JP2010046927A - Laminated foam sheet for vehicle luggage compartment constituting trim, and vehicle luggage compartment constituting trim - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a sheet for a vehicle luggage compartment constituting trim using a foam laminated sheet that uses a modified polyphenylene ether (PPE) as the base material, glass-free and very light, having suitable designability and deep-draw moldability and excellent in heat resistance, and to provide a vehicle luggage compartment constituting trim obtained by molding it. <P>SOLUTION: In the thermoplastic resin foam laminated sheet 30 formed by piling up the non-foam layers 11, 13 consisting of a modified PPE resin or heat-resistant PS resin on both surfaces of the foam sheet 10 that makes a modified PPE resin its base resin, by making a structure wherein the glass transition temperature of the base resin of the non-foam layers is lower than that of the polyphenylene ether resin foam layer 10 and by overlaying the surface of the non-foam layer 13 of the exterior side with the nonwoven fabric layer 22, the internal strain, which the material has when the foam laminated sheet is subjected to press molding, can be minimized, and a molded product which is required of deep-draw moldability, such as the vehicle luggage compartment constituting trim including a deck side trim, can be obtained. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a laminated foam sheet for an interior part of an automobile cargo compartment and an interior member of an automobile compartment.

  Conventionally, as interior members that make up the cargo compartment such as a deck side trim, use is made of a polypropylene resin molded by an injection molding method, or a sheet in which a glass fiber is mixed or laminated with a polypropylene resin. Press-molded products are widely used. These automobile interior materials are characterized by excellent molding processability and cost.

However, there is a limit to reducing the weight of the interior material for automobile luggage compartment as described above, and it is not an optimal member for improving the fuel efficiency of automobiles for reducing the environmental burden due to an increase in the amount of CO _2. is there.

  In order to solve such problems, a polypropylene resin is foamed and formed into a sheet, and then a polypropylene resin laminated foam sheet laminated with a non-foamed resin is press-molded, or a polypropylene resin containing a foaming agent at the time of injection molding Attempts have been made to reduce the weight by using a foamed injection molded product. However, molded products using these polypropylene resins lack the heat resistance required for automobile interior materials.

  Therefore, the advent of a material having light weight and heat resistance suitable for an interior member of an automobile luggage compartment has been desired.

  By the way, as a foam layer having light weight and heat resistance, a modified polyphenylene ether resin (hereinafter referred to as “modified PPE resin”), which is a mixture of polyphenylene ether resin and polystyrene resin, is formed on both surfaces of the foam layer. A foamed laminated sheet using a foamed laminated sheet obtained by laminating a modified PPE resin non-foamed layer made of a resin of the same quality as the above has been proposed (Patent Document 1). The foamed laminated sheet using the modified PPE resin is not only excellent in heat resistance and lightweight, but also composed of a glass-free material, and thus is a material excellent in environmental compatibility including recyclability. As a method for producing the foamed laminated sheet, a so-called hot press molding method is employed in which a foamed layer is extruded as an intermediate layer while two upper and lower films are drawn out, and they are thermocompression bonded under predetermined conditions.

  However, in the hot press molding method, a film made of a modified PPE resin is used as a non-foamed layer in order to improve heat resistance. However, since the non-foamed layer-constituting resin has high rigidity, the non-foamed layer is brittle. It has the disadvantage of being easily damaged. In addition, since the non-foamed layer is subjected to a stretching process in the laminating process, the non-foamed layer has residual strain, and when the foamed laminated sheet is subjected to hot press molding without sufficiently removing the residual strain, When exposed to an actual use temperature (for example, 80 ° C.) atmosphere for a long time, the residual distortion of the non-foamed layer is gradually relaxed, resulting in a dimensional change in the molded product, and deformation such as warpage, There is a disadvantage that it cannot be used as an automobile interior material.

  Therefore, when sufficient heating is performed during hot press molding in order to remove the residual distortion of the non-foamed layer, surface roughness of the foamed layer and foaming of the foamed cells are caused by heating, and a molded product with a beautiful appearance cannot be obtained. Had the disadvantages.

  On the other hand, an automobile in which a non-foamed layer made of a modified PPE resin is formed on both sides or one side of a foamed layer made of a modified PPE resin, and the glass transition temperature of the non-foamed layer is lower than the glass transition temperature of the foamed layer A ceiling material and a manufacturing method thereof have been proposed (Patent Document 2).

