JP6937185B2 - Interior materials for vehicles - Google Patents

Description

The present invention relates to a vehicle interior material which is shaped to have an irregular shape.

For example, in a luggage compartment called a luggage, a trunk, a deck, etc. in an automobile, molded interior materials such as a luggage side trim, a luggage front trim, and a back door (tailgate) trim are attached to a vehicle body panel. In the passenger compartment of an automobile, molded interior materials such as door trim, pillar trim, and roof panel are attached to the body panel. These molded interior materials are preferably lightweight in order to suppress an increase in the weight of the vehicle and suppress fuel consumption.
Patent Document 1 describes a non-foamed skin made of a propylene-based polymer on both sides of a laminated foamed sheet in which two crosslinked foamed sheets made of a propylene-based polymer and an ethylene-based polymer are laminated via a heat-sealing layer. A molded automotive ceiling with laminated layers is shown.

Tokusho 6-98908 Gazette

The molded interior material is required to have rigidity suitable for the interior material. In particular, since the molded interior material for the luggage compartment has a deep uneven shape, the molding material is also required to have deep drawability to obtain good rigidity. However, if a material having a high elastic modulus is selected in order to obtain a molded interior material that is lightweight and has good rigidity, the cost of the material increases.
It should be noted that the above-mentioned problems also exist for various vehicle interior materials.

The present invention discloses an interior material for a vehicle that is inexpensive, lightweight, and has good rigidity.

The present invention is an interior material for a vehicle molded so as to have a concavo-convex shape, in order.
A first reinforcing layer in which a polyester-based first non-woven fabric is impregnated with a polyolefin resin,
A core layer made of foamed polyolefin resin and
A second reinforcing layer in which a polyester-based second non-woven fabric is impregnated with a polyolefin resin is included.
The first reinforcing layer is adhered to one surface of the core material layer, and the second reinforcing layer is adhered to the other surface of the core material layer .
In the second reinforcing layer, the epidermis layer is adhered to the surface opposite to the core material layer via the resin adhesive layer.
The adhesive layer of the resin has an aspect of being formed on the surface of the second reinforcing layer in which the second non-woven fabric is impregnated with the polyolefin resin.

According to the present invention, it is possible to provide an interior material for a vehicle that is inexpensive, lightweight, and has good rigidity.

The figure which shows typically the example of the interior of an automobile in a state where the illustration of a side part is omitted. The perspective view which shows the example of the interior material schematically. The figure which shows typically the example of the cross section of an interior material. The figure which shows typically the reference example of the cross section of an interior material. The figure which shows typically the example of the back surface of an interior material. The figure which shows typically the example of the design surface of an interior material. The figure which shows typically the example of the upper surface of the interior material. The figure which shows typically the example of the manufacturing method of an interior material. The figure which illustrates the evaluation method of the rigidity of an interior material. A partially exploded view schematically showing an example of a cross section of an interior material.

Hereinafter, embodiments of the present invention will be described. Of course, the following embodiments merely exemplify the present invention, and not all of the features shown in the embodiments are essential for the means for solving the invention.

(1) Outline of the technique included in the present invention:
First, an outline of the technique included in the present invention will be described with reference to the examples shown in FIGS. 1 to 10. It should be noted that the figures of the present application are diagrams schematically showing examples, and the enlargement ratios in each direction shown in these figures may be different, and the figures may not be consistent. Of course, each element of the present technology is not limited to the specific example indicated by the reference numeral.

[Aspect 1]
As illustrated in FIGS. 2 to 4, the vehicle interior material 1 of the present technology is a molded vehicle interior material 1, in that order, the first reinforcing layer 10 and the foamed polyolefin resin core material layer 30. , And the second reinforcing layer 20 is included. In the first reinforcing layer 10, the polyester-based first non-woven fabric 12 is impregnated with the polyolefin resin 14. In the second reinforcing layer 20, the polyester-based second non-woven fabric 22 is impregnated with the polyolefin resin 24. The first reinforcing layer 10 is adhered to one surface 31 of the core material layer 30, and the second reinforcing layer 20 is adhered to the other surface 32 of the core material layer 30.

In the first aspect, the material is inexpensive by using a general-purpose polyolefin resin for the core material layer 30 and the reinforcing layer (first reinforcing layer 10 and second reinforcing layer 20), and the core material layer 30 is a foamed resin. As a result, the interior material 1 can be made lighter. By using a general-purpose polyester-based non-woven fabric for the non-woven fabrics (first non-woven fabric 12 and second non-woven fabric 22) of the reinforcing layer, the material can be inexpensive. Further, since the polyolefin resin is present in both the core material layer 30 and the reinforcing layer, the adhesive strength between the core material layer 30 and the reinforcing layer is good. Since the reinforcing layer in which the polyester-based non-woven fabric is impregnated with the polyolefin resin is adhered to both sides of the core material layer 30, the molded interior material 1 has good rigidity. Therefore, this aspect can provide an interior material for a vehicle that is inexpensive, lightweight, and has good rigidity.

Here, the polyester-based non-woven fabric (hereinafter, also referred to as polyester-based non-woven fabric) means a synthetic resin non-woven fabric containing a polymer as a main component, in which the repeating structural unit in the chain is essentially in the form of an ester. And.
The polyolefin resin means a synthetic resin containing a polymer as a main component, which is produced by using olefins (including olefins) as essential monomers (including monomers). For example, polypropylene resin means a synthetic resin containing a polymer as a main component, which is produced by using propylene as an essential monomer.
The appendix of the above aspect 1 is the same as that of the following aspects.

