Patent Description:
Automotive vehicles typically include one or more seat assemblies having a seat cushion and a seat back for supporting a passenger above a vehicle floor. Generally, each of the seat cushion and seat back comprise a foam pad supported by a frame. A cover is assembled with the foam pad to provide a finished surface. Each of the seat cushion and seat back generally have one or more contoured surfaces and generally require a contoured cover. The contoured cover generally comprises a seating surface portion (referred to hereafter as a trim cover panel or trim cover) fastened and/or sewn to one or more side pieces.

Various processes for forming <NUM>-dimensional automotive seat trim covers are known in the art. One commonly known method for forming a contoured trim cover is to cut pieces of a cover material into desired shapes and sew the pieces together along edges to form the contoured trim cover. This cut-and-sew process can be relatively expensive, time consuming, and difficult depending on the desired degree of contour in the trim cover. Additional material pieces are needed as the desired amount of contour increases. Further, additional seams and sew lines may be needed in the trim cover to obtain a desired style appearance. There is a practical limit to the amount of detail and the amount of contour that can be created with a cut-and-sew trim cover.

Other known methods for forming a contoured trim cover include a variety of molding processes. Molded seating surfaces are desirable for automotive applications because molded seating surfaces have reduced material and labor costs when compared to traditional cut-and-sew trim covers. Further, additional styling and deeper contours can be achieved with molding processes which would be difficult to obtain with cut-and-sew constructions. Finally, molded seating surfaces generally have improved craftmanship and improved cleanability over cut-and-sew construction because the molded seating surface has fewer sew seams.

One known method of molding a trim cover, commonly described as Uni-Trim™, is disclosed in <CIT>. The Uni-Trim™ method generally comprises the step of forming a number of spaced apart recessed grooves on the surface of a foam pad, placing a cover material on a lower mold having projections corresponding to the respective recessed grooves in the surface of the foam pad, molding the cover material to have the contour of the lower mold, applying adhesive to the formed cover material, applying the grooved foam pad to the formed cover material, and bonding the formed cover material to the foam pad. This known process may produce more manufacturing scrap than traditional cut-and-sew methods since misbonded covers cannot be reclaimed or reused. In addition, this process may require cover materials with high fiber elongation, which increases the cost of the cover materials while also limiting the selection of suitable materials. Further, warranty costs are higher than other manufacturing methods since the cover material cannot be removed from the foam pad, and thus the entire cover and pad assembly must be replaced when damaged.

Another known method for assembling a trim cover, referred to as SureBond™, is disclosed in <CIT>. The SureBond™ method generally comprises applying a thermoplastic adhesive film and a cover material to a formed cellular foam pad and applying superheated steam to diffuse the adhesive layer and permanently bond the cover material to the foam pad. The cover material can be reclaimed when defects occur during the bonding process. However, the cellular foam pad is typically not reclaimed. Using steam to diffuse the adhesive may result in cover material distortion and alter the shape of the cellular foam pad. Superheated steam can distort the nap in a fabric cover material during the bonding process. When the cover material and the cellular foam pad are not fully bonded, unbonded adhesive film can give off annoying crinkle "sounds" in a finished automotive seat. Warranty costs of SureBond™ covers are elevated over other known methods since the entire trim cover and foam pad must be replaced if there are any issues with either the cellular foam pad or the cover material.

An alternate known method of bonding a trim cover to a foam pad is disclosed in <CIT> and is commonly referred to as PureFit™. The PureFit™ process generally comprises the steps of sewing a front fabric panel and a back fabric panel together with the exterior surfaces of the front and back panels facing one another to form a bag-like structure, sliding the bag-like structure onto a tongue-like mold, placing an air impermeable barrier film on the interior surface of the front panel and applying a vacuum to form the front panel around the tongue-like mold, contacting the front panel with a mold surface of the tongue-like mold, forming a body of foam material on the interior surface of the front panel, and inverting the bag-like structure such that the foam material is positioned within the bag-like structure. This known PureFit™ method has a high tooling cost. Further, improperly formed seat back covers cannot be reworked and the entire molded cover/foam assembly is scrapped. Also, the molded seat back cover is non-breathable since a barrier film is required for the vacuum-form process step. Airflow through the foam is restricted by the barrier film, which can cause moisture to build up between the automotive seat and an occupant of the seat.

A generally known method of forming a seat upholstery panel, referred to as Cover Carving Technology™ (CCT), is disclosed in <CIT>. The CCT method generally comprises the steps of spraying a cellular foam on a polypropylene substrate to form a coated substrate, attaching the coated substrate to a reverse side of a textile material in a press comprising a die and punch, and actuating the press to impart a visible shape in the foam bonded with the textile material while the foam is in a viscous state. A resulting seat upholstery panel typically has little or no airflow through the panel since the cellular foam is sprayed onto a polypropylene sheet.

Another known compression molding process developed by Actex, Inc. is disclosed in <CIT>. The Actex method generally comprises the steps of applying a heat-curable urethane adhesive to one surface of a compressible polyurethane foam layer, directly contacting the adhesive-bearing surface of the foam layer with a layer of cover material to form a bilayer, placing the bilayer on a platen, contacting the cover material layer of the bilayer with at least one heated projection of a mold tool at a temperature from about <NUM>°F to about <NUM>°F (about <NUM> to about <NUM>), compressing regions of the foam layer adjacent the heated projection, melting and collapsing the compressed regions of the foam layer using the heat of the projection for a period from about <NUM> to about <NUM> seconds to form permanent embossed lines in the bilayer, and removing the projections from the bilayer, and solidifying the melted collapsed regions of the foam layer. As generally described, the laminated foam article is compression molded against a flat lower surface, i.e., contours are molded into the foam layer by heated projections pressing into an upper surface of the foam layer. While the relatively high molding temperature of about <NUM>°F to about <NUM>°F allows for a processing time of about <NUM> to about <NUM> seconds as well as curing the urethane adhesive, this molding temperature range limits the choice of suitable fabrics. Also, since the foam article is compression-molded while maintaining a generally flat lower surface of the foam layer (commonly described as a <NUM>-dimensional molding process), the foam article must be bent to take on a desired shape for assembly into an automotive seat which can create cracking and wrinkling in the finished seat. Warranty costs of Actex foam articles are similarly elevated over other known methods since the entire trim cover and foam layer must be replaced if there are any issues with either the foam layer or cover material.

It is desirable, therefore, to form an automotive seat trim cover having a <NUM>-dimensional shape with up to about <NUM> inches of localized contour for the seat surface. Further, it is desirable to have a seat trim cover that is releasably attached to a seat foam pad. Also, it is desirable to minimize the amount of required bending of the trim cover when it is assembled to an automotive seat. In addition, it is desirable to have a seat trim cover with a smooth, seamless styling surface with hidden tie downs. It is also desirable to have a pre-defined selvage extending around the outer perimeter of the seat trim cover that is free of foam. Furthermore, it is also desirable to form seat trim covers with increased contours and/or detailed shapes to deliver a styled appearance that is not normally achievable with traditional cut-and-sew designs. Additionally, it is desirable to integrate secondary features, such as electronic sensors and/or seat heaters, to the seat trim cover as part of the molding process. Likewise, it is desirable to mold other types of surface covers for automotive interiors and household products. Finally, it is desirable to provide seat trim covers with improved breathability over other molded trim technologies and comparable thermal comfort to traditional cut-and-sew trim covers. <CIT> discloses a seat trim cover according to the preamble of claim <NUM> and a method for forming a foamed product integral with a sheet of covering material utilizing a forming apparatus which comprises a first die, a second die housed within the first die and having air-ventilating holes, and a third die adapted to be combined with the first die, to thereby provide a forming cavity between the second die and the third die. The known method comprises the steps of preparing a three-dimensional, air-permeable trim cover having a two layer structure comprising a layer of foamed material and a sheet of covering material laminated with the foamed material layer, putting the trim cover on the second die such that the sheet of covering material is facing the second die, applying vacuum to the trim cover through the air-ventilating holes of the second die to draw the trim cover onto the second die, causing the third die to be combined with the first die to define the forming cavity in cooperation with the first die, thereafter stopping the applying of the vacuum to the trim cover, and pouring expandable resins into the forming cavity and causing the expandable resins to foam to thereby form a cushioned padding integral with the trim cover, while applying compressed-air to the first die as pressure within the forming cavity rises due to gas generated by the foaming of the resins, the compressed-air balancing the gas in pressure.

The invention provides a seat trim cover with the features of claim <NUM>.

<FIG> and <FIG> illustrate molded vehicle seat trim covers and/or trim components, vehicle seats having molded trim covers and/or trim components, and processes for manufacturing the seat trim covers and/or trim components according to embodiments described herein. Directional references employed or shown in the description, figures or claims, such as top, bottom, upper, lower, upward, downward, lengthwise, widthwise, left, right, and the like, are relative terms employed for ease of description and are not intended to limit the scope of the invention in any respect. Further, the Figures are not necessarily shown to scale. Referring to the Figures, like numerals indicate like or corresponding parts throughout the several views.

<FIG> illustrate perspective views of a vehicle seat assembly <NUM> having FreeForm™ molded trim covers <NUM> according to an embodiment of the present invention. Trim covers <NUM> and other components assembled and compression molded by way of a process disclosed herein are optionally described as FreeForm™ components. The vehicle seat assembly <NUM> has a seat back <NUM> rotatably connected to a seat cushion <NUM> and a head restraint <NUM> coupled with the seat back <NUM> as is commonly known in the art. The seat cushion <NUM> extends between a front end <NUM> and an opposite rear end <NUM> adjacent the seat back <NUM>. The seat cushion <NUM> comprises a base foam pad <NUM> as well as other optional components. The seat back <NUM> extends between a top end <NUM> and an opposite bottom end <NUM> adjacent the rear end <NUM> of the seat cushion <NUM>. The seat back <NUM> includes a front surface <NUM> and a back surface <NUM>. The seat back <NUM> comprises a base foam pad <NUM> as well as other optional components. As shown in <FIG>, each of the seat cushion <NUM> and the seat back <NUM> includes a frame <NUM>, <NUM> for supporting a molded base foam pad <NUM>, <NUM>. The seat cushion <NUM> and the front and rear surfaces <NUM>, <NUM> of the seat back <NUM> are encased in molded trim covers <NUM> and other optional trim components. Each trim cover <NUM> comprises a molded trim component <NUM> optionally sewn or assembled with one or more side pieces <NUM> to form a trim cover assembly <NUM>. A seat cushion trim cover <NUM> is assembled with the base foam pad <NUM> to form the seat cushion <NUM>. A seat back trim cover <NUM> and a seat back panel <NUM> are assembled with the base foam pad <NUM> to form the seat back <NUM> as shown in <FIG>.

