HK1233875A1

HK1233875A1 - Luggage article formed of a compacted non-woven sheet

Info

Publication number: HK1233875A1
Application number: HK17107728.5A
Authority: HK
Inventors: Mathieu VANDEVELDE; Pauline M. KOSLOWSKI
Original assignee: 新秀丽Ip控股有限责任公司
Priority date: 2014-08-18
Filing date: 2015-08-18
Publication date: 2018-02-09

Abstract

A luggage shell or case made from a sheet formed by compacting and heating a mat made of either a mixture of randomly oriented first discontinuous non-woven plastic fibers (42) having a first melting temperature and randomly oriented second discontinuous reinforcing non-woven plastic fiber (46) having a second melting temperature higher than the first melting temperature, or a bicomponent fiber having a first plastic portion having a first melting temperature and a second plastic portion having a second melting temperature. The non-woven mat is heated at a temperature between the first melting temperature and the second melting temperature, as well as by forming the compacted non-woven sheet (64) into the luggage shell.

Description

Luggage article formed from compacted nonwoven sheet

Technical Field

The present invention relates to the manufacture of luggage articles, particularly luggage shells, from non-woven materials comprising randomly oriented discontinuous reinforced plastic fibers, and methods for manufacturing such plastic parts, particularly luggage shells.

Background

Several attempts have been made in the past to manufacture plastic parts having high physical strength and resistance to fracture and deformation, while making parts made from such synthetic resins lightweight and easily recyclable. In particular, in the luggage industry, there is a need to make hard-shell luggage cases that combine the highest reliability, resistance to impacts from the outside with non-deforming characteristics, advantageous appearance and reduced weight, to allow easy and convenient handling of such luggage cases.

EP0531473B1 provides a method and material in which a collection of oriented polymeric fibers are held in intimate contact at elevated temperatures such that the outer regions of the oriented polymeric fibers melt and the fibers are subsequently compressed to produce a coherent polymer sheet. According to said method and material, the thermoplastic material of the polyolefin, in particular polypropylene or other crystalline or semi-crystalline material, can be arranged in unidirectionally aligned bundles or twisted bundles of fibers, or in woven mats of interwoven bundles, according to the later field of application.

From us patent application No.5,376,322, a process is known for the manufacture of luggage shells by thermoforming a cloth-covered mould from a preform by pressure laminating a layer of cloth fabric to one surface of a thermoplastic substrate, followed by a press-forming process in a press moulding machine and which is particularly dedicated to the formation of corner regions.

Also, U.S. patent publication No.2008/0261471 (entitled "polyolefin Material for Plastic composites") discloses woven polymeric fibersIt is made of polypropylene and has high stiffness, high tensile strength and high impact resistance at low density.The material is used to make the luggage shell, but it is very expensive. Problems with woven fabrics are complexity and manufacturing costs.

Another approach is to manufacture the luggage shell by compression molding a plastic sheet, such as an Acrylonitrile Butadiene Styrene (ABS) sheet. It is desirable to improve the strength/reduce the thickness of such luggage shells. Also, the luggage shell may be injection molded. However, injection molding requires expensive tools.

Other references that disclose woven and non-woven fibers are: U.S. patent No.4908176, U.S.8202942, U.S. patent publication No.2011/0253152, EP181470, EP2576881 and EP 2311629. However, these proposals may not be applicable to luggage items, or may be improved.

It is therefore desirable to provide an improved luggage case construction, in particular an improved luggage case, which addresses the above-mentioned problems and/or more generally provides an improvement or alternative to existing sheet material structures and forming methods.

Disclosure of Invention

The present disclosure provides methods for producing, manufacturing, or forming articles, such as luggage shells or cases, from nonwoven materials. The nonwoven material is strong, lightweight, low cost, and easily formed into a product. The nonwoven material is also easily recyclable. The nonwoven material is an engineered fabric made from a web of randomly oriented discontinuous fibers. The fiber length may range from about 6.4 millimeters to about 250 millimeters. The non-continuous fibers are compacted to a large extent to form an article or shell and may be bonded together by: (1) mechanical bonding, i.e., mechanical locking in any mesh or mat; or (2) thermal bonding, i.e., thermally fusing fibers, such as in the case of thermoplastic fibers as a matrix; or (3) chemical bonding, i.e., chemical bonding using an adhesive medium such as starch, casein, latex rubber, cellulose derivatives, or synthetic resins. The nonwoven material is made by a high speed, low cost, high volume process rather than the traditional weaving process. The nonwoven material manufacturing process converts fiber-based materials into planar flexible sheet structures having fabric-like surface features with optimized strength, weight, and durability characteristics that can be formed into articles, such as luggage.

In one embodiment, the luggage shell may comprise a compacted non-woven sheet comprising randomly oriented non-continuous reinforced plastic fibers bonded by melting randomly oriented non-continuous molten plastic fibers to form a polymer matrix. The reinforced plastic fibers have a higher melting temperature than the plastic fibers.

In some embodiments, the luggage shell may further comprise a plastic film attached to the compacted nonwoven sheet. In some embodiments, the luggage shell may further comprise a fabric liner attached to the compacted nonwoven sheet. In some embodiments, the polymer matrix may comprise the same type of plastic as the discontinuous reinforced plastic fibers.

In some embodiments, the polymer matrix is selected from the group consisting of copolyesters, polyethylene terephthalate, polyamides, polypropylene, and polyethylene. In some embodiments, the discontinuous reinforced plastic fibers are selected from the group consisting of copolyester, polyethylene terephthalate, polyamide, polypropylene, and polyethylene.

In some embodiments, the luggage shell may further comprise a plurality of non-woven pads. In some embodiments, the discontinuous reinforced plastic fibers may be substantially uniformly distributed within the polymer matrix of the nonwoven mat and also in the compacted nonwoven sheet.

In some embodiments, the compacted nonwoven sheet may have a compaction factor of from 70% to 100%, preferably from 85% to 100%. In some embodiments, the luggage shell may have a thickness ranging from 0.6 mm to 1.5 mm, preferably from 0.6 mm to 1.2 mm.

In some embodiments, the compacted nonwoven sheet may have a weight ratio of polymer matrix to discontinuous reinforcing plastic fibers of from 20% to 80%, preferably from 25% to 50%. In some embodiments, the discontinuous reinforced plastic fibers may have a diameter ranging from 0.005 mm to 0.15 mm, and a length ranging from 6.4 mm to 250 mm.

In some embodiments, the housing may have a ratio of a depth dimension to a width dimension of between about 0.1 and about 0.5, and/or a ratio of a length dimension to a width dimension of between about 1 and about 2.

In some embodiments, the bicomponent fiber may include a core as the reinforcing plastic fiber and an outer layer as the molten plastic fiber. In some embodiments, the compacted nonwoven sheet may comprise one or more deposited layers.

In one embodiment, a luggage shell having an inner surface and an outer surface may comprise a non-woven mat comprising randomly oriented discontinuous reinforced plastic fibers having a higher melting temperature than the melted plastic fibers and randomly oriented discontinuous melted plastic fibers defining a polymer matrix, the reinforced plastic fibers being bonded by the polymer matrix, and the non-woven mat forming a shell configuration.

In some embodiments, the luggage shell is formed by a single non-woven mat comprising more than one (such as at least two) deposited layers or regions, wherein a first deposited layer comprises a higher weight percentage of reinforced plastic fibers than fused plastic fibers and a second deposited layer comprises a higher weight percentage of fused plastic fibers than reinforced plastic fibers. In some embodiments, the first deposited layer is substantially all of reinforced plastic fibers and the second deposited layer is substantially all of molten plastic fibers. In some embodiments, the at least two deposition layers comprise a plurality of deposition layers, wherein the first deposition layer and the second deposition layer repeatedly alternate.

In another embodiment, the first deposition layer partially defines a portion of an interior surface of the luggage case and the second deposition layer partially defines a portion of an exterior surface of the enclosure, the first and second deposition layers having different physical properties. In one embodiment, the second deposited layer has about 35% by weight or more of the molten plastic fibers and the outer surface has a relatively smooth surface texture. In one embodiment, the first deposited layer comprises about 15% by weight or less of the molten plastic fibers and the inner surface has a relatively soft surface texture. In some embodiments, at least one intermediate deposition layer is positioned between the first deposition layer and the second deposition layer, the intermediate deposition layer having a different weight percentage of the molten plastic fibers than the first or second layer.

In another embodiment, the nonwoven mat has a thickness after thermal bonding in the range of about 20-30 millimeters, and more preferably in the range of 25-30 millimeters; and a thickness in the range of about 1.5 to 10 millimeters, and more preferably about 5 millimeters after mechanical stitching. In some embodiments, the polymer matrix comprises the same type of plastic as the discontinuous reinforced plastic fibers. In some embodiments, the nonwoven mat is heated and compressed to form a compacted nonwoven sheet having a thickness in the range of about 0.6 to 2 millimeters and preferably 0.6 to 1.5 millimeters.

In some embodiments, the nonwoven mat is formed at least in part from bicomponent fibers, each bicomponent fiber including a portion defining the reinforcing plastic fiber and a portion defining the molten plastic fiber. In one embodiment, the nonwoven mat is formed entirely of bicomponent fibers. In one embodiment, the reinforced plastic fibers form a core and the molten plastic fibers form an outer layer surrounding the core.

