control and testing methods for the …prev.pt-conf.org/proceeding/61_coman_rde_p_p0069.pdfcontrol...

The First

International Proficiency Testing Conference

Sinaia, România 11th − 13th October, 2007

430

CONTROL AND TESTING METHODS FOR THE QUALITY OF

TEXTILES MATERIALS IN THE AUTOMOTIVE INDUSTRY

Diana Coman1 , Liliana Dragu2 , Ioan Stefanuta1

1Lucian Blaga University of Sibiu, Faculty of Engineering, Textile Technology Department, Emil Cioran Street, no. 4, Tel./Fax: 0269/213227, Postal code

550025, Romania, 2 S.C. Takata Petri SRL Sibiu, Florian Rieger Street, no. 3, Tel. 0269/203767, Romania

[email protected], [email protected], [email protected]

Abstract For the purpose of an invariable quality standard guaranty, the automotive industry focuses on the performance needed for reproducible products and processes. The textile products used in worldwide automotive industry have to fulfill different customer requirements which ask specific testing methods for specific characteristics. The paper shows a comparison of different automotive textiles currently used and tested by trial and specific control methods. The authors purpose is to develop the interchangeability of different standard methods, therefore the paper is a comparative study of different special performance textiles designated for automotive fields. Key words Automotive textiles, standards, quality, material resistance, performance 1 INTRODUCTION

Textile products from the automotive industry are classified as performing, because they detain superior specific characteristics. The field of technological textiles lies over the traditional textiles, which are preponderant associated with decorative or comfort functions, and expands over the specific safety domain and to the specific comfort of the automobile habitation. In order to implement these tasks (safety, comfort) it was appealed to flexible layered texture components (in which the textile material as fabric, no woven, tricot, represents the base for a polymeric deposition)

Diana Coman, Liliana Dragu, Ioan Stefanuta: Control and testing methods for the quality of textiles materials in the automotive industry

431

having a cover role (tapestry, seat covers, land covers) or having a role in the protection systems like airbags, respectively semi-rigid and rigid complex materials The covers are the exterior layer of car seats – assuring the comfort, aspect and mechanical resistance especially for traction and friction performances [1]. The airbags are special status components, being made of multifilamental polyamide or of polyester with improved features, depending on certain criteria as: the constructive variant, the final use requirement, the technological endowment, costs and specific requirements –resistance to traction, minimal elongation, elasticity, flamability, resistance to splice, bursting strength [3]. Manufacturers of seats, airbags, door panels, rugs and headrests have developed and implemented their own standards and tests. We aim to annalyse and compare the posibility of changing the testing methods required by various clients, using similar standards for automotive textiles.

2 EXPERIMENTAL 2.1 Materials Used materials are:

• complex material with destination seat covers for automobiles with the following characteristics: fabric 100% PES laminated with foam PUR/PET, cross section 360 dTex, weight 200g/m2, thread count after finishing 34 yarns/cm (warp) and 27 yarns/cm (weft), foam thickness after lamination 2.0mm(+0.3/-0.6), total mass 330g/m2, complex thickness 2,7mm(±0.5).

• complex material with destination airbags with the following

characteristics: fabric 100% PA covered with silicone, cross section 500 dTex, thred count 20 yarns/cm (warp) and 20 yarns/cm (weft), total weight 250 g/m2, thickness 0,30mm.

2.2 Procedures

The tested materials have different destinations which claim the check-up of different characteristics, which serve to their functions accomplishment. The testing method is different according to standards used, which are imposed by the client.

For car seat covers: Static and permanent elongation has been tested on the dynamometer Hounsfield, through TSL2100G/4.9 standard required by one Japanese automotive maker, through PV3909 standard for one German producer, and through D41 1125 standard for a French one. Static elongation is the difference between the gage length under constant, time-dependent tensile load and the original gage length of the specimen (before application of the stress). Permanent elongation is the difference between the gage length after a specified period in the relieved state and the original gage length of the specimen [2].


432

Table 1-Testing Parameters for Static and Permanent Elongation

No.

Specific parameters

TSL2100G/4.9 PV3909 D41 1125

1 Size of specimen 250×80mm 200×50mm 250×100mm 2 Testing speed - - - 3 Distance between

the caching trappers

150mm 100mm 200mm

4 Number of samples

5 warp specimens 5 weft specimens



5 Ways of results refferece/evaluation

Load at break(N/50mm)-Percent elongation under constant load (%) and set under constant load (%) /Average of 5 specimens



For airbags Tear Strength can be tested through specific standards of various firms ( for example TSM1619 for the Japanese client) or through national or international standards for example: JISL1096:1999 (Japanese standard), using a ZWICK-10 dynamometer. The tear strength is measured as the maximum loads at the time of tearing in a specific direction, and it’s calculated as the average of maximum peaks or as the median of the local maximum values excluding abnormal values [2].

Table 2 - Testing Parameters for Tear Strength

No.

