Noise attenuation trim parts for vehicles

Abstract

The present invention provides a noise-damping trim component for a vehicle, comprising a pile layer, a bonding mass layer, and a backing layer, the bonding mass layer being bonded to an adjacent layer, the component comprising: the bonding mass layer comprises at least a thermoplastic elastomer polyolefin-based composite (TPO) having a filler content of at least 55 wt. %, and The bonded mass layer is 1.4 to 1.75 kg / dm 3 a viscosity of less than 50,000 mPa·s, and an MFI of greater than 250, and a bonding mass layer adjacent to the pile layer and partially penetrating a lower region of the pile, thereby bonding to fibers and / or filaments and / or tufts in the pile.

Description

Technical Field

[0001] The present invention relates to a noise attenuation trim part for a vehicle and the use of such a trim part.

[0002] In the automotive industry, for most parts, only a limited space is available for vehicle acoustic treatment, so there is a need for highly filled materials that can introduce weight into the parts without increasing the substantial thickness of the parts. In most cases, parts with a thickness of up to 30 mm can be used for actual treatment.

[0003] In particular, for inner dash and floor parts, an acoustic function is essential for automobile manufacturers. For this purpose, air permeability can be a solution to increase noise absorption, and / or insulation in the form of a combination of an acoustic mass layer combined with a decoupling layer to form a mass-spring system can be a solution. Solutions by noise absorption are usually used to attenuate airborne noise, while solutions by insulation are used to attenuate vibration noise. A hybrid solution combining these two can also be used.

[0004] It is known to use highly filled thermoplastic elastomer layers for automotive trim parts. These layers are based on thermoplastic elastomers such as ethylene propylene (EP)-diene rubber (EPDM) or styrene ethylene butadiene styrene (SBS) as a matrix and can be filled with up to 90% inert particles. Examples of such elastomer layers can be found, for example, in International Publication No. WO 2015 / 135815, which discloses a barrier layer based on an ethylene polymer mixture preferably containing LLDPE or LDPE and having a filler content of 35% to 90%. From a filling degree exceeding 50% of the material, the viscosity of this material increases like a thick fabric, and the processing becomes difficult and requires heavy machinery.

[0005] The current manufacturing processes proposed for these types of materials are a combination of extrusion and calendering or compression molding. For example, a blank or sheet can be manufactured by calendering. The sheet is cut to shape and / or size and then formed into its final shape using a vacuum forming process, and ultimately, together with additional layers such as a decoupling layer. This process involves multiple steps and is difficult to achieve a varying thickness.

[0006] Manufacturing processes that combine injection and compression require filling the entire cavity that may contain remote regions and smaller details with a solution of the molding layer. In these processes, the material is extruded during cooling, and there is an increased risk of banding and pairing in the semi-solid region. These regions are prone to cracking or breaking not only during the molding process of the final part but also during the use of the part in an automobile. The mold can be kept open during filling to reduce the pressure and tonnage required for extrusion and then closed later in the process to increase the pressure and push the material into the corners of the mold.

[0007] In the 1980s, it was known to use EVA-based hot melts with low viscosity and up to 80% high filler grades. During manufacturing, this material was easy to process and did not require much heavy machinery.

[0008] However, due to its low melting temperature, which causes it to become liquid at temperatures above 90°C, it is not possible to use this material in a vehicle. This low melting temperature poses a risk of delamination between parts during use, especially near the heat source in the tunnel area on the exhaust pipe and / or in a hot summer when the vehicle is in full sunlight.

[0009] Due to the increasing noise reduction requirements from automotive manufacturers aimed at reducing external noise in the passenger compartment, there is a need to increase the weight of parts without increasing the thickness of the parts. However, this cannot be economically achieved with current material and manufacturing process solutions.

Summary of the Invention

Problems to be Solved by the Invention

[0010] The object of the present invention is to provide a material for the bonding mass layer that enables easier manufacturing process conditions and reduces manufacturing costs and wear of the apparatus. However, when used as a backing layer and / or barrier in a spring mass acoustic system for automotive trim parts, it is necessary to provide a material that meets the requirements of the product.

