JP5428564B2 - Vehicle interior material member and vehicle interior material using the same - Google Patents

Description

  The present invention relates to a vehicle interior material member excellent in formability and a vehicle interior material using the same. More specifically, an object of the present invention is to provide a vehicle interior material member having both excellent formability and form retention and a vehicle interior material using the vehicle interior material member.

  The interior material for vehicles which uses the polyester long fiber nonwoven fabric which is a general purpose long fiber nonwoven fabric for a back surface material is well-known. And if polyester non-woven fabric is used, oriented crystallized fibers by high-speed spinning are laminated and bonded, so there are problems such as float and tear during molding, which seems to be low in elongation, rigid, and promote crystallization. It is also known that it has occurred.

  In order to improve the moldability of the polyester long fiber nonwoven fabric, a method using an unstretched polyethylene terephthalate fiber nonwoven fabric that is not oriented and crystallized has been proposed (for example, see Patent Document 1). In this method, since the fiber elongation becomes high, the first formability is improved, but the laminate is slightly inferior in strength. Further, when the laminate is further thermoformed, fibers having a low degree of orientation are promoted to be crystallized, so that they become brittle and have a problem of tearing and cracking.

  A laminated member for interior use using a similar unstretched polyester fiber nonwoven fabric has been proposed (see, for example, Patent Document 2). The nonwoven fabric used has an extremely high density, has a problem that the deep drawing deformability in the molding process is inferior, and the processing cost of the nonwoven fabric increases.

  A method has been proposed in which a non-woven fabric used as a back material is impregnated with a resin to give rigidity to improve the reinforcing effect (see, for example, Patent Document 3). When the rigidity of the reinforcing layer is increased, there is a problem in deep drawing by laminated thermobonding.

  A proposal has been made to use a flexible hydroentangled short fiber nonwoven fabric containing natural fibers as a back material to improve the flammability and suppress the influence on the skin and reduce the basis weight (for example, see Patent Document 4). Since joining is performed by a frame laminating method, there may be a problem in deep drawing.

  Proposed a method to improve the adhesion between the olefinic binder and the olefinic core material by laminating polybutylene terephthalate as an adhesive for polyester spunbond nonwoven fabric for the back material and corona treating the core side of the polybutylene terephthalate laminated surface. (For example, refer to Patent Document 5). In this method, the polybutylene terephthalate component is interposed to improve the adhesion to the nonwoven fabric from the compatibility, and the adhesion to the olefin is a method that gives an anchor effect by corona treatment, which complicates the process and increases the cost. There are problems such as becoming.

Although the method of improving a shaping | molding form and form retainability is proposed, the subject which obtains the member for vehicle interior materials which has the outstanding shaping form and form retainability has not been solved yet.

Japanese Patent Publication No. 5-17857 JP 2001-322193 A Japanese Patent No. 3149673 JP 2001-341220 A JP-A-2005-75214

  The present invention has been made against the background of such prior art problems. That is, the objective of this invention is providing the vehicle interior material using the member for vehicle interior materials which has the outstanding shaping | molding form and form retainability, and the member for vehicle interior materials.

As a result of intensive studies, the present inventors have found that the above problems can be solved by the following means, and have reached the present invention.
That is, this invention consists of the following structures.
(1) A long fiber having a birefringence of 0.04 to 0.07, a film having a thickness of 20 to 60 μm made of a thermoplastic resin having a melting point of 80 to 160 ° C. and a thermoplastic polyester having a melting point of 220 ° C. or higher. Consists of an apparent bulk density of 0.10 to 0.25 g / cm ³ , a longitudinal elongation in a 22 ° C. atmosphere of 35 to 70%, and an inflection point load in a longitudinal elongation load curve in a 22 ° C. atmosphere. 1.0 to 2.2 (N / 50 mm) / (g / m ² ) per unit area, and the bending point load in the longitudinal elongation load curve at 120 ° C. is 0.05 to 0.80 (N / 50 mm) / (g / m ² ), and an elongation in a 120 ° C. atmosphere is 50 to 150%, which is formed by joining a non-entangled nonwoven fabric having a 180 ° C. dry heat shrinkage rate of less than 5%. A vehicle interior material member.
(2) The non-woven fabric is a non-woven fabric composed of long fibers having a fineness of 0.5 to 5 dtex, a crimping area ratio by embossing of 10 to 25%, and a basis weight of 20 to 60 g / m ^2. Vehicle interior materials.
(3) The fiber component constituting the nonwoven fabric is polyethylene terephthalate or polybutylene terephthalate, and the trace amount added component is a thermoplastic polystyrene copolymer (styrene / methyl methacrylate / maleic anhydride copolymer or styrene / maleic). (1) or (2) is a vehicle interior material member.
(4) In a vehicle interior material comprising a skin material, a core material, and a back surface material, the back surface material is composed of a vehicle interior material member described in any one of (1) to (3), and the film surface is on the core material side. Vehicle interior material that is laminated and molded in

By using the vehicle interior material member of the present invention as the back surface material of the vehicle interior material, it is easy to deform under heating at 120 ° C., and has good followability even in deep drawing, so the skin material is affected. An interior material for a vehicle having good finish without tearing or lifting is obtained.
Furthermore, the molded product with good finish of the present invention has excellent durability because the back material exhibits high rigidity at room temperature, so that the shape retention is good and the wear resistance is excellent by crimping. As shown, since the back surface maintains the fiber form, the generation of abnormal noise due to contact is suppressed, the basis weight is 20 to 50 g / m ² , and the vehicle interior material can be made light.

It is the figure which showed how to obtain | require the bending point load in SS curve of the nonwoven fabric in 22 degreeC atmosphere. The load at the intersection of the tangent line of the initial rising portion: ab and the tangent line after yielding: cd is defined as a bending point load. It is the figure which showed SS curve of the nonwoven fabric in 22 degreeC atmosphere. In the figure, (1) shows Example 1, (2) shows Example 2, and (3) shows the nonwoven fabric used in Comparative Example 1.

