JP2015223883A - Vehicular ceiling material - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular ceiling material comprising at least a base material layer and a skin material layer.SOLUTION: Provided is a vehicular ceiling material comprising at least a base material layer and a skin material layer, in which a skin material forming the skin material layer comprises a fabric which is woven using a thermoplastic resin crimp multi-filament and then is subjected to dyeing and/or finishing processing, and tension stress of the fabric during 10% elongation ratio in a warp direction and in a latitude direction is 20 N/25.4 mm or more, respectively. In addition, when the tension stress in the warp direction is (y) and tension stress in the latitude direction is (x), the tension stress in the warp direction is a value equal to or less than y, expressed by the formula:y=-0.15x+73. When the fabric is 100 mass%, the crimp multi-filament is equal to or more than 80 mass% preferably. In addition, an expansion restoration ratio of the crimp multi-filament is equal to or more than 30%, and basis weight of the fabric is 150-300 g/m, preferably.

Description

  The present invention relates to a vehicle ceiling material. More specifically, the present invention is a vehicle ceiling material including at least a base material layer and a skin layer, and the skin material constituting the skin layer includes a woven fabric woven using crimped multifilaments. Further, the present invention relates to a vehicle ceiling material characterized in that the tensile stress at the time of 10% elongation in the weft direction of the fabric is within a specific numerical range.

  Conventionally, as the skin material constituting the skin layer of the vehicular ceiling material, a knit that is easily stretched is often used. However, since the knit is composed of loops, it is not very dense, inferior to a high-class feeling, and it is difficult to express a dense pattern. For this reason, ingenuity has been made to improve design properties by printing, embossing, and the like, but it is difficult to have both delicateness and gloss. On the other hand, it is also known to use a woven fabric as a skin material for a vehicle interior material such as a vehicle ceiling material fixed to a base material made of resin or the like (see, for example, Patent Document 1). Nonwoven fabrics, genuine leather, artificial leather, and the like are also used as the ceiling material for vehicles. However, in the knitted fabric and the nonwoven fabric, since fibers are not arranged in a certain direction, only matte texture or isotropic gloss can be expressed. Furthermore, the knit has a knitted stitch and does not feel as dense as a woven fabric, and the non-woven fabric has a pepper-like surface feeling and is not necessarily excellent in design. In addition, genuine leather and artificial leather are used as materials for seats and instrument panels, mainly in luxury cars, and those with a crease have a moderate gloss. Furthermore, although there are examples in which genuine leather or artificial leather is used as a ceiling material, its use is limited because it is difficult to handle and is expensive.

WO2013 / 125653 gazette

  As described in Patent Document 1, it is known to use a woven fabric as various interior skin materials such as a vehicle interior material. However, in the woven fabric, the warp and the weft are constrained to each other, and there is no escape due to the knitted structure unlike the knit. Therefore, the vehicular ceiling material, which is a large molded body among the vehicular interior materials, cannot sufficiently follow the deep drawing portion, the concave portion of the visor mounting portion, the convex portion of the center console mounting portion, etc. And floating may occur, and the design of the surface may be hindered. In addition, when the ceiling material is assembled to a ceiling panel of an automobile, particularly when an accelerated durability test is performed, wrinkles and floating may occur, and the dimensional tolerance may not be sufficiently small.

  The present invention has been made in view of the above-described conventional situation, does not cause wrinkles and floats, suppresses poor appearance, and has a predetermined size when assembled to a ceiling panel of an automobile. It aims at providing the ceiling material for vehicles which can do.

The present invention is as follows.
1. A vehicle ceiling material comprising at least a base material layer and a skin layer,
The skin material constituting the skin layer comprises a woven fabric woven using crimped multifilament made of thermoplastic resin, and then subjected to at least one of dyeing and finishing,
The tensile stress at 10% elongation in each of the warp direction and the weft direction of the woven fabric is 20 N / 25.4 mm or more, the warp direction tensile stress is (y), and the weft direction tensile stress is (x). When the tensile stress in the warp direction is a value equal to or less than y represented by y = −0.15x + 73, the vehicle ceiling material.
2. When the woven fabric is 100% by mass, the crimped multifilament is 80% by mass or more. The ceiling material for vehicles as described in.
3. 1. The above-mentioned crimped multifilament used in the woven fabric has a stretch recovery rate of 30% or more as measured according to JIS L1013-2011 8.12. Or 2. The ceiling material for vehicles as described in.
4). 1. The fabric having a basis weight of 150 to 300 g / m ² . To 3. The vehicle ceiling material according to any one of the above.
In the vehicular ceiling material of the present invention, each tensile stress in the weft direction is expressed as x = 20 when the tensile stress in the warp direction is represented by y axis and the tensile stress in the weft direction is represented by x axis. It is a value within a range surrounded by straight lines represented by y = 20 and y = −0.15x + 73. Therefore, the maximum value of the tensile stress in the warp direction is 70 N / 25.4 mm, and the maximum value in the weft direction is about 353 N / 25.4 mm.

