CN110103795B - 车辆内部材料及其制造方法 - Google Patents

车辆内部材料及其制造方法 Download PDF

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CN110103795B
CN110103795B CN201910086862.3A CN201910086862A CN110103795B CN 110103795 B CN110103795 B CN 110103795B CN 201910086862 A CN201910086862 A CN 201910086862A CN 110103795 B CN110103795 B CN 110103795B
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fibers
base member
melting
surface member
resin fibers
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CN110103795A (zh
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井上幸治
杉浦诚二
土居円
川尻秀树
清水徳善
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Toyota Boshoku Corp
Toyota Motor Corp
Takehiro Co Ltd
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Toyota Boshoku Corp
Toyota Motor Corp
Takehiro Co Ltd
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    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B5/00—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts
    • B32B5/02—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by structural features of a fibrous or filamentary layer
    • B32B5/06—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by structural features of a fibrous or filamentary layer characterised by a fibrous or filamentary layer mechanically connected, e.g. by needling to another layer, e.g. of fibres, of paper
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    • B29C66/00—General aspects of processes or apparatus for joining preformed parts
    • B29C66/01—General aspects dealing with the joint area or with the area to be joined
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    • B29C70/06—Fibrous reinforcements only
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    • B60—VEHICLES IN GENERAL
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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Chemical & Material Sciences (AREA)
  • Composite Materials (AREA)
  • Textile Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
  • Laminated Bodies (AREA)

Abstract

本发明提供一种车辆内部材料,其通过基本构件与表面构件彼此粘合,不使用粘合剂或粘合膜,以低成本制造,其重量轻并且具备粘合强度和耐磨性；车辆内部材料包括基本构件和表面构件,基本构件包含天然纤维或玻璃纤维和第一热塑性树脂纤维,并且密度为0.2至0.7克/立方厘米,表面构件包含第二热塑性树脂纤维和低熔点树脂纤维,并且单位面积重量为50至500克/平方米；表面构件放置在基本构件的表面上；在基本构件与表面构件之间的界面处设置缠结层,其中第二热塑性树脂纤维进入基本构件的纹理以与第一热塑性树脂纤维缠结；通过剥离180度,剥离宽度为25毫米,基本构件与表面构件之间的粘合强度为5至80牛顿/25毫米。

Description

车辆内部材料及其制造方法
技术领域
本发明涉及一种车辆内部材料, 其设置在车辆如机动车辆的座椅或类似物后面的部分。
背景技术
车辆内部材料使用天然纤维如洋麻和聚丙烯(PP)纤维的混合物作为基本构件的材料。在基本构件的表面施加有表面构件(例如, 地毯材料)。传统上已知技术包括在表面构件粘合到基本构件的过程中将树脂薄膜放置在基本构件与表面构件之间(例如, 在板和地毯材料之间)的方法, 将含有粘合层的背衬材料施加到表面构件再将表面构件粘合到基本构件的方法, 如在日本特开JP 2001-138823A所述, 以及焊接薄膜以将表面构件粘合到基本构件的方法, 如在日本特开JP 2006-35949A所述。
为了提高耐磨性, 通常在表面构件如地毯材料的后表面涂覆薄层的丙烯酸树脂,然而, 丙烯酸树脂层的存在阻止表面构件的纤维进入基本构件, 这满足车辆内部材料的耐磨性要求, 但不满足粘合性能的要求。另一方面, 不使用丙烯酸树脂满足粘合性能的要求, 但不满足耐磨性的要求。由于这些是矛盾的, 因此难以同时满足粘合性能和耐磨性。
需要不使用传统使用的粘合层的膜或粘合剂, 从而降低成本并简化制造过程。
发明内容
然而, 在日本特开JP 2001-138823A和JP 2006-35949A所述车辆内部材料中, 通过简单地不使用膜或粘合剂, 表面构件不会粘合到基本构件。因此, 现有技术的车辆内部材料存在难以减轻重量, 制造过程复杂并且难以降低成本的问题。
因此, 本发明的目的为提供一种车辆内部材料, 其通过粘合基本构件与表面构件以低成本制造, 不使用粘合剂或膜以形成背衬材料或膜的中间层, 其重量轻并且具备耐磨性。
难以同时满足基本构件与表面构件之间的粘合强度和耐磨性以作为如车辆内部材料所需性能的车辆组件。为要同时满足这两种性能, 本发明人已经深入研究表面构件的构造和基本构件的构造。作为深入研究的结果, 本发明人通过设计表面构件和基本构件来实现本发明的车辆内部材料, 以解决上述问题并且满足粘合强度和耐磨性两者的要求。
具体地, 本发明的第一方面提供一种车辆内部材料, 包括: 基本构件, 其包含天然纤维或玻璃纤维和第一热塑性树脂纤维, 并且其具有0.2至0.7克/立方厘米的密度;以及表面构件, 其包含第二热塑性树脂纤维和低熔点树脂纤维, 并且其单位面积重量为50至500克/平方米。表面构件放置在基本构件的表面上。在基本构件与表面构件之间的界面处设置缠结层, 其中第二热塑性树脂纤维进入基本构件的纹理以与天然纤维或玻璃纤维和第一热塑性树脂纤维缠结。通过剥离180度, 剥离宽度为25毫米, 基本构件与表面构件之间的粘合强度为5至80牛顿/25毫米。