The present invention is described in detail below.
The vehicle interior material member of the present invention is composed of a film having a thickness of 20 to 60 μm made of a thermoplastic resin having a melting point of 80 to 160 ° C. and a thermoplastic polyester having a melting point of 220 ° C. or more, and has a birefringence of 0.04 to It is composed of 0.07 long fibers, the apparent bulk density is 0.10 to 0.25 g / cm 3, the longitudinal elongation in a 22 ° C. atmosphere is 35 to 70%, and the longitudinal elongation load curve in a 22 ° C. atmosphere. The bending point load per unit area is 1.0 to 2.2 (N / 50 mm) / (g / m ² ), and the bending point load in the longitudinal elongation load curve in a 120 ° C. atmosphere is 0.05 to 0.80 (N / 50mm) / (g / m ² ), 180 ° C. dry heat shrinkage is less than 5%, and the non-entangled nonwoven fabric is joined, and the elongation in a 120 ° C. atmosphere is It is a member for vehicle interior materials that is 50 to 150%.

In the present invention, the film laminated and bonded to the back material is a film having a thickness of 20 to 60 μm made of a thermoplastic resin having a melting point of 80 to 160 ° C.
When the melting point of the film material is less than 80 ° C., the heat resistance is inferior, which is not preferable. When the melting point of the film material exceeds 160 ° C., it is difficult to perform sufficient melt bonding at the time of thermoforming, and peeling may occur, which is not preferable. If thermocompression bonding is performed at a sufficiently high temperature, the surface material or the core material may be altered, which is not preferable. The melting point of a more preferable film material is 95 to 140 ° C, and more preferably 100 to 135 ° C.

  If the thickness of the film material of the present invention is less than 20 μm, if the film material serving as a bonding component decreases, the anchor effect may be insufficient and the bonding force may be insufficient. If the thickness of the film material exceeds 60 μm, a material having a high melting point may undesirably increase the bonding time. A more preferable thickness of the film material is 30 to 50 μm.

  As the material of the film in the present invention, a known thermoplastic resin can be used as long as the above requirements are satisfied. For example, ethylene-acrylic acid copolymer, ethylene-methacrylic acid copolymer, various polyethylene resins (low density, medium density, high density, linear low density, branched low density) or acid-modified resins thereof; ethylene -Vinyl acetate copolymer, ethylene-ethyl acrylate copolymer, ethylene-methyl acrylate copolymer, ethylene-butyl acrylate copolymer, ethylene-methyl methacrylate copolymer, ethylene-butyl methacrylate copolymer, ethylene -(Meth) acrylate copolymer, ethylene-maleic acid copolymer, ethylene-itaconic acid copolymer, ethylene-alpha olefin copolymer, ethylene-acrylic acid ester-methacrylic acid terpolymer, ethylene- Acrylate-maleic anhydride terpolymers, or acid-modified resins thereof; Ionomers obtained by ion-crosslinking a copolymer of tylene and acrylic acid or methacrylic acid; atactic polypropylene or acid-modified resins thereof; copolymer polyamides; Examples thereof include copolymer polyesters containing a polymer or other components. These resins may be used alone or as a mixture. Moreover, you may mix various additives, such as fillers, such as a calcium carbonate and a talc, and a tackifier.

The nonwoven fabric constituting the vehicle interior material member of the present invention is made of thermoplastic polyester, and is composed of long fibers having a birefringence of 0.04 to 0.07, and an apparent bulk density of 0.10 to 0.00. 25 g / cm ³ , the longitudinal elongation in a 22 ° C. atmosphere is 35 to 70%, and the bending point load in the longitudinal elongation load curve in a 22 ° C. atmosphere is 1.0 to 2.2 (N / 50 mm) / (per unit weight) g / m ² ), the bending point load in the longitudinal elongation load curve at 120 ° C. is 0.05 to 0.80 (N / 50 mm) / (g / m ² ) per unit weight, and 180 ° C. dry It is a nonwoven fabric that has not been entangled with a heat shrinkage rate of less than 5%.

  The nonwoven fabric material constituting the vehicle interior material member of the present invention needs to be made of a thermoplastic polyester having a melting point of 220 ° C. or higher. If the melting point is less than 220 ° C., the heat resistance of the nonwoven fabric is inferior, and the durability of the vehicle interior material is lowered, which is not preferable. In the present invention, a known polyester resin having a melting point of 220 ° C. or higher can be used. Preferred polyesters in the present invention include polyethylene terephthalate (PET), polybutylene terephthalate (PBT), polyethylene naphthalate (PEN), polycyclohexanedimethyl terephthalate (PCHT) and the like. The polyester component in the present invention is preferably a copolymer polyester because the number of oligomers is larger than that of a homopolyester, and by containing 95 mol% or more of the homopolyester, heat resistance and durability can be maintained, and more preferably. It is 99 mol% or more of highly versatile polyethylene terephthalate. In the present invention, modifiers such as antioxidants, light fasteners, colorants, antibacterial agents, flame retardants, and the like can be added as necessary within a range that does not deteriorate the characteristics.

  The fibers constituting the nonwoven fabric used for the vehicle interior material member of the present invention are long fibers having a birefringence of 0.04 to 0.07. If the birefringence is less than 0.04, it tends to be thermally deformed, but it is not preferable because it becomes brittle due to crystallization due to overheating by thermoforming, resulting in poor durability. If it exceeds 0.07, the followability at the time of thermoforming is inferior, and tearing or floating occurs, which is not preferable. A more preferable birefringence is 0.045 to 0.06.