  The vehicle ceiling material of the present invention comprises at least a base material layer and a skin layer, and the skin material constituting the skin layer comprises a woven fabric woven using crimped multifilaments, and the direction of the weave of this fabric The tensile stress at the time of 10% elongation is within a specific numerical range. Therefore, when assembled on a ceiling panel, it can be easily deformed following the shape thereof, and can be made into a vehicle ceiling material having an excellent appearance and a small dimensional tolerance.

Further, when the woven fabric is 100% by mass and the crimped multifilament is 80% by mass or more, the tensile stress at 10% elongation in the weft direction of the woven fabric can be easily within a specific numerical range. It is possible to provide a vehicle ceiling material that is more excellent in appearance and has a small dimensional tolerance.
Furthermore, when the expansion / contraction recovery rate measured by JIS L1013-2011 8.12 of the crimped multifilament used in the woven fabric is 30% or more, it can be a moderately crimped multifilament, It can be used as a vehicular ceiling material having excellent appearance and the like and small dimensional tolerance.
Moreover, when the fabric weight is 150 to 300 g / m ² , the weight of the vehicle is not greatly increased, and the vehicle ceiling material having excellent design properties can be obtained.

It is a perspective view of an example of the ceiling material for vehicles shape | molded by the predetermined shape. It is explanatory drawing of the ceiling inside a vehicle with which the ceiling material for vehicles of FIG. 1 was attached to the ceiling panel of the vehicle. It is a schematic diagram of the cross section of an example of the ceiling material for vehicles. FIG. 4 is a schematic diagram for explaining a woven fabric composite and a base material side laminate for forming the vehicle ceiling material of FIG. 3. 2 is a part of a fabric structure diagram of the fabric of Example 1. FIG. FIG. 3 is a part of a fabric structure diagram of the fabric of Comparative Example 1. FIG. 5 and 6, the vertical direction in the figure is the warp direction of the fabric, and the horizontal direction is the weft direction of the fabric.

Hereinafter, the present invention will be described in detail with reference to the drawings.
The items shown here are for illustrative purposes and exemplary embodiments of the present invention, and are the most effective and easy-to-understand explanations of the principles and conceptual features of the present invention. It is stated for the purpose of providing what seems to be. In this respect, it is not intended to illustrate the structural details of the present invention beyond what is necessary for a fundamental understanding of the present invention. It will be clear to those skilled in the art how it is actually implemented.

The vehicle ceiling material of the present invention is a vehicle ceiling material including at least a base material layer and a skin layer, and the skin material constituting the skin layer uses crimped multifilaments made of thermoplastic resin. It is provided with a woven fabric that has been woven and then dyed and / or finished, the tensile stress at 10% elongation in each of the warp direction and the weft direction of the fabric is both 20 N / 25.4 mm or more, and the tensile force in the warp direction When the stress is (y) and the tensile stress in the weft direction is (x), the tensile stress in the warp direction is a value equal to or less than y represented by y = −0.15x + 73.
In the vehicular ceiling material of the present invention, each tensile stress in the weft direction is expressed as x = 20 when the tensile stress in the warp direction is represented by y axis and the tensile stress in the weft direction is represented by x axis. It is a value within a range surrounded by straight lines represented by y = 20 and y = −0.15x + 73. Therefore, the maximum value of the tensile stress in the warp direction is 70 N / 25.4 mm, and the maximum value of the tensile stress in the weft direction is about 353 N / 25.4 mm.