The present disclosure provides a method for manufacturing articles based on nonwoven or plastic fibers, said articles having a high degree of shape change and comprising a high degree of deformation work area, such as deep-drawn luggage shells.

Additionally, the present disclosure provides a plastic component, particularly a luggage shell, formed of non-woven plastic fibers, allowing for a significant increase in the depth to length and/or width ratio of the component so as to be able to support high loads or weights with much or minimal reduction in the net weight of the component.

With respect to method aspects, according to the present disclosure, the plastic part or luggage shell is formed by a method having the product features as described in the specification.

In one embodiment, a method of manufacturing a luggage shell may include compacting the nonwoven sheet and thermoforming the compacted nonwoven sheet into a luggage shell.

In one embodiment, a method of manufacturing a luggage shell may include thermoforming a plurality of nonwoven mats into a luggage shell.

In one embodiment, a method of manufacturing a luggage shell may include heating a nonwoven mat comprising the reinforced plastic fibers and the plastic fibers to a processing temperature; and simultaneously compacting and molding the non-woven mat into a luggage shell.

In one embodiment, a method of making a luggage shell may include heating a nonwoven mat comprising the bicomponent fibers to a processing temperature; and simultaneously compacting and molding the non-woven mat into a luggage shell.

In one embodiment, a method of manufacturing a luggage shell may include forming a non-woven mat comprising a mixture of randomly oriented first discontinuous plastic fibers having a first melting temperature and randomly oriented second discontinuous reinforced plastic fibers having a second melting temperature higher than the first melting temperature. The method may further include compacting and heating the nonwoven mat at a temperature between the first melting temperature and the second melting temperature to melt the first discontinuous plastic fibers to bond with the second discontinuous reinforced plastic fibers. The method may further comprise forming a compacted nonwoven sheet comprising second randomly oriented discontinuous plastic fibers embedded within a polymer matrix formed from the melted first plastic fibers.

In some embodiments, the step of forming the nonwoven mat may include randomly depositing a first layer of at least a first discontinuous plastic fiber; optionally depositing a second layer of at least a second discontinuous reinforcing plastic fiber (46) on the first layer of at least the first discontinuous plastic fiber.

In some embodiments, the method can include thermoforming a luggage shell from the compacted nonwoven sheet. In some embodiments, the method can further include thermoforming the luggage shell from the plurality of nonwoven mats. In some embodiments, the method may include laminating a fabric liner to the compacted nonwoven sheet. In some embodiments, the method may include laminating a plastic film to the compacted nonwoven sheet. In some embodiments, the first discontinuous plastic fibers may be uniformly distributed in the second discontinuous reinforced plastic fibers. In some embodiments, the first discontinuous plastic fiber may comprise the same plastic as the second discontinuous reinforced plastic fiber. In some embodiments, each of the first discontinuous plastic fiber and the second discontinuous reinforced plastic fiber is selected from the group consisting of polyethylene terephthalate, polyamide, polypropylene, and polyethylene. In some embodiments, the second discontinuous reinforcing plastic fibers may be substantially uniformly distributed in the compacted nonwoven sheet.

In one embodiment, a method of manufacturing a luggage shell may include providing a non-woven mat comprising randomly oriented discontinuous reinforced plastic fibers and randomly oriented discontinuous molten plastic fibers. The method can further include compacting and heating the nonwoven mat to form a compacted nonwoven sheet. The method may further include molding the compacted nonwoven sheet (64) to form a luggage shell.

In one embodiment, a method of manufacturing a luggage shell may include providing a non-woven mat comprising randomly oriented discontinuous reinforced plastic fibers and randomly oriented discontinuous molten plastic fibers. The method may further comprise heating the nonwoven mat. The method may further include simultaneously compacting and molding the non-woven mat to form a luggage shell.

Accordingly, the present disclosure provides a method that allows deep drawing of compacted non-woven plastic mats or sheets of randomly oriented discontinuous plastic fibers in a semi-crystalline thermoplastic matrix, allowing the formation of very lightweight parts, such as luggage shells with good quality deformation areas or corners.

In this way, components, in particular luggage shells or their components, can be manufactured with a significantly lower weight than conventional hard-sided luggage shells. In particular, such components are manufactured using compacted non-woven plastic mats or sheets, in particular housings manufactured by means of a stamping forming technique, also known as the "compression technique".

One aspect of the present disclosure includes forming a nonwoven mat comprising a mixture of randomly oriented first discontinuous plastic fibers having a first melting temperature and randomly oriented second discontinuous reinforcing plastic fibers having a second melting temperature higher than the first melting temperature, compacting and heating the nonwoven mat at a temperature between the first melting temperature and the second melting temperature to melt the first discontinuous plastic fibers to bond with the second discontinuous reinforcing plastic fibers, and forming a compacted nonwoven sheet comprising the second randomly oriented discontinuous plastic fibers embedded in a polymer matrix formed from the melted first plastic fibers.

The nonwoven plastic fibers (sheets) may be combined with the thermoplastic film prior to any forming and molding processes, preferably by thermal bonding in a continuous non-reactive process and further stamping and forming of the desired plastic part.

The compacted nonwoven sheet is stiff, impact resistant, lightweight, and low cost. Advantageously, the compacted nonwoven sheets described herein can significantly reduce costs compared to woven fibers such as self-reinforced propylene (SRPP). Also, the nonwoven sheet may use recycled fibers.

In addition, the compacted nonwoven sheet may be thicker and/or stiffer than conventional SRPP, such that less or no internal reinforcing structure is required to mount a carrying handle, wheels, or retractable handle.

In addition, the compacted nonwoven sheet may produce a soft touch surface finish, reducing the need to fit an inner liner over the outer shell.

Additionally, the compacted nonwoven sheet may be compacted between 70% and 100% so that most of the air is squeezed out to obtain high impact resistance for the luggage shell.

In another example, a luggage shell component includes at least one nonwoven mat made of randomly oriented discontinuous bi-component plastic fibers having a first portion of reinforcing plastic fibers and a second portion of molten or melted plastic fibers, the reinforcing plastic fibers having a higher melting temperature than the melted plastic fibers; the molten or melted plastic fibers define a polymer matrix; and the reinforced plastic fibers are bonded by or embedded in the polymer matrix. In one embodiment, the at least one nonwoven mat comprises at least one deposited layer; and the first portion has a greater weight percentage than the second portion in the at least one deposited layer. In another embodiment, the second portion is in a range of about 5% to 60% by weight in the first deposited layer. In another embodiment, in the first deposited layer, the first portion is about 75% by weight or more and the second portion is about 25% by weight or less. In another embodiment, in the first deposited layer, the first portion is about 80% by weight. In one embodiment, the at least one nonwoven mat comprises at least two deposited layers, wherein a first deposited layer comprises a higher weight percentage of reinforced plastic fibers than molten plastic fibers, and a second layer comprises a higher weight percentage of molten plastic fibers than reinforced plastic fibers. In an additional embodiment, the at least one nonwoven mat has a thickness of about 20-35 millimeters after thermal bonding, or about 1.5 to 10 millimeters after mechanical stitching. In another embodiment, the shell configuration of the non-woven mat is formed by a compaction step followed by a molding step or by a combined compaction and molding step. Additionally, in one embodiment, the polymer matrix comprises the same type of plastic as the discontinuous reinforced plastic fibers. In one embodiment, the housing member defines a wall thickness, and the wall thickness is in a range of about 0.4 to 3 millimeters, or in a range of about 0.6 to 1.5 millimeters. Additionally, in one embodiment, the compacted nonwoven sheet (64) has a compaction factor of from about 70% to 100%, or preferably from about 80% to about 100%. In one embodiment, the at least one nonwoven mat comprises at least a second nonwoven mat, and wherein the second nonwoven mat comprises randomly oriented discontinuous reinforcing plastic fibers and randomly oriented discontinuous molten plastic fibers, the reinforcing plastic fibers having a higher melting temperature than the molten plastic fibers.

In another example, a method of forming a luggage shell component (including a luggage shell component) includes providing at least one nonwoven mat, or a component thereof, comprising a deposited layer of at least one randomly oriented discontinuous reinforced plastic fiber having a first weight percent and a first melting temperature and randomly oriented discontinuous molten plastic fiber having a second weight percent and a second melting temperature lower than the first melting temperature, the nonwoven mats being joined and united to one another by thermal, mechanical, or chemical bonding to form the luggage shell component by compressing and heating the at least one nonwoven mat and molding the at least one nonwoven mat, the forming occurring in a one-step process, or the forming occurring in a two-step process.

In further embodiments, the luggage shell components described herein and formed by the methods described herein are frameless, and in other embodiments, the wheel assemblies are directly attached to the shell. In further embodiments, portions of the luggage shell define undulating raised and recessed regions, and in other embodiments, the undulating raised and recessed regions extend along a curve relative to at least one peripheral edge of the wall of the luggage.

Thus, the present disclosure allows for the manufacture of very thin but durable, lightweight and deformation resistant components, particularly relatively sharp bends and curves and turns having high degree of deformation regions, such as corner regions comprising relatively small radii, without creating a wrinkled luggage shell or luggage body.

