Luggage side trim

Abstract

The present invention provides luggage side trim that can effectively suppress the propagation of noise generated around a luggage compartment, such as radiated noise transmitted through wheelhouse panels, drafters, etc., into a vehicle cabin.　This luggage side trim comprises: a cabin-side front surface layer (111) constituting the surface on the cabin side; a panel-side back surface layer (112) constituting the surface on an inner panel (3) side and having edge portions (112E, 112F) fixed to the cabin-side front surface layer (111); and an intermediate air layer (113) interposed between the cabin-side front surface layer (111) and the panel-side back surface layer (112), wherein the panel-side back surface layer (112) is a molded article containing a layer of a breathable base material.

Description

Luggage side trim

[0001] The present invention relates to a luggage side trim.

[0002] Known examples of such structures include a soundproofing structure that reduces noise inside a vehicle cabin caused by road noise (see, for example, Patent Document 1) and a sound-absorbing structure that reduces noise propagating from an extractor opening into the vehicle cabin through a ventilation space (see, for example, Patent Document 2). In the soundproofing structure described in Patent Document 1, a felt material is fixed to a wheelhouse panel, and a sponge material is fixed to an inner panel. In the sound-absorbing structure described in Patent Document 2, a sound-absorbing member is arranged between the ventilation opening and the extractor opening (drafter) so as to surround the entire periphery of the ventilation space.

[0003] JP 2008-162549 A JP 2018-202991 A

[0004] In the soundproofing / sound-absorbing structures described in Patent Documents 1 and 2, the thickness, air permeability, surface density, etc. of the sound-absorbing material, such as felt, attached to the panel, trim, etc., are uniform. In contrast, the frequency band of the radiated sound that passes through the wheelhouse panel or drafter shifts depending on conditions such as the presence or absence of an opening in the inner panel. For this reason, the soundproofing / sound-absorbing structures described in Patent Documents 1 and 2 are unable to fully exert their effects of absorbing, blocking, and attenuating the sound that passes through the wheelhouse panel or drafter.

[0005] The present invention has been made in consideration of the above circumstances, and aims to provide a luggage side trim that can effectively suppress the propagation of noise generated around the luggage room, such as radiated sound that has passed through wheelhouse panels, drafters, etc., into the vehicle interior.

[0006] The luggage side trim of the present invention comprises an interior surface layer that forms the surface facing the interior, a panel-side back surface layer that forms the surface facing the inner panel and has its edge fixed to the interior surface layer, and an air layer interposed between the interior surface layer and the panel-side back surface layer, and the panel-side back surface layer is a molded product that includes a layer of breathable base material.

[0007] According to the present invention, it is possible to provide a luggage side trim that can effectively suppress the propagation of noise generated around the luggage room, such as radiated sound that has passed through wheelhouse panels, drafters, etc., into the vehicle interior.

[0008] FIG. 1 is a cross-sectional view showing a luggage side trim according to an embodiment of the present invention and a vehicle body structure from the rear side of the vehicle. FIG. 2 is an enlarged cross-sectional view of the luggage side trim shown in FIG. 1. FIG. 3 is a graph showing the relationship between noise levels and 1 / 3 octave band center frequencies near the opening of the inner panel and near the wheelhouse panel. FIG. 4 is a cross-sectional view showing an outline of a first test body for verifying the performance of the luggage side trim. FIG. 5 is a cross-sectional view showing an outline of a second test body for verifying the performance of the luggage side trim. FIG. 6 is a graph showing the relationship between transmission loss and 1 / 3 octave band center frequencies near the opening of the inner panel when the first test body and the second test body are placed near the opening of the inner panel. FIG. 7 is a graph showing the relationship between normal incidence sound absorption coefficient and 1 / 3 octave band center frequencies near the wheelhouse panel when the first test body and the second test body are placed near the wheelhouse panel. FIG. 8 is a cross-sectional view showing a modified example of the panel-side back surface layer. FIG. 9 is a cross-sectional view showing a modified example of the panel-side back surface layer. Fig. 10 is a cross-sectional view showing a modified example of the panel-side back surface layer. Fig. 11 is a cross-sectional view showing a modified example of the panel-side back surface layer. Fig. 12 is a cross-sectional view showing a modified example of the panel-side back surface layer. Fig. 13 is a cross-sectional view showing a modified example of the panel-side back surface layer. Fig. 14 is a cross-sectional view showing a modified example of the panel-side back surface layer. Fig. 15 is a cross-sectional view showing a modified example of the panel-side back surface layer. Fig. 16 is a cross-sectional view showing a modified example of the panel-side back surface layer. Fig. 17 is a cross-sectional view showing a luggage side trim according to another embodiment of the present invention and a vehicle body structure from the rear side of the vehicle. Fig. 18 is a cross-sectional view showing an enlarged view of the luggage side trim shown in Fig. 17.

[0009] The present invention will be described below in accordance with preferred embodiments. Note that the present invention is not limited to the embodiments shown below and can be modified as appropriate without departing from the spirit of the present invention. In addition, in the embodiments shown below, some components are omitted from illustration and description, but for the details of the omitted technologies, publicly known or well-known technologies are applied as appropriate within the scope of the content described below.

[0010] 1 is a cross-sectional view showing a luggage side trim 100 according to an embodiment of the present invention and the body structure of a vehicle 1 from the rear side of the vehicle. As shown in this figure, a luggage room 2 of the vehicle 1 is provided with a luggage trim 10.

[0011] The luggage trim 10 includes a luggage board trim 12, luggage side trims 100, and a luggage floor under-box (not shown). The luggage floor under-box is installed on the bottom surface of the luggage room 2. The luggage board trim 12 is installed on the upper surface of the luggage floor under-box.

[0012] The luggage side trim 100 is arranged in the luggage room 2 so as to cover the inner panel 3 and part of the wheelhouse panel 4 that form the side wall of the luggage room 2. The luggage side trim 100 includes an upper luggage side trim 101, a lower luggage side trim 110, and a luggage side trim bottom 102. The lower end of the upper luggage side trim 101 and the upper end of the lower luggage side trim 110 are engaged with each other, and the lower end of the lower luggage side trim 110 and the upper end of the luggage side trim bottom 102 are engaged with each other. In this way, the luggage side trim 100 is configured in which the upper luggage side trim 101, the lower luggage side trim 110, and the luggage side trim bottom 102 are integrated. The luggage side trim 100 may be configured such that the upper luggage side trim 101, the lower luggage side trim 110, and the luggage side trim bottom 102 are all integrally molded, or such that any of them are partially integrally molded and engaged with each other.

[0013] The upper luggage side trim 101 is a cover member that covers the upper side of the inner panel 3. There is a space between this luggage side trim 101 and the inner panel 3, and there is a gap between the upper end of the luggage side trim 101 and the window glass 8. The upper end of the luggage side trim 101 may be engaged with a pillar that forms a path leading to the ceiling.

