WO2007111787A1 - Module central de porte - Google Patents

Module central de porte Download PDF

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Publication number
WO2007111787A1
WO2007111787A1 PCT/US2007/003454 US2007003454W WO2007111787A1 WO 2007111787 A1 WO2007111787 A1 WO 2007111787A1 US 2007003454 W US2007003454 W US 2007003454W WO 2007111787 A1 WO2007111787 A1 WO 2007111787A1
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WO
WIPO (PCT)
Prior art keywords
core module
channels
module
panel
window
Prior art date
Application number
PCT/US2007/003454
Other languages
English (en)
Inventor
Jeffrey Valentage
Joseph Gustaaf Marie Flendrig
Original Assignee
Exxonmobil Chemical Patents Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Exxonmobil Chemical Patents Inc. filed Critical Exxonmobil Chemical Patents Inc.
Publication of WO2007111787A1 publication Critical patent/WO2007111787A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J5/00—Doors
    • B60J5/04—Doors arranged at the vehicle sides
    • B60J5/042—Reinforcement elements
    • B60J5/0452—Reinforcement elements including foams or expanded materials
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J5/00—Doors
    • B60J5/04—Doors arranged at the vehicle sides
    • B60J5/0412—Lower door structure
    • B60J5/0416—Assembly panels to be installed in doors as a module with components, e.g. lock or window lifter, attached thereto
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J5/00—Doors
    • B60J5/04—Doors arranged at the vehicle sides
    • B60J5/042—Reinforcement elements
    • B60J5/0456—Behaviour during impact
    • B60J5/0461—Behaviour during impact characterised by a pre-defined mode of deformation or displacement in order to absorb impact

Definitions

  • This invention relates to door systems. More particularly, embodiments of the present invention generally relate to door systems for vehicles, such as automobiles, specifically cars and
  • FIG. 1 shows a schematic illustration of a conventional door.
  • the door 100 typically includes an interior trim panel 110, steel inner panel 120, steel intrusion beam 130, inner steel reinforcement 140, outer steel reinforcement 142, latch assembly 145 A-C, and steel outer panel 150.
  • the inner reinforcement 140, outer reinforcement 142, and intrusion beam 130 are stamped, welded together, and painted.
  • Numerous hardware, electrical and sealing components are then assembled to the steel inner panel 120.
  • the various components of the interior trim panel 110 including lights, switches, armrests, map pockets, handles, etc., are assembled onto the interior trim panel 110.
  • the assembled trim panel 110 is attached to the assembled inner panel 120, and the final electrical and hardware connections are made.
  • FIG. 2 shows a schematic illustration of a conventional door 200 having a plastic insert or core module 210 that fits into an aperture 202 formed in the outer panel 270.
  • Numerous components are assembled to the core module 210, including an interior door handle 215, handle linking cables 220, motor 225, window regulator 230, speaker 235, guide rail 240, drum pulley 245, cable 250, and door latch unit 260. After these functional parts and devices are attached to the core module 210, the core module 210 is attached to the outer panel 270. The interior trim panel 280 is then attached to the outer panel 270.
  • Conventional core modules such as that described above, are simply designed for the convenience of pre-assembling the numerous components of the door while minimizing floor space costs. As such, conventional core modules are not designed with safety in mind. In particular, conventional core modules are typically not designed to break and/or collapse in a controlled manner in the event of a side impact or intrusion. Such core modules are also not designed to provide energy absorption properties to protect passengers from side impact and/or intrusions.
  • a door core module is provided.
  • the core module includes a molded panel having two or more channels injection molded therein, and a plurality of notches formed in an upper surface of the panel. The notches are arranged about the panel to provide control break points.
  • the core module includes a molded panel having two or more channels injection molded therein; one or more reinforcement members disposed within at least one of the two or more channels; and a plurality of notches formed in an upper surface of the panel arranged about the panel to provide control break points.
  • An integrated door system is also provided.
  • the integrated door system includes an outer panel, an inner panel, and a core module.
  • the core module includes two or more channels injection molded therewith and a plurality of notches formed in an upper surface thereof. The notches are arranged about the core module to provide control break points. Further, the core module is adapted to attach to either the outer panel or the inner panel.
  • Figure 1 is a schematic illustration of a conventional door as used in the prior art.
