CN108312649B - 车辆用地板地毯及其制造方法 - Google Patents

车辆用地板地毯及其制造方法 Download PDF

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Publication number
CN108312649B
CN108312649B CN201810026322.1A CN201810026322A CN108312649B CN 108312649 B CN108312649 B CN 108312649B CN 201810026322 A CN201810026322 A CN 201810026322A CN 108312649 B CN108312649 B CN 108312649B
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thermoplastic resin
layer
resin layer
floor carpet
laminate
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CN108312649A (zh
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服部充博
河合一则
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Toyota Boshoku Corp
Ohtsuka Co Ltd
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Toyota Boshoku Corp
Ohtsuka Co Ltd
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Abstract

本发明的目的在于提供一种透气性和耐久性的性能平衡优异的车辆用地板地毯及其制造方法。本发明的车辆用地板地毯(1)依次具备表皮层(3)、热塑性树脂层(7)以及基材层(5)，热塑性树脂层(7)具有沿着厚度方向贯通的多个开孔部(9)，开孔部(9)配置于表皮层(3)或基材层(5)的靠热塑性树脂层(7)侧的表面的凹部上。

Description

车辆用地板地毯及其制造方法
技术领域
本发明涉及车辆用地板地毯及其制造方法。
背景技术
以往，在汽车等车辆使用了具有对车厢内的声音进行吸音的吸音功能的地板地毯。作为这样的地板地毯，例如公知有如下这种地板地毯，其具备表皮层和无纺布层(吸音层)隔着具有透气性的粘接层层叠而成的层叠构造。
并且，作为制造具备这样的层叠构造的地板地毯的方法，例如公知有一种如下方法：在表皮层的背面侧(或无纺布层的表面侧)撒放粉末状的聚乙烯树脂或其分散液，在进行加热而使其熔融之后，将无纺布层(或表皮层)层叠，进行压接冷却(参照专利文献1)。
此外，还公知有如下一种方法：在使熔融制膜而成的非透气的聚乙烯树脂层介于表皮层与无纺布层之间并进行了压接之后，通过使用加热或非加热的针进行的机械性穿孔，从层叠体的外侧在聚乙烯树脂层设置孔，对由聚乙烯树脂形成的粘接层赋予透气性(参照专利文献2)。
另外，还公知有如下一种方法：在将预先设置有开孔的聚乙烯树脂膜、片材插入于表皮层与无纺布层之间，并进行加热而使其熔融之后，进行压接冷却。
现有技术文献
专利文献
专利文献1：日本特开2000-14522号公报
专利文献2：日本特开2007-161153号公报
发明内容
发明要解决的问题
然而，关于具有透气性的粘接层的形成，在使用粉末状的聚乙烯树脂的以往方法中，易于在粘接层形成空隙，因此，在制造低透气度(尤其是，小于10cc/cm2/sec)的地板地毯之际，需要增多粘接层的单位面积重量。而且，为了获得粉末状的聚乙烯树脂，需要粉碎树脂颗粒的工序。因此，在该以往方法中，从轻量化、低成本化、生产效率的观点来看还不够充分，存在改善的余地。
另外，关于具有透气性的粘接层的形成，在从层叠体的外侧对聚乙烯树脂层设置孔的以往方法中，需要进行穿孔的工序，并且，也需要用于该工序的设备。因此，在该以往方法中，从低成本化、生产效率的观点来看还不够充分，存在改善的余地。
