BY
ANANDKUMAR C. UBHARE
CONTENTS
Introduction
1 General Introduction/1
Material Introduction4
Textile in other areas of Car/5
2
Car Interiors
The challenge for the
Textile supplier/7
Technologies available/8
Product Engineering-Interior
Trim
3
Introduction/18
Seat/19
Methods of Seat Construction/19
Foam in Place/20
Nonwovens Used in
Automotive Textiles
Introduction/31
Headliners/33
Bonnet liners/35
Boot liners/36
4
Door and parcel shelf/36
Seat/37
Floorcovering/39
Acoustic insulation/41
Automotive nonwoven
filters/42
Other components/44
Safety applications of
Automotive Textiles
Seat belts
Seat belt formation and properties
Tests for seat belts
Automotive airgag
5
Material and processes
Airbag deployment and performance
criteria
Tyres
6
Introduction/53
Properties and performance requirements
of tyres/53
Tyre section
Technical definitions of various textiles used
in a car tyre/61
Specific Tests for Automotives
7
Chemical Tests/64
Shrinkage due to heat/65
Physical Tests/66
Fire Tests/66
Recycling of Automotive
8
Textiles
Introduction/67
Recycling of Interior
trim/68
Fabric recycling/68
Smart Textiles
Smart textiles prominent in the
car of the future/71
Light Attitude/72
Interior design/73
Bioplastics/73
9
Alternatives/74
Functions VS Aesthetics/75
Automotive Textiles
General Introduction
When most people ut 20 kg in each of the 45 going to give up their cars
think of textile, they think million or so cars Made eve- of special relevance to
about traditional textiles, ry year world-wide. Despite Textile manufacturers, car
such as apparel and cloth- production. Overcapacity, interiors Have become mo-
ing, or home furnishing. The and near market saturation re important within recent
in on in the developed wo-
use of textiles is, however, years for a variety of rea-
rld of Western Europe, the
considerable more diversifi- USA and Japan, car produ- sons. People are spending
ed and 'hi-tech' than many ction is set to increase for more time in their cars, co-
people assume. Textiles are the foreseeable future mmuting longer distances
used in a number of little especially in the develo- to work on a daily or wee-
known forms and less ping Countries of the world. kly basis. Nearly two thirds
transparent technical Total world car production of Automotive textiles are
areas. growth has been generally used for interior trim. Textiles
‘Automotive Textiles' static in the years 1997 to provide a means of Decor-
is one of them. Automotive 1999, but by 2004 analysts ation and a warm soft tou-
textiles is one of the most predict of about 12% on
ch to the seats and the int-
1999 figures.
important markets in the erior of the car, but they
Mobility is a fundam-
technician textile sector. are also used in more func-
ental requirement of all hu-
man activity whether it falls tional applications. Carp-
Textiles are used into either of the two cate- ets and textile headliners
in a number of little gories of work or play. Cars not only contribute to the
overall comfort and décor
known forms and embody personal freedom
of textiles in tyres contribut-
and for some an expression
less transparent of individuality. Despite es to the performance,
technical areas. environmental issues, more road handling and tyre du-
and more crowded roads rability. Reinforcing textile
The automobile and ever increasing cost of yarns are essential for high-
industry is the largest user of pressure hoses and belts.
motoring people are not
technical textiles, with abo-
Automotive Textiles 1
.
Non-woven fabrics approximately from 3.5 kg performance properties
are used extensively in air seat covers, 4.5 kg carpets, and attractive designs.
and oil filters, bonnet liners 6 kg other parts of the Total global production of
and as production aids interior and tyres an d 6 kg cars and light trucks in 2006
during manufacture. Fibre glass fibre composites. This was 67,73,891 units (Autom-
composites in place of is possibly conservative otive News, 2007). The EU is
heavier metal components when absolutely all textile- the world's largest automo-
are helping to reduce the containing items are tive manufacturer with ab-
weight of the car, and in included, and is likely to out 16 million new passe-
many cases Simplifying increase further when at nger cars and 1.8 million
production methods toge- least one airbag, and in the light commercial vehicles
ther with other advantages. future possibly as many as in 2006. The global market
Seat belts, air bags and as- four or more airbags or for automotive interiors was
sociated safety devices are related safety devices, are worth an estimated US$165
contributing to road safety installed as standard items. billion in 2005 and is
and saving lives. expected to grow to an
Automotive textiles
In addition to the estimated US$210 billion by
represents the most
major components there 2015. The demand and
valuable market for
are numerous other textile production of vehicles will
technical textiles and
items such as sewing and occur at increasing pace
within this segment there is
even in the battery as in developing countries-
a broad spectrum of
electrode separators mainly China and India.
products comprising novel
The 20 kg of textiles in Quite a large number of
textile structures with
an average car is made up
Automotive Textiles 2
different textiles are used in
Automotive technical textiles
the production of a car.
cover a broad range of
Automotive techni-
cal textiles cover a broad
applications that includes:
range of applications that upholstery and sitting, floor
includes: upholstery and covering, trunk liners, headliners,
sitting, floor covering, trunk
liners, headliners, door and etc.
side panel coverings, pillar ction of 3D fabrics using all Isafety of passengers as well
coverings, sun-visors as well forms of manufacturing te- as the environmental issues
as safety belts, air bags, chnologies, i.e., weaving such as low weight, low
thermal and sound insula- knitting braiding and nonw- energy consumption and
tors, filter fabrics, battery oven processes. The 3D recycling after a vehicle's
separators, hose/belt prod- textile structures have great life cycle.
ucts, tires and variety of potential as automotive The environmental
textile-reinforced flexible components in both load- requirements are putting
and hard composites. The bearing and non-load pressure on the automotive
textiles for interior furnishing bearing applications. industry to reduce a
are primarily made of The supply chains vehicle's fuel consumption
woven, weft knitted; warp for textiles in the producti- and thereby reduce the
knitted, tufted and on process of a vehicle CO2 emission. One way to
laminated fabrics and have a distinctive feature achieve this goal is by
nonwovens. The design, and are unlike textile reducing the weight of the
aesthetics, feel and supply chains in other vehicle. Textiles can play a
comfort are important application sectors. In the big part in this if structural
considerations for automotive supply chain, textile composites can be
automotive textiles. They Original Equipment developed to replace the
must be able to meet many Manufacturers (OEMs) are heavy metal- based load-
end-use requirements such the vehicle producers, and bearing components.
as: high resistance to the textile component Airbags and seat
different types of mechan- manufacturers do not sell belts constitute a major tool
ical actions, under sever their products directly to for consumer safety. The
external environment con- OEMs. They have to airbag market has had
ditions of temperatures, position their entry in the strong growth over the last
humidity, sunlight and supply chain depending decade as a result of
soiling. Since seat covers on the nature of their increasing market penetra-
are not washed, these must products and the general tion not only by the frontal
show strong soil masking specifications passed airbag system but also by
behavior. The design and down and acceptance the side impact and side
performance properties of granted by the OEMs. curtain airbags. Seat belt
technical textiles present in The diversity in textiles development has reached
automotive interiors are for the automotive end maturity and these are now
among the most important uses offers plenty of an integral part of all cars
criteria for consumer opportunities for growth in and trucks.
satisfaction. the automotive textile Leather interiors have been
There have been ndustry because of the perceived in the market
interesting developments over increasing demands place as a luxury level
taking place in the Produ- on aesthetics comfort and option. Leather and its sub-
Automotive Textiles 3
Stitutes are used in
automotive industry as
upholstery material for
seats, headrest, as covering
material for dashboard,
back shelves and door
linings, for center console,
gear shifts, steering wheels
and ceilings as well as for
accessories. Coated textiles
substrates- summarized
under the name artificial
leather- compete with 'real
leather' in the many
applications in car interiors.
Whereas, leather consists of
mesh work of collagen
fibers, artificial leathers are and cotton were used Demand more comfort in
compound materials made and when rayon and cars. Since, PVC seats were
of textile substrates and other man-made fibres hot and sticky, especially in
polymeric layers. hot weather, knitted PVC
Tires constitute the largest After World war II, fabric made from threads
application for textiles in obtained by slitting sheets
automotive applications. nylon began to of PVC film produced. This
Tire markets differ from be used, material was noticeably
those for other automotive more breathable and
sometimes in comfortable than
components in that end
users consume as much as blend with other continuous PVC sheet.
two-thirds of total supply. fibres such as 2. Modern seat covers
One-third of tires are cotton. Most important
supplied to OEMs. requirements of car seat
In the 1949s many cover fabric are high
Material abrasion resistance and
car seats were cove-red in
Introduction fabrics made from fi-bres resistance to UV degrad-
spun from a copoly-mer of ation. The fabric must last
1. Early seat covers vinyl and vinylidene the life of the car, well over
Many of the earliest chloride. After World war II, ten years and must appear
cars were open top, nylon began to be used, in first class condition to
and the first car seat sometimes in blend with maintain a good res-ale
other fibres such as cotton. value, for at least two years.
covers were leather or
In the 1950s PVC-coated Cotton and other
leather imitations. fabrics became widely cellulosic-based yarns such
Before the era of used for seat cover PVC car as viscose rayon and the
synthetic fibres, wool seat covers were very new lyocell yarns have
Become available, they widely used in regular significantly lower abrasion
were also used, sometimes production cars until the resistance than nylon,
in comb-ination to give early 1970s when rising polyester, acrylic and
coloured, tonned effects. living standards began to polypropylene.
Automotive Textiles 4
Acrylic has the high-
est light and UV resistance
but falls down on abrasion
compared to the other
synthetic fibres. The
material which has risen to
prominence during the
1970s and 1980s and is now
used in over 90% of all car
seats world-wide is
polyester.
The excellent UV
degrada-tion resistance of
polyester combined with
very good abrasion
resistance and rel-atively
inexpensive price ensure Polyurethane foam, with a present time the most
that it will keep its prominent thickness varying from Important technical
position among the about to 2 to 10 mm. In requirements of a car seat
available fibres. Other addition it must resist covering fabric are cost, UV
properties of polyester wh- soiling, be easily cleanable degradation resistancde,
ich make it ideal For car without ever being put into light fastness, abrasion
seat covers include high te- a washing machine. The resistance and soil
ar strength, resistance to lamination to polyure- resistance.
mildew, low water absorbe- thane foam also imparts a
ncy, allowing it to be kept soft touch to the fabric and Textiles in other
clean relatively easily,
excellent and crease
when the seat cover is areas of the car
made up, deep attractive
resista-nce. Wool is also us- sew lines are formed. To The decorative and
ed in car se-at covers and help the seat cover slide soft touch properties of
has acceptable abrasion along the sewing machine textiles are used in most
resistance in certain constr- surface during sewing, and other areas of the car
uctions but it is expensive to assist sliding when the interior. The more
and is generally used only in made-up cover is pulled functional uses of textiles
up-market cars. The ma- over the seat structure, a generally demand very
nufacturers of poly-propy- scrim fabric is laminated to specific properties such as
lene fibres are trying very the other side of the high tenacity and low
hard to have their material polyurethane foam. The shrinkage (important for
accepted for car interior scrim also helps control the tyres), high modulus
trim. Polypropylene is used in stretch properties of the (important for composite
non-woven fabrics as seat cover especially when structures) and high
headliners, carpets and knitted fabrics are used. temperature resistance
other areas of the car. Thus the cover 'fabric' is (for belts and hoses).
Specialist fibres have been
3. Seat cover laminates usually in the form of a triple
laminate for seats, but develo-ped and have
The seat cover fabric must found ready applications
when used for door casings
always appear uncreased, in the motor industry. In
a bilaminate i.e., Without
and for this reason it is usually addition, textiles play a
The scrim, is usede. At the
laminated to vital part in compo-sites
Automotive Textiles 5
and rubber-based pro-ducts, which have Brought tremendous benefits-incr-easing
performance and durability and saving weight. Non-woven fabrics are used
extensively for both functional and decorative applications in the car and the amount
used is increasing slowly but steadily to replace more expensive Covering materials and
in other numerous applications. The use of fibres in composites is likely to increase as
more success is achieved in replacing heavy metals with lighter plastic/fibre
combination.
Automotive Textiles 6
Car Interiors
Car interiors becoming
increasingly important with
raised consumer
expectations. Therefore, the
importance of interior design
to the potential sales volume
of passenger cars has always
been a major consideration to
the automobile stylist.
Automotive Textiles 7
Eventually the Original Equipment Manufacturers (OEMs) became aware that in order
to fully appreciate and realize the potential of textile design for interiors they had to
know more about it so they started to employ qualified textile designers and
technicians. Stopping short usually of designing actual fabric they created even more
sophisticated design briefs for their suppliers.
