WO2005021362A1

WO2005021362A1 - Integrated vehicle instrument panel

Info

Publication number: WO2005021362A1
Application number: PCT/CA2003/001271
Authority: WO
Inventors: Glen Simonds; Len Miller; Paul Stuckless; Joseph Wang; Michael James Best; Ray Ciplijauskas; Changize Sadr; Ali Totonchian; Howard Adams
Original assignee: Meridian Technologies Inc.; Abc Interior Systems Inc.
Priority date: 2003-08-28
Filing date: 2003-08-28
Publication date: 2005-03-10
Also published as: CA2534482A1; AU2003257346A1

Abstract

An integrated vehicle instrument panel (24) comprises a light weight non-ferrous metal alloy instrument panel support (26) having a passenger compartment side and an engine side, and a fascia member (32) applied to the passenger compartment side of said instrument panel support. The fascia member may comprise a cushioning means (34) and a skin member (36), or alternatively, a moulded shell. Methods are provided for producing the integrated instrument panel.

Description

INTEGRATED VEHICLE INSTRUMENT PANEL

TECHNICAL FIELD

The present invention relates to an instrument panel support structure for motor vehicles. The support structure extends across the motor vehicle and supports a steering column, a glove box, an instrument cluster, a passenger compartment side air bag and various other instrument panel components in the vehicle cockpit.

BACKGROUND OF THE INVENTION

The instrument panel reinforcement structure is the part of a motor vehicle extending between left and right A-pillars of the vehicle frame at the forward extreme of the front of the passenger compartment. Various components mounted on the instrument panel reinforcement structure include a steering column assembly, a glove box, a passenger compartment side air bag, an instrument cluster, an entertainment information system, a heating/ventilation/air conditioning ("HVAC") unit with associated ducts, a wire harness, electrical modules and fascia.

In the prior art, different types of instrument panel structural reinforcement assemblies for motor vehicles have been manufactured from various materials. For example, steel tube or steel stamping assemblies have been mounted between pillars on either side of the front of the vehicle as support beams. Numerous other connecting members and mounts are then welded to the steel tubes to form assemblies for securing instruments and fascia. Steel tube supports, while still used in some vehicles, have been found to add considerable weight to the vehicle, and require complex assembly procedures to secure numerous discreet components to the steel tube construction. There are typically many component pieces, each having relatively complex shapes which are stacked and attached together in a complicated assembly sequence to provide sufficient strength and structure.

Instrument panel supports have been manufactured as cast magnesium alloy structures with considerable success. Cast magnesium panels are relatively light weight and have enhanced structural stiffness in order to minimize vibration. Cast magnesium structures can be designed to integrate many of the mounts and connectors for instruments which, with the older steel tube supports, would have been welded individually to the steel tube instrument panel support during assembly of the vehicle.

Even with the use of cast magnesium instrument panel supports, there are typically further assembly steps such as the installation of vehicle substrate structures for cockpit trim and panel members. Typically the trim substrate structures are constructed of thermoplastic alloy or other materials which form the finished contours and surfaces in the passenger compartment of the vehicle cockpit. The substrate structures for cockpit trim and panel members do not add significant strength or stiffness to the vehicle structure; instead, they provide features of shape which the passenger would experience in the vehicle. Further surfacing materials may then be applied to the trim substrates to provide a desirable decorative finish. Thus, the installation of the cockpit trim and panel members adds to the time and complexity of vehicle assembly, increases the weight of the overall finished vehicle; and requires additional component parts to be sourced from suppliers and stocked for installation during vehicle assembly.

It is an object of the present invention to eliminate the retainer and trim substrate structures and, thus, eliminate the need for the installation of cockpit trim and panel members during vehicle assembly.

It is a further object of the present invention to integrate cockpit trim members with the instrument panel support and reinforcement structure.

Another objective of the invention is to provide a light weight instrument panel support structure that consumes little additional cockpit space and that is inexpensive to manufacture and to install on a mass production assembly line.

Other objects and advantages of the present invention will become apparent upon considering the following detailed description and appended claims, and upon reference to the accompanying drawings.

