Positioning profiles for pultrusions in composite bus body

A method of forming a composite vehicle components (e.g. walls, floor, roof) having interleaved foam core members and pre-pultruded reinforcing pillars by pultruding the cores and pillars into a vehicle component (e.g. bus sidewall formed as integral component front to rear) and cutting apertures therein for insertion of vehicle accessories (e.g. windows). Also, vehicle components can be formed having interlocking profiled edges where a first component is inserted into a second component, and rotated to bring the two components into locking engagement. A plurality of components can be formed with the same geometry, and oriented 180 degrees offset from each other to bring their profiled edges adjacent to each other.

BACKGROUND OF THE DISCLOSED SUBJECT MATTER

Field of the Disclosed Subject Matter

The disclosed subject matter relates to a system, and corresponding method, of manufacturing large scale composite structures (e.g. automobiles, buses, tractor trailer, utility vehicles, etc.). These large scale composite structures are typically formed as multi-piece structures, with a plurality of discrete molds required for each separate piece, and require a complex vacuum assisted resin transfer mold (VARTM) fabrication process.

Particularly, the present disclosure provides vehicular structural elements which are formed via a pultrusion process(es) and configured with a profile having various features which facilitate both placement and assembly with additional components of the vehicle.

Additionally, the present disclosure provides pultruded vehicle components with a shaped side(s) that can be built with structural flat wall(s) having reinforcement beam(s) attached to shaped panels.

Additionally, the present disclosure includes adding targeted tailored reinforcement fiber in the skin of a structure, e.g., to enhance strength proximate openings such as windows, and reinforcement included in core and adjoining members.

Additionally, the present disclosure provides exemplary shaped sections with reinforced inserts, e.g. roof arch or other shaped sections, as well as the design, assembly and service (or repair) of a pultruded vehicle body.

SUMMARY OF THE DISCLOSED SUBJECT MATTER

To achieve these and other advantages and in accordance with the purpose of the disclosed subject matter, as embodied and broadly described, the disclosed subject matter includes a method of forming a composite vehicle component comprising: pultruding a first vehicle component, the first vehicle component having a first profiled edge; pultruding a second vehicle component, the second vehicle component having a second profiled edge; inserting the second vehicle component within the first vehicle component; and rotating the second vehicle component with respect to the first vehicle component to bring the second profiled edge into locking engagement with the first profiled edge.

In accordance with another aspect of the disclosure, a method of forming a composite vehicle (e.g. bus) component comprises: pultruding a plurality of reinforcement structures, each reinforcement structure having opposing inner and outer surfaces defining a thickness therebetween; providing a plurality of core members, each core member having opposing inner and outer surfaces defining a thickness therebetween; and positioning a core member between adjacent reinforcement structures. A second pultruding process is performed to pultrude the reinforcement structures and core members together to apply an inner skin layer onto the inner layers of the reinforcement structures and core members, and an outer skin layer onto the outer layers of the reinforcement structures and core members. An opening is then formed in at least one of the inner skin layer and outer skin layer, and positioned between adjacent reinforcement structures.

In some embodiments, at least one reinforcement structure is disposed parallel to at least one core member, and/or at least one reinforcement structure is disposed perpendicular to at least one core member.

In some embodiments, at least one of the reinforcement structures is rectangular.

In some embodiments, the core member is foam.

In some embodiments, the vehicle component has a non-planar profile.

In some embodiments, the vehicle component has a curved profile.

In some embodiments, the vehicle component is a sidewall of a bus, formed as an integral component from a front of the bus to a rear of the bus.

In some embodiments, a window is installed within the opening between reinforcement structures.

In some embodiments, a tapping plate is disposed adjacent at least one of the inner and outer skin layers.

In some embodiments, the tapping plate is disposed within at least one core member.

In some embodiments, the tapping plate is disposed within at least one reinforcement structure.

In accordance with another aspect of the disclosure, a method of forming a composite vehicle component comprises: pultruding a plurality of reinforcement structures, each reinforcement structure having opposing inner and outer surfaces defining a thickness therebetween; providing a plurality of core members, each core member having opposing inner and outer surfaces defining a thickness therebetween; and positioning a core member between adjacent reinforcement structures. Next, an additional pultrusion operation is performed to pultrude a first set of reinforcement structures and core members together to form a first composite vehicle panel; and another pultrusion operation can be performed to pultrude a second set of reinforcement structures and core members together to form a second composite vehicle panel. A composite connector can be provided having a first pair of sidewalls defining a first channel and a second pair of sidewalls defining second channel, with the first composite panel inserted within the first channel of the connector; and the second composite panel inserted within the second channel of the connector.

