Trim panel for an interior of a motor vehicle

Abstract

The invention relates to a trim panel (1) for an interior of a motor vehicle, comprising a supporting structure (2) made of a plastics material, by which a trim element (12) facing the interior of a motor vehicle is held on a carrier part (4). In order to provide a trim panel for an interior of a motor vehicle, the trim panel being particularly favorably compliant when force is introduced as a result of an accident and the trim panel also being simple and compact, the supporting structure (2) has at least one support structure (13) with a predetermined breaking region (18) at which the support structure (13) can be destroyed in a controlled way when force is introduced via the trim element (12) as a result of an accident.

Description

[0001] Paneling for the interior of a motor vehicle

[0002] The invention relates to a lining for an interior of a motor vehicle according to the preamble of patent claim 1.

[0003] Such panels are used in a wide variety of places within the interior of a motor vehicle, for example in the cockpit area, in the area of ​​the vehicle doors or in the area of ​​the side walls.

[0004] Particularly in the area of ​​the cockpit of a motor vehicle, it is necessary that such panels are designed to be sufficiently flexible in the event of an accident-related force being introduced, in particular when a vehicle occupant hits the cockpit as a result of a frontal collision, for example, in order to avoid as serious injuries as possible, for example in the area of ​​the legs of the vehicle occupant in question.

[0005] For example, it is already known to use panels that are deformable when an accident-related force is introduced, thus opening up deformation paths while absorbing energy. For example, it is known to provide extruded aluminum profiles or separate components on which the panel is supported forward in the longitudinal direction of the vehicle, so that the desired deformation and energy absorption occur when a vehicle occupant impacts. However, the problem here is that such mostly separate components, such as extruded aluminum profiles or separate sheet metal components, not only require additional, very high manufacturing effort and a corresponding increase in the vehicle's weight, but also require considerable installation space.This makes it difficult to design a space-saving cockpit, since the space required in the cockpit area, for example for the extruded aluminum profiles or separate sheet metal components, is not available for other components or the like.

[0006] A generic panel with a supporting structure, by means of which a panel element facing the interior of the motor vehicle is held on a support part, for example a cockpit cross member or the like, is already known from DE 3236624 A1.

[0007] The object of the present invention is to provide a lining for an interior of a motor vehicle of the type mentioned at the outset, which is designed to be particularly flexible in the event of an accident-related force being introduced and, moreover, is designed to be simple and compact.

[0008] This object is achieved according to the invention by a panel for the interior of a motor vehicle having the features of patent claim 1. Advantageous embodiments of the invention are specified in the dependent claims.

[0009] The paneling according to the invention for an interior of a motor vehicle has a supporting structure made of a plastic, by means of which a paneling element facing the interior of the motor vehicle is held on a support part.

[0010] In order to create a cladding which yields particularly favorably in the event of an accident-related force introduction and which can be designed in a space-saving manner, it is provided according to the invention that the supporting structure has at least one support structure with a predetermined breaking area, at which the support structure can be deliberately destroyed in the event of an accident-related force introduction via the cladding element and is thus designed to be yielding in the direction of the force introduction.Accordingly, the support structure by means of which the trim element facing the interior of the motor vehicle is carried and held on a vehicle-side support part, in the case of the trim of a cockpit, for example, on a cockpit cross member, is thus provided at least partially in the region of a support structure with a predetermined breaking area which is deliberately designed to be flexible in order to be able to be deliberately destroyed via the trim element in the event of an accident-related force being introduced, which occurs in particular when a vehicle occupant hits the trim.The supporting structure thus has a dual function: firstly, it supports the corresponding cladding element and, secondly, it provides targeted flexibility in the predetermined breaking point of the support structure. This allows the cladding element to yield accordingly or to release its path when a vehicle occupant impacts the cladding element if a certain accident force is exceeded, thereby preferably dissipating energy. In this case, this is achieved by displacing the cladding element after the targeted failure of the support structure in the predetermined breaking point, thereby creating the desired clearance or the desired depth of penetration and the corresponding distance by which the cladding can retract when the vehicle occupant impacts.

