CN112638715B - 车辆用内饰材料 - Google Patents

车辆用内饰材料 Download PDF

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Publication number
CN112638715B
CN112638715B CN201980057486.3A CN201980057486A CN112638715B CN 112638715 B CN112638715 B CN 112638715B CN 201980057486 A CN201980057486 A CN 201980057486A CN 112638715 B CN112638715 B CN 112638715B
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layer
film layer
core layer
film
core
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CN201980057486.3A
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CN112638715A (zh
Inventor
福井一贵
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Shouwu Furant Co ltd
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Shouwu Furant Co ltd
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Abstract

本发明提供一种车辆用内饰材料，其能够保持轻量化及高刚性并且即使加热成形为规定的凹凸形状也能够防止外观设计面产生褶皱。本发明的车辆用内饰材料是多层结构，所述多层结构具备芯层、外观设计层、第一膜层以及第二膜层，所述芯层是硬质的而且在内部具有中空部，所述外观设计层设置于芯层的一个表面侧，所述第一膜层设置于芯层与外观设计层之间，所述第二膜层设置于芯层的与第一膜层相反一侧的表面；其中第一膜层、芯层以及第二膜层的结构体(60)的第一膜层一侧的表面(31)的应变εa小于结构体的第二膜层一侧的表面(42)的应变εb。

Description

车辆用内饰材料
技术领域
本发明涉及一种车辆用内饰材料。
背景技术
作为汽车的结构，一般是在前方有发动机室，在后方有后备箱室且在其中间设置车厢的结构。在车厢中设置有诸如驾驶员座椅，副驾驶座椅以及后排座椅之类的座椅。另外，在车厢中，以覆盖汽车内饰部件的外侧的方式设置有前隔板绝缘体、地毡、地垫、后备箱饰板以及后备箱地板，这些部件成形为与车身的形状及部件的设计相对应的凹凸状的形状。另外，在车身下的外饰部件设置有前挡板内衬、后挡板内衬以及成形为控制空气流动的凹凸形状的底罩。这些部件的材料大多使用热塑性树脂，通过加热该材料并利用该部件的形状的模具进行冲压成形，精加工成具有厚度不同的多个部分的凹凸形状的部件。
这些汽车部件在被要求高刚性的同时，为了降低燃耗也被要求轻量化。此外，在这些汽车部件中，汽车的使用者可见到的内饰材料的外观设计性受到重视，因此对部件的表面粘贴由无纺布、平针织物(plain needle)、丝绒等纤维构成的层作为外观设计层。另外，作为汽车开发的最近的动向，车内的安静性备受重视。作为传导到汽车内部的噪音，有来自车窗的噪音、来自轮胎的噪音、来自车身下方的噪音、来自发动机声音的噪音、来自电机声音的噪音等。因此，对上述汽车部件也要求针对汽车产生的噪音的声学性能(吸声特性)。
