AU665918B2

AU665918B2 - Uncoated fabric for manufacturing air bags

Info

Publication number: AU665918B2
Application number: AU10261/95A
Authority: AU
Inventors: Hans Albert Graefe; Dieter Kaiser; Wolf Rudiger Krummheuer; Volker Siejak
Original assignee: Akzo NV; Akzo Nobel NV
Current assignee: Polyamide High Performance GmbH
Priority date: 1991-02-26
Filing date: 1995-01-18
Publication date: 1996-01-18
Anticipated expiration: 2012-02-25
Also published as: EP0501295A1; AU1026195A; SG87724A1; AU1122992A; AU653984B2; CA2061810C; EP0501295B1; DE59207564D1; JPH0559632A; KR920016632A; CA2061810A1; ES2094833T3

Description

*st~MD~- -1- UNCOATED FABRIC FOR MANUFACTURING AIR BAGS Description The invention relates to an uncoated tightly woven synthetic filament yarn fabric for manufacturing an air bag.

Fabrics used for manufacturing air bags are required to have in particular a low air permeability. Hitherto a low air permeability has been mainly achieved by coating the air bag fabric. However, coated fabrics, besides being more expensive to produce, also have appreciable disadvantages in use, of which the increased space required, compared with the uncoated fabrics, for accommodation in the steering wheel must be mentioned in particular.

For this reason processes for manufacturing uncoated air bag fabrics have been developed. Here the required low air permeability is achieved through a very tight fabric construction and through special measures in finishing such as calendering (eg.

EP-A-314,867) or heat setting (eg. CA-A-974,745).

15 It is true that low air permeability is the most important requirement of an air bag fabric, but a serviceable fabric of this kind must additionally meet a number of other important requirements, of which high strength and good foldability are S* particularly important. The latter requirement is crucial if the air bag is to be accommodated in the steering wheel of motor vehicles in the least amount of space.

However, good foldability also makes possible trouble-free inflation of the air bag for protecting the vehicle occupant in the event of an accident.

To be able to obtain high strengths, air bags have hitherto been manufactured using in particular yarns having a high filament linear density. For instance, US-A3-842,583 proposes for this purpose yarns having a filament linear density of 25 6.2 den (6.6-6.8 dtex).

CA-A-974,745 proposes a yarn having a filament linear density of 6 den (6.7 dtex).

Although US-A-4,977,016 specifies a yarn linear density range of 400-600 den (440-660 dtex) for 100-300 individual filaments, the invention is described in the embodiment examples only in terms of a yarn having a linear density of 440 den and 100 individual filaments, which corresponds to a filament linear density of 4.4. den (4.8 dtex).

It is true that these linear densities give the required strength, but they have the appreciable disadvantage of high stiffness, which has a very adverse effect on foldability. The least-space requirement for accommodating the air bag, for example in the steering wheel of the vehicle, and trouble-free inflation cannot be adequately achieved with linear densities of this order of magnitude.

[N\LIBTT100409:IAD I I 2 Similarly, very low filament linear densities have already been proposed for manufacturing air bag fabrics. For instance, JP-A-64-041,438 proposes to manufacture coated air bag fabrics by using yarns with filament linear densities below 3 den (3.3 dtex). These low linear densities do not cause problems when used for coated fabrics because a tight weaving is not necessary in this case. Normally manufacturing a yarn with a low filament linear density in the man-made fibre industry is more difficult than manufacturing a yarn with a higher filament linear density. As a consequence of more breakages in the spinning and drawing stages, a yarn with a lower filament linear density results in a more fluffy material than a yarn with a higher filament linear density.

Especially in view of the tight weaving needed to manufacture uncoated air bag fabrics, a fluffy material results in difficulties "nd therefore in a lower weaving efficiency.

It is therefore an object of the present invention to develop a fabric for manufacturing air bags which fully meets the air bag fabric requirements such as low air permeability, high strength and good foldability, which makes possible soft cushioning of the vehicle occupants in the event of an accident, and which moreover is inexpensive to manufacture and further process.