[0011] A particularly advantageous feature is that the breaking or abrupt yielding of the support structures in the predetermined breaking zone also causes a collapse of the force-displacement curve, which has a positive effect on the interpretation of consumer protection requirements. The support structure, which is intended to yield in the predetermined breaking zone, can be simulated in advance so that, at a specific force, a targeted failure of the support structure occurs in the predetermined breaking zone. Following this targeted failure of the support structure, the respective geometries, in particular plastic geometries, of the work structure can then collapse, and the then possible path or immersion depth into the interior of the cladding is released.This allows the force level in the area of ​​impact of the vehicle occupant, for example, in the thigh area, to be limited to a specific force level, for example, less than 3.8 kN, after a simulated pre-design. Overall, it can be seen that a panel has been created that provides a simple and reliable means of compliance in the event of an accident-related force introduction, particularly by a vehicle occupant, so that the risk of injury to the vehicle occupant can be significantly reduced. The supporting structure, which not only holds the panel but also ensures compliance and thus performs a dual function, can be designed to be particularly space-saving.

[0012] In a further embodiment of the invention, it has proven advantageous to form the predetermined breaking zone by at least reducing the wall thickness in the support structure. This makes it particularly easy to create the predetermined breaking zone, especially if the support structure or the support structure is made of a plastic.

[0013] In this context, it has proven further advantageous if the predetermined breaking zone is formed by varying the material thickness across the width of the support structure. This allows the support structure to be deliberately deformed or destroyed across its entire width in the event of an accident-related force being applied.

[0014] It is further advantageous if the support structure has respective structural parts between which the predetermined breaking zone extends. After the predetermined breaking zone is destroyed as a result of the accident-related force introduction, the structural part on the cladding element side can be displaced relative to the corresponding structural part on the carrier part side. This allows the flexibility of the structural part on the cladding element side relative to the corresponding structural part on the carrier part side to be achieved in a particularly favorable and reproducible manner, even with a correspondingly high accident-related force introduction.

[0015] A further advantageous embodiment of the invention provides that, after the predetermined breaking point has been destroyed as a result of the accident-related force introduction, the structural part on the cladding element side can be displaced in a guided manner along the corresponding structural part on the carrier part side. Such a guide enables a particularly uniform displacement movement of the cladding element along a trajectory path.

[0016] It is further advantageous if the trim is designed for a cockpit of the motor vehicle, wherein, after the predetermined breaking point is destroyed as a result of the accident-related force introduction, the structural part on the trim element side can be displaced in the vehicle's longitudinal direction relative to the corresponding structural part on the support part side. This allows the trim element to be brought into an evasive position in a particularly advantageous manner in the event of a force introduction as a result of an accident-related forward movement of the vehicle occupant in the vehicle's longitudinal direction.

[0017] In this context, it has proven further advantageous if the structural components of the support structure run in the vehicle's longitudinal direction from the bottom rear to the top front. This optimally adapts the path of these structural components to, for example, the movement of the seat occupant's legs, which come into contact with the trim element in the event of an accident-related forward displacement. In particular, the structural components are adapted to the movement of the seat occupant's knees in the event of an accident-related forward displacement.

[0018] A further advantageous embodiment of the invention provides that the support structure and the cladding element form a double-walled, spaced-apart membrane in a surface area of ​​the cladding. In this case, the support structure and the cladding element form corresponding wall areas, between which, for example, a corresponding distance is provided, so that when the vehicle occupant impacts the corresponding membrane-like surface area, additional flexibility is created to prevent injuries to the vehicle occupant.

[0019] In a further embodiment of the invention, the support structure has respective openings, for example, for the passage of a steering column or for positioning an operating device. The support structure is arranged between these openings and can yield in a predetermined breaking point in the event of an accident-related force being applied. Such a design of the support structure enables a particularly simple design of the flexible support structure.

