CN107187118A - 车辆用复合表皮材料 - Google Patents

车辆用复合表皮材料 Download PDF

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Publication number
CN107187118A
CN107187118A CN201710153376.XA CN201710153376A CN107187118A CN 107187118 A CN107187118 A CN 107187118A CN 201710153376 A CN201710153376 A CN 201710153376A CN 107187118 A CN107187118 A CN 107187118A
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CN
China
Prior art keywords
skin material
resin layer
fibrous substrate
compound skin
urethane resin
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN201710153376.XA
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English (en)
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CN107187118B (zh
Inventor
金子幸人
上村知行
山里杉明
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Seiren Co Ltd
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Honda Motor Co Ltd
Seiren Co Ltd
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Publication date
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Publication of CN107187118A publication Critical patent/CN107187118A/zh
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Publication of CN107187118B publication Critical patent/CN107187118B/zh
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Abstract

本发明提供车辆用复合表皮材料，其不会损害足以消除潮闷、黏腻的透气度，满足作为车辆内饰材料用途足够的强度、特别是撕裂强度和拉伸强度。车辆用复合表皮材料(1)包括纤维质基材(2)、设置在该纤维质基材的表面侧的聚氨酯树脂层(3)、及隔着由聚氨酯树脂形成的粘接剂层(6)粘贴在纤维质基材的背面侧的织物(7)，其中，设有从聚氨酯树脂层的表面贯穿纤维质基材的开口部(5)，聚氨酯树脂层的表面的开口率是1％～15％。织物的经纱密度是25根/25.4mm～50根/25.4mm，纬纱密度是30根/25.4mm～50根/25.4mm。粘接剂层的每单位面积的质量是15g/m2～100g/m2。复合表皮材料的透气度是5cm3/cm2·s～100cm3/cm2·s，撕裂强度是20N～150N，拉伸强度是50N/cm以上。

Description

车辆用复合表皮材料
技术领域
本发明的实施方式涉及一种车辆用复合表皮材料。
背景技术
