JP2010241180A - Lightweight air conditioning duct for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air conditioning duct for vehicles which is light in weight and excellent in mechanical strength. <P>SOLUTION: The air conditioning duct 1, which ventilate air-conditioned air supplied from an air conditioner unit to desired portions, is obtained by blow-molding a mixed resins containing a polypropylene-based resin for foaming and a hydrogenated styrene-based thermoplastic elastomer. Izod impact strength thereof at -20°C is 10 J/m or higher. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a lightweight air conditioning duct for a vehicle.

There is known an air conditioning duct for a vehicle for allowing air conditioning air supplied from an air conditioner unit to flow to a desired part.
Since such an air conditioning duct is required to have light weight and heat insulation properties, a foamed resin molded product is generally used.

By the way, such an air-conditioning duct can improve various functions by adjusting a foaming state.
For example, in order to have a sound absorption / noise reduction effect, a hollow molded product whose inner surface is broken (see, for example, Patent Document 1), a duct that specifies surface hardness and bubble deformation rate (for example, see Patent Document 2), air conditioning In order to prevent dew condensation from occurring on the outer surface of the duct, a foam duct having a specified surface roughness (see, for example, Patent Document 3), a vehicle air duct having a multilayer structure (see, for example, Patent Document 4) Is disclosed.

Japanese Patent Publication No. 08-25230 Japanese Patent No. 3997334 JP 2005-241157 A JP 2006-205831 A

However, the conventional air-conditioning ducts including the air-conditioning ducts described in Patent Documents 1 to 4 have insufficient mechanical strength such as tensile strength.
For example, when a curtain airbag for protecting a passenger from a side collision is deployed in a roof side air conditioning duct of a vehicle by the force of pressurized gas, the roof side air conditioning duct is scattered by the impact during deployment. There is a risk of cracking.

  On the other hand, weight reduction of an air-conditioning duct is also desired for the purpose of improving fuel consumption and reducing raw materials. In addition, in order to improve lightness and heat insulation, if the expansion ratio of the air conditioning duct is increased, the mechanical strength is lowered.

  This invention is made | formed in view of the said situation, and it aims at providing the lightweight air conditioning duct for vehicles which is lightweight and is excellent in mechanical strength.

  The inventors of the present invention have intensively studied to solve the above-mentioned problem, and are able to solve the above-mentioned problem by using a predetermined material, obtained by blow molding, and setting to a predetermined Izod impact strength. As a result, the present invention has been completed.

  That is, the present invention is (1) a lightweight air conditioning duct for a vehicle for ventilating air-conditioning air supplied from an air-conditioning unit to a desired site, which is a polypropylene-based resin for foaming, a hydrogenated styrene-based thermoplastic elastomer, , Which is obtained by blow molding a mixed resin, and exists in a lightweight air conditioning duct for vehicles having an Izod impact strength at −20 ° C. of 10 J / m or more.

The present invention has (2) a closed cell structure with an expansion ratio of 2.0 times or more, a tensile fracture elongation at −10 ° C. of 40% or more, and a tensile elastic modulus at room temperature of 1000 kg / cm ² or more. It exists in the lightweight air conditioning duct for vehicles as described in said (1).

  This invention exists in the lightweight air-conditioning duct for vehicles as described in said (1) or (2) whose (3) polypropylene-type resin for foaming is a propylene homopolymer which has a long chain branched structure.

  In the present invention, (4) the hydrogenated styrene thermoplastic elastomer is selected from the group consisting of a styrene-ethylene / butylene-styrene block copolymer, a styrene-ethylene / propylene-styrene block copolymer, and a hydrogenated styrene-butadiene rubber. It exists in the lightweight air-conditioning duct for vehicles as described in any one of said (1)-(3) which is at least 1 chosen.

  (5) The styrene content of the hydrogenated styrene-based thermoplastic elastomer is less than 30 wt%, and the MFR at 230 ° C. is 1.0 to 10 g / 10 min. It exists in the lightweight air-conditioning duct for vehicles as described in any one.

