ROOF SPOILER

Description

[0001] The invention relates to a roof spoiler for a motor vehicle, in particular a passenger vehicle, according to the preamble of claim 1, as well as to a motor vehicle with a roof spoiler and a manufacturing method thereof. Roof spoilers of this type are mounted on motor vehicles, in particular passenger vehicles, extending from the vehicle's roof surface, for example on the rear door or the unfinished rear door of the same.

[0002] Standard rear roof spoilers are typically manufactured with an upper and lower shell as separate components, usually injection-molded, which are then joined together. The upper shell is color-coated, i.e., painted in the vehicle's color. Furthermore, the roof spoiler generally features a wiper tunnel to accommodate the rear window wiper of the respective vehicle.

[0003] The joining of the upper and lower shells is typically achieved through a multi-stage, sequential welding process, such as ultrasonic welding. This requires a complex and expensive ultrasonic welding machine, which usually features segmented sonotrodes for ultrasonic welding. To perform the welding process, the sonotrodes must be precisely aligned with the contours of the upper and lower shells of the roof spoiler to create a reliable weld, which is very time-consuming. After the upper and lower shells are joined, the wiper tunnel, manufactured as a separate component, is then attached to the prefabricated assembly. Therefore, there is a need to provide a roof spoiler that can be manufactured cost-effectively.

[0004] Furthermore, a roof spoiler must also meet a complex set of requirements. Firstly, the spoiler must exhibit sufficient stability and strength during operation of the vehicle, especially at high speeds and the associated high wind loads. This necessitates a very secure connection between the roof spoiler and the vehicle body, for example, the rear door. Additionally, roof spoilers are often subjected to high mechanical forces. This occurs, for example, in a car wash or when a vehicle is loaded with a roof weight. High manual forces are also exerted on the roof spoiler when a vehicle is manually pushed, such as in winter conditions, and the vehicle is pushed by manually applying pressure to the roof spoiler.The roof spoiler, as well as its mounting area on the vehicle body, must therefore be able to withstand high mechanical forces, and significantly higher mechanical forces than, for example, other elements of the vehicle's outer skin such as side spoilers, antenna covers, or the like.

[0005] Furthermore, the roof spoiler, and in particular its upper surface, constitutes a portion of the vehicle's exterior surface as visually perceived. Therefore, at least the outer surface of the upper shell, which, when mounted on the vehicle, forms an extension of the roof surface, must exhibit a high level of optical quality, generally referred to as "Class A" quality. This requires that the upper surface of the upper shell be very smooth and free of defects, practically free of sink marks, indentations, or other visually distracting irregularities. Such sink marks are particularly likely to form when adjacent component areas have different material thicknesses and are subject to different material shrinkage rates.

[0006] Furthermore, a roof spoiler is a complex component in its design, as it has mounting points for attaching it to the vehicle and typically needs to accommodate other functional elements such as sensors, rear lights, or similar components. For this purpose, the spoiler is provided with corresponding mounting and / or attachment points. Moreover, it is generally desirable for the respective vehicle component, in this case the roof spoiler, to have the lowest possible weight in order to reduce manufacturing costs and lower the vehicle's operating expenses, such as its energy consumption.

[0007] A roof spoiler of this type is known from EP 3 044 077 B1, but it has a relatively complex structure because the reinforcing element supporting the roof spoiler is made up of two parts with an inner cavity and includes grooves or slots formed in this reinforcing element into which a corresponding inner web of the roof spoiler engages when installed. Therefore, the structure is relatively complex and bulky, requiring a considerable amount of space. Ultimately, this design has not proven to be sufficiently stable.

[0008] Further prior art is known from the unrelated patent applications DE 198 48 463 A1, DE 10 2015 004 982 A1, DE 10 2016 015 532 A1, DE 10 2009 042 845 A1, WO 2013 / 125015 A1 and DE 10 207 114 038 A1. Further prior art is represented by DE 10 2008 061 560 A1 and DE 10 2014 203957 A1.

[0009] The invention is therefore based on the objective of providing a roof spoiler which partially or completely solves the aforementioned problems, wherein the roof spoiler is particularly cost-effective to manufacture, has high mechanical stability and has at least on the upper surface of the upper shell a surface of the highest possible optical quality.

[0010] This problem is solved by providing a roof spoiler according to claim 1. Advantageous embodiments are described in the dependent claims. Furthermore, the problem is solved by providing a motor vehicle with a roof spoiler mounted thereon according to claim 13 and a manufacturing method according to claim 15.

[0011] According to the invention, the roof spoiler is designed such that the upper shell is formed as an injection-molded part, preferably as a one-piece injection-molded part, wherein the predetermined fastening areas for attaching the roof spoiler to the vehicle are at least partially or completely integrally molded onto the upper shell.

[0012] Extensive testing within the scope of the invention has revealed a particular advantage: the injection molding process used according to the invention allows the roof spoiler to be manufactured with very high mechanical stability, combined with high optical quality of the outer shell surface and low weight, compared, for example, to roof spoilers with outer shells made of injection-molded plastic. It has been found that injection-molded outer shells do not exhibit the required strength and stability of the mounting areas while simultaneously achieving very high optical quality of the outer shell surface, for example, in the range of Class A quality, particularly since greater material thicknesses or stiffening lead to surface defects such as sink marks, indentations, or other visually disturbing irregularities.It has been found that, with injection-molded upper shells, the mounting areas for attaching the spoiler to the vehicle must be located on the lower shell to avoid significantly impairing the surface quality of the upper shell. Surprisingly, this is not the case with spoilers according to the invention that have an injection-molded upper shell. Furthermore, it has been found within the scope of the invention that the mounting areas of the roof spoiler for attaching it to the vehicle, for example, a rear door, and also their connection to the respective spoiler component, can be designed to be significantly more stable and reliable in the injection-molded manufacturing process, for example, with a greater material thickness, than in the production of a roof spoiler using the injection molding process.This applies particularly in combination with the provision of an optically high-quality to practically flawless surface of the upper shell as the visible surface, as is possible according to the invention. It is generally understood that the surface coating of the upper shell, or more generally the surfaces of the upper and lower shells, refer to the outer surfaces of the roof spoiler.

[0013] The upper shell of the roof spoiler according to the invention is thus a dimensionally stable component, particularly under the forces acting on the spoiler during the operating conditions of the motor vehicle. This enables the roof spoiler to be attached directly to the body of the rear door (raw rear door) of the vehicle, preferably by means of at least one, several, or all of the mounting areas integrally molded onto it, whereby this attachment can absorb the forces acting on the spoiler during vehicle operation. The body of the rear door is preferably formed in one piece. This eliminates the need for an additional dimensionally stable component that would both support the spoiler's upper shell and be connected to it by fasteners, and which would also be attached to the rear door, a design that would be significantly more complex and require considerably more material.The rear door preferably also includes a rear window. The dimensionally stable body of the rear door preferably extends from the retaining area for the rear window to the mounting area of ​​the rear door body for the roof spoiler, preferably with a single layer or single wall of material, or a layer of material made of metal or fiber-reinforced plastic.

[0014] Preferably, the dimensionally stable body of the rear door (rear door body) has bent edge edges, transverse folds extending in the installed position transverse to the longitudinal direction of the vehicle or longitudinal folds extending in the longitudinal direction of the vehicle, recesses or embossings, which significantly increase the stability of this rear door body and can be designed as desired.

[0015] Furthermore, recesses can be used to accommodate components, such as sensors. Recesses can also be provided in the rear door body. These recesses or ledges can also be designed for positioning one or more of the bases provided on the upper shell. This gives the assembly, including the roof spoiler and corresponding rear door body, exceptional stability and allows for easy installation thanks to this positioning aid.

