JPH09216303A - Automotive interior materials - Google Patents
Automotive interior materialsInfo
- Publication number
- JPH09216303A JPH09216303A JP4966596A JP4966596A JPH09216303A JP H09216303 A JPH09216303 A JP H09216303A JP 4966596 A JP4966596 A JP 4966596A JP 4966596 A JP4966596 A JP 4966596A JP H09216303 A JPH09216303 A JP H09216303A
- Authority
- JP
- Japan
- Prior art keywords
- layer
- weight
- base material
- denier
- fiber
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Manufacturing Of Multi-Layer Textile Fabrics (AREA)
- Multicomponent Fibers (AREA)
- Nonwoven Fabrics (AREA)
- Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
- Body Structure For Vehicles (AREA)
- Laminated Bodies (AREA)
Abstract
(57)【要約】
【課題】 トランクルーム内から車室内に侵入する騒音
の低減及び車室内とトランクルーム内との通気機能を両
立し得る自動車用内装材を提供する。
【解決手段】 表層と基材層との２層構造を有する内装
材である。表層、基材層ともポリエステル繊維を主体と
した不織布から形成される。リヤパーセル材は、表層４
と基材層５とを積層して成る。基材層５の端部には、通
気孔６を備える厚肉部７が設けられる。厚肉部７は、通
気孔６の周囲を繊維質の吸音材が包囲した疑似吸音ダク
ト構造を採る。
(57) [Abstract] [PROBLEMS] To provide an interior material for an automobile, which can reduce noise intruding into the vehicle compartment from the inside of the trunk room and have ventilation functions in the vehicle interior and the trunk room. An interior material having a two-layer structure of a surface layer and a base material layer. Both the surface layer and the base material layer are formed of a non-woven fabric mainly composed of polyester fiber. Rear parcel material is surface layer 4
And a base material layer 5 are laminated. A thick portion 7 having a vent hole 6 is provided at an end of the base material layer 5. The thick portion 7 has a pseudo sound absorbing duct structure in which the air holes 6 are surrounded by a fibrous sound absorbing material.
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、自動車用内装材に
係り、更に詳細には、優れた吸音性能と通気機能とを併
有した自動車用リヤパーセル材に関するものであり、本
リヤパーセル材によれば、トランクルームとの適切な通
気性を確保しつつ車室内騒音が低減されるので、乗員の
快適性を向上させることができる。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automobile interior material, and more particularly to an automobile rear parcel material having both excellent sound absorption and ventilation functions. Since the vehicle interior noise is reduced while ensuring proper ventilation with the luggage compartment, it is possible to improve passenger comfort.
【０００２】[0002]
【従来の技術】一般に、自動車用内装材、特にリヤパー
セルボードは、車室内とトランクルームとを隔てる隔壁
として使用されるが、トランクルームからの騒音侵入を
低減する機能と、車室内の空気を喚起するためのトラン
クルームとの通気機能とを有することが求められる。そ
して、従来のリヤパーセルボードとしては、通常、図３
に示すように、塩化ビニルや不織布製の表皮１と木質合
板３等から構成されているものが多い。2. Description of the Related Art Generally, an automobile interior material, especially a rear parcel board, is used as a partition wall for separating a vehicle compartment from a luggage compartment. The function of reducing noise intrusion from the luggage compartment and the air in the vehicle interior are stimulated. Therefore, it is required to have a ventilation function for the trunk room. And, as a conventional rear parcel board, usually, as shown in FIG.
As shown in FIG. 1, many of them are composed of a skin 1 made of vinyl chloride or non-woven fabric, a wood plywood 3, and the like.
【０００３】[0003]
【発明が解決しようとする課題】しかしながら、このよ
うな従来のリヤパーセルボードにおいて、図３に示した
ボードタイプのものでは、特に通気性は、ボードの一部
に通気孔２を穿設して確保しているのが実状であり、こ
の通気項２から侵入してくる騒音についての対策がほと
んど講じられていなかった。また、このようなリヤパー
セルボードの材質自体としても、従来使用されている材
料構成では、かかる騒音を低減できないという課題があ
った。本発明は、このような従来技術の有する課題に着
目してなされたもので、その目的とするところは、トラ
ンクルーム内から車室内へ侵入する騒音の低減、及び車
室内とトランクルーム内との通気機能を両立し得る自動
車用内装材を提供することにある。However, in such a conventional rear parcel board of the board type shown in FIG. 3, the air permeability is particularly high when the ventilation hole 2 is formed in a part of the board. It is the actual situation that has been secured, and almost no measures have been taken against the noise that enters from the ventilation section 2. Further, even with the material itself of such a rear parcel board, there is a problem that such a noise cannot be reduced with the material configuration used conventionally. The present invention has been made by paying attention to the problems of the related art as described above, and an object thereof is to reduce the noise that enters the passenger compartment from the inside of the trunk room, and the ventilation function between the passenger compartment and the trunk room. An object of the present invention is to provide an automobile interior material that can satisfy both requirements.
【０００４】[0004]
【課題を解決するための手段】本発明者は、上記目的を
達成すべく鋭意研究を重ねた結果、特定の材料構成や特
定の吸音ダクト構造を採用することにより、上記目的が
達成できることを見出し、本発明を完成するに至った。
即ち、本発明の自動車用内装材は、表層と基材層を備え
た２層構造を有する自動車用内装材において、前記基材
層が、ポリエチレンテレフタレートを主体とする５〜４
０デニールの高融点繊維９５〜５５重量％と、ポリエチ
レンテレフタレートを主体とする芯成分とポリエチレン
テレフタレートを主たる共重合成分とする融点２００℃
以下の低融点エラスティックポリエステル鞘成分とを含
む繊度１〜２０デニールの芯鞘型複合繊維５〜４５重量
％と、から構成される不織布であることを特徴とする。
また、本発明の自動車用内装材では、前記基材層が一般
部と厚肉部とを備え、この厚肉部は、前記一般部より低
密度であり、且つその中心部近傍に貫通孔を有すること
が好ましい。As a result of intensive studies to achieve the above object, the present inventor has found that the above object can be achieved by adopting a specific material structure or a specific sound absorbing duct structure. The present invention has been completed.
That is, the automobile interior material of the present invention is an automobile interior material having a two-layer structure including a surface layer and a base material layer, and the base material layer is mainly composed of polyethylene terephthalate 5-4.
95-55% by weight of 0 denier high melting point fiber, a core component mainly composed of polyethylene terephthalate and a melting point 200 ° C. mainly composed of polyethylene terephthalate as a copolymerization component.
It is a non-woven fabric composed of 5 to 45% by weight of a core-sheath type composite fiber having a fineness of 1 to 20 denier including the following low melting point elastic polyester sheath component.
Further, in the automobile interior material of the present invention, the base material layer includes a general portion and a thick portion, the thick portion has a lower density than the general portion, and a through hole is formed in the vicinity of the central portion thereof. It is preferable to have.