而且，关于具有透气性的粘接层的形成，在使用预先设置有开孔的聚乙烯树脂膜、片材的以往方法中，膜本身的价格较高，并且，透气性的控制并不容易，准备多种膜在经济上也是不利的。因此，在该以往方法中，从透气度的控制性、低成本化、生产效率的观点来看还不够充分，存在改善的余地。
本发明是鉴于上述实际情况而做成的，课题在于提供一种透气性的控制容易、且透气性和耐久性的性能平衡优异的车辆用地板地毯、以及能够效率良好地制造该车辆用地板地毯的车辆用地板地毯的制造方法。
用于解决问题的方案
本发明的车辆用地板地毯的特征在于，该车辆用地板地毯依次具备表皮层、热塑性树脂层以及基材层，
所述热塑性树脂层具有沿着厚度方向贯通的多个开孔部，
所述开孔部配置于所述表皮层或所述基材层的靠所述热塑性树脂层侧的表面的凹部上。
优选的是，车辆用地板地毯的透气度是5cc/cm2/sec～30cc/cm2/sec。
本发明的车辆用地板地毯的制造方法的特征在于，该车辆用地板地毯的制造方法具备：
工序a，在该工序中，形成依次具备表皮层、热塑性树脂层和基材层的层叠体；
工序b，在该工序中，通过对所述层叠体进行加热，在所述热塑性树脂层形成沿着厚度方向贯通的多个开孔部；以及
工序c，在该工序中，对具备所述开孔部的层叠体进行压制成形，
在所述工序a中，通过利用挤压机挤出熔融状态的热塑性树脂，对所述热塑性树脂层进行制膜，
在所述工序a中，以在所述表皮层与所述热塑性树脂层之间的界面、以及所述热塑性树脂层与所述基材层之间的界面中的至少一个界面形成非密合部的方式形成借助所述热塑性树脂层将所述表皮层和所述基材层粘接而成的所述层叠体。
优选的是，所述工序a中的所述热塑性树脂层的制膜温度是200℃～220℃。
优选的是，所述工序a中的所述热塑性树脂层的单位面积重量是50g/m2～150g/m2。
发明的效果
本发明的车辆用地板地毯具备热塑性树脂层，该热塑性树脂层具有多个沿着厚度方向贯通的开孔部，因此，透气性和耐久性的性能平衡优异。而且，能够利用该热塑性树脂层容易地控制透气性。
根据本发明的车辆用地板地毯的制造方法，能够容易地控制透气性，且能够效率良好地制造透气性和耐久性的性能平衡优异的车辆用地板地毯。而且，与以往相比，能够减少热塑性树脂层的单位面积重量，能够使车辆用地板地毯更轻量化。而且，能够使用通用的挤压机和通用的热塑性树脂来制造，因此，在成本方面也有利。
另外，在工序a中的热塑性树脂层的制膜温度是200℃～220℃的情况下，能够容易地控制透气性。
而且，在工序a中的热塑性树脂层的单位面积重量是50g/m2～150g/m2的情况下，能够谋求轻量化，并且，能够容易地控制透气性。
附图说明
针对本发明，列举本发明的典型实施方式的非限定性的例子，参照所提及的多个附图、同时以以下详细的记述内容进一步说明，同样的附图标记在附图的几个图中全部表示同样的零部件。
图1是用于说明车辆用地板地毯的一个例子的示意性剖视图。
图2是用于说明热塑性树脂层的开孔部的示意性剖视图。
图3是用于说明车辆用地板地毯的制造所使用的层叠体的制造方法的示意图。
图4是用于说明层叠体的非密合部的示意性剖视图。
图5是用于对开孔部的形成进行说明的示意性剖视图。
图6是表示实施例1的加热前的层叠体的截面的图像。
图7是表示实施例1的加热后的层叠体的截面的图像。
附图标记说明
1、车辆用地板地毯；3、表皮层；3a、表皮材料；31、表皮层；5、基材层；5a、基材；51、基材层；7、热塑性树脂层；7a、热塑性树脂；71；热塑性树脂层；9、开孔部；11、凹部；13、挤压机；15、非密合部；100、层叠体；101、具备开口部的层叠体；Ra、Rb、辊；L、低温区域；H、高温区域。
具体实施方式
在此所示的事项是例示的内容和用于例示地说明本发明的实施方式的内容，是以提供被认为是能够最有效且不难理解本发明的原理和概念性的特征的说明为目的而叙述的内容。在这点，意图并不在于将本发明的构造的详细情况表示到为了本发明的根本的理解所需要的程度以上，利用与附图相应的说明，本发明的几个形态实际上怎样具体化对本领域技术人员是显而易见的。
1.车辆用地板地毯