  In the present invention, (6) the blending ratio of the polypropylene resin for foaming in the mixed resin is 60 to 95 wt%, and the blending ratio of the hydrogenated styrene thermoplastic elastomer is 5 to 40 wt%. It exists in the lightweight air conditioning duct for vehicles as described in any one of 5).

  This invention exists in the lightweight air conditioning duct for vehicles as described in any one of said (1)-(6) in which (7) mixed resin further contains a polyolefin-type polymer.

  This invention exists in the lightweight air conditioning duct for vehicles as described in any one of said (1)-(7) which is (8) roof side ducts.

Since the lightweight air conditioning duct for a vehicle of the present invention is obtained by blow molding a predetermined mixed resin, it can be lightweight, highly foamed, and has a predetermined Izod impact strength. Even when an impact due to the deployment of the curtain airbag or the like is applied at a low temperature, scattering cracking can be suppressed. The Izod impact strength can be adjusted to a desired range by adjusting, for example, the blending ratio of the hydrogenated styrene thermoplastic elastomer in the mixed resin.
Therefore, the lightweight air conditioning duct for vehicles is lightweight and excellent in mechanical strength, and is not easily damaged such as scattering cracks.

The above-mentioned lightweight air conditioning duct for vehicles has a closed cell structure with an expansion ratio of 2.0 times or more, a tensile fracture elongation at −10 ° C. of 40% or more, and a tensile elastic modulus at room temperature of 1000 kg / cm ² or more. If it is, there will be no unevenness in mechanical strength, and it will be excellent in rigidity, impact resistance, durability against changes in temperature and humidity.

  When the polypropylene-based resin for foaming is a propylene homopolymer having a long-chain branched structure, the vehicle lightweight air conditioning duct has a high melt tension and a higher foaming ratio.

  In the above-mentioned lightweight air conditioning duct for vehicles, the hydrogenated styrene thermoplastic elastomer is a group consisting of a styrene-ethylene / butylene-styrene block copolymer, a styrene-ethylene / propylene-styrene block copolymer, and a hydrogenated styrene-butadiene rubber. When it is at least one selected from the above, the impact strength is surely improved without lowering the mechanical strength.

  The above-mentioned lightweight air conditioning duct for vehicles reduces mechanical strength when the styrene content of the hydrogenated styrene-based thermoplastic elastomer is less than 30 wt% and the MFR at 230 ° C. is 1.0 to 10 g / 10 min. The impact strength can be further improved without any problems.

(A) of FIG. 1 is a perspective view which shows the case where the light weight air-conditioning duct for vehicles which concerns on this embodiment is used as a roof side duct, (b) is an XX 'line | wire cross-sectional view of (a). FIG. FIG. 2 is a cross-sectional view when the lightweight air conditioning duct for a vehicle according to the present embodiment is used as a roof side duct. FIG. 3 is a cross-sectional view showing an aspect when blow molding the lightweight air conditioning duct for a vehicle according to the present embodiment. FIG. 4 is a perspective view showing a case where the lightweight air conditioning duct for a vehicle according to the present embodiment is used as an air conditioning floor duct.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings as necessary. In the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted. Further, the positional relationship such as up, down, left and right is based on the positional relationship shown in the drawings unless otherwise specified. Further, the dimensional ratios in the drawings are not limited to the illustrated ratios.

[First Embodiment]
As a first embodiment, the case where the lightweight air conditioning duct for a vehicle of the present invention is a roof side duct will be described.
(A) of FIG. 1 is a perspective view which shows the case where the light weight air-conditioning duct for vehicles which concerns on this embodiment is used as a roof side duct, (b) is an XX 'line | wire cross-sectional view of (a). FIG.
As shown in FIGS. 1A and 1B, a lightweight air conditioning duct for vehicles (hereinafter referred to as a “roof side duct”) 1 according to the present embodiment supplies air conditioning air supplied from an air conditioning unit to a desired part. It is for ventilating.

