CN104691070A - 轻型多层复合基材及其制备方法 - Google Patents

轻型多层复合基材及其制备方法 Download PDF

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Publication number
CN104691070A
CN104691070A CN201410710309.XA CN201410710309A CN104691070A CN 104691070 A CN104691070 A CN 104691070A CN 201410710309 A CN201410710309 A CN 201410710309A CN 104691070 A CN104691070 A CN 104691070A
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CN
China
Prior art keywords
mentioned
composite base
multilayer composite
base material
enhancement layer
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Granted
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CN201410710309.XA
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CN104691070B (zh
Inventor
金基成
朴成湖
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Seoyon E Hwa Co Ltd
Han Il E HWA Co Ltd
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Han Il E HWA Co Ltd
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Abstract

本发明涉及一种轻型多层复合基材的制备方法，其方法通过以机械性的方式均匀地混合天然纤维和合成纤维，利用热辊来进行加压，并将提高薄膜形态密度的高密度薄膜片层叠于聚丙烯发泡片的两面，从而使密度均匀性、刚性、耐湿性及形态稳定性等得到提高，尤其，本发明的轻型多层复合基材的制备方法的特征在于，在薄膜片的表面涂敷聚烯烃类粉末或使用聚烯烃类膜，来提高表面张力，从而将水分的影响降至最小，改善Sag悬垂性。

Description

轻型多层复合基材及其制备方法
技术领域
本发明涉及汽车内饰材料用复合基材，更详细地，涉及通过将由天然纤维和合成纤维构成的加强层层叠于热塑性发泡片的两面来制备的轻型多层复合基材。
背景技术
顶篷作为在汽车内饰材料中位于乘客的头部的上方的汽车部件，呈特定形状，固定于汽车的上部车体的铁板，并起到保护乘客免受冲击以及对直射光线的隔热、吸隔音作用。这种汽车内饰材料作为对乘车时的适宜性产生影响的主要部件，通常主要使用柔和的树脂或纤维等。
由于这种汽车内饰材料适用于汽车中的面积相对宽，且随着部件的模块化趋势而呈多个相关部件组装、附着等复杂的结构，因此，素材的形态稳定性(或尺寸稳定性)是必需的。即，应在多种温度及湿度等外部环境下，不会引起形态变形及层间剥离。并且，最近随着环保的要求，正需要耐热性及刚性优秀且能够提高能量效率的轻量型材料。
