DE102020128177B4 - Component arrangement, sunroof system and vehicle - Google Patents

Abstract

Component arrangement for a molded headliner section (14) of a vehicle with a vehicle roof window (5), with a circumferential reinforcing frame (40) which reinforces an opening edge region (9) of the molded headliner section (14) surrounding the roof recess (7), wherein the reinforcing frame is fastened at at least one connection point to a roof system, in particular a sliding roof system (11), mounted on the body roof structure, wherein the connection point is designed as a latching connection which is formed from an elastically flexible latching element (32) formed of the same material and in one piece on the reinforcing frame (40) and from a roof system latching profile (33) cooperating therewith, wherein upon joining (F) of the molded headliner section (14) to the body-side roof system, the reinforcing frame latching element (32) can be brought into latching engagement with the roof system latching profile (33) under elastic deformation, and wherein the roof system latching profile (33) as a U-profile open towards the inside of the vehicle with a vehicle-lower profile leg (34) and a vehicle-upper profile leg (35), which are connected to one another via a profile base (36) and delimit a locking recess (41), characterized in that during the joining process, the shaped headliner section (14) can be brought into a locking connection with the roof system locking profile (33) in a joining direction (F) towards the top of the vehicle, that the vehicle-lower profile leg (34) of the roof system locking profile (33) has a run-on bevel (38), and that during the joining process, the reinforcing frame locking element (32) comes into contact with the run-on bevel (38) formed on the vehicle-lower profile leg (34), and that in the further course of the joining process, by means of the run-on bevel (38), the reinforcing frame locking element (32) is moved into a release position by building up an elastic restoring force is displaced, and after overcoming the run-up slope (38), the reinforcement frame locking element (32) is displaced into the locking recess (41) of the U-shaped roof system locking profile (33) while reducing the elastic restoring force, in which the reinforcement frame locking element (32) engages behind the vehicle's lower profile leg (34) of the U-shaped roof system locking profile (33).

Description

The present invention relates to a component arrangement for a sunroof system of a vehicle according to the preamble of claim 1, a roof window system according to claim 12 and a vehicle according to claim 13.

Various sunroof systems for different vehicles are known in the state of the art. Typical component arrangements for sunroof systems include a sunroof section and a so-called molded headliner section. The connection process between the sunroof section and the molded headliner section should be as simple and reliable as possible. Furthermore, the highest possible wind and weather resistance must be ensured.

From the EP 2 373 522 B1 For this purpose, a roof liner is known which has a carrier material with at least one recess, wherein the carrier material has a higher shaped portion in the edge region of the recess, a molded fold of the carrier material adjoins the higher shaped portion, and projections are arranged at the free end of the fold, which projections serve as form-fitting and/or force-fitting means, in particular as locking means, in the installed state.

From the DE 10 2011 113 673 A1 A roof liner with a reshaped upper edge is known. US 2005/0006929 A1 A component arrangement for a roof lining is known in which a reinforcement frame of the roof lining is attached to a sunroof system. DE 10 2011 106 010 A1 is an interior trim part for a vehicle. From the DE 199 47 238 A1 A vehicle roof is known. From the EP 2 790 967 B1 A system consisting of a roof lining and a sunroof cassette is known. WO 02/006071 A1 Another component arrangement for a roof system of a vehicle is known.

From the EP 2 666 672 B1 and from the US 9 114 761 B2 A headliner panel with a plastic support frame made of natural fiber/acrylate is known. EP 3 272 590 B1 , from the US 2018 007 93 73 A1 and from the ES 2 707 949 T3 Further plastic frames are known.

From the DE 10 2016 101 873 A1 A vehicle roof is known. From the US 2017 291 568 A1 and from the CN 206568857U Other headliner panels are known.

From the WO 2002 / 006 071 A1 A generic component arrangement for a sunroof system of a vehicle is known. DE 10 2011 113 673 A1 , from the US 2005 / 0 006 929 A1 , from the EP 2 790 967 B1 , from the DE 199 47 238 A1 , from the DE 10 2011 106 010 A1 and from the EP 2 366 570 B1 Further component arrangements are known.

The object of the present invention is to provide a component arrangement, a sunroof system and a vehicle in which a stable connection between a sunroof section and a shaped headliner section can be created in the simplest and most cost-effective manner possible.

In addition, a component arrangement for a vehicle headliner is to be provided in which the headliner can be attached to a roof system mounted on the body roof structure with reduced installation space requirements and in a simple manner, largely without tools.

