CN113492564A - 车辆内装材料及其制造方法 - Google Patents

车辆内装材料及其制造方法 Download PDF

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Publication number
CN113492564A
CN113492564A CN202011339264.1A CN202011339264A CN113492564A CN 113492564 A CN113492564 A CN 113492564A CN 202011339264 A CN202011339264 A CN 202011339264A CN 113492564 A CN113492564 A CN 113492564A
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China
Prior art keywords
layer
vehicle interior
interior material
skin layer
decorative layer
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CN202011339264.1A
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CN113492564B (zh
Inventor
安在宪
卜明洙
金炳旭
金奎录
李濏
郑益溱
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Hyundai Motor Co
Kia Corp
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Hyundai Motor Co
Kia Motors Corp
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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Injection Moulding Of Plastics Or The Like (AREA)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
  • Laminated Bodies (AREA)

Abstract

本发明涉及一种车辆内装材料。根据本发明的一个实施例的车辆内装材料包括：表皮层，具有1.25mm至1.8mm的厚度；以及装饰层，具有2.4mm至2.75mm的厚度，并且位于所述表皮层的下表面，其中，所述表皮层和所述装饰层通过注塑一体地形成，以使所述表皮层包覆所述装饰层的侧壁。

Description

车辆内装材料及其制造方法
技术领域
本发明涉及一种车辆内装材料及其制造方法，更具体地，涉及一种通过提供通过双重注塑构成的表皮层和装饰层而具有低不良率的高光泽表面的车辆内装材料及其制造方法。
背景技术
聚碳酸酯(polycarbonate,PC)和丙烯腈-丁二烯-苯乙烯共聚物(Acrylonitrile-Butadiene-Styrene,ABS)的混合物(PC/ABS基合金树脂)可以利用聚碳酸酯(polycarbonate，以下称为PC)的耐热性和耐冲击性以及丙烯腈-丁二烯-苯乙烯(Acrylonitrile-Butadiene-Styrene，以下称为ABS)的可加工性和耐化学性，因此具有优异的加工特性和机械性能。
另外，PC/ABS基合金树脂与ABS相比具有优异的物理性能，并且与PC相比可以降低成本，因此可以用于各种用途。尤其是不含卤素的NH(Non-halogen)-PC/ABS树脂不会造成环境污染，并且对人体的危害较小，因此被广泛用于各种电子产品和汽车部件中，例如，电视外壳、监视器外壳、硬盘、打印机、笔记本电脑电池、门把手、保险杠以及仪表板等。
由于用于电子产品和汽车部件的PC/ABS合金树脂持续暴露在诸如紫外线的光源下，因此需要具有耐光性或耐候性，以防止由紫外线引起的塑料的老化。
另外，这种部件材料需要具有能够承受高温而不会变形的高耐热温度，以能够承受夏季户外炎热的阳光，需要具有低温冲击强度，以使其强度在冬季的极低的温度下不会降低，需要具有高流动指数，以使得能够利用模具进行复杂的注塑成型，并且需要具有高拉伸强度，以承受在使用期间施加的应变应力。
另外，近年来，消费者越来越喜欢对塑料进行高光泽表面处理的车辆内装材料。为了实现这种特性，需要在注塑成型品后进行表面涂装工艺。
因此，近年来，正在积极地进行在塑料表面上进行高光泽涂装的研究，然而，常规的高光泽涂装存在需要多个工艺和不良率高的问题。
现有技术文献
(专利文献0001)专利文献1：韩国公开专利公报第2005-0047821号。
发明内容
(一)要解决的技术问题
本发明是为了解决上述问题而提出的，其目的在于提供一种表皮层和装饰层被一体地双重注塑的车辆内装材料。
本发明的目的在于提供一种车辆内装材料，通过分散基于车辆内装材料的不同材料的收缩应力，使焊接线最小化，其中车辆内装材料通过双重注塑而构成。
另外，本发明的目的在于提供一种车辆内装材料，通过提供与焊接线位置相对应的方形凹部来提高耐热性能。
本发明的目的不限于上述目的，未被提及的本发明的其他目的可以通过以下说明来理解，并且可以通过本发明的实施例更清楚地知晓。另外，本发明的目的可以通过权利要求书中公开的手段及其组合来实现。
(二)技术方案
