Trim arrangement for the interior fitting of a motor vehicle, a motor vehicle door and motor vehicle

Description

[0001] The invention relates to a trim assembly for the interior of a motor vehicle, in particular a motor vehicle door. Furthermore, the invention relates to a motor vehicle door comprising the trim assembly according to the invention, as well as to a motor vehicle equipped with the motor vehicle door and / or the trim assembly.

[0002] In the event of a crash, in other words when a vehicle collides with an obstacle, the forces acting on the vehicle cause a deformation of the vehicle body or the vehicle wall. Areas of the vehicle body are pushed towards the vehicle interior and can therefore pose a risk of injury to the vehicle occupants. In particular, it is possible that in the event of a crash the various components that together form the vehicle wall are pushed against one another so that the relative spatial arrangement of the components is changed. This can expose sharp-edged components. This is particularly important in the area of ​​vehicle doors, as these typically combine a variety of functions and therefore have a large number of components.

[0003] To minimize the risk of injury to vehicle occupants in the event of a crash, it is desirable to connect the components of a vehicle body, such as a vehicle door, in such a way that the relative position of the components to each other remains at least essentially unchanged in the event of a crash, thus preventing any additional injury risks in the vehicle interior. To ensure this, legal standards must be met and standardized tests, such as side barrier and / or pole crash tests, must be passed.

[0004] Typically, the relative position of components in complex assemblies under load is ensured by nesting the assemblies, i.e., arranging them in a complex manner, one section at a time, one behind the other, or by using a multitude of mechanical connections, such as screws or rivets. Both of these methods generally result in a complex and expensive assembly process. Equally expensive and complex is the integration of deep-drawn metal parts tailored to the load case into the overall, space-limited structure.

[0005] DE 10 2011 102 302 A1 shows a fastening arrangement for an interior trim part, here for example in the form of an armrest, in which the interior trim part is held in a normal position on a trim support by means of a plurality of holding elements, wherein at least one of the holding elements holds the interior trim part in a catch position relative to the support of the interior trim part when a force is applied. The disclosed solution shows a connection of an interior trim part to an interior trim support, in which one of the holding elements is destroyed but not detached, so that the interior trim part cannot completely detach from its support. AT 513707 A1 shows a shell element of an armrest which covers an associated support element. The connection between the shell and support element is fundamentally detachable but designed to be crash-proof with a plurality of connections.

[0006] DE10048774 A1 shows a trim arrangement for the interior fittings of a motor vehicle, in particular for the interior fittings of a motor vehicle door, comprising an operating element that can be mechanically connected to a fastening structure, at least one trim element that is arranged at least in sections on an outer side of the operating element, and at least one force transmission element that is arranged on a side of the trim element facing away from the operating element and forms at least one first contact element for contact with the fastening structure.

[0007] The present invention is based on the object of providing a trim arrangement for a motor vehicle, in particular for a motor vehicle door, as well as the motor vehicle door itself and a motor vehicle comprising this motor vehicle door, which further reduce the risk of injury to occupants in a simple and cost-effective manner, in particular in the event of a lateral accident situation.

[0008] The object is achieved according to the invention by a trim assembly according to claim 1 and by a motor vehicle door according to claim 9. Advantageous embodiments of the trim assembly according to the invention are set forth in subclaims 2-8. In addition, a motor vehicle according to claim 10 is provided.

[0009] A first aspect of the invention is a trim assembly for the interior fittings of a motor vehicle, in particular for the interior fittings of a motor vehicle door, which comprises an operating element that can be mechanically connected to a fastening structure, at least one trim element arranged at least partially on an outer side of the operating element, and at least one force transmission element arranged on a side of the trim element facing away from the operating element. The force transmission element forms at least one first contact element for contacting the fastening structure and at least one second contact element for contacting the trim element.As a result, when a force acts on the cladding arrangement with at least one component perpendicular to the side of the cladding element facing away from the operating element and a displacement of the operating element caused by the action of the force, the relative position of the cladding element to the operating element remains at least substantially unchanged.

[0010] The trim assembly according to the invention is particularly suitable for installation on a fastening structure of a motor vehicle door. However, it is not excluded that other areas of a motor vehicle can also be equipped with the trim assembly according to the invention.