【０００５】[0005]
【作用】本発明の自動車用内装材、特にリヤパーセル材
においては、ポリエステル繊維を主体とする特定の材料
構成により表層及び基材層を形成した。よって、構成材
料自体が従来のリヤパーセルボード構成材料に比し吸音
効果を有し、車室内の騒音を抑制できる。また、基材層
の一部に比較的低密度の厚肉部を設け、この中心部近傍
に貫通孔を穿設して吸音ダクト構造を形成することもで
き、このような吸音ダクト構造を採用することにより、
通気性の確保は勿論、上記騒音を一層有効に防止するこ
とができる。In the interior material for automobiles of the present invention, particularly the rear parcel material, the surface layer and the base material layer are formed by a specific material composition mainly composed of polyester fiber. Therefore, the constituent material itself has a sound absorbing effect as compared with the conventional constituent material of the rear parcel board, and the noise in the vehicle interior can be suppressed. It is also possible to form a sound absorbing duct structure by forming a relatively low-density thick part in a part of the base material layer and forming a through hole near this central part. By doing
In addition to ensuring air permeability, the noise can be prevented more effectively.
【０００６】[0006]
【発明の実施の形態】本発明の自動車用内装材は、それ
ぞれポリエステル繊維を主体とした不織布から成る表層
及び基材層を積層して構成される。ここで、上記表層
は、所定のポリエステル繊維から成る高融点繊維と、所
定のポリエステル繊維から成る芯成分及び鞘成分を含む
芯鞘型複合繊維とから構成される不織布より形成され
る。一方、上記基材層は、所定のポリエステル繊維から
成る高融点繊維と、所定のポリエステル繊維から成る芯
成分及び鞘成分を含む芯鞘型複合型繊維とから構成され
る不織布より形成されるのが好ましい。BEST MODE FOR CARRYING OUT THE INVENTION The automobile interior material of the present invention is constructed by laminating a surface layer and a base material layer, each of which is composed of a nonwoven fabric mainly composed of polyester fiber. Here, the surface layer is formed of a non-woven fabric composed of a high melting point fiber made of a predetermined polyester fiber and a core-sheath type composite fiber made of a predetermined polyester fiber containing a core component and a sheath component. On the other hand, the base material layer is formed of a non-woven fabric composed of a high melting point fiber made of a predetermined polyester fiber, and a core-sheath type composite fiber containing a core component and a sheath component made of the predetermined polyester fiber. preferable.
【０００７】上述のように、本発明の自動車用内装材に
おいて、ポリエステル系繊維を構成材料とした理由は、
ナイロン繊維は原材料コストが高く経済的な理由で好ま
しくなく、ポリプロピレン繊維は耐摩耗性に劣るほか、
加熱圧縮成形後も型くずれし易いので好ましくないから
である。As described above, the reason why the polyester fiber is used as the constituent material in the automobile interior material of the present invention is as follows.
Nylon fiber is not preferable due to high cost of raw materials and economical reason, polypropylene fiber is inferior in abrasion resistance,
This is because the shape is likely to be lost even after the heat compression molding, which is not preferable.
【０００８】次に、本発明の自動車用内装材のうち、リ
ヤパーセル材の構造の一例について説明する。図１は、
本発明のリヤパーセル材の一実施形態を示す断面図であ
って、全体として自動車の後部を表しており、符号８は
リヤウィンド、９はリヤシートを示している。また、図
２は、図１に示したリヤパーセル材の部分平面図であ
る。図１において、このリヤパーセル材は、上述の如
く、それぞれポリエステル繊維を主体とした不織布から
成る表層４及び基材層５を積層して構成されている。ま
た、基材層５の端部には通気孔６を備える厚肉部７が設
けられており、これにより、車室内とトランクルームと
の通気性が確保されている。Next, an example of the structure of the rear parcel material in the automobile interior material of the present invention will be described. FIG.
FIG. 1 is a cross-sectional view showing an embodiment of a rear parcel material of the present invention, which generally shows a rear part of an automobile, where reference numeral 8 is a rear window and 9 is a rear seat. FIG. 2 is a partial plan view of the rear parcel material shown in FIG. In FIG. 1, the rear parcel material is formed by laminating a surface layer 4 and a base material layer 5 each made of a nonwoven fabric mainly composed of polyester fiber, as described above. In addition, a thick portion 7 having a vent hole 6 is provided at the end of the base material layer 5, so that air permeability between the vehicle compartment and the trunk room is ensured.
【０００９】本実施形態において、上記厚肉部７は、基
材層５の一部を成形時に厚肉化し、厚肉化した中芯部近
傍に貫通孔６を穿設することにより形成される。このよ
うな構成を採用することで、貫通孔６の周囲を繊維質の
吸音材が包囲した疑似吸音ダクト構造を形成することが
可能になる。よって、従来、トランクルーム内からの騒
音が通気用貫通孔を介して車室内にそのまま侵入してい
たが、本実施形態のリヤパーセル材では、貫通孔６の周
囲に吸音材（特定のポリエステル繊維）を配置した構造
としたため、貫通孔６からの騒音の侵入を低減すること
が可能になる。なお、このリヤパーセル材の厚みとして
は、特に限定されるものではないが、厚肉部を含めて通
常２〜５０ｍｍとするのが好ましい。また、厚肉部７の
厚みは、基材層５の一般部５ａの厚みより少なくとも２
倍以上の厚みを持っていることが望ましい。In the present embodiment, the thick portion 7 is formed by thickening a part of the base material layer 5 at the time of molding and forming a through hole 6 near the thickened core portion. . By adopting such a configuration, it becomes possible to form a pseudo sound absorbing duct structure in which the through holes 6 are surrounded by a fibrous sound absorbing material. Therefore, conventionally, noise from the inside of the luggage compartment has entered the passenger compartment as it is through the ventilation through hole. However, in the rear parcel material of the present embodiment, a sound absorbing material (specific polyester fiber) is provided around the through hole 6. Since the structure is arranged, it is possible to reduce the intrusion of noise from the through hole 6. The thickness of the rear parcel material is not particularly limited, but is preferably 2 to 50 mm including the thick portion. Further, the thickness of the thick portion 7 is at least 2 than the thickness of the general portion 5a of the base material layer 5.
It is desirable to have a thickness more than double.
