WO2016007753A1

WO2016007753A1 - Vehicle interior component gap management

Info

Publication number: WO2016007753A1
Application number: PCT/US2015/039758
Authority: WO
Inventors: David John Mccarthy; Heather Rae Springer; Craig David FLOWERDAY; Chris J. HARMELINK; Nikhil Shashikant RANE
Original assignee: Yanfeng Global Automotive Interior Systems Co. Ltd.
Priority date: 2014-07-09
Filing date: 2015-07-09
Publication date: 2016-01-14

Abstract

Vehicle interior components that come close to one another or that contact one another include structures that define a controlled gap therebetween or that allow for contact. The components may include an instrument panel and a door panel, and the structures may allow for overslam of the door. At least one structure may translate or rotate, and may be biased towards the other to allow for "zero gaps" or controlled gaps when the components are brought into proximity with one another.

Description

VEHICLE INTERIOR COMPONENT GAP MANAGEMENT

BACKGROUND

[0001] The present invention relates generally to vehicle interior fit and finish solutions, and particularly to solutions that provide for controlled gap management between interior components.

[0002] Many solutions have been proposed and are currently in use for managing fit and finish of interior components in vehicles. Traditionally, these components have been engineered and manufactured, and component tolerances have been managed in order to provide predictable gaps that are both aesthetically pleasing and mechanically useful. While no gap at all between components may be optimal, this is rarely possible given tolerances both in the manufacturing of component parts as well as in the assembly in the parts in the vehicle. Common areas where such gaps occur are between instrument panels and door panels, within instrument panels, between interior surface components, and so forth. Solutions have been proposed for so-called "zero gap" structures, and these hold some promise for mechanical and aesthetic satisfaction. However, further improvements are needed in the area.

SUMMARY

[0003] The present invention provides solutions to gap management between vehicle interior components designed to respond to such needs. In accordance with certain embodiments, a "zero gap" solution is obtainable. In other embodiments a carefully controlled gap may be maintained in a consistent and repeatable fashion.

DRAWINGS

[0004] FIGS. 1 A and IB illustrate an exemplary vehicle and a portion of a vehicle interior in which the techniques disclosed may be utilized;

[0005] FIG. 2A and 2B illustrate an exemplary vehicle interior in which the techniques may be utilized; [0006] FIGS. 3A and 3B illustrate "bounce back pad" arrangement for providing "zero" or controlled gaps between interior components, such as an instrument panel and a door panel;

[0007] FIGS. 4A and 4B illustrate an alternative embodiment for a similar "bounce back pad" arrangement;

[0008] FIGS. 5A and 5B illustrate an alternative embodiment similar to that of FIGS. 4 A and 4B, but with a covering layer;

[0009] FIGS. 6A-6D illustrate another embodiment for controlling a gap between vehicle interior components;

[0010] FIGS. 7A-7D illustrate an alternative arrangement for an adjustable pad between a door panel and an instrument panel;

[0011] FIGS. 8A-8E illustrate an alternative arrangement for a "zero gap" arrangement;

[0012] FIGS. 9A-9E illustrate on an alternative arrangement for creating a "zero gap" with a high precision zone;

[0013] FIGS. 10A-10E illustrate an assembly technique for a carefully controlled gap or "zero gap";

[0014] FIGS. 11A-11E illustrate a further assembly technique for a carefully controlled gap or "zero gap"; and

[0015] FIGS. 12A-12F illustrate a further embodiment that utilizes a biasing arrangement to adjust or close a gap between interior components.

DETAILED DESCRIPTION

[0016] The present disclosure presents embodiments for creating a "zero gap" or controlled gap between interior components of a vehicle. The invention may be used in a variety of embodiments, including automobiles, motorcycles, airplanes, boats, trains, just to mention a few. In many of these environments, it may desirable to provide for tolerances of components and gaps that may occur where assemblies come together. For example, instrument panels commonly include a series of assembled sub-components that may create a tolerance stack resulting in some degree of unpredictability in the overall dimensions of the instrument panels. Similarly, door panel assemblies may include such tolerances. Other tolerances exist in the overall structures used to mount components near one another (e.g., door mounting structures, frame and body mounts, etc.). These tolerances occur not only in the components themselves, but to some degree in the assembly of components with one another. For example, in the particular location where the instrument panel approaches the door panel, a gap is often allowed to occur, with a gap varying in dimensions based upon the tolerances. In many cases it may be desirable to provide for no gap in this location, although tolerances and tolerance stacks often do not permit this. Many other locations exist within vehicles, and vehicle interiors in particular where components and component assemblies come together and a controlled gap would be desirable.

