JP2009113371A - Expanded laminated sheet for automotive interior trim and automotive interior trim - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an expanded laminated sheet for automotive interior trim which uses an expanded laminated sheet made of a modified polyphenylene ether-based resin as a base resin, with such advantages as being glass-free and very lightweight, and low manufacturing cost, best-suitability for environments, ideal design property and molding stretchability, and an automotive interior trim. <P>SOLUTION: This expanded laminated sheet has a non-expanded layer consisting of a thermoplastic resin, laminated on both surfaces of an expanded layer made of a modified polyphenylene ether-based resin as a base resin, and a nonwoven fabric layer laminated on an out-of-door side non-expanded layer. In addition, the nonwoven fabric layer is formed of a core/case structural fiber composed of a polyethylene terephthalate for the core and the thermoplastic resin with a lower melting point than the core. for the case. Besides, the nonwoven fabric layer is characteristic in that the tensile strength at normal temperatures is not less than 70N/50 mm, the elongation in tension is not less than 40%, and the tensile strength is not less than 20N/50 mm when stretching 30% at 120°C. The automotive interior trim is obtained by molding the expanded laminated sheet. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a foamed laminated sheet for automobile interior materials and automobile interior materials.

  Conventionally, as an automobile interior material such as an automobile ceiling material, a sheet obtained by laminating glass fibers on urethane foam or a laminated sheet obtained by mixing or laminating glass fibers on polypropylene resin has been widely used. These automobile interior materials are characterized by excellent moldability and heat resistance.

  However, since the automobile interior material as described above uses glass fiber as a constituent material, there is a problem in environmental compatibility (that is, recyclability, particularly thermal recyclability).

Furthermore, since composite materials containing these glass fibers use glass fibers, there is a limit to weight reduction and environmental compatibility in terms of environmental burden due to an increase in the amount of CO ₂ due to an increase in fuel efficiency of automobiles. It was inferior to.

  In order to solve such problems, a lightweight and heat-resistant modified polyphenylene ether resin (hereinafter referred to as “modified PPE resin”) foamed laminate in which a modified PPE resin non-foamed layer is laminated on both sides of a foamed layer. A foam laminated sheet for automobile interiors using a sheet has been proposed (Patent Document 1). The foamed laminated sheet for automobile interior materials using this modified PPE resin is not only excellent in heat resistance and light weight, but also composed of glass-free material, so it has excellent recyclability and environmental compatibility. It is a material.

  On the other hand, when a foamed laminated sheet for automobile interior materials using a modified PPE resin is used, for example, when obtaining a molded product having a relatively low degree of molding extension (deep drawability) such as an automobile ceiling material, Although no major problems occur, for example, when molding automotive interior materials having a deep drawing shape such as luggage side and deck side that are components of an automobile trunk room, the foamed laminated sheet is contact cooled by a molding die, There has been a problem that it cannot be stretched.

  Therefore, in order to solve this problem, it is possible to prevent the foamed laminated sheet from being cooled by contact with the mold by previously laminating urethane foam or a needle punched nonwoven fabric with bulk density on the anti-design surface side surface of the foamed laminated sheet. is doing.

  However, since this method is complicated and causes an increase in material cost and manufacturing cost, the appearance of alternative methods has been expected.

  On the other hand, when molding automobile interior materials such as luggage side and deck side which are components of automobile trunk rooms, the foam laminated sheet for automobile interior materials and the skin material are integrated and heat-molded (hereinafter referred to as “skin integral” When the “molding” is taken, heating of the skin material causes the raising of the skin material to be lowered (sagging), resulting in poor appearance due to a decrease in the texture of the skin.

  Therefore, when molding interior materials such as luggage side and deck side, in order not to impair the appearance of the skin material, only the foam laminate sheet for automobile interior materials is heated and softened, and the skin material at room temperature at the mold forming part Many molding methods (hereinafter referred to as “skin simultaneous molding”) are employed. According to this method, since the skin material is not subjected to a heat history due to heating, the skin material is not lowered, and a molded product having a good appearance can be obtained.

However, at the time of molding, a normal temperature skin material that does not receive a heating history and the heat-softened foamed laminated sheet for automotive interior material come into contact with each other, and the foamed laminated sheet for automotive interior material is cooled, so that the automotive interior material is cooled. Intrinsic strain is generated in the non-foamed layer of the foamed laminated sheet for use, and the initial shape of the molded product is poor due to the stress caused by the elastic return of the skin material molded at room temperature (spring back). This causes a problem that a molded product having a good shape cannot be obtained.
Japanese Utility Model Publication No. 4-11162

  An object of the present invention is an automobile having a glass-free, extremely light weight, suitable design, deep drawing processability and excellent dimensional stability using a foamed laminated sheet based on a modified PPE resin. It is to provide a foamed laminated sheet for an interior material and an automobile interior material.

  As a thermoplastic resin, the inventor of the present invention uses a heat-resistant resin, in particular, a mixed resin of a polyphenylene ether resin (hereinafter referred to as “PPE resin”) and a polystyrene resin (hereinafter referred to as “PS resin”). A thermoplastic resin foam laminated sheet obtained by laminating a non-foamed layer made of a modified PPE resin or a heat-resistant PS resin on both sides of a foam layer obtained by extrusion foam molding of a modified PPE resin that is It consists of a core-sheath structure fiber that forms polyethylene terephthalate in the core part on the non-foamed layer surface on the outdoor side and a thermoplastic resin having a lower melting point than the core part in the sheath part, and has a tensile strength of 70 N / 50 mm or more By laminating a nonwoven fabric layer having an elongation of 40% or more, a tensile strength at 120 ° C. and 30% elongation of 20 N / 50 mm or more, a deep drawing shape is required, and the appearance of the skin material In molding of interior materials that need to be retained, it is glass-free with suitable molding stretchability, extremely lightweight and excellent in dimensional stability, and also has environmental compatibility while maintaining the appearance of the skin material. The inventors have found that a foamed laminated sheet for automobile interior materials and an automobile interior material can be obtained, and have completed the present invention.

That is, the present invention
[1] A non-foamed layer using a thermoplastic resin as a base resin is laminated on both sides of a foamed layer using a modified polyphenylene ether resin as a base resin, and a non-woven fabric layer is laminated on the surface of the outdoor non-foamed layer It is a foamed laminated sheet for automobile interior materials,
The nonwoven fabric layer is made of a core-sheath structure fiber composed of a thermoplastic resin having a core part made of polyethylene terephthalate and a sheath part having a lower melting point than the core part, and has a tensile strength of 70 N / 50 mm or more at normal temperature and a tensile elongation. Is a foamed laminated sheet for automobile interior materials, wherein the tensile strength at 30% elongation at 120 ° C. is 20 N / 50 mm or more,
[2] The foam laminated sheet for automobile interior materials according to [1], wherein the nonwoven fabric layer made of the core-sheath structure fiber is a spunbonded nonwoven fabric having a basis weight of 40 to 100 g / m ² .
[3] The foamed laminated sheet for automobile interior materials according to [1] or [2], wherein the thermoplastic resin constituting the sheath part of the nonwoven fabric layer comprising the core-sheath structure fiber is a polyethylene resin,
[4] The modified polyphenylene ether resin that is the base resin of the foam layer is a mixed resin composed of 25 to 70% by weight of polyphenylene ether resin and 75 to 30% by weight of polystyrene resin. [1] to [3] Foam laminated sheet for automobile interior materials according to any one of
[5] The foamed laminated sheet for automobile interior materials according to any one of [1] to [4], wherein the base resin of the non-foamed layer is a modified polyphenylene ether resin or a heat-resistant polystyrene resin, and [6] A skin material is laminated | stacked through the adhesive bond layer with respect to the indoor non-foamed layer surface of the foaming laminated sheet for automotive interior materials in any one of [1]-[5], and the skin material is used as a design layer on the indoor side. It is related with the automotive interior material formed by arrange | positioning.

  The present invention is a thermoplastic resin foam laminated sheet in which a non-foamed layer made of a thermoplastic resin is laminated on both sides of a foamed sheet obtained by extrusion foam molding of a thermoplastic resin, the outdoor non-foamed layer, It consists of a core-sheath structure fiber that forms polyethylene terephthalate in the core part and a thermoplastic resin having a lower melting point than the core part in the sheath part, and has a tensile strength at room temperature of 70 N / 50 mm or more and a tensile elongation of 40% or more. Yes, by laminating a non-woven fabric layer with a tensile strength of 20 N / 50 mm or more at 120 ° C. and 30% elongation, it is excellent in deep drawability in simultaneous skin molding, and suitable design properties such as the texture and color of the skin material And a foam laminated sheet for automobile interior materials excellent in dimensional stability, and an automobile interior material formed by molding the same.