In some embodiments, the first channel of the connector is oriented perpendicular to the second channel of the connector.

In some embodiments, forming the connector includes forming a third pair of sidewalls defining a third channel and a fourth pair of sidewalls defining a fourth channel; where each of the first, second, third and fourth channels of the connector are orthogonal to each other.

In some embodiments, at least the first composite panel is releasably coupled to the connector.

In some embodiments, an adhesive is dispensed through at least one aperture disposed within at least one of the sidewalls of the first channel.

In some embodiments, the first vehicle component is a sidewall and the second vehicle component is a floor of the vehicle.

In some embodiments, at least one of the first and second vehicle component has a curved profile.

DETAILED DESCRIPTION OF AN EXEMPLARY EMBODIMENT

Reference will now be made in detail to exemplary embodiments of the disclosed subject matter, an example of which is illustrated in the accompanying drawings. The method and corresponding steps of the disclosed subject matter will be described in conjunction with the detailed description of the system.

The methods and systems presented herein may be used for large structure construction. The disclosed subject matter is particularly suited for construction of composite vehicle structures.

Conventional vehicle (e.g. bus as shown inFIGS.1-2) composite structures are formed using a VARTM process, which is labor intensive requiring hand-placed layers and application of a resin which is prone to variation and reworking. Also, this conventional process employs tooling that can only control one side of the geometry of the part to be formed. The higher labor content to make, and rework, composite parts formed via VARTM technique result in undesired complexity, cost and excess cycle time.

Accordingly, the present disclosure provides an alternative technique for forming composite vehicle components using pultruded profiles, interlocking joints and incorporating features which provide for a more efficient assembly process and superior finished structure.

For purpose of explanation and illustration, and not limitation, exemplary embodiments of the system in accordance with the disclosed subject matter is shown inFIGS.3-19. Similar reference numerals (differentiated by the leading numeral) may be provided among the various views and Figures presented herein to denote functionally corresponding, but not necessarily identical structures.

The present disclosure provides for continuously pultruding composite fibers for manufacturing vehicle components (e.g. body panels, weight-bearing frame components, etc.) and includes one or more sources of a fibrous material. Each source of the fibrous materials can be configured as a spool having the fibrous material wound thereon. The fibrous materials can be either a plurality of strands of the same material, or a plurality of strands of different materials. For example, aramid fibrous material can be used to provide impact resistance and high tensile strength. Graphite fibrous material can be used to provide high stiffness. Glass fibrous material can be used as a general filler. The selection of the specific materials will vary with the specific application for the vehicle component to be manufactured.

A resin material can be applied to the fibrous materials by passing the fibers through a resin bath to cause them to adhere to each other. However, other known structures may be used to apply the resin thereto. Following the application of the resin, the fibrous materials are then pulled through a die. The die is formed having an opening therethrough which corresponds in shape to the desired cross sectional shape of the vehicle component to be manufactured. As the fibrous materials are pulled through the die, they conform to the shape of the opening formed therethrough. Because of the resin applied thereto, the fibrous materials adhere to one another to form a pultrusion which retains the shape of the opening formed through the die. The formed pultrusion can then be pulled through a curing oven to heat the resin to a predetermined curing temperature, causing it to harden a rigid condition. As a result, the pultrusion as a whole acquires a desired rigidity.

A pulling device can be employed for drawing the fibrous materials through the adhesive bath and the die to form the pultrusion. Following passage through the pulling device, the pultrusion can be cut to desired lengths by a conventional cutting machine. Additionally, openings of desired sizes and shapes may be formed in the pultrusion by a convention perforation machine. As described in further detail below, the present disclosure includes performing a first pultrusion step/process to form a first component, which can then be rotated, e.g., up to 90°, and then performing a second pultrusion step/process which combines the first (pultruded) component into a pultruded subassembly with another material/component.