在本方面的车辆内部材料中, 表面构件中所含纤维穿透在基本构件与表面构件之间，并且在基本构件与表面构件之间的界面处与基本构件中所含纤维缠结, 这用作锚定效应并增加粘合强度。通过剥离180度, 剥离宽度为25毫米, 粘合强度为5至80牛顿/25毫米满足车辆内部材料所需的粘合强度。表面构件包含低熔点树脂纤维。这使得表面构件的第二热塑性树脂纤维彼此粘合并提高耐磨性。
优选的是, 天然纤维由植物纤维组成, 第一热塑性树脂纤维由聚丙烯树脂纤维组成, 以及第二热塑性树脂纤维由聚酯树脂纤维组成。
优选的是, 表面构件进一步包含聚丙烯树脂纤维。
优选地, 低熔点树脂纤维是低熔点聚酯树脂纤维或低熔点聚乙烯树脂纤维。
本发明的第二方面提供一种车辆内部材料的制造方法。该方法包括加热和膨胀步骤, 加热基本构件, 其包含天然纤维或玻璃纤维和第一热塑性树脂纤维, 并且密度为0.2至0.7克/立方厘米, 使基本构件的厚度热膨胀15至30%, 并且使基本构件中的纤维状态从致密状态变为稀疏状态, 以及粘合步骤, 在已加热和膨胀的基本构件上铺设表面构件,其包含第二热塑性树脂纤维和低熔点树脂纤维, 并且单位面积重量为50至500克/平方米,压缩基本构件上铺设的表面构件, 使表面构件与基本构件粘合, 以便第二热塑性树脂纤维进入基本构件的纹理以与天然纤维或玻璃纤维和第一热塑性树脂纤维缠结, 并且熔化和固化表面构件中的低熔点树脂纤维。
在本方面的车辆内部材料的制造方法中, 在加热和膨胀步骤中使基本构件中的纤维变为稀疏, 并且在随后粘合步骤中将放置在基本构件上的表面构件压缩。这使得表面构件中所含纤维穿透在基本构件中所含纤维之间, 这用作锚定效应并增加粘合强度。将含有低熔点树脂的表面构件放置在加热和膨胀步骤中已加热的基本构件上, 这使低熔点树脂熔化并固化, 并使包含在表面构件中的第二热塑性树脂纤维彼此粘合。因此, 这提高耐磨性。
以上范例也用作车辆内部材料的制造方法中的天然纤维, 第一热塑性树脂纤维,第二热塑性树脂纤维和低熔点树脂纤维。因此, 以上说明适用于本方面的车辆内部材料的制造方法。
优选地, 表面构件尚包含聚丙烯树脂纤维, 并且粘合步骤包括熔化和固化基本构件中所含聚丙烯树脂纤维和表面构件中所含聚丙烯树脂纤维。
在本方面的车辆内部材料的制造方法中, 已熔化并固化的聚丙烯树脂纤维进一步增强表面构件中所含第二热塑性树脂纤维与基本构件中所含纤维的缠结。这种配置因此进一步增加粘合强度。
优选地, 粘合步骤包括同时进行模塑车辆内部材料与粘合基本构件和表面构件。
本发明的配置提供具有更简单构造的车辆内部材料, 兼具耐磨性和粘合性, 重量轻并以低成本制造。
附图说明
图1是根据本发明的实施例以截面图描绘车辆内部材料。
图2是以照片显示在范例1的车辆内部材料的截面。
图3是以示意图描绘在范例1的车辆内部材料的缠结机制。
附图标记说明
1车辆内部材料
2基本构件
3表面构件
4界面
5缠结层。
具体实施方式
参照图1至图3描述根据本发明的实施例1的车辆内部材料1。车辆内部材料1例如用于机动车辆内部组件, 并且包括基本构件2和表面构件3，如图1和图2所示，其放置在所述基本构件上。
基本构件2是板状体, 含有作为天然纤维的洋麻纤维或玻璃纤维和作为第一热塑性树脂纤维的聚丙烯纤维(以下缩写为PP纤维), 并且具有密度为0.2至0.7克/立方厘米和厚度为2至5毫米。表面构件3包含作为第二热塑性树脂纤维的聚对苯二甲酸乙二醇酯树脂纤维(以下缩写为PET纤维)和聚酯树脂纤维, 聚丙烯纤维(PP纤维), 和作为低熔点树脂纤维的低熔点聚对苯二甲酸乙二醇酯树脂纤维(以下缩写为LPET纤维), 并且单位面积重量为50至500克/平方米, 厚度为0.2至3.0毫米。
表面构件3放置在基本构件2的表面上, 并且缠结层5设置在基本构件2与表面构件3之间的界面处4, 其中表面构件3的PET纤维, PP纤维和LPET纤维进入基本构件2的纹理以与基本构件2中所含PP纤维和洋麻纤维或玻璃纤维缠结。图2是以照片显示基本构件2与表面构件之间的界面, 这张照片证明表面构件3的纤维穿透在基本构件2的纤维之间。通过稍后说明的评估方法, 剥离180度, 剥离宽度为25毫米, 测量出基本构件2与表面构件3之间的粘合强度为5至80牛顿/25毫米。