Means for Solving the Problems

[0011] This object is achieved by a vehicle noise attenuation trim part having at least a pile layer, a backing layer, and a bonding mass layer as claimed in claim 1, and by the use of such a trim part.

[0012] In particular, the bonding mass layer, which can be joined to adjacent layers, comprises at least a thermoplastic elastomer polyolefin-based composite material (TPO) having a filler content of at least 55% by weight, and has a density of 1.4 to 1.75 kg / dm 3 , a viscosity of less than 50,000 mPa·s, and a melt flow index (MFI) of more than 250, and this bonding mass layer is adjacent to the pile layer and partially penetrates into the lower region of the pile, thereby bonding to the fibers and / or filaments and / or tufts in the pile.

[0013] Furthermore, by using a TPO-based composite material having a given feature of claim 1, it is possible to use this heavy filling material not only as a weight-increasing layer but also as a binder layer between the backing layer adjacent to the pile surface layer. Surprisingly, this bonding mass layer can not only adhere to the surface of the pile layer but also penetrate into the pile layer, and thus this bonding mass layer can function as a lock for fibers and tufts with respect to the pile layer. For this reason, a conventionally used tuft lock or fiber lock layer such as latex is no longer required for good tuft or fiber locking, and the necessary manufacturing process steps can be further optimized.

[0014] The melt flow index (MFI) is measured at 190 °C in accordance with ISO 1133-1 since 2012. On the other hand, the viscosity is measured at 190 °C in accordance with ISO 11443 in 1995.

[0015] The bonding mass layer can further contain at least one fatty acid and optional additives, where the inert filler is 55 to 70% by weight of the entire bonding mass layer, and the fatty acid content is 0.2 to 0.8% by weight of the entire bonding mass layer. Surprisingly, the fatty acid makes it possible to increase the filler content in the bonding mass layer while preventing the material from becoming brittle and prone to cracking. The amount of fatty acid can be adjusted according to the amount of the final filler, and thus according to the required density of the bonding mass layer.

[0016] The fatty acid can contain at least a fatty acid having at least 14 aliphatic chains, preferably 16 and / or 18 aliphatic chains.

[0017] The bonding mass layer according to the present invention contains a TPO composite material, a filler, at least one fatty acid, and optionally further additives.

[0018] The TPO for this composite material consists of a first component comprising at least one partially amorphous polyolefin, preferably an amorphous poly-α-olefin (APAO), and a second component comprising PP-ethylene having a random ethylene repeat distribution with a density of less than 0.87 kg / dm 3 ³.

[0019] Preferably, the first component is at least 3 wt% of the entire bonding barrier layer, and the second component is at least 7 wt% of the entire bonding barrier layer.

[0020] However, the first and second components together are preferably 10 - 48 wt% of the entire bonding barrier layer.

[0021] The noise attenuation trim part may have a bonding barrier layer having a constant or locally varying areal weight over the surface of the part. Preferably, the bonding mass layer has an areal weight of 100 - 980 g / m 2 ².

[0022] Surprisingly, it has been found that the porosity of the bonding mass layer can be adjusted. If the areal weight is less than 400 g / m 2 ², this layer is always permeable, and if it exceeds 600 g / m 2 ², this layer is always impermeable. However, at an areal weight of approximately 400 - 600 g / m 2 ², the porosity can be adjusted to be permeable or impermeable by adapting the machine parameters during application. If the layer is permeable, it can act as an air flow resistance layer within the part, which means that noise can pass through this layer and reach a possible noise absorption layer in the form of an open cell foam or porous fiber layer below it.

[0023] The pile layer may be a needle punched layer or a tufted carpet layer and can have an areal weight of 200 - 800 g / m 2 ².

[0024] For example, the pile layer may be a tufted carpet layer made of BCF yarn tufted to a primary backing layer.

[0025] The pile layer may also be a needle punched carpet layer having a densified sole area and a surface area formed from looped fibers standing substantially perpendicular to a surface preferably comprising at least one of solid fibers, hollow fibers, binder fibers, or composite fibers.