  Furthermore, the foam laminated sheet for automobile interior materials is a glass-free and extremely light weight made of all plastic materials, has excellent environmental compatibility, and can reduce manufacturing costs. It is industrially advantageous in satisfying the above.

  The present invention relates to a thermoplastic resin in which a non-foamed layer made of a thermoplastic resin is laminated on both sides of a foamed layer obtained by extrusion foam molding of a thermoplastic resin, and a non-woven fabric layer is laminated on the outdoor non-foamed layer A foamed laminated sheet comprising a non-woven fabric layer, a core-sheath structure fiber that forms polyethylene terephthalate in the core, and a thermoplastic resin having a melting point lower than that of the core in the sheath, and has a tensile strength at room temperature of 70 N / 50 mm. By forming a nonwoven fabric layer having a tensile elongation of 40% or more and a tensile strength at 30% elongation at 120 ° C. of 20 N / 50 mm or more, the luggage side and deck side of the automobile trunk room interior member The present invention relates to a foam laminated sheet for automobile interior materials having molding stretchability corresponding to such a deep-drawn shape, suitable designability and dimensional stability, and an automotive interior material formed by molding the same.

  The foamed laminated sheet for automobile interior materials and the automobile interior material of the present invention will be described with reference to the drawings, but are not limited thereto.

  FIG. 1 shows a cross-sectional configuration of a foamed laminated sheet for automobile interior materials or an automobile interior material according to an embodiment of the present invention. In FIG. 1, as foam laminated sheets 30 for automobile interior materials, non-foamed layers 11 and 13 having a thermoplastic resin as a base resin are formed on both sides of a foamed layer 10 which is an extruded foam sheet having a thermoplastic resin as a base resin. (Indoor-side non-foamed layer 11 and outdoor-side non-foamed layer 13) are formed, and the nonwoven fabric layer 20 is laminated on the surface of the outdoor-side non-foamed layer 13 with the adhesive layer 16 interposed therebetween. A skin adhesive layer 18 is laminated on the surface.

  Examples of the thermoplastic resin used as the base resin of the foamed layer 10 which is an extruded foam sheet in the present invention include a styrene-acrylic acid copolymer, a styrene-maleic anhydride copolymer, and a styrene-itaconic acid copolymer. Heat-resistant polystyrene resin such as coalescence; modified PPE resin such as a resin mixture of PPE resin and PS resin, styrene / phenylene ether copolymer such as styrene graft polymer to PPE; polycarbonate resin; Examples thereof include polyester resins exemplified by butylene terephthalate and polyethylene terephthalate. These resins can be used alone or in combination of two or more. Among these, a modified PPE resin is preferable in that it has excellent quality such as heat resistance and rigidity, and is easy to process and manufacture.

  The modified PPE resin in the present invention is modified by mixing a PPE resin and a PS resin, and refers to a mixed resin of a PPE resin and a PS resin. Modification by mixing a PPE resin and a PS resin is preferable from the viewpoint of easy production.

  Specific examples of the PPE resin in the modified PPE resin include, for example, poly (2,6-dimethylphenylene-1,4-ether), poly (2-methyl-6-ethylphenylene-1,4-ether). , Poly (2,6-diethylphenylene-1,4-ether), poly (2-methyl-6-n-propylphenylene-1,4-ether), poly (2-methyl-6-n-butylphenylene) 1,4-ether), poly (2-methyl-6-chlorophenylene-1,4-ether), poly (2-methyl-6-bromophenylene-1,4-ether), poly (2-ethyl-6) -Chlorophenylene-1,4-ether). These may be used alone or in combination of two or more.

  Of these, poly (2,6-dimethylphenylene-1,4-ether) is preferable from the viewpoint of versatility and cost of raw materials. In addition, when it is desired to impart flame retardancy, poly (2-methyl-6-chlorophenylene-1,4-ether) or poly (2-methyl-6-bromophenylene-1,4) containing a halogen element. -Ether) and poly (2-ethyl-6-chlorophenylene-1,4-ether) are preferred.

  Specific examples of the PS resin in the modified PPE resin include polystyrene, a styrene-α-methylstyrene copolymer, and a styrene-butadiene copolymer represented by high impact polystyrene. Among these, polystyrene is preferable from the viewpoints of versatility and cost.

  In the present invention, when a modified PPE resin is used as the base resin used for the foam layer 10 that is a foam sheet, the ratio of the PPE resin and the PS resin in the mixed resin that is the modified PPE resin is as follows. The PPE resin is preferably 25 to 70% by weight and the PS resin 30 to 75% by weight, more preferably 30 to 60% by weight and the PS resin 40 to 70% by weight. When the mixing ratio of the PPE resin is less than 25% by weight, the heat resistance tends to be inferior, and when it exceeds 70% by weight, the viscosity at the time of heating flow increases, and foam molding may be difficult.

  The foam layer 10 which is a foam sheet in the present invention is preferably obtained by extrusion foam molding using a hydrocarbon-based foaming agent as a foaming agent.

  The hydrocarbon-based foaming agent used when obtaining the foamed layer 10 which is a foamed sheet is preferably a volatile foaming agent, and specific examples include ethane, propane, butane, pentane and the like. Especially, the hydrocarbon type foaming agent whose Kauri butanol value (KB value) which shows the solubility of a foaming agent is 20-50 is preferable. In addition, it is also possible to use those having the above range by appropriately mixing two or more types having a KB value higher and lower than this range.

  In the present invention, among the specific examples of the foaming agent, the moderate solubility of the foaming agent and the dissipative property of the foaming agent are small, and the change in foamability with the aging of the foamed layer is small. Alternatively, a mixture of isobutane and normal butane having a high ratio of isobutane is preferable. When the blowing agent is a mixture of isobutane and normal butane, the isobutane content in the mixture is preferably 50% by weight or more. When the isobutane content is less than 50% by weight, the dissipating property of the foaming agent is large, and the change in foaming property with the aging of the foamed layer tends to be large.

  The amount of the hydrocarbon-based foaming agent added at the time of extrusion foaming in the present invention is preferably 2.0 to 5.0 parts by weight, and 2.5 to 4.5 parts by weight with respect to 100 parts by weight of the thermoplastic resin. More preferably, it is a part. When the addition amount of the hydrocarbon-based foaming agent is less than 2.0 parts by weight, the secondary foaming ratio at the time of molding heating may be too low, and there is a tendency to have an adverse effect on obtaining good moldability. If it exceeds 0.0 part by weight, extrusion foaming becomes unstable, and the surface of the foamed sheet tends to be rough.

  In the present invention, the thickness of the foamed layer 10 (primary foamed layer) which is a foamed sheet using a thermoplastic resin as a base resin is preferably 1.0 to 5.0 mm, and preferably 1.5 to 3.5 mm. Is more preferable. If the thickness of the foamed layer 10 (primary foamed layer), which is a foamed sheet, is less than 1.0 mm, the strength and heat insulating properties are inferior and may not be suitable as a foamed laminated sheet for automobile interior materials. On the other hand, when the thickness exceeds 5.0 mm, the foamed layer 10 (primary foamed layer) is further foamed (secondary foamed) during heating during molding, but it is difficult to transmit to the center of the foamed layer 10 in the thickness direction. Sufficient heating cannot be performed, and moldability tends to decrease. In addition, if the heating time is increased to perform sufficient heating, bubbles on the surface of the foamed layer are generated, which tends to make it difficult to obtain an acceptable product.

  In the present invention, the expansion ratio of the foam layer 10 (primary foam layer), which is a foam sheet, is preferably 3 to 20 times, and more preferably 5 to 15 times. If the foaming ratio of the foamed layer 10 (primary foamed layer) is lower than 3 times, the flexibility is inferior, damage due to bending or the like tends to occur, and the effect of reducing the weight tends to be reduced. When the foaming ratio of the foamed layer 10 (primary foamed layer) exceeds 20 times, the strength is lowered and the moldability tends to be lowered due to difficulty in heating to the center.

  In the present invention, the closed cell ratio of the primary foam layer forming the foam layer (10), which is a foam sheet, is preferably 70% or more, and more preferably 80% or more. If the closed cell ratio is less than 70%, the heat insulation and rigidity are inferior, and it becomes difficult to obtain the desired secondary foaming ratio by molding heating, and the moldability tends to be inferior.

  In the present invention, the cell diameter of the foamed layer 10 (primary foamed layer) which is a foamed sheet is preferably 0.05 to 0.9 mm, and more preferably 0.1 to 0.7 mm. If the cell diameter is smaller than 0.05 mm, sufficient strength tends to be difficult to obtain, and if it exceeds 0.9 mm, the heat insulation tends to be poor.