【００１０】次に、本発明の自動車用内装材の材料構成
について詳細に説明する。上述の如く、本発明の自動車
用内装材では、表層及び基材層の双方が、高融点繊維と
芯鞘型複合繊維とから成る不織布を用いて形成される。
以下、かかる不織布の構成材料について説明する。ま
ず、高融点のポリエステル繊維としては、ポリエチレン
テレフタレート又はそれに準ずる成分を有するポリエス
テルを挙げることができ、これらは安価なので好ましく
使用することができる。また、芯鞘型複合繊維の芯成分
に用いられるポリエステル繊維としては、ポリエチレン
テレフタレート又はそれに準ずる成分を有するポリエス
テルが安価なので、これらを好ましく使用できる。更
に、鞘成分である熱融着型繊維に用いられるコポリエス
テルとしては、テレフタル酸、イソフタル酸等の酸成分
とエチレングリコール、プロピレングリコール、ジエチ
レングリコール等のジオール成分、又はラクトンを開環
して共重合したコポリエステル等を挙げることができ
る。Next, the material constitution of the automobile interior material of the present invention will be described in detail. As described above, in the automobile interior material of the present invention, both the surface layer and the base material layer are formed by using the nonwoven fabric composed of the high melting point fiber and the core-sheath type composite fiber.
The constituent materials of the nonwoven fabric will be described below. First, as the high-melting point polyester fiber, polyethylene terephthalate or polyester having a component similar thereto can be mentioned. These are inexpensive and can be preferably used. As the polyester fiber used as the core component of the core-sheath type composite fiber, polyethylene terephthalate or polyester having a component similar thereto is inexpensive, and thus these can be preferably used. Further, as the copolyester used for the heat-sealing type fiber which is a sheath component, an acid component such as terephthalic acid or isophthalic acid and a diol component such as ethylene glycol, propylene glycol or diethylene glycol, or a lactone is ring-opened and copolymerized. The copolyester and the like can be mentioned.
【００１１】以下、本発明の自動車用内装材における表
層及び基材層について詳細に説明する。 １）表層の構成 表層は、ポリエチレンテレフタレートを主体とする繊度
１〜２０デニールの高融点繊維９０〜７０重量％と、ポ
リエチレンテレフタレートを主体とする芯成分とポリエ
チレンテレフタレートを主たる共重合成分とする融点２
００℃以下の低融点エラスティックポリエステル鞘成分
とを含む繊度１〜２０デニールの芯鞘型複合繊維１０〜
３０重量％と、から構成される不織布により形成するの
が好ましい。なお、繊度を２０デニール以下としたの
は、表面の見栄えを確保するためである。また、芯鞘型
複合繊維を３０重量％以下としているのは、この配合で
も十分な耐摩耗性が得られるからである。The surface layer and the base material layer in the automobile interior material of the present invention will be described in detail below. 1) Composition of surface layer The surface layer is composed of 90 to 70% by weight of a high melting point fiber having a fineness of 1 to 20 denier, which is mainly composed of polyethylene terephthalate, and a melting point 2 which is mainly composed of polyethylene terephthalate and a main copolymerization component of polyethylene terephthalate.
A core-sheath type composite fiber 10 having a fineness of 1 to 20 denier including a low melting point elastic polyester sheath component of 00 ° C. or less 10
It is preferably formed by a non-woven fabric composed of 30% by weight. The fineness is set to 20 denier or less in order to secure the appearance of the surface. Further, the reason why the core-sheath type composite fiber is set to 30% by weight or less is that sufficient abrasion resistance can be obtained even with this composition.
【００１２】表層の目付としては、２００ｇ／ｍ2以下
で十分である。見栄えを向上させるためには、基材層の
貫通孔上を被覆した状態にすることが望ましい。この場
合、目付を大きくすると通気抵抗が大きくなるので、上
記不織布の平均繊維径を大きくするのが好ましい。但
し、基材層と表層とを一体にして貫通孔を形成した場合
には、表層目付とその通気抵抗に関する制限はなくな
る。後者の構造をとった方が、表層と基材層とを一体で
成形できるため、製造コストを低減することができる。As a basis weight of the surface layer, 200 g / m 2 or less is sufficient. In order to improve the appearance, it is desirable to cover the through holes of the base material layer. In this case, since the ventilation resistance increases as the basis weight increases, it is preferable to increase the average fiber diameter of the non-woven fabric. However, when the through-hole is formed by integrally forming the base material layer and the surface layer, there are no restrictions on the surface weight per unit area and the ventilation resistance thereof. The latter structure can reduce the manufacturing cost because the surface layer and the base material layer can be integrally molded.
【００１３】２）基材層の構成 基材層は、ポリエチレンテレフタレートを主体とする５
〜４０デニールの高融点繊維９５〜５５重量％と、ポリ
エチレンテレフタレートを主体とする芯成分とポリエチ
レンテレフタレートを主たる共重合成分とする融点２０
０℃以下の低融点エラスティックポリエステル鞘成分と
を含む１〜２０デニールの芯鞘型複合繊維５〜４５重量
％と、から構成される不織布より形成するのが望まし
い。これは、基材としての剛性を経済的に出せる繊維配
合の領域から示している。2) Structure of Base Material Layer The base material layer is mainly composed of polyethylene terephthalate.
95 to 55% by weight of high-melting-point fiber having a denier of 40 to 40, a melting point of a core component mainly composed of polyethylene terephthalate and a main copolymerization component of polyethylene terephthalate 20
It is desirable to form a nonwoven fabric composed of 5 to 45% by weight of a core-sheath type composite fiber of 1 to 20 denier containing a low melting point elastic polyester sheath component of 0 ° C. or less. This is shown from the area of fiber blending which can economically provide rigidity as a base material.
【００１４】[0014]
【実施例】以下、本発明を実施例及び比較例により詳細
に説明するが、本発明はこれら実施例に限定されるもの
ではない。 （実施例１） 〈表層〉ベージュに原着した１３デニール５２ｍｍ長の
丸断面の通常ポリエステルステープル繊維：７０重量％
と、同様にベージュに原着した２デニール５２ｍｍ長の
芯鞘構造を有する熱融着型のポリエステルステープル繊
維（１３０℃溶融型）：３０重量％とをブレンドし、カ
ーディング、クロスレイヤー、ニードルパンチ工程を経
て目付１００ｇの不織布原反を得た。The present invention will be described in detail below with reference to examples and comparative examples, but the present invention is not limited to these examples. (Example 1) <Surface layer> Regular polyester staple fiber having a circular cross section of 13 denier and 52 mm length sown on beige: 70% by weight
And heat-bonding type polyester staple fiber (130 ° C. melting type) having a core-sheath structure of 2 denier 52 mm length similarly sown on beige: 30% by weight, carding, cross layer, needle punching A non-woven fabric original fabric having a basis weight of 100 g was obtained through the steps.