SUMMARY OF THE INVENTION

In accordance with the present invention there is provided an integrated vehicle instrument panel comprising a lightweight non-ferrous metal alloy instrument panel support having a passenger compartment side and an engine side, and a fascia member applied to the passenger compartment side of said instrument panel ^support. In a first embodiment of the integrated vehicle instrument panel, the fascia member further comprises a cushioning means and a skin member. In an alternate embodiment, the fascia member may be a moulded shell.

A method for producing an integrated instrument panel for use in a vehicle comprises the steps of forming a light weight non-ferrous metal alloy instrument panel support having a passenger compartment side and an engine side, and applying a fascia member to the passenger compartment side of the light weight non-ferrous metal alloy casting. The forming step and the applying of the fascia member need not be carried out by the same manufacturer or even closely together in time. Thus the present invention also includes the method of producing an integrated instrument panels for use in a vehicle comprising the steps of selecting a light weigh non-ferrous metal alloy instrument panel support having a passenger compartment side and an engine side, and applying a fascia member to the passenger compartment side of the light weight non-ferrous metal alloy casting.

In a first embodiment, the method of applying a fascia member further comprises the steps of attaching a cushioning means to the light weight non-ferrous metal alloy instrument panel support at selected positions and to a skin member at selected positions such that the skin member and cushioning means overlay selected portions of the light weight non-ferrous metal alloy instrument panel support.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 is a line drawing of a partial section of a vehicle showing the relative positions of an A-pillar, the engine compartment, the passenger compartment and the instrument panel;

Figure 2 is an exploded view of a typical prior art instrument panel assembly; Figure 3 is an exploded view of an instrument panel assembly constructed with an integrated instrument panel according to a preferred embodiment of the present invention;

Figure 4 is a perspective view of an integrated instrument panel partially cut away to show detail of underlying structures.

Figure 5 is a sectional view taken along line 5-5 of a portion of the integrated instrument panel of Figure 4;

Figure 6 is a sectional view analogous to the sectional view of Figure 5 but depicting an alternative embodiment of the present invention.

DETAILED DESCRIPTION

Figure 1 is a simplified sectional representation of the front end of an automobile 1 to provide a basic reference demonstrating the position of the instrument panel 2 relative to the vehicle. The bumper 3 is located at the extreme front of the vehicle 1. Behind the bumper 3 is the engine 4 contained within an engine compartment. The rear of the engine compartment is separated from the vehicle passenger compartment 5 by a dash panel 6, a structure also commonly referred to as the fire wall. The major structural supporting elements near the front of the vehicle frame are the A- Pillars, one of which is shown in Figure 1 by reference numeral 7. The instrument panel 2 protrudes into the vehicle passenger compartment 5 to provide the occupants with easy access to the vehicle instrumentation. The structures of particular interest in the present invention are those which occupy the positions rearward of the engine 4 compartment.

Figures 2 and 3 are exploded views of the instrument panel assembly components which would be mounted to an instrument panel reinforcement structure extending between the A-pillars 7 of the vehicle located behind the engine 4 compartment and extend rearwardly to include the instrument panel within the passenger compartment 5. A comparison of Figure 2 and Figure 3 serves to demonstrate the positioning of the an integrated vehicle instrument panel in the context of the manufacturing sequence of the front end of an automobile and the structural simplification which can be realized through the construction of a vehicle instrument panel with an integrated fascia member. Throughout the present description, like structures will be assigned the same reference numeral in each drawing figure. In both of Figure 2 and Figure 3, reference numeral 12 refers collectively to the vehicle ducting system. The HVAC unit 14 is located behind the ducting system.