通常，汽车内饰材料用复合基材呈以下结构，即，赋予倚仗性、吸音性和缓冲感的加强层(或表皮层)层叠在维持形态及安装性的芯材层的单面或两面的结构。
1)芯材层
在现有的材料中，作为汽车内饰材料用复合基材的芯材层，使用天然纤维强化板、树脂毡、木质纤维及聚氨酯泡沫等。
作为上述芯材层的具体例，将包含天然纤维或合成纤维的片状的纤维结构物直接以毡形态利用于吸隔音材料，或者利用为在加热之后，在模具中制成规定形状的成型品的天然纤维强化板形态。但上述的现有的吸隔音材料因组织并不紧密使得容易渗透湿气，从而能够引起发霉的问题或由此引起气味的问题，并存在为了抑制天然纤维的腐败、细菌、霉的发生而处理的防腐剂所引发的生成有害成分的问题。并且，由于密度低而使刚性降低，从而在需要形态稳定性的领域中存在适用受限的问题。并且，在天然纤维强化板的情况下，虽然具有刚性高且形态稳定性优秀的特征，但需要将每单位面积的重量制成1200g/m2以上，因此，因重量重且施压作业的缓冲感的降低等而处于难以适用为汽车内饰材料的情形。
作为现有的汽车内饰材料用复合基材的芯材层的另一例，具有混合了麻、棉、化学纤维和热固化性酚醛树脂的树脂毡和在木粉中混合酚醛树脂的木质纤维材料等，并且，虽然因强度强而广泛使用于大型车辆的内饰材料，但由于这些材料的重量重，因此具有不利于节约汽车燃料费用的问题，且酚醛本身散发出特有的气味，产生对人体有害的粉尘，并在与表皮材料相接触的过程中，因有机溶剂的挥发而产生气味等，从而使工作环境变得恶劣，且在消费者所使用的过程中，也可因上述气味而引发头痛。
作为芯材层的另一例，在使用聚氨酯发泡体的情况下，由于无法有效地与加强层实现基于热的层叠，因此，为了层叠加强层，需要使用包含底层涂料成分的粘结剂或多层的粘结膜，因此，具有制备工序复杂且成本上升的缺点。
2)芯材层和加强层的层叠
在制造汽车内饰材料用复合基材的过程中，在上述的现有的复合材料芯材层的单面或两面还层叠加强片作为加强层，上述加强片仅由使用玻璃纤维之类的无机纤维的垫片或膜纸、天然纤维和合成纤维之间仅借助针刺的方法来制备。
其中，尤其为了满足汽车内饰材料的轻量化及形态稳定性，通常使用将由天然纤维和合成纤维仅借助针刺的方法来制备的加强片层叠于芯材层的两面来使用的方法。
但在这种情况下，在天然纤维和化学纤维的混合过程中，300g/m2以下的加强片202一边经由梳理工序及针刺工序，一边使厚度及密度变得不均衡，由此存在复合基材的物性变得不均衡，弯曲强度降低的情况。并且，在为了复合基材的轻量化而将加强片202的每单位面积的重量制成300g/m2以下的情况下，当与发泡片进行层叠时，容易向长度方向延伸，从而在进行成型之后，存在尺寸变化率的稳定性降低的倾向。并且，若因轻量化而降低密度均匀性，则在成型过程中，当进行基于热的预热时，可发生部分发泡片实现碳化的问题。
并且，天然纤维和合成纤维的加强片在高温多湿的条件下因湿气而膨胀，且因干燥而收缩，而由于这种膨胀和收缩的反复而存在复合基材的物性降低和发生变形的问题，尤其，在加强片的重量轻的情况下，承受更多的基于湿气的影响，从而因在使用为内饰材料的过程中发生变形的问题而在内饰材料的轻量化方面存在限制性。尤其，在高温多湿的条件下，若在使用过程中天然纤维吸收水分，则会发生复合基材的形状扭曲、收缩或膨胀，从而在作为产品来使用时，可受适用的限制。
并且，在对芯材层和加强层进行热成型的过程中，在分别进行加热之后，利用压力机进行加压并使上述芯材层和加强层相粘结的情况下，由于发泡体的厚度显著降低而具有弯曲强度特性显著降低的缺点。
发明内容
