JP2015200032A - Back surface material for vehicle seat - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a back surface material for vehicle seat in which followability to a shape of a product is improved and inexpensive producing method can be achieved, in addition to the required minimum properties in the back surface material for vehicle seat, such as softness, abrasion resistance, and slidability for workability.SOLUTION: There is provided a back surface material for vehicle seat using polyester filament nonwoven fabric that has a fineness of 0.5 dtex or more and 5 dtex or less, a basis weight of 5 g/mor more and less than 15 g/m, an abrasion resistance of 3 grade or more, a flexural rigidity of 0.98 mN cmor less, and an average friction coefficient of 1.0 or less.

Description

  The present invention relates to a vehicle seat back material that can be manufactured at a low cost and has moderate softness, wear resistance and slipperiness, and conformability to a product shape.

  Generally, a surface covering material for a vehicle seat is a laminate of a foamed resin layer represented by a skin material and a polyurethane foam layer and a back material. As a method of pasting, there is also a method of pasting with an adhesive typified by hot melt, but in general, a flame is applied to the surface of the foamed resin layer, and the surface is burnt and melted. A technique called frame lamination in which the skin material is bonded to the back surface on the other side is widely employed (for example, Patent Document 1).

  As the skin material, materials suitable for the vehicle type and grade such as appearance and feel are used. The foamed resin layer is required to have softness in order to increase cushioning properties. Further, the back material is required to have softness for holding cushioning and preventing wrinkles on the skin, and wear resistance and slipperiness for workability.

  Conventionally, woven and knitted fabrics made of fibers such as polyamide, which have moderate softness, wear resistance, and slipperiness, are often used for backside materials. Since a polyamide-based resin, which is a relatively expensive raw material, is used, it is difficult to keep the price of the back material itself low. In addition, nylon half, which is representative of woven and knitted fabrics made of fibers such as polyamide, is a material that has a difference in expansion and contraction in the longitudinal direction and the transverse direction, so the followability to the product shape of the vehicle seat is low, There is a problem that a portion having insufficient adhesive force is generated as a floating portion (for example, Patent Document 2). Furthermore, in the operation of covering the foamed urethane layer with a large amount of the surface covering material after frame lamination, the slipping property of the nylon half in contact with the foamed urethane layer is not sufficient, resulting in deterioration of workability.

  In addition, when a non-woven fabric with high rigidity, which is inferior in softness, is used as the back surface material, there is a problem that wrinkles such as eruptions occur on the skin after compounding due to frame lamination and the appearance quality is impaired.

JP-A-9-123803 International Publication No. 2010/090093

  The present invention provides a vehicle seat back material that has minimum required characteristics, such as softness, wear resistance, and slipperiness for improving workability, as well as improved product shape followability and low cost. It is an object of the present invention to provide a vehicle seat back surface material that can be manufactured by the manufacturing method.

As a result of intensive studies, the present inventors have found that the above problems can be solved by the following means, and have reached the present invention. That is, this invention consists of the following structures.
1. Fineness is 0.5 dtex or more and 5 dtex or less, basis weight is 5 g / m ² or more and less than 15 g / m ² , wear resistance is grade 3 or more, bending rigidity is 0.98 mN · cm ² / cm or less, and average friction coefficient is 1.0. Vehicle seat back material using the following polyester-based long fiber nonwoven fabric.
2. 2. The back material for a vehicle seat according to 1 above, wherein a stress in 5% elongation in the machine direction of the polyester-based long fiber nonwoven fabric is 10 N / 5 cm or less.
3. 3. The vehicle seat back surface material according to 1 or 2 above, wherein the polyester-based long fiber nonwoven fabric has a dot structure of a press-bonded fiber assembly and has a press-bonding area ratio of 8% to 30%.

  According to the present invention, the cushioning property is maintained by appropriate softness, wrinkles into the skin can be prevented, wear resistance and slipperiness are excellent, and the workability is excellent, and the product shape has followability. A vehicle seat back material can be provided. Moreover, since it can manufacture by one thermocompression bonding using a polyester-type long fiber, it can provide the vehicle seat back material excellent in operability and cost performance.

  The present invention is a vehicle seat back material using a nonwoven fabric composed of polyester-based long fibers. The long fiber material used for the nonwoven fabric of the present invention uses a polyester resin, which is a general-purpose thermoplastic resin that is inexpensive and has excellent mechanical properties. Polyolefin resins typified by polyethylene and polypropylene are not preferable because the low-weight non-woven fabric is pressure-bonded to the back surface of the pressure surface by thermocompression bonding and the desired softness cannot be obtained.