[0011] A fastening structure, within the meaning of the invention, is a component of a motor vehicle designed to mechanically connect interior trim elements to it. The fastening structure can also be referred to as a support structure. The fastening structure can be a structural component that is connected or connectable to a door shell or another body component, such as, for example, a window lift unit, also known as a compact window lift. However, this does not exclude the possibility that the door shell itself forms the fastening structure.

[0012] Advantageously, the fastening structure comprises a connecting region which is designed for mechanical connection to the operating part of the trim arrangement, for example by having increased strength and / or by forming fastening elements for realizing the mechanical connection.

[0013] For the purposes of the invention, a control element is understood to be a component that is operated by the vehicle user. In the case of a vehicle door, this is typically a pull handle for closing the vehicle door. Alternatively or additionally, a control element can also enable the operation of mechanical and / or electrical vehicle components and, in this sense, be equipped similarly to a media island.

[0014] For the purpose of realizing the mechanical connection between the control element and the fastening structure, the control element comprises a base body on which a control element cover is arranged or can be arranged on the vehicle interior side.

[0015] In the event of a crash, a force with at least one directional component, which, when properly positioned outside the vehicle, is transverse to the main extension plane of the vehicle door equipped with the trim system, typically acts on the properly positioned and secured trim assembly, initially causing a displacement of the fastening structure toward the vehicle interior. Due to the mechanical connection of the fastening structure to the control element, the control element is also displaced toward the vehicle interior. In other words, the force and consequently the movement are transmitted from the fastening structure to the control element via the mechanical connection.

[0016] The control element comprises an inner side facing the vehicle interior and an outer side facing in the opposite direction. A trim element is attached to the outer side of the control element. The trim element can be part of a more complex trim unit consisting of several trim elements.

[0017] When equipping a vehicle door with the trim assembly according to the invention, the trim element is, for example, an armrest element integrated into the rest of the interior door trim. The trim element typically has a multi-layered structure, with a generally visually and haptically appealing upper side facing the vehicle interior or the control element when properly arranged, while the underside of the trim element faces in the opposite direction or toward the connectable fastening structure.

[0018] When the trim arrangement according to the invention is arranged as intended in a vehicle or in a vehicle door, at least one trim element is arranged between the fastening structure and the operating element, wherein it is possible that an intermediate space is formed between the fastening structure and the operating element, at least in the region of the mechanical connection between the latter, in which intermediate space the trim element is at least partially arranged.

[0019] Typically, but not necessarily, the trim element is arranged adjacent to the control element in order to create a visually and / or haptically appealing transition between the trim element and the control element on the vehicle interior side.

[0020] A force transmission element is arranged on the underside of the covering element and thus on its side facing away from the operating element. The force transmission element forms at least one first contact element on its side facing away from the covering element, which contact element is designed to bear against or be supported on the fastening structure. On the opposite side, i.e. the side facing the underside of the covering element, the force transmission element forms at least one second contact element. This second contact element is designed to bear against or be supported on the covering element. In one embodiment, the contact elements are configured as contact surfaces which, when they bear against the respective element arranged opposite them, form essentially full-surface contact with the latter.

[0021] For this purpose, it is advantageous that the contact surfaces and the respective opposite contact areas of the fastening structure and the cladding element are designed to be complementary in shape.

[0022] The force transmission element is designed to create a force-locking connection between the fastening structure and the cladding element, at least when a force is applied to the cladding arrangement with at least one component perpendicular to the underside of the cladding element, so that the relative position of the cladding element and the operating element remains essentially unchanged. This should not preclude the possibility of the cladding element and the operating element shifting slightly relative to one another. In other words, the cladding element can essentially be subjected to said force, since it bears directly or indirectly against the fastening structure.

[0023] The length of the force transmission element perpendicular to the position of the underside of the trim element against which it rests corresponds to at least 95%, advantageously at least 98%, of the distance between the fastening structure and the trim element in the region of the arrangement of the force transmission element when the trim arrangement is arranged as intended in a motor vehicle or in a motor vehicle door, so that a force-locking connection between the fastening structure and the trim element is realized at least when the fastening structure is displaced in the direction of the trim element by more than 5%, advantageously more than 2%, of the distance between the fastening structure and the trim element due to the action of a force on the trim arrangement. In this embodiment, the mechanical contact orThe force-locking connection between the fastening structure and the cladding element is only formed when a force is applied.

