Motor vehicle interior component for a motor vehicle and corresponding motor vehicle

Abstract

The invention relates to an interior component (1) for a motor vehicle, comprising a surface component (3) for at least partial contact with a body component of the motor vehicle body, which has a ground layer (5) made of a ground layer material and a damping layer (6) made of a damping layer material. It is provided that the surface component (3) is designed and configured by means of a fluid-permeable design of the ground layer (5) to form a sound-insulating double-wall structure together with the body component, wherein the damping layer material is a fibrous material and the damping layer (6) has a first damping layer thickness in a first layer area and a second damping layer thickness different from the first damping layer thickness in a second layer area to adapt to a contour of the body component. The invention further relates to a motor vehicle with an interior component (1).

Description

[0001] The invention relates to an interior component for a motor vehicle, comprising a surface component for at least partial contact with a body component of the motor vehicle body, which has a ground layer made of a ground layer material and a damping layer made of a damping layer material. The invention further relates to a motor vehicle with an interior component.

[0002] For example, the prior art document WO 2025 / 157778 A1 describes an acoustically effective component for a motor vehicle, comprising a heavy layer and an absorber layer acting as a spring. The absorber layer has a first side and a second side opposite it, the first side being bonded to the heavy layer and the second side being designed for bonding to a vibrating surface. The absorber layer is formed as a nonwoven fabric and is made of polyethylene terephthalate. The barrier layer is made of a polyester.

[0003] Furthermore, the publication EP 0 760 756 B1 describes a loading area liner for vehicles, in particular for the rear or trunk area of ​​motor vehicles. It is designed that the loading area liner has a substantially flat upper shell and a lower shell adapted to the contour of the trunk area, the upper shell being connected to the lower shell by means of hinged fasteners, thus creating a completely ready-to-install unit that forms a double-wall system with high acoustic performance.

[0004] Furthermore, the German patent application DE 10 2024 117 099 A1 describes a double-wall structure for a motor vehicle component, which, to form a mass-spring system, has a first wall, a second wall arranged at least partially spaced from the first wall, and a gap between the first wall and the second wall. It is provided that the first wall is arranged as the outer wall of the double-wall structure and is fluid-permeable.

[0005] The object of the invention is to propose an interior component for a motor vehicle which has advantages over known interior components, in particular good sound insulation properties and is also highly recyclable.

[0006] This is achieved according to the invention with a motor vehicle interior component for a motor vehicle with the features of claim 1. It is provided that the surface component is designed and configured together with the body component by means of a fluid-permeable design of the mass layer to form a sound-insulating double-wall structure, wherein the damping layer material is a fiber material and the damping layer has, in order to adapt to a contour of the body component, a first damping layer thickness in a first layer area and a second damping layer thickness different from the first damping layer thickness in a second layer area.

[0007] Advantageous embodiments with expedient further developments of the invention are specified in the dependent claims. It should be noted that the exemplary embodiments described in the description are not limiting; rather, any variations of the features disclosed in the description, the claims, and the figures are possible.

[0008] The vehicle interior component is preferably an integral part of the vehicle, but can of course also exist separately, particularly until it is mounted or arranged on or in the vehicle. The vehicle interior component is designed and configured for installation in the interior of the vehicle. The interior here refers to a space enclosed by the vehicle's body, particularly excluding the engine compartment. The interior preferably includes a passenger compartment and / or a cargo area or trunk of the vehicle.

[0009] The vehicle interior component is preferably designed as a floor covering. It includes a surface component that is designed and configured to abut the body component of the vehicle body. The body component is understood to be a component of the vehicle body. Preferably, the body component defines the lower boundary of the vehicle's interior, i.e., towards the underbody of the vehicle, thus forming an interior floor component. It provides a support surface for the floor covering provided in the interior and / or for acoustically and / or thermally insulating components. The body component is, for example, designed as a single piece or in multiple pieces. It consists, for example, of a metallic, polymeric, and / or fiber-reinforced material.The body component is preferably connected to one or more longitudinal members and / or to one or more cross members of the motor vehicle and forms part of a floor-side body structure of the motor vehicle.

[0010] When properly installed, the surface component rests against or on the body component. It may be designed so that the surface component is merely supported by the body component, particularly along the vehicle's vertical axis, and is displaceable or movable in a direction angled relative to the vertical axis. This means, in particular, that the surface component is displaceable along a longitudinal axis and / or a transverse axis of the vehicle with respect to the body component. The longitudinal axis, the transverse axis, and the vertical axis of the vehicle are all perpendicular to each other and together define a Cartesian coordinate system.