Automotive Textiles 8
Similar scope for surface structures is more as a good base for printing
pattern and colour technician rather than particularly via the newer
variations. The comments creative artist. Warp knit by ink-jet technology. In terms
regarding the introduction its fabric geometry offers of development the
of stretch are basically to greater stretch than flat designer has to look more
flat woven. woven without the use of at subtle yarn character-
stretch yarns. The structure istics paying particular
Warp Knit Tricot offers a good base for attention to the cross-
This technology
printing. sectional aspects of the
offers limited opportunity
yarn such as filament
for surface design and the Warp-knit raschel
denier, profile and luster
exploitation of yarn chara- A highly versatile method of
variants etc.
cteristics due partly to the fabric production which
r e q u i r e m e n t t o m e e t has seen greatest applica-
Weft Knit-flat Bed
The versatility that
specification and partly tion in automotive trim as a
this technology offers the
due to the limitiations impo- pile structure is known as
designer, rivals, or even
sed by the machines, so double needle bar Raschel
Surpasses the weaving
the designer has to con- or DNBR, produced as a
route. Yarns of widely
centrate on subtle variati- plain or semi plain pile
different characteristics
ons in yarn lustres, filament structure for both seat
can be used and are
cross-sections and mistures inserts and bolster areas. In
viewed along the axis so
which show up during the this form it has greater
their full effect is seen.
finishing or dyeing process. limitations than woven
Chenille, flock and fine
Patterning possibilities are velvet in the yarns it can use
boucle yarns are possible
dictated by the number of but has the advantage of
in order to create surface
guide bars used but even a being a more efficient and
interest and the knitting of
four-bar machine (usually cheaper production route
coloured yarns can, like
considered the maximum) due mainly to operating
colour weaving, create
the restricted sideways mo- speeds. Surface patterning
innumerable colour and
vement means that desi- is limited.
It has the adva- design options particularly
gns are limited to small rep-
ntage in the plain or semi- when combined with
eat geometric styles.
The input of the plain form of offering a Jacquard patterning. Air
designer for these types of textured yarns can be
developed both for
weaving and flatbed
allowing fabrics with very
high abrasion resistance to
be produced.
Three-dimensional
effects are attainable and
Warp Knit Tricot
Automotive Textiles 9
designer, it offers great (i.e. boucles etc.) are not to differences being obtained
potential but as yet has not be recommended. by attention to fibre cross-
made any lasting impact The major develop- section, variations in
on the automotive trim ment of recent years has texturizing processes to
market. been in the circular-knitted create high/low surface
Weft Knit-Circular Jacquard pile fabrics. They effects and luster variants.
Circular knit fabrics offer quite luxurious pile Print
can be produced as together with very versatile The potential is huge
Jacquard-designed struct- patterning possibilities in that almost any substrate
ures offering wide surface capable of utilizing several described earlier could be
pattern potential. This is a yarn colours for the crea- printed via this route thus
highly versatile medium tion of multicoloured desig- allowing the fabric and the
and has had a big impact ns and a fabric which has design to be considered as
on the trim market inherent two entirely separate
Automotive Textiles 10
technology the rate of development will be rapid particularly if one of the major printer
manufacturers such as Hewlett Packard decides to target the textile area. For a
designer it has to be a case of 'watch this space'.
Automotive Textiles 11
Fibres for Automotive Textiles
Nylon, Polyester,
Carpets Light fastness, mouldability
Polypropylene
Automotive Textiles 13
Some useful properties of Polyester
(Polyethylene Terephthalate) fibre
Automotive Textiles 15
Antioxidant screening the bag never reaches its
baths. The new, high UV res- Filament yarn melting point. Seemingly,
istance nylon fabrics now made from nylon nylon 6 is also softer and
provide the automotive in- more flexible compared to
dustry with a wider choice 6,6 is strong, nylon 6,6 and hence can
of colours for upholstery resistant to cause less abrasion injuries
than ever before. and provide easier
ageing, and packing.
The most important abrasion resistant. Nylon 6,6 and nylon 6 are
and commercially accep- the primary fibres for
ted fibre for airbag manufa- fabric during dynamic headliners
cturing is nylon 6,6, altho- loading when the airbag
ugh some airbags are ma- inflates, which results in .Polypropylene
de of nylon 6 and polyester Polypropylene is
fewer unnecessary injuries.
fibres. Filament yarn made becoming a popular fibre
A small amount of nylon 6
from nylon 6,6 is strong, in technical applications
yarn is used for the airbag
resistant to ageing, and for three distinctive
industry. Advocates of
abrasion resistant. The reasons:
nylon 6 yarn stress that its
modulus of the yarn is lower 1. Its hydrophobicity
lower melting point
than that of polyester. This ensures that wet properties
compared to nylon 6,6,
characteristic facilitates a are identical to properties
has no bearing on the
uniform distribution of stress at standargd atmospheric
effectiveness of an airbag
peaks across the nylon conditions
since the temperature of
Automotive Textiles 16
dyes Was seeking to
Some useful properties of Polypropylene fibres
achieve the maximum
lightfastness possible for
Tenacity (g/denier) 3.0-8.0
wool fibres by dyeing at
Breaking Extension (%) 14.0-25.0 high temperatures. The
findings indicated that
Specific Gravity 0.90-0.92 lightfastness values mee-
ting minimum automotive
Regain (%) 0 standards were possible
Table 4
Automotive Textiles 17
Product Engineering - interior trim
Modern methods of
production are revolutionizing
the industry, but they also
brought fresh challenges to
the fabric producer.
Introduction
Modern methods of used for car interiors. The car interior has
production are revolutioniz- The automotive grown very significantly in
ing the industry, but they ha- industry has become so co- importance in recent
ve also brought fresh challe- mpetitive that manufactur- years the aesthetics fact-
nges to the fabric producer. ers are reluctant to divulge ors have already been
The more established stand- precise details of their pro- made clear. We are spen-
ards for dimensional stability cess for fear that it could be ding more time in cars and
and for requiring the fabric helpful to their competitors. comfort in all its forms is
to lie flat, so layers of materi- Mass production methods now a major factor that
al can be cut accurately, are still being evolved, dev- customers take into consi-
have been joined by additi- eloped and refined to suit deration when purchasing
onal requirements such as particular circumferences a new car. Textiles are ess-
porosity, thickness and tigh- and frequently changing ential for Producing surfa-
ter tolerances all round. This requirements. These factors ces with an attractive ap-
is because moulding techn- add to the already inten- pearance and soft touch
iques usually applied to pl- sely competitive nature of but they also play an imp-
astics, are being adapted the industry. ortant part in sound and
to produce car interior co- vibration insulation.
The car interior
mponents on a large scale.
Usually heat is applied in a has grown very
moulding operation or to
significantly in
activate hot-melt adhesiv-
es but polyester fabric bein- importance in
g thermoplastic is vulnera- recent years the
ble to thermal damage dur-
ing these operations. The aesthetics factors
fabric is especially at risk be- have already
cause it is invariably textu-
red or surface raised when been made clear
Automotive Textiles 18
Seat
Introduction
The seat is probably the most important item in the car interior. It is the first thing
the customer sees when the car door is opened and he or she will probably instinctively
touch it; there is only one opportunity to make the most of this first impression. The seat is
also the main interface of man and machine and seat comfort is of paramount
importance.
and cushion (seat bottom), and then fixed in place using
a variety of clips and fastenings.
This process is both time-consuming and
cumbersome, and because it includes considerable
'human element', consistency of quality could be better,
which is a cause for concern even with skilled
operatives. Furthermore, this problem is becoming even
more troublesome with modern highly contoured seats.
Several
Textiles have become by far the most widely used
material in seat coverings and are beginning to be used
in other areas of the seat in place of polyurethane foam.
They are also used in number of specialist cases in place
of metal springs and the actual seat pan and seat back.
Methods of seat
The move to replace polyurethane foam is mainly driven
construction b y recycling, communization of materials and disposal
The tradition method factors at the end of the car's life. The use of one
of seat making involves material; polyester, in the face fabric, polyester non-
cutting and sewing of woven in the cover laminate and polyester non-woven
panels of the seat cover also in the seat squab and cushion, would certainly
l a m i n a t e ( f a c e simplify recycling and disassembly. Seating systems are
fabric/foam/scrim) into a amongst the most costly items in the car interior.
cover, which is then pulled Over the years top find attempts have been
over the squab (seat back) made better ways using a variety of techniques.
Automotive Textiles 19
Foam in place
The 'foam in place' technique (also called 'foam in fabric' or 'pour in foam'), was
developed in the late 1980s and achieved considerable initial success, especially with
the Ford Fiesta.6-8 The method combined two separate processes into one; foam
cushion and squab moulding with the fixing of the seat cover in place over the pre-
moulded foam. Panels of the seat cover laminate were cut and sewn into a 'bag' and
the liquid foam components were poured In.
These liquids reacted perspiration. For this and to seats with curvaceous
together to form the solid other reasons, this novel contours and it also allows
foam, but to prevent the method of seat making a reduction in the
liquids seeping through the w a s g e n e r a l l y thickness of the laminate
f a b ri c c ov er l a m i na te discontinued for large- foam. There are many
before the reaction was volume production. variations to the basic
complete, it was necessary principle and both hot-
to include a polyurethane Direct joining melt adhesive films and
barrier film into the cover solvent spray adhesives
laminate beforehand. It was techniques are used. Vacuum is
believed that this Several other applied to hold the
polyurethane film reduced methods have been components together,
seat thermal comfort developed based on and the hot-melt adhesive
because the water vapour directly joining the cover is activated by steam or
permeability of the films fabric laminate to the hot air. This general mthod
used was too low to allow squab and cushion. Direct is gaining in popularity
the passage of human joining is especially suited because it removes some
Automotive Textiles 20
of the human variation
factors (the least controll-
able) and generally prod-
uces a more uniform seat
appearance. However,
there are still problems to
overcome such as preser-
ving the pile in velvets, and
other raised or textured
fabrics, and cover lamin-
ate thickness has become
more important.
Hook-and-loop
fastenings
Newer, novel ways
problems that are cord is drawn through
of joining compon-ents
sometimes associated with small apertures in the
together are finding
stretch fabrics. The hook sleeve and secured to the
applications in the car.
part of the fastener is back of the cushion.
Hook-and-loop type
attaced to the seat foam Tunnel Tie is economical
fastenings, sometimes
cushion and the loop part and simple to use without
called 'touch-and-close',
sewn to the cover. When the need for hooks, 'hog
examples of which are the
brought together, a very rings' or plastic clips. It is
Velcro-branded products,
strong join is produced. also easier to disassemble,
which have been used in
which could facilitate
other industries for many Tunnel tie
recycling, and seems to
years are especially suited Hope Webbing be especially suitable for
to the car where ease of Company of Rhode Island, detachable seat covers,
disassembly has become USA, has introduced yet which can be changed by
important. These fasteners another new method of the customer
are much stronger than Securing seat covers over
many believe and can be the foam cushion. It 3-D Knitting of car
used for permanent joins- features a specially seat covers
permanent, that is until the designed sleeve through This highly advanced,
end of the car's life. These which a draw cord passes. computer-controlled
materials are generally The sleeve is sewn to the knitting technique enables
made from raised, knitted edge of the seat cover, several conventional cut
nylon 6,6 although which is then drawn over and sew panels to be
polyester is sometimes the foam cushion. It replaced with just a single
used. Features a specially
They have many 3-D shaped piece. The
designed sleeve through novel development
applications in the car which a draw cord passes.
and a method of seat originated in the Research
The sleeved is sewn to the. Division of Courtaulds at
making has been edge of the seat cover,
developed, which has the Spondon, Derby from
which is then drawn over garment-making rese-
advantage of producing the foam cushion and the
sharp well-defined deep arch. The objective was to
cover is secured by pulling knit garments in one
contours without any of the cord tight. For more
the lifting or bridging piece, thus
complex seat forms, the
Automotive Textiles 21
eliminating panel cutting Tie down necessary for The patterned fabric are
and making up together direct fitting. The labour developed simultaneously
With the assaociated cutti- intensive stages of panel which reduces develop-
ng waste of up to 30%. The cutting and sewing of up to ment time by months. The
potential benefits for car 17 individual piece of design-approval process is
seat covers were soon reali- fabric are reduced to just both shortened and
zed and General Motors one or two with no cutting enhanced by the ability to
became involved. waste. view the finished seat in 3-D
Initial progress was The 3-D technique allows form on the computer
hampered by the mecha- considerable design screen. Other benefits
nical flat-bed weft knitting flexibility and creativity. include rapid set up and
machine controls and its Computer-assisted design dramatically reduced
Jacquard card needle 'paint box' systems stock holding especially of
selection mechanisms, but facilitate design themes; end of model surplus. A
these limitations were soon visual appearance can be new model cover, can be
overcome by the appear- dramatically modified by produced simply by
ance of the computer. Now changes in fabric changing the yarns,
each needle is individually construction, yarn type inserting a new floppy disk,
computer controlled to and colour, Logos can be and a new seat cover is
enable almost infinite colour accurately placed and available for fitting within
combinations and design design themes can cover minutes.
patterns. Car seat Covers two or more seats and can
can be knitted in just one even include the door
piece, the single Item Panels if so desired. The
includes all tubes, flaps and actual seat cover itself and
Automotive Textiles 22
Materials for seat
making
Alternatives for seat
cover laminate foam
Non-woven polyesters
fabrics especially those
made from recycled fibres,
20-24 and novel knitted
structure such as spacer
fabrics, Kunit, Multi-knit25,26
and Struto27 have been
considered as substitutes for
polyurethane foam in the
cover laminate. Spacer
fabric is essentially a knitting whereas Multiknit compris- that they have generally
product with threads es two stitch layers with the similar compression/strain
perpendicular to the plane pile in between. characteristics to polyure-
of the fabric with a knitted A novel develop- thane foam. Materials ba-
layer each side. Multiknit is a ment form the Czech sed on polyester fibre all
continuous process, which Republic, Struto non- lose significant thickness
makes fabrics from fibrous woven materials made when tested by the
webs using Malimo knitting from recycled wool and compression/strain test.
techniques (Karl Meyer). polyester have also been Even when the test is done
Kunit consists of a stitch examined and are used at lower temperatures
layer with a pile on the top commercially. Tests show than that specified by the
50
45
Compression Stress (Kpa)
40
35
30
25
20
15
10
0
10 20 30 40 50 60 70 80
Compression Strain %
Automotive Textiles 23
test.