[0024] In an alternative embodiment, the length of the force transmission element essentially corresponds to the distance between the fastening structure and the trim element when the trim assembly is arranged as intended in a motor vehicle or in a motor vehicle door, so that when the trim assembly is arranged as intended in a motor vehicle or in a motor vehicle door, a force-locking connection is realized between the fastening structure and the trim element. In this embodiment, the mechanical contact between the fastening structure and the trim element is formed even without the action of a force on the trim assembly.

[0025] The force transmission element causes a force acting on the fastening structure, particularly when arranged as intended from outside the vehicle towards the vehicle interior, and at least partially perpendicular to the plane of extension of the vehicle door equipped with the trim arrangement, to be displaced by essentially the same amount of the trim element at the same time as the control element is displaced as a result of the force transmission by means of the mechanical connection between the control element and the fastening structure, so that the relative position between the trim element and the control element remains at least essentially unchanged and no or only very small gaps or gaps arise in the passenger compartment. In other words, the formation of a sharp-edged offset between the trim element and the control element in the event of a crash is avoided.This is particularly important in accident situations where a force is applied laterally from outside the vehicle with at least one force component perpendicular to the trim element.

[0026] The advantage of the trim device according to the invention is that the relative position of the trim and control element to one another is at least substantially ensured in the event of a crash, thereby reducing the risk of injury to the vehicle occupants.

[0027] In one embodiment of the cladding arrangement, the force transmission element is arranged in the immediate vicinity of the position of the mechanical connection that can be formed between the operating element and the fastening structure, so that a position of the contact of the force transmission element on the fastening structure can be formed, which has a distance from a position of the mechanical connection between the operating element and the fastening structure that is less than half the maximum extension of the force transmission element in a plane parallel to that formed by the cladding element.

[0028] The position of the mechanical connection between the operating element and the fastening structure and the position of the force transmission element on the fastening structure are to be understood as the position projected into the plane of the cladding element.

[0029] By means of the mechanical connection, a force acting on the mounting structure from outside the vehicle is transmitted to the control element when the trim assembly is properly positioned in a vehicle or vehicle door. The force is transmitted to a force transmission surface, which is the surface where the mounting structure and the control element touch.

[0030] Advantageously, the force transmission element is arranged relative to the formed or formable mechanical connection such that the respective position of the force absorption of the mechanical connection and the force transmission element are at a small distance from each other.

[0031] In a particularly advantageous embodiment, the position of the force transmission element is immediately adjacent to the position of the mechanical connection between the operating element and the fastening structure or directly adjacent to it.

[0032] The advantage of this embodiment is that in the event of a lateral impact on a vehicle door equipped with the trim assembly according to the invention, a force of substantially the same magnitude acts at the position of the mechanical connection between the operating element and the fastening structure as at the position of the force transmission element on the fastening structure, whereby a force of substantially the same magnitude can be transmitted to the operating element and the trim element, so that they can be displaced at least substantially by the same distance.

[0033] In a further embodiment, in the reverse manner, alternatively or additionally, the position of the contact of the force transmission element on the cladding element to the position of the mechanical connection between the operating element and the fastening structure has a distance which is less than half the maximum extension of the force transmission element in a plane parallel to that formed by the cladding element.

[0034] In other words, the force transmission paths of the force transmission by means of the mechanical connection and by means of the force transmission element are advantageously formed at least substantially parallel to one another.

[0035] In one embodiment of the cladding arrangement, the operating element forms a projection that at least partially penetrates the cladding element for the purpose of forming the mechanical connection with the fastening structure.

[0036] Such a projection can be designed as a dome or spike. The cladding element, which is advantageously provided with a recess for this purpose, is penetrated by the projection. The recess is advantageously designed, but not necessarily, to complement the shape of the projection.

[0037] The projection is designed to form a mechanical contact with the fastening structure at least in its end region and to enable fastening.

[0038] In one embodiment, the projection is designed as a screw dome, which in its end region forms at least one contact surface designed to engage with the fastening structure, on which the dome can be supported. The contact surface essentially corresponds to the force transmission surface of the mechanical connection. In the region where the projection engages the fastening structure, a positive and / or non-positive connection is typically realized with the aid of at least one connecting means, such as a screw or a rivet. Accordingly, the contact surface is typically also referred to as a screw support. However, it is also fundamentally possible to realize the mechanical connection between the operating element and the fastening structure alternatively or additionally by gluing or welding.

[0039] In this embodiment, the acting force is transferred to the operating part by means of the projection.

