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

Abstract

The invention relates to an interior component (7) for a motor vehicle (1), comprising a surface component (8) for at least partial contact with a body component (4) of a body (2) of the motor vehicle (1), which has a ground layer (12) made of a ground layer material and a damping layer (14) made of a damping layer material. It is provided that the surface component (8) is designed and configured by means of a fluid-permeable design of the ground layer (12) to form a sound-insulating double-wall structure (15) together with the body component (4), wherein the damping layer material is a fibrous material and a local compression (17) of the damping layer (14) is provided to improve the load-bearing capacity. The invention further relates to a motor vehicle (1) with an interior component (7).

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, German patent application DE 10 2023 101 754 A1 is known from the prior art. This describes a loading floor for motor vehicles with a layered composite consisting of several layers, comprising a top layer and a bottom layer, and at least three layers arranged between the top layer and the bottom layer. The top layer is a carpet whose material contains or is made of PET or PA, the bottom layer is a planar element made of PET or PA, and at least one of the layers is a core layer, which preferably has a stiffening structure and in particular a honeycomb structure or honeycomb-like structure, and is made of PET or PA. Two further layers are films made of PET or PA.

[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 an 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 a local compression of the damping layer is provided to improve the load-bearing capacity.

[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] However, it is also possible for the surface component to be 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 enables a particularly simple and stable design of the surface component, namely by creating local compression within the damping layer. This means that the fiber material is locally compressed during the manufacturing of the surface component or the automotive interior component. Local compression refers to a limited reduction in the thickness of the damping layer. Outside the compression area, the damping layer has a first damping layer thickness, while within the compression area, it has a second damping layer thickness, which is less than the first.

[0022] In addition to its thickness, the damping layer is characterized by its density, also referred to as damping layer density. Away from the area of ​​compression, the damping layer exhibits a first damping layer density, while in the area of ​​compression, or within the compression itself, it has a second damping layer density that differs from the first. This second density is achieved through the local compression of the damping layer. Therefore, the damping layer is not simply produced with varying thicknesses; rather, the damping layer density also varies across the entire damping layer because it is locally compressed.

[0023] For example, the damping layer thickness in the grouting area is at most 40%, at most 30%, or at most 20% of the damping layer thickness away from the grouting area, particularly immediately adjacent to the grouting area. Particularly preferably, the damping layer thickness in the local grouting area is even smaller, for example, at most 15%, at most 12.5%, or at most 10% of the damping layer thickness away from the grouting area. Similarly, the damping layer density in the local grouting area is preferably greater by a factor of at least 2.5, at least 3.75, or at least 5 than away from the grouting area, particularly immediately adjacent to the grouting area.

[0024] Local compression stiffens the damping layer, thereby stiffening the entire surface component. This is particularly true when the compression is of appropriate dimensions. For example, it can be a stiffening rib within the damping layer, with a length greater than its width and / or depth, especially by a factor of at least 10, 50, or 100. Even in the area of ​​compression, the damping layer remains fluid-permeable due to the use of fiber material, so the compression does not impair the damping properties of the layer or the insulation properties of the surface component.

[0025] 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.

[0026] 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.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] 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.

[0032] 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 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 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.

[0033] The damping layer also has a damping layer thickness in the normal direction. The thickness of the mass layer is preferably less than the thickness of the damping layer to achieve the desired insulation properties. For example, the mass layer is at most 40%, at most 25%, or at most 15% of the damping layer thickness. It can be provided that the mass layer is 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 damping layer thickness is at least 12 mm, at least 16 mm, or at least 20 mm. With such dimensions, the desired insulation effect is achieved.

[0034] The specified damping layer thickness refers to the damping layer thickness away from the local injection point. Due to the local injection point, the damping layer thickness is locally reduced; for example, it is at most 6 mm, at most 4 mm, or at most 2 mm in the injection point. Therefore, the damping layer thickness away from the injection point is greater than the mass layer thickness, but in the injection point, it preferably corresponds to or is even less than the mass layer thickness.

[0035] For example, the damping layer thickness in the injection molding process is at most 75%, 50%, or 25% of the mass layer thickness. Due to the use of fiber material for the damping layer, the fluid permeability of the damping layer is still ensured, so that the insulating effect is reliably maintained despite the increased stiffness of the surface component.

[0036] 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 25%, at least 30%, or at least 35%. 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.