The present invention relates to molded trim covers for vehicle seats <NUM>. More specifically, the disclosed molded seat trim covers <NUM> have an improved appearance, a reduction in required sew seams, and improved breathability over traditional molded trim covers.

The FreeForm™ molded seat back trim cover <NUM> and the FreeForm™ molded seat back panel <NUM> are shown in <FIG>, respectively, and illustrate molded features <NUM>, molded lines <NUM> having the appearance of sew seams, surface concavity <NUM>, and a <NUM>-dimensional shape. Cross-sectional views of the seat back trim cover <NUM> and the seat back panel <NUM> are shown in <FIG>, respectively. Both the seat back trim cover <NUM> and the seat back panel <NUM> include at least a cover material layer <NUM> adhered to a moldable foam interlayer <NUM>. Optionally, a scrim backing layer <NUM>, typically a woven or non-woven fabric, is adhered to a lower side <NUM> of the foam interlayer <NUM>. The cover material layer <NUM> comprises one or more of a fabric, vinyl, and/or leather. Optionally, while not clearly shown in <FIG>, each seat back trim cover <NUM> may have additional layers such as adhesives, spacer materials, and/or functional elements, such as embedded electronics and/or seat heaters. It will be appreciated that a variety of materials can be incorporated into the seat back trim cover <NUM> prior to molding as suitable or desired for an intended application. It will also be appreciated that the layering construction options of the seat back trim cover <NUM> and seat back panel <NUM> also apply to the seat cushion trim cover <NUM>.

The molded trim covers and back panels <NUM>, <NUM>, <NUM> optionally have portions with sharply curved inclined surfaces <NUM> and/or gradual tapers <NUM> in their surface contours. As generally shown in <FIG>, the localized amount and change in slope in an upper surface <NUM> of the trim covers and back panels <NUM>, <NUM>, <NUM> results in the appearance of deep "strong" mold lines <NUM>, shallow "weak" mold lines <NUM>, surface concavity, and/or localized curvature providing a <NUM>-dimensional shape. During the molding process described below, the trim covers and back panels <NUM>, <NUM>, <NUM> are molded into a final shape that is generally retained after they are removed from mold tools <NUM> (shown in <FIG>). The <NUM>-dimensional shape is primarily created by compression molding the moldable foam interlayer <NUM> between <NUM>-dimensional upper and lower mold tools <NUM>, <NUM> (shown in <FIG>). The mold tools <NUM> are heated to a range of about <NUM>°F to about <NUM>°F to create a temperature gradient to the foam interlayer <NUM>. The foam interlayer <NUM> is moldable in a temperature range of about <NUM>°F to about <NUM>°F. The general shape of the trim covers and back panels <NUM>, <NUM>, <NUM> are maintained even if they are flexed, i.e., the trim covers and back panels <NUM>, <NUM>, <NUM> generally return to the molded shape when they are unrestrained.

In comparison, commonly known methods of trim cover construction include known molded trim technologies and traditional cut-and-sew construction. <FIG> illustrates a generally known automotive seat <NUM> having exemplary trim covers <NUM>, <NUM> with generally known compression molded seams <NUM> as well as generally known cut-and-sew seams <NUM>. The generally known compression molded seams <NUM>, shown in <FIG>, are obtained by applying a cover material <NUM> and adhesive (not shown) to a foam layer <NUM> to form a cover/foam assembly <NUM> which is compression molded at high temperatures, about <NUM>°F to about <NUM>°F (about <NUM> to about <NUM>), to form the appearance of seams in the exemplary trim cover <NUM>. A partial cross-sectional view of the exemplary seat trim cover <NUM> is shown in <FIG> illustrating the appearance of the molded seams <NUM>. The resulting molded seams <NUM> are typically uniform in appearance with minimal contour in the resulting upper surface <NUM> of trim cover <NUM>. Further, the resulting trim cover <NUM> is typically stiff and has little or no breathability. The exemplary known trim cover <NUM> is generally formed in a <NUM>-dimensional tool and is bent to take on a desired <NUM>-dimensional shape, which may result in wrinkles in the trim cover <NUM>. Finally, the choice of cover materials is limited since the compression molding is done at high temperatures in the range of about <NUM>°F to about <NUM>°F.

A partial cross-sectional view of the exemplary seat trim cover <NUM> is shown in <FIG> illustrating the appearance of cut-and-sew seams <NUM>. The resulting cut-and-sew seams <NUM> are typically uniform in appearance with minimal contour in the resulting upper surface <NUM> of trim cover <NUM>. Traditional cut-and-sew trim covers <NUM> require pieces of material <NUM>, <NUM> to be cut into shapes and edges <NUM>, <NUM> of the cut pieces <NUM>, <NUM> to be sewn together to create the overall cut-and-sew trim cover <NUM>, such as illustrated in <FIG>. The cut-and-sew trim cover <NUM> is expensive since a number of material pieces <NUM>, <NUM> have to be cut and sewn together. Further, the cost and complexity, of the cut-and-sew trim cover <NUM> is increased when additional design details are added such as surface contour and/or seams <NUM>.

Referring to <FIG>, a seat trim cover <NUM> is generally attached to a base foam pad <NUM> using fasteners <NUM>. The base foam pad <NUM>, shown in <FIG>, includes a plurality of hook fasteners <NUM>. The seat trim cover <NUM> has a plurality of loop fasteners <NUM> attached to a lower surface <NUM>, <NUM> of the trim cover <NUM> as illustrated in <FIG>. During assembly, the loop fasteners <NUM> on the lower surface <NUM> are aligned with and connected to the hook fasteners <NUM> on the base foam pad <NUM>. Generally, the number of fasteners <NUM> required increases as the desired contour of the trim cover <NUM> increases. One known method to minimize fasteners is to permanently adhere the trim cover <NUM> to the base foam pad <NUM>. Another known method is to form the trim cover <NUM> and foam base pad <NUM> as one unit. However, it is desirable to have a removable trim cover <NUM> so that the trim cover <NUM> can be replaced if desired.

Seat heaters <NUM> are often installed in automotive seat cushions and/or seat backs. A partially disassembled view of a typical automotive seat cushion assembly <NUM> is illustrated in <FIG>. The typical seat cushion assembly <NUM> includes the seat heater <NUM>, a base cellular foam pad <NUM>, and a seat trim cover assembly <NUM>. The seat trim cover assembly <NUM> comprises a trim cover <NUM> having a plurality of cover pieces <NUM>, <NUM>. Adjacent cover pieces <NUM>, <NUM> are sewn together along edges <NUM>, <NUM> of the cover pieces <NUM>, <NUM> to form sew seams <NUM>. The cover pieces <NUM>, <NUM> comprise a cover material layer <NUM> and a padding layer <NUM>. The seat heater <NUM> typically lays underneath the trim cover <NUM> and is adhesively bonded to the base foam pad <NUM>. Also illustrated are hook fasteners <NUM> attached to the base foam pad <NUM> and loop fasteners <NUM> attached to the trim cover <NUM> for removably attaching the trim cover <NUM> to the base foam pad <NUM>.

Seat heaters <NUM> are generally evaluated based on the time-to-first sensation (of heat) for the seat occupant and the power consumption of the seat heater <NUM> design. Most commonly known seat heaters <NUM> have a time-to-first sensation of about <NUM> to about <NUM> seconds and a power consumption of about <NUM> to about <NUM> watts. Time-to-first sensation is generally affected by the thickness of the trim cover <NUM>, the density of the foams and textiles in the trim cover <NUM>, and the power density / consumption of the seat heater <NUM> design.

Having a thick, plush seat trim cover <NUM> is very desirable for occupant comfort. Initial softness of the cover material layer <NUM> provides a positive comfort stimulus to the occupant. Initial softness is a function of the trim cover <NUM> hardness and thickness. Generally, a seat design having substantial softness/plushness will generally be quite thick. Plushness can also be accomplished through softening of the trim cover <NUM> materials. Since the seat heater <NUM> is adhered to the base foam pad <NUM> underneath the trim cover <NUM>, thicker trim covers <NUM> have poorer heat transfer and a longer time-to-first sensation for the occupant when compared to thinner trim covers <NUM>.

Making the trim cover <NUM> softer will allow the weight of the occupant to penetrate deeper into the seat cushion assembly <NUM> and get physically closer to the heating elements <NUM> of seat heater <NUM>. However, excessively soft trim covers <NUM> can lead to wrinkling on the cover material layer <NUM> over time and deteriorate the craftsmanship and appearance of the seat cushion assembly <NUM>.

Instead of making the trim cover <NUM> softer to improve time-to-first sensation, the power density of the heating elements <NUM> of the seat heater 162can be increased to output more heat to overcome the thickness of the trim cover <NUM>. However, there are practical limits to amount of power consumption a seat heater <NUM> can safely consume. Typical seat heaters <NUM> consume approximately <NUM> watts of energy, and high-performance seat heaters <NUM> consume around <NUM> watts of energy. It is generally desirable to limit the seat heater <NUM> power consumption to <NUM> watts or less of energy. Certain automotive seat cushion assembly <NUM> requirements restrict the seat heater <NUM> power usage to <NUM> watts or less.

The seat heater <NUM> can be moved closer to the occupant by making the trim cover <NUM> thinner, which improves the seat heater <NUM> performance. However, thin trim covers <NUM> can be less comfortable and feel less plush than desired by the occupant. Thus, plushness and occupant comfort are in direct conflict to seat heater <NUM> performance and time-to-first sensation. A better alternative, which will be described below, is to integrate the seat heater <NUM> into the trim cover <NUM> instead of attaching the seat heater <NUM> to the base foam pad <NUM>.

The disclosed FreeForm™ trim covers <NUM> and components overcome some of these limitations with the known seat covers when manufactured with the following process. The FreeForm™ trim covers <NUM> and the process for forming these trim covers <NUM>, according to embodiments of the present disclosure, are described below and illustrated in <FIG>.

A process for molding FreeForm™ trim covers <NUM> from preformed laminate blanks <NUM>, according to embodiments of the present invention, is illustrated in <FIG>. Generally, this process comprises the steps of <NUM>) assembling a laminate blank <NUM>, <NUM>) placing the laminate blank <NUM> in a <NUM>-dimensional compression mold tool <NUM>, <NUM>) molding the laminate blank <NUM>, at a mold tool temperature of about <NUM>°F to about <NUM>°F, and at a mold tool pressure of about <NUM> psi to about <NUM> psi, to form a <NUM>-dimensional shaped molded trim cover <NUM>, and <NUM>) removing the trim cover <NUM> from the mold tool <NUM>. It will be appreciated that the disclosed process may include more or less processing steps, as well as a different sequence of steps, as desired for a specific intended application or manufacturing process.

