U.S. patent application number 09/027702 was filed with the patent office on 2001-11-08 for method for making composite headliner.
This patent application is currently assigned to LEAR CORPORATION. Invention is credited to BYMA, GEORGE B., GABRYSIAK, JOHN J..
Application Number | 20010037854 09/027702 |
Document ID | / |
Family ID | 21839292 |
Filed Date | 2001-11-08 |
United States Patent
Application |
20010037854 |
Kind Code |
A1 |
BYMA, GEORGE B. ; et
al. |
November 8, 2001 |
METHOD FOR MAKING COMPOSITE HEADLINER
Abstract
A unitary composite headliner adapted to be installed adjacent a
motor vehicle roof comprises at least two reinforcing layers of
recyclable polyester fibers configured to provide sufficient
flexibility to the headliner to facilitate installation in the
vehicle, while also providing sufficient rigidity to the headliner
to enable the headliner to be self-supporting once installed in the
vehicle. The headliner further comprises at least one inner layer
of recyclable polyester fibers sandwiched between at least two of
the reinforcing layers and configured to absorb sound and
vibrations, and a cover member of polyester bonded to one of the
reinforcing layers with a polyester adhesive. The inner and
reinforcing layers are bonded together by differentially heating
each layer to a predetermined temperature and compressing the
layers together. Furthermore, the headliner is recyclable as a
unit. A method of making the headliner is also disclosed.
Inventors: |
BYMA, GEORGE B.; (CLARKSTON,
MI) ; GABRYSIAK, JOHN J.; (LAKE ORION, MI) |
Correspondence
Address: |
TIMOTHY G NEWMAN
BROOKS & KUSHMAN
1000 TOWN CENTER
22ND FLOOR
SOUTHFIELD
MI
480751351
|
Assignee: |
LEAR CORPORATION
21557 TELEGRAPH ROAD
SOUTHFIELD
MI
48034
|
Family ID: |
21839292 |
Appl. No.: |
09/027702 |
Filed: |
February 23, 1998 |
Current U.S.
Class: |
156/309.9 |
Current CPC
Class: |
B32B 2605/003 20130101;
Y10T 442/3854 20150401; Y10T 156/1092 20150115; B32B 2037/148
20130101; Y10T 442/3415 20150401; Y10T 442/674 20150401; Y10T
428/31786 20150401; Y10T 428/31681 20150401; Y10T 428/31678
20150401; Y10T 442/656 20150401; Y10T 156/1089 20150115; Y10T
442/25 20150401; Y10T 442/3707 20150401; B60R 13/0815 20130101;
Y10T 428/3179 20150401; Y10T 156/1093 20150115; Y10T 442/659
20150401; B32B 38/0036 20130101; B60R 13/0225 20130101 |
Class at
Publication: |
156/309.9 |
International
Class: |
B32B 031/20; B32B
027/36 |
Claims
What is claimed is:
1. A unitary composite headliner adapted to be installed adjacent a
motor vehicle roof, the headliner comprising at least two layers of
polymeric material, one of the layers being configured to absorb
sound and vibrations, and another of the layers being configured to
provide sufficient flexibility to the headliner to facilitate
installation in the vehicle, while also providing sufficient
rigidity to the headliner to enable the headliner to be
self-supporting once installed in the vehicle, the layers being
bonded together by differentially heating each layer to a
predetermined temperature and compressing the layers together.
2. The headliner of claim 1 further including at least one
stiffening layer bonded to at least one of the layers of polymeric
material.
3. The headliner of claim 1 wherein each of the layers comprises a
recyclable polymeric material which enables the headliner to be
recycled as a unit.
4. The headliner of claim 1 wherein the layers comprise polyester
fibers.
5. The headliner of claim 4 further including a cover member
comprising polyester bonded to one of the layers.
6. The headliner of claim 5 wherein the cover member is bonded to
one of the layers using a polyester adhesive.