[0020] Finally, it has been shown to be advantageous if the predetermined breaking point of the support structure can be deliberately destroyed in the event of an accident-related force introduction of less than 3.8 kN. It has been shown that the value of 3.8 kN essentially represents a threshold value at which the support structure should collapse to prevent significant injuries to the vehicle occupant in the event of an accident-related collision and contact with the cladding element.

[0021] Further features of the invention emerge from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures, can be used not only in the respective specified combination, but also in other combinations or on their own.

[0022] The invention will now be explained in more detail using a preferred embodiment and with reference to the drawings. They show:

[0023] Fig. 1 is a perspective view of a support part in the form of a

[0024] Cockpit cross member, a support structure for a paneling of a cockpit in an interior of a motor vehicle, wherein a paneling element facing the interior can be fastened to the support structure, which is not shown here for the sake of clarity, and wherein the support structure has at least one support structure arranged between respective openings for a steering column and an operating unit, with a predetermined breaking area, at which the support structure can be deliberately destroyed in the event of an accident-related force being introduced via the paneling element,

[0025] Fig. 2 is a perspective sectional view through the support structure attached to the support part in the form of the cockpit cross member and the cladding element attached to the support structure and thus held to the support part via the support structure in the region of the support structure, and

[0026] Fig. 3 is an enlarged perspective sectional view of the

[0027] Supporting structure in the area of ​​the support structure, which comprises a structural part arranged on the side of the carrier part in the form of the cockpit cross member and a structural part arranged on the side of the cladding element, which are connected to one another in a predetermined breaking area which can be deliberately destroyed via the connecting element in the event of an accident-related force being introduced.

[0028] Fig. 1 shows a perspective view of a supporting structure 2 for a panel 1 of a cockpit 3 for an interior of a motor vehicle, in the present case a passenger car, which can be seen in more detail in connection with Figs. 2 and 3.

[0029] The supporting structure 2 is made of a plastic and is attached to a support part 4 in the form of a cockpit cross member 4. This cockpit cross member 4 is designed as a single- or multi-part metal component and essentially comprises a cross member part 5, which extends between the A-pillars (not shown) of the motor vehicle. The cross member part 5 is connected at its end to the corresponding A-pillar on the side via respective connecting parts 6.

[0030] Furthermore, the cockpit cross member 4 comprises a plurality of struts 7 extending substantially in the longitudinal direction of the vehicle and approximately horizontally, which are fastened with their respective ends facing away from the cross member part 5 to a cross member (not shown) under the cowl of the vehicle body. A strut 8 can be seen downwards, with which the cockpit cross member 4 is supported against a floor structure of the vehicle floor of the vehicle body.

[0031] Furthermore, the cockpit cross member 4 comprises a support structure 9, by means of which a steering column of the motor vehicle (also not visible) is held. To allow passage of this steering column, the plastic support structure 2 has an opening 10 in its left-hand area. Accordingly, the vehicle in question is designed as a left-hand drive vehicle. In a central area, the interior support structure has a further opening 11, through which, for example, a central control unit of a human-machine interface is arranged.

[0032] Fig. 2 shows, in a perspective sectional view along a sectional plane running in the vehicle vertical direction or in the vehicle longitudinal direction, the cockpit 3 of the passenger car, in which a trim element 12 of the trim 1 of the cockpit 3 is held on the support part 4 (cockpit cross member) by means of the support structure 2 shown in Fig. 1.

[0033] With respect to the transverse direction of the vehicle, the section extending in the vertical direction or in the longitudinal direction of the vehicle is selected such that it extends in the region of a tab-like support structure 13 of the support structure 2, which is arranged between the two openings 10, 11 of the support structure 2. It can be seen that the support structure 2 is fastened to the cross member part 5 or another component of the cockpit cross member 4 in the region of this support structure 13 by means of fastening elements 14, for example in the form of screws or the like.