Referring to <FIG>, the laminate blank <NUM> comprises an assembly of the cover material layer <NUM>, a first adhesive layer <NUM>, the moldable foam interlayer <NUM>, a second adhesive layer <NUM>, and the scrim backing layer <NUM>. The cover material layer <NUM>, moldable foam interlayer <NUM>, and the scrim backing layer <NUM> can be described as a cover material blank <NUM>, a foam interlayer blank <NUM>, and a scrim backing blank <NUM>, respectively, when cut into a desired blank shape <NUM> as illustrated in <FIG>.

<FIG> shows a perspective view of the assembled laminate blank <NUM>. Generally, the description of cover material layer <NUM> and cover material blank <NUM> are used interchangeably. Likewise, the description of moldable foam interlayer <NUM> and scrim backing layer <NUM> are described interchangeably as foam interlayer blank <NUM> and scrim backing blank <NUM>, respectively. It will be appreciated that the phrases "cover material layer" <NUM> and "cover material blank" <NUM> may be used interchangeably for purposes of this disclosure. In a similar fashion, the phrases "foam interlayer" <NUM> and "scrim backing layer" <NUM> may be used interchangeably with "foam interlayer blank" <NUM> and "scrim backing blank" <NUM>, respectively. Further, it will be appreciated that the cover material blank <NUM>, the moldable foam interlayer blank <NUM>, and the scrim backing blank <NUM> can be precut into a desired blank shape <NUM> prior to assembling into the laminate blank <NUM>. Alternatively, the cover material layer <NUM>, the moldable foam interlayer <NUM>, and optionally, the scrim backing layer <NUM> can be assembled and adhered into a laminated assembly prior to cutting the laminate blank <NUM>. Two or more layers of the laminate blank <NUM> can be assembled in sheet form and cut into the desired blank shape <NUM> after pre-bonding or pre-attaching the two or more layers. Gerber cutting is an exemplary process to pre-cut the layers into the blank shape <NUM> and/or cut the laminate blank <NUM> shape out of two or more assembled layers.

It will be appreciated that more or less layers may be included in the laminate blank <NUM> as desired for a particular application. Further, it will be appreciated that additional layers may be added to the laminate blank <NUM>, such as a seat heater or an additional foam layer having a different density, to form a quad-layer laminate or a multi-layer laminate. Likewise, when the scrim backing layer <NUM> is omitted, the laminated blank <NUM> of the cover material layer <NUM> and the moldable foam interlayer <NUM> can be described as a "bilaminate blank". Optionally, a laminated blank <NUM> of the cover material layer <NUM>, the foam interlayer <NUM>, and a scrim backing layer <NUM> can be referred to as a "trilaminate blank". The term "laminate blank" <NUM> describes two or more materials laminated together and cut into a desired blank shape <NUM>. Thus, it will be appreciated that the laminate blank <NUM> may comprise more or less layers than illustrated in <FIG>.

Generally, the laminate blank <NUM> has a <NUM>-dimensional shape, i.e. the laminate blank <NUM> is generally flat when resting unconstrained on a flat surface. Preferably, the laminate blank <NUM> shape and size are configured so that minimal or no trimming is required after molding the trim cover <NUM> and prior to assembly with other components. An upper surface <NUM> of the cover material layer <NUM> and a lower surface <NUM> of the scrim backing layer <NUM>, as orientated and assembled into the laminate blank <NUM>, are generally referred to as "A-surface" and "B-surface", respectively, of the molded trim cover <NUM>.

One or more adhesive layers <NUM>, <NUM> fasten the cover material layer <NUM> and, optionally, the scrim backing layer <NUM> to the moldable foam interlayer <NUM> as illustrated in <FIG>. The selection of an adhesive and/or adhesive method is based in part on the choice of materials for the cover material layer <NUM> and the scrim backing layer <NUM>. A variety of known adhesives, such as thermoplastic adhesives, and one-part or two-part urethane adhesives (referred to as "<NUM>" and "<NUM>" adhesives), are suitable for bonding certain cover material layers <NUM> and scrim backing layers <NUM> to the foam interlayer <NUM>. The adhesive can be applied by spraying, or can alternatively be a film or web construction. Thermoplastic adhesive can be roll-coated onto one or more surfaces to be bonded. Thermoplastic adhesive can be remelted at elevated temperatures to separate the cover material layer <NUM> from the foam interlayer <NUM>, and then reassemble the cover material layer <NUM> to the foam interlayer <NUM> to correct defects at any time in the life cycle of the trim cover <NUM>. Both <NUM> and <NUM> type adhesives have a delayed curing response and act like thermoplastic adhesive in the first <NUM> hours, permitting rebonding if needed. The <NUM> and <NUM> adhesives cure to a permanent bond within <NUM> hours. Both <NUM> and <NUM> adhesive systems eventually become thermosetting materials, so the bond between the layers becomes irreversible.

As an alternative to adhesive, the cover material layer <NUM> and/or scrim backing layer <NUM> can be bonded to the foam interlayer <NUM> by flame lamination. Flame lamination is a commonly known process to bond one or more layers of material to a foam layer after passing the foam layer past a flame to melt the surface of the foam. Flame lamination produces a permanent bond between the foam interlayer <NUM>, the cover material layer <NUM>, and/or the scrim backing layer <NUM>. One or more of the adhesive layers <NUM>, <NUM> may be optionally replaced by flame lamination. The cover material layer <NUM>, the moldable foam interlayer <NUM>, the optional scrim backing layer <NUM>, and/or other material layers, as desired, may be adhered to one another with flame lamination such that one or more adhesive layers <NUM>, <NUM> are omitted between the respective layers <NUM>, <NUM>, <NUM>.

Additionally, two or more layers <NUM>, <NUM>, <NUM> may be adhered by flame lamination prior to or after adhering one or more additional layers <NUM>, <NUM>, <NUM> with adhesive if desired. It will be appreciated that the selection of adhesive type (such as <NUM> or <NUM> urethane adhesives) and/or flame lamination is based in part on the selected cover material layer <NUM> and the desired processing methods. As is generally well known to those skilled in the art, certain materials are suitable for being adhered using flame lamination. Other materials may be more suitably bonded with a <NUM> or <NUM> urethane adhesive or other known adhesive. For example, certain leathers may be unsuitable for being adhered to the moldable foam interlayer <NUM> using flame lamination.

Further, additional adhesive layers may be used when the laminate blank <NUM> includes more than three layers. Also, individual layers may be adhered to an adjoining layer prior to or after cutting the layers into the blank shape <NUM>. For example, the scrim backing layer <NUM> and the foam interlayer <NUM> may be bonded together using flame lamination or adhesive and then cut into a foam/scrim blank (not shown). The foam/scrim blank may be adhered to a pre-cut cover material blank <NUM> using an adhesive or flame lamination. It will be understood that any combination of adhesive, flame lamination, pre-cutting, and post-cutting, as well as material selection and number of layers, may be selected based on the desired finished trim cover <NUM> for a given application and/or preferred manufacturing method.

Suitable cover material layers <NUM> include a variety of textiles, vinyls, and leathers. Exemplary textiles include polyester, polyester blends, acrylic blends, rayon, nylon, and similar fabrics. The selection of a textile for a desired application depends on the amount of elongation in the lengthwise and the crosswise direction of the textile in conjunction with the amount of forming required during the molding process. Generally, cover material layers <NUM> having about <NUM>% to about <NUM>% elongation in both the lengthwise and crosswise directions have been found to be desirable. However, cover material layers <NUM> with more or less elongation may be suitable depending on the desired <NUM>-dimensional molded shape and the amount of concavity in the mold tools. Fabrics can have a flat surface, a knap construction, and/or be woven or non-woven, depending on the desired appearance of the molded trim cover <NUM>. Optionally, fabrics can be laminated with foam materials or spacer fabric constructions to generate a desired appearance of the molded trim cover <NUM>.

A wide selection of cover material layers <NUM> are suitable for use with the disclosed molding process since the mold tool <NUM> temperature range, about <NUM>°F to about <NUM>°F, is below the distortion temperatures for a variety of fabrics. Molding the trim cover <NUM> by applying heat in a temperature range of about <NUM>°F to about <NUM>°F allows for an expanded selection of cover material layers <NUM>, including a variety of fabrics, vinyls, and leathers. Certain fabrics are unsuitable for use in known prior art molding processes having molding temperatures in a range of about <NUM>°F to about <NUM>°F since these fabrics may get distorted or damaged by the higher level of heat. Lowering the mold tool <NUM> temperature to a range of about <NUM>°F to about <NUM>°F reduces and/or prevents fabric distortion during the molding process. Further, the lower molding temperatures used in the disclosed process allows for an increase in obtainable contour of the <NUM>-dimensional shape of the molded trim cover <NUM> without distorting or damaging the cover material layer <NUM>. Additional materials and/or laminate layers can be molded into a <NUM>-dimensional shape by optionally adding vacuum assist and a removable barrier film to the molding process, as will be described below.

As shown in <FIG>, the moldable foam interlayer <NUM> underneath the cover material layer <NUM> is used to achieve the desired final molded shape and to provide a soft and comfortable feel in the molded trim cover <NUM>. The firmness, density, and thickness of the moldable foam interlayer <NUM> are selected to achieve a desired look or feel of the vehicle seat assembly <NUM>. The moldable foam interlayer <NUM> is an open cell polyurethane (PU) foam formulated to be moldable at temperatures between about <NUM>°F to about <NUM>°F as desired for an intended application.

As is generally known in the art of manufacturing polyurethane foams, the glass transition temperature (Tg) of polyurethane foam is related to the upper limit of service temperature of the PU foam as well as the temperature at which the PU foam can be molded. Further, it is well known in the art that the Tg of a PU foam is affected by the foam chemistry, and in particular, the amount of cross-linking in the PU foam. Adding a graft polyol as well as adjusting diol content is one method of adjusting the Tg of PU foam. The Tg of PU foam can be controlled such that a selected moldable PU foam can be molded at temperatures between <NUM>°F to about <NUM>°F and still maintain support for the occupant and pass all applicable testing requirements, including life cycle, durability, and heat-aging.

Typical PU foam formulations used in vehicle seating applications are generally moldable at temperatures greater than about <NUM>°F. These foam formulations have previously been selected in order to assure that vehicle seat assemblies <NUM> have acceptable performance over the life of a vehicle and to permit short manufacturing cycle times. However, the PU foams with higher Tg values are difficult to mold and require expensive and/or complex molding methods. Further, the high mold temperatures restrict options for the cover material layers <NUM> because some materials are unsuitable for molding at temperatures above about <NUM>°F. In addition, some of these known molding processes result in trim covers <NUM> having reduced breathability.