[0026] In the noise attenuation trim component according to any one of the dependent claims, the fibers and / or filaments and / or yarns of the pile layer are made of at least one polymer or copolymer from the group consisting of polyester, preferably polyethylene terephthalate (PET), or polyamide, preferably polyamide-6 (PA6) or polyamide-66 (PA66), or polyolefin, preferably polypropylene (PP) or polyethylene (PE), or mixtures of two or more of these polymers and / or copolymers. The fibers, filaments, and / or yarns may be based on bioresources, recycled or recyclable materials, or may contain raw materials of such types.

[0027] The noise attenuation trim component, in its basic configuration, comprises a pile layer, a bonding mass layer according to the present invention, and a backing layer, wherein the bonding mass layer is joined to a plurality of adjacent layers and the bonding mass layer is at least adjacent to the pile layer and partially penetrates into the lower region of the pile, thereby bonding to the fibers and / or filaments and / or tufts within the pile.

[0028] The backing layer can be one of a fiber layer, preferably one of recycled wool, a recycled fiber web, or a recycled fiber web, or a foam layer, preferably at least one of a slab foam or an in-mold reactive foam layer, preferably a polyurethane foam. Preferably, the foam layer is an open cell foam, preferably having no skin or a porous skin.

[0029] When the areal mass of the bonding mass layer is less than 800 g / m 2 and thus porous, the entire component functions as a sound-absorbing carpet layer and can be used as a floor covering or inner dash, but can also be used as a cladding (covering material) for the storage area of the front trunk (frunk) or rear trunk of an automobile. Surprisingly, the extra filler content of the bonding mass layer enables a stiffer component, and thus this layer is less likely to bend or slide. Furthermore, this basic arrangement already shows good wear performance comparable to that of normal standard components with a latex backing.

[0030] In another preferred embodiment, in addition to the basic configuration of the pile layer, the bonding mass layer according to the present invention, and the backing layer, the noise attenuation trim component further includes an additional layer, which is preferably one of a high-density thermoplastic elastomer layer, a film layer, or an air flow resistant fiber layer having an air flow resistance of at least 1000 Rayls.

[0031] The additional one or more layers can be arranged locally only in the form of patches or as complete layers.

[0032] For example, a component having a pile layer, a bonding mass layer and an additional highly filled thermoplastic layer or patch, and a backing layer functions as an acoustic mass spring system. This component mainly insulates noise, and here, the areal weight of the bonding mass layer can be increased to further optimize the mass effect of this additional layer.

[0033] In another adjusted configuration, the bonded mass layer can be used near its maximum weight and can function as a thin mass layer in the noise insulation trim component. A patch of thermoplastic material can be used to further increase the weight of local vibration hot spots. This enables the preparation of components that place only more weight in those areas that require additional noise attenuation while the entire component functions as a lightweight noise insulation component.

[0034] Preferably, the high-density thermoplastic elastomer layer or patch is impermeable and has an areal mass of 800 - 2000 g / m 2 .

[0035] The high-density thermoplastic elastomer layer or patch may be made of the same or a similar material as the bonded mass layer and can be produced, for example, by applying a second layer or a local patch to the back surface of the bonded mass layer or by combining two bonded mass layers during molding.

[0036] Alternatively, the high-density thermoplastic layer may be made from classical mass materials or multi-layer materials such as EPDM, LDPE, or other filled thermoplastic materials.

[0037] Preferably, the noise attenuation trim component is molded into a 3D shape that conforms to the shape required to fit into a dedicated space within the vehicle.

[0038] The noise attenuation trim component according to the present invention can be used as a floor covering, inner dash, outer dash, acoustic trim panel, or covering material for the front or rear trunk of an automobile.