[0014] The lower luggage side trim 110 is a cover member that covers the underside of the inner panel 3 and a portion of the wheelhouse panel 4. This luggage side trim 110 has a three-layer structure consisting of an interior-side surface layer 111, a panel-side back surface layer 112, and an intermediate air layer 113. The outer peripheral edge of the interior-side surface layer 111 is fixed to the outer peripheral edge of the panel-side back surface layer 112, and the intermediate air layer 113 is formed between the interior-side surface layer 111 and the panel-side back surface layer 112. Fixing methods include bonding with an adhesive, welding by melting a base material with heat or vibration, and the like. Fixing by adhesion, welding, etc. may be performed all around or partially, and if fixation by adhesion, welding, etc. is performed partially, the remaining portion may be fitted with claws.

[0015] The interior-side surface layer 111, together with the upper luggage side trim 101, constitutes the surface of the luggage side trim 100. The upper side of this interior-side surface layer 111 faces the inner panel 3, with the upper side of the panel-side back surface layer 112 sandwiched between them. The lower side of the interior-side surface layer 111 faces the wheelhouse panel 4, with the lower side of the panel-side back surface layer 112 sandwiched between them. The lower side of the interior-side surface layer 111 may be in contact with or cover the wheelhouse panel 4. The lower side of the interior-side surface layer 111 is curved to follow the curved shape of the wheelhouse panel 4.

[0016] The upper side of the panel-side back surface layer 112 faces the lower side of the inner panel 3 via a space. The lower side of the panel-side back surface layer 112 faces the wheelhouse panel 4 via a space. The lower side of the panel-side back surface layer 112 is curved to follow the curved shape of the wheelhouse panel 4. Note that a part or all of the lower side of the panel-side back surface layer 112 may contact or cover the wheelhouse panel 4.

[0017] The body structure of the vehicle 1 includes an inner panel 3, a wheelhouse panel 4, an outer panel 5, a floor panel 6, a fender liner 7, and a window glass 8. The lower end of the inner panel 3 is joined to the center of the wheelhouse panel 4 in the vehicle width direction. The upper end of the inner panel 3 is joined to the upper end of the outer panel 5. The lower end of the outer panel 5 is joined to the outer end of the wheelhouse panel 4 in the vehicle width direction. The outer end of the floor panel 6 is joined to the inner end of the wheelhouse panel 4 in the vehicle width direction. The fender liner 7 is attached to the wheelhouse panel 4 so as to cover the surface of the wheelhouse panel 4.

[0018] The inner panel 3 has openings 31 formed therein for wiring insertion holes, air vents, etc. Because these openings 31 are used as wiring insertion holes, air vents, etc., they cannot be blocked by the luggage side trim 100. For this reason, as shown by arrow A, panel-radiated sound (sound transmitted through the wheelhouse panel 4) caused by road noise from the tires T enters the gap between the inner panel 3 and the luggage side trim 100 through the openings 31. As shown by arrow B, the panel-radiated sound enters directly between the inner panel 3 and the luggage side trim 100. Then, as shown by arrow C, the panel-radiated sound that has entered the gap between the inner panel 3 and the luggage side trim 100 propagates between the inner panel 3 and the luggage side trim 100 and enters the vehicle interior through the gap between the upper luggage side trim 101 and the window glass 8.

[0019] As shown by arrow D, the panel-radiated sound is incident between the wheelhouse panel 4 and the luggage side trim 100. As shown by arrow E, the panel-radiated sound that is incident between the inner panel 3 and the luggage side trim 100 or between the wheelhouse panel 4 and the luggage side trim 100 passes through the luggage side trim 100 and enters the vehicle interior.

[0020] Therefore, in this embodiment, a lower luggage side trim 110 is provided that has effects such as sound absorption, sound insulation, and attenuation for sounds propagating between the inner panel 3 and the luggage side trim 100 and sounds that pass through the luggage side trim 100. The configuration and function of the luggage side trim 110 will be described below.

[0021] Figure 2 is an enlarged cross-sectional view of the luggage side trim 110 shown in Figure 1. The interior surface layer 111 of the luggage side trim 110 shown in this figure is a molded product formed from one or more layers of non-breathable substrate. Examples of this non-breathable substrate include resin materials such as polypropylene, and composite materials of resin and fiber. Methods for molding the non-breathable substrate include injection molding and cold pressing.

[0022] The interior surface layer 111 may be formed of a breathable substrate (porous material). Alternatively, a nonwoven fabric, film, sheet, or the like may be provided on the front or back surface of the interior surface layer 111. Examples of breathable substrates include molded nonwoven fabric, felt, glass wool, and urethane. Examples of methods for molding the breathable substrate include cold pressing and hot pressing.

[0023] The panel-side back surface layer 112 of the luggage side trim 110 is a molded product formed from one or more layers of breathable substrate (porous body). Examples of the breathable substrate include molded nonwoven fabric, felt, glass wool, and urethane. Methods for molding the breathable substrate include cold pressing and hot pressing.

[0024] The air permeability of the panel-side back surface layer 112 is 1 to 60 cm ３ / cm ２ SEC is preferred, 5 to 30 cm ３ / cm ２ SEC is more preferable. The thickness of the panel-side back surface layer 112 is preferably 2 to 100 mm, more preferably 3 to 25 mm. The surface density of the panel-side back surface layer 112 is preferably 200 to 2500 g / m ２ is preferred, and 600 to 1400 g / m ２It is more preferable that the panel-side back surface layer 112 is provided on the front or back surface with a nonwoven fabric, a film, a sheet, or the like.

[0025] The thickness of the intermediate air layer 113 of the luggage side trim 110 is preferably 0.1 to 200 mm, and more preferably 3 to 30 mm. Methods for fixing the interior side surface layer 111 and the panel side back surface layer 112 include hot melt, adhesion with an adhesive, ultrasonic welding, and fixing by the anchor effect.

[0026] The interior side surface layer 111 includes an upper portion 111U facing the inner panel 3 with an upper portion of the panel side back surface layer 112 sandwiched therebetween, and a lower portion 111L facing the wheelhouse panel 4 with a lower portion of the panel side back surface layer 112 sandwiched therebetween. The opening 31 of the inner panel 3 faces the upper portion 111U with an upper portion of the panel side back surface layer 112 sandwiched therebetween. The lower portion 111L is curved to follow the curved shape of the wheelhouse panel 4.

[0027] The panel-side back surface layer 112 includes a sound-absorbing section 112A, a first sound-insulating section 112B, a distance-attenuating section 112C, a second sound-insulating section 112D, and fixing sections 112E and 112F. The sound-absorbing section 112A is interposed between the upper section 111U of the indoor-side surface layer 111 and the inner panel 3. The fixing section 112E fixes the outer peripheral edge of the sound-absorbing section 112A to the outer peripheral edge of the upper section 111U of the indoor-side surface layer 111. Fixation by the fixing section 112E may be performed all around or partially around the periphery.