The roof side duct 1 has a hollow polygonal column shape and is integrally formed by blow molding. The blow molding will be described later.
The roof side duct 1 is supported by a transverse duct 3 on a flat plate.
An air supply port 2 for supplying air-conditioning air is provided at one end of the transverse duct 3, and the air-conditioning air supplied from the air supply port circulates inside the transverse duct (not shown) It flows into the hollow part of the duct 1.
The inflowing air-conditioning air is discharged from an air discharge port 5 provided in the roof side duct 1.

The roof side duct 1 has an average thickness of the wall 1a of 3.5 mm or less. Thus, by reducing the thickness of the wall portion 1a of the roof side duct 1, the flow path of the conditioned air flowing through the roof side duct 1 can be set wide.
Moreover, it is preferable that the average bubble diameter of the bubble cell in the thickness direction of the wall part 1a is less than 300 micrometers. In this case, there is an advantage that the mechanical strength is further increased. The average cell diameter is more preferably less than 100 μm.

The roof side duct 1 has an Izod impact strength at −20 ° C. of 10 J / m or more, and preferably 20 to 45 J / m. Here, the Izod impact strength is a value measured according to JIS K-7110 (with notch).
If the Izod impact strength is less than 10 J / m, the durability against temperature change is insufficient, and in particular, scattering cracking may occur due to impact at low temperatures.

The roof side duct 1 has a closed cell structure with an expansion ratio of 2.0 times or more. Here, the expansion ratio is a value obtained by dividing the density of the thermoplastic resin used for foam blow molding by the apparent density of the wall portion 1a of the foam blow molded product. Further, the closed cell structure is a structure having a plurality of bubble cells, and means a structure having at least a closed cell ratio of 70% or more.
When the expansion ratio is less than 2.0 times, the weight reduction is insufficient as compared with the case where the expansion ratio is in the above range, the heat insulating effect is low, and condensation may occur.

The roof side duct 1 preferably has a tensile breaking elongation at −10 ° C. of 40% or more, and more preferably 100% or more. Here, the tensile elongation at break is a value measured according to JIS K-7113.
When the tensile fracture elongation at −10 ° C. is less than 40%, scattering cracks may occur as compared with the case where the tensile fracture elongation is within the above range.

Roof side duct 1 is preferably a tensile modulus at ordinary temperature is 1000 kg / cm ² or more, and more preferably 1100~1500kg / cm ^2. Here, the tensile modulus is a value measured according to JIS K-7113.
When the tensile elastic modulus at room temperature is less than 1000 kg / cm ² , the roof side duct 1 may be deformed as compared with the case where the tensile elastic modulus is within the above range.

FIG. 2 is a cross-sectional view when the lightweight air conditioning duct for a vehicle according to the present embodiment is used as a roof side duct.
As shown in FIG. 2, the roof side duct 1 is arranged side by side with the curtain airbag 7 between the interior ceiling material 6 of the vehicle and the vehicle body panel 4.
Then, when the curtain airbag 7 is deployed by the pressurized gas, the impact due to the deployment of the curtain airbag 7 is transmitted to the roof side duct 1 disposed behind the curtain airbag 7.

  Since the roof side duct 1 according to the present embodiment has a predetermined Izod impact strength as described above, for example, even when an impact due to deployment of a curtain airbag or the like is applied at low temperatures, scattering cracks are suppressed. be able to. Therefore, the lightweight air conditioning duct for vehicles is lightweight and has excellent mechanical strength and low-temperature impact strength.

The lightweight air conditioning duct for vehicles according to the present embodiment is obtained by blow molding a predetermined mixed resin.
Such a mixed resin includes a polypropylene resin for foaming and a hydrogenated styrene thermoplastic elastomer.