【００１５】〈基材層〉ベージュに原着した１３デニー
ル５２ｍｍ長の丸断面の通常ポリエステルステープル繊
維：６５重量％と、同様にベージュに原着した２デニー
ル５２ｍｍ長の芯鞘構造を有する熱融着型のポリエステ
ルステープル繊維（１３０℃溶融型）：３５重量％とを
ブレンドし、カーディング、クロスレイヤー、ニードル
パンチ工程を経て目付６００ｇ／ｍ2の不織布原反を得
た。得られた表層と基材層とをニードルパンチ工程を介
して接着させ、更に１７０℃に加熱し、プレス成形（一
般部厚さ５ｍｍ、貫通孔周囲厚さ１０ｍｍ）した後、ト
リミング工程で深さ１０ｍｍの貫通孔を形成した。な
お、表層の耐摩耗性、基材層の剛性に問題はなかった。<Substrate Layer> Regular polyester staple fiber having a circular cross section of 13 denier and 52 mm length, which is originally dyed in beige: 65% by weight, and heat fusion having a core-sheath structure of 2 denier and 52 mm length, which is also similarly dyed in beige. Adhesive type polyester staple fiber (melting type at 130 ° C.): 35% by weight was blended, and carded, cross layer and needle punching steps were performed to obtain a nonwoven fabric raw fabric having a basis weight of 600 g / m 2 . The obtained surface layer and the base material layer are adhered to each other through a needle punching step, further heated to 170 ° C., press-molded (general part thickness 5 mm, through hole peripheral thickness 10 mm), and then trimmed to a depth. A 10 mm through hole was formed. There was no problem with the wear resistance of the surface layer and the rigidity of the base material layer.
【００１６】（実施例２） 〈表層〉ベージュに原着した６デニール５２ｍｍ長の丸
断面の通常ポリエステルステープル繊維：８０重量％
と、同様にベージュに原着した２デニール５２ｍｍ長の
芯鞘構造を有する熱融着型のポリエステルステープル繊
維（１３０℃溶融型）：２０重量％とをブレンドし、カ
ーディング、クロスレイヤー、ニードルパンチ工程を経
て目付１５０ｇの原反を得た。 〈基材層〉ベージュに原着した１３デニール５２ｍｍ長
の丸断面の通常ポリエステルステープル繊維：６５重量
％と、同様にベージュに原着した２デニール５２ｍｍ長
の芯鞘構造を有する熱融着型のポリエステルステープル
繊維（１３０℃溶融型）：３５重量％とをブレンドし、
カーディング、クロスレイヤー、ニードルパンチ工程を
経て目付６００ｇ／ｍ2の原反を得た。得られた表層と
基材層とをニードルパンチ工程を介して接着させ、更に
１７０℃に加熱し、プレス成形（一般部厚さ５ｍｍ、貫
通孔周囲厚さ１０ｍｍ）した後、トリミング工程で深さ
１０ｍｍの貫通孔を形成した。表層の見栄えは向上して
おり、実施例１と同様に、表層の耐摩耗性、基材層の剛
性に問題はなかった。(Example 2) <Surface layer> 6 denier 52 mm long regular polyester staple fiber having a round cross section of 6 denier originally deposited on beige: 80% by weight
And heat-bonding type polyester staple fiber (melting type at 130 ° C.) having a core-sheath structure of 2 denier 52 mm length similarly sown on beige: 20% by weight, carding, cross layer, needle punching Through the steps, an original fabric having a basis weight of 150 g was obtained. <Substrate layer> A normal fusion staple fiber having a circular cross section of 13 denier and 52 mm length, which is originally dyed in beige: 65% by weight, and a heat fusion type having a core-sheath structure of 2 denier, which is similarly dyed in beige and has a length of 52 mm. Blended with polyester staple fiber (melting type at 130 ° C.): 35% by weight,
A raw fabric having a basis weight of 600 g / m 2 was obtained through carding, cross layer and needle punching steps. The obtained surface layer and the base material layer are adhered to each other through a needle punching step, further heated to 170 ° C., press-molded (general part thickness 5 mm, through hole peripheral thickness 10 mm), and then trimmed to a depth. A 10 mm through hole was formed. The appearance of the surface layer was improved, and as in Example 1, there were no problems in the wear resistance of the surface layer and the rigidity of the base material layer.
【００１７】（実施例３） 〈表層〉グレーに原着した３デニール５２ｍｍ長の丸断
面の通常ポリエステルステープル繊維：９０重量％と、
同様にグレーに原着した２デニール５２ｍｍ長の芯鞘構
造を有する熱融着型のポリエステルステープル繊維（１
３０℃溶融型）：１０重量％とをブレンドし、カーディ
ング、クロスレイヤー、ニードルパンチ工程を経て目付
１５０ｇの原反を得た。 〈基材層〉グレーに原着した２０デニール５２ｍｍ長の
丸断面の通常ポリエステルステープル繊維：６５重量％
と、同様にグレーに原着した２デニール５２ｍｍ長の芯
鞘構造を有する熱融着型のポリエステルステープル繊維
（１３０℃溶融型）：３５重量％とをブレンドし、カー
ディング、クロスレイヤー、ニードルパンチ工程を経て
目付６００ｇ／ｍ2の原反を得た。得られた表層と基材
層とをニードルパンチ工程を介して接着させ、更に１７
０℃に加熱し、プレス成形（一般部厚さ５ｍｍ、貫通孔
周囲厚さ１０ｍｍ）した後、トリミング工程で深さ１０
ｍｍの貫通孔を形成した。なお、表層の耐摩耗性に問題
はなく、基材層に２０デニールの繊維を適用したため、
更に剛性は高くなった。(Example 3) <Surface layer> 90% by weight of a normal polyester staple fiber having a circular cross section of 3 denier and having a length of 52 mm, which was originally dyed in gray:
Similarly, a heat-fusion type polyester staple fiber (2) having a core-sheath structure of 2 denier and 52 mm length, which is also sown on gray (1
30 ° C. melting type): 10% by weight were blended, and a raw fabric having a basis weight of 150 g was obtained through carding, cross layer and needle punching steps. <Substrate layer> Ordinary polyester staple fiber having a circular cross section of 20 denier and 52 mm length, which is originally dyed in gray: 65% by weight
And 35% by weight of a heat-fusion type polyester staple fiber (130 ° C. fusion type) having a core-sheath structure of 2 denier 52 mm length, which is also grey-stained, and carded, cross-layered, needle punched. A raw fabric having a basis weight of 600 g / m 2 was obtained through the steps. The obtained surface layer and the base material layer are adhered to each other via a needle punching step, and further 17
After heating to 0 ° C and press molding (general part thickness 5 mm, through hole peripheral thickness 10 mm), the depth is 10 in the trimming process.
mm through holes were formed. There is no problem in the wear resistance of the surface layer, and since the fiber of 20 denier was applied to the base material layer,
Furthermore, the rigidity became higher.