Brief Description of the Drawings

[0039]

Figure 1

Figure 2

Figure 3

Figure 4

DETAILED DESCRIPTION OF THE INVENTION

[0040] Figure 1 shows an automotive carpet system (1) according to the prior art having the following successive layers (these layers are not drawn in relation to their actual thicknesses relative to each other): · The visible surface (2) of the carpet formed by the pile. The pile can be a tufted pile (3) consisting of loops and / or bundles (tufts) of cut yarn. The yarn is attached in a bundle to a fabric called the primary backing layer (4). Also, the pile can be a needle punched type face layer, for example, by a variable needling process such as an alternating process of fork and crown needles, the appearance of a tufted pile is mimicked (not shown). · The back coating or precoat (5) is applied to the surface on the opposite side of the pile. The function of the back coating is the bonding of the fibers or filaments within the structure and / or, in the case of tufted pile, the bonding to the primary backing of the tuft. The back coating prevents the pulling out of individual fibers, filaments, and / or full tufts. In many cases, a latex coating is used as the back coating layer that prepares the surface and enables good lamination to the next layer. The latex coating penetrates into the lower region of the pile and ultimately into the primary backing layer, and for this effect, foamed or expanded latex is applied to the back. This results in an incomplete or non-uniform coating layer of the surface by the latex. Latex is undesirable for environmental reasons, including the recycling of waste and used products containing latex. · A further back coating layer (6), also known as the secondary back coating layer, is used to improve the rigidity and durability of the pile layer. In particular, it improves the wear performance of the pile.

[0041] The carpet system thus formed can be placed on top or laminated to an insulating mass spring system, which has a mass layer (also called a multi-layer) (7) typically formed from an extruded blank of a highly filled thermoplastic material and a soft decoupling layer (8) made of either a foam or a felt material.

[0042] Surprisingly, the bonding mass layer according to the present invention can replace the backing layer (B) formed by the back coating (5), the secondary backing layer (6), and the barrier layer (7) in the classical system according to FIG. 1, while maintaining the functions of these layers.

[0043] Figures 2 and 3 show noise attenuation trim parts having the arrangement according to the present invention.

[0044] Figure 2 shows the basic structure according to the invention having a pile (2) formed by tufted yarns (3) attached in a roving manner to a primary backing (4).

[0045] Figure 3 shows the basic structure according to the invention having a needle punched carpet layer (9), wherein the carpet surface layer is produced from a mat of fibres having a densified region (9b) and a looser top region (9a) mimicking the appearance and feel of tufted pile, by the interaction of fork and / or crown needles.

[0046] In both pile carpet systems according to the invention, the state-of-the-art precoat, secondary backing layer, and barrier layer as shown in FIG. 1 are replaced by a single combined mass layer (10). This layer can surprisingly bond fibres or filaments and tufts to the primary backing in tufted pile, or bond the fibres in a needle punched pile layer, improve the rigidity of the carpet structure, and function as a barrier layer depending on its weight exceeding approximately 400 g / m 2 and can function as a barrier layer according to its weight exceeding approximately 400 g / m².

[0047] Using the combined mass layer according to the invention, a multi-purpose layer capable of replacing three layers was produced, simplifying the state-of-the-art carpet structure and accordingly reducing the manufacturing process steps. This results in savings in materials and resources.

[0048] Figure 4 shows a preferred manufacturing process for the pile carpet system according to the invention. Through one or two hoppers 20, 21, a thermoplastic polyolefin-based resin, filler, and additives can be fed into a single screw extruder 22. The materials are mixed, heated, and melted to a preferred temperature for application.

[0049] The material 29 prepared in this way is administered between the dosing roller 24 and the application roller 25. The dosing roller enables the application roller to spread the bound mass material received into a uniformly spread layer.

[0050] The first roller 26 transfers the pile layer to the opposing pressure roller 27, which presses the back surface of the pile layer against the application roller carrying the binding material, thereby transferring the bound mass material onto the surface of the pile layer and creating a shallow penetration of the binding carrier material into the pile layer. Surprisingly, it is possible not only to achieve a good lamination with a highly filled binding material, but also to create a well - uniform layer. Surprisingly, this simple application system can transfer the high - filled and low - viscosity bound mass material according to the present invention by at least 980 g / m 2 up to.

[0051] Surprisingly, the solidified layer does not become brittle or lose flexibility after the product is shaped in a subsequent process. Furthermore, the intended layer does not move during the shaping process in such a way that the layer is damaged.

