.
Prior to knitting, a film is applied to the yarns as a precaution/precaution in anticipation of these induced stresses, which helps to promote yarn integrity and protect the yarns during the knitting process. This film application process is known as sizing and may be accomplished, for example, by dipping the yarn into the film or spraying the yarn. Different types of water soluble polymers known as textile sizing/chemicals can be used. Exemplary sizing agents include modified oils, starch slurries, gelatin, polyvinyl alcohol (PVA), carboxymethyl cellulose (CMC), and acrylates. Waxes may be added to the sizing to reduce the fraying of the warp yarns. In any event, the sizing typically comprises about 1.0% to 3.0% by weight of the OPW fabric roll.
The film applied in the sizing step protects the yarn from abrasion and increases the breaking strength, elasticity and smoothness of the yarn while reducing the static and hairiness of the yarn. The sizing thus provides structural integrity to the yarn during the knitting process. The degree of strength enhancement depends on the adhesion between the fiber and the sizing, the amount of sizing penetration, and the degree of sizing encapsulation of the yarn.
In the current process, OPW fabric panels are rolled up and washed to remove the sizing film from the yarn. This removal process is known as scouring and can be time consuming and expensive. To this end, the scouring process may comprise repeatedly washing the OPW fabric in the sink with soap and water at elevated temperature. Once this is done, it is desirable to apply an outer coating and/or laminate to the washed OPW fabric to improve permeability, flame retardancy, etc. of the airbag ultimately formed from the OPW fabric.
However, as noted above, yarn spin finishes are typically oil-based, which is not conducive to receiving or adhering the type of exterior coating/laminate desired for airbag fabrics. That is, if only the size is removed during scouring, no external coating/lamination can be applied to the spin finish coated yarn. In other words, the spin finish disadvantageously prevents the airbag from receiving its outer coating/laminate. Accordingly, the scouring process is configured to also remove the spin finish from the yarn, thereby allowing the yarn to receive the outer coating/laminate.
Once the sizing and spin finish is removed from the yarn, the washed OPW fabric is dried and/or heat-set. In one example, this includes vacuum removing excess water from the fabric and then drying the fabric with heat. The outer coating and/or laminate may then be applied directly to the spin finish-free yarn of the dried roll. The coated roll is then cut using a marker yarn to separate the roll into individual OPW airbags.
Disclosure of Invention
According to one aspect, a method for manufacturing an integrally woven (OPW) airbag includes providing a yarn having a spin finish, and warping the yarn onto at least one beam of a loom. The yarns are simultaneously woven into a fabric airbag structure having two layer portions defining an inflatable volume and a single layer portion forming a seam bounding the inflatable volume. Coating the airbag structure to cover the spin finish. Cutting the coated airbag structure to define the unitary woven airbag.
According to another aspect, an OPW airbag includes a fabric structure having a two-layer portion defining an inflatable volume and a single-layer portion forming a seam bounding the inflatable volume, the fabric structure including a woven yarn having a spin finish disposed thereon. And the coating covers the spinning oil agent.
According to another aspect, alone or in combination with any other aspect, the coating comprises silicone.
According to another aspect, alone or in combination with any other aspect, the coating comprises a polyvinyl chloride (PVC) primer.
According to another aspect, alone or in combination with any other aspect, the coating layer comprises a phosphate-based flame retardant material.
According to another aspect, alone or in combination with any other aspect, the airbag structure is coated without scouring the yarns.
According to another aspect, alone or in combination with any other aspect, the airbag structure is coated without washing the yarn.
According to another aspect, alone or in combination with any other aspect, the airbag structure is coated without drying the yarn.
According to another aspect, alone or in combination with any other aspect, the step of warping the yarn to a loom comprises warping the yarn to at least one beam of an air jet loom or rapier loom.
According to another aspect, alone or in combination with any other aspect, the coating has a T-peel adhesion to the airbag structure of from about 0.78 to about 1.13.
According to another aspect, alone or in combination with any other aspect, the spin finish comprises about 1.0% -3.0% of the weight of the OPW airbag.
According to another aspect, alone or in combination with any other aspect, the airbag structure forms a side curtain.
