AUTOMOTIVE TEXTILES

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

Fibre for Automotive Textiles

Market Perception of Automotive Fibres/12
Major Automotive Fibres/13
-Polyester/13
-Nylon 6 and Nylon 6,6/15
-Polypropylene16

Product Engineering-Interior
Trim

3
Introduction/18
Seat/19
Methods of Seat Construction/19
Foam in Place/20

Direct Joining Techniques/20

Hook-and-loop fastenings/21
Tunnel tie/21
3-D Knitting of Car seat covers/21
Materials for seat making/23
Alternatives for Seat Squab and Cushion foam/24
Sewing threads24
 Koptex/25
Natural leather/25
Man-made leather and suede/25
Flocked fabrics/26
Alternative methods of Seat making/27
Door Casings/28

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

When most people think of

textile, they think about
traditional textiles, such as
apparel and clothing, or home
furnishing. The use of textiles is,
however, considerable more
diversified and 'hi-tech' than
many people assume.

General Introduction
When most people
think of textile, they think
about traditional textiles,
such as apparel and cloth-
ing, or home furnishing. The
use of textiles is, however,
considerable more diversifi-
ed and 'hi-tech' than many
people assume. Textiles are
used in a number of little
known forms and less
transparent technical
areas.
‘Automotive Textiles'
is one of them. Automotive
textiles is one of the most
important markets in the
technician textile sector.
Textiles are used
in a number of little
known forms and
less transparent
technical areas.
The automobile
industry is the largest user of
technical textiles, with abo-
ut 20 kg in each of the 45
million or so cars Made eve-
ry year world-wide. Despite
production. Overcapacity,
and near market saturation
in on in the developed wo-
rld of Western Europe, the
USA and Japan, car produ-
ction is set to increase for
the foreseeable future
especially in the develo-
ping Countries of the world.
Total world car production
growth has been generally
static in the years 1997 to
1999, but by 2004 analysts
predict of about 12% on
1999 figures.
Mobility is a fundam-
ental requirement of all hu-
man activity whether it falls
into either of the two cate-
gories of work or play. Cars
embody personal freedom
and for some an expression
of individuality. Despite
environmental issues, more
and more crowded roads
and ever increasing cost of
motoring people are not
going to give up their cars
of special relevance to
Textile manufacturers, car
interiors Have become mo-
re important within recent
years for a variety of rea-
sons. People are spending
more time in their cars, co-
mmuting longer distances
to work on a daily or wee-
kly basis. Nearly two thirds
of Automotive textiles are
used for interior trim. Textiles
provide a means of Decor-
ation and a warm soft tou-
ch to the seats and the int-
erior of the car, but they
are also used in more func-
tional applications. Carp-
ets and textile headliners
not only contribute to the
overall comfort and décor
of textiles in tyres contribut-
es to the performance,
road handling and tyre du-
rability. Reinforcing textile
yarns are essential for high-
pressure hoses and belts.

Automotive Textiles 1
.
Non-woven fabrics
are used extensively in air
and oil filters, bonnet liners
and as production aids
during manufacture. Fibre
composites in place of
heavier metal components
are helping to reduce the
weight of the car, and in
many cases Simplifying
production methods toge-
ther with other advantages.
Seat belts, air bags and as-
sociated safety devices are
contributing to road safety
and saving lives.
In addition to the
major components there
are numerous other textile
items such as sewing and
even in the battery as
electrode separators
The 20 kg of textiles in
an average car is made up
approximately from 3.5 kg
seat covers, 4.5 kg carpets,
6 kg other parts of the
interior and tyres an d 6 kg
glass fibre composites. This
is possibly conservative
when absolutely all textile-
containing items are
included, and is likely to
increase further when at
least one airbag, and in the
future possibly as many as
four or more airbags or
related safety devices, are
installed as standard items.
Automotive textiles
represents the most
valuable market for
technical textiles and
within this segment there is
a broad spectrum of
products comprising novel
textile structures with
performance properties
and attractive designs.
Total global production of
cars and light trucks in 2006
was 67,73,891 units (Autom-
otive News, 2007). The EU is
the world's largest automo-
tive manufacturer with ab-
out 16 million new passe-
nger cars and 1.8 million
light commercial vehicles
in 2006. The global market
for automotive interiors was
worth an estimated US$165
billion in 2005 and is
expected to grow to an
estimated US$210 billion by
2015. The demand and
production of vehicles will
occur at increasing pace
in developing countries-
mainly China and India.
Quite a large number of
Automotive Textiles 2
different textiles are used in
the production of a car.
Automotive techni-
cal textiles cover a broad
range of applications that
includes: upholstery and
sitting, floor covering, trunk
liners, headliners, door and
side panel coverings, pillar
coverings, sun-visors as well
as safety belts, air bags,
thermal and sound insula-
tors, filter fabrics, battery
separators, hose/belt prod-
ucts, tires and variety of
textile-reinforced flexible
and hard composites. The
textiles for interior furnishing
are primarily made of
woven, weft knitted; warp
knitted, tufted and
laminated fabrics and
nonwovens. The design,
aesthetics, feel and
comfort are important
considerations for
automotive textiles. They
must be able to meet many
end-use requirements such
as: high resistance to
different types of mechan-
ical actions, under sever
external environment con-
ditions of temperatures,
humidity, sunlight and
soiling. Since seat covers
are not washed, these must
show strong soil masking
behavior. The design and
performance properties of
technical textiles present in
automotive interiors are
among the most important
criteria for consumer
satisfaction.
There have been
interesting developments
taking place in the Produ-
Automotive technical textiles
cover a broad range of
applications that includes:
upholstery and sitting, floor
covering, trunk liners, headliners,
etc.
ction of 3D fabrics using all
forms of manufacturing te-
chnologies, i.e., weaving
knitting braiding and nonw-
oven processes. The 3D
textile structures have great
potential as automotive
components in both load-
bearing and non-load
bearing applications.
The supply chains
for textiles in the producti-
on process of a vehicle
have a distinctive feature
and are unlike textile
supply chains in other
application sectors. In the
automotive supply chain,
Original Equipment
Manufacturers (OEMs) are
the vehicle producers, and
the textile component
manufacturers do not sell
their products directly to
OEMs. They have to
position their entry in the
supply chain depending
on the nature of their
products and the general
specifications passed
down and acceptance
granted by the OEMs.
The diversity in textiles
for the automotive end
uses offers plenty of
opportunities for growth in
the automotive textile
ndustry because of the
over increasing demands
on aesthetics comfort and
Isafety of passengers as well
as the environmental issues
such as low weight, low
energy consumption and
recycling after a vehicle's
life cycle.
The environmental
requirements are putting
pressure on the automotive
industry to reduce a
vehicle's fuel consumption
and thereby reduce the
CO2 emission. One way to
achieve this goal is by
reducing the weight of the
vehicle. Textiles can play a
big part in this if structural
textile composites can be
developed to replace the
heavy metal- based load-
bearing components.
Airbags and seat
belts constitute a major tool
for consumer safety. The
airbag market has had
strong growth over the last
decade as a result of
increasing market penetra-
tion not only by the frontal
airbag system but also by
the side impact and side
curtain airbags. Seat belt
development has reached
maturity and these are now
an integral part of all cars
and trucks.
Leather interiors have been
perceived in the market
place as a luxury level
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
that it will keep its prominent
position among the
available fibres. Other
properties of polyester wh-
ich make it ideal For car
seat covers include high te-
ar strength, resistance to
mildew, low water absorbe-
ncy, allowing it to be kept
clean relatively easily,
excellent and crease
resista-nce. Wool is also us-
ed in car se-at covers and
has acceptable abrasion
resistance in certain constr-
uctions but it is expensive
and is generally used only in
up-market cars. The ma-
nufacturers of poly-propy-
lene fibres are trying very
hard to have their material
accepted for car interior
trim. Polypropylene is used in
non-woven fabrics as
headliners, carpets and
other areas of the car.
3. Seat cover laminates
The seat cover fabric must
always appear uncreased,
and for this reason it is usually
laminated to
Polyurethane foam, with a
thickness varying from
about to 2 to 10 mm. In
addition it must resist
soiling, be easily cleanable
without ever being put into
a washing machine. The
lamination to polyure-
thane foam also imparts a
soft touch to the fabric and
when the seat cover is
made up, deep attractive
sew lines are formed. To
help the seat cover slide
along the sewing machine
surface during sewing, and
to assist sliding when the
made-up cover is pulled
over the seat structure, a
scrim fabric is laminated to
the other side of the
polyurethane foam. The
scrim also helps control the
stretch properties of the
seat cover especially when
knitted fabrics are used.
Thus the cover 'fabric' is
usually in the form of a triple
laminate for seats, but
when used for door casings
a bilaminate i.e., Without
The scrim, is usede. At the
present time the most
Important technical
requirements of a car seat
covering fabric are cost, UV
degradation resistancde,
light fastness, abrasion
resistance and soil
resistance.
Textiles in other
areas of the car
The decorative and
soft touch properties of
textiles are used in most
other areas of the car
interior. The more
functional uses of textiles
generally demand very
specific properties such as
high tenacity and low
shrinkage (important for
tyres), high modulus
(important for composite
structures) and high
temperature resistance
(for belts and hoses).
Specialist fibres have been
develo-ped and have
found ready applications
in the motor industry. In
addition, textiles play a
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.

Today people are Consumers are first The challenge for

spending more time in car
due to incr-eased traffic
density, greater mobility
and long distance trave-
ling. Car interiors becoming
increasingly important with
raised consumer expectati-
ons. Therefore, the importa-
nce of interior design to the
potential sales volume of
passenger cars has always
been a major consideration
to the automobile stylist.
However, despite
the fact that textiles had for
a long time played a part in
automobile manufacture it
was not until the early to
mid-1970s that these same
companies began to
realize the role that well-
designed textile fabrics
could play in the design of
attractive interiors. Now, the
major automobile
companies in highly
competitive markets
consider car interiors as a
unique selling point.
drawn onto the dealership
lot by a vehicle's exterior
design. But it's only after
getting in the Car and exp-
eriencing its interior enviro-
nment that the potential
buyer knows if that's the
car he wants to spend the
next few years with. Fabrics
play a leading role in so
many of our comforts.
Introducing better
designed, top-performing
textiles in vehicle interiors is
a winning situation for car
maker and consumer alike.
Now, the major
automobile
companies in
highly competitive
markets consider
car interiors as a
unique selling
point.
the Textile supplier
The textile manufac-
turer and supplier, in order
to meet the expanding
requirement, hand to invest
much more heavily in true
textile design studios with
full customer-support
facilities dedicated to the
requirements of the
automotive industry, this in
turn put pressure on finding
and training qualified
designers and establishing
training systems.
The development of
CAD helped improve work
flow and reaction times to
customer requirements but
again demanded even
more qualified personnel.
The automotive company
expectations increased in
direct proportion to the
ability to meet them. What
is just possible today, is
normal tomorrow, and
unacceptable the day
after!

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.