为了同时达成高刚性以及轻量化，经常利用蜂窝芯等具有呈多列配置的筒状单元的中空芯材。例如，在专利文献1中记载了一种层叠结构体，在热塑性树脂制的中空板状体的至少一个主面上依次贴合有纤维片以及热塑性树脂膜。而且，其中还记载了，该层叠结构体不仅实现了轻量化而且即使弯折也难以在弯折部分产生压曲导致的突出褶皱及凹部。
现有技术文献
专利文献
专利文献1：日本特开2013-233796号公报
发明内容
发明要解决的问题
车辆用内饰材料被要求高刚性以及轻量化，并且，因配置在汽车的使用者可见到的部位的缘故还被要求外观设计性。因此，在车辆用内饰材料的表面通常粘贴有由无纺布、平针织物、丝绒等纤维构成的层来作为外观设计层。但是，为了达成高刚性以及轻量化，若在具有呈多列配置的筒状单元的芯材上只粘贴外观设计层，则在加热成形为规定的凹凸形状之后，存在有外观设计层产生褶皱的问题。
因此，本发明的目的在于提供一种车辆用内饰材料，其能够保持轻量化以及高刚性，并且即使加热成形为规定的凹凸形状也能够防止在外观设计面产生褶皱。
用于解决问题的手段
为了实现上述的目的，本发明是一种多层结构的车辆用内饰材料，该多层结构具备：硬质芯层，其在内部具有中空部；外观设计层，其设置于所述芯层的一个表面侧；第一膜层，其设置于所述芯层与所述外观设计层之间；以及第二膜层，其设置于所述芯层的与所述第一膜层相反一侧的表面上。其中，所述第一膜层、所述芯层以及所述第二膜层的结构体的所述第一膜层一侧的表面的应变εa小于所述结构体的所述第二膜层一侧的表面的应变εb。
所述硬质芯层的压缩方向的杨氏模量可以是100kPa以上。所述芯层可以具有筒状单元呈多列配置的结构。所述筒状单元可以是大致四棱筒状或大致六棱筒状等多棱筒状，可以是大致圆筒状或大致椭圆筒状等曲线筒状。优选为，所述芯层的各个所述单元在一端具有封闭面并且在另一端具有开放端，所述单元的内部空间通过所述单元的所述开放端与外部连通，并且所述单元的所述开放端在所述芯层的两个表面上以隔着一列邻接的单元的列的方式配置。所述开放端、所述一侧封闭面以及所述另一侧封闭面根据所述单元的形状，可以是大致四边形或大致六边形等多边形，也可以是大致圆形或大致椭圆形等曲线形状。
所述结构体的所述第一膜层一侧的表面的应变εa与所述结构体的所述第二膜层一侧的表面的应变εb与所述结构体的厚度h之间的关系优选为满足式0<εa×h/(εa+εb)<5。所述第一膜层或所述第二膜层可以具有贯通于层的多个开孔。所述结构体的厚度h优选为小于20mm。
发明效果
若将具备在内部具有中空部的硬质芯层的多层结构体弯曲，则在由于弯曲而收缩侧的表面，在弯曲量大的情况下，未完全收缩的材料向多层结构体的外侧逃避，因此导致产生褶皱。本发明的车辆用内饰材料，由于在第一膜层、芯层以及第二膜层的结构体中使外观设计层侧的第一膜层一侧的表面的应变εa比结构体的第二膜层一侧的表面的应变εb小，所以在使车辆用内饰材料弯曲时，与外观设计层侧的第一膜层侧的表面收缩的变形量相比，其相反侧的第二膜层侧的表面伸长的变形量变大，因此能够抑制外观设计层50产生褶皱。因此，能够保持轻量化以及高刚性，并且即使加热成形为规定的凹凸形状也能够防止外观设计面产生褶皱。
另外，通过将具有呈多列配置的筒状单元的芯层作为芯层，由此能够保持轻量化并且能够发挥更高的刚性。尤其是，芯层的各个单元在一端具有封闭面并且在另一端具有开放端，单元的内部空间通过单元的开放端与外部连通，单元的开放端以隔着一列邻接的单元的列的方式配置于芯层的两个表面，基于该结构配置能够保持高刚性，并且能够进一步实现轻量化以及提高与第一膜层及第二膜层的粘接性。