[0017] The present embodiments build upon solutions proposed in PCT. patent application no. PCT/US2014/011104, entitled "Vehicle Interior Zero Gap System and Method, filed by Larsen et al. on January 10, 2014, which is hereby incorporated into the present enclosure by reference in its entirety.

[0018] The surfaces of the components may comprise metals, plastics, molded surfaces, textured surfaces, fabrics, leather and other coverings. In some environments fabric and other coverings may not be considered appropriate, particularly for premium vehicles. Moreover, it may be important to reduce noise caused by certain material combinations, overlaps, rubbing, and so forth. Solutions proposed may enable highly repeatable gaps or no gaps at all ("zero gaps"), with little or no contact where wearing may occur. Moreover, rubbing, marking, and so forth are generally to be avoided in many contexts and applications. Similarly, in many interior applications the appearance and fact of precision in the gaps may be desirable. Such solutions may need to accommodate movement of the components, however, particularly in door situations where "over-slam" may occur when closing the vehicle door. The solutions should allow for tight and consistent gap management and avoid vehicle-to-vehicle variation.

[0019] Referring to the figures, FIGS. 1A and 1 B illustrate an exemplary vehicle 10 and interior in which the techniques disclosed here may be utilized. The vehicle shown is just one model of a passenger car, although the same techniques may be used in a wide range of models of cars, trucks, vans, sport-utility vehicles and so forth, as well as in other vehicles, such as motorcycles, boats, airplanes, and so forth. In general such vehicles may have a body 12 with a roof 14, doors 16, various body panels 18, and in the case of road vehicles, wheels 20. Of course, such vehicles generally also have engines, drive trains, control devices and circuits, and so forth to accommodate driving, but those elements are not shown in the figures. On or within the vehicle 10 may be seats 22, consoles 24, flooring 26, head liners or other upper structures 28, instrument panels 30 (such as in dash boards 32), door and other interior panels 32, and so forth. Each of these elements may be made of desired materials and in specific ways, some of which are set forth in this disclosure.

[0020] FIGS. 2A and 2B shows in somewhat greater detail an exemplary vehicle interior. As noted, the interior may include seats 22 and consoles 24, as well as one or more head liners or upper structures 28. In addition, sun visors 34 may be provided, as well as interior lighting, indicated generally by reference numeral 36. In the illustrated example, the console includes cup holders 38 and any other storage compartments or openings 40 that may be desired. The instrument panel 30 is here formed in the dash board 32 which extends across the front of the passenger compartment of the vehicle. The panel or dash board may also include molded or otherwise formed contours and surfaces, including covered surfaces, and may house air or ventilation structures 42, glove or storage compartments, 44, and so forth. The interior also includes interior panels of one or more elements, such as the doors. The interior door panels 46 typically include formed or assembled structures that are made onto or added to the doors as manufacturing steps. Fitments and interfaces between the various components (e.g., between the door panels and the instrument panel) may also be specifically designed to provide desired fit, finish, and operability. [0021] FIGS. 3A and 3B illustrate a "bounce back pad" arrangement in which a flexible or resilient pad assembly is provided on a door panel. A gap is allowed, or "zero gap" is provided between an instrument panel and a door panel. As illustrated in FIGS. 3 A and 3B, a movable panel 48 is provided on a front region of the door panel 46. This movable panel faces and may contact side element 50 on the instrument panel 30. The side element may form a standoff 52, and in particular, may include a protrusion 54 that extends towards the door panel. As described below, a "bounce back pad" may be biased outwardly by a soft foam material or other resilient element that is provided under a movable panel, such as on a door trim assembly. A stand-off area is defined on a side of the instrument panel and extends towards the movable panel. When the door is closed, the stand-off area may come close to or contact the movable panel. In cases where these components touch, the soft foam may be somewhat compressed by the contact, and a precise gap is formed between the side of the instrument panel and the door trim.

[0022] Various implementations of this arrangement may be envisioned. For example, as shown in FIGS. 4A and 4B, a soft foam element 56 may be included as an interior or pad between the door panel and a "bounce back pad" 58 of the movable panel 48, which may be formed of a molded material, such as plastic. The movable panel may be provided in a recess 60 which may assist in guiding the moveable panel as it comes into and out of contact with the standoff when the door is opened and closed, and to limit motion of the movable panel. As shown in FIG. 4B, when the door is closed, the foam element (or any suitable resilient structure) may be compressed by contact of the bounce back pad with the protrusion. The gap between the door panel and the instrument panel is thus closed and controlled.