[0052] After applying the binding material to the backing carrier, the second laminating roller 28 transfers the backing layer to the opposing pressure roller 27. The backing layer is pressed against the surface of the bound mass material to form a sandwich of all three materials. Depending on the final arrangement of the product, the backing layer may be a film or a scrim, and be capable of back - foaming the part in a subsequent process, or alternatively, may be a felt layer that is finally consolidated.

[0053] The material formed in this way can be stored in rolls or cut into blanks. Irrespective of the selected backing layer, this material can ultimately be formed in a pre - heating step in a thermo - conversion process using cold or hot forming.

[0054] Surprisingly, the highly filled backing carrier material can be picked up by an application roller and transferred as a uniform layer to the fiber layer at a final thickness within an acceptable range and without large surface defects such as creases or stretch marks.

[0055] When the backing layer is a felt material, this material can be shaped to conform to the contour of a particular floor pan of a vehicle, and ultimately the edges are trimmed and ultimately holes for the instruments are used to form the final vehicle floor part. Figure 4 shows an example of such a shaped structure.

[0056] When the backing layer is a foam, the pile layer structure can be preformed using the same forming process as for felt, and a decoupling layer can be formed by back foaming against the back surface of the backing layer using a second forming process. This backing layer can be a light scrim layer or a compatible film layer, either single or multi-layer.

[0057] Surprisingly, the bonding mass material according to the present invention can be transferred by a simple application or coating process. However, after solidification, the layer is rigid enough to form a good acoustic insulation barrier layer and at the same time flexible enough to be shaped and maintain its barrier properties after shaping into the final part.

[0058] Using this bonding mass material and a preferred manufacturing process, it is possible to produce an economical carpet structure with fewer steps and having the same acoustic and rigidity requirements.

[0059] Figure 4 shows a preferred manufacturing process for the present invention according to the present invention. Through one or two hoppers 20, 21, a thermoplastic resin, a filler, and an additive can be introduced into a single screw extruder. The materials are mixed, heated, and melted to a preferred temperature for application.

[0060] The material 29 prepared in this way is administered between the dosing roller 24 and the application roller 25, and the dosing roller enables the application roller to spread the bonding barrier material received into a uniformly spread layer.

[0061] The first roller 26 transfers the backing carrier to the opposing pressure roller 27, and this pressure roller presses the back surface of this pile layer against the application roller carrying the bonding material, thereby transferring the bonded mass material to the surface of the pile layer and creating a shallow penetration of the bonding carrier material into the pile layer. Surprisingly, it is possible to create not only a good lamination with a highly filled bonding material but also a well-uniform layer.

[0062] After applying the bonding material to the backing carrier, the second laminating roller 28 transfers the backing layer to the opposing pressure roller 27. The backing layer is pressed against the surface of the bonding barrier material to form a sandwich of all three materials. Depending on the final arrangement of the product, the backing layer may be a film or a scrim, or it may be a felt layer or a slab foam layer that can be back-foamed in the next step or finally consolidated.

[0063] The material formed in this way can be stored in rolls or cut into blanks. Regardless of the selected backing layer, this material can ultimately be formed in a preheating step in a thermoforming process using cold or hot forming.

[0064] When the backing layer is a felt material, this material can be formed to conform to the contour of a specific floor pan of a vehicle, and finally the edges are trimmed and finally the final vehicle floor part is formed using holes for the instrument. Figure 4 shows an example of such a formed structure.

[0065] When the backing layer is a foam, the pile layer structure can be preformed using the same shaping process as for felt, and a decoupling layer can be formed by back foaming against the back surface of the backing layer using a second shaping process. This backing layer can be a light scrim layer, or a single or multi-layer compatible film layer of any kind.

[0066] Surprisingly, the bonding barrier material according to the present invention can be transferred by a simple application or coating process. However, after solidification, the layer is rigid enough to form a good acoustic insulation barrier layer, while at the same time being shaped and flexible enough to maintain its barrier properties after shaping into the final part.