Specific parameters TSM1619:2001 JISL1096:1999

1 Size of specimen 200×76mm 100×50mm 2 Testing speed 200±10mm/min 100±10mm/min 3 Distance between the

caching trappers 75mm 50mm

4 Number of samples 3 warp specimens 3 weft specimens


5 Ways of results refferece/evaluation

Fmedian/Minimum values of 3 specimens

Average of 3 maximum peaks/Average of 3 specimens


433

For covers and airbags Flammability testing - Flammability is a safety characteristic of automotive industry and was tested using a ATLAS-HMV burning room through a horizontal burning method.The automobile constructors establish the specific requirements regarding compounds flammability inside the automobile. For the material passed through three testing methods, the burning rate is calculated (mm/min) as a fraction between distance between bench marks (mm) si burning time (sec) and calculate the burning rate using equation [2]:

BR = (D/BT)×60 (mm/min) (1)

Where: BR-burning rate, D-distance between bench marks(mm), BT-burning time (s). The burning behaviour is depending of the samples which can burn over their full lenght or they are autoestinguished, but their burning speed is according the specification ( BRmm/min ≤100 ). The used standards for seat covers as well as for airbags are TSM0500G for the japanese client, and TL1010 for the german client and D45 1333 for the french client.

Table 3 - Testing Parameters for Flammability

No.

Specific parameters

TSM 0500G TL1010 D45 1333

1 Size of specimen

350×100×12mm 350×100×12mm 350×100×12mm

2 Number of samples




3 Ways of results evaluation

Burning rate (mm/min)/Average of 3 specimens



3 RESULTS AND DISCUSSIONS

The results obtained for static and permanent elongation are shown in the

following table:

Table 4– Results of Static and Permanent elongation for covers

No. Method Specimen Static elongation

Permanent elongation

warp 10.9 10.11 1 TSL 2100G/4.9 weft 11.57 10.31 warp 10.50 10.20 2 PV3909 weft 11.80 10.10 warp 20.90 20.10 3 D41 1125 weft 21.80 20.23


434

Static elonga tion [% ] Permanen t e longation [% ]

21 ,8020 ,90 20,23

20,10

11 ,8011 ,57 10 ,3110 ,5010 ,09 10,11

10,10

5 5

0 0TSL 2100G PV 3909 D 414425

Static e lon gation W ar p Pe r m an ent e long ation W ar pStatic e lon gation W eft Pe r m an ent e long ation W eft

10.20

20

15

10

15

Figure 1 - Graph of static and permanent elongation results

Beeing a very asked feature for the complex textile material used for car seats, the possibillity of changing the curent methods is wanted. The results of the tests frame the given specifications irrespective to the testing method except by doing the Peugeot method which irrespective to the tested material, the distance on which the static and permanent elongation is different and its characteristc will have big values between 20-22%. The permanaent elongation values are lower than the static elongation, beeing normal. The static elongation values for textures are higher on the warp than on the weft direction.

Table 5 - Results of Tear Strength testing for airbags

No. Method Specimen Fmedian(max.)N

Min Fmedian or Average of average values of Fmax

peaks 354.40 372.20

warp

371.48

354.40 ( Min Fmedian)

279.23 304.81

1 TSM 1619

weft

287.93

279.23 ( Min Fmedian)

365 372.56

warp

382.08

373.21 (Average of average values of Fmax peaks)

316.76 302.06

2 JISL1096:1999

weft

310.60

309.80 (Average of average values Fmax peaks)


435

The results obtained frames in the specifications of each and every method of testing, that is Tear Strength ≥200N, being close to each other as values for warp and weft specimens. The results obtained for flammability are shown in table 6:

Table 6 - Results of Flammability Testing for covers and airbags

No. Method Specimen Distance mm

Burning time s

Burning rate mm/min

warp fabric 20 39.8 30.14 warp airbag 1 9 6.67 weft fabric 64.8 12.8 30.48

1 TSM 0500G

weft airbag 1 8 7.50 warp fabric 17 39 26.15 warp airbag 3 16 11.25 weft fabric 64 113 33.90

2 TL1010

weft airbag 2 17 7.86 warp fabric 25 19 31.24 warp airbag 0 0 0 weft fabric 67 141 28.51

3 D45 1333

weft airbag 0 0 0

Figure 2 shows the flammability results for car seat covers, obtained by different testing methods.

Flammability rate[mm/min]Warp

33,90 Weft31,2430,4830,14

28,5126,15

0 Testing methodTSM 0500G TL 1010 D45 1333

20

10

25

Figure 2 –Graph of car seat covers flammability results


436

For the test of flammability, even if the standards are different, the described methods are identical (identical sizes of the specimen, identical devices used, identical testing parameters), the burning rate beeing different because of the strucure and the ignification treatments applied to the textile materials. All submissive sample attempts framed in the specifications asked, that is the values are else little than 100 mm/min.

4 CONCLUSIONS

For each category of automobiles, features of performance are established through specific normative with direct dispatch to the specific standard of testing.

The differences between standards regularly consist in different size of the specimens subdued to attempt, the different distance between the trappers of the instruments and even the method of reporting the results.

There are situations where the method specified by the costumer can’t be replaced with a similar one, concluded from the static and permanent elongation test of the covers.

For the same material 2 or 3 standard testing of the same characteristics may be used.

Although the methods are different, for the analysed characteristics, the results can be considered similar in certain circumstances: they should be expressed trough the same size, should be determined using the same principles and devices with a comparable precision grade. In these cases, the clients could accept the results obtained after using one of the above methods even if they demand different method from the ones that have been analysed.

REFERENCES [1] Dorogan, A., Textile tehnice-solutii pentru domeniul mijloacelor de transport,

Industria textila,56,( No.2), pp.106-111, (2005). [2] ××× Automotive industrial standards. [3] Bottcher, P., Automobile textiles between the present and the future, Industrial

Fabrics Bulletin,( No.3), pp.47, (2004).

control and testing methods for the …prev.pt-conf.org/proceeding/61_coman_rde_p_p0069.pdfcontrol...

Documents