[0016] According to the invention, the predetermined mounting areas for attaching the roof spoiler to the vehicle are at least partially or completely integrally molded onto the upper shell, preferably in one piece. Surprisingly, this is possible using injection molding without resulting in unacceptable surface defects such as sink marks, indentations, or other visually disturbing irregularities, while simultaneously ensuring high strength of the mounting areas and their connection to the upper shell. This is attributed, in accordance with the invention, to the fact that during the injection molding process, the pressure applied during the molding step largely or almost completely levels out any surface irregularities that would otherwise appear on the upper shell at or in the area where the mounting areas connect, rendering them practically imperceptible on the finished injection-molded component.Unlike injection molding, the embossing pressure and thus the leveling can be maintained in the injection compression molding process even during the cooling phase of the component in the mold. In contrast, spoilers with mounting areas manufactured using injection molding, when these are located on the upper shell and have the necessary material thickness for stability and strength, exhibit unacceptable surface defects such as sink marks due to material shrinkage on the surface of the upper shell, or the material thickness must be significantly reduced, compromising strength. However, by optimizing the mounting areas according to the invention as described below, a particularly high-quality Class A surface finish is possible, which exhibits virtually no surface defects such as sink marks, indentations, or other disruptive irregularities.The aforementioned fastening areas are preferably not located at the edge of the upper shell, but rather spaced apart from the edge, preferably in a central and / or at least substantially flat or slightly curved area of ​​the upper shell. The advantages of the invention arise particularly from this, also because this area is especially easy to see.

[0017] The upper and lower shells of the spoiler form the outer top and bottom surfaces of the spoiler, with the outer surfaces of the upper and lower shells representing visible surfaces, which are therefore visually perceptible to an observer outside the vehicle, referring to the mounting state of the spoiler on the vehicle.

[0018] The upper and lower shells of the spoiler form a cavity between them with their opposing inner surfaces, the cavity preferably being bounded by these two inner surfaces. The inner surfaces of the upper and lower shells are each arranged facing the center of the cavity and / or on the side opposite the outer surface of the upper or lower shell, respectively. The outer surface of the lower shell is preferably located entirely on the side facing away from the inner surface of the upper shell. The top surface of the lower shell is preferably not covered by the upper shell.

[0019] Furthermore, the design according to the invention has the advantage that the lower shell no longer needs to extend over the spoiler area, or no longer extends over the area where the mounting points for connecting the spoiler, preferably the upper spoiler shell, to the vehicle are located, thus largely avoiding an overlapping surface area of ​​the upper and lower shells. This also allows the spoiler to be manufactured with a significantly lower weight. The mounting points arranged on the inner surface of the upper shell for attaching the spoiler to the vehicle are therefore preferably not covered by any part of the lower shell when the spoiler is fully assembled, which preferably applies to all of the aforementioned mounting points. Compared to a conventional roof spoiler with separate upper and lower shells, each manufactured by injection molding, the roof spoiler according to the invention has a weight reduction of more than 10%, typically by approximately [missing information].20% lower component weight. The weight reduction of the roof spoiler body, including wiper tunnel, can, for example, be in the range of approximately 500 g per spoiler for a mid-range passenger car.

[0020] The "predetermined mounting area", also called "mounting area", of the spoiler or upper shell is always understood as a mounting area for attaching the spoiler to the vehicle, unless otherwise indicated by the specific context.

[0021] The aforementioned "one-piece forming" of the aforementioned fastening areas on the upper shell is preferably designed such that the forming of the respective area is carried out as part of the injection compression molding process for manufacturing the upper shell. The one-piece forming of the respective fastening area is thus preferably achieved by injection compression molding, preferably in the same process step as the injection compression molding of the upper shell. This results in a particularly stable formation of the fastening area and also a particularly stable and durable connection of the fastening area to the upper shell, enabling it to withstand particularly high mechanical forces while simultaneously achieving a very high surface quality of the upper shell. Furthermore, this eliminates the need for additional separate process steps outside the injection compression mold.However, if desired, though less preferably, a one-piece forming process can also be achieved through subsequent process steps following the injection molding of the upper shell, which can be carried out outside the injection molding tool. The mounting area, including its base, preferably consists of the same material as the upper shell.

[0022] The lower shell can be manufactured particularly cost-effectively as an injection-molded part, but also by other suitable methods. Preferably, the lower shell is not designed as an injection-molded part, although this is also possible under certain circumstances.

[0023] To produce the upper shell as an injection-molded part, an injection-molded mold can be used, which has at least two dies that form the cavity between them for producing the upper part. The outer surface of the upper shell is preferably produced by one die, and the inner surface of the upper shell, located on the spoiler, by the other die. Preferably, to avoid surface defects, the upper and lower surfaces of the upper shell are each produced by exactly one die; less preferably, the upper and / or lower surfaces may be produced by several dies. As is typical for injection-molded molding processes, the plastic material forming the component, in particular a thermoplastic, is injected as a melt into the mold cavity of the injection-molded mold, with the two mold parts separated from each other by a nip.Subsequently, with the embossing gap closed, the two tool parts are moved towards each other to perform the embossing process. The component is then demolded from the tool. The injection embossing process can be carried out, for example, as large-area embossing or as partial embossing, and other injection embossing processes can also be used if required. In large-area embossing, the corresponding tools have plunge edges, i.e., parting lines that extend across the entire surface in the demolding direction. Even partially closed tools whose plunge edges overlap are sufficiently sealed that molten plastic can no longer escape through the parting line. In partial embossing, the tools preferably have standard parting lines that are well-matched to each other. The tools may also have movable displacement cores that can locally compress the melt in the cavity, either to assist with or even replace the holding pressure.The main compression is also preferably achieved here by bringing the embossing dies together. For example, holding pressure can be generated by advancing the displacer cores. The dosing can then begin, for instance, overlapping with the holding pressure phase.

[0024] The inventive design of the upper shell as an injection-molded part can also be verified by suitable material testing methods, particularly in comparison to a component produced by injection molding. This can be demonstrated, for example, by the shape of the component area produced in the region of the embossing gap. The injection-molded component exhibits a certain burr at the forming area of ​​the embossing gap, which corresponds to the position of the parting line of the embossing dies when the injection mold is closed, with the burr being formed by the transition of the embossing dies. Furthermore, this can be verified, for example, due to material stresses in the component and / or the material flow at the component located at the embossing die parting line, which is particularly evident when using plastic compounds containing fillers.

[0025] Preferably, the rear of the spoiler is designed as an apron, wherein the apron is at least partially or completely formed by an edge region of the upper shell, and wherein the upper shell edge region preferably connects to the upper shell body without undercuts and / or the upper shell is designed without undercuts in the area of ​​the upper shell edge region, which forms at least part of the apron. The apron preferably forms the rear boundary of the roof spoiler, rearward with respect to its mounting arrangement on the vehicle. The undercut-free design of the upper shell refers in particular to a cross-section of the upper shell in the longitudinal direction of the vehicle when the spoiler is mounted, and furthermore in particular to the upper shell cross-section in the area of ​​the apron.The upper shell edge region, which forms the rear apron of the spoiler, is preferably angled or bent relative to the upper shell body and, when the spoiler is mounted on the vehicle, points towards the vehicle floor. The angle or bend of the upper shell edge region from the upper shell body is preferably less than or equal to 90°, preferably 45° to 90°, 60° to 90°, or 80° to 90°, so that the edge region does not form an undercut with the upper shell body, thus simplifying the injection molding process. Furthermore, this makes it easier to demold the upper shell from the injection molding tool and also avoids material stresses that could lead to irregularities during paint coating. The angle enclosed between the upper shell edge region and the upper shell body on the inner surface of the upper shell is therefore preferably ≥ 90°.The design of the upper shell edge as an apron significantly simplifies the attachment of the upper shell to the lower shell in order to meet the requirements of the spoiler. The angled / bent upper shell edge stabilizes the edge of the upper shell. Furthermore, it creates space for preferably intended fastening means to secure the upper shell to the lower shell, such as preferably intended form-fit and / or friction-fit means, in particular snap-fit ​​elements. Moreover, this design gives the upper shell particularly high mechanical stability in the area of ​​its end facing away from the vehicle, which at least partially forms the apron.

[0026] If necessary, the upper shell can also connect to the upper part of the apron, so that the apron is practically entirely provided by a part of the lower shell.

[0027] In another variant, the back of the spoiler can be designed as an apron, with the lower shell edge area joining the lower shell body without undercutting, making it easy to manufacture.