Additional embodiments and features are set forth in part in the description which follows and, in part, will become apparent to those having ordinary skill in the art upon examination of the specification and may be learned from practice of the disclosed subject matter. A further understanding of the nature and advantages of the present disclosure may be realized by reference to the remaining portions of the specification and the drawings, which form a part hereof. Those of ordinary skill in the art will understand that: each of the various aspects and features of the disclosure may be used to advantage alone in some cases or in combination with other aspects and features of the disclosure in other cases.

Drawings

The description will be more fully understood with reference to the following drawings, which are presented as different embodiments of the disclosure and which should not be construed as a complete illustration of the scope of the disclosure, characterized in that:

FIG. 1 is an isometric view of a luggage case having two opposing housing portions according to an embodiment of the present disclosure;

FIG. 2A is a representative cross-sectional view of a nonwoven mat comprising two plastic fibers in layers according to an embodiment of the present disclosure;

FIG. 2B is a representative cross-sectional view of a nonwoven mat including bicomponent fibers in a layer according to an embodiment of the present disclosure;

FIG. 2C is a representative cross-sectional view of a bicomponent fiber according to an embodiment of the present disclosure;

FIG. 2D is a representative cross-sectional view of a nonwoven mat comprising two plastic fibers in multiple layers according to an embodiment of the present disclosure;

FIG. 3A is a representative cross-sectional view of the luggage shell in one embodiment taken along line A-A of FIG. 1;

FIG. 3B is a representative cross-sectional view of the luggage shell taken along line A-A of FIG. 1 in another embodiment;

FIG. 3C is a representative cross-sectional view of the luggage shell taken along line A-A of FIG. 1 in another embodiment;

FIG. 4 is a flow chart illustrating the operation of manufacturing a luggage case from a non-woven mat according to an embodiment of the present disclosure;

FIG. 5 is a flow chart illustrating operations for manufacturing a luggage case from a compacted nonwoven sheet according to embodiments of the present disclosure;

FIG. 6 is a flow chart illustrating operations for making a compacted nonwoven sheet according to embodiments of the present disclosure;

FIG. 7 is a perspective view of a luggage shell according to an example of the present disclosure;

FIG. 8A is a plan view of a reinforcement pattern for the bottom wall of the luggage shell;

fig. 8B is a perspective cross-section enlarged to scale to show the reinforcing pattern of fig. 8A;

FIG. 9 is an enlarged partial perspective view of a lower corner of a luggage body using a luggage shell according to an embodiment of the present disclosure; and

figure 10 shows the interior surface of the portion of the luggage body of figure 9.

Detailed Description

In one example, the present disclosure provides a method of manufacturing high durability, thin and very lightweight plastic parts or components thereof, particularly luggage shells or cases or portions thereof, from non-woven thermoplastic fibers in a cost effective manner. The method includes forming a nonwoven mat comprising a single deposited layer or layers of fibers including randomly oriented plastic (or molten) fibers and reinforced plastic fibers, in one example, homogeneously mixed. The nonwoven mat may also include a single deposited layer of bicomponent fibers, wherein each bicomponent fiber includes a first portion having a relatively higher melting point than a second portion. In either case, the lower temperature fibers (or the second portion of the bicomponent fibers) melt to form a matrix in which the reinforcing fibers (or the first portion of the bicomponent fibers) are embedded and thus bonded together.

In one embodiment, the method includes simultaneously compacting and molding or shaping the nonwoven mat to form a luggage shell. In this method, the compaction and molding are combined together in a single forming step.

In another embodiment, the method may include compacting the nonwoven mat 40 to form a compacted nonwoven sheet, and then forming the luggage shell by molding the compacted nonwoven sheet.

A method of uniformly mixing two different fibers is provided below. The method may further include forming at least a first layer or mat made of randomly oriented first discontinuous fibers and forming at least a second layer or mat of randomly oriented second discontinuous fibers. The first layer is formed by depositing a first stack of generally non-aligned or randomly oriented fibers and the second layer is formed by depositing a second stack of generally non-aligned or randomly oriented fibers. The mat of first discontinuous fibers and the mat of second discontinuous fibers are then heated and compacted into a sheet, either separately or together. The sheet is then formed into a component, such as a luggage shell.

By way of example and not limitation, FIG. 1 shows a luggage body 2 containing movable opposing shells in an open configuration. In the closed configuration, the housing forms an interior compartment. As used herein, the counter-casing comprises a front portion 4 and a rear portion 6, generally forming a parallelepiped shape defining an internal compartment for housing the articles. Each of the opposing housings 4, 6 may include a main panel 8, 10, a top end panel 12, 14, a bottom end panel 16, 18, a left side panel 20, and a right side panel 21.

The opposing shells 4, 6 may be selectively retained in a closed configuration by a closure mechanism 22, such as a latch or zipper mechanism, while remaining connected together in an open configuration by hinges that allow the opposing portions to be selectively pivoted relative to one another to open the luggage body 2. The hinge may be formed by a zipper and webbing, a piano hinge, a separate discrete hinge, a connecting joint of metal, plastic or other suitable material. The hinge may be located along one of the end panels or the side panels. In some examples, the interior compartment of the luggage body 2 may comprise a single main compartment, or may be divided into one or more sub-compartments by one or more panels, partitions, zippers, or the like. The luggage body 2 may further include one or more external or internal pockets, among other known features.

The luggage body 2 may include one or more support elements positioned on one or more of its end panels, side panels, or face panels. The support element may comprise a foot support element for supporting the luggage body 2 off the ground. The support elements may include wheel assemblies 32 for providing rolling support to the luggage body 2 for ease of movement. In some examples, the foot-supporting elements may be configured on opposing side panels of the luggage body 2, and a carrying handle 24 may be configured on one of the opposing side panels 20, 21 for carrying the luggage body 2. A wheel assembly, such as four swivel wheels 32, may be configured on the bottom end plates 16, 18 of the opposing sections 4, 6, and a telescoping handle 34 may be configured on one of the top end plates 12, 14, such as the rear top end plate 14, for pushing and/or pulling the luggage body 2. The aperture 26 configured to attach to a carrying handle may also be located on the same top endplate 14 as the telescoping handle 34 or on another top endplate 12. Other apertures 24 may be positioned on the side panel 20 and configured to attach to a carrying handle.

The nonwoven mat 40 may be manufactured as a single deposited layer of nonwoven plastic fibers or as multiple deposited layers of nonwoven plastic fibers, as described below. Examples are provided to illustrate that the nonwoven fibers deposited in a single deposited layer may comprise two different fibers (as in fig. 2A) or bicomponent fibers (as in fig. 2B). A nonwoven mat 40 made by the deposition of multiple layers of fibers is shown in fig. 2C. Each of these examples forms a separate nonwoven mat. It is contemplated that more than one nonwoven mat 40 may be layered, bonded, stacked or otherwise coupled together to form a structure of multiple nonwoven mats through a compaction, heating and molding process to form a luggage shell prior to forming.

The non-woven mat 40 may be compacted, heated, and molded to form the luggage shell 60 as shown in fig. 1 and 7. The luggage shell may be formed in a two-step process that includes compacting the nonwoven mat 40 to form a compacted nonwoven sheet and then molding the compacted nonwoven sheet into the luggage shell. The luggage shell may also be formed in a single combined process that includes simultaneously compacting and molding the non-woven mat 40 into the luggage shell. Additionally, the luggage shell may be formed by combining or laminating more than one nonwoven mat 40 together prior to compaction or simultaneous compaction and molding.

In one example, fig. 2A shows a cross-sectional view of a nonwoven mat 40 containing two plastic fibers in a single deposited layer according to an example of the present disclosure. The non-woven mat 40 is a single deposited layer containing randomly oriented first plastic fibers 42 intermingled with randomly oriented second plastic fibers 46. The first plastic fibers 42 have a different melting point or melting temperature than the second plastic fibers 46. The fibers 42 and 46 may be discontinuous, aligned in a non-aligned orientation, and substantially uniformly distributed in the nonwoven mat 40.

Fig. 2B is a cross-sectional view of a nonwoven mat 48 containing bicomponent fibers in a single deposited layer according to an embodiment of the disclosure. The nonwoven mat 48 is a single deposited layer comprising randomly oriented bicomponent plastic fibers 50. In some embodiments, the second portion of the bicomponent plastic fiber melts and thus becomes the matrix, while the first portion of the bicomponent plastic fiber does not melt and thus serves as a reinforcing fiber. In a particular embodiment, the bicomponent fiber 50 may include a core 49 and an outer layer 51, as shown in FIG. 2C. The outer layer 51 of the bicomponent fibers has a lower melting point than the core 49 so that the outer layer melts to connect or bond the reinforcing cores together. The bicomponent fibers may also include structures such as, but not limited to, side-by-side bicomponent fibers, wherein the first and second portions are side-by-side, or longitudinal structures wherein the first and second portions form different portions of the fiber length.

