JP2019126985A - Resin member for vehicle - Google Patents

Abstract

To provide a resin member excellent in scratch resistance capable of preventing generation of both flaws out of chipping flaw and wear flaw.SOLUTION: The resin member for vehicle comprises, on a resin substrate 1, an elastomer layer 2, a hard coat layer 3 in the order, the elastomer layer 2 including a thermoplastic elastomer, and the elastomer layer 2 and hard coat layer 3 are combined so that a load-displacement curve when a triangular pyramid-shaped diamond presser whose tip-dihedral angle is 115° is pressed, becomes a linear state.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an automotive resin member, and more particularly to an automotive resin member with improved scratch resistance.

  In the lower part of the car, for example, in order to prevent peeling of the coating due to the rebound of gravel etc when traveling on a rough road, a vinyl chloride chipping resistant coating is applied or a urethane protective film is attached. It has been broken.

  JP 2004-115657 A of Patent Document 1 discloses a protective film for automobile exterior having a film-like substrate made of an olefin-based elastomer having an elastic modulus of 45 to 65 MPa and an adhesive layer.

JP 2004-115657 A

  However, the protective film described in Patent Document 1 needs to use a hard film-like substrate to facilitate the affixing operation, and the stress due to the collision of dust such as gravel can not be sufficiently alleviated, and the chipping resistance is Not enough.

  In recent years, resin-made members (hereinafter referred to as “resin members”) have been adopted for the purpose of saving fuel consumption due to weight reduction, and the resin members have replaced not only metal materials but also glass. Not only in the lower part of the car but also in easy-to-see places.

  In particular, when a resin member is used as a substitute for glass, when abrasion scratches occur, light scatters and becomes whitish and visibility decreases, so it is not sufficient to improve chipping resistance, and abrasion scratches It is necessary to prevent the occurrence.

The chipping scratches are so-called depressions and scratches which are caused by collision of sharp dust such as gravel, etc. with a resin member due to being entangled in a brush of a car wash machine or jumping up during running. This is caused by the dust that digs in the thickness direction of the resin member due to an excessive stress and scrapes the surface of the resin member.
Therefore, chipping scratches can be prevented by receiving a large local stress from the dust and relieving the stress by dispersing the stress in a wide area and preventing the dust from getting into the resin member. .

On the other hand, for example, when the resin member is wiped with a waste cloth or a car wash brush, the wear member receives a stress in a wide range and the resin member is recessed, and the dust interposed between the waste cloth or the car wash brush and the resin member is polished. It is a scratch produced by working as an agent and scraping the surface of the resin member widely and shallowly from the edge of the dent.
Therefore, the resin member is hardened so that the surface is not dented due to stress applied to a wide range by a waste cloth, a car wash brush, etc. Can be prevented.

  However, if the resin member is hardened to prevent the occurrence of abrasion scratches, local large stress from dust cannot be relieved and chipping scratches are generated.

  And, since resin members are generally softer than dust containing inorganic matter such as gravel, unlike inorganic materials such as glass harder than dust, both the occurrence of chipping scratches and wear scratches are It is difficult to prevent at the same time.

  The present invention has been made in view of such problems of the prior art, and an object of the present invention is to provide a resin member capable of preventing the occurrence of both chipping scratches and wear scratches. is there.

  As a result of intensive studies to achieve the above object, the present inventor has made an elastomer layer to be laminated so that the load-displacement curve of the entire automobile resin member changes linearly within a predetermined displacement range. It was found that the above-mentioned object can be achieved by adjusting and combining the hard coat layer and the hard coat layer, and the present invention has been completed.

That is, the automotive resin member of the present invention comprises an elastomer layer and a hard coat layer in this order on a resin substrate,
The elastomer layer contains a thermoplastic elastomer,
The relationship between the load (mN) and the displacement (μm) when a triangular pyramid diamond indenter having a tip-to-edge angle of 115 ° is pressed in is characterized by satisfying the following equation;
Inclination change amount ΔS <0.1 Expression where ΔS represents S2-S1.
S1 is a rate of increase (inclination) of load when displacement amount increases from 0.1 μm to 0.5 μm,
S2 is an increase rate (inclination) of the load when the displacement increases from 0.5 μm to 1.0 μm.

  According to the present invention, since the elastomer layer and the hard coat layer are combined so that the load (mN) -displacement (μm) curve when the predetermined indenter is indented to 1.0 μm changes linearly, the generation mechanism However, it is possible to provide a resin member that can prevent the generation of both flaws, such as chipping flaws and wear flaws.