基本构件2是用作车辆内部材料1的内层或芯材的构件, 并且具有热塑性, 其在基本构件2经加热软化之后冷却时提供刚性。基本构件2是纤维材料的板状体, 使用热塑性树脂或热塑性树脂泡沫作为粘结剂。用作粘结剂的热塑性树脂的范例, 或更具体地, 第一热塑性树脂纤维的材料的范例, 除了聚丙烯(PP)之外, 还包括聚乙烯(PE), 聚对苯二甲酸乙二醇酯(PET), 尼龙(PA), 聚苯乙烯, 丙烯腈-苯乙烯共聚物, 丙烯酸酯-苯乙烯-丙烯腈共聚物和丙烯腈-丁二烯-苯乙烯共聚物。纤维材料的范例包括棉纤维, 大麻纤维, 洋麻纤维, 竹纤维, 羊毛纤维, 丝纤维, 玻璃纤维, 碳纤维, 金属纤维及其混合纤维。
根据该实施例, 使用聚丙烯作为粘结剂的洋麻纤维用作基本构件2的材料。使用聚丙烯作为粘结剂的玻璃纤维也优选地用作基本构件2的材料。车辆内部材料1的单位面积重量优选为500至1600克/平方米。
在混合洋麻纤维与PP纤维用作基本构件2的情况下, 混合比(重量比)优选为PP纤维占70％至30％和洋麻纤维占30％至70％。混合比例例如可以是洋麻纤维占60％和PP纤维占40％, 洋麻纤维占50％和PP纤维占50％, 或洋麻纤维占30％和PP纤维占70％。同样地,在混合玻璃纤维与PP纤维的情况下, 混合比(重量比)优选为PP纤维占70％至30％和玻璃纤维占30％至70％。
表面构件3的材料优选为弹性的, 但没有特别限制。表面构件3的材料可选自以下各项车辆内部材料: 如天然纤维和合成纤维的非织造织物, 天然皮革和人造皮革, 以及用于车辆内部组件的其他材料。表面构件3可以是针刺地毯。
对于提供具耐磨性和粘合性的车辆内部材料1, 表面构件3的纤维材料的组成是重要的。LPET纤维作为包含在表面构件中的低熔点树脂有助于耐磨性。这是因为在制造过程中加热表面构件时, LPET纤维熔化以将作为主要纤维的PET纤维彼此连接。虽然PET纤维通常在250℃至280℃下熔化, 但LPET纤维的熔点约为110℃, 并且在稍后描述的模塑过程中容易被基本构件2的热熔化。熔化且固化的LPET纤维在制造过程中将作为主要纤维的PET纤维彼此连接, 代替背衬材料(例如, 丙烯酸树脂)或背景技术中描述的膜作为提供耐磨性的措施。
在表面构件3中包含PP纤维并非必要，但有助于提高粘合性。基本上, 基本构件和表面构件是通过基本构件中所含纤维与表面构件中所含纤维缠结的锚定效应而互相粘合。然而, 表面构件中所含PP纤维使基本构件中所含PP纤维与表面构件中所含PP纤维熔化并彼此固定, 并进一步增强缠结纤维的粘合, 从而进一步提高粘合性。为了满足耐磨性和粘合性的要求, 各纤维的混合比(重量比)优选为PET树脂占95%至50％, PP树脂占0%至30％,以及LPET树脂占5%至20％。
表面构件3中所含低熔点树脂优选具有90至120℃的熔点。可以利用本实施例使用的LPET以外的材料用作低熔点树脂。例如, 可以利用通过修改基本材料例如PP, PE, PA或PVA使具有90至120℃的熔点而制作的材料。
本发明的车辆内部材料例如用于机动车辆内部组件, 包装托盘装饰件和搁架,并且适用于各种类型的汽车, 例如轿车, 双门轿车, 掀背车和厢式货车。
以下说明车辆内部材料1的制造方法。如图1至图3所示, 车辆内部材料1是通过将基本构件2和表面构件3的层压制成形来制造。车辆内部材料1的模塑技术并不限于压制成形, 却可以适当地改变。车辆内部材料1可以通过片材模塑或通过注射模塑来形成。
1.加热和膨胀步骤
洋麻板作为包括天然纤维和第一热塑性树脂纤维并且密度为0.2至0.7克/立方厘米的基本构件2的一个范例, 在加热设备中加热直至基本构件2的表面温度和内部温度达到130至240℃。这加热并膨胀洋麻板的质地, 以使纤维松散且使纤维状态从致密状态改变为稀疏状态, 从而增加洋麻板的厚度。洋麻板在加热时会膨胀。加热前的洋麻板具有高密度的纤维, 但是膨胀的洋麻板具有低密度的缠结纤维。洋麻板在加热时软化可容易成形。洋麻板厚度的膨胀率优选为15至30％。例如, 将厚度为3.0毫米用作基板的基本构件加热,板厚度膨胀约1.15至1.3倍。因此, 基本构件的纤维密度变得稀疏, 达到表面构件的纤维进入基本构件的纹理的程度, 这导致以下所述粘合步骤中的粘合强度提升。在加热和膨胀步骤中, 基本构件中所含PP纤维处于熔融状态。
