JP3354671B2 - Manufacturing method of automotive interior materials - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for manufacturing interior materials for automobiles.
Regarding the law , especially soft texture of wet synthetic leather,
The present invention relates to a method for manufacturing an interior material for an automobile, which is effective for an automobile seat and the like in which abrasion resistance is improved while maintaining characteristics such as touch.

[0002]

2. Description of the Related Art Synthetic leather used for automobile interior materials has a polyurethane skin layer formed on a woven fabric, a knitted fabric, a nonwoven fabric, or the like by a wet method or a dry method. Among these synthetic leathers, synthetic leathers by a wet method have characteristics such as particularly soft feeling and touch, and are used for interior materials of automobiles by utilizing these characteristics.

[0003]

In general, synthetic leather is required to have abrasion resistance although it varies depending on the application, and in particular, a seat of an automobile has a high frequency of friction due to a person's getting on and off and a swaying motion at the time of getting on. Therefore, in the case of wet synthetic leather, cracks occur in the skin, and the tendency is particularly remarkable in the side portions of the seat. This phenomenon is often caused by delamination between the microporous layer formed on the raised surface and the polyurethane adhesive layer formed on this layer.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a wet-type automobile interior which has improved abrasion resistance capable of withstanding an automobile seat while making use of the characteristics of wet synthetic leather such as soft texture and touch.
An object of the present invention is to provide a method for manufacturing a material.

[0005]

[0006]

According to the present invention, there is provided a method of manufacturing an interior material for a vehicle, comprising the steps of: forming a wet microporous material comprising polyurethane on a raised surface of a base fabric comprising a single-sided or double-sided brushed cloth; After forming the layer, the surface of the wet microporous layer is cut to a predetermined thickness to expose most of the tips of the raised hair on the surface, and then the polyurethane adhesive layer and the wet microporous layer are applied to the wet microporous layer. It is characterized in that a polyurethane skin layer is laminated, and most of the tips of the brush on the wet microporous layer side are interposed in the polyurethane adhesive layer.

[0007]

The characteristics of the interior material for automobiles, such as soft feeling and touch, are exhibited by the wet microporous layer formed on the brushed surface. Since the tip of most of the brushes on the wet microporous layer side is interposed in the urethane adhesive layer, delamination between the wet microporous layer and the urethane adhesive layer is prevented, and the wear resistance is improved.

[0008]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 4 are schematic cross-sectional views showing one embodiment of a method for manufacturing an automobile interior material according to the present invention in the order of steps. In FIG. 1, after applying or impregnating a hydrophilic organic solvent solution of polyurethane on one side of the base cloth 1 having a raised brush 5, the solvent is removed by immersing the solution in water to solidify the polyurethane to a desired thickness. Is formed.

The base fabric 1 is formed by knitting or weaving natural fibers such as cotton and hemp, regenerated fibers such as rayon, soup and acetate, and synthetic fibers such as polyester, polyamide and polyacrylonitrile, etc., alone or in various blended fibers. Alternatively, an interlaced knitted fabric, woven fabric, nonwoven fabric, or the like is used. The base cloth 1 may be a single-sided or double-sided raised cloth, but the figure shows a double-sided raised cloth as an example.

The wet microporous layer 2 is made of polycarbonate polyurethane, polyether polyurethane, polyester polyurethane, particularly polycarbonate polyurethane, polyether polyurethane,
Further, polycarbonate-based polyurethane is excellent in hydrolysis resistance, heat deterioration resistance and the like, and is suitable.

The wet microporous layer 2 has a thickness of 50 to 50 μm.
About 500 μm is desirable. If the thickness of the wet microporous layer 2 is less than 50 μm, it becomes difficult to substantially form the porous layer 2 and it is not possible to impart a good feeling to the interior material for automobiles. On the other hand, when the thickness of the wet microporous layer 2 is larger than 500 μm, the elasticity becomes too large, and the feeling of the interior material for automobiles is impaired.

When the wet microporous layer 2 as described above is formed on the raised surface of the base cloth 1, a very fine microporous layer is formed on the uppermost layer, a microporous layer having no raised layer on the middle layer, and a raised layer on the lower layer. Are continuously formed in the microporous layer.