Although it does not specifically limit as a polypropylene resin for foaming, What is necessary is just a polyolefin resin which has an ethylene unit or a propylene unit in a molecule | numerator. Examples thereof include polypropylene resin and ethylene-propylene block copolymer.
Among these, the polypropylene resin preferably has a propylene homopolymer having a long chain branched structure, and more preferably an ethylene-propylene block copolymer.
In this case, the melt tension is increased and a higher expansion ratio is obtained.
The propylene homopolymer having a long chain branched structure is preferably a propylene homopolymer having a weight average branching index of 0.9 or less. The weight average branching index g ′ is represented by V1 / V2, where V1 is the intrinsic viscosity of the branched polyolefin, and V2 is the intrinsic viscosity of a linear polyolefin having the same weight average molecular weight as that of the branched polyolefin.

  As the polypropylene resin for foaming, it is preferable to use polypropylene having a melt tension at 230 ° C. in the range of 30 to 350 mN. Here, melt tension means melt tension. When the melt tension is in the above range, the polypropylene resin for foaming exhibits strain hardening and a high foaming ratio can be obtained.

  Although it does not specifically limit as a hydrogenated styrene type thermoplastic elastomer, What is necessary is just a resin which has the styrene unit to which hydrogen was added in the molecule | numerator. For example, hydrogenated styrene-butadiene rubber such as styrene-butadiene-styrene block copolymer, styrene-isoprene-styrene block copolymer, styrene-butadiene random copolymer, styrene-ethylene-butylene-styrene block copolymer, Examples thereof include styrene-ethylene / propylene-styrene block copolymers. That is, the hydrogenated styrene-based thermoplastic elastomer is at least one selected from the group consisting of a styrene-ethylene / butylene-styrene block copolymer, a styrene-ethylene / propylene-styrene block copolymer, and a hydrogenated styrene-butadiene rubber. When it is, mechanical strength improves reliably.

The hydrogenated styrene-based thermoplastic elastomer preferably has a styrene content of less than 30 wt%, and more preferably less than 20 wt%.
When the styrene content exceeds 30 wt%, the expansion ratio and blow moldability tend to be lower than when the styrene content is within the above range.

The hydrogenated styrene-based elastomer preferably has a melt flow rate (MFR) at 230 ° C. of 10 g / 10 min or less, more preferably 1 to 10 g / 10 min, and 1 to 5 g / 10 min. Is more preferable. Here, MFR is a value measured according to JIS K-7210.
If the MFR is less than 1.0 g / 10 min, the impact resistance at low temperatures may not be obtained as compared with the case where the MFR is within the above range.

The blending ratio of the polypropylene resin for foaming in the mixed resin and the hydrogenated styrene elastomer is preferably 5 to 40 wt% of the hydrogenated styrene elastomer with respect to the total amount of the mixed resin. It is more preferable that In addition, it is preferable that the polypropylene-type resin for foaming is 45-95 wt%, and it is more preferable that it is 60-95 wt%.
By setting it as such a mixture ratio, it can be made highly foamed while maintaining light weight, and can improve impact resistance and also maintain rigidity as a lightweight air conditioning duct for vehicles.

The mixed resin described above may contain a polyolefin polymer as the third component.
Examples of such polyolefin-based polymers include ethylene-based polymers, and specific examples include low-density ethylene-α-olefin, linear ultra-low-density polyethylene, ethylene-based elastomer, or propylene-based elastomer.
These polymerizations are preferably performed using a metallocene catalyst from the viewpoint of impact resistance at low temperatures.

The ethylene-α-olefin is preferably obtained by copolymerizing ethylene and an α-olefin having 3 to 20 carbon atoms. In addition, a C3-C20 alpha olefin may be used individually by 1 type, and may use 2 or more types together.
More specifically, the ethylene-α-olefin is ethylene, propylene, 1-butene, 1-pentene, 1-hexene, 1-heptene, 1-octene, 1-nonene, 1-decene, 1-dodecene. More preferred is a copolymer obtained by copolymerizing 4-methyl-1-pentene or 4-methyl-1-hexene, obtained by copolymerizing ethylene and 1-butene, 1-hexene or 1-octene. More preferred are

The content of the monomer unit based on ethylene in the ethylene-α-olefin copolymer is preferably in the range of 50 to 99 wt% with respect to the ethylene-α-olefin copolymer. The content of the monomer unit based on α-olefin is 1 to 50 wt% with respect to the ethylene-α-olefin copolymer.
It is preferable to be in the range.