[0037] 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 1,800 g / m². 2 , at least 2,000 g / m² 2or at least 2,200 g / m² 2 The mass of the damping layer is preferably no more than 1,600 g / m². 2 , maximum 1,500 g / m² 2 or at most 1,400 g / m² 2 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.

[0038] 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 area-specific damping layer mass and thus the achievement of good insulation performance. It has already been mentioned that the density of the damping layer is locally reduced due to the injection process. 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 injection point and preferably also within the injection point.

[0039] A further development of the invention provides that, on a side facing away from the damping layer, the mass layer is covered by a top layer made of a top layer material, the top layer material having a thickness in the normal direction, wherein the top layer material also contains the base material and / or the top layer thickness deviates from the mass layer thickness by at most 20%, at most 30%, or at most 40%. The top layer is a decorative layer, which is visible from the interior of the motor vehicle and preferably completely covers the mass layer.

[0040] The top layer, for example, has a surface-related top layer mass that is smaller than the surface-related mass of the base 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 2or 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.

[0041] 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.

[0042] A further development of the invention provides that the damping layer is fluid-permeable in the area of ​​compression, particularly also in the compression area. The fluid permeability of the damping layer for achieving the desired damping or insulating effect has already been discussed. Since the damping layer consists of the fibrous material, compression can be carried out to a considerable extent without significantly impairing the fluid permeability. However, the compression is always carried out in such a way that the fluid permeability of the damping layer is maintained even in the compression area, so that ultimately the damping layer exhibits sufficient fluid permeability across its entire length to achieve the desired insulating effect.

[0043] A further development of the invention provides that the damping layer has a first damping layer thickness in a first region and a second damping layer thickness in a second region, the second damping layer thickness being smaller than the first. This embodiment of the automotive interior component has already been explained. In the area of ​​the compression, the damping layer thickness is reduced. The damping layer can thus be divided into the first region away from the compression and the second region within the compression. In the first region, the damping layer thickness is greater and corresponds to the first damping layer thickness, while in the second region it is smaller and corresponds to the second damping layer thickness. This achieves the advantages described above in a structurally simple manner.

[0044] A further development of the invention provides that the second damping layer thickness is at most 20%, at most 15%, or at most 10% of the first damping layer thickness. Such a configuration has already been described, so reference is made to the corresponding explanations. The use of the second damping layer thickness selected as described in the injection molding process enables the production of the automotive interior component with high stiffness and simultaneously good insulation properties.

[0045] A further development of the invention provides that the damping layer is continuously compressed and additionally provided with local compression, 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 thickness of the first damping layer.

[0046] The grouting process is complete once the initial damping layer thickness is reached by the sealing thickness of the original component. After grouting the original component, additional local grouting is performed within the damping layer. This further grouting reduces the damping layer thickness locally, specifically only locally, from the initial thickness to the second thickness. This additional grouting therefore reduces the damping layer thickness only in certain areas and not across the entire extent of the damping layer.

[0047] For example, the initial thickness is at least 50 mm, at least 60 mm, or at least 70 mm, and the first damping layer thickness is at most 30 mm, at most 28 mm, or at most 26 mm. The second damping layer thickness is, for example, at most 15 mm, at most 10 mm, or at most 5 mm. It is also possible for the second damping layer to be thinner, for example, 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 damping properties. Secondly, the local compression increases the stiffness of the damping layer and thus of the surface component, making it suitable for high mechanical stress.

[0048] A further development of the invention provides that the compression is in the form of a regular pattern. The pattern consists of compression areas that are produced periodically. In particular, the pattern is symmetrical, for example, line-symmetrical and / or point-symmetrical. Preferably, the pattern extends over a large part of the damping layer, in particular over at least 70%, at least 80%, or at least 90% of the extent of the damping layer in a direction angled relative to the normal direction, preferably in a direction perpendicular to the normal direction. This results in a particularly significant increase in stiffness.

[0049] The grouting areas are present, for example, in the form of grouting lines or the like, forming a regular pattern. In particular, the pattern includes several primary grouting lines and several secondary grouting lines, with the primary grouting lines running parallel to each other and spaced apart. The primary grouting lines are angled relative to the secondary grouting lines, intersecting them at an angle. This angle is greater than 0° and less than 180°, preferably approximately or exactly 90°.