[0028] The first sound-insulating portion 112B is interposed between the lower portion 111L of the interior-side surface layer 111 and the wheelhouse panel 4, and curves along the curved shape of the wheelhouse panel 4. The distance-attenuating portion 112C is provided at the boundary between the sound-absorbing portion 112A and the first sound-insulating portion 112B, and is interposed between the upper portion 111U of the interior-side surface layer 111 and the inner panel 3.

[0029] The second sound-insulating portion 112D is provided at the lower end of the first sound-insulating portion 112B and is interposed between the lower portion 111L of the interior-side surface layer 111 and the wheelhouse panel 4 so as to close the gap between the lower portion 111L of the interior-side surface layer 111 and the wheelhouse panel 4. The fixing portion 112F fixes the edge of the second sound-insulating portion 112D to the outer peripheral edge of the lower portion 111L of the interior-side surface layer 111. Fixation by the fixing portion 112F may be performed all around or partially around the circumference.

[0030] Here, the air permeability, thickness, and surface density of each portion of the panel-side back surface layer 112 are different. The sound absorbing portion 112A is molded to be relatively thick, for example, 15 to 50 mm, which results in a relatively large air permeability and a relatively small surface density. In contrast, the first sound insulating portion 112B and the second sound insulating portion 112D are molded to be relatively thin, for example, 2 to 15 mm, which results in a relatively small air permeability and a relatively large surface density.

[0031] The panel-side back surface layer 112 is a molded product formed by applying pressure and heat to an air-permeable base material (porous body) or by applying pressure to the base material, and the air permeability, thickness, and surface density of each part are adjusted by adjusting the pressure and heat amount in each part during molding. The sound absorbing part 112A is molded to be thick by relatively reducing the pressure and heat amount during molding, while the first sound insulating part 112B and the second sound insulating part 112D are molded to be thin by relatively increasing the pressure and heat amount during molding.

[0032] The distance attenuation portion 112C has an uneven structure in which the surface facing the inner panel 3 is recessed in a direction away from the inner panel 3 and the surface facing the indoor-side surface layer 111 is protruded in a direction toward the indoor-side surface layer 111. The gap between the distance attenuation portion 112C of the uneven structure and the upper portion 111U of the indoor-side surface layer 111 is small or nonexistent, dividing the intermediate air layer 113 into two. Note that the intermediate air layer 113 may be partially connected.

[0033] The sound absorbing section 112A is molded thick, enhancing its sound absorbing effect as a porous body. Furthermore, the intermediate air layer 113 acts as a back air layer for the sound absorbing section 112A, thereby absorbing panel-radiated sound that enters the opening 31 of the inner panel 3 between the opening 31 and the luggage side trim 110 near the opening 31. Furthermore, the double-wall structure between the sound absorbing section 112A and the upper portion 111U of the interior surface layer 111 via the intermediate air layer 113 (back air layer) attenuates sound that passes through the luggage side trim 110 and propagates into the vehicle cabin. This suppresses the propagation of mid- to high-frequency noise near the opening 31 of the inner panel 3 into the vehicle cabin. The effect of suppressing the propagation of mid- to high-frequency noise near the opening 31 of the inner panel 3 into the vehicle cabin will be described in detail below.

[0034] The first sound-insulating portion 112B is molded to have a thin wall, thereby reducing air permeability. This provides sound insulation against panel-radiated sound transmitted through the wheelhouse panel 4 near the wheelhouse panel 4, while the intermediate air layer 113 acts as a back air layer behind the breathable first sound-insulating portion 112B, providing sound absorption performance. Furthermore, the double-wall structure between the first sound-insulating portion 112B and the lower portion 111L of the interior surface layer 111, via the intermediate air layer 113 serving as a back air layer, attenuates sound transmitted through the luggage side trim 110 and propagating into the vehicle cabin. This suppresses the propagation of low- and mid-frequency noise near the wheelhouse panel 4 into the vehicle cabin. The effect of suppressing the propagation of low- and mid-frequency noise near the wheelhouse panel 4 into the vehicle cabin will be described in detail below.

[0035] The distance attenuation section 112C is recessed in a direction away from the inner panel 3, thereby extending the propagation path of the panel-radiated sound that passes through the distance attenuation section 112C and the inner panel 3 and exerting a distance attenuation effect on the panel-radiated sound that has passed through the wheelhouse panel 4.

[0036] The second sound-insulating portion 112D is molded to be thin, thereby reducing its breathability, and in addition, by blocking the space between the lower portion 111L of the interior surface layer 111 and the wheelhouse panel 4, it exhibits a sound-insulating effect against panel-radiated sound that rises through the space between the wheelhouse panel 4 and the lower portion 111L of the interior surface layer 111.

[0037] Tests to confirm the performance of the luggage side trim 110 of this embodiment and the results thereof will be described below with reference to Figures 3 to 7. Figure 3 is a graph showing the relationship between noise levels and ⅓ octave band center frequencies near the opening 31 of the inner panel 3 and near the wheelhouse panel 4.

[0038] As shown in the graph in Figure 3, a 1 / 3 octave band analysis was performed on noise near the opening 31 in the inner panel 3 and near the wheelhouse panel 4. As a result, it was confirmed that near the opening 31 in the inner panel 3, the noise level in the mid-to-high frequency range (800 to 4000 Hz) was high, and near the wheelhouse panel 4, the noise level in the low-to-mid frequency range (315 to 1600 Hz) was high.

[0039] FIG. 4 is a cross-sectional view showing an outline of a first test specimen for verifying the performance of the luggage side trim 110, and FIG. 5 is a cross-sectional view showing an outline of a second test specimen for verifying the performance of the luggage side trim 110. The first test specimen shown in FIG. 4 is composed of a 1 mm thick interior surface layer 111T, a 3 mm thick panel-side back surface layer 112T, and an 18 mm thick intermediate air layer 113T. The second test specimen shown in FIG. 5 is composed of a 1 mm thick interior surface layer 111T, an 8 mm thick panel-side back surface layer 112T, and a 13 mm thick intermediate air layer 113T. The interior surface layer 111T of both test specimens is made of resin, and the panel-side back surface layer 112T of both test specimens is made of felt. The thickness of both test specimens is 22 mm.

[0040] The first test specimen shown in Fig. 4 and the second test specimen shown in Fig. 5 were placed near the wheelhouse panel 4, and a 1 / 3 octave analysis was performed on the noise near the opening 31 of the inner panel 3. Fig. 6 is a graph showing the relationship between the transmission loss near the wheelhouse panel 4 and the 1 / 3 octave band center frequency when the first test specimen and the second test specimen were placed near the opening 31 of the inner panel 3.

[0041] As shown in the graph of Fig. 6, it was confirmed that when the first test specimen having a panel-side back surface layer 112T with a thickness of 3 mm was placed near the wheelhouse panel 4, a high sound-insulating effect was exhibited against noise of a wide range of frequencies from low to high, compared to when the second test specimen having a panel-side back surface layer 112T with a thickness of 8 mm was similarly placed. Here, as shown in Fig. 3, the noise level of low and mid frequencies is high near the wheelhouse panel 4, so by placing the first test specimen near the wheelhouse panel 4, a high sound-insulating effect was exhibited.