  • Figure 2 is a schematic illustration of a conventional door having a plastic insert or core module that fits into an aperture formed in an outer panel of the door assembly as used in the prior art.
  • Figure 3 A is a schematic, partial sectional view of an illustrative core module according to one or more embodiments herein.
  • Figure 3B is an enlarged, partial sectional view of two channels along a side of the core module shown in Figure 3 A.
  • Figure 4A and Figure 4B show illustrative, partial cross sectional views of one or more reinforcement members disposed within a channel to provide additional stiffness and strength.
  • Figure 5 is a partial section view of an illustrative trim module having various components assembled thereon.
  • Figures 6A-C show a partial cross sectional view of one embodiment of a window lift system that can be used with the core module shown in Figure
  • Figures 7A-C show a partial cross sectional view of another embodiment of a window lift system that can be used with the core module shown in Figure 3A.
  • Figure 8 shows a schematic, partial sectional view of an illustrative core module having one more channels, integrated window tracks and various integrated seals, plugs and grommets.
  • FIG. 3 A is schematic, partial section view of an illustrative core module according to one or more embodiments herein.
  • a core module 300 with two or more disconnected channels 310A, 310B, 310C is provided.
  • the channels 310A, 310B, 310C are preferably integrated with the core module 300. Any one or more of the channels 310A, 310B, 310C can be hollow or have hollow sections formed therein.
  • the channels 310A, 310B, 310C are structural members, and are designed to break and collapse in a controlled manner during side intrusion and/or impact.
  • structural members it is meant that the channels are designed to have strength and rigidity to meet automotive stiffness and safety standards.
  • the core module 300 can also include any one or more hardware, electrical parts, and sealing members attached thereto.
  • Illustrative hardware can include window regulators, window tracks, windows, door locks, speakers, and impact bolsters.
  • Certain electrical components can include wire harnesses, speakers, window motors, and outside mirror motors.
  • Sealing components can include glass run channels, beltlines, lower sashes, plugs, grommets, and core to frame seals.
  • the core module 300 is shown having a speaker box 320. [0021] Considering the channels 310A, 310B, 310C in more detail, the channels 310A, 310B, 310C can be formed throughout the core module 300.
  • a first set of one or more channels 310A can be formed about a perimeter of the module 300.
  • a second set of one or more channels 310B can be formed about a central section of the module 300.
  • a third set of one or more channels 310C can be formed about an intermediate section of the module 300.
  • the "intermediate section” refers to the area or location between the central section of the core module 300 and adjacent to the channels 310A about the perimeter of the module 300.
  • Each channel 310A, 310B, 310C can be oriented in any position.
  • any two or more channels 310A, 310B, 310C can be parallel, perpendicular or arranged at an angle in relation to one another. The angle can be in relation to either the vertical or the horizontal edges of the module 300.
  • a first portion of the outer channels 310A is preferably formed parallel or substantially parallel to the top and bottom of the module 300, which is perpendicular or substantially perpendicular to the left and right sides of the module 300.
  • a second portion of the outer channels 310A is preferably formed perpendicular or substantially perpendicular to the top and bottom sides of the module 300, which is parallel or substantially parallel to the left and right sides of the module 300.
  • the one or more channels 310B about the central portion of the module 300 are preferably formed parallel or substantially parallel to the top and bottom of the module 300, as shown.
  • the one or more channels 310C are arranged at an angle relative to the top and bottom sides and the left and right sides of the module 300.
  • any one of the channels 310C can be formed at an angle of about 10 to about 60 degrees, preferably about 45 degrees, in relation to the top side of the module 300.
  • the channels 310C can be formed at an angle ranging from a low of about 10 degrees, 15 degrees, or 20 degrees to a high of about 40 degrees, 50 degrees, or 70 degrees.
  • Each of the channels 31 OA-C can have any shaped cross section.
  • the cross section of the channels 31 OA-C can be any one or more of the following: circular, oval, diamond, square, or rectangular, including any combination thereof.
  • the shape of the cross section is chosen to provide the desired structural integrity applicable for the application.
  • each of the channels 31 OA-C can be hollow to provide strength.
  • the channels 31 OA-C can be created by water or gas injection- molding, or other known techniques.