It has now been found, surprisingly, that these requirements can be satisfactorily met only with polyamide yarns of low filarient linear densities. This is because only if polyamide yarns having a filament linear density below 4.5 dtex are used does the resulting fabric fully guarantee the properties required of air bag fabrics in respect of air permeability, strength and, in particular, foldability. Polyamide yarns having a low filament linear density can be manufactured inexpensively with a low amount of lints according to the invention.

According to a broad form of the invention, there is provided an uncoated tightly .eooei S 25 woven synthetic filament polyamide yarn fabric for manufacturing an air bag, characterised in that said fabric has an air permeability 10 l/dm 2 .min at a 500 Pa test pressure difference, a specific stiffness of 1.0.10-2 and a filament line./ density of 4.5 dtex.

Furthermore, polyamide yarns having a filament linear density of below 4.5 dtex additionally offer the particular advantage of lower air permeability compared with yarns S•of equal yarn but higher filament linear densities. This means that such polyamide yarns make it possible to use fewer threads in the fabric and yet, through suitable finishing conditions, obtain a fabric having the low air permeability required for air bags. Thus, these polyamide yarns, compared with the yarns of higher filament linear density, yield a 35 distinct cost benefit in fabric manufacture.

Preferred yarn linear densities range from 200 to 600 dtex. Experiments were carried out with polyamide yarns of 235 dtex and 72 filaments (235 f 72 =filament linear 'density 3.3 dtex), 350 f 94 (filament linear density 3.7 dtex) 350 f 94 (filament linear density 3.7 dtex), 350 f 120 (filament linear density 2.9 dtex), 350 f 144 (filament linear density 2.4 dtex), 470 f 104 (filament linear density 4.5 dtex) and 470 f 144 (filament linear density 3.3 dtex).

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-3- The polyamide yarns to be used for manufacturing air bag fabrics preferably have a tenacity of at least 60 cN/tex and an elongation of 15-30%. This meets specifications issued by the automotive manufacturers in a particularly advantageous manner.

Air bag fabrics can be manufactured with any synthetic filament yarn which meets the abovementioned tenacity and elongation values. However, polyamide yarns have been found to be particularly highly suitable. Compared with for example polyester yarns they have the significant advantage of higher elasticity, which is due to a flatter course of the load-extension line in the initial region. Of particular suitability for use in air bag fabrics are yarns made of nylon 6.6. Particular preference is given here to yarns made of nylon 6.6 which contain a heat stabiliser introduced in the course of the polycondensation.

The fabrics are manufactured in a tight construction, preferably in a plain or Panama weave. However, it is also possible to use twill weaves. In the case of a i 15 polyamide yarn linear density of 235 dtex, 26-30 threads per cm are used in warp and S.weft. If the polyamide yarn has a linear density of 350 dtex, 23-27 threads per cm are used. If polyamide yarns having a linear density of 470 dtex are used, then 19-23 threads per cm are employed. The numbers quoted here relate to a plain weave. In the case of a Panama weave with a yarn linear density of 235 dtex the numbers are for example 34-38 threads per cm in warp and weft.

A preferred feature is an essentially symmetrical fabric sett; that is, the fabric must have the same or virtually the same number of threads per cm in both warp and weft. Only such setts make it possible to meet the automotive manufacturers' demands for equal strength in warp and weft.

25 The desired air permeability is achieved with the aid of a wet process, described in EP-A-436,950. It involves shrinking in an aqueous bath within the temperature range between 60-140'C. This is followed by drying only and no heat setting. The precondition for this process is that the polyamide yarns used have a hot air shrinkage of at least 6% (measured at 190 0 Yarns with these shrinkage values are used for the production of the so-called contact fabrics of the air bag. For these kinds of fabrics an air permeability of 10 I/dm 2 .min at a test pressure difference of 500 Pa is required by the automotive manufacturers.