[0028] Preferably, the upper shell consists of a uniform, homogeneous material, which includes the possibility that the upper shell material may also contain fillers. This further increases the stability and strength of the upper shell.

[0029] The upper shell is particularly advantageous if it consists at least substantially or entirely of a PC / PET blend (polycarbonate / polyethylene terephthalate blend) as the base plastic material. Such PC / PET blends are known. This allows the roof spoiler to be manufactured with exceptionally high strength and, at the same time, exceptionally low weight. Furthermore, this material has proven particularly effective because it is especially resistant to sunlight and dimensionally stable, so that stresses and / or undesirable material deformations under strong sunlight occur to a particularly low degree due to the choice of material. These advantages are especially pronounced compared to the ABS / PC plastics that are otherwise generally used.

[0030] Particularly preferred is the use of a thinner material thickness at the transition area between the upper and lower shells, or at their joint. This prevents material stresses at the joint, which could be noticeable on the outside of the spoiler, especially on a colored surface coating of the upper shell, and ensures a particularly smooth and gap-free transition between them. This is especially advantageous if the upper shell has a colored surface coating, while the lower shell may have a different or no surface coating. The colored surface is generally located on the outside of the component.Particularly in the case of the lower shell, the body material can also be colored within the scope of the invention, for example, across its entire thickness. The dividing line between the upper and lower shells is preferably located in the central area of ​​the spoiler's rear surface or spoiler skirt, relative to the spoiler's height.

[0031] Preferably, the upper shell is surface-coated, for example, to match the color of the vehicle's roof. More generally, preferably, the upper shell is color-coated over its entire outer surface. The color coating can be, in particular, a vehicle paint. The color coating of the upper shell is preferably applied in a separate coating or painting step outside the injection molding tool. Optionally, the coating of the upper shell can also be applied within the injection molding tool or as part of the injection molding process.

[0032] Preferably, the dividing line between the upper and lower shells is located on the rear of the spoiler. This dividing line corresponds to the line on the outside of the spoiler where the upper and lower shells meet. The "dividing line" thus represents a mechanical or structural separation between the upper and lower shells. This position of the dividing line allows the spoiler to be manufactured particularly advantageously with an injection-molded upper shell.

[0033] Preferably, the lower shell is not superficially coated on its outer surface, preferably in the sense of an additional, separate color coating, although the body material of the lower shell may also be colored in this context. This significantly simplifies the manufacturing of the roof spoiler body. Optionally, the lower shell may also have a different surface coating than the upper shell, which includes a different color coating. A lack of color coating on the lower shell also prevents color defects, for example, in its construction with different areas of varying material thickness. However, the lower shell may also have a color coating, possibly even in the same color as the upper shell.

[0034] If the upper and lower shells have different coatings and / or surface finishes, in particular color coatings, the mechanical dividing line between the upper and lower shells, where they meet on the outer side or rear of the spoiler, preferably also represents a color dividing line between the upper and lower shells.

[0035] Preferably, the rear of the spoiler is designed as an apron, which slopes downwards relative to the upper shell towards the lower shell. The aforementioned angled or bent upper shell edge area can partially or completely form the apron in height, extending over part or preferably the entire longitudinal extent of the spoiler, and preferably also over the sides of the spoiler extending in the longitudinal direction of the vehicle. When the spoiler is mounted on the vehicle, the apron height is in line with the vehicle's height. This has the advantage that the free end area of ​​the spoiler, which extends towards or forms the rear of the vehicle, exhibits greater mechanical stability, which is also desirable, for example, when functional components such as a taillight are located in the end area of ​​the spoiler.The skirt allows for particularly reliable production of the upper shell using injection molding with closing dies. According to the invention, the skirt forms the separation between the upper and lower shells, thus also providing a color separation between the upper and lower shells. The structural separation of the upper and lower shells along the dividing line preferably also represents a dividing line for the color coating of the upper and lower areas of the roof spoiler. This makes it particularly easy to produce a body with a color-coated upper shell, reliably achieving high optical quality.

[0036] In one particularly preferred variant, the separation or color separation between the upper and lower shells is located in the area of, or especially on, the lower section of, the apron, for example, at the lower edge of the apron or at the lower edge of the rear of the spoiler. The color-coated area of ​​the upper shell can thus extend over the largest possible area of ​​the spoiler visible to a person standing next to the vehicle. Furthermore, this makes the dividing line between the upper and lower shells practically imperceptible when viewing the vehicle from the side, since the viewer's gaze does not fall directly on the dividing line when looking at the vehicle from the side. This is also particularly advantageous with regard to the arrangement and design of the fastening areas between the upper and lower shells, as described above.

[0037] According to another preferred variant, the dividing line between the upper and lower shells is located in the middle area of ​​the spoiler's rear or spoiler apron with respect to the spoiler's height extension.

[0038] The spoiler according to the invention preferably has an upper shell and a lower shell as separate components. The upper shell and the lower shell are connected to each other by force-fit and / or form-fit elements, in particular snap-fit ​​elements, in a tensile-force-absorbing manner. Preferably, the upper shell and lower shell are connected to each other without gaps at their dividing line. The connection between the upper and lower shells at the dividing line is preferably watertight, without the use of additional sealing agents such as sealing lips or separate sealants, due to the force exerted on the two components by the force-fit and / or form-fit elements, in particular snap-fit ​​elements, against each other. By manufacturing the upper shell as an injection-molded part, the snap-fit ​​elements on the upper shell can be designed to be particularly robust, even with only a small available volume, and form a very stable connection with the lower shell, thus fulfilling the aforementioned requirements to a high degree.Furthermore, the snap-fit ​​connection of the upper and lower shells eliminates the need for a very complex joining process using a welding procedure such as ultrasonic welding.

[0039] The force-locking and / or positive locking means, in particular locking means, for fastening the upper and lower shells to one another are arranged on the upper shell, preferably at the edge region of the upper shell body, more preferably at the edge region where the upper and lower shells meet, particularly preferably adjacent to or at the angled or bent edge of the upper shell, which results in the aforementioned advantages in a special way. The upper and lower shells can thus be fixed to one another in a way that absorbs tensile forces. Furthermore, this reduces the overlap area of ​​the upper and lower shells and thus also the spoiler weight. The aforementioned force-locking and / or positive locking means can be arranged, in particular, on or in the area of ​​the spoiler apron. The aforementioned positive locking and / or force-locking means, such as...The locking elements of the upper shell for fastening the upper and lower shells to one another can be integrally molded onto it, particularly using injection molding. This allows the forming and / or force-locking elements to be arranged even on an externally coated area of ​​the upper shell, while maintaining a very high surface quality. This design with a flawless surface of the upper shell is also made possible by the upper shell according to the invention. Similarly, other retaining or fastening elements, such as those for attaching the wiper tunnel, can optionally be integrally molded onto the upper shell, particularly using injection molding. Reference is made to the corresponding descriptions of the inventive design of the fastening areas for attaching the spoiler to the vehicle.The problem underlying the invention, in particular with regard to the particularly high required stability of the attachment of the spoiler to the vehicle as well as the required freedom from defects of the color-coated surface, arises to a significantly greater extent with regard to the attachment areas for attaching the spoiler to the vehicle, and is therefore not comparable with the form-fit and / or force-fit means for attaching the upper and lower shells to each other.

[0040] The lower shell, for example, can be manufactured very cost-effectively as an injection-molded part, especially a plastic injection-molded part. The upper and lower shells can be made of different materials, particularly different plastic base materials, which makes these parts particularly easy to adapt to specific requirements and allows for very cost-effective spoiler production.

