JPH11310089A - Automobile head lining - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automobile head lining giving improved quietness and feeling inside an automobile, an appearance quality, high rigidity under high temperature environment, and handling rigidity for fitting it to the automobile. SOLUTION: An automobile head lining is integrally formed with a base material 10, which is composed of a fiber aggregate layer (a first fiber aggregate layer 11) having a synthetic fiber staple of fineness of 1.5 to 4.0 denier formed to an average apparent density of 0.01 to 1.0 g/cm<3> and a reinforcement member 12 of high rigidity including a specific thickness laminated on the roof panel side of the fiber aggregate layer, a polymeric resin film 20 laminated further to the roof panel side of the base material 10, and an epidermis 30 laminated on the interior side of the base material 10. In the present case, the projection area ratio of the reinforcement member 12 and the first fiber aggregate layer 11 with respect to the horizontal surface is 1/5 to 1/2 and the reinforcement member 12 to be arranged on the roof panel side of the first fiber aggregate layer 11 is arranged on the first fiber aggregate layer 11 so that it may contain the whole transversal extending crosswise of the body passing through the center of gravity of the first fiber aggregate layer 11 with respect to the first fiber aggregate layer 11 when the projection of the head lining is viewed from the top of the body.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a head lining for an automobile, and more particularly to a head lining having high functions such as sound absorption, tactile sensation and appearance.
The present invention relates to an automobile headlining that can be easily attached without being bent or bent at the time of assembly.

[0002]

2. Description of the Related Art As automobiles become more sophisticated and more sophisticated, recently, it has become necessary to improve the quietness, tactile sensation, appearance, and other quality of the interior of the vehicle. Higher functionality is in progress. In particular, few conventional interior materials have an additional function of improving quality such as sound absorption, sound insulation, tactile sensation, appearance, and the like. As a typical example thereof, a wooden board or recycled fiber is impregnated with a thermosetting binder such as a phenol resin, or a thermoplastic resin (FRTP) containing an inorganic fiber such as a glass fiber is hot-pressed. It was cold pressed.

Further, as a highly rigid material using a fiber assembly such as a nonwoven fabric, a woven or knitted fabric, and a felt (JP-A-07-35)
No. 99) and the like, and those comprising a skin layer installed on the vehicle interior side and a second layer of a fiber aggregate have been proposed. Further, in the center of the fiber assembly, a layer of a cotton cloth impregnated with a synthetic resin, a nonwoven fabric or the like sandwiched as a core material in a sandwich shape, or a binder fiber having a high softening point is used in the fiber assembly layer. Mixed ones have also been proposed.

[0004]

However, a felt using a thermosetting binder such as a phenol resin for a wooden board or a recycled fiber, or FRTP using an inorganic fiber such as a glass fiber as a reinforcing material is hot pressed or cooled. Among the pressed products, those having an additional function (especially sound absorbing performance) are scarcely provided, and further have the following disadvantages.

[0005] First, there is no recyclability.
This is due to the multilayer structure having the core material or the reinforcing material, and the material for each layer is various.

Second, the phenolic resin used to increase the rigidity of conventional felts, wooden boards and the like emits an unpleasant odor. Since it is used as an interior material for automobiles, the unpleasant odor is not suitable for practical use, and an alternative material has been required.

[0007] As a highly rigid material, there has been proposed a material having two layers of a fiber assembly and a skin portion laminated on the indoor side thereof. When this material is used, many additional functions are obtained. However, assuming a high-temperature indoor environment under the scorching sun, it was difficult to secure sufficient rigidity.

In addition, there has been proposed a structure in which a layer of a cotton cloth or a non-woven fabric impregnated with a synthetic resin is sandwiched in the center of the fiber assembly in a sandwich shape as a core material. Therefore, the number of parts increases, which is uneconomical. Further, when this material is used, it is difficult to secure sufficient rigidity in a high-temperature indoor environment under the scorching sun.

Further, as a fiber assembly which has secured rigidity in a high-temperature environment, a fiber assembly mixed with a binder fiber having a high softening point has been proposed. Stiffness in high-temperature environments can be obtained, but it is difficult to secure the stiffness required for handling when mounted on a vehicle.

[0010] Accordingly, an object of the present invention is to provide, in view of the prior art, higher quality such as higher sound absorbing performance, feel and appearance, and high rigidity in a high temperature environment, and An object of the present invention is to provide an automobile headlining having a rigidity required for handling when mounting on a vehicle.

[0011]

Means for Solving the Problems The present inventors have developed a nonwoven fabric,
In addition to studying the mechanism of rigidity required for handling the headlining with a fiber assembly made of a woven or knitted fabric, felt, or the like, the structure of the headlining by examining in detail the materials and configurations that solve the conventional problems And succeeded in reaching the present invention.

That is, the automotive headlining of the present invention comprises a fibrous assembly layer (the first fibrous staple having a fineness of 1.5 to 40 denier having an average apparent density of 0.01 to 1.0 g / cm ³ ). A base member comprising a fiber assembly layer) and a high-rigidity reinforcing member having a predetermined thickness laminated on the roof panel side of the fiber assembly layer; A molecular resin film portion and a skin portion laminated on the indoor side of the base portion are integrally formed, and a projection area ratio of the reinforcing member and the fiber assembly layer to a horizontal surface is 1/5 to 5 The reinforcing member disposed on the loop panel side of the first fiber assembly layer with respect to the first fiber assembly layer has a first fiber on a projection surface of a headlining when the vehicle body is viewed from above. Passing through the center of gravity of the assembly layer in the lateral direction of the vehicle To include throughout transverse lines standing, characterized in that the reinforcing member is disposed.

In a preferred aspect of the present invention, the reinforcing member is any one of a plate-like or fibrous metal, a nonmetal, a composite material thereof, and a resin-impregnated fiber assembly.

Further, in a preferred aspect of the present invention, the reinforcing member is a synthetic fiber staple having a fineness of 1.5 to 40 denier and an average apparent density of 0.01 to 1.0 g / cm ^3.
This is a fiber assembly layer (second fiber assembly layer) molded into a single layer.