以往，合成皮革由于其表面被树脂层覆盖，因此，在应用于车辆内饰材料用途、特别是座面的情况下，存在由长时间就座时出汗导致潮闷、黏腻这样的问题。因此，通常是利用开孔加工(例如专利文献1)在皮革类材料上形成多个开口部，提升皮革类材料的透气度，从而尝试解决潮闷、黏腻的问题。由此，尽管消除了潮闷、黏腻，但是无法获得车辆内饰材料用途所需要的强度。
为了解决这一问题，在专利文献2中公开了这样的做法：在设有开口部的合成皮革中，纤维质基材采用84dtex以上的纱条，并使用由前纱编成的针织组织是针背垫纱3针以上的经绒组织、由中纱编成的针织组织是编链组织、由后纱编成的针织组织是经平组织(日文：デンビ編組織)或经绒组织的经编针织物，而且将层叠在纤维质基材上的聚氨酯树脂层的厚度设为100μm以上，从而能够兼顾强度和对潮闷、黏腻的消除。但是，在该技术中，纤维质基材的结构受到限定，因此，期望一种无论纤维质基材的结构如何都能兼顾透气度和强度的技术。
在专利文献3中公开了一种这样的人工皮革：利用全部面积的5％～70％的点状粘接点在使树脂浸渗于无纺布而成的人工皮革的背面粘接纺编物，限定人工皮革和纺编物的拉伸强度与拉伸伸长率的关系性，从而能够兼顾柔软的感觉和强度。在该文献中，利用低熔点聚合物将人工皮革和纺编物点状粘接在一起，但在将该点状粘接技术应用于具有开口部的合成皮革的情况下，作为车辆内饰材料用途无法获得足够的强度。
现有技术文献
专利文献
专利文献1：日本特开平11－209800号公报
专利文献2：WO2015/022772号
专利文献3：日本特开昭59－116477号公报
发明内容
发明要解决的问题
像上述那样，以往提出了各种技术，但无法获得将潮闷、黏腻消除到作为车辆内饰材料用途没有问题的程度、而且具有足够的强度的合成皮革或者车辆用表皮材料。
本发明的技术方案鉴于以上的问题点，其目的在于提供一种车辆用复合表皮材料，其不会损害足以消除潮闷、黏腻的透气度，具有作为车辆内饰材料用途足够的强度、特别是撕裂强度和拉伸强度。
用于解决问题的方案
本发明的技术方案的车辆用复合表皮材料包括纤维质基材、设置在所述纤维质基材的表面侧的聚氨酯树脂层、以及隔着由聚氨酯树脂形成的粘接剂层粘贴在所述纤维质基材的背面侧的织物，在所述聚氨酯树脂层的表面具有多个开口部。所述多个开口部是从所述聚氨酯树脂层的表面贯穿所述纤维质基材的孔，所述多个开口部在所述聚氨酯树脂层的表面上的开口率是1％～15％。所述织物的经纱密度是25根/25.4mm～50根/25.4mm，而且纬纱密度是30根/25.4mm～50根/25.4mm。所述粘接剂层的每单位面积的质量是15g/m2～100g/m2。所述复合表皮材料的透气度是5cm3/cm2·s～100cm3/cm2·s。所述复合表皮材料的经方向和纬方向上的撕裂强度均是20N～150N。所述复合表皮材料的经方向和纬方向上的拉伸强度均是50N/cm以上。
在一个技术方案中，也可以在所述粘接剂层上的、与所述开口部相对应的位置形成有与该开口部连通的贯通孔，该贯通孔被所述织物所覆盖。
发明的效果
通过做成满足上述条件的复合表皮材料，能够提供一种车辆用复合表皮材料，其不会损害足以消除潮闷、黏腻的透气度，具有作为车辆内饰材料用途足够的强度、特别是撕裂强度和拉伸强度。
附图说明
图1是一个实施方式的车辆用复合表皮材料的剖视示意图。
附图标记说明
1、车辆用复合表皮材料；2、纤维质基材；3、聚氨酯树脂层；4、合成皮革；5、开口部；6、粘接剂层；7、织物。
具体实施方式
以下，参照附图详细地说明本发明的实施方式。
本实施方式的车辆用复合表皮材料包括纤维质基材、具有设置在其表面侧的开口部的聚氨酯树脂层、以及隔着粘接剂层粘贴在纤维质基材的背面侧的织物，是包含所述纤维质基材和所述聚氨酯树脂层的合成皮革与所述织物复合一体化而成的表皮材料。
图1示意性地示出了一个实施方式的车辆用复合表皮材料1的截面结构。在该复合表皮材料1中，在纤维质基材2的表面(外观面)侧设有聚氨酯树脂层3，由纤维质基材2和聚氨酯树脂层3形成合成皮革4。在该例子中，聚氨酯树脂层3由表皮树脂层31和粘接树脂层32构成，表皮树脂层31隔着粘接树脂层32层叠在纤维质基材2上。