As the above-mentioned polyolefin polymer, those having a density of 0.91 g / cm ³ or less are suitably used from the viewpoint of impact resistance at low temperatures.
The polyolefin-based polymer is blended in a range of 20 wt% or less with respect to the mixed resin. In this case, the foamed polypropylene resin is 60 to 95 wt%, the hydrogenated styrene elastomer is 5 to 40 wt%, and the polyolefin polymer is 0 to 20 wt%.

The mixed resin is foamed using a foaming agent before being blow-molded.
Examples of such foaming agents include inorganic foaming agents such as air, carbon dioxide gas, nitrogen gas, and water, or organic foaming agents such as butane, pentane, hexane, dichloromethane, and dichloroethane.
Among these, it is preferable to use air, carbon dioxide gas or nitrogen gas as the foaming agent. In this case, since a tangible object can be prevented from being mixed, a decrease in durability or the like is suppressed.

Moreover, it is preferable to use a supercritical fluid as the foaming method. That is, it is preferable that carbon dioxide gas or nitrogen gas is in a supercritical state to foam the mixed resin. In this case, air bubbles can be uniformly and reliably formed.
When the supercritical fluid is nitrogen gas, the conditions may be a critical temperature of 149.1 ° C. and a critical pressure of 3.4 MPa or more. When the supercritical fluid is carbon dioxide, the conditions are a critical temperature of 31 ° C. and a critical temperature. The pressure may be 7.4 MPa or more.

Thus, the foamed mixed resin (hereinafter referred to as “foamed mixed resin”) is blow-molded by a known method.
FIG. 3 is a cross-sectional view showing an aspect when blow molding the lightweight air conditioning duct for a vehicle according to the present embodiment.

First, the foamed mixed resin is kneaded by an extruder (not shown), and then stored in an in-die accumulator (not shown). Subsequently, after a predetermined amount of resin is stored, a ring-shaped piston (not shown) ) Is pushed vertically to the horizontal direction.
And it extrudes between the split molds 10 as the cylindrical parison 9 with the extrusion speed of 700 kg / hour or more from the die slit of the extrusion head 8 shown in FIG.
Thereafter, the divided molds 10 are clamped together to sandwich the parison 9, and air is blown into the parison 9 in the range of 0.05 to 0.15 MPa to form the roof side duct 1.

[Second Embodiment]
As a second embodiment, a case where the lightweight air conditioning duct for a vehicle of the present invention is an air conditioning duct arranged in a floor will be described.
FIG. 4 is a perspective view showing a case where the lightweight air conditioning duct for a vehicle according to the present embodiment is used for an air conditioning floor duct.
As shown in FIG. 4, the lightweight air conditioning duct for vehicles (hereinafter referred to as “floor duct”) 11 according to the present embodiment is for allowing the air conditioning air supplied from the air conditioning unit to flow to a desired part.

  The floor duct 11 is the same as the roof side duct 1 described above except that it is bent in the three-dimensional direction. That is, the floor duct 11 has a hollow polygonal column shape and is integrally formed by blow molding. The floor duct 11 is used as an open state by cutting off the closed portion 12 at one end and the other end of the floor duct 11 by post-processing after blow molding.

  In the floor duct 11, the air-conditioned air flows through the floor duct 11 and is discharged from the opened portion.

  EXAMPLES Hereinafter, although this invention is demonstrated more concretely based on an Example and a comparative example, this invention is not limited to a following example.

  First, the prepared polypropylene resin for foaming, the hydrogenated styrene thermoplastic elastomer, and the polyolefin polymer as the third component are as follows. Table 1 shows the MFR value and styrene content of these resins at 230 ° C. The melt flow rate (MFR value) is a value measured at a test temperature of 230 ° C. and a test load of 2.16 kg according to JIS K-7210.