Normally the air bag consists of a contact part and a filter part. For the socalled filter fabrics air permeabilities of 20-100 I/dm 2 .min at a test pressure difference of 500 Pa are required. For the manufacturing of filter fabrics, the polyamide yarns have hot air shrinkages of 1.5-5.5% (measured at 190 0

C).

The invention is preferred for the production of contact fabrics but it is also suitable for the production of filter fabrics. The fabrics manufactured to the present IN:\LIBTroo409:AD r -4invention readily meet even the very low air permeability required for the contact part of the air bag.

As shown in the following table, the fabrics manufactured according to the present invention from polyamide yarns having a filament linear density of less than dtex always give a lower air permeability than if polyamide yarns of higher filament linear densities are used: Yarn Filament linear Threads per cm Air permeability type density dtex warp weft I/dm 2 .min at 500 Pa 235 f 36 6.5 28.8 27.9 7.7 235 f 72 3.3 27.8 27.7 3.1 350 f 72 4.9 25.2 25.7 5.8 350 f 94 3.8 25.0 24.6 4.1 350 f 120 2.9 24.8 24.6 3.1 470 f 72 6.5 21.3 21.1 470 f 104 4.5 20.7 21.1 The comparative experiments recited in this table were each carried out with the 10 same number of threads for the polyamide yarns having finer and coarser filament linear densities. Further experiments have shown that the number of threads per cm can be reduced on average by 2 in warp and weft if polyamide yarns having a filament linear density of below 4.5 dtex are used in place of the hitherto customary polyamide yarns having a filament linear density of 5.0-6.5 dtex. Even with this fewer number of threads it is still no problem to achieve the required air permeabilities of 10 l/dm2.min. Consequently, by using polyamide yarns having a filament linear density of below 4.5 dtex instead of the hitherto used polyamide yarns having a filament linear density of 5.0-6.5 dtex, it is possible to achieve a cost saving at the fabric manufacturing stage.

The air permeability of the fabrics according to the present invention was tested on the lines of DIN 53887. However, in departure from this DIN standard the test pressure difference was raised to 500 Pa in order that a discernible test signal stillbe obtainable with the fabrics manufactured according to the present invention.

A linear density of below 4.5 dtex has a particularly advantageous effect on the foldability of air bag fabrics. This lower filament linear density compared with the polyamide yarn hitherto predominantly used (Ilament linear density 5 dtex) brings about a reduction in the stiffness of the air bag fabric, thereby distinctly improving the N:\LIBTTI00409:IAD c I r r I foldability. Consequently, less space is required to accommodate the air bag in the motor vehicle, for example in the steering wheel. Moreover, however, a low stiffness and hence better foldability of the air bag fabric also brings about trouble-free inflation of the air bag in the event of the air bag function being triggered, thereby improving in a particularly advantageous manner the protective effect of the air bag on the vehicle occupants in the event of an impact. This is of particular importance in the event of out-of-position contact when the seat position of the vehicle occupant differs from the standard position. If the air bag function is triggered in this situation, air bags manufactured with polyamide yarns having filament linear densities 5 dtex give rise to a sudden impact of the inflated air bag on the vehicle occupant with an attendant risk of injury, while, if air bag fabrics made of polyamide yarns having filament linear densities of below 4.5 dtex are used, the higher flexibility of the fabric and hence the better adaptability to the body shape of the vehicle occupant makes a softer cushioning possible. Very particular advantages have been found to be possessed hereby fabrics 15 made of polyamide yarns having a filament linear density of below 4.5 dtex, since, compared with polyester for example, polyamide has a higher flexibility and thus the positive effectof yarns having a filament linear density of below 4.5 dtex is additionally enhanced by the high flexibility of the polyamide.