本实施方式1的车辆用地板地毯(1)依次具备表皮层(3)、热塑性树脂层(7)以及基材层(5)(参照图1)。并且，热塑性树脂层(7)具有沿着厚度方向贯通的多个开孔部(9)，该开孔部(9)配置于表皮层(3)或基材层(5)的靠热塑性树脂层(7)侧的表面的凹部(11)上(参照图1和图2)。
上述表皮层(3)的构造、大小、形状、材质等没有特别限定。该表皮层(3)例如能够使用针刺无纺布、簇绒地板地毯等具有透气性的公知的、由后述的表皮材料(3a)形成的物品。此外，也可以是，在这些表皮材料涂敷有合成树脂乳胶，以便提高耐久性。
上述基材层(5)的构造、大小、形状、材质等并没有特别限定。该基材层(5)例如能够使用针刺无纺布、加强等所使用的压缩毛毡等无纺布等具有透气性的公知的、由后述的基材(5a)形成的物品。
无纺布的原材料、纤维的纤度并没有特别限定，但对于纤度来说，出于吸音性、形状保持性的观点考虑，优选的是0.5dtex～33dtex，更优选是2.2dtex～17dtex，进一步优选3.3dtex～11dtex。
上述热塑性树脂层(7)的大小、形状等并没有特别限定。
另外，构成热塑性树脂层(7)的材料，可以仅是热塑性树脂，也可以是根据需要填充有碳酸钙、硫酸钡等粉体的热塑性树脂组合物。作为具体的热塑性树脂，例如，聚乙烯[高密度聚乙烯(HDPE)、低密度聚乙烯(LDPE)、直链状短链支链聚乙烯(LLDPE)、这些各种聚乙烯的混合物]、聚丙烯、乙烯·醋酸乙烯脂共聚物等热塑性树脂。在这些中，出于制膜性、地板地毯成形性优异、通用性较高、低成本且取得容易这样的观点考虑，更优选低密度聚乙烯。
此外，这些热塑性树脂既可以单独使用1种，也可以同时使用两种以上。
上述热塑性树脂层(7)具有沿其厚度方向贯通的多个开孔部(9)。而且，在从车辆用地板地毯(1)的上方观察热塑性树脂层(7)的情况下，开孔部(9)既可以是规则地配置，也可以是不规则地配置。1个开孔部(9)和相邻的其他开孔部(9)之间的距离没有特别限定。
上述开孔部(9)在表皮层(3)或基材层(5)的靠热塑性树脂层(7)侧的表面的凹部(11)上形成有多个(参照图2。此外，在该图2中，示意性地说明在基材层(5)的凹部(11)上形成的开孔部(9)。)。
此外，表皮层(3)、基材层(5)中的“表面的凹部”是指，由于构成这些层的原材料是无纺布等纤维原材料，因此在层表面形成有多个的微细的凹部。
该开孔部(9)不是通过使用针等进行的规则的穿孔等而从表皮层(3)、基材层(5)的外部侧形成的，而是在制造过程中在具有表皮层(31)、热塑性树脂层(71)以及基材层(51)的层叠体被加热之际形成的(见后述)。
并且，在该车辆用地板地毯(1)中，利用热塑性树脂层(7)中的开孔部(9)控制透气性。
尤其是，本实施方式1的车辆用地板地毯(1)的从一面侧到另一面侧的透气度能够设为5cc/cm2/sec～30cc/cm2/sec(特别是10cc/cm2/sec～25cc/cm2/sec，进一步是15cc/cm2/sec～20cc/cm2/sec)的形态。
此外，该透气度是依据JIS L 1096 8.26.1(弗雷泽型法)而测定的值。
另外，本实施方式1的车辆用地板地毯(1)能够设为表皮层(3)与基材层(5)的剥离强度是10N～58N(特别是22N～32N)的形态。
此外，该剥离强度是依据JIS L 1086 7.10.1(剥离强度标准状态时)而测定的值(其中，拉伸速度设为20cm/分，且算出极大值的平均)。
制造本实施方式1的车辆用地板地毯(1)的方法并没有特别限定，例如能够利用下述的实施方式2的车辆用地板地毯的制造方法来制造。
2.车辆用地板地毯的制造方法
本实施方式2的车辆用地板地毯的制造方法是一种制造依次具备表皮层(3)、热塑性树脂层(7)以及基材层(5)的车辆用地板地毯(1)的制造方法，其中，该车辆用地板地毯的制造方法具备：
a形成依次具备表皮层(31)、热塑性树脂层(71)以及基材层(51)的层叠体(100)的工序；
b通过对层叠体(100)进行加热、在热塑性树脂层(71)形成沿着厚度方向贯通的多个开孔部(9)的工序；以及
c对具备开孔部(9)的层叠体(10)进行压制成形的工序。