  • the length and width of the channels 310A- C can vary depending on the desired strength and stiffness for the application (i.e., end-use). In one or more embodiments, the depth or height of the channels 31 OA-C can range from about 2 mm to about 50 mm.
  • the depth of the channels 31 OA-C can range from a low of about 2 mm, 5 mm, 10 mm, 15 mm, or 20 mm to a high of about 25 mm, 30 mm, 40 mm, or 50 mm.
  • the length of the channels 31 OA-C can range from about 4 mm to about 50 mm.
  • the length of the channels 31 OA-C can range from a low of about 4 mm, 5 mm, 10 mm, 15 mm, or 20 mm to a high of about 25 mm, 30 mm, 40 mm, or 50 mm.
  • At least one channel 31 OA-C can be enlarged to serve as the armrest (not shown in this view) of the door.
  • one of the interior channels 310B can be oversized using water or gas assist to give additional surface area which can serve as the armrest.
  • any one or more of the channels 31 OA-C can be filled or at least partially filled with a filler.
  • any one or more of the channels 31 OA-C can be at least partially filled with a foam like material.
  • Suitable foam like materials include polyurethane, polyethylene, or polypropylene foam. Other suitable materials include expanded polypropylene bead.
  • Figure 3B is an enlarged, cross sectional view of two channels 310A along a side of the core module 300 shown in Figure 3 A. As shown, the channels 310A are hollow and have a rectangular cross section.
  • the module 300 includes one or more notches or break points 330 formed therein, preferably between two or more channels 310A, B, C, as shown in Figure 3B.
  • the notches 330 can be made in any shape, size, location, or thickness to provide the optimal performance for the desired application.
  • the notches 330 are preferably configured to allow the core module 300 to absorb optimal energy loads, and allow the core module 300 to collapse, thereby preventing any lose or broken pieces from the core module 300.
  • the notches 330 reduce the wall thickness of the module 300 as shown in Figure 3B.
  • the reduced thickness presents a weakness in the module 300, which serves as a controlled break point upon a side intrusion or impact. As such, the integrity of the module 300 is compromised at each notch 330 location, thereby allowing the module 300 to break in a controlled and predictable manner.
  • the location of the notches 330 can be arbitrary. However, the location of each notch 330 can be selected based on the most probable points of impact. [0030]
  • the wall thickness of the module 300 ranges from about 1 mm to about 6 mm. In one or more embodiments, the depth of each notch 330 can vary to provide different strengths and/or integrity to better control the degree and position of a break.
  • notches 330 adjacent the outer channels 310A can have a depth of between about 0.25 mm and about 3 mm, which corresponds to a module 330 thickness of about 0.75 mm to about 5.75 mm.
  • notches 330 adjacent the inner channels 310B can have a depth of between about 0.25 mm and about 3 mm, which corresponds to a module 330 thickness of about 0.75 mm to about 5.75 mm.
  • Notches 330 adjacent the intermediate channels 310C can have a depth of between about 0.25 mm and about 3 mm, which corresponds to a module 330 thickness of about 0.75 mm to about 5.75 mm.
  • one or more reinforcement members can be added in any location, such as within any one or more of the channels 310A, 310B, 310C, if needed, to add additional strength.
  • Figures 4A and 4B show illustrative, partial cross sectional views of channels 310A having one or more reinforcement members (e.g., ribs or fins) 315 disposed therein.
  • Such ribs 315 can vary in thickness between about 1 mm and 3 mm depending on the strength desired.
  • the ribs 315 can be integrally formed with the channels 31 OA-C using the injection molding or multi-material injection molding techniques as described. Robotic extrusion can also be used.
  • the core module 300 is molded as one component and integrates all the applicable hardware, electrical, and sealing systems thereon. Due to its simplicity and high level of integration, the integrated core module 300 reduces the number of individual components (i.e., parts) and assembly steps required to produce a finished door. Preferably, multi-material injection molding technology and/or in-mold assembly techniques are used to integrate the various components into the core module 300. As such, the number of individual components requiring assembly is minimized, thereby reducing assembly time and floor space costs.
  • FIG. 5 is a partial section view of an illustrative core module 300 having one or more integrated parts formed thereon.
