CN116490400A - 车辆用内饰材料和座椅靠背板 - Google Patents

车辆用内饰材料和座椅靠背板 Download PDF

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Publication number
CN116490400A
CN116490400A CN202180044192.4A CN202180044192A CN116490400A CN 116490400 A CN116490400 A CN 116490400A CN 202180044192 A CN202180044192 A CN 202180044192A CN 116490400 A CN116490400 A CN 116490400A
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interior material
vehicle interior
skin layer
thickness
layer
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福井一贵
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Shouwu Furant Co ltd
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Shouwu Furant Co ltd
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    • B32B5/24—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 the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed one layer being a fibrous or filamentary layer
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    • B32B5/266—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 the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed one layer being a fibrous or filamentary layer another layer next to it also being fibrous or filamentary characterised by one fibrous or filamentary layer being a non-woven fabric layer next to one or more non-woven fabric layers
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  • Engineering & Computer Science (AREA)
  • Textile Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Ceramic Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Manufacturing & Machinery (AREA)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
  • Laminated Bodies (AREA)

Abstract

本申请中的车辆用内饰材料的一个示例为至少包含基材和表皮层的层积结构体。在将基材在水平方向的表面粗糙度的平均设为RSm(mm)、将基材在80℃的杨氏模量设为E1_80、将基材的厚度设为d1(mm)、将表皮层在80℃的杨氏模量设为E2_80(Gpa)、将厚度设为d2(mm)时，构成为满足下述式(1)和式(2)的关系。[数1][数2]