附图说明
图1是示出用于本发明的车辆用内饰材料的芯层的芯材的制造过程的立体图。
图2是示出本发明的车辆用内饰材料的芯层的示意性俯视图。
图3是沿着III-III线示出图2的芯层的示意性剖视图。
图4是示出本发明的车辆用内饰材料的一个实施方式的分解立体图。
图5是图4所示的车辆用内饰材料的实施方式的示意性剖视图。
图6的(a)是示出本发明的车辆用内饰材料的具备芯层以及其两个表面的膜层的结构体弯曲时的弯曲中性轴的位置的示意图，(b)是示出该结构体以及中性轴的尺寸的示意图。
图7是示出本发明的车辆用内饰材料的另一实施方式的示意性剖视图。
图8是说明本发明的车辆用内饰材料的应变测量方法的示意图。
具体实施方式
下面，参照附图对本发明的车辆用内饰材料的一个实施方式进行说明。另外，对于附图只要无另行规定则未有意地按比例尺描绘。
首先，对在本发明的车辆用内饰材料的各实施方式中共同的芯层进行说明。图1是示出成为该芯层的芯材的制造过程的立体图。另外，在国际公开第2006/053407号中详细记载了该芯材的制造方法，在此通过引用而构成本说明书的记载的一部分。
如图1所示，该芯材1是通过具有规定模具的辊(未图示)将平坦的片材热成形并在实质上不对片进行切割的情况下通过塑性变形而形成的。芯材1的材料例如可以使用聚丙烯(PP)、聚乙烯(PE)、聚对苯二甲酸乙二醇酯(PET)等热塑性树脂、与纤维的复合材料、纸、金属等，特别优选热塑性树脂，但是不限于这些。在本实施方式中，对使用热塑性树脂的情况进行说明。片材的厚度例如优选为0.05mm～0.50mm的范围，但不限于此，热成形后的芯材1的厚度也大致相同。
芯材1具有朝向与制造方向Y正交的宽度方向X交替配置有山部11和谷部12的三维结构。山部11由两个侧面13和其间的顶面17构成，谷部12由与邻接的山部11共有的两个侧面13和其间的底面14构成。另外，在本实施方式中，对如图1所示的山部11的形状为梯形的情况进行说明，但本发明不限于此，除了三角形或长方形等多边形以外，山部11的形状也可以是正弦曲线或弓形等曲线形。
芯材1具备朝向制造方向Y连续的所述三维结构。即，如图1所示，朝向制造方向Y连续形成多个山部11a、11b、11c、11d。谷部12也同样连续地形成。而且，山部11间的连接和谷部12间的连接通过交替重复两种连接方法来实现。
第一连接方法如图1所示，在宽度方向的第一折叠线X1上，邻接的两个山部11b、11c的顶面17b、17c分别通过梯形形状的山部连接面15b、15c连接。山部连接面15以相对于顶面17成直角的角度形成。在该宽度方向的第一折叠线X1上，邻接的两个谷部的底面14b、14c直接连接。第二连接方法如图1所示，在宽度方向的第二折叠线X2上，邻接的两个谷部的底面14a、14b(或14c、14d)分别通过梯形形状的谷部连接面16a、16b(或16c、16d)连接。谷部连接面16以相对于底面14成直角的角度形成。在该宽度方向的第二折叠线X2上，邻接的两个山部的顶面12a、12b(或12c、12d)直接连接。
如此地，芯材1的多个三维结构(山部11、谷部12)通过连接区域(山部连接面15、谷部连接面16)连接，通过对连接区域进行折叠，形成本发明的车辆用内饰材料的芯层。具体而言，芯材1在第一折叠线X1通过山折法以使邻接的两个谷部的底面14b、14c彼此通过其背面重合且邻接的两个山部的山部连接面15b、15c所成的角度打开到180度的方式进行折叠。另外，在第二折叠线X2通过谷折法以使邻接的两个山部的顶面17a、17b(或17c、17d)彼此重合且邻接的两个谷部的谷部连接面16a、16b(或16c、16d)所成的角度闭合到180度的方式进行折叠。图2及图3示出通过这样折叠芯材1而得到的本发明的车辆用内饰材料的芯层10。