[0011] Preferably, the surface component is attached to the body component, for example, by positive locking, friction locking, and / or material bonding. Positive locking is achieved, for example, by means of a mounting opening into which a fastening element engages. The mounting opening is, for example, formed in the surface component, while the fastening element is connected to the body component. Friction locking is achieved, for example, by clamping the surface component against the body component, and material bonding is preferably achieved by adhesive bonding.

[0012] The surface component is designed to provide acoustic insulation for the interior. It comprises a ground layer and a damping layer for this purpose. The damping layer is located on the side of the ground layer facing the body component; preferably, it serves to adapt the surface component to the contour of the body component. For example, the surface component is shaped to fit the body component by appropriately designing the damping layer, so that, when properly installed, the surface component rests continuously against the body component and / or is positively locked to it. The ground layer consists of the ground layer material, and the damping layer consists of the damping layer material. The ground layer material preferably has a higher density and / or a higher basis weight than the damping layer material.

[0013] The applicant has determined that particularly effective sound insulation can be achieved using the vehicle interior component if, when arranged as intended, the vehicle interior component, or the surface component, forms a double-wall structure together with the body component. While the vehicle interior component can already provide sound insulation independently of the body component due to its design, the insulation effect intended according to this description is only achieved in conjunction with the body component. The double-wall structure is understood to be a structure with multiple walls, namely a first wall and a second wall. The double-wall structure can also be described as a double-shell structure.

[0014] The first wall of the double-wall structure is formed by the mass layer, and the second wall by the body panel. The second wall is therefore part of the vehicle's body, and the first wall, in the form of the mass layer, is positioned at least partially away from it to improve sound insulation, specifically on the side of the second wall or body panel facing the vehicle's interior.

[0015] The walls, i.e., the ground layer and the body panel, are spaced apart from each other, at least in certain areas, preferably throughout, so that a gap exists between them. More precisely, the gap exists where the ground layer and the body panel are spaced apart. It is particularly preferred that the ground layer and the body panel are spaced apart throughout, so that the gap exists between them over the entire extent of the vehicle interior component or surface component. The distance between the ground layer and the body panel can be constant. However, it can also be designed so that the distance varies across the gap. The gap, or its size, results, for example, from the installation situation.

[0016] The cavity contains a filling in the form of a damping layer. Preferably, the damping layer completely fills the cavity; however, it is also possible for the damping layer to only partially fill the cavity in cross-section, so that the cavity—again in cross-section—contains partly the damping layer and partly a fluid, preferably a gaseous fluid, particularly air. For improved sound insulation, the damping layer consists of fibrous material, i.e., it is composed of a plurality of individual fibers. It follows that the damping layer is fluid-permeable, at least in some areas, and preferably throughout.

[0017] The damping layer is in direct contact with the mass layer, preferably over a flat area. At least partially, and preferably continuously, it is in contact with the body component when arranged as intended, particularly also over a flat area. For example, the mass layer and the damping layer are bonded to one another, for instance, by a material bond. The mass layer and the body component, together with the space between them, and in particular with the damping layer located in that space, form a mass-spring system, wherein the mass layer and the body component constitute the mass, and the space between them, or the damping layer located in that space, constitutes the spring or a spring layer of the mass-spring system. Since, when the vehicle interior component is arranged as intended, two walls and the spring are present, one can also speak of a mass-spring-mass system instead of a mass-spring system.

[0018] Such a double-wall structure achieves a weight-optimized and significantly increasing sound insulation, at least above the double-wall resonance frequency. The goal in designing the double-wall structure is therefore to keep the double-wall resonance frequency as low as possible, so that the double-wall effect of the structure begins to dampen sound at the lowest possible frequencies. This can be achieved through one of the following measures: a high mass of the mass layer and / or the body component, a low stiffness of the spring layer (i.e., the damping layer), and a large thickness of the damping layer or a large distance between the mass layer and the body component.

[0019] However, the double-wall structure also has disadvantages. Firstly, the sound insulation in a frequency range around the double-wall resonance frequency is worse than for a single wall with the same total mass. Secondly, the double-wall structure requires a spring layer, which is space-intensive, meaning the installation space required for the double-wall structure is larger than for a single wall. One possible remedy for reducing the sound insulation effect in the area of ​​the double-wall resonance frequency is the use of a foam, particularly a foamed plastic, as a filling, for example, a viscoelastic polyurethane (PUR) foam. However, this has the disadvantage that the decoupling of the walls required for the double-wall effect is not completely achieved. Furthermore, it makes the vehicle interior component difficult to recycle, as PUR foam can usually only be thermally recycled.Furthermore, the acoustically effective stiffness of the PUR foam is higher than that of the fiber material used here.