在聚氨酯树脂层3的表面(即合成皮革4的表面)设有多个用于提升透气度的开口部5。开口部5从聚氨酯树脂层3的表面贯穿纤维质基材2地设置，即设置为贯穿聚氨酯树脂层3和纤维质基材2的孔。另外，虽未图示，但也可以按照常用方法在聚氨酯树脂层3的表面设有皮革风格的褶皱花纹等凹凸花纹。
在纤维质基材2的背面(背面)(即合成皮革4的背面)隔着粘接剂层6层叠有织物7。由此，合成皮革4的开口部5从其背面侧被织物7所覆盖。
另外，在本说明书中，合成皮革和复合表皮材料的表面是指合成皮革和复合表皮材料的表背两面中的、在使用时(即安装于车辆的状态下)使用者(乘员)看得到的面，背面是指与表面相反侧的面。此外，纤维质基材等各层的表面是指该层的表背两面中的、朝向与合成皮革和复合表皮材料的表面相同的方向的面，各层的背面是指与该层的表面相反侧的面。
本实施方式的纤维质基材并没有特别的限定，根据用途适当地选择织物、编织物、无纺布等即可。
构成纤维质基材的纤维的原材料并没有特别的限定，可以采用以往公知的天然纤维、再生纤维、合成纤维、半合成纤维等。可以单独使用这些材料中的1种或者将这些材料中的两种以上组合使用。从具有适合车辆内饰材料用途的强度的方面考虑，纤维的原材料优选采用合成纤维，更优选采用聚酯。
本实施方式的合成皮革在上述纤维质基材上层叠有聚氨酯树脂层，其是在纤维质基材上直接或者隔着粘接树脂层形成聚氨酯树脂层而成的。聚氨酯树脂层是由形成在纤维质基材上的聚氨酯树脂形成的层，并不限定于一层结构，也可以是两层或者三层结构。另外，在为了形成粘接树脂层而使用聚氨酯树脂的粘接剂的情况下，如上述的图1所示，粘接树脂层32也构成聚氨酯树脂层3的一部分。
聚氨酯树脂层的形成方法并没有特别的限定。例如，具体地讲，可以在利用刮刀涂布、辊涂布、凹版涂布、喷涂等方法在纤维质基材的单面涂敷了聚氨酯树脂液之后，使其干式凝固或者湿式凝固，从而直接层叠聚氨酯树脂层。或者，也可以在利用上述刮刀涂布等方法在脱模性基材上涂敷了规定的聚氨酯树脂液之后，使其干式凝固或者湿式凝固，形成聚氨酯树脂层，将其压接于纤维质基材的单面，从而直接层叠聚氨酯树脂层。亦或者，也可以利用粘接剂在纤维质基材的单面粘贴形成在上述脱模性基材上的聚氨酯树脂层，从而层叠聚氨酯树脂层。
构成聚氨酯树脂层的聚氨酯树脂并没有特别的限定，例如能够列举出聚醚系聚氨酯树脂、聚酯系聚氨酯树脂、聚碳酸酯系聚氨酯树脂等，可以单独使用它们中的1种或者将它们中的两种以上组合使用。其中，从耐磨损性和耐光坚牢性的方面考虑，优选为聚碳酸酯系聚氨酯树脂。此外，聚氨酯树脂无论是无溶剂系、热熔胶系、溶剂系、水系的形态，还是一液型、二液固化型的形态都能够使用，根据要求的功能和用途适当地选择即可。
在聚氨酯树脂中，也可以根据需要含有以往公知的添加剂例如着色剂、增塑剂、稳定剂、填充剂、润滑剂、涂料、发泡剂、脱模材料等。可以单独使用这些添加剂中的1种或者将这些添加剂中的两种以上组合使用。
聚氨酯树脂层的厚度并没有特别的限定，例如既可以是50μm～500μm，也可以是100μm～300μm。
本实施方式的复合表皮材料所采用的合成皮革具有开口部。开口部能够利用针刺、放电、激光照射等以往公知的方法来形成。开口部是从聚氨酯树脂层的表面贯穿到纤维质基材的孔。
开口部在合成皮革表面(即聚氨酯树脂层的表面)上所占的比例(面积比率)即开口率是1％～15％。由于开口率是1％以上，能够获得足以消除潮闷、黏腻的透气度。另一方面，由于开口率是15％以下，在强度的方面较为优异。开口率更优选为5％～15％，也可以是5％～10％。
开口部的形状并没有特别的限定，可以在考虑到外观性的情况下从圆形、三角形、四边形等几何学图案中选择。从耐久性的方面考虑，优选为圆形。此外，开口部的大小也没有特别的限定，例如可以是0.15mm2～7.50mm2。
本实施方式的复合表皮材料是在具有所述开口部的合成皮革的背面(即纤维质基材面)上隔着粘接剂层层叠织物而成的。
为了层叠在合成皮革的背面侧而使用的织物是将纱条以经(纵)和纬(横)组合而做成的布料，针织组织并没有特别的限定，例如能够列举出：作为三原组织的平纹组织、斜纹组织、缎纹组织；这些三原组织的变化组织；绉纹组织等特别组织；还有将这些组织中的两种以上组合而成的混合组织，再有将这些组织组合并做成多层结构的多重组织等。其中，从透气度的方面考虑，优选采用平纹组织。
