Mud guard liner for vehicle and method for manufacturing same

Abstract

In a first stage, one surface of a sheath material of a core-sheath composite fiber is melted and solidified to form a film material, and then the core-sheath composite fiber with a film is softened to melt and solidify a sheath portion and join the sheath portion to a core portion. Both the non-woven fabric and the film as the substrate are thereby formed from one core-sheath composite fiber.

Description

Technical Field

[0001] The present invention relates to a fender liner for a vehicle and a method for manufacturing the same. The fender liner for a vehicle is assembled on the inner surface of a wheelhouse of a vehicle body, and has durability (chipping resistance) against impacts of foreign matters such as small stones bouncing up during vehicle travel, and ice attached thereto is easily peeled off. Background Art

[0002] Generally, as a fender liner for a vehicle, a fender liner including a non-woven fabric in which a large number of mixed fibers are entangled with each other is known (Patent Document 1). Thus, the fender liner formed of the non-woven fabric has impact resistance and sound insulation (especially sound absorption) because countless voids formed between the entangled fibers absorb the impact generated by the collision of foreign matters. However, the chipping resistance against small stones and the like is insufficient, and water attached to the fender liner penetrates into the interior. Therefore, when water freezes, there is also a problem that ice grows into the interior and is difficult to peel off.

[0003] In addition, a fender liner including a base material layer and a water-resistant protective film integrally bonded to the base material layer is known. The base material layer includes a fiber web in which main fibers and binder fibers are interlaced, and the water-resistant protective film is made of an LDPE resin (Patent Document 2). Prior Art Documents Patent Documents

[0004] Patent Document 1: Japanese Patent Application Laid-Open No. 2003-112661 Patent Document 2: Japanese Patent Application Laid-Open No. 2011-240821 Summary of the Invention -Problems to be Solved by the Invention-

[0005] Although the fender liner shown in Patent Document 1 is more excellent than a resin molded product in terms of impact resistance and sound insulation, there is a problem that it is inferior to the resin molded product in terms of chipping resistance and ice peeling property.

[0006] Moreover, the fender liner shown in Patent Document 2 has a more excellent chipping resistance than the fender liner shown in Patent Document 1 by bonding a water-resistant protective film to the base material layer.

[0007] However, for the fender liner shown in Patent Document 2, a molten resin made of LDPE is coated on the surface of a fiber mesh, and a roller is used to press it to bond a water-resistant protective film made of LDPE resin to the base material layer to form a laminated sheet. The laminated sheet is then heat-formed to form a fender liner for a vehicle. Therefore, there are drawbacks such as the need for a bonding process for joining. When thermoforming the laminate of the base material and the water-resistant protective film into a required three-dimensional shape, the heat during the pressure forming melts the bonding fibers of the base material layer and at the same time melts the water-resistant protective film so that it is fused to the base material layer. Therefore, it is necessary to control the heating temperature to avoid the water-resistant protective film being melted and damaged due to high temperature.

[0008] In view of the above problems, an object of the present invention is to provide a fender liner for a vehicle having excellent sound absorption, and excellent stone impact resistance and ice peeling resistance, and a manufacturing method thereof. -Solution to the problem-

[0009] The present invention is characterized in that instead of laminating other film materials on a base material made of non-woven fabric, a film material is formed by the non-woven fabric of the base material itself to achieve a double-layer structure of the base material layer and the film layer. In addition, instead of using two fiber materials, namely, a non-woven fabric serving as a base and bonding fibers for joining the non-woven fabrics to each other, as the base material layer, the core-sheath type composite fiber commonly used as the above-mentioned bonding fibers is used as both the base material and the bonding fibers, and only one type of non-woven fabric is used.

[0010] Specifically, the present invention is characterized in that in the first stage, one surface of the sheath material of the core-sheath type composite fiber is melted and solidified to form a film material, and then the core-sheath type composite fiber with the film is softened and the sheath part is melted and solidified to be joined to the core part, whereby both the non-woven fabric and the film serving as the base are formed from one type of core-sheath type composite fiber.

[0011] The invention according to claim 1 is characterized in that the base material of the vehicle fender liner is composed of a fiber web, and the fiber web is a core-sheath type composite fiber in which both the core part and the sheath part are made of PET fibers, formed by melting, curing and bonding the sheath part to the core part. The core-sheath type composite fiber is 50% to 95% by weight based on the total weight of the base material, and the waterproof fiber made of PET fibers is 5% to 50% by weight. The waterproof fiber is dispersed and mixed into the sheath part of the core-sheath type composite fiber. On one surface of the fiber web, there is a formed film having high density and air permeability through melting and curing of the sheath part. The layer other than the formed film becomes a main body layer with a lower density than the formed film. The film thickness of the formed film is thinner than the thickness of the main body layer. The waterproof fiber is dispersed and mixed into the sheath part that is melted and cured in both the formed film and the main body layer. The vehicle fender liner is formed into the shape of a fender liner such that the main body layer is on the tire cover side and the formed film is the outermost surface on the tire side.

[0012] The invention according to claim 2 is the vehicle fender liner according to claim 1, characterized in that a part of the waterproof fiber is replaced by a mixed fiber made of PET fibers, so that at least 5% by weight of the waterproof fiber is retained.

[0013] The invention according to claim 3 is the vehicle fender liner according to claim 1, characterized in that the average dynamic friction coefficient of the formed film is 0.3 or less, the thickness is 0.05 mm to 2.0 mm, and the unit area weight is 50 g / m 2 ~300 g / m 2 The overall thickness of the vehicle fender liner including the formed film is 1.0 mm to 15 mm, and the unit area weight is 400 g / m 2 ~1600 g / m 2 The anti-chip load is 150 kg or more, and the ice peeling load is 30 N or less.

[0014] The invention according to claim 4 is the vehicle fender liner according to claim 2, characterized in that the average dynamic friction coefficient of the formed film is 0.3 or less, the thickness is 0.05 mm to 2.0 mm, and the unit area weight is 50 g / m 2 ~300 g / m 2 The overall thickness of the vehicle fender liner including the formed film is 1.0 mm to 15 mm, and the unit area weight is 400 g / m 2 ~1600 g / m 2 The anti-chip load is 150 kg or more, and the ice peeling load is 30 N or less.

[0015] The invention of claim 5 is a vehicle fender liner as described in any one of claims 1 to 4, characterized in that the core part of the core-sheath composite fiber is a PET fiber with a fineness of 1.5 dtex to 15 dtex, a fiber length of 10 mm to 100 mm, a melting point of 220 °C to 270 °C, and the melting point is 30 °C or more higher than the melting point of the sheath part, and the sheath part has a fineness of 1.5 dtex to 15 dtex, a fiber length of 10 mm to 100 mm, and a melting point of 90 °C to 180 °C.

[0016] The invention of claim 6 is a vehicle fender liner as described in claim 5, characterized in that the waterproof fiber is a PET fiber with a fineness of 1.5 dtex to 15 dtex, a fiber length of 10 mm to 100 mm, and a melting point of 220 °C to 270 °C.

[0017] The invention of claim 7 is a vehicle fender liner as described in claim 6, characterized in that the vehicle fender liner has a tensile strength of 90 N or more, a tear strength of 80 N or more, and a flexural strength of 1.5 N or more.

[0018] The invention of claim 8 is a method for manufacturing a vehicle fender liner as described in any one of claims 1 to 4, characterized in that fibers containing core-sheath composite fibers and waterproof fibers are ejected in an air-laying manner to form a sheet-like substrate composed of a fibrous body, or the fibers containing core-sheath composite fibers and waterproof fibers are interlaced using either a fleece machine or a carding machine to form a sheet-like substrate composed of a fibrous body; one surface of the substrate is heated at 180 °C to 240 °C, pressurized and held for 0.5 seconds to 30 seconds to a specified thickness, and a high-density formed film with an average dynamic friction coefficient of 0.3 or less, a thickness of 0.05 mm to 2.0 mm, and a unit area weight of 50 g / m 2 ~300 g / m 2 is formed on one surface of the substrate; by heating the substrate with the formed film in a heating furnace at 120 °C to 240 °C for 10 seconds to 60 seconds, the substrate is made easy to form in the state where the formed film is formed; the heated substrate is cooled and compression-molded using a stamping die in the shape of a vehicle fender liner to form the vehicle fender liner, and the formed film of the vehicle fender liner is arranged on the tire side, and the overall thickness of the vehicle fender liner including the formed film is 1 mm to 15 mm, and the unit area weight is 400 g / m 2 ~1600 g / m 2 .