如图2以及图3所示，芯层10具备呈多列配置的大致六棱筒状的单元20，每隔一列配置由邻接的两个山部形成的单元20A、20C、20E和由邻接的两个谷部形成的单元20B、20D。图3(与图2相关)中的虚线18示意性示出了作为芯材背面的面且大致为六棱筒状的单元20的内壁。
由山部形成的单元20A、20C、20E分别具有形成大致六棱筒状的六个单元侧壁，这些单元侧壁由单元材料的两个顶面17和四个侧面13形成。另外，这些单元20A、20C、20E在芯层10的一个表面10a(图2(与图3相关)中的表面侧的表面)的单元端部分别具备封闭单元端部的大致六棱筒状的封闭面21A、21C、21E，这些一侧的封闭面21分别由单元材料的两个梯形的山部连接面15形成。此外，这些单元20A、20C、20E在芯层10的作为相反侧的另一个表面10b的单元端部具备开口成大致六边形的开放端22A、22C、22E。单元20A、20C、20E各自的内部空间分别通过该开放端22A、22C、22E与外部连通。
由谷部形成的单元20B、20D也分别具有形成大致六棱筒状的六个单元侧壁，这些单元侧壁由单元材料的两个底面14和四个侧面13形成。另外，这些单元20B、20D在芯层10的所述一个表面10a的单元端部具备开口成大致六边形的开放端22B、22D。单元20B、20D各自的内部空间分别通过该开放端22B、22D与外部连通。此外，这些单元20B、20D在芯层10的作为相反侧的另一个表面10b的单元端部分别具有封闭单元端部的大致六棱筒状的封闭面21B、21D，这些另一侧的封闭面21分别由单元材料的两个梯形的谷部连接面16形成。
如此地，芯层10在一个表面10a的单元端部每隔一列具有由单元材料的山部形成的一侧封闭面21A、21C、21E，在另一个表面10b的单元端部在与上述不同的单元的列具有由单元材料的谷部形成的另一侧封闭面21B、21D，但只要没有另外的记载，一侧封闭面、另一侧封闭面中的任一个封闭面21都实质上发挥相同的功能。
芯层10整体的厚度由于根据将车辆用内饰材料用于汽车的何处的部件而变化，因此，虽然不受下述限定，但是从芯层10的强度、重量、吸音性能的观点出发，优选在3mm～50mm的范围，更优选为5mm～20mm的范围。
芯层10的基重(每单位面积的重量)由于根据将车辆用内饰材料用于汽车的何处的部件而变化，因此优选在400g/m2～4000g/m2的范围，更优选在500g/m2～3000g/m2的范围，但不限于这些。芯层10的厚度越大，基重越大，大体上芯层10的强度越高。
芯层10的基重除了可以通过芯层10的材料的种类、芯层10整体的厚度、单元20的壁厚(片材的厚度)来调整以外，还可以通过芯层10的单元20之间的间距Pcx、Pcy(单元的中心轴间的距离)来调整。为了使芯层10的基重在上述范围，例如，优选使芯的制造方向Y亦即单元20邻接并构成列的方向上的单元20之间的间距Pcy在2mm～20mm的范围，更优选在3mm～15mm的范围。
接着，使用上述的芯层10对本发明的车辆用内饰材料的各实施方式进行说明。
(第一实施方式)
如图4以及图5所示，第一实施方式的车辆用内饰材料具备：上述的芯层10；外观设计层50，其设置于芯层10的一侧的表面；第一膜层30，其设置于芯层10与外观设计层50之间；以及第二膜层40，其设置于芯层10的另一个表面。另外，本发明的车辆用内饰材料以使外观设计层50侧位于车辆的车厢内侧的方式使用。