This would not be noticed in thin layers say under 3mm thickness in the cover
laminate but would be noticeable if used in thicker layers especially in place of the
squab or cushion foam. The 'touch' of these materials is quite different from polyureth-
ane foam however, and if this is a problem it is not likely to be overcome easily because
of fundamental differe-nces in material behavior when compressed locally.
Sewing threads
Sewing thread, which holds all cut panels together, is an engineered material
which has to withstand considerable forces both during seat cover manufacture and
also during use. The actual process of sewing makes very demanding requirements on
the thread, which in typical seat covers include sudden accelerations and tensions
while being drawn at high speeds through not only fabric, but also light Plastics. Typical
sewing speeds are
Automotive Textiles 24
around 2000 stitches a
minute, or 30 per second
and considerable heat can
be generated.
The yarn threads are
spun to a high specification,
resin-bonded together to
prevent fraying and a
carefully formulated
lubricant is applied during
thread manufacture which
reduces needle heat and
helps promote easy
movement through the polyester thread is used;
goods. These processes are thread is used; thread from abrasion resistance but this
critical to sewing this fibre is widely used in is believed to reduce
performance; the thread seat belts. breatheability.
must be round, even and The shortage of
balanced in twist, i.e. it must leather together with the
not curl around itself when
Kaptex
Deep, well-contou- increased preference for
allowed to hang loose.
red sewing lines are an aes- leather designs is an
The thread must of
thetic feature in their own opportunity for expansion
course last the life of the car
right and can be simulated In man-made leather
without breaking down in
b y a t h e r m o b o n d i n g products which require
any way such as snapping,
techn-ique without any textile base materials.
shrinking or stretching. It
actual sewing. This process,
must be very strong and
which was developed by
Man-made leather
have very high abrasion
Textile Bonding in the UK and suede
and UV radiation resistance At present the most
allows accurate, uniform
in all conditions encount- successful man-made
and reproducible sewing
ered in the car, including products, two grained
effects and stitch patterns
high temperatures and leathers and eight suedes
to be produced, in almost
relative humidity. are entirely Japanese
Most car seat unlimited designs,
including logos, which made, and the compa-
thread is produced from
cannot be accomplished nies involved have produ-
continuous filament high
easily by conventional ction expansion plans.
tenacity nylon 6,6 in
sewing. Toray anticipate a rise in
approximately 800 to
the demand for man-
1200dtex but varies
according to specifica-
Natural leather made suede from 16
Automotive natural million m2 in 1995 to 25
tions set by the OEM. Nylon
leather is frequently foam- million m2 by 2005 with a
is best suited for this
backed together with a significant proportion
application because of its
scrim in the same way as going into European cars.
abrasion resistance, elastic The base materials
fabric before fabricating
recovery and wet strength are generally non-wovens
into a seat cover. The
in addition to the ability to using micro-fibres in
leather is also usually
withstand the usual polyester, which constitu-
lacquered with a
conditions inside a car. In a tes 68% of the weight, the
polyurethane resin on the
small number of cases, remainder being polyure-
face side to improve
Automotive Textiles 25
thane resin. For use as car tear Strength, moulda- yarn in any colour. Recent
seat covers, the man-made bility and high-frequency improvements in flock
suede is polyurethane foam weldability. Lorica is made technology have expand-
backed with a scrim fabric from polyamide micro- ed the scope of Flocked
in the usual way. The best fibres polyurethane and is fabrics and Novalis Fabrics,
known is Alcantara, made available in a variety of associated with both
in Italy since 1975 by a colours. Rhone Poulene and Fiat,
Toray/Enichem joint venture Flocked fabrics have produced material
(now Toray/Mitsui) and Flocked fabrics at for car seat covers.
initially used mainly in Italian competitive prices, are Flocked articles are also
cars. claimed to reproduce the useful as seals for example
Man-made products on car windows and they
appearance and touch of
have the important can act as a lubricant for
velvet and suede. Virtually
advantages over natural example on the sunroof
any fibre, natural or
leather of availability in roll sliding hatch
synthetic can be flocked
form, lightness of weight,
but materials for Alternative methods
uniformity of quality,
automotive use are mainly
uniformity of thickness and of seat making
polyester.
other physical properties, The manufacturing Some alternative
which allow more efficient process involves applying approaches to seat mak-
production planning, and flock by either mechanical ing replace both seat
minimization of waste. or electrostatic means to structure and foam with
Because Alcantara
an adhesive-coated base textile fabric. The main
and other successful man-
fabric. Flock fibre is about benefits of these methods
made suedes are
0.5 to 1 mm long about 1.5 are reduced weight,
produced by a solvent
to 3.5 dtex and can be space saving by thinner
coagulation process
matt, bright or semi-matt. profiles, reduction in the
requiring expensive plant
and environmental
controls. One key factor in
achieving the quality of
man-made suede, is
believed to be due to the
micro-fibres in the base
fabric, and the very latest
products use ultra fine
filaments of 0.001 to 0.003
dtex. However the
polyurethane polymer must
have the right properties
and there is considerable
skill required in the final
sueding operation.
In 1994, Enichem
launched a new artificial
leather called Lorica, which
has several advantages
over natural Leather which
include better elongation,
Automotive Textiles 26
Number of components
and also reduced
assembly costs. Recyclab-
ility and ease of disassembly
are also important advant-
ages and better thermal
comfort has been claimed.
One product, Sisiara (Pirelli)
has been available since
1974 and has already been
used in many production
Cars. Sisiara depends on a
woven rubber/fabric
supporting material, which
replaces both springs and
seat back and pan. The
open weave allows better non-woven fabric, material known as
ventilation and the non- covering a squab and Optiride which is unique in
rigid structure allows cushion made from Having a dual
reduced amounts of foam. DuPont polyester Fib re modulus depending on
A foam and spring Cluster material. The seat the strain level. Below 30%
replacing system introdu- frame would be made the modulus is relatively
ced by DuPont known as from injection-moulded low, but above this figure,
Dymetrol has also been Rynite thermoplastic poly- it becomes significantly
used in automotives around ester and compression higher.
the world. It is a woven moulded DuPont XTC The appearance of
fabric structure and thermoplastic polyester. multipurpose vehicles
described as being 100% The whole assembly would (MPVs) has introduced a
polyester; the warp yarns therefore be constructed need for the seat layout to
are of Dupont's Hytrel from all Dupont polyester be flexible. Seats which
polyester resin, the weft of materials requiring can be removed and
regular polyester and the minimum disassembly for refitted by the customer
whole is therefore readily recycling and would also must be light in weight.
recycled. weigh less than a Daimler-Benzhave
The manufacturers conventional seat. produced such a seat for
claim that the yarns stretch Ultra-Flex Corpora- their 1997 V-Class minivan
to take the exact shape of tion using Hoechst Celan- which replaces 20-30
the seated person, but later ese Elastomer monofila- seatback components
return to the original ment fibres developed a with just a single piece in
dimensions, and it can do lightweight fabric seat Durethan BKV from Bayer,
this thousands of times suspension system, space- and the whole seat is 30-
without fatigue. saving and requires less 50% lighter with cost
Dupont have foam. Better Height Savings of 10-20%. This
publicized the possibility of control, less noise and particular seat also
a 100% polyester seat; greater long-term durab- features a built-in seat belt.
cover, cushion and seat ility are also claimed. The feature of designing
frame. It would comprise a Inland Fisher Guide, now seats with built-in safety
polyester face fabric, Delphi, produced an belts is being developed,
laminated to a polyester elastomeric screen-like especially for children, and
Automotive Textiles 27
some are in commercial film made from polyolefin firmer softTouch to the
use. (known as TPC thermop- cover stock, which is
lastic polyolefin), polyure- preferred in some up-
Door casings thane, PVC, or PVC/ABS to market models. At the
Face fabrics for door produce a two-tone or bottom of many car doors
casings re generally similar two-design effect. Wood, is a piece of non-woven
to seating fabrics and in wood-veneer or a natural covering material, usually
many cases the same or synthetic leather are aneedl-punched polye-
material is used for both also used. In some car ster or polypropylene felt,
applications in the same models the textile is just a the so-called 'kick panel'.
car. small insert panel or As with seat mak-
The textile/polyuret- 'window'. Closed cell ing, the process of door
hane foam laminate (there polypropylene foam, such making was labour intens-
is generally no need for a as Alveo (Sekisui) has ive with even simple oper-
scrim) is almost invariably appeared in some models ations such as turning do-
used on a door casing in in place of polyurethane wn edges of covering fab-
combination with a foil or foam to provide a slightly ric or foil presenting
manufacturing problems.
Textile-insert low-
Mould top pressure moulding
techniques, for example
using polypropylene resin
Molten or liquid
can produce a covered
polymer introduced door panel in a single
here
operation, see figure 1. No
Figure 1
Automotive Textiles 28
of adhesives but the laminate door casing
materials to be joined must The use of natural bond must withstand
be thermoplastic and environmental tests and
capable of forming a good-
materials is being many years' use in the car
brittle join. examined and in without the textile lifting or
The use of natural delaminating over the
materials is being examined
fact is being used sharp concave curves.
and in fact is being used in in some cars in Safety aspects
some cars in effort to make have assumed more
the car 'greener' in response
effort to make the prominence recently, and
to pressure groups and car 'greener' in side-impact protection
governments. An example is units, designed to absorb
response to and direct impact energy
Mercedes' use of natural
fibres in a polyurethane pressure groups away from passenger,
matrix for the rigid door Need to be incorporated
and governments. into the door structure
panel. There are also
benefits to be gained since without reducing interior
operation, may require passenger space. From
some natural materials
fabric stretchability of u to penetrating to the face of
have mechanical
30% or more for deep the fabric. In some
properties, which allow
drawer mouldings. It is operations, the armrest is
weight savings when used in
necessary to achieve well- produced as an integral
composites.
defined cotours, without part of the textile-covered
Integral armrests
pile distortion or crushing door panel in a single
produced by a single
during moulding. The fabric moulding
Automotive Textiles 29
Operation combining what used to be several individual steps. The thickness of the
cover laminate, i.e. the thickness of the polyurethane foam is critical in some
operations.