[0034] Essentially on the side facing away from the fastening element 14, the support structure 13 is connected to the trim element 12, for example, via a plurality of plastic welding domes 15. In a surface area 16 of the trim 1, the support structure 2 in the area of ​​the support structure 13 and the trim element 12 are spaced apart from one another in such a way that a double-walled arrangement of the respective wall areas is formed. Accordingly, the corresponding wall area of ​​the support structure 2 and of the trim element 12 facing the interior of the vehicle are designed to be double-walled or spaced apart from one another in this surface area 16 so that they form a membrane 17. In the event of an accident-related movement of the vehicle occupant forward in the longitudinal direction of the vehicle as a result of a frontal collision, their impact on the surface area 16 or the membrane 17 can be mitigated and dampened.

[0035] In the event of a severe impact between the vehicle occupant and the trim panel 1, for example, in which an accident-related force of greater than 3.8 kN is applied, this can lead to a targeted destruction of the support structure 13 of the supporting structure 2. As can be seen from Figs. 2 and 3, this support structure 13 has a predetermined breaking point 18, at which the support structure 13 can be targetedly destroyed in the event of an accident-related force of a corresponding magnitude being applied via the trim panel element 12. If, for example, a head-on collision of the motor vehicle results in an accident-related displacement of the seat occupants forward in the longitudinal direction of the vehicle and a concomitant accident-related force is applied into the trim panel element 12 facing the interior of the vehicle, this leads to a force being applied, as indicated by arrow F, into the supporting structure 2 of a structural part 19 of the support structure 13 on the side of the trim panel element 12.This force F is counteracted by a counterforce G in the region of a structural part 20 of the support structure 13 on the carrier part 4 side. Accordingly, the support structure 13 is formed in the present case from the structural part 20 on the carrier part side and the structural part 19 on the cladding element side, which are integrally connected to one another via the predetermined breaking area 18. The two structural parts 19, 20 and the predetermined breaking area 18 are integrally formed from the corresponding plastic of the support structure 13. Of course, other solutions would also be conceivable here.

[0036] In the present case, both the support-side structural part 20 and the cladding element-side structural part 19 have flat wall regions that extend parallel to one another from the rear bottom to the front top in the vehicle's longitudinal direction. In the vehicle's transverse direction, the respective structural parts 19, 20 extend at least substantially horizontally or perpendicularly to the existing sectional plane.

[0037] As can also be seen from Figs. 2 and 3, the two wall regions of the respective structural parts 19, 20 are offset from one another by approximately one wall thickness. As a result, the predetermined breaking region 18 is formed at the mutually facing ends of the two structural parts 19, 20.

[0038] If an accident-related force is introduced into the support structure 13 as a result of a vehicle occupant striking the panel 1, for example with their knees in area 16, this leads to the predetermined breaking point 18 between the structural parts 19, 20 of the support structure 13 deliberately breaking or being destroyed if a corresponding force is exceeded, which in the present case is particularly less than 3.8 kN, for example between 2.5 and 3.8 kN. As a result, the structural part 19 on the panel element side, and with it the panel element 12, can deflect forward in the vehicle's longitudinal direction and create a free space into which the vehicle occupant can, for example, insert their knee.In the present case, it must be taken into account in particular that in the event of an accident-related forward displacement, the respective knee of the seat occupant is moved in a curved movement from the bottom rear to the top front, whereby the tangent of this curved movement corresponds, for example, approximately to the orientation of the structural parts 19, 20 or the course of the force arrows F, G. In this way, a particularly reliable destruction of the predetermined breaking area 18 is achieved in the present case. Depending on which body part the vehicle occupant is intended to hit the panel 1 with, the respective structural parts 19, 20 or the support structure 13 as a whole can also be aligned and arranged differently.

[0039] It should also be noted that the predetermined breaking area 18 is formed, in particular, by a reduction in the wall thickness of the support structure 13. However, other material weakenings, such as a different type of material, in the predetermined breaking area 18 or the like would also be conceivable. Changes in material thickness in the predetermined breaking area 18 across the width of the support structure 13 are also conceivable.