  The fiber constituting the crimped multifilament made of thermoplastic resin is not particularly limited as long as it is a fiber made of thermoplastic resin. In view of heat resistance and light resistance required for vehicle interior materials such as vehicle ceiling materials, polyester fibers are preferred. Examples of the polyester fiber include polyethylene terephthalate (hereinafter abbreviated as “PET”), polypropylene terephthalate, polybutylene terephthalate, and the like, and a polyethylene terephthalate-based polymer containing 80 mol% or more of ethylene terephthalate units is preferable.

  For PET-based polymers, as copolymerization components, for example, dibasic acids such as adipic acid, sebacic acid, isophthalic acid, diphenyldicarboxylic acid, naphthalene dicarboxylic acid, oxyacids such as oxybenzoic acid, diethylene glycol, propylene glycol, polyethylene One or more of glycols such as glycol and 5-sodium sulfoisophthalic acid can be copolymerized. Further, the polyester fiber may be added with a small amount of matting agent such as titanium oxide, carbon black, an organic pigment having excellent heat resistance, a micropore forming agent such as kaolinite, an antistatic agent, or the like. Furthermore, the cross-sectional shape of the fiber used in the present invention is not particularly limited, and any cross-sectional shape such as a round cross-section, a multi-leaf cross-section, a polygon cross-section, a flat cross-section, a hollow cross-section, and other specially-shaped cross-sections can be used. It is applicable and may be a combination thereof.

  A crimped multifilament made of a thermoplastic resin is used for weaving the woven fabric to be the skin material. The crimped multifilament is preferably 80% by mass or more when the woven fabric is 100% by mass. The crimped multifilament is more preferably 90% by mass or more, and the total amount of fibers used for weaving the woven fabric may be a crimped multifilament.

  Crimping here means false twisting, stuffing methods such as mechanical indentation method and air stuffing method, shaping methods such as gear crimping method and knit de knitting method, and polymers having differential shrinkage during spinning. Examples include, but are not limited to, bonded bimetal yarns, but crimping by false twisting is preferable from the viewpoint of the fineness of crimping and stretchability. Further, a one-stage heater-processed yarn is more preferable in order to cause large shrinkage in dyeing and finishing. Moreover, in order to make it shrink | contract greatly, it is more preferable to make a single yarn fineness into about 2-10 dtex, or to use a semi-dal yarn.

  However, in order to express the soft texture and the shade difference during dyeing, as well as the multicoloring and gloss difference, the single yarn fineness is 1.1 dtex or less within the range of less than 60% by weight of each of the warp or weft. It is also preferable to use a crimped yarn of fine fineness yarn, original yarn, full dull yarn or bright yarn. From the viewpoint of durability and stretchability, multifilaments are mainly used instead of spun yarns and monofilaments, but film yarns such as lame yarns, monofilaments, unthreaded yarns such as drawn yarns, and shrinkage are used as accents. In order to support, an elastic yarn such as polyurethane that stretches at a low stress can be used in an amount of less than 20% by mass per 100% by mass of the fabric.

  Furthermore, it is desirable that the crimped multifilament itself does not contract but contracts by crimping. Specifically, JIS L1013-2011 8.18.1 b) The hot water dimensional change rate of the crimped multifilament measured by the filament dimensional change rate is preferably 10% or less, and preferably 8% or less. More preferred. On the other hand, the crimped multifilament stretch recovery rate CR (%), which is an indicator of the strength of crimp, is preferably 30% or more, more preferably 35% or more, and 40% or more. Is particularly preferred. This expansion / contraction restoration rate is a value measured by JIS L1013-2011 8.12 expansion / contraction restoration rate.

  The fabric structure is not particularly limited, and an appropriate structure can be selected based on the design of the ceiling surface. The fabric structure can be various fabrics such as plain fabric, twill fabric, satin fabric, and combinations thereof. Also, the dyeing and finishing methods are not particularly limited, but it is preferable to apply heat to the woven fabric in a relaxed state in order to develop and shrink the yarn. For this purpose, a relaxer such as a crash tumbler, a liquid dyeing machine or the like is preferably used. In addition, it is preferable not to dye the woven fabric but to finish it with a relaxer or the like for the woven fabric woven using the pre-dyed yarn and the original yarn.

The fabric weight after finishing is not particularly limited, but if the fabric weight is too large, the weight of the vehicle increases, and there is a concern about deterioration of fuel consumption. On the other hand, if the fabric weight is too small, the design properties are limited. Therefore, the fabric weight is 150 to 300 g / m ² , particularly 180 to
It is preferably 250 g / m ² .