It is also contemplated that the nonwoven mat having bicomponent fibers may also contain discontinuous plastic fibers other than bicomponent fibers, which in some cases have the same or similar melting temperature as the reinforcing fiber portion of the bicomponent fibers. The weight ratio of the additional discontinuous reinforcing plastic fibers may vary depending on the weight ratio of the core 49 to the outer layer 51 of the bicomponent fibers 50. The total reinforced plastic fibre percentage, comprising bicomponent fibres and reinforced plastic fibres, may be between 30% and 80% by weight, preferably between 40% and 60% by weight. Alternatively, such plastic fibers may have the same or similar melting temperature of the matrix or the molten plastic fiber portion of the bicomponent fiber. Additionally, such plastic fibers may include a mixture of reinforced plastic fibers and molten plastic fibers.

Fig. 2D is a cross-sectional view of a nonwoven mat 52 containing two plastic fibers applied or deposited in multiple layers (or also referred to as multiple zones) according to an example of the present disclosure. The non-woven mat 52 includes a deposited layer or area 54 of first plastic fibers 42, the layer 54 being intermingled or alternated with a deposited layer or area 56 of second plastic fibers 46. Each deposited layer may be very thin, which in one non-limiting example may be about 50g/m²And may be more or less or different for each layer. The fibers 42 of the first deposited layer 54 have a different melting point or melting temperature than the fibers 46 of the second deposited layer 56. Once formed, the fibers in the nonwoven mat 52 having the layered structure resulting from the manufacturing process are joined and united to one another by mechanical stitching, thermal bonding, or chemical bonding prior to forming into the luggage body by compaction and molding as described below. Manufacturing the nonwoven mat by layer-by-layer deposition may advantageously allow for a more precise and consistent fiber composition in each layer, resulting in a better overall distribution of the desired fibers across the area and depth of the nonwoven mat. Fibers in each deposited layerThe dimensions are non-continuous, arranged in a non-aligned orientation, and substantially uniformly distributed. In this context, the terms "non-aligned" or "any" include the following meanings: the fibers are placed or applied in a manner such that they are not intentionally aligned in a particular manner with respect to adjacent fibers to form a mat. For example, non-aligned or random orientation does not include woven or other intentional geometric orientation with respect to other fibers. However, this definition does not exclude the final orientation of the fibers being oriented parallel, orthogonal or at repeated angles in the relative orientation of the fibers. More than two layers may be applied.

In one example, the first plastic fibers 42 are melt fibers and the second plastic fibers 46 are reinforced plastic fibers. The first plastic fiber 42 has a lower melting temperature and is capable of melting to bond with the second plastic fiber 46 having a higher melting temperature. The second plastic fiber 46 does not melt at a processing temperature between the lower melting temperature and the higher melting temperature such that the second plastic fiber 46 retains its structural properties. The first molten fibers 46 form a matrix 61 (see fig. 3A) in which the second reinforced plastic fibers 46 are substantially uniformly distributed and firmly bonded. In another example, the first plastic fibers 42 are reinforcing fibers having a higher melting temperature or melting point, and the second plastic fibers 46 are melting fibers having a lower melting temperature or melting point. The second molten fibers, in this case, form a matrix in which the first reinforced plastic fibers are substantially uniformly distributed.

Using the first example immediately above, the two plastic fibers are compatible so that the molten plastic fiber 42 (when in matrix form) can have good adhesion to the reinforced plastic fiber 46. The plastic fiber includes, but is not limited to, polyethylene terephthalate (PET), Polyamide (PA), polypropylene (PP), and Polyethylene (PE), among others. The reinforcing plastic fibers 46 and the molten plastic fibers 42 may be substantially uniformly mixed to form a homogeneous mixture in the precipitation layer. In some embodiments, the molten plastic fibers 42 may be the same type of plastic as the reinforced plastic fibers 46, but may have different properties, such as a melting point, than the reinforced plastic fibers 46. In some embodiments, the molten plastic fibers 42 may be a different type of plastic than the reinforced plastic fibers 46, and may also have different properties, such as a melting point, than the reinforced plastic fibers 46.

One advantage of using two plastic fibers is that it allows flexibility in selecting two plastic fibers to meet design requirements. By using two different plastic fibers, there is also more flexibility in selecting the ratio of reinforcing plastic fibers 46 to molten fibers 42, and the mixing ratio of the two selected plastic fibers can be flexibly adjusted.

In some embodiments, the reinforcing plastic fiber may be a bicomponent plastic fiber 50 having at least one melting point, and the molten fiber may not be a bicomponent fiber.

In other embodiments, the molten fibers may be bicomponent plastic fibers 50 having at least one melting point different from the reinforcing plastic fibers, and the reinforcing fibers may not be bicomponent fibers 50. In some embodiments, the reinforced plastic fibers and the melt fibers may both be bicomponent fibers 50.

In one example, the bicomponent fiber 50 includes a portion 49 such as a core made of one plastic and another portion 51 such as an outer layer made of another plastic having a lower melting temperature. The plastic used in the bicomponent fiber may include, but is not limited to, polyethylene terephthalate (PET), Polyamide (PA), polypropylene (PP), and Polyethylene (PE), among others. The plastic in the bicomponent fibres 50 can be made of different types of plastic. For example, the bicomponent fiber may comprise PP as an outer layer and PET as a core, wherein PET is the reinforcing fiber. The bicomponent fibers may also comprise the same type of plastic, but one plastic has a lower melting temperature than the other. For example, the plastic may be a copolyester, co-polyethylene terephthalate (co-PET), or PET. The co-PET may have a different melting point than PET. The composition may include PE/PP, PE/PET, co-PET/PET or PP/PET, among others.

In bicomponent fibers 50, as described above, in one form, the outer layer is melted to form a matrix 61 (see fig. 3B) that embeds and bonds together the core reinforcing fibers 61. In one particular embodiment, the melt portion 51 of the bicomponent fiber 50 is about 25% by weight and the core portion 49 of the bicomponent fiber is about 75% by weight. In other examples, the reinforcing portion 49 of the bicomponent fiber is preferably about 80% by weight. The ratio of the melted portion 51 of the bicomponent fiber 50 to the reinforcing portion 49 of the bicomponent fiber can vary. For example, the melted portion 51 may vary from 5% to 60% by weight, with the remaining reinforcing portion 49 making up the balance. Generally, the greater the weight percentage of reinforced plastic fibers, the stiffer the final compacted nonwoven sheet and the final luggage shell component formed from the sheet.

The use of bicomponent fibers in the manufacture of the nonwoven sheet 64 (see fig. 3B) has several advantages. The bicomponent fiber can take advantage of the properties of both polymers to improve nonwoven performance tailored to any particular need by combining one or more properties without significantly sacrificing other properties. The bicomponent fiber 50 may also have multifunctional properties without loss of mechanical properties. The use of bicomponent fibers may also advantageously allow for a higher level of reinforcement fiber content in the nonwoven mat 48 and the compacted nonwoven sheet 64, which would result in more luggage shells with improved stiffness. In one example, the use of bicomponent fibers would allow for a reinforcing fiber content of about 80% by weight, as compared to a formulation using molten plastic fibers and reinforcing plastic fibers alone, which may typically allow for a reinforcing fiber content of about 40% -60% by weight. However, the bicomponent fibers can be relatively expensive.

In one example, the mixture of the first molten plastic fibers and the second reinforcing plastic fibers has a weight ratio R. The weight ratio R may vary from 20% to 80%, preferably from 25% to 50%. The weight ratio of the reinforcing plastic fibers to the molten or matrix plastic fibers can vary depending on the desired properties. For example, the molten plastic fiber may have a minimum portion to thermally bond the reinforced plastic fiber. By adding the reinforced plastic fibers, the compacted nonwoven sheet will have increased strength, stiffness, or less flexibility.

The length of the fibers may be in the range of about 6.4 millimeters to about 250 millimeters. Each of the first plastic fiber and the second reinforced plastic fiber has a diameter ranging from 0.005 mm to 0.15 mm. The fibers have a linear mass density of from 1 to 300dtex (dtex), which is the mass in grams per 10,000 meters. The deposited fibers may have an areal density of 500g/m²And 2000g/m²In the meantime. In some examples, the molten fibers and the reinforced plastic fibers may have similar diameters or lengths. In different examples, the molten fibers and reinforcing fibers may have different diameters or lengths. The above physical properties of the bicomponent fibers may be the same as or similar to those described above, or may vary to some extent. From Fiberpartner ApS, DenmarkThe fibers may be non-limiting examples of fibers suitable for use in the apparatus and methods of the present disclosure, and include bicomponent polyester fibers and monocomponent PET fibers (e.g., for use as reinforced plastic fibers). Additionally, IFG Exelto Stack fibers from Belgium may also be a non-limiting example source of suitable fibers and include at least polypropylene monocomponent fibers (e.g., for use as molten plastic fibers). Additionally, TPC fibers from ES fibervisionsAPs, Denmark, are non-limiting examples of suitable fibers and include polypropylene bicomponent fibers. Other sources and examples of suitable plastic fibers are also possible.

The nonwoven mats 40, 48 and 52 are compacted and heated to form a compacted nonwoven sheet 64. The luggage shell member or components thereof may be manufactured from the compacted nonwoven sheet 64, with these two steps being performed separately or simultaneously. The process is further described herein. Additional films or layers (such as an outer film or inner liner) may be added to the compacted nonwoven sheet prior to or during molding.