[0042] Meanwhile, the first test specimen shown in Fig. 4 and the second test specimen shown in Fig. 5 were placed near the opening 31 of the inner panel 3, and a 1 / 3 octave analysis was performed on the noise near the opening 31 of the inner panel 3. Fig. 7 is a graph showing the relationship between the normal incidence sound absorption coefficient and the 1 / 3 octave band center frequency when the first test specimen and the second test specimen were placed near the opening 31 of the inner panel 3.

[0043] As shown in the graph of Figure 7, when the second test specimen having a panel-side back surface layer 112T with a thickness of 8 mm was placed near the opening 31 of the inner panel 3, it was confirmed that a higher sound absorption effect was exhibited against noise in the mid- to high-frequency range compared to when the first test specimen having a panel-side back surface layer 112T with a thickness of 3 mm was similarly placed. It was also confirmed that the 18 mm-thick intermediate air space 113T acted as a back air space behind the first test specimen having a panel-side front surface layer 112T with a thickness of 3 mm, thereby achieving peak-type sound absorption performance. Here, as shown in Figure 3, since the noise level in the mid- to high-frequency range is high near the opening 31 of the inner panel 3, placing the second test specimen near the opening 31 of the inner panel 3 exhibits a higher sound absorption effect.

[0044] As described above, the luggage side trim 100 according to this embodiment includes the interior-side surface layer 111 that forms the surface facing the interior of the vehicle, the panel-side back surface layer 112 that forms the surface facing the inner panel 3 and has its edge fixed to the interior-side surface layer 111, and the intermediate air layer 113 that is interposed between the interior-side surface layer 111 and the panel-side back surface layer 112. The panel-side back surface layer 112 is a molded product that includes a breathable base material layer, and its airflow rate, thickness, and surface density can be partially adjusted during molding. Therefore, by adjusting the airflow rate, thickness, and surface density of each portion of the panel-side back surface layer 112 according to the frequency spectrum of the panel-radiated sound emitted from each portion of the surrounding panels of the luggage compartment 2, it is possible to fully exert the sound absorption and sound insulation effects on the panel-radiated sound around the luggage compartment 2 and effectively suppress the propagation of the panel-radiated sound that has passed through the wheelhouse panel 4 into the vehicle interior. Furthermore, it is possible to achieve the same sound absorption and sound insulation effects as when an insulator is installed, without installing an insulator separate from the panel-side back surface layer 112, thereby enabling cost reduction and weight reduction.

[0045] In the luggage side trim 100 according to this embodiment, the panel-side back surface layer 112 includes a sound-absorbing section 112A, which is a thick section formed by partially thickening a breathable base material, and a first sound-insulating section 112B, which is a thin section formed by partially thinning a breathable base material. The sound-absorbing section 112A has a relatively large airflow rate and a relatively low surface density due to its thick wall. Furthermore, the intermediate air layer 113 acts as a backing air layer, providing excellent sound absorption performance against mid- to high-frequency noise. On the other hand, the first sound-insulating section 112B has a relatively small airflow rate and a relatively high surface density due to its thin wall. Furthermore, the intermediate air layer 113 acts as a backing air layer behind the breathable first sound-insulating section 112B, providing peak-type sound absorption performance. Therefore, by arranging the sound absorbing section 112A near the area where the frequency of the panel radiated sound is in the mid-to-high range, and by arranging the first sound insulating section 112B near the area where the frequency of the panel radiated sound is in the low-to-mid range, it becomes possible to effectively suppress the propagation of the panel radiated sound into the vehicle cabin.

[0046] Furthermore, in the luggage side trim 100 according to this embodiment, the sound absorbing portion 112A is disposed facing the opening 31 of the inner panel 3, and the first sound insulating portion 112B is disposed facing the wheel house panel 4. Here, panel radiated sound of mid-to-high frequencies is generated near the opening 31 of the inner panel 3, and panel radiated sound of low to mid frequencies is generated near the wheel house panel 4, so it is possible to effectively suppress the propagation of panel radiated sound into the vehicle interior.

[0047] Furthermore, in the luggage side trim 100 according to this embodiment, the sound absorbing portion 112A and the distance attenuation portion 112C form a duct together with the inner panel 3, so that panel-radiated sound propagating through the duct can be attenuated by a sound-absorbing wall. The distance attenuation portion 112C is an uneven portion provided at the boundary between the sound absorbing portion 112A and the first sound-insulating portion 112B, and is recessed in a direction away from the inner panel 3. This makes it possible to extend the propagation path of the panel-radiated sound propagating between the distance attenuation portion 112C and the inner panel 3, thereby improving the attenuation effect of the panel-radiated sound.

[0048] Furthermore, the luggage side trim 100 according to this embodiment has a three-layer structure consisting of a panel-side back surface layer 112 containing a breathable base material layer, an intermediate air layer 113 as a back air layer, and an interior-side surface layer 111 which is a molded product containing a non-breathable base material layer. This effectively enhances the sound absorption and sound insulation effects of the panel-radiated sound that passes through the luggage side trim 110.

[0049] 8 is a cross-sectional view showing a modified example of the panel-side back surface layer 112. Note that the same components as those in the above-described embodiment are denoted by the same reference numerals, and the description of the above-described embodiment is incorporated herein.

[0050] The modified panel-side back surface layer 112 shown in FIG. 8 includes a sound-absorbing section 112A, a first sound-insulating section 112B, a distance-attenuating section 112C, a second sound-insulating section 112D, fixing sections 112E and 112F, and an extension section 112G. The extension section 112G extends upward from the upper end of the sound-absorbing section 112A. The upper end of this extension section 112G is fixed to the upper end of the back surface of the upper luggage side trim 101. Examples of fixing methods include bonding with an adhesive and welding by melting a base material with heat or vibration. Fixing by adhesion, welding, etc. may be performed all around or partially around the periphery. When fixing by adhesion, welding, etc. is performed partially, the remaining portion may be fitted with a claw.

[0051] The extension portion 112G is molded to be thin, thereby reducing air permeability, and exhibits sound insulation and sound absorption effects, described below, near the inner panel 3 against panel-radiated sound that has passed through the inner panel 3. The sound insulation effect of the double-wall structure between the extension portion 112G and the luggage side trim 101, with the intermediate air layer 114 acting as a back air layer, and the sound absorption effect of the intermediate air layer 113 acting as a back air layer for the extension portion 112G, attenuate sound that passes through the luggage side trim 101 and propagates into the vehicle cabin. This suppresses the propagation of noise near the inner panel 3 into the vehicle cabin.

[0052] 9 is a cross-sectional view showing another modified example of the panel-side back surface layer 112. Note that the same reference numerals are used to designate the same components as those in the above-described embodiment and modified example, and the descriptions of the above-described embodiment and modified example are incorporated herein.