[0040] In principle, the operating element can have multiple projections for implementing the mechanical connection to a fastening structure. Advantageously, the covering arrangement according to the invention forms only one projection, which is designed for mechanical connection to a fastening structure. This allows for a reduction in assembly time.

[0041] In an alternative embodiment, it is also possible for the projection penetrating the cladding element to be formed by the fastening structure and for the operating element to form the contact surface accordingly.

[0042] In one embodiment of the cladding arrangement, the force transmission element is at least partially formed as a hollow profile and surrounds the projection at least in sections, so that a force acting on the cladding arrangement can be transmitted by the force transmission element parallel to the longitudinal extension of the projection.

[0043] The force transmission element is at least partially formed as a hollow profile and surrounds the projection at least in one section, in particular in a section of the projection between the fastening structure and the cladding element. Advantageously, the hollow profile of the force transmission element is complementary in cross-section to the shape of the projection. For example, in one specific embodiment, the part of the force transmission element that surrounds a section of the projection is designed as a tubular sleeve, even if the projection has a round cross-section.

[0044] Particularly advantageously, the hollow profile essentially completely encloses the projection between the cladding element and the fastening element along its length.

[0045] The inner diameter of the hollow profile of the force transmission element advantageously corresponds at least substantially to the outer diameter of the projection, so that the force transmission element rests against it.

[0046] A similar design with a rectangular, oval, or other shaped cross-section of the projection is also possible.

[0047] In one embodiment, the first and second contact elements are formed by the end faces of the hollow profile.

[0048] However, it is not excluded that a first and / or second contact element is connected to the hollow profile, which has a contact surface that is larger than the cross-sectional area of ​​the section of the force transmission element designed as a hollow profile, for example as a pipe section.

[0049] The advantage of this design is that the force is transmitted to the cladding element evenly over the circumference of the projection and thus the position of the mechanical connection.

[0050] In one embodiment of the cladding arrangement, the force transmission element is fixed to the cladding element in a form-fitting and / or force-fitting manner.

[0051] In other words, the force transmission element, which in this embodiment is a separate component, and the covering element are designed such that they each form an area for realizing a mutual mechanical fixation. For example, the force transmission element forms a hook, which creates a positive connection with a recess in the covering element. A reverse design, in which a hook is formed by the covering element and a recess by the force transmission element, is also possible. Alternatively or additionally, it is also possible, for example, to glue the covering element and the force transmission element. In this case, the fixation is not necessarily designed to absorb and transmit a force non-destructively in the event of a crash.

[0052] The advantage of this design lies in the securing of the force transmission element on the cladding element against loss, in particular loss during an assembly process and / or a transport process.

[0053] In an alternative embodiment, the force transmission element is formed by the cladding element or is an integral part of the cladding element.

[0054] The cladding element can be part of a complex cladding unit which comprises several cladding elements.

[0055] In such an embodiment, it is also possible for the force transmission element to be an integral component of a second trim element, which, together with the first trim element, forms a trim unit. In the case of a vehicle door, this could, for example, be the rear wall of a storage compartment.

[0056] In one embodiment of the cladding arrangement, the force transmission element has at least one stiffening element, in particular a stiffening rib, for the purpose of at least partially increasing the stiffness of the force transmission element.

[0057] For the purposes of the invention, stiffening elements are regions of the force transmission element that increase the stiffness and / or the area moment of inertia of the force transmission element, at least in sections. These can be designed, for example, as stiffening ribs that extend essentially along the longitudinal extent on a surface of the force transmission element. In one embodiment, with an arrangement of the force transmission element surrounding a projection, the stiffening elements can be evenly spaced from one another and / or evenly distributed over the circumference of the force transmission element. However, it is also possible for only certain regions of the force transmission element to have stiffening elements, so that in this way the force transmission or the force transmission behavior by the force transmission element is adapted to specific load cases.

[0058] The advantage of this embodiment is that the rigidity of the force transmission element is increased at least in sections.

[0059] In one embodiment of the cladding arrangement, the force transmission element has at least one reduced-strength region, in particular a predetermined breaking point. The reduced-strength region is designed for at least partial mechanical deformation and / or fracture of the force transmission element upon application of a defined minimum force to the cladding arrangement in a defined direction that substantially deviates from a direction of force application extending perpendicular to the cladding element, in order to prevent or reduce the transmission of the force acting on the cladding arrangement to the cladding element.