The luggage shell may also be formed from a plurality (e.g., more than one and including several) of nonwoven mats in the same or similar manner as for a single nonwoven mat. For example, a first nonwoven mat may be manufactured and a second nonwoven mat may be manufactured. The first and second nonwoven mats may each be associated and joined to one another as described above. The first and second nonwoven mats may then be combined, such as by lamination, stacking, or otherwise coupling together, to form a sandwich or laminate of individual nonwoven mats, prior to being formed into the luggage shell construction. The individual nonwoven mats in the laminate may each have the same fiber composition, different fiber compositions, or a combination of the same and different fiber compositions, based on the desired end result of the shell formed therefrom. Individual nonwoven mats may be used to advantageously allow for more homogeneous fiber mixing in a single mat; allowing layers to be designed in a single mat to be carried to the compacted nonwoven sheet, each deposited layer having a specific fiber composition to provide different properties in the final luggage shell construction; allowing control of the weight of each individual mat; allowing cost reduction; or based on limitations associated with the association and interengagement of each nonwoven mat.

Figure 3A is a cross-sectional view of a luggage shell component according to an embodiment of the present disclosure. The cross-section is shown in figure 1 by arrows a-a. The luggage shell 60 may include a film 62 on a top or outer surface 67 of the compacted nonwoven sheet 64, and the compacted nonwoven sheet 64 may include a core 49 of nonwoven second fibers 46 or bicomponent fibers 50 uniformly distributed or embedded in a polymer matrix 61 formed by the outer layers 51 of the fused nonwoven first fibers 42 or bicomponent fibers 50.

The top film 62 may be laminated with a compacted nonwoven sheet or substrate sheet 61 for various reasons, such as improved scratch resistance, visual appearance, tactile properties, or a combination thereof. The top film 62 may be made of any thermoplastic material including PET, PA, or Thermoplastic Polyurethane (TPU), and the like. The thickness of the film may vary between 15 and 150 microns, preferably between 25 and 80 microns. The top film 106 may be pre-treated to have good adhesion to the outer surface 67 of the compacted nonwoven sheet 64. The luggage shell 60 may also optionally include an additional liner 66 on the bottom or interior surface 71 of the luggage shell, although this is not required. The luggage shell components may not include the top film 62 or liner 66, as desired.

In some embodiments, the top film may be applied after forming the compacted nonwoven sheet. For example, the top film may be applied to the compacted nonwoven sheet during a thermoforming/molding process.

In some embodiments, the first plastic fiber or filament, the second reinforced plastic fiber or filament, and the top film may be partially or fully reusable.

Figure 3B is a cross-sectional view of a luggage shell in another embodiment. The luggage shell formed of the compacted nonwoven sheet 64 without the top film 62 may exhibit orange peel or pinholes on the outer surface 67 of the compacted nonwoven sheet 64. As the top film 62 is pressed on top of the compacted nonwoven sheet 64, the surface 69 of the top film 62 may show print-through from pinholes as the nonwoven sheet pressure is uneven. To reduce or eliminate the orange peel effect, the luggage shell 60 may also include a cushioning layer 63 between the top film and the compacted nonwoven sheet 64. The cushion layer 63 may be formed of a relatively soft material having a low modulus (modulius), such as Thermoplastic Polyolefin (TPO) and the like.

The compacted nonwoven sheet 64 may have a compaction factor of from about 70% to 100%, preferably from about 80% to 100%, still preferably from about 85% to 100%, and more preferably from about 95% to 100%. Suitable housing components are formed from a compacted nonwoven sheet having a packing factor of about 80%. The compression factor provides a measure of whether the nonwoven mat is fully compressed or partially compressed. The packing factor is 100% when there are no spaces or air gaps between the discontinuous fibers. The packing factor is less than 100% when there are some spaces or air gaps between non-continuous fibers, or when some fibers are not in contact with each other. While having fewer air gaps in the compacted nonwoven sheet may have some advantages, it is not required that the compaction range be close to 100%, alternatively a compaction range of 80% to 100% has been found suitable. Reference to 100% includes "about" 100% because achieving 100% compaction is difficult.

In the case of bicomponent fibers 50, the packing factor is the ratio of the measured density to the density of the neat polymer.

In the case of two fibers, one molten plastic fiber 42 and one reinforced plastic fiber 46, the compaction factor may be the ratio of the measured density to the density of the mixture of pure polymers.

In one example, the density of the compacted nonwoven sheet after forming or compacting may be between 0.9 kilograms per liter (kg/liter) and 1.3 kilograms per liter.

The compacted nonwoven sheet may have a caliper of from 1000N/mm²To 15,000N/mm²Preferably from 2000N/mm²To 10,000N/mm²Young's modulus of (3).

The basic steps for making the compacted nonwoven sheet typically include mat forming, compacting, and heating to form a compacted nonwoven sheet.

FIG. 4 is a flow chart illustrating operations for manufacturing a luggage shell from the non-woven mat 40, 48, or 52 according to embodiments of the present disclosure. The method 68 begins by forming a nonwoven mat containing randomly oriented fibers in operation 70. The non-woven mat may include two plastic fibers 42 and 46 in a single deposited layer, as shown in fig. 2A. The two plastic fibers may have different melting points and be homogeneously mixed in the single deposited layer. The nonwoven mat may also include bicomponent fibers 50 in a single deposited layer, as shown in fig. 2B. The bicomponent fibre 50 comprises one plastic part 51, which plastic part 51 has a lower melting point than the other plastic part 49. The nonwoven mat may also include two plastic fibers 42 and 46 deposited in multiple layers, as shown in fig. 2C.

The method 68 also includes heating the at least one nonwoven mat to a treatment temperature in operation 72. In some embodiments, when the nonwoven mat comprises two plastic fibers, the treatment temperature is between the melting points of the two plastic fibers 42 and 46. In some embodiments, when the nonwoven mat comprises bicomponent fibers, the processing temperature is between the two melting points of the bicomponent fibers 50. If both single reinforced plastic fibers and single molten plastic fibers and bicomponent plastic fibers are contained in a nonwoven mat, the processing temperature will advantageously be above the highest melting temperature of the molten plastic fibers and below the lowest temperature of the reinforced plastic fibers. This heating step 72 may be performed in conjunction with the compaction and molding discussed elsewhere herein, wherein heat is applied during the compaction and molding steps.

The method 68 further includes simultaneously compacting and molding the at least one nonwoven mat into an article, such as a luggage shell component or a component thereof, in an operation 74. Advantages of this operation may include reducing the manufacturing time required in a two-step process as shown in fig. 5 below, i.e., forming at least one compacted nonwoven mat and then molding the at least one compacted nonwoven mat into an article.

In this method 68, the thermal compression of the nonwoven fibers, optionally including the addition of a liner or film layer 66 or 62, respectively, may be accomplished simultaneously or simultaneously with molding or forming to form the luggage shell member or composition.

Figure 5 is a flow chart illustrating operations for manufacturing a luggage shell from a compacted nonwoven sheet 64 according to embodiments of the present disclosure. The method 76 begins with forming the nonwoven mat 40, 48 or 52 in operation 78, followed by compressing and heating the nonwoven mat in operation 80 to form the compressed nonwoven sheet 64. The method 76 continues with molding the compacted nonwoven sheet 64 into an article, such as a luggage shell component 2, in operation 82.

Fig. 6 is a flow chart illustrating operations for making a compacted nonwoven sheet from the deposited multilayer fibers shown in fig. 2D according to embodiments of the present disclosure. The method 86 begins with depositing a first layer of a first plastic fiber in operation 88, followed by depositing a second layer of a second plastic fiber on the first layer of the first plastic fiber in operation 90. The method 86 continues with depositing a third layer of first plastic fibers over the second layer of second plastic fibers in operation 92, followed by depositing a fourth layer of second plastic fibers over the third layer of first plastic fibers in operation 94, thereby forming a nonwoven mat comprising layers of randomly oriented first plastic fibers interleaved with layers of randomly oriented second plastic fibers. Operation 96 includes compressing and heating the nonwoven mat to form a compressed nonwoven sheet. The advantage of this process may be to obtain a better intermingling of fibers or to mix the two plastic fibers uniformly, and to build up a uniform thickness of material more easily.

In some embodiments, the first plastic fiber may be a melt fiber and the second plastic fiber may be a reinforced plastic fiber. In an alternative embodiment, the first plastic fiber may be a reinforced plastic fiber and the second plastic fiber may be a molten plastic fiber.

The difference between the first melting temperature of the reinforced plastic fibers 46,49 and the second melting temperature of the molten plastic fibers 42,51 is at least 5 ℃. In other embodiments, the difference may vary, and may be at least 15 ℃, 25 ℃, 35 ℃, 45 ℃, 55 ℃, 65 ℃, 75 ℃, 85 ℃, 95 ℃, 105 ℃, 115 ℃, 125 ℃, and has been found to be acceptable up to and including 130 ℃.