Next, as shown in FIG. 2, the process from the uppermost layer of the wet microporous layer 2 to the microporous layer in which no raising is present is cut, and most of the tips of the raised 5 are exposed from the surface of the wet microporous 2. Let it. In this case, as a cutting method, sanding, slicing, and splitting can be applied.

However, in the case of the split processing, it is difficult to leave the wet microporous layer with a uniform thickness.
Variations in product thickness and texture are likely to occur. In the case of slicing, the tip of the nap is exposed in a whisker-like manner in the case of sanding compared to cutting to the tip of the nap, so that the adhesion with the urethane adhesive layer is better than in the case of slicing. Therefore, sanding is particularly effective. For cutting using sanding, during sanding Sukimi (i.e., roll spacing to pass raised fabric of micro <br/> Po la scan layer is formed when subjected to cutting) the thickness of the napped fabric (brushed If the thickness is set to be smaller than the thickness of the raising cloth including the tip, the most tip of the raising can be exposed on the surface of the wet microporous layer in a whisker-like manner.

Next, as shown in FIG. 3, a polyurethane is coated on release paper 6, for example, release paper with squeezing, and dried by heating to form a polyurethane skin layer 4 having a desired thickness. Next, polyurethane is applied on the skin layer 4 and then dried by heating to form a polyurethane adhesive layer 3 having a desired thickness.

The thickness of the polyurethane adhesive layer 3 is 5 to 80 μm.
m, preferably 20 to 40 μm. A crosslinking agent and, if necessary, a crosslinking accelerator are added to the polyurethane adhesive layer 3. The amounts of these cross-linking agents and cross-linking accelerators are arbitrarily selected in consideration of the adhesive strength to the wet microporous layer 2 and the polyurethane skin layer 4, the feeling of the resulting interior material for automobiles, and the like.

The polyurethane adhesive layer 3 can be used as long as it does not hinder the adhesion between the wet microporous layer 2 and the polyurethane skin layer 4.
The one having a 00% modulus of 10 to 100 kg / cm ² , preferably 20 to 60 kg / cm ² is suitable.

Examples of the polyurethane that can be used in the polyurethane adhesive layer 3, polycarbonate-based polyurethane, Po Rieteru based polyurethane, including but port Riesuteru based polyurethane, as the automotive, resistance to water-dispersible, from the viewpoint of heat deterioration resistance, etc. And a carbonate-based polyurethane.

Examples of the polyurethane usable for the polyurethane skin layer 4 include polycarbonate-based polyurethane, polyether-based polyurethane, and polyester-based polyurethane. In the case of interior materials for automobiles, silicon-modified polycarbonate-based polyurethane is preferable. This silicone-modified polycarbonate-based polyurethane is excellent in hydrolysis resistance, heat deterioration resistance and the like, and has high surface lubricity and improves the wear resistance of the surface of the interior material for automobiles.

As the silicon-modified polycarbonate-based polyurethane, a urethane polymer comprising the following components is preferable. High molecular weight diols: poly 1,6-hexanediol carbonate diol and an average molecular weight of 10,000 or more one-end diol polydimethyl siloxane chain extension length agent: H ₁₂ MDA (hydrogenated MDA, 4,
4′-dicyclohexylmethanediamine) diisocyanate: H ₁₂ MDI (hydrogenated MDI, 4,
4'-dicyclohexylmethane diisocyanate)

The thickness of the polyurethane skin layer 4 is 10 to 10
About 0 μm, preferably 20 to 60 μm is suitable.
The silicone-modified polycarbonate-based polyurethane used for the skin layer 4 has a 100% modulus of 10 to 120 k.
g / cm ² , preferably 20-60 kg / cm ² .

Next, the surface of the wet microporous layer 2 in the state shown in FIG. 2 and the polyurethane adhesive layer 3 in the state shown in FIG. 3 are opposed to each other, aged by thermocompression bonding, and after the adhesive has been reacted and solidified. By peeling off the release paper 6, an interior material for an automobile as shown in FIG. 4 can be obtained.

When the interior of the vehicle is required to have a flame retardant property such as an automobile seat, a method of infiltrating the flame retardant into the base fabric layer and a method of injecting the flame retardant into the wet microporous layer are used. There is a method to make it contained. In the former case,
Examples of the flame retardant used include phosphorus, phosphorus-nitrogen, bromine, bromine-antimony, and phosphorus-bromine. In the latter case, as the flame retardant, those containing the bromine atom-containing polyurethane resin oligomer (A) and the inorganic flame retardant (B) as essential components can be used.