本发明着眼于如上所述的问题，本发明所要解决的问题在于，提供轻型多层复合基材及其制备方法，上述轻型多层复合基材通过使用天然纤维，既能具有轻型及对人体的稳定性，又能改善由吸收水分引起的物性的降低，并能提高密度的均匀性。
作为用于解决上述问题的方法，本发明提供制备轻型多层复合基材的方法，上述制备轻型多层复合基材呈在作为芯材层的发泡片的两面层叠加强层的结构，上述加强层的目的在于，通过改善密度均匀性及耐湿性、刚性等，来提高形态稳定性。
根据本发明，在通过梳理来混合天然纤维和合成纤维之后，通过针刺将天然纤维和合成纤维单独进行交叉铺网来捆扎或在聚酯类无纺布进行交叉铺网之后进行捆扎，从而形成低密度加强片，但为了由表面张力的提高引起的耐湿特性的强化和Sag悬垂性的改善，在适用聚烯烃粉末或聚烯烃膜之后，利用热辊来连续地形成为高密度薄膜片形态的加强层，之后利用热在作为芯材层的聚丙烯发泡片的两面连续层叠上述加强层，从而制成轻型多层复合基材，由此能够获得密度均匀性、刚性、耐湿性及形态稳定性比现有的产品更优秀的产品。
为了实现这种目的，本发明的特征在于，包括：准备发泡片的步骤；在通过梳理来混合天然纤维和合成纤维之后，通过针刺将天然纤维和合成纤维单独进行交叉铺网来捆扎或在聚酯类无纺布上进行交叉铺网之后进行捆扎，从而形成低密度加强片，并在单面涂敷聚烯烃类粉末或结合聚丙烯膜，从而将上述低密度加强片利用热辊来连续地制成高密度薄膜片形态的加强层的步骤；以及利用热，将上述发泡片及上述加强层一同连续地层叠的步骤。
如上所述，若利用热辊，将一次性制成的天然纤维和合成纤维的低密度加强片制成更加高密度的薄膜片形态，则能够改善加强层的密度均匀性、耐湿性及刚性等。尤其，通过在上述加强片涂敷聚烯烃类粉末或聚烯烃类膜，能够提高表面张力，将水分的影响降至最小，改善Sag悬垂性。由此制成的复合基材可在进行热成型时，防止天然纤维的碳化，并能防止腐败、霉等的繁殖。进而，由于提高多层复合基材的弯曲强度特性，使得形态稳定性优秀，因而能够在移送过程中或安装于车辆时，起到防折叠功能。
1.芯材层(发泡层)
在本发明中，使用于芯材层100的发泡片可适用具有能够连续地卷绕成辊形态的程度的密度的发泡体，虽然最优选为聚丙烯发泡体，但也可以适用其他聚乙烯等聚烯烃发泡体等。这种上述聚丙烯发泡片的特征在于，发泡倍率优选为3倍至40倍，厚度为1mm至15mm，且层叠一层或两层。
2.加强层的制备(低密度加强片→高密度薄膜片)
在本发明中，上述加强层以如下方式通过多个步骤来制备。
首先，在通过梳理来混合天然纤维和合成纤维之后，进行交叉铺网，将天然纤维和合成纤维单独进行交叉铺网或在聚酯类无纺布上进行交叉铺网。然后，通过针刺来进行捆扎，从而形成低密度加强片。此时，为了强化表面张力和改善Sag悬垂性而涂敷聚烯烃类粉末或涂敷聚烯烃类膜，并利用热辊工序来进行施压，从而制成高密度薄膜片形态的加强层。
1)加强片的原料
在本发明的多层复合基材的加强层中，使用以1:9至9:1的比率混合天然纤维和合成纤维的原料作为加强片的制备原料。上述天然纤维的特征在于，使用洋麻、黄麻、剑麻、亚麻或竹子等，粗度为40μm至120μm，长度为40mm至80mm，上述合成纤维的特征在于，混合了选自低熔点聚酯纤维、PET纤维、聚丙烯纤维或生物降解性纤维中的一种或两种以上的成分。
上述天然纤维和合成纤维通过梳理来混合之后，进行交叉铺网，并进行针刺，从而制成上述加强片，但上述加强片也可以是仅使用天然纤维/合成纤维，或者将通过梳理来混合的上述天然纤维/合成纤维在每单位面积的重量为5g/m2至30g/m2的聚酯类无纺布上进行交叉铺网之后，通过针刺来制成的。
2)低密度加强片→高密度薄膜片工序