  According to the method for manufacturing the automobile ceiling material, the PPE-based resin is extruded into a film and solidified before being solidified, and a method of forming a non-foamed layer on the foamed layer is adopted. An automotive ceiling material having excellent properties can be obtained. In addition, the residual distortion of the foamed laminated sheet is suppressed by setting the glass transition temperature of the non-foamed layer to be equal to or lower than the glass transition temperature of the foamed layer, so that it has excellent moldability, heat resistance, and superior dimensions. An automotive ceiling material having stability can be obtained.

The foamed laminated sheet obtained by using this manufacturing method has no problem in formability in an automobile interior member that does not require such deep drawing processability such as an automobile ceiling material, but is one of the interior parts of an automobile luggage compartment. When trying to obtain a deep-drawn molded product (a molded product that requires high stretchability) such as a certain deck side, it is good due to the occurrence of distortion of the foamed laminated sheet due to contact cooling to the molding die. There was room for improvement in order to obtain a molded product with a simple shape.
Japanese Utility Model Publication No. 4-11162 JP-A-8-281895

  An object of the present invention is to provide an automobile package that uses a foamed laminated sheet based on a modified PPE resin, is glass-free, extremely lightweight, has a suitable design and deep drawing processability, and has excellent heat resistance. It is providing the laminated sheet | seat for room | chamber interior components, and the interior compartment member of a motor vehicle luggage obtained by shape | molding it.

  The present inventor extrusion-molded a modified PPE resin that is a mixed resin of a polyphenylene ether resin (hereinafter referred to as “PPE resin”) and a polystyrene resin (hereinafter referred to as “PS resin”). The foamed layer obtained by laminating a non-foamed layer using a modified PPE resin or heat-resistant PS resin as a base resin on the outdoor side surface, and the interior side surface is also based on the modified PPE resin or heat-resistant PS resin. In the thermoplastic resin foam laminated sheet formed by laminating the non-foamed layer as the material resin, the glass transition temperature of the base resin of the non-foamed layer is lower than the glass transition temperature of the polyphenylene ether-based resin foamed layer. In addition, it is possible to minimize the inherent strain of the material during the press-molding process of the foamed laminated sheet, and furthermore, by laminating the non-foamed layer as a heat retaining layer on the surface of the non-foamed layer, Distortion caused by cooling and stretching of foamed laminated sheets due to contact cooling with molds can be alleviated, and it is also excellent in molded products that require deep drawability such as deck interior trim and other interior parts for automobile cargo compartments. As a result, the present inventors have found that a molded product can be obtained.

That is, the present invention
[1] Polyphenylene ether-based resin 5 to 50% by weight and styrene-based foam on the outdoor side of a foamed layer made of a modified polyphenylene ether-based resin composed of 25 to 70% by weight of polyphenylene ether-based resin and 30 to 75% by weight of styrene-based resin A non-foamed layer composed of a modified polyphenylene ether resin consisting of 50 to 95% by weight resin or a heat-resistant polystyrene resin as a base resin is laminated, and 5 to 50% by weight polyphenylene ether resin and styrene based on the indoor side surface. A foamed laminated sheet for interior parts of automobile cargo compartments, which is formed by laminating a non-foamed layer comprising a modified polyphenylene ether resin consisting of 50 to 95% by weight resin or a heat-resistant polystyrene resin as a base resin, and is non-foamed The glass transition temperature of the base resin of the layer is the modified polyphenylene ether resin of the foam layer. A foam laminated sheet for an interior member of an automobile luggage compartment, wherein the nonwoven fabric is laminated as a heat retaining layer on the surface of the outdoor non-foamed layer, and an automobile luggage compartment according to [2] [1] The present invention relates to an interior compartment member for an automobile luggage compartment, which is obtained by heat forming a laminated sheet for a constituent interior member.

  The laminated foam sheet for an interior member of an automobile luggage compartment according to the present invention is glass-free made of an all plastic material, is extremely lightweight, and has excellent environmental compatibility. Furthermore, the glass transition temperature of the non-foamed layer is lower than the glass transition temperature of the polyphenylene ether-based resin foam layer, and the nonwoven fabric layer is laminated on the surface of the non-foamed layer. Since the inherent distortion of the laminated foam sheet that occurs when the laminated foam sheet comes into contact with the mold, etc. can be suppressed, various characteristics required for automobile interior materials such as heat resistance are satisfied, and the automobile interior material is manufactured by a cheaper method. This is industrially advantageous in that it can be obtained.

  The foamed laminated sheet for an interior member of an automobile luggage compartment according to the present invention will be described with reference to the drawings, but is not limited thereto.