  The polyester resin used in the present invention is preferably a polyester resin having a melting point of 220 ° C. or higher and a glass transition temperature of 80 ° C. or lower, and more preferably a polyester resin having a glass transition temperature of 70 ° C. or lower. Examples of the polyester resin include homopolyester resins such as polyethylene terephthalate, polybutylene terephthalate, and polytrimethylene terephthalate, and copolymers or mixtures thereof. Examples of the most preferable polyester-based resin in the present invention include polyethylene terephthalate and copolymer polyester resins thereof that can easily form a state in which the sheet surface maintains abrasion resistance while maintaining appropriate softness. In the present invention, modifiers such as antibacterial agents and flame retardants can be added as necessary within the range not deteriorating the characteristics.

  The fineness of the polyester-based long fibers constituting the nonwoven fabric used for the vehicle seat back material of the present invention is 0.5 dtex or more and 5 dtex or less, preferably 1.0 dtex or more and 4.0 dtex or less, more preferably 1.5 dtex or more. 3.5 dtex or less. When the fineness is less than 0.5 dtex, the fiber diameter is thin, so when a non-woven fabric having a weight per unit area is manufactured, the number of fibers increases, and as a result, the thermocompression is easily performed, so the softness is impaired. It becomes the sheet back material. In addition, when the fiber diameter is small, the spinning property at the time of producing the long-fiber nonwoven fabric tends to deteriorate, causing various troubles such as yarn breakage, leading to an increase in cost due to deterioration in operability. When the fineness exceeds 5 dtex, the fiber diameter becomes thick. Therefore, when a non-woven fabric having a weight per unit area is manufactured, the number of fibers is reduced, the number of contact points between the fibers is reduced, and thermocompression bonding is difficult. As a result, the desired wear resistance cannot be obtained.

The basis weight of the nonwoven fabric used for the vehicle seat back material of the present invention is 5 g / m ² or more and less than 15 g / m ² , preferably 8 g / m ² or more and 12 g / m ² or less. When the basis weight is less than 5 g / m ² , the strength as the base fabric is too low, and the base fabric is easily torn during the combined work with the skin material and the foamed resin layer. Further, if it is 15 g / m ² or more, no matter how the pressure bonding is adjusted, the cushioning property at the time of sitting is inferior, and wrinkles occur when the nonwoven fabric is combined with the skin material and the foamed resin layer, which is not preferable.

  The preferred abrasion resistance of the nonwoven fabric used for the vehicle seat back material of the present invention is grade 3 or higher in the measurement method for Taber abrasion. When the abrasion resistance is less than the third grade, the nonwoven fabric in contact with the urethane foam layer causes fluffing and deteriorates the workability in the operation of covering the urethane foam layer with a large amount of the surface coating material after frame lamination.

The nonwoven fabric used for the vehicle seat back material of the present invention has a flexural rigidity by KES of 0.98 mN · cm ² / cm or less. If the flexural rigidity is greater than 0.98 mN · cm ² / cm, the nonwoven fabric is inferior in softness, so it is inferior in cushioning at the time of sitting, and wrinkles will occur when the nonwoven fabric is combined with the skin material and the foamed resin layer. It is not preferable. More preferably, the flexural rigidity is 0.49 mN · cm ² / cm or less. The lower limit of the bending stiffness is not particularly limited, but is preferably 0.098 mN · cm ² / cm or more, which is the value of the bending stiffness of a nonwoven fabric that is usually obtained.

  The nonwoven fabric used for the vehicle seat back material of the present invention has an average friction coefficient of 1.0 or less. If the average friction coefficient is greater than 1.0, the non-woven fabric is not slippery, and in the operation of covering the foamed urethane layer with the surface coating material after frame lamination, the nonwoven fabric in contact with the foamed urethane layer has a high frictional resistance. Is liable to get caught in the urethane foam layer, which deteriorates workability. More preferably, the average friction coefficient is 0.5 or less.

  The nonwoven fabric used for the vehicle seat back material of the present invention preferably has a 5% elongation stress in the machine direction of 10 N / 5 cm or less. If the stress at the time of 5% elongation in the machine direction is greater than 10 N / 5 cm, the nonwoven fabric is inferior in softness, so that it is inferior in cushioning at the time of sitting, and wrinkles occur when the nonwoven fabric is combined with the skin material and the foamed resin layer. Therefore, it is not preferable. More preferably, the stress at 5% elongation in the machine direction is 6 N / 5 cm or less.