[0020] Therefore, the damping layer is designed to be made of a fibrous material. This fibrous material comprises a plurality of fibers arranged in a fluid-permeable manner, allowing the fluid to flow at least partially, and in particular completely, through the damping layer. For this purpose, cavities are present within the fibrous material. Accordingly, the damping layer functions as an acoustically effective spring or as a fluid spring, specifically an air spring. The damping layer is connected to the mass layer in such a way that the interior of the vehicle is fluidically linked to the cavities of the damping layer through the mass layer, allowing the fluid from the interior to flow directly into the cavities of the fibrous material through the mass layer and / or conversely, from the cavities directly back into the interior through the mass layer.Since both the mass layer and the damping layer are ultimately fluid-permeable, particularly effective sound insulation is achieved.

[0021] The use of fiber material as a damping layer material allows for a particularly simple and flexible adaptation of the surface component to the body component, more precisely to the contour of the body component, as well as a targeted adjustment of the strength. This is especially relevant if the body component defines the passenger compartment of the vehicle, particularly towards the underbody. In this case, the body component has a complex shape to which the surface component must be adapted. Furthermore, the aforementioned application results in different requirements regarding mechanical load-bearing capacity in different areas of the surface component, especially with regard to impact stiffness.

[0022] The applicant has determined that these requirements can be effectively met by varying the thickness of the damping layer. This means that, regardless of the thickness of the mass layer, which is preferably constant for the entire surface component, the damping layer has different thicknesses in different regions, namely at least the first region and the second region. In the first region, the damping layer has the first thickness, and in the second region, the second thickness, with the first and second thicknesses being different from each other.

[0023] The number of layer zones and the number of different damping layer thicknesses are essentially arbitrary. This means there can be any number of first layer zones with the first damping layer thickness and any number of second layer zones with the second damping layer thickness. Additionally or alternatively, any number of further layer zones with their respective damping layer thicknesses are possible. Ultimately, the damping layer comprises any number of layer zones with their respective damping layer thicknesses. The number of layer zones could be, for example, at least two, at least four, or at least eight. However, it can, of course, also be higher and, for example, at least 10, at least 20, or at least 30. This allows for particularly flexible adaptation of the surface component to the contour of the body component, as well as locally targeted adjustment of the impact stiffness.

[0024] A further development of the invention provides that the ground layer material and the damping layer material contain the same base material. The described design of the automotive interior component or the surface component enables the ground layer and the damping layer to be manufactured from the same base material, resulting in good recyclability. Manufacturing from the same base material means that the ground layer material and the damping layer material are based on the same base material, i.e., each consists at least partially of the same base material. Preferably, the ground layer material and the damping layer material each contain at least 70% by weight, at least 80% by weight, or at least 90% by weight of base material. This allows the ground layer and the damping layer to be recycled together, even if they are firmly bonded to each other.

[0025] The fibers used for the fiber material are at least partially fibers that contain or consist of the base material. The fibers are present, in particular, as single layers or as a fiber blend. The fiber material can have a specific fiber orientation and / or fiber geometry. For example, the fiber material is present, or at least exhibits, the form of a meshed, crossed, or stretched yarn system, or as a nonwoven fabric. A meshed yarn system refers specifically to a knitted or crocheted fabric, a crossed yarn system to a woven or braided fabric, and a stretched yarn system to a laid fabric. The yarn systems generally consist of a plurality of individual fibers, which, in the case of yarn systems, are connected to one another with a defined geometry, and, in the case of nonwoven fabrics, are present in a disordered manner.

[0026] The fiber material exhibits superior acoustic properties, particularly better acoustic decoupling, away from, and especially above and / or below, the double-wall resonance frequency compared to the aforementioned foam. Consequently, the double-wall resonance frequency is lower for the fiber material than for the foam, given the same mass and thickness of the damping layer. However, the fiber material exhibits only slight damping, or even a significant reduction in damping, in the frequency range around the double-wall resonance frequency. This is counteracted by the fluid-permeable design of the mass layer, which effectively dampens the resonance. The high vibration amplitudes at the resonance frequency result in high frictional losses during fluid flow through the mass layer. This prevents, or at least significantly reduces, the reduction in damping in the frequency range around the double-wall resonance frequency.In the upper frequency range, this reduces the effective mass, leading to a decrease in sound insulation. This reduction is controlled by the targeted selection of the flow resistance. The fluid-permeable design of the mass layer means that it is permeable to a fluid, in particular a gaseous fluid, preferably air.