  • Illustrative components include, but are not limited to window regulators, motors, and tracks; switches; door handles; door locks; impact bolsters; arm rests; map pockets; wire harnesses; speaker boxes or receptacles; speakers; window motors; outside mirror motors; beltline seals; lower sash seals; plugs; grommets; and core to frame seals.
  • the core module 300 is shown having a map pocket 332, window tracks 334A, 334B, motor support 336, speaker box 338, and air distribution channel 339 for heat or air.
  • any of such components can be integrally formed with the core module 300.
  • the window tracks 334 A 5 B are integrally formed with the core module 300 via injection molding. Assembly time and associated costs are greatly reduced because the window tracks 334A,B are an integral component of the core module 300, and not a separate component that requires separate assembly.
  • a slip coating or strip (not shown) can be inserted into the mold where the tracks 334A, 334B are formed to reduce the friction on the track when the window moves up and down.
  • the coating or strip can also be applied using robotic extrusion.
  • the coating or strip can be any suitable material having a low coefficient of friction with the window glass, including one or more materials described herein.
  • a first portion of the air channel 339 can be formed in the core module 300 and a second portion of the air channel 339 can be formed in the adjacent panel such as the outer panel 270 (shown in Figure 2) so that when the two panels are assembled, the two adjoining panels define the air channel 339 formed therebetween. As such, yet another component requiring assembly is eliminated.
  • the channels 310A, 310B, 310C can increase the material stiffness of the core module 300 by a factor of as much as three. Therefore, any one or more the channels 310A, 310B, 310C can be used to provide support or reinforcement for any one or more of the components (i.e., motors, windows, window tracks, etc.) on the core module 300.
  • the components i.e., motors, windows, window tracks, etc.
  • the core module 300 is produced using multi-material or multi-shot injection molding techniques. Such techniques allow multiple materials to be injection molded into a single or multiple cavity mold. Any suitable multi-material injection molding machine can be used, such as Engel Victory Combi machine available from Engel Corp. As mentioned, additional processing techniques can be used alone or in combination to enhance and/or facilitate the integration. Illustrative techniques include multiple cavity tools, insert molding, movable core sections, gas/water assist, and robotic extrusion of seals into the injection mold. [0039] Figures 6A, 6B and 6C show a partial sectional view of the core module 300 having an illustrative window lift system 600 at least partially integrated therewith.
  • the window lift system 600 includes a motor housing 620, two or more regulators (610A and 610B), and two or more track members 615A, 615B.
  • the window lift system 600 further includes cables 640 and 645 in communication with the regulators 610A, 610B.
  • the motor housing 620 is preferably injection molded with the core module 300.
  • the housing 620 can be molded on either the first ("interior") or second ("exterior") side of the core module 300, depending on design details.
  • a motor 605 can be attached to the integrated motor housing or receptacle 620.
  • the motor 605 can be easily mounted on or assembled to the motor housing 620 using a snap connection, rivet, screw, or by any other fastener (not shown).
  • the window 625 is secured to the regulators 610A, 610B by one or more fasteners and/or adhesive type material (not shown).
  • the regulators 610A, 610B are each configured on a track member 615A, 615B.
  • the regulators 610A, 610B and the window tracks 615 A, 615B can each be formed to have mating profiles that when engaged, the regulator 610A or 610B is guided along the profile of its respective track 615A, 615B, as shown in Figures 6A and 6C.
  • the cables 640 and 645 are tied to the regulators 610A, 610B.
  • the regulators 610A, 610B move the window 625 up or down when the motor 620 alternately draws the cables 640 and 645.
  • the window 625 is supported by the regulators 610A, 610B in communication with the integrally formed tracks 615 A and 615B.
  • a belt line glass seal or sweep 636 can be integrally molded to the core module 300.
  • the belt line glass seal 636 provides an additional weather seal to prevent water seeping into the door.
  • a water management sheet (not shown), preferably formed of plastic such as polyethylene, polyurethane or a closed cell foam, can be attached to the interior side of the core module 300 to prevent water, noise and/or dust from entering the interior of the door into the passenger compartment.
  • Figures 7 A, 7B and 7C show a partial sectional view of the core module 300 having another illustrative window lift system 700 at least partially integrated therewith.
  • the window lift system 700 includes an integrated motor housing or receptacle 707, cross arm lifter 720, regulator 730, and integrated window tracks 745, 750.