[Aspect 2]
As illustrated in FIG. 5, the length (referred to as L1) of the vehicle interior material 1 in the orientation direction DF1 of the fibers of the first nonwoven fabric 12 is the vehicle interior in the direction orthogonal to the orientation direction DF1. It may be longer than the length of the material 1 (referred to as L2). In this embodiment, the rigidity of the interior material 1 is higher than in the case where L1 ≦ L2, so that the rigidity can be increased without increasing the weight, or the weight can be reduced while maintaining the rigidity. Therefore, this aspect can provide a more suitable vehicle interior material.

Further, as illustrated in FIG. 6, the length (referred to as L3) of the vehicle interior material 1 in the orientation direction DF2 of the fibers of the second nonwoven fabric 22 is also the vehicle in the direction orthogonal to the orientation direction DF2. It may be longer than the length of the interior material 1 (L4). In this case, since the rigidity of the interior material 1 is higher than in the case where L3 ≦ L4, the rigidity can be increased without increasing the weight, or the weight can be reduced while maintaining the rigidity.
Of course, the case where L1 ≦ L2 or L3 ≦ L4 is also included in the present technology.

[Aspect 3]
As shown in FIGS. 5 and 6, the first non-woven fabric 12 has a first fibrous structure 13, and the second non-woven fabric 22 has a second fibrous structure 23 different from the first fibrous structure 13. You may. In this aspect, since the molded interior material 1 can be intentionally warped in a direction in which one side or the other side is recessed, a more suitable interior material for a vehicle can be provided.

For example, the method for producing a non-woven fabric includes a spunlace method, a spunbond method, a melt blow method, a thermal bond method, and the like. Generally, in the spunbond method, thermocompression bonding is performed on the web of resin fibers, so that the spunbonded non-woven fabric (nonwoven fabric by the spunbond method) has a fiber structure having a welding point. In the spunlace method, the fibers of the web are entangled with each other by a high-pressure water flow, so that the spunlace non-woven fabric (nonwoven fabric by the spunlace method) has a fiber structure without a welding point. Since the tensile strength of the spunbonded non-woven fabric is generally stronger than the tensile strength of the spunlaced non-woven fabric, it is formed by using the spunbonded non-woven fabric for one of the first non-woven fabric 12 and the second non-woven fabric 22 and the spunlace non-woven fabric for the other. The interior material 1 is warped on the side where the spunbonded non-woven fabric side is recessed. In this case, the spunbonded non-woven fabric can be said to be a type of non-woven fabric in which the surface on the spunbonded non-woven fabric side is recessed, and the spunlaced non-woven fabric can be said to be a type of non-woven fabric in which the surface on the spunlace non-woven fabric side swells.
Of course, the case where the fiber structure of the first non-woven fabric and the fiber structure of the second non-woven fabric are the same is also included in this technique.

[Aspect 4]
As illustrated in FIGS. 3 and 10, the skin layer 40 may be adhered to the surface 20a of the second reinforcing layer 20 opposite to the core material layer 30. Since the second non-woven fabric 22 is impregnated with the polyolefin resin 24 in the second reinforcing layer 20, a general-purpose resin film or the like can be used as the adhesive material for the skin layer 40, and the cost of the interior material 1 can be reduced. The performance of the interior material 1 can be improved while maintaining the cost. Therefore, this aspect can provide a more suitable vehicle interior material.
Here, the fact that the epidermis layer is adhered to the second reinforcing layer means that the epidermis layer is adhered to the second reinforcing layer via the adhesive layer, and the second reinforcement is provided via the adhesive auxiliary layer and the adhesive layer. This includes that the epidermis layer is adhered to the layer, that the epidermis layer is directly adhered to the second reinforcing layer, and the like. This appendix also applies to the following aspects .

[Aspect 5]
By the way, as illustrated in FIG. 8, the method for manufacturing the vehicle interior material 1 of the present technology is a method for manufacturing the molded vehicle interior material 1, and includes the following steps (a) and (b). ..
(A) At least a polyester-based first non-woven fabric 12, a polyolefin resin first film 16, a foamed polyolefin resin sheet 36, a polyolefin resin second film 26, and a polyester-based second non-woven fabric 22 are arranged in this order. Stacking process (for example, stacking process ST2).
(B) The polyolefin resin 14 of the first film 16 is melted to form the first reinforcing layer 10 in which the polyolefin resin 14 is impregnated in the first non-woven fabric 12, and the polyolefin resin 24 of the second film 26 is melted. The polyolefin resin 24 forms the second reinforcing layer 20 impregnated in the second non-woven fabric 22, the first reinforcing layer 10 is adhered to one surface 31 of the sheet 36, and the second reinforcing layer 32 is attached to the other surface 32 of the sheet 36. A step of obtaining the interior material 1 formed by adhering the reinforcing layer 20 (for example, steps ST3 to ST8).

In the fifth aspect, the material is inexpensive by using the first film 16, the sheet 36 made of foamed resin, and the second film 26 with a general-purpose polyolefin resin, and the sheet 36 serving as the core material layer 30 is made of foamed resin. Therefore, the interior material 1 can be made lighter. By using a general-purpose polyester-based non-woven fabric for the non-woven fabric (first non-woven fabric 12 and second non-woven fabric 22), the material can be inexpensive. Further, since the polyolefin resin is present in both the sheet 36 serving as the core material layer 30 and the reinforcing layer (first reinforcing layer 10 and second reinforcing layer 20), the adhesive strength between the core material layer 30 and the reinforcing layer is good. be. Since the reinforcing layer in which the polyester-based non-woven fabric is impregnated with the polyolefin resin is adhered to both sides of the core material layer 30, the molded interior material 1 has good rigidity. Therefore, this aspect can provide a method for manufacturing an interior material for a vehicle, which is inexpensive, lightweight, and has good rigidity.

