KR20210052670A - Composite material for vehicle interior - Google Patents

Abstract

The present invention relates to a vehicle composite material which comprises: a core layer manufactured by mixing a polyolefin-based resin and wood powder; and a reinforcing layer laminated on at least one surface of the core layer and prepared by coating a glass fiber nonwoven fabric with a polyolefin-based resin. With the configuration, weight reduction is achieved to reduce exhaust gas through improved fuel efficiency, to have excellent rigidity, to increase recyclability during disposal, and to provide a harmless composite material to a human body.

Description

Vehicle composite material{COMPOSITE MATERIAL FOR VEHICLE INTERIOR}

The present invention relates to a composite material for a vehicle, and in more detail, it is possible to reduce exhaust gas through improved fuel efficiency by achieving light weight, excellent rigidity, and increase recyclability during disposal, and for vehicles that are harmless to the human body. It is about composite materials.

Conventionally, resin felt, wood powder reinforced board, paper board, and the like were used as a material for a covering self-structure for automobile interior materials.

The resin felt and the paper board are manufactured by impregnating a phenol resin or the like. Phenol resin, a curing agent, is a kind of thermosetting resin produced by the condensation reaction of phenols and aldehydes. Phenol and aldehyde released due to unreacted or incomplete combustion during incineration of phenolic resin are living environment including working environment. It acts as a pollutant of pollution, and there is a problem in that toxic gases are discharged during disposal incineration.

In addition, in the case of a substrate for automobile interior materials containing conventional glass fiber or glass chop, the problem of having a harmful effect on workers due to glass dust that may be generated during the manufacturing process and transportation process There is. In addition, an adhesive containing a volatile organic solvent for bonding the above materials must be used, and in this case, there is a problem that is harmful to the working environment and the human body.

On the other hand, the material of the conventional covering self-structure for automobile interiors is not excellent in sound insulation and heat insulation, has a high unit cost, is relatively high in weight, is easily deformed when used for a long time, is harmful to the human body, and is difficult to recycle.

The present invention is invented to solve the above problems, and achieves weight reduction to reduce exhaust gas through improved fuel economy, has excellent rigidity, and can increase recyclability during disposal, and is harmless to the human body. Its purpose is to provide composite materials for vehicles.

In order to achieve the above object, a composite material for a vehicle according to a preferred embodiment of the present invention includes a core layer produced by mixing a polyolefin-based resin and wood powder; And a reinforcing layer laminated on at least one surface of the core layer and provided by coating a polyolefin-based resin on a glass fiber nonwoven fabric.

Here, the core layer may be prepared by mixing the polyolefin-based resin and the wood powder in a ratio of 40:60 to 60:40% by weight.

In addition, the wood flour may be provided with an average particle size of 100 μm to 800 μm.

In addition, the polyolefin-based resin may be provided with at least one of polypropylene resin, polyethylene resin, and ABS resin, or a combination thereof.

The glass fiber nonwoven fabric is made of glass fibers having a diameter of 10 to 30 μm and a length of 6 to 12 cm, and a weight of 100 to 300 g/m ² may be used.

In addition, the reinforcing layer may be coated with the polyolefin-based resin so that the weight of the glass fiber nonwoven fabric is 20 to 100 g/m ^2.

Further, it may further include a skin layer laminated on the reinforcing layer and formed of a polypropylene-based nonwoven fabric or a polyester-based nonwoven fabric.

Here, the skin layer may be provided with a weight of 20 to 150 g/m ^2.

According to the composite material for a vehicle according to the present invention, it is possible to achieve weight reduction and reduce exhaust gas through improved fuel efficiency, excellent rigidity, and increase recyclability during disposal, and provide a composite material harmless to the human body. You can get the effect.

1 is a view schematically showing a laminated structure of a composite material for a vehicle according to an embodiment of the present invention;
2 is a view schematically showing a structure in which a skin layer is further stacked on a vehicle composite material according to an embodiment of the present invention.

In order to help understand the features of the present invention, the following will be described in more detail with respect to the vehicle composite material related to the embodiment of the present invention.