The instrument panel support assembly of a prior art conventionally manufactured vehicle is depicted in Figure 2. The cross-car instrument panel support is identified by reference numeral 16. The traditional construction of the instrument panel support 16 is to have a cross car structure, (often steel) for support of key items such as the steering column, airbag, and HVAC unit. Alternatively, the instrument panel support 16 may be constructed from cast magnesium. Energy absorbing (EA) brackets 18 are mounted to the instrument panel support 16 in a manner which permits them to deform in response to an impact in the event of a collision, in order to protect the knees of a passenger from impacting on a solid structure. A trim substrate structure 20 is mounted to the instrument panel support 16. The trim substrate structure 20 provides the features of shape which would be recognizable in passenger compartment of the vehicle, including the dashboard and openings for cockpit accessories such as the instrument cluster 22. The trim substrate structure 20 may be constructed from thermoplastic alloy plastic or similar materials. It is typically a thermoplastic moulded component. The trim substrate structure 20 does not add significant strength or structural stiffness to the vehicle per se. Accordingly, the trim substrate structure 20 would not alone be able to support the various cockpit instruments and accessories if it were not mounted to the instrument panel support 16. The substrate structure 20 may have a grained thermoplastic finish. Alternatively, a covering (not shown) such as a skin and foam may be placed over the trim substrate structure 20 to provide an aesthetically pleasing surface within the passenger compartment.

An assembly in accordance with the present invention is shown in Figure 3. There is no structure which directly corresponds to the cross car instrument panel support 16. There is also no structure which directly corresponds to the trim substrate structure 20. In accordance with the present invention, the cross car structure is integrated with the first surface substrate into a single component to which a skin and foam covering is applied to create an integrated vehicle instrument panel shown generally by arrow 24.

With the integrated vehicle instrument panel 24 of the present invention, it is estimated that approximately 5-7 kilograms of weight savings may be realized over traditional assemblies which employ the use of trim structure substrates. Of course, the particular weight saving is variable with the overall size of the vehicle and the desired instrument panel dimensions.

The use of an integrated vehicle instrument support panel eliminates the tolerance stack up which would otherwise have been required to assemble a plurality of component parts. The result of datuming the components into a single common part is an improvement in the level of fit and finish in the integrated instrument panel. Additionally, because of the tight tolerances achievable in die casting or thixo- moulding processes, component parts that are related to, but not contained within, the integrated vehicle instrument panel 24 may be located closer thereto, enabling the creation of additional space within the vehicle compartment. The extent of integration can be made dependent on the design or assembly philosophy of the manufacturer or supplier of the components.

The benefits of integrating the cross car structure with the instrument panel surface substrate include a reduction in the cost of purchased components. While the cost of the structural substrate may be greater than the cost of traditional steel tube or cast magnesium cross car structures, the cost of a discrete moulded thermoplastic substrate structure is eliminated. The costs of moulding a separate trim substrate are reduced.

As shown in Figures 3-4, the integrated vehicle instrument panel 24 comprises a light weight non-ferrous metal alloy instrument panel support 26 having a passenger compartment side 28 and an engine compartment side 30. In the preferred embodiment of the present invention, the instrument panel support is formed by casting, though other methods of forming can be used within the scope of the present invention. It will be understood by those skilled in the art that a variety of non-ferrous metal alloys may be used to form a instrument panel support. Preferred lightweight non-ferrous metals for the casting of the instrument panel support are selected from the group comprising, aluminium, and magnesium. In the preferred embodiment of the present invention, magnesium alloys of the AM series are preferred for casting the instrument panel support structure 26. A person skilled in the art would readily determine preferred magnesium alloys from which to cast the instrument panel support structure 26. The shape of the integrated vehicle instrument panel 24 can be designed to provide the desired cockpit shape by modifying the shape of the passenger compartment side 28 of the instrument panel support 26.

The forming step and the applying of the fascia member need not be carried out by the same manufacturer or even closely together in time. Thus, it should be understood that the present invention also includes the method of producing an integrated instrument panel for use in a vehicle comprising the steps of selecting a light weigh non-ferrous metal alloy instrument panel support having a passenger compartment side and an engine side, and applying a fascia member to the passenger compartment side of the light weight non-ferrous metal alloy panel support.

As shown more clearly in Figures 4 and 5, a fascia member 32 is integrally attached to the passenger compartment side 28 of said instrument panel support 26. The integration of the instrument panel support 26 with a fascia member 32 is the principle in the present invention. It should be understood that there could be significant variation in the types and characteristics of fascia members 32 contemplated within the scope of the present invention. Different types of interior finishes are desirable within the automotive industry and choices between finishes will be made in accordance with the price point and style of a particular vehicle. For example, in luxury vehicles consumers may prefer padded instrument panels with a leather-look or other stylish finished appearance. Integrated vehicle instrument panels 24 can be manufactured with fascia members 32 to provide these characteristics. More basic, low cost vehicles, may employ fascia members 32 with grained moulded thermoplastic alloy or other simple finishes.