[0060] Reduced-strength areas are, in particular, predetermined breaking points which are designed to cause mechanical deformation and / or destruction of the force transmission element under certain defined load cases, so that force transmission by means of the force transmission element can be interrupted or prevented.

[0061] The reduced-strength area is arranged and designed in such a way that deformation or fracture of the force-transmitting element essentially occurs when a defined minimum force acts on the cladding assembly from a direction that essentially deviates from a force acting perpendicular to the plane of the cladding element. This is typically achieved by means of a region-specific material taper, material weakening, and / or material recess. This also applies to the action of a torque on the cladding assembly.

[0062] This embodiment is particularly advantageous when the action of a defined minimum force in a specific direction on the panel arrangement, and the associated displacement of the elements and components, would lead to the exposure of component parts or the creation of edges that would pose a risk of injury to the vehicle occupant.

[0063] The advantage of this embodiment is that the force transmission element can be deformed and / or destroyed in a predictable manner under defined load cases.

[0064] In one embodiment of the cladding arrangement, the force transmission element has at least one form-fitting element for the purpose of determining a clear position of the force transmission element in relation to the operating element.

[0065] The form-locking element fixes the force transmission element at least with regard to one translational and / or rotational degree of freedom.

[0066] In the context of the invention, a form-locking element means an element of the force transmission element with which a form-lock connection can be formed with the operating element, or alternatively with the fastening structure, in such a way that the two connection partners of the form-locking connection engage with each other. In particular, a rotational movement of the force transmission element about its longitudinal axis can be blocked by a form-locking element. By means of a form-locking element, the position of the force transmission element in relation to the fastening structure and / or the operating element can be fixed, thereby counteracting incorrect alignment of the force transmission element during assembly. This is particularly advantageous if the strength of the force transmission element varies from region to region and is adapted to different load cases.

[0067] In one embodiment, the force transmission element is made of plastic, in particular polypropylene. Depending on the particular arrangement of the cladding assembly according to the invention, the use of special plastics, such as an acrylonitrile butadiene styrene plastic, may be advantageous.

[0068] A metal design of the power transmission element is also not excluded.

[0069] The plastic design of the power transmission element enables cost-effective production as an injection-molded part.

[0070] A second aspect of the invention is a motor vehicle door comprising a door shell and a fastening structure arranged thereon or formed therefrom, as well as a trim arrangement according to the invention, wherein the operating element is mechanically connected to the fastening structure.

[0071] The door shell refers to the supporting structure of a vehicle door, which is typically made of metal.

[0072] The fastening structure is mechanically connected to the door shell or forms a structural unit together with the door shell.

[0073] In other words, the control element is supported directly or indirectly on the mounting structure.

[0074] Alternatively, an embodiment is possible which is characterized in that the force transmission element forms a structural unit with the fastening structure, i.e. is formed by it or is fixed to it.

[0075] A third aspect of the invention is a motor vehicle, in particular a passenger car, comprising at least one trim arrangement according to the invention and / or at least one motor vehicle door according to the invention.

[0076] The invention is explained below with reference to the embodiments shown in the accompanying drawings.

[0077] It shows Fig. 1 : an embodiment of a force transmission element of the cladding arrangement according to the invention; Fig. 2 : a section of the trim arrangement according to the invention in a sectional view perpendicular to the intended orientation of the trim arrangement when arranged in a vehicle door; Fig. 3 : the operating principle of the cladding arrangement according to the invention; Fig. 4 : an embodiment of the cladding arrangement according to the invention in three-dimensional view; Fig. 5 : a design of a door panel of a vehicle door as an assembly group in a three-dimensional view of the vehicle interior when arranged as intended in a vehicle and Fig. 6 : a design of a door panel analogous to Fig. 5in three-dimensional view from outside the vehicle when properly arranged in a vehicle.

[0078] Figure 1shows an embodiment of a force transmission element 10 of the cladding arrangement according to the invention. The end face of the essentially sleeve-shaped force transmission element 10 facing the observer is the second contact element 15. It can be seen that the force transmission element 10 forms stiffening ribs 11 on its upper side parallel to its longitudinal extent, which are essentially evenly distributed over the circumference of the force transmission element 10. The end face facing the observer has two shaped elements 12, 13 in the form of recesses, the shape of which is adapted to the contact area of ​​the cladding element. In the embodiment shown here, the second contact element 15 forms a collar 16 in sections, which can serve as a screw support.On the side facing away from the viewer, and not visible in this illustration, is the first contact element, which, when properly aligned, is designed to engage the mounting structure. The arrow indicates the direction of a force 90 acting from outside a vehicle on the force transmission element 10 in the event of a crash, provided that the force transmission element is properly arranged in a vehicle.