[0053] 9 includes a third sound-insulating portion 112H instead of the sound-absorbing portion 112A of the above-described modified example. The third sound-insulating portion 112H is formed thinly to reduce air permeability, and therefore provides a sound-insulating effect against panel-radiated sound that enters the space between the inner panel 3 and the luggage side trim 110 through the opening 31 in the inner panel 3. Furthermore, the sound-insulating effect of the double-wall structure of the third sound-insulating portion 112H and the extension portion 112G and the upper portion 111U of the interior-side surface layer 111 and the upper luggage side trim 101 via the intermediate air layer 113 as a backing air layer, and the sound-absorbing effect of the intermediate air layer 113 acting as a backing air layer for the third sound-insulating portion 112H and the extension portion 112G, attenuates sound that propagates through the luggage side trims 110, 101 into the vehicle cabin. This reduces the propagation of noise near the inner panel 3 into the vehicle interior.

[0054] 10 is a cross-sectional view showing another modified example of the panel-side back surface layer 112. Note that the same reference numerals are used to designate the same components as those in the above-described embodiment and modified example, and the descriptions of the above-described embodiment and modified example are incorporated herein.

[0055] The modified panel-side back surface layer 112 shown in Fig. 10 includes a second sound absorbing section 1121 instead of the extension section 112G of the modified panel shown in Fig. 8. The modified panel-side back surface layer 112 shown in Fig. 10 also includes a third sound absorbing section 112J instead of the first sound insulating section 112B of the modified panel shown in Fig. 8.

[0056] The second sound-absorbing section 112I extends upward from the upper end of the sound-absorbing section 112A. The upper end of this second sound-absorbing section 112I is fixed to the upper end of the rear surface of the upper luggage side trim 101. Examples of fixing methods include bonding with an adhesive or welding by melting a base material using heat or vibration. Fixation by adhesive or welding may be performed around the entire periphery or partially. If partial fixation by adhesive or welding is performed, the remaining portion may be fitted with tabs. The sound-absorbing section 112A and the second sound-absorbing section 112I are continuously molded to a thick wall, thereby enhancing the sound-absorbing effect of the porous body. The second sound-absorbing section 112I also exhibits a sound-absorbing effect against panel-radiated sound that passes through the inner panel 3 and panel-radiated sound that rises between the second sound-absorbing section 112I and the inner panel 3. Furthermore, the sound insulation effect of the double-wall structure between the sound absorbing section 112A and the second sound absorbing section 112I and the upper portion 111U and upper luggage side trim 101 on the interior side surface layer 111 via the intermediate air layer 113 as a backing air layer, and the sound absorbing effect of the intermediate air layer 113 acting as a backing air layer between the sound absorbing section 112A and the second sound absorbing section 112I, attenuates sound that passes through the luggage side trims 110, 101 and propagates into the vehicle cabin. This reduces the propagation of noise near the inner panel 3 into the vehicle cabin.

[0057] The third sound absorbing portion 112J extends downward from the lower end of the sound absorbing portion 112A. The lower end of this third sound absorbing portion 112J is fixed to the side wall of the luggage side trim bottom portion 102. Fixing methods include bonding with an adhesive, welding by melting a base material with heat or vibration, and the like. Fixing by adhesion, welding, or the like may be performed all around or partially around the circumference, and when fixing by adhesion, welding, or the like is performed partially, the remaining portion may be fitted with tabs. An opening 102A for wiring insertion holes, air vents, etc. is formed in the side wall of the luggage side trim bottom portion 102, and the third sound absorbing portion 112J is fixed to the side wall of the luggage side trim bottom portion 102 so as to cover the opening 102A.

[0058] The third sound-absorbing section 112J is molded thick, enhancing its sound-absorbing effect as a porous body. The third sound-absorbing section 112J exhibits a sound-absorbing effect against panel-radiated sound that has passed through the wheelhouse panel 4. In addition, the sound-insulating effect of the double-wall structure with the lower portion 111L of the interior surface layer 111 and the sound-absorbing effect of the intermediate air layer 113 acting as a back air layer between the sound-absorbing section 112A and the second sound-absorbing section 112I attenuate sound that passes through the luggage side trim 110 and propagates into the vehicle cabin. This suppresses the propagation of noise near the wheelhouse panel 4 into the vehicle cabin.

[0059] 11 is a cross-sectional view showing another modified example of the panel-side back surface layer 112. Note that the same reference numerals are used to designate the same components as those in the above-described embodiment and modified example, and the descriptions of the above-described embodiment and modified example are incorporated herein.

[0060] The modified panel-side back surface layer 112 shown in FIG. 11 has a configuration in which the sound-absorbing section 112A and the first sound-insulating section 112B of the embodiment shown in FIG. 2 are separated. The lower end of the sound-absorbing section 112A is fixed to the lower end of the upper portion 111U of the interior-side surface layer 111. The upper end of the first sound-insulating section 112B is fixed to the upper end of the lower portion 111L of the interior-side surface layer 111. The lower end of the first sound-insulating section 112B is fixed to the side wall of the luggage side trim bottom portion 102. Note that the second sound-insulating section 112D of the embodiment shown in FIG. 2 is not present, and the lower end of the first sound-insulating section 112B is fixed to the side wall of the luggage side trim bottom portion 102 so as to cover the opening 102A. Note that examples of fixing methods include bonding with an adhesive and welding by melting a base material using heat or vibration. Fixation by adhesion or welding may be performed all around or partly, and when fixation by adhesion or welding is performed partly, the remaining part may be fitted with claws.

[0061] 12 is a cross-sectional view showing another modified example of the panel-side back surface layer 112. Note that the same reference numerals are used to designate the same components as those in the above-described embodiment and modified example, and the explanations of the above-described embodiment and modified example are incorporated herein.

[0062] 12, the surface density of the breathable base material constituting the panel-side back surface layer 112 differs between the panel side and the indoor side, resulting in a difference in the amount of airflow between the panel side and the indoor side. For example, when molding the breathable base material, the amount of heat applied to one of the panel side and the indoor side is made higher than the amount of heat applied to the other, thereby making the surface density of one side relatively high and the surface density of the other side relatively low.

[0063] In the panel-side back surface layer 112 of this modified example, when the surface density on the panel side is made higher than the surface density on the indoor side, the sound insulation / sound absorption effect against low- to mid-frequency noise is improved. On the other hand, in the panel-side back surface layer 112 of this modified example, when the surface density on the indoor side is made higher than the surface density on the panel side, the sound absorption effect against mid- to high-frequency noise is improved.

[0064] 13 is a cross-sectional view showing another modified example of the panel-side back surface layer 112. Note that the same reference numerals are used to designate the same components as those in the above-described embodiment and modified example, and the explanations of the above-described embodiment and modified example are incorporated herein.

[0065] A modified example of the panel-side back surface layer 112 shown in FIG. 13 has a two-layer structure consisting of a base layer 112Z and a skin layer 112Y. The skin layer 112Y covers the panel-side surface of the base layer 112Z. The skin layer 112Y may be provided on the entire panel-side surface of the base layer 112Z, or may be provided partially (e.g., covering 30 to 99%) of the panel-side surface of the base layer 112Z. Furthermore, the skin layer 112Y may be thin, as shown on the left side of FIG. 13, or thick, as shown on the right side of FIG. 13.