(2) Specific examples of vehicle interior materials of this technology:
As an example, FIG. 1 schematically shows the interior of a passenger car 100 in a state where the side surface portion is not shown. FIG. 2 schematically shows a luggage side trim 114 as an example of an interior material for a vehicle. FIG. 3 schematically shows a main part of the cross section of the luggage side trim 114 when the skin layer 40 is provided as an example of the interior material for a vehicle. FIG. 4 schematically shows a main part of the cross section of the luggage side trim 114 when the skin layer 40 is not provided as a reference example of the vehicle interior material. In these figures, FRONT, REAR, UP, DOWN, LEFT, and RIGHT indicate front, back, top, bottom, left, and right, respectively. Further, reference numeral D1 indicates a front-rear direction of the automobile 100, reference numeral D2 indicates a vertical direction of the automobile 100, reference numeral D3 indicates a width direction of the automobile 100, and reference numeral D4 indicates a thickness direction of the interior material 1. When the skin layer 40 is partially arranged with respect to the front surface 20a of the second reinforcing layer 20, the cross section of the luggage side trim 114 of the portion having the skin layer 40 is shown in FIG. A cross section of the luggage side trim 114 in the absence portion is shown in FIG.

The automobile 100 shown in FIG. 1 is a sedan-type automobile having a luggage compartment (luggage room) SP2 separated from the passenger compartment SP1 behind the passenger compartment SP1 having two rows of seats 101 (front seat and rear seat). There is. The vehicle body of the automobile 100 is formed of a metal body panel (for example, made of steel plate) that surrounds the passenger compartment SP1 and the luggage compartment SP2. Of course, the automobiles to which this technology can be applied include automobiles such as a wagon type in which the passenger compartment and the luggage compartment are connected, and automobiles other than the two-row seat type such as the three-row seat type.

Various interior materials 1 are arranged on the interior (SP1, SP2) side of the vehicle body panel of the automobile 100. A door trim 111 (example of interior material 1) is installed on the side of the vehicle compartment SP1 on the door panel (example of the vehicle body panel) on the side of the vehicle compartment SP1. Pillar trim 112 (example of interior material 1) is installed on the side of the passenger compartment SP1 on the pillars (example of the vehicle body panel) on the side of the passenger compartment SP1. A roof trim 113 (example of interior material 1) is installed on the vehicle interior SP1 side of a roof panel (example of a vehicle body panel) above the vehicle interior SP1. On the luggage side panel (example of the vehicle body panel) on the side of the luggage compartment SP2, the luggage side trim 114 (example of the interior material 1) is installed on the luggage compartment SP2 side. Further, the interior material 1 includes a luggage front trim 115 forming the front wall of the luggage compartment SP2, a boardroom partition partitioning the boardroom of the luggage compartment SP2, a backdoor trim installed on a back door (Tailgate), and the like.

The luggage side trim 114 shown in FIG. 2 is formed by press-molding a flat composite board having a plurality of layers (for example, layers 10, 30, 20, 40 shown in FIG. 3) according to the side wall shape of the luggage compartment SP2. And attached to a luggage side panel with an uneven shape. As shown in FIG. 3, when the luggage side trim 114 has the skin layer 40, the skin layer 40 serves as the design surface 114a of the luggage side trim 114. As shown in FIG. 4, when the luggage side trim 114 does not have a skin layer, the front surface 20a of the second reinforcing layer 20 becomes the design surface 114a of the luggage side trim 114. The first reinforcing layer 10 is arranged on the back surface 114b of the luggage side trim 114.
The luggage side trim 114 shown in FIG. 2 is longer in the front-rear direction D1 than in the vertical direction D2.

The side wall of the luggage compartment SP2 needs to be formed into a shape bent in the depth direction (width direction D3), such as a shape corresponding to the wheel house of the vehicle. The luggage side trim 114 shown in FIG. 2 has a convex portion 114c for corresponding to the wheel house, and a rear curved portion 114d that is curved toward the luggage compartment SP2 side toward the rear side. Therefore, the luggage side trim 114 is required to be lightweight and highly rigid, and to have deep drawing formability and shape retention.

Next, the details of the interior material 1 will be described. Hereinafter, the interior material 1 will be described as being the luggage side trim 114. Of course, the following description also applies to interior materials other than the luggage side trim 114, such as interior materials 111, 112, 113, 115, deck side trims and back door trims of wagon type automobiles, and the like.

The interior material 1 shown in FIG. 3 includes a first reinforcing layer 10, a core material layer 30, a second reinforcing layer 20, and a skin layer 40 in this order. The interior material 1 shown in FIG. 4 includes a first reinforcing layer 10, a core material layer 30, and a second reinforcing layer 20 in this order.
The core material layer 30 has a role of ensuring the thickness of the interior material 1. The thickness of the core material layer 30 can be, for example, about 2 to 6 mm (more preferably about 3 to 5 mm). The core material layer 30 is made of a foamed polyolefin resin in order to reduce the weight of the interior material 1. Therefore, the first reinforcing layer 10 is adhered to one surface 31 of the lightweight core material layer 30, and the second reinforcing layer 20 is adhered to the other surface 32 of the lightweight core material layer 30.

The polyolefin resin of the core material layer 30 includes polypropylene (PP) resin, polyethylene (PE) resin, polybutylene (PB) resin, ethylene-propylene copolymer resin, ethylene-butylene-propylene copolymer resin, and these resins. A modified resin, a combination thereof, or the like can be used, and a PP resin having a high elastic coefficient is preferable from the viewpoint of increasing rigidity at low cost, and a polyolefin resin containing PP resin as a main component is also preferable. The polyolefin resin may contain additives such as a colorant as long as the effect is not impaired.