In the nonwoven fabric used for the vehicle seat back material of the present invention, in order to satisfy the above-mentioned abrasion resistance and bending rigidity, the thermocompression bonding of the nonwoven fabric in the manufacturing process is performed by thermocompression bonding by a pair of heat rolls. It is preferable to partially form a crimped fiber assembly. More preferably, only one of the pair of heat rolls is engraved.
When both of the pair of heat rolls are engraving rolls, pressure bonding is too strong, and appropriate softness may not be obtained. On the other hand, when both of the pair of heat rolls are flat rolls, the pressure bonding is too weak and the desired wear resistance and slipperiness may not be obtained.

Furthermore, in the nonwoven fabric of the present invention, in order to partially form a pressure-bonded fiber assembly and satisfy the above-mentioned wear resistance, softness, and slipperiness, thermocompression bonding is performed under conditions different from normal thermocompression processing conditions. Process. One engraved roll of the pair of thermocompression rolls is a thermocompression roll engraved with a convex pattern, and the other is a thermocompression roll having a flat surface. Further, the temperature of the engraved roll surface is set to a high temperature of (melting point−110) ° C. or higher and (melting point−20) ° C. or lower (150 ° C. or higher and 240 ° C. or lower when the polyester resin is polyethylene terephthalate). The temperature of the flat roll surface is set to a low temperature of (melting point−110) ° C. or higher and (melting point−50) ° C. or lower (150 ° C. or higher and 210 ° C. or lower when the polyester resin is polyethylene terephthalate). It is preferable to do.
In the above temperature range, by setting one side to a high temperature and the other side to a low temperature, it is possible to obtain a nonwoven fabric that maintains a certain level of wear resistance while suppressing the softness to a soft level for the first time. it can.

  In the nonwoven fabric used for the vehicle seat back material of the present invention, the crimping area ratio in the dot structure of the nonwoven fabric crimped fiber assembly is preferably 8% or more and 30% or less. If it is less than 8%, the mechanical properties of the nonwoven fabric cannot be maintained, and if it exceeds 30%, the pressure bonding becomes too strong, and it becomes impossible to maintain appropriate softness. A more preferable crimping area ratio is 10% or more and 25% or less, and further preferably 12% or more and 25% or less.

In the nonwoven fabric used for the vehicle seat back material of the present invention, it is preferable that the pressure-bonding area of the pressure-bonding fiber assembly portion having a dot structure of the pressure-bonding fiber assembly portion of the nonwoven fabric is 0.5 to ⁵ mm ² . If it is less than 0.5 mm ² , the fixing effect of the long fibers may be reduced, and the structure retention may be reduced. On the other hand, if it exceeds 5 mm ² , it may become hard and cannot have an appropriate texture. The pressure-bonding area of the pressure-bonding fiber assembly having a more preferable dot structure is 0.8 mm ² or more and 2.5 mm ² or less, and more preferably 1.0 mm ² or more and 2.0 mm ² or less.

  In the nonwoven fabric used for the vehicle seat back material of the present invention, the thickness of the crimped fiber assembly portion of the nonwoven fabric dot structure is preferably 0.5 μm or more and 300 μm or less. If the thickness is less than 0.5 μm, structural collapse due to deformation may occur. If the thickness exceeds 300 μm, flexibility may be reduced and appropriate softness may not be achieved. More preferable thickness is 5 μm or more and 200 μm or less, and further preferably 10 μm or more and 150 μm or less.

  In the nonwoven fabric used for the vehicle seat back material of the present invention, it is preferable that the thickness ratio of the crimped portion in the total thickness of the nonwoven fabric is 10% or more and 90% or less. If it is less than 10%, the structure collapse due to deformation or the function of the fiber binding point may be deteriorated. If it exceeds 90%, the structure becomes soft and the desired wear resistance may not be obtained. A more preferred crimped portion thickness ratio is 20% or more and 85% or less, and a more preferred crimped portion thickness ratio is 25% or more and 80% or less.

  The shape of the above-described partial crimped fiber assembly is not particularly limited, but preferably a texture pattern, a diamond pattern, a square pattern, a turtle shell pattern, an ellipse pattern, a lattice pattern, a polka dot pattern, a round pattern and the like can be exemplified. .