[0067] Using this bonding barrier material and the preferred process, it is possible to produce an economical carpet structure with fewer steps and having the same acoustic and rigidity requirements. The invention disclosed in this specification includes the following aspects: [1] A vehicle noise attenuation trim part comprising a pile layer, a bonding mass layer, and a backing layer, wherein the bonding mass layer is joined to an adjacent layer, the bonding mass layer includes at least a thermoplastic elastomer polyolefin-based composite material (TPO) having a filler content of at least 55% by weight, and the bonding mass layer has a density of 1.4 to 1.75 kg / dm 3 a viscosity of less than 50,000 mPa·s, and an MFI exceeding 250, and the bonding mass layer is adjacent to the pile layer and partially penetrates into the lower region of the pile, thereby bonding to the fibers and / or filaments and / or tufts in the pile, A vehicle noise attenuation trim part. [2] The vehicle noise attenuation trim part according to [1] above, wherein the bonding mass layer further includes at least one fatty acid and an optional additive, the inert filler is 55 to 70% by weight of the entire bonding mass layer, and the content of the fatty acid is 0.2 to 0.8% by weight of the entire bonding mass layer. [3] The vehicle noise attenuation trim part according to [1] or [2] above, wherein the areal weight of the bonding mass layer is 100 to 980 g / m 2 . [4] The TPO includes a first component composed of at least one of partially amorphous polyolefins, preferably amorphous polyalpha-olefins (APAO); and a second component composed of PP-ethylene having a random ethylene repeat distribution and a density of less than 0.87 kg / dm 3 , the noise attenuation trim part according to any one of [1] to [3] above. [5] The noise attenuation trim part according to [4] above, wherein the first component is at least 3% by weight of the entire bonding barrier layer, and the second component is at least 7% by weight of the entire bonding barrier layer. [6] The noise attenuation trim part according to [5] or [6] above, wherein the first and second components together are 10 to 48% by weight of the entire bonding barrier layer. [7] The noise attenuation trim part according to any one of [2] to [6] above, wherein the fatty acid includes at least a fatty acid having at least 14 aliphatic chains, preferably 16 and / or 18 aliphatic chains. [8] The noise attenuation trim part according to any one of [1] to [7] above, wherein the bonding barrier layer has a constant areal weight over the surface of the part. [9] The areal weight of the pile layer is 400 to 2000 g / m 2 The noise attenuation trim part according to any one of [1] to [8] above, wherein the areal weight is in the range of 400 to 2000 g / m

[10] The pile layer is a tufted carpet layer made of BCF yarn tufted to a primary backing layer, or a needled carpet layer having a densified sole area and a surface area formed of looped fibers standing substantially perpendicular to the surface including at least one of solid fibers, hollow fibers, binder fibers, or composite fibers, the noise attenuation trim part according to any one of [1] to [9] above.

[11] The fibers and / or filaments and / or yarns of the pile layer are made of at least one polymer or copolymer from the group consisting of polyester, preferably PET, or polyamide, preferably PA6 or PA66, or polyolefin, preferably polypropylene (PP) or polyethylene (PE), or a mixture of two or more of these polymers or copolymers, the noise attenuation trim part according to any one of [1] to

[10] above.

[12] The backing layer is a fiber layer, preferably one of recycled wool, recycled fiber web, or recycled fiber web, or a foam layer, preferably at least one of slab foam or in-mold reactive foam layer, preferably polyurethane foam, the noise attenuation trim part according to any one of [1] to

[11] above.

[13] The noise attenuation trim part according to any one of [1] to

[12] above, further comprising at least one additional layer or patch at least partially between the bonding barrier layer and a decoupling layer, preferably one of a high-density thermoplastic elastomer layer, a film layer, or an air flow resistant fiber layer having an air flow resistance of at least 1000 rails.

[14] The high-density thermoplastic elastomer layer is impermeable and has an areal weight of 800 to 2000 g / m 2 The noise attenuation trim part according to

[13] above, having an areal weight in the range of 800 to 2000 g / m

[15] Use of the noise attenuation trim part according to any one of [1] to

[14] above as an automotive floor covering, inner dash, outer dash, acoustic trim panel, or trunk cover.