The Choice What technologies are available and what

can they offer?
Flat-Woven structures
The main fact to
bear in mind is that flat-
woven cloths are, by their
structure, rigid or semi-rigid
and any substantial degree
of stretch, has to be a
function of the yarn rather
than the fabric. This is an
important factor for the
engineer and designer to
appreciate and build in to
any development
programme. However, it is a
highly adaptable techno-
logy when it comes to the

choice of raw materials, and by using flock or che-nille Pile woven

yarns can in fact cr-eate a form of pile structure. T h i s r e f e r s
Add to this the patterning potential of the Jacquard essentially to double plush
loom and it becomes prob-ably the most creative tech- and is a flat-woven ground
nology for interior trim materials from both the design and structure with a vertical
aesthetic aspe-cts for both engineer and fabric designer. pile added. The ground
structure is rarely seen so
serves as base for the pile
which supplies all the
aesthetic and surface
pattern. Fairly flexible in
terms of yarns but rather
more restrictive than true
flat woven; the fact that all
visible yarns are viewed
on the Cross-section
rather than along the
periphery means that the
opportunities for show-ing
yarn characteristics is
much more limited.
Jacquard velvet offers

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

surface patterns which

coincide with the panel
shape are also possible.
By comparison with
flat wovens the fabric
geometry can create
flexibility and stretch
potential. Overall, for the

Automotive Textiles 9
designer, it offers great
potential but as yet has not
made any lasting impact
on the automotive trim
market.
Weft Knit-Circular
Circular knit fabrics
can be produced as
Jacquard-designed struct-
ures offering wide surface
pattern potential. This is a
highly versatile medium
and has had a big impact
on the trim market
particularly in Europe.
Single jersey Jacquards are
relatively cheap in compa-
rison and offer good design
possibilities. Yarn selection
has to be carefully consid-
ered due to the critical na-
ture of the knitting process
and yarns of uneven surfa-
ce profiles
(i.e. boucles etc.) are not to
be recommended.
The major develop-
ment of recent years has
been in the circular-knitted
Jacquard pile fabrics. They
offer quite luxurious pile
together with very versatile
patterning possibilities
capable of utilizing several
yarn colours for the crea-
tion of multicoloured desig-
ns and a fabric which has
inherent
stretch. Despite the fact
that the structure is under
price pressure in competit-
ion with Jacquard flat wov-
ens it offers wide design
possibilities for the desig-
ner, although again yarn
selection is limited to fine
counts with aesthetic
differences being obtained
by attention to fibre cross-
section, variations in
texturizing processes to
create high/low surface
effects and luster variants.
Print
The potential is huge
in that almost any substrate
described earlier could be
printed via this route thus
allowing the fabric and the
design to be considered as
two entirely separate
design operations. There is
only one company world-
wide, at the time of writing,
That is producing autom-
otive fabrics in volume via
this route so it has to be
considered as an evolving
technology coming from
the graphics industry rather
than a traditional textile
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

Over the last 20 years, the

man-made fibre industry has
seen radical growth in terms of
fibre consumption for the
technical textile industry.

Market Perception of Automotive Fibres

Human life is surroun-
ded by hundreds of textile
fibres, either in the form of
clothes and interior textiles,
or in the form of technical
textiles for automotive,
medical, and construction
applications, etc. Textile
fibres are classed into two
groups : 'Natural' and 'Man-
made'.
Natural fibres mainly
come from agricultural and
animal sources (e.g.
cotton, wool) whereas the
production of man-made
fibres (e.g. polyester, nylon)
is an important activity of
the worldwide
The automotive
textile market has
been a primary
source of growth
for the man-made
fibre industry.
chemical industry involvi-
ng both natural and synth-
etic polymers. There are
also a limited number of
man-made fibres which
are produced using inorg-
anic materials (e.g. glass,
ceramics). The modern
automotive industry is
largely served by the man-
made fibre industry.
Over the last 20
years, the man-made fibre
industry has seen radical
growth in terms of fibre
consumption for the
technical textile industry.
The automotive textile
market has been a primary
source of growth for the
man-made fibre industry
Although automoti-
ve textiles are one of the
largest markets for Western
Europe's technical textile
sector, and consume
about 10% of the total
fibres used for technical
textiles, in terms of fibre
choice the automotive
industry is rather conserva-
tive. Perhaps this is due to
continuing downward
Price pressure from the car
industry along with the
need to produce very tigh-
tly specified products with
strict technical requireme-
nts. It is also important to
mention here that, becau-
se of increasingly fierce
global competition, auto-
motive manufacturers are
giving their attention to a
few 'versatile' fibres and
focusing on design as a
way to project an image of
high quality while offering
value to customers.
Automotive Textiles 12
Major Automotive Fibres
General
Polyester (polyethylene terephthalate). Nylon 6,6 (nylon 6 is also used in some
countries), and polypropylene fibres are used to make most automo-tive fabrics.

Requirements of Automotive Textiles

Application Fibre Used Properties

Nylon, Polyester, Abrasion and UV resistance,

Seat Covers
Polypropylene, Wool attractive design and texture

Tensile strength, extension (upto 25

Seat Belts Polyester
to 30%) abrasion and UV resistance

Nylon, Polyester,
Carpets Light fastness, mouldability
Polypropylene

Resistance to high temperature

Air Bags Nylon 6,6 and Nylon 4,6 inflation gases, durability to storage
over many many years, tear strength

Viscose rayon, Nylon, High strength, less extensibility,

Tire Cords
Polyester, Kevlar Compatibility with rubber
Table 1

Carbon (SMC), Glass, Light weight, high stiffness, high

Composites
Aramid strength, less elasticity

Polyester A wide range of solvent Resistance except

Due to its superb
mechanical performance,
polyester has been estab-
lished as the most popular
fibre for automotive textiles.
This fibre is mostly used for
seat covers, headliners,
door panels, package trays,
radialply tyres, and safety-
belts. On the whole,
polyester fibre provides go-
od excellent resistance to
photo oxidative degrada-
tion, and high light fastness.
polyester fibre properties is
possible, depending on
the method of manufac-
ture. Generally, polyester is
a strong and modestly stiff
fibre (stiffer than nylon 6
and nylon 6,6) with good
elastic recovery. High
melting and glass transition
temperature allow polye-
ster to retain good mecha-
O-
nical properties up to 175
C.The fibre also provides
excellentChemical and
to con-centrated sulphuric
acid, good resistance to
mildew and ageing, and
the requ-ired energy
absorption and
dielectric/electrical
insulating properties.
Table 2 outlines
some other properties of
polyester fibre.

Automotive Textiles 13
 Some useful properties of Polyester
(Polyethylene Terephthalate) fibre

Tenacity (g/denier) 5.5-9.0

Breaking Extension (%) 10.0-20.0

Modulus (g/denier) 85.0-95.0

Specific Gravity 1.38

Regain (%) 0.4

Table 2

Glass Transition Temperature (OC) 80

Melting Temperature (OC) 260

The strong points of polyester materials used to cover various surfaces

(package trays, door panels, headliners, etc.) of cars can be summarized as follows.
1. Very high colour fastness
2. Excellent wear and abrasion resistance
3. Good Resilience
4. Excellent resistance to heat treatments employed in panel moulding and shaping
5. Easy care

In the history of its

use in this sector, polyester
has gradually replaced
other fibres, particularly
nylon which had problems
such as snagging and light
degradation. Fibre and
fabric engineering has
also enhanced some
critical properties such as
resistance to wear, colour
fading, and loss in strength
from exposure to sunlight,
making the fibre more
desirable for automotive
interior applications.
The Italian fibre
company Montefibre
collaborated in the
development of the
prototype Alfa Romeo 33
Cabrio in the early nineties,
designing polyester textiles
Automotive Textiles14
 for the interior of the automobile. All the fabrics used, including seating fabrics, door
panels, convertible hoods, and floor coverings, were recyclable polyester. In addition
to the environmental advantages, these polyester automotive fabrics also showed
high lightfastness, and good resistance to abrasion, temperature, and soil.
Colourfastness of polyester fibres can be enhanced by implementing suitable dyeing
recipes and processing methods. Dyeing performance of polyester fibre can also be
enhanced by specific morphological structures.
Researchers have found that fabrics made from polyester yarns are highly flexible.
Nylon 6 and Nylon 6,6
Nylon 6,6 was the first synthetic fibre, invented by Wallace Carothers and
introduced in the market by the DuPont Company in 1938. Today, nylon 6,6 and nylon 6
are leading fibres in the manufacturing of numerous types of traditional and non-
traditional products, including components of various automotive textiles such as
carpets, tyres, airbags, and so on.

Some useful properties of Nylon 6,6 and Nylon 6 fibres

Nylon 6,6 Nylon 6
Tenacity (g/denier) 5.0-10.0 5.0-10.0
Breaking Extension (%) 12-20 12-22
Modulus (g/denier) 29-45 29-40
Specific Gravity 1.14 1.14
Regain (%) 4.5 4.5
Table 3

Glass Transition Temperature (OC) 47 25

Melting Temperature (OC) 250 215

Both types are char-acterized by a combinati-on

of high strength, elastici-ty, toughness, and abrasion
resistance. Good mechan-ical properties are maintai-
ned up to 160OC for nylon 6,6 and 130OC for nylon 6. The
solvent resistance of ny-lon fibres is good, but they do not
provide resistance to strong acids. The same fibres provide
excellent resistance to fatigue, abrasion, and wear.
Nylon is the predominant fibre (largely nylon 6,6) in
some automotive applications because of its excellent
wear resistance, appearance retention, soil shedding
properties, and low cost. In addition, a full range of colours
and lustres are available. Nylon fibre has an affinity for virtually every class of dyestuff.
Those classes with the widest applications are disperse, acid premetalised, chrome,
selected direct, and certain naphthol dye combinations. In the evolution of the vehicle
interior, solution dyed nylon has great potential.
Polyester has slightly better UV resistance in certain shades but nylon appears to
be closing the gap with the use of UV screening films, selected premetalised dyes and

Automotive Textiles 15
Antioxidant screening
baths. The new, high UV res-
istance nylon fabrics now
provide the automotive in-
dustry with a wider choice
of colours for upholstery
than ever before.
The most important
and commercially accep-
ted fibre for airbag manufa-
cturing is nylon 6,6, altho-
ugh some airbags are ma-
de of nylon 6 and polyester
fibres. Filament yarn made
from nylon 6,6 is strong,
resistant to ageing, and
abrasion resistant. The
modulus of the yarn is lower
than that of polyester. This
characteristic facilitates a
uniform distribution of stress
peaks across the nylon
the bag never reaches its
Filament yarn melting point. Seemingly,
made from nylon nylon 6 is also softer and
more flexible compared to
6,6 is strong, nylon 6,6 and hence can
resistant to cause less abrasion injuries
and provide easier
ageing, and packing.
abrasion resistant. Nylon 6,6 and nylon 6 are
the primary fibres for
fabric during dynamic headliners
loading when the airbag
inflates, which results in .Polypropylene
Polypropylene is
fewer unnecessary injuries.
becoming a popular fibre
A small amount of nylon 6
in technical applications
yarn is used for the airbag
for three distinctive
industry. Advocates of
reasons:
nylon 6 yarn stress that its
1. Its hydrophobicity
lower melting point
ensures that wet properties
compared to nylon 6,6,
are identical to properties
has no bearing on the
at standargd atmospheric
effectiveness of an airbag
conditions
since the temperature of
Automotive Textiles 16