2.粘合步骤
被加热到充分膨胀的基本构件2放置在压模的下模中。表面构件3放置在压模的上模中, 然后将基本构件2和表面构件3压入压模中。在这种状态下, 表面构件3中所含纤维进入具有稀疏状态纤维的基本构件的表面, 以与基本构件2中所含纤维缠结。这提高粘合强度而不使用粘合剂或膜。这个粘合步骤也利用模具用于成形步骤。一次压制同时实现粘合和成形。为了不改变表面构件3的颜色和纹理, 在成形过程期间压模的温度为20至50℃。基本构件2和表面构件3的温度在粘合步骤中逐渐降低。
在压制过程中, 通过将表面构件3放置在加热的基本构件2上来加热表面构件3,表面构件3的温度需要高于LPET纤维的熔点。例如, 在加热和膨胀步骤中设定的200℃加热温度下, 当表面构件3在粘合步骤放置在基本构件2上时, 表面构件3中的LPET纤维熔化以与作为表面构件3的主要纤维的PET纤维彼此粘合并增强耐磨性。在压制过程中表面构件3和基本构件2的温度高于表面构件3和基本构件2中所含PP纤维的熔点也是优选的。这导致表面构件3中所含PP纤维和基本构件2中所含PP纤维两者皆在粘合步骤中熔化并固化。这增强缠结纤维的粘合并且进一步增加缠结层中的粘合强度。
在粘合步骤中, 表面构件3的PET纤维, PP纤维和LPET纤维与基本构件2的洋麻纤维和PP纤维缠结在一起, 在基本构件2与表面构件3层叠之后, 在表面构件3的纤维之中只有LPET纤维和PP纤维熔化, 而作为表面构件3的主要纤维的PET纤维不熔化, 从而保持原始的纤维构造。表面构件3与基本构件2通过表面构件3的纤维与基本构件2的纤维的稀疏排列缠结而彼此粘合。
本实施例的车辆内部材料1通过混合PET纤维, LPET纤维和PP纤维以形成表面构件3并进行如上述加热和膨胀步骤以及粘合步骤来满足两种性能, 即粘合强度和耐磨性。
本发明的发明人推定以下状态(1)至(4)作为缠结机制：(1)预先压缩用作基板的基本构件2并且使洋麻纤维与PP纤维密集地缠结。(2)加热基板2以加热和膨胀基本构件2的纹理, 使纹理稀疏并增加厚度。基本构件2在状态(2)的密度低于状态(1)中的密度。(3)当放置表面构件3时, 表面构件3的PET纤维和PP纤维穿透在基本构件2的洋麻纤维与PP纤维之间, 使PP纤维熔化并缠结。当表面构件3放置在压模中时, 表面构件3的纤维穿透在基本构件2的稀疏纤维之间并与其缠结。这种缠结部分用作锚定件以确保粘合效果。(4)基本构件2和表面构件3通过压模冲压而在厚度方向压缩并增加密度。因此, 基本构件2与表面构件3的纤维缠结, 并且表面构件3通过锚定效应和基于冷却的固定粘合到基本构件2上。
该实施例的车辆内部材料1具有以下有益效果。车辆内部材料1不使用背衬材料或粘合膜, 由基本构件2和表面构件3形成更简单的构造。车辆内部材料1同时满足耐磨性和粘合性, 重量轻并且以低成本制造。
通过使用第一热塑性树脂纤维和玻璃纤维组成的基本构件2代替洋麻板, 以类似方式制造车辆内部材料。
范例1
以下参考范例1更具体地说明本发明, 但是本发明并不限于范例1的说明。
在范例1的车辆内部材料1中, 在模塑前的基本构件2是洋麻板, 具有单位面积重量为1000克/平方米, 厚度为3.0毫米, 并且含有60％的洋麻纤维和40％的PP纤维。作为表面构件3使用, 样品1含有80％的PET纤维, 10％的PP纤维和10％的LPET纤维, 而样品2含有70％的PET纤维, 20％的PP纤维和10％的LPET纤维。样品1和样品2的单位面积重量都为180克/平方米。将基本构件2加热至200℃, 将压模设成20℃至50℃。将加热的基本构件2放置在模具的下模中, 并将表面构件3放置在模具的上模中, 然后将车辆内部材料压制成形。压制成形的车辆内部材料具有4毫米的厚度。
评估实施例1的车辆内部材料1的A.粘合强度和B.耐磨性。
A.粘合强度
(1)粘合强度的评估方法
从车辆内部材料1切下150毫米×25毫米的试验片, 并且将基本构件2和表面构件3以平行于试验片下侧的适当长度彼此部分地剥离。将部分剥离的基本构件2和表面构件3放置在拉伸试验机(由A＆D公司制造的Tensilon万能材料试验机)中, 并在每分钟200毫米的拉伸速率下测量粘合强度(牛顿/25毫米)。