另一方面，经由这些步骤的加强片在制备工序上的密度相对低，因此，接着经由通过适用热辊来实现高密度化的工序。热辊的温度调节为150℃至230℃，而在这一温度范围内，合成纤维的熔融渗透性良好。
此时，能够一同形成基于聚烯烃类粉末或聚烯烃类膜的涂敷面。若在本发明的上述低密度加强片的单面涂敷10g/m2至100g/m2的聚烯烃类粉末，则提高表面张力，能够将水分的影响降至最小，改善Sag悬垂性。虽然在聚烯烃类膜中包含天然纤维和合成纤维的情况下，也能涂敷聚烯烃类粉末，但由于聚烯烃类膜和聚烯烃类粉末起到相似的作用，因此，即使在没有进行单独的聚烯烃类粉末的处理，也能表达相同的功能。
此时，制成高密度薄膜片形态的加强层的厚度优选形成为0.5mm至1mm，更优选地，厚度形成为0.7mm至0.8mm，用于提高密度，从而能够更加提高轻型复合基材的刚性及弯曲强度特性。本发明的加强层呈薄膜形态，每单位面积的重量优选为150g/m2至450g/m2，更优选为150g/m2至300g/m2。
制备上述加强层的步骤能够以分离为各个工序或者通过连续工序来分为针刺区间、粉末涂敷区间及热辊区间的方式制成。
3.芯材层(发泡片)和加强层的层叠步骤
在以如上所述的方式准备的聚丙烯发泡片的芯材层和加强层中，适用利用热来一同连续地层叠三层的工序，由此，能够制成密度均匀性、高刚性、耐湿性及形态稳定性等优秀的汽车内饰材料用轻型多层复合基材。
如上所述，本发明使用聚丙烯发泡片作为芯材层，并利用热来将加强层层叠于芯材层的两面，从而与现有的利用聚烯烃发泡体、聚氨酯类发泡体或发泡聚丙烯(EPP)的制备工序相比，能够通过简单的工序进行生产，因此，可以节约生产成本，也因不使用粘结剂而具有对人体无害的优点。
并且，将具有耐久性、耐水性及优秀的强度的合成纤维和环保性的天然纤维以单独或与聚酯类无纺布相混合的方式，使用针刺及热辊方法来提高密度均匀性，并为了表面张力的提高及Sag悬垂性的改善而使用适用聚烯烃类粉末或聚烯烃类膜的加强层，从而应对弯曲强度、外部冲击、温度及湿度变化方面优秀，且环保，本发明在这些方面具有技术优点。
并且，通过追加以不同的温度预热作为上述芯材层的聚丙烯发泡片和加强层的过程，借助热来进行层叠，从而能够减少内饰材料的起皱及重叠限制，本发明在这些方面具有技术优点。
参照附图，本发明所属技术领域的普通技术人员能够从本发明的优选实施例中更加明确上述的本发明的目的。
附图说明
图1为表示现有的天然纤维加强基材的结构物的概略图。
图2为表示根据本发明的轻型多层复合材料的剖视图。
图3和图4为表示图2所示的轻型多层复合基材的概略性的放大图。
附图标记的说明
100：芯材层        200：加强层    201：薄膜片
202：加强片        203：聚烯烃类粉末
204：聚烯烃类膜    300：表皮层
具体实施方式
以下，参照附图对本发明进行说明如下。
图2示出根据本发明的轻型多层复合材料的剖视图，图3和图4示出根据本发明的轻型多层复合基材的放大图。
为了实现如上所述的目的，本发明的轻型多层复合基材包括作为芯材层100的聚丙烯发泡片和加强层200。
另一方面，上述轻型多层复合基材的加强层200能够通过层叠于上述聚丙烯发泡片100的两面来提高密度均匀性、高刚性、耐湿性及形态稳定性。
在层叠芯材层100和加强层200的方法中，在对成型模具直接加热来结合及成型芯材层100和加强层200的情况下，由于用于结合的所需时间较长，因此，因高温而引发天然纤维的碳化、合成纤维的收缩、发泡层的厚度的过度收缩等，无法成为有效的方法。