  FIG. 1 shows a cross-sectional configuration of a vehicle luggage compartment interior member seat according to an embodiment of the present invention. In FIG. 1, as a sheet 30 for an interior part of an automobile luggage compartment, non-foamed layers 11 and 13 (indoor non-foamed layer 11 and An outdoor non-foamed layer 13) is formed, and a skin layer 18 is laminated as a design layer on the surface of the indoor non-foamed layer 11 via an adhesive layer 16, and an adhesive is applied to the surface of the outdoor non-foamed layer 13 Through the layer 20, a nonwoven fabric abnormal sound prevention layer 22 as a heat insulating layer is laminated.

  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 from the viewpoints of excellent quality such as heat resistance and rigidity, processability and easy production.

  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 mixing ratio of the PPE resin and the PS resin (the total of both is 100% by weight) Is preferably 25 to 70% by weight of PPE resin and 30 to 75% by weight of PS resin, more preferably 30 to 60% by weight of PPE resin and 40 to 70% by weight of PS resin. 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 is usually a 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 appears. 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, by increasing the cell density of the double-sided surface layer portion of the foam layer (by forming a so-called hard skin layer on the surface of the foam layer by cooling both surfaces uniformly when forming an extruded foam molded sheet) The amount of heat shrinkage can be suppressed by making the surface layer portion of the foam layer rigid.

  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 indoor non-foamed layer 11 or the outdoor non-foamed layer 13 is not laminated, the size can be reduced.

  The base resin of the foam layer 10 used in the present invention includes, as necessary, a bubble regulator, impact resistance improver, lubricant, antioxidant, antistatic agent, pigment, stabilizer, odor reducing agent, Talc or the like may be added.

  In the foam laminated sheet for an automobile cargo compartment component of the present invention, the indoor non-foamed layer 11 and the outdoor non-foamed layer 13 having a thermoplastic resin as a base resin are laminated on both surfaces of the foamed layer 10.

  In the present invention, examples of the thermoplastic resin as the base resin used for the indoor non-foamed layer 11 or the outdoor non-foamed layer 13 include PS resins, heat-resistant PS resins, modified PPE resins, polyethylene terephthalate ( PET) -based resin, polyamide (nylon) -based resin, 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 foam laminated sheet for an automobile luggage compartment component of the present invention, the thermoplastic resin compositions used for the indoor non-foamed layer 11 and the outdoor non-foamed layer 13 may be the same or different.

  In the present invention, when the modified PPE resin is used as the base resin used for the indoor non-foamed layer 11 or the outdoor non-foamed layer 13, as in the case of the foamed layer 10, the modified PPE resin is Modification is performed 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 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) has a large impact resistance improving effect on the indoor non-foamed layer 11 or the outdoor non-foamed layer 13. This is preferable.

  In the present invention, when a modified PPE resin is used as the base resin used for the indoor non-foamed layer 11 or the outdoor non-foamed layer 13, the PPE resin and the PS resin in the mixed resin that is a modified PPE resin. The proportion of the resin is preferably 5 to 70% by weight of PPE 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. preferable. 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 base resin used for the indoor non-foamed layer 11 or the outdoor non-foamed layer 13, the heat-resistant PS resin used is styrene or a derivative thereof, It is a copolymer with other monomers having an effect of improving the property. 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, heat-resistant PS-based resins include those obtained by adding synthetic rubber or rubber latex when styrene or styrene derivatives are polymerized, and those such as maleic acid, fumaric acid, acrylic acid, methacrylic acid, and itaconic acid. It may be a copolymer with a saturated carboxylic acid or a derivative thereof and an acid anhydride thereof, a nitrile compound such as acrylonitrile or methacrylonitrile. 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.

  The glass transition temperature Tg of the base resin used for the indoor non-foamed layer 11 and the outdoor non-foamed layer 13 in the present invention is preferably lower than the glass transition temperature Tg of the base resin used for the foamed layer 10. .

  In addition, when HIPS is contained as the resin configuration of the non-foamed layer, the base resin that is the object of measurement of the glass transition temperature is a resin composition that contains HIPS.

  The glass transition temperature of the base resin in the present invention is a value measured according to JIS K-7121. For example, using DSC (manufactured by Shimadzu Corporation, DSC-50 ASSY), the lifting speed is 10 mm / min. It is a value measured under conditions.

  The thickness of the foam film of the foam layer 10 is very thin with respect to the thickness of the base resin layer constituting the indoor non-foam layer 11 and the outdoor non-foam layer 13, so that it easily melts and deforms with a small amount of heat. Therefore, the bubble film is crushed by heat or pressure by thermoforming. On the other hand, the indoor non-foamed layer 11 and the outdoor non-foamed layer 13 are very thick with respect to the cell membrane of the foamed layer 10 and have a film-like form, and therefore have better shape retention than the foamed layer 10. Therefore, by making the glass transition temperature Tg of the base resin constituting the indoor non-foamed layer 11 and the outdoor non-foamed layer 13 lower than the glass transition temperature Tg of the base resin of the foamed layer 10, that is, the foamed layer By making 10 more excellent in heat resistance than the indoor non-foamed layer 11 and the outdoor non-foamed layer 13, the surface cell membrane of the foamed layer 10 is prevented from being crushed by heat and pressure due to thermoforming, It can be set as the molded article which has desired thickness.

