CN118683091A - 制造车辆内饰板的方法 - Google Patents

制造车辆内饰板的方法 Download PDF

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Publication number
CN118683091A
CN118683091A CN202410332549.4A CN202410332549A CN118683091A CN 118683091 A CN118683091 A CN 118683091A CN 202410332549 A CN202410332549 A CN 202410332549A CN 118683091 A CN118683091 A CN 118683091A
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China
Prior art keywords
substrate
thickness
vehicle interior
decorative layer
thermal pad
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Pending
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CN202410332549.4A
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English (en)
Inventor
奥雷利昂·弗朗索瓦
托马斯·比安科
泽维尔·托努
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Faurecia Automotive Internal Systems Us Holding Co
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Faurecia Interior Systems Inc
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Application filed by Faurecia Interior Systems Inc filed Critical Faurecia Interior Systems Inc
Publication of CN118683091A publication Critical patent/CN118683091A/zh
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    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29C—SHAPING OR JOINING OF PLASTICS; SHAPING OF MATERIAL IN A PLASTIC STATE, NOT OTHERWISE PROVIDED FOR; AFTER-TREATMENT OF THE SHAPED PRODUCTS, e.g. REPAIRING
    • B29C43/00—Compression moulding, i.e. applying external pressure to flow the moulding material; Apparatus therefor
    • B29C43/02—Compression moulding, i.e. applying external pressure to flow the moulding material; Apparatus therefor of articles of definite length, i.e. discrete articles
    • B29C43/14—Compression moulding, i.e. applying external pressure to flow the moulding material; Apparatus therefor of articles of definite length, i.e. discrete articles in several steps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R13/00—Elements for body-finishing, identifying, or decorating; Arrangements or adaptations for advertising purposes