并且，在工序a中，通过利用挤压机(13)挤出熔融状态的热塑性树脂(7a)，从而对热塑性树脂层(71)进行制膜，并且，在工序a中，以在表皮层(31)与热塑性树脂层(71)之间的界面、以及热塑性树脂层(71)与基材层(51)之间的界面中的至少一个界面形成非密合部(15)的方式形成借助热塑性树脂层(71)将表皮层(31)和基材层(51)粘接而成的层叠体(100)(参照图3～图5)。
上述工序a是形成依次具备表皮层(31)、热塑性树脂层(71)以及基材层(51)的层叠体(100)的工序。
上述层叠体(100)例如能够通过如下方式形成：在利用T形模挤压层压机等通用的挤压机(13)向形成表皮层(31)的表皮材料(3a)与形成基材层(51)的基材(5a)之间挤出熔融状态的热塑性树脂(7a)之后，在一对辊(Ra、Rb)间进行压接，根据需要进行冷却，从而在对热塑性树脂层(71)进行制膜的同时，形成层叠体(100)(参照图3)。
另外，上述层叠体(100)还能够通过如下方式形成：在利用T形模挤压层压机等通用的挤压机(13)向表皮材料(3a)上挤出熔融状态的热塑性树脂(7a)之后，将基材(5a)层叠而进行压接，根据需要进行冷却，从而在对热塑性树脂层(7)进行制膜的同时，形成层叠体(100)。
而且，上述层叠体(100)还能够通过如下方式形成：在利用T形模挤压层压机等通用的挤压机(13)向基材(5a)上挤出熔融状态的热塑性树脂(7a)之后，将表皮材料(3a)层叠并进行压接，根据需要进行冷却，从而在对热塑性树脂层(7)进行制膜的同时，形成层叠体(100)。
作为上述表皮材料(3a)，能够使用针刺无纺布、簇绒地板地毯等具有透气性的公知的表皮材料。此外，也可以在这些表皮材料涂敷合成树脂乳胶，以便提高耐久性。
另外，上述层叠体(100)中的表皮层(31)的单位面积重量并没有特别限定，优选的是100g/m2～1000g/m2。
在此，作为具体的簇绒地板地毯，可列举出如下簇绒地板地毯：由底布(单位面积重量：100g/m2～150g/m2)和绒头(单位面积重量：250g/m2～850g/m2)形成，根据需要涂敷有合成树脂乳胶(单位面积重量：30g/m2～100g/m2)。
另外，作为具体的针刺无纺布，可列举出如下针刺无纺布：由棉(单位面积重量：100g/m2～500g/m2)形成，根据需要涂敷有合成树脂乳胶(单位面积重量：200g/m2以下)。
作为上述基材(5a)，能够使用针刺无纺布、加强等所使用的压缩毛毡等无纺布等。
无纺布的原材料、纤维的纤度并没有特别限定，但对于纤度来说，出于吸音性、形状保持性、成型加工时的尺寸稳定性的观点考虑，优选的是0.5dtex～33dtex，更优选是2.2dtex～17dtex，进一步优选是3.3dtex～11dtex。
另外，上述层叠体(100)中的基材层(51)的单位面积重量并没有特别限定，但出于吸音性、形状保持性、成型加工时的尺寸稳定性的观点考虑，优选的是100g/m2～1000g/m2，更优选是300g/m2～800g/m2。
上述热塑性树脂层(71)的形成所使用的热塑性树脂(7a)，可以是热塑性树脂以及热塑性树脂组合物中的任一者。作为热塑性树脂，可列举出例如聚乙烯[高密度聚乙烯(HDPE)、低密度聚乙烯(LDPE)、直链状短链支链聚乙烯(LLDPE)]、聚丙烯、乙烯·醋酸乙烯脂共聚物等热塑性树脂。这些之中，出于制膜性、地板地毯成形性优异、通用性较高、低成本且容易取得这样的观点考虑，优选低密度聚乙烯。此外，热塑性树脂既可以单独使用1种，也可以同时使用两种以上。
另外，在使用热塑性树脂组合物形成热塑性树脂层(71)之际，上述热塑性树脂组合物也可以根据需要而含有碳酸钙、硫酸钡等粉体。
热塑性树脂或热塑性树脂组合物的熔体流动速率并没有特别限定，但特别是在树脂为聚乙烯的情况下，其熔体流动速率[依据JIS K 7210，单位：g/10分(190℃)]优选的是2～100，更优选是4以上且小于50，进一步优选是5以上且小于10。
在该熔体流动速率处于上述范围内的情况下，能够容易在层叠体(100)形成非密合部(15)。
另外，在本实施方式2的车辆用地板地毯的制造方法中，通过对层叠体(100)中的热塑性树脂层(71)的单位面积重量进行调整，能够谋求车辆用地板地毯的轻量化，并且能够控制透气性。具体而言，若增大单位面积重量，则能够降低透气性，若减少单位面积重量，则能够提高透气性。