[0019] The invention according to claim 9 is a method for manufacturing a fender liner for a vehicle as described in claim 8, characterized in that when heating and compressing one surface of the base material, the specified thickness is 5 to 100 times the thickness before compression, and after forming the generated film, it is restored to 1.0 to 0.6 times the thickness before compression; then, after heating the entire base material, it is cooled and compression-molded with a stamping die in the shape of a fender liner for a vehicle to form a fender liner for a vehicle. - Effects of the Invention -

[0020] According to the present invention, high sound absorption performance can be exhibited, and excellent stone impact resistance and excellent ice peeling performance can be achieved. At the same time, it can be easily formed into a three-dimensional shape. In particular, using a core-sheath type composite fiber as the base material, heating and pressing one surface thereof to melt the sheath fiber, thereby forming a generated film, so there is no need for bonding required in the conventional type composed of a non-woven fabric and a film serving as a base, and the productivity is excellent. Since the generated film has a small coefficient of friction and is easy to slide, the stone impact resistance is excellent. In addition, by containing waterproof fibers in the main body layer, water absorption from the tire cover side can be suppressed, and by containing waterproof fibers in the generated film, the ice peeling performance from the tire side is excellent. Description of the Drawings

[0021] Figure 1 It is a main part side view of the front part of a vehicle equipped with the fender liner according to Embodiment 1 of the present invention. Figure 2 is Figure 1 The enlarged cross-sectional view taken along line A-A of [], showing the fender liner and its peripheral part. Figure 3 is Figure 2 The partial enlarged view of the fender liner of []. Figure 4 It is a table showing the blending ratios of various fibers and the like in the examples and comparative examples of the present invention. Figure 5 It is a table showing the comparison of various performances in the examples and comparative examples of the present invention. Figure 6 It is a 50-fold microscopic photograph showing the cross-section of Example 3. Figure 7A It is a graph comparing the average dynamic friction coefficients of Example 8 and Comparative Example 3. Figure 7B It is a graph comparing the average dynamic friction coefficients of Example 9 and Comparative Example 3. Figure 8 It is a graph showing the results of measuring the vertical sound absorption rate of Examples 1, 3, and 6 from the side of the generated film. Figure 9It is a table showing the categories, blending ratios, various properties, etc. of the respective fibers in Examples 11 to 25. Detailed implementation mode

[0022] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. It should be noted that the following description of the preferred embodiments is only illustrative in nature.

[0023] (Embodiment) Figure 1 It is a main part side view of the front part of a vehicle equipped with the fender liner according to Embodiment 1 of the present invention. Figure 2 is Figure 1 An enlarged cross-sectional view taken along line A-A of [], showing the fender liner and its peripheral parts. Figure 3 It is a partial enlarged view of the fender liner.

[0024] The vehicle 1 is usually equipped with tires 2 on the left and right at the front and on the left and right at the rear, and wheel housings 3 are respectively arranged above these tires 2. The wheel housing 3 is also called a wheel housing panel or a wheel arch and forms a part of the vehicle body. The wheel housing 3 is made of metal and is formed in a shape covering the upper part of the tire 2. The surface of the wheel housing 3 on the side of the tire 2 becomes the outer surface of the vehicle, and the fender liner 10 is installed on the wheel housing 3 to cover this outer surface. The fender liner 10 is an exterior component of the vehicle 1 and is used to prevent small stones, muddy water, etc. bounced up by the tire 2 from the road surface during the running of the vehicle 1 from damaging the body panel and reduce noises such as road noise generated by the tire 2 and the road surface.

[0025] It should be noted that recently, it has also been known to omit the wheel housing 3 and use the fender liner 10 to separate the interior of the vehicle body such as the engine room from the tire side. In the present Embodiment 1, although an example in which the fender liner 10 is provided outside the wheel housing 3 is described, the present embodiment can also be applied to the case where the wheel housing 3 is omitted.

[0026] As Figure 1 and Figure 2 shown, the fender liner 10 is formed in a shape along the shape of the wheel housing 3 and is installed on the wheel housing 3 by fasteners or the like (not shown).

[0027] Next, based on Figure 3 , an overview of the fender liner 10 of Embodiment 1 will be described. It should be noted that Figure 3 A part of the cross-section of the fender liner is exaggeratedly shown for easy understanding. The fender liner 10 includes a fiber web (base material) 11 in which the waterproof fiber 18 (and further the mixed fiber) is dispersed in the core-sheath type composite fiber 17. The base material 11 has a high-density generation film 15 on the side of the tire 2 and integrally has a low-density main body layer 13 on the side of the wheel housing 3. A gap t is provided between the main body layer 13 of the base material 11 and the wheel housing 3.

[0028] As shown Figure 3 in FIG. 1, the base material 11 is a base material formed by melting the sheath portion of the core-sheath composite fiber 17 and bonding it to the core portion, dispersing the waterproof fiber 18 in the melted and solidified sheath portion, and further dispersing and bonding mixed fibers as required. The base material 11 integrally includes a main body layer 13 and a formed film 15.

[0029] The formed film 15 is formed as follows: The waterproof fiber 18 is dispersed in the core-sheath composite fiber 17, and mixed fibers are further dispersed and entangled as required to form a fiber web 11 having such an entangled structure. By heating and pressing one surface of the fiber web 11, a film shape is formed at a high density.

[0030] On the other hand, the low-density main body layer 13 is a fiber layer formed as follows: The entire fiber web 11 on which the above-mentioned formed film 15 is formed is heated to a state where it is easily formed, and cold forming is performed using a forming die (not shown) of the fender liner 10. Thus, in a portion where the formed film 15 is not formed, the sheath portion of the core-sheath composite fiber 17 is melted and solidified to bond to the core portion to form the fiber layer.

[0031] The main body layer 13 and the formed film 15 of the base material 11 are non-woven fabrics made of the same material. Although there are some parts where the boundary between the main body layer 13 and the formed film 15 is not clear after molding, in order to clarify the difference between the main body layer 13 and the formed film 15, in the present embodiment, the high-density layer formed by heating and pressing one surface of the base material 11 is referred to as the formed film 15, and the low-density layer other than that is referred to as the main body layer 13. In particular, the formed film 15 mainly functions to improve stone impact resistance and ice peeling resistance, and the main body layer 13 mainly functions to improve sound absorption.

[0032] In addition, by containing the waterproof fiber 18 in the main body layer 13, of course, the effect of suppressing water absorption from the tirehouse side can be achieved, and by containing the waterproof fiber 18 in the formed film 15, excellent ice peeling resistance from the tire side can also be obtained. This result shows that the formed film 15 containing the waterproof fiber 18 can function to prevent icing and water absorption, and it is considered that excellent effects can also be achieved in terms of ice peeling resistance.

[0033] (Core-sheath composite fiber) For the conventional core-sheath composite fiber, detailed description is omitted here. As this core-sheath composite fiber, PET (polyethylene terephthalate) fibers are used for both the core portion and the sheath portion.

[0034] Regarding the fineness of the core-sheath type composite fiber, if the fineness is low, it is difficult to handle and the productivity deteriorates. On the contrary, if the fineness is high, the ventilation resistance decreases due to the thickening of the fiber itself, and the sound absorption property deteriorates. Therefore, the fineness is preferably 1.5 dtex to 15 dtex, and particularly preferably 3.0 dtex to 8.0 dtex.

[0035] In addition, regarding the fiber length of the core-sheath type composite fiber, in order to improve the processing stability in the manufacturing process of the fender liner, it is preferably in the range of 10 mm to 100 mm, and particularly preferably 20 mm to 80 mm. Furthermore, since more micro-units can be formed, it is preferably configured to have mechanical crimping or the like.

[0036] The melting point of the sheath portion of the core-sheath type composite fiber is preferably 90°C to 180°C. In particular, if the melting point of the sheath portion is too high, the fluidity is insufficient during heat and pressure forming, and the formed film cannot follow the forming direction of the base material layer, resulting in poor formability. On the contrary, if the melting point is too low, excessive melting occurs, increasing the possibility of forming large holes on the base material. Therefore, a melting point of 90°C to 180°C is preferred. On the other hand, the core portion needs to have a melting point that does not melt during heating, and is preferably 30°C or more higher than the melting point of the sheath portion. Specifically, for example, the core portion is preferably a PET fiber with a melting point of 220°C to 270°C.

[0037] In the present embodiment, since the sheath portion is configured to bond the core portions of the core-sheath type composite fiber to each other by melting and solidifying in a state where the core portions are intertwined, not only can the fender liner be easily and reliably formed into a three-dimensional shape, but also its shape can be reliably maintained. Furthermore, the core portions of the core-sheath type composite fiber exist as intertwined fibers constituting the main body layer while maintaining the fiber shape and are strongly bonded by the sheath fibers, which is very helpful for forming more micro-units inside the main body layer. As a result, a structure (substantially mesh-like structure) that can improve the sound absorption performance of the main body layer can be easily formed.

[0038] (Waterproof fiber) The waterproof fiber is a PET fiber whose surface is treated with a waterproof agent such as a fluorine-based or silicone-based agent. The waterproof fiber is arranged to be intertwined with the core-sheath type composite fiber and bonds with the sheath portion when the sheath portion of the core-sheath type composite fiber melts and solidifies. The waterproof fiber is mixed and present in both the formed film and the main body layer by being dispersed throughout the base material.