Further, in a preferred aspect of the present invention, the projection area ratio of the reinforcing member and the first fiber assembly layer is 1
/ 5 to 1/2.

If the projected area of the reinforcing member with respect to the horizontal plane is smaller than 1/5 of the projected area of the fiber assembly, the effect of reinforcing rigidity required for handling when mounted on a vehicle becomes insufficient. If it exceeds, the self-weight of the reinforcing member influences, and there is a possibility that the rigidity reinforcing effect required for handling when mounted on the vehicle may not be obtained.

Further, as described above, in the present invention, the reinforcing member disposed on the loop panel side of the first fiber assembly layer with respect to the first fiber assembly layer includes a head as viewed from above the vehicle body. The reinforcing member is disposed so as to cover the entire transverse line extending in the vehicle body lateral direction through the center of gravity of the first fiber assembly layer on the projection surface of the lining. This is to remove the influence of the weight of the fiber assembly and to surely obtain a reinforcing effect on rigidity required for handling when the fiber assembly is attached to a vehicle.

The “predetermined thickness” in the “high-rigidity reinforcing member having a predetermined thickness” is specifically 0.1 to 4
0 mm, preferably 0.5 to 15 mm.

Further, in a preferred aspect of the present invention, the reinforcing members are arranged symmetrically with respect to the center axis of the fiber assembly in the width direction of the vehicle. By this arrangement, the influence of the weight of the fiber assembly is eliminated, and the effect of reinforcing rigidity required for handling when attached to the vehicle can be obtained more reliably.

Further, in a preferred embodiment of the present invention, the fineness of the synthetic fiber staple used for the first fiber aggregate and the second fiber aggregate is 1.5 to 40 denier.
When the fineness of the synthetic fiber staple exceeds 40 denier,
The value of the surface area / cross-sectional area of the fiber becomes smaller, so that not only the sound energy cannot be efficiently absorbed, but also the number of fibers per unit volume decreases as the fiber diameter increases,
Since it becomes difficult to obtain rigidity as a fiber aggregate due to entanglement of the fibers, it is preferably 15 denier or less.

Further, in a preferred embodiment of the present invention, each of the first fiber aggregate and the second fiber aggregate has an average apparent density of 0.01 to 1.0 g / cm ³ .

The average apparent density of the fiber assembly is 0.01 g
If it is less than / cm ³ , the ratio of fibers in the same volume is small, it is difficult to obtain sufficient rigidity as a fiber aggregate, and it is not possible to obtain sufficient ventilation resistance,
Insufficient sound absorption performance. The average apparent density is 1.
If it exceeds 0 g / cm ³ , the fiber aggregate is too hard, and it is difficult to expect an additional function as in the case of using a conventionally known wood board, phenol-impregnated felt, or the like.

In the present invention, the first fiber assembly layer and the second fiber assembly layer mainly comprise polyester fibers, and the polymer resin film portion comprises ethylene vinyl acetate, polyester or polyethylene. It is preferable that the outer skin portion is made of a tricot or a nonwoven fabric.

Such a configuration can solve the problem of recyclability. That is, since polyester fibers and the like are thermoplastic fibers, there is an advantage that energy recycling by combustion or the like becomes easy, and further, heating and re-forming are possible. As fibers usable here, for example, polyamide, copolymerized polyamide, polyester, copolymerized polyester, polyacrylonitrile, copolymerized polyacrylonitrile, polyolefin, polyvinyl chloride,
Fibers obtained by spinning a thermoplastic polymer such as polyvinylidene chloride, polychloral, etc., alone, in combination or in a composite spinning manner. However, as the main fiber, the crystal melting point (Tm)
Polyester fiber is optimal because of its high cost and relatively low cost, but is not particularly limited.

In the present invention, preferably, the first fiber aggregate layer is made of a high softening point polyester fiber (fiber A) having a fineness of 1.5 to 40 deniers (fiber A).
20% by weight, mainly having a fineness of 1.5 to 15 denier, and a softening point of at least a peripheral portion thereof is 30 to 30% higher than that of the fiber A.
The second fiber assembly layer is composed of 20 to 80% by weight of a fiber (fiber B) made of a low softening point polyester having a low softening point of 100 ° C., and the high softening point polyester fiber mainly having a fineness of 1.5 to 40 denier Fiber C) 80 to 20% by weight;
Fibers (fiber D) 20 to 8 made of low-softening point polyester having a fineness of 1.5 to 15 deniers and a softening point of at least a peripheral portion lower by at least 50 ° C. than that of the fiber B.
0% by weight.

Here, the reason for using a high softening point polyester fiber mainly having a fineness of 1.5 to 40 denier as the fiber A is to obtain sound absorbing properties, rigidity and the like as functions of the fiber assembly. When it is less than 1.5 denier, it is difficult to obtain sufficient rigidity as an aggregate because the rigidity of the fiber itself is small. On the other hand, if it exceeds 40 denier, the total number of fibers in the fiber assembly decreases, so that the number of bonding points with the binder fibers such as the fibers B decreases, and it becomes difficult to obtain sufficient rigidity. Also, the surface area /
The value of the cross-sectional area becomes small, making it difficult to efficiently absorb sound energy.

The reason for using the polyester fiber having a low softening point of 1.5 to 15 denier as the fiber B is to obtain sufficient rigidity without sacrificing the sound absorbing performance. If it is less than 1.5 denier, the rigidity of the fiber itself will be insufficient, and it will be difficult to obtain sufficient rigidity as an aggregate. Fifteen
If it exceeds denier, the number of fibers occupied by the binder fibers such as the fibers B in the fiber assembly decreases, and it becomes difficult to secure a sufficient bonding point, and the rigidity decreases.

The fiber B is preferably a fiber made of a low softening point polyester having a softening point at least in the peripheral portion lower by 30 to 100 ° C. than that of the fiber A. A typical example of the fiber B is a composite fiber having a core-in-sheath structure in which a modified polyester having a softening point lower by 30 to 100 ° C. in a peripheral portion than a softening point in a central portion of the fiber. Alternatively, the entire fiber can be formed by using a low softening point polyester whose softening point is 30 to 100 ° C. lower than that of the fiber A.