因此，在本发明中，使用热辊来将加强层200制成提高密度的连续型的薄膜片201之后，利用热对作为芯材层100的聚丙烯发泡片进行一同层叠，从而制成多层复合基材。通过如上所述的方法来形成的情况下，由于加强层200的刚性加强效果更提高，因此可以获得坚固的汽车内饰材料。
尤其，本发明的特征在于，提出用于制备每单位面积的重量为300g/m2以下的实现轻量化的加强层200的技术方法。加强层200的重量越低，越会发生密度偏差及厚度偏差，因此，使复合基材的物性降低，由此具有使成型产品的形态稳定性及耐热稳定性等降低的缺点。因此，在本发明中，作为用于通过将密度偏差降至最小来维持物性的方法，在通过针刺来使天然纤维及合成纤维结合之后，涂敷聚丙烯粉末203，并执行通过热辊的施压，从而能够维持弯曲强度等物性，并能防止加热时的收缩。
并且，能够通过针刺及热辊使具有5g/m2至30g/m2的每单位面积的重量的聚酯类无纺布205或聚烯烃类膜204一同与天然纤维及合成纤维结合，通常，具有利用熔点为250℃以上的聚酯类无纺布205的优秀的耐热性来控制在聚丙烯纤维或低熔点聚酯纤维中发生的热收缩现象的特征，通过使用聚烯烃类膜204，可提高密度均匀性，提高表面张力，从而将水分的影响降至最小，并能通过改善Sag悬垂性来更加加强轻型多层复合基材的形态稳定性及刚性。
并且，本发明的特征在于，由于加强层200通过天然纤维和合成纤维的混合来而形成，由于天然纤维具有吸收性，由此，在高温多湿的条件下，可对复合基材的形态稳定性产生影响，而为了将在加强层200中包含规定量的天然纤维的吸收性降至最小，关键在于形成能够在根本上阻隔水分的阻隔膜，因此，利用聚烯烃类粉末203或聚烯烃类膜204，在加强层200形成涂敷层，从而在本发明中，将湿气对天然纤维的影响降至最小，从而解决上述问题。
上述加强层200通过混合天然纤维和合成纤维，并利用针刺和热辊来制备了薄膜片201，由于薄膜片201的厚度越薄，所完成的轻型多层复合基材的刚性及弯曲强度特性越优秀，因此，核心在于利用热辊方法来提高密度，并将厚度偏差降至最小。
首先，为了使上述天然纤维和合成纤维容易地浸渍，热辊的温度及间隔的调节是关键，因此，选择能够通过热辊的温度来溶解的合成纤维非常重要。
具体地，在本发明的加强层200的制备步骤中，以1:9至9:1的重量比混合天然纤维和合成纤维，从而形成加强片202的组合物。上述天然纤维使用洋麻、黄麻、剑麻、竹子及棉等，可以使用粗细为40μm至120μm且长度为40mm至80mm的纤维，但天然纤维的种类或长度、粗细不受特殊限制。并且，上述合成纤维以对选自可在热辊温度下溶解的低熔点聚酯、PET、聚丙烯、丙烯酸及生物降解性树脂纤维中的一种或两种以上的成分进行混合的方式使用，从而具有优秀的耐久性、耐水性、耐腐蚀性及强度。
并且，利用聚烯烃类粉末203或聚烯烃类膜204形成涂敷面，并增加天然纤维的浸渍性，从而制成刚性得到提高且耐湿性得到强化的加强层200。
另一方面，当适用为上述汽车内饰材料时，在加强层200的单面或两面还层叠表面层300来使用。使用聚烯烃无纺布或聚酯类无纺布作为上述表皮层300，由于上述表皮层300可以不使用溶剂型粘结剂或热熔胶型粘结剂，而是借助涂敷于加强层200的聚烯烃类粉末203或聚烯烃类膜204的粘性和热来进行熔融粘结，因此，不仅使作业变得简单，而且能够解决使用现有的粘结剂时所产生的臭气问题。
图3和图4为表示本发明的轻型多层复合基材的放大图，图示出上述两层的连续状聚丙烯发泡片的芯材层100、加强层200及表皮层300相层叠的形态。
作为上述芯材层100的聚丙烯发泡片与加强层200及表皮层300能够利用热或粘结剂来连续地进行层叠，但由于根据本发明的上述芯材层100的聚丙烯发泡片和加强层200为相同系列的材料，因此，优选地，在发泡片的上侧及下侧配置加强层，并一边加热，一边进行施压，从而进行层叠。