而且，如图6的(a)所示，在该车辆用内饰材料的多层结构中，第一膜层30、芯层10以及第二膜层40的结构体60的第一膜层一侧的表面31的应变εa比第二膜层一侧的表面41的应变εb小。车辆用内饰材料具有这样的应变εa与应变εb的关系，由此如图6的(a)所示，当将车辆用内饰材料成形为规定的凹凸形状时，在使车辆用内饰材料弯曲的情况下，结构体60的弯曲中心轴NA向比结构体60的厚度的中心位置更靠第一膜层一侧的表面31的方向移动，因此，与外观设计层50侧的第一膜层一侧的表面31的变形量相比，与外观设计层50相反一侧的第二膜层一侧的表面41的变形量变大。因此，当车辆用内饰材料弯曲而使外观设计层50收缩时能够减小该收缩变形量；因此，虽然以往的外观设计层50无法完全收缩而产生了褶皱，但是本发明能够抑制这样的褶皱的产生。
为了使结构体60的第一膜层一侧的表面31的应变εa比第二膜层一侧的表面41的应变εb小，例如，可以使第一膜层30与第二膜层40的拉伸压缩刚性具有差异。为了使拉伸压缩刚性具有差异，例如，即使第一膜层30及第二膜层40使用相同的树脂膜材料，通过将滑石等无机类粒子分散到第一膜层30中，也能够提高第一膜层30的拉伸压缩刚性。另外，即使第一膜层30及第二膜层40使用相同的弹性体膜材料，通过将三元乙丙橡胶(EPDM)等橡胶类粒子分散到第二膜层40中，也能够使得第二膜层40的拉伸压缩刚性变低。此外，通过将铝箔等金属箔层叠在第一膜层30上，能够提高层叠有金属箔的第一膜层30的拉伸压缩刚性。
另外，芯层10不限于具有上述的图1～图3所示的特定结构的芯层，若是通常的具有呈多列配置的筒状单元的芯层，则芯层10的厚度越厚，越能提高车辆用内饰材料的刚性，但是芯层10的厚度越厚，车辆用内饰材料的外观设计层50的表面的收缩量也越增加，因此由于车辆用内饰材料的成形时等的弯曲会变得容易在外观设计层50的表面产生褶皱。因此，如图6的(b)所示，进而使结构体60的第一膜层一侧的表面31的应变εa与第二膜层一侧的表面41的应变εb与结构体60的厚度h之间的关系满足式0<εa×h/(εa+εb)<5，由此即使在芯层10的厚度厚的情况下(尤其是，h≧5mm)，也能够抑制外观设计层50产生褶皱。
如图6的(b)所示，在结构体60的厚度h中，若将从第一膜层一侧的表面31到结构体60的弯曲中心轴NA的距离设为h1，则εa:εb＝h1:(h-h1)的关系成立。该关系能够变形为h1＝εa×h/(εa+εb)，即上述的εa与εb与h的式子示出了由从结构体60的第一膜层一侧的表面31到弯曲中心轴NA的距离h1的下限到上限的范围。结构体的厚度h是上述的芯层10的厚度与详细在后面叙述的第一膜层30及第二膜层40的厚度的合计，例如，优选其下限为3mm以上、更优选为4mm以上、进一步优选为5mm以上。另外，优选其上限为20mm以下、更优选为15mm以下，进一步优选为10mm以下。
第一膜层30及第二膜层40的材料例如可以使用聚丙烯(PP)、聚乙烯(PE)、聚对苯二甲酸乙二醇酯(PET)、聚酰胺(PA)等树脂膜、烯烃类、聚氨酯类等弹性体膜，但是不限于这些。第一膜层30与第二膜层40可以使用相同的材料也可以使用不同的材料并且满足上述的应变εa与应变εb的关系或者上述的应变εa与应变εb与结构体的厚度h之间的关系。
