KR100735928B1 - Motor vehicle interior components and method of forming such - Google Patents

Abstract

The present invention relates to a method of molding first and second plastic materials to form a vehicle instrument panel with a flexible tethering airbag deployment door. Further, at least two disposed in the casing and movably supported between the outer casing, the access opening disposed in the outer casing, and at least one concealed position displaced from the access opening and a display position adjacent to the access opening, are disposed in the casing. A cabin console assembly of a vehicle is described that includes a console body having a storage module. Also described is a vehicle headliner assembly comprising a substrate mounted to a vehicle in a position covering a lower surface of a cab ceiling. A cavity is integrally formed in the substrate between the upper substrate surface and the lower substrate surface to provide receptacles for electrical wiring, fiber optic cables, EA foam, and the like, or to form ducts for inducing airflow. In addition, a trim panel, an airbag door airbag door positioned over the airbag deployment opening within the trim panel, a brittle tare seam and a rigid plastic collar forming at least a portion of the airbag door are attached to the trim panel, the airbag door being rigid plastic It is formed integrally with the collar.

Plastic materials, flexible tethering airbag deployment doors, automotive instrument panels, outer casings, trim panels, receptacles

Description

Automobile interior parts and part formation method {MOTOR VEHICLE INTERIOR COMPONENTS AND METHOD OF FORMING SUCH}

1 is a perspective view of an automotive instrument panel manufactured in accordance with the present invention and installed over an airbag system of an automobile and including an integrated airbag deployment door with a flexible tether;

FIG. 2 is an enlarged view in the direction of the arrow along line 2-2 of FIG. 1;

3 is a view in the direction of the arrow along line 3-3 of FIG.

4 is a view similar to FIG. 2 showing the airbag door opening and breaking during deployment of the airbag at very low temperatures.

FIG. 5 is a partial perspective view showing a cross section of a mold tool used to hold the flexible tether layer in FIGS. 2 and 3 and an instrument panel positioned between the tool for shaping of the flexible tether layer after being molded;

6 is a view in the direction of the arrow along line 6-6 of FIG.

7 is a cross-sectional view of a molded instrument panel without a flexible tether layer and a diagram of a spray device forming a flexible tether layer.

8 is a side cross-sectional view of an automotive instrument panel constructed in accordance with the present invention and including an integral airbag deployment door in a closed position, a plastic insert molding hinge and an integral mounting / hinge flange.

9 is a side cross-sectional view of the instrument panel of FIG. 8 showing a state where the airbag deployment door is moved from the closed position by the inflated airbag.

10 is a cross-sectional view of the instrument panel of FIGS. 8 and 9 showing a state where the airbag deployment door is broken while moving from the closed position by the inflating airbag.

11 is a perspective view of an automotive instrument panel constructed in accordance with the present invention and installed over an airbag system of an automobile and including an integrated airbag deployment door with a plastic insert molding hinge.

12 is a side cross-sectional view of the instrument panel and airbag system of FIG. 11 with the airbag deployment door in the closed position;

FIG. 13 is a side cross-sectional view of the instrument panel and airbag system of FIG. 11 illustrating a state in which the airbag deployment door is moved from the closed position by the inflation of the airbag. FIG.

14 is a side cross-sectional view of an automotive instrument panel constructed in accordance with the present invention and including an integrated airbag deployment door and a metal insert molding hinge.

15 is a side cross-sectional view of an automotive instrument panel constructed in accordance with the present invention and including a collar extending transversely inwardly from an interior surface of the instrument panel, an integrated airbag deployment door in a closed position and a plastic insert molding hinge.

16 is a perspective view of a floor console assembly constructed in accordance with a first embodiment of the present invention and installed inside an automobile;

FIG. 17 is a perspective cross-sectional view of the bottom console assembly of FIG. 16. FIG.

18 is a perspective view of an instrument panel assembly constructed in accordance with a second embodiment of the present invention, with the carousel portion of the assembly in an open position;

19 is a perspective view of the instrument panel assembly of FIG. 18 with the carousel portion of the assembly in a closed position.

20 is a partial cross-sectional view of the instrument panel assembly of FIG. 18 taken along line 20-20 of FIG.

FIG. 21 is a partial cross-sectional view of the instrument panel assembly of FIG. 19 taken along line 21-21 of FIG. 19;

22 is a partially cut away perspective view of an instrument panel assembly constructed in accordance with a third embodiment of the present invention.

23 is a perspective view of an instrument panel assembly constructed in accordance with a fourth embodiment of the present invention.

24 is a perspective view of a headliner assembly constructed in accordance with the present invention.

25 is a top view of the headliner assembly of FIG. 24. FIG.

FIG. 26 is a cross-sectional side view of the headhigher assembly of FIG. 24 taken along line 26-26 of FIG. 25;

FIG. 26A is an enlarged view of the portion indicated by circle 26A in FIG. 26;

Figure 27 is a cross sectional side view of a blow mold with a preform extrusion die for injecting a molten preform between half dies in accordance with the method of the present invention.

Figure 28 is a cross sectional side view of the blow mold of Figure 27 with a blow pin for injecting gas into the melt preform in accordance with the method of the present invention.

29 is a perspective view of an automotive instrument panel installed over an airbag system of a vehicle, including an integrated airbag deployment door with a flexible tethering hinge according to the present invention.

30 is an enlarged view of the airbag system and viewed in the direction of the arrow along line 30-30 of FIG. 29;

FIG. 31 is a view in the direction of the arrow along line 31-31 of FIG. 30;

FIG. 32 is a view similar to FIG. 31 with a smaller cross section at a relatively exaggerated ratio, with the adhesive used to fasten the flexible tethering hinge to the airbag door instead of the hot staked rivets shown in FIGS. 30 and 31. Figures highlighted.

FIG. 33 is a view similar to FIG. 30 showing the airbag door being opened and released even during deployment of the airbag at very low temperatures;

34 is a schematic cross-sectional view of an automotive instrument panel constructed in accordance with a modification of the present invention.

35 is a schematic partial cross-sectional view of a panel and tethering hinge layer in accordance with another embodiment of the present invention held by a clamping fixture in preparation for subsequent welding.

FIG. 36 is a schematic partial cross-sectional view of the panel and tethering hinge layer of FIG. 35 joined by welding; FIG.

FIG. 37 is a diagram showing the process steps of forming a panel and a tethering hinge layer, joining them together and installing in place over the airbag system of a motor vehicle.

FIG. 38 is a rear perspective view of the instrument panel according to the invention including an airbag door integrally formed in the collar and installed in an opening in the instrument panel retainer portion of the instrument panel, omitting the foam layer of the instrument panel for clarity;

FIG. 39 is a side cross-sectional view of the instrument panel of FIG. 38 including a foam layer. FIG.

40 is a cross-sectional side view of a retainer and a single panel portion of an instrument panel constructed in accordance with the present invention and having a modified fastener configuration.

The present invention relates to a vehicle interior parts and a part forming method. Specifically, the present invention relates to a headliner assembly for lining the ceiling of a vehicle cab. The headliner assembly is mounted to the vehicle in a position covering the lower surface of the cabin ceiling and has an upper substrate surface and a lower substrate surface disposed opposite the upper substrate surface, the substrate comprising moldable material and air in the cabin And a cavity formed in the substrate between the upper substrate surface and the lower substrate surface to distribute electrical wires or to support the foam. It also relates to a method of forming such a headliner assembly.

Currently, most passenger side airbag doors are formed in an airbag cover separate from the instrument panel, because the instrument panel is a tare seam formed in a single layer instrument panel, although it is particularly suitable to meet the needs of its use. This is because they are made of a variety of commercially available thermoplastics that are not very suitable for meeting the needs of airbag doors that are bounded by them. For example, the resin materials used to make such instrument panels must have a certain level of stiffness and high heat resistance to meet the demands of their use, but currently available materials for such applications do not maintain ductility and are very low. Brittle at temperature or cooling temperature. This lack of ductility at low temperatures is undesirable for the deployment of airbags, which are integral with and delimited by tear seams formed on the instrument panel, which are dependent upon the airbag inflation force acting on the panel in the region of the tare seams. Thereby tearing to provide the airbag deployment opening to the panel. Styrene-maleic anhydride, polypropylene, polycarbonate, polyphenylene oxide and polyurethane are suitable materials for these instrument panels, but at very low temperatures they do not have the ductility required for airbag doors to tear open. Some of the cracks may crack and separate from the instrument panel upon deployment of the airbag and may undesirably enter the space of the passenger cabin. In order to meet the demands at extremely low temperatures, many different configurations for airbag deployment doors have been proposed, in which the doors are manufactured separately from the panels and installed as hinged door assemblies on the instrument panel, thus This tends not to cause cracking due to cold brittleness due to the force of the inflating airbag when it swings freely on its hinge due to the force of the airbag.

By simultaneously integrally molding an instrument panel and an airbag cover comprising an integral airbag deployment door with the same commercially available material, styling can be improved, cost can be reduced, and quality can be improved. . This ensures that the safe and reliable operation of any airbag deployment door still remains to some extent at a reasonable price, even if the resin material is not suitable for it, without giving up the requirements of conventional materials for the instrument panel.

The present invention relates to a vehicle console, and more particularly to a vehicle console having interchangeable storage modules.

Preferably, the vehicle console includes a storage compartment for storing items that are not tied and a receptacle for accommodating accessories such as radios, tape decks, CD players and citizen band radios and the like. By accommodating these objects and accessories within the console of the floor panel or instrument panel, the occupant of the vehicle can easily see and hold the objects and accessories while driving.

Current consoles include fixed storage compartments for untied articles and mounting systems for permanent receptacles and various accessories. For example, US Pat. No. 5,106,143, issued April 21, 1992 to Soeters, discloses a vehicle floor console that includes a main body 20 having storage compartments 27 and 28. Storage compartments 27 and 28 are secured within the main body 20 of the console. Sotus' bottom console does not include facilities that allow occupants to exchange storage modules.

US Pat. No. 3,926,473, issued to Hogan on December 16, 1975, shows a wing 7 that is adjusted laterally outward from the main body portion 1 to show a fixed and immovable storage compartment 27. The adjustable center armrest unit provided is disclosed. Like Soitus' consoles and other prior art consoles, the consoles disclosed in the patent call do not provide interchange of storage modules or accessory modules.

What is needed is a console system that allows the occupant to choose from a variety of interchangeable storage and accessory modules, which in turn can be accessed when the vehicle is in motion.

A feature of the invention relates to a vehicle headliner having an integral cavity and a method of manufacturing such headliner.

The interior vehicle ceiling structure sometimes includes stacked headliners. Such headliners are used in many types of vehicles, including passenger cars, vans, buses, trucks, trains and aircraft. Headliners are incorporated into the ceiling structure of vehicles for a variety of reasons, including aesthetics, noise reduction, energy absorption and harnesses for electrical wiring and concealment of air vents.

Materials currently used in headliner structures include particleboard, fibreboard, plastic plates, scrims, textiles, plastics, various foams and resin bonded chopped glass fibers. In some headliners, the layers of material are joined together into a single laminate structure using lay-up-molding techniques. For example, some headliners are constructed using glass reinforced polyester resin laminated to a rigid urethane foam layer and surrounded by a fabric supported by the soft urethane foam. Another headliner is a thermoformed laminate comprising a layer of polystyrene foam sandwiched between layers of kraft paper or polymeric film material and surrounded by a fabric supported by soft polyurethane foam. Some structures remove paper or polymer film covers from such laminates and are replaced with nonwoven fabric batts attached to one or both sides of the foam layer. Other headliners other than the laminated structure are simply molded into a single layer of the same composition as the polyester resin reinforced with glass fibers.

Typically, the headliner has a contour that matches the dimensions of the ceiling structure of the vehicle it is intended to surround. The dimensions of the headliner are determined to harmonize with the adjacent interior trim panels, pillars and other such structures that provide the vehicle occupant with a pleasant and finished look.

In US Pat. No. 5,340,425, issued to Strapazzini on August 23, 1994, the inventors have incorporated various types of molded-in inserts, including soundproof materials or decorative carpet-like materials. A headliner that can be configured has been proposed.