[0050] A further development of the invention provides that the grouting system comprises several grouting lines, each of which has larger dimensions in a first direction perpendicular to the normal direction than in a second direction perpendicular to both the normal direction and the first direction. The grouting lines are preferably arranged at intervals from one another, for example, parallel at intervals. They each have their largest dimensions in the first direction, so that the first direction can also be referred to as the longitudinal direction of the respective grouting lines. The second direction is perpendicular to the longitudinal direction and is thus designated as a transverse direction. The respective grouting lines have their length in the longitudinal direction and their width in the transverse direction.The depth of the injection lines is defined by the damping layer thickness in the normal direction, or results from the damping layer thickness away from the injection minus the damping layer thickness in the injection.

[0051] Preferably, the length of each grouting line is significantly greater than its width, for example by a factor of at least 10, at least 50, or at least 100. Additionally or alternatively, the width of each grouting line is at most as large as its depth, but preferably smaller; in particular, the width is at most 60%, at most 50%, or at most 40% of the depth. Most preferably, each grouting line extends in its respective first direction over at least 70%, at least 80%, or at least 90% of the extent of the damping layer in the same direction. In the second direction, perpendicular to the first direction, the two most widely spaced grouting lines preferably have a distance from each other that is also preferably at least 70%, at least 80%, or at least 90% of the extent of the damping layer in the same direction.In this respect, the pressure lines are present in both directions over a large part of the damping layer, resulting in a particularly significant increase in mechanical stiffness.

[0052] A further development of the invention provides that the grouting lines are at least partially angled relative to each other and / or intersect each other. In the case of the angled arrangement, the longitudinal center axes of the grouting lines form an angle with each other that is greater than 0° and less than 180°. Preferably, the angle is at least 60° and at most 120°, at least 70° and at most 110°, or at least 80° and at most 100°. For example, the grouting lines or their longitudinal center axes are perpendicular to each other. In this case, it may be provided that the grouting lines are spaced apart from each other and thus, for example, arranged at an angle. However, it may also be provided that the grouting lines intersect each other. In any case, a significant increase in mechanical stiffness is achieved.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] A further development of the invention provides that a plate-shaped cover is mounted on the surface component to bridge a recess produced in the body component. The recess is designed, for example, as a storage space for at least one item to be stored. It is in the form of a bulge in the body component, such that the surface component is spaced apart from the body component in the area of ​​the recess. The vehicle interior component has the plate-shaped cover for temporarily closing the recess. The cover is hinged to the surface component on one side and is also designed to be supported by the body component away from the surface component on the other.

[0059] The cover preferably consists of a material different from the damping layer material and the mass layer material. However, it can be provided that the surface component is covered on its interior-facing side with a layer of the cover layer material, so that the cover at least visually matches the surface component. Preferably, the cover is designed as a honeycomb panel, i.e., it has a honeycomb layer made of a honeycomb-shaped material to reduce weight. For example, the honeycomb layer consists of paper, a foamed material, in particular rigid foam, or a similar material.

[0060] The honeycomb layer is provided with a stiffening plate, for example made of glass, on at least one side, preferably on both opposite sides. The layer of the cover material is preferably applied to the reinforcing layer. The surface component particularly preferably has a recess for supporting or bearing the cover. To form the recess, the damping layer is tapered, while the solid layer is preferably manufactured with a constant thickness. The use of the plate-shaped cover enables a particularly wide range of functionality.

[0061] A further development of the invention provides that the surface component for forming a pass-through aid comprises a first sub-section and a second sub-section that is angled and / or foldable relative to the first sub-section. The pass-through aid is designed and configured to bridge the transition between the trunk floor and the back of the rear seat and / or a crossmember of the vehicle when a rear seat is folded down. This makes it possible to easily load even larger objects into the trunk of the vehicle when the rear seat is folded down, without them getting caught on the crossmember of the body.

[0062] To form the pass-through aid, the surface component comprises a first sub-section and a second sub-section. The first sub-section is designed and configured for flat placement in the trunk of the vehicle. The second sub-section is angled and / or foldable relative to the first sub-section. While the position of the first sub-section is independent of the rear seat position, the position of the second sub-section depends on the seat position. In particular, the second sub-section moves with the rear seat when it is folded down, so that it rests against the back of the rear seat, preferably permanently. This also enables a particularly comprehensive functionality of the vehicle interior component.

[0063] The invention further relates to a motor vehicle with a motor vehicle interior component, in particular a motor vehicle interior component as explained in this description, wherein the motor vehicle interior component has 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. It is provided that the surface component is designed and configured by means of a fluid-permeable design of the ground layer to form a sound-insulating double-wall structure together with the body component, wherein the damping layer material is a fiber material and a local compression of the damping layer is provided to improve the load-bearing capacity.