[0041] The advantageous design of the predetermined mounting areas for attaching the roof spoiler to the vehicle, as described in the invention, can apply to at least one, several, or all of these mounting areas of the spoiler. In particular, all of the mounting areas can be arranged on the upper shell of the spoiler, and optionally also partially on the lower shell. Each predetermined mounting area can at least partially comprise suitable fastening means such as screw bolts, positive-locking and / or friction-locking fastening elements, by means of which the roof spoiler body can be attached to the vehicle, in particular to the vehicle body such as the rear door, and / or serve for the connection of such fastening means. The roof spoiler is preferably detachably attached to the vehicle.By optimizing the fastening areas according to the invention, as described in the claims and the figures, a particularly high surface quality is achieved with regard to the absence of surface defects such as sink marks, indentations, or other visually perceptible irregularities, while maintaining particularly high stability of the fastening area and its connection to the upper shell. Furthermore, this allows for a reduction in the number of necessary fastening areas, while ensuring a very stable attachment of the spoiler to the vehicle without any visual impairment of the outer spoiler surface.

[0042] The at least one predetermined mounting area for attaching the spoiler to the vehicle, which is integrally molded onto the upper shell, comprises a base that is integrally molded onto the upper shell. This is particularly preferred for several or all mounting areas for attaching the roof spoiler to the vehicle, more precisely to a rear door of the same. This ensures a reliable, force-absorbing fixation of the fastening element to the spoiler body. The base has a base surface spaced apart from the inner surface of the upper shell, as well as a base wall that connects the base surface to the upper shell. Preferably, the base surface has a receptacle for a fastening element or a fastening element for connecting the spoiler to the vehicle body. The fastening element can thus engage the mounting area of ​​the base by engaging with the receptacle.

[0043] Preferably, at least one mounting area of ​​the roof spoiler on the vehicle, particularly in the mounting area with base according to the invention, is provided at the central region of the roof spoiler with respect to its longitudinal extent in the vehicle direction. The longitudinal extent of the roof spoiler corresponds essentially to its width. Preferably, at least one mounting area of ​​the roof spoiler on the vehicle, particularly in the mounting area with base according to the invention, is provided at the central region of the roof spoiler with respect to its longitudinal extent, wherein the longitudinal extent of the spoiler, when mounted on the vehicle, extends across the vehicle width.This means that the central area of ​​the upper shell, which, due to its large surface area, is often more easily deformable than the outer areas of the upper shell, which also often have stiffening elements such as bent outer edges, is particularly stabilized by its attachment to the rear door or body-in-white rear door of the vehicle, even against the effects of external forces such as wind forces at high driving speeds.

[0044] The body of the rear door, which preferably comprises or consists mainly of sheet metal, can have folds or recesses to increase stability. Folds or grooves provide increased longitudinal and / or transverse stiffness of the rear door, while recesses provide localized or zoned increases in stability. Furthermore, recesses can also serve to accommodate components, such as sensors. Thus, the one-piece, essentially flat body of the rear door (rear door body) provides the stability of the roof spoiler, so that the assembly consisting of the rear door body and the roof spoiler mounted on it forms a particularly stable assembly.

[0045] Additional dimensionally stable components that support the upper shell and connect it to the rear door in a force-absorbing manner are therefore unnecessary. The at least one, several, or all of the attachment points for securing the spoiler to the rear door can be spaced ≥ 5%, ≥ 15%, ≥ 25%, or preferably ≥ 35%, or ≥ 40% away from the outer edge of the upper shell in the respective direction of its surface area.

[0046] Preferably, the base has a base wall integrally molded onto the upper shell by a pointed stamping process, wherein the wall thickness of the base wall at or in the area of ​​its connection to the upper shell is ≥ 40% of the material thickness of the upper shell. This material thickness of the upper shell preferably refers to the area of ​​the upper shell to which the base is molded. The upper shell and the base wall form an angle with each other, preferably an angle in the range of 20° to 160°, 45° to 135°, 60° to 120°, or approximately 90°. The base wall thus projects from the upper shell. The wall thickness of the base wall at or in the area of ​​its connection to the upper shell is preferably ≥ 50%, ≥ 65%, or ≥ 75% of the material thickness of the upper shell at or in the area of ​​this connection, optionally also 85%, approximately 100%, or possibly more.It has been found in the course of the invention that, on the one hand, this allows for a particularly stable connection of the base wall to the upper shell, which can withstand particularly high forces. On the other hand, it has been found in the course of the invention that such a connection of the base or the base wall to the upper shell, which does not produce any visible defects on the upper surface of the upper shell, can only be achieved by an injection compression molding process, but not by an injection molding process. The wall thickness of the base wall mentioned here can refer to parts of its circumferential extent, or ≥ 10% or ≥ 25%, or preferably ≥ 50% or ≥ 75% of its circumference, or its entire circumference. The circumferential extent of the base wall can, in particular, be its extent in a plane parallel to the main plane of the upper shell. In an injection molding process, the upper shell typically has an approximately...The material thickness is three times that of the base wall in the area where it connects to the upper shell, meaning that the base and therefore the fastening area can only absorb relatively small forces, as otherwise visible defects will occur on the upper surface of the upper shell.

[0047] Particularly preferred embodiments of the aforementioned predetermined mounting area, especially also in the form of a base, are described in claims 10 to 23. This allows the base to withstand particularly high forces and further reduces or eliminates sink marks, indentations, or other visually perceptible surface defects on the outer surface of the roof spoiler, particularly when the mounting areas are arranged on the inner surface of a color-coated outer shell. This enables the roof spoiler to be manufactured with a particularly high optical quality (Class A) when the mounting areas are especially stable. Reference is made to the corresponding descriptions and advantages of the exemplary embodiments of the invention, which may apply generally within the scope of the invention.

[0048] The upper and / or lower shell of the spoiler body preferably has additional fastening means and / or fastening areas for attaching other functional devices to the roof spoiler, such as sensors, a rear light, warning lights, or the like. These fastening areas are also, or may be, provided on the upper shell and are preferably integrally molded onto the upper shell using the injection molding process.

[0049] Furthermore, the invention comprises a motor vehicle, in particular a road vehicle, specifically a passenger car, with a roof spoiler according to the invention. Passenger cars are understood to be road vehicles with an unladen weight of less than or equal to 3 t, preferably less than or equal to 2.5 t. The roof spoiler is preferably attached to the vehicle body, for example, to the rear door of the vehicle, extending from the roof surface. The roof spoiler according to the invention is preferably designed to replace a conventional roof spoiler in an identical manner, but is not limited to this.

[0050] The at least one predetermined mounting area of ​​the roof spoiler for attaching it to the vehicle, which is molded onto the upper shell, is preferably attached directly to the preferably one-piece body of the vehicle's rear door. Preferably, this applies to several or all mounting areas of the roof spoiler for attaching it to the rear door body. This makes the construction of the rear door and spoiler particularly simple, cost-effective, and reliable, as it can be realized with as few joints or joining areas as possible. The rear door body is a dimensionally stable component, for example, made of metal or fiber-reinforced plastic. The rear door body is preferably the structural part of the rear door, which determines the structure of the vehicle's outer skin. The rear door body preferably accommodates a rear window.A rear door lock for locking the rear door is preferably attached to the rear door frame, preferably directly to it. The rear window is preferably attached directly to the rear door and / or supported by the rear door. The rear door is preferably pivotable relative to the vehicle roof and / or the vehicle side walls. The rear door preferably closes off the vehicle interior and / or a rear opening in the vehicle body for loading and unloading the vehicle.

[0051] Preferably, the roof spoiler connects directly to the roof surface or to the area of ​​a rear door that is an extension of the roof surface, whereby the roof spoiler can transition into the roof surface via a sealing area. The sealing area can be permanently attached to the roof spoiler, for example, by gluing or injection molding. The sealing area can be attached to the already injection-molded upper part.

[0052] Furthermore, the invention comprises a method for manufacturing a roof spoiler, in which the upper shell of the spoiler is formed as an injection-molded part and in which the predetermined mounting areas for attaching the roof spoiler to the vehicle are at least partially or completely integrally molded onto the upper shell. All features of the roof spoiler also relate to the method for manufacturing it.