The above-mentioned conjugate fiber, ie, fiber B, has an effect of uniformly mixing the fibers as a binder fiber and holding the shape of the fiber aggregate more firmly. When powdered resin is used as the binder, the powdered resin binder is easily aggregated locally, and when a solution-based resin is used, the solution resin binder adheres uniformly to the fiber surface when the fineness of the main fiber is low. There is a possibility that the fiber diameter may be increased.

The difference between the softening points of the fibers A and B is 30 ° C.
If it is less than 10, the softening points of both fibers are too close, so that the risk of melting not only the binder fibers but also the entire fiber aggregate increases in the molding step of melting and bonding the binder fibers. On the other hand, if the difference in softening point exceeds 100 ° C., since the melting start temperature is low, it becomes difficult to secure sufficient rigidity at high temperatures, which is not preferable.

The ratio of fiber A to fiber B is preferably 2
0:80 to 80: 20% by weight. If the number of the fibers A is smaller than this, the ratio of the binder fibers B having a low softening point to the entire fiber aggregate increases, and it becomes difficult to obtain sufficient rigidity at high temperatures. In addition, fiber A is 8
If it exceeds 0% by weight, the ratio of the binder fibers B is small and the number of bonding points between the fibers is reduced, so that it is difficult to obtain sufficient rigidity and good moldability.

As the fibers C of the second fiber assembly layer:
The reason for using the high softening point polyester fiber mainly having a fineness of 5 to 40 denier is to obtain sound absorbing property, rigidity and the like as functions of the fiber aggregate. When it is less than 1.5 denier, the rigidity of the fiber itself is small, so that it is difficult to obtain sufficient rigidity as an aggregate, and it is difficult to obtain a reinforcing effect for improving rigidity during handling. On the other hand, if it exceeds 40 denier, the total number of fibers in the fiber assembly decreases, so that it becomes difficult to obtain sufficient rigidity due to a decrease in the number of bonding points with the binder fiber D, and the reinforcing effect for improving rigidity during handling is reduced. It is hard to get. Further, as the fiber diameter increases, the value of surface area / cross-sectional area decreases, and it becomes difficult to efficiently absorb sound energy.

The reason for using 1.5 to 15 denier low softening point fiber as the fiber D is to obtain sufficient rigidity without sacrificing sound absorbing performance. When it is less than 1.5 denier, the rigidity of the fiber itself is insufficient, and the reinforcing effect for improving the rigidity during handling cannot be obtained. If it exceeds 15 denier, the number of fibers occupying the fiber aggregate of the binder fibers D decreases, and it becomes difficult to secure a sufficient bonding point, and the reinforcing effect for improving rigidity during handling decreases.

Further, the fiber D has a core-sheath structure made of a modified polyester having a softening point at the periphery thereof at least 50 ° C. lower than that of the low softening point polymer of the fiber B of the first fiber assembly layer. Desirably, it is a conjugate fiber or a single component fiber made of such a modified polyester.
The reason for using the fiber D having a softening point lower by at least 50 ° C. than the fiber B is that the first fiber aggregate improves the rigidity at high temperature and the second fiber aggregate improves the rigidity at the time of handling, respectively. To play. When the difference in the softening points is less than 50 ° C., the rigidity at high temperatures is further improved, but the reinforcing effect for improving the rigidity during handling is reduced.

The ratio of fiber C to fiber D is 20:80.
It is preferably from 80 to 20% by weight. Fiber C is 2
When the amount is less than 0% by weight, the ratio of the low softening point fiber D to the whole increases, so that there is a possibility that a reinforcing effect for improving rigidity during handling may not be obtained. Further, when the fiber C exceeds 80% by weight, the ratio of the binder fiber having a low softening point is small, and the number of bonding points between the fibers is reduced, so that the reinforcing effect of improving the rigidity at the time of handling is improved. It becomes difficult to obtain moldability.

In the present invention, preferably, the basis weight ratio between the first fiber aggregate layer and the second fiber aggregate layer is from 1: 1 to 9: 1, and the total basis weight of the base material portion is preferred. Is 7
It is 00 to 2000 g / m ² . When the basis weight ratio of the second fiber aggregate increases and the ratio of the basis weight becomes smaller than 1: 1, there is a possibility that the reinforcing effect of improving rigidity at the time of handling may not be obtained due to the effect of the weight of the second fiber aggregate. .
On the other hand, if the basis weight ratio of the second fiber aggregate is too small and the above-mentioned basis weight ratio is larger than 9: 1, there is a possibility that the reinforcing effect of improving rigidity during handling may not be obtained.
On the other hand, if the total basis weight of the base material portion composed of the two fiber aggregate layers is less than 700 g / m ² , the sound absorption performance rapidly declines, which is not preferable.
If it exceeds m ² , the reinforcing effect for improving rigidity during handling will be reduced due to the influence of the weight of the base member, and the weight of the head lining will also increase, making it difficult to mount it on a vehicle.

In the present invention, preferably, the first fiber assembly layer and the second fiber assembly layer constituting the base member are joined by a needle punch, and after the base member is preheated, Formed to a uniform average thickness of ４０40 mm.
By joining the two fiber aggregate layers by needle punch, the entangled bond between the two layers is strengthened, and as a result, the reinforcing effect of improving the rigidity of the second fiber aggregate during handling is further increased.

The average thickness of the substrate portion is set to 5 to 4 after preheating.
In the case where the thickness is made uniform to 0 mm, if the thickness is less than 5 mm, the rigidity can be secured, but a desired air permeability cannot be obtained, and it becomes difficult to impart sound absorbing performance to the head lining.
On the other hand, if it exceeds 40 mm, it becomes difficult to obtain the rigidity of the base material, and it becomes difficult to obtain sufficient shape retention performance, which is not preferable.