In some embodiments, the pultrusion can be formed with a generally solid and uniform cross sectional shape. However, the pultrusion can be formed in any desired cross sectional shape, including cylindrical, square, and oval. Furthermore, it is not necessary that the pultrusion be formed having a closed cross sectional shape. For example, the pultrusion may be formed C-shaped or I-shaped in cross section; as well as hollow and rectangular in cross sectional shape, with uniform thickness side walls. While the exemplary embodiments disclosed herein illustrate bus components (e.g. floor, sidewall, and roof) structures, the apparatus and method of this invention may be practiced so as to manufacture any other vehicle frame component.

In accordance with an aspect of the disclosure, the composite vehicle structures can be formed with a plurality of pultruded parts, where each part is formed with a similar or identical pultruded profile, and rotated (e.g. 180 degrees) such that the profile of a first part forms a complimentary union with the same profile of the second part.

In the exemplary embodiment shown inFIG.3, a protrusion profile of a plurality of components forming a vehicle (e.g. bus) floor are illustrated. Each of the left100and right300(or “Driver” and “Passenger” if using the vehicle frame of reference) can be pultruded, as separate components, having similar (but opposing due to the 180° relative rotation) profiles, as shown. The component can have a bottom section and upwardly extending sidewall, formed as a single integral piece. Additionally, a center section200can be formed with a generally T-shaped profile where the downwardly extending stem202is formed with a greater thickness than the upper and lateral sides203a,b. The interior edges of the left100and right300pultruded sections can be joined in an overlapping/interlocking manner along their inner edges, with the center section200placed in an overlapping manner with “wings”203a,b, extending across the inner edges of the left100and right200sections. In some embodiments, the union of these three components forms a contiguous planar upper surface, as shown.

In another exemplary embodiment shown inFIG.4, a battery enclosure section can be pultruded where the left and right sides400of the battery section have the same profile (i.e. are the same protruded part, but with one rotated 180° relative to the other). An intermediate member404can be positioned between the left and right sections400and serve as a structural reinforcing member which enhances rigidity of the battery enclosure. Each side400can be formed with downwardly extending sidewalls, with the inner sidewall also including a flange and an upwardly extending return sidewall to form a receiving channel. This receiving channel402can matingly receive a complimentary flange from the intermediate member404. In some embodiments, the flange of the intermediate member can be slid longitudinally into the channel402to secure the components together.

In the embodiment shown inFIG.5, a section of a roof of the vehicle is shown with the same pultruded component500forming both left and right sides—with the right side being rotated 180 degrees to be in an opposing relationship to the left side. Again, an intermediate member504can be positioned between the left and right sections500and serve as a structural reinforcing member which enhances rigidity of the roof. The roof intermediate member504can be formed in a similar manner as the center section200in the flooring example described above with respect toFIG.3.

The vehicle components disclosed herein can be pultruded having such a length as to extend longitudinally throughout the length of the vehicle in which it is to be used. For example, the single/integral pultrusion can extend from a location proximal to the front wheel well (e.g. where a front bumper/windshield is located) to a point distal of the rear wheel well (e.g. where a rear bumper is located). As shown inFIG.6, the entire side wall can be pultruded as a single integral piece, and the windows machined (e.g. cut with a CNC machine) out of the pultruded sidewall. Alternatively, the vehicle can be divided into zones (e.g. lower or below the window, window frame, pillar, upper or above the window frame, etc.) with the components pultruded to form only individual sections for that particular zone. For example, each of the sides may be formed from as individual sections that are joined together in a manner described further below. As shown inFIG.7, a lower sidewall section is shown (i.e. below the window frame) as a unitary pultruded part which can be joined to a separate, upper (and/or window frame) pultruded part. Each part can be formed with an edge profile that matingly engages the edge profile of the adjacent part, e.g., as shown throughout the accompanying figures.

In some embodiments, additional vehicle components, formed via alternative techniques (e.g. SMC/VARTM), can be attached to the profile of the pultruded parts disclosed herein, as shown inFIG.8.

Connection of Pultruded Components

In accordance with another aspect of the disclosure, the pultruded components disclosed herein can be formed with a profile, or edge(s), which provides for a unique and efficient joining of the respective components. Thus, the structure of the pultruded parts themselves provide for a mating or interlocking engagement—and do not need to rely on adhesives to form a union (though adhesives can be employed in some embodiments). In other words, the parts are pultruded with a specific profile to provide a mechanical union rather than a purely chemical union from adhesives; with the absence of adhesive shortening manufacture cycle/cure time and complexity.