Description

车辆用内饰材料和座椅靠背板
技术领域
本申请涉及车辆用内饰材料以及使用了该材料的座椅靠背板。
背景技术
例如在专利文献1中记载了可作为车辆的座椅靠背使用的模压成型体。专利文献1的模压成型体是将表皮藉由粘接层固着于无纺布而成的，专利文献1中记载了使用天然皮革、合成皮革或织物等作为表皮。
现有技术文献
专利文献
专利文献1：日本特开2020-121551号公报
发明内容
发明所要解决的课题
在作为座椅靠背板等车辆用内饰材料使用的材料中，希望兼顾作为内饰材料的强度和外观的高级感。但是，专利文献1中所记载的模压成型体以缝制的容易性和强度的确保为目的，而并未着眼于提高外观的高级感，从这方面出发还有改善的余地。
本申请的目的在于解决上述课题，提供按照能够兼顾良好的外观和充分的强度的方式进行了改良的车辆用内饰材料和使用其形成的座椅靠背板。
用于解决课题的手段
本申请中的车辆用内饰材料的一个示例是至少包含基材和表皮层的层积结构体。在将基材在水平方向的表面粗糙度的平均设为RSm(mm)、将基材在80℃的杨氏模量设为E1_80、将基材的厚度设为d1(mm)，将表皮层在80℃的杨氏模量设为E2_80(Gpa)、将厚度设为d2(mm)时，构成为满足下述式(1)和式(2)的关系。
[数1]
[数2]
作为本申请的其他方式的座椅靠背板是使用本申请任一方式的车辆用内饰材料而形成的。
发明效果
根据本申请的车辆用内饰材料的一个示例，在能够利用基材确保充分的强度的范围内根据基材的表面粗糙度调整表皮层的厚度。因此，能够使车辆用内饰材料在确保充分的强度的同时具有良好的外观。另外，通过将使用该车辆用内饰材料形成的座椅靠背板用于车辆的座椅，能够使车辆内的空间具有高级感。
附图说明
图1是示意性示出配置在车辆内的座椅的图。
图2是示意性示出本申请的实施方式1的车辆用内饰材料的截面构成的图。
图3是示意性示出本申请的实施方式1的车辆用内饰材料的基材在水平方向的表面粗糙度的平均(mm)与表皮层的厚度(mm)的关系的图。
图4是示出本申请的实施方式1的车辆用内饰材料的凹凸的高度与基材在水平方向的表面粗糙度的平均相对于表皮层的厚度的比例的关系的图。
图5是示出基材在水平方向的表面粗糙度的平均RSm的计算方法的图。
图6示出本申请的实施方式1的车辆用内饰材料的具体样品例。
图7是示意性示出本申请的实施方式3的车辆用内饰材料的截面构成的图。
具体实施方式
以下参照附图对本申请的车辆用内饰材料的实施方式进行说明。需要说明的是，各图中，对相同或相当的部分附以相同符号，简化或省略其说明。
实施方式1.
图1是示出配置在车辆内的座椅的一例的图。本实施方式的车辆用内饰材料10例如如图1所示被用作车辆用的座椅1的座椅靠背板2的材料。座椅靠背板2位于特别是坐在后部座椅的人的面前的显眼位置，在车室内占据很大的面积。因此，通过将本实施方式的车辆用内饰材料10应用于座椅靠背板2，能够使车室空间的外观有效地具有高级感。
但是，车辆用内饰材料10也可适当地用于设置在车辆内的其他部件、特别是人手触碰的部分或人眼容易看到的部分。具体地说，车辆用内饰材料10除了用作构成座椅靠背板的材料以外，还可用作例如构成仪表板、仪表盘、门饰板、中柱饰板以及后置物板等的整体或一部分的材料。
图2是示意性示出本实施方式的车辆用内饰材料的截面构成的图。如图2所示，车辆用内饰材料10是将基材11和表皮层12贴合而成的层积结构体。
作为基材11使用按照能够确保必要的刚性的方式调整了配比的比较轻的材料，利用基材11确保车辆用的内饰部件的充分的强度。另外，基材11使用至少比表皮层12轻(密度小)的材料形成。具体地说，作为基材11的材料，例如使用纤维、压缩毡以及缝编毡等毡、或者发泡聚氨酯等发泡树脂以及树脂的中空结构体(例如蜂窝结构)等。另外，基材11可以为毡与树脂等层积而成的构成。
表皮层12例如由包含PVC(聚氯乙烯)的合成皮革构成。此处，包含PVC的合成皮革包括仅由PVC构成的合成皮革、以及以PVC作为主成分的合成皮革。以PVC作为主成分的合成皮革中例如有在PVC的表面涂布尼龙、聚氨酯等树脂而成的合成皮革等。另外，表皮层12例如可以由包含PP(聚丙烯)等其他材料的合成皮革、无纺布和织物等纤维、以及天然皮革等构成。通过使用这些材料，能够使车辆用内饰材料10的外观具有高级感。
图3是示意性示出车辆用内饰材料10的基材11在水平方向的表面粗糙度的平均RSm(mm)与表皮层12的厚度d2(mm)的关系的图。图3中，纵轴表示基材11在水平方向的表面粗糙度的平均RSm，横轴表示将表皮层12的厚度d2乘以构成表皮层12的材料在温度80的杨氏模量E2_80而得到的d2×E2_80。需要说明的是，在以下的实施方式中，也将基材11在水平方向的表面粗糙度的平均简称为“粗糙度平均”。本实施方式的车辆用内饰材料10中，对粗糙度平均RSm与表皮层12的厚度d2的关系进行调整，以使其包含在被图3的实线A和实线B夹在中间的区域中。
图3的实线A表示考虑所容许的重量而设定的粗糙度平均RSm与表皮层12的厚度d2的关系。表皮层12的厚度d2相对于基材11过厚的情况下，尽管能够确保外观的顺滑感，但作为整体的厚度增加，由车辆用内饰材料10形成的部件的重量会增加。实施方式1中，作为下限侧的界限值的实线A是考虑现有的PP的情况下的厚度和重量而确定的，车辆用内饰材料10被制成至少与PP的情况相比重量更轻的内饰材料。