In addition, in the nonwoven fabric used for the vehicle seat back material of the present invention, in order to satisfy the slipperiness in addition to the wear resistance and softness, only the web surface is applied with the temporary thermal bonding roll in the pre-process of the thermal bonding roll. Heat bonding process. The temporary bonding roll is a thermocompression roll having flat surfaces on both sides, and the degree of thermocompression applied to the web is smaller than that of the thermocompression roll. In the above-mentioned pair of thermocompression-bonding rolls, one side is set at a high temperature and the other side is set at a low temperature, and a long fiber nonwoven fabric is produced in the range of the basis weight of 5 g / m ² or more and less than 15 g / m ^2. In this case, since the sheet supply speed is high, the thermocompression bonding to the web surface is insufficient, and the slipperiness of the nonwoven fabric is lowered. Therefore, a non-woven fabric satisfying abrasion resistance, softness, and slipping property can be obtained for the first time by thermally bonding only the web surface with a pair of temporary heat bonding rolls. The temperature of the temporary bonding roll is preferably 100 ° C. or higher and 200 ° C. or lower, and more preferably 140 ° C. or higher and 180 ° C. or lower.

  Below, an example of the manufacturing method of the nonwoven fabric used for the sheet | seat back surface material for vehicles of this invention is shown. It should be noted that the present invention is not limited by this disclosure.

A production method using polyethylene terephthalate which is a preferred polyester resin in the present invention will be described below.
The polyethylene terephthalate having an intrinsic viscosity of 0.65 is dried and then subjected to spinning by a melt spinning machine by a conventional method. The discharge amount is set according to the set pulling speed in order to obtain a desired fineness. For example, when it is desired to obtain a fiber having a fineness of 2.0 dtex, the spinning speed is set to 5000 m / min, and the single hole discharge rate is set to 0.7 g / min.
The spun yarn that has been spun is cooled by cooling air immediately below the nozzle to 10 cm, while being drawn and solidified by a tow jet installed below. The traction-spun long fibers are collected on a suction net conveyor installed below, and are formed into a web so as to have a desired nonwoven fabric basis weight of 5 g / m ² or more and less than 15 g / m ² . Subsequently, it is thermocompression-bonded continuously or in a separate process.

  In the present invention, in order to partially form a crimped fiber assembly part and satisfy softness, wear resistance, and slipperiness, after performing temporary thermocompression processing with a temporary crimping roll, normal thermocompression processing conditions and Is thermocompression-bonded under different conditions. First, only the web surface is thermocompression-bonded with a temporary adhesive roll. At this time, when polyethylene terephthalate is used, the temperature of the temporary bonding roll needs to be set to 100 ° C. or more and 200 ° C. or less. Next, thermocompression processing is performed with a thermocompression roll. One of the pair of thermocompression-bonding rolls is a thermocompression-bonding roll engraved with a convex pattern, and the other uses a thermocompression-bonding roll having a flat surface. The temperature of the engraving roll surface needs to be set to 150 ° C. or higher and 240 ° C. or lower when polyethylene terephthalate is used, and the temperature of the flat roll surface needs to be set to 150 ° C. or higher and 210 ° C. or lower when polyethylene terephthalate is used. With the desired nonwoven fabric weight, the surface of the web is thermocompression bonded with a temporary adhesive roll, and one side of the thermoadhesive roll is heated to a high temperature and the other surface is set to a low temperature. It is also possible to obtain a nonwoven fabric that maintains a certain level of slipperiness for the first time.

In the present invention, the temperature of the engraving roll surface needs to take into account the balance with the sheet supply speed when performing thermocompression bonding. For example, when polyethylene terephthalate is used and the sheet supply speed is 10 m / min, preferably 150 ° C. or higher. It is set to 240 ° C. or lower, more preferably 180 ° C. or higher and 210 ° C. or lower.
The surface temperature of the flat roll is preferably set to 150 ° C. or higher and 210 ° C. or lower, more preferably 180 ° C. or higher and 210 ° C. or lower, for example, when polyethylene terephthalate is used and the sheet supply speed is 10 m / min.
Moreover, the linear pressure of the crimping by these thermocompression-bonding rolls is preferably 10 kN / m or more and 40 kN / m or less.

Furthermore, in the present invention, the temperature of the provisional thermocompression-bonding roll surface needs to consider the balance with the sheet supply speed when performing thermocompression bonding. For example, polyethylene terephthalate is used, and the sheet supply speed is preferably 10 m / min. It is set to 100 ° C. or higher and 200 ° C. or lower, more preferably 140 ° C. or higher and 180 ° C. or lower.
In addition, a pressing pressure of 0.10 MPa / m or more and 0.26 MPa / m or less is preferable for pressure bonding using these thermocompression-bonding rolls.