[0039] By having waterproof fibers, it is possible to suppress the penetration of moisture and the like from the surroundings. Moreover, especially by mixing waterproof fibers in the formed film, the ice peeling property can be significantly improved. This is because by mixing waterproof fibers in the formed film, the attachment of moisture is reduced, and even if it attaches, it can be immediately peeled off. In addition, since the formed film becomes a surface with a low average dynamic friction coefficient and is smooth, the ice peeling property is excellent.

[0040] The fineness of the waterproof fiber is the same as that of the core-sheath type composite fiber, and is preferably in the range of 1.5 dtex to 15 dtex, particularly preferably in the range of 3.0 dtex to 8.0 dtex. The fiber length of the waterproof fiber is preferably in the range of 10 mm to 100 mm, particularly preferably in the range of 20 mm to 80 mm.

[0041] The melting point of the waterproof fiber is the same as that of the core part of the core-sheath type composite fiber. In order not to melt when the sheath part of the core-sheath type composite fiber melts, it is preferably 30 °C higher than the melting point of the sheath part, specifically preferably in the range of 220 °C to 270 °C.

[0042] (Mixed fiber) In addition to the combination of the above-mentioned core-sheath type composite fiber and waterproof fiber, within the range that does not interfere with the functions of the core-sheath type composite fiber and waterproof fiber, the same mixed fiber as the core-sheath type composite fiber can be further mixed in them. When a part of the waterproof fiber is replaced with a common mixed fiber, the cost can be reduced. In this case, as long as it is the same material as the core-sheath type composite fiber and waterproof fiber, the bonding property is also good, and it is preferable from the viewpoint of recyclability. Therefore, the mixed fiber incorporated is a PET fiber. This mixed fiber can be mixed instead of the waterproof fiber. The fineness of this mixed fiber is the same as that of the waterproof fiber, and is preferably in the range of 1.5 dtex to 15 dtex, particularly preferably in the range of 3.0 dtex to 8.0 dtex. The fiber length of the mixed fiber is preferably in the range of 10 mm to 100 mm, particularly preferably in the range of 20 mm to 80 mm. The melting point of the mixed fiber is the same as that of the core part of the core-sheath type composite fiber. In order not to melt when the sheath part of the core-sheath type composite fiber melts, it is preferably 30 °C higher than the melting point of the sheath part, specifically preferably in the range of 220 °C to 270 °C.

[0043] It should be noted that the core-sheath type composite fiber, waterproof fiber, and mixed fiber are all PET fibers, whereby it is possible to easily mix the used fender liner as a part of the raw material in the new raw material of the fender liner of the present embodiment.

[0044] (Ratio of each fiber) In addition, the content of the core-sheath type composite fiber contained as a whole is preferably 50% to 95% by weight, more preferably 60% to 90% by weight, and still more preferably 70% to 85% by weight. When the content of the core-sheath type composite fiber is less than 70% by weight, the morphological stability of the fender liner formed into a three-dimensional shape cannot be sufficiently maintained. On the contrary, when the content of the core-sheath type composite fiber is greater than 95% by weight, the content of the waterproof fiber, which plays an important role in the ice peeling property of the generated film, relatively decreases, and thus the ice peeling property of the fender liner cannot be sufficiently improved.

[0045] In addition, the content of the waterproof fiber is preferably 5% to 50% by weight, more preferably 10% to 40% by weight, and still more preferably 15% to 30% by weight.

[0046] In addition, a part of the waterproof fiber can be replaced with a mixed fiber. The waterproof fiber needs to be at least 5% by weight, and the maximum replacement amount is preferably not more than 25% by weight, particularly preferably 5% to 15%. Compared with the waterproof fiber, the mixed fiber can be obtained at a low cost. Therefore, if the amount of the mixed fiber is increased, it is beneficial to cost control. However, since the waterproof fiber relatively decreases, the ice peeling property deteriorates. Therefore, the mixing amount of the mixed fiber can be set according to the required stone impact resistance and ice peeling property.

[0047] (The whole fender liner) If the unit area weight of the whole fender liner 10 including the main body layer 13 and the generated film 15 (hereinafter simply referred to as the whole) is too low, effects such as sound absorption and sound insulation cannot be expected. On the contrary, if it is too high, the bonding property of the core part of the core-sheath type composite fiber decreases. Therefore, including the generated film, the unit area weight of the whole is preferably 400 g / m 2 ~1600 g / m 2 、particularly preferably 500 g / m 2 ~1500 g / m 2 、still more preferably 700 g / m 2 ~1300 g / m 2 .

[0048] As the thickness of the whole (after forming), it is preferably 1 mm to 15 mm, particularly preferably 2 mm to 10 mm, and still more preferably 3 mm to 8 mm. When the thickness of the whole is less than 1 mm, the rigidity of the fender liner 10 cannot be ensured and sufficient shape retention cannot be obtained. In addition, multiple units cannot be formed and sufficient sound absorption effect cannot be exerted. On the contrary, when the thickness of the whole is greater than 15 mm, the formability of the fender liner 10 deteriorates, and it cannot be lightened and the cost increases.

[0049] If the overall ventilation resistance is too high, the sound absorption performance will decrease, and if it is too low, the sound insulation performance will decrease. Therefore, it can be 100 Ns / m 3 ~13000 Ns / m 3 , especially 500 Ns / m 3 ~10000 Ns / m 3 range. In particular, when emphasizing the sound absorption performance in the low-frequency region, it is only necessary to increase the ventilation resistance, and when emphasizing the sound absorption performance in the high-frequency region, it is only necessary to decrease the ventilation resistance. The range of the ventilation resistance can be set to an appropriate value according to the performance requirements of the sound absorption and sound insulation. It should be noted that the above has described that the weight per unit area is preferably in the range of 400~1600 g / m 2 range, but the weight per unit area is preferably such that the allowable range value of the ventilation resistance moves to a larger value range as the weight per unit area increases. That is, it is preferably to decrease the ventilation resistance even when the weight per unit area is small, and to increase the ventilation resistance even when the weight per unit area is large. In particular, in this embodiment, since the formed film and the main body layer are made of the same material as the base material, it is considered that the above tendency (the correlation between the ventilation resistance and the weight per unit area) becomes significant.

[0050] In this embodiment, excellent stone impact resistance and excellent ice peeling resistance can be obtained. Specifically, the stone impact load is preferably 150 kg or more, particularly preferably 200 kg or more. It should be noted that the upper limit value of the stone impact load is a value within the range that can be predicted by those skilled in the art, and it is judged that there is no need to specifically set it. In addition, by containing waterproof fibers in the main body layer, water absorption from the fender side can be suppressed, and by containing waterproof fibers in the formed film, the ice peeling property from the tire side is excellent. As the ice peeling performance, it is preferably 30 N or less, particularly preferably 25 N or less, and further preferably 20 N or less. It should be noted that in this embodiment, the unit "N" is "Newton".

[0051] At the same time, through the above-mentioned formed film and the main body layer, the properties such as the tensile strength, tear strength, and bending strength of the fender liner are improved, so the shape retention after forming is excellent. Therefore, when there is no requirement for improving the properties, the main body layer can also be lightened. The tensile strength is preferably 90 N or more, particularly preferably 120 N or more. The tear strength is preferably 80 N or more, particularly preferably 120 N or more. The bending strength is preferably 1.5 N or more on both the tire side and the fender side. It should be noted that although the upper limit values of these values are not clearly recorded, they are all values within the range that can be predicted by those skilled in the art, and it is judged that there is no need to specifically set them.

[0052] (Formed film) The formed film, which is a feature of this embodiment, is formed by using core-sheath type composite fibers as a base material and melting the sheath fibers through heat treatment and pressure treatment on one surface thereof. That is, the formed film is not formed by bonding the base material with other thin film materials. Thus, the formed film can be integrally manufactured on the non-woven fabric of the base material without worrying about the adhesion to the base material, and thus the productivity is excellent.

[0053] When forming the formed film, the sheath part melts and the core part is in a state where it is easy to move, and the core parts are in a state where they are more likely to come into contact with each other, that is, surface contact, so as to bond at a high density. Therefore, a film with high surface rigidity while ensuring air permeability can be obtained. In addition, the surface of the formed film is smooth and easy to slide, and it is difficult for small stones, etc. to adhere and enter. As a result, the fender liner can exhibit both high stone impact resistance and excellent ice peeling properties.

[0054] In this embodiment, the formed film contains waterproof fibers and is configured to be waterproof even when rainwater or muddy water splashed from the road surface by the tire splashes onto the fender liner, thereby preventing icing and effectively suppressing the outer surface of the fender liner from being contaminated by mud, dust, etc. In particular, on the surface of the formed film, since the average dynamic friction coefficient is low and it is easy to slide, rainwater and muddy water are difficult to adhere and penetrate, so the ice peeling property is excellent.

[0055] In addition, since the formed film has high density and high rigidity, the fender liner is easily formed into a three-dimensional shape, and the anti-deformation property after forming is excellent.

[0056] In the formed film, a part of the voids existing in the core-sheath type composite fibers is blocked by the molten sheath part, the air permeability decreases, and the density increases, thereby enabling a fender liner with more excellent sound absorption performance, sound insulation performance, and rigidity to be realized.