Textile/polyurethane foam-cover laminates joined to a material produ-ced
from wood chips
Automotive Textiles 30
Nonwovens used in automobiles
Introduction
This topic considers what is a highly price- The total weight of
the utilisation of nonwoven sensitive industry textile components
fabrics in OEM (Original -Be deep-draw moulded including nonwovens as a
Equipment Manufacturer) into complex shapes at proportion of the total
automotive interiors and in relatively low temperature vehicle weight has
automotive filtration. The -Contain recycled raw gradually increased.
importance of nonwovens materials and and still Looking to the future, in a
in the automotive industry meet performance requir- medium-sized vehicle, the
continues to be fuelled by ements weight of textile materials is
the ability of such fabrics to -Be compatible with expected to rise from a
be customised and engine- emerging recycling current average of about
ered to meet the requirem- processes. 21kg to 35kg by 2020 of the
ents of modern vehicle current 21 kg, about 8 kg is
interior textiles, 4.5 kg of
assembly operations and Looking to the which is floorcovering and
technical performance in future, in a the remaining 3.5 kg is the
use. Nonwovens are
medium-sized headliner and upholstery.
particularly attractive in the
automotive industry
vehicle, the Some of the existing
weight of automotive applications
because of their ability to:
for nonwoven fabrics are
-Be integrated into multi- textile summarised in Table and
l a y e r , m o d u l a r materials is Fig. In vehicle interiors,
components with other expected to nonwoven facings
material including foam rise from a contribute to the overall
-Be incorporated into
lightweight and low-density
current aesthetics of the interior
while fabrics that are
modules. average of hidden in the construction
-Meet stringent cost- about 21kg to of automotive parts
performance targets in 35kg by 2020 perform reinforcing,
Automotive Textiles 31
Automotive Applications For Nonwoven Fabrics
Backings and Miscellaneous
Facing Fabrics Filter Media
Fillings Components
Fire barriers
Automotive Textiles 32
mouldability, abrasion
resistance and durability.
Headliners
Headliners are modular
parts fitted tightly into the
interior roof of a vehicle to
provide aesthetics, sound
absorption, thermal
insulation and cushioning in
a light-weight construction.
They are semi-rigid modules
consisting of at least three
layers laminated together:
an aesthetic facing fabric,
a foam backing and the
substrate, which is also
referred to as the core. warp knitted fabrics partly bonded or to a more
Nonwoven fabrics in because they are readily l i m i t e d e x t e n t ,
headliners take the form of assembled and fitted into hydroentangled fabrics
facings, backings or the roof of the vehicle. produced from dry-laid
substrates depending on Fabrics produced from (usually carded and
the engineering design of 100% PP are also available. crosslapped) spun-dyed
the particular module. Traditionally, the higher PET fibres with a linear
In Europe, warp knitted durability standards for density of $3.3 dtex and a
tricot fabrics account for vehicle interiors in the USA mean fibre length of 50--60
50.7% of facing fabric have meant that knitted mm, which compete with
production, while and woven facing fabrics traditional warp knitted
needlepunched and have been selected in tricots. Flat or random
stitchbonded fabrics p r e f e r e n c e t o velour needlepunched
represent 24.6% and 15.6% needlepunched fabrics facings are selected
respectively (1). Circular since to meet these d e p e n d i n g o n
knitted fabrics make up the specifications nonwoven application. Because of
remainder. In the USA, fabrics of relatively high the large uninterrupted
OEMs traditionally produce fabric weights are visible area provided by
headliner and pillar trim required, reducing their the headliner in the
facing fabrics from tricot cost competitiveness. In vehicle, colour
warp knitted polyamide low-medium segment consistency and freedom
fabrics. The choice of vehicles, needlepunched from faults such as fused
facing fabric in headliners is headliner fabrics are fibres or contamination in
influenced by the common in Japan and the fabric is particularly
prevailing automotive Europe; the fabrics have important. An example of
specifications in different acceptable abrasion a p r o c e s s l i n e
countries, which are not resistance and particularly arrangement for
uniform. Particularly in good thermal moulding p r o d u c i n g f l a t
Japan and Europe, characteristics, which aids needlepunched headliner
headliners faced with the vehicle assembly fabric is given in Fig.
dope-dyed 100% PET process. Multiple needle looms are
needlepunched fabrics Nonwoven facings arranged in sequence to
have to a large extent a r e m a d e o f achieve a high needling
replaced conventional, needlepunched, stitch- density and a dense, flat
Automotive Textiles 33
fabric surface that is uniforrn in appearance. To increase competitiveness, lighter-
weight needlepunched fabrics are produced by decreasing the fibre linear density in
the fabric to compensate for the reduction in weight, which has the added benefit of
improving softness. There is also an increasing requirement to make headliner facings
soil resistant. In addition to needlepunched nonwovens, hydroentangled fabrics that
are durable and soft have attracted attention. Evolon" fabrics produced from spunlaid
and hydroentangled spHttable PA/PET bicomponent fibres have excellent strength
and softness and may be printed to give a tailored appearance. Other
hydrocatangled fabrics launched for headliners, visors and trim components include
Mirateca fabrics, which can be made with a variety of highly complex three-
dimensional structures and are jet-dyeable.
Automotive Textiles 34
Research by Yan et al. revealed that acrylic-copolymer bonded composites exhibited
good mechanical properties but there was no significant difference in thermal
conductivity compared to polyvinyl-alcohol bonded composites. To replace glass
reinforced PU foam headliner cores and increase opportunities for end of life
recycling, polyolefin foams have been introduced as well as 100% PET headliner
modules. Additionally, the development of nonwoven fibre cores in place of foam
provides opportunity to reduce the weight of the module.
Requirements in passenger comfort and safety are also influencing headliner
design. Developments include the incorporation of side impact airbags (such as the
inflatable tubular system) within the headliner unit that deploy downwards when
triggered internal storage rails with mounts in the headliner and additional small
storage areas fitted within or on to the headliner module. Additionally, there has been
a migration of electronic switches and controls to overhead positions mounted in the
headliner including one for an internal fire suppressing system as well as audio and
telecommunication controls. The integration of LEDs in to the headliner to control
ambient lighting has been developed and optical fibres for lighting as well as
electrically conductive filaments within fabrics offer potential for the development of
an improved vehicle cabin environment.
Bonnet liners
The bonnet or hood liner and associated fabric linings in the engine compartment
have both thermal and sound insulation functions. The bonnet liner provides a
protective layer between the top of the engine and the underside of the bonnet,
which may be constructed from metal or a fibre reinforced plastic composite
depending on the vehicle manufacturer. Bonnet liner modules are composed of a
stiffening component such as a glass fabric, foam or a resin-bonded nonwoven fabric
composed of reclaimed fibres covered in a nonwoven facing such as a PET spunbond.
Bonnet liner fabricponstruction depends on the vehicle manufacturer. Spunbond, dry-
laid chemically bonded and dry-laid needlepunched fabrics are all utilised.
Automotive Textiles 35
A traditional construction is n o n w o v e n s a r e Reclaimed from pulled
a nonwoven fabric predominant in boot liners clothing waste or low-
composed of glass fibre a n d l u g g a g e grade bast fibres, e.g. jute,
combined with a film layer compartments. In Europe depending on region.
but these have evolved into about 85% of boot liner Needlepunched underlay
more sophisticated fabrics are nonwoven, fabrics for boot linings are
nonwoven fabrics with 10% tufted and 5% produced from batts
composed in part of being composed of other composed of recycled
microfibre nonwovens. materials (1). In European fibres obtained from
Nonwovens containing high vehicle segments A-D flat pulled clothing waste. The
temperature resistant fibres, needled fabrics are fabrics are produced by
for example oxidised PAN, important of ca. 180-350 chemical bonding or by
are also available. Modern gm¯2 or needled velour thermal bonding when the
bonnet liners enable active fabrics with an average waste fibres are blended
rather than passive noise weight of 400 gm¯2. A with PP fibre. The PP is
reduction limiting the large proportion of boot either virgin or reclaimed
vibration reaching the liners in the USA are also waste fibre. These
cabin. Since road noise p r o d u c e d f r o m substrates are faced with
generated by tyre contact needlepunched fabrics. either needlepunched PP
with the surface is a major Facings are commonly or PET fabrics that match
source of noise entering the staple fibre PET or PP the rest of the vehicle
cabin, the selection of needlepunched fabrics in interior or with durable and
linings, for the wheel wells is either flat or velour impervious polymeric
also of major importance construction. Cost is one coatings.
and can contribute to noise driver for the selection of
reduction through PP together with the Door and parcel
appropriate tuning. increased opportunities shelf
Mouldable and recyclable for recycling the trim In the door, the panel trim
nonwoven fabrics waste. To improve sound including the inserts or
composed of PP and PET insulation, these are bolster, underlying
have been developed that frequently backed with reinforcement fabrics and
are needled to a facing either fabrics produced lower facing fabrics may
fabric producing a fully from waste fibres be composed of
integrated acoustic
component.
Automotive Textiles 36
nonwovens. The facings are
composed of flat or random
velour needlepunched
materials but there is also
potential for use of
hydroentangled fabrics.
Nonwoven interior fabrics
are subject to high levels of
UV light exposure and this is
particularly true in the parcel
shelf. For this reason, spun-
dyed fibres are preferred.
This is true throughout the
automotive interior. In the
USA, needled fabrics are
traditionally produced from
PP fibre of 15-18 denier
whereas in Europe and needlepunched hemp Other facings are
Japan finer spun-dyed PET (Cannabis sativa)/flax constructed from leather,
fibre is preferred of 6 denier, fabrics (50/50) to reinforce double needle bar
or below. This partly reflects thermoset compression Raschel, circular knits,
the lower abrasion moulded composite tricot and warp knits.
resistance specifications products. Epoxy resin is Nonwoven fabrics in seat
that exist outside the USA. used as the impregnation facings are limited to
Commercially, white medium in the BMW 5 durable, synthetic suede,
hydroentangled fabrics are series. microfibre nonwovens,
designed to be joined with w h i c h m a y b e
facing fabrics or foamed Seat impregnated with
polyurethane to protect Nonwovens are polyurethane resin to
from glue or latex extensively used as simulate natural leather.
penetration in pillar trims, backings, bolster fabrics, Traditionally, the fabrics
door panels and injection r e i n f o r c e m e n t s are produced from islands
moulded dashboards. Such (particularly coating in the sea bicomponent
fabrics are composed of substrates) including fibres that are separated
100% PET, 75% PET/ 25% needlepunched, by dissolution of the matrix
viscose or 50% PET/50% PP hydroentangled and after needlepunching.
and are in the range of 0.5-2 spunbond fabrics. Such fabrics represent
2
mm thick and 50-200 gm¯ Durability, soil resistance, only a small proportion of
(15). The reinforcements are UV resistance and the total seating market
normally based on appearance retention, (ca. 2%). One of the best
spunbond fabrics. are obvious requirements known synthetic suede
Environmentally sustainable in facings for automotive fabrics used in
natural fibres are also found seats, which traditionally automotive interiors is
in door panel applications. has limited the Alcantara. The fabrics are
Short-cut bast fibres, such as penetration of nonwoven used by many of the main
flax and ramie have been fabrics. Flat woven fabrics vehicle manufacturers,
used to reinforce are particularly important usually but not exclusively
thermoplastic composite in European vehicles with forsports and medium to
structures for some years. woven velours being high-end models. The
More recent developments snore popular in Japan fabrics were originally
have included the use of and NAFTA countries. produced by the Italian
Automotive Textiles 37
ENI Group based on Toray technology patented in the early 1970s. Such fabrics are
incorporated not only in seat facings and trimmings but also in door trims, dashboard
trims and headliner facing fabrics. Otherhigh quality synthetic leather fabrics, which
may or may not be coated with polyurethane include Evolon and Amaretta. The
recent development of nonwoven roll goods produced from 75-80% reclaimed leather
fibres has the potential to find applications in automotive seating applications. The
process involves hydroeiltangling a web of reclaimed natural leather fibres blended
with synthetic fibres. The synthetic thermoplastic bicomponent fibres are heated prior
to hydroentanglement to fuse and form a supporting network for the leather fibres.
In addition to facings, nonwoven substrates coated with pigmented PVC or
polyurethane resin (PUR) are used as side or rear panels for leather seats. In backings,
considerable research has been conducted on foam-replacement materials
composed of PET and other polymeric fibres produced from perpendicular-laid
nonwovens, based principally on the STRUTO process. Carded webs containing
bicomponent or low-melt fibres are continuously corrugated (the corrugations aligned
in the CD) and then through-air bonded to stabilise the structure. In addition to 100%
PET constructions, fabrics are produced from reclaimed waste fibres intimately
blended with thermoplastics to meet particular price-points. The vertical orientation of
fibres relative to the fabric plane increases the lateral compression-resistance and
recovery of the fabrics as compared to a carded and cross-lapped fabric and can be
engineered by the introduction of a scrim or by adjusting the corrugation amplitude
and frequency, the percentage bicomponent fibre content, the fibre type and fibre
diameter. Rear seat-back facings include those produced from latex-backed flat and
velour needlepunched fabrics composed of spun-dyed PET or PP staple fibres.
