CN109421333A - 汽车用内饰材料及其制备方法 - Google Patents

汽车用内饰材料及其制备方法 Download PDF

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Publication number
CN109421333A
CN109421333A CN201810792167.4A CN201810792167A CN109421333A CN 109421333 A CN109421333 A CN 109421333A CN 201810792167 A CN201810792167 A CN 201810792167A CN 109421333 A CN109421333 A CN 109421333A
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Prior art keywords
felt layers
mentioned
synthetic fibers
inner decoration
natural fiber
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Granted
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CN201810792167.4A
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CN109421333B (zh
Inventor
金东源
金基成
金并燮
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Seoyon E Hwa Co Ltd
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Seoyon E Hwa Co Ltd
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Abstract

本发明涉及汽车用内饰材料及其制备方法，本发明的目的在于，提供如下的汽车用内饰材料及其制备方法，即，通过使用多层毛毡层及热固性树脂来体现高刚性及轻量化，可使支架、表面材料及其他附属部件在表面轻松附着，其中，上述多层毛毡层包括：第一毛毡层，由包含天然纤维和合成纤维的第一材料构成；以及第二毛毡层，附着于第一毛毡层的上部面，由包含天然纤维和合成纤维的第二材料构成，上述第二材料的成分或组成中的至少一种与第一材料互不相同。

Description

汽车用内饰材料及其制备方法
技术领域
本发明涉及汽车用内饰材料及其制备方法，更具体地，涉及利用包含天然纤维和合成纤维的多层毛毡层及热固性树脂来体现高刚性及轻量化并在维持现有制备工序的同时提高功能性的汽车用内饰材料及其制备方法。
背景技术
天然纤维复合材料有在韩国公开专利第10-2003-0093823号中提及的通过对天然纤维及化学纤维进行针刺来制备的天然纤维强化板、通过对天然纤维片和聚烯烃发泡体进行层压而成的复合材料、将天然纤维浸渍在热固性树脂的天然纤维/热固化粘结剂等，这些用在汽车的后窗台板(Rear shelf)、行李箱饰板(Trunk trim)、顶盖内饰板(Headliner)、车门饰板(Door trim)等的制备。
其中，对于作为为了通过代替现有天然复合材料及塑料注塑材料来体现轻量化而研发的高刚性材料的天然纤维/热固化粘结剂而言，在向毛毡层的上部面/下部面喷射热固性树脂及将毛毡层浸渍于热固性树脂之后通过热压缩成形来制备，由于使用体现高刚性的热固性树脂，因而可实现高水平的轻量化，但存在需在制备芯部之后利用热熔粘接剂或粘结剂来在表面附着支架、表面材料及其他零部件的问题。并且，由于使用热固化粘结剂，因而，还产生因粘结树脂向表面溢出的现象而使得表面质量下降的问题。