The oligomer (A) includes bromo-substituted bisphenol A and MDI (diphenylmethane-4,4 ').
-Diisocyanate) as an essential component.

The oligomer (A) is, for example, a bromo-substituted bisphenol A having an equivalent of MDI of 1: 0.3 to 1:
Those reacted in an organic solvent at a ratio of 1.2 in the presence of a catalyst, if necessary, can be used.

The wet microporous layer 2 composed of a polycarbonate-based polyurethane has an oligomer (A) having the same or similar structure as the synthetic resin, for example, so that an oligomer (A) having a polycarbonate skeleton is blended. In this case, the transparency of the synthetic resin to which the oligomer (A) is added is not impaired, and the bleeding (bleed) of the oligomer (A) itself onto the surface of the synthetic resin to which the oligomer (A) is added is less likely to occur. preferable.

On the other hand, as the inorganic flame retardant (B), any known and commonly used one can be used. For example, antimony trioxide, antimony pentoxide, antimony pentoxide, aluminum hydroxide, magnesium hydroxide, tribromide Phosphorus, polyphosphoric acid and the like. Among these, antimony pentoxide is preferred because of its good miscibility with the oligomer (A) and excellent flame retardancy.

The flame retardant only needs to contain both the oligomer (A) and the flame retardant (B), and the mixing ratio thereof is not particularly limited, but the solid content is 30/7 by weight.
The range of 0 to 70/30 is preferable in that the generation of nonflammable gas is excellent.

Further, as shown in FIG. 5, a surface-treated layer 7 is further formed on the surface of the polyurethane skin layer 4, and a silicon-modified polycarbonate-based polyurethane is used as the polyurethane for the surface-treated layer 7. The same effect as described above can be obtained.

Example 1 A double-sided brushed woven fabric of polyester and rayon blended with a thickness of 1.0 mm was made of a polycarbonate-based polyurethane containing oligomer (A) having a 100% modulus of 35 kg / cm ² (Chrisbon, manufactured by Dainippon Ink and Chemicals, Inc .: MP900F
R), a dimethylformamide solution in which antimony pentoxide was added at a solids weight ratio of the oligomer (A) and antimony pentoxide of 35/60 was added to give a solution weight of 1,000.
0 g / m ² , solidified in water, desolvated, dehydrated, and dried under hot air at 120 ° C. to form a wet microporous layer composed of a microporous structure having excellent surface smoothness. An intermediate base with a thickness of 1.1 mm was obtained.

In this state, the tip of the brush on one side of the polyester / rayon blended woven fabric was buried in the wet microporous layer as shown in FIG. Next, the surface of the wet microporous layer was cut by a belt sander with the roll interval of the cut portion set to 0.9 mm, and the tip of most of the brushed portions was formed on the surface of the wet microporous layer having a total thickness of 0.90 mm. Was obtained in the form of a moist base.

On the other hand, a silicone-modified polycarbonate polyurethane (100% modulus: 55 kg / cm ² , Crisbon NY324S, manufactured by Dainippon Ink and Chemicals, Inc.) having a dry thickness of 30 μm was laid on release paper with a squeezed surface. It was applied with a coater and dried with hot air at 100 ° C. for 2 minutes to form a polyurethane skin layer.

Next, a urethane-based two-part adhesive made of polycarbonate-based polyurethane having a 100% modulus of 25 kg / cm ² (Chrisbon TA205 manufactured by Dainippon Ink and Chemicals, Inc .: Chrisbon TA205) having a dry thickness of 40% was applied on the film.
Apply with a knife coater so that μ
And dried with hot air for 2 minutes to form a polyurethane adhesive layer,
The surface of the wet microporous layer formed on the above-mentioned raised cloth is faced to the upper surface and thermocompression-bonded at 100 ° C.
After aging at 0 ° C. for 48 hours to allow the adhesive to react and solidify, the release paper was peeled off to obtain an automobile interior material.

Example 2 The same base fabric as in Example 1 was impregnated with the same urethane solution as in Example 1 so that the solution weight became 1,200 g / m ^{2, and} was coagulated and desolvated in water. After dehydration, the resultant was dried under hot air at 120 ° C. to obtain an intermediate base having a total thickness of 1.2 mm in which wet microporous layers were formed on both surfaces.