In addition, it is also known in the art that the headliner assembly comprises one or more electrical wiring harnesses. The harness is attached to the hidden top surface of the headliner assembly using fasteners that route the wiring harness to various sockets for electrical attachments mounted to the headliner. The headliner assembly is then mounted to the ceiling of the vehicle and the interconnect wire harness of the vehicle is connected to one or more harnesses attached to the headliner assembly.

For example, U.S. Patent No. 5,309,634, issued to Van Order et al. On May 10, 1994, to Prince Corporation, discloses a headliner or ceiling that includes mountings and lamps for various clips and wiring, and the like. Start the panel. Van Order et al. Disclose a ceiling panel that can be molded from one or more of a plurality of molded polymeric materials. This patent also discloses that the molded ceiling panel can be surrounded by a foam layer and a decorative outer cover. However, both the patents of the semi-order and the like and the patents of the stratpachini are headliners or structures having a structure capable of directing airflow into or out of the vehicle and / or supporting energy absorbing materials. It does not disclose the manufacturing method of the.

British Patent No. 1,115,212, issued May 29, 1968, discloses a vehicle headliner with a low cushion layer spaced from an upper ceiling enclosed by longitudinal ribs. Cushion layers, ceiling coverings and ribs form air ducts for supplying air into and removing air from the interior of the vehicle. According to the British patent, the ribs may be formed integrally with the cushion layer, but they must be assembled to the ceiling covering in a separate step.

Also known in the art is a headliner assembly in which a duct is disposed on an upper surface of the headliner. In the spaced position, an outlet register is mounted in the hole formed in the headliner. Ducts allow airflow to flow from the vehicle's heating, ventilation, and air conditioning systems to the passenger seat of the vehicle through three intake resistors. In such a system, the ducts are formed separately from the headliner and secured to the headliner by means such as glue during manufacture.

It is also known in the art to use blow molded materials to fabricate specific parts of the instrument panel. Examples of such uses are disclosed in US Pat. No. 5,527,581, issued June 18, 1996 to Sugawara et al. And assigned to a Japanese supplier of blow moldable materials. The instrument panel disclosed in Sugawara et al. Includes a core portion with a blow molded section, which section is formed of a molten preform. The preform is secured to a blow mold which forms an integral cavity in the form of an air flow duct in the instrument panel.

What is needed is a headliner that is configured to support things such as energy absorbing foam, passenger airflow and electrical wiring to provide a vehicle occupant with a continuous, unobstructed and beautiful appearance. What is also needed is a cost-effective way of making such headliners.

In another aspect, the invention relates to a vehicle instrument panel having an integral airbag deployment door bounded by a tear seam, more specifically to being separated from the instrument panel at very low temperatures, and then A tether for an airbag door that is separated from a flexible hinge integral with the door, wherein the hinge provides an open swing movement of the door in a state constrained to the body at high temperatures.

Currently, most passenger side airbag doors are formed in an airbag cover separate from the instrument panel because the instrument panel is bounded by a tear seam formed in the instrument panel, although it is particularly suitable for meeting the needs of its use. This is because they are made of a variety of commercially available thermoplastics that are not very suitable to meet the limited airbag door requirements. For example, the resin materials used to make self-supporting instrument panels must have a certain level of stiffness and high heat resistance to meet the requirements of their use, but the materials currently available for such instrument panels do not maintain ductility. It is poor and brittle at very low or cooling temperatures, and this lack of ductility at low temperatures is undesirable for deployment of airbags, which are integral with and bound by tear seams formed in the instrument panel. Styrene-maleic anhydride, polypropylene, polycarbonate and polyphenylene oxide are suitable materials for such instrument panels, but at very low temperatures they do not have the ductility and flexibility required for airbag doors. As a result, the airbag cover or door on the passenger side is typically made separately from the instrument panel and made of other commercially available thermoplastics such as polyurethane elastomers, polyester elastomers and polyolefin elastomers, which are intended for such applications. It is suitable but not for the requirements of the instrument panel.

The styling can be improved, the cost can be reduced and the quality can be improved by simultaneously integrally molding the instrument panel and the airbag cover comprising an integral airbag deployment door with the same commercially available material, which can be improved. Without abandoning the requirements of conventional materials for panels, it is premised that the safe and reliable operation of any airbag deployment door still remains to some extent at a reasonable price even if the resin material is not suitable for it.

In another final aspect, the invention relates to an inflatable restraint system for a vehicle. More specifically, the present invention relates to such a system comprising an airbag door that is at least partially torn or separated from a perimeter structure, such as an instrument panel retainer.

Occasionally, current complementary inflatable restraint systems (SIRs) include airbag doors that are integrally formed with a portion of the perimeter instrument panel (or instrument panel retainer) as a single panel. Such single panels often include vulnerable areas, such as a tearable tear seam that delimits at least a portion of the contour of the airbag door, which tear seam helps guide tearing and / or breaking under the action of the airbag's inflation force. If the door is torn or destroyed to open due to the deployment of the airbag, the door and the perimeter instrument panel and / or panel retainer should all be replaced when the SIR returns to the work order.

Sometimes such a single panel is made of a material that maintains ductility at very low temperatures to prevent parts of the panel from breaking into pieces when the inflating airbag hits it. Certain more expensive resin moldings remain elastic or ductile at substantially lower temperatures, while less expensive plastic moldings become cracked or inelastic. In other words, standard moldings can be cheaper and well suited to the needs of general instrument panels, but are not as certain as more expensive moldings at extremely low temperatures. Various attempts have been made to cost-effectively meet the application of a single material. However, it has proved particularly difficult to cost-effectively design instrument panels with satisfactory airbag deployment characteristics at extremely low temperatures.

What is needed is an airbag door formed integrally with a portion of a perimeter vehicle instrument panel or instrument panel retainer that is made of a material that remains ductile at very low temperatures but does not require the entire instrument panel or panel retainer to be made of the same material. What is also needed is such integrally formed door and perimeter instrument panel structures that can be replaced more easily after deployment of the airbag without requiring replacement of the entire instrument panel or the instrument panel retainer.

In one aspect of the invention, molded vehicle instrument panels made of thermoplastic material suitable for the main purpose of such panels have an integrated airbag deployment door for airbags on the passenger side that are securely held in the vehicle body in a very cost effective manner. The airbag door is bounded by a tear seam of the panel and is typically held on a portion of the vehicle body by any flexible mounting / hinge flange, where the seam is torn off by the inflating airbag, previously with the door and panel. The integral flange is then separated from the panel's main body, while maintaining its integral with the door, and the flange allows the deployment of the airbag through the hole in the instrument panel, restraining the door to the body when the door is not in the instrument panel. The door is bent to swing open. At very low temperatures, some of the airbag doors can break from the mounting / hinge flanges to which they are joined, because at such very low temperatures they are plastic embrittled and high bending stresses occur at their joints.

This separation of the broken door portion from the vehicle body is prevented by bonding the second layer of plastic material across the seam area, the adjacent inner surface of the potentially rupturable door portion, and one adjacent side of the mounting / hinge flange. . The second plastic material has a physical property that maintains a significant degree of ductility at substantially very low temperatures below the temperature at which the first plastic material is brittle. Accordingly, the adhesive layer forms a tether that constrains the rupturable door portion to the mounting / hinge flange in a flexible manner, wherein the door is opened and lifted by pressing the inflating airbag against the inner surface of the rupturable door portion. When the seam tears, it is broken from the flange because of the fragility of the first plastic material at low temperatures. As a result, the broken door part can continue to move in its opening direction, so that the broken door part can continue to deploy the airbag while being kept connected to the mounting / hinge flange and subsequently to the vehicle body by the flexible tether. have.

The instrument panel and the airbag deployment door tether layer may be formed in a variety of ways, including injection molding the panel and injection molding, spraying or low pressure molding the tether layer in a second step. Such formation of the tether in place as an adhesive layer is particularly desirable from both cost and production point of view, in which the tether is integral with the instrument panel and fixed to both the mounting / hinge flange and the door by some form of fastening means. You don't have to devise a separate tether that should be. In addition, by adhering the tether layer to the inner surface of the door, its presence is hidden from view, which is desirable in terms of appearance or styling.

The present invention provides a method of manufacturing a vehicle instrument panel having a constrained airbag deployment door, wherein the panel with the door is made of a synthetic resin material suitable to meet the needs of the instrument panel and the tether is a potential rupture zone of the door. Formed of a layer of resinous material which extends and maintains ductility at low temperatures that cause the door to be vulnerable, which causes rupture of a portion of the door at the rupture zone during airbag deployment and without a tether layer. Do not allow the door to remain on the body.

The present invention also provides a method for forming a vehicle instrument panel comprising an airbag deployment door bounded by a tare seam molded into the panel, wherein the panel is formed of a synthetic resin material suitable for its needs, the door being Maintained on the body when torn at low cooling temperatures by a flexible layer of synthetic material formed in place on one side of the mounting / hinge flange integrally formed on the inner surface of the door and the door, typically opening the airbag door Keep on the body.

Another feature of the invention includes a vehicle airbag cover assembly having a hinge panel connected to at least one of the integral airbag cover and the instrument panel in a stacked arrangement. The instrument panel is composed of a first plastic material and is configured to be mounted in the passenger seat of the vehicle. The airbag door panel is also composed of a first plastic material and is formed together with the instrument panel as a single unitary panel. The door panel is at least partially surrounded by the instrument panel. One object of this second aspect of the present invention is to simplify and accelerate the fabrication of hinged integral panels by providing a hinge panel that is insert molded into one or more inner surfaces of the instrument panel and the door panel.

In the present invention, the hinge panel acts as the main hinge between the door panel and the instrument panel during deployment of the airbag. The hinge panel extends the panel seam area between the door panel and the instrument panel.

Another feature of the present invention is to help bend the first plastic material in the hinged position by providing a panel seam area that includes a styling groove separating at least a portion of the door panel and the instrument panel. The styling groove can also function as a tear seam.

Another feature of the present invention is to guide tearing or tearing around the door panel, wherein the airbag is inflated by providing a panel seam area that includes a vulnerable tear seam that separates at least a portion of the door panel and the instrument panel.

The present invention also provides a hinge comprising a hinge panel edge aligned with at least a portion of the tare seam to act to guide tearing along the tare seam as the door is forced open during inflation of the airbag. In addition, the present invention provides a hinge panel composed of a second plastic material or metal that is softer and less brittle than the first plastic material at low temperature, thereby preventing the hinge panel from tearing at low temperature.

The present invention also provides a fixing means for securing the door panel to the structural member during deployment by providing a hinge flange extending laterally inward from the inner surface of the door panel. The hinge flange is configured to fix the door panel to the structural member. The hinge panel extends in the seam region between the door panel and the hinge flange such that a portion of the hinge panel is laminated with the hinge flange coupled.

The present invention also provides support means for supporting the airbag canister assembly to the instrument panel by providing a collar extending transversely inward from the inner surface of the instrument panel and the perimeter of the door panel. The collar forms a door-color interface along the area where the collar extends from the panel. The hinge panel extends the door-color interface, one part of the hinge panel is coupled to the collar, and the other part of the hinge panel is coupled to the door panel.

In addition, the present invention provides a method of manufacturing an airbag cover assembly. This manufacturing method provides a mold composed of a first mold portion and a second mold portion. The first mold portion and the second mold portion form a mold cavity when closed together. The mold cavity has a shape complementary to the shape of the integral instrument and the door panel and the hinge panel. After being individually formed, the hinge panel is located in the second mold portion. The mold is then closed and the first plastic material is introduced into the mold cavity in a molten state. The molten first plastic material can then be matched to the shape of the mold cavity and solidified in the mold cavity. The mold is then opened and the finished assembly is taken out of the mold.

The method also includes forming a hinge panel from the second plastic material and selecting a second plastic material that is softer and less brittle than the first plastic material at low temperatures.

The method optionally includes the installation of a hinge panel composed of metal. In applications where the edges of the hinge panels are aligned with the tare seams to guide tearing along the tare seams, the metal is preferred over resin due to the increased stiffness, which increases the stiffness of the tare seams and leads to more uniform tear seams. This aids in even distribution of the door opening force along the tare seam to facilitate opening of the door.