构成织物的纤维的原材料并没有特别的限定，可以采用以往公知的天然纤维、再生纤维、合成纤维、半合成纤维等。可以单独使用这些材料中的1种或者将这些材料中的两种以上组合使用。从具有适合车辆内饰材料用途的强度的方面考虑，纤维的原材料优选为合成纤维，更优选采用聚酯。
构成织物的纤维的截面形状并没有特别的限定，既可以是通常的圆形，也可以是扁平形、椭圆形、三角形、中空形、字母Y形、字母T形、字母U形等异形。
构成织物的纱条的类型可以是长丝(长纤维纱)、纺纱(短纤维纱)中的任一者。并且，长丝、特别是复丝长丝根据需要既可以实施加捻，也可以利用假捻加工、流体搅乱处理(塔斯纶(Taslan)加工、交织加工等)等赋予卷缩性、蓬松性。其中，从感觉(手感)的方面考虑，优选为纺纱。
构成织物的纤维的纤度(单纤维纤度)优选为1dtex～2000dtex或者2支～2000支。单纤维纤度是1dtex以上或者2000支以下，从而能够提升强度。此外，单纤维纤度是2000dtex以下或者2支以上，从而感觉不易变得粗硬，能够提升座椅陷入性。
构成织物的纱条的纤度(纱纤度)优选为150dtex～2000dtex或者1支～1000支。通过纱纤度是150dtex以上或者1000支以下，能够提升强度。此外，通过纱纤度是2000dtex以下或者1支以上，感觉不易变得粗硬，能够提升座椅陷入性。
在本实施方式中，织物的经纱密度是25根/25.4mm～50根/25.4mm。通过经纱密度是25根/25.4mm以上，能够提升强度。此外，通过经纱密度是50根/25.4mm以下，能够确保透气度。织物的经纱密度的下限也可以是30根/25.4mm以上，上限也可以是35根/25.4mm以下。
在本实施方式中，织物的纬纱密度是30根/25.4mm～50根/25.4mm。通过纬纱密度是30根/25.4mm以上，能够提升强度。此外，通过纬纱密度是50根/25.4mm以下，能够确保透气度。织物的纬纱密度的下限也可以是35根/25.4mm以上，上限也可以是45根/25.4mm以下。
此外，优选的是，织物的1英寸之间的总dtex数(在1英寸之间存在的纱的dtex数之和)在经方向上为3000dtex～40000dtex，在纬方向上为4500dtex～60000dtex。通过总dtex数是下限值以上，能够提升强度，此外，通过总dtex数是上限值以下，能够提升透气度。同样，优选的是，1英寸之间的总支数(在1英寸之间存在的纱的总粗细)在经方向上为0.025支～50支，在纬方向上为0.02支～33支。通过总支数是下限值以上，能够提升透气度，此外，通过总支数是上限值以下，能够提升强度。
将上述织物隔着由聚氨酯树脂形成的粘接剂层粘贴在合成皮革的纤维质基材的背面侧。即，作为粘接剂使用聚氨酯树脂，将上述织物层叠在具有开口部的合成皮革的纤维质基材面。
粘接剂优选采用反应性热熔聚氨酯树脂。通过采用反应性热熔聚氨酯树脂，粘接剂不会渗透到纤维质基材、织物中，因此，不会损害得到的复合表皮材料的感觉。详细地讲，通过使用热熔类型，渗透性的控制变容易，能够维持复合表皮材料的感觉。此外，通过使用反应性类型，能够抑制可逆变化而获得耐久性。
具体地讲，优选的是，利用刮刀涂布、辊涂布、凹版涂布、T－冲模等方法在合成皮革的纤维质基材面涂敷了由反应性热熔聚氨酯树脂形成的粘接剂之后，趁着反应性热熔聚氨酯树脂具有粘稠性压接于织物，从而粘贴织物。
通过将上述粘接剂涂敷在合成皮革的纤维质基材面，能够防止织物的透气度受到粘接剂层的损害。详细地讲，在一个实施方式中，在合成皮革的纤维质基材面涂敷由反应性热熔聚氨酯树脂形成的粘接剂，趁着该粘接剂具有粘稠性压接于织物，在该情况下，涂敷于具有开口部的纤维质基材的粘接剂被涂敷成在该开口部开口的状态，在该状态下压接织物。因此，如图1所示，合成皮革4的开口部5不被粘接剂层6堵塞而成为开口的状态，成为该开口被织物7覆盖的状态。即，在粘接剂层6上的、与合成皮革4的开口部5相对应的位置形成有与该开口部5连通的贯通孔51，该贯通孔51被具有透气度的织物7所覆盖。因此，能够提升作为复合表皮材料的透气度。