优选热塑性树脂层(71)的单位面积重量是50g/m2～150g/m2，更优选是80g/m2～120g/m2，进一步优选是90g/m2～110g/m2。
在该单位面积重量处于上述范围内的情况下，能够谋求轻量化，并且容易地控制透气性。
而且，在工序a中，在借助热塑性树脂层(71)将表皮材料(3a)和基材(5a)粘接而形成层叠体(100)之际，以在表皮层(31)与热塑性树脂层(71)之间的界面、以及热塑性树脂层(71)与基材层(51)之间的界面中的至少一个界面形成非密合部(15)的方式将表皮材料(3a)和基材(5a)进行粘接。
具体而言，该非密合部(15)是以熔融状态的热塑性树脂(7a)不追随表皮材料(3a)、基材(5a)的表面形状或不向表皮层(3)、基材层(5)渗透、从而在制膜后在各界面产生悬浮的区域(空隙)的方式，有意地以较低的压力(例如，0.1MPa～1.5Mpa，进而0.2MPa～0.8Mpa，特别是0.4MPa～0.6MPa)对表皮材料(3a)、热塑性树脂(7a)以及基材(5a)进行压接而形成的(参照图4。此外，在该图4中，不表示表皮层(31)，而示意性地说明在基材层(51)与热塑性树脂层(71)之间的界面形成的非密合部(15)。)。
另外，在本实施方式2的车辆用地板地毯的制造方法中，通过对在工序a中形成的层叠体(100)的表皮层(31)和基材层(51)的剥离强度进行调整，能够控制车辆用地板地毯的透气性。具体而言，若增大层叠体(100)的剥离强度，则能够降低透气性，若减小剥离强度，则能够提高透气性。
此外，该剥离强度的调整能够通过对所使用的热塑性树脂的种类(尤其是，考虑熔点、熔体流动速率来选择)、借助热塑性树脂层(71)将表皮材料(3a)和基材(5a)粘接之际的压力、热塑性树脂层(71)的制膜温度等进行调节来进行。
层叠体(100)的表皮层(31)和基材层(51)的剥离强度优选的是4N～30N，更优选是14N～20N。
在该剥离强度处于上述范围内的情况下，非密合部(15)的形成性良好，并且能够容易地控制透气性。而且，能够获得不产生剥离等不良情况、具有充分的耐久性、且具有充分的透气性的车辆用地板地毯。即，能够获得透气性和耐久性的性能平衡优异的车辆用地板地毯。
另外，在本实施方式2的车辆用地板地毯的制造方法中，通过对工序a中的热塑性树脂层(71)的制膜温度[即，挤出时的熔融状态的热塑性树脂(7a)的温度]进行调整，能够控制车辆用地板地毯的透气性。具体而言，若提高制膜温度，则能够降低透气性，若降低制膜温度，则能够提高透气性。
优选的是热塑性树脂层(71)的制膜温度是200℃～220℃。
在该制膜温度处于上述范围内的情况下，非密合部(15)的形成性良好，并且能够容易地控制透气性。
上述工序b是通过对在工序a中获得的层叠体(100)进行加热，在热塑性树脂层(71)形成沿着厚度方向贯通的多个开孔部(9)的工序。
认为：在该开孔部(9)的形成过程中，在热塑性树脂层(71)中，由于非密合部(15)的存在而产生影响，导致出现厚度方向的导热性不同的区域。
具体而言，认为：在对层叠体(100)进行了加热之际，基材层(51)[或表皮层(31)]与热塑性树脂层(71)之间的界面处的非密合部(15)的空隙起到绝热层的作用，因此，如图5所示，在热塑性树脂层(71)出现位于非密合部(15)的上方的高温区域(H)以及除此之外的低温区域(L)。并且，高温区域(H)的树脂先熔融，力以熔融树脂的界面能量成为极小的方式发挥作用，因此形成开孔部(9)。因此，开孔部(9)形成于表皮层(31)和基材层(51)中的至少一者的靠热塑性树脂层(71)侧的表面的凹部(11)上。另外，在图5中，未表示表皮层(31)。
工序b中的、层叠体(100)的加热温度并没有特别限定，基于构成热塑性树脂层(71)的热塑性树脂的熔点等适当调整。具体而言，例如该加热温度能够设为150℃以上(进而设为150℃～210℃，特别设为160℃～180℃)。在该加热温度处于上述范围内的情况下，能够良好地形成开孔部(9)。
另外，加热时间并没有特别限定，例如优选的是20秒～90秒，更加优选是30秒～60秒。在该加热时间处于上述范围内的情况下，能够良好地形成开孔部(9)。