[0023] As shown in FIGS. 5 A and 5B, in similar embodiments, a molded material forming the movable panel 48 may also be covered by an aesthetic or wear surface where desired, such as a fabric or other sheet-like covering 62. A touch area is provided on the instrument panel, with this embodiment providing the touch area in a side component of the instrument panel assembly. The touch area allows for contact between the instrument panel and the "bounce back pad" as illustrated in FIG. 5B. The arrangement, when the door is closed, provides for an aesthetically and mechanically pleasing consistent gap between the door panel and the instrument panel owing to the controlled contact between the touch area and the "bounce back pad". In this arrangement, the soft foam or cushion is provided behind the bounce back pad 58, as before. The cover material may be made of any suitable aesthetic or decorative material, and may be affixed to the door trim and movable panel by any suitable means, such as adhesively. The material is sufficiently resilient or flexible to allow the slight deformation that occurs when the door is closed, as shown in FIG. 5B.

[0024] It should be noted that the arrangements of FIGS. 3A, 3B, 4A, 4B, 5A, and 5B may be reversed such that a static element is provided on the door panel, and the bounce back pad, with or without a surface covering, may be provided on a side of the instrument panel. The arrangements all of these figures may be assembled as separate parts or sub-assemblies and brought into contact with one another upon assembly of the door panels and instrument panels in the vehicle. Dimensions, resiliencies, thicknesses, wear properties, and so forth are considered to be within the ambit of those skilled in the art. Similar arrangements may be used in other environments and applications in the vehicle, with the particular application between and instrument panel and a door panel being illustrative only. As illustrated in the figures, these arrangements may be provided along only a portion of the instrument panel and/or door panel, or along extended regions where these two sub-assemblies come close to or in contact with one another.

[0025] FIGS. 6A and 6B illustrate such an arrangement, in which a movable panel 64 is provided on a side of the instrument panel 30. A foam element or other biasing structure 66 is provided behind the movable panel 64 to urge it towards the door panel 46. In this embodiment, the door panel may be provided with a standoff region 68 that contacts the movable panel 64 to compress the foam element slightly, closing the gap between the door panel and the instrument panel. Here again, one or both sides of the mating structures may be covered by a decorative covering, such as a fabric or sheet-like material. FIG. 6C shows the same arrangement with the door in a closed position, and a slight gap allowed between the door panel and the instrument panel. FIG. 6D, on the other hand, shows the same arrangement but with a "zero gap" (fully mated and closed) between the door panel and the instrument panel. [0026] FIGS. 7A-7D illustrate an alternative arrangement in which an adjustable pad 70 is used on a door panel 46. Here the door panel is illustrated in a top position with an instrument panel 30 being located in a bottom position as might be perceived in a sectional view through these two sub-assemblies looking down. In these illustrations, a soft material 72 is added to the interior of the door panel with an adjustable pad being provided over the soft material. Adjacent to this material is the fixed door trim 74. A contact pad 76 is provided on the instrument panel that can come into contact with the adjustable pad when the door is closed. In this particular arrangement, over-slam is permitted as illustrated in FIGS. 7B and 7C. That is, in a nominal condition a "defined gap" is provided between the contact area and the adjustable pad, as shown in FIG. 7C. However, when the door is closed or slammed, over-slam is allowed through the contact of the elements and the slight compression of the adjustable pad 70 (or in this case the soft material 72. In a somewhat different implementation illustrated in FIG. 7D, the surface of XXX is extended so that an entire section of the door panel (or the door panel itself) adjacent to the instrument panel serves as a gap-adjustment and closing structure. In this embodiment, this panel may serve to establish the gap, or may provide a "zero gap" between these elements. It should also be noted that in this embodiment, the door panel or section of the door panel may be made resilient so as to allow for overslam of the door (e.g., by elastic deformation of the door panel or panel section), while still allowing for control of the gap (or providing a "zero gap") between the interior components. Of course, as in the the case of the other embodiments described, the resilient region may be provided on the other component (in this case the instrument panel), or on both components.

[0027] It should be noted that many of the arrangements described allow for flexibility in over-slam as well as in a more relaxed position during normal use. These solutions may be adapted for both "non-touch" and "touched" conditions, that is where contact areas either do or do not remain in contact with the "bounce back pads" or adjustable pads.