  The fibers constituting the nonwoven fabric used in the vehicle interior material member of the present invention are continuous long fibers.Short fibers have low nonwoven fabric strength and low stiffness, so when trying to use low-weight nonwoven fabrics. Since it becomes a vehicle interior material inferior in form retainability and durability, it is not preferable. In the present invention, it is not particularly limited as long as it is a long-fiber nonwoven fabric that satisfies the requirements of the invention, but preferably a spunbond nonwoven fabric obtained by high-speed spinning that can exhibit the effect of improving rigidity by orientation crystallization at low cost is recommended. The

The nonwoven fabric constituting the vehicle interior material member of the present invention has an apparent bulk density of 0.10 to 0.25 g / cm ³ , a longitudinal elongation in a 22 ° C. atmosphere of 35 to 70%, and a vertical length in a 22 ° C. atmosphere. The bending point load in the extension load curve is 1.0 to 2.2 (N / 50 mm) / (g / m ² ) per unit weight, and the bending point load in the longitudinal extension load curve in a 120 ° C. atmosphere is per unit area. The nonwoven fabric is 0.05 to 0.80 (N / 50 mm) / (g / m ² ) and has not been entangled with a dry heat shrinkage of 180 ° C. of less than 5%.

In the present invention, the apparent bulk density of the nonwoven fabric used is 0.10 to 0.25 g / cm ³ . Less than 0.10 g / cm ³ is not preferable because the effect of reinforcing the back surface is reduced. If it exceeds 0.25 g / cm ³ , the followability during thermoforming is reduced, and it may be difficult to obtain a sharp finish, which is not preferable. A more preferable apparent bulk density is 0.15 to 0.25 g / cm ³ .

  The longitudinal elongation of the nonwoven fabric used in the present invention in a 22 ° C. atmosphere is 35 to 70%. If it is less than 35%, shape followability at the time of thermoforming is lowered, and in deep drawing, the shape may not be sharp, which is not preferable. If it exceeds 70%, the wear resistance may deteriorate, which is not preferable. More preferably, the longitudinal elongation in a 22 ° C. atmosphere is 40 to 70%. In addition, since the nonwoven fabric used in the present invention is subjected to a longitudinal stretching load in the nonwoven fabric or after being laminated, the mechanical properties are limited to the longitudinal elongation in particular from the viewpoint of handleability. Yes. Therefore, in the present invention, the elongation in the transverse direction is not particularly limited, but preferably the same elongation as in the longitudinal direction, that is, 35 to 70%. Usually, the mechanical properties in the vertical and horizontal directions are affected by the fiber arrangement, but in the random arrangement, there is no difference in the vertical and horizontal mechanical characteristics. In the present invention, it is recommended that the allowable range of the mechanical characteristics in the horizontal direction is 0.7 to 1.2 times that in the vertical direction.

The bending point load of the nonwoven fabric used in the present invention in the longitudinal elongation load curve in a 22 ° C. atmosphere is 1.0 to 2.2 (N / 50 mm) / (g / m ² ) per unit weight. When the bending point load in the longitudinal elongation load curve in a 22 ° C atmosphere is less than 1.0 (N / 50 mm) / (g / m ² ) per unit weight, the rigidity against deformation load in the normal temperature range is inferior, and the vehicle interior This is not preferable because the durability of the material may be reduced. Exceeding 2.2 (N / 50 mm) / (g / m ² ) is not preferable because when processing into a vehicle interior member in the present invention, the rigidity becomes high and the processing becomes difficult. The bending point load in the longitudinal elongation load curve in the 22 ° C. atmosphere is more preferably 1.2 to 2.0 (N / 50 mm) / (g / m ² ) per unit weight. Since the nonwoven fabric used in the present invention is subjected to a longitudinal extension load when the nonwoven fabric is wound and wound, the mechanical properties are limited to the bending point load in the longitudinal extension load curve from the viewpoint of handling. ing. Therefore, in the present invention, the bending point load in the lateral extension load curve is not particularly limited, but preferably the bending point load in the same extension load curve as that in the longitudinal direction, that is, the bending point load is 1.0 to 2 per basis weight. .2 (N / 50 mm) / (g / m ² ) is desirable. The elongation and bending load in the 120 ° C. atmosphere described below are the same. Usually, the mechanical properties in the vertical and horizontal directions are affected by the fiber arrangement, but in the random arrangement, there is no difference in the vertical and horizontal mechanical characteristics. In the present invention, it is recommended that the allowable range of the mechanical characteristics in the horizontal direction is 0.7 to 1.2 times that in the vertical direction.

The bending point load in the longitudinal elongation load curve in the atmosphere of 120 ° C. of the nonwoven fabric used in the present invention is 0.05 to 0.80 (N / 50 mm) / (g / m ² ) per unit weight. When the bending point load in the longitudinal elongation load curve in an atmosphere of 120 ° C. is less than 0.05 (N / 50 mm) / (g / m ² ) per unit area, the deformation at the time of molding becomes too large and molding spots are generated. (N / 50 mm) / (g / m ² ), which is not preferable. If the bending point load in the longitudinal elongation load curve in an atmosphere of 120 ° C. exceeds 0.80 per unit weight, shape followability may be deteriorated during deep drawing thermoforming, which is not preferable. The bending point load in the longitudinal elongation load curve in a more preferable 120 ° C. atmosphere is 0.10 to 0.75 (N / 50 mm) / (g / m ² ), more preferably 0.15 to 0.70 (N / 50 mm) / (g / m ² ). In the present invention, the lateral characteristics are not particularly limited, but in the present invention, it is recommended that the allowable range of the mechanical characteristics in the lateral direction is 0.7 to 1.2 times the longitudinal direction.

  The 180 ° C. dry heat shrinkage of the nonwoven fabric used in the present invention is less than 5%. When the 180 ° C. dry heat shrinkage rate is 5% or more, peeling and deformation due to shrinkage may occur when laminate molding and bonding are not preferable. A more preferable nonwoven fabric has a 180 ° C. dry heat shrinkage of less than 3%.