  Furthermore, in order to obtain a woven fabric that can be formed into a vehicle ceiling material, the tensile stress at the time of 10% elongation in the warp and weft directions is important. Specifically, the tensile stress at the time of 10% elongation in each of the warp direction and the weft direction of the woven fabric is 20 N / 25.4 mm or more, the tensile stress in the warp direction is (y), and the tensile stress in the weft direction is When (x) is set, the tensile stress in the warp direction is a value equal to or less than y represented by y = −0.15x + 73. By performing yarn selection, weaving design, dyeing after weaving, and finishing so as to achieve such tensile stress, deformation of the ceiling material and the like can be suppressed even during molding and after being exposed to high temperatures.

  In order to further suppress the deformation of the ceiling material even after molding and after being exposed to high temperature, the tensile stress at 10% elongation in the warp direction is 55 N / 25.4 mm or less and at 10% elongation in the weft direction More preferably, the tensile stress of 225 N / 25.4 mm or less. On the other hand, when it shrinks greatly when it is formed into a ceiling material, the wear resistance of the skin material tends to deteriorate. Therefore, by controlling the amount of shrinkage together with yarn selection and weaving design, the tensile stress at 10% elongation in the warp direction is 30 N / 25.4 mm or more, and the tensile stress at 10% elongation in the weft direction is 50 N / 25.4 mm or more. It is preferable that

  The yarn density of the woven fabric is not particularly limited. The warp density and the weft density are preferably 60 to 270 yarns / 25.4 mm, particularly 90 to 250 yarns / 25.4 mm, respectively. When the warp density and the weft density are 60 to 270 pieces / 25.4 mm, respectively, physical properties necessary as a skin material can be maintained while providing formability by stretchability.

  A woven fabric woven using crimped multifilaments can be used as a skin material in a vehicle ceiling material. In this case, the ceiling material for vehicles can be manufactured by joining the woven fabric to the base material by the adhesive layer provided on the one surface side of the base material.

  A back coating made of a synthetic resin may be applied to one side of the skin material that is bonded to the base material. By this back coating, fraying when cut can be suppressed.

  The kind of the synthetic resin used for the back coating is not particularly limited, but is preferably a resin that can firmly bond the base material side and the skin material side together with the base material side adhesive layer. Examples of such resins include polyurethane resins, polyamide resins, polyester resins, and polyolefin resins having adhesive properties such as ethylene / acrylic acid copolymers and acid-modified polyethylene resins. For example, when the base material is made of polyurethane foam, the adhesive layer is formed of a polyurethane film, and the synthetic resin used as the back coating of the skin material is a polyurethane resin, the base material side and the skin material side are more firmly Since it can be made to join, it is preferable.

  By applying a back coating to the surface of the skin material, it is possible to bond between single yarns or between multifilaments, between warps and wefts, etc., which is effective in improving wear resistance. For example, by applying a back coating to the skin material, the skin material is protected by a synthetic resin, and appearance abnormalities such as single yarn breakage and yarn displacement can be prevented. Furthermore, by dipping the skin material into a solution or emulsion containing a synthetic resin and back coating, the synthetic resin enters between the fibers, and then solidifies, increasing the adhesive strength between the fibers, and the single yarn breakage or yarn It is also possible to make it difficult for deviations to occur.

Here, the back coating can be performed using various apparatuses such as a roll coater, a gravure coater, a spray coater, a blade coater, a knife coater, a rod coater, and an impregnation machine. Examples of the material used include acrylic resins, urethane resins, polyester resins, polycarbonate resins, and epoxy resins. The coating amount of the synthetic resin is not particularly limited depending on the material, but can be 5 to 85 g / m ² , particularly 10 to 75 g / m ² . On the other hand, lamination can be performed by various methods such as hot lamination, cold lamination, dry lamination, and wet lamination. As the material, various resins similar to those in the above-described coating can be used. The amount of the laminate is not particularly limited by the material, but may be 5 to 85 g / m ² , particularly 10 to 75 g / m ² .

  The vehicle ceiling material (1) of the present invention (see FIG. 3) includes a base material layer (2) and a skin layer (4). In addition to this, a back coating (42), a cushion layer (3), a non-woven fabric layer (51), an adhesive layer (52), a gas barrier film (53) and the like are usually provided. As a method for manufacturing the vehicle ceiling material (1), after forming the base material, an adhesive agent to be the adhesive layer (52) is applied on the base material, and then joined together with the skin material side while forming it into a predetermined shape. 4 and the base material side of FIG. 4 is provided with an adhesive layer (52), and simultaneously with the outer skin side, it is formed into a predetermined shape and bonded and manufactured.