  Furthermore, according to the study of the present inventor, the dimensional change in the molded product obtained by thermoforming the laminated sheet in which the indoor non-foamed layer 11 and the outdoor non-foamed layer 13 are laminated on both surfaces of the foamed layer 10 is It has been found that the indoor non-foamed layer 11 and the outdoor non-foamed layer 13 have residual strain during lamination processing and are generated by the relaxation of the residual strain under actual use conditions as a molded product. Yes.

  When the laminated sheet having the indoor non-foamed layer 11 and the outdoor non-foamed layer 13 is thermoformed, when heated strongly enough to remove the residual distortion of the indoor non-foamed layer 11 and the outdoor non-foamed layer 13, Heating causes bubble breakage in the foam film of the foamed layer 10, resulting in surface roughness of the foamed layer and separation from the indoor non-foamed layer 11 and the outdoor non-foamed layer 13. On the other hand, when heating is excessively suppressed in order to suppress the adverse effect on the foamed layer 10, the film-like nonfoamed layer having the thickness of the indoor non-foamed layer 11 and the outdoor non-foamed layer 13 is plastic. It was found that the molded product was not sufficiently stretched and the shape could not be maintained, and residual strain remained, resulting in a decrease in the dimensional accuracy of the molded product.

  Therefore, by making the glass transition temperature Tg of the thermoplastic resin composition constituting the indoor non-foamed layer 11 and the outdoor non-foamed layer 13 lower than the glass transition temperature Tg of the base resin constituting the foamed layer 10, Heating conditions that can suppress the residual strain remaining in the indoor non-foamed layer 11 and the outdoor non-foamed layer 13 without adversely affecting the foamed layer 10 can be set, and the above problem can be solved.

  In the present invention, the glass transition temperature Tg of the thermoplastic resin composition used for the indoor non-foamed layer 11 and the outdoor non-foamed layer 13 is higher than the glass transition temperature Tg of the base resin used for the foamed layer 10. More preferably, it is 5-40 degreeC low.

Basis weight of the indoor-side non-foamed layer 11 and the outdoor-side non-foamed layer 13 in the present invention is preferably ^{50~300g / m 2, 75~200g / m} 2 is more preferable. When the basis weight of the non-foamed layer is lower than 50 g / m ² , the strength, rigidity, heat resistance and the like tend to decrease. When the basis weight is higher than 300 g / m ² , Formability tends to be inferior.

  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 formed by laminating the indoor non-foamed layer 11 and the outdoor non-foamed layer 13 on the foamed layer 10 and performing punching processing when molding a laminated sheet that is secondarily foamed during heat molding as an automobile interior material. When transporting the laminated sheet or molded body, it is effective to prevent the indoor non-foamed layer 11 and the outdoor non-foamed layer 13 from cracking. 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 the non-foamed layer, impact resistance can be imparted to the indoor non-foamed layer 11 or the outdoor non-foamed layer 13.

  Examples of the skin layer 20 used in the present invention include nonwoven fabrics, woven fabrics, and knitted fabrics.

  As the non-woven fabric used for the skin layer 20 in the present invention, any kind can be used as long as it is a cloth-like product obtained by bonding raw fibers by an adhesive, a molten fiber, or a mechanical method. The type of raw fiber is not particularly limited, and any of synthetic fiber, semi-synthetic fiber, or natural fiber can be used. Specifically, synthetic fibers such as polyester, polypropylene, polyamide (nylon), polyacrylonitrile, and natural fibers such as wool, cotton, and cellulose can be used. Among these, polyester fibers are preferable, and particularly heat resistant. High polyethylene terephthalate fibers are preferred. These fibers can be used alone or in combination of two or more.

  Examples of the type of the nonwoven fabric include a bonded binder-bonded fabric, a needle punched fabric, a spun pond fabric, a spray fiber fabric, a water needle fabric, a stitch bond fabric, and the like, and any nonwoven fabric can be used. Of these non-woven fabrics, needle punch non-woven fabrics are preferred from the viewpoint of processability and the like.