  The nonwoven fabric used in the present invention is a nonwoven fabric that has not been entangled. The entanglement process as used in the present invention refers to an entanglement process in which a nonwoven fabric is penetrated, such as a needle punch entanglement process and a hydroentanglement process. When the entanglement treatment is performed, even if long fibers are used, the fibers are cut and the strength and rigidity of the nonwoven fabric are deteriorated. In this invention, in order not to damage a fiber, it is limited to the nonwoven fabric which does not carry out an entanglement process. The non-woven fabric which is not entangled in the present invention refers to a non-woven fabric to which the non-woven fabric is fixed by a crimping process such as embossing or calendering. In the present invention, it is not particularly limited as long as it is a nonwoven fabric that has not been entangled. However, since the film is formed when the crimping area reaches the entire surface, the fiber shape is maintained, and the vehicle interior material is in contact with the body frame. Since the effect of reducing abnormal noise cannot be obtained, and the molding processability is lowered, there may be a problem. Embossing is desirable as a crimping method that does not make a film. A preferable pressure-bonding area ratio in embossing is less than 30%, particularly preferably 10 to 20%, which can satisfy abnormal noise suppression performance and surface smoothness. The embossed pattern of the present invention is not particularly limited, but preferably, a horizontal elliptical dot, a texture pattern, or the like is used.

  In this invention, it laminates and joins using the film and nonwoven fabric which satisfy | fill all the above requirements simultaneously. This is a vehicle interior material member having an elongation in a 120 ° C. atmosphere of 50 to 150%. When the elongation in a 120 ° C. atmosphere of a vehicle interior member in which a film and a nonwoven fabric are laminated and bonded is less than 50%, when thermoforming as a vehicle interior material, shape followability is inferior. It may cause tearing or floating, which is not preferable. If the elongation in a 120 ° C atmosphere of a vehicle interior member in which a film and a non-woven fabric are laminated and bonded exceeds 150%, the shape followability is too good when thermoformed as a vehicle interior material, and partly stretched and deformed. This is not preferred because it tends to occur and may cause molding spots. The elongation in a 120 ° C. atmosphere of a vehicle interior member in which a preferred film and nonwoven fabric in the present invention are laminated and bonded is 70 to 130%, more preferably 80 to 120%. In addition, although the elongation of the member for vehicle interior materials in this invention is shown by the average value of length and width, the length-to-width elongation ratio shall be 0.8-1.2 or less.

Although the fineness of the fiber which comprises the nonwoven fabric used by this invention is not specifically limited, It is desirable to use 0.5-5 dtex which can anticipate abrasion resistance and the noise suppression effect.

The basis weight of the nonwoven fabric used in the present invention is preferably less than 60 g / m ² in order to adapt it to a lightweight vehicle interior material, but 20 g / m ² or more is used in order to maintain form retention and durability. Is preferred.

The vehicle interior material of the present invention is composed of a skin material, a core material, and a back material, and is formed by using the above-mentioned vehicle interior material member as a back material, and the film surface of the back material is a core. An interior material for a vehicle characterized by being laminated and molded on the material side.
Installation on the side opposite to the film of the back material is a part in contact with the body frame and maintains the fiber form, which is necessary for providing a function of reducing abnormal noise due to contact rubbing. If the film side is installed on the frame side, abnormal noise due to contact rubbing is not reduced in the film, which is not preferable.
A well-known thing can be used for the skin material and core material used for the interior material for vehicles in this invention. As the skin material, there can be used a known air-permeable fiber structure such as a nonwoven fabric, a woven fabric, a knit, or a brushed product thereof, or the above-mentioned skin material having a back surface foamed. Since the sound absorption effect can be imparted by having air permeability, this is a desirable embodiment.
Core materials include urethane and olefin foams, fiber aggregates made by compression molding of fibers, and structures that contain various fiber reinforcements such as inorganic fibers, cellulose fibers, and synthetic fibers in the foams to increase rigidity. Can be used. It should be noted that the use of a core material having sound absorbing performance is a more preferred embodiment because vibration and noise transmitted from the vehicle body can be reduced.

Although an example about the manufacturing method of this invention is disclosed below, this invention is not limited to this.
The characteristic requirements of the nonwoven fabric used in the present invention cannot be obtained by a method for producing a spunbonded nonwoven fabric by ordinary high-speed spinning.

In order to obtain a spunbond nonwoven fabric satisfying the nonwoven fabric properties used in the present invention, an amorphous thermoplastic resin having a glass transition temperature of 110 to 160 ° C. that is incompatible with the polyester and 0.05 to 3. It is necessary to blend at 0% by weight and perform high speed spinning.
A thermoplastic resin that is incompatible with the polyester of the present invention and has a glass transition temperature of 110 to 160 ° C. does not have compatibility with the polyester, and has a characteristic of independently existing as an island component in the polyester, Heat that retains the function of exhibiting the effect of suppressing the oriented crystallization of the polyester due to the spinning tension by setting the glass transition temperature at least 40 ° C. higher than the glass transition temperature of the polyester, which is a sea component. Examples of plastic resins include polystyrene resins, polyacrylate resins, methylpentene resins, and copolymer resins thereof. As a preferable island component in the present invention, a styrene-acrylate copolymer resin is preferable. When polyethylene terephthalate (PET) is used as the polyester, a styrene-methyl methacrylate-maleic anhydride copolymer having a glass transition temperature of 118 ° C. Resins (for example, Rohm GmbH & Co. KG's PLEXIGLAS hw55) are particularly preferred because they have a large effect of suppressing orientation crystallization with a small addition amount. When polyethylene naphthalate (PEN) is used for polyester, a styrene / maleic anhydride copolymer (glass transition temperature 155 ° C .: commercially available, for example, SMA1000 of SARTOMER Company Inc.) is used as the island component. preferable. Styrenic B component generates styrene radicals when pyrolyzed and causes problems such as yarn breakage when branching occurs. Therefore, make a combination that can be spun at a spinning temperature that can suppress thermal decomposition as much as possible, so that branching does not occur. It is preferable to do this.