In adding reference numerals to the components of the accompanying drawings to aid in understanding the embodiments described below, it should be noted that the same components are to have the same reference numerals as much as possible, even if they are indicated on different drawings. . In addition, in describing the present invention, when it is determined that a detailed description of a related known configuration or function may obscure the subject matter of the present invention, a detailed description thereof will be omitted.

Hereinafter, specific embodiments of the present invention will be described with reference to the accompanying drawings.

1 is a diagram schematically showing a laminated structure of a vehicle composite material according to an embodiment of the present invention, and FIG. 2 is a diagram schematically showing a structure in which a skin layer is further laminated on the vehicle composite material.

1 and 2, a vehicle composite material 100 according to an embodiment of the present invention includes a core layer 110 manufactured by mixing a polyolefin-based resin and wood powder, and at least one surface of the core layer 110 It includes a reinforcing layer 120 laminated and prepared by coating a polyolefin-based resin on a glass fiber nonwoven fabric.

The core layer 110 is prepared by mixing the polyolefin-based resin and the wood powder in a ratio of 40:60 to 60:40% by weight. It is mixed, extruded at a temperature of 170 to 200°C, and then molded into a sheet using a pair of hot pressing rollers.

Here, if the wood powder is contained in an amount of less than 40% by weight, there is a problem that the target rigidity cannot be satisfied. In addition, when the wood powder is contained in excess of 60% by weight, the specific gravity increases, making it difficult to achieve weight reduction, and there is a problem of adversely affecting the increase in odor of the part due to carbonization during molding.

In addition, the wood flour may be provided with an average particle size of 100㎛ to 800㎛. In this case, if the wood powder having an average particle size of less than 100 μm is used, dispersibility may be reduced during manufacture, resulting in product non-uniformity, and thus, there is a problem in that it is difficult to reinforce rigidity. In addition, when the wood powder has an average particle size of more than 800 µm, it is difficult to uniformly disperse, and thus, there is a problem in that the parts are deformed or physical properties are not uniform during the production of the parts.

In addition, the polyolefin-based resin may be formed of at least one of polypropylene (PP) resin, polyethylene (PE) resin, and ABS resin, or a combination thereof.

The reinforcing layer 120 is prepared by coating a polyolefin-based resin on a glass fiber nonwoven fabric, and may be laminated on one side or both sides of the core layer 110.

Here, the glass fiber nonwoven fabric is made of glass fiber having a diameter of 10 to 30 μm and a length of 6 to 12 cm, and a weight of 100 to 300 g/m ² may be used. That is, when the weight of the glass fiber nonwoven fabric is ^{less than 100 g/m 2,} the role of strength reinforcement is insufficient, and thus stable compatibility with the core layer 110 is not exhibited, and thus the strength improvement effect is insufficient. In addition, when the glass fiber nonwoven fabric is ^{provided in excess of 300 g/m 2} , weight reduction cannot be achieved due to an increase in weight, and cost increases.

In addition, the polyolefin-based resin may be formed of at least one of polypropylene (PP) resin, polyethylene (PE) resin, and ABS resin, or a combination thereof.

In addition, the polyolefin-based resin may be coated on the glass fiber nonwoven fabric to have a weight of 20 to 100 g/m ^2. That is, when the polyolefin-based resin is ^{coated with a weight of less than 20 g/m 2} , there is a problem in that adhesion performance to the core layer 110 is deteriorated. In addition, when the polyolefin-based resin is ^{provided in excess of 100 g/m 2} , weight reduction cannot be achieved due to an increase in weight, and there is a problem in that the cost increases.

The stacking method of the core layer 110 and the reinforcing layer 120 prepared in this way may be stacked by a heat lamination molding method. That is, the reinforcing layer 120 and the core layer 110 are laminated by the thermal bonding method, rather than using an additional adhesive layer having adhesive strength such as an adhesive or hot melt.

The vehicle composite material 100 of the present invention thus prepared is molded in a mold for producing a product in a state in which the reinforcing layer 120 is laminated on the core layer 110 made of wood powder and polyolefin resin. Improves the releasability of the product, thus improving the workability

Further, the vehicle composite material 100 according to the present invention further includes a skin layer 130 laminated on the reinforcing layer 120 and formed of a polypropylene-based nonwoven fabric or a polyester-based nonwoven fabric.