构成反应性热熔聚氨酯树脂的聚氨酯树脂并没有特别的限定，例如能够列举出聚醚系聚氨酯树脂、聚酯系聚氨酯树脂、聚碳酸酯系聚氨酯树脂等，可以单独使用它们中的1种或者将它们中的两种以上组合使用。其中，从耐久性、耐加水分解性的方面考虑，优选为聚碳酸酯系聚氨酯树脂、聚醚系聚氨酯树脂。作为反应性热熔聚氨酯树脂，既可以是湿气固化型聚氨酯树脂，也可以是紫外线固化型聚氨酯树脂，还可以是湿气固化和紫外线固化型聚氨酯树脂。
粘接剂层的每单位面积的质量(即粘接剂的涂敷量)优选为15g/m2～100g/m2。通过涂敷量是15g/m2以上，能够提升强度。此外，通过涂敷量是100g/m2以下，能够提升透气度。粘接剂的涂敷量更优选为15g/m2～50g/m2，进一步优选为20g/m2～45g/m2，再进一步优选为30g/m2～45g/m2。
另外，本实施方式的车辆用复合表皮材料的制造方法可以根据上述的说明得以明确，若包括优选的一个方案地记载的话，一个实施方式的制造方法包含以下的工序：
制作包括纤维质基材和设置在其表面侧的聚氨酯树脂层的合成皮革，该合成皮革具有多个从所述聚氨酯树脂层的表面贯穿所述纤维质基材的孔即开口部，所述聚氨酯树脂层的表面的开口率是1％～15％；以及
在所述纤维质基材的背面以15g/m2～100g/m2的涂敷量涂敷由反应性热熔聚氨酯树脂形成的粘接剂，隔着由所述粘接剂形成的粘接剂层粘贴经纱密度是25根/25.4mm～50根/25.4mm且纬纱密度是30根/25.4mm～50根/25.4mm的织物。
本实施方式的车辆用复合表皮材料的透气度是5cm3/cm2·s～100cm3/cm2·s。由此，能够解除作为车辆内饰材料长时间使用时的潮闷、黏腻。透气度更优选为20cm3/cm2·s～80cm3/cm2·s，也可以是30cm3/cm2·s～60cm3/cm2·s。
此外，该复合表皮材料的经方向和纬方向的撕裂强度均是20N～150N，该复合表皮材料的经方向和纬方向的拉伸强度均是50N/cm以上。由此，能够满足作为车辆内饰材料用途时的足够的强度，提升耐久性。复合表皮材料的经方向和纬方向的撕裂强度更优选均为40N～140N，也可以均为60N～120N。此外，复合表皮材料的经方向和纬方向的拉伸强度更优选均为100N/cm以上，也可以均为150N/cm以上。拉伸强度的上限并没有特别的限定，例如也可以是300N/cm以下。在此，复合表皮材料的经方向和纬方向与上述织物的经方向和纬方向相同。
若是由以上材料构成的本实施方式的车辆用复合表皮材料时，通过在合成皮革上以上述的开口率设有开口部，能够提高复合表皮材料的透气度，从而消除作为车辆内饰材料用途长时间使用时的潮闷、黏腻。此外，通过在该合成皮革的纤维质基材面隔着由反应性热熔聚氨酯树脂构成的规定量的粘接剂层粘贴特定密度的织物，不会降低合成皮革的透气度，能够提升因具有开口部而下降的合成皮革的撕裂强度、拉伸强度，能够赋予作为车辆内饰材料用途的足够的强度。
【实施例】
以下，列举实施例进行说明。另外，本发明并不限定于这些实施例。得到的车辆用复合表皮材料的评价方法如下。
[透气度]
依照JIS L1096 8.26.1A法(弗雷泽型法)测量室温(23℃)下的透气度。测量值越大，表示透气度越高。
[撕裂强度]
撕裂强度是在以下的撕裂试验中直到利用撕裂使试验片切断为止的最大载荷(N)。详细地讲，从经方向和纬方向分别提取3块宽度40mm、长度150mm的试验片。在试验片上形成从短边的中央与长边平行地向内部去的长度75mm的切口。在室温20±2℃、湿度65±5％RH的状况下，使用拉伸试验机Autograph AG－100A(株式会社岛津制作所制)将试验片的形成有切口的边的两侧以表背颠倒的方式且以10mm的夹持间隔安装在一对夹具上，以移动速度200mm/min撕裂试验片。测量直到试验片切断为止的最大载荷(N)，求出平均值。若测量值是20N以上，则可以说是作为车辆内饰材料用途足够的撕裂强度，数值越大，则撕裂强度越优异。
[拉伸强度]
