The present disclosure relates to the manufacture of light weight formed articles comprising carbon and natural fibers, and associated method of processing and manufacturing.
Environmentally conscious manufactures may seek to reduce the carbon footprint of their products by use of recycled/reclaimed materials, as well as materials from renewable resources.
In the transportation industry, many articles are formed of fiber reinforced composites, in which fibers are generally embedded in a cured resin. In particular, the airline industry makes use of carbon fiber reinforced composite articles for many structural components due to the high strength-to-weight ratio of such materials.
The processes of manufacturing carbon fiber reinforced composite articles necessarily creates process scrap. Manufacturing process scrap from the manufacture of carbon fiber reinforced composite articles may include unused (virgin) carbon fiber, as well as carbon fiber with various surface treatments (e.g. bonding agents) and resin impregnation. Such scrap may generally be in the form of trim waste or rejected (defective) formed articles.
Furthermore, the carbon fiber reinforced composite article itself similarly becomes scrap at the end of its useful life. End-of-life (EOL) scrap, as opposed to manufacturing scrap, may include carbon fiber embedded in a cured resin which has been subjected to environmental exposure. EOL scrap may include additional components added to the carbon fiber reinforced composite article after manufacture (e.g. coatings, fasteners), as well as contaminants.
Processes have been developed to reclaim carbon fiber from fiber reinforced composite articles at the various stages of manufacture, as well as at the end of the article's useful life. However, given the properties of reclaimed carbon fiber may be considered inferior to virgin carbon fiber, there has been resistance in the airline industry to incorporating such reclaimed carbon fiber back into aircraft components.
In the automotive industry, on the other hand, automotive manufactures do not widely utilize virgin carbon fiber. Virgin carbon fiber is generally considered too expensive for economical use, except in limited applications demanding the strength-to-weight ratio of carbon fiber reinforced composite articles. Rather, automotive manufactures have utilized glass fibers for many years, and have more recently made greater use of certain natural fibers, particularly for weight reduction. However, natural fibers often do not offer the physical properties or dimensional stability of glass fibers.
What is needed for certain automotive applications is an improved fiber reinforcement which will further reduce weight, as well as provide an increase in physical properties and dimensional stability, without a significant negative cost impact.
In one embodiment of the present disclosure, the disclosure provides a fiber mat comprising a first fiber layer, the first fiber layer formed by combining 45-55% by weight of synthetic polymer fibers; 35-45% by weight of natural fibers; and 5-15% by weight of carbon fibers.
In another embodiment of the present disclosure, the disclosure provides a fiber mat comprising a core layer sandwiched between first fiber layer and the second fiber layer; the first fiber layer formed by combining 45-55% by weight of synthetic polymer fibers; 35-45% by weight of natural fibers; and 5-15% by weight of carbon fibers; and the second fiber layer formed by combining 45-55% by weight of synthetic polymer fibers; 35-45% by weight of natural fibers; and 5-15% by weight of carbon fibers.
In another embodiment of the present disclosure, the disclosure provides a formed article comprising a molded substrate formed from a fiber mat, the fiber mat comprising a first fiber layer formed by combining 45-55% by weight of synthetic polymer fibers; 35-45% by weight of natural fibers; and 5-15% by weight of carbon fibers.
The above-mentioned and other features of this disclosure, and the manner of attaining them, will become more apparent and better understood by reference to the following description of embodiments described herein taken in conjunction with the accompanying drawings, wherein:
It may be appreciated that the present disclosure is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the drawings. The invention(s) herein may be capable of other embodiments and of being practiced or being carried out in various ways. Also, it may be appreciated that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting as such may be understood by one of skill in the art.
Referring now to the figures,
Fiber layer 12 may be particularly formed as a planar sheet via the process disclosed in U.S. Patent Application Publication No. 2010/0261014, entitled Utilization of Recycled Carbon Fiber, the teachings of which are hereby incorporated by reference in its entirety. Fiber layer 12 may also be particularly formed as a planar sheet via a dry-laid non-woven fabric manufacturing process, such as an airlay process. Fiber layer 12 may particularly have an area weight of 500-1,000 grams/square meter (gsm).