The lower stiffness and hence better foldability of fabrics made of polyamide yarns having a filament linear density of below 4.5 dtex compared with fabrics made of the hitherto used polyamide yarns having a filament linear density 5 dtex is shown in the following table: Yarn type Filament linear density Specific stiffness dtex '"235 f 36 6.5 1.35-10-2 235 f 72 3.3 0.68-10-2 350 f 72 4.9 0.95-10-2 350 f 94 3.8 0.80-10-2 350 f 120 2.9 0.64-10-2 470 f 72 6.5 1.32-10-2 470 f 104 4.5 0.88-10-2 The test fabrics were manufactured in a plain weave with the numbers of threads per cm in accordance with the above-stated particulars.

The bending stiffness was tested with a Taber stiffness tester, Model 150 B, from Taber Instruments. This instrument determines the moment needed to deflect the (N:\LIBTT100409 IAD Le -XC- end of a sample 38 mm in width and 50 mm in length, clamped at one end, through an angle of 150. The unit of measurement is the stiffness unit 1 SU is the bending moment (in cN cm) of a sheetlike test specimen of the stated width which is being deflected through 15'. Contrary to the customary clamped length of 50 mm, however, the abovementioned experiments were carried out with a clamped length of 10 mm.

To enable an objective comparison to be made between different fabrics, the specific stiffness was calculated according to the following formula: Specific stiffness Bending stiffness x air permeability Linear density In addition to the stiffness unit SU determined by the abovementioned method, the specific stiffness is affected by the yarn linear density and the air permeability as an indirect measure of the fabric density.

It has been determined that there is a correlation between the filament linear density and the resulting fabric's specific stiffness. Decreasing the filament linear density results in a lower specific stiffness and therefore in a better foldability of the 15 fabric.

0*00 :Until now it was difficult to produce yarns with a filament linear density dtex without too high an amount of lints. By several adjustments in the polyamide filament manufacturing process, however, it is possible to produce yarns having a lower filament linear density with an acceptable amount of lints. One adjustment in this 20 regard is improving the filtering of the polyamide melt used to spin the filaments. By using filter screens with a lower mesh size, !for example, non-optimally melted particles that can cause breaks during spinning are excluded.

A second important adjustment involves changing the spinneret geometry (the arrangement of openings in the spinneret plate) to maximise the distance between adjacent openings so as to a)void contact between filaments during spinning. This adjustment may be made without changing the number of spinneret openings and therefore without decreasing production efficiency.

A third adjustment in the manufacturing process to produce yarns having lower filament linear densities involves improving the quenching conditions. By changing the guidance of the cooling air in the quenching zone to account for the changes in spinneret geometry and other production parameters, it is possible to improve the results of spinning and to provide a yarn with a lower amount of breakage.

A fourth adjustment in the manufacturing process to produce a lower filament linear density yarn involves changing the finish applied to the yarn after spinning.

Finishes function to improve the drawing of the filaments; however, certain conventional finishes are deposited on the drawing machine's godets during drawing, By selecting a finish that does not build up deposits on the godets drawing may be IN:\LIBTTOO409:IADA L i -7improved so as to permit yarns having a lower filament linear density and lower lint content to be produced.

The above adjustments in the manufacturing process allow the production of polyamide yarns having a filament linear density of from about 0.5 dtex to 4.5 dtex, preferably from about 2.0 dtex to 4.5 dtex. These adjustments also produce significant reductions in lint content, as shown in the table below ("new method" data): Yarn type Filament linear density lints per t dtex 235 f 36 6.5 350 235 f 72 3.3 1800 470 f 72 6.5 300 470 f 104 4.5 800 470 f 144 (new method) 3.3 700 350 f 144 (new method) 2.4 1200 The choice of a filament linear density of below 4.5 dtex for the polyamide yarns S 10 envisaged for air bag manufacture results in an air bag system which is safer than that of the prior art. Fabrics manufactured from these polyamide yarns readily meet the automotive manufacturers' demands for high strength and low air permeability. In addition, the higher flexibility and better unfoldability on triggering of the air bag •function with the fabrics manufactured according to the present invention give safer cushioning of the vehicle occupant.