发明内容
本发明用于解决如上所述的问题，本发明的目的在于提供如下的汽车用内饰材料及其制备方法，即，通过在以不追加其他工序的方式进行的工序中层叠第一毛毡层和第二毛毡层来体现高刚性及轻量化并可使支架、表面材料及其他附属部件在表面轻松附着，其中，第一毛毡层由包含天然纤维和合成纤维的第一材料构成，第二毛毡层附着于上述第一毛毡层的上部面，由包含天然纤维和合成纤维的第二材料构成，上述第二材料的成分或组成中的至少一种与第一材料互不相同。
为了实现如上所述的目的，本发明优选实施例的汽车用内饰材料包括：第一毛毡层，由包含天然纤维和合成纤维的第一材料构成；第二毛毡层，附着于上述第一毛毡层的上部面，由包含天然纤维和合成纤维的第二材料构成，上述第二材料的成分或组成中的至少一种与第一材料互不相同；以及涂敷层，附着于由上述第一毛毡层及第二毛毡层构成的多层毛毡层的上部面和下部面中的至少一个面，由包含热固性树脂的第三材料构成，在上述第一材料中，天然纤维与合成纤维之间的重量比为9:1至8:2，在上述第二材料中，天然纤维与合成纤维之间的重量比为7:3至3:7。
其中，上述第一材料和第二材料可分别包含不同种类的合成纤维。
更具体地，上述第一材料或上述第二材料中的天然纤维可分别由选自包含黄麻、洋麻、剑麻、亚麻及竹子的组中的一种以上纤维材料形成。
而且，上述第一材料或上述第二材料中的合成纤维可分别由选自包含聚丙烯、聚酯及尼龙的组中的一种以上的纤维材料形成。
并且，上述热固性树脂可由选自包含聚氨酯、环氧树脂、丙烯酸、苯酚、氨基树脂及它们的混合物的组中的一种以上的树脂材料形成。
进而，相对于由上述第一毛毡层及第二毛毡层构成的多层毛毡层的总重量，可包含10重量百分比至100重量百分比的上述涂敷层。
并且，还可包括第三毛毡层，上述第三毛毡层附着于上述涂敷层的上部面或下部面，由包含天然纤维和合成纤维的第四材料构成。
其中，可通过在100℃以上且250℃以下的温度下对第一毛毡层及第二毛毡层的上部面和下部面中的至少一个面进行10秒钟以上至60秒钟以下时间的加热压接来进行成形，从而使上述涂敷层附着。
而且，为了实现如上所述的目的，本发明优选实施例的汽车用内饰材料的制备方法可包括：第一步骤，制备由第一毛毡层及第二毛毡层构成的多层毛毡层，上述第一毛毡层由第一材料构成，上述第一材料由重量比为9:1至8:2的天然纤维和合成纤维制作而成，上述第二毛毡层附着于上述第一毛毡层的上部面，上述第二毛毡层由第二材料构成，上述第二材料由重量比为7:3至3:7的天然纤维和合成纤维制作而成；第二步骤，在通过上述第一步骤所制备的由第一毛毡层及第二毛毡层构成的多层毛毡层的上部面或下部面形成涂敷层，上述涂敷层由包含热固性树脂的第三材料形成；以及第三步骤，通过在100℃以上且250℃以下的温度下对形成有通过上述第二步骤所制备的涂敷层的层叠结构物进行10秒钟以上至60秒钟以下时间的加热压接来进行成形。
而且，上述第一毛毡层及第二毛毡层可通过梳理及针刺工序制备，能够以不追加其他工序的方式在相同工序中制备由第一毛毡层和第二毛毡层构成的多层毛毡层。
本发明涉及汽车用内饰材料及其制备方法，更具体地，涉及利用包含天然纤维和合成纤维的多层毛毡层及热固性树脂来体现高刚性及轻量化并以不追加热熔粘接剂、粘结剂、加强膜等的材料及工序的方式利用现有制备工序来使支架、表面材料及其他附属部件在表面轻松附着的汽车用内饰材料及其制备方法。
附图说明
图1为示出本发明一实施例的汽车用内饰材料的图。
图2为示出本发明一实施例的汽车用内饰材料的图。
图3为示出本发明一实施例的汽车用内饰材料的制备方法的图。