Another embodiment of the automotive headlining of the present invention
Aspects, the base portion, the polymer resin film portion,
The skin portion and the roof of the polymer resin film portion
30-200 g / m per unit weight laminated on the panel side^TwoSynthesis of
4 layers consisting of fiber filament fiber assembly
Molded. With this configuration, in addition to the various effects described above,
In addition, the following effects can be obtained. That is, the head
Synthetic fiber filament between the lining and the roof panel
30-200 g / m^TwoFiber assembly layer
By laminating, the tensile force of the synthetic fiber filament
This contributes to the rigidity of the headlining in high-temperature environments,
This has the effect of further improving rigidity during handling.
Here, the synthetic fiber filament is used because the tensile strength is
Because it is most effective and has excellent recyclability.
You. In addition, the basis weight is 30 g / m ^TwoIf less than the above
Stiffening effect such as
/ M^TwoExceeds the weight of the fiber assembly itself,
The effect of imparting rigidity as described above cannot be sufficiently obtained.

In the present invention, preferably, the skin portion is a non-woven fabric treated by dyeing or dyeing, and is formed integrally with the base portion by needle punching. This configuration has the following advantages in addition to the above effects. That is, the interior surface of the first fiber assembly layer located on the indoor side of the base material portion of the fiber assembly having a two-layer structure has a colored surface that has been treated by dyeing or deposition,
If the non-woven fabric treated by dyeing or soaking is used as the skin portion and bonded to the base portion by needle punch, the skin portion and the base portion are integrally molded, thereby simplifying the manufacturing man-hour and the number of parts. It becomes possible.

[0041]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The embodiments of the present invention are described below with reference to specific examples shown in the accompanying drawings. In FIG. 1, the headlining of the present invention includes a first fiber assembly layer 11 of a synthetic fiber staple, for example, a staple made of a polymer containing polyester as a main component, and a first fiber assembly layer 11 on the roof panel side. Base part 1 of a fiber assembly having a two-layer structure with a high-rigidity reinforcing member made of a second fiber assembly layer 12 of a synthetic fiber staple mainly composed of polyester
0, and the polymer resin film portion 20 laminated further on the roof panel side of the substrate portion 10 and the skin portion 30 laminated on the indoor side of the substrate portion 10 are integrally formed. . Projections of the headlining on a horizontal plane are shown in FIGS. 2, 4, 5, 6, 7 and 8. In these figures, the area ratio between the projection surface of the reinforcing member 12 and the projection surface of the first fiber assembly layer 11 is 1/5 to 1/2, and the reinforcing member is obtained by viewing the vehicle body from above. On the projection surface of the headlining, it is arranged so as to cover the entire transverse line extending in the vehicle body lateral direction through the center of gravity of the first fiber assembly.

In a further preferred embodiment, as shown in FIG. 2, the reinforcing members are arranged symmetrically with respect to the central axis of the fiber assembly in the width direction.

As shown in FIG. 3, the headlining according to the present invention comprises a base material portion 1 of a fiber assembly having the two-layer structure.
0, a polymer resin film portion 20 disposed on the roof panel side of the base material portion 10, a fiber assembly 40 made of synthetic fiber filaments on the roof panel side of the polymer resin film portion 20, It comprises the skin portion 30 on the indoor side, and can be formed by integrally molding each layer.

In the method for manufacturing a headlining according to the present invention, staple cotton, fleece, wrap, etc. of fibers A and B having a predetermined cut length and a fineness of 1.5 to 40 denier are opened and blended at an appropriate mixing ratio. After that, it was jetted onto a conveyor by a card layer method or an air layer method, and was sucked as necessary to form a web on the conveyor, thereby obtaining a first fiber aggregate layer. In addition, after a predetermined cut length, a fiber C having a fineness of 1.5 to 40 denier, a staple cotton, a fleece, a wrap, and the like of the fiber D are opened and mixed at an appropriate mixing ratio, a conveyor is performed by a card layer method or an air layer method. A web was formed on the conveyor by sucking it as needed and sucking as needed to obtain a second fiber aggregate layer.
Further, the respective webs (that is, the first fiber assembly layer and the second fiber assembly layer) are overlapped so as to be at predetermined positions, and are compressed at a predetermined apparent density. Next, it is molded and solidified with hot air or heated steam at a predetermined temperature to produce a base material portion. Alternatively, the web on the conveyor is finished to a specified thickness and a specified apparent density by needle punching, and the same heat treatment is performed to produce a substrate portion. Further, the card layer method or the air layer method is used for a web forming method, and there is no particular limitation on a post-treatment step thereafter.

A polymer resin film portion and a skin portion are superimposed on the base material obtained above, or a synthetic fiber filament fiber assembly is superimposed on each of the above-described portions, and the resultant is heated in a hot air or far-infrared heating furnace. After heating for several seconds to several minutes and pressing for several minutes in a cold press mold capable of adjusting the temperature, a molded product was obtained.

[0046]

EXAMPLES Examples of the present invention will be shown below, but it goes without saying that the present invention is not limited to these examples. In a headlining having a length A in the left-right direction of the vehicle of 1.5 m and a length B in the front-rear direction of 1.8 m, a method of disposing the second fiber assembly layer will be described below. In addition, arrangement | positioning 1-5 is an Example of this invention, arrangement | positioning 6-11 is a comparative example.

Arrangement 1 As shown in the projection of FIG. 4, the width D is set to 0.6 m so as to overlap with a transverse line 51 passing through the center of gravity 50 of the first fiber assembly layer 11 and parallel to the left and right direction of the vehicle. The distance C from the front end of the vehicle is 0.7 m
It is arranged so that it becomes.

Arrangement 2 As shown in the projection of FIG. 5, the width D is set to 0.4 m so as to overlap with a transverse line 51 passing through the center of gravity 50 of the first fiber assembly layer 11 and parallel to the left and right direction of the vehicle. And a width E of 0.1 mm from the left and right ends of the vehicle in a longitudinal direction passing through the vehicle in the longitudinal direction passing through the region where the distance C from the front end of the vehicle is 0.7 m.
The second fiber assembly layer 12 is arranged over the entire region of m.