(Polypropylene resin for foaming)
PP1: propylene homopolymer having a long-chain branched structure (manufactured by Sun Allomer Co., Ltd., trade name: PF814, melt tension 200 mN at 230 ° C.)
PP2: crystalline ethylene-propylene block copolymer (manufactured by Nippon Polypro Co., Ltd., trade name: Novatec PP EC9)
PP3: Propylene homopolymer (trade name: Daploy WB130, manufactured by Porealis)
PP4: crystalline ethylene-propylene block copolymer (manufactured by Nippon Polypro Co., Ltd., trade name: New Former FB3312)

(Hydrogenated styrene thermoplastic elastomer)
TPE1: Styrene-ethylene-butylene-styrene block copolymer (Asahi Kasei Kogyo Co., Ltd., trade name: Tuftec H1062)
TPE2: Styrene-ethylene / propylene-styrene block copolymer (Kuraray Co., Ltd., trade name: Septon S2063)
TPE3: hydrogenated styrene-butadiene rubber (manufactured by JSR Corporation, trade name: Dynalon P1320P)
TPE4: Styrene-ethylene-butylene-styrene block copolymer (Mitsubishi Chemical Corporation, trade name: Lavalon SE8400)
TPE5: Styrene-ethylene / propylene-styrene block copolymer (Kuraray Co., Ltd., trade name: Septon S2007)

(Polyolefin polymer)
PE1: an ethylene-hexene-1 copolymer which is a linear ultra-low density polyethylene polymerized by a metallocene catalyst (manufactured by Sumitomo Chemical Co., Ltd., Excelen CX2001, density 0.898 g / cm ³ )
PE2: ethylene-butene-1 copolymer (manufactured by Mitsui Chemicals, Tuffmer A4090, density 0.893 g / cm ³ )

[Table 1]

Example 1
70 wt% of PP1, 10 wt% of PP2, and 20 wt% of TPE1 were mixed to obtain a mixed resin.
Then, supercritical nitrogen as a foaming agent, 3 parts by weight of talc MB as a nucleating agent, and 1 part by weight of black MB as a coloring agent were added to the mixed resin and foamed to obtain a foamed resin. After kneading with an extruder, this is stored in an in-die accumulator, which is a cylindrical space between the mandrel and the die outer cylinder, and extruded into a split mold as a cylindrical parison using a ring-shaped piston, after clamping Blow-molded sample A was obtained by blowing air into the parison at a pressure of 0.1 MPa.

(Example 2)
PP1 was mixed at 60 wt%, PP2 was mixed at 10 wt%, and TPE1 was mixed at 30 wt% to obtain a mixed resin.
Subsequent steps obtained Sample B blow-molded by the same method as in Example 1.

Example 3
70 wt% of PP1, 10 wt% of PP2, and 20 wt% of TPE2 were mixed to obtain a mixed resin.
Subsequent steps obtained Sample C blow-molded by the same method as in Example 1.

Example 4
70 wt% of PP1, 10 wt% of PP2, and 20 wt% of TPE3 were mixed to obtain a mixed resin.
Subsequent steps obtained a sample D blow-molded by the same method as in Example 1.

(Example 5)
70 wt% of PP1, 20 wt% of TPE1, and 10 wt% of PE1 were mixed to obtain a mixed resin.
Subsequent steps obtained Sample E blow-molded by the same method as in Example 1.

(Example 6)
70 wt% of PP3, 10 wt% of PP4, and 20 wt% of TPE1 were mixed to obtain a mixed resin.
In the subsequent steps, a sample F blow-molded by the same method as in Example 1 was obtained.

(Example 7)
PP1 was mixed at 45 wt%, PP2 was mixed at 10 wt%, and TPE1 was mixed at 45 wt% to obtain a mixed resin.
Subsequent steps obtained a sample G blow-molded by the same method as in Example 1.

(Example 8)
70 wt% of PP1, 10 wt% of PP2, and 20 wt% of TPE4 were mixed to obtain a mixed resin.
Subsequent steps obtained a sample H blow-molded by the same method as in Example 1.