附图标记的说明
100：多层毛毡层
110：第一毛毡层
120：第二毛毡层
200：涂敷层
300：第三毛毡层
10：基材
20：加热形状模具
30：压力机
40：树脂喷射喷嘴
具体实施方式
为了便于理解本发明的特征，以下，将更详细地说明与本发明的实施例相关的汽车用内饰材料及其制备方法。
为了便于理解以下将要说明的实施例，在对附图中的各个结构要素赋予附图标记的过程中，即使结构要素出现在不同的附图中，也尽量对相同的结构要素赋予相同的附图标记。并且，在说明本发明的过程中，在判断为对相关公知结构或功能的具体说明有可能使本发明的主旨变得模糊的情况下，将省略其详细说明。
将通过图1至图3来更加详细地说明本发明的汽车用内饰材料及其制备方法。
图1及图2为示出本发明一实施例的汽车用内饰材料的图，汽车用内饰材料包括涂敷层200及多层毛毡层100。在本发明中，根据是否存在第三毛毡层300来使层叠结构存在差异，但相同的是，包括：第一毛毡层110；第二毛毡层120，附着于第一毛毡层的上部面；以及涂敷层200，附着于由上述第一毛毡层及第二毛毡层120构成的多层毛毡层100的上部面和下部面中的至少一个面，由包含热固性树脂的第三材料构成。
如图1所示，本发明的层叠结构以涂敷层200、第一毛毡层110、第二毛毡层120及涂敷层200的顺序层叠，或如图2所示，以涂敷层200、第一毛毡层110、第二毛毡层120、涂敷层200及第三毛毡层300的顺序层叠。但是，这仅仅是例示性的，本发明并不局限于这种层叠顺序。
本发明的汽车用内饰材料可包括：第一毛毡层100，由包含天然纤维和合成纤维的第一材料构成；第二毛毡层120，附着于上述第一毛毡层110的上部面，由包含天然纤维和合成纤维的第二材料构成，上述第二材料的成分或组成中的至少一种与第一材料互不相同；以及涂敷层200，附着于由上述第一毛毡层110及第二毛毡层120构成的多层毛毡层100的上部面和下部面中的至少一个面，由包含热固性树脂的第三材料构成，从而提高刚性，并可使支架及表面材料在表面及后部面轻松附着。
本发明的第一毛毡层110由包含天然纤维和合成纤维的第一材料构成，第二毛毡层120由包含天然纤维和合成纤维的第二材料构成，上述第二材料的成分或组成中的至少一种与第一材料互不相同。
更具体地，在上述第一材料中，天然纤维与合成纤维之间的重量比可为9:1至6:4，在上述第二材料中，天然纤维与合成纤维之间的重量比可为7:3至3:7。
由于第一材料中的合成纤维熔点高，因而具有可提高强度的效果，由于第二材料中的合成纤维与支架及表面材料之间的相容性良好，因而使得与支架等之间的附着变得轻松。
为了提高复合材料的强度，在上述第一材料中，能够以9:1至6:4的重量比包含天然纤维和合成纤维。若合成纤维的含量小于10％，则在毛毡的梳理工序中，因缺乏纤维之间的结合力而将产生丢失(loss)率上升并由此使物性变差的问题，若合成纤维的含量大于40％，则因起到填充剂作用的天然纤维的含量减少而将产生使得物性相对下降并使得成本上升的问题。并且，若天然纤维的含量小于60％，则将产生与合成纤维的含量大于40％时的情况相同的问题，若天然纤维的含量大于90％，则将产生与合成纤维的含量小于10％时的情况相同的问题。
并且，为了使支架及表面材料更加便捷地附着，在上述第二材料中，能够以7:3至3:7的重量比包含天然纤维和合成纤维。若合成纤维的含量小于30％，则因缺乏支架类的振动熔接力而将产生安装部件时脱离的问题，若合成纤维的含量大于70％，则因第一毛毡层与第二毛毡层之间的收缩率之差而将产生出现弯曲现象及成本上升的问题。并且，在天然纤维的含量小于30％，则将产生与合成纤维的含量大于70％时的情况相同的问题，若天然纤维的含量大于70％，则将产生与合成纤维的含量小于30％的情况相同的问题。