Next, the surface to be bonded to the skin layer was cut by a belt sander in the same manner as in Example 1 to obtain a total thickness of 1.0 m.
Most of the raised ends of the brush were exposed in the form of mustaches on the surface of the m-type wet microporous layer. The back side was similarly sanded to obtain a 0.95 mm wet base. Sanding is not required for the back surface, but it is desirable to apply sanding to soften the texture. The formation of the skin layer is the same as in Example 1.

Comparative Example 1 An interior material for an automobile was obtained in the same manner as in Example 1 except that the surface of the wet microporous layer was not cut by a belt sander.

(Wear Test Method) The wear test was performed according to JIS L
1 for the sliding member of friction tester I type specified in 0823
The test was performed with a 0R friction element attached. Thickness 10 ± 1mm,
The automotive interior materials obtained by the methods of Example 1, Example 2 and Comparative Example 1 are placed on the surface of a slab urethane foam having a density ρ = 0.02 to 0.03, and both ends are fixed. I do. Next, the tip part is specified in JIS L 3102 6
No. 1 on the surface of the interior material for automobiles
By applying a load of kg and sliding in a reciprocating motion, the surface condition of the interior material for automobiles was visually judged.

(Results of Wear Test) Examples 1 and 2
After the sliding member was reciprocated 20,000 times, almost no change was observed in the surface state of the automobile interior material obtained by the above method. On the other hand, after the interior material for an automobile obtained by the method of Comparative Example 1 was reciprocated 1,000 to 2,000 times, the surface of the interior material for an automobile was worn, and a part of the wet microporous layer became a surface. Was observed.

[0039]

As described above, the interior material for automobiles of the present invention is
According to the manufacturing method , an interior material for automobiles is manufactured in which a tip portion of the brush in the wet microporous layer is interposed in a polyurethane adhesive layer formed adjacent to the wet microporous layer.
As a result, delamination between the wet microporous layer and the polyurethane adhesive layer is prevented, and the wear resistance of the automotive interior material is improved.

[Brief description of the drawings]

FIG. 1 is a schematic cross-sectional view showing a state in which a wet microporous layer is formed on a raised surface of a base fabric in a method of manufacturing an interior material for an automobile according to the present invention.

FIG. 2 is a schematic cross-sectional view showing a state when the surface of a wet microporous layer is cut in the method for manufacturing an interior material for an automobile of the present invention.

FIG. 3 is a schematic cross-sectional view showing a state in which a polyurethane skin layer and a polyurethane adhesive layer are formed on release paper in the method of manufacturing an interior material for an automobile according to the present invention.

FIG. 4 is a schematic cross-sectional view showing one embodiment of an interior material for an automobile of the present invention.

FIG. 5 is a schematic sectional view showing another embodiment of the interior material for an automobile of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Base cloth 2 Wet microporous layer 3 Polyurethane adhesive layer 4 Polyurethane skin layer 5 Brushed 6 Release paper 7 Surface treatment layer

──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Akihito Hatano 25th Araco, Yoshiwara-cho, Toyota-shi, Aichi Prefecture Inside (72) Inventor Hideo Nabari 25th, Araike-cho, Yoshiwara-cho, Toyota-shi, Aichi Prefecture (72) Inventor Takayasu Mori 25, Ueikeike, Yoshiwara-cho, Toyota-shi, Aichi Araco Co., Ltd. (56) References JP-A-5-163684 (JP, A) JP-A-59-24657 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B32B 1/00-35/00 D06N 3/14

Claims (2)

(57) [Claims] After a wet microporous layer made of polyurethane is formed on the raised surface of a base cloth made of a single-sided or double-sided raised cloth, the surface of the wet-type microporous layer is cut to a predetermined thickness, and Most of the tips of the nap are exposed on the surface, and thereafter, a polyurethane adhesive layer and a polyurethane skin layer are laminated on the wet microporous layer, and most of the tips of the nap on the wet microporous layer are bonded with polyurethane. A method for producing an automotive interior material, wherein the interior material is interposed in a layer. 2. The method according to claim 1, wherein the cutting is a cutting by sanding.