【００１８】（実施例４） 〈表層〉グレーに原着した６デニール５２ｍｍ長の丸断
面の通常ポリエステルステープル繊維：８０重量％と、
同様にグレーに原着した２デニール５２ｍｍ長の芯鞘構
造を有する熱融着型のポリエステルステープル繊維（１
３０℃溶融型）：２０重量％とをブレンドし、カーディ
ング、クロスレイヤー、ニードルパンチ工程を経て目付
１５０ｇの原反を得た。 〈基材層〉グレーに原着した２０デニール５２ｍｍ長の
丸断面の通常ポリエステルステープル繊維：６５重量％
と、同様にグレーに原着した２デニール５２ｍｍ長の芯
鞘構造を有する熱融着型のポリエステルステープル繊維
（１３０℃溶融型）：３５重量％とをブレンドし、カー
ディング、クロスレイヤー、ニードルパンチ工程を経て
目付６００ｇ／ｍ2の原反を得た。得られた表層と基材
層とをニードルパンチ工程を介して接着させ、更に１７
０℃に加熱し、プレス成形（一般部厚さ５ｍｍ、貫通孔
周囲厚さ２０ｍｍ）した後、トリミング工程で深さ２０
ｍｍの貫通孔を形成した。貫通孔を吸音材で覆う部分を
長くしたため、吸音性能が向上した。(Example 4) <Surface layer> Regular polyester staple fiber having a circular cross section of 6 denier 52 mm length sown on gray: 80% by weight,
Similarly, a heat-fusion type polyester staple fiber (2) having a core-sheath structure of 2 denier and 52 mm length, which is also sown on gray (1
30 ° C. melt type): 20% by weight was blended, and a raw fabric having a basis weight of 150 g was obtained through carding, cross layer and needle punching steps. <Substrate layer> Ordinary polyester staple fiber having a circular cross section of 20 denier and 52 mm length, which is originally dyed in gray: 65% by weight
And 35% by weight of a heat-fusion type polyester staple fiber (130 ° C. fusion type) having a core-sheath structure of 2 denier 52 mm length, which is also sown on gray, are blended, and carding, cross layer, needle punch A raw fabric having a basis weight of 600 g / m 2 was obtained through the steps. The obtained surface layer and the base material layer are adhered to each other via a needle punching step, and further 17
After heating to 0 ° C and press forming (general part thickness 5 mm, through hole peripheral thickness 20 mm), the depth is 20 in the trimming process.
mm through holes were formed. The sound absorbing performance is improved because the part that covers the through hole with the sound absorbing material is made longer.
【００１９】（実施例５） 〈表層〉グレーに原着した６デニール５２ｍｍ長の丸断
面の通常ポリエステルステープル繊維：８０重量％と、
同様にグレーに原着した２デニール５２ｍｍ長の芯鞘構
造を有する熱融着型のポリエステルステープル繊維（１
３０℃溶融型）：２０重量％とをブレンドし、カーディ
ング、クロスレイヤー、ニードルパンチ工程を経て目付
１５０ｇの原反を得た。 〈基材層〉グレーに原着した１０デニール５２ｍｍ長の
丸断面の通常ポリエステルステープル繊維：５５重量％
と、同様にグレーに原着した２デニール５２ｍｍ長の芯
鞘構造を有する熱融着型のポリエステルステープル繊維
（１３０℃溶融型）：４５重量％とをブレンドし、カー
ディング、クロスレイヤー、ニードルパンチ工程を経て
目付８００ｇ／ｍ2の原反を得た。得られた表層と基材
層とをニードルパンチ工程を介して接着させ、更に１７
０℃に加熱し、プレス成形（一般部厚さ７ｍｍ、貫通孔
周囲厚さ３５ｍｍ）した後、トリミング工程で深さ３５
ｍｍの貫通孔を形成した。基材層に１０デニールの繊維
を適用し、目付を高くして貫通孔を一般部の３倍とした
ため、吸音性能を高めることができた。更に、基材での
バインダ繊維の配合率を高くしているので剛性も上がっ
ている。(Example 5) <Surface layer> Regular polyester staple fiber having a circular cross section of 6 denier 52 mm length, which was originally dyed in gray: 80% by weight,
Similarly, a heat-fusion type polyester staple fiber (2) having a core-sheath structure of 2 denier and 52 mm length, which is also sown on gray (1
30 ° C. melt type): 20% by weight was blended, and a raw fabric having a basis weight of 150 g was obtained through carding, cross layer and needle punching steps. <Substrate layer> Regular polyester staple fiber having a circular cross section of 10 denier and 52 mm length, which is originally dyed in gray: 55% by weight
Similarly, a heat-fusion type polyester staple fiber (130 ° C. fusion type) having a core-sheath structure of 2 denier 52 mm length, which is also sown on gray, is blended with 45% by weight, and carding, cross layer, needle punch A raw fabric having a basis weight of 800 g / m 2 was obtained through the steps. The obtained surface layer and the base material layer are adhered to each other via a needle punching step, and further 17
After heating to 0 ° C and press molding (general part thickness 7 mm, through hole peripheral thickness 35 mm), a depth of 35 is obtained in the trimming process.
mm through holes were formed. Since the fiber of 10 denier was applied to the base material layer and the basis weight was increased to make the through holes three times as large as the general portion, the sound absorbing performance could be improved. Further, the rigidity is increased because the blending ratio of the binder fiber in the base material is increased.
【００２０】（実施例６） 〈表層〉グレーに原着した２０デニール５２ｍｍ長の丸
断面の通常ポリエステルステープル繊維：９０重量％
と、同様にグレーに原着した２デニール５２ｍｍ長の芯
鞘構造を有する熱融着型のポリエステルステープル繊維
（１３０℃溶融型）：１０重量％とをブレンドし、カー
ディング、クロスレイヤー、ニードルパンチ工程を経て
目付９０ｇの原反を得た。この不織布は通気抵抗が低い
ことが特徴である。 〈基材層〉グレーに原着した２０デニール５２ｍｍ長の
丸断面の通常ポリエステルステープル繊維：６０重量％
と、同様にグレーに原着した２デニール５２ｍｍ長の芯
鞘構造を有する熱融着型のポリエステルステープル繊維
（１３０℃溶融型）：４０重量％とをブレンドし、カー
ディング、クロスレイヤー、ニードルパンチ工程を経て
目付６００ｇ／ｍ2の原反を得た。更に、１７０℃に加
熱し、プレス成形（一般部厚さ５ｍｍ、貫通孔周囲厚さ
１５ｍｍ）した後、トリミング工程で深さ１５ｍｍの貫
通孔を形成した。貫通孔を形成した基材層上にポリエチ
レンパウダーを５０ｇ／ｍ2散布し、上記表層を積層し
た後、加熱し、プレス工程を介して接着させトリミング
した。このようにして形成したリヤパーセルは、貫通孔
が通気性の高い不織布で被覆されているため、見栄えが
よかった。(Example 6) <Surface layer> Regular polyester staple fiber having a circular cross section of 20 denier and 52 mm length, which was originally dyed in gray: 90% by weight
Similarly, a heat-fusion type polyester staple fiber (130 ° C. fusion type) having a core-sheath structure of 2 denier 52 mm length sown in gray was blended with 10% by weight, and carding, cross layer, needle punch A raw fabric having a basis weight of 90 g was obtained through the steps. This non-woven fabric is characterized by low ventilation resistance. <Substrate layer> Ordinary polyester staple fiber having a circular cross section of 20 denier and 52 mm length, which is originally dyed in gray: 60% by weight
And 40% by weight of a heat-fusion type polyester staple fiber (melting type at 130 ° C.) having a core-sheath structure of 2 denier 52 mm length, which was also sown on gray, were blended, and carding, cross layer, needle punch A raw fabric having a basis weight of 600 g / m 2 was obtained through the steps. Further, after heating to 170 ° C. and press molding (general part thickness 5 mm, through hole peripheral thickness 15 mm), a through hole having a depth of 15 mm was formed in a trimming process. Polyethylene powder was sprayed at 50 g / m 2 on the base material layer having the through holes, and the surface layer was laminated and then heated and bonded through a pressing process to trim. The rear parcel thus formed had a good appearance because the through-hole was covered with a highly breathable nonwoven fabric.