拉伸强度是在以下的拉伸试验中用直到利用拉伸使试验片断裂为止的最大载荷(N)除以试验片的宽度(cm)而得到的值(N/cm)。详细地讲，从经方向和纬方向分别提取3块宽度30mm、长度150mm的试验片。在室温20±2℃、湿度65±5％RH的状况下，利用夹具以试验片没有松弛的方式夹持试验片的两端，使用拉伸试验机Autograph AG－100A(株式会社岛津制作所制)以夹持宽度30mm、夹持间隔100mm、夹具的移动速度200mm/min使试验片断裂。测量直到试验片断裂为止的每单位宽度的最大载荷(N/cm)，求出平均值。若测量值是50N/cm以上，则可以说是作为车辆内饰材料用途足够的拉伸强度，数值越大，则拉伸强度越优异。
[实施例1]
对于聚碳酸酯系聚氨酯树脂(DIC株式会社制CRISVON NY－328)100质量份添加二甲基甲酰胺40质量份，将粘度调整为约2000mPa·s而制作聚氨酯树脂液。在将该聚氨酯树脂液以涂敷厚度是200μm的方式涂覆于脱模纸之后，在130℃下干燥两分钟，形成由聚氨酯树脂形成的表皮树脂层。
将对于聚碳酸酯系聚氨酯粘接剂(DIC株式会社制CRISVON TA－205)100质量份添加二甲基甲酰胺50质量份、且将粘度调整为约4500mPa·s的粘接剂树脂溶液以涂敷厚度是200μm的方式涂覆于上述形成的表皮树脂层之后，在100℃下干燥1分钟而形成粘接树脂层。将得到的粘接树脂层和编织物(聚酯纤维制经编，单位面积重量：220g/m2)合在一起，在39.2N/cm2条件下冲压压接1分钟，得到合成皮革。
利用穿孔加工机自得到的合成皮革的表面侧对合成皮革实施开孔加工，以开口率6.3％形成平均口径1.0mm的开口部，得到具有开口部的合成皮革。
接着，将加热到100℃的由反应性热熔聚氨酯树脂(DIC株式会社制、NH128)形成的粘接剂以涂敷量是40g/m2的方式涂覆于具有开口部的合成皮革的背面(编织物侧)之后，将平纹织物(经纱：14支双纱的聚酯纺纱、密度31根/25.4mm、1英寸之间的总支数0.226，纬纱：10支双纱的聚酯纺纱、密度41根/25.4mm、1英寸之间的总支数0.122)趁着粘接剂具有粘稠性地结合，在39.2N/cm2条件下冲压压接1分钟，得到复合表皮材料。
得到的复合表皮材料的透气度是43cm3/cm2·s，能够消除作为车辆内饰材料长时间使用时的潮闷、黏腻。此外，该复合表皮材料的撕裂强度是经方向75N、纬方向91N，而且拉伸强度是经方向159N/cm、纬方向231N/cm，具有作为车辆内饰材料足够的撕裂强度和拉伸强度，耐久性优异。
[实施例2]
除了采用平纹织物(经纱：14支双纱的聚酯纺纱、密度31根/25.4mm、1英寸之间的总支数0.226，纬纱：10支双纱的聚酯纺纱、密度35根/25.4mm、1英寸之间的总支数0.143)之外，全部与实施例1同样地得到复合表皮材料。
得到的复合表皮材料的透气度是45cm3/cm2·s，能够消除作为车辆内饰材料长时间使用时的潮闷、黏腻。此外，该复合表皮材料的撕裂强度是经方向73N、纬方向76N，而且拉伸强度是经方向155N/cm、纬方向186N/cm，具有作为车辆内饰材料足够的撕裂强度和拉伸强度，耐久性优异。
[实施例3]
除了采用织物平纹织物(经纱：14支双纱的聚酯纺纱、密度49根/25.4mm、1英寸之间的总支数0.143，纬纱：10支双纱的聚酯纺纱、密度44根/25.4mm、1英寸之间的总支数0.114)之外，全部与实施例1同样地得到复合表皮材料。
得到的复合表皮材料的透气度是28cm3/cm2·s，能够消除作为车辆内饰材料长时间使用时的潮闷、黏腻。此外，该复合表皮材料的撕裂强度是经方向110N、纬方向131N，而且拉伸强度是经方向193N/cm、纬方向277N/cm，具有作为车辆内饰材料足够的撕裂强度和拉伸强度，耐久性优异。
[比较例1]
织物除了采用平纹织物(经纱：2000支双纱的聚酯纺纱、密度18根/25.4mm、1英寸之间的总支数55.6，纬纱：2000支双纱的聚酯纺纱、密度25根/25.4mm、1英寸之间的总支数40.0)之外，全部与实施例1同样地得到复合表皮材料。