    • B60R13/02—Internal Trim mouldings ; Internal Ledges; Wall liners for passenger compartments; Roof liners
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    • B29C43/006—Pressing and sintering powders, granules or fibres
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    • B29C43/02—Compression moulding, i.e. applying external pressure to flow the moulding material; Apparatus therefor of articles of definite length, i.e. discrete articles
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    • B29C43/021—Compression moulding, i.e. applying external pressure to flow the moulding material; Apparatus therefor of articles of definite length, i.e. discrete articles characterised by the shape of the surface
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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Textile Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Manufacturing & Machinery (AREA)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)

Abstract

本发明题为“制造车辆内饰板的方法”。车辆内饰板包括具有不均匀硬度的基底，从而在无需明显缓冲层的情况下提供饰板的缓冲部分。该基底由天然纤维和合成纤维的垫制成，该垫被加热并压制使得被压制的垫具有厚的部分和薄的部分。该薄的部分是刚性和结构性的，并且该厚的部分是软质的。可以将装饰层的施加结合到工艺中，用于附加结构的回填注射模制(BIM)同样可以如此。

Description

制造车辆内饰板的方法
技术领域
本发明整体涉及车辆内饰板，并且更具体地涉及由包含天然纤维的材料制成的车辆内饰板。
背景技术
自聚合物复合材料出现以来，人们一直在尝试使用天然纤维作为聚合物复合材料中的增强成分，但由于其实施方面的问题，导致非有机增强材料诸如玻璃纤维或矿物填料在几十年来主导了市场。近年来，随着一些制造商努力在不久的将来实现净零碳足迹，制造商对天然纤维基复合材料重新产生了兴趣。汽车工业及其供应基础已经取得了一些巨大的进步，但挑战依然存在。
Basquin等人的美国专利申请第2015/0197069号提供了领先的汽车内饰制造商推进天然纤维增强复合材料技术的一个示例。Basquin公开了一种通过将热塑性纤维和天然纤维的混合物热压至低于1.0毫米的厚度来为车辆内饰板制造载体或背衬的方法，而常规的注射模制聚合物复合材料具有2.5mm至3.0mm厚度范围。然而，Basquin没有解决另一个问题，该问题涉及以一种让消费者赏心悦目的方式装饰此类载体，这通常在饰板上需要软泡沫层和装饰性表层。
发明内容
根据一个或多个实施方案，一种制造车辆内饰板的方法包括在加热的第一工具部分与第二工具部分之间压制纤维垫以形成热垫，并且在冷却的第一工具部分与第二工具部分之间压制热垫以形成压缩成型的饰板。纤维垫包含天然纤维和热塑性纤维。热垫包括具有第一厚度的第一部分和具有小于第一厚度的第二厚度的第二部分。冷却的第一工具部分与第二工具部分之间的间距在热垫的第一部分处比在热垫的第二部分处大。压缩成型的饰板具有与热垫的第一部分对应的软质部分和与热垫的第二部分对应的硬质部分。
在各种实施方案中，纤维垫具有初始厚度，并且第一厚度在初始厚度的20％至100％的范围内。
在各种实施方案中，纤维垫具有初始厚度，并且第二厚度在初始厚度的10％至40％的范围内。