  • the cross arm lifter 720 includes a gear or toothed member 722, a first extension member 724 and a second extension member 726.
  • the integrated motor housing or receptacle 707 is preferably injection molded with the core module 300.
  • a lift motor 705 can be attached to the integrated housing or receptacle 707, as shown in Figure 7B.
  • the housing 620 can be molded on either the first ("interior”) or second ("exterior") side of the core module 300, depending on design details.
  • the motor 705 can be easily mounted on or assembled to the housing 707 using a snap connection, rivet, screw, or by any other fastener (not shown).
  • the motor 705 drives the toothed member 722 either clockwise or counterclockwise about a pivot point 715.
  • the toothed member 722 is attached to or is integral with the first extension member 724.
  • the first extension member 724 has a first end 724A that is attached to the regulator 730.
  • the regulator 730 is attached to the bottom of the window glass 735. At least a portion of the regulator 730 is configured to fit within, the integrally formed track 750.
  • the track 750 is integrally formed with the core module 300 via injection molding as explained above.
  • the regulator 730 and the window track 750 can each be formed to have mating profiles 732, 752 that when engaged, the regulator 730 is guided along the profile 752 of the track 750 as shown in Figure 7C.
  • the first extension member 724 is pivotally connected at pivot point 715 to the second extension member 726.
  • a first end 726A of the second extension member 726 communicates with the integrally formed track 745.
  • a second end 726B of the second extension member 726 is attached to the regulator 730.
  • the track 745 is integrally formed with the core module 300 via injection molding. As the motor 705 drives the toothed member 722, the extension members 724 and 726 work together via the pivot point 715 to raise or lower the regulator 730 and hence, the window glass 735.
  • a belt line seal or sweep 736 can be injection molded with the core module 300, as shown in Figure 7A.
  • the belt line glass seal 736 provides an additional weather seal.
  • a water management sheet (not shown), preferably formed of plastic such as polyethylene, polyurethane or a closed cell foam, can be attached to the interior side of the core module 300 to prevent water, noise and/or dust from entering the interior of the door into the passenger compartment.
  • the door system can include one or more integrated seals, plugs, and grommets to prevent or eliminate water seepage, rattles and vibration.
  • Any one or more of the seals, plugs, and grommets can be directly molded onto the core module using known techniques, including two or three shot injection molding.
  • any one or more of the seals, plugs, and grommets can be insert molded into the mold of the core module 300.
  • the core module can include one or more beltline seals, lower sash seals, plugs, grommets, and core to frame seals. Robotic extrusion can also be used to apply any one or more of the seals, plugs, and grommets.
  • Figure 8 shows a schematic partial section view of an illustrative core module having one more integrated window tracks 802A, 802B and various integrated seals 810, plugs 820 and grommets 830 to keep water out and prevent rattling/vibration.
  • the seals 810, plugs 820, and grommets 830 are preferably molded onto the core module 300 using two or three shot injection molding.
  • the door system 300 can further include one or more crash pads or side bolsters 850, integrated therewith, as shown in Figure 8.
  • the side bolsters 850 can be foamed members, such as foam blocks.
  • the side bolsters 850 can also be hollow structures.
  • the bolsters 850 are injection molded using a stiff material.
  • the side bolster 850 can also be second shot molded onto the core module 300 using multi-injection molding techniques.
  • the components described, including the core module, window tracks, seals, plugs, bolsters and grommets, can be made from any material having the requisite properties, such as stiffness and strength for example.
  • Suitable materials include, but are not limited to, propylene homopolymers, propylene copolymers, ethylene homopolymers, ethylene copolymers, and or any one or more of the following polymer resins: a) polyamide resins such as nylon 6 (N6), nylon 66 (N66), nylon 46 (N46), nylon 11 (Nl 1), nylon 12 (N12), nylon 610 (N610), nylon 612 (N612), nylon 6/66 copolymer (N6/66), nylon 6/66/610 (N6/66/610), nylon MXD6 (MXD6), nylon 6T (N6T), nylon 6/6T copolymer, nylon 66/PP copolymer, nylon 66/PPS copolymer; b) polyester resins such as polybutylene tere
  • the material can include one or more fillers for added strength. Fillers can be present in an amount of from 0.001 wt% to 50 wt% in one embodiment based upon the weight of the composition and from 0.01 wt% to 25 wt% in another embodiment, and from 0.2 wt% to 10 wt% in yet another embodiment.