Drawings
Fig. 1A is a schematic illustration of a current yarn manufacturing process.
Fig. 1B is a flow chart illustrating a current method of forming a protective device from the yarn made by the process of fig. 1A.
FIG. 2 is a schematic diagram according to an exemplary apparatus for assisting in protecting an occupant of a vehicle.
Fig. 3 is a side view of a curtain airbag of the device of fig. 2.
FIG. 4 is a cross-sectional view taken generally along line 4-4 in FIG. 3, illustrating the weaving of a portion of the curtain airbag.
Fig. 5 is a side view of a roll of fabric material used to form the curtain airbag of fig. 3.
Fig. 6 shows the roll of fig. 5 in an unrolled state.
Fig. 7 is a flow chart illustrating a method of forming the apparatus of fig. 2.
Fig. 8 is a graph illustrating the deployment characteristics of a curtain airbag formed in accordance with the present invention.
Detailed Description
The present invention generally relates to an apparatus for assisting in protecting an occupant of a vehicle. More particularly, the present invention relates to an OPW inflatable airbag and a method of manufacturing the same. The method comprises weaving OPW airbags on an air jet or rapier loom and then coating and/or laminating the airbags to improve their impermeability. Advantageously, the method allows for the application of coatings and/or laminates to OPW airbags under weaving conditions without the need to scour, heat, wash or dry the fabric.
Fig. 2 and 3 illustrate an exemplary configuration of the
For example, the inflatable vehicle occupant protection device 14 may be configured for deployment at any known location of the vehicle (e.g., steering wheel, door, front seat, etc.). Other vehicle occupant protection devices (not shown) that may be constructed in accordance with the present invention may include, for example, side impact airbags, inflatable seat belts, inflatable knee bolsters, and inflatable headliners. Thus, the
The
The fill tube 88 includes openings (not shown) through which inflation fluid is directed into the
Referring to fig. 3, in this exemplary configuration,
The vehicle 12 includes one or more sensors (shown schematically at 100 in fig. 2) for sensing the occurrence of an event in which inflation of the
The particular OPW configuration of
Referring to fig. 4,
The weave pattern includes what is known in the art as "float". "float" refers to the number of adjacent warp yarns 110 or weft yarns 112 over or under which a weft or warp yarn extends, respectively. The number of floats in a woven fabric will vary depending on the particular weave type of fabric being woven. For example, a plain weave fabric includes a single float because the warp and weft yarns pass over and under a single weft yarn and a single warp yarn, respectively. As another example, a2 x 2 woven fabric includes two floats because the warp and weft yarns pass over and under two adjacent weft and warp yarns, respectively.
Seam 92 has a configuration that varies according to the plain weave pattern to provide the desired functionality for the particular seam. In the portion shown in FIG. 4, seam 92 has a non-plain one-by-two (1 × 2) weave pattern (hereinafter referred to as a low float weave pattern). A low float weave pattern is shown and described in U.S. patent publication No. 2006/0284403, which is incorporated herein by reference in its entirety.
In this 1 x 2 weave pattern, the warp yarn 110 indicated at 122 is a first warp yarn, and the warp yarn indicated at 124 is a second warp yarn. Yarns 122 and 124 are interwoven alternately over and under each set of two weft yarns 112. Each warp yarn 110 weaves on opposite sides of each weft yarn 112. It should be appreciated, however, that seam 92 may have an alternative non-plain weave pattern, examples of which are indicated below.
In addition to those floats that typically occur in a weave pattern, floats may also occur in areas of the fabric where different weave patterns interface with one another. This is particularly important in OPW airbag designs where the double layer plain weave interfaces with the non-plain weave pattern, for example, at the transition between the inflatable chamber 96 and the seam 92. The amount and location of these excess floats is determined by the weave pattern of the fabric at the interface. While there may inevitably be excess floats at the interface, the weave pattern may be configured to a large extent to help place the desired number of floats at the desired locations at the interface between the weave patterns.