In accordance with one embodiment of the present invention, the fascia 32 member further comprises a cushioning means 34 and a skin member 36. The method for producing an integrated instrument panel 24 for use in a vehicle requires the steps of forming a light weight non-ferrous metal alloy instrument panel support 26 having a passenger compartment side 28 and an engine side 30 and applying a fascia member 32 to the passenger compartment side 28 of the light weight non-ferrous metal alloy instrument panel support 26. As discussed above, in one of the preferred embodiments, the fascia member 32 comprises a cushioning means 34 and a skin member 36. The fascia member 32 is applied to the instrument panel support 26 by the steps of attaching the cushioning means 34 to the light weight non- ferrous metal alloy instrument panel support 26 and to the skin member 36 at selected positions such that the cushioning means 34 and skin member 36 overlays selected portions of the light weight non-ferrous metal alloy instrument panel support 26. The fascia member 32 could be mechanically or chemically bonded to the cast light weight non-ferrous metal alloy with a geometry matching the desired profiles of the passenger compartment side 28 of the instrument panel support 26. Suitable thermoplastic alloy resins such as polyvinyl chloride ("PVC") or thermoplastic olefin, ("TPO") or others, can be vacuum formed or slush moulded in an initial process to produce a skin with the desired visible surface geometry. A formed skin member 36 is placed into a open or closed pour foam mould along with the instrument panel support 26. Foaming agents are introduced into the mould to produce a cushioning means 34, typically a foam section, on the passenger compartment side 28 of the instrument panel support 26. A person skilled in the art would readily determine preferred foaming agents to generate a foam having desirable resiliency characteristics to function as a cushioning means. The cushioning means 34 may vary in thickness across the instrument panel support 26 depending on the desired geometry. Secondary finishing operations such as trimming, painting, etc. may be completed following the foaming operation. In an alternative embodiment of the present invention, the fascia 32 member further comprises a cushioning means 34 and a skin member 36 which are integral with one another. A self-skinning foam material such as polyurethane may be used to create the fascia 32. Accordingly, the method of manufacture of the fascia 32 in this embodiment employs the introduction of a single a self-skinning foam into the mould rather than two step skin and foam process.

In a further embodiment, a fascia 32 member having a cushioning means 34 and a skin member 36 could be formed in a single step. A spray-in skin member 36 having a geometry matching desired the desire surface 28 profile may be produced directly in the foam mould. Following creation of skin member 36, the instrument panel support 26 may then be placed in an open or closed pour foam mould and foaming agents introduced to produce a foam section (the cushioning means 34) between the skin member 36 and the surface 28 of the instrument panel support 26 which may vary in thickness across the part depending on the desired geometry. Secondary finishing operations such as trimming, painting, etc. may be completed following the foaming operation.

As shown in Figure 6, in an alternative embodiment the fascia member 32 may be formed as a shell 38. The fascia shell 38 may be formed from various hardnesses of thermoplastic alloy, rubber, fibre or composite materials.

A thermoplastic alloy resin may be processed through an injection moulding machine into a mould to produce the fascia shell 38. Alternatively, a fascia shell 38 could be formed by blow moulding, rotational moulding, vacuum-forming, thermal forming, insert moulding or compression moulding an outer shell. Additional variations may be achieved through the use of subsequent finishing steps which may include a fabric or other covering, a film or paint coating either in a single or multiple layer. The subsequent finishing may be produced using the injection moulding process, a variation such as "LPIM" or in secondary operations.

In yet another alternate embodiment, all or a portion of the fascia member may be formed by directly wrapping the light weight non-ferrous metal alloy instrument panel support 26. The wrap material may be held in place with an adhesive or by mechanical fastening means. The wrap material may be selected form the group comprising fabric, thermoplastic alloy skin, or laminates thereof.