Example 9
70 wt% of PP1, 10 wt% of PP2, and 20 wt% of TPE5 were mixed to obtain a mixed resin.
Subsequent steps obtained Sample I blow-molded by the same method as in Example 1.

(Comparative Example 1)
70 wt% of PP1 and 30 wt% of PP2 were mixed to obtain a mixed resin.
Subsequent steps obtained a sample J blow-molded by the same method as in Example 1.

(Comparative Example 2)
70 wt% of PP1, 10 wt% of PP2, and 20 wt% of PE1 were mixed to obtain a mixed resin.
Subsequent steps obtained a sample K blow-molded by the same method as in Example 1.

(Comparative Example 3)
70 wt% of PP1, 10 wt% of PP2, and 20 wt% of PE2 were mixed to obtain a mixed resin.
Subsequent steps obtained a sample L blow-molded by the same method as in Example 1.

The physical properties of Samples A to L obtained in Examples 1 to 9 and Comparative Examples 1 to 3 were evaluated as follows.
1. Tensile fracture elongation Samples A to L were cut out and stored at −10 ° C., and then measured as a No. 2 test piece according to JIS K-7113 and measured at a tensile rate of 50 mm / min.
2. Tensile modulus The wall portions of Samples A to L were cut out and measured at room temperature (23 ° C.) as No. 2 type test pieces according to JIS K-7113 and measured at a tensile rate of 50 mm / min.
3. Foaming ratio The foaming ratio was calculated by dividing the density of the mixed resin used in Examples 1 to 9 and Comparative Examples 1 to 3 by the apparent density of the wall portions of the corresponding samples A to L.
4). Izod impact strength Samples A to L were cut out and stored at −20 ° C., then cut out as 80 × 10 (length × width mm) test pieces, and the test pieces cut out to a thickness of 4 mm were stacked. This was used and measured according to JIS K-7110 (notched).
The obtained results are shown in Table 2.

[Table 2]

Samples A to I of Examples 1 to 9 were able to improve the tensile fracture elongation and Izod impact strength at low temperatures. In particular, Samples A to F, H, and I of Examples 1 to 6, 8, and 9 do not lower the tensile elastic modulus at room temperature.
Further, compared to Example 1 in which the addition amount of the hydrogenated styrene-based thermoplastic elastomer was increased by 10 wt% (Example 2), the addition of 10 wt% of the ethylene polymer (Example 5) was better. It was found that the tensile fracture elongation at low temperatures was dramatically improved. This is because the hydrogenated styrene thermoplastic elastomer contributes to improving the impact resistance at low temperatures, but when the addition amount is high, the moldability at the time of foaming is inhibited, the foaming ratio is lowered and the partial thin wall, This is thought to be due to variations in bubble cells.

  On the other hand, Example 5 in which the addition amount of the hydrogenated styrene-based thermoplastic elastomer was suppressed to a range in which the foamed state was not affected and the low-density ethylene polymer was used in combination as the third component was not reduced in the foamed state. It was found that a significant improvement in impact resistance at low temperatures was observed.

  When the styrene-based thermoplastic elastomer was not added as in Sample J of Comparative Example 1, the tensile fracture elongation and Izod impact strength at low temperatures were low, and when the amount added was excessive, the tensile elastic modulus at room temperature was extremely reduced. . Moreover, the pinhole at the time of shaping | molding by the fall of foaming ratio and partial thinness generate | occur | produced, and the shaping | molding defect also generate | occur | produced.

  When the olefinic thermoplastic elastomer (ethylene-α-olefin copolymer) is used instead of the styrenic thermoplastic elastomer as in samples K and L of Comparative Examples 2 and 3, the desired low temperature impact resistance is improved. Was not planned.