[0027] This means that the fluid or air can flow through the mass layer towards or away from the damping layer. Preferably, the mass layer is completely fluid-permeable in cross-section, i.e., from a first side of the mass layer adjacent to the interior space to a second side of the mass layer that defines the space between. The damping layer is preferably in direct contact with the mass layer, i.e., it extends directly from the mass layer.

[0028] The ground layer preferably forms the outer layer of the surface component or at least constitutes a component of such an outer layer. The outer layer is understood to be a layer that borders the interior filled with fluid, i.e., directly adjoins it. In this sense, the outer layer is understood to be a side of the surface component facing the interior of the vehicle, located on the side of the damping layer facing away from the body component. The outer layer comprises at least the ground layer. An optional cover layer may also be a component of the outer layer. The cover layer is located on the side of the ground layer facing away from the damping layer, and in particular, it directly adjoins the interior. For example, the outer layer consists exclusively of the ground layer or exclusively of the ground layer and the cover layer.

[0029] The fluid permeability of the mass layer, particularly when viewed in cross-section, lies in the overlap with the damping layer. This means that the mass layer incorporates measures to ensure fluid permeability from the damping layer, allowing the fluid to pass directly through the mass layer into the damping layer, or vice versa. This design of the surface component reduces the damping reduction in the region of the double-wall resonance frequency, resulting in excellent and effective overall insulation.

[0030] In particular, the specific flow resistance of the mass layer, also referred to as resistance, is set to a defined value. The specific flow resistance is given by the relationship Rs=Δp / v defined, where Δp is a pressure difference across the mass layer and v is a flow velocity occurring at that pressure difference. The transfer impedance Z t a double-wall structure with a fluid-impermeable mass layer can be considered Zt=jωm'' can be specified, where ω is the angular frequency and m'' is an area-specific mass of the mass layer. The angular frequency can also be expressed as ω=2πf The values ​​are given as f, where f is the frequency of the sound. The fluid-permeable mass layer, on the other hand, has the transfer impedance Zt,eff=jωm''⋅Rs / (Rs+jωm'') where R s The specific flow resistance is [value missing]. Preferably, the resistance is determined according to the relationship [equation missing]. Rs≈ωDWm''=2πfDWm'' chosen, where ω DW and f DWThe double-wall resonant frequency and the double-wall resonant frequency are considered. This reduces the effective mass of the mass layer in the region of the double-wall resonant frequency, resulting in improved insulation there without significantly impairing the insulation performance away from the double-wall resonant frequency. A specific flow resistance of at least 4,500 Pa·s / m and at most 25,000 Pa·s / m is particularly preferred, preferably at least 5,000 Pa·s / m, at least 7,500 Pa·s / m, or at least 10,000 Pa·s / m, and / or at most 20,000 Pa·s / m, at most 15,000 Pa·s / m, or at most 10,000 Pa·s / m. In a preferred embodiment, the specific flow resistance is, on the one hand, at least 5000 Pa · s / m or at least 7000 Pa · s / m and, on the other hand, at most 14000 Pa · s / m or at most 10000 Pa · s / m, in particular at least 7000 Pa · s / m and at most 14000 Pa · s / m.

[0031] A further development of the invention provides that the mass layer has a mass layer thickness in a normal direction that is less than the first damping layer thickness and / or the second damping layer thickness of the damping layer in the same normal direction, in particular at most 40%, at most 25%, or at most 15% of the first damping layer thickness and / or the second damping layer thickness. The normal direction is understood to be a direction perpendicular to the surface component, i.e., a direction along an axis perpendicular to the surface component. In the normal direction, the mass layer has its layer thickness, which is also referred to as the mass layer thickness.

[0032] The damping layer also has a thickness of one or two damping layers in the normal direction. The mass layer thickness is preferably less than one or both of the damping layer thicknesses to achieve the desired insulation properties. For example, the mass layer is at most 40%, at most 25%, or at most 15% of the respective damping layer thickness, particularly the smaller of the two. The mass layer can be at most 8 mm, at most 6 mm, or at most 4 mm thick. Even smaller thicknesses of the mass layer are possible, for example, at most 2 mm or less. Additionally or alternatively, the first damping layer thickness and / or the second damping layer thickness can each be at least 12 mm, at least 16 mm, or at least 20 mm. With such dimensions, the desired insulation effect is achieved.

[0033] For example, the first damping layer thickness is one of the aforementioned layer thicknesses. The second damping layer thickness, however, is preferably at most 6 mm, at most 4 mm, or at most 2 mm. In this respect, the damping layer thickness in the first layer area is greater than the mass layer thickness, while in the second layer area it preferably corresponds to at most the mass layer thickness or is even less than it. For example, the damping layer thickness in the second layer area is at most 75%, at most 50%, or at most 25% of the mass layer thickness. Due to the use of the fiber material for the damping layer, the fluid permeability of the damping layer is still ensured, so that the damping effect is reliably maintained despite the increased stiffness of the surface component.