7. A unitary composite headliner adapted to be installed adjacent a
motor vehicle roof, the headliner comprising: at least two
reinforcing layers of recyclable polyester fibers configured to
provide sufficient flexibility to the headliner to facilitate
installation in the vehicle, while also providing sufficient
rigidity to the headliner to enable the headliner to be
self-supporting once installed in the vehicle; at least one inner
layer of recyclable polyester fibers sandwiched between at least
two of the reinforcing layers and configured to absorb sound and
vibrations; and a cover member of polyester bonded to one of the
reinforcing layers with a polyester adhesive; the inner and
reinforcing layers being bonded together by differentially heating
each layer to a predetermined temperature and compressing the
layers together, wherein the headliner is recyclable as a unit.
8. A method for making a unitary composite headliner adapted to be
installed in a motor vehicle, the method comprising: providing at
least two layers of polymeric material, one of the layers being
configured to absorb sound and vibrations, and another of the
layers being configured to provide sufficient flexibility to the
headliner to facilitate installation in the vehicle, while also
providing sufficient rigidity to the headliner to enable the
headliner to be self-supporting once installed in the vehicle;
differentially heating the layers to predetermined temperatures;
inserting the layers into a mold; and compressing the layers
together to bond the layers and form the headliner.
9. The method of claim 8 further including at least one stiffening
layer bonded to at least one of the layers of polymeric
material.
10. The method of claim 8 wherein each of the layers comprises a
recyclable polymeric material which enables the headliner to be
recycled as a unit.
11. The method of claim 8 wherein the layers comprise polyester
fibers.
12. The method of claim 11 further including providing a cover
member of polyester and inserting the cover member into the mold
before inserting the layers into the mold.
13. The method of claim 11 further including providing a cover
member of polyester and inserting the cover member into the mold
with the layers.
14. The method of claim 13 further including heating the cover
member to a predetermined temperature before inserting the cover
member into the mold with the layers.
15. The method of claim 13 further including applying a polyester
adhesive to the cover member before inserting the cover member into
the mold with the layers.
16. The method of claim 13 further including providing an adhesive
layer comprising polyester and inserting the adhesive layer into
the mold with the layers and the cover member, the adhesive layer
being positioned between the cover member and one of the
layers.
17. A method for making a unitary composite headliner adapted to be
installed in a motor vehicle, the method comprising: providing at
least one inner layer, at least two reinforcing layers, and a cover
member, each of which comprises a recyclable polyester material,
the inner layer being configured to absorb sound and vibrations,
and the reinforcing layers being configured to provide sufficient
flexibility to the headliner to facilitate installation in the
vehicle, while also providing sufficient rigidity to the headliner
to enable the headliner to be self-supporting once installed in the
vehicle; applying a polyester adhesive to the cover member;
differentially heating the inner and reinforcing layers to
predetermined temperatures; inserting the layers and the cover
member into a mold with the inner layer being sandwiched between at
least two of the reinforcing layers, and the cover member being
adjacent one of the reinforcing layers; and compressing the layers
and the cover member together to bond the layers and the cover
member together and to form the headliner, wherein the headliner is
recyclable as a unit.
Description
TECHNICAL FIELD
[0001] The invention relates to headliners for motor vehicles.
BACKGROUND ART
[0002] Prior headliners for motor vehicles include a batt of
fiberglass impregnated with a thermosetting resin. The headliner is
typically compression molded in a heated mold, and then cooled to
attain the desired shape. Such headliners are self supporting, but
are also relatively inflexible and brittle. As a result, they are
easily broken or damaged during shipment and installation.
[0003] Other headliners have been proposed which are more flexible
and resilient than fiberglass headliners. U.S. Pat. No. 4,840,832,
for example, shows a headliner which is formed from a layer of
polymeric fibers combined with a foam layer and a fabric surface
layer. The layers are preheated together in an oven and then molded
into a predetermined shape. Because the layers are simultaneously
heated to approximately the same temperature, however, optimal
compression of the different layers is difficult to achieve.
[0004] U.S. Pat. No. 4,828,910 shows a thermoformed laminate which
is useful in headliners, and the laminate includes a layer of
resilient sound absorbing material sandwiched between two layers of
reinforcing materials. The method of making such laminates includes
introducing the layers into a heated mold and thermoforming the
layers together to achieve a desired shape. As with the previous
example, however, optimal compression of the different layers is
difficult to achieve because the layers are all heated to
approximately the same temperature. Furthermore, because the
reinforcing materials are different in composition than the sound
absorbing material, the laminate is not recyclable as a unit.