[0053] The invention is described and explained below by way of example. All features of the exemplary embodiments are also disclosed generally within the scope of the invention, either independently of one another or in combination with one another. The following are shown: Fig. 1: a schematic representation of a motor vehicle with a roof spoiler, Fig. 2: a schematic representation of the upper shell, lower shell and wiper tunnel of a conventional roof spoiler, Fig. 3: a view of the components of a conventional roof spoiler with upper shell, lower shell and wiper tunnel according to Fig. 2 , Fig. 4: a conventional roof spoiler according to Figures 2 , 3 View from below, Fig. 5: a schematic cross-sectional view of a roof spoiler according to the invention, Fig. 6: a perspective view of a roof spoiler according to the invention, for example according to Figure 5 , Fig. 7: a roof spoiler according to the invention Figure 6 View from below, Fig. 8: a detailed view of Fig. 7 with sealing lip, Fig. 9: Illustration of a conventional mounting area of ​​a roof spoiler, Figs. 10-12: Illustrations of a mounting area of ​​a roof spoiler according to the invention in a first perspective view ( Fig. 10), a top view ( Fig. 11 ) and a second perspective view ( Fig. 12 ), Fig. 13: a schematic cross-sectional view of a modified roof spoiler according to the invention with the rear door of the vehicle, Fig. 14: a detailed view of the Figure 13 with mounting area.

[0054] The Figures 1 to 4 Figure 1 shows a conventional roof spoiler 2 of a motor vehicle 1, in particular a passenger car. The roof spoiler 2 is arranged as an extension of the roof surface 1a of the motor vehicle and adjoins it. The roof spoiler can be attached to the rear door of the motor vehicle. This can also apply to the spoiler according to the invention.

[0055] According to Fig. 2 , 3 The conventional roof spoiler 2 comprises an upper shell 3, a lower shell 4, and a wiper tunnel 5 as separate components. The lower shell 4 has mounting areas 4a for attaching the spoiler to the vehicle. Fig. 4 Figure 1 shows the roof spoiler in its assembled state, in which it can be attached to the vehicle. After the wiper tunnel 5 is fitted with the components required for operating the vehicle wiper, the wiper tunnel 5 is pre-assembled to the lower shell 4. The upper shell 3 is painted, and then the lower shell 4, with the wiper tunnel optionally pre-assembled, is welded to the upper shell 3, with the disadvantages described in the introductory section.

[0056] The Figures 5 to 8 show a roof spoiler 10 according to the invention of a motor vehicle 1, in particular a passenger vehicle.

[0057] The roof spoiler 10 has a body 11, the body comprising: an upper shell 12, which, in the mounting arrangement of the spoiler 10 on the vehicle 1, is or can be arranged in this manner as an extension of the vehicle roof surface 1a. Preferably, the spoiler body consists of upper and lower shells 12, 13. The upper shell 12 is provided with a colored coating on its surface, and a lower shell 13, which, in the mounting arrangement of the spoiler 10 on the vehicle 1, is or can be arranged facing the vehicle floor.

[0058] The roof spoiler 10 has predetermined mounting areas 20 for attaching the spoiler 10 to the vehicle 1. The spoiler 10 is designed as an elongated component with a longitudinal direction L (see also Fig. 1 ) is designed which, in its fastening arrangement on the vehicle 1, extends in the direction of or across the width of the vehicle.

[0059] The spoiler has a front side 10b, which can be arranged on the vehicle 1 facing the front of the vehicle or is arranged in a fastening arrangement on the vehicle 1, and a rear side 10c, which can be arranged facing the rear of the vehicle or forming the rear of the vehicle or is arranged in a fastening arrangement of the spoiler on the vehicle.

[0060] The upper shell 12 and lower shell 13 are manufactured here as separate components ( Fig. 5,6The upper shell 12 is manufactured as an injection-molded part. The lower shell 13 can be manufactured particularly cost-effectively as an injection-molded part, but can also be manufactured by other suitable methods. The upper shell 12 and lower shell 13 are connected to each other in a tensile-force-absorbing manner, which is particularly advantageously achieved here by cooperating locking elements 18 on both components, but can also be achieved by other suitable means if necessary. The locking elements 18 are arranged at the edge region of the upper and lower shells 12, 13, preferably at the abutment area where the upper and lower shells meet, whereby this abutment area can form the edge of the spoiler on its outer circumference, for example also on the spoiler skirt 16.

[0061] The predetermined mounting areas 20 for attaching the roof spoiler 10 to the vehicle 1 are at least partially, and here completely, integrally molded onto the upper shell 12. The mounting areas 20 are formed onto the upper shell 12 during the injection molding process for manufacturing the upper shell. This applies to all of the aforementioned mounting areas 20. The mounting areas 20 are arranged at least partially or completely spaced away from the edge region of the spoiler, preferably spaced away from the spoiler apron 16. The mounting areas 20 are preferably arranged at least partially in the central region of the upper shell, where the shell has a significantly lesser curvature than the edge region, for example, where it may be at least substantially flat.The lower shell 13, with its surface area, therefore does not extend over one or more or all of the mounting areas 20, for example, when viewed from the inside of the spoiler, at least essentially perpendicular to the inner surface of the upper shell in the middle area or center (for example, center of gravity) of the same.

[0062] In general, the roof spoiler body 11 consists predominantly or entirely of a plastic material, at least in terms of its weight. The upper shell 12, as the base plastic material, consists predominantly or entirely of a polycarbonate / polyethylene terephthalate blend (PC / PET), which has also proven effective in terms of the spoiler's mechanical stability under sunlight, as the spoiler then experiences less deformation due to the radiation. The lower shell 13 consists at least substantially or entirely of a different plastic material than the upper shell 12.

[0063] The upper shell 12 is surface-coated with color, specifically across its entire outer surface. This color coating is preferably applied in a separate process step outside the injection molding tool, for example, by conventional painting. The lower shell can be color-coated in a conventional and suitable manner, for example, as an in-mold coating (mold in color). A color separation line 14 between the color of the upper shell 12 and the color of the lower shell 13 is located at the separation line 15 between the upper and lower shells, with the upper and lower shells 12, 13 abutting at the separation line 15 on the finished spoiler.

[0064] The upper shell 12 is surface-coated with a colored finish, while the lower shell has a different colored finish or, more preferably, no colored finish, or generally a different coating and / or surface finish than the upper shell 12. The color dividing line 14 between the coloring of the upper shell 12 and the coloring of the lower shell 13 runs along the rear side 10c of the spoiler 10. The color dividing line preferably corresponds to the mechanical dividing line 15 of the two components.

[0065] The rear side 10c of the spoiler 10 is designed as an apron 16, which slopes relative to the upper shell 12 towards the lower shell 13, here essentially vertically in the spoiler's mounting arrangement. The aforementioned color separation line 14 is arranged on the apron between the upper and lower shells. The upper and lower shells thus abut each other in the area of ​​the apron 16, creating the separation line 15. According to a preferred embodiment, the color separation line 14 and / or the separation line 15 is arranged on or in the area of ​​the lower section of the spoiler apron 16, in particular on the lower edge 16a of the apron, so that the color transition is difficult to perceive directly when viewing the vehicle. Alternatively, as in Fig. 5, 6As shown, the color separation line 14 and / or the separation line 15 can also be located in the middle height area of ​​the apron. At the separation line 15 between the upper and lower shells 12, 13, a constriction (not shown) can be provided on the inside of the body on the upper and / or lower shells 12, 13, for example on the lower shell 13, so that the shell edge area tapers towards its boundary edge, thereby further reducing external surface defects at the transition area.

[0066] The upper shell 12 has an edge region 12a which is angled or bent relative to the body 12b of the upper shell 12 in the direction of the vehicle floor. The body 12b of the upper shell is the region of the same that is arranged as an extension of the vehicle roof surface. The body of the upper shell is only slightly curved or essentially flat. The edge region 12a forms part of the skirt 16 and extends over at least part or all of the height of the skirt 16. The angled or bent edge region 12a forms an angle of ≥ 90° with the body of the upper shell with respect to the inner surface of the upper shell, so that the edge region of the upper shell is free of undercuts with respect to the inner surface of the upper shell. The edge region 12a is part of the one-piece upper shell, i.e., it is formed together with the upper shell body 12b during the injection molding process to manufacture the upper shell.

[0067] In the Figures 5-8 For the sake of simplicity, the mounting areas of the spoiler for attaching it to the vehicle are in the manner of conventional mounting areas 19 (see Fig. 9 ) shown, however, in the spoiler according to the invention these are partially or completely like the one in Figures 10-12 The depicted fastening area is formed.