It is a schematic sectional drawing of the resin member for motor vehicles. It is the load-displacement curve of the resin member for motor vehicles of Example 1. FIG. It is a load-displacement curve of the resin member for motor vehicles of Example 2. FIG. It is the load-displacement curve of the resin member for motor vehicles of Example 3. FIG. 6 is a load-displacement curve of a resin member for automobiles of Comparative Example 1. It is a load-displacement curve of the resin member for motor vehicles of the comparative example 2. It is a load-displacement curve of the resin member for motor vehicles of the comparative example 3. It is a load-displacement curve of a resin member for an automobile of Comparative Example 4.

The automotive resin member of the present invention will be described in detail.
The automotive resin member includes an elastomer layer and a hard coat layer in this order on a resin base material, and the elastomer layer includes a thermoplastic elastomer.
A load (mN) -displacement (μm) curve when a triangular pyramid diamond indenter (Triangular 115) having a tip-to-ridge angle of 115 ° is pushed down to 10 μm linearly changes.

Specifically, the relationship between the load (mN) and the displacement (μm) satisfies the following expression.
Inclination change amount ΔS <0.1 Expression where ΔS represents S2-S1.
The above S1 is
The load (mN) at a displacement of 0.1 μm (D0.1) is F0.1,
Assuming that the load (mN) at a displacement of 0.5 μm (D 0.5) is F 0.5,
(F0.5-F0.1) / (D0.5-D0.1), and
Represents the rate of increase (inclination) of load when the displacement amount increases from 0.1 μm to 0.5 μm.
The above S2 is
Assuming that the load (mN) at a displacement of 1.0 μm (D 1.0) is F 1.0,
(F1.0-F0.5) / (D1.0-D0.5), and
It represents the rate of increase (inclination) of load when the amount of displacement increases from 0.5 μm to 1.0 μm.

  The automotive resin member has a hard coat layer on an elastomer layer, and is obtained by laminating a harder resin thinner than the rubber-like elastic body on the rubber-like elastic body.

  Since the stress from dust that causes scratches is transferred to the elastomer layer through the hard coat layer, the shape of the load-displacement curve of the resin component for automobiles is adjusted by the combination of the elastomer layer and the hard coat layer. Can do.

  And since a load-displacement curve is linear, the reaction force with respect to the stress from dust can be reduced with an elastomer layer, and the displacement amount by the stress from dust can be made small with a hard-coat layer.

  Therefore, when stress is applied locally, it is displaced over a wide range to disperse the stress. When stress is applied over a wide range, the surface does not bend against the stress and it is difficult for a dent to be formed. It can prevent the occurrence of both wear and wear.

  That is, in general elastic deformation, as the displacement amount increases, the reaction force increases, and the displacement amount to the load decreases, so if the stress from the dust becomes excessive, the reaction force to the stress increases, so the stress I can not relax.

  Then, if the stress received from the dust is not relieved, the dust penetrates in the thickness direction of the resin member for automobiles as described above, the surface is scraped off, and a chipping flaw occurs.

  When the elastic modulus is reduced to reduce the reaction force in order to prevent the occurrence of the chipping flaws, denting occurs even when received in a wide range, as when wiped with a rag or a car wash brush, etc. As described above, it is scraped off from the edge of the dent and causes a wear scar.

  Therefore, although it is difficult to prevent both chipping flaws and wear flaws in general elastic deformation as described above, the load-displacement curve is linear, so that stress dispersion and dent prevention can be achieved. Both chipping scratches and wear scratches can be prevented.

The above-mentioned load-displacement curve of the resin member for automobiles of the present invention shows an increase rate (inclination) of the load from 0.1 μm to 0.5 μm and an increase in the load from 0.5 μm to 1.0 μm. The ratio (gradient) is preferably 0.55 to 1.00 (mN / μm), and more preferably 0.8 to 1.00 (mN / μm).
When the rate of increase (inclination) of the load is within the above range, it is possible to prevent the occurrence of both chipping scratches and wear scratches.

The resin member for automobiles has a Martens hardness (HMT) of 10 to 40 N / mm ² , and preferably 15 to 25 N / mm ² .
If the Martens hardness is less than 10 N / mm ^2, it is too soft to easily cause wear damage, and if it exceeds 40 N / mm ² , it is too hard to easily cause chipping damage. When the Martens hardness is 10 to 40 N / mm ^2, it is possible to prevent generation of both chipping scratches and wear scratches.