[0057] In addition, since the formed film has air permeability, excellent sound absorption can be exhibited. That is, the driving sound generated between the tire and the road surface, the impact sound generated when small stones, sand, water, etc. bounced by the tire collide with the fender liner, and road noise and other noises are absorbed by the formed film and the main body layer, thereby significantly reducing the transmission of such noises into the vehicle interior.

[0058] If the thickness of the formed film is too thick, the stretchability is poor and the formability is poor. If it is too thin, the stone impact resistance cannot be exerted. Therefore, the thickness after forming is preferably 0.05 mm to 2.0 mm, particularly preferably 0.07 mm to 1.5 mm, and further preferably 0.1 mm to 1.0 mm. When the thickness of the formed film is less than 0.05 mm, the formed film 15 is very likely to break. On the contrary, when the thickness of the formed film is greater than 2.0 mm, the fluidity is insufficient during heat press forming, the formed film cannot follow the forming direction of the main body layer, and the formability may deteriorate, thereby possibly impairing the sound absorption effect of road noise.

[0059] As the weight per unit area of the generated film, it is preferably 50 g / m 2 ~300 g / m 2 、Particularly preferably 100 g / m 2 ~250 g / m 2 . If it is less than 50 g / m 2 , the layers of the generated film are insufficient, forming locally thinner parts, and the possibility of parts where the layer itself does not exist appears according to the situation. On the other hand, if it is greater than 300 g / m 2 , the possibility of impairing the sound absorption effect increases.

[0060] The manufacturing method of the fender liner of the present embodiment will be described. A. The core-sheath composite fiber and the waterproof fiber (or the fiber further mixed with the mixed fiber) are ejected in an air-lay manner to form a sheet-like base material composed of a fibrous body; or any one of the defibrator, i.e., the raising machine or the carding machine, is used to interlace the stacked and stirred fibers to form a sheet-like base material composed of a fibrous body. B. Then, one surface of the base material is heated and pressed, and maintained for a certain time to form a generated film. Specifically, the generated film can be formed by any one of the following manufacturing methods. (1) After forming a plate-like base material without a generated film, only one surface is heated and formed into a plate-like base material with a generated film using a stamping die; (2) After forming a plate-like base material without a generated film, it passes between a pair of rollers where only one roller is heated and is formed into a plate shape; (3) After forming a plate-like base material without a generated film, only one surface is heated, and then it passes between a pair of rollers and is formed into a plate shape; thus, the generated film is made. C. Then, the base material with the generated film is heated to make it in an easily formable state, and is compression-molded by cooling and pressing with a cold press die for the fender liner.

[0061] (Manufacturing conditions of the fender liner) (Manufacturing conditions of the base material) The conditions for laminating and stirring the core-sheath composite fiber and the waterproof fiber (or the fiber further mixed with the mixed fiber) together are the same as those of the conventional base material manufacturing method and manufacturing conditions, and the detailed description is omitted here. (Conditions for forming the generated film) If the heating temperature for forming the generated film is too low, the required generated film cannot be formed. Conversely, if it is too high, the film thickness becomes thick, the stretchability is poor, and the formability is poor. Therefore, the heating temperature of the hot press is preferably 180°C to 240°C, particularly preferably 190°C to 230°C. It should be noted that when not using a press but passing through between a pair of rolls where one roll is heated, the time is short, so the temperature can also be increased. If the heating time is short, the required generated film cannot be obtained. If the heating time is long, the film thickness becomes thick, the stretchability deteriorates, and the formability is poor. Therefore, the heating time is preferably 0.5 seconds to 30 seconds, particularly preferably 1.0 seconds to 25 seconds. The interval between the stamping die or the rolls is preferably 0.3 mm to 15 mm, particularly preferably 0.5 mm to 10 mm. Since the time is short when passing through between a pair of rolls where one roll is heated, a narrow interval between the rolls is better. In particular, by controlling the heating temperature, heating time, pressing pressure, pressing gap, etc., the thickness and strength of the generated film can be adjusted, so that the characteristics can be easily adjusted according to the intended use, etc.

[0062] It should be noted that the specified thickness when heating and compressing one surface of the substrate is preferably 5 times to 100 times the thickness before compression. In addition, although it is considered that after forming the generated film, it will return to 1.0 times to 0.6 times the thickness before compression, the thickness varies depending on the position and it is difficult to accurately determine. The restored thickness is determined based on experience.

[0063] (Forming conditions for the fender liner) In order to form a plate-shaped substrate into a specified shape, the substrate is heated by a heating furnace or the like to make it easily formable (deformable), and the heated substrate is put into a cold press die of the specified shape for forming. In this case, if it is formed into a specified shape using a stamping die, it is preferably cooled as soon as possible to maintain the shape. Therefore, cooling air can also be blown from the surface of the stamping die to cool and form the heated substrate. The above heating temperature only needs to be a temperature at which the plate-shaped substrate is in an easily formable state, and only needs to be a temperature higher than the melting point of the sheath part of the composite fiber, and does not need to be too high. For example, it is preferably in the range of 120°C to 240°C, particularly preferably 130°C to 220°C, and further preferably 150°C to 200°C. Similarly, the heating time only needs to be the time required to make it in an easily formable state, so it is preferably in the range of 10 seconds to 60 seconds, particularly preferably 20 seconds to 50 seconds.

[0064] The die gap of the cold press die can be appropriately selected and set according to the thickness of the substrate, the fibers of the non-woven fabric, or the intended use, etc. A practical range is about 1.0 mm to 10 mm, particularly about 2.0 mm to 5.0 mm. It should be noted that the above examples of forming using a cold press die have been described, but the manufacturing method is not limited to this. For example, it can also be formed using a hot press die.

[0065] Since the formed film and the substrate are made of the same material, they will not peel off during forming, and a formed film and a substrate with good formability, increased strength, and excellent shape retention can be obtained.

[0066] In addition, since the formed film is temporarily formed and cured, even if it is heated to make the whole easy to form, the formed film will remain, so a stable formed film can be formed. [Examples]

[0067] Hereinafter, embodiments of the present invention will be specifically described. Hereinafter, embodiments are shown to specifically describe the present invention, but the present invention is not limited to these embodiments.

[0068] (Example 1) The main fiber is a core-sheath composite fiber, and PET fibers with a fineness of 4.4 dtex and a fiber length of 51 mm are used for both the core part and the sheath part. The melting point of the core part is 240 °C, and the melting point of the sheath part is 110 °C. The waterproof fiber uses PET fibers with a melting point of 240 °C, a fineness of 6.6 dtex, and a fiber length of 51 mm. The surface of the PET fiber is coated with a fluorine-based waterproof agent.

[0069] The sheath-type composite fiber is mixed at 80% by weight, and the waterproof fiber is mixed at 20% by weight. The mixed fibers are made into a fiber web with a thickness of 20 mm by the air-laying method, so that the total unit area weight reaches 700 g / m 2 . One surface of the fiber web is heated (heating temperature: about 220 °C, heating time: 5 sec), and the gap of the mold is maintained at 5.0 mm and pressed to form a formed film. Thickness of the substrate restored after the formed film is formed: 16 mm Thickness of the formed film: 0.2 mm to 0.3 mm Unit area weight of the formed film: 200 g / m 2

[0070] Before and after heating and compressing with a stamping die, the thickness of the substrate is restored to 1.0 times to 0.6 times. Since the restored thicknesses of different parts are different, the above range is used to represent. Generally speaking, the average restored thickness is 0.8 times. Judging from this restored state, it can be said that only the surface of the substrate is melted and cured to generate a high-density and thin formed film.

[0071] The substrate with the formed film is heated to make it easily formable, and is formed into the shape of a fender liner using a forming die for the fender liner. Specifically, before placing the substrate with the formed film into the forming die, the entire substrate with the formed film is heated using a heating furnace (heating temperature: approximately 180°C, heating time: 40 seconds) to soften it for easy forming. Then, it is pressed using a cold pressing die with a spacing of 4.0 mm and formed into the shape of a fender liner. In the resulting fender liner, the total thickness (overall thickness) is 4.0 mm, and the weight per unit area of the whole is 700 g / m 2 , and the air permeability resistance is 340 Ns / m 3 .

[0072] It should be noted that since the thicknesses of the main body layer and the formed film are not necessarily constant, the average thickness of the whole is used, but the average can also be taken using the thickness of most of it.

[0073] (Example 2) The difference between Example 2 and Example 1 is that a part of the waterproof fiber is replaced with a mixed fiber, and the others are the same as in Example 1. In Example 2, 10% by weight of the waterproof fiber is replaced with a mixed fiber having a fineness of 6.6 dtex and a fiber diameter of 64 mm, so that the waterproof fiber is 10% by weight and the mixed fiber is 10% by weight. The core-sheath type composite fiber remains 80% by weight.

[0074] As a method for manufacturing the formed film, in Example 1, a heated stamping die was used, while in Example 2, the fiber web passed between a heated roll and another roll at room temperature for heating and pressing. The heating temperature at this time was 220°C, the heating time was 5 seconds, and the gap between the rolls was 3 mm.