The method of laminating the skin layer 130 and the reinforcing layer 120 may be laminated by a heat lamination molding method. That is, the skin layer 130 is laminated on the reinforcing layer 120 by the heat bonding method, rather than using an additional adhesive layer having adhesive strength such as an adhesive or hot melt.

Through this, since melt bonding is possible only by heat without using an adhesive, not only the operation is very simple, but also problems such as odors that have occurred when using the conventional adhesive can be solved.

Example

Hereinafter, a vehicle composite material (Examples 1 to 5) according to an embodiment of the present invention will be described in comparison with a conventional vehicle composite material (Comparative Examples 1 and 2).

Here, Examples 1 to 3 used a glass fiber non-woven fabric made of glass fibers having a diameter of 20 μm and a length of 8 cm, and Example 4 was a glass fiber non-woven fabric made of glass fibers having a diameter of 20 μm and a length of 6 cm. Was used, and in Example 5, a glass fiber nonwoven fabric made of glass fibers having a diameter of 20 μm and a length of 12 cm was used.

In addition, the core layer and the reinforcing layer were manufactured using a polypropylene (PP) resin among polyolefin resins.

In Examples 1 to 5, wood powder having an average particle size of 400 μm was used.

Comparative Examples 1 and 2 are materials made of a single layer that are generally used as conventional vehicle composite materials, and were produced by mixing polypropylene resin and wood powder.

The configurations of the vehicle composite materials of Examples 1 to 5 and Comparative Examples 1 and 2 are shown in Table 1 below.

division Configuration Example 1 Reinforcing layer (PP coating 55g/m ² + Glass fiber nonwoven fabric 150g/m ² + PP coating 55g/m ² ) Core layer (PP 50% + Wood flour 50%, 4,025g/m ² )
Reinforcing layer (PP coating 55g/m ² + Glass fiber nonwoven fabric 150g/m ² + PP coating 55g/m ² ) Example 2 Reinforcing layer (PP coating 55g/m ² + Glass fiber nonwoven 150g/m ² + PP coating 55g/m ² ) Core layer (PP 50% + Wood flour 50%, 3,450g/m ² )
Reinforcing layer (PP coating 55g/m ² + Glass fiber nonwoven fabric 150g/m ² + PP coating 55g/m ² ) Example 3 Reinforcement layer (PP coating 55g/m ² + Glass fiber nonwoven 150g/m ² + PP coating 55g/m ² ) Core layer (PP 50% + Wood flour 50%, 2,875g/m ² )
Reinforcing layer (PP coating 55g/m ² + Glass fiber nonwoven fabric 150g/m ² + PP coating 55g/m ² ) Example 4 Reinforcing layer (PP coating 55g/m ² + Glass fiber nonwoven 150g/m ² + PP coating 55g/m ² ) Core layer (PP 50% + Wood flour 50%, 3,450g/m ² )
Reinforcing layer (PP coating 55g/m ² + Glass fiber nonwoven fabric 150g/m ² + PP coating 55g/m ² ) Example 5 Reinforcing layer (PP coating 55g/m ² + Glass fiber nonwoven 150g/m ² + PP coating 55g/m ² ) Core layer (PP 50% + Wood flour 50%, 3,450g/m ² )
Reinforcing layer (PP coating 55g/m ² + Glass fiber nonwoven fabric 150g/m ² + PP coating 55g/m ² ) Comparative Example 1 50% PP + 50% wood flour, 4,600g/m ² Comparative Example 2 50% PP + 50% wood flour, 4,025g/m ²

The composite material produced in the weight ratio disclosed in Table 1 was prepared as a specimen, and the maximum load, flexural strength, and flexural modulus were measured, and are shown in Table 2 below.