  The nonwoven fabric obtained by thermocompression bonding under the above-described conditions suppresses the softness to a soft level, and maintains a certain level of wear resistance and slipperiness.

  In the present invention, since the crimping area ratio of the partial crimped fiber assembly is preferably 10% or more and 30% or less, it is preferable to use a dot-shaped engraving pattern in which the area of the convex crimping surface is 10% or more and 30% or less. preferable. In the present invention, the shape pattern of the dot is not particularly limited, but preferred patterns include an elliptical pattern, a diamond pattern, a texture pattern, and the like.

  EXAMPLES Hereinafter, although an Example and a comparative example demonstrate this invention further more concretely, this invention is not limited to these at all. In addition, the evaluation method used by the Example and comparative example of this invention was performed by the following method.

(1) Fineness [dtex]
Five arbitrary points of the sample were selected, and the single fiber diameter was measured at n = 20 using an optical microscope, and the total average value (D) was obtained. Five fibers at the same place were taken out, and the specific gravity of the fiber was measured at n = 5 using a density gradient tube, and the total average value (p) was obtained. Subsequently, the fineness [dtex], which is the fiber weight per 10,000 m, was determined from the single fiber cross-sectional area and the average specific gravity determined from the average single fiber diameter.

(2) Weight per unit [g / m ² ]
Measured according to JIS L1913 (2010) 6.2 mass per unit area.

(3) Thickness [mm]
It was measured at a load of 49.0 cN / cm ² (50 gf / cm ² ) according to JIS L1913 (2010) 6.1 thickness.

(4) Stress at 5% elongation in the machine direction [N / 5cm]
JIS L1913 (2010) 6.3 Based on tensile strength and elongation, the width of the material is 50 ± 0.5mm, the length is 200mm, the gripping interval is 100mm, the machine direction is n = 8, and the tensile speed is Measured at 200 mm / min, the tensile strength when the elongation was 5% was determined.

(5) Abrasion resistance [Class]
In accordance with JIS L1913 (2010) 6.6.2, Taber method, the number of wear was set to 7 times, and the fluffing and wear state of the nonwoven fabric surface was evaluated by visual judgment based on the following criteria (average value of n = 3) .
Level 0: High damage Level 1: Damaged Level 2: Small damage Level 3: No damage, small fluff generation Level 4: No damage, fluff generation micro Level 5: No damage, no fluff

(6) Average friction coefficient KES-SES (Friction Tester) manufactured by Kato Tech Co., Ltd., the sample is 20 cm square, the base is urethane foam used for the seat cushion, the sample is attached to the friction element, and the friction resistance between the urethane foam and the sample And the average coefficient of friction was determined.

(7) Flexural rigidity [g · cm ² / cm]
Using a KES-FB2 (KAWABATA EVALUATION SYSTEM-2 PURE BENDING TESTER) manufactured by Kato Tech Co., Ltd., the sample is 10 cm square, the sample is held on a 1 cm-interval chuck, and the curvature is -2.5 to +2.5 cm ^-1 . In the range, a pure bending test was performed at a deformation rate of 0.50 (cm ⁻¹ ) to obtain a bending stiffness (B). The value of bending stiffness was evaluated as an average value in the vertical direction and the horizontal direction. (Each direction n = 3)

(8) Melting point [° C]
5 mg of a resin sample was taken, and the temperature at the endothermic peak position when the temperature was raised from 20 ° C. to 300 ° C. at 10 ° C./min under a nitrogen atmosphere by a differential scanning calorimeter (TA instruments Q100). The melting point was evaluated.