Some useful properties of Polypropylene fibres
Tenacity (g/denier)
Breaking Extension (%)
Specific Gravity
Regain (%)
Table 4
Glass Transition Temperature (OC)
O
Melting Temperature ( C)
2. Its low density
leads to higher covering
power; and
3. It can be produc-
ed at a lower cost than any
other synthetic fibre since
propylene is a common by-
product of the refinery
industry.
Polypropylene fibre
is strong and stiff. It is inert to
a variety of acids, alkalis,
and solvents at room
temperature. However,
polypropylene undergoes
all thermal transitions at
substantially lower temper-
atures than either polyester
or nylon. At a molecular
level, the thermal degrada-
tion in polypropylene is
more difficult to control
owing to the presence of
tertiary carbons that are
attacked easily. Hence,
polypropylene is reason-
ably susceptible to UV-
degradation and therefore
provides less resistance to
sunlight compared with
polyester or nylons.
Other Automotive
Fibres
Acrylic, wool,
viscose, and high techno-
3.0-8.0
14.0-25.0
0.90-0.92
0 standards were possible
-18
170
logy fibres such as para-
aramid and glass (used in
radiatore hose, tyres, etc.)
are utilized in small
quantities for some specific
items in selected cars.
Although acrylic imparts
luxury with its soft handle
and aesthetic appeal, its
moderate mechanical
performance and poor
abrasion resistance limit
significant application in
automotive textiles. Acrylic
fibres' strong point lies in the
wide colour range
obtainable, excellent UV
resistance, and wool-like
handle.
The good handle,
outstanding aesthetic
appeal, and excellent
comfort characteristics of
wool fibre promote its
applications, in blended
form with other fibres in top
quality upholstery and
carpet for expensive cars. If
the cost factor of using
wool in automotive textiles
is kept aside, then an
important technical factor,
poor light-fastness, can
make the fibre unattracti-
ve for automotive interiors.
A new study using indigosol
dyes Was seeking to
achieve the maximum
lightfastness possible for
wool fibres by dyeing at
high temperatures. The
findings indicated that
lightfastness values mee-
ting minimum automotive
using these dyes.
In high-Perform-
ance cars. Very often fibre
is used in tyre reinforc-
ement and paraaramid
fibre(e.g. Kevlar) is used in
radiator hose reinforce-
ment. Both these fibres are
very strong and stiff, with
excellent heat stability.
Finally, an attempt
was made in Germany to
encourage the use of flax
fibre in automotive
interiors. The Bavarian
Ministry of Agriculture was
working in collaboration
w i t h a G e r m a n
automobile maker to see if
new applications could be
developed. The scheme
was seen as an attmept to
develop the use of a
renewable raw material.
Flax is grown in Bavaria
and the major automobile
manufacturer in the are is
Audi.
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
production are revolutioniz-
ing the industry, but they ha-
ve also brought fresh challe-
nges to the fabric producer.
The more established stand-
ards for dimensional stability
and for requiring the fabric
to lie flat, so layers of materi-
al can be cut accurately,
have been joined by additi-
onal requirements such as
porosity, thickness and tigh-
ter tolerances all round. This
is because moulding techn-
iques usually applied to pl-
astics, are being adapted
to produce car interior co-
mponents on a large scale.
Usually heat is applied in a
moulding operation or to
activate hot-melt adhesiv-
es but polyester fabric bein-
g thermoplastic is vulnera-
ble to thermal damage dur-
ing these operations. The
fabric is especially at risk be-
cause it is invariably textu-
red or surface raised when
used for car interiors.
The automotive
industry has become so co-
mpetitive that manufactur-
ers are reluctant to divulge
precise details of their pro-
cess for fear that it could be
helpful to their competitors.
Mass production methods
are still being evolved, dev-
eloped and refined to suit
particular circumferences
and frequently changing
requirements. These factors
add to the already inten-
sely competitive nature of
the industry.
The car interior
has grown very
significantly in
importance in
recent years the
aesthetics factors
have already
been made clear
The car interior has
grown very significantly in
importance in recent
years the aesthetics fact-
ors have already been
made clear. We are spen-
ding more time in cars and
comfort in all its forms is
now a major factor that
customers take into consi-
deration when purchasing
a new car. Textiles are ess-
ential for Producing surfa-
ces with an attractive ap-
pearance and soft touch
but they also play an imp-
ortant part in sound and
vibration insulation.
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
together to form the solid
foam, but to prevent the
liquids seeping through the
f a b ri c c ov er l a m i na te
before the reaction was
complete, it was necessary
to include a polyurethane
barrier film into the cover
laminate beforehand. It was
believed that this
polyurethane film reduced
seat thermal comfort
because the water vapour
permeability of the films
used was too low to allow
the passage of human
perspiration. For this and
other reasons, this novel
method of seat making
w a s g e n e r a l l y
discontinued for large-
volume production.
Direct joining
techniques
Several other
methods have been
developed based on
directly joining the cover
fabric laminate to the
squab and cushion. Direct
joining is especially suited
to seats with curvaceous
contours and it also allows
a reduction in the
thickness of the laminate
foam. There are many
variations to the basic
principle and both hot-
melt adhesive films and
solvent spray adhesives
are used. Vacuum is
applied to hold the
components together,
and the hot-melt adhesive
is activated by steam or
hot air. This general mthod
is gaining in popularity
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
of joining compon-ents
together are finding
applications in the car.
Hook-and-loop type
fastenings, sometimes
called 'touch-and-close',
examples of which are the
Velcro-branded products,
which have been used in
other industries for many
years are especially suited
to the car where ease of
disassembly has become
important. These fasteners
are much stronger than
many believe and can be
used for permanent joins-
permanent, that is until the
end of the car's life. These
materials are generally
made from raised, knitted
nylon 6,6 although
polyester is sometimes
used.
They have many
applications in the car
and a method of seat
making has been
developed, which has the
advantage of producing
sharp well-defined deep
contours without any of
the lifting or bridging
problems that are
sometimes associated with
stretch fabrics. The hook
part of the fastener is
attaced to the seat foam
cushion and the loop part
sewn to the cover. When
brought together, a very
strong join is produced.
Tunnel tie
Hope Webbing
Company of Rhode Island,
USA, has introduced yet
another new method of
Securing seat covers over
the foam cushion. It
features a specially
designed sleeve through
which a draw cord passes.
The sleeve is sewn to the
edge of the seat cover,
which is then drawn over
the foam cushion. It
Features a specially
designed sleeve through
which a draw cord passes.
The sleeved is sewn to the.
edge of the seat cover,
which is then drawn over
the foam cushion and the
cover is secured by pulling
the cord tight. For more
complex seat forms, the
cord is drawn through
small apertures in the
sleeve and secured to the
back of the cushion.
Tunnel Tie is economical
and simple to use without
the need for hooks, 'hog
rings' or plastic clips. It is
also easier to disassemble,
which could facilitate
recycling, and seems to
be especially suitable for
detachable seat covers,
which can be changed by
the customer
3-D Knitting of car
seat covers
This highly advanced,
computer-controlled
knitting technique enables
several conventional cut
and sew panels to be
replaced with just a single
3-D shaped piece. The
novel development
originated in the Research
Division of Courtaulds at
Spondon, Derby from
garment-making rese-
arch. The objective was to
knit garments in one
piece, thus
Automotive Textiles 21
eliminating panel cutting
and making up together
With the assaociated cutti-
ng waste of up to 30%. The
potential benefits for car
seat covers were soon reali-
zed and General Motors
became involved.
Initial progress was
hampered by the mecha-
nical flat-bed weft knitting
machine controls and its
Jacquard card needle
selection mechanisms, but
these limitations were soon
overcome by the appear-
ance of the computer. Now
each needle is individually
computer controlled to
enable almost infinite colour
combinations and design
patterns. Car seat Covers
can be knitted in just one
piece, the single Item
includes all tubes, flaps and
Tie down necessary for
direct fitting. The labour
intensive stages of panel
cutting and sewing of up to
17 individual piece of
fabric are reduced to just
one or two with no cutting
waste.
The 3-D technique allows
considerable design
flexibility and creativity.
Computer-assisted design
'paint box' systems
facilitate design themes;
visual appearance can be
dramatically modified by
changes in fabric
construction, yarn type
and colour, Logos can be
accurately placed and
design themes can cover
two or more seats and can
even include the door
Panels if so desired. The
actual seat cover itself and
The patterned fabric are
developed simultaneously
which reduces develop-
ment time by months. The
design-approval process is
both shortened and
enhanced by the ability to
view the finished seat in 3-D
form on the computer
screen. Other benefits
include rapid set up and
dramatically reduced
stock holding especially of
end of model surplus. A
new model cover, can be
produced simply by
changing the yarns,
inserting a new floppy disk,
and a new seat cover is
available for fitting within
minutes.
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 %

Polyurethane foam in seat back Struto nonwoven

Polyurethane foam in seat cushion Kunit

Polyurethane foam in seat cover laminate Needlepunched nonwoven

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.

Alternatives for seat squab and cushion foam

Several alternatives
to polyurethane foam used
in the squab and cushion
have also been develop-
ed. DuPont have introdu-
ced polyester fibre 'clusters'
which have a coiled and
fluffed configuration. The
cluster are put into a mould
made of perforated metal
and hot air is applied which
bonds the clusters together.
They can be formed into
seat cushions and squabs in
place of polyurethane
foam and the manufactu-
rers claim weight savings of
up to 30 to 40% compared to foam. DuPont also claim the same seating support, easier
disassembly and recycling and better comfort through increased breatheability.
Natural materials referred to loosely as rubberized horse hair have also been
used. This fibrous matter, believed to include coconut fibre and pig's hair as well as
horse hair, coated with a rubber, provides good body support, has high porosity and
brea the ability and is also claimed to be easily recycled. However it does not provide a
smooth surface and the seat cover laminate foam or foam substitute must be relatively
thick for a comfortable seat. In addition on rubberized horse hair is said to be not a
pleasant material with which to work.
All of these substitute materials are not as resilient as polyurethane foam
especially when tested at higher temperatures and lose significant thickness. Natural
fibres, jute, sisal and kapok, are also being considered for use in seats as alternatives to
polyurethane foam. As well as environmental advantages, benefits relating to comfort
such as moisture absorbency are claimed. The ability of these alternative materials to
dampen vibration when used in conjunction with or in the absence of seat springs,
needs to be established.

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
goods. These processes are
critical to sewing
performance; the thread
must be round, even and
balanced in twist, i.e. it must
not curl around itself when
allowed to hang loose.
The thread must of
course last the life of the car
without breaking down in
any way such as snapping,
shrinking or stretching. It
must be very strong and
have very high abrasion
and UV radiation resistance
in all conditions encount-
ered in the car, including
high temperatures and
relative humidity.
Most car seat
thread is produced from
continuous filament high
tenacity nylon 6,6 in
approximately 800 to
1200dtex but varies
according to specifica-
tions set by the OEM. Nylon
is best suited for this
application because of its
abrasion resistance, elastic
recovery and wet strength
in addition to the ability to
withstand the usual
conditions inside a car. In a
small number of cases,
polyester thread is used;
thread is used; thread from abrasion resistance but this
this fibre is widely used in is believed to reduce
seat belts. breatheability.
The shortage of
leather together with the
Kaptex
Deep, well-contou- increased preference for
red sewing lines are an aes- leather designs is an
thetic feature in their own opportunity for expansion
right and can be simulated In man-made leather
b y a t h e r m o b o n d i n g products which require
techn-ique without any textile base materials.
actual sewing. This process,
which was developed by
Man-made leather
Textile Bonding in the UK and suede
At present the most
allows accurate, uniform
successful man-made
and reproducible sewing
products, two grained
effects and stitch patterns
leathers and eight suedes
to be produced, in almost
are entirely Japanese
unlimited designs,
including logos, which made, and the compa-
cannot be accomplished nies involved have produ-
easily by conventional ction expansion plans.
sewing. Toray anticipate a rise in
the demand for man-
Natural leather made suede from 16
Automotive natural million m2 in 1995 to 25
leather is frequently foam- million m2 by 2005 with a
backed together with a significant proportion
scrim in the same way as going into European cars.
The base materials
fabric before fabricating
are generally non-wovens
into a seat cover. The
using micro-fibres in
leather is also usually
polyester, which constitu-
lacquered with a
tes 68% of the weight, the
polyurethane resin on the
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
ventilation and the non-
rigid structure allows
reduced amounts of foam.
A foam and spring
replacing system introdu-
ced by DuPont known as
Dymetrol has also been
used in automotives around
the world. It is a woven
fabric structure and
described as being 100%
polyester; the warp yarns
are of Dupont's Hytrel
polyester resin, the weft of
regular polyester and the
whole is therefore readily
recycled.
The manufacturers
claim that the yarns stretch
to take the exact shape of
the seated person, but later
return to the original
dimensions, and it can do
this thousands of times
without fatigue.
Dupont have
publicized the possibility of
a 100% polyester seat;
cover, cushion and seat
frame. It would comprise a
polyester face fabric,
laminated to a polyester
non-woven fabric, material known as
covering a squab and Optiride which is unique in
cushion made from Having a dual
DuPont polyester Fib re modulus depending on
Cluster material. The seat the strain level. Below 30%
frame would be made the modulus is relatively
from injection-moulded low, but above this figure,
Rynite thermoplastic poly- it becomes significantly
ester and compression higher.
moulded DuPont XTC The appearance of
thermoplastic polyester. multipurpose vehicles
The whole assembly would (MPVs) has introduced a
therefore be constructed need for the seat layout to
from all Dupont polyester be flexible. Seats which
materials requiring can be removed and
minimum disassembly for refitted by the customer
recycling and would also must be light in weight.
weigh less than a Daimler-Benzhave
conventional seat. produced such a seat for
Ultra-Flex Corpora- their 1997 V-Class minivan
tion using Hoechst Celan- which replaces 20-30
ese Elastomer monofila- seatback components
ment fibres developed a with just a single piece in
lightweight fabric seat Durethan BKV from Bayer,
suspension system, space- and the whole seat is 30-
saving and requires less 50% lighter with cost
foam. Better Height Savings of 10-20%. This
control, less noise and particular seat also
greater long-term durab- features a built-in seat belt.
ility are also claimed. The feature of designing
Inland Fisher Guide, now seats with built-in safety
Delphi, produced an belts is being developed,
elastomeric screen-like especially for children, and
Automotive Textiles 27
 some are in commercial
use.
Door casings
Face fabrics for door
casings re generally similar
to seating fabrics and in
many cases the same
material is used for both
applications in the same
car.
The textile/polyuret-
hane foam laminate (there
is generally no need for a
scrim) is almost invariably
used on a door casing in
combination with a foil or
Figure 1
film made from polyolefin
(known as TPC thermop-
lastic polyolefin), polyure-
thane, PVC, or PVC/ABS to
produce a two-tone or
two-design effect. Wood,
wood-veneer or a natural
or synthetic leather are
also used. In some car
models the textile is just a
small insert panel or
'window'. Closed cell
polypropylene foam, such
as Alveo (Sekisui) has
appeared in some models
in place of polyurethane
foam to provide a slightly
Mould top
Molten or liquid
polymer introduced
here
firmer softTouch to the
cover stock, which is
preferred in some up-
market models. At the
bottom of many car doors
is a piece of non-woven
covering material, usually
aneedl-punched polye-
ster or polypropylene felt,
the so-called 'kick panel'.
As with seat mak-
ing, the process of door
making was labour intens-
ive with even simple oper-
ations such as turning do-
wn edges of covering fab-
ric or foil presenting
manufacturing problems.
Textile-insert low-
pressure moulding
techniques, for example
using polypropylene resin
can produce a covered
door panel in a single
operation, see figure 1. No