  In the present invention, it is preferable to add 0.05 to 2.0% by weight of the island component with respect to the polyester. When the addition amount is less than 0.05% by weight, the effect of suppressing orientation crystallization is reduced and the effect may not be obtained. When the addition amount exceeds 3.0% by weight, the bending point load is lowered, the rigidity is lowered and the reinforcing effect of the backing is inferior, and when the spinning speed exceeds 2500 m / min, the yarn breakage becomes severe and low. At the spinning speed, the birefringence may not satisfy the requirements of the present invention. The preferred addition amount from the embodiment of the present invention is 0.1 to 2.0% by weight, more preferably 0 as the addition amount of the island component that does not break at a spinning speed of 3500 m / min or more from the viewpoint of productivity. .5 to 1.5% by weight.

The most preferable production method using polyethylene terephthalate in the present invention will be described below.
99.5% by weight of polyethylene terephthalate having an intrinsic viscosity of 0.65 as the main component and 0.5% by weight of styrene / methyl methacrylate / maleic anhydride copolymer (for example, PLEXIGLAS hw55) as the island component are blended and dried in a dryer. Then, in a normal melt spinning machine, the spinning nozzle is a nozzle having an orifice with a ratio (L / D) of the pipe length (L) to the pipe diameter (D) of 1 to 5, at a spinning temperature of 285 ° C. Spin. If the L / D of the spinning nozzle is less than 1, the ballast effect tends to increase, and yarn breakage is likely to occur during high-speed spinning. When L / D exceeds 5, the A component and the B component are easily separated by a shearing force, so that there is a problem that the effect of suppressing crystallization of orientation is difficult to be uniform in the fiber cross section. In the present invention, the L / D at which the B component can be uniformly dispersed in the A component within the fiber cross section is preferably 2 to 4, more preferably 3. The discharge amount is set according to the set pulling speed in order to obtain a desired fineness. For example, when it is desired to obtain a fiber of 2 dtex, when the spinning speed by pulling is set to 4500 m / min, the single hole discharge rate is discharged at 0.9 g / min.
The spun yarn that has been spun is cooled by cooling air immediately below the nozzle to 10 cm, while being drawn and solidified by a tow jet installed below. The B component is solidified before the A component is solidified, and the A component is difficult to be oriented and crystallized, and the elongation of the obtained long fibers can be kept high.

In the present invention, since it is necessary to produce a non-breaking nonwoven fabric in the range where the birefringence of the fiber is 0.04 to 0.07, the spinning speed (Vw: m / min) by pulling is 3500 m / min to 5000 m / min. In the range of minutes, by spinning at a spinning speed where the relationship between the spinning speed (Vw: m / min) and the B component addition amount (G: wt%) satisfies the relationship of the following formula (Formula 1), A long fiber nonwoven fabric having a birefringence of 0.04 to 0.07 and excellent in moldability used for the member of the present invention having no yarn breakage can be obtained.
Vw ≦ 4000-2200 × lnG (Formula 1)
For example, when the addition amount of the island component is 0.5% by weight, Vw ≦ 5500 m / min, and spinning can be performed without breaking at a spinning speed of 5500 m / min or less.
The traction-spun long fiber is shaken down on a suction net conveyor installed below, and laminated web is formed with a desired basis weight (20 to 60 g / m ² is recommended in the present invention). A preferable fiber arrangement in the present invention is desirably a random arrangement because it is recommended to eliminate the difference in mechanical characteristics in the vertical and horizontal directions. Since the difference in mechanical characteristics in the vertical and horizontal directions due to the fiber arrangement is at least 0.7 to 1.2, it is necessary to adjust the fiber arrangement depending on the number of ejected fibers, the take-up speed, and the like. Continuously, the web is preliminarily pressure-bonded at 100 to 130 ° C. so as not to be loosened, thereby ensuring handling properties. It is then wound or continuously embossed. In the present invention, since the pressure-bonding area ratio is preferably 10 to 20%, it is preferable to use a pattern in which the embossed pattern of the embossing roller to be used is set to a convex area of 11 to 22%. The embossing temperature in the present invention is preferably 120 to 230 ° C. so that the apparent bulk density is 0.10 to 0.25 g / cm ³ , although the preferred temperature differs depending on the material, basis weight, processing speed, and linear pressure. Is preferred. For example, to obtain a non-woven fabric with a composition of polyethylene terephthalate as polyester and 1 part of styrene / methyl methacrylate / maleic anhydride copolymer as island component, with a basis weight of 30 g / m ² and an apparent bulk density of 0.18 g / cm ³ When horizontal elliptical convex embossing is performed at a linear pressure of 30 kgf, it is preferably 130 to 150 ° C, more preferably 140 ° C.
Under such conditions, it is possible to obtain a long-fiber non-woven fabric excellent in moldability to be used for a vehicle interior material member of the present invention having a horizontal elliptical dot and a pressure bonding area of 16%.

The resulting long fiber nonwoven fabric is then laminated with a film on one side of the nonwoven fabric.
The laminating method can be carried out by a known method such as a printing method, a T-die film extrusion laminating method, or a film bonding method. For example, as a laminating method in a printing machine, it is preferable that the printing process is performed on the entire surface using any one of gravure printing, flexographic printing, and offset printing machines. The ink used for printing is preferably a polyester resin or polyurethane resin as a binder from the viewpoint of adhesiveness to the polyester nonwoven fabric. The thickness of the printing process is preferably 20 μm or more over the entire surface, more preferably 30 μm or more and 60 μm or less. The film may be extruded and laminated using a T-die film extruder. Moreover, the lamination method which laminates | stacks a film separately and affixes can also be used. The cheapest method among various laminating methods is T-die film extrusion lamination, which is a preferred embodiment example used in the present invention. Although the above-mentioned film materials can be used, it is preferable to select one having an appropriate melting point depending on the processing temperature and conditions for integrally molding the vehicle interior material. For example, the processing temperature at 120 to 160 ° C. is preferably an olefin resin having a melting point of 110 ° C. to 130 ° C. and a low temperature dependence of the viscosity, and a melting index (MI) of 10 to 50 polyethylene (MI) of 10 to 50 ° C. PE) and the like can be exemplified as a preferable material. For example, in a T-die extruder, MI30 low-density polyethylene is melted at 200 to 230 ° C., and a film is continuously extruded and laminated on a nonwoven fabric, followed by pressure bonding, and a polyethylene film having a thickness of 40 μm is laminated and rolled. A vehicle interior member that is wound and laminated with the film of the present invention is obtained.