Although the basis weight of the skin layer 20 of the present invention is not particularly limited, from the viewpoint of the design of application of the skin layer, the basis weight of the skin layer 20 is preferably 130~380g / m ^2, further comprising a motor vehicle luggage compartment structure interior member In the deep drawing like the deck side, in order to prevent the skin layer from seeping through, the basis weight of the skin layer 20 is more preferably 180 to 330 g / m ² . If the basis weight of the skin layer 20 is smaller than 130 g / m ² , the skin will be transparent through deep drawing, and the appearance will be significantly reduced. If the basis weight of the skin layer 20 exceeds 380 g / m ² , the weight will only increase unnecessarily. However, the distortion of the skin layer during molding is increased, and the dimensional stability of the automotive interior material obtained by molding the laminated sheet for automotive interior tends to be inferior.

  The adhesive layer 16 used in the present invention is not particularly limited as long as the skin layer 18 and the indoor non-foamed layer 11 can be bonded and integrated. For example, a thermoplastic adhesive, a hot melt adhesive, rubber Examples thereof include a system adhesive, a thermosetting adhesive, a monomer reaction adhesive, an inorganic adhesive, and a natural material adhesive. Among these, a hot melt adhesive is preferable because it is easy to handle and can easily exhibit strong adhesiveness.

  In the present invention, the abnormal sound prevention layer 22 is laminated as a heat retaining layer on the surface of the outdoor non-foamed layer 13 to slow down the cooling progress of the non-foamed layer due to contact cooling with the mold during the heat forming process. It is possible to ensure the stretchability of the non-foamed layer and improve the deep drawing processability.

  In the present invention, the interior material part sheet for an automobile cargo compartment prevents the cooling due to contact with the mold in the molding process of the laminated foamed sheet by laminating the noise preventing layer 22 on the outdoor non-foamed layer 13. And processing distortion of a molded product using the sheet can be reduced. Furthermore, it is possible to prevent noise generated by rubbing between the automobile interior material and the automobile body due to vibrations of the automobile.

  As the noise prevention layer 22 in the present invention, a non-woven fabric made of a fiber material can be used similarly to the skin layer 20.

  As the nonwoven fabric used for the abnormal sound prevention layer 22 in the present invention, any kind of fabric can be used as long as the fibers are joined by an adhesive, a molten fiber, or a mechanical method. The type of raw fiber is not particularly limited, and any of synthetic fiber, semi-synthetic fiber, or natural fiber can be used. Specifically, synthetic fibers such as polyester, polypropylene, polyamide (nylon), polyacrylonitrile, and natural fibers such as wool, cotton, and cellulose can be used. Among these, polyester fibers are preferable, and particularly heat resistant. High polyethylene terephthalate fibers are preferred. These fibers can be used alone or in combination of two or more.

  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, a water needle fabric, a stitch bond fabric, and the like, and any nonwoven fabric can be used. Of these non-woven fabrics, spunbond fabrics and water needle fabrics composed of long fiber filaments are preferred. Further, the filament is crimpable, has high strength, has a soft texture, and is convenient for absorbing sound.

Next, in consideration of molding processability, quality, and cost, the noise prevention layer 22 preferably has a basis weight of 15 to 100 g / m ² , and further has a basis weight of 20 to 60 g / m ^2. It is preferable. When the basis weight of the noise prevention layer 22 is less than 15 g / m ² , an effective noise prevention effect and a heat retaining effect are not recognized, and cooling of the laminated foam sheet proceeds at the time of contact cooling to the mold in the molding process, There is a tendency for defects in extensibility to occur. On the other hand, if the basis weight exceeds 100 g / m ² , the lightness is inferior and the cost is unnecessarily increased, or the interior structure of the automobile luggage compartment is deformed due to the molding distortion of the fiber constituting the noise prevention layer 22. Tend to occur.

  For the adhesive layer 18 used in the present invention, an adhesive similar to the adhesive layer 18 is used.

  Next, the manufacturing method of the sheet | seat for vehicle interior structure interior members 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 of laminating the indoor non-foamed layer 11 or the outdoor non-foamed layer 13 with respect to the foamed layer 10 is not particularly limited, but while feeding the foamed layer 10 that has been previously foamed and wound up, Manufacturing by a method (extrusion laminating method) in which the thermoplastic resin of the indoor non-foamed layer 11 or the outdoor non-foamed layer 13 in a molten state supplied from an extruder is laminated in a layer shape and then pressure-bonded with a cooling roller or the like. Can do. Especially, the method of laminating | stacking by carrying out the extrusion foaming sheet shaping | molding of the foaming layer 10 and the extrusion of the indoor side non-foaming layer 11 and the outdoor side non-foaming layer 13 in-line is preferable at the point of simplification of a manufacturing process.