SUMMARY OF THE INVENTION
[0005] The invention is a unitary composite headliner adapted to be
installed adjacent a motor vehicle roof. The headliner comprises at
least two layers of polymeric material, one of the layers being
configured to absorb sound and vibrations, and the other of the
layers being configured to provide sufficient flexibility to the
headliner to facilitate installation in the vehicle, while also
providing sufficient rigidity to the headliner to enable the
headliner to be self-supporting once installed in the vehicle. The
layers are bonded together by differentially heating each layer to
a predetermined temperature and compressing the layers
together.
[0006] A method for making the headliner is also disclosed. The
method comprises providing at least two layers of polymeric
material, one of the layers being configured to absorb sound and
vibrations, and the other of the layers being configured to provide
flexibility and rigidity to the headliner; differentially heating
the layers to predetermined temperatures; inserting the layers into
a mold; and compressing the layers together to bond the layers and
form the headliner.
[0007] Accordingly, it is an object of the invention to provide an
improved composite headliner which optimizes sound absorbing
properties in combination with flexibility and structural
rigidity.
[0008] It is another object of the invention to provide an improved
composite headliner which is entirely recyclable as a unit.
[0009] It is yet another object of the invention to provide a
method of making the composite headliner which includes
differentially heating multiple layers of recyclable polymeric
material and then compression molding the layers together to obtain
optimal compression and bonding of the layers.
[0010] These and other objects, features and advantages of the
invention are readily apparent from the following detailed
description of the best modes for carrying out the invention when
taken in conjunction with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0011] FIG. 1 is a perspective view of a composite headliner
according to the present invention as installed in a motor
vehicle;
[0012] FIG. 2 is a cross-sectional view taken along line 2-2 of
FIG. 1;
[0013] FIG. 3 is a cross-sectional view similar to FIG. 2 and
showing a second embodiment of the composite headliner according to
the invention;
[0014] FIG. 4 is a schematic illustration of steps of a method
according to the invention; and
[0015] FIG. 5 is a diagrammatic view of an apparatus for practicing
the method.
BEST MODES FOR CARRYING OUT THE INVENTION
[0016] With reference to the drawings, the preferred embodiments of
the invention will be described. FIG. 1 shows a composite headliner
10 according to the invention mounted to the underside of a roof of
a motor vehicle 12 using hook-and-loop fastener strips 13 and
interior trim strips (not shown) mounted along opposite sides of
the headliner. The headliner 10 may include an opening 14 for a
dome light and openings 15 for receiving the mounting hardware for
a pair of sun visors. Depending on the application, the headliner
10 may include various other openings as necessary. Alternatively,
it may be desirable to pre-install such components as dome lights,
sun visors, coat hooks, wire harnesses and the like on the
headliner 10 prior to mounting the headliner in the vehicle 12. As
shown in FIG. 2, the headliner 10 comprises a laminate or composite
construction including an inner layer 16 sandwiched between two
outer or reinforcing layers 18 and 20. A cover member 22 is
attached to reinforcing layer 20, and provides an aesthetically
pleasing finished surface on the underside of the vehicle roof.
[0017] The inner layer 16 comprises a blend of nonwoven fibers,
including fine denier fibers, regular denier fibers and binder
fibers which contain a relatively low melting temperature
component. The fibers range from 0.8 to 15 denier, and the inner
layer 16 preferably contains 20-50% of fine fibers in the range of
0.8 to 3 denier, 0-70% of fibers in the range of 4 to 15 denier and
10-50% of binder fibers. The fibers are preferably formed of a
recyclable thermoplastic polymer, including polyester, nylon,
polyethylene and/or polypropylene, which enables the headliner 10
to be recycled as a unit. Presently preferred are polyester fibers,
including bi-component polyester fibers having a relatively low
melting temperature binder component and a higher melting
temperature strength component. Alternatively, the fibers may be
formed of any suitable polymeric material. The thickness of the
inner layer 16 ranges from 0.5 to 20 millimeters (mm), and is
preferably in the range of 0.5 to 15 mm. The inner layer 16
preferably has a relatively low density with a basis weight in the
range of 200 to 800 grams/meter.sup.2 (g/m.sup.2), and preferably
in the range of 400 to 500 g/m.sup.2. The inner layer 16 with the
blend of fibers described above and its relatively low density
provides for excellent sound absorption properties while
maintaining a relatively low mass. Alternatively, the headliner 10
may have a plurality of inner layers, each of which is configured
to absorb sound and vibrations.