本发明使用通过热来连续地层叠两层的加强层200和作为芯材层100的聚丙烯发泡片的方法。此时，在所层叠的产品中会产生起皱及重叠现象，而为了改善这些问题，本发明还使用在不同的温度下对所制备的上述聚丙烯发泡片100和加强层200进行预热的方法，从而能够抑制起皱。
并且，本发明的轻型多层复合材料在状态条件(23℃×50％R.H)下，横向及纵向的弯曲强度(kgf/5cm)(根据ASTM D790来实施，试片的大小为50mm×150mm×厚度，Span距离为100mm，试验速度为5mm/min)分别为1.70以上及1.51以上，在耐热条件(在放置80℃×24小时之后，在状态调价下实施1小时的稳定化，之后进行实施)下，横向及纵向的弯曲强度分别为1.5以上及1.29以上，且在耐湿条件(在50℃×90％R.H条件下放置24小时之后，在状态条件下实施1小时的稳定化，之后进行实施)下，横向及纵向的弯曲强度分别为1.11以上及1.31以上；在200mm高度的固定架上，利用夹具固定500mm×200mm×厚度的试片的一侧末端部分的70mm的面积，且试片的相反侧的末端部分以附着30mm×40mm大小的29g重量的夹具的方式固定之后，以底面为基准，测量初始高度L，之后，在50℃×90％R.H条件下放置7小时，并重新以底面为基准测量高度L1，由此测量的悬垂性变化率(悬垂性变化率(％)＝(L1-L)/L×100，L(mm)为暴露之前的高度，L1(mm)为暴露之后的高度)为5.5以下，因此，在多种环境条件下，具有优秀的弯曲强度，且由于悬垂性的变化小而广泛用作建筑内饰材料或汽车内饰材料。
通过以上的说明和以下的实施例，对本发明进行更详细的说明，但根据本发明的实施例可变更为多种不同的形态，本发明的范围不应解释为局限于下述的实施例。
实施例1
在将6:4重量比的天然纤维及合成纤维梳理混合成180g/m2，并进行交叉铺网及针刺之后，涂敷50g/m2的聚烯烃类粉末203，并使用设置为210℃的热辊来制备薄膜片，之后在作为芯材层100的聚丙烯发泡片的两面配置薄膜片，并一边进行加热，一边进行施压，从而制成了轻型多层复合基材。
实施例2
在30g/m2的聚酯类无纺布205中，将6:4重量比的天然纤维及合成纤维梳理混合成150g/m2，并在进行交叉铺网及针刺之后，涂敷50g/m2的聚烯烃类粉末203，并使用设置为210℃的热辊来制备薄膜片201，之后利用热来层叠于作为芯材层100的聚丙烯发泡片的两面，从而制成了轻型多层复合基材。
实施例3
在100g/m2的聚烯烃类膜204中，将6:4重量比的天然纤维及合成纤维梳理混合成130g/m2，并在进行交叉铺网及针刺之后，使用设置为220℃的热辊来制备薄膜片201，之后利用热来层叠于作为芯材层100的聚丙烯发泡片的两面，从而制成了轻型多层复合基材。
比较例1
除了未使用聚酯类无纺布205或聚烯烃类膜204或聚烯烃类粉末203之外，以与实施例1～实施例3相同的方法，利用热将加强片层叠于作为芯材层100的聚丙烯发泡片的两面。
表1呈现出在状态条件、耐热条件及耐湿条件下测量根据实施例1～实施例3及比较例1来制成的试片的弯曲强度，并在耐湿条件下，测量Sag悬垂性变化率。
对实施例1～实施例3及比较例1进行比较之后可知，根据本发明的轻型多层复合基材在状态条件、耐热条件及耐湿条件下，弯曲强度增加，刚性和耐湿条件得到改善。并且，由于聚烯烃类粉末203或聚烯烃类膜204的适用而提高对天然纤维的涂敷效果及表面张力，使耐湿特性变佳，从而在Sag悬垂性实验中，进行耐湿实验之后，悬垂量得到显著改善。