[0075] Then, the entire fiber web is heated using a heating furnace (heating temperature: approximately 180°C, heating time: 40 seconds) to make it easily formable, and is formed into a specified shape using a cold pressing die with a spacing of 4 mm. In the resulting fender liner, the total thickness (overall thickness) is 4.0 mm, and the weight per unit area of the whole is 700 g / m 2 , and the air permeability resistance is 214 Ns / m 3 . The thickness of the formed film is 0.2 mm to 0.3 mm, and the weight per unit area of the formed film is 200 g / m 2 .

[0076] (Example 3) The difference between Example 3 and Example 2 is that in Example 3, the weight per unit area of the whole is 1000 g / m 2 , and other than this, including the manufacturing method, it is the same as in Example 2. The thickness of the formed film is 0.2 mm to 0.3 mm, and the weight per unit area of the formed film is 200 g / m2 The ventilation resistance is 398 Ns / m 3 .

[0077] (Example 4) The difference between Example 4 and Example 2 is that the core-sheath composite fiber is 80% by weight, the waterproof fiber is 20% by weight, and the overall weight per unit area is 1100 g / m 2 , and other than this, including the manufacturing method, it is the same as Example 2. The thickness of the generated film is 0.2 mm to 0.3 mm, and the weight per unit area of the generated film is 200 g / m 2 The ventilation resistance is 572.5 Ns / m 3 .

[0078] (Examples 5 to 7) In Examples 5 to 7, the core-sheath composite fiber, the waterproof fiber, and the mixed fiber are set to the same proportions as in Example 2. The differences are that the overall thicknesses of Examples 5, 6, and 7 are 4 mm, 2 mm, and 2 mm respectively, and the overall weights per unit area are 1200 g / m 2 , 700 g / m 2 , 900 g / m 2 . The thickness of the generated film is 0.3 mm to 0.5 mm, and the weight per unit area of the generated film is 200 g / m 2 . The ventilation resistances of Examples 5, 6, and 7 are 590 Ns / m 3 , 354 Ns / m 3 , 688 Ns / m 3 .

[0079] (Examples 8, 9) The differences between Examples 8 and 9 and Example 2 are that in Example 8, it is pressurized for 5 seconds in a mold heated to 220 °C to form the generated film, and in Example 9, it is pressurized for 20 seconds in a mold heated to 220 °C to form the generated film; and the overall thicknesses of Examples 8 and 9 are both 5 mm. Others are the same as Example 2.

[0080] (Example 10) The difference between Example 10 and Example 2 is that the core-sheath composite fiber is 90% by weight and the waterproof fiber is 10% by weight. Others are the same as Example 2.

[0081] The following describes Examples 11 to 25. For Examples 11 to 25, the types of each fiber, the mixing ratio, various properties, etc. are briefly described as Figure 9 shown.

[0082] (Example 11) Example 11 is different from Example 2 in that both the core part and the sheath part of the core-sheath composite fiber are made of PET fibers with a fineness of 4.4 dtex and a fiber length of 64 mm. It should be noted that the melting point of the core part is 240 °C, and the melting point of the sheath part is 110 °C. In addition, Example 11 is different from Example 2 in that the waterproof fiber is made of PET fibers with a melting point of 240 °C, a fineness of 6.6 dtex, and a fiber length of 51 mm, and the mixed fiber is made of PET fibers with a melting point of 260 °C, a fineness of 6.6 dtex, and a fiber diameter of 51 mm. Furthermore, Example 11 is different from Example 2 in that the core-sheath composite fiber is 70% by weight, the waterproof fiber is 5% by weight, and the mixed fiber is 25% by weight.

[0083] As a method for manufacturing the formed film, as in Example 2, the fiber web is passed between a heated roll and another roll at room temperature for heating and pressing. The heating temperature at this time is 220 °C, the heating time is 5 seconds, and the gap between the rolls is 0.5 mm.

[0084] The entire fiber web formed with the formed film as described above is heated in a heating furnace (heating temperature: about 200 °C, heating time: 20 seconds) to make it easy to form, and formed into a specified shape with a cold pressing die with a spacing of 4 mm. The others are the same as in Example 2.

[0085] In the obtained fender liner, the total thickness (total thickness) of the whole is 4.0 mm, and the unit area weight of the whole is 700 g / m 2 , and the ventilation resistance is 232 Ns / m 3 . The thickness of the formed film is 0.51 mm, and the unit area weight of the formed film is 152 g / m 2 .

[0086] (Example 12) Example 12 is different from Example 11 in that the core-sheath composite fiber uses PET fibers with a melting point of 220 °C for the core part, and the waterproof fiber uses PET fibers with a melting point of 220 °C, a fineness of 6.6 dtex, and a fiber length of 80 mm. In addition, Example 12 is different from Example 11 in that the core-sheath composite fiber is 50% by weight and the waterproof fiber is 50% by weight.

[0087] The method for manufacturing the formed film is different from that of Example 11 in that the heating temperature of one of the heated rolls is 200 °C and the heating time is 8 seconds. The entire fiber web formed with the formed film is heated in a heating furnace (heating temperature: about 160 °C, heating time: 50 seconds) to make it easy to form, and formed into a specified shape with a cold pressing die with a spacing of 4 mm. The others are the same as in Example 11.

[0088] In the obtained fender liner, the overall total thickness (total thickness) is 4.0 mm, and the overall weight per unit area is 1000 g / m 2 , and the ventilation resistance is 638 Ns / m 3 . The thickness of the formed film is 0.81 mm, and the weight per unit area of the formed film is 241 g / m 2 .

[0089] (Example 13) The difference between Example 13 and Example 11 is that the core-sheath composite fiber uses PET fiber with a melting point of 260 °C for the core part and a melting point of 120 °C for the sheath part, the waterproof fiber uses PET fiber with a melting point of 260 °C and a fiber length of 80 mm, and the mixed fiber uses PET fiber with a fiber length of 64 mm. Additionally, the difference between Example 13 and Example 11 is that the core-sheath composite fiber is 60% by weight, the waterproof fiber is 30% by weight, and the mixed fiber is 10% by weight.

[0090] As a method for manufacturing the formed film, the heating temperature of one heated roller is 200 °C, and the heating time is 6 seconds. The entire fiber web with the formed film is heated with a heating furnace (heating temperature: about 220 °C, heating time: 15 seconds) and formed into a specified shape using a cold pressing die with a 4 mm interval. The rest is the same as in Example 11.

[0091] In the obtained fender liner, the overall total thickness (total thickness) is 4.0 mm, and the overall weight per unit area is 1000 g / m 2 , and the ventilation resistance is 642 Ns / m 3 . The thickness of the formed film is 0.84 mm, and the weight per unit area of the formed film is 246 g / m 2 .

[0092] (Example 14) The difference between Example 14 and Example 11 is that the core-sheath composite fiber uses PET fiber with a fiber length of 51 mm, and the mixed fiber uses PET fiber with a fiber length of 64 mm. Additionally, the difference between Example 14 and Example 11 is that the core-sheath composite fiber is 70% by weight, the waterproof fiber is 10% by weight, and the mixed fiber is 20% by weight.

[0093] As a method for manufacturing the formed film, the heating temperature of the heating furnace for heating the entire fiber web is about 220 °C, and the heating time is 20 seconds. The rest is the same as in Example 11.

[0094] In the obtained fender liner, the overall total thickness (total thickness) is 6.0 mm, and the overall weight per unit area is 1000 g / m 2 , and the ventilation resistance is 435 Ns / m 3The thickness of the generated film is 1.01 mm, and the weight per unit area of the generated film is 300 g / m 2 。

[0095] (Example 15) The difference between Example 15 and Example 11 is that the core-sheath composite fiber uses PET fiber with a melting point of 260 °C for the core part, and the waterproof fiber uses PET fiber with a melting point of 260 °C and a fiber length of 64 mm. Additionally, the difference between Example 15 and Example 11 is that the core-sheath composite fiber is 70% by weight, the waterproof fiber is 30% by weight, and there is no mixed fiber.

[0096] The manufacturing method of the generated film in Example 15 is different from that in Example 11 in that the gap of the cold pressing die is 5 mm. Others are the same as in Example 11.

[0097] In the obtained fender lining, the total thickness (overall thickness) is 6.0 mm, and the weight per unit area of the whole is 1300 g / m 2 , and the ventilation resistance is 899 Ns / m 3 。The thickness of the generated film is 1.22 mm, and the weight per unit area of the generated film is 250 g / m 2 。

[0098] (Example 16) The difference between Example 16 and Example 11 is that the core-sheath composite fiber uses PET fiber with a fineness of 6.6 dtex and a fiber length of 64 mm, the waterproof fiber uses PET fiber with a fineness of 4.4 dtex and a fiber length of 80 mm, and the mixed fiber uses PET fiber with a fineness of 6.6 dtex and a fiber length of 80 mm. Additionally, the difference between Example 16 and Example 11 is that the core-sheath composite fiber is 80% by weight, the waterproof fiber is 15% by weight, and the mixed fiber is 5% by weight. Others are the same as in Example 11. Additionally, the manufacturing method of the generated film is the same as in Example 11.