The foaming ratio of the core material layer 30 is preferably about 15 to 50 times, more preferably about 20 to 40 times. Although it is possible to set the foaming ratio to less than the lower limit, even if the rigidity of the core material layer 30 is increased, the contribution to the rigidity of the interior material 1 is smaller than that of the reinforcing layers 10 and 20, so that the interior material 1 May increase weight and cost. When the foaming ratio is set to be equal to or higher than the lower limit, the interior material 1 can be sufficiently made lighter. Further, although it is possible to make the foaming ratio larger than the upper limit, there is a possibility that the rigidity of the interior material 1 is lowered. When the foaming ratio is set to be equal to or less than the upper limit, the interior material 1 can be made sufficiently high in rigidity.
The basis weight of the core material layer 30 can be, for example, ^{about 100 to 300 g / m 2} (more preferably about 150 to 250 g / m ² ).

In the first reinforcing layer 10 adhered to one surface 31 of the core material layer 30, the polyester-based first non-woven fabric 12 is impregnated with the polyolefin resin 14. In the second reinforcing layer 20 adhered to the other surface 32 of the core material layer 30, the polyester-based second non-woven fabric 22 is impregnated with the polyolefin resin 24.

The polyester-based non-woven fabrics 12 and 22 have a role of imparting high rigidity and moldability to the interior material 1 while being lightweight. By using a polyester resin as the constituent fibers of the nonwoven fabrics 12 and 22, the moldability is improved as compared with the case where glass fibers or the like are used as the constituent fibers.
The basis weight of the non-woven fabrics 12 and 22 can be, for example, ^{about 10 to 150 g / m 2} (more preferably about 15 to 100 g / m ² ). The basis weight may be different between the first non-woven fabric 12 and the second non-woven fabric 22. The non-woven fabrics 12 and 22 are obtained by a spunlace method, a spunbond method, a melt blow method, a thermal bond method, or the like. A non-woven fabric having a different manufacturing method may be used between the first non-woven fabric 12 and the second non-woven fabric 22.

The fiber materials constituting the non-woven fabrics 12 and 22 include polyethylene terephthalate (PET) resin, polypropylene terephthalate resin, polybutylene terephthalate (PBT) resin, polytrimethylene terephthalate (PTT) resin, and resins modified from these resins. A polyester resin such as a combination of these can be used, and a PET resin is preferable from the viewpoint of increasing rigidity at low cost, and a polyester resin containing PET resin as a main component is also preferable. The polyester resin may contain additives such as a colorant as long as the effect is not impaired. The average diameter of the fibers of the non-woven fabrics 12 and 22 can be, for example, about 1 to 30 μm.

The tensile strength of the non-woven fabrics 12 and 22 is preferably about 8 to 150 N / 5 cm, more preferably about 10 to 130 N / 5 cm. The unit of 5 cm represents the width of the test piece. Here, the tensile strength is the tensile strength specified in JIS L1085: 1998 (Testing methods for comprising interlining fabrics). The elongation of the nonwoven fabrics 12 and 22 is preferably about 20 to 200%, more preferably about 30 to 190%. The elongation rate is also the elongation rate specified in JIS L1085: 1998.

In the case of an interior material such as the luggage side trim 114 shown in FIG. 2, the length in the longitudinal direction (for example, the front-rear direction D1) is longer than the length in the orthogonal direction (for example, the vertical direction D2) substantially along the design surface (114a). , Nonwoven fabrics 12 and 22 with high anisotropy may be used. Anisotropy means that the properties of the material vary depending on the direction of measurement. In the anisotropic non-woven fabric, the tensile strength in the orientation direction of the fibers is higher than the tensile strength in the direction orthogonal to the orientation direction, and the elongation rate in the orientation direction of the fibers is higher than the elongation rate in the direction orthogonal to the orientation direction. small. Therefore, when the orientation directions of the fibers of the non-woven fabrics 12 and 22 are aligned with the longitudinal direction of the interior material 1, the reinforcing effect of the interior material 1 is enhanced, and the rigidity and shape retention of the interior material 1 are enhanced.

FIG. 5 schematically illustrates the back surface 114b of the interior material 1. The longitudinal direction of the interior material 1 shown in FIG. 5 is the front-rear direction D1, and the orthogonal direction substantially along the back surface 114b is the vertical direction D2. The fiber orientation direction DF1 of the first nonwoven fabric 12 is the front-rear direction D1. In this case, the length L1 of the interior material 1 in the orientation direction DF1 of the fibers of the first non-woven fabric 12 is longer than the length L2 of the interior material 1 in the direction orthogonal to the orientation direction DF1 (vertical direction D2). When L1> L2, the rigidity of the interior material 1 is higher than when L1 ≦ L2. As a result, the rigidity of the interior material can be increased without increasing the weight, and the weight of the interior material can be reduced while maintaining the rigidity.

FIG. 6 schematically illustrates the design surface 114a of the interior material 1. The longitudinal direction of the interior material 1 shown in FIG. 6 is the front-rear direction D1, and the orthogonal direction substantially along the back surface 114b is the vertical direction D2. The fiber orientation direction DF2 of the second nonwoven fabric 22 is the front-rear direction D1. In this case, the length L3 of the interior material 1 in the orientation direction DF2 of the fibers of the second nonwoven fabric 22 is longer than the length L4 of the interior material 1 in the direction orthogonal to the orientation direction DF2 (vertical direction D2). When L3> L4, the rigidity of the interior material 1 is higher than when L3 ≦ L4. As a result, the rigidity of the interior material can be increased without increasing the weight, and the weight of the interior material can be reduced while maintaining the rigidity.