  The method of laminating the indoor-side non-foamed layer 11 and the outdoor-side non-foamed layer 13, the skin material layer 20, and the noise preventing layer 22 on the foamed layer 10 is not particularly limited. A form in which the thermoplastic resin of the indoor non-foamed layer 11 in a molten state supplied from an extruder is sandwiched between the skin material layer 20 via the adhesive layer 16 while feeding the foamed layer 10 that has been molded and wound. After laminating in layers, a method of pressure bonding with a cooling roller or the like (extrusion laminating method); a foamed layer 10 and a thermoplastic resin of an outdoor non-foamed layer 13 in a molten state supplied from an extruder, and the foamed layer 10 and an adhesive It can manufacture by the method of laminating | stacking in layered form in the form pinched | interposed with the noise prevention layer 22 via the layer 18, and crimping | bonding with a cooling roller etc. Moreover, you may paste a skin material and / or a noise prevention layer before the press at the time of the thermoforming mentioned later with respect to the lamination sheet which laminated | stacked the non-foaming layer on the foaming layer previously.

  As a molding method for obtaining an automobile cargo compartment constituting interior member (secondary foam laminated molded body) by molding from the obtained automobile cargo compartment constituting interior member laminated sheet (primary foamed laminated sheet), a heating furnace having heaters above and below The primary foamed laminated sheet is clamped and guided at the center of the sheet, and the temperature is adjusted after heating to a temperature suitable for molding (for example, the surface temperature of the interior member sheet for automobile luggage compartment is 130 to 155 ° C.). There is a method of press-cooling with a molded mold 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.

  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.

200 to 990 g / m ² is preferable, and 240 to 950 g / m ² is more preferable. If the overall weight of the interior member of the automobile luggage compartment is less than 200 g / m ² , the strength tends to be inferior and damage due to bending or the like tends to occur. If the overall basis weight exceeds 990 g / m ² , the handleability (operator handling property) associated with the increase in weight tends to be reduced, which tends to be contrary to the light weight that is the subject of the present invention.

  As described above, various embodiments of the vehicle cargo compartment interior member seat and the vehicle cargo compartment interior member according to the present invention have been described, but the present invention is not limited to the above-described embodiment. For example, a seat for an interior member of an automobile cargo compartment can be used as a foamed laminated sheet for interior materials that require deep drawability such as trains, airplanes, and buildings, and is interpreted in a broad sense. It should be. 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 parts by weight are expressed as “parts”, and the weight% is expressed as “%”.

  Table 1 shows resin types used in Examples or Comparative Examples, and Table 2 shows nonwoven fabric and film types.

In addition, the description regarding each code | symbol shown in Table 1 is as follows.
PPE: Polyphenylene ether resin HIPS: High impact polystyrene resin PS: Polystyrene resin SMMA copolymer: Styrene-methacrylic acid copolymer Evaluation methods carried out in Examples or Comparative Examples are shown below.

(Glass-transition temperature)
The glass transition temperature Tg of the base resin of the foamed layer and the non-foamed layer used is based on JIS K7121, and using a DSC (manufactured by Shimadzu Corporation, DSC-50 ASSY) at a lifting speed of 10 mm / min. It was measured.

(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 was calculated by 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 .

(appearance)
The appearance of the obtained interior part of the automobile luggage compartment was visually evaluated.
<Appearance state>
○: No abnormality.
Δ: Some peeling or surface roughness is observed in the non-foamed layer, but there is no problem in actual use.
X: Peeling, surface roughness, cracking, and tearing were observed in the non-foamed layer, and there were problems in actual use.

(Heating dimensional change rate)
A test piece of 150 mm square is cut out from the obtained interior part of the automobile luggage compartment, the dimensions before heating (L ₀ ; both width and length direction) are measured, and heated in an 85 ° C. oven for 24 hours. Then, after leaving the test piece for 6 hours and cooling to room temperature, the dimension (L ₁ ) after heating was measured, and the heating dimensional change rate was determined according to the following formula.
Heating dimensional change rate = [(L ₁ −L ₀ ) / L ₀ ] × 100
<Evaluation criteria>
○: Heating dimensional change rate is less than 0.3%.
Δ: Heating dimensional change rate is 0.3% or more and less than 1.0%.
X: The heating dimensional change rate is 1.0% or more.