The Martens hardness of the automotive resin member can be adjusted by a combination of an elastomer layer and a hard coat layer, similarly to the shape of the load-displacement curve.
Specifically, even when the hard coat layer is the same, the softening of the elastomer layer increases the displacement with respect to the load and lowers the Martens hardness, and hardening the elastomer layer reduces the displacement with respect to the load and reduces the Martens. Hardness increases.

  In the present invention, the Martens hardness (HMT) of a resin member for automobiles is measured under the following conditions in accordance with the method of measuring Martens hardness in ISO 14577-1 "instrument indentation hardness test".

  The measuring device is Shimadzu dynamic ultra-micro hardness tester DUH-211S, and the indenter is Triangular 115, in the load-unload test mode, test force 1 mN, minimum test force 0.002 mN, load speed 3.0 mN / sec, load The holding time was 5 sec, the unloading holding time was 10 sec, and the test temperature was 23 ° C.

<Elastomer layer>
The elastomer layer is deformed by stress from dust to relieve stress, and the Shore A hardness of the elastomer layer is preferably 85A to 98A.
If the Shore A hardness is less than 80A, it is too soft and wear flaws easily occur, and if it exceeds 98A, it is too hard and chipping flaws tend to occur.

  Shore A hardness was measured using a type A durometer in accordance with JIS K 6253-3 "Vulcanized rubber and thermoplastic rubber-Determination of hardness-Part 3: Durometer hardness".

  The thickness of the elastomer layer affects the load-displacement curve shape and Martens hardness (HMT) of resin components for automobiles, as stress from dust is transmitted to the resin base material or the elastomer layer is deformed indefinitely. If there is nothing to do, there is no particular limitation, but if it is too thick, the cost will rise, so the practical upper limit is about 1.5 mm.

When using a resin member as an alternative member of glass, it is preferably 50 μm to 250 μm, and more preferably 70 μm to 200 μm.
If the elastomer layer is too thick, transparency and thickness variation are likely to occur, optical distortion is likely to occur, and optical performance tends to decrease.

The elastomer layer contains a thermoplastic elastomer.
When the elastomer is thermoplastic, it can be directly fused to a resin base material described later, and no adhesive is required, so that problems of peeling and whitening due to deterioration of the adhesive do not occur. In addition, there is no need to perform bonding work, and the degree of freedom in design is high.

  As the thermoplastic elastomer, an elastomer having an affinity with a resin base material or a hard coat layer and capable of being bonded can be selected and used.

Examples of the thermoplastic elastomer include urethane thermoplastic elastomer, styrene thermoplastic elastomer, polyester thermoplastic elastomer, polyester thermal virtual elastomer, vinyl chloride thermoplastic elastomer, and olefin rubber components. Examples thereof include a mixture, a copolymer, and a thermoplastic elastomer blended with a thermoplastic resin and a kneaded rubber component.
Among them, thermoplastic polyurethane elastomers are flexible and tough elastomers and are excellent in moldability, transparency and weather resistance, and therefore can be preferably used for exterior parts of automobiles and the like.

<Hard coat layer>
The hard coat layer is a resin layer that is thinner and harder than the elastomer layer, and is formed on the surface of the automotive resin member.

The thickness of the hard coat layer is preferably 5 μm to 40 μm, although it depends on the type of resin constituting the hard coat layer and the hardness of the elastomer.
By having the thickness in the above range, it is possible to disperse the stress received locally and transmit it to the elastomer layer over a wide range, and to prevent the dent against the stress received over a wide range.

The hard coat layer preferably has a pencil hardness of B to 2H.
If the pencil hardness is less than B, it is too soft and the hard coat layer itself tends to be damaged, and stress may not be easily transmitted to the elastomer and may be easily damaged. If it exceeds 2H, flexibility is reduced and stress is hardly transmitted to the elastomer, which is damaged May be easier.

  The pencil hardness was measured in accordance with the scratch hardness (pencil method) of JIS K 5600-5-4 “Paint General Test Method—Test Method for Mechanical Properties of Coating Film”.

As resin which comprises a hard-coat layer, the conventionally well-known resin used for the coating for motor vehicles can be used.
Examples of the resin include polyurethane resin, acrylic resin, polyester resin, silicon modified polyester resin, silicon modified acrylic resin, alkyd resin, vinyl chloride resin, fluorine resin, melamine resin and the like.
Of these, polyurethane resins and polymethyl methacrylate resins are preferably used because they are tough and excellent in transparency.