在各种实施方案中，压缩成型的饰板是车辆内饰板的基底，并且该方法还包括当车辆内饰板安装在车辆中时沿着基底的面向车辆内部的一侧附接装饰层的步骤。
在各种实施方案中，装饰层在压制热垫的步骤期间与热垫接触，并且从而粘附到基底上。
在各种实施方案中，装饰层不包括可压缩的背衬层，并且车辆内饰板具有由基底的软质部分提供的缓冲部分。
在各种实施方案中，该方法还包括缝合穿过装饰层和基底以沿着软质部分与硬质部分之间的边界形成缝合线的步骤。
在各种实施方案中，该方法还包括缝合穿过装饰层和基底以形成穿过软质部分的缝合线的步骤。
在各种实施方案中，装饰层包含天然纤维和热塑性纤维。
在各种实施方案中，纤维垫的热塑性纤维和装饰层的热塑性纤维各自包含聚烯烃纤维。
在各种实施方案中，该方法还包括经由注射模制将肋结构包覆模制到压缩成型的饰板上的步骤。
在各种实施方案中，包覆模制的步骤在压制热垫的步骤期间进行。
在各种实施方案中，该方法还包括处理压缩成型的饰板的软质部分以防止微生物或水进入的步骤。
预期除了特征不相容的情况之外，上述实施方案和在所附的权利要求、附图或描述中反映的任何其他实施方案的任何数量的单独特征能够以任何组合方式来组合以限定发明。
附图说明
下文将结合以下附图描述例示性实施方案，其中类似的数字表示类似的元件，并且其中：
图1是具有不均匀硬度的基底的车辆内饰板的一部分的透视图；
图2是图1的饰板的剖视图；
图3A至图3E是在制造图1的内饰板的示例性方法期间的纤维垫的剖视图；
图4A至图4E是在制造图1的内饰板的示例性方法期间纤维垫和装饰层的剖视图；并且
图5是图4A至图4E的方法中的替代步骤的示意性剖视图。
具体实施方式
下文描述了具有由与饰板基底相同的材料提供的缓冲部分的车辆内饰板。饰板基底具有不均匀的硬度，其中具有相对硬质和软质的部分，并且通过控制沿着用于形成饰板基底的纤维垫的压缩量来形成。作为向零碳制造发展的一部分，纤维垫可包含天然纤维和合成纤维的混合物。
图1是车辆内饰板10的实施方案的一部分的透视图，并且图2是图1的饰板的剖视图。所示的饰板10是嵌板或副板，其是较大车辆内饰板诸如车门内饰板的子部件。然而，下文描述的方法和结构可应用于任何车辆内饰板，举例来说，诸如仪表板、中控面板、座椅饰板或车顶饰板。饰板10包括基底12和设置在基底上和/或附接到基底的装饰层14。饰板10具有一个或多个缓冲部分16和非缓冲部分18。“缓冲”在这里以家具装饰材料的意义使用。这意味着，当手动力施加在缓冲部分16的最外层装饰表面上时，饰板10局部地且弹性地压缩，然后当力被移除时恢复到其初始形状。
如上所述，常规车辆内饰板通常采用三层构造，其中缓冲层夹置在装饰外层与刚性或半刚性基底之间。所示的饰板10采用具有不均匀硬度的基底12，因此可在无需明显缓冲层的情况下提供缓冲。基底12具有一体构造，并且包括一个或多个软质部分20和硬质部分22，其中基底12的软质部分20对应于饰板10的缓冲部分16，并且基底12的硬质部分22对应于饰板10的非缓冲部分18。“一体构造”是指基底12由同一材料形成为单个连续件，即，不将单独形成的件接合在一起。“软质”和“硬质”是相对的术语，即硬质部分比软质部分硬。另外，“硬质”和“软质”可另选地分别被认为是弯曲时刚性更大或更小，或具有更高或更低的弹性模量。
如下文进一步讨论的，饰板10的实施方案包括由具有初始且大致均匀厚度的纤维垫形成的基底12。成品饰板10的基底12具有多于一种的不同厚度。在图2的示例中，基底12的软质部分20具有比硬质部分22的厚度TH厚的厚度TS。另外，软质部分20的密度可小于硬质部分22的密度。通常，基底材料的密度与其厚度成反比。如图所示，饰板10的缓冲部分16可相对于相邻的非缓冲部分向外突出，并且作为饰板的美观元件可被明显识别。沿着饰板在TS与TH之间可存在中间基底厚度，以及对应的密度和缓冲程度，其中较大厚度和较低密度对应于较大缓冲程度。
参考图3A至图3E，制造车辆内饰板诸如图1和图2的饰板10的示例性方法包括顺序的第一压制步骤100和第二压制步骤200。为了示出放大视图，在图中示出了垫、工具和饰板的仅一部分。在该示例的第一压制步骤100之前，纤维垫12"位于第一压缩工具114的第一部分110与第二部分112之间，如图3A所示。第一压缩工具114可以是热压工具，其中第一部分110和第二部分112中的一者或两者是被加热的工具部分，该被加热的工具部分被构造成当纤维垫12"被压制在工具部分110、112之间时加热该纤维垫。另选地，加热和压制可以在独立的顺序步骤中和/或使用独立的工具或夹具进行。