另外，也可以通过将滑石、碳酸钙、二氧化硅等无机类粒子分散在树脂膜的第一膜层30及第二膜层40中，从而能够提高第一膜层30及第二膜层40的拉伸压缩刚性，由此满足上述的应变εa与应变εb的关系或者上述的应变εa与应变εb与结构体的厚度h之间的关系。对于无机类粒子的尺寸没有特别的限定，例如，优选平均粒径为0.05～2μm，更优选为0.1～1μm。另外，“平均粒径”表示在通过激光衍射·散射法测量的体积基准的粒度分布中从微粒子侧开始累计50％的粒径。
此外，也可以通过将EPDM、二元乙丙橡胶(EPR)等橡胶类粒子分散在弹性体膜的第一膜层30及第二膜层40中，能够降低第一膜层30及第二膜层40的拉伸压缩刚性，由此满足上述的应变εa与应变εb的关系或者上述的应变εa与应变εb与结构体的厚度h之间的关系。对于橡胶类粒子的尺寸没有特别的限定，例如，优选平均粒径为1～100μm，更优选为20～70μm。
对于第一膜层30及第二膜层40的厚度没有特别的限定，例如，优选其下限为0.03mm以上、更优选为0.04mm以上，进一步优选为0.05mm以上。另外，优选厚度的上限为0.5mm以下、更优选为0.4mm以下，进一步优选为0.3mm以下。第一膜层30与第二膜层40可以是相同厚度也可以是不同厚度并且满足上述的应变εa与应变εb的关系或者上述的应变εa与应变εb与结构体的厚度h之间的关系。
通过在第一膜层30与外观设计层50之间或者第一膜层30与芯层10之间层叠铝箔、不锈钢箔、铜箔等金属箔(未图示)，能够提高层叠有金属箔的第一膜层30的拉伸压缩刚性，由此也可以满足上述的应变εa与应变εb的关系或者上述的应变εa与应变εb与结构体的厚度h之间的关系。对于金属箔的厚度而言，为了车辆用内饰材料的轻量化，优选厚度较薄，例如，优选其上限为0.2mm以下、更优选为0.1mm以下。另外，优选厚度的下限为0.005mm以上、更优选为0.01mm以上，但是没有特别的限定。
第一膜层30及第二膜层40可以通过热熔接与芯层10粘接，也可以通过粘接剂(未图示)与芯层10粘接。作为粘接剂，例如可以使用环氧类或丙烯酸类等粘接剂，但是没有特别的限定。另外，可以使第一膜层30及第二膜层40分别为三层结构，具备中央的层以及位于该中央的层的两侧的表面的两个粘接层。在该情况下，粘接层的材料使用熔点比用于中央的层的材料的熔点低的材料。例如，将具有190℃～220℃的熔点的聚酰胺用于中央的层，将具有90℃～130℃的熔点的聚乙烯用于粘接层，由此只要把将第一膜层30及第二膜层40与芯层10贴合时的加热时的温度、汽车用内饰材料热成形为规定的形状的温度设为150℃～160℃左右，就能够使得中央的层不熔融且仅使粘接层熔融从而将第一膜层30及第二膜层40与芯层10牢固地粘接。作为熔点比粘接层的聚乙烯的熔点高的树脂，除了聚酰胺以外，还有聚丙烯。
外观设计层50可以是通常用作车辆用内饰材料的外观设计层的层，没有特别的限定，例如可以是：由无纺布、平针织物、丝绒等纤维构成的层；由发泡聚氨酯、发泡聚乙烯、发泡尼龙等发泡树脂构成的层；或者组合它们而成的层。无纺布优选采取使用了聚对苯二甲酸乙二醇酯(PET)、聚丙烯(PP)、聚乙烯(PE)等树脂的纺粘、水刺或针刺等各种无纺布，但是不限于这些。外观设计层50的基重根据将车辆用内饰材料用于汽车何处的部件的不同而变化；因此，虽然不受下述限定，但是例如优选其下限为10g/m2以上、更优选为20g/m2以上、进一步优选为30g/m2以上。另外，例如优选基重的上限为500g/m2以下，更优选为300g/m2以下，进一步优选为250g/m2以下。
(第二实施方式)