[0034] A further development of the invention provides that the mass per unit area of ​​the mass layer is greater than the mass per unit area of ​​the damping layer, in particular by at least 50%, at least 75%, or at least 100%. The mass per unit area is understood to be the mass of the respective layer relative to its area. It depends significantly on the density of the respective layer. The mass per unit area of ​​the mass layer is referred to as the mass per unit area of ​​the mass layer, and the mass per unit area of ​​the damping layer is referred to as the damping layer mass.

[0035] To form the mass-spring system, the mass per unit area of ​​the mass layer is greater than the mass per unit area of ​​the damping layer, by, for example, one of the aforementioned percentages. For example, the mass per unit area of ​​the mass layer is at least 1,000 g / m². 2 , at least 1,200 g / m² 2or at least 1,400 g / m² 2 The mass of the damping layer is preferably no more than 500 g / m². 2 , maximum 450 g / m² 2 or at most 400 g / m² 2 For example, the damping layer has an average density of at least 20 kg / m³. 3 and at most 30 kg / m² 3 , at least 22.5 kg / m² 3 and at most 27.5 kg / m² 3 or approximately or exactly 25 kg / m² 3 Preferably, the area-related damping layer mass of the damping layer is achieved by pressing a starting component which, before pressing, has an initial thickness that is greater than the damping layer thickness.

[0036] To produce the damping layer, the starting component is provided with an initial thickness that is preferably greater than the damping layer thickness by a factor of at least 1.75, at least 2, or at least 2.25. This allows for precise adjustment of the damping layer mass per unit area and thus the achievement of good insulation performance. The density of the damping layer may be locally reduced due to compression. Nevertheless, the advantageous insulation effect is still achieved due to the fluid permeability of the damping layer, which is maintained at least away from the compression area and preferably also within the compression area.

[0037] A further development of the invention provides that the damping layer is fluid-permeable, in particular continuously permeable, and / or that the specific flow resistance of the mass layer in overlap with the first layer region and the second layer region is the same. The fluid permeability of the damping layer for achieving the good damping or insulating effect has already been discussed. Since the damping layer consists of the fiber material, the fluid permeability is usually inherent. However, in the case of compression of the damping layer, care must be taken to ensure that the fluid permeability is not impaired, or at least not significantly impaired.If the damping layer is injected with pressure, this is always carried out in such a way that the fluid permeability of the damping layer is maintained even in the area of ​​injection, so that ultimately the damping layer has a fluid permeability over its entire extent that is sufficient to achieve the desired damping effect.

[0038] The damping layer is overlapped by the mass layer in both the first and second layer regions; thus, the mass layer is in contact with the damping layer in both regions. To achieve the desired damping effect of the surface component, the mass layer is fluid-permeable, as previously explained. It exhibits a specific flow resistance, which is preferably identical for a first region of the mass layer adjacent to the first layer region of the damping layer and for a second region adjacent to the second layer region of the damping layer. At most, the flow resistances in the regions of the mass layer may exhibit a technically unavoidable deviation from one another, which may be due, for example, to inhomogeneities in the mass layer.In particular, the flow resistances of the mass layer differ from each other by no more than 15%, 10%, or 5% in their respective areas. This allows the advantages already explained to be achieved particularly effectively.

[0039] A further development of the invention provides that the damping layer is continuously compressed, such that the first damping layer thickness and the second damping layer thickness are each smaller than the initial thickness of a starting component used to produce the damping layer. To produce the damping layer, the starting component, which has the initial thickness, is first provided. The starting component is then compressed so that its thickness decreases from the initial thickness towards the first damping layer thickness and / or the second damping layer thickness, for example, down to the first damping layer thickness or the second damping layer thickness, and in particular to whichever layer thickness is greater.

[0040] For example, the initial thickness is at least 50 mm, at least 60 mm, or at least 70 mm. The first damping layer thickness is, for example, at most 30 mm, at most 28 mm, or at most 26 mm, and / or the second damping layer thickness is at most 15 mm, at most 10 mm, or at most 5 mm. It is also possible for the second damping layer thickness to be smaller, in particular at most 4 mm, at most 3 mm, or at most 2 mm. This ensures, firstly, a sufficiently high specific mass of the damping layer to achieve the desired insulation properties. Secondly, the locally reduced layer thickness increases the stiffness of the damping layer and thus of the surface component, making it suitable, at least in certain areas, for high mechanical stress and, in particular, ensuring the desired impact resistance.