[0018] Binder materials can be mixed with the fibers to provide the
inner layer 16 with additional dimensional stability when exposed
to extreme temperatures, humidity, or mechanical strain. Suitable
binder materials include co-polymeric binder fibers, thermosetting
binder powders, or fully or partially crystallized bi-component or
staple fibers, such as Hoechst J58, Wellman T0196, or Unitika 7080
polyester bi-component fibers.
[0019] The reinforcing layers 18 and 20 comprise a blend of
nonwoven fibers having a denier in the range of 0.8 to 200 denier,
and preferably in the range of 6 to 25 denier. Each of the
reinforcing layers 18 and 20 also preferably contains 20-50% binder
material. The fibers and the binder material are preferably formed
of a recyclable thermoplastic polymer, including polyester, nylon,
polyethylene and/or polypropylene, which enables the headliner 10
to be recycled as a unit. Presently preferred are fibers and binder
material formed of polyester. Alternatively, the fibers and binder
material may be formed of any other suitable polymeric material.
Each of the layers 18 and 20 has a thickness in the range of 0.5 to
10 mm, and preferably in the range of 0.5 to 5 mm. The basis weight
of each of the reinforcing layers 18 and 20 can range from 100 to
800 g/m.sup.2, and is preferably in the range of 400 to 600
g/m.sup.2. The reinforcing layers 18 and 20 are configured to
provide the headliner 10 with structural rigidity in combination
with flexibility and resiliency. Alternatively, the headliner 10
may have more than two reinforcing layers.
[0020] The cover member 22 is preferably made of nonwoven polyester
which enables the headliner 10 to be recycled as a unit, but it may
be made of any other suitable polymeric material. An adhesive
preferably made of polyester may be used to aid in the bonding of
the cover member 22 to the reinforcing layer 20. It is also
possible to eliminate the cover member 22 if the characteristics of
the reinforcing layer 20 are aesthetically satisfactory.
[0021] FIG. 3 shows a second embodiment 110 of the headliner
including a stiffening layer 112 and a scrim layer 114 overlaying
the reinforcing layer 18. The stiffening layer 112 provides
additional rigidity to the headliner 110 and may comprise such
materials as fiberglass, a metal mesh, metal fibers or natural
fibers such as jute, knaff, or hemp. Any of these materials may
also be imbedded in a polymeric matrix. Alternatively, one or more
stiffening layers 112 may be sandwiched between any of the layers
16, 18 and 20, and/or between the reinforcing layer 20 and the
cover member 22. The scrim layer 114 provides a finished surface
for mounting against the vehicle roof, and may be eliminated from
the headliner 110 depending on the application. Additionally, the
scrim layer 114 may be used to provide additional rigidity to the
headliner 110 and/or to assist in holding the stiffening layer 112
together. Furthermore, adhesives may be used to bond the stiffening
layer or layers 112 and the scrim layer 114, if used, to the
headliner 110.
[0022] FIG. 4 schematically illustrates steps of a method according
to the invention of making the headliner 10. By this method, the
inner layer 16 and the reinforcing layers 18 and 20 are preferably
differentially heated to predetermined temperatures in an oven 24
configured to individually receive and heat each of the layers, as
shown in FIG. 5. The inner layer 16, the reinforcing layer 18 and
the reinforcing layer 20 are preferably heated to 185.degree. C.,
215.degree. C. and 210.degree. C., respectively. Alternatively, the
inner layer 16, the reinforcing layers 18 and 20, and the cover
member 22 may be individually heated or simultaneously heated to
the same or different temperatures in any manner known to those
skilled in the art, or preheating one or more of the layers and/or
the cover member may be eliminated.
