EP3148848A2

EP3148848A2 - Vehicle interior panel and method of manufacture

Info

Publication number: EP3148848A2
Application number: EP15728985.1A
Authority: EP
Inventors: Glenn Cowelchuk; Tony M. Pokorzynski; Heather R. Springer; Wim Jacobs; Jeffrey T. Stout
Original assignee: Johnson Controls Technology Co
Current assignee: Johnson Controls Technology Co
Priority date: 2014-05-27
Filing date: 2015-05-27
Publication date: 2017-04-05
Also published as: CN106536287A; WO2015183918A2; WO2015183918A3

Abstract

An interior panel, for use in a vehicle, includes a rigid substrate providing structural support for the interior panel, an outer layer made of a thermoplastic olefin material having a substantially constant thickness less than about 0.7 mm, and a foam layer located between the outer layer and the substrate.

Description

VEHICLE INTERIOR PANEL AND METHOD OF MANUFACTURE

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to U.S. Provisional Patent Application No.

62/003,322 filed May 27, 2014, the entire content of which is incorporated herein by reference.

FIELD OF THE FNVENTION

[0002] The present invention relates to interior panels, and more particularly to interior panels for use in a vehicle passenger compartment.

BACKGROUND OF THE INVENTION

[0003] Interior panels are used in various locations of a vehicle interior for both functional and aesthetic purposes. Such interior panels sometimes are associated with an airbag, which, when activated, is deployed through the panel. For example, an interior panel associated with a passenger-side airbag includes a pre-weakened area or a plurality of scores or cuts that diminish the structural integrity of the panel in the region through which the airbag deploys. As a result, when the airbag is deployed, it may burst through the interior panel without much difficulty. However, forming the pre-weakened area or scoring the panel usually includes performing a secondary process that adds time and cost to manufacturing.

[0004] FIG. 5 schematically illustrates such a state of the art vehicle interior panel 110 associated with a passenger-side airbag. The panel 110 includes a rigid substrate 114 and an outer skin 118 having a visible outer surface 122 and an opposite inner surface 126. An airbag chute 144 is attached (e.g., by welding) to a rear or "B" surface of the substrate 114 in which an airbag module 146 is supported. The panel 110 also includes a foam layer 134 formed between the outer skin 118 and the rigid substrate 114. The panel 110 also includes a pre-weakened area or score 150 formed through the rigid substrate 114, the foam layer 134, and into the outer skin 118 (e.g., by using a knife or laser) to thereby provide a localized area of reduced thickness of the outer skin 118. Prior to the score 150 being formed in the outer skin 118, it has a constant thickness of about 1 mm or greater, which is required for the outer skin 118 to be safely transported between molds during the process of manufacturing the panel 110, but is otherwise too thick for the airbag to burst through without the score 150.

SUMMARY OF THE INVENTION

[0005] The invention provides, in one aspect, an interior panel for use in a vehicle including a rigid substrate providing structural support for the interior panel, an outer layer made of a thermoplastic olefin material having a substantially constant thickness less than about 0.7 mm, and a foam layer located between the outer layer and the substrate.

[0006] The invention provides, in another aspect, a method of manufacturing an interior panel for a vehicle. The method includes providing an outer layer made of a thermoplastic olefin material having a substantially constant thickness less than about 0.7 mm, applying a support layer to the outer layer to create a reinforced, multi-layer structure, positioning the multi-layer structure within a mold, and injecting a foam material adjacent the multi-layer structure.

[0007] Other features and aspects of the invention will become apparent by consideration of the following detailed description and accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[0001] FIG. 1 is a perspective view of a vehicle including an interior panel in accordance with an embodiment of the invention.

[0002] FIG. 2 is a perspective view of the vehicle interior panel of FIG. 1.

[0003] FIG. 3 A is a schematic cross-sectional side view of the interior panel of FIG. 2 through line 3A-3A.

[0004] FIG. 3B is a schematic cross-sectional side view of the interior panel of FIG. 2, through line 3 A-3 A, illustrating initial deployment of an airbag associated with the interior panel.

[0005] FIG. 4A is a partial perspective view of the interior panel of FIG. 2, prior to deployment of the airbag. [0006] FIG. 4B is a partial perspective view of the interior panel of FIG. 2, illustrating initial deployment of the airbag.

[0007] FIG. 4C is a partial perspective view of the interior panel of FIG. 2, illustrating continued deployment of the airbag.

[0008] FIG. 4D is a partial perspective view of the interior panel of FIG. 2, illustrating the airbag fully deployed.

[0009] FIG. 5 is a schematic cross-sectional side view of a state of the art interior panel associated with an airbag.

[0010] Before any embodiments of the invention are explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the following drawings. The invention is capable of other embodiments and of being practiced or of being carried out in various ways. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting.