In the present invention, the basis weight of a foam sheet foamed layer 10 (primary foamed layer) is preferably ^{100~300g / m 2, 120~200g / m} 2 is more preferable. When the basis weight is lower than 100 g / m ² , the rigidity as the interior base material tends to be insufficient, and when the basis weight exceeds 300 g / m ² , the effect of lightness tends to decrease due to an increase in weight.

  In the present invention, the amount of residual volatile components in the foamed layer 10 (primary foamed layer), which is a foamed sheet, is preferably 1.0 to 5.0% by weight with respect to the total weight of the foamed layer 10, and 2.0 to 4.0 weight% is more preferable. If the amount of residual volatile components is less than 1.0% by weight, the secondary foaming ratio may be too low, and this tends to affect obtaining good moldability. Moreover, when the amount of residual volatile components exceeds 5.0 weight%, there exists a tendency for an air pocket to generate | occur | produce between adhesive layers or for the dimensional stability with time to fall. The amount of residual volatile components in the foamed layer 10 may be measured by gas chromatography, but usually the temperature range above the temperature at which the heat-resistant resin begins to soften the test piece of the foamed layer 10 and below the decomposition temperature. It can be measured by the difference in weight before and after heating to sufficiently volatilize volatile components by heating.

  In general, in the foamed layer 10 (primary foamed layer) that is a foamed sheet, a cell that has been flattened and stretched during extrusion foam molding changes its shape in a direction that eliminates the flatness ratio during molding heating, Heat shrinkage is developed. The heat shrinkage results in heat-resistant deformation of the automobile interior material.

  In the present invention, “heat-resistant deformation” means that when a vehicle interior material is subjected to a heat test, a dimensional change of the vehicle interior material occurs due to shape deformation caused by heat shrinkage of the foamed cell before and after heating.

  In the present invention, in order to suppress changes in shape such as heat-resistant deformation, the cell shape of the foamed layer 10 (primary foamed layer) can be increased by increasing the cell density of the double-sided surface layer portion of the foamed layer at the time of forming the extruded foamed sheet By forming both surfaces as a hard skin layer by cooling uniformly, the amount of heat shrinkage can be suppressed by stiffening the surface layer portion of the foam layer.

  Furthermore, the amount of heat shrinkage can be reduced by making the change in the cell internal pressure of the foamed layer 10 as small as possible. For example, the change in the cell internal pressure can be made as small as possible by securing a curing time of 30 days or more after the foaming layer 10 is extruded and foamed until the non-foamed layers 11 and 13 are laminated.

  Furthermore, the amount of heat-resistant deformation due to heat shrinkage is controlled by controlling the heating temperature at the time of secondary heat molding to a range of 130 to 155 ° C., and molding the cells so as not to give distortion to the cells of the foamed layer 10 at the time of heat molding. Even if the non-foamed layer 11 or 13 is not laminated, it can be reduced.

  The base resin of the foamed layer 10 which is a foamed sheet used in the present invention includes, as necessary, a cell conditioner, an impact resistance improver, a lubricant, an antioxidant, an antistatic agent, a pigment, a stabilizer, An odor reducing agent, talc or the like may be added.

  In the present invention, specific examples of the thermoplastic resin used for the non-foamed layer 11 or 13 include, for example, PS resins, heat-resistant PS resins, modified PPE resins, polyethylene terephthalate (PET) resins, polyamides ( Nylon) -based resins, and the like, and these can be used alone or in combination of two or more. Among these, a modified PPE resin and a heat-resistant PS resin are preferably used from the viewpoint of adhesiveness with the foamed layer 10.

  In the present invention, when a modified PPE resin is used as the thermoplastic resin used for the non-foamed layer 11 or 13, the modified PPE resin is a PPE resin and a PS resin, as in the case of the foamed layer 10 described above. Is modified by mixing and refers to a mixed resin of a PPE resin and a PS resin. Modification by mixing a PPE resin and a PS resin is preferable from the viewpoint of easy production.

  Specific examples and preferred examples of PPE resins and PS resins in the non-foamed layer, the reasons for using them, and the like are the same as those described for the foamed layer 10. However, as a preferable specific example of the PS resin, a styrene-butadiene copolymer represented by high impact polystyrene (HIPS) is preferable because the impact resistance improving effect of the non-foamed layer 11 or 13 is large.

  In the present invention, when a modified PPE resin is used as the thermoplastic resin used in the non-foamed layer 11 or 13, the ratio of the PPE resin to the PS resin in the mixed resin that is the modified PPE resin is PPE. It is preferably 5 to 70% by weight of resin and 30 to 95% by weight of PS resin, more preferably 7 to 50% by weight of PPE resin and 50 to 93% by weight of PS resin. When the mixing ratio of the PPE resin is less than 5% by weight, the heat resistance tends to be inferior, and when it exceeds 70% by weight, the viscosity at the time of heat flow increases, and the extrusion molding of the non-foamed layer may be difficult. .

  In the present invention, when a heat-resistant PS resin is used as the thermoplastic resin used in the non-foamed layer 11 or 13, the heat-resistant PS resin used may be styrene or a derivative thereof, and other materials having an effect of improving heat resistance. It is a copolymer with the monomer. Examples of monomers having an effect of improving heat resistance and copolymerizable with styrene or derivatives thereof include unsaturated carboxylic acids such as maleic acid, fumaric acid, acrylic acid, methacrylic acid, and itaconic acid or derivatives thereof. And acid anhydrides thereof; nitrile compounds such as acrylonitrile and methacrylonitrile or derivatives thereof. These may be used alone or in combination of two or more.

  In addition, when polymerizing styrene or a styrene derivative, a polymer obtained by adding synthetic rubber or rubber latex, an unsaturated carboxylic acid such as maleic acid, fumaric acid, acrylic acid, methacrylic acid, itaconic acid or the like Derivatives and acid anhydrides thereof, and copolymers with nitrile compounds such as acrylonitrile and methacrylonitrile may also be used. Among these, styrene-maleic anhydride copolymer, styrene-acrylic acid copolymer, styrene-methacrylic acid copolymer, acrylonitrile-butadiene-styrene copolymer, its heat resistance improving effect, general purpose From the viewpoint of property and cost. The heat-resistant PS resin may be used alone or in combination of two or more.

  In the present invention, the heat-resistant PS resin may be blended with other thermoplastic resins. Examples of the thermoplastic resin to be blended include polystyrene, HIPS, polycarbonate, polyester, polyamide, and copolymers thereof. Etc. Among these, HIPS is preferable from the viewpoints of versatility, uniform dispersion, a large effect of improving the impact resistance of the non-foamed layer, and cost. A known HIPS can be used, and the content of the rubber component is usually 1 to 15% by weight.

Basis weight of the non-foamed layer 11 and 13 in the present invention is preferably ^{50~300g / m 2, 75~200g / m} 2 is more preferable. If the basis weight of the non-foamed layer is less than 50 g / m ^2, the strength, stiffness, tend to heat resistance is decreased, is higher than 300 g / m ² is a tendency that moldability of the foamed laminate sheet is poor is there.

  In the present invention, when a non-foamed layer is formed, an impact resistance improver, a filler, a lubricant, an antioxidant, an antistatic agent, a pigment, a stabilizer, an odor reducing agent, etc. are used alone as necessary. Or you may add in combination of 2 or more types.

  The impact resistance improver is obtained by laminating non-foamed layers 11 and 13 on the foamed layer 10 and punching processing when a laminated sheet obtained by secondarily foaming at the time of heat molding is formed as an automobile interior material, or a laminated sheet or molded body. This is effective for preventing cracking of the non-foamed layers 11 and 13 during transportation. The impact resistance improver in the present invention can be used without particular limitation as long as the effect is improved by mixing with the base resin. The impact resistance improver may be a component capable of exhibiting the impact resistance improving effect introduced into the thermoplastic resin by modification by polymerization. For example, a mixture containing an impact resistance improving component such as HIPS is mixed. Even when used for a non-foamed layer, impact resistance can be imparted to the non-foamed layer 11 or 13.

  In the present invention, the nonwoven fabric layer 20 is laminated on the outdoor non-foamed layer 13 of the laminated foam sheet for automobile interior materials, thereby preventing cooling due to contact with the mold in the molding process of the laminated foam sheet. The processing distortion of the molded product using this sheet can be reduced.

  As the nonwoven fabric layer 20 in this invention, the nonwoven fabric comprised with a fiber raw material can be used.