如图7所示，第二实施方式的车辆用内饰材料具备：上述的芯层10；外观设计层50，其设置于芯层10的一侧的表面；第一膜层30，其设置于芯层10与外观设计层50之间；以及第二膜层40a，其设置于芯层10的另一个表面且具有多个开孔。另外，对于与第一实施方式相同的结构标注相同的符号(附图标记等)，在此省略详细的说明。
第二膜层40a的开孔贯通层，因此，第二膜层40a具有透气性。通过在第二膜层40a设置多个这样的开孔，由此能够降低第二膜层40a的拉伸压缩刚性，因此与第一实施方式同样地，如图6的(a)所示，在第一膜30、芯层10以及第二膜40a的结构体60中，能够使得第一膜层一侧的表面31的应变εa小于第二膜层一侧的表面41的应变εb。另外，能够使得结构体60的第一膜层一侧的表面31的应变εa与第二膜层一侧的表面41的应变εb与结构体60的厚度h之间的关系满足式0<εa×h/(εa+εb)<5。
在将第二膜层40a与芯层10贴合之前预先进行开孔，例如，通过热针或冲孔加工(使用了阳模及阴模的冲孔加工)开孔，为了防止孔堵塞，优选为尽量减少孔的毛刺的孔形状。开孔图案优选为以交错排列或格子排列的方式配置，但是没有特别的限定。第二膜层40a的开孔率优选为0.2％～5％的范围，但是没有特别的限定。开孔的直径优选为0.25mm～2.5mm的范围，更优选为0.3mm～2.0mm的范围。另外，第二膜层40a的开孔的间距与图5所示的芯层10的单元20的间距Pcx、Pcy也可以不必一致，另外，将第二膜层40a与芯层10贴合时也不必进行开孔与单元20的对位。这是因为，通过使第二膜层40a的开孔与芯层10的单元20的开放端22的位置随机地重叠，能够适度地确保内外的连通。第二膜层40a的开孔的间距优选至少在X方向及Y方向中的一个方向上小于芯层10的单元20的间距。
基于第二实施方式，通过在第二膜层40a设置多个开孔，由此能够降低第二膜层40a的拉伸压缩刚性，能够得到与第一实施方式相同的效果，并且通过第二膜层40a的多个开孔能够得到赋予车辆用内饰材料吸音或隔音性能这样的效果。
另外，在图7中，仅在第二膜层40a设置有多个开孔，但是本发明不限于此，也可以在第一膜层30及第二膜层40双方设置多个开孔，也可以仅在第一膜层30设置多个开孔，也可以通过开孔以外的方法(膜的材料、无机类或橡胶类粒子的添加、或金属箔的层叠等)，来满足上述的应变εa与应变εb的关系或者上述的应变εa与应变εb与结构体的厚度h之间的关系。
另外，在上述的第一实施方式以及第二实施方式中，对使用了具有筒状单元呈多列配置的结构的芯层10作为车辆用内饰材料的芯层的情况进行了说明，但是本发明不限于此；对于芯层10而言，只要是在内部具有中空部的硬质的结构，就能够保持轻量化以及高刚性，并且即使加热成形为规定的凹凸形状也能够防止外观设计面产生褶皱。硬质芯层的压缩方向(即，粘贴第一膜层30及第二膜层40的两个表面间的方向)的杨氏模量可以是100kPa以上；芯层的材料可以使用上述的芯材的材料，此外例如也可以使用纤维材料、聚氨酯材料。
实施例
下面，对本发明的试验例进行说明。
作为试验例1，制作了图7所示的具备芯层、第一膜层、第二膜层以及外观设计层的车辆用内饰材料。首先，在具有图2以及图3所示的结构的芯层(材料为聚丙烯(PP)树脂，单元间的间距Pcy为4mm，芯层的厚度为6mm)的一个表面贴合了第一膜层(材料为聚丙烯(PP)膜，厚度为70μm)，在另一个表面贴合了具有多个开孔的第二膜层(材料为三层结构的聚丙烯(PP)膜，厚度为65μm，开孔的间距为7mm)，制作了结构体。而且，针对该结构体，使用万能材料试验机(英斯特朗公司制造，型号5900)，进行了3点弯曲，进行了应变的测量。作为结构体的试验片，使尺寸为60mm×200mm。如图8所示，用位于100mm间隔的位置的2点的支点82支承结构体的试验片60S，用压头84对其中央位置施加了弯曲0.5mm的负荷。在应变的测量中，使用应变测量器(株式会社共和电业制造，PCD-400A)，分别测量了结构体的两个表面的应变εa、εb。其结果，第一膜层一侧的表面的应变εa为396μ，第二膜层一侧的表面的应变εb为408μ。