【００２１】（比較例１） 〈表層〉グレーに原着した６デニール５２ｍｍ長の丸断
面の通常ポリエステルステープル繊維：９７重量％と、
同様にグレーに原着した２デニール５２ｍｍ長の芯鞘構
造を有する熱融着型のポリエステルステープル繊維（１
３０℃溶融型）：３重量％とをブレンドし、カーディン
グ、クロスレイヤー、ニードルパンチ工程を経て目付１
５０ｇの原反を得た。 〈基材層〉グレーに原着した１３デニール５２ｍｍ長の
丸断面の通常ポリエステルステープル繊維：６５重量％
と、同様にグレーに原着した２デニール５２ｍｍ長の芯
鞘構造を有する熱融着型のポリエステルステープル繊維
（１３０℃溶融型）：３５重量％とをブレンドし、カー
ディング、クロスレイヤー、ニードルパンチ工程を経て
目付６００ｇ／ｍ2の原反を得た。得られた表層と基材
層をニードルパンチ工程を経て接着させ、更に、１７０
℃に加熱し、プレス成形（一般部厚さ５ｍｍ、貫通孔周
囲厚さ１０ｍｍ）した後、トリミング工程で深さ１０ｍ
ｍの貫通孔を形成した。表層のバインダ繊維の含有量が
低いため、表層の耐摩耗性が不足した。(Comparative Example 1) <Surface layer> Regular polyester staple fiber having a circular cross section of 6 denier 52 mm length sown on gray: 97% by weight,
Similarly, a heat-fusion type polyester staple fiber (2) having a core-sheath structure of 2 denier and 52 mm length, which is also sown on gray (1
30 ℃ melt type): 3% by weight, blended, and subjected to carding, cross layer, needle punching process
50 g of original fabric was obtained. <Substrate layer> 13 denier 52 mm long round cross section ordinary polyester staple fiber sown on gray: 65% by weight
And 35% by weight of a heat-fusion type polyester staple fiber (130 ° C. fusion type) having a core-sheath structure of 2 denier 52 mm length, which is also grey-stained, and carded, cross-layered, needle punched. A raw fabric having a basis weight of 600 g / m 2 was obtained through the steps. The obtained surface layer and the base material layer are adhered to each other through a needle punching step, and then 170
After heating to ℃ and press molding (general part thickness 5 mm, through hole circumference thickness 10 mm), the depth is 10 m in the trimming process.
m through holes were formed. Since the content of the binder fiber in the surface layer is low, the wear resistance of the surface layer was insufficient.
【００２２】（比較例２） 〈表層〉グレーに原着した６デニール５２ｍｍ長の丸断
面の通常ポリエステルステープル繊維：８０重量％と、
同様にグレーに原着した２デニール５２ｍｍ長の芯鞘構
造を有する熱融着型のポリエステルステープル繊維（１
３０℃溶融型）：２０重量％とをブレンドし、カーディ
ング、クロスレイヤー、ニードルパンチ工程を経て目付
１５０ｇの原反を得た。 〈基材層〉グレーに原着した１３デニール５２ｍｍ長の
丸断面の通常ポリエステルステープル繊維：９８重量％
と、同様にグレーに原着した２デニール５２ｍｍ長の芯
鞘構造を有する熱融着型のポリエステルステープル繊維
（１３０℃溶融型）：２重量％とをブレンドし、カーデ
ィング、クロスレイヤー、ニードルパンチ工程を経て目
付６００ｇ／ｍ2の原反を得た。得られた表層と基材層
をニードルパンチ工程を経て接着させ、更に、１７０℃
に加熱し、プレス成形（一般部厚さ５ｍｍ、貫通孔周囲
厚さ１０ｍｍ）した後、トリミング工程で深さ１０ｍｍ
の貫通孔を形成した。表層については問題はなかった
が、基材層のバインダ繊維の含有量が低いため、剛性が
不足した。(Comparative Example 2) <Surface layer> Regular polyester staple fiber having a circular cross section of 6 denier and having a length of 52 mm: 80 wt.
Similarly, a heat-fusion type polyester staple fiber (2) having a core-sheath structure of 2 denier and 52 mm length, which is also sown on gray (1
30 ° C. melt type): 20% by weight was blended, and a raw fabric having a basis weight of 150 g was obtained through carding, cross layer and needle punching steps. <Substrate layer> Regular polyester staple fiber having a circular cross section of 13 denier and 52 mm length, which is originally dyed in gray: 98% by weight
And 2% by weight of heat-fusion type polyester staple fiber (130 ° C. fusion type) having a core-sheath structure of 2 denier 52 mm length, which is also grey-stained, and blended with it, carding, cross layer, needle punch A raw fabric having a basis weight of 600 g / m 2 was obtained through the steps. The obtained surface layer and the base material layer are adhered to each other through a needle punching step, and further 170 ° C.
And press molding (general part thickness 5 mm, through hole peripheral thickness 10 mm), then 10 mm depth in trimming process
Through holes were formed. There was no problem with the surface layer, but the rigidity was insufficient because the binder fiber content of the base material layer was low.