  As the raw material fiber of the nonwoven fabric in the present invention, in order to maintain the dimensional stability of the automobile interior material while maintaining the molding stretchability following the deep drawing shape, the core is made of polyester and the sheath is made more than the core. A fiber having a core-sheath structure that is a thermoplastic resin having a low melting point can be used.

  Examples of the resin component constituting the core include those containing a polyester-based resin such as polyethylene terephthalate resin and polybutylene terephthalate resin. Of these, polyethylene terephthalate resin is preferred from the viewpoint of spinning, fiber strength, and economy.

  As a thermoplastic resin that is a resin component constituting the sheath and has a melting point lower than that of the core, polyethylene resins such as low density polyethylene and high density polyethylene having a melting point of 110 ° C. to 140 ° C., and polyethylene terephthalate may be isophthalate. Examples thereof include those containing a copolymer polyester resin having a melting point of 110 ° C. to 180 ° C. copolymerized with a polyvalent carboxylic acid such as acid, adipic acid, and sebacic acid. Among these, low-density polyethylene and high-density polyethylene resin are preferred because the softening of the constituent resin is easy to promote under the processing temperature conditions for molding and processing foam laminated sheets for automobile interior materials, and fibers with a core-sheath structure are spun. A high-density polyethylene resin is more preferable because it is easy to process.

  In the present invention, by adopting a nonwoven fabric composed of fibers having a core-sheath structure as the nonwoven fabric layer, it is possible to achieve both the extensibility of the nonwoven fabric constituting fibers and an appropriate tensile strength. That is, when molding automotive interior materials using foam laminated sheets for automotive interior materials, the sheath portion having a low melting point is softened by heating at the time of molding, and the binding portion of the constituent fibers can be made flexible, As a result, the stretchability of the whole nonwoven fabric can be expressed. On the other hand, the core portion is not softened at the heating temperature when the foamed laminated sheet for automobile interior material is molded, and can maintain a strong tensile strength as a fiber.

  As the non-woven fabric used as the non-woven fabric layer 20, a cloth-like product obtained by bonding raw fibers by a spunbond method (hereinafter referred to as “spunbond non-woven fabric”) can be used. Spunbond non-woven fabric uses long fibers as its raw material, so it has excellent strength and dimensional stability. Furthermore, the process can be simplified by thermocompression bonding of long fibers that are spun directly with a heating roll. In addition, it is preferable from the viewpoint that productivity can be improved and fiber binding by thermocompression can be efficiently achieved.

  The spunbonded nonwoven fabric used as the nonwoven fabric 20 has constituent fibers bonded by thermocompression bonding. The thermocompression bonding portion can be formed by a heat embossing process using a pair of embossing rolls or a hot embossing device including an embossing roll and a smooth roll. As the thermocompression bonding portion, those formed in the form of dots scattered in the nonwoven fabric and those formed in a number of continuous lines are adopted. In the case of dots formed with scattered thermocompression bonding parts, the shape of each thermocompression bonding part may take any shape such as a circle, an ellipse, a polygon such as a rhombus, a triangle, a saddle, or a well. it can. In the case where the thermocompression bonding portion is continuously formed on a line, a thermocompression bonding portion on the line can be formed in a lattice shape or a stripe shape.

  A thermocompression bonding part exists as a thin part partially in a nonwoven fabric. On the other hand, in the portions other than the thermocompression bonding portion, the fibers are thermally fused in the surface layer of the nonwoven fabric, and the inner layer maintains the fiber form.

  It is preferable that the ratio of the area of the thin part by thermocompression bonding is 10% or more, more preferably 15% to 35% with respect to the entire area of the nonwoven fabric. When the area ratio of the partially thinned portion by thermocompression bonding is less than 10%, there is a tendency that sufficient strength cannot be maintained in the cloth-like material as the spunbonded nonwoven fabric. On the other hand, when the area ratio of the partially thin portion exceeds 40% by thermocompression bonding, there is a tendency that sufficient stretchability cannot be imparted.

  The portions other than the portion that is partially thin by thermocompression bonding in the nonwoven fabric layer 20 are heat-bonded with the constituent fibers over the entire surface layer of the spunbond nonwoven fabric, and the inner layer of the nonwoven fabric retains the fiber form. Yes. After applying heat embossing with the hot embossing device, this is applied to a heated calender roll with a smooth surface to apply moderate heat and pressure, heat is applied to the surface fibers of the nonwoven fabric, and the fibers are thermocompression bonded In addition to smoothing the plane, the spunbonded nonwoven fabric is controlled to an appropriate thickness. On the other hand, for the fibers constituting the inner layer of the spunbonded nonwoven fabric, the fiber form is maintained by minimizing the influence of heating, and the fiber lamination and entanglement form are maintained. Thus, by combining the surface constituent fibers of the spunbonded nonwoven fabric with heat fusion and maintaining the fiber form of the inner layer, it is possible to achieve both appropriate tensile strength and extensibility of the spunbonded nonwoven fabric. Processing using a heated calendar roll can be performed by passing through a pair of thermal calendar rolls or by heat treatment along the thermal calendar roll.

The nonwoven fabric layer 20 is laminated to prevent the foamed laminated sheet for automobile interior materials from being cooled during molding and cooling due to contact with the mold, that is, to maintain heat retaining properties, and the molded automotive interior material. They are laminated to prevent rubbing noise with other members. Therefore, preferably it has a basis weight of 40 to 100 g / ^{m 2,} and more preferably has a basis weight of 45~70g / ^{m 2.} When the basis weight is less than 40 g / m ² , an effective heat retention effect is not recognized, and when the material is cooled in contact with the mold during molding, there is a tendency for poor elongation due to the progress of material cooling. is there. On the other hand, when the basis weight exceeds 100 g / m ² , the lightness is inferior, and the cost tends to increase unnecessarily.

  Since the nonwoven fabric layer 20 is a spunbond nonwoven fabric, the nonwoven fabric layer 20 is composed of fibers having a long fiber and a core-sheath structure, and the fibers are strengthened in bonding by thermocompression bonding, so that the foam laminated sheet for automobile interior materials is molded and heated. It is excellent in molding stretchability at the time, and the constituent fibers of the nonwoven fabric layer 20 of the automobile interior material after molding can maintain a strong binding state. Furthermore, when the nonwoven fabric layer 20 is molded into an automobile interior material, for example, when being molded by the simultaneous skin molding method, the elastic return of the skin material forming the design layer of the automobile interior material, that is, the skin material It has the tensile strength of fibers that antagonize the tensile strength, and is excellent in the initial shape of the molded product and dimensional stability when used in a high-temperature atmosphere.

  As the nonwoven fabric of the nonwoven fabric layer 20, the tensile strength at normal temperature is preferably 70 N / 50 mm or more and the tensile elongation is preferably 40% or more, the tensile strength is 75 N / 50 mm or more, and the tensile elongation is 60% or more. More preferably, the tensile strength is 80 N / 50 mm or more, and the tensile elongation is more preferably 70% or more. When the tensile strength at room temperature is less than 70 N / 50 mm, in the molded body molded by the simultaneous molding method, deformation cannot occur due to the stress caused by the elastic return inherent in the skin material constituting the design layer, The shape of the molded product and dimensional stability in use under a high temperature atmosphere tend to be inferior. Also, if the tensile elongation at room temperature is less than 40%, the extensibility at the time of molding processing is insufficient, the appearance failure due to the breakage of the nonwoven fabric layer, and the function expression as a heat retaining layer and an anti-noise layer of the layer can be achieved. It tends to disappear.

    As the nonwoven fabric of the nonwoven fabric layer 20, the tensile strength at 30% elongation at 120 ° C. is preferably 20 N / 50 mm or more, more preferably 25 N / 50 mm or more, and further preferably 30 N / 50 mm or more. preferable. When the tensile strength when stretched at 120 ° C and 30% is less than 20 N / 50 mm, when molding foamed laminated sheets for automobile interior materials, it cannot antagonize the stress of the skin material, and the shape of the molded product appears in the desired shape It tends to be impossible.

  As a method of laminating the nonwoven fabric layer 20 to the outdoor non-foamed layer 13, as shown in FIG. 1, the nonwoven fabric layer 20 is joined to the outdoor non-foamed layer 13 via the nonwoven fabric layer laminating adhesive layer 16. There is a way.

  As a method of joining the fiber component of the nonwoven fabric layer 20 and the non-foamed layer 13 through the nonwoven fabric layer laminating adhesive 16, the nonwoven fabric layer is laminated through a film-like or powdery solid adhesive such as hot melt. And a method of laminating via a liquid adhesive such as a latex adhesive.