Next, the effects of Samples A to L obtained in Examples 1 to 9 and Comparative Examples 1 to 3 were evaluated as follows.
1. Falling ball impact test Samples A to L were changed in height under conditions of -10 ° C, 1 kg of iron balls were dropped on each sample, and the state of cracking was evaluated according to the following criteria.
(Double-circle): Even if it was a case where it dropped from the height of 150 cm, generation | occurrence | production of the crack did not occur.
○: Cracking occurred when dropped from a height of 80 to 140 cm.
(Triangle | delta): The crack generate | occur | produced by the fall from the height of 50-80cm.
X: Cracking occurred when dropped from a height of less than 50 cm.
The obtained results are shown in Table 3.

[Table 3]

It was confirmed that Samples A to I of Examples 1 to 9 were excellent in ball drop impact resistance and improved in impact resistance at low temperatures. In addition, when the addition amount of the hydrogenated styrene elastomer was excessively increased, the rigidity was lowered, and the shape retention performance as a duct tended to be lowered.
In addition, it can be said that the MFR and styrene content of the hydrogenated styrene-based elastomer within a predetermined range is preferable for improving the low temperature impact strength of the lightweight air conditioning duct for vehicles made of a foamed polypropylene-based resin.

  On the other hand, Samples J to L of Comparative Examples 1 to 3 have insufficient ball drop impact properties, and there is a possibility that scattering cracks may occur due to the impact when the curtain airbag is deployed.

The lightweight air conditioning duct for vehicles according to the present invention can be suitably used as an air conditioning duct for vehicles, in particular, as a thin and lightweight roof side duct that is disposed adjacent to a curtain airbag or the like and requires impact resistance.
The vehicle air conditioning duct contributes to weight reduction of the vehicle without deteriorating various physical properties such as mechanical strength.

1 ... Roof side duct (lightweight air conditioning duct for vehicles)
DESCRIPTION OF SYMBOLS 1a ... Wall part 2 ... Air supply port 3 ... Transverse duct 4 ... Body panel 5 ... Air discharge port 6 ... Interior ceiling material 7 ... Curtain airbag 8 ... Extrusion head 9 ... Parison 10 ... Dividing mold 11 ... Floor duct (lightweight air conditioning duct for vehicles)
12 ... Closure

Claims (8)

A lightweight air conditioning duct for a vehicle for ventilating air conditioning air supplied from an air conditioning unit to a desired part,
It is obtained by blow molding a mixed resin containing a polypropylene resin for foaming and a hydrogenated styrene thermoplastic elastomer,
A lightweight air conditioning duct for vehicles having an Izod impact strength at −20 ° C. of 10 J / m or more. It has a closed cell structure with an expansion ratio of 2.0 times or more,
The lightweight air-conditioning duct for vehicles according to claim 1, wherein a tensile fracture elongation at -10 ° C is 40% or more and a tensile elastic modulus at room temperature is 1000 kg / cm ² or more.   The lightweight air-conditioning duct for vehicles according to claim 1 or 2 in which said polypropylene resin for foaming is a propylene homopolymer which has a long chain branched structure.   The hydrogenated styrene-based thermoplastic elastomer is at least one selected from the group consisting of a styrene-ethylene / butylene-styrene block copolymer, a styrene-ethylene / propylene-styrene block copolymer, and a hydrogenated styrene-butadiene rubber. The lightweight air-conditioning duct for vehicles as described in any one of Claims 1-3.   5. The vehicle according to claim 1, wherein the hydrogenated styrene-based thermoplastic elastomer has a styrene content of less than 30 wt% and an MFR at 230 ° C. of 1.0 to 10 g / 10 minutes. Lightweight air conditioning duct.   The blending ratio of the foaming polypropylene resin in the mixed resin is 60 to 95 wt%, and the blending ratio of the hydrogenated styrene thermoplastic elastomer is 5 to 40 wt%. Lightweight air conditioning duct for vehicles as described in 4.   The lightweight air conditioning duct for vehicles according to any one of claims 1 to 6, wherein the mixed resin further includes a polyolefin-based polymer.   It is a roof side duct, The lightweight air conditioning duct for vehicles as described in any one of Claims 1-7.

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