(9) Pressure-bonding area and pressure-bonding area ratio [mm ² ,%] of the non-woven fabric dot-structure pressure-bonding fiber assembly
Cut into 30mm squares at any 20 locations and take 50x pictures with SEM. The photographed photograph is printed in A3 size, the unit area of the crimping unit is cut out, and the area (S ₀ ) is obtained. Next, only the crimping part is cut out within the crimping unit area, the crimping part area (S _p ) is obtained, and the crimping area ratio (P) is calculated. The average value of the crimping area ratio P of 20 points was determined.
P = S _p / S ₀ (n = 20)

(10) Thickness ratio of crimped fiber assembly part of dot structure of nonwoven fabric [%]
Cut into 30 mm square at 10 arbitrary locations, and take a 30-fold photograph of the cross section of the nonwoven fabric with SEM. A photograph is printed on A3 size, the thickness (T _P ) of the pressure-bonded fiber assembly and the thickness (T ₀ ) of the non-pressure-bonded portion are determined, and the thickness ratio (T) of the pressure-bonded fiber assembly is calculated. The average value of the pressure-bonding fiber assembly thickness ratio T of 10 points was determined.
T = T _P / T ₀ (n = 10)

<Example 1>
Using a spunbond spinning facility, polyethylene terephthalate (hereinafter abbreviated as “PET”) having an intrinsic viscosity of 0.65 was melt-spun at a spinning temperature of 285 ° C. and a single-hole discharge rate of 0.7 g / min, and a spinning speed of 5000 m / min. It was taken up in minutes and collected on a net conveyor to obtain a long fiber web having a basis weight of 10 g / m ^{2 made} of long fibers having a single yarn fineness of 2.0 dtex and a birefringence (Δn) of 0.101. A pair of provisional thermocompression-bonding rolls composed of two flat rolls was used, and each surface temperature was set to 160 ° C., and thermocompression bonding was performed under the conditions of pressure-bonding pressure of 0.19 MPa / m. Next, using a pair of thermo-compression rolls consisting of a convex oval pattern engraving roll and a flat roll with a crimp area ratio of 12%, the surface temperature of the engraving roll is 210 ° C., the surface temperature of the flat roll is 180 ° C. The web was subjected to thermocompression bonding under a linear pressure of 40 kN / m to obtain a long fiber nonwoven fabric.
The resulting non-woven fabric has a fineness of 2.0 dtex, a basis weight of 10 g / m ² , a thickness of 0.09 mm, an abrasion resistance of grade 3, a bending rigidity of 0.006 g · cm ² / cm, and an average friction coefficient of 0.37. The stress at the time of 5% elongation in the machine direction is 6 N / 5 cm, the pressure-bonding area and the pressure-bonding area ratio of the pressure-bonding fiber assembly part of the dot structure are 1.0 mm ² and 14%, and the pressure-bonding part thickness ratio in the total thickness of the nonwoven fabric is 59% The nonwoven fabric had good wear resistance, softness and slipperiness.

<Example 2>
A long fiber nonwoven fabric was obtained in the same manner as in Example 1 except that the surface temperature of the temporary thermocompression-bonding roll was set to 180 ° C.
The resulting non-woven fabric has a fineness of 2.0 dtex, a basis weight of 10 g / m ² , a thickness of 0.09 mm, an abrasion resistance of grade 3, a bending rigidity of 0.008 g · cm ² / cm, and an average friction coefficient of 0.37. , 5% elongation stress in the machine direction is 7 N / 5 cm, the pressure-bonding area and the pressure-bonding area ratio of the pressure-bonding fiber assembly with the dot structure are 1.0 mm ² and 14%, and the pressure-bonding thickness ratio of the total nonwoven fabric thickness is 53% The nonwoven fabric had good wear resistance, softness and slipperiness.

<Example 3>
A long fiber nonwoven fabric was obtained in the same manner as in Example 1 except that the surface temperature of the engraving roll subjected to thermocompression processing was 240 ° C. and the surface temperature of the flat roll was 210 ° C.
The resulting non-woven fabric has a fineness of 2.0 dtex, a basis weight of 10 g / m ² , a thickness of 0.08 mm, wear resistance of grade 4, bending rigidity of 0.070 g · cm ² / cm, and an average friction coefficient of 0.20. The stress at the time of 5% elongation in the machine direction is 9 N / 5 cm, the pressure-bonding area and the pressure-bonding area ratio of the pressure-bonding fiber assembly portion of the dot structure are 1.0 mm ² and 14%, and the pressure-bonding portion thickness ratio of the total nonwoven fabric thickness is 53% The nonwoven fabric had good wear resistance, softness and slipperiness.

<Example 4>
A long fiber nonwoven fabric was obtained in the same manner as in Example 1 except that the single yarn fineness was 3.5 dtex.
The non-woven fabric obtained has a fineness of 3.5 dtex, a basis weight of 10 g / m ² , a thickness of 0.09 mm, a wear resistance grade 3, bending rigidity of 0.01 g · cm ² / cm, an average friction coefficient of 0.37, The stress at 5% elongation in the direction is 5 N / 5 cm, the pressure-bonding area and the pressure-bonding area ratio of the pressure-bonding fiber assembly with the dot structure are 1.0 mm ² and 14%, and the pressure-bonding thickness ratio in the total thickness of the nonwoven fabric is 59% The nonwoven fabric had good wear resistance, softness and slipperiness.