图3的实线B表示实施方式1中的考虑车辆用内饰材料10的外观的粗糙度的目标而设定的粗糙度平均RSm与表皮层12的厚度d2的关系。基材11的表面的粗糙度与表皮层12的厚度均会影响在车辆用内饰材料10的外观上表现出的凹凸的大小。为了确保车辆用内饰材料10的表面的顺滑感，越为粗糙度平均RSm大的情况，越需要增大表皮层12的厚度d2。在图3的粗糙度平均RSm比实线B大的一侧，基材11的粗糙度不能被表皮层12充分隐藏，车辆用内饰材料10中，外观的凹凸明显，欠缺高级感。因此，本实施方式中的车辆用内饰材料10按照粗糙度平均RSm的比例比实线B小的方式进行设定。
图4是示出车辆用内饰材料10的表面的凹凸的高度平均Rz与下述比例的关系的图，该比例是基材11的粗糙度平均RSm与表皮层的厚度d2×80℃杨氏模量E2_80的比例。如图4所示，实施方式1中，以车辆用内饰材料10的表面的凹凸的高度平均Rz(mm)小于0.04(mm)作为目标。并且，与该目标相对应地，将粗糙度平均相对于表皮层12的厚度的比例(α2＝RSm/(d2×E2_80))的上限值设定为135。
具体地说，本实施方式的车辆用内饰材料10构成为粗糙度平均RSm(mm)与表皮层12的厚度d2(mm)满足下述式(3)的关系。由此能够使重量落入容许范围的同时充分确保表面的顺滑感。
[数3]
需要说明的是，使用表皮层12的表皮材料在80℃的杨氏模量E2_80是与热循环试验的最高温度80℃相应，这是由于，通过以表皮最柔软的状态规定厚度d2，即使在最严格的高温环境下也能够确保充分的表面顺滑感。另外，在表皮层12为中空结构体等的情况下，有时杨氏模量存在各向异性。这种情况下，使用该不同的任一方向上的杨氏模量。
另外，各式中使用的粗糙度平均RSm是基于“JIS B 0601(ISO 4287)”中规定的定义而计算出的值。图5是示出基材11的粗糙度平均RSm的计算方法的图。如图5所示，粗糙度平均RSm由下述式(4)计算出。
[数4]
粗糙度平均RSm是表示基准长度中的轮廓曲线要素的长度Xsi的平均的值。构成此处的轮廓要素的峰和谷具有最低高度和最低长度的规定，将高度或深度为最大高度的10％以下、或者长度为计算分区的长度的1％以下视作噪声，被认为是向前后延续的峰的一部分。
另外，作为现有车辆的座椅靠背板，例如已知是通过将PP(聚丙烯)进行注射成型而形成的。但是，由PP形成的部件的触感硬，表面具有粗糙感。因此，作为车辆用内饰材料多使用PP，在车辆内PP的露出部位增多时，车室空间的高级感会降低。另外，在由PP形成座椅靠背等比较大的部件的情况下，需要具有一定程度的板厚，因此其变重，但由于需要确保部件的强度以及保持形状，因此不能为了轻量化而简单地减薄PP的板厚。通常，为了兼顾由PP构成的部件的轻量化和确保强度，采取了在部件的内侧设立复数条肋材等的对策，但轻量化存在界限。
与之相对，本实施方式的车辆用内饰材料10中，基材11由能够确保强度的轻质材料构成，并且在将整体的重量抑制在容许范围的同时将基材11的表面利用与基材11的粗糙度平均RSm相应的充分厚度的表皮层12被覆。由此，车辆用内饰材料10轻量、外观良好，并且能够确保充分的强度。
图6示出本实施方式的车辆用内饰材料10的具体样品例。以下使用图6示出本实施方式的具体实施例。需要说明的是，图6中，表的最上方的行示出了作为比较例的由PP单层构成的内饰材料的值。
实施例1.
样品1是使用粗糙度平均RSm＝0.62(mm)的毡作为基材11、使用厚度d2＝2.5(mm)的PP作为表皮层12的车辆用内饰材料10。表皮层12的杨氏模量E2_80为1520(MPa)。样品1的α1＝RSm/(E2_80×d2)为0.163，样品1是满足式(3)的车辆用内饰材料10。
实施例2.
样品2是使用粗糙度平均RSm＝0.905(mm)的毡作为基材11、使用厚度d2＝1.22(mm)的PVC作为表皮层12的车辆用内饰材料10。表皮层12的杨氏模量E2_80为6.3(MPa)。样品2的α1＝RSm/(E2_80×d2)为124.2，样品2是满足式(3)的关系的车辆用内饰材料10。
实施例3.
样品3是使用粗糙度平均RSm＝0.62(mm)的毡作为基材11、使用厚度d2＝0.42(mm)的纤维作为表皮层12的车辆用内饰材料10。表皮层12的杨氏模量E2_80为107.5(MPa)。样品3的α1＝RSm/(E2_80×d2)为13.73，样品3是满足式(3)的关系的车辆用内饰材料10。
实施例4.
样品5是使用粗糙度平均RSm＝1.15(mm)的发泡聚氨酯作为基材11、使用厚度d2＝1.22(mm)的PVC作为表皮层12的车辆用内饰材料10。表皮层12的杨氏模量E2_80为6.3(MPa)。样品5的α1＝RSm/(E2_80×d2)为121.2，样品5是满足式(3)的关系的车辆用内饰材料10。
需要说明的是，样品4是使用粗糙度平均RSm＝1.22(mm)的毡作为基材11、使用厚度d2＝1.11(mm)的PVC作为表皮层12的车辆用内饰材料10。表皮层12的杨氏模量E2_80为7.6(MPa)。样品4的α1＝RSm/(E2_80×d2)为160，样品4不满足式(3)的关系，不属于本实施方式的车辆用内饰材料10。
实施方式2.
实施方式2的车辆用内饰材料10与实施方式1的车辆用内饰材料10同样地为厚度d1的基材11与厚度d2的表皮层12层积而成的层积结构体。实施方式1中规定了表皮层12的厚度d2与基材11的粗糙度平均RSm的关系，与之相对，实施方式2的车辆用内饰材料10中规定了整体的厚度(d1和d2)与基材11的粗糙度平均RSm的关系。
