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 together with the body component (4), and that, to improve recyclability, the ground layer material and the damping layer material, which is a fiber material, contain the same base material. 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, the prior art includes the publication EP 0 760 756 B1. This describes a loading area liner for vehicles, in particular for the rear or trunk area of ​​motor vehicles. The liner is designed to have a substantially flat upper shell and a lower shell adapted to the contours of the trunk area. The upper shell is connected to the lower shell by means of hinged fasteners, resulting in a complete, ready-to-install unit that forms a double-wall system with high acoustic performance.

[0003] 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.

[0004] 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.

[0005] 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, and that, to improve recyclability, the mass layer material and the damping layer material, which is a fiber material, contain the same base material.

[0006] 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.

[0007] 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.

[0008] 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.

[0009] 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.

[0010] 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.

[0011] 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.

[0012] 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.

[0013] 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.

[0014] 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.

[0015] 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.

[0016] 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.

[0017] 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.

[0018] 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.

[0019] 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.

[0020] The described design also allows the mass 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 mass 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 mass layer material and the damping layer material each contain at least 70%, at least 80%, or at least 90% by weight of base material. This allows the mass layer and the damping layer to be recycled together, even if they are firmly bonded to each other.

[0021] 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.

[0022] 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.

[0023] 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.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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-specific damping layer mass is achieved by pressing a starting component which, before pressing, has an initial thickness greater than the damping layer thickness. To produce the damping layer, the starting component is therefore 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.

[0031] 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.

[0032] 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.

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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.

[0038] 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.

[0039] A further development of the invention provides that the damping layer is continuously compressed, such that the damping layer thickness is less than the initial thickness of the component used to produce the damping layer. To produce the damping layer, the component, which has the initial thickness, is first provided. The component is then compressed, so that its thickness decreases from the initial thickness towards the damping layer thickness. The production of the damping layer is complete once the initial component thickness reaches the desired thickness. For example, the initial thickness is at least 50 mm, at least 60 mm, or at least 70 mm, and the damping layer thickness is at most 30 mm, at most 28 mm, or at most 26 mm. This achieves a sufficiently high specific mass of the damping layer to provide the desired insulation properties.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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 with a fluid-permeable ground layer to form a sound-insulating double-wall structure together with the body component, and that, to improve recyclability, the ground layer material and the damping layer material, which is a fiber material, contain the same base material.

[0046] 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.

[0047] 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.

[0048] 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 representation of the motor vehicle interior component, which has a surface component and a cover mounted on the surface component.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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).

[0057] 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).

[0058] 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.

[0059] The Fig.Figure 2 shows a schematic representation of the vehicle interior component 7, which consists at least of the surface component 8 and the cover 9. It can be seen that the surface component 8 has a first sub-section 17 and a second sub-section 18, with sub-sections 17 and 18 being angled relative to each other. The first sub-section 17 is designed for fixed attachment to or on the vehicle interior component 7. The second sub-section 18, on the other hand, is movable relative to the first sub-section 17. It has a recess 19, which is designed and configured to receive the cross member 3. When a rear seat of the vehicle 1 is folded down, the second sub-section 18 pivots relative to the first sub-section 17, so that the cross member 3 engages in the recess 19.This creates a pass-through aid that reliably bridges the cross member 3 and allows luggage to be easily placed in the trunk 5. REFERENCE MARK LIST: 1 motor vehicle 2 Bodywork 3 crossbeams 4 Body component 5 trunk 6. Further Study 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 1. Sub-area 18 2nd sub-area 19 Exclusion 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] EP 0 760 756 B1

[0002] DE 10 2024 117 099 A1

[0003]

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 designed and configured by means of a fluid-permeable design of the mass layer (12) to form a sound-insulating double-wall structure together with the body component (4) and that, in order to improve recyclability, the mass layer material and the damping layer material, which is a fiber material, contain the same base material. [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 an area-related mass layer mass of the mass layer (12) is greater than an area-related damping layer mass of the damping layer (14). [4] 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 top layer made of a 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 no more than 20%, no more than 30% or no more than 40%. [5] Motor vehicle interior component according to any one of the preceding claims, characterized by , that the mass layer material has 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 have a second proportion of the base material which 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%. [6] Motor vehicle interior component according to any one of the preceding claims, characterized by , that the first fiber material has a higher proportion of the base material than the second fiber material. [7] Motor vehicle interior component according to any one of the preceding claims, characterized by, that the damping layer (14) contains mono-component fibers from the first fiber material and multi-component fibers from the second fiber material. [8] Motor vehicle interior component according to one of the preceding claims, characterized by , that a plate-shaped cover (9) is mounted on the surface component (8) to bridge a recess (6) produced in the body component (4). [9] Motor vehicle interior component according to any one of the preceding claims, characterized by , that the surface component (8) for the formation of a through-loading aid has a first sub-area (17) as well as a second sub-area (18) which is angled and / or foldable relative to the first sub-area (17). [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) and, to improve recyclability, the mass layer material and the damping layer material, which is a fiber material, contain the same base material.

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