弯曲强度实验按ASTM D790来实施，以50mm×150mm×厚度的试片的大小，10mm的Span距离，5mm/min的实验速度来实施了实施弯曲强度实验。在23℃×50％R.H的状态条件下进行了实验，而耐热条件则在放置80℃×24小时之后，在状态条件下实现1小时的稳定化之后实施，耐湿条件则在50℃×90％R.H条件下放置24小时之后，在状态条件下实现1小时的稳定化之后实施。
Sag悬垂性实验在200mm高度的固定架上，利用70mm的面积大小的夹具固定500mm×200mm×厚度的试片的一侧末端部分，且试片的相反侧的末端部分以附着30mm×40mm大小的29g重量的夹具的方式固定之后，以底面为基准，测量初始高度L，之后，在50℃×90％R.H条件下放置7小时，并重新以底面为基准测量高度L1，由此求得悬垂性变化率。其中，悬垂性变化率(％)＝(L1-L)/L×100，L(mm)为暴露之前的高度，L1(mm)为暴露之后的高度。
表1

Claims (17)

1.一种轻型多层复合基材的制备方法，其包括由发泡片构成的芯材层(100)，以及层叠于上述芯材层(100)两面的加强层(200)，
其中，上述方法包括：
ⅰ)，准备发泡片(100)的步骤；
ⅱ)，在通过梳理来混合天然纤维和合成纤维之后，进行交叉铺网，并通过针刺来进行捆扎，从而形成低密度加强片，并在上述低密度加强片涂敷10g/m2至100g/m2的聚烯烃类粉末之后，利用150～230℃的热辊来向上述低密度加强片施压，由此制备加强层(200)的步骤；以及
ⅲ)，利用热来层叠上述发泡片(100)及上述加强层(200)，从而获得多层复合基材的步骤。
2.根据权利要求1所述的轻型多层复合基材的制备方法，其中，
上述低密度加强片的厚度为4.0mm至6.0mm，每单位面积的重量为50g/m2至450g/m2；
上述加强层(200)的厚度为0.5mm至1mm，每单位面积的重量为150g/m2至450g/m2。
3.根据权利要求2所述的轻型多层复合基材的制备方法，其中，上述加强层(200)的厚度为0.7mm至0.8mm，每单位面积的重量为150g/m2至300g/m2。
4.根据权利要求1所述的轻型多层复合基材的制备方法，其中，上述天然纤维包括植物性纤维。
5.根据权利要求4所述的轻型多层复合基材的制备方法，其中，上述植物性纤维包括黄麻、洋麻、剑麻、亚麻或竹子中的任意一种。
6.根据权利要求1至4中任一项所述的轻型多层复合基材的制备方法，其中，上述合成纤维为选自低熔点聚酯纤维、涤纶纤维、尼龙纤维、聚丙烯纤维、丙烯酸纤维或生物降解性树脂纤维中的一种或它们的混合成分。
7.根据权利要求1或2所述的轻型多层复合基材的制备方法，其中，上述发泡片(100)属于聚丙烯类，发泡倍率为3倍至40倍，厚度为1mm至15mm，且上述发泡片(100)是能卷成辊形态的连续状的薄片型发泡体。
8.一种轻型多层复合基材的制备方法，其包括由发泡片(100)构成的芯材层，以及层叠于上述芯材层(100)两面的加强层(200)，
其中，上述方法包括：
ⅰ)，准备发泡片(100)的步骤；
ⅱ)，在通过梳理来混合天然纤维和合成纤维之后，在聚酯类无纺布上对上述天然纤维和合成纤维进行交叉铺网，并通过针刺来进行捆扎，从而形成低密度加强片，并在上述低密度加强片的聚酯类无纺布的表面上涂敷10g/m2至100g/m2的聚烯烃类粉末之后，利用150～230℃的热辊来进行施压，由此制备加强层(200)的步骤；以及
ⅲ)，利用热来层叠上述发泡片(100)及上述加强层(200)，从而获得多层复合基材的步骤。