Automotive Textiles 38
Floorcovering Classes A to C, where cost dyed, crimped PET staple
Automotive facings is paramount, but there is fibres of ca. 6.7-17 dtex in
in floorcoverings are either also some penetration in Europe with PP staple fibre
tufted or needlepunched more expensive vehicles finding applications in the
fabrics produced from (segments D and F) where USA. Abrasion resistance
spun-dyed PA (mostly tufted fabrics have increases with fibre linear
tufted), PET or PP hitherto dominated the density, and in PET velour
fibres(needlepunched) main floor areas. The constructions, different
depending on the gradual shift towards fibre linear densities may
durability, cost and needlepunched fabric is be blended together to
required specifications, being driven principally by balance pile stability and
which vary globally a desire to reduce cost but aesthetic requirements. To
between vehicle also reflects technical produce velours, the batt
manufacturers. In respect progress in achieving is pre-needled and then
of tufted fabrics, cut þile is improved aesthetic structured on a second
more extensively selected appearance, abrasion loom to form a surface
than loop pile. A high resistance, pile stability pile. In the case of
proportion of facing fabrics and cleanability of rhombic patterns, the
in North American vehicles needled fabrics, which velour fabric is needled
is tufted, whereas in Japan historically have been again on a velour
andEurope a larger inferior to tufted fabrics. machine. Fig is an
p r o p o r t i o n i s Needlepunched facings example of a needled
needlepunched, are made in flat or velour fabric production
particularly in vehicle structured (random velour line. Random velours are
segments A to C. Of the a n d r h o m b i c ) produced using crown
interior carpet about 55% is constructions by carding, (three barbs, one on each
composed of nonwoven crosslapping and apex) or fine fork needles
f a b r i c s w i t h needlepunching spun- rather than conventional
tuftedaccounting for 45% barbed needles found in
(1). In Europe, needled flat needlepunching, and
velour fabrics are found in the conventional
vehicle Classes A to C, perforated bed-plate is
where cost replaced with a brush
conveyor to support the
Automotive Textiles 39
pre- needled fabric. As the needles penetrate, a pile surface is formed on the side of
the fabric in contact with the brush conveyor. To compete with tufted carpets, the
durability of needled fabrics has been progressively improved by increasing the pile
stability. A major contribution has been the introduction of double velour
needlepunching, where two fabrics are needled together in a second random velour
machine to produce a high density velour surface. Increasing the density and
mechanical durability of needled velours facilitates a potential reduction in the fabric
weight. In vehicle segments A and B there is a trend toward low-weight flat
needlepunched fabrics of <350 gm-2 in the mainfloor areas with even lighter-weight
fabrics of ca. 180 gm-2 in the boot. Needlepunched velour fabrics range from ca. 350
gm-2 in the mainfloor of vehicle segments A and B to ca. 500-750 gm-2 in vehicle
segments C and D.
In addition to increasing the fabric density, the introduction of two differently
coloured fabrics during double velour needlepunching provides the opportunity to
introduce complex design effects in the facing. One example of a needlepunching
system capable of producing patterned rib and velour structured fabrics is the Orelikon
Neumag Carpet Star; the system also enables a surround and borders on all sides of the
fabric. A rapid advance system transports the fabric during the intervals between
needle penetrations to produce patterns in the main carpet and in the borders. While
structuring looms provide the possibility of producing highly patterned constructions,
unpatterned, single colour fabrics (usually black or grey) still predominate.
Automotive Textiles 40
Acoustic insulation
The reduction of noise in the cabin is a key objective in vehicle design in both
small and large vehicles. A passive or active approach to noise reduction may be
adopted or a combination of both. Nonwoven fabrics are extensively utilised in
passive noise reduction where the sound absorption coefficient is particularly
important at the material and component levels. There are three basic acoustic
effects that can be influenced by the choice of nonwoven fabric: sound reflection,
sound transmission and sound absorption. Sound transmission and sound absorption
are the main factors affecting sound isolation in vehicles and depend on the
interaction of the sound wave with the fibres in the nonwoven fabric. While nonwoven
fabrics are good sound absorbers, particularly at high frequency, they make less
effective sound barriers partly because of their low density. In sound barriers, the
transmission loss is particularly important, which is the ratio of the sound energy incident
on a upon it. The value depends on the angle of incidence of the sound wave, and
since in a typical vehicle cabin, there are many different angles of incidence and
different surface materials these have to be averaged. In a vehicle cabin that contains
various surface materials and angles of incidence, the average absorption coefficient
a may be determined for different, n surface materials as follows :
The precise sound field inside a vehicle cabin cannot be easily determined
because of the complexity of the interior shapes that are contained within it. The
reduction of noise is a particularly important requirement even in low-cost vehicles and
many nonwoven vehicle components contribute to its suppression including the
bonnet liner, under dashboard insulators, wheel arch covers, boot liners, body-shell
linings, floorcoverings, floor mats, headliner, parcel shelf, A/B/C pillars (where A
='windscreen support pillars, B = vertical pillars at the side of the vehicle and C = rear
window pillars), door trims and seals. In addition to reducing noise in the vehicle cabin,
the incorporation of nonwoven fabrics in place of higher density materials has
enabled substantial reductions in weight.
Needlepunched fabrics composed of either PET or reclaimed textile fibres,
spunbond and meltblown microfibre fabrics are all used in acoustic insulation. Low
density nonwoven insulation fabrics laminated to thin scrims are also important.
Normally, to produce a highly efficient acoustic barrier a high density material is
needed, which does not favour nonwovens. Porous nonwoven fabrics are particularly
well established in sound absorption and, historically, such fabrics have been
produced from fibres recycled from mechanically pulled waste clothing known as
shoddy. This is still a cost- effective source of raw material for the production of
relatively thick, dry- laid acoustic insulation fabrics. Chemically bonded jute
nonwoven fabrics and other low grade fibre materials are also encountered
depending on the particular vehicle manufacturer. Fig. 4.2c is an example of a
production layout for producing nonwoven automotive sound insulation fabrics
based on air-laying and needlepunching. Recycled fibres are incorporated into
mouldable nonwovens for sound absorption in vehicle body shells (under the
floorcovering) and boot liners. A typical moulded nonwoven fabric composed of
reclaimed fibres is illustrated in Fig. 4.6. Nonwoven acoustic pads composed of
recycled fibres must incorporate thermoplastic fibres to facilitate thermal moulding of
the entire laminated component. Sometimes, microporous films are incorporated with
the acoustic pad and in so doing there is potential to reduce the overall weight of the
acoustic absorber, which is a major advantage. Unfortunately, in nonwoven acoustic
fabrics, the sound absorption is frequency-dependent over the audible range and low
frequency sound absorption is usually worse than at high frequency.
Automotive Textiles 41
To improve the low frequency sound absorption and transmission loss performance,
sophisticated multi-layer nonwoven fabrics have been developed containing, for
example, high-density fibre materials such as glass in at least part of the construction.
Increasingly, interior vehicle modules consist of laminated fabrics consisting of at least
two distinct layers. The first layer is normally a nonwoven fabric that provides high sound
absorption and is laminated to a high density layer providing high sound reflection. In
relation to nonwoven fabric dimensions and structure, sound absorption varies with
airflow resistance, which is influenced by fibre diameter, fibre cross-sectional area,
fibre alignment relative to the incident sound wave and fabric porosity. The restriction
of air movement in porous materials due to air resistance produced by fibre surfaces
normally has a beneficial effect on sound absorption. Improved sound absorption at
low frequency has been observed in nonwoven fabrics produced by sandwiching a
low density layer between two higher- density surface layers (19). Acoustic insulation
fabrics containing hydrophobic meltblown microfibres such as ThinsulateTM are
intended for incorporation in vehicle door panels, headliners, wheel wells, pillars, and
instrument panels. In reverberation room studies, the density of fabrics containing
microfibres has been found to have a larger effect on sound absorption than fabric
thickness or weight. In one study, the noise reduction coefficient increased to its
highest value at a fabric density of about0.14 g/cm3 and then decreased. Compared
to flat fabrics, hydroentangled nonwovens containing longitudinal voids within the
cross-section (Hydrospace) are claimed to increase sound absorption providing
potential use in, for example, automotive headliners.
In addition to passive sound absorption, work on adaptive technology based
on sound cancelling or active noise control has been developing. The automotive
cabin is a three-dimensional sound field enclosure. While active noise control in such
environments is difficult, progress can be made in reducing the reverberation in such
enclosures by the incorporation of active absorbers along the walls, which has been
useful in the cancellation of engine noise. The incident sound is received by
microphones which connect to the loudspeakers whose acoustic input impedance is
matched to the sound field. Four-stroke internal combustion engines have an inherent
imbalance at twice the rotational speed known as the 'second engine order', which
often coincides with the frequency of the fundamental cabin resonance of vehicles,
leading to a booming noise. Noise synchronisation facilitates active sound
cancellation controlled by computer and appropriate software. While this approach
can deal quite effectively with engine noise, there are other sources of noise and
vibration within and outside the cabin that are difficult to control. Therefore, cabin
noise persists, particularly in small vehicles.
Automotive Textiles 42
within or laminated to the nonwoven media. Such media are referred to as
combination or combi-filters. Electret filter media are capable of high air filtration
efficiency with a low pressure drop. Electrostatically charged air filter media include
FiltreteTM meltblown PP treated by a corona discharge and dry-laid electrostatically
charged media such as Technostat. The latter is produced by triboelectrical charging
of finish-free fibres during carding. Two fibre types occupying different positions in the
triboelectric series such as polypropylene and modacrylic or acrylic are intimately
blended and then carded: this produces multiple separations of the constituent
polymers leading to electrostatic charging at the fibre surfaces.
The efficiency and increasing longevity of vehicle engines is partly due to
improved air and oil filter media technology. Air intake filters help to protect engine
components from wear and their size, porosity and air permeability vary according to
the type of vehicle. Traditionally, these have been produced from wet-laid, resin
impregnated cellulose papers although synthetic fibre nonwoven fabrics provide an
effective alternative to paper in air intakes. In contrast to paper, such nonwovens are
more durable and by controlling the fabric thickness, porosity and fibre diameter, either
depth filtration or surface filtration conditions can be created. Improved burst strength
is also possibleby increasing the synthetic fibre content in the fabric. In one example of
a tri-laminate filter medium containing synthetic fibres, a top layer of trilobal PET
spunlaid fabric is bonded to a middle layer of 100% PET homopolymer and co-polymer
PET filaments (either 4.5 dpf (diesel particulatefilter) trilobal or 2.2 dpf filaments with a
circular cross-section) and a bottom layer of bonded high-loft PET crimped fibre fabric
with an isotropic fibre arrangement. The middle layer acts as a 100% PET scrim
facilitating thermal lamination to the upper and lower surface layers. The tri-laminate
fabric is mechanically integrated by needlepunching and also by thermal-bonding. A
density gradient through the filter cross-section facilitates depth filtration by selective
removal of particles of different size. QualiFlo* is an example of a polyester fibre intake
filter that relies on depth filtration to remove dust particles and a fire retardant version
has also been introduced. Other advances in air filtration include cellulose fibre fabrics
surfaced with nanofibre webs to improve the particle holding capacity and minimise
the rate of blinding by facilitating surface rather than depth filtration.
In some high temperature-resistant engine oil filter media, traditional phenol
formaldehyde resin-impregnated paper fabrics have been replaced with multi-layer
laminated synthetic fibre nonwoven fabrics to increase temperature stability, burst
strength and durability. High performance engine development is expected to further
increase opportunities for nonwoven filter media. Common rail-diesel injection
technology subjects the fuel to very high pressure necessitating its thorough filtration
prior to entering the engine's injectors. Wet-laid cellulose and meltblown composite
media have been developed to address these demands. Continuing concern about
the environmental impact of automobile emissions has already led to legislation
providing a stimulus for development of high efficiency nonwoven filter media.
Important regulatory developments include the European Euro V vehicle exhaust
emission limits relating to gas (NOX, HC and carbon monoxide) and particulate matter
emissions for both petrol and diesel vehicles. Diesel particulate filters (DPF) that are
designed to be regenerated have been developed based on ceramic wall-flow filters
but low-cost, replaceable filter media based on nonwoven fabrics composed of high
temperature resistant fibres could provide an alternative solution. Nonwoven oil
coalescing filter media are intended to contribute to lower environmental emissions by
removing oil droplets from air flows. One example is in crankcase ventilation (CCV)
where oil is removed from the mist and coalesced on to the fibre surfaces to prevent its
Automotive Textiles 43
emission to the environment. Nonwoven fuel filtration media include those designed
for diesel and petrol engines in which there are multiple filter units. Fuel filter media are
based on either 100% wet-laid cellulose fibre fabrics, blends of cellulose fibre with
polyester or microfibre glass and multi-layer constructions containing cellulose fibre
and meltblown glass fabrics. Glass paper fabrics for hydraulic and lubrication oil
filtration in large vehicles may be stabilised by latex binder impregnation or by
lamination to a polyester spunbond fabric, which also facilitates pleating.