[0041] A further development of the invention provides that the damping layer is compressed differently in the first layer region and the second layer region to achieve the first and second damping layer thicknesses, and / or that the starting component has different layer thicknesses. In a first embodiment, the damping layer is compressed to varying degrees in the layer regions. For example, the damping layer is initially compressed until the first damping layer thickness is reached. Once the first damping layer thickness is reached by the sealing thickness of the starting component, the compression in the first layer region is complete.

[0042] After the initial component has been pressed, the damping layer in the second layer area is further compressed, so that the damping layer thickness is reduced locally in this area, or more precisely, only locally, namely from the first damping layer thickness to the second damping layer thickness. This process therefore reduces the damping layer thickness only in certain areas, namely in the second layer area, and not across the entire extent of the damping layer.

[0043] Additionally or alternatively, in a second variant, the starting component exhibits different layer thicknesses, specifically a first initial thickness in the first layer area and a second initial thickness in the second layer area, which differs from the first initial thickness. It is possible for the starting component to be pressed identically into the layer area; however, different pressing in the layer areas is also possible. In any case, the described procedure results in a surface component that has the damping layer with the different damping layer thicknesses in the different layer areas. This yields the advantages explained above.

[0044] A further development of the invention provides that, on a side facing away from the damping layer, the mass layer is overlapped by a cover layer made of a cover layer material having a thickness in the normal direction, wherein the cover layer material also contains the base material and / or the cover layer thickness deviates from the mass layer thickness by at most 20%, at most 30%, or at most 40%. The cover layer is a decorative layer that is visible from the interior of the motor vehicle and preferably completely overlaps and covers the mass layer. Preferably, the cover layer comprises a yarn made of a material that contains or corresponds to the base material. In particular, a polyethylene yarn is used. Additionally or alternatively, Dilour is used, in particular in accordance with TL52743, which, for example, has an area-related mass of 560 g / m². 3 exhibits.

[0045] The top layer, for example, has a surface-related top layer mass that is smaller than the surface-related mass of the layer and / or smaller than the mass of the damping layer. Preferably, the top layer mass is at least 200 g / m². 2 and at most 600 g / m² 2 , at least 300 g / m² 2 and at most 500 g / m² 2 or approximately or exactly 400 g / m² 2 For example, a nonwoven fabric, in particular a flat needle-punched nonwoven, is used as the top layer. Preferably, the top layer material also contains the base material. For example, the proportion of the base material in the top layer material is at least 70% by weight, at least 80% by weight, or at least 90% by weight.

[0046] Additionally or alternatively, the top layer has a thickness that is at least similar to the thickness of the base layer. In particular, the top layer thickness deviates from the base layer thickness by no more than one of the specified percentages. Specifically, the top layer thickness is at most equal to the base layer thickness and is preferably smaller. The top layer, together with the base layer, forms the outer layer of the surface component, which directly borders the interior of the vehicle, thus defining its boundary. The top layer is located on the side of the base layer facing the interior, or, in other words, the top layer is located on the side of the base layer facing away from the damping layer. The described design achieves a high-quality interior appearance.

[0047] A further development of the invention provides that the mass layer is attached to the damping layer, in particular by a material bond. The attachment is always such that fluid permeability is ensured from the direction of the mass layer towards the direction of the damping layer and / or vice versa. Preferably, the attachment is material-bonded, in particular using an adhesive. For example, a copolyester powder is used as the adhesive. This also serves to achieve the advantages already described.

[0048] A further development of the invention provides that the ground layer extends at least partially beyond the damping layer, particularly for direct contact with and / or attachment to the body component and / or the vehicle body. The ground layer thus has a greater extent in at least one direction than the damping layer and projects beyond it. For example, fastening recesses are provided in the area of ​​the ground layer that is located away from the damping layer, by means of which the surface component can be attached to the vehicle body, in particular to the body component. This enables a particularly targeted arrangement of the vehicle interior component within the vehicle.

[0049] A further development of the invention provides that the mass layer material comprises a certain first proportion of the base material, and the fiber material contains first fibers from a first fiber material and second fibers from a second fiber material, wherein the first fiber material and the second fiber material together comprise a second proportion of the base material that is at least equal to the first proportion and / or differs from the first proportion by at most 10%, at most 15%, or at most 20%. The respective proportions are to be understood as weight fractions.

[0050] The damping layer material corresponds to the fiber material and thus contains the first fibers from the first fiber material as well as the second fibers from the second fiber material. The first and second fiber materials can differ from each other. For example, only the first fiber material contains the base material, whereas the second fiber material is base-free. However, both fiber materials share the second component of the base material, for which the aforementioned conditions regarding the first component apply. This results in the overall high proportion of base material in both the mass layer material and the damping layer material, thus ensuring good recyclability.