The problem is solved by the features of claim 1, 12 or 13. Preferred developments are disclosed in the subclaims.

Further advantages of the invention emerge from the dependent claims, the description, and the figures. Features described in connection with the component arrangement naturally also apply in connection with the sunroof system according to the invention, the vehicle according to the invention, and vice versa, so that with regard to the disclosure of the individual aspects of the invention, reference is always made to each other.

According to a first aspect of the present invention, a component assembly for a sunroof system of a vehicle is provided. The component assembly comprises a sunroof section and a shaped headliner section, wherein the sunroof section has a latching section and the shaped headliner section has a counter-latching section for a latching connection with the latching section. The shaped headliner section has a plastic carrier for elastic deformation of the counter-latching section during a latching process with the latching section.

Extensive experimental tests have shown that using the elastically deformable plastic carrier for the counter-locking section, it can be connected to the locking section in a surprisingly simple yet stable and durable manner. Compared to conventional component arrangements for a sunroof system, the counter-locking section according to the invention relatively lightweight due to the use of the plastic carrier. Low weight is particularly advantageous when using the proposed component arrangement in a mobile system such as a vehicle. Similar advantages can also be achieved with regard to an associated manufacturing process for producing the plastic carrier.

The counter-locking section according to the invention can also be implemented in a particularly space-saving manner thanks to the plastic support. This allows for improved headroom for the vehicle user.

The plastic carrier is to be understood as at least partially a component of the counter-locking section. The sunroof section is to be understood as a functional section of a vehicle's sunroof which, when mounted in the vehicle, is movable in a non-destructive manner. The shaped headliner section is to be understood as a functional section of a vehicle's shaped headliner which, when mounted in the vehicle, is mounted stationary or essentially stationary with respect to the vehicle and/or with respect to a stationary component of the vehicle - such as the body. The fact that the shaped headliner and/or the shaped headliner section are mounted stationary or essentially stationary in the vehicle means that the shaped headliner and/or the shaped headliner section cannot be moved non-destructively within the vehicle as such. Only small sections of the shaped headliner and/or the shaped headliner section, such as the counter-locking section, can experience slight movement due to their elastic deformability. The locking connection can also be understood as a snap connection.

The plastic carrier can be designed as an essential component of the counter-locking section. This means that the plastic carrier can be primarily responsible for the function, weight, and/or dimensions of the counter-locking section. The plastic carrier consists primarily of macromolecules. The plastic carrier preferably consists primarily of thermosetting plastic, i.e., it predominantly comprises thermosets.

Particularly preferably, the plastic carrier in the area of the molded headliner section or headliner that participates in the elastic deformation of the counter-locking section, i.e., that also undergoes a change in shape during the elastic deformation of the counter-locking section, consists of a non-fiber-reinforced plastic. This facilitates the elastic deformation of the counter-locking section, since the forces required for this are reduced compared to the use of a fiber-reinforced plastic.

In contrast, the plastic carrier in the area of the molded headliner that does not participate in the elastic deformation of the counter-locking section, i.e., that does not undergo any deformation during the elastic deformation of the counter-locking section, preferably consists of a fiber-reinforced plastic, in particular a fiberglass or carbon fiber reinforced plastic, or preferably contains such a plastic. This increases the strength and dimensional stability of this area compared to the use of a non-fiber-reinforced plastic.

According to a further embodiment of the present invention, it is possible for the plastic carrier, in a component arrangement, to be at least partially a component of the counter-locking section, and for the plastic carrier, in the region of the counter-locking section, to be at least partially enclosed by a casing section, wherein the casing section has a different material composition than the plastic carrier. This makes it possible to easily and flexibly provide the surface of the counter-locking section with the desired optical and/or functional properties. This is possible in particular due to the space- and weight-saving design of the plastic carrier, whereby an additional casing layer or the casing section is compatible with the strict requirements regarding compactness and weight reduction in a mobile system. The casing section can, for example, be designed as a decoration that surrounds the plastic carrier at least in the region of the counter-locking section.

Furthermore, it is possible for the counter-locking section in a component arrangement according to the present invention to have a counter-locking tip with a beak-shaped cross-section. The beak shape has proven to be surprisingly advantageous. The beak shape makes it possible to create both an advantageous sliding surface on an upper side of the beak shape and a desired holding surface on an underside of the beak shape, in particular in the region of a beak tip. In the present case, a beak shape is to be understood in particular as a shape which tapers to a relatively pointy front side and has an upper side curved towards the tip and an underside curved towards the tip. The upper side is configured above the underside when the component arrangement is installed in the vehicle.