(2)结果
作为评估试验的结果, 样品1和样品2都具有15牛顿/25毫米的粘合强度。这满足5牛顿/25毫米的要求。
B.耐磨性
(1)耐磨性的评估方法
从车辆内部材料1切下直径约120毫米的试验片, 在试验片的中心制作直径6毫米的孔。将试验片放置在Taber磨损试验机(由Toyo Seiki Seisakusho K.K制造的旋转磨损试验机)中, 并在2.45牛顿的负荷下通过100转的磨轮(CS-10)进行磨损试验。磨损状态通过目视检查试样, 对该磨损试验后的试验片的评估为5个等级：A：未观察到磨损; B：观察到一点磨损但是不明显; C：辨认出磨损, 但相对不明显; D：磨损相当明显;和E：磨损特征显著。
(2)结果
该评估试验的结果用于样品1是A, 用于样品2是B。
本发明不限于以上实施例, 而是可以通过本发明范围内的各种方面来实现。在不脱离本发明的范围的情况下, 可作出各种修改。这些修改以及它们的等同物也包括在本发明的范围内。例如, 基本构件和表面构件的形状, 结构, 尺寸和材料并不限于上述实施例中描述的那些, 而是可以适当地修改或改变。

Claims (9)

1.一种车辆内部材料，其特征在于，包括：
基本构件，其包含天然纤维或玻璃纤维和作为粘合剂的第一热塑性树脂，以及其密度为0.2至0.7克/立方厘米；以及
表面构件，其包含第二热塑性树脂纤维和低熔点树脂纤维，以及其单位面积重量为50至500克/平方米，第二热塑性树脂纤维由聚酯树脂纤维组成，其中低熔点树脂纤维的低熔点树脂是熔点为90至120°C的低熔点聚酯树脂，低熔点树脂纤维将第二热塑性树脂纤维彼此连接，表面构件中所含第二热塑性树脂纤维的重量比占95至50%，并且表面构件中所含低熔点树脂纤维的重量比占5至20%，表面构件放置在基本构件的表面上，在基本构件与表面构件之间的界面处设置缠结层，其中第二热塑性树脂纤维进入基本构件的纹理以与天然纤维或玻璃纤维和第一热塑性树脂纤维缠结，并且通过剥离180度，剥离宽度为25毫米，基本构件与表面构件之间的粘合强度为5至80牛顿/25毫米。
2.根据权利要求1所述的车辆内部材料，其特征在于，天然纤维由植物纤维组成，以及第一热塑性树脂纤维由聚丙烯树脂纤维组成。
3.根据权利要求2所述的车辆内部材料，其特征在于，表面构件进一步包括聚丙烯树脂纤维。
4.根据权利要求2所述的车辆内部材料，其特征在于，低熔点树脂纤维是低熔点聚对苯二甲酸乙二醇酯树脂纤维。
5.一种车辆内部材料制造方法，其特征在于，包括：
加热和膨胀步骤，加热基本构件，其包含天然纤维或玻璃纤维和作为粘合剂的第一热塑性树脂，并且其密度为0.2至0.7克/立方厘米，以使基本构件的厚度热膨胀15至30%，并且使基本构件中的纤维状态从致密状态变为稀疏状态；以及
粘合步骤，在加热和膨胀的基本构件上铺设表面构件，其包含第二热塑性树脂纤维和低熔点树脂纤维，并且单位面积重量为50至500克/平方米，第二热塑性树脂纤维由聚酯树脂纤维组成，并且在表面构件中的重量比占50至95%，并且低熔点树脂纤维在表面构件中的重量比占5至20%，其中低熔点树脂纤维的低熔点树脂是熔点为90至120°C的低熔点聚酯树脂，将放置在基本构件上的表面构件压缩以使表面构件与基本构件粘合，使第二热塑性树脂纤维进入基本构件的纹理以与天然纤维或玻璃纤维和第一热塑性树脂纤维缠结，并熔化和固化表面构件中的低熔点树脂纤维将第二热塑性树脂纤维彼此连接。
6.根据权利要求5所述的车辆内部材料制造方法，其特征在于，天然纤维是植物纤维，第一热塑性树脂纤维是聚丙烯树脂纤维。
7.根据权利要求6所述的车辆内部材料制造方法，其特征在于，表面构件进一步包含聚丙烯树脂纤维，并且粘合步骤包括熔化和固化基本构件中所含聚丙烯树脂纤维。
8.根据权利要求5所述的车辆内部材料制造方法，其特征在于，低熔点树脂纤维是低熔点聚对苯二甲酸乙二醇酯树脂纤维。
9.根据权利要求5所述的车辆内部材料制造方法，其特征在于，粘合步骤包括同时进行模塑车辆内部材料和粘合基本构件与表面构件。
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