In one exemplary embodiment, made using the process disclosed in U.S. Patent Application Publication No. 2010/0261014, a fiber layer 12 having a 840 gsm weight may be formed from the following:
In addition to fiber layer 12, fiber mat 10 may further comprise second and third fiber layers 14, 16, particularly of nonwoven scrim having an area weight of 30-100 gsm, and more particularly having an area weigh of 50-75 gsm, which are positioned on opposing front and rear sides of the first fiber layer 12, respectively. The nonwoven scrim may be particularly formed of polyethylene terephthalate, which may be used to promote bonding to the fiber mat 10 to a decorative cover, as well as promote bonding to subsequently formed ribs and fastening locations, as explained in greater detail below.
As compared to a fiber mat which does not make use of a fiber layer 12 containing carbon fiber, fiber mat 10 according to the present disclosure may exhibit the following increases in tensile strength and heat distortion temperature physical properties.
1ASTM D638-10, 50 mm/min.
2ASTM D648-07.
350% polypropylene-maleic anhydride copolymer fiber comprising 95-99% by weight polypropylene and 1-5% by weight maleic anhydride as a comonomer to the polypropylene.
In a second embodiment of fiber mat 10 as shown in
As shown in
Thereafter, the substrate 40 may placed between two opposing halves 52, 54 of second compression mold 50, along with decorative cover layer 60, which may be in the form of a sheet. Thereafter, the second compression mold 50 may be closed to compression mold and laminate the decorative cover layer 60 to the substrate 40 to form formed article 70, with the adhesive layer of the decorative cover layer 60 bonding to outer scrim layer 14 of the substrate 40.
Decorative cover layer 60 may formed of polyvinyl chloride (PVC), thermoplastic urethane (TPU), and thermoplastic olefin (TPO). Decorative cover layer may have a thickness in a range of 0.5-2.5 mm, and may be more particularly formed of a polyvinyl chloride (PVC), thermoplastic urethane (TPU), and thermoplastic olefin (TPO) outer skin overlying a cushion layer of polyvinyl chloride (PVC) or polyolefin foam. Decorative cover layer may include a grained outer surface and an adhesive coated inner surface to bond to the substrate 40.
In alternative embodiments, decorative cover layer 60 may be introduced to first compression mold 30 along with fiber mat 10 to form article 70 in one step, here with a single mold 30.
Also in alternative embodiments, it should be understood that decorative layer 60 is not necessarily required, and the formed article 70 may merely comprise substrate 40. It should also be understood that fiber mat 10′ may be substituted for fiber mat 10′ shown in the process of
In another alternative embodiment of the process of
Formed article 70 may particularly be a trim member for a motor vehicle such as an interior or exterior trim panel such as a side trim panel (e.g. door trim panel); a package tray, a headliner, an instrument panel, an upper or lower instrument panel close-out panel, a console, a trunk liner, a door bolster, a knee bolster and a seat back,
While a preferred embodiment of the present invention(s) has been described, it should be understood that various changes, adaptations and modifications can be made therein without departing from the spirit of the invention(s) and the scope of the appended claims. The scope of the invention(s) should, therefore, be determined not with reference to the above description, but instead should be determined with reference to the appended claims along with their full scope of equivalents. Furthermore, it should be understood that the appended claims do not necessarily comprise the broadest scope of the invention(s) which the applicant is entitled to claim, or the only manner(s) in which the invention(s) may be claimed, or that all recited features are necessary.
The present application claims the benefit of the filing date of U.S. Provisional Application Ser. No. 61/871,825, filed Aug. 29, 2013, the teachings of which are incorporated herein by reference.
Number | Date | Country | |
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61871825 | Aug 2013 | US |