得到的复合表皮材料的透气度是46cm3/cm2·s，能够消除作为车辆内饰材料长时间使用时的潮闷、黏腻。该复合表皮材料的撕裂强度是经方向15N、纬方向13N，而且拉伸强度是经方向45N/cm、纬方向41N/cm，得不到作为车辆内饰材料足够的撕裂强度和拉伸强度，耐久性较差。
[比较例2]
织物除了采用平纹织物(经纱：2支双纱的聚酯纺纱、密度60根/25.4mm、1英寸之间的总支数0.017，纬纱：2支双纱的聚酯纺纱、密度55根/25.4mm、1英寸之间的总支数0.018)之外，全部与实施例1同样地得到复合表皮材料。
得到的复合表皮材料的透气度是1cm3/cm2·s，无法消除作为车辆内饰材料长时间使用时的潮闷、黏腻。该复合表皮材料的撕裂强度是经方向198N、纬方向193N，而且拉伸强度是经方向328N/cm、纬方向355N/cm，具有作为车辆内饰材料足够的撕裂强度和拉伸强度，耐久性优异。
[比较例3]
除了以将平均口径8.0mm的开口部以开口率16.4％形成的方式对合成皮革进行开孔加工、而且将粘接剂的涂敷量设为12g/m2之外，全部与实施例1同样地得到复合表皮材料。
得到的复合表皮材料的透气度是133cm3/cm2·s。该复合表皮材料的撕裂强度是经方向18N、纬方向17N，拉伸强度是经方向138N/cm、纬方向185N/cm，得不到作为车辆内饰材料足够的撕裂强度，耐久性较差。
[比较例4]
除了将粘接剂的涂敷量设为120g/m2之外，全部与实施例1同样地得到复合表皮材料。
得到的复合表皮材料的透气度是3cm3/cm2·s，无法消除作为车辆内饰材料长时间使用时的潮闷、黏腻。该复合表皮材料的撕裂强度是经方向73N、纬方向94N，拉伸强度是经方向152N/cm、纬方向238N/cm，具有作为车辆内饰材料足够的撕裂强度和拉伸强度，耐久性优异。
产业上的可利用性
本实施方式的车辆用复合表皮材料能够应用于例如以汽车的座椅、顶棚材料、仪表板、车门内衬材料以及方向盘等汽车内饰材料为代表的各种车辆内饰材料等。

Claims (2)

1.一种车辆用复合表皮材料，其包括纤维质基材、设置在所述纤维质基材的表面侧的聚氨酯树脂层、以及隔着由聚氨酯树脂形成的粘接剂层粘贴在所述纤维质基材的背面侧的织物，在所述聚氨酯树脂层的表面具有多个开口部，该车辆用复合表皮材料的特征在于，
所述多个开口部是从所述聚氨酯树脂层的表面贯穿所述纤维质基材的孔，所述多个开口部在所述聚氨酯树脂层的表面上的开口率是1％～15％，
所述织物的经纱密度是25根/25.4mm～50根/25.4mm，而且纬纱密度是30根/25.4mm～50根/25.4mm，
所述粘接剂层的每单位面积的质量是15g/m2～100g/m2，
所述复合表皮材料的透气度是5cm3/cm2·s～100cm3/cm2·s，
所述复合表皮材料的经方向和纬方向上的撕裂强度均是20N～150N，
所述复合表皮材料的经方向和纬方向上的拉伸强度均是50N/cm以上。
2.根据权利要求1所述的车辆用复合表皮材料，其特征在于，
在所述粘接剂层上的、与所述开口部相对应的位置形成有与该开口部连通的贯通孔，该贯通孔被所述织物所覆盖。
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CN105377626A (zh) * 2013-07-05 2016-03-02 世联株式会社 汽车用合成皮革

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CN111479681B (zh) * 2017-12-19 2022-07-22 提爱思科技股份有限公司 表皮材料及表皮材料的制造方法
CN113039066A (zh) * 2018-09-25 2021-06-25 普罗普里特公司 复合泡沫制品
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CN114908577A (zh) * 2022-05-16 2022-08-16 长春盖尔瑞孚艾斯曼汽车零部件有限公司 一种带有图案孔皮革及其制备方法

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