A further advantage of the present invention can be achieved by a component arrangement in which the locking section has a sliding surface and the counter-locking section has a Counter-sliding surface for a particularly linear or substantially linear sliding contact with the sliding surface during a locking process between the locking section and the counter-locking section. In comparison to a planar sliding contact, in which two sliding surfaces rub against one another in a planar manner, the inventive design of the counter-sliding surface during a sliding process can keep the frictional resistance relatively low and at the same time ensure a relatively high component stability. The counter-sliding surface can, for example, have a curved, a kinked and/or a corrugated surface for establishing the linear or substantially linear sliding contact with the sliding surface. For this purpose, the sliding surface preferably has a straight or substantially straight surface. For the linear sliding contact, the counter-sliding surface is preferably curved, in particular curved in the direction of the desired sliding movement.

In a component arrangement according to the present invention, the locking section can have a locking tip with a V-shaped cross-section. The locking tip is understood to be an end region of the locking section which, in cross-section, tapers to a V-shaped point or essentially to a point. The V-shape allows a desired sliding surface to be provided in a material-saving and thus weight-saving manner. The locking tip, which has a V-shaped cross-section, can thus have a first outer surface section as a sliding surface for the counter-sliding surface and a second outer surface section as a bearing surface and/or locking surface for the counter-locking section.

Furthermore, in a component arrangement according to the invention, it is possible for the locking section to have a recess with a bearing surface for supporting a counter-locking tip of the counter-locking section, and a stop which, when the component arrangement is installed in the vehicle, is configured above the recess in the direction of gravity, wherein the counter-locking section has a counter-stop for establishing a positioning contact between the stop and the counter-stop. Through the interaction of the stop and counter-stop, the counter-locking section can be held stably on the locking section using simple means. The stop can also serve as a positioning means for positioning the counter-locking section in the desired position on the locking section. For this purpose, the stop can be configured in an opening direction of the recess at the level of an opening of the recess and/or at a distance from the opening.

It is particularly advantageous if the stop in a component arrangement according to the invention is designed in a projection-like manner. This allows the stop to be provided in a material-saving and correspondingly weight-saving manner. The length of the stop in the projection direction is preferably at least twice as long as the height of the stop.

According to a further aspect of the present invention, a sunroof system for a vehicle is provided, wherein the sunroof system comprises a component arrangement according to one of the preceding claims. Thus, the sunroof system according to the invention provides the same advantages as described with reference to the component arrangement according to the invention. The sunroof system is preferably designed in the form of an electrically operated sunroof system.

Furthermore, a vehicle with a sunroof system as described above is proposed. Thus, the sunroof system according to the invention also offers the advantages described above. The vehicle can be configured as a road vehicle, aircraft, watercraft, rail vehicle, and/or a robotic vehicle. Preferably, the vehicle is configured as a road vehicle, in particular in the form of a passenger car.

The invention relates to a vehicle with a panoramic roof or sliding roof system, in which the headliner has a circumferential reinforcement frame on its side facing away from the vehicle interior. This frame reinforces an opening edge area of the headliner that surrounds the roof window in order to increase the component rigidity of the opening edge area of the headliner.

In a component arrangement known from the prior art, the reinforcement frame is integrally connected to the molded headliner, for example, by adhesive bonding. The reinforcement frame has a number of connection points that can be attached to a roof system mounted on the body roof structure.

According to the invention, the headliner is not attached directly to the vehicle's sunroof system, but rather with the interposition of the surrounding reinforcement frame, which is integrally connected to the headliner and reinforces the opening edge of the headliner, which surrounds the roof window. The reinforcement frame therefore has a dual function: not only increasing the rigidity of the headliner but also providing the connection to the roof system. Furthermore, at least one connection point between the The roof liner reinforcement frame and the roof system mounted on the body roof structure are realized as a snap-in connection. The snap-in connection according to the invention has a snap-in element formed of the same material and integrally on the roof liner reinforcement frame and a cooperating roof system snap-in contour. The reinforcement frame snap-in element is designed to be elastically flexible. When the roof liner is joined to the roof system installed on the body, the reinforcement frame snap-in element is brought into snap-in engagement with the roof system snap-in profile under elastic deformation.