The fascia member comprising the hard thermoplastic alloy shell 38, is attached to the passenger compartment side 28 of the instrument panel support 26 using suitable attachment means. The fastening can be accomplished by a step in which the hard shell fascia member 32 is adhered to the light weight non-ferrous metal alloy instrument panel support using a suitable adhesive (not shown). Alternatively the fastening step comprises the step of attaching the fascia member 32 to the light weight non-ferrous metal alloy instrument panel support using a fastening means as shown at reference numeral 39. A person skilled in the art would recognize that various suitable fastening means such as mechanical attachment clips, stakes or similar fasteners could be used, as could integrated attachment features. It may even by desirable for aesthetic reasons to leave portions of the passenger side 28 of the light weight non-ferrous metal alloy instrument panel support 26 exposed within the passenger vehicle compartment to permit occupants to see a metallic finish on the instrument panel. In these localized areas secondary finishes such as clear coat, single component or multiple component paint may be applied over the alloy to create a desired colour, gloss, appearance and feel and texture of the integrated instrument panel.

The shape, configuration, and materials of vehicle cockpit structures, including the instrument panel are determined in accordance with government issued safety guidelines. For example, in the USA the Federal Motor Vehicle Safety Standards dictate required performance levels and standards for head impact loading in a crash context and many other parameters. The integrated vehicle instrument panel according to the present invention can be constructed in a manner which will integrate impact absorbing members or cast features, often referred to as Energy Management Counter Measures ("EMCM's"), in order to comply with applicable impact safety guidelines. The primary requirement for EMCM's is that they provide an element of "give" in order to increase the time between initial impact of a moving object against a rigid surface and the full stop of the object. Thermoplastic alloy resin can be processed through an injection moulding machine or a blow moulding machine into a mould to produce a EMCM having a desired shape and physical characteristics to function as a counter measure and which can incorporated into an integrated instrument panel 24. Alternatively, EMCM's can be created from metal that is stamped or formed to create an expanded mesh or honeycomb etc. which would deform on impact. It is also possible to make EMCM's from polypropylene expanded beads or moulded structural foam. Even paper or other materials may be processed into round or rectangular tubular wound composites from which to construct EMCM's. The EMCM's 40 can then be incorporated into the integrated vehicle instrument panel 24, preferably between the passenger compartment side 28 of the instrument panel support 26 and the fascia member 32 to secure the EMCM's in place at pre-determined locations where passenger impact with the instrument panel support may be likely to occur in the event of a crash. A person skilled in the art would recognize that the incorporation of the EMCM could be accomplished using various attachment means such as mechanical attachment using clips, integrated attachment features, adhesives, staking or similar fasteners to attach the EMCM to the instrument panel support 26. Alternatively, the EMCM could be floated between the instrument panel support 26 and the fascia member 32 secured by friction. The cast light weight non-ferrous metal alloy structure may also include EMCM features integrated into its primary design.

While the invention has been described in terms of preferred embodiments, it will be understood, of course, that the invention is not limited thereto since modifications may be made by those skilled in the art, particularly in light of the foregoing teachings.

For example, it will be understood by those skilled in the art that a variety of light weight non-ferrous metal alloys may be used to form a instrument panel support by several forming methods. Thixo-moulding methods could be used to form the instrument panel support from aluminium and magnesium alloys. Thixo-moulding is the injection moulding of metal alloys utilizing a process similar to plastic injection moulding. The process produces thin walled, net or near net shape parts to tight tolerances.

Also by way of example, a method of manufacture of the integrated support panel member by the application of the fascia member to the instrument panel support might be accomplished by the steps of applying a cushioning means to selected portions of the passenger compartment side of the instrument panel support and then attaching a skin member at selected positions such that the skin member overlays the cushioning means and selected portions of the instrument panel support. Accordingly, the scope of the present invention is limited only by reference to the following claims.

Claims

What is claimed is:

1. A method for producing an integrated instrument panel for use in a vehicle, the method comprising the steps of: a. forming a light weight non-ferrous metal alloy instrument panel support having a passenger compartment side and an engine side; and b. applying a fascia member to the passenger compartment side of the light weight non-ferrous metal alloy instrument panel support.