The method also includes disposing a hinge panel on the mold cavity surface of the second mold portion at a position that extends a portion of the mold configured to form a panel seam area between the door panel portion and the instrument panel portion of the integral panel. . The surface of the mold cavity of the second mold portion may be shaped to form a hinge flange that projects laterally inward from the door panel portion of the unitary panel. In this case, the hinge panel is disposed on the surface of the mold cavity of the second mold part in a position extending a portion of the mold configured to form a flange seam area between the hinge flange and the door panel.

According to another feature of this invention, there is provided a vehicle console assembly comprising a positioning device configured to support any one of two or more storage modules in a display position and simultaneously support at least one of the other storage modules in a concealed position. This allows the passenger occupant to physically access one module and its contents through an access opening while the other module inside the casing is obscured. The assembly also includes a console body having an outer casing and an access opening disposed in the outer casing. The positioning device is movably supported in the outer casing of the console body. The storage module is disposed in the casing and is movably supported by the positioning device. The storage module is sequentially movable between at least one concealed position displaced from the opening and a display position adjacent to the access opening.

According to another feature of the invention, the positioning device comprises an electromechanical occupant actuated drive mechanism. The drive mechanism relieves the occupant of physically moving the storage module between the concealed position and the marked position.

According to another feature of the invention, the positioning device comprises a passenger operated automatic module selection system. The automatic selection system allows the occupant to move the selected storage module to the display position by instructing the storage module to operate and display the automatic system.

According to another feature of the invention, the module can move sequentially through the display position.

According to another feature of the invention, the positioning device has a carrousel supported to rotate about the carousel axis.

According to another feature of the invention, the positioning device has a drum-shaped carousel supported to rotate about an approximately horizontal axis. This arrangement of the horizontal axis provides a configuration that well accommodates the storage and optional display of certain vehicle accessories.

According to another feature of the invention, the access door is movably supported across the module access opening. The door is shaped to surround the access opening in the closed position and is movable to an open position that does not surround the access opening.

According to another feature of the invention, the one or more modules have a device incorporated in the structure of the module. This allows the occupant to selectively access any number of different devices so incorporated.

According to another feature of the invention, the one or more modules comprise a storage space. This allows the occupant to store the unbound items in a selectively accessible module of the console assembly.

According to another feature of the invention, the console body is a floor console body supported at the bottom of the vehicle between the driver's seat and the passenger seat. By positioning the console assembly at the bottom console, the passenger occupant can easily access the storage module.

According to another feature of the present invention, the front image display panel is supported at the front end of the console body. This display panel is supported at a position for providing information to the driver.

According to another feature of the present invention, the apparatus further includes a front image display panel supported at the front end of the console body, wherein a rear image display panel is supported at the rear end of the console body, and an image forming electronic circuit is connected to the rear display panel. do. These display panels are supported in positions that provide information to the occupants in the rear seats.

According to another feature of the invention, it comprises at least one remote control device in communication with an electronic image forming circuit. Due to the remote control device, the occupant can extend the arm or body forward to control the information displayed on the display panel without manipulating the control unit on the floor console.

According to another feature of the invention, the console body is an instrument panel console body supported on an instrument panel assembly of a vehicle. By positioning the assembly in the instrument panel assembly, the occupant has easy forward access to objects stored or mounted in the assembly.

According to another feature of the invention, the positioning device comprises a drum-shaped carousel supported on the instrument panel console body to rotate about an approximately vertical axis.

According to another feature of the invention, the positioning device comprises a drum-shaped carousel supported on the instrument panel console body to rotate about an approximately horizontal axis.

According to another feature of the invention, the carousel is at least partially embedded within the central stack of the instrument panel assembly.

According to another feature of the invention, the carousel is rotatable to the closed position, wherein the carousel comprises a faceted panel surrounding the access opening in the closed position. The faceted panel obstructs the thief by refusing to physically access the contents of the storage module in the closed position.

According to another feature of the invention, the positioning device comprises a platform having two or more reservoirs. The platform is rotatably supported in an outer casing of the console body. The positioning device is configured to rotate the platform and move a selected one of the storage areas to a display position adjacent to the access opening, while simultaneously moving the other of the storage to a remote position displaced from the access opening. This allows the passenger occupant to physically access an object stored in one storage area of the platform via an access opening, while other objects stored in another storage in a remote location are left in the casing.

According to another aspect of the invention, there is provided a vehicle headliner assembly having a cavity formed in the substrate between an upper substrate surface and a lower substrate surface to receive ducts for receiving electrical wiring, foam or the like, or to provide airflow. Is provided. The headliner assembly is configured to align with the ceiling of the vehicle passenger seat. The headliner assembly has a single substrate configured to be mounted to the vehicle in a position that substantially surrounds the bottom surface of the passenger seat ceiling. The surface of the lower substrate is disposed opposite the surface of the upper substrate. The substrate is composed of a moldable material. A decorative cover may be supported on the surface of the lower substrate.

According to another feature of the invention, the cavity has an air duct and the headliner includes an air inlet opening positioned to receive air from the air conditioning system of the vehicle. The air outlet opening is spaced from the air inlet opening and is disposed on the underside of the headliner assembly to direct air from the vehicle's air conditioning system to the passenger seat. The air duct extends between and connects the air inlet opening and the air outlet opening to provide gas communication between the air inlet opening and the air outlet opening. Since the air duct is formed of a headliner substrate, the headliner assembly contains fewer parts, and its assembly becomes very simple.

According to another feature of the invention, the air outlet opening is arranged with a directional air outlet resistor.

According to another feature of the invention, the cavity has an elongated conduit, the headliner having a cable inlet opening disposed adjacent the peripheral edge of the headliner assembly to receive electrical or fiber optic cables from the vehicle's electrical or fiber optic system. Include. A cable outlet opening is spaced apart from the cable inlet opening, the cable outlet opening being disposed adjacent a fixture supported on the headliner assembly such that the end of the cable can be connected to the fixture. The cable conduit extends between the cable inlet opening and the cable outlet opening to provide a channel therebetween.

According to another feature of the invention, a foam is disposed in the cavity. The cavity may include an interior wall surrounding the foam. The foam may be an energy absorbing foam to enhance the cavity's ability to absorb the impact of the occupant's head. The foam may be an acoustic energy absorbing foam to reduce noise levels in the cabin.

According to another feature of the invention, the additional foam-filled cavities are arranged in line at spaced positions, which are areas where the occupant's head collides when the occupant is exposed to a sudden vertical acceleration component.

According to another feature of the invention, the cavity is integrally formed in the substrate.

According to another feature of the invention, a decorative outer cover is arranged on the lower surface of the substrate. A foam layer can be included between the lower surface of the substrate and the decorative outer cover.

According to another feature of the invention, a headliner manufacturing method is provided. According to this method, a blow mold is provided, the blow mold having a contour shaped to complement the desired outer contour of the headliner substrate being formed. The contour includes an enlarged area corresponding to the desired cavity position of the substrate to be formed. The melt preform is then extruded into the hollow portion of the blow mold, and the preform expands in contact with the contour of the blow mold by injecting gas into the melt preform. The molten preform can then be cured into a headliner substrate, which is removed from the blow mold.

According to another feature of the method of the invention, a molten preform is provided between open half blow molds consisting of two parts. The two half blow molds are closed to each other around the molten preform before fully expanding the molten preform.

According to another feature of the method of the invention, the bottom surface of the substrate is provided with a foam layer and the bottom surface of the foam is provided with a layer of cover material.

According to another feature of the method of the invention, the foam is provided in a cavity.

According to another feature of the method of the invention, the foam is provided in the cavity by first inserting one end of the injection nozzle. The foam is then injected into the cavity through the nozzle and the nozzle is removed from the cavity.

According to another feature of the process of the invention, the molten preform is extruded.

According to another feature of the method of the invention, the molten preform is expanded by inserting the blow pin into the molten pann, injecting gas through the blow pin into the preform, and removing the blow pin from the preform.

The present invention also provides a molded instrument panel made of a commercially available thermoplastic material suitable for the main purpose, which provides a panel having an integrated airbag deployment door for a tide-side airbag that is securely held in the vehicle body very cost effectively. The airbag door is bounded by a brittle tare seam in the panel and normally maintained on a part of the vehicle body by an integral flexible mounting / hinge flange when the seam is torn by the inflating airbag, which was previously integrated with both the door and panel. The flange can then be separated and bent from the panel while remaining integral with the door, thereby allowing the door to swing and open so that the airbag can open the instrument panel while remaining integral with the vehicle body as the door is detached from the instrument panel. Can be deployed through. At very low temperatures, some of the airbag doors may break away from the portion engaged with the mounting / hinge flange due to low temperature plastic embrittlement and high bending stresses applied to the joint. The flexible tethering hinges can be formed separately from panels of different materials and then fastened to the panels to span the critical seams between the flanges and potentially breaking doors, thus preventing such broken doors from being separated from the vehicle body. . Tethering hinge materials are highly flexible materials that retain flexibility or ductility to a considerable extent at very low temperatures.

The flexible tethering hinge is fastened to a part of the mounting / hinge flange remote from the potential fracturing zone along one edge on one side of the critical seam zone by fastening means such as rivets, and is not observed outside the door. Or by means of a fastening means, such as a heat staked boss, along the other edge of the other side of this zone to the inner side of the potential breaking door part. The tethering hinge can be bent as part of the edge spans the potential fracturing zone and bends when a door break occurs, allowing the broken door part to remain swinging on the body and continue swinging outward to deploy the airbag.

According to another embodiment of the invention, the tethering hinge is formed of a second plastic having relatively greater flexibility even at temperatures below which the first plastic material of the panel can be easily destroyed by unacceptable brittleness. In this embodiment, the tethering hinge is welded to the panel by the selective application of energy.

The present invention also provides new and improved automotive instrument panels with integral and tethered airbag deployment doors, and methods of forming these panels and tethered airbag deployment doors at low cost and high quality to meet desired desired styles. .

The present invention is an integral airbag deployment door formed on a panel by a tare seam and held at the vehicle body by a flexible tethering hinge when the door is separated from the integral mounting / hinge flange that normally fastens the airbag door to the vehicle body at very low temperatures. It further provides a vehicle instrument panel having a. The invention also relates to a vehicle body by a flexible tethering hinge formed from a flexible sheet metal when formed on the panel by a tare seam and at very low temperatures the door is normally separated from the integral mounting / hinge flanges that fasten the airbag door to the vehicle body. An automotive instrument panel comprising an airbag deployment door maintained at a.

The present invention also provides a low cost, high quality automotive instrument panel comprising an integrated and flexible tether airbag deployment door, wherein the door is a vehicle body at very low temperatures due to cold embrittlement and bending stress. When separated from the integral mounting / hinge flange, which is normally maintained at, the vehicle is held by a flexible tare hinge formed of a flexible seat material.

In another aspect, the present invention provides an inflatable restraint assembly having a trim panel and a rigid plastic collar attached to the trim panel. The airbag door is integrally formed in the rigid plastic collar at a position across the airbag deployment opening in the trim panel.

In addition, according to the invention, the airbag door is integrally formed in the rigid plastic collar as a single panel.

In addition, in accordance with the present invention, the integrated airbag door and collar are provided with a material that maintains ductility at low temperatures.

To better understand and appreciate the present invention, reference is made to the following detailed description in conjunction with the accompanying drawings, wherein like reference numerals designate like elements.

1 through 4, a molded instrument panel airbag cover assembly 10 is shown to hide an inflatable airbag system of a motor vehicle. The body is designated with reference numeral 11. A variation of the instrument panel cover assembly 10 is designated 10a in FIGS. 8-10, 10b in FIGS. 11-14, and 10c in FIGS. 15. Reference numerals having the suffix "a" of FIGS. 8-10, the suffix "b" of FIGS. 11-14, and the suffix "c" of FIG. 15 are variations of each element similar to the embodiments of FIGS. Is specified in. Unless otherwise indicated in the description using reference numbers for the elements of FIGS. 1 to 4, the parts described are indicated by the same reference numbers having the suffixes "a", "b" and "c" respectively. The same applies to the elements of 10, 11 to 14 and 15.