Other components
High performance vehicle engines operate at high temperature, which affects the
design and selection of thermally stable materials for incorporation in the engine
compartment, the firewall barrier and other areas such as the exhaust system where
thermal shielding is required. Temperature-resistant nonwoven materials are also
required in electrical wire insulation, hoses and housings to protect sensitive parts of the
vehicle from thermal damage. While glass fibre nonwovens are a low-cost solution for
thermal shielding, they complicate recycling of the module and potential alternatives
include nonwoven fabrics composed of aramid and pre-oxidised fibres. Nonwoven
fabric seals fitted between adjacent surfaces, for example within plastic-plastic,
plastic-metal and plastic-glass interfaces, provide a simple means of reducing rattling
noises, particularly in the cabin.
Future trends
Growth in Eastern hur00e, Russia, China and India is expected to increase nonwoven
fabric consumption in the automotive sector. The rising cost of raw materials,
particularly synthetic polymers and the continuation of OEM price-down agreements
with suppliers is fuelling the desire for more cost-effective materials, vehicle
components and assembly processes. As a result of the globalisation of automotive
manufacturing, geographical differences in the choice of fabrics for vehicle interiors
are expected to diminish. Advances in the construction of headliners, floorcoverings
(including sound absorption), boot liners and parcel shelves are expected in the areas
of fabric composition, construction and three-dimensional module design. There are
already developments in the field of non-structural composites reinforced with natural
fibres in headliners and floor modules that are likely to increase the importance of
nonwoven fabrics in the future. More durable, lighter-weight nonwoven fabrics and
laminates that provide potential for further significant weight reductions in the vehicle
are important. The integration of electronic components within fabrics prior to module
installation, electro-magnetic shielding of the interior and the introduction of
functional coatings developed elsewhere in the nonwoven industry to improve
aspects of performance such as stain resistance and odour control are progressing.
In the European Community, the ELV Directive is intended to reduce the waste
from vehicles when they are scrapped. It tightens the environmental standards for
vehicle treatment sites, requires that the last owners have to dispose of their vehicles
free of charge from 2007 (and requires producers to pay all or a significant part of the
free take-back from this date), sets higher targets for reuse, recycling and recovery
and restricts the utilisation of hazardous substances in both new vehicles and
replacement vehicle parts. Specifically, the 2000/53 EC Directive has required the
automotive industry to increase re-use and recovery to 85% with re-use and recycling
being increased to a minimum of 80%. By 1 January 2015, the re-use and recovery
target increases to 95% with re-use and recycling increasing to a minimum of 85%. The
directive expects future vehicles to be designed and manufactured for efficient
dismantling, re-use and recycling at the end of life. Also addressed is the requirement
Automotive Textiles 44
For continuous improvement in the handling and recycling of plastic materials. While
the directive is improving the environmental impact of the automotive industry, partly
as a result of the ELV, there is an increasing amount of short fibre textile waste being
recovered from vehicles at the end of life and opportunities for converting this into
useful products including nonwovens are being explored.
Automotive Textiles 45
Safety Applications of Automotive
Textiles
Seats Belts
The seat belt is an all new cars made, prevalent- an arrangeme-
energy absorbing device contain at least four nt called the three-point
that is designed to keep the diagonal and lap seat belts belt, which is secured by
load imposed on a victim's each made from about two fittings on the floor and
body during crash down to 250g of woven fabric. a third on the sidewall or
survivable limits. Fundame- pillar. Racing drivers wear
ntally, it is designed to Studies carried another combination,
deliver non-recoverable specifically two shoulder
extension to reduce the out in the 1970s straps and a lap belt. The
deceleration forces which concluded that earliest automobile seat
the body encounters in a belts Were fixed and were
crash. Non-recoverable seat belts could adjusted to fit the wearer
extension is particularly reduce serious manually. The automatic
important to prevent belt superseded this
occupants from being
and fatal injury by arrangement, giving the
pulled back into their seats 50%. wearer more freedom to
and sustaining whiplash move. The automatic belt
injuries immediately after According to the has a locking mechanism
an impact. Studies carried literature, the seat belt was known as the inertia reel.
out in the 1970s concluded invented concurrently in An efficient seat belt will
that seat belts could the United States and only allow its wearer to
reduce serious and fatal Sweden. The American belt move forward a maximum
injury by 50%. In passenger comprised a strap to of about 30cm to avoid
cars, the seat belts fit across encircle the waist and the contact with any fixed
the lap and the chest. The Swedish belt was a parts of the car. Because
wearing of both front and diagonal band designed to Of a retracting mechanism
back seat belts is now support the upper body. and a special housing, the
compulsory in many Now, a combination of the automatic belt is much
countries of the world and two designs is more neater because it can be
Automotive Textiles 46
stored out of sight whilst not in use. Today, in modern cars, seat belts are Designed to
hold the occupants in correct position to strike air bag when it is inflated. Thus in
modern car, seat belts and air bags are not substitute to each other but
complementary. Due to non-recoverable stretch, the seat belt has to be replaced
after major accidents.
Automotive Airbag airbag system. In 1984, the Airbags are closely woven
concept of airbag as a textile envelopes that are
Historical Baground passive safety system was mostly made up from nylon
Airbags are used in used as a standard item in 66 filament yarns. Currently
modern cars ass a passive Mercedes Benz S-class polyester (PET) and nylon
safety system for drivers cars. From the late 1980s 46 filament yarns are used
and passengers. John most European, American in small quantity for airbag
Hetrick was the father of and Japanese automo- fabrics and airbag sewing
the automotive airbag. He bile manufacturers widely threads in some part of the
was granted a patent in the started using airbags for world. Nylon 46 behaves
USA in1953 for developing drivers and front seat very similar to nylon 66 but
an automotive safety passengers in modern cars it is much more expensive.
cushion assembly. Hetrick's to reduce mortality and Polyester however is a
idea was executed in serious injuries the event of cheaper substitute but
automobiles through head-on collision. technically inferior.
commercial production of Today sales of new Materials And
vehicles with airbags by cars are bolstered by the
General Motors in the USA inclusion of several Processes
in the early 1970s. Noneth- airbags in a car and they The fabric used in
eless, the concept did not appear to add extra value making airbags needs to
successfully take off due to in the eyes of consumers be strong, tough, hard
lack of public interest in an for safety and security in wearing with low and
expensive complicated event of accident. From controlled air/gas
and less effective techno- early 2000s, Toyota Avensis permeability behavior.
logy. Further research started providing 9 Nylon 66 is the material for
enabled scientists to come airbags, Audi A8 10 the choice of the yarn.
up with a much improved, airbags and BMW 7 series Nylon 66 yarns made for
effective and more 12 airbags as standard. airbags are strong, tough,
economical and resilient with good
Automotive Textiles 49
Polymer characteristics Nylon 6,6 Nylon 6 Polyester(PET)
-
Thermo mechanical respo Looms too. Jacqu- Currently the
o
nses up to 200 C. ard weaving machines are automotive industry uses
The main property normally used to weave both uncoated and
requirements of airbag one-piece curtain bags. coated fabrics in making
fabrics are high strength, The fabric make-up and airbags. For coated bag,
heat stability, good ageing the actual size of driver and silicon is the most common
characteristics, coating, passenger airbags are coating material. The coat-
adhesion and functionality quiet different. Irrespective ed airbag is considered to
at extreme hot and cold of geographical location, be environmentally unfrien-
conditions. Tear strength passenger airbags are dly but it offers greater
toughness and fog resist- larger in size and consume resistance to heat conduc-
ance are equally impor- more fabric than driver tivity and tearing perform-
tant. Softness for reduced airbags. Depending on the ance along with low air/gas
skin abrasion is also size of a car and the permeability. However, the
desirable. country of origin, a driver's uncoated airbag is more
In manufacturing airbag consumes between environmentally friendly. It
airbag fabrics, the warp 0.6 and 1.5 meters of fabric, is easier to fold and pack
yarn is supplied on a beam. whereas a passenger into small spaces.
The yarns in the warp beam airbag consumes between For coated fabric,
are normally sized to 3 and 4 square meters of today's choice of an elasto-
withstand loom-state fabric. Side curtain, a one- mer for coating is mainly
friction and also to prevent piece woven bag, norma- silicon. In processing, the
yarns from rolling during lly consumes between 3.5 silicon is applied as a single
drying and wind up. Various and 4.5 square meters of coat by blade technique.
additives are used in the size fabric. Depending on the type of
recipe to reduce fabric fabric and finished fabric
After weaving the
fraying, yarn pull-out and requirements, an amount
airbag fabrics are normally
distortion. Normally airbag of 50 to 80 grams of silicon is
scoured to remove size
fabrics are tightly woven consumed to coat a
from the material. The
with 1/1 structure. Due to square meter of a fabric.
complete scouring
high density of warp and Once the elastomer is
operation uses three to four
weft symmetrical spread on the fabric it
wash boxes that are
construction of the fabric passes through an over
separated by a vacuum
and the need for constant under tension to induce
extraction system to
air permeability across the polymerization and adhe-
capture the extracted size.
width of the fabric, good sion between the fabric
Following scouring, fabrics
weaving machines are substrate and the elasto-
are calendared and heat-
used. Largely the fabrics are mer. The precise time and
set to achieve dimensional
woven involving rapier and temperature settings of the
stability and a precise
air jet looms. However oven depend upon the
control of air permeability in
airbag fabrics are now silicon formulation. High
downstream application.
being woven on water jet
Automotive Textiles 50
technology silicon coating
is widely used to make
lightweight airbag fabrics
that are flexible, durable
and less prone to
degradation over time.
For uncoated
airbags, the fabric needs to
be particularly dense and
of extremely high quality.
Definitely in manufacturing
that kind of fabric,
significant pressure can be
created on pricing of the
materials. However,
performance of high quality
uncoated fabric for airbag
can be more predictable
to prevent fraying. The sensors in the front bumper.
over a period of time. The
normal design of the driver In the event of an
uncoated airbag releases
size bag is two circular accident, the sensors
the gas mainly through the
pieces of fabric sewn evaluate the severity of the
fabric pores and hence it
together whilst the impact and make an
can be deployed at a
passenger bag is tear-drop intelligent decision whether
relatively lower pressure
shaped, made from two to deploy the airbag
with a cooler gas. Thus it
vertical sections and a module. Mostly the cars
minimizes chances of burn
horizontal panel. Airbags with airbags are designed
injuries and face/neck
are normally sewn with such that if they hit an
injuries during deployment.
sewing threads made of object at a speed normally
The weight of
either nylon 66 or nylon 46 exceeding 22 km/h, the
coated fabrics for driver's
yarns. The sewing patterns system will be activated
airbag ranges from 180 to
and stitch densities are and the bags will be
240 g per square meter and
chosen carefully to deployed. In actual
for the uncoated fabrics for
maximize the performance operation, an impulse is
passenger airbags, the
of the bag. Special 'seal sent, within 5 ms following
weight ranges from 240 to
and sew' assembly an accident, to the igniter
260 g per square meter. All
technology has been which in turn lights a
in all a passenger airbag is
developed particularly for propellant and releases the
somewhat stiffer and
side curtains to meet air steam of hot gas reach in
thicker (fabric thickness 0.3-
pressure retention nitrogen. The gas surges
0.4 mm) and a driver airbag
requirements. In this through the inflator into the
is relatively mare pliable
process an adhesive is bag. The bag deploys with
and finer (fabric thickness
applied to the area to be high force through its
0.24-0.27 mm).
stitched before the stitch is mountings. Bags are stored
The finished airbag
made. Adhesive in this behind the mountings in
fabric is cut into panels and
case acts as a gasket on a the steering wheel (for
sewn. The best method of
coated or immersed fabric. driver), in the glove
cutting either coated or
compartment (for front
uncoated fabric is to use
lasers. The technique is
AIRBAG DEPLOYMENT seat passenger) and in the
efficient and accurate. It AND PERFORMANCE back of the front seats (for
passengers in the back
fuses the edges of the fabric CRITERIA seats) and on the window
N o r m a l l y , a c a r ledges for curtains (for
f i t t e d w i t h a i r b a g s i s rollover protection). The
mounted with a pair of deployment occurs within
Automotive Textiles51
40 ms of an accident. After inflation, the bag deflates in a controlled manner through
vents and the fabric pores (for uncoated fabric only) until the inertia of the occupants
body comes to a rest. The whole cycle of airbag inflation and deflation is remarkably
short and takes a little more than 100 ms.
Automotive Textiles 52
Tyres
In todays fast pace mobile
society, just about every mode
of transportation involves the
use of a wheel. A simple
machine, the automotive
wheel (or more commonly
referred to as a tyre) is
typically a pneumatic
composite structure whose
main function is to help carry a
load.