[0028] FIGS. 8A-8E illustrate a further embodiment for creating a "zero gap" in a visible zone between an instrument panel 30 and a door panel 46. In this embodiment a fixed side cover 78 of the instrument panel has, in this case in a front region, a "gap accommodator" or "gap adjuster" 80 which may be a molded or formed piece that fits adjacent to a glove compartment lid. As best illustrated in FIGS. 8C, 8D and 8E, the door trim has a surface 82 that contacts the gap adjuster when the door is closed (such as in a contact point "P"). In practice, a small, controlled gap 84 may be formed between the door trim 82 and the gap adjuster 80, with the gap adjuster being contacted only during over-slam movement, as shown in FIG. 8E. A damping material 86 may be provided behind the gap adjuster, and the gap adjuster may be a separate item that is fitted or snapped into place, such as illustrated in the figures. As illustrated in FIG. 8D, then, in a normal condition there may be a controlled gap between the gap adjuster and the door trim, while during a door-slam these components may touch. Here again, this solution allows for a "non-touch" or a "touch" finish.

[0029] A further embodiment is illustrated in FIGS. 9A-9E. Here, a high precision zone control gap is created, which could be a "zero gap". Here the vehicle door is shown open in FIG. 9A, such as via a hinge and rotation control element "H". In this embodiment a movable or a rotating side panel 88 is fitted to the door trim and may contact a fixed side element 90 on the instrument panel. As best illustrated in FIGS. 4C, 4D and 4E, the panel on the door may be fitted to rotate, translate or otherwise slide or move inwardly when the door is opened (such as rotation about a rotary axis 92). The movable panel 88 may be biased by a biasing element or spring (or any resilient member) 94 towards the side of the instrument panel (that is, outwardly). When the door is closed, the panel may close or be pushed closed into proximity with the door trim, as shown in FIG. 9E, with a slight gap between the door and instrument panels. In an over-slam condition, as illustrated in FIG. 9D, the panel and a portion of the instrument panel may be allowed to contact one another. Here again, the "zero gap" panel may be biased by an integral resilient element, a resilient portion of the panel itself, a spring or foam element, or any other suitable insert or piece of the panel or panel assembly.

[0030] FIGS. 10A-10E illustrate a further embodiment in which a controlled gap is established during assembly of the door and instrument panel. In this embodiment, a touch zone 96 is defined on a side of the instrument panel 30 that is formed by a side cover 98 that is placed on the instrument panel but not positioned in a final location prior to assembly. A spacer 100 is positioned between the interior of the door trim 46 and this side cover 98 that is removable after assembly of the door and instrument panel as illustrated in FIG. 10B. During assembly, the side panel 98 is snapped or placed on to the instrument panel, and the spacer 100 is placed adjacent to the side cover. A door is then closed and the door panel trim urges the side cover into a final position by contacting the spacer, which is sandwiched between the door panel trim and the side cover. Thereafter, the spacer can be removed, as shown in FIG. 10E to set the gap between the door panel trim and the side cover, which is pressed or ratcheted into its final position by contact with the spacer. Thereafter, the gap is essentially defined and maintained during the life of the equipment.

[0031] FIGS. 11A-11E illustrate a further embodiment for creating a zero or controlled gap between an instrument panel 30 and door trim 46. In this embodiment, a pad 102 is placed on a side of an instrument panel that has an adjustable wing 104 mount, gas-filled actuator 106, gel-filled actuator 108, sealed bag, or an equivalent mechanical structure. A cover or pad 110 may be provided over the actuator, and a mating door pad 112 may contact this pad 110 to apply pressure upon closure of the door and may contact the wing. When the door is closed as illustrated in FIGS. 1 ID and 1 IE, then, the wing may be pressed into a flattened or compressed position by the door panel or an extension of the door panel. Here again, this embodiment may be provided in a "non-touch" or a "touch" configuration.

[0032] The embodiments of FIGS. 12A-12F illustrate a further embodiment in which an arm or other biasing structure is used to control or close a gap between vehicle interior components, such as an instrument panel and a door panel. As shown in FIG. 12A and 12B, in a first arrangement, the door panel 46 may be at least partially covered by a sheet-like material, such as a fabric, decorative material, or so forth, 114. Behind this material is an arm, wing, or other biasing member 116 that can flex to urge the material outwardly towards the mating component, such as from the door panel towards the instrument panel in the embodiment shown. The arm may flex at least partially into a recess 118 that may be formed near an end of the arm or at least partially along the arm (e.g., in the door trim part). FIG. 12B shows this same arrangement with the sheet-like material removed. In the view of FIG. 12C, the sheet-like material 114 is shown as biased outwardly for control of the gap (or to provide a "zero gap" between the interior components. Here, the arm 116 is shown as comprising a shell 120 and an internal rod or biasing element 122 within the shell. In practice, the arm and any associated elements may be made of any suitable material, and will provide a desired degree of flexibility (such as to allow for overslam of a door).