  Specific examples of hot melt adhesives include polyolefin, modified polyolefin, polyurethane, ethylene-vinyl acetate copolymer resin, polyamide, polyester, thermoplastic rubber, styrene-butadiene copolymer, styrene-isoprene. Examples of the main component include a resin such as a copolymer system.

  As a method of laminating the fiber structure of the nonwoven fabric layer 20 through a film-like or powder-like solid adhesive layer such as hot melt, a hot melt adhesive layer is laminated on the outdoor non-foamed layer 13 in advance. , A method in which the adhesive layer is heat-softened by a thermal lamination method and bonded by bonding to the fiber structure of the nonwoven fabric layer 20, and a hot-melt adhesive during binder lamination processing of the foam layer 10 and the outdoor non-foam layer 13 There is a method in which the layer is sandwiched between the outdoor non-foamed layer 13 and the fiber structure of the nonwoven fabric 20 and bonded by pressure bonding.

  Specific examples of the latex adhesive include polystyrene resin (PS resin) latex, styrene-butadiene copolymer (SB resin) latex, carboxylated modified styrene-butadiene copolymer resin latex (hereinafter “carboxylated”). Modified SB resin latex ”), carboxylated modified acrylonitrile-styrene copolymer resin latex (hereinafter referred to as“ carboxylated modified AS resin latex ”), and these may be used alone. Although it is possible, in order to satisfy various required characteristics as an automobile interior material, it is preferable to use a mixture of several kinds of latexes. Among them, by using a mixture of a binder latex with good low-temperature film formability and a resin latex with high heat resistance, a stable and strong initial adhesive strength and latex adhesive that do not depend on the drying process conditions in the manufacturing process. It is more preferable because the heat resistance of the layer can be made compatible and the handleability in the production process can be improved by improving the mechanical stability.

  As the binder latex in the present invention, a latex having a carboxylated modified SB resin as a constituent resin is preferable from the viewpoint of good mechanical stability and compatibility with the non-foamed layer 13.

  The mixing ratio of the resin latex in the latex mixture in the present invention is preferably 20 to 50% by weight, and more preferably 30 to 50% by weight. When the mixing ratio of the resin latex is less than 20% by weight, the heat resistance of the adhesive layer may be lowered and may not reach a level required as a practical characteristic of the interior material. Without forming a phase, the minimum film forming temperature of the latex mixture becomes 20 ° C. or higher, and there is a possibility that film formation does not occur due to drying at room temperature, resulting in poor adhesion.

  The minimum film forming temperature of the latex mixture in the present invention is preferably 20 ° C. or less, and more preferably 0 ° C. or less. When the minimum film formation temperature of the latex mixture exceeds 20 ° C., film formation does not occur due to drying at room temperature, and adhesion failure may occur.

  As a method for bonding the outdoor non-foamed layer 13 and the non-woven fabric layer 20 with the latex adhesive in the present invention, a) a latex adhesive is applied to the surface of the outdoor non-foamed layer 13 and applied in an undried state. (2) A method in which the nonwoven fabric layer 20 is dried and temporarily bonded in a state where the nonwoven fabric layer 20 is laminated on the surface, and then bonded by heat pressing. B) A latex adhesive is applied in advance to the fiber structure of the nonwoven fabric layer 20, There is a method in which the thermoplastic resin foam laminated sheet 50 is laminated so that the outdoor non-foamed layer 13 is in contact with the coated surface, dried, temporarily bonded, and then hot pressed. When a modified PPE resin foam sheet or the like is used by applying a latex adhesive and laminating the fiber components of the outdoor non-foamed layer 13 and the nonwoven fabric layer 20 in an undried state, The required adhesiveness is stably expressed even by a heating press at a heating temperature that is not damaged.

  As the latex in the present invention, any latex known to those skilled in the art for carpet backing, coated paper, and nonwoven fiber treatment can be used.

  The solid content concentration in the latex stock solution is usually 40% by weight or more, but it can be used after optionally diluting with water in accordance with the coating amount and coating method. However, if the concentration of the solid content of the latex water diluted solution is too low, drying in the process becomes insufficient and may cause poor adhesion, so 20% by weight or more is preferable.

  The binder latex and resin latex used in the present invention are preferably latexes having good mechanical stability because they are subjected to mechanical operations without interruption such as pumping, stirring during blending, shearing by a roll coater during coating in the production process. .

  Measures to improve mechanical stability include increasing the amount of emulsifier added, adjusting the pH to the alkali side, carboxylating the latex, etc., but carboxylation modification is most effective, so carboxylation The use of modified latex is preferred.

  Examples of the latex application method in the present invention include various roll coater methods, spray methods, foam spray methods, and the like, which are selected depending on the application amount and the shape of the application surface.

  The latex in the present invention is added as a compounding additive, if necessary, stabilizer, anti-aging agent, vulcanization accelerator, dispersant, filler, thickener, colorant, antifoaming agent, gelling agent, freezing agent. You may contain an inhibitor, a softening agent, a thickening resin, etc.

The amount of the constituent resin applied to the latex as the nonwoven fabric layer laminating adhesive layer 16 in the present invention is arbitrarily selected depending on the type of thermoplastic resin used and the required adhesive strength with the nonwoven fabric layer 20. In addition, the solid content in the mixed latex is preferably 5 to 50 g, more preferably 10 to 30 g per 1 m ² . If the coating amount of the constituent resin of the latex adhesive layer 18 is less than 5 g, the adhesive improvement effect may not be expressed. If it exceeds 50 g, the latex that is the adhesive layer 16 from the non-woven fabric layer 20 is formed at the time of molding. There is a possibility that the seepage mold is contaminated.

  In the interior material for automobiles according to the present invention, a skin material is laminated on the surface of the indoor non-foamed layer 11 via a thermoplastic resin adhesive layer 18.

  The skin material in the present invention is a member that is laminated on the outermost layer on the indoor side of the interior material for automobiles, and since it is disposed in a portion that can be seen and touched from the interior of the automobile, it is particularly designed, scratch resistant, texture, and color. Etc. are required.

  As the skin material in the present invention, one having a nonwoven fabric configuration can be used.

  As the nonwoven fabric used for the skin material in the present invention, any kind can be used as long as it is a cloth-like material obtained by bonding raw material fibers by an adhesive, a molten fiber, or a mechanical method. Synthetic fibers and semi-synthetic fibers can be used as the type of raw fiber. Specifically, synthetic fibers such as polyester, polypropylene, polyamide (nylon), polyacrylonitrile and the like can be used as raw material fibers. Among these, polyester fibers are preferable, and polyethylene terephthalate fibers having particularly high heat resistance are preferable. preferable.

  Examples of the type of nonwoven fabric include a bonded binder-bonded fabric, a needle punched fabric, a spun pond fabric, a spray fiber fabric, and a stitch bond fabric, and any nonwoven fabric can be used depending on the manufacturing and processing method.

  In order to join the raw fibers and ensure the abrasion resistance of the skin material, as an adhesive layer for joining the constituent fibers of the skin material, a binder resin is applied from the front or back surface of the skin material, impregnation by coating, etc. There is a way to do it.

  Examples of the binder resin include water-soluble, solvent-soluble, viscose liquid, emulsion, and synthetic resin powder. Among these, emulsions are preferably used from the viewpoints of water resistance, flexibility and workability. As the emulsion type, acrylo-nitrile-butadiene latex, styrene-butadiene latex, acrylate latex, vinyl acetate latex and the like can be used, and these can be used alone or as a mixture of two or more.

  Especially when it is used as an interior material such as luggage side, deck side, etc., where the design as a skin material is particularly important, the texture of the skin (feeling of raised fibers), the color is regarded as important, In order to maintain the appearance of the skin, a molding method by simultaneous molding of the skin without heating the skin material is employed.

  According to this simultaneous skin molding, the skin material is not subjected to thermal blow by heating, and can be molded while maintaining the flexibility and texture of the skin material. On the other hand, by forming and stretching the skin material at room temperature, the fiber does not have a plasticizing effect due to heating, and due to the occurrence of elastic return of the fiber body and the fiber binding part, the initial shape of the molded product and use in high temperatures There is a tendency for appearance defects such as shape deformation.

The nonwoven fabric used for the skin material preferably has a basis weight of 180 to 350 g / m ² in consideration of cost while maintaining the quality such as the appearance of the skin material, and is 230 to 330 g / m ² . More preferably, it has a basis weight. When the basis weight of the nonwoven fabric is less than 180 g / m ² , the skin material at room temperature is stretched in the skin simultaneous molding process. There is a tendency that poor appearance due to unevenness and unevenness due to variation in the stretchability of the skin tends to occur. On the other hand, when the basis weight of the nonwoven fabric exceeds 350 g / m ² , not only does the skin material have excessive molding distortion and tends to affect dimensional stability, but also wasteful costs are consumed.