It has been found that by reducing the Tg in moldable PU foam, satisfactory results can be obtained molding trim covers <NUM> with a foam molding temperature of about <NUM>°F to about <NUM>°F, as disclosed in the present invention. Further, since the foam molding temperature is about <NUM>°F or less, the cost and complexity of the mold tools <NUM> is reduced and the range of suitable cover material layers <NUM> is increased.

The optional scrim backing blank <NUM> is illustrated in <FIG>. As shown, the scrim backing layer <NUM> has been pre-cut into the scrim backing blank <NUM> prior to assembly into the laminate blank <NUM>. The scrim backing layer <NUM> improves the handling of the molded trim cover <NUM> when sewn to other components in an assembled trim cover <NUM>. However, it will be appreciated that the scrim backing layer <NUM> may be omitted if desired.

While the scrim backing layer <NUM> may be a woven or non-woven fabric, the elongation in the fibers of the scrim backing layer <NUM> impacts the formability of the laminate blank <NUM> during the molding process. Fabrics with greater elongation in the fibers are preferred over fabrics with less elongation in the fibers when molding highly-contoured molded trim covers <NUM>. Further, selecting a cover material layer <NUM> and scrim backing layer <NUM> having similar elongation in the fibers is preferred. Some common non-woven scrim backing layers <NUM> have suitable properties for both elongation and loop attachment behavior. Non-woven scrim backing layers <NUM> are inexpensive and pass typical warranty criteria, assembly criteria, and disassembly criteria.

An embodiment of the present invention is illustrated in <FIG> showing a laminate blank <NUM> having a seat heater <NUM> positioned adjacent an A-surface cover material layer <NUM>. Seat heaters <NUM> are a desired option for automotive seats. Molded trim covers <NUM> can have improved comfort over traditional cut-and-sew cover designs. Further, the seat heater <NUM> can be placed closer to the occupant when the seat heater <NUM> is integrated into the molded trim cover <NUM> than when the seat heater <NUM> is placed beneath the trim cover <NUM>. The seat heater <NUM> is included in the laminate blank <NUM> prior to compression molding the laminate blank <NUM> into the molded trim cover <NUM>.

A schematic view showing the construction of the laminate blank <NUM> having the integrated seat heater <NUM> is shown in <FIG>. The laminate blank <NUM> is assembled by adhering an upper surface <NUM> of the seat heater <NUM> to a lower side <NUM> of the A-surface cover material layer <NUM>. Adhesive layer <NUM> can be applied to one or both of the upper surface <NUM> of the seat heater <NUM> and/or the lower surface <NUM> of the A-surface cover material layer <NUM> as full surface coverage or applied in local areas as desired for a specific application. A lower surface <NUM> of the seat heater <NUM> is adhered to an upper surface <NUM> of a moldable foam interlayer <NUM> by applying an adhesive layer <NUM> to one or both of the lower surface <NUM> of the seat heater <NUM> and/or the upper surface <NUM> of the moldable foam interlayer <NUM> with local application or full coverage of adhesive as desired. A non-woven scrim backing layer <NUM> is adhered to a lower surface <NUM> of the moldable foam interlayer <NUM> using adhesive layer <NUM>. <FIG> illustrates a schematic view of the laminate blank <NUM> with the integrated seat heater <NUM> after the layers shown in <FIG> are adhered together.

It will be appreciated that the individual layers shown in <FIG> can be assembled in any order suitable for an intended application and desired manufacturing process. Further, it will be appreciated that any suitable adhesive may be selected based on the desired manufacturing process and composition of the A-surface cover material layer <NUM>. In addition, it will be appreciated that adhesive layer <NUM> can be replaced with flame lamination as is generally known in the art. For example, the non-woven scrim backing layer <NUM> may be adhered to the moldable foam interlayer <NUM> using adhesive or using flame lamination. Optionally, the non-woven scrim backing layer <NUM> can be prebonded to the moldable foam interlayer <NUM> via adhesive or flame lamination, optionally cut into the desired blank shape <NUM> before or after bonding, and supplied as a subassembly S to be adhered with the seat heater <NUM> and A-surface cover material layer <NUM>. Thus, the laminate blank <NUM> can be assembled from one or more precut blanks (A-surface cover material layer <NUM>, seat heater <NUM>, moldable foam interlayer <NUM>, scrim backing layer <NUM>, etc.) and/or assembled from precut blanks comprising a single layer or subassemblies of at least two layers, and/or assembled as a laminate assembly and cut into the final laminate blank shape after the layers are bonded together. It will also be appreciated that additional layers can be incorporated into the laminate blank <NUM> and that certain layers, such as the scrim backing layer <NUM>, may be optionally omitted as desired.

Adhering the seat heater <NUM> directly to the lower side <NUM> of the A-surface cover material layer <NUM> helps minimize the time-to-first sensation for a seat occupant. However, there is a risk of the seat heater <NUM> reading through certain A-surface cover material layers <NUM> as shown in <FIG> shows a molded seat back trim cover <NUM> having the integrated seat heater <NUM> adhered to the lower side <NUM> of the A-surface cover material layer <NUM> after compression molding the laminate blank <NUM> shown in <FIG>. Seat heater electrical wires <NUM> extend from an edge <NUM> of the molded seat back trim cover <NUM>. The seat heater <NUM> may slightly read though the A-surface cover material layer <NUM> as indicated by <NUM> in <FIG>. For some thin A-surface cover material layers <NUM>, the shape and texture of the seat heater <NUM> may be visibly evident and/or the seat heater <NUM> may reduce comfort for the occupant. However, the design and construction of the trim cover <NUM> can be adjusted to minimize the visual impression of the seat heater <NUM>. For example, placement of molded lines <NUM> and molded surface concavity <NUM> can render the read through of the seat heater <NUM> imperceptible to the occupant.

An alternate embodiment of a laminate blank <NUM> construction incorporating a seat heater <NUM> is shown in <FIG> that reduces the visible appearance of the seat heater <NUM> on the surface of the molded trim cover <NUM>. <FIG> illustrate schematic views of layers before they are assembled into the laminate blank <NUM> and after they are adhered into a laminate blank <NUM>, respectively. The construction of the laminate blank <NUM> is similar to the embodiment shown in <FIG> with an additional layer of foam lining <NUM> prelaminated to the lower side <NUM> of the A-surface cover material layer <NUM>. The prelaminated foam lining <NUM> can be adhered to the A-surface cover material layer <NUM> using adhesive or flame lamination as desired and as suitable for the choice of A-surface cover material layer <NUM>. Furthermore, the moldable foam interlayer <NUM> may be adhered to the optional scrim backing layer <NUM> prior to assembling the laminate blank <NUM>. The prelaminated foam interlayer/scrim backing layers <NUM>, <NUM> and the prelaminated A-surface cover material layer/foam lining <NUM>, <NUM> are adhesively bonded to a respective side of the seat heater <NUM> as illustrated in <FIG>. A molded seat back trim cover <NUM> with an integrated seat heater <NUM> is shown in <FIG>. The foam lining <NUM> prelaminated to the A-surface cover material layer <NUM> reduces and/or eliminates the read through of the seat heater <NUM> through the A-surface cover material layer <NUM> as illustrated in <FIG>. Seat heater electrical wires <NUM> extend from an edge <NUM> of the molded seat back trim cover <NUM>. <FIG> is a top perspective view of the molded seat back trim cover <NUM> shown in <FIG> and illustrates the plushness of the trim cover <NUM> after the compression molding process. The inclusion of the foam lining <NUM> between the seat heater <NUM> and the A-surface cover material layer <NUM> somewhat increases the apparent plushness of the trim cover <NUM>.

As in the prior embodiment shown in <FIG>, the selection of adhesive layer <NUM> or flame lamination, as well as the desired coverage of adhesive layers <NUM>, <NUM> is based on the intended application and preferred manufacturing methods. Likewise, the individual layers can be adhered into an assembly prior to cutting the laminate blank <NUM> out of the adhered layers. Alternatively, the individual layers can be precut into the desired blank shape <NUM> prior to assembly. It will be appreciated that any combination and order of cutting, assembling, and adhering desired for an intended application can be selected. For example, the A-surface cover material layer <NUM> can be prelaminated to the foam lining <NUM> using an adhesive or using flame lamination. Similarly, the moldable foam interlayer <NUM> can be prelaminated to the scrim backing layer <NUM> using an adhesive or using flame lamination.

Further, it will be appreciated that more or less layers can be incorporated into the laminate blank <NUM> than shown in the Figures. It will be appreciated that one or more sensors, electrical circuits, and/or alternate materials such as fiber batting in place of and/or in addition to the foam lining <NUM> can be incorporated into laminate blank <NUM> if desired. Also, while not specifically shown in the Figures, the A-surface cover material layer <NUM> can comprise one or more pieces of material fastened together along a seam and/or layered together if desired. For example, a pocket can be pre-sewn to the A-surface cover material layer <NUM> and/or two or more materials sewn together along seams to create a desired style, as will be further described below with respect to <FIG>.

A tool for molding trim covers <NUM> from preformed laminate blanks <NUM>, according to one embodiment of the present invention, is illustrated in <FIG>. Generally, the molding process comprises the steps of <NUM>) assembling a laminate blank <NUM>, <NUM>) placing the laminate blank <NUM> in a <NUM>-dimensional compression mold tool <NUM>, <NUM>) molding the laminate blank <NUM>, at a mold tool temperature of about <NUM>°F to about <NUM>°F, and at a mold tool pressure of about <NUM> psi to about <NUM> psi, to form a <NUM>-dimensional shaped molded trim cover <NUM>, and <NUM>) removing the trim cover <NUM> from the mold tool <NUM>. It will be appreciated that the disclosed process may include more or less processing steps, as well as a different sequence of steps, as desired for a specific intended application or manufacturing process.

Exemplary upper and lower mold tools <NUM>, <NUM> are shown in <FIG>. The upper and lower mold tools <NUM>, <NUM> have molding surfaces <NUM>, <NUM> with a <NUM>-dimensional shape, optionally one or more protrusions <NUM>, and optionally one or more recessed areas <NUM>. The upper and lower mold tools <NUM>, <NUM> can have different surface temperatures to be more compatible with various constructions of the cover material layer <NUM> and foam interlayer <NUM>. The <NUM>-dimensional shape is formed in a trim cover <NUM> by placing a laminate blank <NUM> between the upper <NUM>-dimensionally shaped mold tool <NUM> and the lower <NUM>-dimensionally shaped mold tool <NUM>, as generally illustrated in <FIG>, compressing the laminate blank <NUM> between the upper and lower mold tools <NUM>, <NUM> with about <NUM> psi to about <NUM> psi, and applying heat in a temperature range of about <NUM>°F to about <NUM>°F to shape and compress the moldable foam interlayer <NUM>, and removing the upper mold tool <NUM> from the molded trim cover <NUM> (illustrated in <FIG>) after a processing time of about <NUM> seconds to about <NUM> minutes. The amount of localized compression, as well as the formed induced surface inclination, results in a formed <NUM>-dimensional trim cover <NUM> after molding which generally retains the desired <NUM>-dimensional shape.