2. The method of claim 1 , wherein the step of applying a fascia member comprises the steps of: a. attaching a skin member to the light weight non-ferrous metal alloy instrument panel support casting at selected positions such that the skin member overlays selected portions of the light weight non-ferrous metal alloy instrument panel support; and, b. inserting a cushioning means between selected portions of the passenger compartment side of the lightweight non-ferrous metal alloy instrument panel support and the skin member.

3. The method of claim 2, wherein the step of applying the fascia member further comprises the steps of : a. forming a skin member; b. placing the skin member into a pour foam mould; c. placing the light weight non-ferrous metal alloy instrument panel support into the pour form mould; and, d. introducing foaming agents into the pour form mould to produce the cushioning means.

4. The method of claim 2, wherein the step applying the fascia member further comprises the steps of : a. introducing a spray-in skin into a pour foam mould; b. placing the light weight non-ferrous metal alloy instrument panel support into the pour form mould; and, c. introducing foaming agents into the pour form mould to produce the cushioning means attached to the light weight non-ferrous metal alloy panel support.

5. The method of claim 2, wherein the step applying the fascia member further comprises the steps of : a. placing the light weight non-ferrous metal alloy instrument panel support into the pour form mould; and, b. introducing self-skinning foaming agents into the pour form mould to produce the cushioning means attached to the light weight non-ferrous metal alloy panel support.

6. The method of claim 1 , wherein the step of applying a fascia member comprises the steps of: a. moulding a fascia member as a fascia shell; and b. attaching the fascia member to the light weight non-ferrous metal alloy instrument panel support.

7. The method of claim 6, wherein the step of attaching comprises adhering the fascia shell to the light weight non-ferrous metal alloy instrument panel support using an adhesive.

8. The method of claim 7, wherein the step of attaching comprises fastening the fascia shell to the light weight non-ferrous metal alloy instrument panel support using a fastening means.

9. The method of claim 1 , further comprising the step of incorporating at least one energy management counter measure into the integrated vehicle instrument panel.

10. The method of claim 9, wherein the step of incorporating at least one energy management counter measure further comprises the step of attaching the at least one energy management counter measure to the passenger compartment side of light weight non-ferrous metal alloy instrument panel support prior to applying the fascia member.

11.The method of claim 9, wherein the step of incorporating at least one energy management counter measure further comprises the step of floating the at least one energy management counter measure secured by friction between the passenger compartment side of light weight non-ferrous metal alloy panel support and the fascia member.

12. An integrated vehicle instrument panel comprising a cast light weight non-ferrous metal alloy instrument panel support having a passenger compartment side and an engine side, and a fascia member applied to the passenger compartment side of said instrument panel support.

13. The integrated vehicle instrument panel of claim 12, wherein said fascia member further comprises a cushioning means and a skin member.

14. The integrated vehicle instrument panel of claim 13, wherein said cushioning means is comprises a foam.

15. The integrated vehicle instrument panel of claim 14, wherein said skin member is constructed from a material selected from the group consisting of PVC or TPO.

16. The integrated vehicle instrument panel of claim 12, wherein said fascia member comprises a self-skinning foam.

17. The integrated vehicle instrument panel of claim 12 wherein said fascia member is a shell.

18. The integrated vehicle instrument panel of claim 17, wherein the shell is constructed from a material selected from the group comprising thermoplastic alloy, rubber, fibre and composite materials.

19. The integrated vehicle instrument panel of claim 18, wherein the shell attached to the passenger compartment side of the light weight non-ferrous metal alloy instrument panel support.

20. The integrated vehicle instrument panel of claim 12 further comprising at least one energy management counter measure positioned between the passenger compartment side of the light weight non-ferrous metal alloy instrument panel support and the fascia member.

21.The integrated vehicle instrument panel of claim 20 wherein energy management counter measure is attached to the passenger compartment side of the light weight non-ferrous metal alloy instrument panel support.

22. A method for producing an integrated instrument panel for use in a vehicle, the method comprising the steps of: a. selecting a light weight non-ferrous metal alloy instrument panel support having a passenger compartment side and an engine side; and, b. applying a fascia member to the passenger compartment side of the light weight non-ferrous metal alloy instrument panel support.