Although the non-woven matrix 61 may be formed from powder or liquid (chemical bonding), it is better that the fibers are formed in a stack of very thin alternating fiber layers formed by alternatively depositing first and second plastic fibers that can be stitched or meshed together, compressed and heated to provide a substantially uniform or homogeneous mix of molten plastic 42,51 or matrix plastic and reinforcing plastic fibers 46, 49. Fiber processing techniques and equipment, including chopping the fibers and mixing, can be used. The deposited fibers may be re-stitched to intermingle the two different fibers and the deposited layer of fibers. If the molten or matrix plastic is in powder form, the mixing is not as uniform as the molten fibers. If the matrix plastic is in liquid form, it is not as homogeneous as the molten fibers due to the high viscosity of the plastic.

With reference to the structures and methods described herein, wherein a nonwoven mat is made, in whole or in part, of bicomponent fibers, the nonwoven mat may be made of one or more deposited layers prior to compaction and heating. Alternatively, the bicomponent fibers may be formed by depositing more than one deposition layer of bicomponent fibers as described herein, with reference in part to FIG. 2D. Depositing more than one layer may be advantageous by allowing tighter or improved control over the application of the fibers, and allowing the deposition process to be more accurate and repeatable.

The method 86 further includes compacting and heating the multiple layers of fibers in operation 96 to form a compacted nonwoven sheet, web, or matrix sheet. The compacted nonwoven sheet comprises at least one reinforced plastic fiber or filament embedded in a matrix formed of a molten fiber having a lower melting temperature than the reinforced plastic fiber. Alternatively, the compacted nonwoven sheet comprises bicomponent fibers, either integrally or in combination with a mixture of individual reinforcing plastic fibers and molten plastic fibers, as described above.

The fibers in the nonwoven mat are joined and united to each other by chemical, mechanical or thermal bonding prior to heating and pressing. The thickness of the mechanically bonded (such as by needling) nonwoven mat may vary from 1.5 mm to 10 mm, preferably about 5 mm, for an overall homogeneous single deposited layer nonwoven mat construction (see fig. 2A or 2B) or for a multiple deposited layer nonwoven mat construction (see fig. 2C), prior to compaction. When such a nonwoven mat is thermally bonded for union prior to compaction and molding, the thickness may preferably be in the range of about 20 mm to 35 mm, and more preferably in the range of about 25-30 mm. The thermally bonded nonwoven mat may advantageously be uniformly heated and more easily heated (either prior to or during a subsequent trunk shell forming process) than a mechanically stapled nonwoven mat. The density of the single nonwoven mat, including all layers, may range from about 0.05 to 0.9 kilograms per liter prior to forming or compacting.

During the compaction and heating operations 80, 96, the nonwoven mat comprising two plastic fibers or bicomponent fibers or mixtures may be calendered such that the plastic fibers remain in intimate contact at an elevated temperature sufficient to melt the portion of the first molten or matrix plastic fiber or bicomponent fiber having the lower melting temperature while the portion of the second reinforced plastic fiber or bicomponent fiber having the higher melting temperature remains in its fiber shape. After compaction and heating, the compacted sheet is cooled to form a compacted nonwoven sheet or matrix sheet 64. In some embodiments, the web or mat may pass between two heated rolls during the calendering process. At least one or both of the rollers may be internally heated. Also, one or both rollers may be embossed. One of ordinary skill in the art will appreciate that other methods for compressing and heating may be used.

The processing temperature for compacting and heating in operations 80, 96 is between a first melting temperature of the molten plastic fiber 42 or the portion 51 of the bicomponent fiber 50 and a second melting temperature of the reinforced plastic fiber 46 or the portion 49 of the bicomponent fiber 50. In some embodiments, the treatment temperature is at least 5 ℃ higher than the low melting point or melting temperature. In other embodiments, the treatment temperature may vary and be at least 10 ℃, 20 ℃, 30 ℃, 40 ℃, 50 ℃, 60 ℃, 70 ℃ or 80 ℃ higher than the low melting point or melting temperature.

The treatment pressure for compressing and heating the nonwoven mat is generally from 0 to 20MPa, preferably from 0.5MPa to 10MPa, more preferably from 1.5MPa to 5 MPa.

In some embodiments, the treatment temperature is at least 5 ℃ lower than the high melting point or melting temperature. In other embodiments, the treatment temperature may vary and be at least 10 ℃, 20 ℃, 30 ℃, 40 ℃, 50 ℃, 60 ℃, 70 ℃ or 80 ℃ lower than the high melting point or melting temperature.

The compacted nonwoven sheet 64 is a single compacted or relatively solid layer of nonwoven material as shown in figures 3A and 3B after compaction and heating. The compressed nonwoven layer may be thicker, such as from 0.6 to 2.0 millimeters thick, and preferably from 0.6 to 1.5 millimeters thick.

Referring to at least fig. 3C, forming the individual nonwoven mats 40, 48, 52 by depositing more than one layer of fibers (whether comprising two different fibers 42, 46, bicomponent fibers 50, or a mixture as described above) allows all or some of the deposited layers to be formed from different compositions or blends of fiber types. These different deposited layers may also be referred to as different areas of the thickness dimension of the individual nonwoven mats. The structure, in turn, allows one deposited layer to have different physical properties (such as, but not limited to, hardness or surface texture) than other deposited layers or than layers having different fiber type compositions. With continued reference to fig. 3C, a portion of the luggage body similar to that of fig. 3A and 3B is shown and includes an outer layer 124 having an outer surface 67, an inner layer 126 having an inner surface 71 (the surface opposite the outer surface 67), and an intermediate layer 128. The inner surface 71 and the outer surface 67 are portions of the inner surface and the outer surface, respectively, of the luggage shell 60. These layers and surfaces correspond to the layers and surfaces of the resulting or manufactured nonwoven mat, which is then compressed, heated, and formed into the luggage shell 60 described herein. The layer 124 of non-woven mat may be deposited with a selected concentration of fiber composition of the molten plastic (matrix 61) to produce a surface 67 with acceptable smoothness and/or scratch resistance properties. The concentration selected for this property is preferably greater than about 35%, more preferably 40% or greater by weight of the molten plastic fibers in one non-limiting example, and other concentrations are contemplated. The inner layer 126 may be deposited with a selected concentration of fiber composition of the molten plastic (matrix 61) to create a surface 71 with a soft ground and reduce or eliminate the need for a separate liner layer applied to the inside of the luggage. The selected concentration for this property in one example is preferably 15% or less, and more preferably 10% or less by weight of the molten plastic fibers, and other concentrations are contemplated. The intermediate layer 128 may be designed to provide desired stiffness characteristics to enhance the structural strength and resilience of the housing, examples of suitable concentrations being disclosed elsewhere herein. There may be more than one intermediate layer having the same or different composition than the other layers described herein.

In addition, the unit measure of the entirety of each layer, such as in terms of weight per unit area (e.g., g/m)²) And may be the same or different between adjacent or non-adjacent layers. In one non-limiting example of a non-woven mat having more than one deposited layer, such as the above example, including three layers or regions each having a different fiber composition, the outer layer 124 may have a thickness of about 100-150g/m²Measured in the range, the inner layer 126 can have a thickness of about 50-100g/m²Measured in the range, the intermediate layer 128 may have a thickness of about 1200-1700g/m²Measurement in the range, and preferably about 1500g/m². The intermediate layer 128 has a majority of the weight per unit area, effectively meaning that the intermediate layer is a thicker or deeper layer that provides the structural properties of the luggage body component or composition in order to produce the desired stiffness characteristics of the compacted nonwoven sheet. The inner layer 126 and outer layer 124 are thinner than the intermediate layer, but are sufficient to produce the desired individual surface features.

Although the middle layer 128 has a higher measure of weight per unit area than the inner and outer layers 126, 124 in this example, the measurements of the inner, outer and middle layer(s) may be configured such that the outer layer 124, the inner layer 126, or both may have a higher unit measure than the middle layer 128.

Forming the nonwoven mat into a luggage case shell component or shell composition may be performed in a stamping die, such as a pin die or other type of die apparatus. As described herein, the one or more nonwoven mats may be molded into a desired luggage body or component by first compacting (as a stack if more than one nonwoven mat is used) and heating prior to being placed into a stamping die to form a selected luggage body shell configuration. Alternatively, the one or more nonwoven mats may be positioned in a stamping die (as a stack if more than one nonwoven mat is used), heated, and molded together in a uniform step to the desired shape of the housing configuration. Alternatively, one or more nonwoven mats may be individually compacted and heated to form a compacted sheet, and then the compacted sheets may be stacked together and placed in a stamping die and molded into the desired housing configuration.

The luggage shell 60 is a laminate formed from a compacted nonwoven sheet or matrix sheet 64, the compacted nonwoven sheet or matrix sheet 64 being or may be made from 100% nonwoven material. The compacted nonwoven sheet 64 or matrix sheet is or may be isotropic, comprising non-aligned or substantially randomly oriented reinforced plastic fibers substantially uniformly distributed in a plastic matrix.