Barrier material lamination process and no

Fabric (or foil)
adhesive is necessary but
barrier materials are
Mould bottom sometimes required on the
back of cover laminates to
prevent the molten resin
Component manufacture by ‘one shot’ textile (or and polypropylene is
decorative film) insert moulding. The process involves widely used to make door
introduction of the polymer, either in molton or liquid form
into the space between the top and bottom mould and
panels, but more process
over the fabric and barrier material. This is carried out by steps are required and this
injection through an orifice in the top mould or by some method is slowly losing
other means. For long components, more than one orifice ground to the single
or gate may be needed. Care is needed to prevent operation techniques. In
damage to the face fabric; polyester begins to soften
the former method spray
below 100OC, well below its melting point. Application of
pressure increases the risk of damage to fabric texture or adhesives are used in
pile. The barrier material is to prevent the or molten some cases. Textile
polymer penetrating through to the face fabric before it 'window' insets on door
solidifies to become the rigid carrier component. This casings are sometimes
general principle is used to make door casings, A,B and C
produced using pressure-
pillars, parcel shelves. This single process combines the
following : 1. Fabrication of the rigid carrier, 2. sensitive adhesive-
Thermoforming the component to shape, 3. Lamination of b a c k e d ( P S A B )
the face fabric (or foil) to the rigid carrier. components. Welding
methods are also
sometimes used in place

Automotive Textiles 28
of adhesives but the
materials to be joined must
be thermoplastic and
capable of forming a good-
brittle join.
The use of natural
materials is being examined
and in fact is being used in
some cars in effort to make
the car 'greener' in response
to pressure groups and
governments. An example is
Mercedes' use of natural
fibres in a polyurethane
matrix for the rigid door
panel. There are also
benefits to be gained since
some natural materials
have mechanical
properties, which allow
weight savings when used in
composites.
Integral armrests
produced by a single
The use of natural
materials is being
examined and in
fact is being used
in some cars in
effort to make the
car 'greener' in
response to
pressure groups
and governments.
operation, may require
fabric stretchability of u to
30% or more for deep
drawer mouldings. It is
necessary to achieve well-
defined cotours, without
pile distortion or crushing
during moulding. The fabric
laminate door casing
bond must withstand
environmental tests and
many years' use in the car
without the textile lifting or
delaminating over the
sharp concave curves.
Safety aspects
have assumed more
prominence recently, and
side-impact protection
units, designed to absorb
and direct impact energy
away from passenger,
Need to be incorporated
into the door structure
without reducing interior
passenger space. From
penetrating to the face of
the fabric. In some
operations, the armrest is
produced as an integral
part of the textile-covered
door panel in a single
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
the utilisation of nonwoven
fabrics in OEM (Original
Equipment Manufacturer)
automotive interiors and in
automotive filtration. The
importance of nonwovens
in the automotive industry
continues to be fuelled by
the ability of such fabrics to
be customised and engine-
ered to meet the requirem-
ents of modern vehicle
assembly operations and
technical performance in
use. Nonwovens are
particularly attractive in the
automotive industry
because of their ability to:
-Be integrated into multi-
l a y e r , m o d u l a r
components with other
material including foam
-Be incorporated into
lightweight and low-density
modules.
-Meet stringent cost-
performance targets in
Nonwoven fabrics are
essential components in
modern vehicles with over
forty areas of applications.
what is a highly price- The total weight of
sensitive industry textile components
-Be deep-draw moulded including nonwovens as a
into complex shapes at proportion of the total
relatively low temperature vehicle weight has
-Contain recycled raw gradually increased.
materials and and still Looking to the future, in a
meet performance requir- medium-sized vehicle, the
ements weight of textile materials is
-Be compatible with expected to rise from a
emerging recycling current average of about
processes. 21kg to 35kg by 2020 of the
current 21 kg, about 8 kg is
interior textiles, 4.5 kg of
Looking to the which is floorcovering and
future, in a the remaining 3.5 kg is the
medium-sized headliner and upholstery.
vehicle, the Some of the existing
weight of automotive applications
for nonwoven fabrics are
textile summarised in Table and
materials is Fig. In vehicle interiors,
expected to nonwoven facings
rise from a contribute to the overall
current aesthetics of the interior
while fabrics that are
average of hidden in the construction
about 21kg to of automotive parts
35kg by 2020 perform reinforcing,
Automotive Textiles 31
 Automotive Applications For Nonwoven Fabrics
Backings and Miscellaneous
Facing Fabrics Filter Media
Fillings Components

Headliner Headliner Cabin air Electrical insulation

Main floorcovering Main floorcovering Engine air Composite (panel)

and boot liner and boot liner
Seating and rear Seating Transmission Reinforcement
seat backs
Door and Oil Gaskets and seals
Bonnet liner
dashboard panels

Acousitc insulation Brake hose Catalytic converter

Parcel shelf

Door panel and trim Thermal insulation Battery separator

A,B,C pillar Side impact airbag

Adhsive layers Sleeves
coverings

Fire barriers

filtration barrier, sealing or T h e f i b r e Nonwoven materials used

acoustic insulation
functions. The growing
importance of nonwoven
fabric reinforcement in
composites and in foam
replacement is further
major area of development
that is considered
elsewhere in this book. The
interior use of textile and
nonwoven fabrics
according to vehicle
segment is summarised in
Table. Woven fabrics still
predominate in automotive
interiors irrespective of
vehicle segment. With the
exception of Alcantara® or
Ultrasuede® as it is known in
the USA, utilisation of
nonwovens is confined
mainly to the lower cost
vehicle segments A, B, C,
vans, SUVs and MPVs with
limited utilisation in the D, E
and F vehicle segments.
composition and
selection of fabric types
also varies amongst
vehicle manufacturers in
the different global
regions. The type and cost
of the vehicle influences
the choice of fabric; for
example, in Europe, group
C vehicles and above
traditionally have a tufted
r a t h e r t h a n a
needlepunched
floorcovering.
In Japan and
Europe nonwoven fabrics
are more extensively
utilized throughout the
vehicle than in the NAFTA
(North American Free
Trade Agreement)
countries of the USA,
Canada and Mexico.
While standard
specifications and test
Methods relating to
in vehicle have been
i n t r o d u c e d b y
organisations such as the
VDA (German Association
of the Automotive
Industry), the SAE, the
ASTM, DIN and the AATCCs
e a c h v e h i c l e
manufacturer operates its
own bespoke test
specifications relating to
various aspects of fabric
performance. Some of the
important technical
performance parameters
in automotive nonwoven
fabrics include: colour
uniformity and light
fastness (effects of
temperature and UV
degradation), fogging
(e.g. with latex backing),
flame resistance, soiling
and cleaning, sound
absorption, static
electrification,

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.
Nonwoven fabrics in
headliners take the form of
facings, backings or
substrates depending on
the engineering design of
the particular module.
In Europe, warp knitted
tricot fabrics account for
50.7% of facing fabric
production, while
needlepunched and
stitchbonded fabrics
represent 24.6% and 15.6%
respectively (1). Circular
knitted fabrics make up the
remainder. In the USA,
OEMs traditionally produce
headliner and pillar trim
facing fabrics from tricot
warp knitted polyamide
fabrics. The choice of
facing fabric in headliners is
influenced by the
prevailing automotive
specifications in different
countries, which are not
uniform. Particularly in
Japan and Europe,
headliners faced with
dope-dyed 100% PET
needlepunched fabrics
have to a large extent
replaced conventional,
warp knitted fabrics partly
because they are readily
assembled and fitted into
the roof of the vehicle.
Fabrics produced from
100% PP are also available.
Traditionally, the higher
durability standards for
vehicle interiors in the USA
have meant that knitted
and woven facing fabrics
have been selected in
p r e f e r e n c e t o
needlepunched fabrics
since to meet these
specifications nonwoven
fabrics of relatively high
fabric weights are
required, reducing their
cost competitiveness. In
low-medium segment
vehicles, needlepunched
headliner fabrics are
common in Japan and
Europe; the fabrics have
acceptable abrasion
resistance and particularly
good thermal moulding
characteristics, which aids
the vehicle assembly
process.
Nonwoven facings
a r e m a d e o f
needlepunched, stitch-
bonded or to a more
l i m i t e d e x t e n t ,
hydroentangled fabrics
produced from dry-laid
(usually carded and
crosslapped) spun-dyed
PET fibres with a linear
density of $3.3 dtex and a
mean fibre length of 50--60
mm, which compete with
traditional warp knitted
tricots. Flat or random
velour needlepunched
facings are selected
d e p e n d i n g o n
application. Because of
the large uninterrupted
visible area provided by
the headliner in the
vehicle, colour
consistency and freedom
from faults such as fused
fibres or contamination in
the fabric is particularly
important. An example of
a p r o c e s s l i n e
arrangement for
p r o d u c i n g f l a t
needlepunched headliner
fabric is given in Fig.
Multiple needle looms are
arranged in sequence to
achieve a high needling
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.

The incorporation of semi-rigid polyurethane foam in laminated headliners

provides a means of controlling the stiffness of the headliner when the foam is cured,
increases sound absorption and provides impact cushioning for the vehicle
occupants. However, lamination of foam directly to the facing fabric can negatively
affect the mouldability of the laminate, particularly where highly contoured and
deeply recessed shapes are required. Recycling the fabric component at the end of
life is also complicated in modules containing foam. An alternative approach is to
eliminate foam altogether and to bond the facing directly to a high-loft nonwoven
fabric that functions as a sound absorber and provides impact cushioning; these
components may also be bonded directly to the substrate (core). An advantage to
this approach is the possibility of making the entire construction from a homogeneous
polymer such as polyester or polypropylene, thereby simplifying the end of life
recycling. In Europe, needlepunched PET facing fabrics, with a PET substrate have
been developed to prontote recycling of the module at the end of life in line with the
European End of Life Vehicle (ELV) Directive. Reclaimed fibrous materials may also be
used as foam replacement; refiberised mixed garment waste is dry-laid and
combined with thermo-curable phenolic resins to form a thermoformable nonwoven
layer providing mouldability, dimensional stability and sound insulation properties. In
headliners containing foam, polyester spunbonds are utilised for lamination and
chemically bonded glass fibre nonwoven fabrics provide reinforcement and stiffness.
The glass component of the headliner in a foam laminate may be introduced in
various ways including :
Deposition of chopped glass fibres on to a scrim coated in adhesive followed
by the application of adhesive to the glass fibre surface to improve adhesion and
permit the attachment of a foam board layer. This arrangement of layers may be built
up sequentially to produce a thicker structure and is pressure-laminated in an oven.
Formation of a glass mat (instead of providing loose fibres) which is adhered to a
spunbond fabric and another glass mat to produce a tri-layer, chopped
glass/spunbond adhesive/chopped glass structure. The construct is pressure-
laminated in an oven.
Alternatively, the individual layers of the headliner may be laminated inside the
mould itself and simultaneously moulded in a one-step process. Glass fibre fabrics are
particularly useful in noise reduction but have the disadvantage of a relatively high
density compared to polymers, which increases the weight of the module, and there
are perceived health and safety concerns in handling during vehicle manufacture.
Partly for this reason and the desire to improve environmental sustainability, high
modulus natural fibre reinforcements have been evaluated including flax, hemp, sisal
and jute as well as blends with recycled fibres. In addition to headliners, this is of course
particularly relevant to door panel trims, boot liners and parcel shelf construction.