根据本发明的更优选的具体例，上述第一材料和第二材料可分别包含不同种类的合成纤维，上述第一材料中的天然纤维和合成纤维的重量比可与上述第二材料中的天然纤维和合成纤维的重量比互不相同。
更具体地，第一毛毡层110及第二毛毡层120包含天然纤维及合成纤维，上述天然纤维分别由选自包含黄麻、洋麻、剑麻、亚麻及竹子的组中的一种以上纤维材料形成，上述合成纤维分别由选自包含聚丙烯、聚酯、低熔点聚酯及尼龙的组中的一种以上的纤维材料形成，但并不局限于此。
本发明的第一毛毡层110及第二毛毡层120通过梳理及针刺工序制备，以不追加其他工序的方式通过使向梳理器投入的材料的组成变得不同来在相同工序将第一毛毡层110及第二毛毡层120制备成多层毛毡层100。
在本发明的一具体例中，能够以7:3至5:5的重量比制备第一毛毡层110和第二毛毡层120。
更具体地，第一毛毡层110起到在多层毛毡层100中加强强度的作用，第二毛毡层120起到提高支架类的附着力的作用。因此，若第二毛毡层120的比例大于50％，则可将产生强度不足及成本上升的问题，若第二毛毡层120的比例小于30％，则可将产生支架类的附着力不足的问题。
本发明包括涂敷层200，上述涂敷层200附着于由第一毛毡层110及第二毛毡层120构成的多层毛毡层100的上部面和下部面中的至少一个面，由包含热固性树脂的第三材料构成，上述涂敷层200的热固性树脂可由选自包含聚氨酯、环氧树脂、丙烯酸、苯酚、氨基树脂及它们的混合物的组中的一种以上的树脂材料形成，可追加包含添加剂。
上述添加剂为选自包含玻璃纤维、矿物质纤维、滑石、碳酸钙及碳纤维的组中的一种以上，但并不局限于此。
并且，本发明的上述涂敷层200通过利用树脂喷射喷嘴40喷射热固性树脂而成，相对于由上述第一毛毡层110及第二毛毡层120构成的多层毛毡层100的总重量，可包含10重量百分比至100重量百分比的涂敷层200，但并不局限于此。
若上述涂敷层200小于由第一毛毡层110及第二毛毡层120构成的多层毛毡层100的总重量的10％，则即使在热固性树脂的固化之后也使得强度提高效果甚微，若上述涂敷层200大于由第一毛毡层110及第二毛毡层120构成的多层毛毡层100的总重量的100％，则因基材的重量增加量过度，因而并不符合谋求轻量化的本发明的目的。
根据本发明的另一具体例，本发明的汽车用内饰材料可包括第三毛毡层300，上述第三毛毡层300附着于上述涂敷层200的上部面或下部面，由包含天然纤维和合成纤维的第四材料构成。
更具体地，第三毛毡层300能够以9:1至6:4的重量比包含天然纤维和合成纤维，起到加强强度及提高与表面材料之间的相容性的作用。并且，若第三毛毡层300中的合成纤维的含量小于10％，则在毛毡的梳理工序中，因缺乏纤维之间的结合力而将产生丢失(loss)率上升并由此使物性变差的问题，若合成纤维的含量大于40％，则因起到填充剂作用的天然纤维的含量减少而将产生使得物性相对下降并使得成本上升的问题。并且，若天然纤维的含量小于60％，则将产生与合成纤维的含量大于40％时的情况相同的问题，若天然纤维的含量大于90％，则将产生与合成纤维的含量小于10％时的情况相同的问题。
图3为示出本发明一实施例的汽车用内饰材料的制备方法的图。
参照图3，本发明的汽车用内饰材料的制备方法包括：第一步骤，制备由第一毛毡层110及第二毛毡层120构成的多层毛毡层100，上述第一毛毡层110由包含天然纤维和合成纤维的第一材料构成，上述第二毛毡层附着于上述第一毛毡层110的上部面，由包含天然纤维和合成纤维的第二材料构成，上述第二材料的成分或组成中的至少一种与第一材料互不相同；第二步骤，在通过上述第一步骤所制备的由第一毛毡层110及第二毛毡层120构成的多层毛毡层100的上部面或下部面形成涂敷层200，上述涂敷层200由包含热固性树脂的第三材料形成；以及第三步骤，通过在100℃以上且250℃以下的温度下对形成有通过上述第二步骤所制备的涂敷层200的层叠结构物进行10秒钟以上至60秒钟以下时间的加热压接来进行成形。