Arrangement 3 As shown in the projection view of FIG. 6, the width D is set to 0.4 m so as to overlap the transverse line 51 passing through the center of gravity 50 of the first fiber assembly layer 11 and parallel to the left-right direction of the vehicle. The second fiber extends over a region where the distance C from the front end of the vehicle is 0.7 m and a width F is 0.2 m in a longitudinal line direction passing through the vehicle in the front-rear direction and at a central position in the left-right direction of the vehicle. The assembly layer 12 is arranged.

Arrangement 4 As shown in the projection of FIG. 7, the width D is set to 0.5 m so as to overlap with a transverse line 51 passing through the center of gravity 50 of the first fiber assembly layer 11 and parallel to the left and right direction of the vehicle. The second fiber extends over a portion where the distance C from the front end of the vehicle is 0.65 m and a portion where the width G is 0.05 m in the longitudinal direction passing through the left and right direction of the vehicle and is located at the front and rear ends of the vehicle. The assembly layer 12 is arranged.

Arrangement 5 As shown in the projection view of FIG. 8, the width D is set to 0.3 m so as to overlap the transverse line 51 passing through the center of gravity 50 of the first fiber assembly layer 11 and parallel to the left and right direction of the vehicle. A portion having a distance C from the front end of the vehicle of 0.75 m, a portion having a width G of 0.05 m in a longitudinal line passing through the left and right direction of the vehicle and being located at the front and rear ends of the vehicle, and a front and rear direction of the vehicle. The width E is set to 0.1 m in the direction of the longitudinal line passing through the second fiber assembly layer, and the second fiber assembly layer 12 is arranged over the entire two sites at the left and right ends of the vehicle.

Arrangement 6 As shown in the projection of FIG. 9, the width H is set to 0.3 m so as to overlap the transverse line 51 passing through the center of gravity 50 of the first fiber assembly layer 11 and parallel to the left and right direction of the vehicle. Then, the second fiber assembly layer 12 is disposed over the entire region where the distance C from the front end of the vehicle is 0.75 m.

Arrangement 7 As shown in the projection of FIG. 10, the width I is set to 1.0 m so as to overlap with a transverse line 51 passing through the center of gravity 50 of the first fiber assembly layer 11 and parallel to the left and right direction of the vehicle. Then, the second fiber assembly layer 12 is disposed over the entire region where the distance C from the front end of the vehicle is 0.4 m.

Arrangement 8 As shown in the projection view of FIG. 11, the width J is 0.6 m in the direction of the vertical line passing in the front-rear direction of the vehicle, and the second fiber assembly layer 12 is provided at the central position in the left-right direction of the vehicle. Place.

Arrangement 9 As shown in the projection view of FIG. 12, the width K is 0.3 m in the direction of the transverse line passing through the left and right direction of the vehicle, and the second fiber assembly layer is located at the front and rear end portions of the vehicle. 12 is arranged.

Arrangement 10 As shown in the projection of FIG. 13, the width L is 0.3 m in the direction of the transverse line passing in the front-rear direction of the vehicle, and the second fiber assembly layer 12 is arranged.

Arrangement 11 As shown in the projected view of FIG. 14, the width M is set to 0.15 m, and the second fiber assembly layer 12 is arranged on the entire circumference of the vehicle.

Example 1 13 denier fiber A (softening point: 255 ° C.) 50% by weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Example 2 50% by weight of 13 denier fiber A (softening point: 255 ° C.)
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 2 (FIG. 5), and a base material having an average basis weight of 933 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Example 3 Fiber A of 13 denier (softening point: 255 ° C.) 50% by weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 3 (FIG. 6), a base material having an average basis weight of 933 g / m ² , and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Example 4 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.)
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 4 (FIG. 7), and a base material having an average basis weight of 933 g / m ² , and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Example 5 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of polyester of 0 g / m ² is laminated as shown in Arrangement 5 (FIG. 8), a base material having an average basis weight of 933 g / m ² , and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Example 6 1.5 denier fiber A (softening point: 255 ° C.) 50% by weight and 1.5 denier fiber B (peripheral softening point 170 ° C.)
A first fiber assembly layer composed mainly of polyester having a basis weight of 800 g / m ² and consisting of 50% by weight, 13 denier fiber C (softening point: 255 ° C.) 25% by weight, and 4 denier fiber D (peripheral softening) A second fiber assembly layer composed mainly of polyester having a basis weight of 400 g / m ^{2 and} a weight of 75% by weight (point 110 ° C.) is laminated as shown in Arrangement 1 (FIG. 4), and has an average basis weight of 933 g / m ² . The three layers of the base material, the polyester polymer resin film, and the skin were heated at 215 ° C. and then formed by cold pressing to obtain an automotive headlining having an average thickness of 15 mm.

Example 7 40 denier fiber A (softening point: 255 ° C.) 50% by weight
And 50 denier fiber B (peripheral softening point 170 ° C) 50
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C of 13 denier
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Example 8 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C consisting of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C.) a second fiber aggregate layer mainly composed of polyester having a basis weight of 400 g / m ² and comprising 25% by weight and 75% by weight of 1.5 denier fiber D (peripheral softening point: 110 ° C.) Are laminated as shown in Arrangement 1 (FIG. 4), and a base material having an average basis weight of 933 g / m ² , a polyester resin film portion, and a skin portion are heated at 215 ° C. and then cooled. Press molding was performed to obtain an automotive headlining having an average thickness of 15 mm.

Example 9 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C comprising 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight;
(Softening point: 255 ° C.) Weight 25 consisting of 25% by weight and 15% denier fiber D (peripheral softening point 110 ° C.) 75% by weight
A second fiber aggregate layer mainly composed of 00 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base material having an average basis weight of 933 g / m ² , and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Example 10 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 80 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 1066 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Example 11 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C)
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base material having an average basis weight of 833 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Example 12 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer mainly composed of polyester having a basis weight of 1500 g / m ² and a denier fiber C comprising 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight;
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C)
A second fiber aggregate layer mainly composed of 00 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base material part having an average basis weight of 2000 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Example 13 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 680 g / m ² and a denier fiber C comprising 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 80 consisting of 75% by weight
A second fiber aggregate layer mainly composed of polyester of g / m ² is laminated as shown in Arrangement 1 (FIG. 4), a base material having an average basis weight of 707 g / m ² , and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Example 14 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin The three layers of the film part and the skin part were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 5 mm.