[0051] The fibers of the fiber material preferably comprise the first fibers from the first fiber material and the second fibers from the second fiber material, preferably exclusively. The first fiber material has a higher proportion of the base material than the second fiber material. Preferably, the first fibers consist entirely and exclusively of the base material, whereas the second fibers consist at least partially of a material different from the base material. This results in a high recycled content in the damping layer material. Preferably, the proportion of the first fibers in the fiber material is higher than the proportion of the second fibers. For example, the proportion of the first fibers is at least 70%, at least 80%, or at least 90%, and the proportion of the second fibers constitutes the remainder.

[0052] A further development of the invention provides that the first fiber material has a higher proportion of the base material than the second fiber material. Such a configuration of the automotive interior component has already been mentioned. For example, the base material is available as recycled material. In order to reliably achieve the desired properties of the damping layer material, the second fiber material with the lower base material content is used in addition to the first fiber material with the higher base material content. This results in the advantages already mentioned.

[0053] A further development of the invention provides that the damping layer contains mono-component fibers made of the first fiber material and multi-component fibers made of the second fiber material. Mono-component fibers are understood to be fibers consisting of a single component, namely exclusively of the first fiber material, preferably the base material. Multi-component fibers, for example, two-component fibers, on the other hand, are composed of several components that together consist of the second fiber material. For example, a first component of the multi-component fibers consists of the base material, in particular exclusively of the base material, whereas a second component of the multi-component fibers consists of a material different from the base material. The use of multi-component fibers enables the targeted adjustment of the damping layer's properties.

[0054] The invention further relates to a motor vehicle with a motor vehicle interior component, in particular a motor vehicle interior component as described in this description, wherein the motor vehicle interior component has a surface component for at least partial contact with a body component of a body of the motor vehicle, which has a mass layer made of a mass layer material and a damping layer made of a damping layer material.It is intended that the surface component is designed and configured together with the body component by means of a fluid-permeable design of the mass layer to form a sound-insulating double-wall structure, wherein the damping layer material is a fiber material and the damping layer has a first damping layer thickness in a first layer area and a second damping layer thickness different from the first damping layer thickness in a second layer area to adapt to a contour of the body component.

[0055] The advantages of such a design of the motor vehicle or the motor vehicle interior component have already been mentioned. Both the motor vehicle and the motor vehicle interior component may be further developed as explained in this description, and reference is made to these explanations in this regard.

[0056] The features and combinations of features described in the description, in particular those described in the following figure description and / or shown in the figures, can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention, in particular the scope of the claims. Thus, embodiments that are not explicitly shown or explained in the description and / or the figures, but which emerge from or can be derived from the explained embodiments, particularly within the scope of the claims, are also to be considered as encompassed by the invention.

[0057] The invention is explained in more detail below with reference to the exemplary embodiments shown in the drawing, without limiting the invention. The drawing shows: Fig. 1 a schematic representation of an interior component for a motor vehicle, as well as Fig. 2 A schematic cross-sectional view of the motor vehicle interior component, showing several layers of the motor vehicle interior component.

[0058] The Fig. Figure 1 shows a schematic representation of a motor vehicle interior component 1 for installation on a body component of a motor vehicle (not shown). The motor vehicle interior component 1 is designed and configured as the interior floor of a passenger compartment of the motor vehicle. Accordingly, it has a complex shape. In particular, the motor vehicle interior component 1 includes and features footrests 2 on which occupants can place their feet while the motor vehicle is in use.

[0059] It is evident that the vehicle interior component 1 is a surface component 3 or has such a component that overlaps the vehicle body component at least partially or largely. In particular, in the present embodiment, the surface component 3 is designed such that it completely or almost completely extends through the passenger compartment of the vehicle in both the direction of a longitudinal axis of the vehicle and in the direction of a transverse axis of the vehicle, in particular to at least 80%, at least 90%, or at least 95%.

[0060] The surface component 3 is multi-layered and has an outer layer 4 that directly adjoins the interior of the vehicle. The outer layer 4 comprises at least one mass layer 5, which is preferably covered by a top layer 7. In addition to the outer layer 4, the surface component 3 has a damping layer 6. The damping layer 6 has different layer areas in which it has different layer thicknesses or damping layer thicknesses.