  • Desirable fillers include but are not limited to titanium dioxide, silicon carbide, silica (and other oxides of silica, precipitated or not), antimony oxide, lead carbonate, zinc white, lithopone, zircon, corundum, spinel, apatite, Barytes powder, barium sulfate, magnesiter, carbon black, dolomite, calcium carbonate, sand, glass beads, mineral aggregates, talc, and hydrotalcite compounds of the ions Mg, Ca, or Zn with Al, Cr, or Fe and CO3 and/or HPO4, hydrated or not; quartz powder, hydrochloric magnesium carbonate, short glass fiber, long glass fiber, glass fibers, polyethylene terephthalate fibers, wollastonite, mica, carbon fiber, nanoclays, nanocomposites, magnesium hydroxide sulfate trihydrate, clays, alumina, and other metal oxides and carbonates, metal hydroxides, chrome, phosphorous and brominated flame retardants, antimony trioxid
  • illustrative fillers can include one or more polypropylene fibers, polyamide f ⁇ bers, para-aramide fibers (e.g., Kevlar or Twaron), meta-aramide fibers (e.g., Nomex), polyethylene fibers (e.g., Dyneema), and combinations thereof.
  • the material can also include a nanocomposite, which is a blend of polymer with one or more organo-clays.
  • Illustrative organo-clays can include one or more of ammonium, primary alkylammonium, secondary alkylammonium, tertiary alkylammonium, quaternary alkylammonium, phosphonium derivatives of aliphatic, aromatic or arylaliphatic amines, phosphines or sulfides or sulfonium derivatives of aliphatic, aromatic or arylaliphatic amines, phosphines or sulfides.
  • the organo-clay can be selected from one or more of montmorillonite, sodium montmorillonite, calcium montmorillonite, magnesium montmorillonite, nontronite, beidellite, volkonskoite, laponite, hectorite, saponite, sauconite, magadite, kenyaite, sobockite, svindordite, stevensite, vermiculite, halloysite, aluminate oxides, hydrotalcite, illite, rectorite, tarosovite, ledikite and/or florine mica.
  • montmorillonite sodium montmorillonite, calcium montmorillonite, magnesium montmorillonite, nontronite, beidellite, volkonskoite, laponite, hectorite, saponite, sauconite, magadite, kenyaite, sobockite, svindordite, stevensite, vermiculite, halloysite,
  • the organo-clay is preferably included in the nanocomposite at from 0.1 to 50 wt%, based on the total weight of the nanocomposite.
  • the stabilization functionality may be selected from one or more of phenols, ketones, hindered amines, substituted phenols, substituted ketones, substituted hindered amines, and combinations thereof.
  • the nanocomposite can further comprise at least one elastomeric ethylene-propylene copolymer, typically present in the nanocomposite at from 1 to 70 wt%, based on the total weight of the nanocomposite.
  • a reinforced polypropylene is preferred.
  • PP polypropylene
  • Most preferred is a PP reinforced with a PET fiber or any other material that is light weight and provides a good balance of stiffness, impact strength, and has a low coefficient of linear thermal expansion (CLTE).
  • the polymer can be impact modified to provide improved impact resistance.
  • Impact modifiers include, but are not limited to plastomers, ethylene propylene rubber (EPR), ethylene-propylene diene monomer rubber (EPDM), and may be used in combination with compatibilizers like, but not limited to maleated polypropylene, maleated polyethylene and other maleated polymers, hydroxilated polypropylene and other hydroxilated polymers, derivatives thereof, and any combination thereof.
  • the material can contain a plastomer, preferably a propylene plastomer blend.
  • plastomer refers to one or more polyolefin polymers and/or copolymers having a density of from 0.85 g/cm 3 to 0.915 g/cm 3 according to ASTM D-4703 Method B or ASTM D- 1505, and a melt index (MI) between 0.10 dg/min and 30 dg/min according to ASTM D-1238 at 190 0 C, 2.1 kg).
  • Preferred plastomers have a melt index (MI) of between 0.10 dg/min and 20 dg/min in one embodiment, and from 0.2 dg/min to 10 dg/min in another embodiment, and from 0.3 dg/min to 8 dg/min in yet another embodiment as measured by ASTM D-1238.