[0068] Figure 9 Figure 1 shows a conventional mounting area 19 for a fastener for attaching a conventional spoiler to the vehicle. The mounting area 19 has a base 19a with a base wall 19b, which is connected to the surface of the component. The upper surface of the base has a retaining area 19c with a receptacle 19d for a fastener. The base wall 19b has an opening 19e, which extends over the retaining area 19c.

[0069] In the following, a predetermined mounting area 20 of the spoiler 10 for attaching it to the vehicle 1, for example to the rear door thereof, is described with a particularly advantageous design. Figures 10 to 12As described above, these descriptions also apply generally within the scope of the invention. The mounting area 20 for attaching the roof spoiler 10 to the vehicle is integrally formed on the upper shell 12. According to a preferred embodiment, the mounting area(s) on the upper shell is formed during the injection molding process for manufacturing the upper shell. Preferably, the mounting area(s) on the upper shell is formed on the upper shell while it is in the injection molding tool in which it was manufactured, preferably before the upper shell is demolded from said injection molding tool. Several or all of the mounting areas 20 of the spoiler for attaching the spoiler to the vehicle can be designed accordingly. Several or all of the mounting areas 20 of the spoiler can be arranged on the upper shell 12.The spoiler has several mounting areas 20, which are distributed across the surface of the upper shell. The mounting areas 20 are located on the inner surface of the upper shell 12.

[0070] The mounting area 20, which is integrally formed on the upper shell, has a base 21 that is integrally formed with the upper shell 12. The base 21 has a base top 22 spaced from the inner surface of the upper shell, as well as a base wall 23 that connects the base top 22 to the upper shell 12. The base wall is integrally formed directly on the inner surface of the upper shell. The base top has a receptacle 24 for a fastening element such as a screw or a retaining pin, or includes a fastening element for connecting the spoiler 10 to the vehicle or the vehicle body. A head-shaped extension of the fastening element, when positioned in the recess, can engage behind the base top, and a shaft of the fastening element can penetrate the receptacle. It is understood that, generally, the fastening element can also be fixed to the base in a tensile-force-absorbing manner.For example, the fastening element can also be molded onto the base in one piece.

[0071] The base wall 23 has a first opening 25, which preferably transitions into the upper base receptacle 24 for the fastening element (not shown). The opening preferably extends over the entire height of the base, as shown here. This allows the fastening element to be positioned in its intended position on the retaining area 26 of the base through the first opening 25. The retaining area 26 secures the fastening element to the base in a tensile-force-absorbing manner. Here, the retaining area is surrounded by a bead- or rib-shaped projection on the upper surface of the base, which forms a reinforcement 30. Alternatively, a differently designed stiffening element can partially or completely surround the retaining area. The first opening 25 can optionally extend over the entire length or direction of the base.The first opening 25 extends along the entire length of the retaining area 26 of the base for the fastening element. The first opening 25 extends practically along the entire length of the base 21, which here corresponds to the base length, and is interrupted only by a web 25a. The web 25a laterally delimits the retaining area 26 or is located adjacent to it, connecting the top of the base to the upper shell and thereby stiffening the retaining area 26. The web can extend, preferably continuously, to the base wall area on the side of the base opposite the opening 25.Due to the large opening in the base side wall and the size of the opening 25, a relatively large slide of the injection molding tool can be inserted into the opening 25 during the injection molding process, specifically laterally into the base. This large slide provides particularly effective cooling during the injection molding process. A portion of the slide can also be inserted into the area between the base wall and the web 25a. The opening 25 opens the base side wall without undercutting in relation to the insertion direction of the slide.

[0072] The base 21 is widened on its upper surface 22 beyond the fastening receptacle 24 in a plateau-like shape, forming the additional plateau 27. This plateau-like widening of the base also extends to its base and connection with the upper shell 12. The side wall of the base is at least substantially perpendicular to the inner surface of the upper shell 12 or slightly inclined towards the base, so that the base is somewhat narrower at its upper surface. The plateau 27 can comprise ≥ 20% or ≥ 35%, here ≥ 50%, for example, approximately the area of ​​the retaining area 26, including the receptacle 24. Here, the connection of the base 21 to the upper shell is extended and thereby stabilized. In particular, this enlarges the opening 25, which also extends below the plateau 27.The upper surface of the plateau 27 is at least substantially aligned with the upper surface of the holding area 26, which results in a compact design and increased stability of the base, but is not strictly necessary. The upper surface of the plateau 27 is at least substantially flat and / or parallel to the upper surface of the holding area 26, which improves the shrinkage behavior of the base during cooling after injection molding and thus reduces the risk of surface defects on the upper shell, but is not always strictly necessary.

[0073] The opening 25 is thus divided by the web 25a into two sub-areas 25b, 25c, one sub-area 25b at the level of the retaining area 26 and one sub-area 25c at the level of the plateau 27. One and / or the other sub-area 25b, 25c extends to the inner surface of the upper shell 12.

[0074] Due to the large extent of the opening 25, even in the area of ​​the plateau 27, practically across the entire base extension or length, the slider inserted into the opening can also be very large and thus have a correspondingly high cooling capacity. This significantly reduces or prevents surface defects on the outer surface of the upper shell, which could otherwise occur due to the connection of the base to the upper shell.

[0075] In general, it is preferred that in the transition area between the plateau-shaped base extension 27 and the fastening receptacle 24 or the retaining area 26 on the base side where the fastening receptacle opens, the upper surface of the base is integrally formed with a web 31 on the upper shell. This stabilizes the connection of the base 21 to the upper shell 12 and also the retaining area 26, and relieves other connection areas of the base to the upper shell 12 when force is applied to the retaining area. This reduces deformations – even temporary ones – on the surface of the upper shell and improves the surface quality.

[0076] The base wall 23 has at least one or more materially weakened areas 28, which are separated from the fastening element receptacle on the upper surface of the base by a preferably dimensionally stable base area. The materially weakened area is designed here as a second opening; it can optionally also be designed as a film or wall area with a thin wall thickness. In addition to the first materially weakened area 28a at the level of the retaining area 26, a second materially weakened area 28b is also provided at the level of the plateau 27. At least one or more, preferably all, of the materially weakened areas 28 extend almost to or to the inner surface of the upper shell. Due to the at least one materially weakened area 28 or the areas 28a, 28b, the base exhibits increased flexibility, which reduces the risk of the fastening element pulling out under high load.Furthermore, the material-weakened area reduces shrinkage of the base during cooling after injection molding and material stresses at the connection of the base to the upper shell, thereby reducing surface defects on the outside of the upper shell.

[0077] The material-weakened area 28, or the base wall 22 provided with at least one material-weakened area, extends transversely or at least substantially perpendicular to the longitudinal direction L of the spoiler 11. The longitudinal direction of the spoiler corresponds to its main shrinkage direction during cooling after the injection molding process. This alignment of the material-weakened area 28 with the main shrinkage direction reduces material stresses on the outer surface of the upper shell, further improving the surface quality. The surface of the material-weakened area 28, or the area of ​​the base wall 22 provided with it, preferably extends at an angle of 45° to 135°, more preferably 60° to 120° or 75° to 105°, and particularly preferably approximately 90° to the longitudinal direction L of the spoiler 11.

[0078] The base wall 22 has several adjacent material-weakened areas 28a, 28b along a wall section extending in the circumferential direction of the base. This wall section is arranged at least substantially perpendicular or transversely, preferably at an angle of ≥ 45°, preferably ≥ 60°, to the longitudinal direction of the spoiler. The areas 28a, 28b are separated by a web 29, which is integrally formed on the inner surface of the upper shell and on the upper base area and stabilizes the base wall. This web 29 can be a portion of the web 25a or a separate web. The web 29 is arranged at the edge of the retaining area 26.

[0079] If necessary, the breach area 25a and the materially weakened area 28b, both of which are located at the level of the plateau 27, can also be located on the opposite side wall section 22, i.e., swapped with each other.