<Example 5>
A long-fiber non-woven fabric having a partial pressure-bonding fiber aggregate portion pressure-bonding area ratio of 27% is the same as in Example 1 except that the engraved roll subjected to thermocompression processing has a dot pattern area ratio of 25%. Obtained.
The non-woven fabric obtained has a fineness of 2.0 dtex, a basis weight of 10 g / m ² , a thickness of 0.08 mm, wear resistance grade 4, bending stiffness of 0.03 g · cm ² / cm, average friction coefficient of 0.30, machine The stress at the time of 5% elongation in the direction is 8 N / 5 cm, the pressure-bonding area and the pressure-bonding area ratio of the pressure-bonding fiber assembly part of the dot structure are 1.9 mm ² and 27%, and the pressure-bonding part thickness ratio occupying the total thickness of the nonwoven fabric is 59% The nonwoven fabric had good wear resistance, softness and slipperiness.

<Comparative Example 1>
A long fiber nonwoven fabric was obtained in the same manner as in Example 1 except that the thermocompression bonding was not performed.
The resulting nonwoven fabric has a fineness of 2.0 dtex, a basis weight of 10 g / m ² , a thickness of 0.10 mm, a wear resistance of first grade, a bending rigidity of 0.005 g · cm ² / cm, and an average friction coefficient of 1.1. The stress at the time of 5% elongation in the machine direction is 2 N / 5 cm, the pressure-bonding area and the pressure-bonding area ratio of the pressure-bonding fiber assembly part of the dot structure are 0 mm ² and 0%, and the pressure-bonding part thickness ratio in the total thickness of the nonwoven fabric is 0% Further, the non-woven fabric was unsatisfactory as a vehicle seat back material because of poor sliding and wear resistance.

<Comparative Example 2>
A long fiber nonwoven fabric was obtained in the same manner as in Example 1 except that the surface temperature of both the engraving roll and the flat roll subjected to thermocompression bonding was set to 250 ° C.
The resulting non-woven fabric has a fineness of 2.0 dtex, a basis weight of 10 g / m ² , a thickness of 0.08 mm, wear resistance of grade 4, bending rigidity of 0.12 g · cm ² / cm, and an average friction coefficient of 0.25. The stress at the time of 5% elongation in the machine direction is 13 N / 5 cm, the pressure-bonding area and the pressure-bonding area ratio of the pressure-bonding fiber assembly part of the dot structure are 1.0 mm ² and 14%, and the pressure-bonding part thickness ratio of the total nonwoven fabric thickness is 45% Therefore, the nonwoven fabric was poor in flexibility and was not preferable as a vehicle seat back material.

<Comparative Example 3>
A long-fiber nonwoven fabric was obtained in the same manner as in Example 1 except that the pair of thermocompression-bonding rolls subjected to thermocompression-bonding were both changed to flat rolls and subjected to thermocompression-bonding.
The resulting nonwoven fabric has a fineness of 2.0 dtex, a basis weight of 10 g / m ² , a thickness of 0.09 mm, a wear resistance of second grade, a bending rigidity of 0.015 g · cm ² / cm, and an average friction coefficient of 0.35. , The vertical stress at 5% elongation is 7 N / 5 cm, the crimped area ratio of the crimped fiber assembly part of the dot structure is 100%, the thickness ratio of the crimped part occupying the total thickness of the nonwoven fabric is 100%, and the wear resistance is poor. It was an unfavorable nonwoven fabric as a sheet back material.

<Comparative Example 4>
A long-fiber non-woven fabric was obtained in the same manner as in Example 1 except that both the pair of thermocompression-bonding rolls subjected to thermocompression-bonding were changed to engraving rolls and subjected to thermocompression-bonding.
The resulting nonwoven fabric has a fineness of 2.0 dtex, a basis weight of 10 g / m ² , a thickness of 0.09 mm, wear resistance of grade 4, bending rigidity of 0.11 g · cm ² / cm, and an average friction coefficient of 0.1. 34. Stress at 5% elongation in the machine direction is 11 N / 5 cm, the pressure-bonding area and the pressure-bonding area ratio of the pressure-bonding fiber assembly part of the dot structure are 1.0 mm ² and 14%, and the pressure-bonding part thickness ratio in the total thickness of the nonwoven fabric is% It was a non-woven fabric that was poor in flexibility and unpreferable as a vehicle seat back material.