  • Preferred plastomers can have an average molecular weight of from 10,000 to 800,000 in one embodiment, and from 20,000 to 700,000 in another embodiment.
  • the molecular weight distribution (Mw/Mn) of desirable plastomers ranges from 1.5 to 5 in one embodiment, and from 2.0 to 4 in another embodiment.
  • the 1% secant flexural modulus (ASTM D-790) of preferred plastomers range from 10 MPa to 150 MPa in one embodiment, and from 20 MPa to 100 MPa in another embodiment.
  • a preferred plastomer has a melting temperature (Tm) of from 30 0 C to 80 0 C (first melt peak) and from 50 0 C to 125°C (second melt peak) in one embodiment, and from 40 0 C to 70 0 C (first melt peak) and from 50 0 C to 100 0 C (second melt peak) in another embodiment.
  • the plastomer can be a copolymer of ethylene derived units and at least one of a C3 to ClO Or olefin derived units.
  • the copolymer has a density less than 0.915 g/cm 3 .
  • the amount of comonomer (C3 to ClO ⁇ -olefin derived units) present in the plastomer ranges from 2 wt% to 35 wt% in one embodiment, and from 5 wt% to 30 wt% in another embodiment, and from 15 wt% to 25 wt% in yet another embodiment, and from 20 wt% to 30 wt% in yet another embodiment.
  • the plastomer can be one or more metallocene catalyzed copolymers of ethylene derived units and higher ⁇ -olef ⁇ n derived units, such as propylene, 1-butene, 1-hexene and 1- octene.
  • the plastomer contains enough of one or more of those comonomer units to yield a density between 0.860 g/cm 3 and 0.900 g/cm 3 .
  • Examples of commercially available plastomers include: EXACT 4150, a copolymer of ethylene and 1-hexene, the 1-hexene derived units making up from 18 wt% to 22 wt% of the plastomer and having a density of 0.895 g/cm 3 and MI of 3.5 dg/min (available from ExxonMobil Chemical Company); and EXACT 8201, a copolymer of ethylene and 1-octene, the 1-octene derived units making up from 26 wt% to 30 wt% of the plastomer, and having a density of 0.882 g/cm 3 and MI of 1.0 dg/min (available from ExxonMobil Chemical Company).
  • Preferred blends for use as the molded material herein typically include of from about 15%, 20% or 25% to about 80%, 90% or 100% polymer by weight; optionally of from about 0%, 5%, or 10% to about 35%, 40%, or 50% filler by weight, and optionally of from about 0%, 5%, or 10% to about 35%, 40%, or 50% plastomer by weight.
  • a preferred blend contains one or more polymers described in an amount ranging from a low of about 15%, 20% or 25% to a high of about 80%, 90% or 100% polymer by weight.
  • a preferred blend contains at least about 1%, 5%, 10%, 15%, or 20% plastomer by weight.
  • a preferred blend contains at least about 1%, 5%, 10%, 15%, or 20% filler by weight.
  • blends for use herein will have a tensile strength of at least 6,500 MPa, at least 7,500 MPa, or at least 9,000 MPa.
  • preferred blends will have a flexural modulus of 1,750 MPa or more, such as about 1 ,800 MPa or more, or more than about 2,000 MPa.
  • thermoplastic vulcanizates TPV
  • TPE thermoplastic elastomer
  • TPO thermoplastic olefin
  • PU polyurethanes
  • elastomers such as EPR or EPDM
  • TPV thermoplastic vulcanizates
  • TPE thermoplastic elastomer
  • TPO thermoplastic olefin
  • PU polyurethanes
  • elastomers such as EPR or EPDM
  • a door core module comprising: a molded panel having two or more channels injection molded therein; and a plurality of notches formed in an upper surface of the panel arranged about the panel to provide control break points.
  • the core module includes one or more components attached thereto.
  • the core module includes one or more components attached thereto, the components selected from the group consisting of a window regulator, window track, window, door lock, speaker, impact bolster, wire harness, speaker, window motor, and outside mirror motor, glass run channel seal, beltline seal, lower sash seal, plugs, grommets, and core to frame seals.