  In the present invention, the method of laminating the skin material on the indoor non-foamed layer 11 via the adhesive layer 18 is similar to the method of laminating the nonwoven fabric layer 20 via the adhesive layer 16 described above, such as hot melt. A method of laminating through such a film-like or powder-like solid adhesive can be used.

  Next, the manufacturing method of the foaming lamination sheet for motor vehicle interior materials of this invention is demonstrated.

  The foam layer 10 (primary foam layer) used in the present invention can be produced, for example, as follows. That is, a heat-resistant resin that is a base resin is blended with various additives as necessary, and melted and kneaded at a resin temperature of 150 to 400 ° C. using an extruder. Next, 2.0 to 5.0 parts by weight of a hydrocarbon-based foaming agent is pressed into 100 parts by weight of the heat-resistant resin into an extruder under high temperature and high pressure (resin temperature 150 to 400 ° C. and resin pressure 3 to 50 MPa). Furthermore, after adjusting the resin temperature to an appropriate foaming temperature range (150 to 300 ° C.), it is extruded and foamed into a low pressure zone (usually in the atmosphere) using a circular die or the like. Then, it can be manufactured by a method such as winding it after forming it into a sheet shape by cutting it at a speed of 0.5 to 40 m / min while making it contact with a mandrel (cylindrical cooling cylinder), etc. .

  The method for laminating the non-foamed layers 11 and 13, the adhesive layer 18, and the adhesive layer 16 on the foamed layer 10 is not particularly limited, but is previously foamed and wound. While feeding the foamed layer 10 taken out, the base material resin of the indoor non-foamed layer 11 in a molten state supplied from the extruder is laminated in a layered form by being sandwiched between the film-like and powdered solid adhesive layer 18 After that, a method of pressure bonding with a cooling roller or the like (extrusion laminating method), the foamed layer 10 and the base resin of the outdoor non-foamed layer 13 in a molten state supplied from the extruder are passed through the foamed layer 10 and the adhesive layer 16. Then, after laminating in a form sandwiched between the nonwoven fabric layers 20, it can be manufactured by a method of pressure bonding with a cooling roller or the like. Especially, the method of laminating by carrying out extrusion foaming sheet shaping | molding of the foaming layer 10 and extrusion of the non-foaming layers 11 and 13 in-line is preferable at the point of simplification of a manufacturing process.

  As a molding method for obtaining an automobile interior material (secondary foamed laminated molded body) by molding from the obtained foamed laminated sheet for automobile interior materials (primary foamed laminated sheet), 1 is provided at the center of a heating furnace having heaters at the top and bottom. Next, clamp and guide the foamed laminated sheet, heat it to a temperature suitable for molding (for example, the surface temperature of the foamed laminated sheet is 130 to 155 ° C.), and then apply it to the skin material with a temperature-controlled mold. In addition, there is a method of press cooling and shaping.

  Specific examples of molding methods include, for example, plug molding, free drawing molding, plug and ridge molding, ridge molding, matched mold molding, straight molding, drape molding, reverse draw molding, air slip molding, Examples include plug assist molding and plug assist reverse draw molding.

  The foam laminated sheet for automobile interior materials in the present invention can prevent cooling due to contact with the mold in the molding process of the laminated foam sheet by laminating the nonwoven fabric layer 20 on the outdoor non-foamed layer 13, Processing distortion of a molded product using the sheet can be reduced. Furthermore, by disposing the nonwoven fabric layer on the outdoor non-foamed layer 13 as an abnormal noise prevention layer, the nonwoven fabric layer prevents abnormal noise generated by rubbing between the automobile interior material and the automobile body due to vibration of the automobile. be able to.

  In the present invention, when the foamed layer (primary foamed sheet) in the foamed laminated sheet for automobile interior materials is subjected to secondary foaming by heating, the secondary foam is usually 1.2 to 4 times the primary foamed sheet. Foaming is preferable, and secondary foaming is preferably performed 1.5 to 3 times. Therefore, the expansion ratio of the foamed layer (secondary foam sheet) after the secondary foaming is preferably 3.6 to 80 times, more preferably 7.5 to 45 times, and even more preferably 10 to 40 times. If the secondary foaming ratio is less than 1.2 times, the flexibility tends to be inferior and breakage due to bending or the like tends to occur. When the secondary expansion ratio exceeds 4 times, the strength tends to decrease.

  The thickness of the foamed layer (secondary foam sheet) after secondary foaming is preferably 1.2 to 20 mm, more preferably 2.25 to 10.5 mm, and even more preferably 3.0 to 7.0 mm. If the thickness of the foamed layer after secondary foaming is less than 1.2 mm, the strength and heat insulating properties are inferior and may not be suitable as a foamed laminated sheet for automobile interior materials. If the thickness exceeds 20 mm, the shape development at the time of molding is inferior, and the vehicle interior tends to be more bulky than necessary and narrow.

Thus, 200-990 g / m < ² > is preferable, and 240-950 g / m < ² > is further preferable as the whole fabric weight of the automotive interior material obtained by shape | molding the foaming laminated sheet for automotive interior materials on a skin material. preferable. If the overall weight of the automobile interior material is less than 200 g / m ² , the strength tends to be inferior and damage due to bending or the like tends to occur. When it exceeds 990 g / m ² , the handleability (operator's handling property) accompanying an increase in weight is lowered, and there is a tendency to be contrary to the light weight which is the subject of the present invention.

  While various embodiments of the foamed laminated sheet for automobile interior materials and the automobile interior material according to the present invention have been described above, the present invention is not limited to the above-described aspects. For example, the foam laminated sheet for automobile interior materials can be used as a foam laminated sheet for interior materials such as trains, airplanes, and interiors of buildings as applications, and should be interpreted broadly. In addition, the present invention can be carried out in a mode in which various improvements, changes, and modifications are added based on the knowledge of those skilled in the art without departing from the spirit of the present invention.

  Hereinafter, the present invention will be described in more detail based on examples, but the present invention is not limited by these.

  The resins used in Examples or Comparative Examples are shown in Table 1, and the skin material and the skin material adhesive layer for forming the design layer are shown in Table 2. In addition, Table 3 shows the constituent fiber ratio and physical properties of the nonwoven fabric used for the nonwoven fabric layer 20 and the constituent resin ratio of the non-foamed layer of the laminated foam sheet for automobile interior materials.

In addition, the description regarding each code | symbol shown in Table 1 is as follows.
PPE: Polyphenylene ether resin PS: Polystyrene resin HIPS: High impact polystyrene resin SB: Styrene-butadiene copolymer resin

  The evaluation methods carried out in the examples or comparative examples are shown below.

(Thickness of foam layer and molded body)
With respect to the obtained primary foamed sheet and molded article, the thickness at 20 locations in the width direction was measured, and the average value of the measured values was calculated.

(Foaming ratio)
The density df of the obtained primary foamed sheet was measured according to JIS K7222, and the density dp of the modified PPE resin was separately measured according to JIS K7112, and calculated according to the formula: foaming ratio = dp / df.

(Cell diameter)
The cross section of the obtained foamed layer of the primary foamed sheet was observed with an optical microscope to measure 20 cell diameters, and the average value of the measured values was calculated.

(Closed cell rate)
The closed cell ratio of the obtained primary foamed sheet was measured using a multi-pycnometer (manufactured by Beckman) according to ASTM D-2859.

(Weight)
A test piece having a size of 100 mm square was cut out from any five locations of the used materials, and after measuring their weight, an average value was calculated and converted to m ² .

(Tensile strength and tensile elongation of nonwoven fabric layer)
A test piece having a width of 50 mm and a length of 150 mm was cut out from any five locations of the obtained non-woven fabric layer, and the test piece was pulled using a tensile tester (Autograph DSS2000, manufactured by Shimadzu Corporation) at a tensile rate of 200 mm / A tensile test was carried out under the following conditions in minutes.
<At normal temperature> A tensile test was performed at 23 ° C., and the strength and elongation at break were measured.
<High temperature> After leaving the test piece in an oven set at 120 ° C. for 2 minutes, the tensile strength when it was stretched 30% in the oven was measured.