It is preferred if the reinforcement frame has a pronounced inherent rigidity. In this context, the reinforcement frame can be an angled profile in cross-section, specifically with a base section lying essentially in a horizontal plane when the headliner is installed. This section transitions, at a transition edge inside the vehicle, into an edge web that extends vertically upwards. Both the base section and the edge web of the reinforcement frame are integrally bonded (i.e., bonded) to the edge area of the headliner opening.

In one technical implementation, the locking element protrudes from the reinforcement frame edge web with a lateral offset toward the outside of the vehicle. Furthermore, the locking element is spaced from the reinforcement frame base section by a clear height to ensure a simple joining process. During the joining process, the locking element molded onto the reinforcement frame edge web is elastically adjusted toward the inside or outside of the vehicle at the transition edge between the reinforcement frame base section and the reinforcement frame edge web, which acts as a bending edge.

The locking element, realized with the above geometry, interacts with a roof system locking profile described below, which can be implemented with extremely reduced installation space compared to the state of the art: The roof system locking profile is designed as a U-profile with a locking recess open towards the interior of the vehicle. The locking recess is defined by a lower vehicle profile leg and an upper vehicle profile leg, which are connected to each other via a profile base.

The roof system locking profile can, for example, be a rigid extruded aluminum part.

During the joining process, the headliner is brought into a locking connection with the roof system locking profile in a joining direction upwards towards the vehicle. To ensure a smooth joining process, the lower profile leg of the U-shaped locking profile has a starting bevel. During the joining process, the reinforcement element locking element is brought into contact with the starting bevel formed on the lower profile leg of the vehicle. The reinforcement frame locking element, which is in sliding contact with the starting bevel, is displaced into a release position as an elastic restoring force builds up during the further course of the joining process. After overcoming the starting bevel, the reinforcement frame locking element is displaced into the locking recess of the U-shaped roof system locking profile as the elastic restoring force is released, whereby the reinforcement frame locking element engages behind the lower profile leg of the U-shaped roof system locking profile.

To further simplify the joining process, it is preferred if the headliner reinforcement frame has a height stop. During the joining process, the height stop comes into contact with a roof system counter-contour when the headliner reaches the installed position. In a space-saving design variant, the height stop can be formed by a free stop edge of the reinforcement frame edge web at the top of the vehicle. It is preferred if the free stop edge at the top of the vehicle is in contact with the roof system counter-contour with the largest possible support base. Against this background, a transverse stop flange can be formed on the stop edge of the reinforcement frame. The stop flange can project beyond the reinforcement frame edge web by an excess amount towards the inside and/or outside of the vehicle.

With a view to reducing installation space requirements, it is preferred if the roof system counter-contour, which is in contact with the stop edge of the reinforcement frame edge web in the headliner installation position, is implemented as follows: The upper profile leg of the U-shaped roof system locking profile can be extended inward relative to the lower profile leg with an overhang. The overhang of the upper profile leg can form the roof system counter-contour, which interacts with the height stop of the reinforcement frame in the headliner installation position.

The stop flange formed on the reinforcement frame edge web preferably extends continuously around the roof window opening in order to achieve the largest possible contact area between the stop flange and the upper profile leg of the roof system locking profile. In contrast, the locking element does not extend continuously around the roof recess in the circumferential direction. Rather, a plurality of locking elements are provided, which are distributed circumferentially by are formed at a distance from one another on the reinforcement frame edge web.

It is preferred if, in the molded headliner installation position, a play-free clamping of the reinforcement frame locking element in the U-shaped roof system locking profile is provided. Against this background, an upper vehicle side and a lower vehicle side of the locking element are formed from an elastically compressible material. In the undeformed state, the locking element has a locking element height between its upper vehicle side and its lower vehicle side that is greater than a locking profile height between the two upper and lower vehicle profile legs. The locking process therefore takes place by reducing the material thickness of the elastically compressible material and by building up a restoring force in the elastically compressible material, ensuring play-free locking.

In a technical implementation, the reinforcement frame can be a plastic part. Additional functional components can be integrated into the plastic reinforcement frame in a uniform material and/or as a single piece, such as a cable fastener, a head impact deformation element, a lamp holder, a lamp frame, and/or ambient lighting.