<Production of automotive resin components>
The automotive resin member can be produced by producing a composite in which an elastomer layer is laminated on a resin substrate, and applying and drying a hard coat layer coating solution.

In the composite, after molding a resin base material, a sheet-like elastomer is stacked, and the elastomer is fused to the resin base material by hot pressing, or a molten resin base material is constituted by two extruders. It can be produced by extruding, laminating and press-molding a resin and a thermoplastic elastomer.
Further, it is also possible to inject and mold the resin constituting the molten resin base and the thermoplastic elastomer into a mold by a two-color injection or a two-color injection press method.

  The resin member for automobiles can be used for automobile glazing parts, resin exterior parts, resin interior trim parts, and the like.

Examples of automotive glazing parts include rear quarter windows, rear side windows, rear windows, window glass such as a sunroof, and headlamp covers.
Examples of the resin exterior parts include a side mirror housing, a bumper, a front grille, a rear spoiler, a side sill spoiler, and a resin fender.
Furthermore, as resin interior trim parts, there are a meter cover, a center console cover, a navigation cover, a lamp cover, a door trim, a map lamp, a center console, a body side trim, a luggage trim, a tonneau cover, a floor board, an instrument panel and a glove box And so on.

  EXAMPLES Hereinafter, although an Example demonstrates this invention in detail, this invention is not limited to the following Example.

<Production of resin base material>
A polycarbonate resin (LEXAN: LS2-111: manufactured by Sabic) was injection molded under the following conditions using an injection molding machine (TM130F2: manufactured by Toyo Machine Metal Co., Ltd.).

The molding temperature is set at 300 ° C at the nozzle tip of the injection molding machine, each cylinder temperature is lowered every 5 ° C toward the hopper, and the temperature at the bottom of the hopper is set at 285 ° C. The mold temperature was set at 90 ° C.
Polycarbonate resin is heated and melted, injected with a 40 mmφ screw at an injection speed of 80% (88 mm / sec), an injection pressure of 90 Kgf / (1130 Kgf / cm ² ), held at 80 Kgf / (1070 Kgf / cm ² ) for 15 seconds, and thick A 2 mm plate-shaped resin substrate was obtained.

Example 1
A non-yellowing thermoplastic polyurethane elastomer (Elastollan: NY 585A: manufactured by BASF; hardness 85A) using an aliphatic isocyanate was molded using an extruder (Plastogaph EC Plus, 19 mmφ) under the following conditions.

The temperature at the nozzle tip of the extruder was set to 195 ° C., and each cylinder temperature was lowered every 5 ° C. toward the hopper side, and the temperature at the bottom of the hopper was set to 180 ° C.
The molten thermoplastic polyurethane elastomer was extruded from a T-shaped flat die of an extruder at a screw rotation speed of 10 to 15 rpm, and the take-up speed was adjusted to obtain a sheet-like elastomer having a thickness of 200 μm.

  After the sheet-like elastomer is placed on the resin substrate and the sheet-like elastomer is heated and softened at 120 ° C. under a reduced pressure of 100 kPa using a vacuum press machine (Mikado Equipment Sales Co., Ltd.), The sheet-like elastomer and the resin base were heat-fused together under pressure of 5 kN for 1 minute to form an elastomer layer on the resin base.

  Next, a clear coat (PU High Gloss Clear: GF54055A PU SB HG CC: made by BASF AG) is applied to the above elastomer layer to adjust the film thickness, followed by curing in a hot air oven to obtain a hard coat having a film thickness of 30 μm. A layer was formed to obtain an automotive resin member.

The load (mN) -displacement (μm) curve of the automobile resin member of Example 1 is shown in FIG.
The slope (S1) of the displacement from 0.1 μm to 0.5 μm is 0.853,
The slope (S2) of the displacement amount from 0.5 μm to 1.0 μm is 0.905,
ΔS was 0.052.
In S1 and S2, the Martens hardness was measured five times, and the slopes of the load-displacement curves were averaged to be S1 and S2.

Example 2
A resin member for an automobile was obtained in the same manner as in Example 1 except that the film thickness of the hard coat layer was 10 μm.