(appearance)
The appearance of the obtained automobile interior material was visually evaluated.
Further, 100 mm square test pieces were cut out from the obtained automobile interior material, and the color of the skin material was visually evaluated. Furthermore, the texture of the skin material was evaluated by sensory evaluation of the touch.
<Color>
○: Recognizable as a single color △: Slightly white ×: Recognizable as a mottled pattern <Texture>
S: Feel soft M: Intermediate H: Feel hard

(Mounting heat resistance test)
A nonwoven fabric skin material as a design layer was placed on the top side of the deck side 22 (width 400 mm × length 900 mm) as shown in FIGS. 2 and 3 and mounted on a deck side checker. In addition, about the deck side molded product, the eight measurement points of the smooth part 4 places, the deep drawing part 2 places, and the bending part 2 places were engraved (ah in FIG. 2, FIG. 3). A vertical line was provided near the measurement point to measure the vertical distance. Next, after leaving in a constant temperature and humidity chamber set to 50 ° C. ± 1 ° C. and relative humidity 95% for 23.5 hours, the conditions were changed to 23 ° C. ± 1 ° C. and relative humidity 50%. Left for a minute. Thereafter, it was left for 7.5 hours under the conditions set at −30 ° C. ± 1 ° C., then returned to the conditions set at 23 ° C. ± 1 ° C. and 50% relative humidity, and left for 30 minutes. Thereafter, after being left for 15.5 hours under the conditions set at 80 ± 1 ° C., it was returned to the conditions set at 23 ° C. ± 1 ° C. and 50% relative humidity and left for 1 hour. The amount of dimensional change in the vertical direction of the measurement point stamped on the molded body was measured, and the maximum value of a to h was recorded.
From the maximum absolute value of the dimensional change, the heat distortion resistance was judged as follows.
○: Change within ± 2.0mm △: Change within ± 3.5mm ×: Change greater than ± 5.0mm Note that the maximum displacement is positive (+) for the vertical warping direction and negative for the vertical sagging direction. It is the value measured as (−).

Example 1
<Manufacture of foam layer>
With respect to 100 parts by weight of a mixed resin obtained by mixing 57.1 parts by weight of PPE resin (A) and 42.9 parts by weight of PS resin (B) so as to be 40% by weight of PPE resin component and 60% by weight of PS resin component , 3.5 parts by weight of a hydrocarbon-based blowing agent mainly composed of iso-butane (iso-butane / n-butane = 85/15% by weight) and 0.32 parts by weight of talc were brought to a resin temperature of 270 ° C. by an extruder. Kneaded, cooled to a resin temperature of 196 ° C., extruded with a circular die at a pressure of 10 MPa, wound in a roll form on a take-up roll through a take-up roll, a primary foam layer thickness of 2.3 mm, and a primary foam ratio of 13 A roll of a primary foamed sheet having a size of 8 times, a closed cell ratio of 88%, a cell diameter of 0.16 mm, and a basis weight of 150 g / m ² was obtained.
<Manufacture of non-woven fabric layer>
As the first component, polyethylene terephthalate having an intrinsic viscosity of 0.75 is used, and as the second component, high-density polyethylene having a melting point of 134 ° C., a density of 961 Kg / m ³ , and a melt flow rate of 12 g / 10 min (190 ° C .; measured according to JIS K7210) is used. Using a core-sheath type spinneret with a diameter of 0.30 mm and a hole number of 68, the core was discharged at a base temperature of 295 ° C. and a discharge rate of 70 g / min, pulled by a gotet roll, and then taken up by air soccer. As the spinning conditions, the ratio of the first component to the second component was 50/50 (weight ratio), the spinning type was the core-sheath structure type, and the spinning speed was 3000 m / min.
The spun fibers were accumulated on a web conveyor by air soccer to obtain a web having a basis weight of 50 g / m ² . This web was thermocompression bonded at a thermocompression temperature of 118 ° C. and a linear pressure of 25 kg / cm to a bonding apparatus consisting of an embossing roll and a flat roll in which a 0.6 mm circular pattern was installed in a convex shape at 1 mm intervals on the entire surface. did. Table 3 shows the physical properties of the obtained nonwoven fabric.
<Lamination of outdoor non-foamed layer>
42.9 parts by weight of the PPE resin (A) so that the PPE resin component is 30.0% by weight, the PS resin component is 62.9% by weight, and the rubber component is 7.1% by weight while the primary foamed sheet is fed from the roll. And a mixed resin in which 57.1 parts by weight of HIPS resin (B) is mixed is melted and kneaded at a resin temperature of 250 ° C. using an extruder, extruded into a film using a T-die, and the film-like chamber is melted. The outer non-foamed layer was laminated on the primary foamed sheet to form a modified PPE resin non-foamed layer having a basis weight of 120 g / m ² .
At that time, the spunbond nonwoven fabric mat fiber structure coated with the carboxylated modified SB resin latex adhesive was laminated as a nonwoven fabric layer when the modified PPE resin outdoor side non-foamed layer was laminated.
<Lamination of indoor non-foamed layer>
The resulting foamed laminated sheet on which the modified PPE resin non-foamed layer was formed was coated with PPE resin (7.0% by weight PPS resin component, 89.2% PS resin component, and 3.8% rubber component by weight). A) A mixed resin obtained by mixing 10 parts by weight, 60 parts by weight of PS resin (B) and 30 parts by weight of HIPS resin (D) is extruded into a film shape so that the resin temperature becomes 255 ° C. A non-foamed layer having a basis weight of 180 g / m ^{2 on} the modified PPE-based resin room was formed on the opposite surface of the sheet on which the foamed layer was formed.
At that time, a hot melt film having a basis weight of 50 g / m ² was laminated as a skin material adhesive layer at the time of lamination of the modified non-foamed PPE resin resin layer.
<Molding of automotive interior materials>
This foam laminated sheet for automobile interior materials is arranged such that the upper surface side is a non-woven fabric layer and the lower surface is an adhesive layer for a design surface skin material, clamped in two width directions of the laminated sheet, and placed in a heating furnace. The surface temperature of the foamed laminated sheet for interior material was heated for 33 seconds so that the surface temperature of the foamed laminated sheet was 150 ° C. After that, using the deck side mold (mold having a shape that can take two molded products having a width of 400 mm, a length of 900 mm, and a depth of 300 mm deep, an upper concave mold, a lower convex mold), and mold clearance Plug molding was performed at 4.7 mm. In addition, plug molding was performed by a skin simultaneous molding method so that a die-lore needle punched nonwoven fabric skin material and a heated foamed laminated sheet for automobile interior materials were integrated as a design surface skin at the mold forming part. Thereafter, trimming and punching were performed to obtain a deck side molded body as an automobile interior member.
When the appearance of the acquired deck side molded body was observed, no appearance abnormality such as cracking was observed.
On the other hand, a test piece was cut out from the obtained deck side molded body and the molded body, and an evaluation test was performed on various evaluation items, and the results shown in Table 4 were obtained.

(Example 2)
<Manufacture of non-woven fabric layer>
As the second component, except that low density polyethylene having a melting point of 126 ° C., a density of 943 Kg / m ³ and a melt flow rate of 20 g / 10 min (190 ° C .; measured according to JIS K7210) was used, A spunbond nonwoven fabric was obtained. Table 3 shows the physical properties of the obtained nonwoven fabric.
Except for the above, a foamed laminated sheet for automobile interior materials was obtained in the same manner as in Example 1, and a deck side molded body as an automobile interior member was obtained by molding.
When the appearance of the acquired deck side was observed, no appearance abnormality such as cracking was observed. On the other hand, a test piece was cut out from the obtained deck side molded body, an evaluation test was performed on various evaluation items, and the results shown in Table 4 were obtained.

(Example 3)
<Manufacture of non-woven fabric layer>
As the second component, the same operation as in Example 1 was performed except that low-density polyethylene having a melting point of 115 ° C., a density of 915 Kg / m ³ , and a melt flow rate of 25 g / 10 min (190 ° C .; measured according to JIS K7210) was used. A spunbond nonwoven fabric was obtained. Table 3 shows the physical properties of the obtained nonwoven fabric.
Except for the above, a foamed laminated sheet for automobile interior materials was obtained in the same manner as in Example 1, and a deck side molded body as an automobile interior member was obtained by molding.
When the appearance of the acquired deck side was observed, no appearance abnormality such as cracking was observed.
On the other hand, a test piece was cut out from the obtained deck side molded body, an evaluation test was performed on various evaluation items, and the results shown in Table 4 were obtained.

Example 4
<Manufacture of non-woven fabric layer>
As the second component, high-density polyethylene having a melting point of 134 ° C., a density of 961 Kg / m ³ , and a melt flow rate of 12 g / 10 min (190 ° C .; measured according to JIS K7210) is used, and the ratio of the first component to the second component is 60 / A spunbonded nonwoven fabric was obtained in the same manner as in Example 1 except that the weight was 40 (weight ratio) and the spinning speed was 2500 m / min. Table 3 shows the physical properties of the obtained nonwoven fabric.
Except for the above, a foamed laminated sheet for automobile interior materials was obtained in the same manner as in Example 1, and a deck side molded body as an automobile interior member was obtained by molding.
When the appearance of the acquired deck side was observed, no appearance abnormality such as cracking was observed.
On the other hand, a test piece was cut out from the obtained deck side molded body, an evaluation test was performed on various evaluation items, and the results shown in Table 4 were obtained.