【００２３】（比較例３） 〈表層〉グレーに原着した６デニール５２ｍｍ長の丸断
面の通常ポリエステルステープル繊維：８０重量％と、
同様にグレーに原着した２デニール５２ｍｍ長の芯鞘構
造を有する熱融着型のポリエステルステープル繊維（１
３０℃溶融型）：２０重量％とをブレンドし、カーディ
ング、クロスレイヤー、ニードルパンチ工程を経て目付
１００ｇの原反を得た。 〈基材層〉グレーに原着した１３デニール５２ｍｍ長の
丸断面の通常ポリエステルステープル繊維：６５重量％
と、同様にグレーに原着した２デニール５２ｍｍ長の芯
鞘構造を有する熱融着型のポリエステルステープル繊維
（１３０℃溶融型）：３５重量％とをブレンドし、カー
ディング、クロスレイヤー、ニードルパンチ工程を経て
目付６００ｇ／ｍ2の原反を得た。得られた表層と基材
層をニードルパンチ工程を経て接着させ、更に、１７０
℃に加熱し、プレス成形（一般部厚さ５ｍｍ、貫通孔周
囲厚さ５ｍｍ）した後、トリミング工程で深さ５ｍｍの
貫通孔を形成した。本例では、貫通孔の周囲に厚肉部を
形成していないため、吸音性能が不十分であった。(Comparative Example 3) <Surface layer> Regular polyester staple fiber having a circular cross section of 6 denier 52 mm length, which was originally dyed in gray: 80% by weight,
Similarly, a heat-fusion type polyester staple fiber (2) having a core-sheath structure of 2 denier and 52 mm length, which is also sown on gray (1
(Melting type at 30 ° C.): 20% by weight was blended, and a carding, a cross layer, and a needle punching process were performed to obtain a raw fabric having a basis weight of 100 g. <Substrate layer> 13 denier 52 mm long round cross section ordinary polyester staple fiber sown on gray: 65% by weight
And 35% by weight of a heat-fusion type polyester staple fiber (130 ° C. fusion type) having a core-sheath structure of 2 denier 52 mm length, which is also grey-stained, and carded, cross-layered, needle punched. A raw fabric having a basis weight of 600 g / m 2 was obtained through the steps. The obtained surface layer and the base material layer are adhered to each other through a needle punching step, and then 170
After heating to 0 ° C. and press molding (general part thickness 5 mm, through hole peripheral thickness 5 mm), a through hole having a depth of 5 mm was formed in a trimming process. In this example, since the thick portion was not formed around the through hole, the sound absorbing performance was insufficient.
【００２４】[0024]
【発明の効果】以上説明してきたように、本発明によれ
ば、特定の材料構成や特定の吸音ダクト構造を採用する
こととしたため、トランクルーム内から車室内へ侵入す
る騒音の低減、及び車室内とトランクルーム内との通気
機能を両立し得る自動車用内装材を提供することができ
る。また、各実施例はそれぞれ上記共通の効果に加えて
更に以下のような効果がある。即ち、表層と基材層とを
一体で成形加工できるため、製造工程の簡略化が可能に
なり、且つリヤパーセル材の構成材料を全てポリエステ
ルとしたため、リサイクルの際に有利である。As described above, according to the present invention, since the specific material structure and the specific sound absorbing duct structure are adopted, the noise that enters the passenger compartment from the trunk room is reduced, and the passenger compartment is reduced. It is possible to provide an interior material for an automobile that can achieve both the ventilation function of the vehicle and the ventilation function of the luggage compartment. Further, each embodiment has the following effects in addition to the common effects described above. That is, since the surface layer and the base material layer can be integrally molded and processed, the manufacturing process can be simplified, and all the constituent material of the rear parcel material is polyester, which is advantageous in recycling.
【図１】本発明のリヤパーセル材の一実施形態を示す断
面図である。FIG. 1 is a sectional view showing an embodiment of a rear parcel material of the present invention.
【図２】図１に示したリヤパーセル材の部分平面図であ
る。FIG. 2 is a partial plan view of the rear parcel material shown in FIG.
【図３】従来のリヤパーセルボードの一例を示す断面図
である。FIG. 3 is a sectional view showing an example of a conventional rear parcel board.
１ 表皮 ２ 基材層 ３ 基材 ４ 表皮層 ５ 基材層 ５ａ 一般部 ６ 貫通孔 ７ 厚肉部（疑似吸音ダクト部） ８ リヤウインド ９ リヤシート 1 skin 2 base material layer 3 base material 4 skin material layer 5 base material layer 5a general part 6 through hole 7 thick part (pseudo sound absorbing duct part) 8 rear window 9 rear seat
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 ＦＩ 技術表示箇所 Ｄ０６Ｍ 17/00 Ｄ０６Ｍ 17/00 Ｚ ─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. 6 Identification code Office reference number FI Technical display location D06M 17/00 D06M 17/00 Z
Claims (4)
自動車用内装材において、 前記基材層が、ポリエチレンテレフタレートを主体とす
る５〜４０デニールの高融点繊維９５〜５５重量％と、
ポリエチレンテレフタレートを主体とする芯成分とポリ
エチレンテレフタレートを主たる共重合成分とする融点
２００℃以下の低融点エラスティックポリエステル鞘成
分とを含む繊度１〜２０デニールの芯鞘型複合繊維５〜
４５重量％と、から構成される不織布であることを特徴
とする自動車用内装材。1. An automobile interior material having a two-layer structure comprising a surface layer and a base material layer, wherein the base material layer comprises 95 to 55% by weight of a high melting point fiber having a polyethylene terephthalate as a main component and having a denier of 5 to 40. ,
Core-sheath type composite fiber 5 having a fineness of 1 to 20 and including a core component mainly composed of polyethylene terephthalate and a low melting point elastic polyester sheath component having a melting point of 200 ° C. or less and mainly composed of polyethylene terephthalate
An interior material for automobiles, which is a non-woven fabric composed of 45% by weight.
トを主体とする繊度１〜２０デニールの高融点繊維９０
〜７０重量％と、ポリエチレンテレフタレートを主体と
する芯成分とポリエチレンテレフタレートを主たる共重
合成分とする融点２００℃以下の低融点エラスティック
鞘成分とを含む繊度１〜２０デニールの芯鞘型複合繊維
１０〜３０重量％と、から構成される不織布であること
を特徴とする請求項１記載の自動車用内装材。2. The high melting point fiber 90 having a fineness of 1 to 20 denier in which the surface layer is mainly composed of polyethylene terephthalate.
To 70% by weight and a core component mainly composed of polyethylene terephthalate and a low melting point elastic sheath component having a melting point of 200 ° C. or less and mainly composed of polyethylene terephthalate as a copolymerization component. The interior material for automobiles according to claim 1, wherein the interior material is a non-woven fabric composed of 30 to 30% by weight.
とする請求項１又は２記載の自動車用内装材。3. The automobile interior material according to claim 1, which has a thickness of 2 to 50 mm.
この厚肉部は、前記一般部より低密度であり、且つその
中心部近傍に貫通孔を有することを特徴とする請求項１
〜３のいずれか１つの項に記載の自動車用内装材。4. The base material layer includes a general portion and a thick portion,
The thick portion has a lower density than the general portion, and has a through hole in the vicinity of the central portion thereof.