Example 1 Example 2 Example 3 Example 4 Example 5 Comparative Example 1 Comparative Example 2 Gross weight[g/m ² ] 4,545 3,970 3,395 3,970 3,970 4,600 4,025 Load [kgf] 25 21 14 18 19 19 14 Flexural strength [MPa] 47 50 33 44 46 36 33 Flexural modulus [MPa] 2,743 2,739 2,642 2,650 2,666 2,144 2,375

As disclosed in Table 2, the vehicle composite material (Examples 1 to 5) according to the embodiment of the present invention exhibits similar flexural strength at a lighter weight compared to the current vehicle interior material (Comparative Examples 1 to 2). Can be seen.

More specifically, since a weight of 4,025g / m ² of Comparative Example 2 subjected to the same bending strength and natanaenneun Example 3 weight 3,395g / m ^2, it is possible to achieve a weight reduction of approximately 15-20%.

In addition, ^{Example 1 having a weight similar to Comparative Example 1 having a weight of 4,600 g/m 2} and a flexural strength of 36 MPa has a flexural strength of 47 MPa, so it can be seen that the strength of about 20 to 30% is improved.

Accordingly, the composite material for a vehicle of the present invention can achieve weight reduction while maintaining strength compared to a conventional material currently used as an interior material for a vehicle.

Further, the flexural strength was measured by varying only the length of the glass fibers while having the same weight among the composite materials for vehicles of the present invention.

That is, Examples 2, 4, and 5 all have the same weight at 3,970 g/m2, and Example 2 is made of glass fibers having a length of 8 cm, Example 4 having a length of 6 cm, and Example 5 having a length of 12 cm. Glass fiber nonwoven fabric was used.

As a result of the experiment, the flexural strength of Example 4 having a length of 6 cm was 44 MPa, the flexural strength of Example 2 having a length of 8 cm was 50 MPa, and the flexural strength of Example 5 having a length of 12 cm was 46 MPa. That is, the flexural strength of Example 2 using a glass fiber nonwoven fabric made of 8 cm long glass fibers was the highest at 50 MPa.

Therefore, since the flexural strength differs depending on the length of the glass fiber, it is most preferable to manufacture a composite material for a vehicle using a glass fiber nonwoven fabric made of glass fiber having a length of 8 cm in the embodiment of the present invention.

As described above, although the present invention has been described by the limited embodiments and drawings, the present invention is not limited thereto, and the technical idea of the present invention and the following by those of ordinary skill in the art to which the present invention pertains. It goes without saying that various modifications and variations are possible within the equivalent range of the claims to be described.

100: vehicle composite material
110: core layer
120: reinforcement layer
130: epidermal layer

Claims (8)

A core layer produced by mixing a polyolefin-based resin and wood powder; And
A reinforcing layer laminated on at least one surface of the core layer and provided by coating a polyolefin-based resin on a glass fiber nonwoven fabric;
Vehicle composite material comprising a.
The method of claim 1,
The core layer,
The composite material for a vehicle, characterized in that prepared by mixing the polyolefin-based resin and the wood powder in a ratio of 40:60 to 60:40% by weight.
The method of claim 1,
The wood flour,
Vehicle composite material, characterized in that provided with an average particle size of 100㎛ to 800㎛.
The method of claim 1,
The polyolefin resin,
A composite material for a vehicle, characterized in that it is provided with at least one of polypropylene resin, polyethylene resin, and ABS resin, or a combination thereof.
The method of claim 1,
The glass fiber nonwoven fabric,
A composite material for vehicles, characterized in that it is made of glass fibers having a diameter of 10 to 30 μm and a length of 6 to 12 cm and a weight of 100 to 300 g/m ^2.
The method of claim 1,
The reinforcing layer,
A composite material for a vehicle, characterized in that coating the polyolefin-based resin so that the weight of the glass fiber nonwoven fabric is 20 to 100 g/m ^2.
The method of claim 1,
A skin layer laminated on the reinforcing layer and formed of a polypropylene-based nonwoven fabric or a polyester-based nonwoven fabric;
Vehicle composite material, characterized in that it further comprises.
The method of claim 7,
The epidermal layer,
Vehicle composite material, characterized in that provided with a weight of 20 ~ 150g / m ^2.

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