Introduction
In todays fast pace Eciated by the end user. From a material
mobile society, just about
every mode of transport- Properties And science point of
ation involves the use of a Performance view, a tyre is a
wheel. A simple machine,
the automotive wheel (or
Requirements Of Tyres compliant,
more commonly referred viscoelastic
to as a tyre) is typically a Tyre Performance
pneumatic (air supported) Requirements: cord/rubber
composite structure whose Technically spea- reinforced structure
main function is to help king, the automotive tyre
carry a load (e.g., people, geometrically can be
which is subjected
material) from point “A” to considered a torus: that is a to continuous
point “B” reliably and with a surface of revolution gener- deformation during
high degree of comfort. To ated by revolving a circle in
accomplish this task, the three dimensional spaces its life
tyre needs to transmit about an axis coplanar with
driving, breaking and the circle, which does not That desired properties
steering forces from the touch the circle. and resultant performa-
vehicle through the tyre to nce criteria are based.
Mechanically, the
the road surface. In The automotive
automotive tyre is a flexible
addition, tyre is expected tyres must support the
membrane pressure vessel.
to help absorb road weight of the entire
Structurally, an automotive
surface irregularities, vehicle, provide efficient
tyre is a high performance,
providing a smooth, mobility, and dampen out
soft composite. From a
comfortable and quite ride road textures and
material science point of
for the occupants. The irregularities, generate
view, a tyre is a compliant,
automotive tyre is one of
viscoelastic cord/rubber
the most complex, highly
reinforced structure which is
engineered, composite
subjected to continuous
structures, widely utilized
deformation during its life. It
And generally Underappr-
is in each of these views
Automotive Textiles 53
cornering forces for steering control and transmit all traction and breaking forces. All
this needs to be accomplished through direct contact with the road surface in an area
roughly the size of a human hand. In addition, the tyre must meet these criteria over a
o o
wide range of thermal (-20 C to 50 C) and environmental conditions (e.g., dry, wet).
Comparatively speaking, the automotive tyre is designed to accommodate
relatively low loads moving at very high rates of speed, in contrast to earth-moving
vehicles which carry very high loads with relatively low rated of speed. These basic
requirements are then merged with external customer needs such as weather traction,
comfort responsive handling and durability to develop what can be referred to as tyre
attributes. These tyre attributes can be categorized into three general groups: (1)
vehicle mobility, (2) performance and (3) comfort/aesthetics. Each set of properties
and/or performance requirements are tailored to help achieve the objectives of the
vehicle and/or end-customer.
The exact performance characterization matrix is dependent on the end-use
requirements of the tyre. These characterizations have evolved over the past 100+
years and are designed to simulate end-use conditions. The top generalized tyre
performance areas today are: reduced fuel consumption, increased load carrying
capabilities, better durability and retard ability, increased tread wear, improved ride
and handling, increased traction and lower noise.
Tyre Designs In Use Today
In the automotive vehicle market, there
are three types of automotive designs in use
today: bias belted, run flat, and radial. Bias
belted tyres are named after the two or more
carcass plies which cross at a bias angle to the
centerline of the tread. Bias belted tyres usually
have a rounded tread face which increases
tread wear and hence shortens the in-service tyre
life. Bias belted tyres are one of the more durable
tyre designs due to the ability of the bias-angled
carcass to help absorb most impacts through
pantographing. Nowadays, bias belted
automotive tyres are typically used in areas
where the road infrastructure is more demanding
or for some specialty applications such as
antique cars.
The run flat tyre (either self-supporting or
ring supported design) represents the latest
commercialized automotive tyre design. The self
supporting tyre is designed to minimally deflect
(upon air loss) through the inclusion of stiff,
sidewall inserts. The ring supported tyre is also
designed to minimally deflect with air loss by
contacting the tyre onto a structural insert component which is attached to the
inside of the trim. Each run flat tyre design offer features that provide continued
mobility in the event of an air-loss for a specified period of kilometers at a given
maximum rate of speed.
Automotive Textiles 54
Tyre Section
1 - The inner liner:
A layer of airtight synthetic
rubber. This is found inside
the tyre and is the modern
equivalent of the inner
tube.
What is a Tyre?
They're round, black, made of rubber and have a hole in the middle. Tyres. Not the
most exciting part of a car, but they are a vital component of your vehicle
however, and have a big influence on its performance.
Tyre Anatomy
The diagram below shows a typical section through a tyre and lists some of its
anatomy.
Tyre Types
Tyre technology has progressed and when the Ford Anglia and Ford Prefect came
out, they were running around on Cross Ply Tyres. Now, it is more common for cars to
have Radial Tyres fitted as standard. This improves the handling no end, and are
relatively easier to obtain, but what is the difference between Cross Ply and Radial
Tyres.
Cross Ply Tyre
The casing of a cross ply tyre consists of a number of rubberised cord plies with
edges wrapped around the bead wires (the bead ensures that the tyre sits firmly on
the rim). The number of plies determines the load capacity of the tyre. Cross ply
Automotive Textiles 56
tyres for passenger cars generally have between two and six rayon or nylon cord
plies.
Cross ply tyres are few and far between on modern cars nowadays, having pretty
much been replaced by radial construction in the UK, but if you so desired, you can
still buy cross ply tyres for your Anglia / Prefect from specialist dealers.
Radial Tyre
In more modern times, the radial - or belted - tyre
has completely replaced the cross ply tyre here in
the UK. The cords in a radial tyre casing run
perpendicular to the direction of travel. Viewed
from the side, the cords run radially - giving the tyre
its name.
Automotive Textiles 57
The diagram opposite shows a typical radial carcass
construction. You can see that the cords of the carcass
run at 90 degrees to the perpendicular
Under Inflation
Under-inflation has caused this tyre to wear on the outer
edges of the tread, leaving the central tread area far
less worn. The tyre inner-liner can also degrade.
Over Inflation
Over-inflation has resulted in the central tread area
being forced into contact with the road causing rapid
or crown wear.
Mis-Alignment
A typical example of the wear pattern caused by front
wheel misalignment, (Toe-in or toe-out). The edge of the
tread is "feathered" and worn progressively from one
side.
Camber Wear
Excessive wheel camber has caused sloping wear on
the outer edge of the tread on one shoulder of this tyre.
Automotive Textiles 58
End Of Life
This tyre has reached the legal minimum pattern depth
of 1.6mm.
Illegal Wear
This tyre has been used well after reaching the legal
minimum pattern depth. (see depth of tread in UK Law
below)
Cuts
Sharp objects can cause considerable damage
rendering a tyre unserviceable.
Tyre construction
Automotive Textiles 60
The radial tyre is by far the most prevalent and broadly applied design in the
automotive arena with over 1,000 MM units sold annually. The radial tyre gets its name
from the direction that the carcass plies run; that is radially across the tyre,
perpendicular to the beads, radial tyres have multiple belt plies at opposing angles
(typically made up of steel cords) which run circumferentially across the tyre, under the
tread, to stabilize the tread area. This additional restriction also increases the tread life
(over the bias/belted tyre design) through reducing squirm and friction with the road
surface. The radial automotive pneumatic tyre was first introduced by Michelin in 1949.
The typical automotive radial tyre is composed of approximately 18 individual
components, at least 12 different elastomeric-based compounds, 1 or 2 plies of fabric,
two steel belts and a bead. While the typical automotive tyre uses minimal amounts of
textile reinforcements (i.e. 5 wt %), their contribution towards the overall tyre
performance and behavior can be significant. In general, the automotive tyre is a
composite of relatively low strength, high extensible elastomeric matrix and a high
strength, low extensible reinforcements. Primarily, the reinforcements give the tyre
shape, overall size, stability, and load carrying capability. To a lesser extent, the
reinforcements can also impact ride, handling, noise, tread wear and vehicle fuel
economy.
General cord properties are strength, toughness, dimensional stability, modulus
and linear density (i.e. mass). The fiber/cord selected for each tyre type and tyre
component, is dependent on these properties coupled with additional design
considerations such as: the fiber's tensile and/or bending stiffness,
thermal/chemical/mechanical stability, hysteretic behavior, cord structure, surface
reactivity (e.g., for adhesion), end-use requirements and performance characteristics.
It is common to better describe the reinforcement fibers, used in tyres as industrial fibers.
Industrial fibers generally offer physical significant property and chemical resistance
enhancements over standard textile-grade fibers. In the tyre industry most fibers are
used in the form of a twisted-cord. A twisted cord structure can readily be varied to
provide a wide range of properties desirable for in-tyre use.
Textile-based cords in automotive tyre today, are most commonly used as the
carcass (aka ply) reinforcement. Depending on tyre design and usage, textile cords
may also be used as flipper/chipper, overlay (aka cap ply) and toe guard. The carcass
is a highly engineered, twisted cord structure made from PET polyester or viscose
cellulose (aka rayon). They are placed radially from bead-to-bead and are the primary
reinforcing and the strength of the tyre. Chippers and/or flippers are typically made
from polyamide 66 or aramid fibers, twisted and woven into a uni- or multi-directional
(e.g. square woven) structure and placed in the lower sidewall of the tyre at a 30o to
65o angle (relative to the carcass angle). They provide additional composite stiffness in
the lower bead-area to increase handling, help absorb deflection, and provide
fretting protection between the steel bead and the carcass components. The most
commonly used fiber type is polyamide 66, while aramid is also used especially in ultra
high performance tyres.
Technical definitions of various textiles used in a car tyre:
1.Casing Cross-ply: a casing having multiples of two plies extending from bead-to-
bead, with alternate plies at bias angles opposite to the circumferential line, the bias
angle increasing from sidewall to crown.
2. Radial-ply: a casing having one or mare plies extending from bead-to-bead
approximately 90o to the circumferential line.
3. Bias belted: a crossbred of cross-ply and radial-ply design.
4. Belt (radial-ply tyres) Two, or multiples of two, layers of tyre cord fabric beneath the
tread, lying at opposite angles close to the circumferential direction, with or without an
additional layer with cord angled at 90o to the circumferential direction. Its purpose is
to brace the carcass of a radial-ply tyre to stbilise and control its
Pneumatic tyres have undergone continuous evolution for the past 100years.
Automotive Textiles 61
Although the tyre for most part consists f rubber, the reinforcing material does play
critical roles in the overall tyre performance. Lighter weight materials, improvements in
rolling resistance, uniformity and toughness continue to provide significant
technological challenges.
Automotive Textiles 62
Cord Processing
After high tenacity tyre yarns are twisted and cabled into tyre cords, they are
loosely woven into a fabric using weak cotton yarns as weft. The specific features of
this fabric, used in the production of the carcasses of pneumatic tyres, put in a unique
position in the general category of industrial fabric. These cord fabrics are often
woven on air jet looms.
Thus the tyre cord fabrics are characterized by:
1. The utilization of large quantities of cord made from high-tenacity nylon,
polyester, viscose, etc. filament yarns in the warp, and
2. The utilization of fine count cotton weft yarns (low strength) to hold the warp
cords within the fabric structure. As a general rule, weft yarn densities are in the
region of 6-14 picks/10cm.
A new tyre cord fabric roll is spliced with the tail end of the previous roll.
Following splicing, the fabric is dipped under controlled tension, in a resorcinol-
formaldehyde latex adhesive system. After dipping the fabric is dried, baked (also
known as heat-setting) under tension, and relaxed at a lower temperature at zero
tension. The relaxed fabric is then coated on both sides with a precise amount of
rubber compound, using a four roll calendar. The calendared fabric is cut to the
required angle, width and length, and the cut lengths are spliced, assembled, and
built into a so-called 'green tyre'. The green tyres are cured in automatic press moulds
at high temperature and pressure. After curing, the tyre is ejected and moved to the
post-cure inflators for a slow reinflation at a much lower pressure.
Automotive Textiles 63
Specific Tests for Automotives
Each automobile
manufacturer or comapny
uses specific test methods
based on international
standards. Aitex has physical,
chemical and fire laboratories
with hi-tech equipment for
specific tests for automobiles
Automotive Textiles 65
for this.
6. Infrared Spectrascopy (IR-FT) : Once the different chemical products contained
in a material have been extracted, they can be identified by using an infrared
spectrophotometer. This infrared spectrum of a compound provides information
on its internal properties, chemical composition, impurities, analysis of functional
group, interactions between substituents, etc.
Physical tests
1. Fibres : in addition to their chemical identification, physical tests can be used
on fibres to establish their length, fineness, transversal section,
photomicrography, resistance and elongation.
2. Mass Per Unit Area: This test verifies the surface density of leather, carped,
cardboard, textiles, and others materials used in the passenger compartment.