更具体地，在上述第二步骤中形成涂敷层200之后，可形成在所形成的涂敷层200的上部面或下部面追加附着第三毛毡层300的层叠结构，上述第三毛毡层300由包含天然纤维和合成纤维的第四材料构成。
在上述第二步骤中构成的层叠结构可按照涂敷层200、第一毛毡层110、第二毛毡层120及涂敷层200的顺序层叠，还可按照涂敷层200、第一毛毡层110、第二毛毡层120、涂敷层200及第三毛毡层300的顺序层叠，但并不局限于此。
进行加热压接成形的上述第三步骤起到通过对涂敷层200的热固性树脂进行固化来定形的作用。可防止在现有压力机平板加热压接后执行冷压成形时产生的深冲(deep-draw)部位剥离现象，可防止基于热固性树脂的固化的边缘(edge)部位爆裂现象。若以本发明一实施例的方式利用加热形状模具20进行加热压缩，则即使涂敷层200的热固性树脂因热量而先固化，也不会在弯曲部位及深冲部位产生剥离及破损现象。
并且，优选地，在加热压接成形步骤中，考虑到天然纤维和合成纤维的熔融点，在100℃以上且250℃以下的温度下进行10秒钟以上至60秒钟以下时间的加热压接来使基材成形。这种成形条件可根据形成基材10的材料的特性来适当进行调节。
本发明一实施例的汽车用内饰材料可通过附着支架及表面材料等来被制备成最终产品。支架类为使用聚烯烃类树脂的注塑物，由于与第二毛毡层120之间的相容性优秀，因而可采用现有熔敷工法及后方注塑工法来轻松进行附着，表面材料可通过使用聚烯烃类或聚酯类材质的无纺布来附着。这种无纺布层用于形成产品的表面，可根据无纺布的种类来体现多种质感、颜色及多种机械性质、化学性质。
以下，将通过实施例更详细地说明本发明。这些实施例仅用于更具实施性地说明本发明，根据本发明的主旨，本发明的范围并不限定于这些实施例，这对于本领域的普通技术人员而言是不言而喻的。
实施例
导出第一毛毡层和第二毛毡层的最佳组成比
通过天然纤维(洋麻(Kenaf))和合成纤维(聚酯)的组合来制备第一毛毡层，通过天然纤维(洋麻)和合成纤维(聚丙烯)的组合来制备第二毛毡层，以不同的天然纤维与合成纤维之间的组成比来制作了第一毛毡层和第二毛毡层。
而且，在相同的工序中将按多种组成比制作的第一毛毡层和第二毛毡层制作成一个多层毛毡层之后，通过测定弯曲强度和附着力来导出了弯曲强度和附着力均优秀的最佳组成比。
其中，多层毛毡层的重量均为1000g/m2，第一毛毡层为600g/m2、第二毛毡层为400g/m2。
表1
根据记载于上述表1的条件来制作了第一毛毡层和第二毛毡层，在150℃的温度下利用热压力机来制作了长度为300mm、宽度为300mm、厚度为2mm的多层毛毡层。而且，为了测定强度，制作了长度为150mm、宽度为50mm的试片，利用万能试验机来以5mm/min的试验速度测定了弯曲强度。并且，还测定了支架类的附着力。
表2
上述表2示出对样本1-1至样本1-10的多层毛毡层进行试验的结果值及为了从该结果值导出弯曲强度和附着力均优秀的样本而计算出的数据和结果。
在上述表2中，弯曲强度百分比为在样本1-1至样本1-10的弯曲强度值中将最高的弯曲强度(样本1-6的27.6MPa)设为100％并以此为基准来计算出的百分比值，同样，附着力百分比为在样本1-1至样本1-10的附着力值中将最高附着力(样本1-10的38kgf)设为100％并以此为基准来计算出的百分比值。而且，平均百分比为对弯曲强度百分比和附着力百分比取平均的值，按平均百分比由大到小的顺序进行了排序。