Embodiment Examples Example 1: A 235-dtex 72-filament nylon 6.6 yarn, the filament linear density accordingly being 3.3 dtex, was used to manufacture an air bag fabric by plain weaving with 28 threads per cm in warp and weft. The fabric was treated in an aqueous bath on a jigger to shrinking.

The treatment was started at 40 C and the treatment temperature was raised to 0 C. The actual shrinking took place at that temperature. The fabric was then dried on a stenter at 150 0 C. The fabric was found to have an air permeability of 3.1 l/dm 2 .min and a specific stiffness of 0.68-10- 2 A comparative experiment with a 235-dtex 36-filament yarn, corresponding to a filament linear density of 6.5 dtex, under the same manufacturing conditions in weaving IN:\LIBTTI00409:IAD

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BBIIPLi~l~?PWilllP~Y88~ -8and the same finishing conditions gave an air permeability of 7.7 1/dm 2 -min and a specific stiffness of 1.35-10-2.

Example 2: A 350-dtex 94-filament nylon 6.6 yarn, which accordingly had a filament linear density of 3.8 dtex, was used to manufacture an air bag fabric by plain weaving with threads per cm in warp and weft. The wet treatment and drying were carried out as in Example 1. The fabric was found to have an air permeability of 4.1 1/dm2.min and a specific stiffness of 0.80-10- 2 A comparative experiment with a 350-dtex 72-filament yarn, corresponding to a filament linear density of 4.9 dtex, under the same manufacturing conditions in weaving and the same finishing conditions gave an air permeability of 5.8 I/dm2.nin and a specific stiffness of 0.95-10- 2 Example 3: A 470-dtex 104-filament nylon 6.6 yarn, which accordingly had a filament linear 15 density of 4.5 dtex, was used to manufacture an air bag fabric by plain weaving with 21 threads per cm in warp and weft. The wet treatment and drying were carried out as in SExample 1. The fabric was found to have an air permeability of 4.5 l/dm 2 -min and a specific stiffness of 0.88-10-2.

A comparative experiment with a 470-dtex 72-filament yarn, corresponding to a filament linear density of 6.5 dtex, under the same manufacturing conditions in weaving and the same finishing conditions gave an air permeability of 7.5 1/dm 2 -min and a specific stiffness of 1.32-10-2.

Example 4: A 350-dtex 120 filament nylon 6.6 yarn, which accordingly had a filament 25 linear density of 2.9 dtex was used to manufacture an air bag fabric by plain weaving with 25 threads per cm in warp and weft. The wet treatment and drying was carried out as in Example 1. The fabric was found to have an air permeability of 3.1 I/dm2.min and a specific stiffness of 0.64-10- 2 The comparative experiment was the same as mentioned in Example 2.

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Claims

1. An uncoated tightly woven synthetic filament polyamide yarn fabric for manufacturing an air bag, characterised in that said fabric has an air permeability 10 l/dm 2 .min at a 500 Pa test pressure difference, a specific stiffness of 1.0.10- 2 and a filament linear density of 4.5 dtex.

2. An uncoated tightly woven synthetic filament polyamide yarn fabric for manufacturing an air bag substantially as hereinbefore described with reference to Example 4.

3. An air bag made of a fabric according to claim 1 or 2.

4. An air bag system using an air bag according to claim 3. Dated 26 October, 1995 A k zo F qko tlobea- Patent Attorneys for the Applicant/Nominated Person SPRUSON FERGUSON J 4 4, :g *S* e (N:\LIBTT)00409:IADTCW *o *N\ITI00:A *T*W ABSTRACT UNCOATED FABRIC FOR MANUFACTURING AIR BAGS Uncoated tightly woven synthetic filament yarn fabric for manufacturing an air bag. The fabric is manufactured from polyamide yarns having a filament linear density of below 4.5 dtext. The air permeability of this fabric is 10 l/dm2.min and its specific stiffness is 1.0.10- 2 Got*: we IN\LIOTTjOO4O9:tA0