关于具备利用工序b形成的开孔部(9)的层叠体(以下，称为“层叠体(101)”)的透气度，考虑到由于后续工序的压制成形而存在降低的倾向，优选的是设定得比车辆用地板地毯的使用条件(透气度的目标范围)高(通常是3.0倍以下，特别是1.1倍～2.0倍，进而是1.2倍～1.5倍)。
具体而言，例如，具备开孔部(9)的层叠体(101)的透气度能够设为5cc/cm2/sec～30cc/cm2/sec(特别设为10cc/cm2/sec～25cc/cm2/sec，进而设为15cc/cm2/sec～20cc/cm2/sec)。
另外，优选的是，具备利用工序b形成的开孔部(9)的层叠体(101)的表皮层(31)和基材层(51)的剥离强度是6N～48N，更优选是20N～27N。
在该剥离强度处于上述范围内的情况下，能够获得不产生剥离等不良情况、具有充分的耐久性、且具有充分的透气性的车辆用地板地毯。即，能够获得透气性和耐久性的性能平衡优异的车辆用地板地毯。
上述工序c是对具备在工序b中形成的开孔部(9)的层叠体(101)进行压制成形的工序。通过该工序c，基材层(51)和表皮层(31)被充分地压接而耐久性得以提高，并且获得预定形状的车辆用地板地毯(1)。
压制成形能够使用公知的方法，根据目标形状等而适当调整压制条件等。
另外，利用工序c获得的车辆用地板地毯(1)的透气度能够设为5cc/cm2/sec～30cc/cm2/sec(特别设为10cc/cm2/sec～25cc/cm2/sec，进而设为15cc/cm2/sec～20cc/cm2/sec)。
而且，利用工序c获得的车辆用地板地毯(1)的表皮层(31)和基材层(51)的剥离强度能够设为10N～58N(特别设为22N～32N)。
此外，在上述实施方式中记载的各构成的括弧内的附图标记用于表示与后述的实施例所记载的具体的构成之间的对应关系。
【实施例】
以下，利用实施例，具体地说明本发明。
[1]实施例1(No.1～No.3)
(1-1)车辆用地板地毯的制造
首先，如图3所示，使用具备一对压接冷却辊Ra、Rb和挤压机13(T形模挤压层压机)的通用的装置(日文：バッキングライン)，形成了层叠体100。具体而言，在利用挤压机13向表皮材料3a与基材5a之间挤出熔融状态的热塑性树脂7a[制膜温度：200℃～220℃(参照表1)]之后，在一对辊Ra、Rb间(间隙：2.2mm)有意地以较低的压力(0.5MPa)进行压接，进行冷却，从而在对热塑性树脂层71(单位面积重量：100g/m2)进行制膜的同时，形成在各界面具有非密合部15(参照图4)的层叠体100。
在此，对层叠体100有无透气性进行了确认，结果，能够确认到：不具有透气性，热塑性树脂层71是非开孔的状态。另外，制造同样的层叠体，进行了其截面的SEM观察(倍率：100倍)之后，根据其结果也能够确认到热塑性树脂层71是非开孔的状态(参照图6)。
接下来，以150℃～210℃(参照表1)、60秒钟的条件对所获得的层叠体100进行加热，从而在热塑性树脂层71形成沿着厚度方向贯通的多个开孔部9，并得到层叠体101(参照图5)。
在此，对加热后的层叠体101的透气度进行测定，将其结果一并记载于表1。另外，制造同样的层叠体101，进行了其截面的SEM观察(倍率：100倍)之后，结果能够确认到在基材层51的靠热塑性树脂层71侧的表面的凹部11上形成有开孔部9(参照图7)。而且，制造同样的层叠体101，对表皮层和基材层的剥离强度进行测定，将其结果一并记载于表1。
之后，使用一对成形模具(模温15℃)在下述的条件下，对形成有开孔部9的层叠体101进行了压制成形(平面形状，厚度6.5mm)。
加热温度(加热完成时)：150～210℃(参照表1)
成形时温度：130～190℃(比加热完成时低20℃的温度)
加压力：5kPa
加压冷却时间：60秒钟
如此一来，制造了依次具备表皮层3、具有开孔部9的热塑性树脂层7、以及基材层5的车辆用地板地毯1(参照图1和图2)。
并且，对所获得的车辆用地板地毯1的透气度、以及表皮层3和基材层5的剥离强度进行测定，将其结果分别一并记载于表1。
此外，实施例1中的表皮材料的详细情况、基材的详细情况、热塑性树脂层的形成所使用的热塑性树脂的详细情况、透气度的测定方法、以及剥离强度的测定方法分别如以下这样。