(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. Then, 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 3.8 parts by weight of a hydrocarbon-based foaming 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 198 ° C., extruded with a circular die at a pressure of 12 MPa, wound up into a winding roll via a take-up roll, a primary foam layer thickness of 2.4 mm, and a primary foaming ratio of 14 A roll of primary foamed sheet having a size of 0.5 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.
<Lamination of outdoor non-foamed layer>
While the primary foamed sheet is unwound from a roll, 28.6 parts by weight of PPE resin (A) and HIPS are obtained so that the PPE resin component is 20% by weight, the PS resin component is 71.1% by weight, and the rubber component is 8.9% by weight. The mixed resin in which 71.4 parts by weight of the resin (B) is mixed is melted and kneaded using an extruder at a resin temperature of 250 ° C., extruded into a film using a T-die, and the film-like outdoor non-melted state in a molten state. The 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 .
A spunlace nonwoven fabric mat coated with 10 g / m ² of a carboxylated modified styrene-butadiene resin latex adhesive (manufactured by JSR Co., Ltd., 0569) as a nonwoven fabric layer when laminating the non-foamed layer outside the modified PPE resin room (A) The structure was laminated.
<Lamination of indoor non-foamed layer>
The resulting foamed laminated sheet on which the modified PPE resin non-foamed layer is formed is 7.0% by weight PPE resin component, 88% by weight PS resin component, 3.9% by weight rubber component, and 1.2% by weight pigment. As described above, a mixed resin obtained by mixing 10 parts by weight of PPE resin (A), 30 parts by weight of HIPS resin (B), 58 parts by weight of PS resin (C), and 2.0 parts by weight of gray pigment (E) has a resin temperature of A modified PPE-based resin chamber inner non-foamed layer with a basis weight of 180 g / m ² was formed on the opposite surface of the sheet on which the modified PPE-based resin chamber outer non-foamed layer was formed by extruding into a film at 255 ° C.
A hot melt film (b) having a basis weight of 30 g / m ² is laminated at the time of lamination of the modified PPE-based resin indoor side non-foamed layer, and then a plain needle punched nonwoven fabric skin having a basis weight of 250 g / m ² as a design surface skin material layer. (C) was laminated.
<Molding of automotive interior materials>
The obtained foamed laminated sheet is arranged so that the upper surface side is a non-woven fabric layer and the lower surface is a design surface skin material layer, clamped in two directions in the width direction of the laminated sheet, and placed in a heating furnace. The surface temperature of the laminated sheet was heated for 33 seconds so that the surface temperature of the back nonwoven fabric layer was 150 ° C. and the surface temperature of the design surface skin material layer was 200 ° C. Then, 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 the deeply drawn portion of 300 mm, an upper concave mold, a lower convex mold), the mold temperature Plug molding was performed at 50 ° C. Thereafter, trimming and punching were performed to obtain a deck side molded body as an automobile interior member.
When the appearance of the obtained 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, an evaluation test was performed on various evaluation items, and the results shown in Table 3 were obtained.

(Example 2)
In the lamination of the outdoor non-foamed layer, 14.3 parts by weight of PPE resin (A) and HIPS resin (10% by weight of PPE resin component, 79.3% by weight of PS resin component and 10.7% by weight of rubber component) and HIPS resin ( B) A foamed laminated sheet was obtained in the same manner as in Example 1 except that the mixed resin mixed with 85.7 parts by weight was obtained, 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 3 were obtained.

(Example 3)
In the lamination of the outdoor non-foamed layer, 42.9 parts by weight of PPE resin (A) and HIPS resin (30% by weight of PPE resin component, 71.1% by weight of PS resin component, and 7.1% by weight of rubber component) B) A foamed laminated sheet was obtained in the same manner as in Example 1 except for the mixed resin mixed with 57.1 parts by weight, 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 3 were obtained.

Example 4
In the lamination of the indoor non-foamed layer, a basis weight of 200 g / m was obtained using a mixed resin in which 49 parts by weight of HIPS resin (B), 49 parts by weight of PS resin (D), and 2.0 parts by weight of gray pigment (E) were mixed. A foamed laminated sheet was obtained in the same manner as in Example 1 except that a heat-resistant PS resin non-foamed layer of m ² was formed, 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 3 were obtained.

(Example 5)
<Manufacture of foam layer>
With respect to 100 parts by weight of a mixed resin obtained by mixing 42.8 parts by weight of PPE resin (A) and 57.1 parts by weight of PS resin (B) so as to be 30% by weight of PPE resin component and 70% by weight of PS resin component 3.8 parts by weight of a hydrocarbon-based foaming 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 195 ° C., extruded with a circular die at a pressure of 11 MPa, wound in a roll form on a take-up roll through a take-up roll, a primary foam layer thickness of 2.6 mm, and a primary foaming ratio of 15 A roll of a primary foamed sheet having a size of 2 times, a closed cell ratio of 90%, a cell diameter of 0.16 mm and a basis weight of 150 g / m ² was obtained.
Except for the above, a foamed laminated sheet was obtained by the same method 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 3 were obtained.