[0099] In the obtained fender lining, the total thickness (overall thickness) is 4.0 mm, and the weight per unit area of the whole is 1000 g / m 2 , and the ventilation resistance is 763 Ns / m 3 。The thickness of the generated film is 0.76 mm, and the weight per unit area of the generated film is 233 g / m 2 。

[0100] (Example 17) The difference between Example 17 and Example 11 is that the core-sheath composite fiber is 90% by weight, the waterproof fiber is 10% by weight, and there is no mixed fiber. Others are the same as in Example 11. Additionally, the manufacturing method of the generated film is the same as in Example 11.

[0101] In the resulting fender liner, the overall total thickness (total thickness) is 4.0 mm, and the overall weight per unit area is 1000 g / m 2 , and the ventilation resistance is 821 Ns / m 3 . The thickness of the formed film is 0.91 mm, and the weight per unit area of the formed film is 278 g / m 2 .

[0102] (Example 18) The difference between Example 18 and Example 11 is that the core-sheath composite fiber is 95% by weight, the waterproof fiber is 5% by weight, and there is no mixed fiber. Others are the same as Example 11. In addition, the manufacturing method of the formed film is the same as that of Example 11.

[0103] In the resulting fender liner, the overall total thickness (total thickness) is 4.0 mm, and the overall weight per unit area is 700 g / m 2 , and the ventilation resistance is 290 Ns / m 3 . The thickness of the formed film is 0.63 mm, and the weight per unit area of the formed film is 184 g / m 2 .

[0104] (Example 19) The difference between Example 19 and Example 11 is that the fineness of the core-sheath composite fiber is 3.0 dtex, the fineness of the waterproof fiber is 3.0 dtex, the fineness of the mixed fiber is 4.4 dtex, the core-sheath composite fiber is 80% by weight, the waterproof fiber is 10% by weight, and the mixed fiber is 10% by weight. Others are the same as Example 11. The difference in the manufacturing method of the formed film is only that the die spacing is 4.0 mm, and the rest is the same as Example 11.

[0105] In the resulting fender liner, the overall total thickness (total thickness) is 10.0 mm, and the overall weight per unit area is 1500 g / m 2 , and the ventilation resistance is 1015 Ns / m 3 . The thickness of the formed film is 1.50 mm, and the weight per unit area of the formed film is 250 g / m 2 .

[0106] (Example 20) Example 20 is different from Example 11 in that the fineness of the core-sheath composite fiber is 8.0 dtex, the fiber length is 30 mm, the fineness of the waterproof fiber is 6.6 dtex, the fiber length is 264 mm, the fineness of the mixed fiber is 4.4 dtex, the fiber length is 51 mm, the core-sheath composite fiber accounts for 80% by weight, the waterproof fiber accounts for 15% by weight, and the mixed fiber accounts for 5% by weight. Others are the same as in Example 11. In addition, the manufacturing method of the formed film is the same as that in Example 11.

[0107] In the obtained fender liner, the total thickness (overall thickness) of the whole is 4.0 mm, and the weight per unit area of the whole is 700 g / m 2 , and the ventilation resistance is 145 Ns / m 3 . The thickness of the formed film is 0.55 mm, and the weight per unit area of the formed film is 161 g / m 2 .

[0108] (Example 21) Example 21 is different from Example 11 in that the fineness of the core-sheath composite fiber is 8.0 dtex, the fiber length is 80 mm, the fineness of the waterproof fiber is 6.6 dtex, the fiber length is 30 mm, the fineness of the mixed fiber is 6.6 dtex, the fiber length is 30 mm, the core-sheath composite fiber accounts for 80% by weight, the waterproof fiber accounts for 10% by weight, and the mixed fiber accounts for 10% by weight. Others are the same as in Example 11. In addition, the difference in the manufacturing method of the formed film is only that the interval of the mold is 1.5 mm, and others are the same as in Example 11.

[0109] In the obtained fender liner, the total thickness (overall thickness) of the whole is 8.0 mm, and the weight per unit area of the whole is 1300 g / m 2 , and the ventilation resistance is 319 Ns / m 3 . The thickness of the formed film is 0.92 mm, and the weight per unit area of the formed film is 284 g / m 2 .

[0110] (Example 22) Example 22 is different from Example 11 in that the fineness of the core-sheath composite fiber is 12.0 dtex, the fiber length is 30 mm, the fineness of the waterproof fiber is 8.0 dtex, the fiber length is 20 mm, the fineness of the mixed fiber is 8.0 dtex, the fiber length is 20 mm, the core-sheath composite fiber accounts for 80% by weight, the waterproof fiber accounts for 10% by weight, and the mixed fiber accounts for 10% by weight. Others are the same as in Example 11. In addition, the difference in the manufacturing method of the formed film is only that the interval of the mold is 1.0 mm, and others are the same as in Example 11.

[0111] In the obtained fender liner, the overall total thickness (total thickness) is 4.0 mm, and the overall weight per unit area is 1200 g / m 2 , and the ventilation resistance is 421 Ns / m 3 . The thickness of the formed film is 0.62 mm, and the weight per unit area of the formed film is 193 g / m 2 .

[0112] (Example 23) The difference between Example 23 and Example 11 is that the fineness of the core-sheath composite fiber is 12.0 dtex, the fiber length is 51 mm, the fineness of the waterproof fiber is 8.0 dtex, the fiber length is 12 mm, the fineness of the mixed fiber is 8.0 dtex, the fiber length is 51 mm, the core-sheath composite fiber is 80% by weight, the waterproof fiber is 10% by weight, and the mixed fiber is 10% by weight. Others are the same as in Example 11. In addition, the manufacturing method of the formed film is the same as in Example 11.

[0113] In the obtained fender liner, the overall total thickness (total thickness) is 4.0 mm, and the overall weight per unit area is 700 g / m 2 , and the ventilation resistance is 116 Ns / m 3 . The thickness of the formed film is 0.61 mm, and the weight per unit area of the formed film is 179 g / m 2 .

[0114] (Example 24) The difference between Example 24 and Example 11 is that the core-sheath composite fiber is 80% by weight, the waterproof fiber is 10% by weight, and the mixed fiber is 10% by weight. Others are the same as in Example 11. In addition, the difference in the manufacturing method of the formed film is only that the die spacing is 1.0 mm, and others are the same as in Example 11.

[0115] In the obtained fender liner, the overall total thickness (total thickness) is 6.0 mm, and the overall weight per unit area is 1000 g / m 2 , and the ventilation resistance is 290 Ns / m 3 . The thickness of the formed film is 0.12 mm, and the weight per unit area of the formed film is 50 g / m 2 .

[0116] (Example 25) Example 25 is different from Example 11 in that the fineness of the waterproof fiber is 4.4 dtex, the fineness of the mixed fiber is 4.4 dtex, the core-sheath type composite fiber is 80% by weight, the waterproof fiber is 10% by weight, and the mixed fiber is 10% by weight. Others are the same as in Example 11. In addition, the difference in the manufacturing method of the formed film is only that the interval between the rollers is 1.0 mm and the interval between the dies is 5.0 mm, and the rest is the same as in Example 11.

[0117] In the obtained fender lining, the total thickness (overall thickness) is 8.0 mm, and the unit area weight of the whole is 1200 g / m 2 , and the ventilation resistance is 435 Ns / m 3 . The thickness of the formed film is 0.25 mm, and the unit area weight of the formed film is 82 g / m 2 .

[0118] Next, Figure 4 , Comparative Examples 1 to 3 will be described.

[0119] (Comparative Example 1) As Comparative Example 1, a thin film made of PP resin was adhered to a non-woven fabric made of coarse felt (for example, made into a felt shape by shredding waste clothes, etc., with cotton, chemical fiber, wool, etc. as raw materials). In Comparative Example 1, since the thin film made of PP resin is provided, the formed film is not formed.

[0120] The fineness of the non-woven fabric is 2 dtex to 7 dtex, the thickness is 3.5 mm, and the unit area weight is 800 g / m 2 , and the thickness of the thin film made of PP resin is 0.5 mm and the unit area weight is 170 g / m 2 . The overall thickness is 4.0 mm, and the unit area weight is 970 g / m 2 , and the ventilation resistance is 625 Ns / m 3 .

[0121] (Comparative Example 2) Comparative Example 2 does not contain waterproof fiber, the core-sheath fiber is 90% by weight, the mixed fiber is 10% by weight, and the overall thickness is 4.0 mm. Others are the same as in Example 2. The ice adhesion and peeling load of Comparative Example 2 was compared with that of the examples of the present invention. The details will be described in the "ice adhesion and peeling load" section, but in Comparative Example 2, the ice adhesion and peeling load was 37.1 N, which is a relatively large load. In Comparative Example 2 without waterproof fiber, it was confirmed that the attached ice was difficult to peel off.