The cover assembly 10 has a driver-side contoured section and an assistant side rectangular airbag deployment door 14 for installation of an instrument cluster (not shown), the airbag deployment door 14 having Formed by a tear seam 16 molded into the cover assembly. Tear seam 16 may be formed by grooves on the panel surface as shown or grooves on the back of the panel to hide the tare seams as is known in the art. The cover assembly covers the airbag system 18, which is located behind the cover assembly immediately after the airbag door 14 and is mounted to the sheet metal part 20 of the vehicle body in front of the passenger compartment. The airbag system 18 includes an inflatable airbag 22, a gas generator 24, and a control device 26, the control device 26 including a vehicle crash sensor and the airbag inflated into the occupant space 28 so that Ignition of the gas generator is started so as to develop in front of the occupant seated here.

The cover assembly 10 is a single part that is generally molded to a uniform wall thickness and is formed of suitable thermoplastic materials such as styrene-maleic anhydride, polypropylene, polycarbonate, polyphenylene oxide and polyurethane, the thermoplastic material being a panel It is self-supporting to provide sufficient rigidity to maintain the desired shape and to have sufficient heat resistance to withstand thermal deformation of the vehicle interior environment located immediately behind the windshield (not shown). The cover assembly can be molded by various conventional methods, such as injection molding known in the art. The grooves forming the tear seam 16 are made of sufficient depth with respect to the wall thickness of the cover assembly and the strength of the plastic material used, and the wall portion of the inflating airbag acting against the back or inner surface of the airbag door at the back seam. The tearing by force and detachment from the cover assembly weakens to the extent that it forms an opening 30 for deployment of the airbag as shown in FIG. 4 and described in detail below.

The cover assembly 10 is fastened to a portion of the vehicle body 11 at various positions other than the airbag region, one of which positions is shown in FIG. 2, by means of sheet metal screws 32 of the panel under the airbag door. The lower edge is fastened to the sheet metal part 34 of the vehicle body. Similar screws and other conventional types of fasteners may also be used at other locations outside of the airbag door area to securely fasten the cover assembly in place in the vehicle body.

The airbag deployment door 14 of the cover assembly 10 is individually fastened to the vehicle body by an elongate mounting / hinge flange 36, which flange 36 is integrally molded with the rear inner surface of the door, FIGS. As can be seen from 3 it extends generally horizontally adjacent the upper edge along the entire length. The flange 36 has a flat longitudinal direction 3 extending by a distance to the inside of the door and ending with a flat rectangular angled horizontally extending distal end 40, the distal end 40 having a full length bolt 42. It is fastened to the sheet metal part 44 of a vehicle body by this. In addition, the flange 36 is formed to a controlled thickness and is elastically deformable within the rectangular portion 38 in a constant temperature range up to a constant low temperature (eg -20 ° F.) without breaking, so that the door can cover the cover assembly for airbag deployment. It can act as a cantilever hinge to normally provide an opening movement swinging out of the door when detached along the tear seam from the door. Prior to such airbag removal, the flange 36 acts to fasten the cover assembly to the airbag door of the vehicle body and also supports the airbag door against pushing force from the occupant, otherwise the door is pushed inward to tare the seam. Can be separated from the cover assembly along.

The flange 36 is designed to normally hinge and hold the airbag door 14 to the vehicle body during open movement outward when the tear seam 16 is torn by the force of the inflating airbag, and in the hinge and maintenance The branch 38 is subjected to high stresses at the seam 48 with the door when the branch 38 is bent to swing the door. However, the typical plastic material suitable for the cover assembly in the first application is brittle at very low temperatures, for example below -20 ° F., and is forced by an inflating airbag to extend the horizontally extending seams of the flange 36 and the door ( The lower main portion 46 of the door that bends outwardly with respect to 48 may be crushed or broken at these high stress sites or zones to enter the occupant space 28. This allows the controlled thickness of the flexible door tether layer 50 to be formed in place on one side 52 of the mounting / hinge flange 36 adjacent to the potential fracture zone 48, the zone 48 and the potential brittleness. By strategically adding over the inner surface 54 of the door portion 46 it is very cost-effectively prevented. The material forming the door tether layer 50 is a flexible plastic material having a defined control thickness formed in place as described in more detail below, formed by bonding to the material of the cover assembly without the addition of adhesive, and integrating an airbag deployment. The material of the cover assembly 10, including the door 14, remains flexible or ductile at temperatures substantially below the brittle temperature. Such materials for the tether layer 50 that will remain flexible or ductile at low temperatures down to −60 ° F. include, for example, polyurethane elastomers, polyester elastomers, and polyolefin elastomers. It will also be appreciated that the tether material is suitable for the application but not for satisfying the rigid conditions of the cover assembly.

The flexible tether layer 50 extends horizontally over substantially the entire length of the mounting / hinge flange 36 and is flat in the edge portion 56 of the tether layer extending laterally to the distal flange portion 40. Is coupled to the side 52, maximizing the bonding area on this side of the potential fracture zone 48 and thus maximizing the retention of the tether layer of the flange 36. The tether layer 50 spans and engages the potential shredding zone 48 in the middle portion 58 of the tether layer, and potentially flexible airbag doors at the edge portion 60 extending laterally near the lower edge of the door. It is coupled to the inner surface 54 of the portion 46, maximizing retention of the flange 36 and the mating area of the tether layer and the door portion.

Referring to FIG. 4, the tether layer 50 is bent at an intermediate portion 58 that leads to a potential fracture zone when low temperature plastic embrittlement occurs when the door failure occurs, such that the broken door portion 46 is flanged 36. It is possible to continue to provide air bag deployment while keeping the broken door part securely in the vehicle body with the tether layer 50 and the flange 36 by continuously swinging outwardly with respect to the crush line in the stiffness line. Once the tether layer remains coupled over the substantially entire inner surface of the separated door portion 46 and the substantially entire inner surface of the bend 38 of the flange 36, the broken door portion 46 is held in the flange 36 and the Accordingly, the holding force that extends from the tether layer 50 to the door crushing portion to be held on the vehicle body is maximized. The controlled thickness of the tether layer 50 is determined with respect to the tensile strength of the plastic material such that the flexurally stretched intermediate portion does not break at the maximum expected force acting from the propelled mass of the broken door portion 46. However, the intermediate bends 58 of the tether layer 50 may have a larger thickness than the adjacent edges 58 and 60 for the greater tensile strength needed for a particular application to retain material and / or space.

The cover assembly 10 comprising an integral airbag deployment door 14 and a mounting / hinge flange 36 is of the same plastic as described above, suitable for the original purpose of the cover assembly as long as it has sufficient rigidity for self-support and heat resistance. The material is molded in a single time. The cover assembly 10 may be molded in a conventional manner known in the art and may be formed, for example, by injection molding or reaction injection molding, in which the mold cavity forms the tear seam 16 on the outer or inner surface. Completely form the surface of the cover assembly comprising the groove.

5 and 6, an outer mold tool 70 of the injection mold used to mold the outer or front surface of the cover assembly 10 is shown and the cover assembly 10 is molded in these exemplary figures. And are shown arranged and a flexible tether layer has not yet been formed. The injection mold for the cover assembly 10 further comprises another mold tool (not shown) forming the back of the panel, which mold tool cooperates with the mold tool 70 to press the plastic material for the panel in a conventional manner. To form a mold cavity which is injected into the molten form. The airbag deployment door tether layer 50 may be formed by an injection mold tool 72 with a molded cover assembly 10 left in place in the mold tool 70 and a back mold tool not shown, which is an injection mold. The tool 72 is directed against the inner surface of the cover assembly over an area where the tether layer 50 is formed and includes the side surface 52 of the mounting / hinge flange 36 and the inner surface 54 of the brittle door portion 46. Landed. In addition, the cover assembly may be supported by a dedicated support tool that is much smaller than the cover assembly mold tool 70 and has a similar support surface that spans the outer surface area of the molded cover assembly opposite the portion where the tether layer is formed. I understand. On the molding side of the injection molding tool 72 a cavity 74 is formed which forms a tether layer, which is the side 52 of the mounting / hinge flange 36 and the interior of the brittle door portion 46. A closed mold cavity 76 is formed therebetween that is closed by the surface 54 and forms the entire tether layer form.

The mold tools 70, 72 and the cover assembly 10 located therebetween are clamped together in a conventional type of plastic injection molding machine (not shown), and the aforementioned tethered plastic material is in a high pressure molten form in a conventional manner. It is injected into the closed mold cavity 76 through the passage 78 of the mold tool 72 to form the flexible tether layer 50. The tether layer also forms a cavity, such as the cavity 74 of the mold tool 72, but is suitably employed in conventional methods for gravity molding, reactive injection molding or resin transfer molding of tether layers with reactive elements of plastic materials. The low pressure mold tool may be used to mold the tether layer in place on the inner surface of the cover assembly. In other cases, the plastic material forming the tether layer is bonded to the inner surface of the cover assembly without the addition of adhesive to provide a full range of interfaces between both the tether layer 50 and the mounting / hinge flange 36 and the brittle door portion 46. Strongly attached over.

In addition, the tether layer 50 may be formed in place on the inner surface of the cover assembly by spraying the tether forming plastic material as shown in FIG. 7. This is preferably carried out by a mask 80 having a controlled thickness, which mask side 80 of the mounting / hinge flange 36 which forms the interface and the inner surface 54 of the brittle door portion 46. ) And an opening 82 which forms the outer periphery of the tether layer 50. The mask 80 has a tether layer with a desired thickness and a slightly larger thickness, may be formed of metal or plastic, and may be formed of a flexible material to easily conform to a surface that is obscured or preformed in the form of a desired interface. . The mask 80 is held in place by suitable means, such as a flange 80 fixed to the robot arm, and the other surface 86 of the mask is suitable release agent such as silicone to prevent the tether forming material from adhering. It is coated with a profile.

With the mask 80 held in place on the cover assembly inner surface, the tethered plastic material is injected through the mask opening 82 into the exposed area of the panel to have a suitable mixing head with a spray wand 92. Tether layer 50 is formed using a conventional type of plastic spray system 88 that includes 90. Spray system 88 operates in a conventional manner to achieve spraying upon command, with reaction elements of the plastics material being conveyed to mixing head 90 by separate lines 94, 96 and these elements being wand 92 It is mixed in the mixing head just before being sprayed with. The mixing head 90 may be operated by an operator or a robot, and the mixed plastic material may be transferred from the mixing head to the mounting / hinge flange 36 of the brittle door portion 46 via a spray wand as shown in FIG. The exposed areas of the side surface 52 and the inner surface 54 are formed to form a tether layer with a desired controlled thickness. Then, when the sprayed plastic material condenses, the mask is removed while the tether layer is held in place and bonded to the cover assembly without adhesive.

Summarizing an example of a plastic material that can be used in the molding process described above to form a tether layer, the gravity molding material can be a thermosetting material such as polyurethane, the water-repellent transfer molding material can be a thermosetting material such as polyester, The reaction injection molding material may be a thermosetting material such as polyurethane, the spray molding material may be a thermosetting material such as polyurethane, and the injection molding material may be a thermoplastic material such as polyolefin.

As shown in FIGS. 8-10, 11-14 and 15, respectively, the second, third and fourth embodiments 10a-c of the cover assembly 10 are control panels designated 100a-c. It is provided with each. In each of these embodiments, the instrument panels 100a-c have a first plastic material and are configured to be mounted in the cabin of the motor vehicle. The airbag door panel, indicated by reference numerals 14a-c, consists of a first plastic material and is formed of instrument panels 100a-c such as single and single panels 14a-c, 100a-c. The door panels 14a-c are at least partially surrounded by the instrument panels 100a-c .