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
a nonwoven fabric
composed of glass fibre
combined with a film layer
but these have evolved into
more sophisticated
nonwoven fabrics
composed in part of
microfibre nonwovens.
Nonwovens containing high
temperature resistant fibres,
for example oxidised PAN,
are also available. Modern
bonnet liners enable active
rather than passive noise
reduction limiting the
vibration reaching the
cabin. Since road noise
generated by tyre contact
with the surface is a major
source of noise entering the
cabin, the selection of
linings, for the wheel wells is
also of major importance
and can contribute to noise
reduction through
appropriate tuning.
Mouldable and recyclable
nonwoven fabrics
composed of PP and PET
have been developed that
are needled to a facing
fabric producing a fully
integrated acoustic
component.
Boot (trunk) liners
In the boot and luggage
compartments, specific
applications of nonwoven
fabrics include the boot-
liner facing fabric, including
reinforcements for coated
liners, the liner found under
the parcel shelf
immediately above the
boot, the rear-panel inside
the boot enclosure and on
the back of the fold- down
seats. Irrespective of
geographical region,
n o n w o v e n s a r e
predominant in boot liners
a n d l u g g a g e
compartments. In Europe
about 85% of boot liner
fabrics are nonwoven,
with 10% tufted and 5%
being composed of other
materials (1). In European
vehicle segments A-D flat
needled fabrics are
important of ca. 180-350
gm¯2 or needled velour
fabrics with an average
weight of 400 gm¯2. A
large proportion of boot
liners in the USA are also
p r o d u c e d f r o m
needlepunched fabrics.
Facings are commonly
staple fibre PET or PP
needlepunched fabrics in
either flat or velour
construction. Cost is one
driver for the selection of
PP together with the
increased opportunities
for recycling the trim
waste. To improve sound
insulation, these are
frequently backed with
either fabrics produced
from waste fibres
Reclaimed from pulled
clothing waste or low-
grade bast fibres, e.g. jute,
depending on region.
Needlepunched underlay
fabrics for boot linings are
produced from batts
composed of recycled
fibres obtained from
pulled clothing waste. The
fabrics are produced by
chemical bonding or by
thermal bonding when the
waste fibres are blended
with PP fibre. The PP is
either virgin or reclaimed
waste fibre. These
substrates are faced with
either needlepunched PP
or PET fabrics that match
the rest of the vehicle
interior or with durable and
impervious polymeric
coatings.
Door and parcel
shelf
In the door, the panel trim
including the inserts or
bolster, underlying
reinforcement fabrics and
lower facing fabrics may
be composed of
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
Japan finer spun-dyed PET
fibre is preferred of 6 denier,
or below. This partly reflects
the lower abrasion
resistance specifications
that exist outside the USA.
Commercially, white
hydroentangled fabrics are
designed to be joined with
facing fabrics or foamed
polyurethane to protect
from glue or latex
penetration in pillar trims,
door panels and injection
moulded dashboards. Such
fabrics are composed of
100% PET, 75% PET/ 25%
viscose or 50% PET/50% PP
and are in the range of 0.5-2
2
mm thick and 50-200 gm¯
(15). The reinforcements are
normally based on
spunbond fabrics.
Environmentally sustainable
natural fibres are also found
in door panel applications.
Short-cut bast fibres, such as
flax and ramie have been
used to reinforce
thermoplastic composite
structures for some years.
More recent developments
have included the use of
needlepunched hemp
(Cannabis sativa)/flax
fabrics (50/50) to reinforce
thermoset compression
moulded composite
products. Epoxy resin is
used as the impregnation
medium in the BMW 5
series.
Seat
Nonwovens are
extensively used as
backings, bolster fabrics,
r e i n f o r c e m e n t s
(particularly coating
substrates) including
needlepunched,
hydroentangled and
spunbond fabrics.
Durability, soil resistance,
UV resistance and
appearance retention,
are obvious requirements
in facings for automotive
seats, which traditionally
has limited the
penetration of nonwoven
fabrics. Flat woven fabrics
are particularly important
in European vehicles with
woven velours being
snore popular in Japan
and NAFTA countries.
Other facings are
constructed from leather,
double needle bar
Raschel, circular knits,
tricot and warp knits.
Nonwoven fabrics in seat
facings are limited to
durable, synthetic suede,
microfibre nonwovens,
w h i c h m a y b e
impregnated with
polyurethane resin to
simulate natural leather.
Traditionally, the fabrics
are produced from islands
in the sea bicomponent
fibres that are separated
by dissolution of the matrix
after needlepunching.
Such fabrics represent
only a small proportion of
the total seating market
(ca. 2%). One of the best
known synthetic suede
fabrics used in
automotive interiors is
Alcantara. The fabrics are
used by many of the main
vehicle manufacturers,
usually but not exclusively
forsports and medium to
high-end models. The
fabrics were originally
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
Automotive facings
in floorcoverings are either
tufted or needlepunched
fabrics produced from
spun-dyed PA (mostly
tufted), PET or PP
fibres(needlepunched)
depending on the
durability, cost and
required specifications,
which vary globally
between vehicle
manufacturers. In respect
of tufted fabrics, cut þile is
more extensively selected
than loop pile. A high
proportion of facing fabrics
in North American vehicles
is tufted, whereas in Japan
andEurope a larger
p r o p o r t i o n i s
needlepunched,
particularly in vehicle
segments A to C. Of the
interior carpet about 55% is
composed of nonwoven
f a b r i c s w i t h
tuftedaccounting for 45%
(1). In Europe, needled
velour fabrics are found in
vehicle Classes A to C,
where cost
Classes A to C, where cost
is paramount, but there is
also some penetration in
more expensive vehicles
(segments D and F) where
tufted fabrics have
hitherto dominated the
main floor areas. The
gradual shift towards
needlepunched fabric is
being driven principally by
a desire to reduce cost but
also reflects technical
progress in achieving
improved aesthetic
appearance, abrasion
resistance, pile stability
and cleanability of
needled fabrics, which
historically have been
inferior to tufted fabrics.
Needlepunched facings
are made in flat or
structured (random velour
a n d r h o m b i c )
constructions by carding,
crosslapping and
needlepunching spun-
dyed, crimped PET staple
fibres of ca. 6.7-17 dtex in
Europe with PP staple fibre
finding applications in the
USA. Abrasion resistance
increases with fibre linear
density, and in PET velour
constructions, different
fibre linear densities may
be blended together to
balance pile stability and
aesthetic requirements. To
produce velours, the batt
is pre-needled and then
structured on a second
loom to form a surface
pile. In the case of
rhombic patterns, the
velour fabric is needled
again on a velour
machine. Fig is an
example of a needled
velour fabric production
line. Random velours are
produced using crown
(three barbs, one on each
apex) or fine fork needles
rather than conventional
barbed needles found in
flat needlepunching, and
the conventional
perforated bed-plate is
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.

The type of backcoating on the floorcovering depends on the particular

vehicle segment and includes latex backing, thermoplastic PP backing and
thermoplastic PE powder backing. When heated, a thermoplastic backcoating on
the fabric aids fitting of the floorcovering to the complex thr0e-dimensional shape of
the vehicle floor compartment. Conventionally, both flat and velour needlepunched
fabrics are latex-backed with, for example, SBR. highlights the differences in transverse
structure between flat and velour needlepunched fabrics. Compared to tufted
fabrics, needlepunched fabrics have a shorter pile and a different surface stmeture,
which affects the appearance and wear resistance of the floorcovering, particularly in
relation to pile crushing/recovery and soiling. Recent developments include the
introduction of durable, latex-free needlepunched facings produced using binder
fibres to facilitate reduced levels of fogging in the cabin, simplify module assembly
and recycling at the end of life. In tufted fabrics, spunbond primary backings are
required to secure the tufted yarns in place. During tufting, filament yarns are pushed
through the nonwoven backing by the needles to form the tufted pile. The backing
facilitates deep moulding of the tufted fabric during formation of the floorcovering
module and contributes to tuft-holding and dimensional stability during and after the
moulding process. The inherent mouldability of isotropic nonwoven primary backings
in tufted carpets is particularly advantageous . Automotive floorcoverings are
produced as deep moulded modules and are pre-assembled with the underlying
sound insulation ready for integration into the vehicle. Nonwoven backings are ca. 100
-2
gm thermally bonded spunbond fabrics composed of either PET (e.g., Lutradur) or
thermally bonded sheath-core bicomponent filaments consisting of a PA6 sheath and
a PET core (e.g., Colback).

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 nonwoven filters

Nonwoven filter media are important in fuel, lubrication oil and air filtration. The
latter relates both to cabin air filtration and to vehicle air intakes. Cabin air filters
protect vehicle occupants from air-borne pollutants and allergens by removing
suspended particles drawn in to the cabin from outside; they play a major role in
improving cabin air quality. Cabin filters are produced from either pleated synthetic
fibre nonwovens, including laminated, multi-layer fabric constructions or paper
fabrics. Efficient removal of small particle contaminants can be accomplished by
increasing the fibre specific surface area, usually by decreasing fibre diameter. The
microfibre nonwoven fabric layer is sandwiched between a pre-filter fabric and a
carrier fabric. An example of a synthetic fibre HVAC cabin air filter is micronAir. The
concentration of gases such as ozone, NO2, SO2, benzene and unwanted odours
entering the cabin are reduced by the incorporation of an activated carbon layer

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

Seat Belts and Airbags are

used in modern cars as a
passive safety system for
drivers and passengers.

Seats Belts
The seat belt is an
energy absorbing device
that is designed to keep the
load imposed on a victim's
body during crash down to
survivable limits. Fundame-
ntally, it is designed to
deliver non-recoverable
extension to reduce the
deceleration forces which
the body encounters in a
crash. Non-recoverable
extension is particularly
important to prevent
occupants from being
pulled back into their seats
and sustaining whiplash
injuries immediately after
an impact. Studies carried
out in the 1970s concluded
that seat belts could
reduce serious and fatal
injury by 50%. In passenger
cars, the seat belts fit across
the lap and the chest. The
wearing of both front and
back seat belts is now
compulsory in many
countries of the world and
all new cars made,
contain at least four
diagonal and lap seat belts
each made from about
250g of woven fabric.
Studies carried
out in the 1970s
concluded that
seat belts could
reduce serious
and fatal injury by
50%.
According to the
literature, the seat belt was
invented concurrently in
the United States and
Sweden. The American belt
comprised a strap to
encircle the waist and the
Swedish belt was a
diagonal band designed to
support the upper body.
Now, a combination of the
two designs is more
prevalent- an arrangeme-
nt called the three-point
belt, which is secured by
two fittings on the floor and
a third on the sidewall or
pillar. Racing drivers wear
another combination,
specifically two shoulder
straps and a lap belt. The
earliest automobile seat
belts Were fixed and were
adjusted to fit the wearer
manually. The automatic
belt superseded this
arrangement, giving the
wearer more freedom to
move. The automatic belt
has a locking mechanism
known as the inertia reel.
An efficient seat belt will
only allow its wearer to
move forward a maximum
of about 30cm to avoid
contact with any fixed
parts of the car. Because
Of a retracting mechanism
and a special housing, the
automatic belt is much
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.