  The material of the base material used as the base material layer (2) is not particularly limited. For example, a fiber reinforced resin foam using a resin raw material in which a predetermined amount of inorganic fiber such as glass fiber and a foaming agent, a thermally expandable microcapsule, or the like is blended with a synthetic resin such as polypropylene can be used. Further, thermosetting resin foams, particularly those in which a semi-rigid polyurethane foam is sandwiched between glass fiber sheets are often used. A substrate made of a semi-rigid polyurethane foam can be produced by a method such as foaming by a conventional method and cutting out from a molded slab foam to have a predetermined dimension.

  The substrate is usually in the form of a sheet. And when the base material side and the skin material side are joined, for example, when a laminated body in which the base material and the skin material are laminated is molded and joined, it becomes a flat molded body. This flat molded body can be used as it is depending on applications and the like. However, the vehicle ceiling material is given a predetermined shape. The vehicle ceiling material to which the predetermined shape is provided in this way often has a deformed portion by deep drawing or the like.

More specifically, the shape and the like of the vehicular ceiling material (1) of the present invention include, for example, the vehicular ceiling material (1) shown in FIG. This automobile ceiling material (1) is disposed so as to be fitted into the ceiling portion of an actual vehicle (see FIG. 2).
The ceiling material (1) for automobiles has a deep drawing shape as a whole. That is, the central portion (1c) is recessed on the design surface (1d) side and protrudes toward the non-design surface (1e) side. On the other hand, the outer edge portion (1f) is gently curved so that the design surface (1d) side is on the inner side and hangs down like a ridge.

Moreover, the ceiling material (1) for automobiles includes a concave portion (11) for accommodating the sun visor (91), a notch portion for accommodating the center console (92), a convex portion (12) in the vicinity thereof, an A pillar ( 93) a notch for following the shape of the protrusion 93 and its surrounding protrusion (13), a notch for following the shape of the B pillar (94) and its surrounding protrusion (14), and an assist grip (95). A plurality of recesses, convex members, notches, etc., such as a recess (15) for receiving the shape, a notch for following the shape of the C pillar (96) and a convex part (16) in the periphery thereof. In addition to the deep drawing shape. In other words, it has a multiplicity of complex uneven shapes and cutout shapes.
In the vehicular ceiling material (1) of the present invention, even when such a complicated shape is exhibited, excellent design properties can be obtained on the design surface (1d) side.

  The form of the adhesive layer is not particularly limited, and an adhesive film may be used, and emulsions, slurries, gel adhesives, powder adhesives, foamed resins, and the like containing various adhesives as adhesive components are used. It can also be an adhesive layer. Various resin-based adhesive films and adhesives can be used for forming the adhesive layer. The material of the adhesive layer is not particularly limited, and a resin-based adhesive film and an adhesive using an adhesive polyolefin resin such as polyurethane resin, ethylene / acrylic acid copolymer, and acid-modified polyethylene resin are used. it can.

  A cushion layer (3) can be interposed between the base material side and the skin material side as shown in FIGS. Although the material of the cushion material used as the cushion layer (3) is not particularly limited, a sheet material made of flexible polyurethane foam is often used. Moreover, as long as it has sufficient cushioning property, another soft resin foam and a nonwoven fabric sheet can also be used. When the cushion layer (3) is interposed, the cushion material is usually provided on the skin material side and then joined to the base material side.

  The method for joining the skin material side and the base material side is not particularly limited. For example, the skin material side and the surface provided with the adhesive film (52) of the base material are opposed to each other, and are interposed between the molds of a hot press machine, heated, pressurized, and then cooled to join. Can be made. Further, when the back coating (42) is applied to one surface side of the skin material, the surface provided with the adhesive film (52) on the base material side and the back coating (42) on the skin material side are applied. It can be made to join by making it interpose between the shaping | molding die of a hot press machine, making it heat and pressurize, and then cooling. In this case, in addition to the back coating (42) and the cushion layer (3) described above, the nonwoven fabric layer (51) may be provided on the surface of the skin material on the base material side (see FIGS. 3 and 4).