In each of the second to fourth embodiments, the hinge panels, indicated by reference numerals 50a-c, are layered and connected to the inner surfaces 102a-c of the single panels 14a-c, 100a-c. The inner surfaces 102a-c are disposed on the outer surface of the single panels 14a-c, 100a-c or opposite the "class A" surface 104a-c. Hinge panels 50a-c include a second plastic material that is softer and less brittle than the first plastic material at low temperature. The hinge panels 50a-c are insert molded into at least one inner surface of the instrument panels 100a-c and the door panels 14a-c. As shown at 50b 'in another embodiment of FIG. 14, the hinge panel 50 may be provided with sheet metal or with both sheet metal and plastic. The metal is particularly an element of the rear edge of the hinge panel aligned with the tare seam by the increased strength assisting the door opening force to be distributed more evenly along the tare seam to facilitate more uniform seam fracture and subsequent door opening. It is advantageous.

As shown in FIGS. 8-15, the hinge panels 50a-c include hinge panel rear edges 110a-c aligned with the rear of the tare seams 16a with respect to the direction in which the door opens during airbag inflation. do. The tearing along the tear seam 108 is well guided when the rear and hinge panel rear edges 110a-c of the tear seam 16a are aligned.

As shown in FIGS. 8 to 10, the door panel 14a of the second embodiment includes a hinge flange 36a extending laterally inward from the inner surface 54a. As described in detail with respect to the first embodiment, the hinge flange 36a is configured to fix the door panel 14a to the structural member 44a. Hinge panel 50a spans the flanged seam zone indicated by reference numeral 112a in FIGS. 8 to 10, in which hinge flange 36a extends integrally from the inner surface of door panel 14a. have. The hinge panel 50a acts as a second hinge and tether when the door panel 14a is broken at the flange seam region 112a or at any other point connected by the hinged panel 50a. The hinge panel 50a is layered by insert molding and attached to the hinge flange 36a and the door panel 14a.

As shown in FIGS. 8-10, the front tear seam 108a of the weakened tear seam 16a runs parallel and adjacent to the panel seam region 112a of the second embodiment. The front tare seam 108a defines a boundary between the front of the door panel 14a and the instrument panel 100a. The front tare seam 108a completes the entire 360 ° tare seam path for the tare seam 16a forming the entire contour of the airbag door panel 14a. Thus, when the airbag is inflated, the entire door panel 14a is not constrained in the instrument panel 100a but is torn and constrained only by the hinge flange 36a. Unlike this, the front tare seam 108a may be omitted.

As shown in Figures 11-14, the hinge panel 50b of the third embodiment spans the panel seam region 106b between the door panel 14b and the instrument panel 100b. Hinge panel 50b acts as a second hinge between door panel 14b and instrument panel 100b during airbag deployment. Hinge panel 50b may be coplanar with the inner surface. However, in other embodiments, the hinge panel 50b may be molded to an elevated position such that the first material has a constant thickness that is higher than the single panels 14b and 100b.

As shown in FIGS. 11-14, the panel seam zone 106b of the third embodiment may include a styling groove 108b that separates at least a portion of the door panel 14b and the instrument panel 100b. The styling grooves 108b may be formed by methods other than injection molding such as laser scoring, cutting or melting. Styling groove 108b removes the material to promote upward bending of the first plastic material in the hinge position, otherwise such upward bending is impeded.

As shown in FIG. 14, a urethane foam layer 120 may be disposed over a single panel 14b and a plastic skin layer 122 may be disposed over the foam layer. The foam and skin layers 120, 122 shown in the single panel 14b of the embodiment of FIG. 14 may also be included in other embodiments of the present invention.

As shown in FIG. 15, the instrument panel 100c of the fourth embodiment includes a collar 114 that extends laterally integrally from the inner surface 102c and around the door panel 14c. The collar 114 forms the door-color interface 116 along the portion where the collar 114c extends from the single panels 14c and 100c. The collar 114 forms a sleeve for receiving the airbag canister assembly 18c. In another embodiment, the collar 114 may serve as a guide for a deployable airbag. Hinge panel 50c spans door-color interface 116. An interior 56c of the hinge panel 50c is attached to the collar 114, and an exterior 60c of the hinge panel 50c is attached to the door panel 14. The styling groove 108c may be aligned with a portion of the door-color interface 116 from which the hinge panel 50c is connected. The styling grooves 108c are formed into the outer surface or “class A” surface 104c to assist in the upward bending of the door panel 14c.

In practice, the airbag cover assembly 10a-c may be manufactured by providing the first and second mold portions primarily. The first and second mold portions form a mold cavity when closed together. The shape of the mold cavity is complementary to all of the shapes that the single panels 14a-c, 100a-c and hinge panels 50a-c have. The hinge panel 50 forms a seam zone 112a, 106b or the door panel 14a-c and the instrument panel 100b of the second embodiment, the hinge flange 36a of the third embodiment, or the collar of the fourth embodiment. And a portion of the mold cavity in the second mold portion at a position spanning a portion of the mold configured to form the interface 116 between 114.

For example, in order to form the cover assembly according to the second embodiment, the hinge flange embodiment of the present invention, the mold cavity surface of the second mold portion is shaped to receive the hinge flange 36a. The hinge panel 50a is disposed on the mold cavity surface of the second mold portion at a position spanning a portion of the mold configured to form the flange seam region 112a between the hinge flange 36a and the door panel 14a. In this case, the mold cavity surface of the second mold portion has a shape complementary to the inner surfaces of the single panels 14a and 100a. Then, the mold is closed by placing the first mold portion on the lower mold portion. The first mold portion comprises a mold cavity surface, the shape of which is complementary to the shape of the outer surface of the single panels 14a and 100a or the "class A" surface. The first plastic material is then introduced into the mold cavity in molten form. The molten first plastic material can conform to the shape of the mold cavity and solidify within the mold cavity. The mold is then opened and the completed assembly 10a is taken out of the mold with the hinge panel 50a molded into the single panels 14a and 100a as shown in FIG.

A first embodiment of a vehicle cabin console assembly constructed in accordance with the present invention is shown at 210 in FIGS. 16 and 17. A variant of the console assembly is shown at 210a in FIGS. 18-21 and at 210b and 210c in FIGS. 22 and 23, respectively. Reference numerals with the suffix "a" of FIGS. 12-21, the suffix "b" of FIG. 22, and the suffix "c" of FIG. It is specified.

Unless otherwise indicated in the description using reference numerals for the elements of FIG. 16 or 17, the parts described are elements of FIGS. 18 to 21, suffix “b, indicated by the same reference number with the suffix“ a ”. The same applies to the elements of FIG. 22 indicated by the same reference numeral with "," and the elements of FIG. 23 indicated by the same reference number with the suffix "c".

The bottom console assembly 210 includes a console body 212 with an outer casing 214, which is disposed in the area between the front driver's 216 and the front passenger's 218 of the vehicle. 210 has dimensions and shapes into which it can be fitted. As shown in Fig. 16, the outer casing 214 is smoothly positioned in the inner contour of the vehicle in which the console is installed, since the outer casing 214 is in the form of a long box with rounded corners.

The first embodiment of the bottom console assembly 210 includes an access opening 220 disposed in the console body outer casing 214. The access opening 220 is located in the center of the top surface 222 of the outer casing 214 and is generally rectangular. The access opening 220 is formed by a pair of straight side edges 224 and upwardly curved front 226 and rear 228 edges. The front 226 and rear 228 edges each include a semicircular groove 230.

As best shown in FIG. 17, the first embodiment also includes a modular positioning device 232 movably supported inside the console body outer casing 214. Positioning device 232 has a drum-shaped carousel 236 that is supported for rotation about a horizontal central carrousel axis 238. The carousel axis 238 is aligned side by side in the direction towards the immediate adjacent passenger and passenger seats 216, 218, ie the direction of the vehicle.

As shown in FIG. 17, the positioning device 232 may include an electromechanical occupant actuated drive mechanism 240 and may include an occupant actuated automated module selection system 292. In order to select a module using the electromechanical drive mechanism 240, the occupant operates the drive mechanism so that the drive mechanism continues to rotate the module over the access opening until the desired module appears in the access opening 220. . In the automatic selection system, the occupant immediately presses the button or key corresponding to the desired module causing the drive mechanism 240 to rotate the carousel until the selected module appears.

Three storage modules 234 and / or instrument modules 242 are supported by positioning device 232 for rotational movement inside console body outer casing 214. In another embodiment, the positioning device may have only two modules or may have three or more modules. Still other embodiments may move the module to a motion other than a rotational motion.

Each storage module is shaped like a long triangular prism with a single elongated arcuate plane, indicated at 234 in FIG. 17. Other embodiments may include modules having other dimensions and shapes. In addition, storage module 234 may include a contoured insert designed to receive one or more unbound items.

The device module 242 may have any form as long as it can fit within the area of the allocated space within the carousel 236. In the case of a carousel with three equally dimensioned compartments or sections as shown in FIG. 17, the instrument module 242 must fit in a space similar to that formed by the storage module 234. However, modular compartments or sections need not have the same dimensions and shapes. Some modules are larger than others to accommodate larger devices. Types of devices that may be installed in the instrument module 242 include, for example, computers, fax machines, modems, mobile phones, and hair dryers.

Storage and instrumentation modules 234 and 242 are rotatable sequentially through display positions adjacent to access opening 220. The display position is best shown in FIG. 17 as seen through the access opening 220. The carousel-type positioning device 232 allows the passenger in the cabin to select and retrieve either the storage module 234 or the device module 242 and access the contents through the access opening 220.

As shown in FIG. 16, the access door 244 is slidably supported in the semicircular groove 230. The access door 244 has an arch shape that covers the access opening 22 in the closed position, revealing and providing access to the contents of all modules 234 and 242 in the exposed position by sliding to the open position.

A front image display panel 246 in the form of a cathode ray tube (CRT) is supported at the front end of the console body 212. The front image display panel 246 is positioned to mainly provide an image to the occupants of the seats 216, 218 located on either side of the console assembly 210.

A rear image display panel 248 in the form of a CRT is also supported in the rear end of the console body 212. Rear image display panel 248 is positioned to primarily display images to occupants seated behind console assembly 10. An image forming electronic circuit is included in the electronic computer game module 250 connected to the rear display panel 248, and transmits a signal for forming an image to the rear display panel 248 according to the occupant input. In other embodiments, the image forming electronic circuit may not be included in the computer game module. Instead, the image forming electronic circuit may be included in, for example, an apparatus for converting information stored in a broadcast microwave signal or an electronic medium (video tape) into a video image.

The occupant inputs input to the electronic circuit pass through the signal line 52 from the remote control device 254. The voice signal may be transmitted to the occupant through the headphones 256. Alternatively, the occupant input may be transmitted from the remote control device 254 to the image forming electronic circuit by electromagnetic transmission without passing through wires.

The first embodiment 210 of the present invention allows the occupant to selectively access any of a number of different storage and device modules 234 and 242 and to store clutter by storing unselected modules inside the central console 212. Reduce clutter The electromagnetic drive mechanism 240 and the occupant actuated automatic module selection system allow the driver to access the module with the utmost enthusiasm from driving the vehicle. The image display panels 245 and 248 may be conveniently located to display information to the front and rear seat occupants, respectively.

A second embodiment of the vehicle cabin console assembly is shown at 210-21 in FIGS. 18-21. Assembly 210a includes an instrument panel console body 212a that is not the central console body 212 of the first embodiment. The instrument panel console body 212a is supported in the instrument panel assembly 213 of the vehicle. Instrument panel assembly 213 may be of any type known in the art to include panels disclosed in US Pat. No. 5,556,153 ('153 patent). The '153 patent was assigned to the assignee of the present invention and incorporated herein by reference.

The instrument panel console body 212a includes an outer casing 214a. An access opening 220a is disposed in the outer casing 214a, and the positioning device 232a is movably supported inside the outer casing 214a. In addition, three storage modules 234a are disposed in the casing 214a and are movably supported by the positioning device 232a. Storage device 234a is sequentially movable between one or more concealed positions and is displaced from an access opening 220a and a display position adjacent to the access opening 220a. The concealment position is indicated by reference numeral 260 in FIGS. 20 and 21. The display position is shown at 262 in FIGS. 18 and 20.