如上述表2中所示的内容，可知，样本8至样本10中的多层毛毡层具有优秀的弯曲强度和附着力的平均值。即，以重量比为9:1的天然纤维和合成纤维制作了第一毛毡层，以重量比为7:3至3:7的天然纤维和合成纤维制作了第二毛毡层，在此情况下，可制作可均满足弯曲强度和附着力的最佳多层毛毡层。
因此，在本发明中，将天然纤维和合成纤维的重量比达到9:1至8:2的第一材料用作第一毛毡层，将天然纤维和合成纤维的重量比达到7:3至3:7的第二材料用作第二毛毡层。
导出涂敷层的最佳重量比
为了导出涂敷层的最佳重量比，第一毛毡层由天然纤维(洋麻)和合成纤维(聚酯)的比例为9:1的第一材料构成，第二毛毡层由天然纤维(洋麻)和合成纤维(聚丙烯)的比例为5:5的第二材料构成。
而且，涂敷层使用了包含作为热固性树脂的聚氨酯的第三材料，通过以多种重量方式向多层毛毡层进行喷射来形成了涂敷层。利用加热形状压缩模具来在150℃的温度下对由聚氨酯形成涂敷层的层叠结构物进行60秒钟的加热压接，从而成形及固化成汽车用内饰材料。
表3
如上述表3所示，通过在多层毛毡层以多种重量形成涂敷层来制备汽车用内饰材料，之后通过测定弯曲强度和支架类附着力来在下述表4中进行了记载。
表4
重量(g/m<sup>2</sup>) 弯曲强度(MPa) 附着力(kgf)
样本2-1 1010 25.6 25.0
样本2-2 1100 33.2 27.0
样本2-3 1200 37.8 30.0
样本2-4 1400 47.6 32.0
样本2-5 2000 65.2 32.0
样本2-6 2200 65.8 27.0
如上述表4所示，可知，弯曲强度和附着力在样本2-2至样本2-5中均表现出规定程度以上，样本2-1中的弯曲强度和附着力均比其他样本低，在样本2-6中，虽然弯曲强度高，但相对于重量的附着力比其他样本低。
因此，若使涂敷层的比例相对于多层毛毡层的总重量达到10重量百分比至100重量百分比，则弯曲强度和附着力均优秀，因而，在本发明中，在这种重量比例范围内形成了涂敷层。
汽车用内饰材料的制备
通过制作满足在上述内容中提及的组成比和重量比的汽车用内饰材料来在弯曲强度及支架类的粘结力方面与现有汽车用内饰材料进行了比较。
在汽车用内饰材料中，多层毛毡层的第一毛毡层由天然纤维(洋麻)和合成纤维(聚酯)的比例为9:1的第一材料形成，第二毛毡层由天然纤维(洋麻)和合成纤维(聚丙烯)的比例为5:5的第二材料形成。而且，第三毛毡层由天然纤维(洋麻)和合成纤维(聚酯)的比例为7:3的第四材料形成。
而且，涂敷层使用包含作为热固性树脂的聚氨酯的第三材料，以相对于由上述第一毛毡层及第二毛毡层构成的多层毛毡层的总重量达到5至100重量百分比的方式进行喷射来制备了汽车用内饰材料。通过利用加热形状压接模具来在150℃的温度下对由聚氨酯形成涂敷层的层叠结构物进行60秒钟的加热压接，从而成形及固化成汽车用内饰材料。
更具体的汽车用内饰材料的结构如下述表5。
表5
实施例1至实施例5中的层叠结构为按如图1所示的涂敷层、第一毛毡层、第二毛毡层、涂敷层的顺序层叠的结构，实施例6中的层叠结构为按如图2所示的涂敷层、第一毛毡层、第二毛毡层、涂敷层、第三毛毡层的顺序层叠的结构。
而且，比较例1表示现有车辆用内饰材料。
通过对如此制作的试片进行测试来测定弯曲强度和支架类附着力并记载于下述表6。
表6
重量(g/m<sup>2</sup>) 弯曲强度(MPa) 附着力(kgf)
实施例1 1100 33.2 27.0
实施例2 1200 37.8 30.0
实施例3 1400 47.6 32.0
实施例4 2000 65.2 32.0
实施例5 1200 35.6 33.0
实施例6 1800 54.2 40.0
比较例1 1800 36.7 32.0