纤维垫12"是由热塑性组分和多根缠结纤维组成的非织造部件。热塑性组分可以是缠结纤维的一种类型。纤维可包括热塑性纤维和/或天然纤维。合适的天然纤维包括但不限于，举例来说，大麻、黄麻、剑麻、亚麻、羊毛、棉花、木材和竹子。合适的热塑性纤维包括但不限于聚烯烃纤维，诸如聚丙烯及其共聚物。热塑性组分可以是一些其他形式，诸如粉末。在一些实施方案中，纤维垫12"由天然纤维与热塑性纤维的重量比为25:75至75:25的个性化天然纤维和热塑性纤维的混合物形成。在另一个实施方案中，在正常制造公差内，该比率在40:60至60:40或50:50的范围内。不排除在垫中使用其他类型的纤维(例如，玻璃、碳等)。
纤维垫12"具有柔软蓬松的特性，其堆积体积在其初始形式中主要是空气。纤维垫12"可以使用纺织工业中已知的方法形成，诸如将期望类型的纤维梳理和/或针刺在一起以形成垫。纤维垫12"具有大致均匀的初始厚度T，其可以在10mm至20mm、10mm至15mm、或10mm至12mm的范围内。如本文所用，“均匀”是指在纤维垫的正常制造公差内，该制造公差可为标称厚度的±20％。
在图3B中，加热的工具部分110、112被合在一起以加热并且至少部分地压缩纤维垫12"。热压工具114被构造成产生具有至少两个不同厚度T1和T2的热垫或预成型件12'(图3C)。工具部分110、112保持在足以软化和/或熔化纤维垫12"的热塑性组分(例如，聚丙烯纤维)的温度下，使得垫中的纤维混合物彼此粘附。热塑性纤维可因此充当将其他纤维接合在一起的热熔性粘合剂，其中热压步骤使粘合剂熔融并且将其他纤维压入熔融粘合剂中。
热垫12'的第一部分20'具有大于热垫的第二部分22'的厚度T2的厚度T1，其中第一部分20'和第二部分22'对应于图2的基底12的相应的软质部分20和硬质部分22。第一厚度T1小于或等于纤维垫12"的初始厚度T(T1≤T)，并且第二厚度T2小于T1(T2<T1)。在一个实施方案中，第一厚度T1在初始厚度的20％至100％的范围内。优选地，第一厚度T1保持为更接近初始厚度，以使成品饰板中的缓冲效果最大化。T1的示例性范围包括初始厚度T的50％至100％、75％至100％以及90％至100％。这些范围中的任一范围的上限可小于100％，以确保工具接触纤维垫12"并且帮助去除所接收的纤维垫12"中的厚度变化。
热垫12'的第二部分22'具有小于初始厚度T并且小于热垫的第一部分20'的厚度T1的厚度T2。在一个实施方案中，第二厚度T2在初始厚度T的10％至40％的范围内。在另一个实施方案中，第二厚度T2在初始厚度T的15％至30％的范围内。通常，热压步骤100将纤维垫12"的初始厚度T减小到图2的饰板基底12的最终厚度TS、TH的10％至50％内，为第二压制步骤200中的最终厚度减小留了一些余地。在一个示例中，纤维垫12"的初始厚度T在10mm至12mm的范围内，热垫12'的第一厚度T1在10mm至12mm的范围内(即，实际上未被压缩)，并且热垫的第二厚度T2在2mm至3mm的范围内。
如图3D所示，在第二压制步骤200的准备中，热垫12"被设置在第二压缩工具214的第一部分210与第二部分212之间。第二压缩工具214可以是模制工具，其中包括熔融材料(即，热垫12'中的熔融纤维)的材料被引入、形成形状并且在工具214中冷却以保持该形状。第一压缩工具114的主要目的是加热纤维垫12"并使其接近其最终厚度，而第二压缩工具214的主要目的是使该垫达到其最终形状和厚度并冷却材料以使形状固化。当第一压制步骤改变纤维垫12"的厚度剖面时，所生产的热垫12"保持大致平坦，其中具有平行的相反表面。具有较大厚度减小的至少第二部分22'在所示示例中是平坦的。在将热垫12'从热压工具114取出到模制工具214之间所经过的时间应当最小化，以确保热垫的热塑性组分在第二压制步骤200开始时保持熔融。
在图3D中，冷却的工具部分210、212合在一起以使热垫或预成型件12'成型并冷却。冷压工具214被构造成生产压缩成型的饰板12，该压缩成型的饰板可以用作如图1和图2中的车辆内饰板的基底。第二压制步骤200因此将轮廓引入该垫，具体地引入该垫的部分22'，该部分将变成限定成品内饰板10的总体形状的硬质或刚性部分22。工具部分210、212保持在足以硬化热垫12'的熔融热塑性组分的温度下，使得垫中的其他纤维以最终形状粘附在一起。
模制工具214被构造成使得当工具在热垫12'上闭合时，冷却的第一工具部分210与第二工具部分212之间的间距D1在热垫的第一部分20'处大于在热垫的第二部分22'处的间距D2。这是为了适应热垫的较大的局部厚度T1，以通过第二压制步骤200保持其较低的密度和柔软性。因此，热垫12'必须小心地与模制工具214对齐和对准，使得较厚部分20'与模具特征部(即，模具部分210中的凹部)共同定位，以便获得具有不均匀硬度的压缩成型的饰板。