In headliner production, a largely flat, multi-layered headliner semi-finished product is first prepared, consisting of a solid core layer and a visible decorative layer (e.g., made of foam material). The headliner is then formed in a press-forming step. For this purpose, the headliner semi-finished product is placed in a hot press together with the reinforcement frame. After the headliner is formed in the hot press, further process steps, such as a lamination step and/or a trimming step, are performed.

An embodiment of the invention is described below with reference to the attached figures.

• 1 eine nicht von der Erfindung umfasste Bauteilanordnung in einem ersten Funktionszustand,
• 2 eine nicht von der Erfindung umfasste Bauteilanordnung in einem zweiten Funktionszustand,
• 3 eine nicht von der Erfindung umfasste Bauteilanordnung in einem dritten Funktionszustand,
• 4 eine nicht von der Erfindung umfasste Bauteilanordnung in einem vierten Funktionszustand, und
• 5 ein Fahrzeug mit einem erfindungsgemäßen Schiebedachsystem.
• 6 in einer Ansicht von oben ein Fahrzeug mit einem Schiebedachsystem;
• 7 und 8 jeweils Schnittdarstellungen entlang der Schnittebenen A-A und B-B aus der 6 oder aus der 9;
• 9 ein Verstärkungsrahmen in Alleinstellung; und
• 10 und 11 jeweils Ansichten einer Clipverbindung zwischen Längs- und Querstreben des Verstärkungsrahmens.

They show:

• 1 a component arrangement not covered by the invention in a first functional state,
• 2 a component arrangement not covered by the invention in a second functional state,
• 3 a component arrangement not covered by the invention in a third functional state,
• 4 a component arrangement not covered by the invention in a fourth functional state, and
• 5 a vehicle with a sunroof system according to the invention.
• 6 a top view of a vehicle with a sunroof system;
• 7 and 8 Sectional views along the section planes AA and BB from the 6 or from the 9 ;
• 9 a unique reinforcement frame; and
• 10 and 11 each view of a clip connection between longitudinal and transverse struts of the reinforcement frame.

Elements with the same function and mode of operation are provided with the same reference symbols in the figures.

1 shows a component arrangement 10 for a 5 Illustrated sunroof system 11 of a vehicle 12 also illustrated there. The component arrangement 10 has a sunroof section 13 and a shaped headliner section 14, wherein the sunroof section 13 has a latching section 15 and the shaped headliner section 14 has a counter-latching section 16 for a latching connection with the latching section 15. The shaped headliner section 14 comprises a plastic carrier 17 for elastic deformation of the counter-latching section 16 during a latching process with the latching section 15.

The plastic carrier 17 is a component of the counter-locking section 16 and is enclosed in the area of the counter-locking section 16 by a casing section 18. The casing section 18 has a different material composition than the plastic carrier 17. In the 1 In the example shown, the casing section 18 is partially designed in the form of a decoration for the headliner of the vehicle 12.

As in 1 As can be seen, the counter-locking section 16 has a counter-locking tip 19 with a beak-shaped cross-section. The locking section 15 has a sliding surface 20, and the counter-locking section 16 has a counter-sliding surface 21 for a linear or substantially linear sliding contact with the sliding surface 20 during a locking process between the locking section 15 and the counter-locking section 16.

According to the illustrated embodiment, the counter-sliding surface 21 is curved on an upper side of the beak shape. The underside of the beak shape is also curved.

The locking section 15 has a locking tip 22 with a V-shaped cross section. The locking section 15 shown further has a recess 23 with a bearing surface 24 for supporting a counter-locking tip 19 of the counter-locking section 16, and a stop 25 which, when the component arrangement 10 is installed in the vehicle 12, is designed above the recess 23 or higher than the recess 23 in the direction of gravity. The counter-locking section 16 has a counter-stop 26 for establishing a positioning contact between the stop 25 and the counter-stop 26. The stop 25 shown is designed as a projection. The stop 25 is thus designed as a positioning means for positioning the counter-locking section 16 in the desired position on the locking section 15. As shown in 1 As shown, the stop 25 is in an opening direction of the recess 23, i.e. in a direction to the right in 1 , positioned slightly away from the opening, i.e. further to the right than the opening.