The positioning device 232a has a shape that supports one of the storage modules 234a at the display position 262 while simultaneously supporting the other two storage modules 234a at the concealed position 260. As in the first embodiment, the cabin occupant thus physically gains access to the module 234a and its contents through the access opening 220a, leaving the other module 234a hidden inside the casing 214a. I can access it.

The positioning device 232a has a drum-shaped carousel 236a or a rotary turnstile supported in the instrument panel console body 212a for rotation about a generally vertical carousel axis 238a. Storage module 234a includes four vertically facing rectangular divider panels, shown at 264 in FIGS. 18, 20, and 21, semicircular cap panels, shown at 266 in FIG. 18, and FIGS. 18, 20, and 21. Formed by a base panel indicated at 268. Base panel 238 generally matches the shape of cap panel 266. The divider panel 264 integrally extends radially outward from a common point on the vertical axis 238a. Upper and lower ends of the divider panel are connected to or integrally formed with the cap panel 266 and the base panel 268, respectively.

Other embodiments may include all suitable divider and cap panel shapes. As in the first embodiment, the carousel 236a of the second embodiment may also include a contour insert designed to receive the instrument module 234a and / or one or more untied articles.

Feed along the vertical axis 238a through or into the journal bearing assembly 272 upstream from the cap panel 266 and down from the base panel 268 by supplying the rotary support in any manner known in the art. And may include an axial rod 270. The carousel 236a may be molded into a single piece of plastic or other suitable material, or the panels 264, 266, 268 may be connected together by adhesive, fasteners or any other means known in the art.

The carousel 236a is at least partially housed in the central stack 274 of the instrument panel console body 212. The central stack portion 274 is described in detail in the '153 patent. The access opening 220a is formed by a rectangular opening at the rear end of the central stack 274.

The carousel 236a is rotatable to the closed position as shown in FIG. 19. The carousel 236a comprises a flat, generally vertical faceted panel, indicated at 276 in FIGS. 19-21. The faced panel 276 has a generally rectangular shape that is the same as the opening of the central stack 274 of the instrument panel console body 212 forming the access opening 220. The faceted panel 276 is disposed across the access opening 220, ie the rectangular opening, and normally closes the opening 220 when the carousel 236a is in the closed position.

A third embodiment of a vehicle occupant console assembly is shown at 210 in FIG. 22. According to the third embodiment, the positioning device 232b is a drum-shaped carousel 236b supported in a Ferris-wheel manner on the instrument panel console body 212b to rotate about a generally horizontal axis 238b. ). The carousel axis 238b is disposed laterally in the vehicle moving direction to more conveniently present the contents of the storage module 234b to the vehicle occupant. The display position is located at the rear end of the carousel 236b, where the contents of the storage module 234b are viewed through an access opening formed by a small rectangular window in the front panel 278 that covers the central stack opening. And / or physical access is possible. The storage module 234b of the drum-shaped carousel 236 includes an open compartment for the radio receiver 280, the cd player 282, the mobile phone 284, the HVAC controller 286 and the storage module 234b. . Other embodiments may include any number of such other compartments. All elements of the storage module 234b may be selectively moved to a display position adjacent to the access opening 220b when the occupant activates the selector switch 288 mounted on the console above the rectangular opening of the central stack 274. Can be.

Alternatively, it can be operated by any other suitable means known in the art. Such actuation means may also be mounted on any convenient surface inside the vehicle cab.

The fourth embodiment includes a " lazy Susan " type positioning device 232c that includes a platform 290 having any number of generally pie shaped storage 234c. The platform 290 is rotatably supported inside the console body outer casing 214c. Positioning device 232c rotates platform 290 and moves one selected storage 234c to a display position adjacent to access opening 220c while simultaneously moving another storage 234c to access opening 220c. And to move to a remote location displaced from. In this way, the occupant occupants store 234c of the platform 290 through the access opening 220c while leaving other items stored in another storage located inside the casing 214 remote from the access device 232c. Physical access to items stored in one of

As in another embodiment, the positioning device 232c includes an electromechanical occupant actuated drive mechanism 240c and a occupant actuated automatic module selection system 292c. Similar to the first embodiment, the fourth embodiment includes an access door 244c slidably supported over the module access opening 220. The door 244c has a form that covers the access opening 220 when moved to the closed position, and when the door 244c is moved to the open position as illustrated in FIG. 23, the door 244c is peeled off.

As with the embodiment described above, the storage space 234c on the swivel type platform 290 of the fourth embodiment permanently or semi-permanently accommodates various devices or temporarily stores various untied items.

Unlike the above-described embodiment, the positioning device of the fourth embodiment does not include the divider panel 264 and the cap panel 266, and extends axially downward from the base panel 268 (not shown). ) Only.

A headliner assembly for lining the ceiling of the vehicle's cab is shown at 310 in FIGS. 24 to 26. The head liner assembly 310 includes a single substrate configured to be mounted to the vehicle in a position that generally covers the lower surface of the cabin ceiling (not shown), which is indicated at 312 in FIGS. 24 to 26. . Substrate 312 includes an upper substrate surface, indicated at 314 in FIGS. 24-26 and a lower substrate surface, indicated at 316 in FIG. 26. The lower substrate surface 316 is disposed opposite the upper substrate surface 314. Substrate 312 may be made from any suitable moldable material including various plastic or glass fiber reinforced polyester resins.

The decorative cover, shown at 318 in FIG. 26, is supported on the lower substrate surface 316. Decorative cover 318 may be any suitable material in the form of a fabric or solid layer.

A cavity, indicated at 320, 322 and 324 in FIG. 26, is formed in the substrate 312 between the upper substrate surface 314 and the lower substrate surface 316. One of the cavities indicated at 320 in FIG. 26 is formed by a long receptacle or conduit indicated at 326 in FIGS. 24 to 26. Conduit 326 is configured to support electrical wiring or fiber optic cables.

The two cavities indicated by reference numeral 322 in FIG. 26 are formed by approximately rectangular pockets indicated by reference numeral 328 in FIGS. 24 to 26. As best shown in FIG. 26, the pocket 328 is configured to hold the energy absorbing foam 334. In other embodiments, pocket 328 may be filled with sound energy or sound absorbing foam or other energy absorbing material or configuration. In yet another embodiment, the pocket 328 may be configured to absorb occupant head impact energy without the foam filling and assisting.

As indicated by reference numeral 324 in FIG. 27, the maximum cavity is formed by the contour duct indicated by reference numeral 330 in FIGS. 24-26. The duct is configured to direct airflow into the vehicle cabin.

Each cavity 320, 322, 324 is preferably integrally formed in the substrate 312. In other words, the conduit 326, compartment 328 and duct 330 are integrally formed with the substrate 312 as one single piece.

The foam layer, indicated by reference numeral 332 in FIG. 26, is preferably disposed on the lower surface of the substrate 312, and the decorative outer cover 318 is disposed on the lower surface of the foam layer 322. Foam layer 332 and decorative outer cover 318 may be fastened in place by adhesive or any other suitable means.

Cavity 324 and air duct 330 are rounded to protrude upward from substrate 312 and to promote airflow. At one end of the air duct 330, the headliner assembly 310 includes an intake vent, indicated at 336 in FIGS. 24 to 25. The inlet 336 is disposed adjacent to the outer edge 338 of the headliner assembly 310 and air into the air duct 330 from a vehicle air conditioning system, ie a heating, ventilating and air conditioning (HVAC) system (not shown). It is configured to receive. Three vents are shown at 340 in FIGS. 25 and 26. The exhaust ports 340 are spaced apart from the intake port 336 at a mutual interval. The vents 340 are arranged in a triangular alignment and extend through the thickness of the headliner assembly 310. Exhaust 340 directs air from the vehicle air conditioning (HVAC) system into the cabin. The air duct 330 extends between and connects the inlet 336 and the exhaust port 340 to provide a gas connection between the inlet 336 and the exhaust port 340.

A directional exhaust vent resistor, indicated at 344 in FIG. 26, is rotatably mounted within each exhaust 340 and protrudes from the bottom 342 of the headliner assembly 310. The directional exhaust register 344 allows the occupant to direct air to various parts of the cabin.

Similar to the air duct 330, the conduit 326 protrudes upward from the substrate 312. Conduit 326 is configured to support wires or cables 346 that deliver electrical, light or other forms of electromagnetic radiation to various points within headliner assembly 310. More specifically, conduit 326 forms a long tube. The cross sectional shape of the conduit 326 can be any suitable shape for holding the cable 346. The headliner assembly 310 includes a cable inlet 348 proximate the outer edge 338 of the headliner assembly 310 at one end of the conduit 326. Cable inlet 348 is positioned to receive a cable 346 from the vehicle electrical or fiber optic system to the ceiling of the vehicle.

Two cable outlets, indicated at 350 in FIGS. 24 to 26, are spaced from the cable inlet 348. The cable outlet 350s is disposed adjacent each optical fixture for electrical or optical fiber indicated at 352 in FIGS. 24 to 26. In this embodiment, the fixture 352 may include, for example, an optical fiber dome or indicator light. However, in other embodiments, each fixture 352 may also include a ceiling mounted electronic accessory, such as a radio, television, computer monitor, tape deck or CD player, supported on or adjacent the headliner assembly 310. . The cable outlet 350 is disposed adjacent such fixture 352 such that an electronic or fiber optic cable can be connected to the fixture 352. The cable conduit 326 extends between the cable inlet 348 and the cable outlet 350 to connect them.

The pocket 328 supports the energy absorbing foam 334 at strategically important locations of the substrate 312. Each pocket 328 includes an inner wall 354 that encloses and seals the energy absorbing foam 334 inside the pocket 328. The foam-filled cavity 322 of the pocket 328 is aligned and spaced in such a way that it can cause an impact on the occupant's head if the occupant is subject to a sudden vertical rise requirement. Two pockets 328 of this embodiment are disposed just above the seating position for the driver and front seat occupant as shown in FIGS. 24 to 26.

The headliner assembly 310 can be constructed in accordance with the present invention by first assembling a two-piece clamshell blow mold, indicated at 356 in FIGS. 27 and 28. The mold 356 is assembled to include the cavity indicated by reference numeral 358 in FIGS. 27 and 28 to receive the melt preform 360 and shape the outer contour of the headliner substrate 312 to be formed. When assembling the mold 356, the cavity 358 of the mold 356 is shaped to complement the desired outer contour of the headliner substrate to be formed. As shown in FIGS. 27 and 28, the cavity 358 also includes enlarged areas 362, 364, 366 corresponding to respective cavities 320, 322, 324 to be formed in the substrate 312. Consists of. An additional cavity forms an air passage, indicated at 370 in FIGS. 27 and 28 at one end of the mold 356 when the two halves are joined together. The air passage is configured to receive an air injector, such as blow pin 374. The air passage 370 branches into the enlarged areas 362, 364, 366 of the cavity 358 of the mold 356 so that air can be injected from the air injectors into the respective enlarged areas 362, 364, 366. .

Once the mold 356 is assembled, the melt preform 360 is injected downward into the cavity 358 in the blow mold 356 through the open half molds. As shown in FIG. 27, the preform extrusion die 372 extrudes the preform into an elliptical hollow tube. The half molds are then closed together around the tubular preform 360 to tighten together the opposite walls 363, 365 of the extrudate along the outer boundaries of the enlarged areas 352, 364, 366. Compressed gas is then injected into the cavity central area 367 of the molten tubular preform 360 so that the preform 360 is in the enlarged areas 362, 364, 366 of the cavity 358 of the mold 356. Allow to swell in The compressed gas also causes the preform 360 to expand in the gas passage 370 to conform to the contour of the gas passage 370 indicated by reference numeral 380 in FIGS. 24 to 26A. After the cavities 320, 322, 324 are formed in the preform 360, the blow pin 374 is taken out of the preform 360.

The preform 360 may then be cured to suit the desired shape of the headliner substrate 312. Blow mold 356 is then opened and headliner substrate 312 is removed. Following curing and removal of the headliner substrate 312, the foam layer 332 is attached to the lower substrate surface 316 by adhesion, and the decorative outer cover 318 or skin is adhered to the foam layer 332 by adhesion. Is attached to the lower surface of the. Alternatively, the decorative outer cover 318 and foam layer 332 may be integrally combined and placed in the blow mold 356 prior to or during molding. Alternatively, the outer cover 318 and foam layer 332 can be coextruded at the same time as the multilayer preform.