[0061] In the illustrated embodiment, the damping layer 6, in contact with the tread surfaces 2, has a greater damping layer thickness than away from the tread surfaces 2. This ensures sufficient tread stiffness of the surface component 3 or the vehicle interior component 1 in the tread surfaces 2. For example, a tread stiffness according to EP 84710.16 in the tread surfaces 2 is achieved by appropriately selecting the damping layer thickness such that, when tested on side A, a maximum penetration depth of 8 mm is obtained under a load of 150 N and a punch diameter of 80 mm.

[0062] The Fig.Figure 2 shows a schematic cross-sectional view of the surface component 3. The outer layer 4 and the damping layer 6 are again visible, with the outer layer 4 being composed of the core layer 5 and the top layer 7. For example, the core layer 5 has a thickness of at most 6 mm, at most 5 mm, or at most 4 mm, whereas the damping layer 6 has a thickness of at least 20 mm, at least 26 mm, or at least 32 mm, at least in some areas. The top layer 7 is designed, for example, with a thickness of at most 5 mm, at most 4 mm, or at most 3 mm. The described automotive interior component 1 is extremely flexible and adaptable to the contour of the body component and, moreover, exhibits sufficient stiffness at the relevant points while maintaining the lowest possible weight. REFERENCE MARK LIST: 1 Motor vehicle interior component 2 Footplate 3 Surface component 4 Outer layer 5 Mass layer 6 damping layer 7 Top layer QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] WO 2025 / 157778 A1

[0002] DE 10 2024 117 099 A1

[0004]

Claims

[1] Motor vehicle interior component (1) for a motor vehicle, comprising a surface component (3) for at least partial attachment to a body component of a body of the motor vehicle, comprising a mass layer (5) made of a mass layer material and a damping layer (6) made of a damping layer material, characterized by , that the surface component (3) is provided and designed by a fluid-permeable design of the mass layer (5) to form a sound-insulating double-wall structure together with the body component, wherein the damping layer material is a fiber material and the damping layer (6) has a first damping layer thickness in a first layer area and a second damping layer thickness different from the first damping layer thickness in a second layer area to adapt to a contour of the body component. [2] Motor vehicle interior component according to claim 1, characterized by, that the mass layer (5) has a mass layer thickness in a normal direction which is less than the first damping layer thickness and / or the second damping layer thickness of the damping layer (6) in the same normal direction, in particular at most 25%, at most 15% or at most 10% of the first damping layer thickness and / or the second damping layer thickness. [3] Motor vehicle interior component according to one of the preceding claims, characterized by , that an area-related mass layer mass of the mass layer (5) is greater than an area-related damping layer mass of the damping layer (6), in particular by at least 25%, at least 30% or at least 35%. [4] Motor vehicle interior component according to one of the preceding claims, characterized by, that the damping layer (6) is fluid-permeable, in particular continuous, and / or that a specific flow resistance of the mass layer (5) in overlap with the first layer area and the second layer area is the same. [5] Motor vehicle interior component according to any one of the preceding claims, characterized by , that the damping layer (6) is continuously compressed, such that the first damping layer thickness and the second damping layer thickness are each smaller than an initial thickness of a starting component for the production of the damping layer (6). [6] Motor vehicle interior component according to any one of the preceding claims, characterized by , that the surface component (3) is pressed differently in the first layer area and the second layer area to achieve the first damping layer thickness and the second damping layer thickness and / or the starting component has different layer thicknesses. [7] Motor vehicle interior component according to any one of the preceding claims, characterized by , that on a side facing away from the damping layer (6) the mass layer (5) is overlapped by a cover layer (7) made of a cover layer material which has a cover layer thickness in the normal direction, wherein the cover layer thickness deviates from the mass layer thickness by no more than 20%, no more than 30% or no more than 40%. [8] Motor vehicle interior component according to one of the preceding claims, characterized by , that the mass layer (5) is attached to the damping layer (6), in particular by a material bond. [9] Motor vehicle interior component according to any one of the preceding claims, characterized by , that the mass layer (5) extends at least partially beyond the damping layer (6), in particular for direct contact and / or attachment to the body component and / or the body. [10] Motor vehicle with a motor vehicle interior component (1), in particular a motor vehicle interior component (1) according to one or more of the preceding claims, wherein the motor vehicle interior component (1) has a surface component (3) for at least partial attachment to a body component of a body of the motor vehicle, which has a mass layer (5) made of a mass layer material and a damping layer (6) made of a damping layer material, characterized by, that the surface component (3) is provided and designed by a fluid-permeable design of the mass layer (5) to form a sound-insulating double-wall structure together with the body component, wherein the damping layer material is a fiber material and the damping layer (6) has a first damping layer thickness in a first layer area and a second damping layer thickness different from the first damping layer thickness in a second layer area to adapt to a contour of the body component.

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