The compacted nonwoven sheet 64 may be molded to form a shell component or shell composition. Another fabric, such as a woven fabric 66 and/or a film 62, may be added to the compacted sheet material during the molding process or compaction of the non-woven mat prior to molding to form the shell component or assembly. The fabric may be an inner liner and/or a layer on the outside of the luggage shell. Portions of the shell components or shell compositions may be formed by the nonwoven mats described herein. For example, a luggage body or component panel, corner piece, or other structural portion may be formed by the methods described herein and used in combination with other structures to form a luggage body, such as a hybrid luggage body.

Products such as luggage shells are very thin. In some embodiments, the luggage shell may have a thickness of from 0.4 mm to 2.0 mm, and preferably from 0.5 mm to 1.5 mm, and more preferably from 0.6 mm to 1.2 mm. Additionally or alternatively, the thickness of the housing may be from about 1 mm (or 0.8 mm) up to 3 mm, preferably about 2.5 mm, and should generally be in the range of 1 to 2 mm. In some embodiments, the first plastic fiber or filament, the second reinforced plastic fiber or filament, and the top film may be partially or completely reusable.

The luggage shell formed from the nonwoven mats described and shown herein may advantageously have a stiffness sufficient to withstand use as a luggage body, such as, for example, having a modulus value in the range of from about 1500 to 6500MPa, preferably 2500 to 4000 MPa.

In certain embodiments, the luggage shell is formed from compacted non-woven PET fibers. One reinforced PET fiber has a higher melting temperature than the other molten PET fiber. For example, the reinforcing copolyester fibers or PET fibers may have a melting temperature of about 180 ℃. The molten copolyester fibers or PET fibers have a melting temperature of about 110 ℃. The PET fibers may be recycled fibers that are less costly than newly manufactured fibers. The treatment temperature is between 110 ℃ and 180 ℃, preferably between 120 ℃ and 170 ℃, or more preferably between 130 ℃ and 160 ℃. The low melt PET may have a shorter molecular chain length than the high melt PET. The compacted non-woven thermoplastic sheet 64 described herein and used to form a luggage shell or body has several advantages over woven thermoplastic sheets. The compacted nonwoven sheet 64 or matrix sheet does not need to be woven and recycled fibers can be used, which significantly reduces material costs. In addition, no tensioning is required when press forming the deep drawn skin, since no pre-stretching is required when forming the non-woven mat. In the mat construction prior to compaction/heating and after being formed into a sheet, the nonwoven fibers are in their natural fiber form and under very little or no tension, thus not requiring any stretching prior to press forming. Conversely, tension control is required for self-reinforced polypropylene (PP) fibers (SRPP). The reasons for this tension control are: PP fibers are typically pre-stretched before being woven and tend to return to their original form or natural state (under a lower level of stress) when heated during deep drawing.

Another advantage of the compacted nonwoven sheet over SRPP sheet is its increased stiffness. The fibers used to form the compacted nonwoven sheet may use PET, which is stiffer than PP, so that the compacted nonwoven matrix sheet is stiffer than SRPP. With increased stiffness, no or fewer corner reinforcements are needed than a luggage shell made of woven fabric, which requires corner reinforcements.

In addition, the recessed interior surface of the final luggage shell may be sufficiently smooth to have a soft touch suitable for not requiring the application of an inner liner to that surface of the luggage shell. The surface roughness is relatively low compared to other materials forming the luggage shell. This feature is another advantage of the compacted nonwoven substrate sheet over conventional SRPP in that the surface formed in the thermoforming step is sufficient for use as an interior surface exposed to the user because it has a suitable surface finish and does not require a liner to cover as described above.

Fig. 7 shows a shell 100, in this case a luggage shell, according to an embodiment of the present disclosure. Here, the edges around the periphery of the upstanding side walls 102 have been cut to remove excess material, or debris, residue from the process. The shell is deep drawn, that is, the side walls 102 have a very large depth dimension relative to the bottom wall 103 relative to previous luggage shells made from non-woven thermoplastic sheets. More particularly, the depth dimension is very large relative to the length or width dimension of the overall housing 100. The relationship can be optimally expressed as a ratio of the smaller of the length or width dimensions. Preferably, the housing has a depth of up to half the width dimension of the housing, with a preferred ratio in the range of about 0.2 to 0.3. Also for the thickness dimension of the shell 64 mentioned above, the uniform thickness of the shell material is preferably as low as 1 millimeter (or 0.8 millimeter) to as high as 3 millimeters, preferably about 2.5 millimeters, and should generally be in the range of 1 to 2 millimeters. The preferred luggage shell is made of a compacted non-woven reinforced plastic, although other thermoplastic materials with similar physical, chemical and thermal processing characteristics will work as well. The compacted non-woven reinforced thermoplastic material includes randomly oriented plastic reinforced plastic fibers, along with molecularly non-oriented thermoplastic material or similar matrix material.

As shown, for a typical 50 cm case, the upright walls of the luggage shell have a dimension perpendicular to the bottom wall 103 of about 110 mm. The ratio of length to width is preferably between 1 and 2, in particular between 1 and 1.4. The housing has integrally formed corner regions 104. The width of the enclosure for such a luggage case is therefore typically about 36 cm. This dimension creates a shell that provides a significantly lighter luggage case body with a significantly larger volume in which to package the traveler's necessities, as compared to a similarly scaled shell having a simple frame or zipper closure at the mating edge. The upstanding wall 6 of each such housing 100 should therefore be as deep as possible. The vertical dimension for such luggage cases may be as small as about 80 millimeters and still be considered "deep-drawn", particularly where the radius of the self-reinforcing material in the corner regions is 60 millimeters or less.

One of ordinary skill in the art will appreciate that luggage cases may have a range of case sizes. For enclosures having corner radii preferably less than about 60 millimeters, the luggage shell may be a deep-drawn shell, wherein the ratio of the vertical dimension to the smaller of the width or length dimensions discussed above is preferably less than about 0.3.

The non-woven reinforced plastics have significant strength, impact resistance and toughness, making them attractive for making very lightweight structures, particularly the deep-drawn housings described.

The non-woven plastic fibers are less stiff than organic fibers and their viscoelastic characteristics allow more deformation than reinforced composites of glass or carbon fibers, so that the properties of the plastic fibers can facilitate deep draw forming of these materials.

Figure 8A is a plan view of a reinforcing pattern of the bottom wall of the luggage shell. The reinforcing pattern 106 comprises a bend 108 formed in the wall of the luggage body in the forming step, enabling the bottom wall 103 to better withstand loads with respect to an axis 110 and an axis 112 perpendicular to the axis 110. Fig. 8B is a close-up view of the centerline compared to the general cross-sectional shape of the bottom wall at section AA. The bottom wall 103 of the inventive housing has a pattern of alternating recessed and raised areas 114, 116 (see fig. 8B) formed in the wall 103 that extend in a curve relative to at least one peripheral edge of the wall 103 as described above (particularly relative to the longer portion of the peripheral edge defining the length of the housing) to provide significant structural reinforcement by increasing beam strength or increasing bending moments to resist bending in all sheets perpendicular to the bottom wall, e.g., about the horizontal axis 110 and the vertical axis 112. The structural reinforcing pattern allows for the manufacture of thinner shells having impact strength and stiffness for luggage. The reinforcing pattern may also be a softer, potentially more aesthetically pleasing pattern.

Figure 9 is a partial perspective view of a luggage body using a shell according to the present disclosure, from a lower corner of the luggage body. Figure 10 is a view similar to figure 9 but showing the interior surface of that portion of the luggage case. In one example, the outer shell of compacted nonwoven fibers is strong enough that no additional support is required to support a wheel assembly (such as a rotating wheel assembly) for direct attachment to the outer shell 60.

Here, it can be seen that the luggage body can be made by mating two similarly shaped shells. Adjacent edges are selectively attached by a zipper 122 or a slide-open track. Note that: wheel mounts 120 (e.g., casters) are located at the housing corners, particularly those corners that provide stability, much like casters located on the ends of office chair legs (of course, they may also be received in recessed areas). As can be derived, the housing halves can have distinct depths, with the non-woven mating areas offset relative to the corner/caster positions.

The illustrated luggage case, even though it includes four wheels and a suitable carrying and swivel handle, weighs as little as 2.2 kilograms for a conventionally sized case about 50 centimeters long. Conventional machinery and machining for thermoforming or deep forming can be used to manufacture the product with ease and low operating costs.

By the above method, it is possible or possible to manufacture ultra light molded parts, such as deep-drawn shells, in particular luggage shells, comprising an extremely high degree of deformation at least in certain areas or regions, having a high depth to width/length ratio, unrivalled mechanical properties (i.e. strength, bending resistance, deformation and fracture resistance) combined with a high dimensional and forming accuracy and an attractive appearance.

The present disclosure provides a product and a process for manufacturing the product by forming a nonwoven mat based on nonwoven plastic fibers, the nonwoven mat comprising a mixture of first plastic fibers having a first melting temperature and second reinforced plastic fibers having a second melting temperature, the first melting temperature being lower than the second melting temperature, the first plastic fibers and the second reinforced plastic fibers being randomly oriented, and compacting the nonwoven mat at a temperature between the first melting temperature and the second melting temperature to melt the first plastic fibers to bind the second reinforced plastic fibers such that the second reinforced plastic fibers are randomly oriented in the nonwoven matrix of the melted first plastic.