接着，在该结构体的第一膜层侧贴合外观设计层(材料为平针织物，厚度为1mm)而制作了车辆用内饰材料。而且，将该车辆用内饰材料加热成形为U形形状，用目视观察了加热成形后的车辆用内饰材料的外观设计层的表面。其结果，在车辆用内饰材料的外观设计层的表面没有观察到褶皱。
另外，作为试验例2～5，如表1所示，除了改变膜层、芯层的厚度、在膜层上设置了金属箔的方面以外，与试验例1同样地实施并进行了制作，进行了应变的测量以及加热成形后的外观设计层的表面观察。其结果示出在表1中。
另外，为了对比，在试验例6中除了使第二膜层设为与第一膜层完全相同的结构这方面以外与试验例1同样地制作，并且与试验例1同样地进行了应变的测量以及加热成形后的外观设计层的表面观察。其结果示出在表1中。
[表1]
如表1所示，对于试验例1～5而言，在车辆用内饰材料的配置结构中的第一膜层与芯层与第二膜层的结构体中，已使得外观设计层侧的第一膜层一侧的表面的应变εa小于其相反侧的第二膜层一侧的表面的应变εb，并且在加热成形后在外观设计层的表面也没有观察到褶皱；另一方面，试验例6中的应变εa与应变εb相同，在外观设计层的表面观察到褶皱。另外，试验例7中的应变εa与应变εb与结构体的厚度h之间的关系εa×h/(εa+εb)高达约8，观察到产生了更多的褶皱。
工业实用性
基于本发明的车辆用内饰材料，能够在保持高刚性的同时抑制在加热成形后在外观设计层的表面产生褶皱；因此，具体而言，本发明的车辆用内饰材料在作为例如对于地毯、后备箱饰板、后备箱地板、顶篷内衬、座椅靠背罩等要求有高刚性及美观的部件方面是有用的。
附图标记说明
1：芯材
10：芯层
11：山部
12：谷部
13：侧面部
14：底面部
15：山部连接面
16：谷部连接面
17：顶面
18：芯材背面
19：贯通孔
20：单元
21：封闭面
22：开放端
30：第一膜层
40：第二膜层
50：外观设计层

Claims (3)

1.车辆用内饰材料，其是多层结构的车辆用内饰材料，所述多层结构具备芯层、外观设计层、第一膜层以及第二膜层，所述芯层是硬质的而且在内部具有中空部，所述外观设计层设置于所述芯层的一个表面侧，所述第一膜层设置于所述芯层与所述外观设计层之间，所述第二膜层设置于所述芯层的与所述第一膜层相反一侧的表面；
其中，所述芯层具有由筒状单元邻接并呈多列配置而成的结构，所述芯层的各个所述单元在一端具有封闭面并且在另一端具有开放端，并且所述单元的所述开放端的列和所述单元的所述封闭面的列分别在所述芯层的两个表面上以隔着一列的方式配置，
所述第一膜层、所述芯层以及所述第二膜层的结构体的所述第一膜层一侧的表面的应变εa小于所述结构体的所述第二膜层一侧的表面的应变εb，
所述结构体的所述第一膜层一侧的表面的应变εa与所述结构体的所述第二膜层一侧的表面的应变εb与所述结构体的厚度h之间的关系满足式0＜εa×h/(εa+εb)＜5。
2.根据权利要求1所述的车辆用内饰材料，其中，
所述结构体的厚度h小于20mm。
3.根据权利要求1所述的车辆用内饰材料，其中，
所述第一膜层或所述第二膜层具有贯通于层的多个开孔。
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