Seat Belt Formation And Properties

Seat belt webbing is
a narrow woven fabric
which is made from
filament yarn. In
production, the filaments
are formed into yarn then
wound onto beams ready
for weaving. Irrespective of
the market, seat belt
webbing which has been
woven, dyed and finished
is sold to seat belt manuf-
acturers who combine the
webbing with other fittings
in a suitable arrangement
for the car market. In the
early days of seat belt
production, two materials
were used to manufacture
the webbing, Namely
nylon to construct the lap
belt and polyester
to make the diagonal
variety. Alongside the
boom in narrow fabrics in
the late 1960s and early
1970s, research was under
taken to ascertain the
preferred fiber. In the
testing, nylon and polyester
seat belts were loaded
statistically and dynamica-
lly and the results were
correlated with the geom-
etry of the belt and the ove-
rall deceleration rate of the
car. Ultimately, the lower
extensibility and higher
stiffness of polyester esta-
blish it as the superior fiber.
Now, polyester commands
the greater share of the
seat belt market.
The narrow fabric is
multiple layer woven twill or
sometimes satin, using
typically 320 ends of 1100
dtex or 260 ends of 1670
dtex high-tenacity contin-
uous filament polyester
yarn. These constructions
are chosen because they
allow maximum yarn
packing within a given
area for maximum strength
and good abrasion
resistance- the trend is to
use thicker yarns for even
better abrasion resistance.
Warp direction is more
critical since the force is
applied in this direction
during Accidents. This
design have long warp
knuckles on both
Automotive Textiles 47
Sides of the belt providing
the necessary strength in
loading direction, its light
weight, slim and flexible
fabric with smooth surface
are comfortable and easy
to use. Seat belts should be
able to carry a static load of
around 1500kg with a
maximum extension of 25-
30%; other requirements are
abrasion, heat and light
resistance.
Belts need to be as
soft and flexible as possible
along the length direction
but as rigid as possible in the
width direction so they can
slide easily through buckles
and to retract smoothly into
housing. The edges must be
scuff resistant but not
unpleasantly hard and the
material must be resistant to
UV degradation and retain
its strength for the life of the
car.
Both dope dyed and
yarn dyed polyester are
used. These dyes must
have excellent resistance
to light and high wet
crocking and perspiration
fastness. Shuttle less
weaving machines and
high speed needle looms
are employed for weaving
seat belts. Loom state
fabric is about 5cm wide,
weighing approximately
50g per linear meter, but
during fabric finishing, the
woven fabric is shrunk by
heat setting in the length
direction to improve the
energy absorption
properties. The extension
and reduced recovery
from stretch properties are
imparted to seat belts by
Belts need to be
as soft and
flexible as
possible along the
length direction
but as rigid as
possible in the
width direction
controlled heat relaxation
during finishing. As a result,
finished fabric weight is
approximately 60 g per
linear meter. This controlled
limited non-recoverable,
i.e., not elastic, stretch
reduces some of the
deceleration forces on the
body being restrained
during a collision. Some seat
belts are lightly coated to
improve clean ability,
durability, and ease of
passage in and out of
housing and to impart some
antistatic properties.
A total of about 14m of
seat belt fabric weighing
about 800g are used in
each car made, which
amounts top about 32000
tones every year. Seat belts
are mainly black in Europe,
light gray in the USA and
Japan, but this is now
changing to harmonize with
interior colors.
Tests For Seat Belts
BS 3254; 1960 requires
a belt to restrain a
passenger weighing 90.7kg
(about 14 stone ) involved
in a collision at 50 km/h
(about 30 m.p.h ) into an
immovable object. In an
actual car accident the
front of the vehicle will
crumpled , usually by
design, causing very rapid
deceleration forces on
the human body. The
standard takes this and
other factors into conside-
ration and specifies
minimum performance
requirements for the seat
belt webbing. This first
standard was replaced
by BS 3254 Par 1 1988, '
Restraining devices for
adults' and BS 3254 Part 2,
1991, 'Restraining devices
for children', Minimum
belt widths are specified
4.6 cm minimum for the
waist strap and 3.5 cm
minimum for the shoulder
strap for adults. Minimum
belt widths are also
specified for children
depending on their
weight, 2.5cm for the
smallest (9to 18kg) and
3.8cm for larger children
(18 to 36 kg). The belts
should be tested for
breaking strength using BS
2576; 1986, breaking
strength and elongation-
strip method for woven
textiles. Minimum breaing
forces for adults are 13.3
kN for the waist strap and
10 kN for the shoulder.
Other tests include
accelerated ageing and
in the made up form,
f a s t e n i n g a n d
unfastening 10,000 times.
Seat belts are also
governed by ECE R16,
ECE R44 and EEC 77/561
and Construction and
Regulation use 46/47/47A.
Automotive Textiles 48
Seat Belt fabric is scrupulously examined for defects, usually by electronic means and
the manufacturers are subject to both national government and European Union
regulations.
Automotive Airbag
Historical Baground
Airbags are used in
modern cars ass a passive
safety system for drivers
and passengers. John
Hetrick was the father of
the automotive airbag. He
was granted a patent in the
USA in1953 for developing
an automotive safety
cushion assembly. Hetrick's
idea was executed in
automobiles through
commercial production of
vehicles with airbags by
General Motors in the USA
in the early 1970s. Noneth-
eless, the concept did not
successfully take off due to
lack of public interest in an
expensive complicated
and less effective techno-
logy. Further research
enabled scientists to come
up with a much improved,
effective and more
economical
airbag system. In 1984, the
concept of airbag as a
passive safety system was
used as a standard item in
Mercedes Benz S-class
cars. From the late 1980s
most European, American
and Japanese automo-
bile manufacturers widely
started using airbags for
drivers and front seat
passengers in modern cars
to reduce mortality and
serious injuries the event of
head-on collision.
Today sales of new
cars are bolstered by the
inclusion of several
airbags in a car and they
appear to add extra value
in the eyes of consumers
for safety and security in
event of accident. From
early 2000s, Toyota Avensis
started providing 9
airbags, Audi A8 10
airbags and BMW 7 series
12 airbags as standard.
Airbags are closely woven
textile envelopes that are
mostly made up from nylon
66 filament yarns. Currently
polyester (PET) and nylon
46 filament yarns are used
in small quantity for airbag
fabrics and airbag sewing
threads in some part of the
world. Nylon 46 behaves
very similar to nylon 66 but
it is much more expensive.
Polyester however is a
cheaper substitute but
technically inferior.
Materials And
Processes
The fabric used in
making airbags needs to
be strong, tough, hard
wearing with low and
controlled air/gas
permeability behavior.
Nylon 66 is the material for
the choice of the yarn.
Nylon 66 yarns made for
airbags are strong, tough,
and resilient with good
Automotive Textiles 49
 Polymer characteristics
Density (kg/m3)
Specific heat capacity (kJ/kg. K)
O
Melting point( C)
O
Softening point ( C)
Heat to melt (kJ/kg)
-
Thermo mechanical respo
o
nses up to 200 C.
The main property
requirements of airbag
fabrics are high strength,
heat stability, good ageing
characteristics, coating,
adhesion and functionality
at extreme hot and cold
conditions. Tear strength
toughness and fog resist-
ance are equally impor-
tant. Softness for reduced
skin abrasion is also
desirable.
In manufacturing
airbag fabrics, the warp
yarn is supplied on a beam.
The yarns in the warp beam
are normally sized to
withstand loom-state
friction and also to prevent
yarns from rolling during
drying and wind up. Various
additives are used in the size
recipe to reduce fabric
fraying, yarn pull-out and
distortion. Normally airbag
fabrics are tightly woven
with 1/1 structure. Due to
high density of warp and
weft symmetrical
construction of the fabric
and the need for constant
air permeability across the
width of the fabric, good
weaving machines are
used. Largely the fabrics are
woven involving rapier and
air jet looms. However
airbag fabrics are now
being woven on water jet
Nylon 6,6
1140
O
1.67
260
220
589
Looms too. Jacqu-
ard weaving machines are
normally used to weave
one-piece curtain bags.
The fabric make-up and
the actual size of driver and
passenger airbags are
quiet different. Irrespective
of geographical location,
passenger airbags are
larger in size and consume
more fabric than driver
airbags. Depending on the
size of a car and the
country of origin, a driver's
airbag consumes between
0.6 and 1.5 meters of fabric,
whereas a passenger
airbag consumes between
3 and 4 square meters of
fabric. Side curtain, a one-
piece woven bag, norma-
lly consumes between 3.5
and 4.5 square meters of
fabric.
After weaving the
airbag fabrics are normally
scoured to remove size
from the material. The
complete scouring
operation uses three to four
wash boxes that are
separated by a vacuum
extraction system to
capture the extracted size.
Following scouring, fabrics
are calendared and heat-
set to achieve dimensional
stability and a precise
control of air permeability in
downstream application.
Nylon 6 Polyester(PET)
1140 1390
1.67 1.3
215 258
170 220
522 427
Currently the
automotive industry uses
both uncoated and
coated fabrics in making
airbags. For coated bag,
silicon is the most common
coating material. The coat-
ed airbag is considered to
be environmentally unfrien-
dly but it offers greater
resistance to heat conduc-
tivity and tearing perform-
ance along with low air/gas
permeability. However, the
uncoated airbag is more
environmentally friendly. It
is easier to fold and pack
into small spaces.
For coated fabric,
today's choice of an elasto-
mer for coating is mainly
silicon. In processing, the
silicon is applied as a single
coat by blade technique.
Depending on the type of
fabric and finished fabric
requirements, an amount
of 50 to 80 grams of silicon is
consumed to coat a
square meter of a fabric.
Once the elastomer is
spread on the fabric it
passes through an over
under tension to induce
polymerization and adhe-
sion between the fabric
substrate and the elasto-
mer. The precise time and
temperature settings of the
oven depend upon the
silicon formulation. High
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.

Function Driver/passenger airbags Side Curtain

Total time from sensing 15-18ms

25-30ms
to full inflation

Timing for cushion to unfold

10-12ms 10ms
positioning with deployment

Total performance time 150-160ms 180km/h

Average speed of cushion

120ms 5s
deployment

Automotive Textiles 52
Tyres
Introduction
In todays fast pace
mobile society, just about
every mode of transport-
ation involves the use of a
wheel. A simple machine,
the automotive wheel (or
more commonly referred
to as a tyre) is typically a
pneumatic (air supported)
composite structure whose
main function is to help
carry a load (e.g., people,
material) from point “A” to
point “B” reliably and with a
high degree of comfort. To
accomplish this task, the
tyre needs to transmit
driving, breaking and
steering forces from the
vehicle through the tyre to
the road surface. In
addition, tyre is expected
to help absorb road
surface irregularities,
providing a smooth,
comfortable and quite ride
for the occupants. The
automotive tyre is one of
the most complex, highly
engineered, composite
structures, widely utilized
And generally Underappr-
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.
Eciated by the end user. From a material
Properties And science point of
Performance view, a tyre is a
Requirements Of Tyres compliant,
viscoelastic
Tyre Performance
Requirements: cord/rubber
Technically spea- reinforced structure
king, the automotive tyre
geometrically can be
which is subjected
considered a torus: that is a to continuous
surface of revolution gener- deformation during
ated by revolving a circle in
three dimensional spaces its life
about an axis coplanar with
the circle, which does not That desired properties
touch the circle. and resultant performa-
nce criteria are based.
Mechanically, the
The automotive
automotive tyre is a flexible
tyres must support the
membrane pressure vessel.
weight of the entire
Structurally, an automotive
vehicle, provide efficient
tyre is a high performance,
mobility, and dampen out
soft composite. From a
road textures and
material science point of
irregularities, generate
view, a tyre is a compliant,
viscoelastic cord/rubber
reinforced structure which is
subjected to continuous
deformation during its life. It
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.

2 - The casing ply.