As shown in FIG. 26, the foam 334 is filled by inserting the nozzle portion 376 of one or more foam forming machines into the pocket cavity 322 and filling the pocket cavity 322 with the foam 334. Provided in pocket cavity 322. Preferably, the foam is a urethane foam produced by a reaction injection molding process. This may be accomplished before or after removing the headliner substrate 312 from the mold 356. Foam injection may be performed instead of gas injection when forming pocket cavity 322 rather than after gas injection and pocket cavity formation. Once the foam injection is complete, the foam injection nozzle 376 can then be withdrawn from the foam cavity 322 and the foam 334 can be cured.

29 and 30, there is shown a molded automotive instrument panel installed in an automobile body designated by reference numeral 411. The instrument panel 410 has an opening 412 on the driver's side for installation of an instrument cluster (not shown) and an airbag deployment door 414 having a rectangular but desired shape in this embodiment on the tidal side, in this case All or part of the perimeter of the door 414 is formed by a brittle tear seam 416 molded into the instrument panel. Tear seam 416 is known to those skilled in the art to conceal the tare seam as known in the art by grooves on the panel surface or similar grooves on the back of the panel as shown, or to form an integral but brittle tare seam. It may be formed by other known methods. When installed in the vehicle body 411, the instrument panel covers the airbag system 418 located behind the instrument panel immediately after the airbag door 414 and mounted to the sheet metal portion 420 of the vehicle body. The airbag system 418 is a conventional type of system that includes an inflatable airbag 422, an inflator 424, and an impact sensor 426, and the shock sensor 426 triggers the ignition of the inflator in the event of a vehicle impact. Deploy the airbag directly in front of the occupant seated toward the space 428.

Instrument panel 410 is an injection molded one-piece part having a generally uniform wall thickness, and may be formed of a first plastic material and preferably a commercially available thermoplastic material such as polypropylene, polycarbonate and styrene-maleic anhydride. The material is formed and provides sufficient rigidity so that the panel located immediately after the windshield (not shown) is self-supported to maintain the desired shape and has sufficient heat resistance to deformation by heat of the vehicle interior environment. The grooves forming the tear seam 416 are made to a sufficient depth with respect to the wall thickness of the instrument panel and the strength of the plastic material, the wall being torn by the force of the inflating airbag acting against the back of the airbag door and from the instrument panel. Once separated, they are sufficiently weakened to form openings 430 for deployment of the airbag shown in FIG. 33 and described in more detail below.

The cover assembly 410 is fastened to a portion of the vehicle body 11 at various locations other than the airbag area, one of such locations is shown in FIG. 30, which is provided by the sheet metal screws 432 of the panel under the airbag door. The lower edge is fastened to the sheet metal portion 434 of the vehicle body. Similar screws and other conventional types of fasteners may also be used at other locations outside of the airbag door area to securely fasten the cover assembly in place in the vehicle body.

The airbag door 414 of the instrument panel 410 is individually fastened to the vehicle body by an elongate mounting / hinge flange 436, which flange 436 is integrally molded with the rear inner surface of the door and is shown in FIGS. 29-31. As can be seen, it generally extends horizontally adjacent the upper edge along its entire length. The flange 436 extends a distance to the inside of the door and terminates with a flat rectangular angled horizontally extended distal end 440, the distal end 440 of which the entire length is connected to the sheet metal part 444 of the vehicle body by the bolt 442. It is fastened. In addition, the flange 436 is formed with a uniform thickness and can act as a cantilever hinge to normally provide an open movement to swing out of the door when the door is detached from the instrument panel along the tear seam for airbag deployment. Prior to such airbag removal, the flange 436 acts to fasten the instrument panel to the airbag door of the vehicle body and also supports the airbag door against pushing force from the occupant, otherwise the door is pushed inward to tare the seam. Can be separated from the cover assembly along.

The flange 436 is designed to normally hinge and hold the airbag door 414 to the vehicle body during open movement outward when the tear seam 416 is torn by the force of the inflating airbag, and is connected to the vehicle body 411. Acts as a first tether for the door 414 to hold. In doing so, when the flange portion 438 is bent to swing the door, the flange 436 is subjected to high stress at the seam 446 with the door. The material of panel 410 and thus the flange 436 is flexible in a limited temperature range, including normal operating temperatures (eg, zero or more) for most vehicle applications. However, a commercially available typical plastic material suitable for instrument panels in the first application is brittle at very low temperatures below -20, extending horizontally between the flange 438 and the door under the force of an inflating airbag. The lower main portion 448 of the door, which bends outward relative to the seamless seam 446, can be crushed or broken in this high stress zone and thrown into the cabin. The strategic addition of a long, flexible supplemental tethering hinge 450 prevents this very cost-effectively, while the tethering hinge 450 opens the door when high stressed areas are broken by brittleness of the instrument panel material. To maintain, the flexibility and ductility are relatively greater and more efficient than the plastic material of panel 410 at temperatures substantially lower than the temperature of the material of instrument panel 410 brittle. Such hinge 450 materials include, for example, thermoplastics such as polyvinyl chloride, coated nylon and kevlar, thermosetting materials such as polyurethanes and polyesters, metal mesh screens, and fibers or cotton, hemp, etc. formed from plastic materials. There is a woven fabric of natural fibers.

According to the embodiment of FIGS. 29-33, the flexible tethering hinge 450 extends substantially the entire length of the mounting / hinge flange 436 (see FIG. 31) horizontally, one of the critical fracture zones 446. It is fastened to a flat portion 438 of the mounting / hinge flange located remote from this potential fracture zone by a fastening means such as rivet 454 along one horizontal edge 452 of the hinge 450 on the side. . The tethering hinge 450 is potentially vulnerable to the airbag door portion 448 by fastening means that cannot be observed on the outer surface of the door along the other horizontal edge 456 parallel to the edge 452. It is fastened to the inner surface of the. For example, the latter fastening means is a high temperature pressurized boss 458 provided on the inner surface of the door shown in FIGS. 30, 31 and 33 by being integrally molded or friction welded, or the fastening means obscured in FIG. It may be the cut adhesive 460 shown. Examples of suitable adhesives for this purpose are polyurethanes and polyolefins. Both edges 452 and 456 are preferably used when fastening both edges 452 and 456 of the tethering hinge respectively using rivets and bosses and employing a woven fabric as the tethering hinge as described above. It has one or more corrugations to increase the strength at the point of attachment to the mounting / hinge flange 436 and the potential breaking door portion 448. If an adhesive is used to fasten the tethering hinge of the woven fabric to the door, the edge 452 is preferably used to enhance attachment to the mounting / hinge flange 436 by rivets 454 or other suitable mechanical fasteners. Only one or more pleats are provided.

The middle portion 462 of the edges 452, 456 at the tethering hinge 450 spans the potential shredding zone 446 and bends when a door failure occurs, as shown in FIG. 33, thereby destroying the door portion. The 448 can continuously swing outward to deploy the airbag while being held by the vehicle body. The intermediate portion 462 of the flexible tethering hinge 450 is preferably provided with outward corrugations 463 in the installation shown in FIG. 30, with the corrugations 463 being mounted / hinge flanges with the door portion 448. When broken from 436, it unfolds as shown in FIG. 33, minimizing the amount of elongation between attachment means 454 and 458 or 460 required for the tethering hinge to allow deployment of the airbag while retaining the destroyed door portion on the vehicle body. do.

According to another embodiment of the invention shown in FIGS. 34-37, an additional tethering hinge 450 ′ made of a second plastic material different from the plastic material for panel 410 is separate from the panel 410. Is molded or formed. The structure of the panel 410, the vehicle support structure 411 and the airbag system 418 may be the same as the structure of the first embodiment of FIGS. 29-33 described above, and therefore, the same reference numerals are used for those components. Let's do it.

The second plastic material of the additional tethering hinge 450 'is a material that exhibits relatively greater flexibility or ductility than the material for panel 410 at temperatures below the temperature at which the plastic panel material becomes unacceptable and brittle. Suitable plastic materials for further tethering hinges 450 'include polyolefin elastomers, polyurethane elastomers, polyester elastomers, silicone or rubber modified plastics. However, the means and method for attaching the hinge 450 'to the panel are different from the means and method of the first embodiment described above.

As schematically shown in FIG. 37, the panel 410 and the tethering hinge 450 ′ are formed separately from one another (eg, each molded from the first and second plastic materials described above) and then in subsequent welding operations. They are bonded to each other, and the welding operation causes the panel 410 and the tethering hinge 450 'to be permanently welded to each other.

As shown in Fig. 34, the hinge 450 'covers one surface of the flange 436 adjacent to the door 414 of the panel 410 in its preferred structure, and the hinge 450' It is a sheet-like member having a substantially matching flange portion 452 '. Hinge 450 'may be formed by sheet lamination, by injection molding, or by other known molding techniques, such as compression molding, vacuum molding, or the like. The hinge 450 'also includes an integral door portion 456' that has at least a hinge 450 such that the door 414 has approximately the same size and shape as the door 414 so that the door 414 bends uniformly. Extends across the inner surface of the door 414 to the extent that is present (as can be seen in FIG. 30), preferably across most of the inner surface, as shown in FIG. 34. In installation, the door portion 456 of the hinge 450 'extends substantially the same as the door 414 and extends across the airbag 422 to cover the airbag 422, as can be seen in FIG. Likewise, it does not extend across the pre-formed tare seam 416, to maintain brittleness of the designed tare seam 416. Like the hinge 450 of the first embodiment, the tethering hinge 450 'has an integral middle portion 462' between the hinge and the door portions 452 ', 456', which is a flange 436. ) And spans or bridges the highly tensioned connection area 446 between the door 14 of the panel 410 and is provided for the same reasons as in the first embodiment. The fold 463 provided in the embodiment of FIG. 30 is not necessary in this embodiment because the tether is more elastic than the tether of the first embodiment.

According to a second embodiment, the preferred means and method of securing the additional tethering hinge 450 'in place on the panel 410 is by welding. In this case, panel 410 and tethering hinge 450 'are sufficiently heated to melt at their interface at the selected location, whereby two layers are welded joints, as schematically shown in FIGS. 34 and 36. In 470, they are deposited on each other. A person skilled in the plastic welding art will use a number of known welding techniques, such as ultrasonic, vibration, induction, hot plate conduction, electromagnetic radiation, microwave radiation, and high frequency welding, to join two plastic layers together. It will be appreciated that any technique may be used. The choice will depend on the availability of the equipment, the economics and the suitability of the material to be treated. Whichever technique is selected, it exhibits sufficient welding of material stiffness to withstand the load to be applied to the tethering hinge 450 'upon deployment of the airbag 422, thereby providing a bond between both the door 414 and the flange 436. Will keep.

FIG. 35 schematically illustrates a general arrangement that may be employed when welding hinge 450 'to panel 410. As shown, the tethering hinge layer 450 ′ is positioned and held in contact with the panel layer 410 by a suitable clamping fixture 472. Fixture 472 may be of a type having a fixed bottom pattern 474 and a movable top pattern 476, wherein a tethering hinge layer 450 ′ may be disposed in contact with the bottom pattern, the top pattern being a panel The door 414 and the tethering hinge 450 'layer of 410 are movable relative to the bottom pattern 474 to engage or disengage with the panel layer 410 for clamping and releasing, respectively. Of course, the particular configuration of the clamping fastening tool 472 will depend on the contours and accessibility limitations imposed by the panel 410, which also depend on the welding technique employed. In addition, when the clamping fixture 472 is easily accessible through an opening formed in the lower pattern 474 of the fixture 472 and is movable to engage or disengage with the tethering hinge layer 450 ', FIG. Access to a weld forming tool, shown schematically at 478, may be provided to develop a weld joint 470. Those skilled in the art of plastic welding will appreciate that the clamping fixtures and welding tools disclosed are merely schematic to show the general arrangements in which they may be used, and the specific configuration and arrangement of the tools may be used for the welding process used with the panel 410. Please note that it is partially described.