上述表6示出对实施例1至实施例6及比较例1中的汽车用内饰材料进行测试的结果。如上述表6所示，与比较例1相比，在以重量与作为现有车辆用内饰材料的比较例1相同的方式制作的实施例6中，弯曲强度增加约50％、附着力增加约25％。
并且，与比较例1相比，呈现出与比较例1相似的弯曲强度和附着力的实施例2及实施例5中的重量轻700g/m2，可实现约40％的轻量化。
因此，与现有汽车用内饰材料相比，在相同重量条件下，本发明实施例的汽车用内饰材料具有更高的弯曲强度和附着力，因而可实现减少成本及轻量化。
以上，通过示出本发明的特定实施例来说明了本发明，但本发明所属技术领域的普通技术人员应理解，可在不脱离记载于发明要求保护范围的本发明的思想及领域的范围内对本发明进行多种修改及变更。

Claims (10)

1.一种汽车用内饰材料，其特征在于，
包括：
第一毛毡层，由包含天然纤维和合成纤维的第一材料构成；
第二毛毡层，附着于上述第一毛毡层的上部面，由包含天然纤维和合成纤维的第二材料构成，上述第二材料的成分或组成中的至少一种与第一材料互不相同；以及
涂敷层，附着于由上述第一毛毡层及第二毛毡层构成的多层毛毡层的上部面和下部面中的至少一个面，由包含热固性树脂的第三材料构成，
在上述第一材料中，天然纤维与合成纤维之间的重量比为9:1至8:2，
在上述第二材料中，天然纤维与合成纤维之间的重量比为7:3至3:7。
2.根据权利要求1所述的汽车用内饰材料，其特征在于，上述第一材料和第二材料分别包含不同种类的合成纤维。
3.根据权利要求1所述的汽车用内饰材料，其特征在于，上述第一材料或上述第二材料中的天然纤维分别由选自包含黄麻、洋麻、剑麻、亚麻及竹子的组中的一种以上纤维材料形成。
4.根据权利要求1所述的汽车用内饰材料，其特征在于，上述第一材料或上述第二材料中的合成纤维分别由选自包含聚丙烯、聚酯及尼龙的组中的一种以上的纤维材料形成。
5.根据权利要求1所述的汽车用内饰材料，其特征在于，上述热固性树脂由选自包含聚氨酯、环氧树脂、丙烯酸、苯酚、氨基树脂及它们的混合物的组中的一种以上的树脂材料形成。
6.根据权利要求1所述的汽车用内饰材料，其特征在于，相对于由上述第一毛毡层及第二毛毡层构成的多层毛毡层的总重量，包含10重量百分比至100重量百分比的上述涂敷层。
7.根据权利要求1所述的汽车用内饰材料，其特征在于，包括第三毛毡层，上述第三毛毡层附着于上述涂敷层的上部面或下部面，由包含天然纤维和合成纤维的第四材料构成。
8.根据权利要求1所述的汽车用内饰材料，其特征在于，通过在100℃以上且250℃以下的温度下对第一毛毡层及第二毛毡层的上部面和下部面中的至少一个面进行10秒钟以上至60秒钟以下时间的加热压接来进行成形，从而使上述涂敷层附着。
9.一种汽车用内饰材料的制备方法，其特征在于，包括：
第一步骤，制备由第一毛毡层及第二毛毡层构成的多层毛毡层，上述第一毛毡层由第一材料构成，上述第一材料由重量比为9:1至8:2的天然纤维和合成纤维制作而成，上述第二毛毡层附着于上述第一毛毡层的上部面，上述第二毛毡层由第二材料构成，上述第二材料由重量比为7:3至3:7的天然纤维和合成纤维制作而成；
第二步骤，在通过上述第一步骤所制备的由第一毛毡层及第二毛毡层构成的多层毛毡层的上部面或下部面形成涂敷层，上述涂敷层由包含热固性树脂的第三材料形成；以及
第三步骤，通过在100℃以上且250℃以下的温度下对形成有通过上述第二步骤所制备的涂敷层的层叠结构物进行10秒钟以上至60秒钟以下时间的加热压接来进行成形。
10.根据权利要求9所述的汽车用内饰材料的制备方法，其特征在于，上述第一毛毡层及第二毛毡层通过梳理及针刺工序制备，能够以不追加其他工序的方式在相同工序中制备由第一毛毡层和第二毛毡层构成的多层毛毡层。
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