This casing is composed of
fine textile fiber cords, laid
down in straight lines and
sandwiched in rubber.
These cords are a key
element in the structure of
a tyre and enable it to damage the casing, eg
resist pressure. In each minor shocks against
individual ply of a car tyre, pavements, potholes etc.
there are about 1400 There is hard, protection
rubber where the tyre joins Enough, to "absorb"
cords, each one of which
the rim. deformations caused by
can resist a force of 15 kg.
bumps and lumps in the
6 - Bracing plies. road and other obstacles
3 - The lower bead area.
Reinforced with very fine, that may be found.
This is where the rubber
very resistant steel cords in To make this work, steel
tyre grips the metal rim
a rubber sandwich. These has to be bonded with
and its role is to transmit
two, (occasionally more), rubber which is very
the power from the engine
plies are stuck together difficult to do in they way
and braking effort from
and cross the tread area that we need it to be
the rim of the tyre through
at angles of around 60∫ to done, (it is not just 'glued')
to the contact patch.
each other. When the tyre but Michelin has mastered
is cured (baked), their the art of perfect bonding
4 - The bead wires
steel cords cross the between these dissimilar
The bead wires help to
materials, and which is
hold the tyre onto the rim. casing cords to form
triangles. This is known as absolutely essential to
They can each take a
triangulation, and it makes your safety.
load of up to 1800 kg
without the risk of the top of the tyre (its
crown) rigid. 7 - Safety ply.
breakage and you have
This cord allows the tyre to
eight of them on your car, The plies encircle the
entire crown of the tyre, maintain a stable shape
two per tyre. Thats a
and perform a very under the effect of speed
massive 14,400Kgs of
complex role: and to reduce the effect
strength where an
of friction heating. It is
average car weighs about they must be sufficiently
reinforced with (generally)
1,500kgs. The bead 'wire' is rigid around the tyre's
circumference that they nylon based cords
actually a cable but is
bedded in a layer of
made from a single piece aren't stretched by the
rotation of the tyre so that rubber and laid around
of wire woven in a circle
the tyre doesn't stretch the circumference of the
with the ends securely
and become larger. tyre to prevent the effect
joined together for
they must also be rigid of speed stretching the
maximum strength.
across the tyre, to resist the tyre. We sometimes refer
to this as a 'zero degree
5 - Supple rubber sidewalls stresses and strains of
cornering. belt'.
These help to protect the
tyre from shocks that could They must ALSO be flexible
Automotive Textiles 55
8 - The tread layer
The tread is laid over the bracing plies. It is the patterned part of the tyre that will be
in contact with the road. The tread in the contact patch (the part of the tyre that
touches the road) must be able to resist very significant stresses. The tread rubber
compound must grip on all types of surfaces, resist wear and abrasion, and heat up
as little as possible.
All that then remains is to mould in the tread pattern and vulcanize (bake) all these
semi-finished products together to form what we know as a whole tyre.

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.

What does a Tyre do?

The tyres have to transmit all of the cars driving, steering and braking force to the
road surface.Your only contact with the road are the four postcard size 'footprints'
of your tyres which have to perform safely on all types of surfaces and in varying
weather conditions. That little bit of rubber has an awful lot to do, therefore it is
imperative that you keep your tyres correctly inflated and free from any defects

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.

The diagram opposite shows a typical cross ply tyre

construction. The angle of the plies determines the
stiffness of the tyre. The sharper the angle the stiffer
the casing.

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.

The weakness of this

arrangement is that the
cords cannot sufficiently
absorb lateral forces when
cornering or circumfer-
ential forces when accele-
rating. To compensate for
this, the cords must be
supported or complemen-
ted by some other struct-
ural elements (ie steel
belts)

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

Checking your Tyres

A tyre should wear evenly and last for quite a few
thousand miles. Often though, tyres have to be replaced
long before their specified life has been reached
principally because of rapid or uneven tread wear,
usually due to a lack of vigilance on the Owners part.
Regular checks on the tyres could eliminate most of the
tyre were problems.
The most common causes of avoidable tread wear are:

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

1. Carcass - strength part of a pneumatic tyre case which consists of one or

several plies of rubberized cord fixed on bead rings.
2. Breaker - inner part of a pneumatic tyre case which consists of rubberized
plies of steel or textile cord and located between tread and carcass,
designated for load impact softening while driving.
3. Tread - outer rubber part of a pneumatic tyre case with molded pattern,
which provides adhesion with road and prevents carcass damage.
4. Cap ply (breaker ply) - protective ply located between steel breaker and
tread, provides breaker protection from mechanical damages and prevents
rubber separation.
5. Bead - hard part of a pneumatic tyre case which provides its fixing on a
wheel rim.
Automotive Textiles59
 6. Side wall - outer rubber part of a tyre case which protects carcass from side
external damages.

Characteristics of tyre parts

 tyre case - toroid-shape envelope of pneumatic tyre which directly gets
loading while car driving and ensures traction of a tyre with road;

Tube - hermetic toroid-shape elastic tube filled with gas or air;

Tube valve - rotary air valve of tube designed for air filling, retaining and
deaerating as well as for providing controll of internal pressure in tyre;

Flap - the shaped elasic rim allocated in the pneumatic tyre between side wall,
tube and rim. Flap is used in tube tyres for trucks in order to protect tubes from
damages.

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.

Tyre Cord Materials And Processing

Fibers
Tyre cords are produced from high tenacity continuous filament nylon 6, nylon
66, polyester or viscose yarns. These high tenacity fibers are normally used in the casing
structure. The cords comprising the breaker or belt layers are made of high modulus
fibers, frequently para-armid (e.g. Kevlar), glass, or steel.
Nylon 6 and nylon 66 fibers were extensively used in the casing structure of car
tyres (cross ply) during the 1950s and 1960s. Although these two fibers provided unique
strength, excellent adhesion and high fatigue strength, they had poor resistance to flat
spotting. Today, improved heat-setting treatments provide almost zero flat spotting
problems for nylon tyre cords. However, nylon fibers appear to be more successful for
heavy-duty tyre casing (e.g. for trucks) rather than for the light tyres of the cars.
Currently, a significant percentage of global automotive radial-ply tyre casings
are reinforced with polyester fibers. Motivated by the need to develop a non-flat
spotting tyre cord with all good characteristics of nylon fibers. Polyester is strong and stiff
and it provides excellent dimensional stability. Amongst the high tenacity tyre cords,
polyester creeps the least under load.
Before nylon and polyester, viscose was the only high tenacity fiber to make a
good tyre casing. It has been used for many years for automotive tyre reinforcement.
However, a serious decline in the consumption of viscose was noticed due to an
upsurge in the use of polyester fiber. Viscose is becoming again a popular tyre material
in Europe. It is particularly well suited in radial-ply tyre casing. Apart from the cost, three
other main characteristics determine the use of a particular fiber in an automotive tyre:
tenacity, shrinkage at high temperature, and heat generation.
Glass fiber has a relatively high modulus and strength compared to other high-
tenacity reinforcing fibers such as nylon, polyester and viscose. These properties are
successfully utilized in the belt of bias-belted tyre construction. It is important to mention
here that glass fiber is very brittle so its successful utilization in tyre reinforcement can
only be made possible by encapsulating the individual filaments of the tyre yarn with
latex-resin dispersion.
Steel fiber came into the automotive tyre reinforcing market some twenty years
ago. Because of its superior strength and stiffness, steel cord is used for belt construction
in radial automotive tyres. Steel cords are made from finely drawn, high carbon steel
with a brass coating. The brass coating acts as an adhesive to the rubber. Viscose and
steel cords are particularly well suited for casings and belts respectively for radial-ply
automotive tyres. Steel cord reinforced radial-ply tyres provide high puncture and cut
resistance. They help to increase tread life. Steel cord sidewalls absorb flexing better
than other materials.
Aramid fibers such as Kevlar (a par-aramid produced by DuPont) has emerged
strongly in the tyre reinforcement market over the last 15 years, particularly for high
performance car tyres. It has nearly three times the strength of high tenacity nylon,
polyester or viscose, a modulus approaching that of steel, and the density almost one
fifth that of steel. Its very high strength allows manufacturers to construct lighter tyres for
better performance. Outstanding thermal resistance, very good thermo mechanical
responses, accompanied by good fatigue resistance and dimensional stability, make
Kevlar an ideal fiber to reinforce high speed tyres for rally and racing.

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
AITEX in Spain is an
association of textile and
related companies and its
prime objective is to
improve the competitiven-
ess of textile companies by
promoting their moderniz-
ation, introducing new
technologies and improv-
ing the quality of both the
companies and their prod-
ucts. All its programmes
and actions are presented
as elements of support
within the framework of the
technological requirem-
ents of textile companies.
Each automobile manufa-
cturer or company uses
specific test methods
based on international
standards. Aitex has
physical, chemical and fire
laboratories with hi-tech
equipment and the
appropriate means to
meet the demands and
needs of each automotive
supplier and manufacturer.
Below are details of the
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
Most important Aitex for the and changes in
automotive industry.
Chemical Tests AITEX in Spain is
1. Emission of Volatile
Organic Comp-ounds an association of
(VOCs) : Volatile organic textile and related
compounds are chemical
products with an initial companies and its
boiling point of under prime objective is
250OC at normal atmosp-
to improve the
heric pressure, which
evaporate into the atmos-
competitiveness
phere more or less quickly,
causing a certain amount of textile
of pollution. The use of
petroleum derivatives
companies by
increases the toxicity of promoting their
certain pollutants.
Accumulated exposure to modernization,
these Agents may cause introducing new
headaches, respiratory
difficulties, insomnia, and technologies and
other problems. Due to the improving the
volatile compounds
Present in upholstery, quality of both the
plastic materials, etc
companies and
.Passenger compartments
are high-risk environments. their products.
Certain environmental
conditions, such as UV light
64
Automotive Textiles
 temperature and pressure may also provoke the emission of these compounds.
This test is utmost important to ensure user integrity. Head-space instrumental
equipment coupled with a Gas Chromatographer and an FID (Flame Ionisation
Detector) could be used to establish the emission potential of all non-metallic
materials contained in the passenger compartment, using solid, liquid or
gaseous samples.
2. Fogging : Another characteristic emissions test is to simulate window fogging
caused by the condensation of plasticisers and other volatile products
issuing from plastic, leather or textile parts.
The test measures fogging, or in other words, the response of materials present in
the passenger compartment, such as plastic, textile or leather parts.
The test method could be gravimetric, to analyse the deposit of light particles on
a glass surface.
3. Formaldehyde emission : Formaldehyde is another highly toxic organic
component, and a characteristic test is available for its identification, using UV
Spectrophotometry. The aim of the test evaluate the tendency of polymers
and foams to limit this organic compound (HCOH) UNDER certain conditions.
4. Smell : This test establishes the impression made by the odour of materials used
in the passenger compartment under certain conditions. It reveals the
tendency of certain materials to limit volatile compounds.
5. Amine Emission Test : Through this test we can establish if gaseous amines are
evaporated from the surface of the foams, fabrics leathers, plastics or other
materials. The aroma given off by these samples on being submitted to specific
temperatures for different periods is assessed.
6. Light fastness of colours : This working methodology is aimed at assessing dyes
used in a material when exposed to artificial light that simulates sunlight
conditions by using a xenon arc lamp at specific temperature, humidity, light
and darkness cycles, darkness, rainfall, etc. parameters. Either Xenotest or
Weatherometer equipment is used for this purpose.
7. Perspiration fastness of colours : This test uses a scale of greys to evaluate the
action of water, sea water and perspiration on dyed or printed colours in textiles,
composites and plastic materials.
8. Rub fastness of colours : This test method is designed to determine the abrasion
resistance of certain materials in the vehicle.
Shrinkage due to heat
The dimensional stability of different materials is studied under dry heat. For this a forced
circulation heater is used for a specific period of time.