If the orientation directions DF1 and DF2 are the same, a synergistic effect of increasing the rigidity of the interior material 1 can be obtained, but the orientation directions DF1 and DF2 may be different from each other depending on the use of the interior material 1.

When increasing the rigidity of the interior material 1 in the longitudinal direction, the tensile strength of the nonwoven fabrics 12 and 22 in the orientation directions DF1 and DF2 is preferably about 40 to 70 N / 5 cm, more preferably about 50 to 60 N / 5 cm. The elongation rates of the nonwoven fabrics 12 and 22 in the orientation directions DF1 and DF2 are preferably about 40 to 70%, more preferably about 50 to 60%. The tensile strength of the nonwoven fabrics 12 and 22 in the direction orthogonal to the orientation directions DF1 and DF2 is preferably about 8 to 30 N / 5 cm, more preferably about 10 to 15 N / 5 cm. The elongation rates of the nonwoven fabrics 12 and 22 in the directions orthogonal to the orientation directions DF1 and DF2 are preferably about 150 to 200%, more preferably about 170 to 190%.

When it is desired to balance the interior material 1 in consideration of moldability, the tensile strength of the nonwoven fabrics 12 and 22 in the orientation directions DF1 and DF2 is preferably about 90 to 150 N / 5 cm, more preferably about 110 to 130 N / 5 cm. .. The elongation rates of the nonwoven fabrics 12 and 22 in the orientation directions DF1 and DF2 are preferably about 20 to 60%, more preferably about 30 to 50%. The tensile strength of the nonwoven fabrics 12 and 22 in the direction orthogonal to the orientation directions DF1 and DF2 is preferably about 30 to 60 N / 5 cm, more preferably about 40 to 50 N / 5 cm. The elongation ratio of the nonwoven fabrics 12 and 22 in the direction orthogonal to the orientation directions DF1 and DF2 is preferably about 20 to 60%, more preferably about 30 to 50%.

The longitudinal direction of the luggage side trim 114 is the front-rear direction D1, but in the case of the luggage front trim, back door trim, board room partition, etc., the longitudinal direction is the vehicle width direction D3.
Further, the orientation directions of the fibers with respect to the interior material 1 DF1 and DF2 may be appropriately designed according to the shape, size, and required performance of the interior material 1, so that the non-woven fabric has no anisotropy depending on the application of the interior material 1. May be used.

Further, the fiber structure may be different between the first nonwoven fabric 12 and the second nonwoven fabric 22. For example, when a non-woven fabric is formed by the spunbond method, a welding point is formed on the non-woven fabric because the web is partially thermocompression bonded by an embossing roll. When a spunbonded nonwoven fabric is used for the first nonwoven fabric 12, as shown in FIG. 5, the first nonwoven fabric 12 has a fibrous structure having a welding point P1 (first fibrous structure 13). Further, when the non-woven fabric is formed by the spunlace method, a welding point is not formed on the non-woven fabric because the fibers are entangled with each other by injecting a high-pressure water stream onto the web. When a spunlace non-woven fabric is used for the second non-woven fabric 22, as shown in FIG. 6, the second non-woven fabric 22 has a fiber structure (second fiber structure 23) without a welding point P1.

The tensile strength of the spunbonded non-woven fabric is generally stronger than the tensile strength of the spunlaced non-woven fabric. Therefore, when a spunbonded non-woven fabric is used for the first non-woven fabric 12 and a spunlace non-woven fabric is used for the second non-woven fabric 22, as illustrated in FIG. 7, the interior material 1 press-molded in a heated state has a back surface 114b (first). The first reinforcing layer 10) including the non-woven fabric 12 warps in the dented direction. In FIG. 7, the direction in which the luggage side trim 114 warps when no external force is applied to the design position 150 of the luggage side trim 114 is indicated by an arrow. In this case, the first non-woven fabric 12 can be said to be a type of non-woven fabric in which the back surface 114b is recessed, and the second non-woven fabric 22 can be said to be a type of non-woven fabric in which the design surface 114a swells.
In practice, the luggage side trim 114 is located at the design position 150, supported by the luggage side panel. Since the luggage side trim 114 at the design position 150 has an elastic force in the direction of the arrow shown in FIG. 7, it is possible to prevent the luggage side trim 114 from warping toward the luggage compartment SP2 side to form a gap. Therefore, if a spunbonded non-woven fabric is used for the first non-woven fabric 12 and a spunlaced non-woven fabric is used for the second non-woven fabric 22, the design of the luggage compartment SP2 can be improved.

Of course, depending on the application, a spunlace non-woven fabric may be used for the first non-woven fabric 12 and a spunbonded non-woven fabric may be used for the second non-woven fabric 22. Further, the combination of the non-woven fabrics 12 and 22 for warping the interior material 1 toward the first non-woven fabric side or the second non-woven fabric side is not limited to the combination of the spunbonded non-woven fabric and the spunlaced non-woven fabric, and is a melt-blown non-woven fabric (nonwoven fabric by the melt-blow method). A combination of two types of non-woven fabrics selected from thermal-bonded non-woven fabrics (nonwoven fabrics produced by the thermal bond method), spunbonded non-woven fabrics, spunlaced non-woven fabrics, and the like may be used. One non-woven fabric of this combination has the first fibrous structure 13 and the other non-woven fabric has the second fibrous structure 23.