用于实现上述本发明的目的的车辆内装材料包括以下构造。本发明的一个实施例提供一种车辆内装材料，其包括：表皮层，具有1.25mm至1.8mm的厚度；以及装饰层，具有2.4mm至2.75mm的厚度，并且位于所述表皮层的下表面，其中，所述表皮层和所述装饰层通过注塑一体地形成，以使所述表皮层包覆所述装饰层的侧壁。
另外，本发明提供一种车辆内装材料，其进一步包括：方形凹部，形成在所述装饰层的与在所述表皮层中形成的焊接线相对应的位置。
另外，本发明提供一种车辆内装材料，包括：狭缝部，形成在所述装饰层的背面中的至少一部分位置上。
另外，本发明提供一种车辆内装材料，其中，所述狭缝部具有0.1mm至0.2mm的深度。
另外，本发明提供一种车辆内装材料，其中，所述表皮层由聚甲基丙烯酸甲酯、聚酰胺或其组合构成。
另外，本发明的另一实施例提供一种车辆内装材料的制造方法，其包括以下步骤：在模具中注塑表皮层；以及在所述表皮层的下表面双重注塑装饰层，其中，所述表皮层包覆所述装饰层的侧壁。
另外，本发明提供一种车辆内装材料的制造方法，其中，在注塑所述装饰层的步骤中，在所述装饰层的与在所述表皮层中产生的焊接线相对应的位置形成方形凹部。
另外，本发明提供一种车辆内装材料的制造方法，在注塑所述装饰层的步骤中，在所述装饰层的背面中的至少一部分中形成狭缝部。
另外，本发明提供一种车辆内装材料的制造方法，其中，所述狭缝部位于所述装饰层中，并且具有所述0.1mm至0.2mm的深度。
另外，本发明提供一种车辆内装材料的制造方法，其中，所述表皮层具有1.25mm至1.8mm的厚度，并且所述装饰层具有2.4mm至2.75mm的厚度。
(三)有益效果
通过上述实施例和下面将要说明的构造和结合、使用关系，本发明可以具有以下效果。
本发明具有提供耐热性能提高的车辆内装材料的效果。
此外，本发明具有提供生产成本低的车辆内装材料的效果。
此外，本发明具有提供满足耐冲击性能的车辆内装材料的效果。
附图说明
图1是本发明的一个实施例，示出车辆内装材料的截面形状。
图2是本发明的一个实施例，示出应用了车辆内装材料的控制台的结构图。
图3是本发明的一个实施例，示出车辆内装材料的落球冲击试验的结果。
图4是本发明的一个实施例，示出应用了车辆内装材料的控制台的后视图。
图5是本发明的一个实施例，示出应用了车辆内装材料的控制台的方形凹部的放大图。
图6是本发明的一个实施例，示出制造车辆内装材料的模具。
附图标记说明
10：车辆内装材料 100：表皮层
200：装饰层 210：狭缝部
220：方形凹部 300：模具
310：上模具 320：下模具
400：浇口
具体实施方式
下面，参照附图对本发明的实施例进行详细说明。本发明的实施例可以改变为各种形式，本发明的范围不应被解释为限于以下的实施例。提供本实施例是为了向本领域普通技术人员更完整地说明本发明。
另外，说明书中记载的“…部”、“…单元”、“…模块”等术语表示处理至少一个功能或操作的单位，这可以通过硬件或硬件的组合来实现。
本发明涉及一种车辆内装材料10，更具体地，本发明涉及一种表皮层100由具有耐冲击性的高光泽(high grossy)材料构成的车辆内装材料10。此外，本发明涉及一种通过双重注塑将表皮层和装饰层一体地形成，从而降低制造成本并且具有显著低的不良率的车辆内装材料10。
图1是本发明的一个实施例，示出依次注塑表皮层100和装饰层200而形成的车辆内装材料10的侧截面图。
本发明的包括表皮层100和装饰层200的车辆内装材料10包括位于车辆前面的组合仪表框板(cluster bezel)、控制台上盖和防撞垫(crash pad)中的至少一部分。
表皮层100可以由具有黑色高光泽的色调和耐刮擦性能的材料构成。在本发明的一个实施例中，表皮层100可以由包括聚甲基丙烯酸甲酯(polymethy methacrylate,PMMA)或聚酰胺(Polyamid,PA)中的至少一种材料构成。
因此，表皮层100被构造成具有黑色高光泽的色调和质感。
另外，本发明的表皮层100被构造成具有所需的脆性，而无需单独的涂层和后处理(膜处理)作业，因此注塑后可以应用于车辆。
装饰层200可以由具有高延伸率的材料的物理性质构成，并且可以使用具有低脆性的材料构成。装饰层200被构造成可以吸收从表皮层100施加的冲击，通常，装饰层200的厚度越厚耐冲击性能越优异。
根据本发明的一个实施例，具有耐冲击性能的装饰层200的材料可以由聚碳酸酯(PC)和丙烯腈-丁二烯-苯乙烯共聚物(ABS)中的至少一种组合构成。
表皮层100和装饰层200可以通过双重注塑制造方法形成，可以首先成型构成表皮层100的树脂，然后通过浇口(gate)400二次注入构成装饰层200的树脂，从而构成车辆内装材料10。
用于形成表皮层100的侧浇口400形成在与装饰层200的侧壁相邻的表皮层100的背面，并且用于形成装饰层200的浇口400位于用于形成所述表皮层100的浇口400的内侧。
表皮层100被构造成包覆装饰层200的边缘的至少一部分，因此装饰层200不会暴露于车辆的室内。更优选地，根据本发明的一个实施例，在包括被构造成换挡手柄(gearknob)穿过的孔的控制台上盖中，表皮层100可以被构造成将通孔的内周面和装饰层200的最外边缘均包覆。
如此，表皮层100可以被构造成包覆装饰层200的沿高度方向形成的整个侧壁，因此装饰层200不会暴露于车辆的内部。
图2是本发明的一个实施例，示出应用于换挡手柄所位于的控制台的车辆内装材料10的各个层。
如图所示，图2示出车辆内装材料10，其包括表皮层100和装饰层200以包覆换挡手柄穿过的孔，更优选地，表皮层100可以被制造为具有1.25mm至1.8mm的厚度，装饰层200可以被制造为具有2.4mm至2.75mm的厚度。