  Further, at least one of the base material side and the skin material side can be heated, and then interposed between the forming dies of a cold press machine, and then joined by pressurization. In addition, the surface of the base material provided with the adhesive film (52) and the like and the skin material side are laminated so as to face each other, and then the laminated body is heated, and then interposed between the molds of the cold press machine. It can also be made to join by pressurizing. In this case, when the back coating (42) is applied to the one surface side of the skin material, the surface and the surface surface provided with the adhesive film (52) of the base material are laminated facing each other, and then The laminate can be heated, and then interposed between the molds of a cold press and pressed to be joined. Moreover, it can also join by the 2 step construction method which shape | molds a base material side in a predetermined shape and then joins with a thermosetting adhesive, shaping | molding the skin material side.

  The vehicle ceiling material 1 of the present invention can be used as a ceiling material for various vehicles. Specific examples include various vehicles such as passenger cars, buses, trucks, etc., railway vehicles, construction vehicles, agricultural vehicles, and industrial vehicles.

Hereinafter, the present invention will be specifically described by way of examples.
Example 1
(1) Weaving process As the warp and weft, the following PET yarn was used to weave a woven fabric that would become the skin layer 2 of the vehicle ceiling material 1 using a jacquard loom.
Warp; Semifilal false twisted yarn of PET multifilament with a fineness of 84 dtex and 36 single yarns [titanium oxide content 0.4 mass%, hot water dimensional change rate (conforms to JIS L1013) 5%, expansion / contraction recovery rate (JIS) L1013 compliant) 45%, dyed ivory in (2) below]
Weft yarn: Fine 167 dtex and 48 multifilament semi-filament false twisted yarn (titanium oxide content 0.4 mass%, hot water dimensional change rate (conforms to JIS L1013) 5%, expansion / contraction recovery rate (JIS) L1013 compliant) 48%, dyed ivory in (2) below]
The yarn density is a warp density of 196 yarns / 25.4 mm and a weft density of 80 yarns / 25.4 mm as a standard on a loom, and in a woven fabric, a warp density of 234 yarns / 25.4 mm, a weft density of 98 yarns / It was 25.4 mm.
The warp and the weft are both semi-drawn yarns subjected to drawing false twisting.

(2) Woven fabric shrinking process The woven fabric woven in (1) above is scoured and dyed using a liquid dyeing machine (dyeing temperature: 135 ° C., color tone: ivory), and then heat set using a pin tenter ( 150 ° C., 90 seconds). Next, after back coating 42 (application amount; mass after drying 60 g / m ² ) using an acrylic resin, finishing heat setting (140 ° C., 90 seconds) was performed. The yarn density after finishing was warp density 234 pieces / 25.4 mm and weft density 98 pieces / 25.4 mm. Moreover, the tensile stress at the time of 10% elongation of the finished woven fabric was 36 N / 25.4 mm in the warp direction and 69 / 25.4 mm in the weft direction.

The tensile stress at the time of 10% elongation is a value measured by the following method.
That is, a total of six test specimens having a diameter of 500 mm centered on the center in the width direction and 550 mm away from both ends were cut out from the woven fabric finished in the above (2). Thereafter, both ends of the center line in the longitudinal direction or the weft direction of the test specimen for measurement are held by a chuck having a width of 25.4 mm so that the distance between the chucks becomes 200 mm, and 1.96 N is applied as an initial stress. In the initial state, a tensile test was performed until the measurement specimen was broken at a tensile speed of 200 mm / min, and the average value of the tensile stress at the time of 10% elongation (the average value of the six measurement specimens) was taken as the warp direction. 10% elongation stress, and the average value of the stress value when 10% elongation (average value by 6 test specimens) is taken as the tensile stress at 10% elongation in each of the longitudinal direction and the weft direction.