[0064] 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.

[0065] 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.

[0066] 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 sectional view of a motor vehicle with a motor vehicle interior component, as well as Fig. 2 a schematic sectional view of the motor vehicle interior component, showing a local compression of a damping layer.

[0067] The Fig. Figure 1 shows a schematic sectional view of a motor vehicle 1, of which a body 2 is shown in particular. The body 2 has, for example, a cross member 3 to which a body component 4 is attached. The cross member 3 separates, in particular, a passenger compartment of the motor vehicle 1 from a trunk 5 of the motor vehicle. A recess 6 is formed in the body component 4; otherwise, it is largely flat.

[0068] A vehicle interior component 7, more precisely a surface component 8 of the vehicle interior component 7, rests against the body component 4. A cover 9, which overlaps the recess 6, is supported by the surface component 8. For this purpose, the surface component 8 engages in a tapered section 10 of the surface component 8. On a side of the recess 6 opposite the surface component 8, the cover 9 is supported by a carrier 11 of the body 2.

[0069] The surface component 8 has a mass layer 12 which defines a gap 13 with the body component 4. A damping layer 14 is arranged in the gap 13, which at least partially fills the gap 13. The damping layer 14 is partially, and in particular only partially, supported by the vehicle interior component 7. It is connected to the mass layer 12, preferably by a material bond.

[0070] The ground layer 12 and the damping layer 14, together with the vehicle interior component 7, form a double-wall structure 15 for sound damping and thus indirectly for sound insulation. The vehicle interior component 7, which comprises at least the ground layer 12 and the damping layer 14, and is placed on and supported by the body component 4, therefore interacts with the body component 4 to achieve sound insulation of the interior of the vehicle 1. For example, the ground layer 12 is part of an outer layer 16 of the surface component 8, which additionally contains a cover layer (not shown here) on one side of the ground layer 12 facing away from the damping layer 14.

[0071] Both the mass layer 12 and the damping layer 14 are designed to be fluid-permeable in order to achieve sound insulation. For this purpose, the mass layer 12, for example, has a perforation or consists of a fluid-permeable material, in particular a textile material or a material made fluid-permeable by an additive. For example, the fluid permeability of the mass layer 12 is achieved by means of the perforation. In this case, the mass layer 12 is preferably fluid-impermeable as long as it is without perforation, and fluid-permeable solely due to the perforation after it has been created.

[0072] The perforation is characterized by a plurality of recesses produced in the mass layer 12, each of which completely penetrates the mass layer 12. For example, the recesses are produced by needles or lasers. Slitting or compressing a material to a density that achieves the desired flow resistance would also be possible. In the latter case, a fiber material is used that is compressed until the desired flow resistance is reached.

[0073] Alternatively or additionally, the mass layer 12 consists of the fluid-permeable material. For example, a textile material is used, or an additive is included in a material that is inherently fluid-impermeable, ensuring fluid permeability. The additive is therefore a component that makes the mass layer 12, which consists of the inherently fluid-impermeable material, fluid-permeable. For example, an intumescent component is used as an additive. If the mass layer 12 consists of the textile material, a nonwoven fabric, in particular a propylate, is preferably used.

[0074] To achieve high recyclability of the automotive interior component 7, and in particular the surface component 8, the ground layer 12 and the damping layer 14 are both based on the same base material. This means that the ground layer material and the damping layer material each contain at least some of the base material, preferably predominantly, i.e., at least 50% by weight, at least 60% by weight, or at least 70% by weight. A fiber material is preferably used for both the ground layer 12 and the damping layer 14, wherein the fiber material of the ground layer and the fiber material of the damping layer 14 are different from each other. The base material is in particular a polyester, preferably polyethylene (PET).

[0075] The fiber material of the mass layer 12 is, for example, a propylate, while the fiber material for the damping layer 14 is, in particular, a fiber blend consisting of a first fiber material and a second fiber material. The fiber material of the damping layer 14 thus contains first fibers from the first fiber material and second fibers from the second fiber material. The base material is, in particular, used as the first fiber material, preferably polyester, especially polyethylene (PET).

[0076] The second fibers are, for example, multi-component fibers and preferably also consist partially of the base material. Particularly preferred are the first and second fiber materials of the same type; for example, polyester is used in both, with the first fiber material being a recycled polyester. The aforementioned top layer preferably also consists of polyester, in particular a polyester yarn. Specifically, a polyethylene yarn (PET yarn) is used. This achieves high recyclability while simultaneously ensuring the good sound insulation performance of the surface component 8.