[0080] Between the plateau-shaped widening 27 of the base 21 and the fastening receptacle 24 or the holding area 26 of the base, the upper surface of the base is provided with a reinforcement 30. Here, the reinforcement is designed as a bead-shaped elevation or rib; however, other stiffening designs, particularly in the form of webs or ribs, are also possible. The reinforcement 30 extends with a partial section 30a around the holding area 26 of the base, here completely around it. The reinforcement 30 also extends with a partial section 30b over the edge region of the plateau 27, wherein section 30a is preferably integrally formed with section 30, as shown here. Optionally, the edge region of the plateau 27 can also be stabilized by an additional stiffening, which preferably extends at least partially around the plateau. Optionally, though less preferably, the reinforcement can also have discontinuities.The reinforcement is located at the edge of the base. The reinforcement stiffens the upper surface of the base. Furthermore, the reinforcement 30, particularly when located at the edge of the mounting area 26 and / or adjacent to or at the level of the base wall 22, decouples the force transmission from the mounting area 26 to the base wall and thus its connection to the upper shell, thereby reducing visual impairments on the outer surface of the upper shell, especially when force is applied to the spoiler.

[0081] The base wall 22 is connected to the upper shell by at least one or more integrally molded stiffening ribs 32. The stiffening rib(s) 32 is / are integrally molded to the base, preferably the base wall 22, and to the upper shell 12. The stiffening ribs extend over most of the base height, here up to the top of the base. Several stiffening ribs 32 are arranged distributed around the circumference of the base. The ribs 32, here several, are arranged on the area of ​​the base wall that surrounds the retaining area 26. Ribs 32 are arranged at the level of the material-weakened area 28 or the sub-areas 28a, 28b, whereby the ribs need not be connected to a material-weakened area in the form of a film or thin wall.At least one or more ribs are arranged on the base wall surrounding the plateau 27, particularly on the wall section 22a that adjoins or is adjacent to the mounting area 26. The ribs have a wide base and taper towards the top of the base. The ribs 32 significantly stabilize the base and, when forces are exerted on the mounting area 26, for example, due to external forces acting on the spoiler mounted on the vehicle, transfer the forces via larger connection areas of the base 21 to the upper shell, thus reducing or preventing material stress or even temporary deformations on the upper surface of the upper shell. Temporary or potentially permanent impairments to the surface quality of the upper shell are thereby reduced or prevented.

[0082] The upper surface of the base is provided with a stiffening element 30, which here is designed as a web or bead and which preferably extends at least partially around the fastening element receptacle. The reinforcing ribs 32 of the base wall are connected to the stiffening element 30 of the upper surface of the base, and preferably, as shown here, to the sections 30a and 30b thereof. This results in the advantages described above in a particular way.

[0083] Furthermore, the roof spoiler 10 includes a wiper tunnel 50 for receiving a vehicle wiper, the wiper tunnel being designed as a separate component, for example as a plastic injection molded component.

[0084] A seal 35 for connection to the vehicle roof and / or a vehicle rear door is attached to the spoiler, in particular to its upper shell, preferably permanently attached ( Fig. 7,8The seal 35 can be subsequently attached to the already injection-molded upper shell.

[0085] The above description also reveals the corresponding process steps for manufacturing the roof spoiler according to the invention.

[0086] Figure 13 Figure 1 shows a schematic cross-sectional representation of a modified roof spoiler 10 according to the invention, with the rear door 75 (partially shown) of the vehicle. Reference is made to all other figures and their descriptions, in particular also Figure 5Reference is made to the following, provided that it does not contradict the following statements. The rear door (rough-in rear door) 75 has a dimensionally stable body 76 as a load-bearing component of the rear door. The rear door body is preferably designed here and generally within the scope of the invention as a one-piece molded part. The rear door body 76 determines the mechanical stability of the rear door at least substantially or practically completely, or entirely, optionally apart from or together with a contribution of the rear window to the stability of the rear door.For this purpose, the body 76 of the rear door 75 has two transverse steps extending one behind the other towards the rear of the vehicle, thus forming an upper front section on which the roof spoiler 10 preferably rests with foam in between, and whose front end is bent over by 180° to form a front fold. Beyond the front section, the body 76 transitions via a first, here upper, transverse step into a longer middle section, which is therefore lower than the front section. In front of the central mounting area 20, the body 76 of the rear door 75 then transitions with a second transverse step into a shorter rear section. At the rear end, the body 76 then transitions downwards into a window support on which the window 77 rests. The rear door 75 thus preferably has a rear window 77.

[0087] The upper shell is designed as a dimensionally stable part. This is achieved in particular by the end seam and the two transverse steps.

[0088] The second - here lower - transverse step also serves as a stop for the fastening area 20 designed as a base 21.

[0089] The upper shell 12 and lower shell 13 of the spoiler form the outer upper and lower surfaces 10o,10u of the spoiler, with the outer surfaces of the upper and lower shells being visible surfaces.

[0090] The upper shell 12 and lower shell 13 of the spoiler, with their facing inner surfaces I, form a cavity H between them, which is bounded by these two inner surfaces, the inner surfaces I being oriented towards the center of the cavity. The outer surface, i.e., the visible surface, of the lower shell is entirely on the side facing away from the inner surface of the upper shell. The upper shell is designed without undercuts in the area of ​​its edge, which forms at least part of the apron. The apron 16 forms the rear boundary of the roof spoiler. The lower shell 13 is designed without undercuts in the area of ​​its edge, which forms at least part of the apron. The absence of undercuts in the upper and / or lower shell refers independently to a cross-section of each shell in the longitudinal direction of the vehicle with the spoiler installed.

[0091] The mounting area 20 of the roof spoiler for attaching it to the vehicle is provided at the central area M of the roof spoiler 10 with respect to the longitudinal extent of the roof spoiler in the longitudinal direction of the vehicle. The mounting area can be configured as shown in the Figures 9-12 The design is illustrated by way of example. At least one, here all, of the fastening areas 20 for attaching the spoiler to the rear door are ≥ 15%, here more precisely ≥ 40%, of the extent of the upper shell in the respective direction, spaced from the outer edge of the upper shell.

[0092] The base 21 of the fastening area 20 has a base wall 23 integrally molded onto the upper shell using a pointed embossing process (see Fig. 14The wall thickness WS of the base wall at its connection to the upper shell 12, possibly also in the area of ​​connection Ab, is ≥ 40% of the material thickness WO of the upper shell at said connection Ab, here approximately 100% of the same, so that the base wall and upper shell have essentially the same wall thickness in the area of ​​their connection to each other. The aforementioned material thickness WO of the upper shell refers here to the upper shell area to which the base is formed. The aforementioned wall thickness WS of the base wall extends at least substantially around the entire perimeter of the base. The perimeter extent of the base wall corresponds to its extent in a plane E parallel to the main plane of the upper shell.

[0093] The roof spoiler's mounting area 20, which is molded onto the upper shell, is attached directly to the body of the vehicle's rear door. This applies to several or all mounting areas of the roof spoiler for attaching it to the vehicle. Appropriate fasteners 73, such as retaining pins or screws, are provided for this purpose. These fasteners interact with the rear door in a form-fit and / or force-fit, possibly also by bonding, to secure the roof spoiler to the rear door, more precisely to its body. The spoiler's mounting area is attached to a dimensionally stable section of the rear door. An intermediate piece 79 is arranged between the mounting area and the rear door. This intermediate piece serves only as padding and / or a spacer and does not have a structurally stabilizing function.

[0094] The dimensionally stable rear door body 76 extends here with a single-layer or single-walled material layer, or a material layer made of metal or fiber-reinforced plastic, continuously from the holding area for the rear window 77 to the mounting area 76a of the rear door body for the roof spoiler 10.

[0095] For this purpose, the body 76 of the rear door 75 has two steps extending rearward towards the rear of the vehicle in the longitudinal direction, so that it comprises an upper front section on which the roof spoiler 10 preferably rests with foam in between, and whose front end is bent over by 180 degrees to form a front fold. Beyond the front section, the body 76 transitions via a first step into a longer middle section, which is lower than the plane of the front section. At the end of the middle section, the body 76 transitions in front of the central base 21 of the mounting area 20 into a rear section, which is offset downwards relative to the plane of the middle section via the second step and in which the base 21 is located, i.e., designed to receive the base. Finally, beyond this rear section, the body 76 transitions downwards into a window support on which the front end of the rear window 77 rests.