具体地说，实施方式2的车辆用内饰材料10中，按照下述式(5)来规定基材11的粗糙度平均RSm与各层的厚度(d1和d2)的关系。
[数5]
车辆用内饰材料10的基材11和表皮层12是必须构成要素，因此厚度d1和d2是至少大于0的值。另外，E1_80和E2_80分别为基材11和表皮层12在80℃的杨氏模量。在实施方式1中也进行了说明，在基材11或表皮层12为中空结构体等的情况下，有时杨氏模量会存在各向异性。这种情况下，使用该不同的任一方向上的杨氏模量。
需要说明的是，实施方式2的车辆用内饰材料10中，除了基材11与表皮层12满足上述式(5)的关系这一点以外，与实施方式1是相同的，因此实施方式1中说明的各层的构成材料及使用用途等的说明也可直接应用于实施方式2的车辆用内饰材料10。在按照式(5)来规定基材11与表皮层12的关系的情况下，也与实施方式1的情况同样地能够得到外观良好且轻量的车辆用内饰材料10。
实施方式3.
图7是示意性示出实施方式3的车辆用内饰材料30的构成的图。如图7所示，车辆用内饰材料30在基材11与表皮层12之间具有中间层13。中间层13是为了基材11与表皮层12的粘接、车辆用内饰材料10的增强而配置的。作为中间层13，使用无纺布、纤维、PP等。
将表皮层12的厚度设为d2、将n层(n为1以上的自然数)的中间层13厚度分别设为dMn(mm)、将表皮层12在80℃的杨氏模量设为E2_80、将n层中间层13在80℃的杨氏模量设为EMn_80(Gpa)时，实施方式3的车辆用内饰材料30构成为基材11的粗糙度平均RSm与中间层13的厚度d2和表皮层12的厚度d2满足下述式(6)的关系。
[数6]
需要说明的是，与基材11和表皮层12的情况同样地，中间层13为中空结构体等且其杨氏模量存在各向异性的情况下，使用该不同的任一方向上的杨氏模量作为dMi_80。
使车辆用内饰材料30为具有中间层13的构成的情况下，通过成为如上述式(6)所示考虑了中间层13的厚度d3和表皮层12的厚度d2的构成，能够与实施方式1和2同样地得到外观良好、轻量且高强度的车辆用内饰材料30。
需要说明的是，车辆用内饰材料30也可以构成为不包含中间层13的厚度d3、基材11的粗糙度平均RSm与表皮层12的厚度d2满足式(3)的关系。通过成为满足式(3)的关系的构成，能够使车辆用内饰材料30与实施方式1的情况同样地成为外观良好且轻量、高强度的材料。
或者，车辆用内饰材料30可以考虑n层中间层13的厚度dMn、表皮层12的厚度d2以及基材11的厚度d1的全部厚度，按照各厚度与粗糙度平均RSm满足下述式(7)的关系的方式进行调整。
[数7]
其他实施方式
此处，在车辆用内饰材料10由基材11和表皮层12这2层构成的情况下，将基材11的厚度设为d1、将表皮层12的厚度设为d2，α1、α2与上述式(3)和(5)相对应地为下述式(8)和(9)所示的值。
[数8]
[数9]
实施方式1中，对于α1满足式(3)的关系(0.15<α<135)的情况进行了说明，实施方式2中，对于α2满足式(5)的关系(0.15<β<135)的情况进行了说明。但是，车辆用内饰材料10按照至少满足0.15<α1且α2<135的关系的方式调整基材11和表皮层12的关系即可。
另外，车辆用内饰材料10更优选可以按照满足0.15<α2且α1<135的关系的方式来调整基材11和表皮层12。由于α1>α2，因此通过使0.15<α2且α1<135，0.15<α2<α1<135的关系成立。因此，能够得到满足实施方式1的式(3)和实施方式2的式(5)这两者的关系、外观更为良好的车辆用内饰材料10。
另外，车辆用内饰材料30由基材11、表皮层12和n层中间层13这3层以上构成的情况下，将基材11的厚度设为d1、将表皮层12的厚度设为d2、将中间层13的厚度设为dMn，与上述式(3)相对应地按照上述式(8)来定义α1，与实施方式3中说明的式(6)、式(7)相对应地使α3、α4分别为下述式(10)、式(11)所示的值。
[数10]
[数11]
实施方式3的式(6)中，对于按照满足0.15<α3<135的关系的方式调整基材的粗糙度RSm与表皮层12和中间层13的厚度的情况进行了说明。但是，车辆用内饰材料30按照至少满足0.15<α1且α4<135的关系的方式调整各层11～13即可。
另外，车辆用内饰材料30例如可以按照满足0.15<α1且α3<135的关系的方式进行调整，也可以按照满足0.15<α3且α4<135的关系的方式进行调整。
更优选可以按照0.15<α4且α1<135的关系的方式调整各层11～13。由于α1>α3>α4，因此通过为0.15<α4且α1<135，0.15<α4<α3<α1<135的关系成立，能够得到满足实施方式(3)的式(6)和式(7)这两者、外观更为良好的车辆用内饰材料30。
需要说明的是，上述实施方式中，在提及各要素的个数、数量、量、范围等的数值的情况下，除了特别明示的情况或在原理上明确地确定为该数值的情况以外，本发明并不限定于该提及的数值。另外，关于本实施方式中所说明的结构等，除了特别明示的情况或在原理上明确地确定于此的情况以外，在本发明中不一定是必须的。
符号说明
1 座椅
2 座椅靠背板
10、30 车辆用内饰材料
11 基材
12 表皮层
13 中间层