The load (mN) -displacement (μm) curve of the automotive resin member of Example 2 is shown in FIG.
The slope (S1) of the displacement amount from 0.1 μm to 0.5 μm is 0.561,
The slope (S2) of the displacement amount from 0.5 μm to 1.0 μm is 0.602,
ΔS was 0.041.
[Example 3]
Non-yellowing thermoplastic polyurethane elastomer (Elastollan: NY 998: manufactured by BASF; hardness 98A) using aliphatic isocyanate is molded under the following conditions, and the film thickness of the hard coat layer is made to be 10 μm. In the same manner as in Example 1, an automobile resin member was obtained.

The temperature at the nozzle tip of the extruder was set to 205 ° C., and the cylinder temperature was decreased every 5 ° C. toward the hopper side, and the temperature at the lower portion of the hopper was set to 190 ° C.
The molten thermoplastic polyurethane elastomer was extruded from a T-shaped flat die of an extruder at a screw rotation speed of 10 to 15 rpm, and the take-up speed was adjusted to obtain a sheet-like elastomer having a thickness of 100 μm.

The load (mN) -displacement (μm) curve of the automobile resin member of Example 3 is shown in FIG.
The slope (S1) of the displacement from 0.1 μm to 0.5 μm is 0.848,
The slope (S2) of the displacement amount from 0.5 μm to 1.0 μm is 0.838,
ΔS was −0.010.

Comparative Example 1
An automotive resin member was obtained in the same manner as in Example 2 except that the film thickness of the elastomer layer was 100 μm.

The load (mN) -displacement (μm) curve of the automotive resin member of Comparative Example 1 is shown in FIG.
Since the automotive resin member of Comparative Example 1 was destroyed when the displacement exceeded 0.15 μm, ΔS could not be measured.

Comparative Example 2
A resin member for an automobile was obtained in the same manner as in Example 2 except that no elastomer layer was formed.

The load (mN) -displacement (μm) curve of the automobile resin member of Comparative Example 2 is shown in FIG.
Since the displacement amount of the resin member for automobiles of Comparative Example 2 was broken around 0.20 μm, ΔS could not be measured.

Comparative Example 3
A resin member for an automobile was obtained in the same manner as in Example 3 except that no elastomer layer was formed.

The load (mN) -displacement (μm) curve of the automobile resin member of Comparative Example 3 is shown in FIG.
The slope (S1) of the displacement from 0.1 μm to 0.5 μm is 0.549,
The slope (S2) of the displacement amount from 0.5 μm to 1.0 μm is 0.663,
ΔS was 0.114.

Comparative Example 4
A resin member for an automobile was obtained in the same manner as in Example 2 except that the hard coat layer was not formed.

The load (mN) -displacement (μm) curve of the automobile resin member of Comparative Example 4 is shown in FIG.
The slope (S1) of the displacement from 0.1 μm to 0.5 μm is 0.550,
The slope (S2) of the displacement amount from 0.5 μm to 1.0 μm is 0.850,
ΔS was 0.300.

[Reference Example 1]
On the resin substrate, silicon dioxide (SiO ₂ ) was plasma coated to form a 0.01 μm glass coat layer.

<Evaluation>
Examples 1 to 3, Comparative Examples 1 to 4 The automotive resin member and the glass coat member of Reference Example 1 were tested by the following method. The evaluation results are shown in Table 1.
Note that the pencil hardness of the hard coat layer was determined by measuring the resin member for automobiles of Comparative Example 4 as the pencil hardness of the hard coat layer.

(Car wash machine test)
The test piece was placed on a black plate, and the L value at an incident angle of 0 ° and a light receiving angle of 10 ° was measured, and the lightness difference (ΔL) was compared with the L value before the car wash test conducted under the following conditions. Were measured, and scratch resistance was examined by light scattering.

As the car wash brush, the material used was polyethylene, the shape was a cross-tip crack type, and the brush had a total length of 220 mm.
The rotation speed and time of the brush were 150 rpm and 10 seconds.
The amount of water was 4 L / min.
The muddy water was prepared by mixing 8 kinds of test dust (JIS Z 8901): ion exchange water: 0.75 wt% aqueous solution of polyoxyethylene lauryl ether sodium sulfate = 3: 10: 2 (weight ratio).