下表1中示出了在落球冲击试验中表皮层100没有被损坏并通过装饰层200吸收冲击的所述表皮层100的厚度和装饰层200的厚度的关系的数据。
落球冲击试验中使用的球的直径为20Pi，重量为5Kg，并且以车辆内装材料的最上表面为基准，在1m的高度上进行了自由落下试验。
表1
Figure BDA0002798118170000061
如此，在本发明的表皮层100被构造成具有1.25mm至1.8mm的厚度并且装饰层200被构造成具有2.4mm至2.75mm的厚度的情况下，没有发生由于落球而引起的冲击破裂或组装破裂。即，双重注塑时用于优化基于截面比例的耐冲击性能的表皮层100和装饰层200的厚度之比为0.45～0.75。
如上所述，本发明的装饰层的厚度被构造成大于表皮层的厚度。
图3示出了与装饰层200由丙烯腈-丁二烯-苯乙烯共聚物(ABS)形成的车辆内装材料10的冲击吸收数据相比较，根据本发明的一个实施例的当装饰层200由聚碳酸酯(PC)和丙烯腈-丁二烯-苯乙烯共聚物(ABS)构成时的车辆内装材料10的冲击吸收数据。
如图所示，对于表皮层100断裂的负荷，可知在装饰层200由聚碳酸酯(PC)和丙烯腈-丁二烯-苯乙烯共聚物(ABS)的组合构成的情况下，与装饰层200由丙烯腈-丁二烯-苯乙烯单一物理性质构成的情况相比具有更大的冲击能量吸收和最大支撑负荷。
本发明中，在装饰层200由聚碳酸酯(PC)和丙烯腈-丁二烯-苯乙烯共聚物(ABS)构成的情况下，提供了比装饰层200由丙烯腈-丁二烯-苯乙烯单一物理性质构成的装饰层200更高的耐冲击性能。
总之，对于本发明的车辆内装材料10，示出了表皮层100的厚度越薄，延伸率越高，并且装饰层200的厚度越厚，耐冲击性能越提高。更优选地，如图所示，示出了当表皮层100的厚度为1.25mm，并且装饰层200由聚碳酸酯(PC)和丙烯腈-丁二烯-苯乙烯共聚物(ABS)材料的组合构成时，耐冲击性能优异。
图4是本发明的一个实施例，示出完成注塑的装饰层200的背面，并且在图5中示出方形凹部220的放大图。
图中示出了包括狭缝部210和方形凹部220的装饰层200的背面。
如图所示，装饰层200被构造成在其背面包括狭缝部210和方形凹部220。这是为了防止由于表皮层100的材料和装饰层200的材料的差异而产生收缩率的差异，并且由于收缩率的差异而在表皮层100上形成焊接线(weld line)的构造。
在本发明的一个实施例中，表皮层100由PMMA材料构成，装饰层200由PC和ABC的复合材料构成，在不同材料之间会产生不同的残余应力和收缩应力。因此，当车辆的内部温度高于或等于预定温度时，在车辆内装材料10的表皮层100上可能形成焊接线。
因此，在装饰层200被构造成在其背面包括狭缝部210作为减小体积的结构。狭缝部210的深度和宽度可以被设置成使得装饰层200的整体收缩率减小以与表皮层100的收缩率相似。在本发明的一个实施例中，狭缝部210可以被构造成具有0.1mm至0.2mm的深度。狭缝部210的位置可以根据车辆内装材料10的形状而改变。
此外，在与表皮层100上形成的焊接线相邻的装饰层200中包括方形凹部220，所述方形凹部220可以防止以图为基准由于在上下方向上的收缩率的差异而形成的表皮层100的焊接线的产生。
更优选地，狭缝部210和方形凹部220可以一体地形成，可以根据下模具320的形状而形成在装饰层200的背面。
图6是本发明的一个实施例，示出车辆内装材料10被双重注塑的制造步骤。
作为用于执行车辆内装材料10的双重注塑的模具300包括上模具310和下模具320，并且被构造成首先在上模具310中注塑表皮层100。表皮层100通过中心浇口400或侧浇口400注入构成表皮层100的材料而形成。在本发明的一个实施例中表皮层100的材料可以由PMMA材料构成。表皮层100被构造成具有1.25mm至1.8mm的厚度，并且被设置成包覆上模具310的整个侧面。
在注入构成表皮层100的材料之后，将构成装饰层200的材料通过中心浇口400或侧浇口400注入到表皮层100和下模具320之间，在本发明的一个实施例中，装饰层200由聚碳酸酯(PC)和丙烯腈-丁二烯-苯乙烯共聚物(ABS)材料的组合构成。更优选地，装饰层200可以被构造成具有2.4mm至2.75mm的厚度。表皮层100被构造成包覆装饰层200的侧壁，使得装饰层200不暴露于最外表面。
下模具320被构造成包括沿着装饰层200的边缘或通孔所位于的内周面形成在至少一部分上的槽图案，并且装饰层200可以被构造成包括通过下模具320形成的狭缝部210。更优选地，狭缝部210可以被构造成具有0.1mm至0.2mm的深度。
此外，在装饰层200的与在表皮层100中产生的焊接线相对应的位置可以形成至少一个方形凹部220，并且可以被构造成在下模具320中包括突出部以在装饰层200的背面形成方形凹部220。更优选地，狭缝部210和方形凹部220可以被构造成具有相同的深度。
本发明的狭缝部210和方形凹部220的深度和位置可以根据形成表皮层100的焊接线的位置、表皮层100和装饰层200的收缩率之差等来设置。
以上的详细说明是用于说明本发明的。另外，上述内容示出并说明了本发明的优先实施例，本发明可以在各种其他组合、变更以及环境中使用。即，可以在本说明书中公开的发明概念的范围、与所述公开内容等同的范围和/或本领域的技术或知识的范围内进行变更或修改。所述的实施例说明了用于实现本发明的技术思想的最佳状态，在本发明的具体应用领域和用途中所需的各种修改也是可能的。因此，上述的详细说明作为公开的实施例并不旨在限制本发明。另外，所附权利要求书应被解释为包括其他实施例。