Claims (10)

1.一种车辆用内饰材料，其是至少包含基材和表皮层的层积结构体，其特征在于，
在将所述基材在水平方向的表面粗糙度的平均设为RSm(mm)、将所述基材在80℃的杨氏模量设为E1_80(Gpa)、将所述基材的厚度设为d1(mm)，
将所述表皮层在80℃的杨氏模量设为E2_80(Gpa)、将所述表皮层的厚度设为d2(mm)时，
构成为满足下述式(1)和式(2)的关系，
[数1]
[数2]
2.如权利要求1所述的车辆用内饰材料，其特征在于，所述车辆用内饰材料构成为进一步满足下述式(3)的关系，
[数3]
3.一种车辆用内饰材料，其是至少包含基材和表皮层的层积结构体，其特征在于，
在将所述基材在水平方向的表面粗糙度的平均设为RSm(mm)，
将所述表皮层在80℃的杨氏模量设为E2_80(Gpa)、将所述表皮层的厚度设为d2(mm)时，
构成为满足下述式(4)的关系，
[数4]
4.如权利要求1～3中任一项所述的车辆用内饰材料，其特征在于，所述基材由纤维、毡、发泡树脂或树脂的中空结构体形成。
5.如权利要求1～4中任一项所述的车辆用内饰材料，其特征在于，所述表皮层由合成皮革、无纺布、织物或天然皮革形成。
6.如权利要求1～5中任一项所述的车辆用内饰材料，其特征在于，在所述表皮层与所述基材之间进一步具备单层或复层的中间层。
7.如权利要求6所述的车辆用内饰材料，其中，所述中间层由单层或复数层构成，所述中间层包含由无纺布、树脂片、纤维以及聚丙烯中的任一者形成的层。
8.如权利要求6或7所述的车辆用内饰材料，其特征在于，
所述中间层为n层的情况下，
在将所述中间层在80℃的杨氏模量设为EMn_80(Gpa)、将厚度设为dMn(mm)时，构成为满足下述式(5)的关系，
[数5]
9.如权利要求6或7所述的车辆用内饰材料，其特征在于，
所述中间层为n层的情况下，
在将所述中间层在80℃的杨氏模量设为EMn_80(Gpa)、将厚度设为dMn(mm)时，构成为满足下述式(6)的关系，
[数6]
10.一种座椅靠背板，其使用权利要求1～9中任一项所述的车辆用内饰材料形成。
CN202180044192.4A 2020-12-22 2021-12-13 车辆用内饰材料和座椅靠背板 Pending CN116490400A (zh)

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