(3) Ceiling material molding process One surface of urethane foam (density 30 kg / m ³ ) to be the cushion layer 3 was dyed and finished in the above (2), and the back-coated fabric was stuck by a frame lamination method. Further, a dry nonwoven fabric (a nonwoven fabric using PET short fibers and PET short fibers having a melting point lower than that of the PET short fibers and having a basis weight of 100 g / m ² ) was attached to the other surface by a frame laminating method. The thickness of the urethane foam after pasting was 2 mm. In this way, a woven composite was produced. Further, a substrate-side laminate comprising a polypropylene sheet in which glass fibers and a foaming agent are blended and having a basis weight of 600 g / m ² on one side and a gas barrier film 53 on the other side and an adhesive film 52 on the other side is produced. did. Thereafter, the nonwoven fabric side of the woven fabric composite and the laminate were heated at 180 ° C. for 180 seconds to soften and foam the polypropylene sheet, thereby melting the adhesive film 52. After preheating as described above, the ceiling material for a vehicle according to Example 1 was press-molded at room temperature (20 to 30 ° C.) for 60 seconds using a mold for molding the ceiling material for a vehicle in a state in which each was laminated. 1 was obtained.

(4) Evaluation of Example 1 The vehicle ceiling material 1 formed in the above (3) sufficiently follows the deep drawing portion of the ceiling material, the concave portion 11 of the visor attachment portion, the convex portion 12 of the center console attachment portion, and the like. It was possible to mold without wrinkles and floats, and the design of the surface was not hindered. Also, after 24 hours, when assembled on the ceiling panel of the car, the dimensional difference compared to the normal ceiling material using knitted fabric as the skin material is within 1.5 mm in both the horizontal and vertical directions, and within the dimensional tolerance. there were. Further, even after the vehicle ceiling material 1 molded in the above (3) is left to stand in an environment of 100 ° C. for 24 hours and subjected to an accelerated durability test, no skin wrinkles or floats are observed, and the ceiling material is not observed. The overall dimensions were also stable, and the dimensional tolerances in both the horizontal and vertical directions were kept to a very small value of 1.5 mm or less.

Examples 2-1 to 2-6
The process up to the dyeing process was the same as in Example 1, and the heat setting was performed by changing the overfeed amount in the warp direction and the set width length when the heat setting was performed by a pin tenter. Thereafter, back coating was carried out in the same manner as in Example 1, followed by heat setting to obtain woven fabrics of Examples 2-1 to 2-6. The properties of these fabrics are listed in Table 1 together with the properties of the fabrics of Example 1 and Comparative Example 1. Further, a woven fabric composite was produced in the same manner as in Example 1, the base material and the woven composite were laminated in the same manner as in Example 1, and press-molded to obtain a vehicle ceiling material. The vehicle ceiling material formed using the woven fabrics of Examples 2-1 to 2-6 thus obtained was evaluated in the same manner as in Example 1. As a result, none of the ceiling materials were wrinkled or floated, and the dimensional tolerance when assembled to the ceiling panel was within 1.5 mm. Even in the evaluation after the accelerated endurance test, the dimensional tolerance was suppressed to an extremely small value of 1.5 mm without wrinkles and floating.

Comparative Example 1
As the warp, a PET-made false twisted yarn having a fineness of 167 dtex and 48 single yarns was used. In addition, as a weft, a PET-made false twisted yarn with a fineness of 167 dtex and 48 single yarns, a 490 dtex, 480-filament taslan yarn (finished with cheese dyeing), a 167 dtex / 2, 48-filament PET false-twisted yarn (Cheese dyeing finished), 167 dtex / 3, 144 filament PET false twisted yarn (cheese dyed finished) was used. Using these warp yarns and weft yarns, weaving a woven fabric as a skin material for a vehicle ceiling material using a jacquard loom.

The standard density on the loom is a warp density of 84 / 25.4 mm and a weft density of 45 / 25.4 mm. After weaving, relaxed at 120 ° C for 5 minutes using a crush tumbler machine, then back-coated with acrylic resin (dry matter weight: 75 g / m ² ), then heat set at 140 ° C for 90 seconds did. The warp density after finishing in this way was 100 pieces / 25.4 mm, and the weft density was 55 pieces / 25.4 mm. The fabric weight after finishing was 235 g / m ² , and the tensile stress at 10% elongation was 60 N / 25.4 mm in the warp direction and 100 N / 25.4 mm in the weft direction. Further, a woven fabric composite was produced in the same manner as in Example 1, the base material and the woven composite were laminated in the same manner as in Example 1, and press-molded to obtain a vehicle ceiling material. The vehicle ceiling material formed using the fabric of Comparative Example 1 thus obtained was evaluated in the same manner as in Example 1. As a result, although there was no particular problem before the accelerated durability test, the dimensional tolerance after the accelerated durability test was shifted to the skin side by 0.5 mm from the dimensional tolerance at the center of the rear terminal. Further, the right end of the rear terminal was shifted to the base material side by 0.5 mm from the dimensional tolerance, and the dimensional accuracy was inferior.