The test surface of a test piece having a size of 70 × 30 mm was faced up, and a prescribed amount (24 ± 5 mmg · cm ² ) of muddy water was dropped, and then spread to 70 × 30 mm with a brush.
The muddy water coated test piece was placed at a distance of 150 mm from the center of the car wash brush, and while the specified amount of water was applied to the test piece, the brush was rotated under specified conditions for a specified time.
This was defined as one cycle, and after 167 cycles, the muddy water on the surface was removed, and further, the residue of the brush was removed by wiping in a scratch direction with alcohol using a double-sided flannel (a cloth having brushed both sides).

(Peel test)
The adhesion between the resin substrate and the elastomer layer before and after the weathering test was measured by the following method.
In accordance with JIS K 5600-5-6 “General test method for paints”, approximately 11 vertical and horizontal parallel lines reaching the substrate with a cutter knife are drawn at 2 mm intervals in the approximate center of the test piece. I made a grid-like cell.
A cellophane tape (registered trademark) with a width of about 18 mm to 30 mm is closely attached to a grid-like test piece, and is peeled off at a stretch to leave an elastomer layer and a hard coat layer on the resin substrate side of each cell. Of 50% or more was regarded as an acceptable cell, and those in which all 100 cells were acceptable were regarded as no peeling.

(Weather resistance test)
A weather resistance test was performed according to JIS K7350-2 using a weather resistance tester (ATLAS Ci400) manufactured by Toyo Seiki Co., Ltd.
Irradiation illuminance: 60 W / m ² (wavelength range 300 to 400 nm), black panel temperature: 63 ° C. ± 3 ° C. Test pieces were accelerated and deteriorated.
One cycle was 120 minutes, and 500 cycles of spraying ion exchange water were performed for the first 12 minutes. The above peeling test was carried out on the test pieces after the weathering test.

  The automotive resin member of Example 1 has a linear load (mN) -displacement (μm) curve and excellent scratch resistance. However, the automotive resin member of Comparative Examples 3 and 4 has ΔS. Since the reaction force increases as the amount of displacement increases, the stress from the dust cannot be relieved and the scratch resistance is poor.

Moreover, in the resin members for automobiles of Examples 1 to 3, ΔL before and after the car wash test was 4 or less, and whitening due to light scattering was suppressed, and it was confirmed that the scratch resistance was excellent.
In particular, the automotive resin members of Examples 1 and 3 having a Martens hardness of 15 to 25 N / mm ² had substantially the same level of scratch resistance as the member of Reference Example 1 on which the glass coat layer was formed.
The member of Reference Example 1 has high Martens hardness and scratch resistance, but requires plasma treatment and is very expensive.

1 resin base material 2 elastomer layer 3 hard coat layer

Claims (9)

An automotive resin member comprising an elastomer layer and a hard coat layer in this order on a resin substrate,
The elastomer layer contains a thermoplastic elastomer,
A resin member for an automobile, wherein a relationship between a load (mN) and a displacement amount (μm) when a triangular pyramid diamond indenter having a tip-to-head angle of 115 ° is pressed in satisfies the following expression.
Inclination change amount ΔS <0.1 Expression where ΔS represents S2-S1.
S1 is an increase rate of load when displacement amount increases from 0.1 μm to 0.5 μm,
S2 is a rate of increase in load when the amount of displacement increases from 0.5 μm to 1.0 μm. An automotive resin member comprising an elastomer layer and a hard coat layer in this order on a resin substrate,
The elastomer layer contains a thermoplastic elastomer, has a Shore A hardness of 85A to 98A, and is thicker than the hard coat layer.
A resin member for automobiles having a Martens hardness (HMT) of 10 to 40 N / mm ² .   The automotive resin member according to claim 2, wherein the elastomer layer has a thickness of 50 μm to 250 μm. Martens hardness (HMT) is 15-25 N / mm < ² >, The resin member for motor vehicles as described in any one of Claims 1-3 characterized by the above-mentioned.   The thickness of the said elastomer layer is 70 micrometers-200 micrometers, The resin member for motor vehicles as described in any one of Claims 1-4 characterized by the above-mentioned.   The automotive resin member according to any one of claims 1 to 5, wherein the elastomer layer includes a thermoplastic polyurethane elastomer.   The thickness of the said hard-coat layer is 5 micrometers-40 micrometers, The resin member for motor vehicles as described in any one of Claims 1-6 characterized by the above-mentioned.   The automotive resin member according to any one of claims 1 to 7, wherein the hard coat layer has a pencil hardness of B to 2H.   The resin component for automobiles according to any one of claims 1 to 8, wherein the hard coat layer contains polyurethane or polymethyl methacrylate.

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