9.根据权利要求8所述的轻型多层复合基材的制备方法，其中，
上述聚酯类无纺布(205)的每单位面积的重量为5g/m2至30g/m2；
上述加强层(200)的厚度为0.5mm至1mm，每单位面积的重量为150g/m2至450g/m2。
10.根据权利要求9所述的轻型多层复合基材的制备方法，其中，上述加强层(200)的厚度为0.7mm至0.8mm，每单位面积的重量为150g/m2至300g/m2。
11.根据权利要求8至10中任一项所述的轻型多层复合基材的制备方法，其中，上述发泡片(100)属于聚丙烯类，发泡倍率为3倍至40倍，厚度为1mm至15mm，且上述发泡片(100)是能卷成辊形态的连续状的薄片型发泡体。
12.一种轻型多层复合基材的制备方法，其包括由发泡片(100)构成的芯材层(100)，以及层叠于上述芯材层(100)两面的加强层(200)，
其中，上述方法包括：
ⅰ)，准备发泡片(100)的步骤；
ⅱ)，在通过梳理来混合天然纤维和合成纤维之后，进行交叉铺网，并通过针刺来进行捆扎，从而形成低密度加强片，在进行针刺之前或之后，将聚烯烃类膜结合于上述低密度加强片，并利用150～230℃的热辊来向上述低密度加强片施压，由此制备加强层(200)的步骤；以及
ⅲ)，利用热来层叠上述发泡片(100)及上述加强层(200)，从而获得多层复合基材的步骤。
13.根据权利要求12所述的轻型多层复合基材的制备方法，其中，
上述聚烯烃类膜(204)的每单位面积的重量为50g/m2至130g/m2；
上述加强层(200)的厚度为0.5mm至1mm，每单位面积的重量为150g/m2至450g/m2。
14.根据权利要求13所述的轻型多层复合基材的制备方法，其中，上述加强层(200)的厚度为0.7mm至0.8mm，每单位面积的重量为150g/m2至300g/m2。
15.根据权利要求12至14中任一项所述的轻型多层复合基材的制备方法，其中，上述发泡片(100)属于聚丙烯类，发泡倍率为3倍至40倍，厚度为1mm至15mm，且上述发泡片(100)是能卷成辊形态的连续状的薄片型发泡体。
16.一种轻型多层复合基材，其中，
根据权利要求1至权利要求5、权利要求8至权利要求10及权利要求12至权利要求14中的任一项来制备，
在状态条件(23℃×50％R.H)下，横向及纵向的弯曲强度(kgf/5cm)(根据ASTM D790来实施，试片的大小为50mm×150mm×厚度，Span距离为100mm，试验速度为5mm/min)分别为1.70以上及1.51以上，在耐热条件(在放置80℃×24小时之后，在状态条件下稳定化1小时，之后进行实施)下，横向及纵向的弯曲强度分别为1.5以上及1.29以上，且在耐湿条件(在50℃×90％R.H条件下放置24小时之后，在状态条件下稳定化1小时，之后进行实施)下，横向及纵向的弯曲强度分别为1.11以上及1.31以上，
在200mm高度的固定架上，利用面积为70mm的夹具来固定500mm×200mm×厚度的试片的一侧末端部分，且试片的相反侧的末端部分以附着30mm×40mm大小的29g重量的夹具的方式进行固定之后，以底面为基准，测量初始高度(L)，之后，在50℃×90％R.H条件下放置7小时，而后重新以底面为基准测量高度(L1)，由此测量的悬垂性变化率(悬垂性变化率(％)＝(L1-L)/L×100，L(mm)为暴露之前的高度，L1(mm)为暴露之后的高度)为5.5以下。
17.一种汽车内饰材料，其中，包括权利要求16所述的轻型多层复合基材。
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