It will be appreciated that the compression molding process may incorporate vacuum assist as desired for certain selected materials, thickness of the laminate blank <NUM>, as well as the degree of contour in the upper and lower molding surfaces <NUM>, <NUM>. While not shown in the Figures, integrating vacuum assist as well as overall heating and/or spot heating into the upper and lower mold tools <NUM>, <NUM> is generally known to one skilled in the art of fabricating molding tools.

As illustrated in <FIG>, an alternate embodiment of the disclosed process includes a step of vacuum-form assist prior to a compression molding step. Alternatively, the vacuum-form assist step can be performed during the compression molding step if desired. Improved appearance, increased <NUM>-dimensional depth, and improved molded details can be obtained with certain materials, such a leather and/or thicker materials or laminate blanks <NUM> with more than three layers, by adding vacuum assist during the molding process to partially or completely pre-form the laminate blank <NUM> against the lower molding surface <NUM>.

Referring to <FIG>, a laminate blank <NUM> is placed (arrow <NUM>) on the lower molding tool <NUM> and a barrier film <NUM> is placed (arrow <NUM>) on top of the laminate blank <NUM>. Vacuum <NUM> is applied through the lower mold tool <NUM> to partially or fully form the laminate blank <NUM> to the lower mold tool <NUM> as illustrated in <FIG>. The upper molding tool <NUM> is compressed <NUM> against the barrier film <NUM> and the laminate blank <NUM> while the upper and/or lower molding tools <NUM>, <NUM> are heated to a temperature of about <NUM>°F to about <NUM>°F to shape and compress the moldable foam interlayer <NUM>. The molding tools <NUM>, <NUM> optionally may be uniformly heated or may have localized areas with increased heat temperature, as desired for an intended application and laminate blank <NUM> construction.

The upper molding tool <NUM> is removed from the barrier film <NUM> and molded trim cover <NUM> (arrow <NUM>) as shown in <FIG>. The barrier film <NUM> is removed from the molded trim cover <NUM> (arrow <NUM>), and the molded trim cover <NUM> is removed from the lower molding tool <NUM>. Optionally, the barrier film <NUM> can be removed from the vacuum-formed laminate blank <NUM> prior to the laminate blank <NUM> being compressed by the upper mold tool <NUM> and heated to a temperature of about <NUM>°F to about <NUM>°F. Breathability of the molded trim cover <NUM> is generally retained since the barrier film <NUM> is only used during the vacuum forming process <NUM> and, optionally, during the compression molding process <NUM>, and removed from the molded trim cover <NUM> prior to assembling the molded trim cover <NUM> into a finished assembly. It will be appreciated that the disclosed process may include more or less processing steps, as well as a different sequence of steps, as desired for a specific application or manufacturing process.

The selection of the molding temperature range and the location of zone heating in the mold are based, in part, on the selected cover material layer <NUM>, the number of layers in the laminate blank <NUM>, the selected mold design, and the amount of concavity and molding details being formed in the molded trim cover <NUM>. Generally, utilizing a mold temperature range of about <NUM>°F to about <NUM>°F is desired. This will allow the foam interlayer <NUM> to mold at a temperature range of about <NUM>°F to about <NUM>°F, producing acceptable molded trim covers <NUM> with machine cycle times from about <NUM> seconds to about <NUM> minutes depending on the forming aggressiveness and thickness of the laminate blank <NUM>.

Compression molding pressures of about <NUM> psi to about <NUM> psi are generally sufficient to produce satisfactory results. It will be appreciated that more or less molding pressure may be desired depending on a specific application, laminate blank <NUM> construction, machine configuration, and other factors such as machine cycle time. A pneumatic cylinder press is generally adequate to provide the desired amount of compression force during the molding process. Aluminum molding tools are generally suitable for the disclosed molding process since the desired molding temperature range is generally equal or less than about <NUM>°F and the molding pressures are generally equal or less than about <NUM> psi. The disclosed molding process does not require steel molding tools and/or hydraulic presses, and thus, the disclosed molding process can use lower cost molding tools and lower cost machines than previously known molding methods for trim covers <NUM>. Further, the molding tools <NUM>, <NUM> can have self-contained heating systems (not shown) and can be adapted to have zonal heating as needed to facilitate more or less aggressive contours and styling lines. Vacuum assist can be integrated in the molding tools when desired for a particular application and/or laminate blank <NUM> construction.

Since the tooling requirements, as well as the manufacturing process requirements, are generally moderate (aluminum tools with self-contained heating in a temperature range of about <NUM>°F to about <NUM>°F, compression pressures of about <NUM> psi to about <NUM> psi, and cycle times from about <NUM> seconds to about <NUM> minutes), an exemplary manufacturing process can comprise about <NUM> compression molding machines with a single operator loading and unloading these molding machines. By assembling and cutting the laminate blank <NUM> prior to the molding process, the operator can load the laminate blank <NUM> into each molding machine and remove the molded trim covers <NUM> after the molding process is completed. It is desirable to cut the laminate blanks <NUM> into a size and shape prior to molding such that the molded trim covers <NUM> require minimal and/or no trimming prior to assembly into final trim cover assemblies. By pre-bonding or pre-attaching the laminate blank <NUM> layers, the operator loads the laminate blank <NUM> into the compression molding machine instead of having to load multiple pieces.

However, it will be appreciated that more than one blank <NUM> can be loaded onto the lower molding tool <NUM> prior to initiating the compression molding process if desired for a particular application. One example process generally comprises the steps of: <NUM>) placing a cover material blank <NUM> and a barrier film <NUM> onto the lower molding tool <NUM>, <NUM>) vacuum forming the cover material blank <NUM> to generally contour around the lower mold tool <NUM>, <NUM>) removing the barrier film <NUM> and placing a seat heater <NUM> on the pre-formed cover material blank <NUM>, <NUM>) placing a foam interlayer blank <NUM> on top of the seat heater <NUM>, <NUM>) compression molding the cover material blank <NUM>, the seat heater <NUM>, and foam interlayer blank <NUM> to form a molded trim cover <NUM>, and <NUM>) removing the molded trim cover <NUM> from the molding tools <NUM>. Another example process generally comprises the steps of: <NUM>) loading a laminate blank <NUM> onto the lower molding tool <NUM>, <NUM>) placing a pre-sewn pocket blank on top of the laminate blank <NUM>, <NUM>) compression molding the laminate blank <NUM> and the pocket blank to form a trim cover <NUM> having a pocket, and <NUM>) removing the trim cover <NUM> having a pocket from the compression molding tools <NUM>.

Compared to known trim covers <NUM> molded in <NUM>-dimensional shapes, minimal bending of the trim cover <NUM> is required when assembling the trim cover <NUM> into a trim cover assembly <NUM> and when applying the trim cover assembly <NUM> to a vehicle seat <NUM>. A reduction in the necessary bending or folding of the <NUM>-dimensional molded trim cover <NUM> reduces the wrinkling induced compared to a <NUM>-dimensional molded trim cover <NUM>. While less bending of the trim cover <NUM> is required when the trim cover <NUM> is assembled to a vehicle seat <NUM>, the trim cover <NUM> can be bent and twisted during assembly with additional seat cover components without permanently distorting the molded trim cover <NUM>. When the trim cover <NUM> is unrestrained, the trim cover <NUM> tends to generally return to the as-molded shape.

Edges of the molded trim cover <NUM> are optionally trimmed and/or skived prior to assembling and/or sewing with other seat cover components to form the finished trim cover assembly <NUM>.

The molded trim cover <NUM> can be permanently or releasably attached to the base foam pad <NUM> to form a padded assembly or during assembly of the vehicle seat <NUM>. A simplified "hook & loop" attachment system can be integrated with the molded trim cover <NUM> and the base foam pad <NUM> that cannot be felt by the occupant of the vehicle seat <NUM>. As shown in <FIG>, the base foam pad <NUM> includes hook fasteners <NUM> of a "hook & loop" attachment system insert-molded to an upper surface <NUM> of the base foam pad <NUM>. As shown in <FIG>, loop fasteners <NUM> of a "hook & loop" attachment system are insert-molded to the "B-surface" of the molded trim cover <NUM>. Alternatively, the loop fasteners <NUM> can be assembled with the lower surface of the laminate blank prior to the laminate blank <NUM> being molded into the trim cover <NUM> such that the loop fasteners <NUM> are permanently adhered to the lower surface of the trim cover <NUM> during the compression molding process. Further, the loop fasteners <NUM> can be adhered to the trim cover <NUM> prior to assembling the trim cover with the base foam pad <NUM>. The molded trim cover <NUM> can be releasably coupled with the base foam pad <NUM> of the vehicle seat <NUM> after the loop fasteners <NUM> on the molded trim cover <NUM> are attached to the hook fasteners <NUM> on the base foam pad <NUM>. Alternatively, some commonly used non-woven scrim backing layers <NUM> act as a "loop" fastener <NUM> of the "hook & loop" attachment system for attaching the trim cover <NUM> to the base foam pad <NUM>, as shown in <FIG>. It will be appreciated that other fastening methods may be suitable for an intended application including directly adhering the trim cover <NUM> to the base foam pad <NUM> with an adhesive. In some applications, the number and type of fasteners are reduced over certain known trim covers since the disclosed molded trim cover <NUM> has a <NUM>-dimensional shape and generally retains the molded contours without additional fasteners.

After the trim cover <NUM> is assembled into a final seat cover assembly <NUM> (by adding side components and optional fasteners if needed), the seat cover assembly <NUM> is placed on the base foam pad <NUM> and forms the seat cushion <NUM> or seat back <NUM> of the vehicle seat <NUM>, as illustrated in <FIG>. The base foam pad <NUM> provides the main support surface of a seating system as well as providing stability to maintain the contours of the overall seat design. The base foam pad <NUM> does not require any design features when desired design features and styling lines are formed in molded "A-Surface" trim cover <NUM>. Thus, a standardized base foam pad <NUM> can be used with many vehicle seat <NUM> designs when combined with a variety of trim cover <NUM> designs. Using a standardized base foam pad <NUM> reduces complexity in the foam manufacturing plants and seat assembly processes. There is a reduction in scrap and rework during the manufacturing process by including the design features in a removable trim cover <NUM> in combination with a simplified base foam pad <NUM>.