[0023] The inner layer 16, the reinforcing layers 18 and 20, and
the cover member 22, if used, are then inserted into a compression
mold 26 where they are compressed and simultaneously thermoformed,
thereby bonding the layers and the cover member together and
forming the headliner 10. During the thermoforming process, fibers
within each of the layers 16, 18 and 20, and fibers from adjacent
layers are bonded together at a multiplicity of locations. The
compression mold 26 can include thermally regulated cold, warm or
hot mold halves. The mold halves can also be provided with varying
mold surfaces so that portions of the headliner can be compressed
to different thicknesses within a range of 3 to 40 mm, and
preferably within a range of 3 to 25 mm. For example, it may be
desirable to compress certain portions of the headliner 10 to a
greater extent to increase structural rigidity, or to create
recesses in the headliner that conform to projections on the
underside of the vehicle roof. Depending on the application,
adhesives can also be used between two or more of the layers 16, 18
and 20, and/or between the reinforcing layer 20 and the cover
member 22. Such adhesives are preferably made of polyester so that
the headliner 10 can be recycled as a unit, but the adhesives may
be made of any other suitable material. Alternatively, the cover
member 22 can be molded or otherwise attached to a previously
formed substrate including the inner layer 16 and reinforcing
layers 18 and 20.
[0024] Differentially heating the inner layer 16 and the
reinforcing layers 18 and 20 enables the layers to be optimally
compressed and bonded together during the thermoforming process.
For example, reinforcing layers with different thicknesses, fiber
blends, or densities may require different heating times or
temperatures to sufficiently melt the relatively low melting
temperature component of the binder fibers, or other binder
material, and to sufficiently soften the other fibers so as to
increase the compressibility of the layers. Furthermore, because
the sound absorbing capabilities of the headliner 10 depend largely
on the density of the inner layer 16, it may be desirable to
minimize heating of the inner layer, as compared with the
reinforcing layers 18 and 20, so as to minimize compression of the
inner layer by the thermoforming process.
[0025] The headliner 10 formed by the above method has improved
sound absorbing properties in combination with structural rigidity
and flexibility. Because the compression of the inner layer 16 is
minimized, the sound absorption properties of the inner layer are
maximized. Because the reinforcing layers 18 and 20 are optimally
compressed and the fibers of each layer are optimally bonded
together, the structural rigidity of the headliner 10 is also
optimized. As a result, the headliner 10 does not substantially bow
or sag when exposed to heat or humidity, and the headliner easily
supports its own weight, as well as the weight of components
mounted to the headliner, such as a dome light or coat hooks. The
reinforcing layers 18 and 20, however, should also remain highly
flexible and resilient so that the headliner 10 can be installed in
the vehicle 12 easily and without fracturing or breaking.
[0026] Furthermore, the invention provides a headliner that is
preferably recyclable as a unit, so there is no need to separate
components prior to recycling. In particular, the thermoplastic
layers of the headliner can be easily reground or shredded
together, and the ground or shredded material can be used to
preferably form a new headliner or other thermoplastic parts.
[0027] The headliner 110 can be manufactured by the process
previously described. The stiffening layer 112 and the scrim layer
114, if used, may be preheated to a predetermined temperature
either individually or simultaneously with any one or more of the
layers 16, 18 and 20 and/or the cover member 22, if used.
Alternatively, preheating of the stiffening layer 112 and the scrim
layer 114 may be eliminated. In either case, the stiffening layer
112 and the scrim layer 114 are then inserted into the mold 26 with
the other layers 16, 18 and 20 and the cover member 22, where they
are thermoformed with the other layers and the cover member to form
the headliner 110.
[0028] The invention has been described in an illustrative manner,
and it is to be understood that the terminology which has been used
is intended to be in the nature of words of description rather than
of limitation. Obviously, many modifications and variations of the
invention are possible in light of the above teachings. It is,
therefore, to be understood that within the scope of the appended
claims, the invention may be practiced otherwise than as
specifically described.
* * * * *