In the exemplary configuration, the
The portion indicated by cross-hatching at 206 extends around the entire perimeter 208 of
The portion of
The plain woven portion and the non-plain woven portion of the
Coating 190 may be any coating suitable for providing the desired permeability characteristics. For example, coating 190 may comprise a urethane or silicone material that is gas impermeable or substantially gas impermeable. Possible coatings that may be used in the present invention include, but are not limited to, CS2 coatings available from Bradford Industries (Lowell, MA) in luerl. The CS2 coating may be silicone coated nylon and/or polyester, and may include a PVC primer. To help prevent blocking, a urethane coating based on polyether or polyester may be applied as an additional coating, or it may be mixed with the coating 190. Liquid-based flame retardants such as phosphates (e.g., phosphoric acid), 1, 3-phenylene tetraphenyl ester (sold under the trade name fyroflex RDP (ICL-IP, usa), st-louis, MO, st-louis inc.), or aryl phosphates (also sold under the trade name Lindol CDP (also from ICL-IP usa)) may also be added to the coating 190.
The
The vision system searches for marks on the web of the
To weave the intersecting marking yarns 213, warp bundles having a marking color are installed at one or more warp positions on the loom. To form the marker yarn 213 intersection, the yarn is inserted at the appropriate weft position along the length of the
In one exemplary method 300 for forming
The fabric at this stage is in the "loom state" because the yarn does not change its state on the loom once weaving is over. In other words, the yarn still includes spin finish. At step 340, the roll of loom
The use of a specific coating 190 and an air jet or rapier loom to form
One of ordinary skill in the art would recognize that the loom state yarn is not suitable for receiving the coating due to the presence of spin finish and sizing. More specifically, one would assume that the spin finish and sizing had to be removed from the yarn before coating could be applied, since the oil-based nature of most spin finishes and the stiffness of most sizing made them unsuitable for receiving the exterior coatings/laminates typically used in airbags. Accordingly, scouring/washing, heating, and drying steps are currently performed to substantially or completely remove sizing and spin finishes. This more fully prepares the braided yarn for receiving the airbag coating.
In some cases, sizing may be omitted from the process entirely. However, there is no evidence that the spin finish may do so, as its lubricating properties are required to ensure proper/adequate weaving is achieved. That is, to date, there has been no process that allows for proper coating of loom state yarns (with spin finishes thereon) for airbag cushioning. In view of this, the present invention is advantageous in that it allows coating of a loom-state yarn without removing a spin finish first, by specifically selecting a coating layer 190 capable of sufficiently adhering to and covering the spin finish left on the woven yarn.
Example 1
An integrally woven (OPW) inflatable airbag according to the present invention is formed using a denier (Dornier) (Lindan, germany) air jet loom. The yarns used are of470dtex/96 polyethylene terephthalate (PET) from American company (Atlanta, Ga.). The coating used was a CS2 coating from the bradford industry. Two airbags were used as references ("BL 1" and "BL 2"). The three airbags were heat aged at 105 ℃ for 408 hours at low humidity ("HA 1"). The three airbags were heat aged for 408 hours at 70 ℃ and high humidity ("
Flexural wear tests were performed according to ISO5981 on both the marked side and the white side of each airbag (BL1, BL2, HA1-HA 3). In each case, cycle counts (in strokes) were observed (up to 2000 times or coating failure). All airbags tested passed.
Example 2
An OPW inflatable airbag according to the present invention is formed using a denier air jet loom. The yarns used are of470dtex/96 PET. The coating used was a CS2 coating from the bradford industry. Flexural wear tests were performed according to ISO5981 on both the marked side and the white side of the airbag. In each case, cycle counts (in strokes) were observed (up to 300 times or coating failure). All airbags tested passed.
The T-peel adhesion data (in n/mm) for the coated airbags for
the T-peel adhesion of OPW airbags of the present invention was compared to a standard product (i.e., scoured fabric) airbag (in N/mm):
what has been described above is an example of the present invention. It is, of course, not possible to describe every conceivable combination of components or methodologies for purposes of describing the present invention, but one of ordinary skill in the art may recognize that many further combinations and permutations of the present invention are possible. Accordingly, the present invention is intended to embrace all such alterations, modifications and variations.
- 上一篇:一种医用注射器针头装配设备
- 下一篇:用于车辆座椅的安全带装置