<FIG> show a molded trim cover <NUM> before and after, respectively, undergoing GMW <NUM> Cycle Q environmental aging. The GMW <NUM> Cycle Q, a General Motors Worldwide standard test protocol, subjects samples to <NUM>°F temperature and <NUM>% humidity over <NUM> hours to evaluate the trim cover <NUM> for durability and suitability for an automotive interior environment. The trim cover <NUM> must exhibit no delamination, no color distortion, and no un-forming of the foam interlayer <NUM> during the test. As illustrated in <FIG>, the trim cover <NUM> demonstrated no delamination, no color distortion, and no un-forming of the foam interlayer <NUM> after undergoing the GMW <NUM> Cycle Q environmental testing.

While not shown in the Figures, trim covers <NUM> were evaluated for volatile organic carbon compound (VOC) emission using Ford WSS-M99P2222-F1 test method by testing a trim cover <NUM> at <NUM>°F for <NUM> minutes and recording key emissions from the trim cover <NUM>. A first trim cover <NUM> with a fabric cover material layer <NUM> and a first foam interlayer <NUM> and a second trim cover <NUM> with a vinyl cover material layer <NUM> with a second foam interlayer <NUM> were evaluated. Both test samples had acceptable test results.

Further, various trim covers <NUM> were evaluated for breathability by measuring airflow rate through the trim cover <NUM>. The breathability of a trim cover <NUM> is measured by placing a sample of the trim cover <NUM> in a Gurley Densometer and measuring the time to pass <NUM> of air through the trim cover <NUM> per ASTM D-<NUM>-<NUM> and ASTM D-<NUM>-<NUM> test methods. Samples of trim covers, manufactured with the traditional cut-and-sew method, the PureFit™ method, the Cover Carving Technology™ (CCT), and the disclosed molding process, were evaluated for breathability. The airflow rate through the cut-and-sew trim cover sample was about <NUM>/sec. The airflow through the CCT trim cover sample and the PureFit™ trim cover sample were about <NUM>/sec and about <NUM>/sec, respectively. In comparison, the sample of the trim cover <NUM> prepared by the disclosed molding process had an airflow rate of about <NUM>/sec. Thus, trim covers <NUM> prepared by the disclosed molding process allow about <NUM> to <NUM> times more airflow through the trim cover 12when compared to trim covers manufactured using the CCT method or the PureFit™ method. While the airflow through the trim covers <NUM> prepared using the disclosed molding process is less than the airflow through traditional cut-and-sew trim covers, the thermal comfort to an occupant of an assembled vehicle seat <NUM> is comparable to the cut-and-sew trim cover.

Alternate embodiments of the seat back panel <NUM> construction are shown in <FIG>. Two or more pieces <NUM>, <NUM> of cover material <NUM> can be sewn together along seams <NUM> as shown in <FIG> if desired. The sewn cover material <NUM> can be included into the laminate blank <NUM> as the A-surface cover material layer <NUM>. The sew seams <NUM> are encased and molded flush during the molding process. The resulting molded seat back panel <NUM> can include additional styling and design details by combining one or more materials into the A-surface cover material layer <NUM> of the laminate blank <NUM> prior to molding.

While not specifically shown in the Figures, some complex seat trim covers <NUM> may be assembled by sewing / adhering one or more preformed sections of the trim cover <NUM> together along seams to form more complex shapes of finished trim covers <NUM>. Further, secondary processes, such as sewing and/or adhering pockets and other design details, can be done after the molding of the trim cover <NUM>. It will be appreciated that cover materials <NUM> with sew seams <NUM> can be incorporated into the laminate blank <NUM> for any trim cover part <NUM>, such as the seat cushion trim cover <NUM>, seat back trim cover <NUM>, seat back panel <NUM>, and any other similar trim cover <NUM>.

Further, as illustrated in <FIG> and <FIG>, secondary features such as pockets <NUM> can be integrated into the laminate blank <NUM> prior to molding the trim cover <NUM>. <FIG> shows a pocket <NUM> sewn into seams <NUM> of the A-surface cover material layer <NUM> prior to being integrated into a laminate blank <NUM>. The sew seams <NUM> are encased and molded flush when the laminate blank <NUM> is compression molded. A molded seat back panel <NUM> having a full overlay pocket <NUM> is shown in <FIG>. The pocket <NUM> can be sewn or adhered to the A-surface cover material layer <NUM> prior to being integrated into the laminate blank <NUM>. Alternatively, the pocket <NUM> can be placed on top of the laminate blank <NUM> after the laminate blank <NUM> is placed on the lower molding tool <NUM> if desired. Further, the pocket <NUM> can be molded into a <NUM>-dimensional shape and then sewn or adhered along the edges to a molded trim cover <NUM>. It will be appreciated that the disclosed process may include more or less processing steps, as well as a different sequence of steps, as desired for a specific intended application, selected materials, and/or desired manufacturing process.

<FIG> illustrate non-limiting examples of vehicle seats <NUM> having a variety of trim cover <NUM> designs according to embodiments of the present disclosure. Seat 10A (<FIG>) illustrates a single A-surface cover material layer <NUM> with trim covers 12A having strongly contoured mold lines <NUM>, subtle mold lines <NUM> flowing across the seat cushion 16A, seat back 14A, and head restraint 18A and fading flush to the local surface at the end <NUM> of the mold lines <NUM>. Seat 10B (<FIG>) illustrates a seat back trim cover 52B having two cover materials <NUM>, <NUM> sewn along seams <NUM> prior to assembling the laminate blank <NUM> and molding the trim cover 12B. Also shown in <FIG> are surface embossments <NUM> formed in the trim cover 12B during the molding process. Seat 10C demonstrates stylized embossments <NUM> and strong contoured mold lines <NUM>, as well as an integrated head restraint 18C, as shown in <FIG>. A variation is illustrated in <FIG> of two materials <NUM>, <NUM> sewn along seams <NUM> to form the sewn cover material <NUM> prior to assembling the laminate blank <NUM> and molding the trim cover 12D. Seat 10D also illustrates the first material <NUM> having a napped fabric and the second material <NUM> being perforated leather, as well illustrating strong stylized contoured design features <NUM> and subtle surface contour <NUM>.

Contours with greater than about <NUM> inches of concavity can optionally be formed by joining smaller molded trim cover sections <NUM>, <NUM>, <NUM> such as shown in <FIG>. Alternatively, for certain laminate constructions and/or A-surface cover material layers <NUM>, a trim cover 12E having substantially greater than about <NUM> inches of overall concavity can be molded using the disclosed process. Generally, up to about <NUM> inches of localized concavity is desired. Sharp bends <NUM> and gradual changes <NUM> in surface profile <NUM> can increase the overall concavity well beyond the recommended localized concavity recommendations. Thus, depending on the laminate blank <NUM> construction, the seat back trim cover <NUM> of seat 10E shown in <FIG> can be formed as a single molded seat back trim cover <NUM> or formed by joining smaller molded trim cover sections <NUM>, <NUM>, <NUM> as desired.

Another embodiment is illustrated in <FIG> where portions of the seat cushion trim cover <NUM> include molded seat belt pockets <NUM>, <NUM>. Certain known vehicle seat covers have highly contoured sections that are formed by cutting and sewing multiple small pieces of material together. One example is seat belt pockets for rear seat cushions. Typically, multiple pieces of material are cut and sewn together along seams to form generally complex contours required for a seat belt pocket. Cutting and sewing multiple small pieces is costly and labor intensive. These multi-piece sewn seat belt pockets can be replaced by molded seat belt pockets <NUM>, <NUM> compression molded from laminate blanks <NUM> with the disclosed process. Seat pocket <NUM>, shown in <FIG>, illustrates a molded complex pocket shape sewn to a seat cushion trim cover <NUM>. In comparison, seat pocket <NUM> illustrates a narrow U-shape pocket with a tight bend at the base <NUM> of the U-shape (shown in <FIG>).

It will be appreciated that any combination of materials, fabrics, and number of pieces may be used to create the desired styling of trim covers <NUM> and similar components. While not specifically shown in the Figures, the molded trim covers <NUM> are suitable for any interior component of a vehicle, including armrests or door panels. While the above disclosure is directed primarily towards vehicle seat trim covers <NUM>, this process can be used to form any cover piece for automotive interiors or for household products. Complex shapes can be molded from the laminate blank <NUM>, eliminating sewing of multiple pieces to form complex shapes.

An alternate embodiment of the seat back panel <NUM>' is shown in <FIG> illustrating a predefined selvage <NUM>' that is free of foam extending around an outer periphery <NUM>' of the seat back panel <NUM>'. One embodiment of a manufacturing process for forming the seat back panel <NUM>' of <FIG> is illustrated in <FIG>. Both the seat back panels <NUM>, <NUM>' include a molded cover material <NUM>, <NUM>' having molded features <NUM>, <NUM>' and molded lines <NUM>, <NUM>'. Further, both embodiments of the seat back panels <NUM>, <NUM>' are produced using a manufacturing process wherein a laminate blank <NUM>, <NUM>' is formed to produce the seat back panel <NUM>, <NUM>', as illustrated in <FIG> and <FIG>.

In back-of-back applications, such as the seat back panel <NUM>, <NUM>', the foam interlayer <NUM>, <NUM> is preferably formed of a relatively dense foam so that the seat back panel <NUM>, <NUM>' has a smooth appearance while retaining the desired shape. In the embodiment shown in <FIG>, the foam interlayer <NUM> is integrated within the laminate blank <NUM> prior to vacuum forming and/or compression molding the laminate blank <NUM>. In the embodiment illustrated in <FIG>, the foam interlayer <NUM> is replaced by a molded foam backing <NUM> (shown in <FIG>) that is formed on the laminate blank <NUM>' after the laminate blank <NUM>' is vacuum-formed into a <NUM>-dimensional shape. As such, the seat back panel <NUM>' of <FIG> illustrates vacuum formed lines and features <NUM>', <NUM>' with additional molded features 70C, 72B, 70B illustrated in the seat back panel <NUM>" of <FIG> described below. Certain formed features and lines <NUM>', <NUM>' optionally have a curved surface profile, an embossed appearance, and/or have the appearance of a sew seam. While a seat back panel <NUM>', <NUM>" is illustrated, alternate embodiments include trim covers including seat back trim covers, seat cushion trim covers, as well as other trim cover components such as side facings, and the like.