表皮材料(外观表皮层形成材料)：针刺无纺布[构成：聚酯短纤维(11dtex，64mm)45％、聚酯短纤维(6.6dtex，51mm)45％、低熔点改性聚酯短纤维(4.4dtex)10％，单位面积重量：350g/m2]
基材(保形层形成材料)：针刺无纺布[构成：聚酯短纤维(6.6dtex，51mm)60％、低熔点改性聚酯短纤维(4.4dtex)40％，单位面积重量：500g/m2]
热塑性树脂：低密度聚乙烯，熔点：107℃，熔体流动速率(190℃)：5g/10min
透气度的测定方法：依据JIS L 1096 8.26.1(弗雷泽型法)
剥离强度的测定方法：依据JIS L 1086 7.10.1(剥离强度标准状态时)(其中，拉伸速度设为20cm/分，且算出极大值的平均)
Figure BDA0001545059180000161
此外，表1中的各条件下的测定值是以同一条件制造了2个～5个对象物之际的平均值。
(1-2)实施例1的作用效果
根据表1，通过利用加热工序在热塑性树脂层71设置开孔部9，能够效率良好地制造透气性和耐久性的性能平衡优异的车辆用地板地毯。而且，通过使用通用的生产线、通用的热塑性树脂，能够以比以往的制造成本低的成本制造透气性和耐久性的性能平衡优异的车辆用地板地毯。
另外，能够确认到：能够利用热塑性树脂层71的制膜温度控制车辆用地板地毯的透气度(透气性)。具体而言，能够确认到：若提高制膜温度，则能够降低透气性，若降低制膜温度，则能够提高透气性。
[2]实施例2(No.4～No.33)
(2-1)车辆用地板地毯的制造
首先，如图3所示，使用具备一对压接冷却辊Ra、Rb和挤压机13(T形模挤压层压机)的通用的T形模挤压成形生产线，形成了层叠体100。具体而言，在利用挤压机13向表皮材料3a与基材5a之间挤出熔融状态的热塑性树脂7a[制膜温度：200℃～220℃(参照表2～表4)]之后，在一对辊Ra、Rb间[间隙：2.2mm～3.0mm(参照表2～表4)]有意地以较低的压力(0.1MPa～1.5MPa)进行压接，并进行冷却，从而对热塑性树脂层71[单位面积重量：100g/m2～150g/m2(参照表2～表4)]进行制膜，并且形成了在各界面具有非密合部15(参照图4)的层叠体100。
接下来，以150℃～210℃(参照表2～表4)、60秒钟的条件对所获得的层叠体100进行加热，从而在热塑性树脂层71形成沿着厚度方向贯通的多个开孔部9，并得到层叠体101(参照图5)。
在此，对加热后的层叠体101的透气度进行测定，将其结果一并记载于表2～表4。
之后，使用一对成形模具(模温15℃)，在下述的条件下，对形成有开孔部9的层叠体101进行了压制成形(平面形状，厚度6.5mm)。
加热温度(加热完成时)：150℃～210℃(参照表2～表4)
成形时温度：130℃～190℃(比加热完成时低20℃的温度)
加压力：5kPa
加压冷却时间：60秒钟
如此一来，制造了依次具备表皮层3、具有开孔部9的热塑性树脂层7、以及基材层5的车辆用地板地毯1(参照图1和图2)。
并且，对所获得的车辆用地板地毯1的透气度进行测定，将其结果分别一并记载于表2～表4。
此外，实施例2中的热塑性树脂层的形成所使用的热塑性树脂的详细情况如以下那样。另外，关于表皮材料和基材，分别与实施例1相同。而且，关于透气度的测定方法，也分别与实施例1相同。
＜热塑性树脂>
A：低密度聚乙烯(LDPE)，熔点：110℃，熔体流动速率(190℃)：5g/10min
B：低密度聚乙烯(LDPE)，熔点：102℃，熔体流动速率(190℃)：45g/10min
C：低密度聚乙烯(LDPE)，熔点：100℃，熔体流动速率(190℃)：70g/10min
D：直链状短链支链聚乙烯(LLDPE)，熔点：124℃，熔体流动速率(190℃)：100g/10min
E：低密度聚乙烯(LDPE)，熔点：108℃，熔体流动速率(190℃)：45g/10min
F：直链状短链支链聚乙烯(LLDPE)，熔点：124℃，熔体流动速率(190℃)：50g/10min
G：高密度聚乙烯(HDPE)，熔点：133℃，熔体流动速率(190℃)：40g/10min
此外，本实施例中的热塑性树脂的熔点是通过差示扫描量热测定(DSC)所测定的熔点。
Figure BDA0001545059180000191