  Thus, the obtained vehicle interior member is excellent in mold following property even in deep drawing molding at 120 ° C. or higher, does not generate a float due to tearing or shrinkage of the backing, and does not affect the surface material. Shape and finish. Provided as a vehicle interior material such as vehicle ceiling materials, insulators and door trims that have high rigidity, excellent shape retention and wear resistance, and excellent noise suppression effect when cooled after molding it can.

  Next, the vehicle interior material member is compression thermoformed by laminating the above-mentioned surface material-core material on the mold frame on the laminate film side, and causing the laminate film to function as a bonding adhesive between the core material and the backing material. A vehicle interior material is obtained. The molding method is not particularly limited, but cold pressing after preheating is a preferred embodiment because the epidermis is not damaged. When preheating or heat compression molding is performed at the same time within the heat resistance temperature of the surface material and the core material, if necessary, the surface material and the core material may be separately laminated and bonded to separate the surface material. It is possible to obtain the vehicle interior material of the present invention that has been integrally molded.

  The interior material for a vehicle of the present invention finished in a sharp shape thus obtained has no adverse effect on the surface material, and the backing material integrated with the core material has excellent rigidity and wear resistance, and is a frame. Noises transmitted from the vehicle can be reduced, and interior materials for vehicles such as ceiling materials, insulators and door trims for vehicles having excellent form retention can be provided.

EXAMPLES The present invention will be specifically described below with reference to examples, but the present invention is not limited to the examples.
In addition, evaluation described in the Example in this invention is based on the following method.

1. Glass transition temperature and melting point of thermoplastic resin component A 5 mg sample of each thermoplastic resin was taken, and was measured at 20 ° C. to 10 ° C./min in a nitrogen atmosphere with a differential scanning calorimeter (TA instruments Q100). The temperature at the exothermic peak position when the temperature was raised to 290 ° C. was evaluated as the glass transition temperature, and the temperature at the endothermic peak position was evaluated as the melting point.

2. Non-woven fabric weight: Ms
Mass per unit area (Ms) measured according to JIS L1906 2000: g / m ²

3. Crimp area ratio of nonwoven fabric 20 surfaces of nonwoven fabric 1m ² were sampled, 500 times magnified photo was taken with SEM, 1000 times magnified photograph was printed, the crimped portion was cut out, and the area of the crimped crimped portion (Sp ) And the ratio of Sp to the total area (S0) is determined from the number of crimps per unit area. (N = 20)
P = Sp × n / S0

4). Elongation of nonwoven fabric and vehicle interior material member Measure the tensile strength and elongation curve (SS curve) measured according to JIS L1906 for a sample with a width of 50 mm and a measurement length of 200 mm. The average value of elongation at break is obtained as the elongation. In addition, measurement temperature was measured as a 120 degreeC atmosphere with the constant temperature bath TKC-R3 type | mold by Toyo Baldwin for the conditions of 22 degreeC atmosphere and 120 degreeC.

5. Bending point load per unit weight of nonwoven fabric (Ws)
4). Read the load (Wi) at the position of the intersection of the tangent of the initial rising portion of the SS curve measured in step 1 and the tangent of the portion beyond the yield point, determine the average value (Wa), and subtract the weight per unit area (Ms), The bending point load per unit weight (Ws) is used.
Wa = (1 / n) Σ (Wi) (N / 50 mm)
Ws = Wa / Ms (N / 50 mm) / (g / m ² )

6). Abrasion resistance of vehicle interior material parts Cut out vehicle interior material parts that have been laminated and bonded to each other, and the friction surface is a non-woven embossed surface (anti-laminate surface) using the Gakushin dyeing friction fastness tester of Daiei Kagaku Seiki. ) Was used, and a wear test was performed in accordance with the method of JIS L0847 using a gold width No. 3 for the same cloth of friction and the number of frictions of 100 times. The following evaluation was performed by visual judgment of the degree of surface wear.
No surface wear: ◎, fuzz, small damage: ○, fuzz, little to medium damage: △, fuzz, large damage: ×

7). Formability of only vehicle interior material members After applying sufficient release agent to the mold with a vacuum / pressure forming machine, install the vehicle interior material members so that the cylindrical male compression surface is on the anti-laminate side. The member for vehicle interior material was heated at a temperature of 180 ° C. without suction to obtain a cylindrical molded body having an upper opening diameter of 4 cm, a bottom diameter of 4 cm, and a depth of 5 cm. About the obtained molded object, the following evaluation was carried out by visual observation about the float of the nonwoven fabric, tearing, and mold followability.
Excellent mold followability, no floating or tearing observed: ◎, mold followable tolerance, no floating breakage: ○, mold unevenness poor mold following ability: △, floating or tearing observed: ×

8). 6. Form retainability of molded products only for vehicle interior materials A load of 1 kg was placed on the molded product prepared in Step 1, and the deformation state was visually observed to evaluate the following.
Does not lose shape: ◎, deforms slightly but returns when deweighted: O, deforms considerably, does not return to original when deweighted: △, collapses, remains as it is deweighted: ×