The molded seat back panel <NUM>' of <FIG> includes the predefined selvage <NUM>' extending around an outer periphery <NUM>' of the seat back panel <NUM>' that is free of foam <NUM>. In contrast, the seat back panel <NUM> of <FIG> is formed from a laminate blank <NUM> having a foam interlayer <NUM> extending across the full width and length of the laminate blank <NUM>, as shown in <FIG>. As illustrated in <FIG>, the foam interlayer <NUM> is compressed near the outer edge <NUM> of the seat back panel <NUM> during the molding process to provide a compression molded selvage <NUM> extending around the outer periphery <NUM>. The selvage <NUM>, <NUM>' can be used for joining the outer periphery <NUM>, <NUM>' of the seat back panel <NUM>, <NUM>' to one or more other trim pieces to create a trim cover assembly <NUM>, <NUM>' such as illustrated by the seat back panel trim cover assembly <NUM> shown in <FIG> and further described below with respect to <FIG>. The compression molded selvage <NUM> that is formed by compression molding a relatively dense foam <NUM>, <NUM> results in a relatively stiff selvage <NUM> which is more difficult to sew through than a foam-free selvage <NUM>' shown in <FIG>. It is desirable to have a seat back panel <NUM>, <NUM>' with an improved sewing capability. The foam-free selvage <NUM>', <NUM>" of the seat back panels <NUM>', <NUM>" shown in <FIG>, <FIG> have improved sewing capability over the embodiment shown in <FIG> since the foam-free selvage <NUM>', <NUM>" is less stiff than the compression molded selvage <NUM>.

The foam-free selvage <NUM>', <NUM>" of the seat back panel <NUM>', <NUM>" shown in <FIG>, <FIG> is preferred in some embodiments over the compression molded selvage <NUM> of the seat back panel <NUM> shown in <FIG> since the foam-free selvage <NUM>', <NUM>" has less layers to be included in the sew seam <NUM>, <NUM>' than with the compression molded selvage <NUM>. Further, the foam-free selvage <NUM>', <NUM>" is more flexible than the compression molded selvage <NUM> since the foam-free selvage <NUM>', <NUM>" lacks the relatively stiff foam <NUM>, <NUM>, <NUM>.

Referring to <FIG>, the seat back panel <NUM>' is formed from a laminate blank <NUM>' comprising at least a cover material <NUM>'. A first surface 210A of the laminate blank <NUM>' forms the A-surface 210A of the seat back panel <NUM>', as illustrated in <FIG>. An opposing second surface 210B of the laminate blank <NUM>' is shown in <FIG>. The laminate blank <NUM>' is pre-cut into a predetermined shape having an outer periphery <NUM>'. A plurality of locating holes <NUM> are punched through the laminate blank <NUM>' near the outer periphery <NUM>'. Any number, shape, size, and location of pre-punched locating holes <NUM> can be included in the laminate blank <NUM>' as desired for specific embodiments. The locating holes <NUM> can be punched before, during, or after the laminate blank <NUM>' is cut from the cover material <NUM>'. Preferably, each locating hole <NUM> passes through the predefined selvage <NUM>' of the laminate blank <NUM>'. The predefined selvage <NUM>' extends between a predefined boundary 410C and the outer periphery <NUM>' of the laminate blank <NUM>', as shown in <FIG>.

While a single layer laminate blank <NUM>' is illustrated in <FIG> comprising a cover material <NUM>', any number of additional layers can be included within the laminate blank <NUM>' as desired for specific embodiments, including but not limited to, one or more layers of foam, scrim backing, pre-sewn sections of material forming a single layer within the laminate blank <NUM>', and partial layers such as pre-sewn pockets, and the like. Further, other components such as heating elements, a seat heater, electrical sensors, attachment devices, fasteners, and the like can be integrated within the laminate blank <NUM>' and/or assembled with the laminate blank <NUM>' during the manufacturing process.

Preferably, the laminate blank <NUM>' includes the pre-punched locating holes <NUM>. In some embodiments, the laminate blank <NUM>' can include alternate locating features such as slots, slits, tabs, and the like as non-limiting examples. Further, in some embodiments, the locating holes <NUM> can be omitted if the locating holes <NUM> are not required to position the laminate blank <NUM>' within the molding tools <NUM>', <NUM>'.

<FIG> shows one embodiment of molding tools <NUM>', <NUM>' suitable for forming the seat back panel <NUM>'. The exemplary molding tools <NUM>', <NUM>' include a mold lid <NUM>' and a mold base <NUM>'. The mold base <NUM>' includes a <NUM>-dimensional mold bowl <NUM>' having a desired molded shape for the seat back panel <NUM>'. An outer periphery <NUM> of the <NUM>-dimensional mold bowl <NUM>' includes a plurality of spaced apart locating pins <NUM>. The number and position of the locating pins <NUM> is selected based in part on the size and shape of the outer periphery <NUM> of the <NUM>-dimensional mold bowl <NUM>'.

An enlarged view of portion <NUM> of the mold base <NUM>' of <FIG> is shown in <FIG>, illustrating the locating pins <NUM> positioned around the outer periphery <NUM> of the <NUM>-dimensional mold bowl <NUM>'. Also shown in <FIG>, the <NUM>-dimensional mold bowl <NUM>' includes a plurality of vacuum holes <NUM> distributed across a lower surface <NUM> of the mold bowl <NUM>'. In one embodiment, the vacuum holes <NUM> have an outer diameter of about <NUM>", however, larger and/or smaller diameter vacuum holes <NUM> can be used if desired based on specific requirements of an embodiment.

As shown in <FIG>, the mold lid <NUM>' includes a plurality of lid holes 426B configured to matingly engage with the locating pins <NUM> around the outer periphery <NUM> of the mold bowl <NUM>'. More specifically, the locating pins <NUM> and the lid holes 426B are configured such that an upper end 426A of each locating pin <NUM> fits within a respective one of the lid holes 426B when the mold lid <NUM>' is placed in a closed position in frictional engagement with the mold base <NUM>'.

<FIG> illustrate an exemplary manufacturing process for forming the seat back panel <NUM>' of <FIG>. Referring to <FIG>, the laminate blank <NUM>' is inserted between the mold lid <NUM>' and the mold base <NUM>'. More specifically, the laminate blank <NUM>' is assembled with the <NUM>-dimensional mold bowl <NUM>' by aligning the locating holes <NUM> in the laminate blank <NUM>' with the locating pins <NUM> extending vertically from the mold base <NUM>'. As illustrated in <FIG>, the laminate blank <NUM>' is positioned against the mold base <NUM>' such that the locating pins <NUM> extend through the locating holes <NUM> in the laminate blank <NUM>'. Prior to fixedly coupling the mold lid <NUM>' to the mold base <NUM>', an upper molding surface <NUM> of the mold lid <NUM>' is preferably coated with a mold release. The upper molding surface <NUM> of the mold lid <NUM>' has a <NUM>-dimensional mold surface <NUM> for forming the B-surface <NUM> of the molded foam backing <NUM>.

The laminate blank <NUM>' is vacuum formed to conform to the contour of the <NUM>-dimensional mold bowl <NUM>', as illustrated in <FIG>. Air is drawn through the vacuum holes <NUM> in the lower surface <NUM> of the <NUM>-dimensional mold bowl <NUM>' during the vacuum forming process. The vacuum forming process can be performed before or after placing the mold lid <NUM>' against the mold base <NUM>'. The locating holes <NUM> in the laminate blank <NUM>' assembled with the locating pins <NUM> retains the outer periphery <NUM>' of the laminate blank <NUM>' in a desired position during the vacuum forming process. Molded features <NUM>' and molded lines <NUM>' are formed in the laminate blank <NUM>' during the vacuum forming process, as shown in <FIG>.

<FIG> shows a cross-sectional view of the mold lid <NUM>' fixedly coupled to the mold base <NUM>'. The vacuum formed laminate blank <NUM>' is positioned against the <NUM>-dimensional mold bowl <NUM>' with the outer periphery <NUM>' of the laminate blank <NUM>' retained by the locating pins <NUM> passing through the locating holes <NUM> in the laminate blank <NUM>'. The upper end 426A of each locating pin <NUM> is inserted within a respective mating lid hole 426B in the mold lid <NUM>'. The outer periphery <NUM>' of the laminate blank <NUM>' is pinched between the mold lid <NUM>' and the mold base <NUM>', forming a seal around the outer periphery <NUM> of the <NUM>-dimensional mold bowl <NUM>'. In other embodiments, the laminate blank <NUM>' can be fully contained within the <NUM>-dimensional mold bowl <NUM>' such that the outer periphery <NUM>' of the laminate blank <NUM>' is spaced apart from the mold lid <NUM>'. In one embodiment, the mold base <NUM>' and mold lid <NUM>' are configured to provide about a <NUM> parting line gap to accommodate the outer periphery <NUM>' of the laminate blank <NUM>'.

Also shown in <FIG>, each vacuum hole <NUM> in the <NUM>-dimensional mold bowl <NUM>' is fluidically coupled to a respective vacuum air channel 430A. A vacuum pressure is applied to the vacuum air channels 430A during the vacuum process to draw the laminate blank <NUM>' against the lower surface <NUM> of the <NUM>-dimensional mold bowl <NUM>'. Vacuum forming the laminate blank <NUM>' against the lower surface <NUM> of the <NUM>-dimensional mold bowl <NUM>' forms a cavity <NUM> between the laminate blank <NUM>' and the mold lid <NUM>', as shown in <FIG>. Preferably, the mold base <NUM>' and/or the mold lid <NUM>' are heated to a temperature between about <NUM>°F to about <NUM>°F. However, other molding temperatures can be selected in other embodiments depending on requirements of specific manufacturing processes.

Referring to <FIG> and <FIG>, the mold lid <NUM>' includes an inlet port <NUM> for injecting liquid into the cavity <NUM>. The inlet port <NUM> is fluidically connected to an inlet channel 460A passing through the mold lid <NUM>', as illustrated in <FIG>. The inlet channel 460A is fluidically coupled to at least a first fill line <NUM> and a second fill line <NUM>. The first and second fill lines <NUM>, <NUM> are configured to provide a first liquid 466A and a second liquid 472A, respectively, into the inlet channel 460A. In other embodiments, the inlet channel 460A is fluidically coupled to a plurality of fill lines <NUM>, <NUM> with each fill line <NUM>, <NUM> configured to provide one liquid additive 466A, 472A to the inlet channel 460A. The first and second liquids 466A, 472A are mixed within the inlet channel 460A to form a mixed liquid 460B that is injected through the inlet port <NUM> and into the cavity <NUM>. The first and second liquids 466A, 472A, along with potentially other selected components based on the specific requirements of a selected seat back panel <NUM>', can comprise in part a blended polyol 466A and isocyanate (ISO) 472A, as a non-limiting example. The blended polyol 466A and the isocyanate 472A are injected and/or poured through the first fill line <NUM> and second fill line <NUM>, respectively, and into the inlet channel 460A. Mixing and injecting the blended polyol 466A and isocyanate 472A into the cavity <NUM> within the mold <NUM>', <NUM>' causes the blended polyol 466A and the isocyanate 472A to react and form a molded polyurethane foam backing <NUM> within the cavity <NUM>. The molded foam backing <NUM> is adhered to the laminate blank <NUM>' during the reaction process. The assembly of the molded foam backing <NUM> and the laminate blank <NUM>' forms the seat back panel <NUM>' shown in <FIG>. In some embodiments of the seat back panel <NUM>', the molded foam backing <NUM> has a density of about <NUM>/m<NUM>, a thickness of about <NUM>, and a cure time of about <NUM> minutes.