DETAILED DESCRIPTION

[0011] FIG. 1 illustrates a vehicle 1 including an interior panel 10 in accordance with an embodiment of the invention. For example, the illustrated interior panel 10 is a passenger side interior panel 10, as shown in FIG. 2. However, the interior panel 10 could be positioned anywhere within the passenger compartment of the vehicle 1 associated with an airbag 52 (FIGS. 4C-4D). With reference to FIG. 3A, the panel 10 includes a rigid substrate 14 providing structural support for the entire panel 10. The panel 10 also includes an outer layer or skin 18 having a visible first surface or outer surface 22 and a second surface or inner surface 26 that is opposite the outer surface 22. The outer skin 18 is reinforced by a support layer 30 adjacent the inner surface 26 of the outer skin 18. Additionally, a foam layer 34 is formed between the support layer 30 and the rigid substrate 14.

[0012] The outer skin 18 is made of a thermoplastic olefin (TPO) material and has a thickness of approximately 0.5 mm. In some embodiments, the thickness of the outer skin 18 is less than about 0.7 mm, and between about 0.3 mm and about 0.7 mm. Therefore, the panel 10 is provided with an outer skin 18 having a thickness that is substantially thinner than that found in state of the art interior panels associated with passenger-side airbags (e.g., panel 110 shown in FIG. 5). Stated another way, the outer skin 18 has a sufficiently thin thickness that allows an airbag 52 to be deployed and burst through the outer skin 18 without having to create or form any pre -weakened areas, scores, or cuts on a portion of the outer skin 18 (FIG. 3 A). The outer surface 22 of the outer skin 18 is visible to passengers within the vehicle 1 and may be formed with various shapes, patterns, and/or textures such that the outer surface 22 may be aesthetically or visually pleasing to the passengers.

[0013] The outer skin 18 by itself may be difficult to handle during manufacturing of the panel 10 due to its reduced thickness. The support layer 30, however, is applied to the inner surface 26 of the outer skin 18 to provide additional reinforcement to the outer skin 18 to facilitate its handling during manufacture of the panel 10. In the illustrated embodiment of the panel 10, the support layer 30 is made of a polypropylene and polyethylene foam. Alternatively, or in addition, the support layer 30 may be made of or include other various suitable materials. Further, the support layer 30 has a thickness of about 1 mm to about 4 mm. In the illustrated embodiment, the support layer 30 has a thickness of about 1.5 mm. Also, in the illustrated embodiment, the foam used to create the support layer 30 has a density of about 5 pounds per cubic foot. In other embodiments of the panel 10, the support layer 30 may have a density in a range of about 3 pounds per cubic foot to about 7 pounds per cubic foot, though foams or other materials having different densities may be used.

[0014] The outer skin 18 with the underlying support layer 30 make up a bi-laminate or multi-layer structure 50 that is more easily handled and/or manipulated when manufacturing the panel 10. While the support layer 30 provides additional reinforcement to the outer skin 18, it does not inhibit the deployment of the airbag 52. Further, the support layer 30 may help the outer skin 18 break during an airbag deployment. For example, the support layer 30, because it is unitized with the outer skin 18, prevents the outer skin 18 from stretching or elongating during the airbag deployment, therefore causing the outer skin 18 to break during a deployment sooner compared to the outer skin in a state of the art interior panel (see, for example, panel 110 in FIG. 5). [0015] With reference to FIG. 3A, the rigid substrate 14 includes internal sidewalls 38 that define an aperture 42 through which an airbag 52 (FIGS. 4C-4D) may be deployed. An airbag chute 44 is placed in the aperture 42 and attached to the rigid substrate 14 at the internal sidewalls 38. An airbag module 46 (in which the deflated airbag 52 is contained) is coupled to the airbag chute 44, which is aligned with the aperture 42. The airbag chute 44 is molded or formed with a localized area of reduced thickness (i.e., pre-weakened area 48) such that the airbag 52 may successfully deploy therethrough. FIGS. 4A-4D illustrate deployment of the airbag 52 through the panel 10 when the vehicle 1 is impacted. Upon impact, the airbag 52 is deployed from the module 46 and begins to expand below the panel 10, rupturing the airbag chute 44, and causing the foam layer 34 and the structure 50 to bulge outwardly as shown in FIG. 4B. As the airbag 52 continues to expand, it breaks through the foam layer 34 and the structure 50 (FIG. 4C) until it completely inflates within the passenger compartment (FIG. 4D).

[0016] The foam layer 34 formed between the support layer 30 and the rigid substrate 14 is provided to add softness to the panel 10. In the illustrated embodiment, the foam layer 34 is made of a polyurethane material. Alternatively, or in addition, other suitable foams and/or other materials may be used to create the layer 34. Also, in the illustrated embodiment, the foam used to create the foam layer 34 has a density in a range of about 6 pounds per cubic foot to about 12 pounds per cubic foot, though foams or other materials having different densities may be used. Furthermore, the foam layer 34 may have a thickness of about 3 millimeters to about 15 millimeters. In the illustrated embodiment of the panel 10, the foam layer 34 has a thickness of about 8 mm.