The polyolefin resins 14 and 24 impregnated in the non-woven fabrics 12 and 22 have a role of firmly adhering the non-woven fabrics 12 and 22 to the core material layer 30. The polyolefin resins 14 and 24 can be impregnated into the non-woven fabrics 12 and 22 by, for example, melting the films 16 and 26 (see FIG. 8) made of the polyolefin resin. Since the fibers of the non-woven fabrics 12 and 22 bite into the films 16 and 26, the non-woven fabrics 12 and 22 and the core material layer 30 are firmly adhered to each other by the anchor effect. Therefore, the reinforcing layers 10 and 20 have high rigidity and high elastic modulus without increasing the thickness of the films 16 and 26.

The thickness of the films 16 and 26 for the polyolefin resins 14 and 24 can be, for example, about 15 to 150 μm (more preferably about 20 to 100 μm, still more preferably about 40 to 80 μm). The basis weight of the films 16 and 26 can be, for example, ^{about 15 to 150 g / m 2} (more preferably about 18 to 90 g / m ² ). The thicknesses and basis weights of the films 16 and 26 may be different from each other.

The polyolefin resins 14 and 24 include PP resins, PE resins, PB resins, ethylene-propylene copolymer resins, ethylene-butylene-propylene copolymer resins, resins modified from these resins, combinations thereof, and the like. A PP resin is preferable because it can be used and the adhesiveness between the non-woven fabrics 12 and 22 and the core material layer 30 is inexpensively enhanced, and a polyolefin resin containing PP resin as a main component is also preferable. Since the PP resin has a high elastic modulus, if the polyolefin resin contains the PP resin, the rigidity of the interior material 1 can be increased. The polyolefin resin may contain additives such as a colorant as long as the effect is not impaired.

The melt mass flow rate (MFR) of the polyolefin resins 14 and 24 and the polyolefin resin of the core material layer 30 is, for example, about 0.1 to 50 g / 10 min (more preferably about 0.3 to 30 g / 10 min). can do. The melting points of the polyolefin resins 14 and 24 and the polyolefin resin of the core material layer 30 can be, for example, about 100 to 220 ° C. (more preferably about 130 to 170 ° C.).

The skin layer 40 shown in FIG. 3 and the like is adhered to the surface 20a on the side opposite to the core material layer 30 in the second reinforcing layer 20. An adhesive layer 42 (see FIG. 8) may be formed on the back surface of the skin layer 40. The adhesive layer 42 can be formed on the surface of the second reinforcing layer 20, for example, by melting the adhesive film 46. As the material of the adhesive film 46, a PE resin, for example, a general-purpose resin such as a polyolefin resin such as linear low-density polyethylene (LLDPE) or an ethylene vinyl acetate resin can be used. Here, when the skin material is adhered to a polyester-based non-woven fabric that is not impregnated with a polyolefin resin, a special resin such as a modified type hot melt is required. In this specific example, since the second non-woven fabric 22 is impregnated with the polyolefin resin 24, the material of the adhesive layer 42 can be a general-purpose product, and the cost can be reduced or the performance of the interior material 1 can be improved while maintaining the cost. Can be done.

The thickness of the adhesive film 46 can be, for example, about 30 to 250 μm (more preferably about 50 to 200 μm). The basis weight of the adhesive film 46 can be, for example, ^{about 30 to 250 g / m 2} (more preferably about 50 to 200 g / m ² ).
Further, as shown in the partially exploded view illustrated in FIG. 10, an adhesive auxiliary layer 43 for improving the adhesiveness of the skin material 42 may be arranged between the second reinforcing layer 20 and the adhesive layer 42. In FIG. 10, the adhesive auxiliary layer 43, the adhesive layer 42, and the skin layer 40 are shown in a separated state in order to show the positional relationship in an easy-to-understand manner. The adhesive auxiliary film 47 (see FIG. 8) for forming the adhesive auxiliary layer 43 has a function of suppressing the adhesive layer 42 from seeping into the second non-woven fabric 22 in the heating process when the interior material 1 is manufactured. .. The adhesive auxiliary film 47 may have this function, and is, for example, a three-layer film in which a modified polyolefin resin film such as a modified polyethylene (PE) resin is laminated on both sides of a polyamide (PA) resin film, or a PA resin. A laminated film in which a film of a polyolefin resin such as PE resin is laminated on both sides of the film via an adhesive can be used. The thickness of the adhesive auxiliary film 47 can be, for example, about 20 to 200 μm (more preferably about 30 to 100 μm). The basis weight of the adhesive auxiliary film 47 can be, for example, ^{about 20} to 200 g / m 2 (more preferably about 30 to 100 g / m ² ).

As the skin material 44 adhered to the adhesive layer 42, a non-woven fabric, a woven fabric, a knitted fabric, a carpet, a synthetic resin (including an elastomer), rubber, or the like can be used.

(3) Specific example of manufacturing method of interior materials for vehicles:
FIG. 8 schematically shows a manufacturing method of the luggage side trim 114 as an example of the manufacturing method of the vehicle interior material 1.
The first foamed sheet forming step ST1 is a step of forming the foamed polyolefin resin sheet 36. For the sheet 36, for example, a sheet-like material obtained by foaming a molten polyolefin resin with a foaming agent can be used. The foaming agent includes an inorganic foaming agent that generates carbon dioxide gas such as sodium bicarbonate and ammonium carbonate, an organic foaming agent such as azodicarbonamide (ADCA) and hydrazodicarbonamide, and a hydrocarbon such as butane and pentane. A volatile foaming agent, etc. can be used.