(Comparative Example 1)
In the lamination of the outdoor non-foamed layer, 64.3 parts by weight of PPE resin (A) and HIPS resin (45% by weight of PPE resin component, 50.5% by weight of PS resin component and 4.5% by weight of rubber component) and HIPS resin ( B) Using a mixed resin mixed with 35.7 parts by weight, and in the lamination of the indoor non-foamed layer, the PPE resin component is 45% by weight, the PS resin component is 50.5% by weight, and the rubber component is 4.5% by weight. A foamed laminated sheet was obtained in the same manner as in Example 1 except that a mixed resin obtained by mixing 64.3 parts by weight of PPE resin (A) and 35.7 parts by weight of HIPS resin (B) was used. In the molding process, a deck side molded body as an automobile interior member was obtained.
When the appearance of the acquired deck side was observed, cracks occurred in the foamed laminated sheet in 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 foam layer>
With respect to 100 parts by weight of a mixed resin obtained by mixing 42.8 parts by weight of PPE resin (A) and 57.1 parts by weight of PS resin (B) so as to be 30% by weight of PPE resin component and 70% by weight of PS resin component 3.8 parts by weight of a hydrocarbon-based foaming 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 195 ° C., extruded with a circular die at a pressure of 11 MPa, wound in a roll form on a take-up roll through a take-up roll, a primary foam layer thickness of 2.7 mm, and a primary foam ratio of 15 A roll of a primary foamed sheet having a size of 2 times, a closed cell ratio of 90%, a cell diameter of 0.16 mm and a basis weight of 150 g / m ² was obtained.
<Lamination of outdoor non-foamed layer>
Mixing 42.9 parts by weight of PPE resin (A) and 57.1 parts by weight of HIPS resin (B) so as to be 30% by weight of PPE resin component, 62.9% by weight of PS resin component and 7.1% by weight of rubber component A modified PPE resin non-foamed layer having a basis weight of 120 g / m ² was formed using the mixed resin.
<Lamination of indoor non-foamed layer>
Mixing 42.9 parts by weight of PPE resin (A) and 57.1 parts by weight of HIPS resin (B) so as to be 30% by weight of PPE resin component, 62.9% by weight of PS resin component and 7.1% by weight of rubber component A modified PPE resin non-foamed layer having a basis weight of 180 g / m ² was formed using the mixed resin.
Except for the above, a foamed laminated sheet was obtained by the same method 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, cracks occurred in the foamed laminated sheet in 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 3)
In the lamination of the outdoor non-foamed layer, a foamed laminated sheet was obtained in the same manner as in Example 1 except that the spunlace nonwoven fabric mat (a) constituent was not laminated, and an automotive interior member was formed by molding. As a result, a deck side molded body was obtained.
When the appearance of the acquired deck side was observed, cracks occurred in the foamed laminated sheet in the deep-drawn portion, and a deck side molded body as an automotive interior part having a good appearance could not be 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 a plane explanatory view showing an example of the automobile interior material concerning the present 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 Foamed layer 11 Indoor non-foamed layer 13 Outdoor non-foamed layer 16 Skin adhesive 18 Skin layer 20 Abnormal noise prevention adhesive 22 Abnormal noise prevention layer 30 Thermoplastic resin foam laminated sheet

Claims (2)

A foamed layer comprising a modified polyphenylene ether resin comprising 25 to 70% by weight of a polyphenylene ether resin and 30 to 75% by weight of a styrene resin;
A non-foamed layer having a base resin of a modified polyphenylene ether resin or a heat-resistant polystyrene resin composed of 5 to 50% by weight of a polyphenylene ether resin and 50 to 95% by weight of a styrene resin is laminated on the outdoor surface, An automobile in which a non-foamed layer having a base resin of a modified polyphenylene ether resin or a heat-resistant polystyrene resin composed of 5 to 50% by weight of a polyphenylene ether resin and 50 to 95% by weight of a styrene resin is laminated on an indoor side surface It is a foam laminated sheet for interior parts for cargo compartments,
An automobile luggage compartment in which the glass transition temperature of the base resin of the non-foamed layer is lower than the glass transition temperature of the modified polyphenylene ether resin of the foamed layer, and a nonwoven fabric is laminated as a heat retaining layer on the surface of the outdoor non-foamed layer Foamed laminated sheet for interior components.   An automobile luggage compartment interior member obtained by heat-molding the foamed laminated sheet for an interior compartment member of the automobile luggage compartment according to claim 1.