  • a door core module comprising: a molded panel having two or more channels injection molded therein; one or more reinforcement members disposed within at least one of the two or more channels; and a plurality of notches formed in an upper surface of the panel arranged about the panel to provide control break points.
  • the core module includes one or more components attached thereto, the components selected from the group consisting of a window regulator, window track, window, door lock, speaker, impact bolster, wire harness, speaker, window motor, and outside mirror motor, glass run channel seal, beltline seal, lower sash seal, plugs, grommets, and core to frame seals.
  • the one or more reinforcement members are integrally formed with the two or more channels using injection molding or multi-material injection molding techniques.
  • An integrated door system comprising: an outer panel; an inner panel; and a core module having two or more channels injection molded therewith and a plurality of notches formed in an upper surface thereof, the notches arranged about the core module to provide control break points, wherein the core module is adapted to attach to either the outer panel or the inner panel.
  • the core module includes one or more components attached thereto, the components selected from the group consisting of a window regulator, window track, window, door lock, speaker, impact bolster, wire harness, speaker, window motor, and outside mirror motor, glass run channel seal, beltline seal, lower sash seal, plugs, grommets, and core to frame seals.
  • the present invention can be applied to other automotive applications, such as instrument panels and front end modules.
  • the present invention can also be applied to non-automotive applications that require a high degree of structural integrity, good energy management, and a mechanism to allow breakage or collapse in a controlled manner, such as road barriers for example.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Injection Moulding Of Plastics Or The Like (AREA)

Abstract

La présente invention concerne un module central de porte et un système de porte intégré. Dans un mode au moins de réalisation spécifique, le module central de porte comprend un panneau moulé, pourvu d'au moins deux canaux moulés dans ce dernier par injection, et une pluralité d'entailles formées sur une surface supérieure du panneau et disposées sur le panneau afin d'obtenir des points de rupture contrôlés. Dans un mode au moins de réalisation spécifique, le système de porte intégré comprend un panneau externe, un panneau interne et un module central. Le module central se compose d'au moins deux canaux moulés avec ce dernier par injection et d'une pluralité d'entailles formées sur sa surface supérieure. Les entailles sont placées sur le module central afin d'obtenir des points de rupture contrôlés. En outre, le module central est conçu pour fixer le panneau externe ou le panneau interne.
PCT/US2007/003454 2006-03-23 2007-02-08 Module central de porte WO2007111787A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US78502606P 2006-03-23 2006-03-23
US60/785,026 2006-03-23

Publications (1)

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WO2007111787A1 true WO2007111787A1 (fr) 2007-10-04

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Application Number Title Priority Date Filing Date
PCT/US2007/003454 WO2007111787A1 (fr) 2006-03-23 2007-02-08 Module central de porte

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WO (1) WO2007111787A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2954390A1 (fr) * 2009-12-22 2011-06-24 Peugeot Citroen Automobiles Sa Fixation fusible d'un organe de motorisation de leve-vitre sur une doublure de porte
US9193247B2 (en) 2012-10-05 2015-11-24 Ford Global Technologies, Llc Vehicle door trim panel shut face feature to reduce deflection
JP2016049904A (ja) * 2014-09-01 2016-04-11 トヨタ自動車株式会社 車両用ドア構造
EP3305567A4 (fr) * 2015-05-27 2018-05-02 Nissan Motor Co., Ltd. Structure de portière de véhicule

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2954390A1 (fr) * 2009-12-22 2011-06-24 Peugeot Citroen Automobiles Sa Fixation fusible d'un organe de motorisation de leve-vitre sur une doublure de porte
US9193247B2 (en) 2012-10-05 2015-11-24 Ford Global Technologies, Llc Vehicle door trim panel shut face feature to reduce deflection
JP2016049904A (ja) * 2014-09-01 2016-04-11 トヨタ自動車株式会社 車両用ドア構造
EP2990246A3 (fr) * 2014-09-01 2016-04-27 Toyota Jidosha Kabushiki Kaisha Structure de porte de véhicule
US9956855B2 (en) 2014-09-01 2018-05-01 Toyota Jidosha Kabushiki Kaisha Vehicular door structure
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US10350974B2 (en) 2015-05-27 2019-07-16 Nissan Motor Co., Ltd. Vehicle door structure

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