The next stacking step ST2 includes at least a polyester-based first non-woven fabric 12, a polyolefin resin first film 16, a foamed polyolefin resin sheet 36, a polyolefin resin second film 26, and a polyester-based second film. This is a step of stacking the non-woven fabrics 22 in order. When the skin layer 40 is formed as shown in FIG. 8, the adhesive film 46 is laminated next to the second non-woven fabric 22, if necessary. The adhesive auxiliary film 47 and the adhesive film 46 may be stacked in order after the second non-woven fabric 22. In FIG. 8, both films 46 and 47 are shown together.
The next first heating step ST3 is a step of heating the materials 12, 16, 36, 26, 22 (, 47, 46) above the melting point of the polyolefin resin and adhering them to each other. At this time, the first film 16 is melted and the polyolefin resin 14 is impregnated into the first non-woven fabric 12 to form the first reinforcing layer 10, and the polyolefin resin 14 is adhered to one surface 31 of the sheet 36 to form the second film 26. Is melted and the polyolefin resin 24 is impregnated into the second non-woven fabric 22 to form the second reinforcing layer 20, and the polyolefin resin 24 adheres to the other surface 32 of the sheet 36. The foamed sheet 36 becomes the core material layer 30. At this time, the foamed sheet 36 may be secondarily foamed. When the adhesive film 47 and the adhesive film 46 are used, the molten polyolefin resin 24 adheres to one surface of the adhesive film 47, and the molten adhesive film 46 adheres to the other surface of the adhesive film 47. Here, the material obtained by laminating the first reinforcing layer 10, the core material layer 30, the second reinforcing layer 20, and the adhesive auxiliary film 47 and the adhesive film 46, if necessary, is referred to as a laminated sheet 50.

Then, if necessary, the laminated sheet 50 may be cut into a standard length. Further, if necessary, the skin material 44 may be laminated on the adhesive film 46 of the laminated sheet 50 (skin material stacking step ST4).
The next second heating step ST5 is a step of heating the laminated sheet 50 and, if necessary, the skin material 44 above the melting point of the polyolefin resin. When the adhesive film 47, the adhesive film 46, and the skin material 44 are used, the adhesive film 46 melts into an adhesive layer 42, and the skin material 44 is provided as a second reinforcing layer via the adhesive layer 43 derived from the adhesive film 47. Adhere to 20. As a result, the epidermis layer 40 is formed. In FIG. 8, the adhesive layer 42 and the adhesive auxiliary layer 43 are shown together.

The next molding step ST6 is a step of press molding the heated materials 10, 30, 20 (, 40) by the press molding machine 200. In the press molding machine 200 shown in FIG. 8, the upper mold 212 and the lower mold 214 constituting the press molding mold 210 are provided so as to be close to each other and separable from each other. For example, as the upper mold 212, a mold having a mold surface matching the uneven shape of the design surface 114a of the luggage side trim 114 can be used. For the lower mold 214, a mold having a mold surface matching the uneven shape of the back surface 114b of the luggage side trim 114 can be used. Of course, the upper mold may have a mold surface that matches the uneven shape of the trim back surface 114b, and the lower mold may have a mold surface that matches the uneven shape of the trim design surface 114a. At least one of the molds 212 and 214 may be movable, the upper mold 212 may be a movable type and the lower mold 214 may be a fixed type, the upper mold 212 may be a fixed type, and the lower mold 214 may be a movable type. Both types 212 and 214 may be movable.

When the materials 10, 30, 20 (, 40) are carried in between the molds 212 and 214 and both molds 212 and 214 are brought close to each other, the materials 10, 30, 20 (, 40) are press-formed into a three-dimensional shape. Can be done. When the molds 212 and 214 are opened, the press-molded product (interior material 1 before cutting) having an uneven shape can be taken out. When the subsequent steps ST7 and ST8 are not carried out, the taken-out press-molded product becomes the final interior material 1.

Then, if necessary, the outer periphery of the press-molded product may be cut by a cutting machine (cutting step ST7). As the cutting method, cutting with a cutting blade, water jet cutting, hand cutting with a cutter, or the like can be adopted.
Further, if necessary, the parts may be assembled to the press-molded product (interior material 1 before assembling the parts) (parts assembling step ST8). Parts to be assembled to the press-molded product include sound absorbing materials, fixing hooks, reinforcing brackets, clips, and the like. These parts can be assembled by known fixing means such as welding such as ultrasonic welding and adhesion with a hot melt adhesive.

By the above-mentioned steps ST3 to ST8 (at least steps ST3 and ST6), the first reinforcing layer 10 is adhered to one surface 31 of the foamed sheet 36, and the second reinforcing layer 20 is adhered to the other surface 32 of the foamed sheet 36 to form a three-dimensional shape. The interior material 1 molded into the above is obtained.
Of course, the above-mentioned manufacturing method is only an example. For example, all the materials 12, 16, 36, 26, 22, 47, 46, 44 are stacked in order from the beginning, heated to a temperature equal to or higher than the melting point of the polyolefin resin, and carried between the molds 212 and 214 of the press molding machine 200. Materials 12, 16, 36, 26, 22, 47, 46, 44 may be press-molded with the molds 212, 214 in close proximity. When the molds 212 and 214 are opened, the molded product is taken out, and the cutting step ST7 and the component assembling step ST8 are performed as necessary, the interior material 1 having a three-dimensional shape can be obtained.

(4) Actions and effects of vehicle interior materials and their manufacturing methods:
As described above, since the sheet 36 serving as the core material layer 30 is a foamed resin, the interior material 1 can be made lighter. Further, since a general-purpose polyolefin resin is used for the first film 16, the foamed sheet 36, and the second film 26, and a general-purpose polyester-based non-woven fabric is used for the first non-woven fabric 12 and the second non-woven fabric 22. , The material is cheap. Further, since the polyolefin resin is present in both the foamed sheet 36 serving as the core material layer 30 and the reinforcing layers 10 and 20, the adhesive strength between the core material layer 30 and the reinforcing layers 10 and 20 is good. Further, since the reinforcing layer in which the polyester-based non-woven fabric is impregnated with the polyolefin resin is adhered to both sides of the core material layer 30, the molded interior material 1 has good rigidity. Therefore, this specific example can provide an interior material for a vehicle that is inexpensive, lightweight, and has good rigidity.