[0096] Preferably, foam is arranged between the adjoining joining partners to prevent stresses and, in particular, cracking or creaking noises caused by the relative movement of the assembly parts when the upper shell is subjected to pressure. Specifically, foam is arranged between the lower shell 12, 13 and the disc 77, between the front section of the body 76 and the spoiler 10, and also between the front 10b of the roof spoiler 10 and the body 76 of the rear door 75.

[0097] According to the exemplary embodiments and generally within the scope of the invention, the rear door body preferably extends only as a single wall over ≥ 5%, ≥ 10%, or ≥ 15%, preferably over ≥ 25%, or ≥ 35%, more preferably over ≥ 50% of the surface area of ​​the upper shell. The surface area of ​​the upper shell is measured in length as the distance between the points furthest apart along the longitudinal axis of the upper shell, connected by a straight line. The surface area of ​​the upper shell is measured in width as the distance between the points furthest apart along the width of the upper shell, connected by a straight line. This is made possible by providing the dimensionally stable upper shell as an injection-molded part."Single-walled" in this context means, in particular, that no two or more dimensionally stable and / or reinforcing layers are arranged one on top of the other, which may also enclose a cavity between them. "One on top of the other" refers to a direction perpendicular to the surface of the outer shell at the respective point on the surface of the outer shell.

[0098] The rear window 77 is attached directly to the body 76 of the rear door 75 and / or received by the rear door. The rear door body 76 surrounds the rear window 77 around its entire circumference with a one-piece and preferably single-walled body section.

[0099] According to the exemplary embodiments and generally within the scope of the invention, the rear door body preferably extends only as a single wall over ≥ 5%, ≥ 10%, or ≥ 15%, preferably over ≥ 25%, or ≥ 35%, more preferably over ≥ 50% of the surface area of ​​the upper shell. The surface area of ​​the upper shell is measured in length as the distance between the points furthest apart along the longitudinal axis of the upper shell, connected by a straight line. The surface area of ​​the upper shell is measured in width as the distance between the points furthest apart along the width of the upper shell, connected by a straight line. This is made possible by providing the dimensionally stable upper shell as an injection-molded part."Single-walled" in this context means, in particular, that no two or more dimensionally stable and / or reinforcing layers are arranged one on top of the other, which may also enclose a cavity between them. "One on top of the other" refers to a direction perpendicular to the surface of the outer shell at the respective point on the surface of the outer shell.

[0100] The rear window 77 is attached directly to the body 76 of the rear door 75 and / or received by the rear door. The rear door body 76 surrounds the rear window 77 around its entire circumference with a one-piece and preferably single-walled body section.

Claims

1. Roof spoiler (10) of a motor vehicle, in particular of a passenger car, the roof spoiler comprising a body, wherein the body comprises: - an upper shell (12) which, when the roof spoiler (10) is mounted on the vehicle, is arranged or can be arranged in the extension of a vehicle roof surface and which is provided on the surface with a color coating, and - a lower shell (13) which, in the mounting arrangement of the roof spoiler (10) on the vehicle, faces the vehicle floor or can be arranged to face the vehicle floor, the roof spoiler (10) having predetermined mounting regions (20) for mounting the roof spoiler on the vehicle, the roof spoiler (10) being designed as an elongated component with a longitudinal direction, which extends in the direction of or over the vehicle width in its fastening arrangement on the vehicle, the roof spoiler (10) having a front side which can be arranged on the motor vehicle facing the front of the vehicle or is arranged in the fastening arrangement on the vehicle, and wherein the roof spoiler (10) has a rear side which can be arranged facing the rear of the vehicle or forming the rear of the vehicle or is arranged in the fastening arrangement of the roof spoiler (10) on the vehicle, wherein the predetermined mounting regions (20) for mounting the roof spoiler (10) to the vehicle are at least partially or completely integrally formed on the upper shell (12), wherein the upper shell (12) and the lower shell (13) are connected to one another in a tension-absorbing manner by latching means (18) and / or form-fitting means, and wherein the at least one predetermined fastening region (20) for fastening the roof spoiler (10) to the vehicle, which is integrally formed on the upper shell (12), comprises a base (21) which is integrally formed in one piece on the upper shell (3), characterized in that the upper shell (3) of the roof spoiler (2) is designed as an injection-compression molding part and that a base wall (23) comprises at least one or more weakened areas (28) which is / are separated from the fastener receiver (24) on the base upper side (22) by a preferably at least essentially dimensionally stable base area.

2. Roof spoiler (10) according to claim 1, characterized in that the rear side of the spoiler is designed as an apron (16), in that the apron is formed at least partially by an edge region of the upper shell (3), and in that the upper shell edge region adjoins the upper shell body without undercuts.

3. Roof spoiler (10) according to claim 1 or 2, characterized in that the rear side of the roof spoiler (10) is designed as an apron (16), and in that the lower shell edge region adjoins the lower shell body without undercuts.

4. Roof spoiler (10) according to one of the claims 1 to 3, characterized in that the upper shell (12) is surface colour-coated and in that a colour dividing line is arranged between the colouring of the upper shell (12) and the colouring of the lower shell at the transition between the upper shell (12) and the lower shell.

5. Roof spoiler (10) according to one of claims 1 to 4, characterized in that the upper shell (12) is surface-coated with paint and in that a dividing line between the upper shell (12) and the lower shell (13) runs on the rear side of the roof spoiler (10).

6. Roof spoiler (10) according to claims 1 to 5, characterized in that the base (21) comprises a base upper side (22) spaced apart from the inner surface of the top shell (12), and a base wall (23) which connects the base upper side (22) to the top shell (12), and that preferably the base upper side (22) has a receptacle (24) for a fastening means or a fastening means for connecting the roof spoiler (10) to the vehicle body.

7. Roof spoiler (10) according to one of claims 1 to 6, characterized in that the base wall (23) of the base (21) comprises a first opening (25) which preferably merges into a receptacle (24) on the upper side of the base for a fastening means.

8. Roof spoiler (10) according to claims 1 to 7, characterized in that the region weakened in material extends transversely or at least essentially perpendicularly with respect to the longitudinal direction of the roof spoiler (10).

9. Roof spoiler (10) according to one of claims 1 to 8, characterized in that the base wall (23) comprises a plurality of adjacent material-weakened areas, which are separated from one another by a bridge (25a) of the base wall, and that the bridge (25a) is integrally formed on the inner surface of the upper shell (12).

10. Roof spoiler according to one of claims 1 to 9, characterized in that the base (21) is widened in a plateau-like manner on its upper side beyond the fastener receiving means or the fastening region.

11. Roof spoiler (10) according to claim 10, characterized in that, in the transition region between the plateau-shaped widening of the base and the fastener-receiving means on that side of the base into which the fastener-receiving means (24) opens, the top side (22) of the base is integrally formed in one piece with a bridge (25a) on the upper shell (12).

12. Roof spoiler (10) according to one of the claims 1 to 11, characterized in that the base wall (23) is connected to the upper shell (12) by means of at least one or more integrally formed stiffening ribs (32).

13. A motor vehicle with a roof spoiler according to one of claims 1 to 12.

14. A motor vehicle with a roof spoiler (10) according to claim 13, characterized in that the at least one predetermined fastening area (20) of the roof spoiler (10) or a plurality of fastening areas (20) of the roof spoiler (10) for fastening the same to the vehicle, which is / are integrally formed on the upper shell, is / are fastened directly to an integral body of the rear panel door of the vehicle.

15. A method for producing a roof spoiler (10) according to one of the claims 1 to 12, wherein the upper shell (12) of the roof spoiler (10) is formed as an injection-compression molded part and wherein the predetermined fastening regions (20) for fastening the roof spoiler (10) to the vehicle are formed at least partially or completely on the upper shell (12) in one piece.