本领域的普通技术人员无疑会认为将片材与模制工具对齐的此类要求是不利的，因为这增加了制造过程的复杂性或步骤。实际上，常规压缩模制(例如，热成型)几乎不需要片材与压缩模具之间的对齐，只要片材在整个模具腔上延伸即可。尽管如此，本发明人仍然面对这些已知缺点，并且已经认识到具有不均匀硬度的压缩成型的饰板的益处，该压缩成型的饰板可以用于车辆内饰板中以减少用于制造该饰板的部件的数目。纤维垫12"的有用特性也被保留，而不是像常规的那样被完全压缩成刚性材料。
第二压缩步骤200因此产生车辆内饰板的基底12作为压缩成型的饰板，该压缩成型的饰板由于在其从纤维垫12"转变期间控制部件厚度和压缩程度而具有不均匀的硬度。在图示的示例中，工具间距D1等于基底12的软质部分20的厚度TS，并且工具间距D2等于基底的硬质部分22的厚度TH。考虑到脱模后的尺寸变化(例如收缩)，工具间距和最终部件厚度可能不完全相同。然而，D1可小于T1，并且D2可小于T2以确保达到最终期望的部件厚度。在一个示例中，在第二压制步骤200期间保持热垫12'的第一部分20'的厚度T1，使得T1≈TS。成型饰板的硬质部分22的厚度TH可以在热垫的对应部分22'的厚度T2的50％至90％的范围内。在一个尺寸示例中，热垫12'的厚度T2在2mm至3mm的范围内，并且基底12的硬质部分的厚度TH标称地为2mm。
再次参照图1和图2，装饰层14可通过任何合适的方式，诸如本领域已知的粘合剂粘结、热粘结和/或饰板包裹技术设置在成型基底12上并与其附接。装饰层14可以是皮革、仿皮革、聚合物膜、织物或其他期望的材料，并且布置在基底12的前侧24上，该前侧是基底面向安装有饰板10的车辆内部的一侧。有利地，饰板10的实施方案在基底12与装饰层14之间不包括可压缩背衬层(例如，泡沫或间隔织物)，并且装饰层不包括一体的可压缩背衬层(例如，双层装饰覆盖物)。换句话说，在压缩成型的材料与饰板的可见表层之间没有泡沫或间隔织物。当然，在需要的情况下，可以采用可压缩层。
图1和图2的示例还包括穿过基底12和装饰层14形成的缝合线26。缝合线26可以通过模拟缝片结构或提供绗缝外观来提供装饰目的。缝合线26也可提供一些效用。例如，包裹附接的装饰层14可趋于使基底12的局部厚且软的部分20变平，使得这些部分在成品饰板中不明显。当沿着硬质部分与软质部分之间的边界设置缝合线26时，缝合线可以起到将装饰层14局部地牵拉至更靠近基底的硬质部分22的作用，以使饰板的缓冲部分16更突出。在另一个示例中，缝合线26可缝合穿过装饰层14和基底12的软质部分20以产生绗缝效果。
在其他示例中，装饰层14作为上述纤维垫成型工艺的整体部分被施加。如在图4A至图4E的示例中，在第一压制步骤100和/或第二压制步骤200期间，装饰层14可例如存在并与热垫12'接触。这里，装饰层14被包括在第一压制步骤100中，并且因此在第一压制步骤100中被加热并变形以呈现热垫12'的表面的形状，并且在第二压制步骤200中与热垫12'一起模制，以在无粘合剂工艺中形成包括基底12和装饰层两者的饰板10。聚合物膜装饰层(例如仿皮革)特别适用于装饰层的这种模内施加。在其他实施方案中，装饰层14是织物层。织物层可以是非织造织物层，并且像纤维垫和所得的饰板基底一样，可包含天然纤维和/或热塑性纤维或由天然纤维和/或热塑性纤维形成。合适的天然纤维基织物能够以商品名EcoRein和FlaxDry获得。此类装饰层既减少了车辆内饰板10的碳足迹，又使其更容易再循环利用，特别是在热塑性纤维(例如，聚烯烃)和天然纤维(例如，亚麻)在基底12和装饰层14两者中相同或相似的情况下。
图5示意性地示出了所公开的方法的变型，其中在第二压制步骤200期间，饰板加强特征部诸如肋结构28被包覆模制到基底上。这里，模制工具314是注射模制工具，并且模具部分312中的一个模具部分使用热流道系统来将塑性材料分配到所成型垫/饰板的一侧以形成肋结构28。肋结构28形成在饰板的后侧上，该后侧与前侧24(图2)相对并且是非装饰侧。该工艺可以被称为回填注射模制(BIM)，并且在这种情况下，代表了由基底的不均匀硬度的创新所产生的问题的解决方案。虽然本发明人已经认识到具有不均匀硬度的基底的一些意想不到的优点，但是它带来了需要解决的新问题。一个此类问题是在饰板的缓冲部分后面缺乏刚性基底。在典型的三层构造中，基底提供刚性。但是在基底提供如上述示例中的缓冲材料的情况下，缓冲部分16所在的饰板区域可能缺乏结构完整性。BIM结构可提供缺失的结构完整性，并且其可使用比刚性基底材料的固体壁更少的材料来实现。
在所示示例中，BIM工艺与装饰层14的模内成型一起进行，从而进一步减少了不同工艺步骤的数目和所需制造设备的零件。在其他示例中，包覆模制步骤可以在单独的操作中在已经成型的基底上进行，或者包覆模制步骤可以在第二压制步骤200期间进行，但其中不存在装饰层14。