[0066] Examples of the surface layer 112Y include a resin film, a low-air-permeability nonwoven fabric, a sound-insulating sheet, and urethane. Examples of materials for the resin film include polypropylene (PP), polyethylene (PE), and polyethylene terephthalate (PET). The density of the resin film is 10 to 500 g / m ２ Examples of materials for the low-air-permeability nonwoven fabric include PP and PET. The density of the low-air-permeability nonwoven fabric is 30 to 500 g / m ２Examples of materials for the sound-insulating sheet include rubber, ethylene propylene diene rubber (EPDM), and PP. The density of the sound-insulating sheet is 500 to 6000 g / m ２ The urethane structure may be a closed cell structure, a semi-closed cell structure, or the like. The density of the urethane may be 20 to 500 g / m ２ Examples include:

[0067] 14 is a cross-sectional view showing another modified example of the panel-side back surface layer 112. Note that the same reference numerals are used to designate the same components as those in the above-described embodiment and modified example, and the descriptions of the above-described embodiment and modified example are incorporated herein.

[0068] The modified panel-side back surface layer 112 shown in FIG. 14 has a two-layer structure consisting of a base layer 112Z and a back surface layer 112X. The back surface layer 112X covers the interior surface of the base layer 112Z. The back surface layer 112X may be provided on the entire interior surface of the base layer 112Z, or may be provided partially (e.g., 30 to 99%) on the panel-side surface of the base layer 112Z. Furthermore, the back surface layer 112X may be thin, as shown on the left side of FIG. 14, or thick, as shown on the right side of FIG. 14.

[0069] Examples of the back surface layer 112X include a resin film, a low-air-permeability nonwoven fabric, a sound-insulating sheet, and urethane. Examples of materials for the resin film include PP, PE, and PET. The density of the resin film is 10 to 500 g / m ２ Examples of materials for the low-air-permeability nonwoven fabric include PP and PET. The density of the low-air-permeability nonwoven fabric is 30 to 500 g / m ２ Examples of materials for the sound insulation sheet include rubber, EPDM, and PP. The density of the sound insulation sheet is 500 to 6000 g / m ２ The urethane structure may be a closed cell structure, a semi-closed cell structure, or the like. The density of the urethane may be 20 to 500 g / m ２ Examples include:

[0070] 15 is a cross-sectional view showing another modified example of the panel-side back surface layer 112. Note that the same reference numerals are used to designate the same components as those in the above-described embodiment and modified example, and the descriptions of the above-described embodiment and modified example are incorporated herein.

[0071] The modified panel-side back surface layer 112 shown in FIG. 15 has a three-layer structure including an intermediate layer 112W and a base material layer 112Z divided in half by the intermediate layer 112W. The intermediate layer 112W is embedded in the base material layer 112Z so as to divide the base material layer 112Z in half in the thickness direction. The intermediate layer 112W may be provided over the entire base material layer 112Z, or may be provided partially (e.g., 30 to 99%) in the base material layer 112Z. Furthermore, the intermediate layer 112W may be thin, as shown on the left side of FIG. 15, or thick, as shown on the right side of FIG. 15.

[0072] Examples of the intermediate layer 112W include a resin film, a low-air-permeability nonwoven fabric, a sound-insulating sheet, and urethane. Examples of materials for the resin film include PP, PE, and PET. The density of the resin film is 10 to 500 g / m ２ Examples of materials for the low-air-permeability nonwoven fabric include PP and PET. The density of the low-air-permeability nonwoven fabric is 30 to 500 g / m ２ Examples of materials for the sound insulation sheet include rubber, EPDM, and PP. The density of the sound insulation sheet is 500 to 6000 g / m ２ The urethane structure may be a closed cell structure, a semi-closed cell structure, or the like. The density of the urethane may be 20 to 500 g / m ２ Examples include:

[0073] 16 is a cross-sectional view showing another modified example of the panel-side back surface layer 112. Note that the same reference numerals are used to designate the same components as those in the above-described embodiment and modified example, and the descriptions of the above-described embodiment and modified example are incorporated herein.

[0074] The modified panel-side back surface layer 112 shown in FIG. 16 has a three-layer structure consisting of a base layer 112Z, a skin layer 112Y, and a back surface layer 112X. The skin layer 112Y covers the panel-side surface of the base layer 112Z. The back surface layer 112X covers the interior-side surface of the base layer 112Z. The skin layer 112Y may be provided on the entire panel-side surface of the base layer 112Z, or may be provided partially (e.g., 30 to 99%) on the panel-side surface of the base layer 112Z. The back surface layer 112X may be provided on the entire interior-side surface of the base layer 112Z, or may be provided partially (e.g., 30 to 99%) on the panel-side surface of the base layer 112Z. Furthermore, the skin layer 112Y and the back surface layer 112X may be thin, as shown on the left side of FIG. 16, or thick, as shown on the right side of FIG. 16.

[0075] 17 is a cross-sectional view showing a luggage side trim 200 according to another embodiment of the present invention and the body structure of the vehicle 1, viewed from the rear side of the vehicle. Note that the same components as those in the above-described embodiment are denoted by the same reference numerals, and the description of the above-described embodiment is incorporated herein.

[0076] 17 , the luggage side trim 200 is disposed in the luggage room 2 so as to cover the inner panel 3B that constitutes the side wall of the luggage room 2. The luggage side trim 200 includes an upper luggage side trim 101, a lower luggage side trim 210, and a luggage side trim bottom portion 102. The lower end of the upper luggage side trim 101 and the upper end of the lower luggage side trim 210 are engaged with each other, and the lower end of the lower luggage side trim 210 and the upper end of the luggage side trim bottom portion 102 are engaged with each other. In this way, the luggage side trim 200 is configured in which the upper luggage side trim 101, the lower luggage side trim 210, and the luggage side trim bottom portion 102 are integrated. The upper luggage side trim 101, the lower luggage side trim 210, and the luggage side trim bottom 102 may form the luggage side trim 200 as an integral structure without being interlocked with each other, or the luggage side trim 200 may be formed as a structure in which one integrally molded piece and another separate piece are interlocked with each other.

[0077] The lower luggage side trim 210 is a cover member that covers the underside of the inner panel 3B. This luggage side trim 210 has a three-layer structure consisting of an interior-side surface layer 111, a panel-side back surface layer 212, and an intermediate air layer 213. The outer peripheral edge of the interior-side surface layer 111 is fixed to the outer peripheral edge of the panel-side back surface layer 212, and the intermediate air layer 213 is formed between the interior-side surface layer 111 and the panel-side back surface layer 212. Fixing methods include bonding with an adhesive, welding by melting a base material with heat or vibration, and the like. Fixing by adhesion, welding, etc. may be performed all around or partially. If fixation by adhesion, welding, etc. is performed partially, the remaining portion may be fitted with claws.