[0079] Figure 2 shows a section of the trim arrangement 1 according to the invention in a sectional view perpendicular to its intended orientation when arranged in a vehicle door.

[0080] It can be seen that the operating element 30 forms a projection 31, which in the illustrated embodiment is designed as a screw dome and has a substantially round inner cross-sectional area and a substantially round outer cross-sectional area. The projection 31 is formed in the direction of the fastening structure (not shown here). The contact surface 32 of the projection 31 rests against the fastening structure when properly arranged.

[0081] The trim element 40 is arranged on the outer side 33 of the control element 30 facing the fastening structure. It can be seen from the illustration that, in the embodiment shown here, the trim element 40 is part of a trim unit and is connected to an interior door trim element 50. The connecting region 51, in which the connection between the trim element 40 and the interior door trim element 50 is realized, is designed here as a welded dome. The arrow indicates the direction from which a force 90 acts on the trim arrangement 1 in the event of a crash, particularly during a crash test, when properly arranged in a vehicle.

[0082] The force transmission element 10 is arranged on the lateral flanks of the projection 31. The surface forming the first contact element 14 is arranged essentially in a plane with the contact surface 32. On the opposite side, the surface forming the second contact element 15 bears against a region of the cladding element 40. The force 90 is transmitted from the fastening structure to the cladding element 40 between the contact elements 14 and 15. The force transmission element 10 essentially completely surrounds the projection in the embodiment shown.

[0083] At the center of the presentation of the Figure 2 It can be seen that the force transmission element 10 forms a locking connection 17 with the covering element 40. This connection serves to secure the force transmission element 10 during transport and assembly and prevents it from becoming lost.

[0084] Figure 3shows the operating principle of the cladding system 1 according to the invention. Shown is the force 90 acting from the outside on the fastening structure 20, causing it to be displaced upwards as shown in the illustration. The force 90 is transmitted via the contact surface 32 of the projection 31, which is surrounded by the force transmission element 10, to both the operating element 30 and, via the contact elements 14 and 15, to the cladding element 40. Thus, the operating element 30 and the cladding element 40 are displaced by essentially the same distance.

[0085] Figure 4shows a three-dimensional view of the trim assembly 1 according to the invention. It can be seen that the force transmission element 10 is arranged on the projection 31 of the operating element and is fixed to the trim element 40, which is connected to the door interior trim element 50 at the connecting areas 51, by means of a snap-in connection 17. The fastening structure adjoins the contact surface 32 as intended. During assembly, a fastening means, such as a screw, is arranged in the central opening in the contact surface 32 to form the mechanical connection between the operating element and the fastening structure. The section marked AA here corresponds to the illustration in Figure 2 .

[0086] Figure 5shows an embodiment of a door trim 100 of a vehicle door as an assembly in a three-dimensional view. Not shown is the vehicle door shell into which the illustrated door trim is integrated. The side facing the viewer faces the vehicle interior when properly arranged in or on a door shell. In the example shown, the fastening structure 20 is provided in the form of a window lift unit to which the operating element 30, which in the example is a pull handle of a vehicle door, is fastened. The window lift unit is connected to the door shell in the fully assembled vehicle door. A trim element 40 in the form of an armrest, which is only indicated here, is arranged between the fastening structure 20 and the operating element 30. The armrest is connected to the interior door trim element 50.It can be seen that the force transmission element 10 is arranged between the operating element 30 and the fastening structure 20. This view indicates that, in the area where the operating element 30 is fastened, the covering element 40 is arranged between the force transmission element 10 and the fastening structure 20, and is penetrated by the projection of the operating element 30.

[0087] The control element, in this case the closing handle, is provided with a control element cover in the finished vehicle. However, it is also possible that the control element is equipped with devices for controlling functions in or on the vehicle.