9. Evaluation of formability of ceiling material A mold having a thickness of 10 mm obtained by attaching a tricot fabric as a surface material to a mold preheated to 60 ° C., and then laminating low-density polyethylene (LDPE) to a thickness of 40 μm on the surface material side in advance. Laminated with the laminate pre-heated at ℃ as the core material and the laminate side as the front material side, then laminated with the vehicle interior material member pre-heated at 180 ℃ in advance as the back material and the laminate side as the core material side, immediately mold Was closed and compression-molded at 0.5 kg / cm ² × 1 minute to prepare a ceiling material. The obtained ceiling material was visually observed and evaluated as follows.
Backside moldability: Excellent mold followability, no floating or tearing observed: ◎, mold followable tolerance, no floating breakage: ○, poor mold followability: △, floating or tearing observed Yes:

10. Evaluation of noise reduction performance of ceiling material The prepared ceiling material is attached to the frame, vibration of 10Hz is applied to the frame at a stroke of 5cm, the evaluator hears the squeak noise at the bottom of the ceiling material, and the squeak noise at the connection part is sensed according to the following criteria evaluated.
◎: No squeaking sound, ○: Almost no squeaking sound, △: Slight squeaking sound, ×: Singing squeaking sound

<Example 1>
99% by weight of polyethylene terephthalate (PET) having an intrinsic viscosity of 0.65 and Rohm GmbH & Co. KG's PLEXIGAS hw55 (hw55) was mixed and dried at 1.0 wt%, the nozzle orifice was L / D3.0 nozzle, melt spinning at a spinning temperature of 285 ° C and a single hole discharge rate of 1.12 g / min. The web was obtained at a spinning speed of 4500 m / min and shaken on a net conveyor. Continuously, a press treatment was performed on a net with a pre-press roller at 100 ° C. to obtain a web made of long fibers having a single yarn fineness of 2.5 dtex. Subsequently, embossing was performed with a horizontal elliptical embossing roller having a pressure bonding area ratio of 18% at an optimum heating temperature of 210 ° C. and a linear pressure of 50 kN / m to obtain a nonwoven fabric having a basis weight of 50 g / m ² . The evaluation results of the obtained nonwoven fabric are shown in Table 1. In addition, the aspect ratio of the nonwoven fabric was elongation: 1.1, bending point load per unit weight: 0.85 at 22 ° C., and 0.91 at 120 ° C.
Next, the obtained nonwoven fabric was laminated with a melt index 30 and a low density polyethylene having a melting point of 110 ° C. with a thickness of 40 μm by an extrusion laminating method to obtain a vehicle interior material member. Table 1 shows the evaluation results of the obtained vehicle interior material member and the ceiling material molded using the vehicle interior material member. The difference in longitudinal and lateral elongation of the vehicle interior member was 0.96.
The vehicle interior material member of Example 1 that satisfies the requirements of the present invention has an excellent backing function in terms of wear resistance, moldability, and form retention, and was obtained using the vehicle interior material member. As a ceiling material, a well-formed ceiling material was obtained.

<Example 2>
PET 99.5% by weight, Rohm GmbH & Co. Non-woven fabric, vehicle interior material member, and vehicle interior material member obtained in the same manner as in Example 1 except that KG's PLEXIGLAS hw55 (hw) is 0.5% by weight and the embossing temperature is 220 ° C. Table 1 shows the evaluation results of the ceiling material using In addition, the aspect ratio of the nonwoven fabric was elongation: 1.15, bending point load per unit weight: 0.88 at 22 ° C. and 0.94 at 120 ° C. Moreover, the longitudinal / lateral elongation difference of the vehicle interior member was 0.98.
The vehicle interior material member of Example 2 that satisfies the requirements of the present invention has an excellent backing function in terms of wear resistance, moldability, and shape retention, and was obtained using the vehicle interior material member. As a ceiling material, a well-formed ceiling material was obtained.

<Comparative Example 1>
A web and nonwoven fabric, a vehicle interior material member, and a vehicle interior material member obtained in the same manner as in Example 1 were used except that the PET was 100% by weight, the spinning temperature was 285 ° C, and the embossing temperature was 230 ° C. Table 1 shows the evaluation results of the ceiling material.
Comparative Example 1 is a member for a vehicle interior material in which the birefringence of the fiber and the elongation in a 120 ° C. atmosphere of the vehicle interior material member do not satisfy the requirements of the present invention, the wear resistance is excellent, but the moldability, The form retainability was inferior, and the ceiling material using it also floated and became a ceiling material with inferior formability of the backing.

<Comparative example 2>
1% by weight of styrene (PS) having a molecular weight of 250,000 is added as the B component, 5% by weight of Adekastab PFR is added as the phosphorus flame retardant, and the embossing temperature is 130 ° C. using a kneaded pelletized resin by a conventional method. Table 1 shows the evaluation results of the ceiling material using the nonwoven fabric, the vehicle interior material member, and the vehicle interior material member obtained in the same manner as in Comparative Example 1 except for the above.
Comparative Example 2 is a vehicle interior material member using a nonwoven fabric having a high shrinkage rate due to yarn breakage during spinning (analogized to the formation of branching due to thermal decomposition of styrene). It was a ceiling material in which fineness and stretch spots at the time of molding were produced, shape retention was inferior, and a ceiling material using the same was also produced, and the moldability of the backing material was inferior.

<Comparative Example 3>
Melt spinning at a single-hole discharge rate of 0.6 g / min, take-up at a spinning speed of 2400 m / min, and a basis weight of 30 g / m ² , with a tenter before embossing, at a constant length of 120 ° C. for 1 min The non-woven fabric obtained in the same manner as in Comparative Example 1 except that it was heat-treated becomes highly stretched and highly shrinkable, and the vehicle interior material member using the non-woven fabric produces molded spots and is fragile due to unstretched fibers. Thus, the vehicle interior member was inferior in wear resistance and form retention. The ceiling material using it also became a ceiling material inferior in formability of the backing material.