Claims (13)

1.一种车辆内装材料，包括：
表皮层；以及
装饰层，位于所述表皮层的下表面，
其中，所述表皮层和所述装饰层通过注塑一体地形成，以使所述表皮层包覆所述装饰层的侧壁，并且所述装饰层的厚度大于所述表皮层的厚度。
2.根据权利要求1所述的车辆内装材料，进一步包括：
方形凹部，形成在所述装饰层的与在所述表皮层中形成的焊接线相对应的位置。
3.根据权利要求1所述的车辆内装材料，包括：
狭缝部，形成在所述装饰层的背面中的至少一部分位置上。
4.根据权利要求3所述的车辆内装材料，其中，
所述狭缝部具有0.1mm至0.2mm的深度。
5.根据权利要求1所述的车辆内装材料，其中，
所述表皮层由聚甲基丙烯酸甲酯、聚酰胺或其组合构成。
6.根据权利要求1所述的车辆内装材料，其中，
所述表皮层具有1.25mm至1.8mm的厚度，并且所述装饰层具有2.4mm至2.75mm的厚度。
7.根据权利要求1所述的车辆内装材料，其中，
所述表皮层通过紧固到所述表皮层的背面的浇口注塑成型，所述表皮层包覆所述装饰层的侧壁。
8.一种车辆内装材料的制造方法，包括以下步骤：
在模具中注塑表皮层；以及
在所述表皮层的下表面双重注塑装饰层，
其中，所述表皮层包覆所述装饰层的侧壁。
9.根据权利要求8所述的车辆内装材料制造方法，其中，
在注塑所述装饰层的步骤中，在所述装饰层的与在所述表皮层中产生的焊接线相对应的位置形成方形凹部。
10.根据权利要求8所述的车辆内装材料的制造方法，其中，
在注塑所述装饰层的步骤中，在所述装饰层的背面中的至少一部分中形成狭缝部。
11.根据权利要求10所述的车辆内装材料的制造方法，其中，
所述狭缝部位于所述装饰层中，并且具有0.1mm至0.2mm的深度。
12.根据权利要求8所述的车辆内装材料的制造方法，其中，
所述表皮层具有1.25mm至1.8mm的厚度，并且所述装饰层具有2.4mm至2.75mm的厚度。
13.根据权利要求8所述的车辆内装材料的制造方法，其中，
在所述在模具中注塑表皮层的步骤中，通过形成在与所述装饰层的侧壁相邻的所述表皮层区域的浇口来形成所述表皮层。
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