[0017] To manufacture the panel 10, the reinforced, multi-layer structure 50 is first created by applying the support layer 30 to the outer skin 18. For example, a laminating process may be used to apply the support layer 30 to the outer skin 18. Then, the multi-layer structure 50 is transported to and positioned within a mold. Because the multi-layer structure 50 is reinforced by the support layer 30, the structure 50 may be transported to the mold without concern of braking or otherwise damaging the outer skin 18, which is substantially thinner than the outer skin 118 of a state of the art interior panel 110 (FIG. 5), during transport. Additionally, during the foam injection process, as described in the following paragraph, the support layer 30 prevents or limits the creation of wrinkles and bunching of the thin outer skin 18. In this manner, the support layer 30 can be considered a manufacturing aid rather than a component that contributes to the overall functionality of the panel 10 once manufactured.

[0018] The multi-layer structure 50 is then positioned within the mold with the rigid substrate 14 and airbag chute 44 in a spaced relation providing a gap of about 8 mm

therebetween. A liquid foam material is then injected in the gap and allowed to harden or cure to create the foam layer 34, thereby attaching the structure 50 to the rigid substrate 14 and chute 44. Specifically, in the illustrated embodiment of the panel 10, the airbag chute 44 is secured or captured between the foam layer 34 and the rigid substrate 14. Consequently, the step of creating the foam layer 34 effectively unitizes the airbag chute 44 to the multi-layer structure 50 and the substrate 14. After the foam layer 34 has cured, the panel 10 is removed from the mold. The airbag module 46 is subsequently attached to the chute 44, completing the assembly of the panel 10. No further steps are taken to introduce a localized area of reduced thickness, scoring, or otherwise cutting the inner surface 26 of the outer skin 18 because the outer skin 18 is already sufficiently thin to permit the airbag 52 to burst through it without any difficulty.

[0019] Various features of the invention are set forth in the following claims.

Claims

CLAIMS What is claimed is:

1. An interior panel for use in a vehicle, the interior panel comprising:

a rigid substrate providing structural support for the interior panel;

an outer layer made of a thermoplastic olefin material having a substantially constant thickness less than about 0.7 mm; and

a foam layer located between the outer layer and the substrate.

2. The interior panel of claim 1, further comprising a support layer between the outer layer and the foam layer.

3. The interior panel of claim 2, wherein the support layer has a thickness of about 1 mm to about 4 mm.

4. The interior panel of claim 3, wherein the support layer has a thickness of about 1.5 mm.

5. The interior panel of claim 2, wherein the support layer is made of at least one of a polypropylene foam or a polyethylene foam.

6. The interior panel of claim 2, wherein the support layer has a density between about 3 pounds per cubic foot and about 7 pounds per cubic foot.

7. The interior panel of claim 2, wherein the support layer has a density of about 5 pounds per cubic foot.

8. The interior panel of claim 2, wherein the support layer is unitized with the outer layer, thereby preventing the outer layer from stretching or elongating in response to an applied force to the unitized support layer and outer layer.

9. The interior panel of claim 1, wherein the outer layer includes a first surface facing an interior compartment of the vehicle and an opposite second surface, and wherein the second surface does not include a localized area of reduced thickness.

10. The interior panel of claim 1, wherein the outer layer has a substantially constant thickness between about 0.3 mm and about 0.7 mm.

11. The interior panel of claim 10, wherein the outer layer has a substantially constant thickness of about 0.5 mm.

12. The interior panel of claim 1, wherein the foam layer is made of a polyurethane foam.

13. The interior panel of claim 1, further comprising an airbag chute coupled to the substrate and aligned with an aperture in the substrate.

14. The interior panel of claim 13, wherein the airbag chute includes a localized area of reduced thickness.

15. A method of manufacturing an interior panel for a vehicle, the method comprising: providing an outer layer made of a thermoplastic olefin material having a substantially constant thickness less than about 0.7 mm;

applying a support layer to the outer layer to create a reinforced, multi-layer structure; positioning the multi-layer structure within a mold; and

injecting a foam material adjacent the multi-layer structure.

16. The method of claim 15, further comprising transporting the multi-layer structure to the mold.

17. The method of claim 15, further comprising positioning a substrate in the mold in spaced relationship from the multi-layer structure, wherein the foam material is injected between the multi-layer structure and the substrate.

18. The method of claim 17, further comprising attaching the multi-layer structure to the substrate with the foam material.

19. The method of claim 18, further comprising removing the interior panel from the mold after the foam material cures, wherein no further steps are taken to introduce a localized area of reduced thickness to the outer layer.

20. The method of claim 17, further comprising positioning an airbag chute in alignment with an aperture in the substrate.

21. The method of claim 20, further comprising securing the airbag chute between the foam material and the substrate, wherein the airbag chute includes a localized area of reduced thickness.

22. The method of claim 15, wherein applying the support layer to the outer layer includes laminating the support layer to the outer layer.