(5) Example:
Hereinafter, the present invention will be specifically described with reference to examples, but the present invention is not limited to the following examples.

[Example]
First, a sheet of foamed PP resin (foaming ratio 30 times) having a thickness of 5.5 mm was molded using a general-purpose PP resin. Next, a general-purpose spunlace PET non-woven fabric (first non-woven fabric 12), a general-purpose PP film (first film 16), a foam sheet (36), a general-purpose PP film (second film 26), and a general-purpose spunlace PET non-woven fabric. (Second non-woven fabric 22) and a general-purpose LLDPE film (adhesive film 46) are laminated in this order, and the PET non-woven fabric (12, 22) is impregnated with PP (polyolefin resin 14, 24) by primary heating to impregnate each layer shown in FIG. A laminated sheet (50) having 10, 30, 20, and 46 was formed. Assuming press molding, the laminated sheet (50) is secondarily heated until the surface temperature reaches 200 ° C. and then allowed to cool to room temperature. A rectangular test piece was cut out so as to have a length of 50 mm in the orthogonal lateral direction. Basis weight of the sample, a 416 g / m ^2, was less than 580 g / m ² of commercial products.

[Rigidity evaluation method]
FIG. 9 illustrates a method for evaluating the rigidity of a sample.
In the bending test apparatus shown in FIG. 9, the lengths of the supports SU1, SU1 and the presser PU1 in the width direction of the test piece TP (depth direction of FIG. 8) are 50 mm or more, and the length of the test piece TP is 50 mm or more in the longitudinal direction of the test piece TP (FIG. 8). The tips of the supports SU1, SU1 and the presser PU1 in the cross section along the left-right direction) have a diameter of 3.2 mm. The supports SU1 and SU1 are provided at positions 50 mm from the longitudinal end of the test piece TP, respectively. The distance between the supports SU1 and SU1 is 50 mm. The back surface of the example sample and the test piece TP cut out from a commercially available product is supported by the supports SU1 and SU1, and the center position between the fulcrums is pressed by the presser PU1 from the design surface side at a speed of 50 mm / min. The load was measured to determine the bending elastic gradient (N / 50 mm / cm).

[Evaluation results]
The bending elastic gradient of the test piece of the example sample was 160 N / 50 mm / cm, which was slightly larger than that of the commercially available product. Therefore, the example sample was lighter than the commercially available product but had a rigidity equal to or higher than that of the commercially available product.
From the above, it was confirmed that the interior material in which the reinforcing layer in which the polyester-based non-woven fabric is impregnated with the polyolefin resin is adhered to both sides of the core material layer made of the foamed polyolefin resin is inexpensive, lightweight, and has good rigidity. rice field.

(6) Conclusion:
As described above, according to the present invention, it is possible to provide a technique of an interior material for a vehicle, which is inexpensive, lightweight, and has good rigidity, in various aspects. Of course, the above-mentioned basic actions and effects can be obtained even with a technique consisting of only the constituent requirements according to the independent claims.
In addition, the configurations disclosed in the above-mentioned examples are mutually replaced or the combinations are changed, the known techniques and the respective configurations disclosed in the above-mentioned examples are mutually replaced or the combinations are changed. It is also possible to implement the above-mentioned configuration. The present invention also includes these configurations and the like.

1 ... Interior material,
10 ... 1st reinforcing layer, 12 ... 1st non-woven fabric, 13 ... 1st fiber structure,
14 ... Polyolefin resin, 16 ... First film,
20 ... second reinforcing layer, 22 ... second non-woven fabric, 23 ... second fiber structure,
24 ... Polyolefin resin, 26 ... Second film,
30 ... core material layer, 31 ... one side, 32 ... other side, 36 ... sheet,
40 ... skin layer, 42 ... adhesive layer, 43 ... adhesion auxiliary layer, 44 ... skin material,
46 ... Adhesive film, 47 ... Adhesive auxiliary film,
50 ... Laminated sheet,
100 ... Automobile, 114 ... Luggage side trim,
114a ... Design surface, 114b ... Back surface, 114c ... Convex part, 114d ... Curved part,
200 ... Press molding machine, 210 ... Press molding mold, 212 ... Upper mold, 214 ... Lower mold,
D1 ... front-back direction, D2 ... up-down direction, D3 ... width direction, D4 ... thickness direction,
DF1, DF2 ... Fiber orientation direction, P1 ... Welding point,
SP1 ... Car room, SP2 ... Luggage room,
ST1 ... Foam sheet forming process, ST2 ... Stacking process, ST3 ... First heating process,
ST4 ... Skin material stacking process, ST5 ... Second heating process, ST6 ... Molding process,
ST7 ... Cutting process, ST8 ... Parts assembly process.

Claims (1)

Interior materials for vehicles molded to have an uneven shape, in order.
A first reinforcing layer in which a polyester-based first non-woven fabric is impregnated with a polyolefin resin,
A core layer made of foamed polyolefin resin and
A second reinforcing layer in which a polyester-based second non-woven fabric is impregnated with a polyolefin resin is included.
The first reinforcing layer is adhered to one surface of the core material layer, and the second reinforcing layer is adhered to the other surface of the core material layer .
In the second reinforcing layer, the epidermis layer is adhered to the surface opposite to the core material layer via the resin adhesive layer.
The adhesive layer of the resin is an interior material for a vehicle formed on the surface of the second reinforcing layer in which the second non-woven fabric is impregnated with a polyolefin resin.

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