With reference to the 1 to 4 The function of the component arrangement 10, i.e. a locking process between the sliding roof section 13 or the locking section 15 and the shaped headliner section 14 or the counter-locking section 16, is then described. As in 1 As shown, the sunroof section 13 is first moved in the direction of gravity and in the direction of the stationary roof lining section 14 arranged in the vehicle 12, until the sliding surface 20 of the sunroof section 13 contacts the counter-sliding surface 21 of the roof lining section 14. The moment of contact between the sunroof section 13 and the roof lining section 14 is in 2 Subsequently, the sliding roof section 13 is moved further in the direction of gravity, i.e. downwards in the figures. In this case, the sliding surface 20 is pressed against the counter-sliding surface 21, whereby the shaped headliner section 14, which is elastically deformable by the plastic carrier 17, is pushed to the side, i.e. to the right in the figures. This is shown in 3 As soon as the sunroof section 3 is opened, as shown 4 Once the locking element has been moved downward far enough, as shown, the beak-shaped counter-locking tip 19 of the counter-locking section 16 snaps into the recess 23 of the locking section 15 and establishes the desired locking connection. The counter-locking section 16 is now held between the bearing surface 24 and the stop 25 on the locking section 15 by means of the counter-stop 26 and the counter-locking tip 19.

5 shows a vehicle 12 with a sunroof system 11, which has a 1 to 4 shown component arrangement 10.

Based on the 6 to 11 An embodiment of the invention is described below: Thus, in the 6 a motor vehicle is shown in whose vehicle roof 1 a sliding roof system 11 ( 7 or 8 ) with an adjustable sliding roof window 5. The sliding roof window 5 covers the 7 a sunroof recess 7. This is in the 7 bounded by a circumferential opening edge area 9 of a shaped headliner section 14. In the 7 The molded headliner section 14 is constructed, for example, in two layers, namely with a component-rigid core layer 27 and a visible decorative layer 28 (for example, a fabric cover and/or a foam layer). On the side facing away from the vehicle interior, the molded headliner section 14 is bonded to a circumferential reinforcement frame 40. The reinforcement frame 40 is made entirely of plastic. With the help of the reinforcement frame 40, the opening edge region 9 of the molded headliner section 14, which delimits the sunroof recess 7, is reinforced in order to increase the component rigidity of the molded headliner section 14.

The reinforcement frame 40 has a cross-section in the 7 shown angle profile, namely with a base section 29 lying essentially in a horizontal plane in the headliner installation position. This transitions inside the vehicle at a transition edge 30 into an edge web 31 raised upwards in the vehicle vertical direction z. Both the base section 29 and the edge web 31 of the reinforcement frame 40 are integrally connected to the headliner section 14.

According to the invention, the molded headliner section 14 can be brought into a snap-in connection with the roof system 11 installed on the body via its reinforcement frame 40, essentially without the need for tools. For this purpose, the molded headliner reinforcement frame 40 has a plurality of snap-in elements 32, which are circumferentially spaced from one another and molded onto the reinforcement frame 40. Each of the snap-in elements 32 interacts with a U-shaped roof system snap-in profile 33 that is open toward the interior of the vehicle.

The core of the invention consists in a technically simple assembly of the shaped headliner section 14 on the body-side roof system 11 and in a space-saving realization of the connection points required for this purpose between the shaped headliner reinforcement frame 40 and the roof system 11.

The following is based on the 7 the geometry of one of the reinforcement frame locking elements 32 and the U-shaped roof system locking profile 33 interacting with it is described: Accordingly, the locking element 32 protrudes with a lateral offset v to the outside of the vehicle from Reinforcement frame edge web 31. The locking element 32 is also spaced from the reinforcement frame base section 29 by a clear height to ensure proper locking engagement with sufficient clearance with the roof system locking profile 33.

The U-shaped locking profile 33 of the roof system 3 has a locking recess 41 open toward the inside of the vehicle. This recess is defined in the vehicle vertical direction z by a lower profile leg 34 and an upper profile leg 35, which are connected to each other via a profile base 36. Furthermore, the lower profile leg 34 is formed with a chamfer 38, which ensures a smooth joining process.

As from the 7 or 8 As can be seen further, the upper profile leg 35 of the U-shaped roof system locking profile 33 is extended inward relative to the lower profile leg 34 by a projection 37. This forms a roof system counter-contour against which a height stop 39 of the reinforcement frame can strike during the joining process.

The height stop 39 of the reinforcement frame 40 is in the 2 or 3 by a stop flange which is formed on the free upper edge of the reinforcement frame edge web 23. The upper side of the stop flange 39 and the reinforcement frame locking element 32 are in the 7 flush with each other. In the 7 or 8 the stop flange 39 projects beyond the reinforcement frame edge web 23 both towards the inside and outside of the vehicle by an excess dimension s ( 8 ).