[0040] Furthermore, it can be seen, in particular from Fig. 3, that in the present case, the structural part 19 on the side of the cladding element 12 can be displaced in a guided manner along the corresponding structural part 20 on the side of the carrier part 4. In the present case, this is achieved, for example, by displacing the cladding element-side structural part 19 with its broad side 21 along the corresponding lower broad side 22 of the carrier-side structural part 20. This ensures that the structural parts 19, 20 do not tilt or catch with one another during a mutual relative movement.

[0041] Overall, it can thus be seen that in the present case, within the support structure 13 of the supporting structure 2 of the cladding element 12, the corresponding predetermined breaking area 18 ensures that, in the event of a significant force being introduced as a result of a vehicle occupant impacting the cladding 1, a flexibility is created in order to reduce injuries to the vehicle occupant by allowing the occupant to intrude into the cockpit 3 with a corresponding body part, for example his legs or knees.

[0042] The panel 1 is not limited to use in a cockpit 3, but can also be used in other places in the vehicle's interior, for example, as interior paneling for the side doors or side walls.

[0043] cladding

[0044] Support structure

[0045] cockpit

[0046] Support part

[0047] Cross member part

[0048] Connecting parts

[0049] Striving

[0050] strut

[0051] Support structure

[0052] opening

[0053] opening

[0054] Cladding element

[0055] Support structure

[0056] Fastening element

[0057] Plastic welding domes

[0058] Area

[0059] membrane

[0060] Predetermined breaking point

[0061] Structural part

[0062] Structural part

[0063] broadside

[0064] broadside

Claims

Patent claims 1. Paneling (1) for an interior of a motor vehicle, with a supporting structure (2) made of a plastic, by means of which a panel element (12) facing the interior of a motor vehicle is held on a carrier part (4), characterized in that the supporting structure (2) has at least one support structure (13) with a predetermined breaking area (18) at which the support structure (13) can be deliberately destroyed in the event of an accident-related force being introduced via the panel element (12).

2. Cladding (1) according to claim 1, characterized in that the predetermined breaking region (18) is formed by at least a reduction in the wall thickness in the support structure (13).

3. Cladding (1) according to claim 1 or 2, characterized in that the predetermined breaking area (18) is formed by changing the material thickness across the width of the support structure (13).

4. Covering (1) according to one of the preceding claims, characterized in that the support structure (13) has respective structural parts (19, 20) between which the predetermined breaking region (18) runs, wherein after the destruction of the predetermined breaking region (18) as a result of the accident-related force introduction, the structural part (19, 20) on the side of the covering element (12) can be displaced relative to the corresponding structural part (19, 20) on the side of the carrier part (4).

5. Covering (1) according to claim 4, characterized in that after the destruction of the predetermined breaking area (18) as a result of the accident-related force introduction, the structural part (19, 20) on the side of the covering element (12) can be displaced along the corresponding structural part (19, 20) on the side of the support part (4).

6. Covering (1) according to one of the preceding claims, characterized in that the covering (1) is designed for a cockpit (3) of the motor vehicle, wherein after the destruction of the predetermined breaking area (18) as a result of the accident-related force introduction, the structural part (19, 20) on the side of the covering element (12) is displaceable in the vehicle longitudinal direction relative to the corresponding structural part (19, 20) on the side of the carrier part (4).

7. Covering (1) according to claim 6, characterized in that the structural parts (19, 20) of the support structure (13) run in the vehicle longitudinal direction from the rear bottom to the front top.

8. Cladding (1) according to one of the preceding claims, characterized in that the supporting structure (2) and the cladding element (12) form a double-walled, spaced-apart membrane (17) in a surface area (16) of the cladding (1).

9. Cladding (1) according to one of the preceding claims, characterized in that the supporting structure (2) has respective openings (10, 11) between which the support structure (13) is arranged.

10. Covering (1) according to one of the preceding claims, characterized in that the predetermined breaking area (18) of the support structure (13) can be deliberately destroyed in the event of an accident-related force introduction of less than 3.8 kN.

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