[0078] The body structure of the vehicle 1 includes inner panels 3A and 3B, an outer panel 5, a floor panel 6, a window glass 8, and a drafter 9. The inner panel 3A is disposed between the inner panel 3B and the outer panel 5. The drafter 9 is provided below the inner panel 3A. The drafter 9 is an exhaust port having a rubber shutter.

[0079] The inner panel 3B has openings 31 and 32 formed therein for use as wiring insertion holes, air vents, etc. The opening 31 is located at the same height as the upper portion 111U of the interior-side surface layer 111, and the opening 32 is located at the same height as the lower portion 111L of the interior-side surface layer 111. Because these openings 31 and 32 are used as wiring insertion holes, air vents, etc., they cannot be blocked by the luggage side trim 210. For this reason, as indicated by arrows A and B, sound transmitted through the drafter 9 (hereinafter referred to as drafter radiation sound) enters between the inner panel 3B and the luggage side trim 200 through the openings 31 and 32. As shown by arrow C, the drafter radiation sound that enters the gap between the inner panel 3B and the luggage side trim 200 from the opening 31 propagates between the inner panel 3B and the luggage side trim 200 and enters the vehicle interior through the gap between the upper luggage side trim 101 and the window glass 8 or through a pillar leading to the ceiling.

[0080] Furthermore, as shown by arrow D, the drafter radiation sound that enters the gap between the inner panel 3B and the luggage side trim 200 from the opening 32 propagates between the inner panel 3B and the luggage side trim 200 and enters the vehicle interior through the gap in the bottom 102 of the luggage side trim and the opening 102A.

[0081] Therefore, in this embodiment, a lower luggage side trim 210 is provided that has effects such as sound absorption, sound insulation, and attenuation on the sound propagating between the inner panel 3B and the luggage side trim 200 and the sound passing through the luggage side trim 200. The configuration and function of the luggage side trim 210 will be described below.

[0082] Figure 18 is an enlarged cross-sectional view of the luggage side trim 210 shown in Figure 17. The panel-side back surface layer 212 of the luggage side trim 210 shown in this figure is a molded product formed from one or more layers of breathable substrate (porous body). Examples of this breathable substrate include molded nonwoven fabric, felt, glass wool, and urethane. Methods for molding the breathable substrate include cold pressing and hot pressing.

[0083] The air permeability of the panel-side back surface layer 212 is 1 to 60 cm ３ / cm ２ SEC is preferred, 5 to 30 cm ３ / cm ２ SEC is more preferable. The thickness of the panel-side back surface layer 212 is preferably 2 to 100 mm, more preferably 3 to 25 mm. The surface density of the panel-side back surface layer 212 is preferably 200 to 2500 g / m ２ is preferred, and 600 to 1400 g / m ２ It is more preferable that the panel-side back surface layer 212 is provided on the front or back surface with a nonwoven fabric, a film, a sheet, or the like.

[0084] The thickness of the intermediate air layer 213 of the luggage side trim 210 is preferably 0.1 to 200 mm, and more preferably 3 to 30 mm. Methods for fixing the interior side surface layer 111 and the panel side back surface layer 212 include hot melt, adhesion with an adhesive, ultrasonic welding, and fixing by the anchor effect.

[0085] The panel-side back surface layer 212 includes a sound-absorbing section 212A, a sound-insulating / sound-absorbing section 212B, an intermediate section 212C, and fixing sections 212E and 212F. The sound-absorbing section 212A is interposed between the upper section 111U of the indoor-side surface layer 111 and the inner panel 3B. The opening 31 of the inner panel 3B faces the sound-absorbing section 212A. The fixing section 212E fixes the outer peripheral edge of the sound-absorbing section 212A to the outer peripheral edge of the upper section 111U of the indoor-side surface layer 111. Fixation by the fixing section 212E may be performed all around or partially around the periphery.

[0086] The sound insulating / sound absorbing portion 212B is located in a space surrounded by the lower portion 111L of the indoor-side surface layer 111, the floor panel 6, and the lower portion of the inner panel 3B. The fixing portion 212F fixes the outer peripheral edge of the sound insulating / sound absorbing portion 212B to the outer peripheral edge of the lower portion 111L of the indoor-side surface layer 111. Fixing by the fixing portion 212F may be performed all around or partially around the periphery.

[0087] The intermediate portion 212C is provided at the boundary between the sound-absorbing portion 212A and the sound-insulating / sound-absorbing portion 212B. This intermediate portion 212C abuts against the portion of the inner panel 3B between the openings 31 and 32. Therefore, a propagation path for the drafter radiated sound extending from the opening 31 to the window glass 8 is formed above the intermediate portion 212C, and a propagation path for the drafter radiated sound extending from the opening 32 to the opening 102A is formed below the intermediate portion 212C. Although not shown, the propagation path can be extended by providing an extension portion that protrudes from the upper portion of the intermediate portion 212C through the opening 31 to a position facing the drafter 7, and by providing an extension portion that protrudes from the lower portion of the intermediate portion 212C through the opening 32 to a position facing the drafter 7.

[0088] Here, the air permeability, thickness, and surface density of each portion of the panel-side back surface layer 212 are different. The sound absorbing portion 212A is molded to be relatively thick, for example, 15 to 50 mm, which results in a relatively large air permeability and a relatively small surface density. In contrast, the sound insulating / sound absorbing portion 212B is molded to be relatively thin, for example, 2 to 15 mm, which results in a relatively small air permeability and a relatively small-to-large surface density.

[0089] The panel-side back surface layer 212 is a molded product formed by applying pressure and heat to an air-permeable base material (porous body) or by applying pressure to the base material, and the air permeability, thickness, and surface density of each part are adjusted by adjusting the pressure and heat amount in each part during molding. The sound absorbing part 212A is molded to be thick by relatively reducing the pressure and heat amount during molding, and the sound insulating / sound absorbing part 212B is molded to be thin by relatively increasing the pressure and heat amount during molding.

[0090] The thick sound-absorbing section 212A enhances its sound-absorbing effect as a porous body, and therefore provides sound-absorbing effect against drafter-radiated sound that enters the opening 31 between the inner panel 3B and the luggage side trim 210 from the opening 31 near the inner panel 3B. Furthermore, the double-wall structure between the sound-absorbing section 212A and the upper portion 111U of the interior surface layer 111 via the intermediate air layer 213 as a back air layer improves sound absorption and sound insulation performance, absorbing and attenuating sound that passes through the luggage side trim 210 and propagates into the vehicle cabin. Furthermore, because the sound-absorbing section 212A forms the wall of a sound-absorbing duct extending upward from the opening 31, it absorbs and attenuates drafter-radiated sound that propagates from the opening 31 to the window glass 8 or through a pillar leading to the ceiling. This reduces the transmission of noise near the opening 31 in the inner panel 3B into the vehicle cabin.