(Example 5)
<Manufacture of non-woven fabric layer>
The spinning speed to 4200 m / min, except that the basis weight and 70 g / ^{m 2,} in the same manner as in Example 1 to obtain a spunbonded nonwoven fabric. Table 3 shows the physical properties of the obtained nonwoven fabric.
Except for the above, a foamed laminated sheet for automobile interior materials was obtained in the same manner as in Example 1, and a deck side molded body as an automobile interior member was obtained by molding.
When the appearance of the acquired deck side was observed, no appearance abnormality such as cracking was observed.
On the other hand, a test piece was cut out from the obtained deck side molded body, an evaluation test was performed on various evaluation items, and the results shown in Table 4 were obtained.

(Example 6)
<Manufacture of non-woven fabric layer>
The spinning speed to 2200 m / min, except that the basis weight was 40 g / ^{m 2,} in the same manner as in Example 2 to obtain a spunbonded nonwoven fabric. Table 3 shows the physical properties of the obtained nonwoven fabric.
Except for the above, a foamed laminated sheet for automobile interior materials was obtained in the same manner as in Example 1, and a deck side molded body as an automobile interior member was obtained by molding.
When the appearance of the acquired deck side was observed, no appearance abnormality such as cracking was observed.
On the other hand, a test piece was cut out from the obtained deck side molded body, an evaluation test was performed on various evaluation items, and the results shown in Table 4 were obtained.

(Example 7)
<Lamination of outdoor non-foamed layer>
In the outdoor non-foamed layer, 57.1 wt.% Of PPE resin (A) so that the ratio of the mixed resin is 40.0 wt.% PPE resin component, 54.6 wt.% PS resin component, and 5.4 wt.% Rubber component. Part and HIPS resin (B) except that it was changed to 42.9 parts by weight, the foam laminated sheet for automobile interior material was obtained by the same method as in Example 1, and the deck side as an automobile interior member was formed by molding A molded body was obtained.
When the appearance of the acquired deck side was observed, no appearance abnormality such as cracking was observed.
On the other hand, a test piece was cut out from the obtained deck side molded body, an evaluation test was performed on various evaluation items, and the results shown in Table 4 were obtained.

(Comparative Example 1)
As a nonwoven fabric layer, a foamed laminated sheet for automobile interior materials was obtained in the same manner as in Example 1 except that the fiber component was not laminated.
<Molding of automotive interior materials>
The obtained foamed laminated sheet for automobile interior materials was clamped in two directions in the width direction and placed in a heating furnace, and was molded in the same manner as in Example 1.
However, cracks occurred in the foamed laminated sheet for automobile interior materials at the deep-drawn portion, and a deck side molded body as an automotive interior part having a good appearance could not be obtained.

(Comparative Example 2)
<Manufacture of non-woven fabric layer>
Using polyethylene terephthalate with an intrinsic viscosity of 0.75 alone, using a single-component spinneret with a diameter of 0.30 mm and a number of holes of 68, discharging at a base temperature of 295 ° C. and a discharge rate of 68 g / min. I picked it up in soccer. As spinning conditions, spinning was carried out with a single component type spinning speed of 3000 m / min.
The spun fibers were accumulated on a web conveyor by air soccer to obtain a web having a basis weight of 50 g / m2. This web was thermocompression bonded at a thermocompression temperature of 118 ° C. and a linear pressure of 25 kg / cm to a bonding apparatus consisting of an embossing roll and a flat roll in which a 0.6 mm circular pattern was installed in a convex shape at 1 mm intervals on the entire surface. did. Table 3 shows the physical properties of the obtained nonwoven fabric.
Except for the above, a foamed laminated sheet for automobile interior materials was obtained in the same manner as in Example 1, and a deck side molded body as an automobile interior member was obtained by molding.
When the appearance of the acquired deck side was observed, no crack was observed, but a tear was observed in a part of the nonwoven fabric layer.
On the other hand, a test piece was cut out from the obtained deck side molded body, an evaluation test was performed on various evaluation items, and the results shown in Table 4 were obtained.

(Comparative Example 3)
<Manufacture of non-woven fabric layer>
A needle punched nonwoven fabric was obtained using a web having a surface weight of 60 g / m ^{2 made} of only polyethylene terephthalate fiber (fineness: 3.3 dtex × fiber length: 44 mm, melting point: 265 ° C.). Table 3 shows the physical properties of the obtained nonwoven fabric.
Except for the above, a foamed laminated sheet for automobile interior materials was obtained in the same manner as in Example 1, and a deck side molded body as an automobile interior member was obtained by molding.
When the appearance of the acquired deck side was observed, no appearance abnormality such as cracking was observed.
On the other hand, a test piece was cut out from the obtained deck side molded body, an evaluation test was performed on various evaluation items, and the results shown in Table 4 were obtained.

(Comparative Example 4)
<Manufacture of non-woven fabric layer>
Polyethylene fiber coated with a low-density polyethylene resin having a melting point of 120 ° C. with a polyester fiber comprising polyethylene terephthalate fiber diameter 1.6 dtex × fiber length 44 mm as 50% by weight and polyethylene terephthalate fiber diameter 1.6 dtex as a core material. Using a web blended with 50% by weight of resin-coated polyester fiber (fiber diameter 2.2 decitex x fiber length 51 mm), water-bonding under columnar water flow conditions of nozzle diameter 100 μm x nozzle pitch 1 mm x water pressure 9.8 MPa The treatment was applied from the upper surface of the web to obtain a spunlace nonwoven fabric sheet having a surface weight of 50 g / m ² . Table 3 shows the physical properties of the obtained nonwoven fabric.
Except for the above, a foamed laminated sheet for automobile interior materials was obtained in the same manner as in Example 1, and a deck side molded body as an automobile interior member was obtained by molding.
When the appearance of the acquired deck side was observed, no appearance abnormality such as cracking was observed. On the other hand, a test piece was cut out from the obtained deck side molded body, an evaluation test was performed on various evaluation items, and the results shown in Table 4 were obtained.

It is principal part expanded sectional explanatory drawing of the foaming lamination sheet for motor vehicle interior materials which concerns on this invention. It is plane explanatory drawing which shows an example of the motor vehicle interior material which concerns on this invention. It is sectional explanatory drawing which shows an example of the motor vehicle interior material which concerns on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Foam layer 11 Indoor side non-foam layer 13 Outdoor non-foam layer 16 Adhesive layer for nonwoven fabric layer lamination 18 Skin material adhesive layer 20 Nonwoven fabric layer 30 Thermoplastic resin foam lamination sheet

Claims (6)

A non-foamed layer using a thermoplastic resin as a base resin is laminated on both sides of a foamed layer using a modified polyphenylene ether resin as a base resin, and a non-woven fabric layer is laminated on the surface of the outdoor non-foamed layer. A foam laminated sheet for automobile interior materials,
The nonwoven fabric layer is made of a core-sheath structure fiber composed of a thermoplastic resin having a core part made of polyethylene terephthalate and a sheath part having a lower melting point than the core part, and has a tensile strength of 70 N / 50 mm or more at normal temperature and a tensile elongation. Is a foamed laminated sheet for automobile interior materials, having a tensile strength at 30% elongation at 120 ° C. of 20 N / 50 mm or more. Nonwoven layer composed of core-sheath structure fibers, a spunbonded nonwoven fabric having a basis weight of 40 to 100 g / m ^2, automotive interior materials for foamed laminate sheet according to claim 1.   The foamed laminated sheet for automobile interior materials according to claim 1 or 2, wherein the thermoplastic resin constituting the sheath part of the nonwoven fabric layer made of core-sheath structured fibers is a polyethylene resin.   The modified polyphenylene ether resin, which is the base resin of the foamed layer, is a mixed resin composed of 25 to 70% by weight of polyphenylene ether resin and 75 to 30% by weight of polystyrene resin. 2. A foamed laminated sheet for automobile interior materials according to item 1.   The foamed laminated sheet for automobile interior materials according to any one of claims 1 to 4, wherein the base resin of the non-foamed layer is a modified polyphenylene ether resin or a heat-resistant polystyrene resin.   A skin material is laminated | stacked via an adhesive bond layer with respect to the indoor non-foamed layer surface of the foaming lamination sheet for automotive interior materials of any one of Claims 1-5, and a skin material is used as a design layer indoor side Automotive interior material formed to be placed in

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