1. Antibacterial and antifungal activity: This test establishes whether the

antibacterial and antifungal finishes of the materials used are effective against
bacteria and fungi.
2. Dimensional stability : An evaluation of dimensional variations that may occur in
textiles after undergoing certain whashing processes.
3. Doloar gauging, chromatic coordinale : A spectrophotometer is used to gauge
the chromatic coordinates in the colour space. Once the two values have been
obtained, colour change, chromaticity, tonalty, etc are determined, such
parameters as ∆LC, ab, H.
4. Melting points : Differential Scanning Calorimetry(DSC) is used to establish the
melting point of different yarns, in order to differentiate between them.
5. Chemical product content : The percentage of chemical products (silicone,
finish, additives, etc) that make up a material are identified extractor is needed

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

The complete recycling of a

vehicle is a long process that
requires the involvement of
many participants:
dismantlers, recyclers,
industries that use recycled
materials, shredders etc.

Introduction
The complete
recycling of a vehicle is a
long process that requires
the involvement of many
participants: dismantlers,
recyclers, industries that
use recycled materials,
shredders etc. The
success of the entire
recycling chain depends
largely on the efforts of
automotive manufactu-
rers to make its work
easier. This is why in the
new millennium, Renault
has taken initiatives to
"Design for Recycling.”
Each of us is now
aware that the planet's
resources are limited and
are fast depleting. With
this understanding
comes the growing
consensus that recycling
is essential. It has become
second nature to sort
domestic waste. The
recent implementation
of an ecotax in France
on household applia-
nces has been well acc-
epted. Awareness has
also increased rapidly
with the recent spike in
raw material costs, an
indication of the growing
imbalance between
supply and demand. The
automobile industry is no
doubt one of the
pioneers in this field.
Indeed, for sometime
now the bodies of most
end-of-life vehicles have
been recovered by
specialised paths. But this
is no longer enough.
Cars are not made
solely of metal. One must
therefore try to recycle
the rest of its compone-
nts, especially poly-
mers.However, this is a
Cars are not
made solely
of metal. One
must
therefore try
to recycle the
rest of its
components,
Challenging task beca-
use it requires the estab-
lishment of economically
viable recycling chains,
organised by major
categories of materials.
Automotive manufactu-
rers are unable to cater
to all the aspects of the
issue. Nevertheless,
Renault has decided to
do as much as possible to
facilitate the emerg-
ence And success of
these paths by incorp-
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
Recycling of interior
trim
Throughout Europe
there are about 12 million
ELVs disposed of every year
and this is increasing at the
rate of about 3% per year.
The metal parts are
recycled but the remain-
der, about 25% by weight
of tyres, glass and an asso-
rtment of plastics, textiles
and other materials loosely
termed shredder waste'
from automobile shredder
waste, ASR (sometimes
called 'crusher' waste -
ACR), mostly goes to landfill
at present. Car seats and
other interior items are
included in this ASR posing
serious challenges for the
industry which will become
more pressing as the
deadlines for reduced
material Most of the major
OEMs are also making
efforts to increase the
recycled material content
of their cars and certain
OEMs are making re
cycling a key design
consideration, specifying
that parts supplied must be
made from a certain
percentage of post-
consumer recycled
material. From press
reports. Fords appear to be
especially energetic in this
exercise and are putting
pressure on their suppliers.
Eventually Fords want to
attain 90% vehicle
recyclability (by weight),
whereas others such as
Daimler Chrysler want to do
Even better 95% by the
require a system of collec-
tion at no cost to the last
owner, and disassembly to
be created for re-use,
recovery and recycling at
the end of the vehicle's life.
An amend-ment stated
'producers must meet all.or
a significant part of the
costs'. OEMs hope that this
leaves some room for
negotiation as to actually
who, in the industry will pay.
A previous draft stated that
the responsibility will rest
with the automotive
sector's 'economic opera-
tors', which was interpreted
as every commercial
organization involved with
vehicles and not only the
OEM. The cost of course,
will ultimately be passed on
to the consumer. Needless
to say, the European car
industry considers these
measures unreasonable
because the car is already
75% recycled by weight
and actual waste from
cars, the industry claims,
represents only 0.2% of all
European industrial waste.
In addition since 1997 there
have been voluntary
agreements within the
industry to improve the
car's environmental
impact (see below).
However. the EU considers
ELVs a priority and these
measures are very likely to
affect the textile industry
eventually because fabric
and fabric laminates are
major interior components
of motor vehicles. The
Passing of the directive
which will have serious
the automotive industry,
especially in Germany.
Automotive industry
spokesmen have claimed
that the new law is too
heavy a burden' and that
in practice, it encourages
the production of heavy
cars using more metal - if
the ELV directive had
already been passed, the
3 litre car could not have
been developed. The 3
litre car uses three litres of
petrol to cover 100
kilometres i.e. 92m.p.g.
and contains a high
proportion of weight
saving plastic material.
Recycling analyses of
automotive plastic and
textiles have been carried
out.
Fabric recycling
The car seat
laminate is generally made
up from polyester face
fabric, polyurethane foam
and a scrim fabric which is
either nylon or polyester.
These chemically dissimilar
materials are not easily
separated and therefore
cannot be easily recycled.
He use of polyester scrim
reduces the number of
chemical types to two but
even this presents a
problem. Chemical
hydrolysis can be used to
break down the three
polymers into simpler
chemicals which can be
used as fresh raw materials,
but at present this is not
commercially feasible."
although much work has
been carried out and
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.

Use of recycled materials

Because the definition of recycled material is debatable, Renault has chosen
to adopt ISO Standard 14021. Renault has been carrying out an ambitious recycling
policy since the 1990s notably since the launch of the Clio, which was the first vehicle to
use recycled materials (wheel housing liner). Since then, from one model to the next,
Renault has continuously increased the volume of recycled materials- Megane II has
16kg, Modus has 18kg and the new Laguna uses more than 32kg of recycled material.
We have lofty goals for our new projects. Our objective is to have 20 per cent of
recycled plastic in our new vehicles by 2015.

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
Smart textiles prominent in the car of
the future sophisticated consumers, Now, however, weight is
vehicles that are more becoming a core issue for
Today’s car makers
and their immediate (Tier 1)
suppliers have a wide
range of options with
regard to the choice of
interior materials. Besides
the traditional use of
textiles, leather, wood and
m e t a l s , m o d e r n
automotive interiors can be
made from an increasing
range of newer materials,
such as thermoplastics,
polyurethane (PU) foam,
skins, lacquers, foils,
elastomers and silicones.
I n n o v a t i v e
automotive textiles of the
future will have to offer
enhanced functionalities,
while at the same time
being made from
environmentally
sustainable materials and
offering lighter weight — all
at the same or reduced
costs. Meanwhile, suppliers
are being challenged by
Innovative automotive textiles
of the future will have to offer
enhanced functionalities,
while at the same time being
made from environmentally
sustainable materials and
offering lighter weight
intelligent and original automakers as it already
equipment manufacturers has become in the
(OEMs) needing to be even aviation industry. In recent
more integrated. years, aircraft designers
With current have worked continuously
regulations, volatile fuel toward reducing weight
prices and increasing through the introduction of
en­vironmental concerns, new metals, carbon fibre
composites and more
weight is becoming a
significant cost issue for efficient engines, while
seeking to improve the
automobiles. Previously,
acoustic levels both inside
lighter weight was in the
“nice to have” category and outside the plane. In
after other performance particular, the latest
criteria had been generation of aircraft,
evaluated. such as the Boeing 787
In particular, the Dreamliner and Airbus
A350, are designed to be
latest generation lighter and more
of aircraft, such comfortable.
as the Boeing 787 New concepts in
lightweight and
Dreamliner and sustainable materials were
Airbus A350, are key themes of Smart
I nteri or S urfa ces a nd
designed to be Materials held in Frankfurt
lighter and more am Main, Germany, at the
end of June 2009. The two-
comfortable. day conference was
aimed at increasing
Automotive Textiles 71
perceived value and creating highly functional materials while cutting costs.
This 5th “international flagship event”, organised by the International Quality &
Productivity Center (IQPC), brought together around 50 top-class delegates
representing Tier 1 and Tier 2 automotive suppliers, OEMs, research institutes, and raw
materials and chemicals suppliers.
With the automotive industry challenged to produce lighter vehicles that
respond to unpredictable fuel prices with increas­ed efficiency, Tier 1 suppliers have
taken the lead in offering alternatives.
Light Attitude
Following Happy Attitude and Premium Attitude, Light Attitude is the third in a
series of concepts presented to the automotive sector by Faurecia. With the new
concept, the company is challenging the industry to use innovative design concepts to
re­duce weight and, therefore, low­er fuel consumption and carbon dioxide (CO2)
output while still offering high value.
Launched in November 2008, Light Attitude features seats, cockpits, doors, acoustic
packages, front-end modules and exhaust systems that can remove up to 30 kg from a
vehicle’s mass, explained Design Studio Manager Thorsten Süß and Advanced Design
Leader Julien Seiller of Faurecia Interior Systems, Germany.
Textile fabrics including nonwovens will play a major role in reducing automobile
weight, and these are highlighted in the latest Faurecia concept. The Light Attitude
interiors feature several uni­que applications, with fabrics re­placing many of the
conventional hard-surface structures — even the centre console is made of fabric. The
glove box lid, for example, becomes a sliding fabric cover and ventilation diffuses air
through fabric rather than traditional hard vents.
A door module, partially trim­med with natural fibres, acts as an acoustic
chamber, allowing the installation of smaller, lightweight speakers. A smart integrated
docking station offers both weight reduction and new flexibility for incorporating and
integrating ever-evolving media players and nomadic devices, such as I-pods. The new
Light Attitude interiors are said to be 15-20% lighter than conventional interior systems
Automotive Textiles 72
Overall.
The “sustainable comfort” seating system concept features a thin seat with an
even thinner (175 mm) backrest made of an injection-moulded part with continuous
glass-fibre inserts. This saves around 30 mm of interior space, allowing designers to
reduce the overall length of the vehicle. The seat also comprises a 50% thinner cushion
using thermoplastic PU, and an optimised, injection-moulded headrest that uses less
foam and fabric.
Also in the Light Attitude acoustic package, the conventional dash insulator is replaced
by recyclable, three-layer PU foam that can save 8 kg of weight.
“With the weight reduction from the 10 Light Attitude innovations, CO2 emission can be
reduced by 2.2 g/km/car — or 1.15m tonnes of CO2 for 40 million cars each driving an
average of 13 000 km a year,” Süß pointed out.

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.

The potential advantages of Tencel over polyester include im­proved moisture

management without any electrostatic charging. Initial tests with a 30% Tencel blend
have demonstrated higher shorter-term water va­pour ab­sorption compared with
100% polyester, while increasing the proportion of Tencel in a blend improves surface
resistance in single jersey fabric. Further, a dosable Tencel fibre could be used for
automotive interior parts.
In conjunction with Eurofoam, Lenzing has also developed a new PU foam that
contains Tencel. Cellpur is said to absorb more water then standard PU foam, and
could be used as lamination for car seat fabrics.
Meanwhile, Dr Wolfgang Neithardt, Manager Applications Engineering
Tuft/Automotive at Freudenberg Vliesstoffe, Germany, proposed microfibre
nonwovens made from Evolon as a highly effective, cost-competitive and lightweight
material for automotive sound absorption.
Acoustic applications of Evolon include the headliner, dashboard, carpet backing,
doors and the under-body heat shield. Using this materials, weight can be reduced by
up to 40%, the absorption coefficient increased by up to 40%, cost reduced by up to
10% and thickness reduced by up to 50%, he told the delegates.
Automotive Textiles 74
Function vs aesthetics
While the conference provided a number of alternative materials to consider, it
perhaps had more of an emphasis on functions rather than aesthetics. Although
technologists can make really interesting products, the automotive industry may need
to look more through the eyes of a consumer, not from a trained technical viewpoint, to
discover what the end-user really needs.
One OEM delegate pointed out that consumers today simply want value for
money with a good, attractive exterior design, and better engine performance and
electronic packaging, but are less willing to pay for luxurious interiors.
While automotive interiors can be a selling point, the industry can not focus
solely on light weight — consumers may not be prepared to pay for this and the
indications are that OEMs and Tier 1s will not pay suppliers for weight reduction.

Automotive Textiles75