Example 15 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer containing 0 g / m ² of polyester as a main component was laminated in Arrangement 1 (FIG. 4), and the average basis weight was 933 g.
/ M ² , a polyester resin film portion, and a skin portion were heated at 215 ° C. and then formed by cold pressing to obtain an automotive headlining having an average thickness of 40 mm. .

Example 16 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Ambient softening point: 110 ° C.)
A second fiber aggregate layer mainly composed of polyester of g / m ² is laminated as shown in Arrangement 1 (FIG. 4), a base material having an average basis weight of 933 g / m ² , and a polyester polymer resin Four layers of a film portion, a skin portion, and a fibrous assembly layer of filaments made of polyester having a basis weight of 50 g / m ² were formed into 21 layers.
After heating at 5 ° C., the product was molded by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Example 17 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin 4 consisting of a film portion, a skin portion and a fiber aggregate layer of filaments made of polyester having a basis weight of 150 g / m ^2.
The layers were heated at 215 ° C. and then formed by cold pressing to an average thickness of 1
A 5 mm automotive headlining was obtained.

Comparative Example 1 13-denier fiber A (softening point: 255 ° C.) 50% by weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.)
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in arrangement 6 (FIG. 9), and a base material having an average basis weight of 866 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 2 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.)
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 7 (FIG. 10), and a base member having an average basis weight of 1022 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 3 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 8 (FIG. 11), and a base portion having an average basis weight of 960 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 4 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in the arrangement 9 (FIG. 12), and a base material having an average basis weight of 933 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 5 50% by weight of 13 denier fiber A (softening point: 255 ° C.)
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in arrangement 10 (FIG. 13), and a base material having an average basis weight of 960 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 6 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.)
A second fiber aggregate layer mainly composed of polyester of 0 g / m ² is laminated as shown in an arrangement 11 (FIG. 14), and a base portion having an average basis weight of 874 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 7 Polyester having a basis weight of 800 g / m ² consisting of 50% by weight of 1 denier fiber A (softening point: 255 ° C.) and 50% by weight of 2 denier fiber B (peripheral softening point: 170 ° C.) 400 g of a first fiber assembly layer to be formed, 25% by weight of 13 denier fiber C (softening point: 255 ° C.) and 75% by weight of 4 denier fiber D (peripheral softening point 110 ° C.)
/ M ² and a second fiber aggregate layer containing polyester as a main component are laminated as shown in Arrangement 1 (FIG. 4) and have an average basis weight of 9
A base material having a thickness of 33 g / m ² , a polyester polymer resin film portion and a skin portion were heated at 215 ° C. and then formed by cold pressing to obtain an automotive headlining having an average thickness of 15 mm. .

Comparative Example 8 50 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 9 Fiber A of 13 denier (softening point: 255 ° C.) 50% by weight
And a 1-denier fiber B (peripheral softening point 170 ° C.) of 50% by weight, a first fiber aggregate layer mainly composed of polyester having a basis weight of 800 g / m ² , and a 13-denier fiber C
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 10 Fiber A of 13 denier (softening point: 255 ° C.) 50% by weight
And 20 denier fiber B (peripheral softening point 170 ° C) 50
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C of 13 denier
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 11 Fiber A of 13 denier (softening point: 255 ° C.) 50% by weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C having a softening point of 255 ° C. ) 400 g of basis weight consisting of 25% by weight and 75% by weight of 4-denier fiber D (peripheral softening point 110 ° C.)
/ M ² and a second fiber aggregate layer containing polyester as a main component are laminated as shown in Arrangement 1 (FIG. 4) and have an average basis weight of 9
A base material having a thickness of 33 g / m ² , a polyester polymer resin film portion and a skin portion were heated at 215 ° C. and then formed by cold pressing to obtain an automotive headlining having an average thickness of 15 mm. .

Comparative Example 12 Fiber A of 13 denier (softening point: 255 ° C.) 50% by weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and 50 denier fiber C (peripheral softening point: 170 ° C.) and 50 denier fiber C
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 13 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 1 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 14 Fiber A of 13 denier (softening point: 255 ° C.) 50% by weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C.) 25% by weight and 20 denier fiber D (peripheral softening point 110 ° C.) 75% by weight
A second fiber aggregate layer mainly composed of 00 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base material having an average basis weight of 933 g / m ² , and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 15 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
And a first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber B (peripheral softening point 170 ° C.) of 10% by weight and a 4 denier fiber C (softening point: 255 ° C.) ) 25% by weight and 20 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 16 13 Denier Fiber A (Softening Point: 255 ° C.) 10% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² , comprising 90% by weight of fiber B (peripheral softening point 170 ° C.) of 90% by weight and 13 denier fiber C
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 17 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) Fiber D of 10% by weight and 4 denier
(Peripheral softening point 110 ° C.) 90 weight% basis weight 40
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 18 50% by weight of 13 denier fiber A (softening point: 255 ° C.)
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C.) 90% by weight and 4 denier fiber D
(Peripheral softening point: 110 ° C.) 10 weight% basis weight 40
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 19 Fiber A of 13 denier (softening point: 255 ° C.) 50% by weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 140 ° C.) 40% by weight of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 20 50% by weight of 13 denier fiber A (softening point: 255 ° C.)
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C)
A second fiber aggregate layer mainly composed of a polyester of 00 g / m ² is laminated as shown in Arrangement 1 (FIG. 4), a base material having an average basis weight of 1133 g / m ² , and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 21 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 80 consisting of 75% by weight
A second fiber aggregate layer mainly composed of polyester of g / m ² is laminated as shown in Arrangement 1 (FIG. 4), a base material having an average basis weight of 827 g / m ² , and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 22 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 1600 g / m ² and a denier fiber C having a density of 1600 g / m ² and a fiber C having a denier of 13 denier
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Softening point of peripheral part: 110 ° C.)
A second fiber aggregate layer mainly composed of a polyester of 00 g / m ² is laminated as shown in Arrangement 1 (FIG. 4), a base portion having an average basis weight of 2133 g / m ² , and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 23 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 650 g / m ² , comprising 50% by weight of a fiber B (peripheral softening point: 170 ° C.) and 2 denier fiber B;
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 70 consisting of 75% by weight
A second fiber aggregate layer mainly composed of polyester of g / m ² is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 675 g / m ² , and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 15 mm.