<Comparative Example 4>
Table 1 shows the evaluation results of the nonwoven fabric, the vehicle interior material member, and the ceiling material using the vehicle interior material member obtained by needle punching the web prepared in the same manner as in Example 2. .
Since Comparative Example 4 is entangled, the load at the bending point in the atmosphere at 22 ° C. is low, and the bulky nonwoven fabric is used. Therefore, the vehicle interior material member has a problem in formability and shape retention. Therefore, the ceiling material using the same has also become a ceiling material with poor formability of the backing material.

<Comparative Example 5>
A vehicle interior material member obtained in the same manner as in Example 2 except that a non-woven film laminate was laminated with a thickness of 60 μm using Everflex EV40WX (melting point: 40 ° C.) manufactured by Mitsui DuPont Polychemical Co., Ltd. Table 1 shows the evaluation results of the ceiling material using the interior material member.
In Comparative Example 5, since the melting point of the laminate material is low, the laminate component falls off during the pre-heat treatment and the molding and joining becomes insufficient. Therefore, the ceiling material using the vehicle interior material member has poor bonding of the backing material and floats. It became a ceiling material with poor bonding of the backing material.

<Comparative Example 6>
Table 1 shows the evaluation results of the vehicle interior material member obtained in the same manner as in Example 2 and the ceiling material using the vehicle interior material member, except that the thickness of the laminate film was 15 μm.
In Comparative Example 6, since the laminate film is too thin, the amount of the bonding agent is small, and the molding and joining is slightly insufficient. Therefore, the ceiling material using the vehicle interior material member is floated because the joining of the backing is inferior. The ceiling material was poorly bonded to the backing.

<Comparative Example 7>
Instead of embossing, the nonwoven fabric obtained in the same manner as in Example 2 except that the apparent bulk density was compressed to 0.35 g / cm ³ at a linear pressure of 150 kg / cm by calendering, a vehicle interior material member, Table 2 shows the evaluation results of the ceiling material using the vehicle interior material member.
A vehicle interior material member using a nonwoven fabric with an apparent bulk density that is too high becomes a member for a vehicle interior material that has a slightly worse moldability at the deep drawing portion and a slightly lower formability. The ceiling material using the back has also become a slightly inferior ceiling material.

<Comparative Example 8>
A vehicle interior material member obtained by laminating MI5 polypropylene (PP) at 210 ° C. to a thickness of 40 μm on the nonwoven fabric obtained in Example 2, and a ceiling material using the vehicle interior material member The evaluation results are shown in Table 2.
Since a laminate material having a melting point exceeding 160 ° C. is used, the vehicle interior material member is slightly insufficient in joining with the film laminated on the nonwoven fabric, the along-molding property of the deep-drawn part is slightly deteriorated, and the moldability is slightly The inferior vehicle interior material member was obtained, and the ceiling material using the vehicle interior material member became a ceiling material in which the back surface material and the core material were insufficiently joined.

<Example 3>
Except for melt spinning by a conventional method at a single hole discharge rate of 0.88 g / min, drawing at a spinning speed of 3500 m / min, and embossing at an optimum temperature of 140 ° C. and a linear pressure of 30 kgf, the same as in Example 1. Table 2 shows the evaluation results of the obtained nonwoven fabric, the vehicle interior material member, and the ceiling material using the vehicle interior material member. In addition, the aspect ratio of the nonwoven fabric was elongation: 1.07, bending point load per unit weight: 0.94 at 22 ° C., and 0.98 at 120 ° C. Moreover, the longitudinal / lateral elongation difference of the vehicle interior member was 0.98.
The vehicle interior material member of Example 3 that satisfies the requirements of the present invention has an excellent backing function in terms of wear resistance, moldability, and shape retention, and was obtained using the vehicle interior material member. As a ceiling material, a well-formed ceiling material was obtained.

According to the present invention, a non-woven fabric having a high bending point load at room temperature and an excellent form retention property is used. By using the vehicle interior material member of the present invention that does not adversely affect the interior, it is possible to provide a vehicle interior material that has excellent molding finish, reinforcement effect as a back surface material, and excellent wear resistance and durability. it can.
The vehicle interior material member having excellent moldability and wear resistance according to the present invention is particularly suitable for vehicle interior materials such as a vehicle ceiling material, an insulator, a door trim, etc. It is expected to improve productivity and quality and contribute greatly to the industry.

Claims (3)

Amorphous heat having a glass transition temperature of 110 to 160 ° C., which is incompatible with the resin , in a film having a thickness of 20 to 60 μm made of a thermoplastic resin having a melting point of 80 to 160 ° C. and polyethylene terephthalate or polybutylene terephthalate. Made of a resin having a melting point of 220 ° C. or higher blended with 0.05 to 3.0% by weight of a plastic resin , composed of long fibers having a fineness of 0.5 to 5 dtex and a birefringence of 0.04 to 0.07 . The area ratio of crimping by embossing is 10 to 25%, the basis weight is 20 to 60 g / m ² , the apparent bulk density is 0.10 to 0.25 g / cm ³ , and the longitudinal elongation in an atmosphere at 22 ° C. is 35 to 70. %, The bending point load in the longitudinal elongation load curve in a 22 ° C. atmosphere is 1.0 to 2.2 (N / 50 mm) / (g / m ² ) per unit weight, and the longitudinal elongation load curve in a 120 ° C. atmosphere The bending point load at A per urging 0.05~0.80 (N / 50mm) / ( g / m 2), formed by joining the nonwoven fabric 180 ° C. dry heat shrinkage is not a confounding process less than 5%, 120 A member for a vehicle interior material having an elongation of 50 to 150% in an atmosphere of ° C. The member for a vehicle interior material according to claim 1 , wherein the amorphous thermoplastic resin is a styrene / methyl methacrylate / maleic anhydride copolymer or a styrene / maleic acid copolymer . A vehicle interior material comprising a skin material, a core material, and a back surface material, wherein the back surface material is composed of a vehicle interior material member according to claim 1 and the film surface is laminated and formed on the core material side. Wood.