[0077] The Fig.Figure 2 shows a schematic cross-sectional view of the surface component 8. The mass layer 12 and the damping layer 14 are visible. It can also be seen that a local compression 17 is imprinted into the damping layer 14. For example, an imprinting force is applied to the damping layer 14 from the side of the mass layer 14 facing away from the mass layer 12 using an imprinting die, while at the same time a counterforce is applied to the mass layer 12 in the direction of arrows 18.

[0078] Due to the embossing force, the damping layer thickness of the damping layer 14 is reduced only locally, so that away from the compression point 17 it corresponds to a greater first damping layer thickness and within the compression point 17 to a smaller second damping layer thickness. The second damping layer thickness is selected such that the fluid permeability of the damping layer 14 is maintained. However, due to the use of fiber material for the damping layer 14, a significant reduction in the damping layer thickness is possible. For example, the second damping layer thickness is at most 40%, at most 20%, or at most 10% of the first damping layer thickness. The local compression 17 results in a significant increase in the mechanical stiffness of the surface component 8. REFERENCE MARK LIST: 1 motor vehicle 2 Bodywork 3 crossbeams 4 Body component 5 trunk 6 recess 7 Motor vehicle interior component 8 Surface component 9 Cover 10 Rejuvenation 11 carriers 12 Mass layer 13 spaces 14 Damping layer 15 Double wall structure 16 Outer layer 17. Grouting 18 Arrow 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] DE 10 2023 101 754 A1

[0002] EP 0 760 756 B1

[0003] DE 10 2024 117 099 A1

[0004]

Claims

[1] Motor vehicle interior component (7) for a motor vehicle (1), comprising a surface component (8) for at least partial attachment to a body component (4) of a body (2) of the motor vehicle (1), which has a mass layer (12) made of a mass layer material and a damping layer (14) made of a damping layer material, characterized by , that the surface component (8) is provided and designed by a fluid-permeable design of the mass layer (12) to form a sound-insulating double-wall structure (15) together with the body component (4), wherein the damping layer material is a fiber material and a local compression (17) of the damping layer (14) is present to improve the load-bearing capacity. [2] Motor vehicle interior component according to claim 1, characterized by , that the mass layer (12) has a mass layer thickness in a normal direction which is smaller than a damping layer thickness of the damping layer (14) in the same normal direction. [3] Motor vehicle interior component according to one of the preceding claims, characterized by , that on a side facing away from the damping layer (14) the mass layer (12) is covered by a cover layer made of a cover layer material having 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%. [4] Motor vehicle interior component according to one of the preceding claims, characterized by , that the damping layer (14) is fluid-permeable in the area of ​​the compression (17). [5] Motor vehicle interior component according to any one of the preceding claims, characterized by , that the damping layer (14) has a first damping layer thickness in a first region and a second damping layer thickness in a second region, wherein the second damping layer thickness is smaller than the first damping layer thickness. [6] Motor vehicle interior component according to any one of the preceding claims, characterized by that the second damping layer thickness is at most 20%, at most 15% or at most 10% of the first damping layer thickness. [7] Motor vehicle interior component according to any one of the preceding claims, characterized by , that the damping layer (14) is continuously pressed and additionally provided with the local pressing (17) 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 (14). [8] Motor vehicle interior component according to one of the preceding claims, characterized by, that the grouting (17) has several grouting lines, each of the grouting lines having larger dimensions in a first direction perpendicular to the normal direction than in a second direction perpendicular to both the normal direction and the first direction. [9] Motor vehicle interior component according to any one of the preceding claims, characterized by that the injection lines are at least partially angled relative to each other and / or intersect each other. [10] Motor vehicle (1) with a motor vehicle interior component (7), in particular a motor vehicle interior component (7) according to one or more of the preceding claims, wherein the motor vehicle interior component (7) has a surface component (8) for at least partial attachment to a body component (4) of a body (2) of the motor vehicle (1), which has a mass layer (12) made of a mass layer material and a damping layer (14) made of a damping layer material, characterized by , that the surface component (8) is provided and designed by a fluid-permeable design of the mass layer (12) to form a sound-insulating double-wall structure (15) together with the body component (4), wherein the damping layer material is a fiber material and a local compression of the damping layer (14) is present to improve the load-bearing capacity.

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