The interior material for automobiles according to any one of 3 to 3.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4966596A JP3622186B2 (en) | 1996-02-14 | 1996-02-14 | Automotive interior materials |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4966596A JP3622186B2 (en) | 1996-02-14 | 1996-02-14 | Automotive interior materials |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH09216303A true JPH09216303A (en) | 1997-08-19 |
| JP3622186B2 JP3622186B2 (en) | 2005-02-23 |
Family
ID=12837478
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4966596A Expired - Fee Related JP3622186B2 (en) | 1996-02-14 | 1996-02-14 | Automotive interior materials |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3622186B2 (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002105824A (en) * | 2000-09-27 | 2002-04-10 | Araco Corp | FIBER LAYER, METHOD FOR PRODUCING THE SAME, AND APPARATUS FOR PRODUCING THE SAME |
| US7428803B2 (en) | 2005-05-17 | 2008-09-30 | Milliken & Company | Ceiling panel system with non-woven panels having barrier skins |
| JP2009057663A (en) * | 2007-08-31 | 2009-03-19 | Three M Innovative Properties Co | Ventilation resistance film, manufacturing method thereof, and sound-absorbing laminated member using ventilation resistance film |
| US7521386B2 (en) | 2004-02-07 | 2009-04-21 | Milliken & Company | Moldable heat shield |
| US7605097B2 (en) | 2006-05-26 | 2009-10-20 | Milliken & Company | Fiber-containing composite and method for making the same |
| JP2015107647A (en) * | 2013-12-05 | 2015-06-11 | 韓一理化株式会社 | Light multilayer composite base material and method for manufacturing the same |
| WO2016097537A1 (en) * | 2014-12-19 | 2016-06-23 | Compagnie Plastic Omnium | Motor vehicle rear parcel shelf made of composite material |
| JP2022089300A (en) * | 2020-12-04 | 2022-06-16 | 日本バイリーン株式会社 | Laminate nonwoven fabric |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106515609A (en) * | 2015-09-11 | 2017-03-22 | 法雷奥照明湖北技术中心有限公司 | Composite part, internal component and illuminating and/or signal indicating device |
-
1996
- 1996-02-14 JP JP4966596A patent/JP3622186B2/en not_active Expired - Fee Related
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002105824A (en) * | 2000-09-27 | 2002-04-10 | Araco Corp | FIBER LAYER, METHOD FOR PRODUCING THE SAME, AND APPARATUS FOR PRODUCING THE SAME |
| US7521386B2 (en) | 2004-02-07 | 2009-04-21 | Milliken & Company | Moldable heat shield |
| US7428803B2 (en) | 2005-05-17 | 2008-09-30 | Milliken & Company | Ceiling panel system with non-woven panels having barrier skins |
| US7605097B2 (en) | 2006-05-26 | 2009-10-20 | Milliken & Company | Fiber-containing composite and method for making the same |
| JP2009057663A (en) * | 2007-08-31 | 2009-03-19 | Three M Innovative Properties Co | Ventilation resistance film, manufacturing method thereof, and sound-absorbing laminated member using ventilation resistance film |
| US9767782B2 (en) | 2007-08-31 | 2017-09-19 | 3M Innovative Properties Company | Acoustic air flow resistive article and method of making |
| US10783868B2 (en) | 2007-08-31 | 2020-09-22 | 3M Innovative Properties Company | Acoustic air flow resistive article and method of making |
| JP2015107647A (en) * | 2013-12-05 | 2015-06-11 | 韓一理化株式会社 | Light multilayer composite base material and method for manufacturing the same |
| US9597856B2 (en) | 2013-12-05 | 2017-03-21 | Hanil E-Hwa Co., Ltd. | Light-weight, multi-layered composite substrate and method of making the same |
| WO2016097537A1 (en) * | 2014-12-19 | 2016-06-23 | Compagnie Plastic Omnium | Motor vehicle rear parcel shelf made of composite material |
| FR3030433A1 (en) * | 2014-12-19 | 2016-06-24 | Plastic Omnium Cie | REAR SHELF OF A MOTOR VEHICLE OF COMPOSITE MATERIAL |
| JP2022089300A (en) * | 2020-12-04 | 2022-06-16 | 日本バイリーン株式会社 | Laminate nonwoven fabric |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3622186B2 (en) | 2005-02-23 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP3304264B2 (en) | Automotive body panel insulator | |
| CA2702236C (en) | A molded and shaped acoustical insulating vehicle panel and method of making the same | |
| CN1809871B (en) | sound absorber | |
| JP4129427B2 (en) | Multi-density insulator type liner | |
| JP2003112661A (en) | Exterior material for vehicle, exterior article using the same, and forming method therefor | |
| WO1994019171A1 (en) | Insulating laminate | |
| JPH09216303A (en) | Automotive interior materials | |
| JPH08323903A (en) | Interior material for automobile and manufacturing method thereof | |
| US20060289230A1 (en) | Acoustical insulation for motor vehicles | |
| JPH10121361A (en) | Interior finishing material and interior finishing base material | |
| US5747393A (en) | Textile fabric for seat covers or cushions, in particular for seats in motor vehicles | |
| JP4167505B2 (en) | Felt sound absorber with multi-density construction | |
| KR20160086867A (en) | Dual layer carpet | |
| JP3493876B2 (en) | Automotive interior materials | |
| JPH09323597A (en) | Ceiling material for automobile | |
| JP3140610B2 (en) | High rigidity sound absorbing material | |
| JPH1199869A (en) | Car interior carpet and car trunk room | |
| JP3159361B2 (en) | Laminated brushed nonwoven fabric | |
| JP3149674B2 (en) | Automotive interior materials | |
| JP3480179B2 (en) | Automotive interior materials | |
| JP4630155B2 (en) | Interior material for automobile having uneven shape and manufacturing method thereof | |
| JP3669537B2 (en) | Sound absorbing member | |
| JP3836402B2 (en) | Fiber molding mat | |
| JPH10245759A (en) | Brushed nonwoven fabric laminated | |
| JP3044974B2 (en) | Automotive interior materials with rigidity |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A977 | Report on retrieval |
Free format text: JAPANESE INTERMEDIATE CODE: A971007 Effective date: 20040816 |
|
| A131 | Notification of reasons for refusal |
Effective date: 20040818 Free format text: JAPANESE INTERMEDIATE CODE: A131 |
|
| A521 | Written amendment |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20041012 |
|
| TRDD | Decision of grant or rejection written | ||
| A01 | Written decision to grant a patent or to grant a registration (utility model) |
Effective date: 20041101 Free format text: JAPANESE INTERMEDIATE CODE: A01 |
|
| A61 | First payment of annual fees (during grant procedure) |
Effective date: 20041114 Free format text: JAPANESE INTERMEDIATE CODE: A61 |
|
| R150 | Certificate of patent (=grant) or registration of utility model |
Free format text: JAPANESE INTERMEDIATE CODE: R150 |
|
| FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20081203 Year of fee payment: 4 |
|
| LAPS | Cancellation because of no payment of annual fees |