Claims

1. A noise attenuation trim part for a vehicle, comprising a pile layer, a bonding mass layer, and a backing layer, wherein the bonding mass layer is joined to an adjacent layer, the bonding mass layer contains at least a thermoplastic elastomer polyolefin-based composite material (TPO) containing at least 55% by weight of a filler, and The bonding mass layer has a density of 1.4 to 1.75 kg / dm ３ and a viscosity of less than 50,000 mPa·s and an MFI exceeding 250, and the bonding mass layer is adjacent to the pile layer and penetrates partially into the lower region of the pile, thereby bonding to the fibers and / or filaments and / or tufts within the pile, A noise attenuation trim part for a vehicle.

2. The noise attenuation trim part for a vehicle according to claim 1, wherein the bonding mass layer further contains at least one fatty acid and an optional additive, the content of the filler is 55-70% by weight of the entire bonding mass layer, and the content of the fatty acid is 0.2-0.8% by weight of the entire bonding mass layer.

3. The areal weight of the bonding mass layer is 100 to 980 g / m ２ The vehicle noise attenuation trim part according to claim 1 or 2, wherein the areal weight is 100 to 980 g / m

4. The TPO of the bonding mass layer comprises a first component made of a partially amorphous polyolefin; and a second component made of a propylene-ethylene copolymer having a random ethylene repeat distribution with a density of less than 0.87 kg / dm ３ The vehicle noise attenuation trim part according to any one of claims 1 to 3, which consists of a second component made of a propylene-ethylene copolymer having a random ethylene repeat distribution with a density of less than 0.87 kg / dm

5. The noise attenuation trim part for a vehicle according to claim 4, wherein the bonding mass layer functions as a bonding barrier layer, the first component is at least 3% by weight of the entire bonding barrier layer, and the second component is at least 7% by weight of the entire bonding barrier layer.

6. The noise attenuation trim part for a vehicle according to claim 5, wherein the first and second components together are 10-48% by weight of the entire bonding barrier layer.

7. The noise attenuation trim part for a vehicle according to any one of claims 2-6, wherein the fatty acid contains at least a fatty acid having at least 14 aliphatic chains.

8. The noise attenuation trim part for a vehicle according to any one of claims 1-7, wherein the bonding mass layer has a constant areal weight over the surface of the noise attenuation trim part for a vehicle.

9. The areal weight of the pile layer is 400 to 2000 g / m ２ The vehicle noise attenuation trim part according to any one of claims 1 to 8, wherein the areal weight of the pile layer is 400 to 2000 g / m

10. The backing layer is a secondary backing layer, the noise attenuation trim part for a vehicle further includes a primary backing, and the pile layer is a tufted carpet layer made of BCF yarn tufted to the primary backing layer, or the pile layer is a needle punch carpet layer having a densified sole region and a surface region formed of looped fibers standing substantially perpendicular to a surface containing at least one of solid fibers, hollow fibers, binder fibers, or composite fibers, The noise attenuation trim part for a vehicle according to any one of claims 1-9.

11. The fibers and / or filaments and / or yarns of the pile layer are made of at least one polymer or copolymer from the group consisting of polyester, polyamide, and polyolefin, or a mixture of two or more polymers or copolymers from the group consisting of polyester, polyamide, and polyolefin. The noise attenuation trim part for a vehicle according to any one of claims 1 to 10.

12. The noise attenuation trim part for a vehicle according to any one of claims 1 to 9, wherein the backing layer is at least one of a fiber layer or a foam layer, or the primary backing layer is at least one of a fiber layer or a foam layer, and the secondary backing layer is at least one of a fiber layer or a foam layer. The noise attenuation trim part for a vehicle according to claim 10 or 11.

13. The noise attenuation trim part for a vehicle according to any one of claims 1 to 12, further comprising at least one additional layer or patch at least partially between the bonded mass layer and the decoupling layer.

14. The high-density thermoplastic elastomer layer is impermeable and has an area weight of 800 to 2000 g / m ２ The vehicle noise attenuation trim part according to claim 13, having the above.

15. Use of the noise attenuation trim part for a vehicle according to any one of claims 1 to 14 as an automotive floor covering, inner dash, outer dash, acoustic trim panel, or trunk cover.

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