Comparative Example 24 Fiber A of 13 denier (softening point: 255 ° C.) 50% by weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin The three layers of the film portion and the skin portion were heated at 215 ° C. and then formed by a cold press to obtain an automotive headlining having an average thickness of 3 mm.

Comparative Example 25 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin The three layers of the film part and the skin part were heated at 215 ° C. and then formed by a cold press to obtain an automobile headlining having an average thickness of 45 mm.

Comparative Example 26 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin Four layers consisting of a film portion, a skin portion, and a fiber assembly layer of a filament made of polyester having a basis weight of 25 g / m ² were heated at 215 ° C., and then formed by cold pressing to have an average thickness of 15%.
mm automotive headlining was obtained.

Comparative Example 27 13 Denier Fiber A (Softening Point: 255 ° C.) 50% by Weight
A first fiber aggregate layer composed mainly of polyester having a basis weight of 800 g / m ² and a denier fiber C composed of 50% by weight of a fiber B (peripheral softening point 170 ° C.) of 50% by weight
(Softening point: 255 ° C) 25% by weight and 4 denier fiber D
(Peripheral softening point 110 ° C.) Weight 40 consisting of 75% by weight
A second fiber aggregate layer mainly composed of 0 g / m ² polyester is laminated as shown in Arrangement 1 (FIG. 4), and a base portion having an average basis weight of 933 g / m ² and a polyester polymer resin Four layers of a film part, a skin part, and a fiber assembly layer of filaments made of polyester having a basis weight of 250 g / m ² were heated at 215 ° C. and then formed by cold pressing, and the average thickness was 15 m
m of automotive headlining was obtained.

Comparative Example 28 13 Denier Fiber A 50% by Weight and 2 Denier Fiber B
(Peripheral softening point 170 ° C.)
A base portion mainly composed of 00 g / m ² polyester;
The skin layer was heated at 215 ° C. and then formed by a cold press to obtain an automotive headlining having an average thickness of 1 mm. (Apparent density: 1.2 g / cm ³ )

Comparative Example 29 50% by weight of 13 denier fiber A and 2 denier fiber B
(Peripheral softening point 170 ° C.) Weight 30 consisting of 50 wt%
A base material containing polyester at 0 g / m ² as a main component and a skin layer were heated at 215 ° C. and then cold-pressed to obtain an automobile headlining having an average thickness of 40 mm. (Apparent density: 0.0075 g / cm ³ )

Conventional Example 1 A phenol resin-impregnated felt having an apparent density of 0.52 g / cm ³ was used as a core material, and a tricot skin was used as a skin material, and a 50 μm hot melt was used as an adhesive between the skin layer and the core material. Laminated structure, heat press at 140 ℃,
A 2.3 mm thick headlining was obtained.

Conventional Example 2 A glass fiber-containing polyethylene foam having an apparent density of 0.175 g / cm ³ was used as a core material, and a tricot skin was used as a skin material, and a 50 μm hot melt was used as an adhesive between the skin layer and the core material. A laminated structure was formed and heated and pressed at 140 ° C. to obtain a headlining having a thickness of 4 mm.

Conventional Example 3 50% by weight of 13 denier fiber A and 2 denier fiber B
(Peripheral softening point 170 ° C.) 80% by weight of 50% by weight
A base material containing polyester at 0 g / m ² as a main component and a skin layer were heated at 215 ° C. and then formed by cold pressing to obtain a headlining for automobiles having an average thickness of 15 mm.

Test Methods The following measurements were carried out for the above Examples, Comparative Examples and Conventional Examples, and the results obtained are shown in Tables 1 and 2 below.
And Table 3.

[0108]

[Table 1]

[0109]

[Table 2]

[0110]

[Table 3]

"Measurement of Normal Incidence Sound Absorption" Measured in accordance with JISA1405 "Method for measuring normal incidence sound absorption of building material by in-pipe method" from a car headlining obtained by the method of the above-described Examples, Comparative Examples and Conventional Examples. Measurements were taken in the range 125-1600 Hz.

[Evaluation of Characteristics at High Temperature] The headlinings for automobiles obtained by the methods of the above-described Examples, Comparative Examples, and Conventional Examples were mounted at the test temperature of 90 ° C. for several hours under the same mounting conditions as the vehicles. The amount of deflection, distortion, wrinkles, etc. of the head lining for automobiles were observed and evaluated as a head lining for automobiles.

[Evaluation of Handling Characteristics] The head linings for automobiles obtained by the methods of the above-described Examples, Comparative Examples and Conventional Examples were assembled into a vehicle, and were easily handled by the influence of the deflection of the head lining terminal for automobiles. The ease of mounting components such as sun visors and assist grips was evaluated.

[Softening Point] The softening point was measured at a test load of 5 kgf and a heating rate of 50 ° C./h based on JIS K 7202 “Test Method for Vicat Softening Temperature of Thermoplastics”.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view of a headlining according to an embodiment of the present invention, taken along a vertical cross section in a vehicle front-rear direction.

FIG. 2 is a projection view of the headlining according to one embodiment of the present invention as viewed from above the vehicle, and is a diagram showing a positional relationship between a first fiber assembly layer and a second fiber assembly layer.

FIG. 3 is a cross-sectional view of the headlining of the present invention cut along a vertical cross section with respect to the vehicle front-rear direction.

FIG. 4 is a projection view of the head lining of one embodiment of the present invention as viewed from above the vehicle, and is a diagram schematically showing a positional relationship between a first fiber assembly layer and a second fiber assembly layer. .

FIG. 5 is a projection view of the headlining according to one embodiment of the present invention as viewed from above the vehicle, and is a diagram schematically illustrating a positional relationship between a first fiber assembly layer and a second fiber assembly layer. .