[0088] Figure 6 shows the design of a door panel 100 according to Figure 5 viewed in three-dimensional view from the comparison to Figure 5opposite direction. Thus, the rear side of the door trim panel can be seen, which lies inside the door when the vehicle door is fully assembled. Visible is the trim element 40, which is connected to the interior door trim element 50 at the connecting regions 51. The connection realized here is typically—but not necessarily—a welded connection. In this embodiment, the trim element 40 is arranged in a nested manner in front of and behind the interior door trim element 50. The trim element 40 and the interior door trim 50 can, in principle, also be designed in one piece, i.e., as a structural unit. Furthermore, the arrangement of the force transmission element 10 can be seen.

[0089] Due to the nature of the illustration, the control element is not visible here, the projection of which penetrates the covering element 40 and is surrounded by the force transmission element 10. The arrangement of the force transmission element 10 in this embodiment is shown in detail Figure 4 removable. List of reference symbols

[0090] Panel arrangement 1 Power transmission element 10 stiffening element 11 first form element 12 second form element 13 first investment element 14 second investment element 15 collar 16 Snap connection 17 Mounting structure 20 Control element 30 projection 31 contact surface 32 outside 33 Cladding element 40 Interior door trim element 50 Connection area 51 Power 90 door panel 100

Claims

1. Trim arrangement (1) for the interior fittings of a motor vehicle, in particular for the interior fittings of a motor vehicle door, comprising an operating element (30) that can be mechanically connected to a fastening structure (20), at least one trim element (40) that is arranged at least in portions on an outer side (33) of the operating element (30), and at least one force transmission element (10) that is arranged on a side of the trim element (40) facing away from the operating element (30) and that forms at least a first contact element (14) for contacting the fastening structure (20) and at least a second contact element (15) for contacting the trim element (40), so that when a force (90) is applied to the trim arrangement (1) by at least one component perpendicular to the side of the trim element (40) facing away from the operating element (30) and the operating element (30) is displaced, caused by the application of the force (90), the relative position of the trim element (40) to the operating element (30) remains at least substantially unchanged.

2. Trim arrangement (1) according to the preceding claim, characterized in that the force transmission element (10) is arranged in the immediate vicinity of the position of the mechanical connection that can be formed between the operating element (30) and the fastening structure (20), so that a position of the contact of the force transmission element (10) on the fastening structure (20) can be formed, which position is spaced apart from a position of the mechanical connection between the operating element (30) and the fastening structure (20) by a distance that is less than half the maximum extension of the force transmission element (10) in a plane parallel to the plane formed by the trim element (40).

3. Trim arrangement (1) according to either of the preceding claims, characterized in that the operating element (30), for the purpose of forming the mechanical connection with the fastening structure (20), forms a projection (31) which at least partially passes through the trim element (40).

4. Trim arrangement (1) according to claim 3, characterized in that the force transmission element (10) is at least partially designed as a hollow profile and surrounds the projection (31) at least in portions, so that a force (90) acting on the trim arrangement (1) can be transmitted by the force transmission element (10) parallel to the longitudinal extension of the projection (31).

5. Trim arrangement (1) according to any of the preceding claims, characterized in that the force transmission element (10) is fixed to the trim element (40) in a form-fitting and / or force-fitting manner.

6. Trim arrangement (1) according to any of the preceding claims, characterized in that the force transmission element (10) has at least one stiffening element (11), in particular a stiffening rib, for the purpose of at least partially increasing the stiffness of the force transmission element (10).

7. Trim arrangement (1) according to any of the preceding claims, characterized in that the force transmission element (10) has at least one reduced-strength region, in particular a predetermined breaking point, for at least partial mechanical deformation and / or breakage of the force transmission element (10) when a defined minimum force is applied to the trim arrangement (1) in a defined direction which substantially deviates from a direction of force application extending perpendicular to the trim element (40), for the purpose of preventing or reducing a transmission of the force (90) applied to the trim arrangement (1) to the trim element (40).

8. Trim arrangement (1) according to any of the preceding claims, characterized in that the force transmission element (10) has at least one form-fitting element (12, 13) for the purpose of determining a unique position of the force transmission element (10) in relation to the operating element (30).

9. Motor vehicle door comprising a door shell, a fastening structure (20) arranged thereon or formed therefrom, and a trim arrangement (1) according to any of the preceding claims, wherein the operating element (30) is mechanically connected to the fastening structure (20).

10. Motor vehicle, in particular a passenger car, comprising at least one trim arrangement (1) according to any of claims 1 to 8 and / or at least one motor vehicle door according to claim 9.