<Comparative Example 5>
Except that the surface temperature of the engraving roll to be subjected to the thermocompression process was set to 265 ° C., the result of manufacturing the non-woven fabric in the same manner as in Example 1 was that the temperature of the engraving roll at the time of performing the thermocompression process was too high. The nonwoven fabric was fused to the roll, and a normal sheet-like nonwoven fabric could not be obtained.

<Comparative Example 6>
A long fiber nonwoven fabric was obtained in the same manner as in Example 1 except that the surface temperature of the engraving roll subjected to thermocompression bonding was set to 140 ° C.
The resulting nonwoven fabric has a fineness of 2.0 dtex, a basis weight of 10 g / m ² , a thickness of 0.10 mm, a wear resistance of second grade, a bending rigidity of 0.06 g · cm ² / cm, and an average friction coefficient of 0.8. The stress at the time of 5% elongation in the machine direction is 3 N / 5 cm, the pressure-bonding area and the pressure-bonding area ratio of the pressure-bonding fiber assembly portion of the dot structure are 1.0 mm ² and 14%, and the pressure-bonding portion thickness ratio of the total nonwoven fabric thickness is 65% Thus, the nonwoven fabric was poor in abrasion resistance and was not preferable as a vehicle seat back material.

<Comparative Example 7>
A long-fiber non-woven fabric in which the crimp area ratio of the partial crimped fiber assembly part is 37% is the same as in Example 1 except that the engraved roll subjected to thermocompression bonding has a dot pattern area ratio of 35%. Obtained.
The resulting nonwoven fabric has a fineness of 2.0 dtex, a basis weight of 10 g / m ² , a thickness of 0.08 mm, wear resistance of grade 4, bending rigidity of 0.12 g · cm ² / cm, and an average friction coefficient of 0.35. The stress at the time of 5% elongation in the machine direction is 13 N / 5 cm, the pressure-bonding area and the pressure-bonding area ratio of the pressure-bonding fiber assembly of the dot structure are 2.6 mm ² and 37%, and the pressure-bonding thickness ratio of the total nonwoven fabric thickness is 59% Therefore, the nonwoven fabric was poor in flexibility and was not preferable as a vehicle seat back material.

<Comparative Example 8>
A long fiber nonwoven fabric was obtained in the same manner as in Example 1 except that the web weight was 30 g / m ² .
The resulting non-woven fabric has a fineness of 2.0 dtex, a basis weight of 30 g / m ² , a thickness of 0.19 mm, a wear resistance of grade 3, bending rigidity of 0.15 g · cm ² / cm, and an average friction coefficient of 0.40. In addition, the stress at the time of 5% elongation in the machine direction is 21 N / 5 cm, the pressure-bonding area and the pressure-bonding area ratio of the pressure-bonding fiber assembly portion of the dot structure are 1.0 mm ² and 14%, and the pressure-bonding portion thickness ratio in the total thickness of the nonwoven fabric is 59% Therefore, the nonwoven fabric was poor in flexibility and was not preferable as a vehicle seat back material.

  According to the present invention, the cushioning property can be maintained by appropriate softness, and wrinkles can be prevented from entering the skin, and since it has wear resistance and slipperiness, it has excellent workability and has followability to the product shape. A vehicle seat back surface material can be provided. In addition, because it can be manufactured by one-time thermocompression bonding using polyester fiber, it has the advantage of providing a vehicle seat back material with excellent operability and cost performance, and contributes to the industry. Is big.

Claims (3)

Fineness is 0.5 dtex or more and 5 dtex or less, basis weight is 5 g / m ² or more and less than 15 g / m ² , wear resistance is grade 3 or more, bending rigidity is 0.98 mN · cm ² / cm or less, and average friction coefficient is 1.0. Vehicle seat back material using the following polyester-based long fiber nonwoven fabric.   The back material for vehicle seat according to claim 1, wherein a stress at 5% elongation in the machine direction of the polyester-based long fiber nonwoven fabric is 10 N / 5 cm or less.   The vehicular seat back material according to claim 1 or 2, wherein the polyester-based long-fiber nonwoven fabric has a dot structure of a press-bonded fiber assembly and has a press-bonding area ratio of 8% to 30%.