The particular pattern of weld joint 470 will vary depending on the requirements of the particular application. For example, FIG. 34 shows the flange 452 'of the hinge 450 joined to the flange 436 of the panel 410 and the door 456' to the door 414 of the panel 410. FIG. The employment of separate weld joints 470 at a plurality of intervals is shown. Some welds may be used. For example, if desired, all or substantial portions of the contact interface may be welded. In any case, the application of welding should be carried out so as not to adversely affect the appearance of the so-called "A class" surface of the panel exposed to the outside, the so-called user. In other words, the deployment of the weld joints 470 should be controlled so that they are not visible on Class A at the time of formation (ie there should be no defects due to melting, depression or other welding on the Class A surface).

By shaping the tethering hinge 450 'separately from the panel 410, the panel 410 and the tethering hinge 450' can be individually tested for performance before bonding, and the panel 410 Further simplifying the application of the tethering hinge material 450 'to the back, and more specifically, the panel 410 contacts the panel 410 and makes it difficult to form the tethering hinge 450' in place. This is the case in applications where there is a complex contour comprising the cut area.

38 and 39 show overall as indicated by the reference numeral 510 and the cover assembly for the inflatable restraint assembly installed in the vehicle instrument panel 511. Assembly 510 includes an airbag door, generally indicated at 512 in FIGS. 38 and 39, and a rectangular rigid plastic framed collar, generally indicated at 514. The airbag door 512 is integrally formed in the collar 514 as one, ie single panel 516. Assembly 510 also includes a retainer portion 518 of instrument panel 511. A single panel 516 is attached across the opening 520 formed in the retainer portion 518 of the instrument panel 511, as shown in FIGS. 38 and 39. FIG. A foam layer, shown at 519 in FIG. 39, covers the retainer 518 and the single panel 516. The skin or layer of cover material shown at 556 in FIG. 38 is exposed over the foam layer 519.

The retainer 518 has a pushed down rim, shown at 522 in FIGS. 38 and 39. The pressed down rim 522 of the retainer 518 is configured to support the collar 514 of the single panel 516. When the collar 514 is seated over the pressed down rim 522 of the retainer 518, the instrument panel retainer 518 and the outer surfaces 524, 526 of the single panel 516 are best shown in FIG. 39. It is located on the same plane as each other. Along the upper edge 528 of the rectangular opening 520 formed in the retainer portion 518 of the instrument panel 511, the pressed rim 522 forms an elongated trough 530. The elongated trough 530 has an almost U-shaped cross section with an outwardly inclined sidewall 532 as shown in FIG. 39. 39, the upper edge 534 of the collar 514 of the single panel 516 complements the elongated trough 530 shape of the pressed down rim 522 of the retainer 518. Formed. Retainer 518 may have gussets 536 that support elongated trough portion 530. The reinforcement plate 536 is a hinge portion 538 in which the airbag door 512 is incorporated with the collar 514, not at the retainer 518 where the long trough 530 is incorporated with the enclosing portion 540 of the retainer 518. Help to ensure that bending occurs in a single panel 516 in FIG.

The thickness of the airbag door portion 512 of the single panel 516 is less than the thickness of the collar 514 except where the airbag door 512 has a substantially U-shaped area 542 of increased thickness. The increased thickness region 542 is formed by elongate elongations formed integrally of the material having a trapezoidal cross section, as shown in FIG. This thickness increasing region 542 forms a soft area or one side of the fragile tear seam shown at 544 in FIGS. 38 and 39. Thickness increase area 542 helps to limit tearing and / or failure to tear seam 544. The tear seam 544 of the single panel 516 forms at least part of the contour of the airbag door 512. Tear seam 544 is configured to help induce tearing and / or breakage under airbag inflation force. In the embodiment of FIGS. 38 and 39, tear seams 544 are formed on the inner side of single panel 516. However, in other embodiments, tear seams 544 may optionally be provided on the outer side 526 of the single panel 516.

Tear seam 544 is a unitary or " living " shown at 538 in FIGS. 38 and 39 between the U-shaped top end where the airbag door 512 is hinged around after being torn and / or opened by the deployable airbag. Except for the hinge part, it forms a U-shape with rounded corners. In other embodiments, the tear seam 544 may take other suitable shapes, such as rectangular or circular, and may or may not have an integral hinge portion.

Tear seam 544 is formed during unitary molding of single panel 516. However, in other embodiments, the tare seam 544 may instead be gas-assisted injection molding, other methods such as machining using computer statistical control equipment (CNC), laser scoring, or the like. It may be formed by any suitable method known in the art.

The single panel 516 has a high temperature pressurized boss 546 extending integrally from the back side of the collar portion 514 of this single panel 516. The hot press boss 546 is integrally formed with the single panel 516, but in other embodiments may be post applied by any suitable attachment method.

In the depressed rim 522 of the retainer 518 the rectangular opening 520 of the retainer 518 is surrounded by a row of small through holes constructed and positioned to receive the hot press boss 546. The boss 546 is hot pressed to form a head on the inner side 550 of the pressed down rim 522 of the retainer 518 as shown in FIG.

In other embodiments, other suitable fasteners, such as pop rivets, may be used in place of the hot press boss 546 to attach the collar portion 514 of the single panel 516 to the retainer 518. For example, FIG. 40 shows a fastener 552 in which the through holes extend in both the single panel 516 and the retainer 518.

The single panel 516 also has an elongated ridge 554 extending integrally from the outer side 526 of this single panel 516. Ridge 554 has a square cross section, the vertical side of which extends vertically outward from the outer surface of collar 514 opposite to tare seam 544. Ridge 554 runs parallel to the tear seam 544 of the single panel 516 and is provided to reduce foam thickness along adjacent lines. Reduced foam thickness lines induce foam layer breakage and help to reduce foam layer breakage when the airbag door is forcibly opened.

As best shown in FIG. 39, a foam layer 519 is disposed over and attached to the outer side 524 of the instrument panel retainer 518 and the outer side 526 of the single panel 516. Skin 556 is disposed over and attached to the outer side 525 of the foam layer. Since the outer sides of the retainer 518 and the single panel 516 are coplanar with each other, the presence of the single panel 516 does not cause disruption to the smooth outer A class surface of the epidermis. In other embodiments, the epidermis 556 may be vulnerable along either the inner or outer surface of the same outline as the tare seams 544 and / or ridges 554, or with styling grooves or Other features that confirm the location to the vehicle owner.

In the present embodiment, the trim panel configured to support the single panel 516 is the instrument panel 511. However, in other embodiments, the single panel 516 may be configured to be mounted to another vehicle panel.

Single panel 516 may include any plastic material, including polyurethane (PU), thermoplastic elastomer (TPE), thermoplastic urethane (TPU), thermoplastic olefin (TPO), or polyester. Retainer 518 is acrylonitrile-butadiene styrene trimer (ABS), styrene-maleic anhydride copolymer (SMA), polyphenylene oxide (PPO), polypropylene (PP), polyurethane (PU) or polycarbonate It may include certain plastic materials including (PC).

In practice, cover assembly 510 is constructed by first forming instrument panel retainer 518 and single panel 516. The single panel 516 is formed by injection molding and has a hot press boss 546 and a ridge 554. The skin 556 is formed by either vacuum forming or spraying as a cast shell. Foam layer 519 is formed by foam-in-place, that is, injection foam between retainer 518 and skin 556.

The instrument panel retainer 518 is formed by injection molding or by any method, and has a rectangular opening 520 and an opening 540 for accommodating the hot pressing boss 546. A single panel 516 is then assembled to the instrument panel retainer 518 at one location spanning the rectangular opening 520. The panel 516 is assembled to the instrument panel retainer 518 by first inserting the hot press boss 546 into a small through hole 548 formed in the pressed down rim 522 of the retainer 518. When the panel 516 is seated in the lowered rim 522, the tip of the hot pressing boss 546 protrudes from the through hole 548. Then, the protruding tip of the hot pressing boss 546 is hot pressing, that is, melted to form a head. The skin 556 is then placed into the mold along the assembled retainer 518 and the single panel 516 and the foam is injected into the mold between them.

By simultaneously integrally molding an instrument panel and an airbag cover comprising an integral airbag deployment door with the same commercially available material, styling can be improved, cost can be reduced, and quality can be improved. . This ensures that the safe and reliable operation of any airbag deployment door still remains to some extent at a reasonable price, even if the resin material is not suitable for it, without giving up the requirements of conventional materials for the instrument panel.

Claims (15)

A headliner assembly for lining the ceiling of a vehicle cabin, A substrate mounted to the vehicle in a position covering the lower surface of the cabin ceiling, the substrate having an upper substrate surface and a lower substrate surface disposed opposite the upper substrate surface, the substrate comprising a moldable material; And And a cavity formed in the substrate between the upper substrate surface and the lower substrate surface to distribute air in the cab or support electrical wiring and foam. The method of claim 1, The cavity has an air duct, The headliner is an inlet positioned to receive air from the vehicle air conditioning system, optionally a directional exhaust register disposed in the exhaust opening, and a headliner to direct air from the vehicle air conditioning system into the cabin at intervals from the intake. And an exhaust port disposed at the bottom of the assembly, wherein the air duct extends between the intake port and the exhaust port to provide a gas connection between the intake port and the exhaust port and connects the intake port with the exhaust port. . A substrate mounted to the vehicle in a position covering the lower surface of the cabin ceiling, the substrate having an upper substrate surface and a lower substrate surface disposed opposite the upper substrate surface, the substrate comprising a moldable material; And a cavity formed in the substrate between the upper substrate surface and the lower substrate surface to distribute air in the cabin or to support electrical wiring, foam, and the like, the method comprising: Providing a blow mold having a contour shaped to complement a desired outer contour of the headliner substrate to be formed, the contour including an enlarged area corresponding to the desired cavity position on the substrate to be formed; Providing a molten preform into the hollow of the blow mold; Injecting gas into the melt preform to expand the melt preform to conformally contact the contour of the blow mold; Curing the molten preform in a headliner substrate; And Removing the headliner substrate from the blow mold. The method of claim 3, The step of providing a molten preform comprises (i) providing a molten preform between open half molds of a two-piece blow mold, and (ii) melting two half blow molds prior to the sufficient expansion step. And closing it around the molding. The method of claim 1, The cavity is formed by a long conduit, The conduit is disposed adjacent to a cable inlet positioned to receive electrical or fiber optic wiring from the vehicle electrical or fiber optic system into the conduit, and a fixed fixture supported on the headliner assembly at a distance from the cable inlet. And a cable outlet for connecting to the fixture, the headliner assembly extending between the cable inlet and the cable outlet and connecting the cable inlet and the cable outlet. The method of claim 1, Further comprising a foam disposed inside said cavity, said foam preferably comprising an energy absorbing foam or a sound energy absorbing foam. The method of claim 1, And the cavity includes an inner wall covering a foam disposed inside the cavity. The method of claim 1, A headliner assembly comprising a plurality of foam filled cavities arranged in alignment at a spaced position. The method of claim 1, And the cavity is integrally formed in the substrate. The method of claim 1, Headliner assembly, characterized in that the decorative cover is disposed on the lower substrate surface. The method of claim 1, And a foam layer disposed on the lower substrate surface, wherein the decorative cover is selectively disposed on the lower surface of the foam layer. The method of claim 3, The step of providing a molten preform comprises (i) providing a molten preform between the open half molds of the two-piece blow mold, and (ii) providing a foam layer to the lower surface of the substrate and providing a layer of cover material. Providing to the bottom surface of the foam. The method of claim 3, The molten preform providing step includes (i) providing a molten preform between the open half molds of a two-piece blow mold, and (ii) providing a foam inside the cavity, wherein the foam providing step i) inserting one end of the nozzle into the cavity; ii) injecting the foam through the nozzle into the cavity; And iii) withdrawing the nozzle from the cavity. The method of claim 3, And providing the molten preform comprises extruding the molten preform. The method of claim 3, The melt preform expansion step, (i) inserting the blow pin into the molten preform; (ii) injecting gas into the preform through the blow pin; And (iii) removing the blow pin from the preform.

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