As from the 7 or 8 As can be seen further, the core layer 27 of the molded headliner section 14 extends in the opening edge region 9 directly to the stop flange 39 and ends there. In contrast, the elastically compressible decorative layer 28 is extended and covers both the stop flange 39 and the locking element 32. Accordingly, both the upper side and the lower side of the locking element are formed by the elastically compressible decorative layer 28.

In the undeformed state, the locking element 32 has a locking element height (measured between the vehicle upper locking element side and the vehicle lower locking element side) which is larger than a locking profile height h ( 7 ) between the two profile legs 34, 35 of the U-shaped locking profile 33. This results in the, in the 7 shown assembly position, a play-free clamping of the locking element 32 in the U-shaped locking profile 33, namely by reducing the material thickness of the elastically compressible decorative layer 28 and by building up a restoring force.

The following describes a joining process for assembling the shaped headliner section 14 to the roof system 11: Accordingly, the shaped headliner section 14 is guided upwards in a joining direction F in the vehicle vertical direction z until the reinforcement frame locking element 32 comes into contact with the run-on bevel 38 formed on the lower vehicle profile leg 34. As the joining process continues, the reinforcement frame locking element 32 is displaced into a release position toward the inside of the vehicle by means of the run-on bevel 38, building up an elastic restoring force. After overcoming the run-up slope 38, the reinforcement frame locking element 32 moves into the locking recess 41 of the U-shaped roof system locking profile 33, reducing the elastic restoring force. In this way, the reinforcement frame locking element 32 engages behind the vehicle's lower profile leg 34 of the U-shaped roof system locking profile 33.

In the 9 The reinforcement frame 40 is shown in isolation. Accordingly, the reinforcement frame is constructed in several parts from longitudinal struts 43, which are connected to each other by means of cross struts 45. In the 9 Each longitudinal strut 43 has an end piece 49 on both sides which is angled at a reinforcing frame corner 47. One of the cross struts 45 is fastened to the end pieces 49 of the longitudinal struts 43 by means of a clip connection 51 which is 10 Accordingly, a clip element 50 is formed on both the end piece 49 and the cross strut 45, which can be brought into engagement with a counter contour on the joining partner. 11 The clip connection 51 is shown in the released state. In addition, the 10 and 11 a cable fastener 55 for holding a cable 53 is formed on the reinforcement frame 40.

List of reference symbols

1

vehicle roof

5

sunroof window

7

Sunroof recess

9

Opening edge area

10

Component arrangement

11

Sunroof system

12

vehicle

13

Sunroof section

14

headliner section

15

Rest area

16

Counter-resting section

17

plastic carrier

18

Sheath section

19

Counter-locking tip

20

Sliding surface

21

Counter-sliding surface

22

locking tip

23

Rebound

24

Storage space

25

stop

26

Counter-attack

27

core layer

28

decorative layer

29

Base section

30

transition edge

31

edge strip

32

locking element

33

Roof system locking profile

34

vehicle lower profile leg

35

vehicle upper profile leg

36

Profile base

38

Run-on slope

37

Overhang

39

Height stop

40

Reinforcement frame

41

locking recess

43

Longitudinal struts

45

Cross braces

47

Reinforcement frame corner

49

end piece

50

Clip elements

51

clip connection

53

Cable

55

Cable fasteners

v

Page offset

s

Overhang

h

Locking profile height

Claims (13)