[0122] (Comparative Example 3) In Comparative Example 3, the core-sheath fiber was 80% by weight, the waterproof fiber was 10% by weight, and the mixed fiber was 10% by weight. Cold forming was carried out without forming a generation film. In Comparative Example 3 without a forming film, a high value of the ice adhesion peeling load of 64.1 N was observed, and it was difficult to peel. In addition, the average dynamic friction coefficient was 0.37, resulting in a surface that was not easy to slide, and the stone impact resistance was also poor.

[0123] (Various tests and their measurement results) In Figure 4 , the proportions, fiber diameters, fiber lengths, generation films, overall thicknesses, etc. of the fibers in each example and each comparative example were tabulated and shown.

[0124] In Figure 5 , for Examples 1 to 4 and Comparative Example 1, the measurement results of various properties, manufacturing methods, etc. were excerpted and shown in the table.

[0125] As Figure 5 shown, it was confirmed that Examples 1 to 4 showed equally excellent results as Comparative Example 1 in terms of tensile strength, tear strength, bending strength, stone impact resistance, and ice adhesion peeling load. That is, although Comparative Example 1 satisfied various properties by bonding a PP film to the substrate, in this example, it was confirmed that even without using the method of Comparative Example 1, that is, the method of laminating a film of other materials on the substrate, a material that satisfied various properties could be obtained by melting and solidifying the surface of the substrate.

[0126] In Figure 6 , for the sample of Example 3, a microscopic cross-sectional photograph at a magnification of 50 times was shown. In Figure 6In this case, the upper side is the film-forming side, and the lower side is the back side. The part close to the upper surface is the film-forming layer, and the lower side thereof is the main body layer. However, the boundary between the main body layer and the film-forming layer is not clear even in the micrograph. The original thickness part when the film-forming layer is formed is judged as the film-forming layer, and from the approximate part of the film-forming layer in the white part below it to the back side layer is the main body layer. The main body layer is divided into, for example: the lowermost back side layer at the lower side, the approximate part of the film-forming layer close to the film-forming layer on the upper surface, and the intermediate layer between the lowermost back side layer and the approximate part of the film-forming layer. From this, it can be seen that there are differences in the cooling state during forming. Specifically, when the substrate heated as a whole is placed in a cold mold, the back side directly contacts the mold surface and is immediately cooled, while the upper surface side is cooled by the mold through the conduction of the film-forming layer. Therefore, there are differences in the cooling and solidification states. As a result, in the back side layer, the fibers are solidified in a loose state, and the part close to the film-forming layer becomes a dense state where the sheath part spreads around the core part, thus becoming the approximate part of the film-forming layer close to the film-forming layer. The intermediate part becomes a part where white parts and black parts are mixed and the density is also between the two. It should be noted that this micrograph is an example and not all are distinguished in this way. For example, when the overall thickness is thin, sometimes the heating temperature is low and the heating time is short, and the respective layers cannot be distinguished. For example, there are also cases where the lowermost back side layer and the intermediate layer have substantially the same cross-section and the approximate film-forming layer can hardly be seen, etc.

[0127] (Ice formation test) Regarding the ice formation test method, the test method disclosed in Japanese Patent Application Laid-Open No. 2011-240821 is adopted, so the detailed description is omitted. The shearing force required to shear the ice adhered to the sample using a pressing member is measured. In this embodiment, this shearing force is referred to as the ice peeling load.

[0128] The ice peeling load was tested using samples in a plurality of embodiments and a plurality of comparative examples. Specifically, Examples 1 to 4, 8 to 10, and Comparative Examples 1 to 3 were tested. As a result, the ice peeling loads in Examples 1 to 4, 8 to 10 were 10.4 N, 9.5 N, 8.9 N, 8.9 N, 9.2 N, 9.0 N, 9.2 N respectively, all of which were 20 N or less, showing excellent ice peeling loads, and showing not only difficulty in ice formation but also easy peeling. In addition, in Comparative Example 1, since a PP film was adhered, the ice peeling load was an excellent value of 4.2 N. In contrast, the ice peeling loads of Comparative Examples 2 and 3 were 37.1 N and 64.1 N, which were quite high values. In Comparative Example 3, there was no film-forming layer and there was no film like that in Comparative Example 1 either, so the ice peeling load became a quite high value. In addition, although Comparative Example 2 had a film-forming layer, the ice peeling load was a high value of 30 N or more. Considering that this was because the film-forming layer did not contain waterproof fibers.

[0129] (Stone chip resistance) Stone impact resistance refers to the value obtained based on the stone impact resistance test. The stone impact resistance test conducts a performance test by the nut drop method. In this nut drop method, for a test piece of a specified size, a brass nut weighing 0.45 g is dropped from a height of 2 m at a number equivalent to 3 kg. The nut (3 kg at a time) is dropped 50 times, and it is observed whether the substrate layer is exposed, whether the whole material is dented or deformed. The total load generated by dropping the nut (3 kg at a time) 50 times is 150 kg. In this embodiment and the comparative example, this load is regarded as the stone impact load. The number of drops is further increased until damage appears on the formed film, and the number of drops is measured.

[0130] The above measurements were performed on the samples of Examples 1 to 4 and Comparative Example 1. The results are as Figure 5 shown. In Examples 1 to 4 and Comparative Example 1, no damage such as exposure of the main body layer, denting or deformation of the whole material occurred within 50 drops. In addition, the number of drops until damage appeared on the formed film was 70 times, 70 times, 120 times, and 130 times in Examples 1 to 4 respectively. Comparative Example 1 was 130 times. As the required performance, as long as it is 50 times or more, the required performance is satisfied. It was confirmed that Examples 1 to 4 and Comparative Example 1 all obtained excellent stone impact resistance.

[0131] However, since Comparative Example 1 has a double-layer structure of non-woven fabric and PP film, other performances cannot meet the requirements.

[0132] Although not measured in Comparative Example 3, since no formed film was generated, it can be clearly predicted that good results of stone impact resistance cannot be obtained, so the test was omitted.

[0133] (Average dynamic friction coefficient) The average dynamic friction coefficient was measured using the "Multi-functional Friction Tester TL201Tt" manufactured by Trinity-Lab.Inc. The measurement data was used with Tribo analysis software to obtain the average dynamic friction coefficient. The samples of Examples 8 and 9 and Comparative Example 3 were tested. The results are as Figure 7A and Figure 7B shown. Figure 7A are the measurement results of Comparative Example 3 and Example 8, Figure 7B are the measurement results of Comparative Example 3 and Example 9. If Examples 8 and 9 were recorded on the same chart, they would overlap and be difficult to identify, so they are recorded separately. As Figure 7A shown, in Example 8 and Comparative Example 3, the deviation states of the dynamic friction coefficient are very different. When the average dynamic friction coefficient was calculated, it was 0.22 for Example 8 and 0.37 for Comparative Example 3, showing a large difference. For Figure 7B it is the same. It was 0.22 for Example 9 and 0.37 for Comparative Example 3, showing a large difference.

[0134] The average dynamic friction coefficient showed good results in Examples 8 and 9, while the reason for the poor results in Comparative Example 3 can be said to be that no film was formed and no waterproof fibers were contained in Comparative Example 3. That is, in Examples 8 and 9, a film was formed and waterproof fibers were contained in the formed film, whereby excellent average dynamic friction coefficients could be obtained, the surface was smooth, the stone impact resistance against bouncing small stones and the like was good, and excellent results in terms of ice peeling resistance could be obtained.

[0135] For the average dynamic friction coefficient, Examples 1 to 7 and Example 10 were measured in the same manner as in Example 8. As a result, the values in Examples 1 to 7 and 10 were 0.23, 0.24, 0.23, 0.22, 0.24, 0.24, 0.22, and 0.24 in sequence, all of which were below 0.3. In Examples 1 to 7 and 10, a film was formed and waterproof fibers were contained in the formed film, whereby excellent average dynamic friction coefficients could be obtained, the surface was smooth, and excellent results in terms of ice peeling resistance could be obtained.

[0136] It should be noted that in Examples 8 and 9, the die temperature was set to 220°C when forming the film, but the holding time was 5 seconds in Example 8 and 20 seconds in Example 9, and the film weight per unit area was 200 g / m 2 、200 g / m 2 , the thickness of the formed film was 0.2 mm to 0.3 mm, there was no significant difference in the formed film, and there was no difference in the average dynamic friction coefficient. It should be noted that the ice peeling load was 9.2 N in Example 8 and 9.0 N in Example 9, and there was almost no difference.

[0137] (Tensile strength) The tensile strength was measured for some of the examples and some of the comparative examples. The size of the test sample: 250 mm × 150 mm, span: 100 mm, test speed: 50 mm / min, and the tensile strength was measured in accordance with Japanese Industrial Standard JIS K 7161.

[0138] The values in Examples 1 to 4 were 140 N, 126 N, 232 N, and 236 N, and the value in Comparative Example 1 was 315 N, all of which were 90 N or more, especially 120 N or more, and it was confirmed that all showed excellent performance.