The present invention allows for the manufacture of an ultra lightweight luggage shell based on the use of non-woven plastic fibers. The luggage shell may be manufactured at lower cost by using a low cost compacted nonwoven sheet, and without tension control, without an additional inner liner, and without additional internal stiffeners due to increased stiffness compared to woven fabrics.

The present invention provides a luggage shell made of a non-woven mat. While the nonwoven sheet material may be thicker and heavier than the woven fabric sheet material when forming the luggage shell, the nonwoven luggage shell may not require a liner or additional reinforcement at the corners. This reduces the weight of the luggage shell, making the non-woven luggage shell almost as light as a luggage shell made of woven fabric paper.

Preferably, the luggage shell may or may not include any frame. The luggage shell may also have sufficient strength to support wheels and/or a handle, such as a carrying handle or a towing handle.

Having described several embodiments, it will be recognized by those of ordinary skill in the art that various modifications, alternative constructions, and equivalents may be used without departing from the spirit of the invention. In other instances, well-known methods and elements have not been described in detail so as not to unnecessarily obscure the present invention. Thus. The above description should not be taken as limiting the scope of the invention.

Those of ordinary skill in the art will understand that: the presently disclosed embodiments are taught by way of example and not by way of limitation. It is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense. The following claims are intended to cover all generic and specific features described herein, as well as all statements of the scope of the present method and system which, as a matter of language, might be said to fall therebetween.

Claims

1. A luggage shell component or a combination thereof, comprising:

a nonwoven mat (40) comprising randomly oriented discontinuous reinforcing plastic fibers (46,49) and randomly oriented discontinuous molten plastic fibers (42,51), the reinforcing plastic fibers (46,49) having a higher melting temperature than the molten plastic fibers (42, 51);

the molten plastic fibers (42,51) defining a polymer matrix (61);

the reinforced plastic fibers (46,49) are bonded by the polymer matrix (61); and

the shell construction formed by the non-woven mat.

2. The luggage shell of claim 1, wherein:

the non-woven mat comprises at least two deposited layers, wherein a first layer comprises a higher weight percentage of reinforcing plastic fibers (46,49) than molten plastic fibers, and a second layer comprises a higher weight percentage of molten plastic fibers (42,51) than reinforcing plastic fibers (46, 49).

3. The luggage shell of claim 2, wherein:

the first layer is substantially entirely of reinforced plastic fibers (46,49) and the second layer is substantially entirely of molten plastic fibers.

4. The luggage shell of claim 2 or 3, wherein:

the at least two layers comprise a plurality of layers, wherein the first layer and the second layer repeatedly alternate.

5. The luggage shell of claim 2, wherein:

the first layer partially defines a portion of an interior surface of the luggage body; and is

The second layer partially defines part of an outer surface of the enclosure, the first and second layers having different physical characteristics.

6. The luggage shell of claim 5, wherein:

the second layer has about 35% by weight or more molten plastic fibers; and is

The outer surface has a relatively smooth surface texture.

7. The luggage shell of claim 5, wherein:

the first layer comprises about 15% by weight or less molten plastic fibers; and the inner surface has a relatively soft surface texture.

8. The luggage shell of claims 5-7, further comprising:

at least one intermediate layer between the first layer and the second layer, the intermediate layer having a different weight percentage of molten plastic fibers than the first layer or the second layer.

9. The luggage shell of at least one of the preceding claims, wherein:

the at least one intermediate layer has a weight greater than the weight of the first or second layer.

10. The luggage shell of at least one of the preceding claims, wherein:

after thermal bonding, the nonwoven mat has a thickness of about 20-30 millimeters, and more preferably in the range of between 25-30 millimeters.

11. The luggage shell of at least one of the preceding claims, wherein:

the outer shell configuration of the non-woven mat is formed by compacting and then molding, or by simultaneously compacting and molding.

12. The luggage shell according to at least one of the preceding claims, wherein the polymer matrix (61) comprises the same type of plastic as the discontinuous reinforced plastic fibers (46, 49).

13. The luggage shell of at least one of the preceding claims, wherein the polymer matrix 61 is a compacted nonwoven sheet formed by compaction of the nonwoven mat.

14. The luggage shell of claim 13, wherein the compacted non-woven sheet has a thickness in a range of about 0.6 millimeters to 2.0 millimeters.

15. The luggage shell of claim 13 or 14, wherein the compacted nonwoven sheet has from 1000N/mm²To 15,000N/mm²And preferably from 2000N/mm²To 10,000N/mm²Young's modulus of (3).

16. The luggage shell of any of claims 13, 14 or 15, wherein the compacted non-woven sheet (64) has a compaction factor of from about 70% to about 100%, preferably from about 80% to about 100%.

17. The luggage shell of any of the preceding claims, wherein the non-woven mat (40) is at least partially formed by bicomponent fibers (50), each bicomponent fiber (50) comprising a portion defining the reinforced plastic fiber (49) and a portion defining the molten plastic fiber (51).

18. The luggage shell of claim 17, wherein the non-woven mat is formed entirely of bicomponent fibers (50).

19. The luggage shell of any of claims 13-16, further comprising a film (62) positioned on an outer surface of the compacted nonwoven sheet.

20. The luggage shell of any of claim 19, wherein a cushioning layer 63 is positioned between the film and the outer surface of the compacted nonwoven sheet.

21. The luggage shell of any of claims 13-16 and 19, wherein a liner (66) is positioned on an inner surface of the compacted nonwoven sheet.

22. The luggage shell of claim 1, wherein:

the reinforced plastic fibers (49) and the molten plastic fibers (51) are part of a bicomponent plastic fiber (50).

23. The luggage shell of claim 22, wherein:

the nonwoven mat comprises at least one deposited layer; and is

The weight percentage of the first portion is greater than the second portion in the at least one deposited layer.

24. The luggage shell of at least one of claims 22-23, wherein:

the second portion is in the range of 5% to 60% by weight in the first deposited layer.

25. The luggage shell of at least one of claims 22-24, wherein:

in the first deposition layer, the first portion is about 75% by weight or greater and the second portion is about 25% by weight or less.

26. The luggage shell of at least one of claims 22-25, wherein:

in the first deposited layer, the first portion is about 80% by weight.

27. The luggage shell of at least one of claims 22-26, wherein:

the non-woven mat comprises at least two deposited layers, wherein a first deposited layer comprises a higher weight percentage of reinforced plastic fibers (46,49) than of molten plastic fibers, and a second layer comprises a higher weight percentage of molten plastic fibers (42,51) than of reinforced plastic fibers (46, 49).

28. The luggage shell of at least one of claims 22-27, wherein:

the nonwoven mat has a thickness of about 20 to 35 millimeters after thermal bonding or about 1.5 to 10 millimeters after mechanical sewing.

29. The luggage shell of at least one of claims 22-28, wherein:

the outer shell configuration of the nonwoven mat is formed by a pressing operation and a molding operation, or by a single step of a pressing and molding operation.

30. The luggage shell according to at least one of claims 22-29, wherein the polymer matrix (61) comprises the same type of plastic as the discontinuous reinforced plastic fibers (49).

31. The luggage shell of at least one of claims 22-30, wherein:

the housing parts define a thickness of the wall, and

the thickness of the wall is in the range of about 0.4 to 3 millimeters, or in the range of 0.6 to 1.5 millimeters.

32. The luggage shell of at least one of claims 22-31, wherein:

the nonwoven mat is compacted to a compaction factor of from 70% to 100%, or preferably from 80% to about 100%.

33. The luggage shell of at least one of claims 22-32, further comprising: at least a second nonwoven mat; and is

Wherein the second nonwoven mat comprises randomly oriented discontinuous reinforcing plastic fibers (46,49) and randomly oriented discontinuous molten plastic fibers (42,51), the reinforcing plastic fibers (46,49) having a higher melting temperature than the molten plastic fibers (42, 51).

34. The luggage shell component according to at least one of claims 22-33, further comprising a film 62 on an outer surface 67 of the luggage shell component.

35. The luggage shell according to at least one of claims 22-34, further comprising the liner (66) on an interior surface of the luggage shell component.

36. The luggage shell component of at least one of any preceding claim, wherein the shell is frameless.

37. The luggage shell component of at least one of any preceding claim, wherein portions of the shell define undulating raised and depressed regions.

38. A luggage shell member according to at least claim 37, wherein the undulating raised and lowered regions extend in a curved orientation relative to the peripheral edge of at least one wall 103.

39. The luggage shell component of at least one of the preceding claims, wherein a wheel assembly is directly attached to the shell.

40. The luggage shell of at least one of claims 1-21, further comprising:

at least a second nonwoven mat; and is

41. A method of forming the luggage shell of any of the preceding claims, the method comprising:

providing a nonwoven mat comprising at least one deposited layer of randomly oriented discontinuous reinforced plastic fibers having a first weight percent and a first melting temperature and randomly oriented discontinuous molten plastic fibers having a second weight percent and a second melting temperature lower than the first melting temperature, the nonwoven mat being bonded together by thermal, mechanical or chemical bonding;

forming a luggage shell component by compacting and heating the at least one non-woven mat and molding the at least one non-woven mat, the forming being a single step process or the forming occurring in a two step process.