3. Density: Procedure used to establish the resistance of finishing materials to
water absorption by capillary action. It is applied to all materials, particularly
textiles, that may come into contact with water easily.
4. Air and water permeability : This test determines the amount of air and water
that it crosses to the porous materials. High permeability is interpreted as low
resistance.
5. Delamination: Dynamometry is used to examine the cohesion of materials
that may be liable to be delamination, studying the strength of the
adherence of materials flexible and coating between textiles and foams
under well-defined conditions.
Fire tests
1. Flammability tests on materials used in passenger compartments : Horizontal
combustibility tests, also known as passenger compartment material
combustibility tests allow the fire laboratory to study how fire propogates on
different materials. The tests can be carried out on samples in their normal
state, after ageing in special climatic chambers, or after cleaning.
2. Comfort : The touch of a textile may trigger off certain sensations in their user.
Although these sensations are important, user sensations regarding the use of
the textile are also important. The textiles is in contact with the body and must
therefore not cause any unpleasant or uncomfortable sensations. For this
reason, tests to improve the comfort of the final product are included.
Comfort is directly related to the heat resistance of a textile and its resistance
to water vapour.
3. Thermal resistance and resistance to water vapour : This test measures the
resistance of the material to the passage of water vapour through it. Skin
Model equipment is used.
The test uses porous plate to simulate human behavior, at normal
temperature (35OC) and with the humidity transport process occurring in the
skin (sweating).
This is why materials require low resistance to the passage of water vapour,
meaning that they must be breathable. This property significantly increases
user comfort inside the vehicle.
Automotive Textiles 66
Recycling of Automotive Textiles
Introduction
The complete domestic waste. The
recycling of a vehicle is a recent implementation Cars are not
long process that requires of an ecotax in France made solely
the involvement of many on household applia-
of metal. One
participants: dismantlers, nces has been well acc-
recyclers, industries that epted. Awareness has must
use recycled materials, also increased rapidly therefore try
shredders etc. The with the recent spike in to recycle the
success of the entire raw material costs, an rest of its
recycling chain depends indication of the growing
largely on the efforts of imbalance between
components,
automotive manufactu- supply and demand. The
rers to make its work automobile industry is no Challenging task beca-
easier. This is why in the doubt one of the use it requires the estab-
new millennium, Renault pioneers in this field. lishment of economically
has taken initiatives to Indeed, for sometime viable recycling chains,
"Design for Recycling.” now the bodies of most organised by major
Each of us is now end-of-life vehicles have categories of materials.
aware that the planet's Automotive manufactu-
been recovered by
rers are unable to cater
resources are limited and specialised paths. But this to all the aspects of the
are fast depleting. With is no longer enough. issue. Nevertheless,
this understanding Cars are not made Renault has decided to
comes the growing solely of metal. One must do as much as possible to
consensus that recycling therefore try to recycle facilitate the emerg-
is essential. It has become the rest of its compone- ence And success of
nts, especially poly- these paths by incorp-
second nature to sort
mers.However, this is a orating The demands of
67
Automotive Textiles
Recycling into the design year 2005." The EU legisla- Financial implications for
of its vehicles. tion mentioned earlier, will OEMs was by pressure from
require a system of collec- the automotive industry,
Recycling of interior tion at no cost to the last especially in Germany.
trim owner, and disassembly to Automotive industry
Throughout Europe be created for re-use, spokesmen have claimed
there are about 12 million recovery and recycling at that the new law is too
ELVs disposed of every year the end of the vehicle's life. heavy a burden' and that
and this is increasing at the An amend-ment stated in practice, it encourages
rate of about 3% per year. 'producers must meet all.or the production of heavy
The metal parts are a significant part of the cars using more metal - if
recycled but the remain- costs'. OEMs hope that this the ELV directive had
der, about 25% by weight leaves some room for already been passed, the
of tyres, glass and an asso- negotiation as to actually 3 litre car could not have
rtment of plastics, textiles who, in the industry will pay. been developed. The 3
and other materials loosely A previous draft stated that litre car uses three litres of
termed shredder waste' the responsibility will rest petrol to cover 100
from automobile shredder with the automotive kilometres i.e. 92m.p.g.
waste, ASR (sometimes sector's 'economic opera- and contains a high
called 'crusher' waste - tors', which was interpreted proportion of weight
ACR), mostly goes to landfill as every commercial saving plastic material.
at present. Car seats and organization involved with Recycling analyses of
other interior items are vehicles and not only the automotive plastic and
included in this ASR posing OEM. The cost of course, textiles have been carried
serious challenges for the will ultimately be passed on out.
industry which will become to the consumer. Needless
more pressing as the Fabric recycling
to say, the European car
deadlines for reduced The car seat
industry considers these
material Most of the major laminate is generally made
measures unreasonable
OEMs are also making up from polyester face
because the car is already
efforts to increase the fabric, polyurethane foam
75% recycled by weight
recycled material content and a scrim fabric which is
and actual waste from
of their cars and certain either nylon or polyester.
cars, the industry claims,
OEMs are making re These chemically dissimilar
represents only 0.2% of all
cycling a key design materials are not easily
European industrial waste.
consideration, specifying separated and therefore
In addition since 1997 there
that parts supplied must be cannot be easily recycled.
have been voluntary
made from a certain He use of polyester scrim
agreements within the
percentage of post- reduces the number of
industry to improve the
consumer recycled chemical types to two but
car's environmental
material. From press even this presents a
impact (see below).
reports. Fords appear to be problem. Chemical
However. the EU considers
especially energetic in this hydrolysis can be used to
ELVs a priority and these
exercise and are putting break down the three
measures are very likely to
pressure on their suppliers. polymers into simpler
affect the textile industry
Eventually Fords want to chemicals which can be
eventually because fabric
attain 90% vehicle used as fresh raw materials,
and fabric laminates are
recyclability (by weight), but at present this is not
major interior components
whereas others such as commercially feasible."
of motor vehicles. The
Daimler Chrysler want to do although much work has
Passing of the directive
Even better 95% by the been carried out and
which will have serious
reported, several different
Automotive Textiles 68
types of non-woven and knitted fabric have been evaluated as substitutes for laminate
polyurethane foam including the 'spacer fabric', Kunit, Multinit and wool/polyester
blended fleece made from recycled garment waste. Some are being used
commercially in German-made cars.These foam substitutes do not need a scrim
backing and those in polyester together with a polyester face fabric produce a seat
cover laminate all in one polymer type.
Some polyester fibre manufacturers, Hoechst and EMS have demonstrated the
possibility of running recycled polyester face fabric into non- woven material.
Shredded face fabric is mixed with 30% of virgin polyester polymer, melted and re-
extruded into a non-woven fibre which although discoloured can be used as the foam
substitute in a new seat cover. When this seat cover comes to the end of its life it can be
shredded, melted and extruded again but this time with a higher proportion of virgin
polymer to compensate for the used polyester being recycled a second time.
Alternatively it can be used in a less demanding end-use. Thus the same polymer is
reused but each time in a progressively lower specification application. Non-woven
polyester spun from recycled polyester bottles by Wellman is currently being used in
some production models. Bottle manufacturers continue to develop and improve
polyester bottles for many other end-uses and there could soon be a surplus of
polyester bottles available for recycling. However 'closed loop' recycling is generally
recognised as the most satisfactory recycling procedure. This is when the recycled
material, in the present context, automotive interior trim fabric is recycled back into the
original end-use, i.e. back into an automotive textile.
Recycled materials are usually perceived as being a second choice, and yet
this is not a foregone conclusion. It is believed that a well-recycled material can
maintain a value close to that of the original material with characteristics identical to
the replaced product. One of the innovations in this vein was the introduction of, for
the first time in the Megane II, decorative parts made from recycled plastic, whereas
this material had previously been relegated to equipment areas that are not visible to
the customer.
As for Modus, it contains one of the largest parts ever made from this type of
material-the dashboard structure with a weight of 4.5 kilogrammes. This part must
combine structural requirements with thermal requirements (it also serves as an air
passage for climate control). The new Laguna with more than 90 parts made from
recycled materials is the most striking example.
Conclusion
In a market where the price of raw materials is unstable, Renault has
endeavoured to minimise the cost of recycling, while avoiding losses in the value of
Automotive Textiles 69
materials used in its vehicles when they are recycled. Renault's great strength lies in the
fact that its designers are developing parts with the aim of incorporating the "Design for
Recycling" criterion in the earliest upstream phases of product development. Due to
early planning (2000) for the requirements of European directives and a pragmatic
approach to recycling by integrating future European recycling scenarios, Renault has
taken many steps toward reaching the 2015 targets at a lower cost.
Automotive Textiles 70
Smart Textiles
Tradition
Textiles have long been used in automobiles, mainly for historical reasons. Being
open top, the first cars had seats made of leather or leather imitations. Wool, cotton and
rayon were then used until synthetic fibres, such as nylon and polyester, became
dominant in the second half of the 20th century.
As a material, textiles will have a small but important role to play in the automobiles of
the 21st century. However, fabrics continue to have problems with dust, cleanability
and ventilation, and there is a need for new, new high-tech textiles with enhanced
functions that are, in particular, soil-repellent and abrasion-resistant.
In the car of the future, high-performance multifunctional textiles will act as systems,
being fully integrated with the vehicle, said António Viera, chief executive officer of the
Centre for Nanotechnology and Smart Materials (CENTI), Portugal. Such low-weight
and low-cost materials will be flexible, biodegradable and ecologically friendly, offer
real and proved benefits, and have smart layer functions.
Interior design
The first thing drivers or passengers see when they open the car door is the seat;
this is also the point of direct contact with the vehicle. As a design element, textiles are
widely used, particularly in luxury cars, to provide an image or “signature” of perceived
value and quality.
Martin Bremer, Senior Manager Colour and Trim for Mercedes-Benz Cars at
Daimler, Germany, said colour and trim design are used to create brand identity. “There
is now more consumer desire for materials because engine technology has become
too complicated to be a point of conversation,” he commented.
Describing a cab interior design approach for heavy and commercial vehicles,
Giuseppe Bruno, Industrial Designer with medium and heavy commercial vehicles
manufacturer Iveco, Italy, outlined the Iveco Engage concept, which looked at several
issues, including style and materials. The interior is based on high-quality materials with
high-tech features and innovative interfaces, such as hidden electrostatic trim panels.
Meanwhile, the Iveco Eurocargo interior concept, which is now in production, is
based on increasing style while decreasing cost. This system features the use of a
thermoplastic polyolefin elastomer compound to give a low gloss appearance, soft
touch feeling, soundproof and safety features, as well as a metal-looking thermoplastic
resin.
Bioplastics
Under the effects of the global financial crisis and “credit crunch”, consumers in
Automotive Textiles 73
developed economies have shifted their buying patterns away from sports-utility
vehicles (SUVs) and other large “gas-guzzling” vehicles toward more fuel-efficient,
lighter cars and hybrids (which use both petroleum and stored, rechargeable
electricity for propulsion).
If this trend is a permanent one — and all the signs point to this being the case —
cars of the future will also be cheaper, possibly using more recyclable materials such as
bioplastics.
Bioplastics are biodegradable thermoplastic polymers made, at least in part,
from non-fossil feedstocks. Their use could help reduce dependence on oil, widen the
properties of existing plastics and help reduce CO2 emissions. (In a widely reported
move, Japanese automaker Toyota plans to replace 20% of plastics used in cars with
bioplastics.)
Dr Johannes Ganster, Head of the Department of Materials Development and
Structure Characterisation at the Fraunhofer Institute for Applied Polymer Research
IAP, Germany, described improving the properties of bioplastics with man-made
cellulose fibres and nanoclay. When reinforced with rayon, for example, PLA, PHA,
poly-3-hydroxybutyrate (PHB) and PHB/Ecoflex can produce bio-based and
biodegradable composites with improved tensile strength, stiffness and impact
strength, particularly at low temperatures. Meanwhile, cellulose acetate reinforced
with nanoclay can be moulded without a plasticiser, offering improved strength,
modulus and heat stability.
Alternatives
New automotive textile materials have to compete with established products
and this poses certain trade-off risks, observed Dr Ralf Nörenberg, Head of the
Competence Centre for Technical Textiles at BASF, Germany. He also noted a trend
toward electro-conductive textiles (E-textiles) that have integrated electric or
electronic functions via cables or wires sewn into the fabric, enabling opportunities for
heating, seat occupation, interactive surfaces and ambient lighting.
Lenzing’s lyocell fibre Tencel, which is made from renewable cellulose
resources, is being trialled as a car seat cover, reported Dr Friedrich Suchomel, Head of
New Applications, Business Development and Innovation, Textile Fibres, at Lenzing,
Austria.
Automotive Textiles75