Referring to <FIG>, once the foam reaction process is complete, the mold lid <NUM>' is removed from the mold base <NUM>'. As shown in <FIG>, the outer periphery <NUM>' of the laminate blank <NUM>' is free of foam. The molded foam backing <NUM> has an outer periphery 420A spaced apart from the outer periphery <NUM>' of the laminate blank <NUM>' to form the foam-free selvage <NUM>' extending around the outer periphery <NUM>' of the seat back panel <NUM>'. The predefined selvage <NUM>' of the laminate blank <NUM>' that forms a gasket between the mold lid <NUM>' and the mold base <NUM>' is spaced apart from the molded foam backing <NUM> that is formed by the reaction of the blended polyol 466A and the isocyanate 472A within the cavity <NUM>. After the mold lid <NUM>' is removed from the mold base <NUM>', the seat back panel <NUM>' can be removed from the <NUM>-dimensional mold bowl <NUM>'. Optionally, the seat back panel <NUM>' is placed in a cooling fixture after removal from the mold base <NUM>', allowing the molded foam backing <NUM> to cool down.

<FIG> show another embodiment of the seat back panel <NUM>" produced using the manufacturing process illustrated in <FIG>. <FIG> show the A-surface <NUM> and B-surface <NUM> of the seat back panel <NUM>", respectively. The A-surface <NUM> of the seat back panel <NUM>" faces outward from the vehicle seat <NUM> with the B-surface <NUM> facing towards the interior of the vehicle seat <NUM>, as further illustrated in <FIG>.

As with the seat back panel <NUM>' shown in <FIG>, the seat back panel <NUM>" of <FIG> includes a laminate blank <NUM>" comprising a cover material <NUM>" that forms the A-surface <NUM> of the seat back panel <NUM>". In the embodiment shown in <FIG>, the cover material <NUM>" comprises a vinyl textile, however, other materials such as fabric and/or leather can be substituted for the vinyl textile. In addition, the laminate blank <NUM>" forming the A-surface <NUM> of the seat back panel <NUM>" can include a plurality of layers if desired for specific embodiments, including but not limited to a pre-sewn pocket layer, a foam interlayer, a scrim backing layer, and the like. Further, while the A-surface <NUM> of the laminate blank <NUM>" is shown in <FIG> comprising a single piece of cover material <NUM>", other embodiments of the A-surface <NUM> of the laminate blank <NUM>" can comprise a plurality of pre-sewn pieces <NUM>, <NUM>, such as illustrated in <FIG>, and/or a pre-sewn pocket <NUM>, such as illustrated in <FIG>. Alternatively, the laminate blank <NUM>" can include a secondary A-surface <NUM>, such as a pre-sewn pocket layer <NUM> such as illustrated in the seat back panel <NUM> shown in <FIG>.

The A-surface <NUM> of the seat back panel <NUM>" shown in <FIG> includes molded features <NUM>" and molded lines <NUM>" formed during the vacuum forming step described with respect to <FIG>. Various embodiments can include any number, contour, and combination of molded features <NUM>" and molded lines <NUM>" as desired for specific applications.

Further, the width of the foam-free selvage <NUM>', <NUM>" can vary as required for specific applications, as illustrated in <FIG> and <FIG>. For example, in the embodiment shown in <FIG>, the seat back panel <NUM>' has a foam-free selvage <NUM>' having a generally uniform width of approximately <NUM> extending around the outer periphery <NUM>' of the seat back panel <NUM>'. In contrast, in the embodiment shown in <FIG>, the seat back panel <NUM>" has a foam-free selvage <NUM>" comprising sections 410A having a width of about <NUM> as well as comprising sections 410B having a width greater than about <NUM>. While a foam-free selvage <NUM>', <NUM>" having a width of about <NUM> is preferred, the selected width of the foam-free selvage <NUM>', <NUM>" can be larger and/or smaller than about <NUM> as desired for different embodiments. For example, a wider foam-free selvage <NUM>', <NUM>" may be desirable depending in part on a selected manufacturing process, the complexity of the vehicle seat cover <NUM> design, and the like.

In the embodiment of the seat back panel <NUM>" shown in <FIG>, the molded foam backing <NUM> on the B-surface <NUM> has an outer periphery 420A that corresponds to a molded line 72A on the A-surface <NUM> shown in <FIG>. Also, the molded foam backing <NUM> of the seat back panel <NUM>" shown in <FIG> includes molded lines 72B and molded features 70B, 70C that correspond to respective molded lines 72B" and molded features 70B", 70C" visible on the A-surface <NUM> shown in <FIG>. Each of the molded features 70C on the B-surface <NUM> of the seat back panel <NUM>" includes an aperture 70D that is free of foam. The laminate blank <NUM>" extends across the apertures 70D. The apertures 70D are optionally pierced during an additional manufacturing process, providing a passageway 70D through the seat back panel <NUM>" for a fastener. Additional molded features <NUM>, <NUM>, such as a foam gate <NUM> formed by the inlet port <NUM> in the mold lid <NUM>' and auto-vent marks <NUM> formed by venting channels within the mold lid <NUM>' are visible on the B-surface <NUM> of the seat back panel <NUM>". Features such as the molded features 70B, 70C, molded lines 72B, molded apertures 70D, foam gate <NUM>, and the auto-vent marks <NUM> will vary in location, size, number, and the like, in various embodiments of seat back panels <NUM>', <NUM>" formed using the above manufacturing process described in <FIG>. In some embodiments certain features can be omitted entirely.

An enlarged view of portion <NUM> of the B-surface <NUM> of the seat back panel <NUM>" of <FIG> is shown in <FIG>, further illustrating the foam-free selvage <NUM>" extending between the outer periphery 420A of the molded foam backing <NUM> and the outer periphery <NUM>" of the laminate blank <NUM>". The foam-free selvage <NUM>" includes both generally uniform narrow sections 410A having an approximate width of about <NUM> and wider sections 410B. The specific width of the foam-free selvage <NUM>", including foam-free sections such as 410B, is selected based on the requirements of specific embodiments. The foam-free selvage <NUM>" is formed by pinching the outer periphery <NUM>" of the laminate blank <NUM>" between the mold lid <NUM>' and the mold base <NUM>', preventing the adhesion of the molded foam backing <NUM> in these areas. Also shown in <FIG> are locating holes <NUM> extending around the outer periphery <NUM>" of the laminate blank <NUM>".

<FIG> illustrate perspective views of a sew seam <NUM> between the foam-free selvage <NUM>" of the seat back panel <NUM>" and a side facing <NUM>. In the embodiment shown in <FIG>, the side facing <NUM> comprises a layered assembly of a scrim backing layer 540A, a foam interlayer 540B, and a fabric A-surface layer 540C. However, the side facing <NUM> can comprise any number of layers 540A, 540B, 540C, including being a single A-surface layer 540C. The seat back panel <NUM>" is assembled with the side facing <NUM> and other trim pieces (not shown) to form a seat back panel trim cover assembly <NUM>'. The A-surfaces <NUM>, 540C of the seat back panel <NUM>" and the side facing <NUM> are assembled facing one another with the outer periphery <NUM>" of the seat back panel <NUM>" aligned with an outer periphery of the side facing <NUM>. Once the seat back panel <NUM>" is assembled with the side facing <NUM>, a sew seam <NUM>' is sewn through the layers of the 540A, 540B, 540C of the side facing <NUM> and the foam-free selvage <NUM>" of the seat back panel <NUM>" to form the seat back panel trim cover assembly <NUM>'. The foam-free selvage <NUM>" of the seat back panel <NUM>" minimizes the thickness of the sew seam <NUM>' since the outer periphery 420A of the molded foam backing <NUM> is spaced apart from the sew seam <NUM>'.

The disclosed FreeForm™ trim covers and other component manufactured using the FreeForm™ processes have many benefits over other known methods of manufacturing trim covers. One benefit is the FreeForm™ trim covers have similar breathability to traditional cut-and-sew trim covers while eliminating most or all of the sew seams. A second benefit is the amount of styling details, contours, and complexity in the trim cover can be increased over what is practical with the traditional cut-and-sew covers. A third benefit is the manufacturing process has a low tooling cost which further permits quickly updating styling changes by replacing the lower cost mold tools. A fourth benefit is the integration of seat heaters and other components directly into the trim cover during the preparation of the laminate blank. A fifth benefit is a seat trim cover having a seamless styling surface with hidden tie downs. A sixth benefit is forming a predefined selvage extending around the outer perimeter of the seat trim cover that is free of foam. Another benefit is the FreeForm™ process is suitable for manufacturing other contoured covers and similar parts for a variety of automotive and household applications.

Claim 1:
A seat trim cover (<NUM>) for a vehicle seat (<NUM>), comprising:
a laminate blank (<NUM>; <NUM>') comprising at least a cover material (<NUM>) and having a first surface (210A) and an opposing second surface (210B), the laminate blank (<NUM>; <NUM>') pre-cut into a predefined shape having a predefined selvage (<NUM>'; <NUM>") extending around an outer periphery (<NUM>') of the laminate blank (<NUM>; <NUM>');
wherein the cover material (<NUM>) comprises one or more of vinyl, fabric, and/or leather;
wherein the laminate blank (<NUM>; <NUM>') is vacuum formed into a <NUM>-dimensional shape;
wherein a molded foam backing (<NUM>) is formed on the second surface (210B) of the laminate blank (<NUM>; <NUM>') after the laminate blank (<NUM>; <NUM>') is vacuum formed into the <NUM>-dimensional shape, the molded foam backing (<NUM>) being spaced apart from the predefined selvage (<NUM>'; <NUM>'') extending around the outer periphery (<NUM>') of the laminate blank (<NUM>; <NUM>'),
characterized in that the predefined selvage (<NUM>'; <NUM>") includes a plurality of locating holes (<NUM>) passing through the predefined selvage (<NUM>'; <NUM>") and configured to fixedly position at least a portion of the outer periphery (<NUM>') of the laminate blank (<NUM>; <NUM>') while the laminate blank (<NUM>; <NUM>') is vacuum formed into the <NUM>-dimensional shape.