[0139] (Tear strength) The size of the sample: 50 mm × 150 mm, span: 100 mm, test speed: 50 mm / min, and the tear strength was measured in accordance with Japanese Industrial Standard JIS K 7128.

[0140] In Examples 1 to 4, they were 140 N, 126 N, 232 N, and 236 N, and in Comparative Example 1, it was 315 N, all of which were 80 N or more, particularly 120 N or more, and it was confirmed that all showed excellent performance. However, since Comparative Example 1 had a double-layer structure of non-woven fabric and PP film, other properties did not meet the requirements.

[0141] (Flexural strength) The size of the sample: 50 mm × 150 mm, span: 100 mm, test speed: 50 mm / min, and the flexural strength was measured in accordance with Japanese Industrial Standard JIS K 7171.

[0142] In Examples 1 to 4, the flexural strength on the tire side was 4.5 N, 6.2 N, 11.3 N, and 15.2 N, and in Comparative Example 1, it was 22.3 N, all of which were 1.5 N or more, particularly 2.0 N or more, and it was confirmed that all showed excellent performance.

[0143] In addition, in Examples 1 to 4, the flexural strength on the body side (tire cover side) was 2.4 N, 3.5 N, 5.9 N, and 8.5 N, and in Comparative Example 1, it was 11.3 N, all of which were 1.5 N or more, particularly 2.0 N or more, and it was confirmed that all showed excellent performance. However, since Comparative Example 1 had a double-layer structure of non-woven fabric and PP film, other properties did not meet the requirements.

[0144] (Normal incidence sound absorption coefficient) For Examples 1, 3, and 6, using a measuring device manufactured by Brüel&Kjaer Company, in the frequency range of 500 Hz to 6300 Hz, the normal incidence sound absorption coefficient was measured in accordance with Japanese Industrial Standard JIS A1405-2. As Figure 8 shown, the sound absorption coefficients of Examples 1, 3, and 6 were predicted sound absorption coefficients, and it was confirmed that satisfactory results were obtained. In this example, for the sound absorption performance, it was confirmed that predicted data could be obtained.

[0145] (Measurement method of air permeability resistance) For the air permeability resistance, using a measuring device "KSE-F8-AP1" manufactured by KATO TECH CO., LTD, the measurement was carried out according to the measurement method disclosed in the instruction manual of this machine (Japanese Industrial Standard JIS L 1096). The size of the measurement sample was a diameter of 40 mm. The specific measurement method was disclosed in Japanese Patent No. 6082145 Gazette, so it is omitted here.

[0146] The air permeability resistances of Examples 1 to 7 were 340 Ns / m 3 , 214 Ns / m 3 , 398 Ns / m 3 , 572.5 Ns / m3 , 590 Ns / m 3 , 354 Ns / m 3 , 688 Ns / m 3 , Comparative Example 1 was 625 Ns / m 3 . For the ventilation resistance, in Examples 1 to 7 and Comparative Example 1, they are predicted values and there are no values that are problematic in practical use.

[0147] Regarding the various performances of Examples 11 to 25, refer to Figure 9 for a brief description.

[0148] For Examples 11 to 25, the same method as in Example 1 was used to measure the stone impact resistance, average dynamic friction coefficient, bending strength, tensile strength, tear strength, ice peeling load, and presence or absence of damage.

[0149] In Examples 11 to 25, the average dynamic friction coefficient was all 0.30 or less. In Examples 11 to 25, a film was formed and the film contained waterproof fibers, thereby obtaining an excellent average dynamic friction coefficient. Due to the excellent average dynamic friction coefficient, the surface is smooth, and the ice peeling load was all 30 N or less, and excellent ice peeling properties could be obtained.

[0150] In Examples 11 to 25, the tensile strength, tear strength, and bending strength were all satisfactory values, meeting the requirements for a fender liner. In addition, no damage occurred in the same damage test as in Example 1 in Examples 11 to 25. -Industrial Applicability-

[0151] The present invention can be advantageously applied to a vehicle fender liner and a method for manufacturing the same. -Symbol Explanation-

[0152] 1: Vehicle 2: Tire 3: Wheelhouse 10: Fender liner 11: Fiber mesh (substrate) 13: Main body layer 15: Formed film 17: Core-sheath composite fiber 18: Waterproof fiber t: Gap.

Claims

1. A fender lining for a vehicle, characterized in that: The base material of the vehicle fender liner is composed of a fiber web, and the fiber web is a core-sheath type composite fiber in which both the core part and the sheath part are composed of PET fibers, and the sheath part is melted, solidified and bonded to the core part. The core-sheath composite fiber accounts for 50 to 95 weight % of the total weight of the substrate, and the waterproof fiber composed of PET fiber accounts for 5 to 50 weight %. The water-repellent fiber is dispersed and mixed in the sheath portion of the core-sheath type composite fiber, On one surface of the fiber web, a film having high density and air permeability is formed by partially melting and solidifying the sheath. The layers other than the generated film become main layers with a lower density than the generated film. The thickness of the generated film is thinner than the thickness of the main layer, The waterproof fibers are dispersed and mixed into the molten, solidified sheath portions of both the forming membrane and the main body layer, The vehicle fender liner is formed into a fender liner shape such that the main body layer is on the tire cover side and the generated film is on the outermost surface on the tire side.

2. The vehicle fender liner according to claim 1, characterized in that: A portion of the water-repellent fiber is replaced with a mixed fiber consisting of PET fiber, so that at least 5 weight % of the water-repellent fiber remains.

3. The vehicle fender liner according to claim 1, characterized in that: The average dynamic friction coefficient of the generated film is less than 0.3, the thickness is 0.05 mm to 2.0 mm, and the unit area weight is 50 g / m 2 ~300g / m 2 , The vehicle fender liner including the generated film has a thickness of 1.0 mm to 15 mm and a weight per unit area of ​​400 g / m 2 ~1600g / m 2 , the stone impact resistance load is more than 150kg, and the ice peeling load is less than 30N.

4. The vehicle fender liner according to claim 2, characterized in that: The average dynamic friction coefficient of the generated film is less than 0.3, the thickness is 0.05 mm to 2.0 mm, and the unit area weight is 50 g / m 2 ~300g / m 2 , The vehicle fender liner including the generated film has a thickness of 1.0 mm to 15 mm and a weight per unit area of ​​400 g / m 2 ~1600g / m 2 , the stone impact resistance load is more than 150kg, and the ice peeling load is less than 30N.

5. The vehicle fender liner according to any one of claims 1 to 4, characterized in that: The core part of the core-sheath type composite fiber is a PET fiber with a fineness of 1.5dtex to 15dtex, a fiber length of 10mm to 100mm, a melting point of 220℃ to 270℃, and a melting point that is 30℃ higher than the melting point of the sheath part. The sheath part has a fineness of 1.5dtex to 15dtex, a fiber length of 10mm to 100mm, and a melting point of 90℃ to 180℃.

6. The vehicle fender liner according to claim 5, characterized in that: The waterproof fiber is a PET fiber with a fineness of 1.5 dtex to 15 dtex, a fiber length of 10 mm to 100 mm, and a melting point of 220° C. to 270° C.

7. The vehicle fender liner according to claim 6, characterized in that: The vehicle fender liner has a tensile strength of 90 N or more, a tear strength of 80 N or more, and a bending strength of 1.5 N or more.

8. A method for manufacturing a fender liner for a vehicle, which is the method for manufacturing a fender liner for a vehicle according to any one of claims 1 to 4, characterized in that: The fibers containing the core-sheath type composite fiber and the waterproof fiber are blown out in an air-laid manner to form a sheet-like base material composed of a fiber body; or the fibers containing the core-sheath type composite fiber and the waterproof fiber are entangled by using any one of a fiber opening machine, i.e., a pile raising machine or a carding machine to form a sheet-like base material composed of a fiber body, One surface of the substrate is heated at 180°C to 240°C, and pressed and maintained for 0.5 seconds to 30 seconds to a predetermined thickness, to form a film having an average dynamic friction coefficient of less than 0.3, a thickness of 0.05 mm to 2.0 mm, and a unit area weight of 50 g / m 2 ~300g / m 2 The high-density generated film, The substrate on which the generated film is formed is heated in a heating furnace at 120° C. to 240° C. for 10 seconds to 60 seconds, so that the substrate is easily formed in a state where the generated film is formed. The heated substrate is cooled and compression-molded using a stamping die in the shape of a vehicle fender liner to form the vehicle fender liner, wherein the generated film of the vehicle fender liner is arranged on the tire side, and the vehicle fender liner including the generated film has a thickness of 1 mm to 15 mm and a weight per unit area of ​​400 g / m 2 ~1600g / m 2 .

9. The method for manufacturing a fender liner for a vehicle according to claim 8, characterized in that: The predetermined thickness when one surface of the substrate is heated and compressed is 5 to 100 times the thickness before compression, and after the generated film is formed, the predetermined thickness is restored to 1.0 to 0.6 times the thickness before compression, Then, the entire base material is heated, cooled and compression-molded using a press die in the shape of a vehicle fender liner, thereby molding the vehicle fender liner.

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