多硬度饰板基底12的另一副产物与大气的进入有关。成型的基底12的硬质或刚性部分22相对不透水，例如，由于它们相对较高的密度(例如，0.8g/cm3或更高)和它们的疏水材料含量，诸如聚丙烯。纤维垫12"的天然纤维也可被加工或预处理以增加它们的疏水性。然而，在任何情况下，基底12的软质部分20的低密度可对水分具有芯吸作用，考虑到天然纤维含量，这也可导致微生物生长的问题。在一些实施方案中，对基底12进行处理以防止微生物或水进入。该处理可包括在基底12的背面上施加不透水膜(例如，聚丙烯)。这种膜可以在上述压缩成型工艺中方便地应用。另选地，可在成型后将防水涂层和/或抗微生物处理施加到基底12或饰板上。
应当理解，上述是对本发明的一个或多个实施方案的描述。本发明不限于本文所公开的特定实施方案，而是仅有所附权利要求限定。此外，在前面的描述中包含的陈述涉及具体实施方案，并且不应被解释为对本发明的范围或对权利要求中使用的术语的定义的限制，除非术语或短语在上面被明确定义。对于本领域的技术人员而言，各种其它实施方案以及对本发明所公开的实施方案的各种变化和修改将变得显而易见。所有此类其他实施方案、改变和修改旨在落入所附权利要求的范围内。
如在本说明书和权利要求书中所使用的，术语“例”、“例如”、“举例”、“诸如”和“类似”以及动词“包括”、“具有”、“包含”以及它们的其他动词形式，当结合一个或多个部件或其他项目的列表使用时，各自应被解释为开放式的，意味着该列表不应被认为排除其他附加的部件或项目。其它术语应使用其最宽泛的合理含义来解释，除非它们在需要不同解释的上下文中使用。

Claims (15)

1.一种制造车辆内饰板的方法，其特征在于，所述方法包括以下步骤：
(a)在加热的第一工具部分与第二工具部分之间压制包含天然纤维和热塑性纤维的纤维垫以形成热垫，所述热垫包括具有第一厚度的第一部分和具有小于所述第一厚度的第二厚度的第二部分；以及
(b)在冷却的第一工具部分与第二工具部分之间压制所述热垫以形成压缩成型的饰板，其中所述冷却的第一工具部分与第二工具部分之间的间距在所述热垫的所述第一部分处比在所述热垫的所述第二部分处大，
由此所述压缩成型的饰板具有与所述热垫的所述第一部分对应的软质部分和与所述热垫的所述第二部分对应的硬质部分。
2.根据权利要求1所述的方法，其特征在于：
在步骤(a)之前，所述纤维垫具有初始厚度，并且
在步骤(a)之后，所述第一厚度在所述初始厚度的20％至100％的范围内。
3.根据权利要求1所述的方法，其特征在于：
在步骤(a)之前，所述纤维垫具有初始厚度，并且
在步骤(a)之后，所述第二厚度在所述初始厚度的10％至40％的范围内。
4.根据权利要求1所述的方法，其特征在于，所述压缩成型的饰板是所述车辆内饰板的基底，所述方法还包括当所述车辆内饰板安装在车辆中时沿着所述基底的面向所述车辆内部的一侧附接装饰层的步骤。
5.根据权利要求4所述的方法，其特征在于，所述装饰层在步骤(b)期间与所述热垫接触，从而粘附到所述基底上。
6.根据权利要求4所述的方法，其特征在于，所述装饰层不包括可压缩的背衬层，所述车辆内饰板具有由所述基底的所述软质部分提供的缓冲部分。
7.根据权利要求4所述的方法，其特征在于，所述方法还包括缝合穿过所述装饰层和所述基底以沿着所述软质部分与所述硬质部分之间的边界形成缝合线的步骤。
8.根据权利要求4所述的方法，其特征在于，所述方法还包括缝合穿过所述装饰层和所述基底以形成穿过所述软质部分的缝合线的步骤。
9.根据权利要求4所述的方法，其特征在于，所述装饰层包含天然纤维和热塑性纤维。
10.根据权利要求9所述的方法，其特征在于，所述纤维垫的所述热塑性纤维和所述装饰层的所述热塑性纤维各自包含聚烯烃纤维。
11.根据权利要求1所述的方法，其特征在于，所述方法还包括经由注射模制将肋结构包覆模制到所述压缩成型的饰板上的步骤。
12.根据权利要求11所述的方法，其特征在于，包覆模制的步骤在步骤(b)期间进行。
13.根据权利要求11所述的方法，其特征在于，所述压缩成型的饰板是所述车辆内饰板的基底，所述方法还包括当所述车辆内饰板安装在所述车辆中时沿着所述基底的面向所述车辆内部的一侧附接装饰层的步骤。
14.根据权利要求13所述的方法，其特征在于，所述装饰层在步骤(b)期间与所述热垫接触，从而粘附到所述基底上。
15.根据权利要求1所述的方法，其特征在于，所述方法还包括处理所述压缩成型的饰板的所述软质部分以防止微生物或水进入的步骤。
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