Component arrangement for a molded headliner section (14) of a vehicle with a vehicle roof window (5), with a circumferential reinforcing frame (40) which reinforces an opening edge region (9) of the molded headliner section (14) surrounding the roof recess (7), wherein the reinforcing frame is fastened at at least one connection point to a roof system, in particular a sliding roof system (11), mounted on the body roof structure, wherein the connection point is designed as a latching connection which is formed from an elastically flexible latching element (32) formed of the same material and in one piece on the reinforcing frame (40) and from a roof system latching profile (33) cooperating therewith, wherein upon joining (F) of the molded headliner section (14) to the body-side roof system, the reinforcing frame latching element (32) can be brought into latching engagement with the roof system latching profile (33) under elastic deformation, and wherein the roof system latching profile (33) as a U-profile open towards the inside of the vehicle with a vehicle-lower profile leg (34) and a vehicle-upper profile leg (35), which are connected to one another via a profile base (36) and delimit a locking recess (41), characterized in that during the joining process, the shaped headliner section (14) can be brought into a locking connection with the roof system locking profile (33) in a joining direction (F) towards the top of the vehicle, that the vehicle-lower profile leg (34) of the roof system locking profile (33) has a run-on bevel (38), and that during the joining process, the reinforcing frame locking element (32) comes into contact with the run-on bevel (38) formed on the vehicle-lower profile leg (34), and that in the further course of the joining process, by means of the run-on bevel (38), the reinforcing frame locking element (32) is moved into a release position by means of the run-on bevel (38) while building up an elastic restoring force is displaced, and after overcoming the run-up slope (38), the reinforcement frame locking element (32) is displaced into the locking recess (41) of the U-shaped roof system locking profile (33) while reducing the elastic restoring force, in which the reinforcement frame locking element (32) engages behind the vehicle's lower profile leg (34) of the U-shaped roof system locking profile (33). Component arrangement according to Claim 1 , characterized in that the reinforcing frame (40) is, in cross-section, a component-rigid angle profile which has a base section (29) lying essentially in a horizontal plane in the roof lining installation position and which, on the inside of the vehicle, merges at a transition edge (30) into an edge web (31) which is raised upwards in the vehicle vertical direction (z). Component arrangement according to Claim 2 , characterized in that the locking element (32) is provided with a lateral offset (v) towards the outside of the vehicle from Reinforcing edge web (31) protrudes, and/or that the locking element (32) is spaced by a clear height from the reinforcing frame base section (29). Component arrangement according to one of the preceding claims, characterized in that the shaped headliner reinforcement frame (40) has a height stop (39), and that in the joining process the height stop (39) comes into contact with a roof system counter-contour (37) when the shaped headliner reaches the installed position. Component arrangement according to Claim 4 , characterized in that the height stop (39) is formed by a free stop edge of the reinforcement frame edge web (31) on the upper side of the vehicle, and in that a stop flange is formed on the stop edge of the reinforcement frame (40) in particular to enlarge the support base, and in that in particular the stop flange projects beyond the reinforcement frame edge web (31) by an excess dimension (s) towards the inside and/or outside of the vehicle. Component arrangement according to Claim 4 or 5 , characterized in that the vehicle-upper profile leg (35) of the U-shaped roof system locking profile (33) is extended towards the inside of the vehicle with a projection (37) compared to the vehicle-lower profile leg (29), and that the projection (37) forms the roof system counter-contour which interacts with the height stop (39) of the reinforcement frame (40). Component arrangement according to Claim 5 or 6 , characterized in that the stop flange (39) formed on the reinforcement frame edge web (31) completely surrounds the roof recess (7), and/or that a plurality of locking elements (32) are provided which are formed on the reinforcement frame edge web (31) at a distance from one another around the circumference. Component arrangement according to Claim 6 or 7 , characterized in that an upper vehicle side and the lower vehicle side of the locking element (32) are formed by an elastically compressible material (28), and that in the undeformed state the locking element (32) has a locking element height between its upper vehicle side and its lower vehicle side which is greater than a locking profile height (h) between the two profile legs (34, 35), so that in the shaped headliner installation position a play-free clamping of the locking element (32) in the roof system locking profile (33) is provided, specifically by reducing the material thickness of the elastically compressible material (28) and by building up a restoring force. Component arrangement according to one of the preceding claims, characterized in that the reinforcing frame (40) is a plastic part, and/or that the reinforcing frame (40) is constructed in several parts, namely from longitudinal struts (43) and transverse struts (45). Component arrangement according to Claim 9 , characterized in that each longitudinal strut (43) or each transverse strut (45) has on both sides an end piece (49) angled therefrom at a reinforcing frame corner (47), and that the end piece (49) can be fastened to a transverse strut (45) or to a longitudinal strut (43), in particular by means of a clip connection (51). Component arrangement according to Claim 9 or 10 , characterized in that at least one functional component is integrated on the reinforcement frame (40), such as a cable fastener (55), a head impact element, a lamp holder, a lamp frame and/or ambient lighting or the like. Roof window system, in particular a sliding roof system (11), for a vehicle, wherein the roof window system, in particular the sliding roof system (11), has a component arrangement (10) according to one of the preceding claims. Vehicle with a roof window system according to Claim 12 .

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