[0091] The sound-insulating / sound-absorbing portion 212B is molded thinly to reduce air permeability, thereby providing sound insulation against drafter-radiated sound that enters the gap between the inner panel 3B and the luggage side trim 210 through the opening 32 in the inner panel 3B. This reduces low- to mid-frequency noise near the opening 32 in the inner panel 3B. Furthermore, the double-wall structure between the sound-insulating / sound-absorbing portion 212B and the lower portion 111L of the interior-side surface layer 111, with the intermediate air layer 213 acting as a backing air layer, absorbs and attenuates sound that passes through the sound-insulating / sound-absorbing portion 212B and propagates into the vehicle cabin. Furthermore, the sound-insulating / sound-absorbing portion 212B forms a wall of a sound-absorbing duct extending inward in the vehicle width direction from the opening 32, thereby absorbing and attenuating drafter-radiated sound that propagates from the opening 32 to the opening 102A. This reduces noise propagation near the opening 32 in the inner panel 3B into the vehicle cabin.

[0092] As described above, in the luggage side trim 200 according to this embodiment, the panel-side back surface layer 212 includes a sound-absorbing section 212A, which is a thick-walled section formed by partially thickening the breathable base material, and a sound-insulating / sound-absorbing section 212B, which is a thin-walled section formed by partially thinning the breathable base material. The sound-absorbing section 212A has a relatively large airflow rate and a relatively low surface density due to its thick-walled structure, providing excellent sound absorption for mid- to high-frequency noise. On the other hand, the sound-insulating / sound-absorbing section 212B has a relatively small airflow rate and a relatively high surface density due to its thin-walled structure, providing excellent sound insulation for low- to mid-frequency noise. Furthermore, the sound-insulating / sound-absorbing section 212B also has an excellent sound absorption for mid- to high-frequency noise due to its double-wall structure with the intermediate air layer 213 as a back air layer. Therefore, by arranging the sound absorbing section 212A near the opening 31, where the frequency of the drafter radiated sound is in the mid-high range, and by arranging a double-wall structure of the sound insulating / sound absorbing section 212B and the intermediate air layer 213 near the opening 32, where the frequency of the drafter radiated sound is in the mid-high range, it becomes possible to effectively suppress the propagation of the drafter radiated sound from the openings 31 and 32 into the vehicle interior. Also, by arranging the sound insulating / sound absorbing section 212B near the inner panel 3B, where the frequency of the drafter radiated sound is in the low-mid range, it becomes possible to effectively suppress the propagation of the drafter radiated sound that has passed through the inner panel 3B into the vehicle interior.

[0093] In addition, in the luggage side trim 200 according to this embodiment, the sound absorbing section 212A and the inner panel 3B form a duct, so that the drafter radiated sound propagating through the duct can be attenuated by the sound absorbing wall. In addition, the sound absorbing section 212A can extend the propagation path of the drafter radiated sound, thereby enhancing the attenuation effect of the drafter radiated sound.

[0094] In addition, because the sound insulation / sound absorption section 212B forms a duct together with the floor panel 6, the drafter radiated sound propagating through the duct can be attenuated by the sound absorbing wall. Furthermore, because the sound insulation / sound absorption section 212B can extend the propagation path of the drafter radiated sound, the attenuation effect of the drafter radiated sound can be enhanced.

[0095] Furthermore, the luggage side trim 200 according to this embodiment has a three-layer structure consisting of a panel-side back surface layer 212 containing a breathable base material layer, an intermediate air layer 213, and an interior-side surface layer 211 which is a molded product containing a non-breathable base material layer. This effectively enhances the sound absorption and sound insulation effects of the panel-radiated sound that passes through the luggage side trim 210.

[0096] The present invention has been described above based on the embodiments, but the present invention is not limited to the above-described embodiments, and modifications may be made within the scope of the spirit of the present invention, and publicly known or well-known technologies may be combined if possible.

[0097] For example, in the above embodiment, the interior surface layer 111 is made of a non-air-permeable base material, but it may be made of an air-permeable base material. Furthermore, the target noise is not limited to panel-radiated sound transmitted through the wheelhouse panel 4 or drafter-radiated sound transmitted through the drafter 9, but may also be panel-radiated sound transmitted through the floor panel 6, etc.

[0098] 3: Inner panel 3B: Inner panel (duct wall portion) 4: Wheelhouse panel 6: Floor panel 9: Drafter 31: Opening 32: Opening 100: Luggage side trim 110: Luggage side trim 111: Interior surface layer 112: Panel-side back surface layer 112A: Sound-absorbing portion (thick portion) 112B: First sound-insulating portion (thin portion, wall portion) 112C: Distance attenuation portion (uneven portion, wall portion) 112E: Fixing portion (edge ​​portion) 112F: Fixing portion (edge ​​portion) 113: Intermediate air layer (air layer) 114: Intermediate air layer (air layer) 200: Luggage side trim 210: Luggage side trim 212: Panel-side back surface layer 212A: Sound-absorbing portion (thick portion) 212B: Sound insulation / sound absorption part (thin part) 212E: Fixed part (edge ​​part) 212F: Fixed part (edge ​​part) 213: Intermediate air layer (air layer)

Claims

1. The interior surface layer that constitutes the interior side, The inner panel side surface is formed by a panel-side back layer whose edge is fixed to the interior side surface layer, An air layer interposed between the indoor surface layer and the panel-side back layer Equipped with, The panel-side back layer is a molded product including a layer of breathable substrate. The back layer on the panel side is, The breathable substrate has a partially thickened thickened portion, The breathable substrate has a thinned portion and Equipped with, The inner panel has an opening formed in it. The aforementioned thickened portion is positioned facing the opening, The aforementioned thin-walled portion is a luggage side trim positioned facing the wheelhouse panel or the drafter.

2. An indoor surface layer constituting the indoor side surface, The inner panel side surface is formed by a panel-side back layer whose edge is fixed to the interior side surface layer, An air layer interposed between the indoor surface layer and the panel-side back layer Equipped with, The panel-side back layer is a molded product including a layer of breathable substrate. The back layer on the panel side is, The breathable substrate has a partially thickened thickened portion, The breathable substrate has a thinned portion and Equipped with, The thicker portion of the luggage side trim provides a greater amount of air permeability to the breathable base material than the thinner portion.

3. An indoor surface layer constituting the indoor side surface, The inner panel side surface is formed by a panel-side back layer whose edge is fixed to the interior side surface layer, An air layer interposed between the indoor surface layer and the panel-side back layer Equipped with, The panel-side back layer is a molded product including a layer of breathable substrate, The back layer on the panel side is, The breathable substrate has a partially thickened thickened portion, The breathable substrate has a thinned portion and Equipped with, The panel-side back layer is provided at the boundary between the thick portion and the thin portion, and is a luggage side trim having recessed areas that are recessed in a direction away from the inner panel.

4. The luggage side trim according to claim 1 or 2, wherein the back surface layer on the panel side comprises a duct wall portion that forms a duct together with the inner panel, wheelhouse panel, or floor panel.

5. The luggage side trim according to claim 1 or 2, wherein the surface density of the breathable substrate differs between the interior side and the inner panel side of the panel-side back layer.

6. The luggage side trim according to claim 1 or 2, wherein the interior surface layer is a molded article including a layer of a non-breathable substrate.