Figure BDA0001545059180000201
Figure BDA0001545059180000211
此外，表2～表4中的各条件下的测定值是以同一条件制造了5个对象物之际的平均值。
(2-2)实施例2的效果
根据表2～表4，通过利用加热工序在热塑性树脂层71设置开孔部9，能够效率良好地制造车辆用地板地毯。而且，通过使用通用的生产线、通用的热塑性树脂，能够以比以往的成本制造低的成本制造车辆用地板地毯。
另外，根据表2和表4中的No.4、No.26、No.33，能够确认到：能够利用热塑性树脂层71的制膜温度控制车辆用地板地毯的透气度。具体而言，能够确认到：若提高制膜温度，则能够降低透气性，若能够降低制膜温度，则能够提高透气性。
而且，根据表4中的No.26～No.28，能够确认到：能够利用热塑性树脂层71的单位面积重量控制车辆用地板地毯的透气度。具体而言，能够确认到：若增大单位面积重量，则能够降低透气性，若能够减小单位面积重量，则能够提高透气性。
另外，根据表2中的No.5～No.7、No.8～No.10、No.11～No.13等，能够确认到：能够利用热塑性树脂的熔体流动速率控制车辆用地板地毯的透气度。具体而言，能够确认到：通过同时使用其他树脂等来提高树脂的熔体流动速率，能够提高透气性。
而且，根据表4中的No.24～No.26，能够确认到：通过对层叠体的加热温度与辊间的间隙进行调整，能够对车辆用地板地毯的透气度进行控制。
前述的记载仅以说明为目的，并不解释为用于限定本发明。列举典型的实施方式来对本发明进行了说明，但在本发明的记述内容和图示中所使用的语言不是限定性的语言，可理解为是说明性的和例示性的语言。如在此详细论述那样，在其方式中，能够在不脱离本发明的范围或精神的前提下，在所附的权利要求书内进行变更。在此，本发明的详细论述参照了特定的构造、材料和实施方式，但意图并不在于将本发明限定于此处的公开事项，反而是本发明涉及所附的权利要求书内的、功能上同等的构造、方法、使用的全部。
本发明并不限定于以上述详细论述的实施方式，在本发明的权利要求所示的范围可进行各种变形或变更。
产业上的可利用性
本发明可恰当地用作汽车等的车辆用地板地毯。

Claims (6)

1.一种车辆用地板地毯，其依次具备表皮层、热塑性树脂层以及基材层，其特征在于，
所述热塑性树脂层具有沿着厚度方向贯通的多个开孔部，
所述开孔部配置于所述表皮层或所述基材层的靠所述热塑性树脂层侧的表面的凹部上，
在所述表皮层与所述热塑性树脂层之间的界面、以及所述热塑性树脂层与所述基材层之间的界面中的至少一个界面形成有非密合部，所述非密合部的上方的高温区域的树脂通过加热而熔融，从而形成所述开孔部。
2.根据权利要求1所述的车辆用地板地毯，其中，
该车辆用地板地毯的透气度是5cc/cm2/sec～30cc/cm2/sec。
3.一种车辆用地板地毯的制造方法，其是权利要求1所述的车辆用地板地毯的制造方法，其特征在于，该车辆用地板地毯的制造方法具备：
工序a，在该工序中，形成依次具备表皮层、热塑性树脂层以及基材层的层叠体；
工序b，在该工序中，通过对所述层叠体进行加热，在所述热塑性树脂层形成沿着厚度方向贯通的多个开孔部；以及
工序c，在该工序中，对具备所述开孔部的层叠体进行压制成形，
在所述工序a中，通过利用挤压机挤出熔融状态的热塑性树脂，对所述热塑性树脂层进行制膜，
并且，在所述工序a中，以在所述表皮层与所述热塑性树脂层之间的界面、以及所述热塑性树脂层与所述基材层之间的界面中的至少一个界面形成非密合部的方式形成借助所述热塑性树脂层将所述表皮层和所述基材层粘接而成的所述层叠体。
4.根据权利要求3所述的车辆用地板地毯的制造方法，其中，
所述工序a中的所述热塑性树脂层的制膜温度是200℃～220℃。
5.根据权利要求3所述的车辆用地板地毯的制造方法，其中，
所述工序a中的所述热塑性树脂层的单位面积重量是50g/m2～150g/m2。
6.根据权利要求4所述的车辆用地板地毯的制造方法，其中，
所述工序a中的所述热塑性树脂层的单位面积重量是50g/m2～150g/m2。
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