Reference example 1
Artificial leather (trade name “Alcantara” manufactured by Toray Industries, Inc.) was used as the skin material. The weight of this artificial leather is 150 g / m ² . Moreover, the tensile stress at the time of 10% elongation was 26.8 N / 25.4 mm in the vertical direction and 8.9 N / 25.4 mm in the horizontal direction. Using this artificial leather, molding was performed under the same conditions as in Example 1 using the same molding die as in Example 1 to obtain a vehicle ceiling material having an appearance with no problem. Further, no problems were caused in appearance or the like even after heating at 100 ° C. for 24 hours.

Reference example 2
Using a 36G tricot knitting machine using a PET multifilament drawn yarn with a fineness of 56 dtex and 72 single yarns as the front yarn and a PET multifilament false twisted yarn with a fineness of 33 dtex and 12 single yarns as the back yarn, A knitted fabric with a course density of 110 pieces / 25.4 mm was produced. Then, it dye | stained at 130 degreeC with the liquid-flow dyeing machine, raised, and then heat-set for 90 second finishing at 140 degreeC with the pin tenter, and obtained the knitted fabric. The product density after finishing was 61 pieces / 25.4 mm in the wale direction, 84 pieces / 25.4 mm in the course direction, and the basis weight was 162 g / m ² . Moreover, the tensile stress at the time of 10% elongation after finishing was 4.4 N / 25.4 mm in the wale direction and 4.3 N / 25.4 mm in the course direction. Using this knitted fabric, frame lamination similar to that in Example 1 was performed to obtain a knitted composite. Thereafter, this knitted composite was molded under the same conditions as in Example 1 using the same molding die as in Example 1 to obtain a vehicle ceiling material having an appearance with no problem. Further, no problems were caused in appearance or the like even after heating at 100 ° C. for 24 hours.

  It should be noted that the above description is for illustrative purposes only and is not to be construed as limiting the invention. Although the invention has been described with reference to exemplary embodiments, it is to be understood that the language used in the description and illustration of the invention is illustrative and exemplary rather than restrictive. As detailed herein, modifications may be made in the embodiments within the scope of the appended claims without departing from the scope or spirit of the invention. Although specific structures, materials, and embodiments have been referred to in the detailed description of the invention herein, it is not intended to limit the invention to the disclosure herein, but rather, the invention is claimed. It covers all functionally equivalent structures, methods and uses within the scope.

  INDUSTRIAL APPLICABILITY The present invention can be used in the field of products of vehicle ceiling materials that are particularly large and have complicated shapes among interior materials for vehicles.

  DESCRIPTION OF SYMBOLS 1; Vehicle ceiling material, 11; Sun visor recessed part, 12, Center console convex part, 13; A pillar recessed part, 14; B pillar recessed part, 15; Assist grip recessed part, 16; C pillar recessed part, 2; base material layer, 3; cushion layer, 4; skin layer, 41; woven fabric, 42; back coating, 51; non-woven fabric layer, 52; adhesive film, 53; Woven composite, 91; sun visor, 92; center console, 93; A pillar, 94; B pillar, 95; assist grip, 96;

Claims (4)

A vehicle ceiling material comprising at least a base material layer and a skin layer,
The skin material constituting the skin layer comprises a woven fabric woven using crimped multifilament made of thermoplastic resin, and then subjected to at least one of dyeing and finishing,
The tensile stress at 10% elongation in each of the warp direction and the weft direction of the woven fabric is 20 N / 25.4 mm or more, the warp direction tensile stress is (y), and the weft direction tensile stress is (x). When the tensile stress in the warp direction is a value equal to or less than y represented by y = −0.15x + 73, the vehicle ceiling material.   The vehicle ceiling material according to claim 1, wherein the crimped multifilament is 80 mass% or more when the woven fabric is 100 mass%.   The vehicular ceiling material according to claim 1 or 2, wherein the crimped multifilament used in the woven fabric has an expansion / contraction restoration ratio measured by JIS L1013-2011 8.12 of 30% or more. The vehicle ceiling material according to any one of claims 1 to 3 weight per unit area of the woven fabric is 150 to 300 g / ^{m 2.}

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