FIG. 6 is a projection view of the headlining according to one embodiment of the present invention as viewed from above the vehicle, and is a diagram schematically illustrating a positional relationship between a first fiber assembly layer and a second fiber assembly layer. .

FIG. 7 is a projection view of the headlining according to one embodiment of the present invention as viewed from above the vehicle, and is a diagram schematically illustrating a positional relationship between a first fiber assembly layer and a second fiber assembly layer. .

FIG. 8 is a projection view of the head lining of one embodiment of the present invention as viewed from above the vehicle, and is a diagram schematically showing a positional relationship between a first fiber assembly layer and a second fiber assembly layer. .

FIG. 9 is a projection view of the headlining of the comparative example as viewed from above the vehicle, and is a diagram schematically illustrating a positional relationship between a first fiber assembly layer and a second fiber assembly layer.

FIG. 10 is a projection view of the headlining of another comparative example as viewed from above the vehicle, and is a diagram schematically illustrating a positional relationship between a first fiber assembly layer and a second fiber assembly layer.

FIG. 11 is a projection view of a headlining of another comparative example as viewed from above the vehicle, and is a diagram schematically illustrating a positional relationship between a first fiber assembly layer and a second fiber assembly layer.

FIG. 12 is a projection view of the headlining of another comparative example as viewed from above the vehicle, and is a diagram schematically illustrating a positional relationship between a first fiber assembly layer and a second fiber assembly layer.

FIG. 13 is a projection view of the headlining of another comparative example as viewed from above the vehicle, and is a diagram schematically illustrating a positional relationship between a first fiber assembly layer and a second fiber assembly layer.

FIG. 14 is a projection view of the headlining of another comparative example as viewed from above the vehicle, and is a diagram schematically showing a positional relationship between a first fiber assembly layer and a second fiber assembly layer.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Base material part 11 1st fiber assembly 12 2nd fiber assembly 20 Polymer resin film part 30 Skin part 40 Synthetic fiber filament 50 Center of gravity 51 Crossing line

Continued on the front page (51) Int.Cl. ⁶ Identification symbol FI D04H 1/48 D04H 1/48 B (72) Inventor Motoko Matsumoto 2 Takaracho, Kanagawa-ku, Yokohama, Kanagawa Prefecture Nissan Motor Co., Ltd. (72) Inventor Yoshikazu Nemoto 2 Takaracho, Kanagawa-ku, Yokohama, Kanagawa Prefecture Nissan Motor Co., Ltd.

Claims (10)

[Claims] 1. A synthetic fiber staple having a fineness of 1.5 to 40 deniers having an average apparent density of 0.01 to 1.0 g / cm.
^A base member comprising a fibrous assembly layer (first fibrous assembly layer) molded into a piece 3 and a high-rigidity reinforcing member having a predetermined thickness laminated on the roof panel side of the fibrous assembly layer; The polymer resin film portion further laminated on the roof panel side of the portion and the skin portion laminated on the indoor side of the substrate portion are integrally formed, and the reinforcing member and the fiber assembly with respect to a horizontal plane are formed. The projection area ratio of the layers is ５〜 to ２, and the reinforcing member disposed on the loop panel side of the first fiber assembly layer with respect to the first fiber assembly layer has a structure in which the vehicle body is viewed from above. The reinforcing member is disposed so as to cover the entire transverse line extending in the vehicle body lateral direction through the center of gravity of the first fiber assembly layer on the projection surface of the head lining. Lining. 2. The automotive headlining according to claim 1, wherein the reinforcing member is any one of a plate-like or fibrous metal, a nonmetal, a composite material thereof, and a resin-impregnated fiber assembly. 3. The reinforcing member is a synthetic fiber staple having a fineness of 1.5 to 40 denier having an average apparent density of 0.01 to
^3. The automotive headlining according to claim 1, which is a fiber assembly layer (second fiber assembly layer) molded to 1.0 g / cm ³ . 4. The first fiber assembly layer and the second fiber assembly layer each include polyester fiber as a main constituent material, and the polymer resin film portion mainly includes ethylene vinyl acetate, polyester, or polyethylene; ,
The automobile headlining according to claim 1 or 3, wherein the skin portion is made of a tricot or a nonwoven fabric. 5. The method according to claim 1, wherein the first fiber assembly layer has a thickness of 1.5 to 40.
80 to 20% by weight of a high softening point polyester fiber (fiber A) mainly having a denier fineness, and a softening point of at least a peripheral portion mainly having a fineness of 1.5 to 15 denier being 30 to 100 ° C. The second fiber aggregate layer is composed of a fiber having a low softening point of 20 to 80% by weight and a high softening point polyester fiber having a fineness of 1.5 to 40 denier (fiber C). ) 80 ~
20% by weight and 20 to 80% by weight of a fiber (fiber D) composed of a low softening point polyester mainly composed of 1.5 to 15 denier fineness and having a softening point of at least a peripheral portion lower by at least 50 ° C. than the fiber B. Characterized by becoming
An automotive headlining according to claim 1 or 3. 6. The basis weight ratio of the first fiber aggregate layer to the second fiber aggregate layer is 1: 1 to 9: 1, and the total basis weight of the base member is 700 to 2000 g / m ² . The automotive headlining according to any one of claims 3 to 5, wherein the headlining is provided. 7. The first fiber assembly layer and the second fiber assembly layer constituting the base member are joined by needle punch, and the base member is preliminarily heated and then molded to 5 to 40 mm. The automotive headlining according to any one of claims 3 to 6, characterized in that: 8. A basis weight of 30 to 200 g / m ^2, which is laminated on the base panel, the polymer resin film, the skin, and the roof panel side of the polymer resin film.
The automotive headlining according to any one of claims 1 to 7, wherein four layers comprising the synthetic fiber filament fiber aggregate of (1) are integrally formed. 9. The method according to claim 3, wherein the skin portion is a nonwoven fabric treated by dyeing or soaking, and is formed integrally with the base portion by needle punching. An automotive headlining as described. 10. The reinforcing members are symmetrically arranged with respect to a central axis of the fiber assembly in a width direction of the vehicle. An automotive headlining according to any one of claims 1 to 9.