[0033] FIGS. 12D and 12E show an embodiment in which a trim panel 124 has a flexible biasing arm 126 that can at least partially flex into a recess 128, as indicated by reference numeral 130. In this configuration, the arm is mounted by a pin 132 or other structure that allows at least some pivoting or other adjustment of the location and orientation of the arm, as indicated by reference numeral 134 in FIG. 12E. Such adjustment may allow for properly locating the arm and any overlying materials with respect to other components, such as an instrument panel or panel section that may face the arm. As in the previous embodiments, then, this arm and its associated mounting may be covered by a sheet-like material, or any other decorative or desired covering.

[0034] FIG. 12F illustrates a similar embodiment, but in which a trim component 136 is integrally formed with a recess 138 and a flexible biasing member 140. Here again, the biasing member may be in the form of an arm and may be made of any suitable material or materials, and may be assembled or integrally formed (e.g., molded) as part of the trim component 136.

[0035] While only certain features and embodiments of the invention have been illustrated and described, many modifications and changes may occur to those skilled in the art (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters (e.g., temperatures, pressures, etc.), mounting arrangements, use of materials, colors, orientations, etc.) without materially departing from the novel teachings and advantages of the subject matter recited in the claims. The order or sequence of any process or method steps may be varied or re- sequenced according to alternative embodiments. It is, therefore, to be understood that the appended claims are intended to cover all such modifications and changes as fall within the true spirit of the invention. Furthermore, in an effort to provide a concise description of the exemplary embodiments, all features of an actual implementation may not have been described (i.e., those unrelated to the presently contemplated best mode of carrying out the invention, or those unrelated to enabling the claimed invention). It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation specific decisions may be made. Such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure, without undue experimentation.

Claims

CLAIMS:

1. A system comprising:

a first gap control element mounted on and extending from a first component of a vehicle interior;

a second gap control element mounted on and extending from a second component of the vehicle interior,

wherein the first and second gap control elements at least partially face and engage one another or an intermediate element to establish a contact or controlled gap therebetween following movement of at least one of the elements with respect to the other during use of the vehicle.

2. The system of claim 1, wherein the first gap control element comprises a molded part disposed over a flexible or resilient member that urges the molded part towards the second gap control element.

3. The system of claim 2, wherein the first gap control element is slidingly moveable in translation upon contact with the second gap control element.

4. The system of claim 2, wherein the first gap control element is rotatably moveable upon contact with the second gap control element.

5. The system of claim 2, wherein the resilient member comprises a pad or foam.

6. The system of claim 2, wherein the second gap control element comprises a static molded contact area that extends towards the first gap control element.

7. The system of claim 1, wherein the first gap control element is provided on or adjacent to a door trim of a vehicle door.

8. The system of claim 7, wherein the second gap control element is provided on or adjacent to an instrument panel.

9. The system of claim 8, wherein at least one of the first gap control element and the second gap control element is movable to accommodate overslam of the vehicle door.

10. The system of claim 1, wherein the first and second gap control elements both engage an intermediate element in the form of a spacer to set a controlled gap between the first and second gap control elements.

11. The system of claim 1 , wherein at least one of the first and second gap control elements present comprises a flexible arm.

12. The system of claim 11, wherein at least one of the facing surfaces is covered with an aesthetic covering.

13. The system of claim 1, wherein at least one of the first and second gap control elements is biased by a gas or gel filled element.

14. A system comprising:

a first gap control element mounted on a first component of a vehicle interior; a second gap control element mounted on a second component of the vehicle interior,

wherein the first and second gap control elements at least partially face and engage one another or an intermediate element, and wherein at least one of the first and second gap control elements is mounted on a vehicle door, and wherein at least one of the first and second gap control elements is movable to establish contact therebetween during an overslam condition of the door and thereafter to establish a zero or controlled gap therebetween.

15. The system of claim 14, wherein at least one of the first and second gap control elements comprises a standoff extending to the other of the first and second gap control elements.

16. The system of claim 14, wherein at least one of the first gap control elements is biased outwardly by a resilient member.

17. The system of claim 14, wherein at least one of the first and second control elements comprises a rotating or linearly translating movable element.

18. A system comprising :

wherein the first and second gap control elements at least partially face and engage one another or an intermediate element, and wherein at least one of the first and second gap control elements is movable to establish contact therebetween during an first condition of the components and thereafter to establish a zero or controlled gap therebetween, and wherein at least one of the first and second gap control elements is biased towards the other of the first and second gap control elements.

19. The system of claim 18, wherein the gap control element that is biased towards the other gap control element is biased by a resilient member.

20. The system of claim 19, wherein the gap control element that is biased towards the other gap control element is movable in rotation or in linear translation.