An exemplary profile for interlocking of pultruded parts is shown inFIG.9Awith a first component shown in solid black coloring, and a second component shown in white coloring for aid in illustrating the cross sections of the two components. As shown, the first component901can be formed with a profile having entirely arcuate surface features for matingly receiving a complimentary profile of the second component902. As shown the profile of the first component can overlap the second component on two sides (i.e. upper and lower as shown) to increase the surface area and frictional forces forming the union between the two parts.

In the exemplary embodiment shown inFIG.9B, the first component901has a portion903which extends beyond the edge of component902, with this extension903being bent or rotated to lockingly engage the flange of the second component902(as shown in phantom).

In the exemplary embodiment ofFIG.9C, the first component includes an ankle portion905and foot portion907that extend downward and laterally to engage a complimentary shaped flange of the second member902. Additionally or alternatively, the first component901can have upwardly extending tongs909which engage sidewalls of the second component902, as shown. The tongs909can be positioned laterally inward from the outer sidewalls of the second member902.

In each of these exemplary embodiments, the two components901,902can be brought into engagement by aligning the interlocking profiles so that the first component901can be inserted into the second component (e.g. translated along the z-axis as shown).

FIG.10depicts another exemplary embodiment of an interlocking profiles of first1001and second1002pultruded components. Here, the second component includes a bulbous member1004placed within a cavity of the first component. The second member1002can then be rotated or pivot downward to bring the ankle1006and foot1008portions into abutting and interlocking engagement with complimentary structures on the first component1001, as shown in phantom.

FIG.11depicts another exemplary embodiment of an interlocking profile of first1101(solid line) and second1102(phantom line) pultruded parts. The trapezoidal shape can have a protrusions1103on the upwardly extending sidewall to engage an L-shaped leg1104of the second part. Additionally, an upwardly extending leg1106of the second part can be formed with a faceted edge that engages a similarly contoured facet of the first component.

FIG.12depicts another exemplary embodiment of an interlocking profile of first1201and second1202pultruded parts. Here the first part1201is formed as an elongated member which is inserted longitudinally (along the z-axis) into the second part1202, and brought into a locked engagement with the second part by rotating the first part1201(about the z-axis). Accordingly, the profiles of the pultruded parts shown inFIGS.9-12provide interlocking, nesting, snap fit (and combinations thereof) types of union between pultruded parts.

FIG.13depicts another exemplary embodiment of an interlocking profile of a lap and rotational pultrusion joint, applied to a roof portion of a vehicle. The two side members1301and1303have the same geometry and profile, albeit rotated 180 degrees with respect to each other. Intermediate member1302matingly interlocks all three components together. The male interlocking feature (e.g. tongue) of side members1301,1303can be inserted within the female interlocking feature (e.g. groove) of the intermediate member1302and slid longitudinally (e.g. along the z-axis). Once fully inserted, the side members1301,1302can be rotated to bring the male interlocking feature in mating engagement with the female interlocking feature to join the component parts.

FIGS.14A-Bdepict another exemplary embodiment of an interlocking profile of a pultrusion joint, applied to a side portion of a vehicle. InFIG.14Athe side panel1401is formed as a single piece extending from the roof to the floor section (1). Alternatively, inFIG.14B, the side panel is formed from multiple pultruded components (1-6): with component1401acoupled to the floor and1401bcoupled to the roof. Side panels1401a,bcan be formed with profiles that form an interlocking union with adjacent components upon rotation (with initial orientation of insertion shown in dashed line) of the panels1401a,b. For example, the interlocking profile of the panels1401a,bcan be formed as an arcuate (e.g. C-shaped) edge. This edge is positioned within a complimentary channel of the adjacent part (e.g. floor1and roof5) to which the panel is to be joined while the panel1401a,bis oriented at an angle (i.e. not vertical). Then each panel is rotated into the vertical position shown inFIG.14B, with the arcuate edge lockingly engaging the channel of the adjacent part (e.g. thee floor and roof sections, respectively). Also, an intermediary member (e.g. window frame)1402can be positioned between the upper and lower side panels1401a,b. The dashed lines shown on component1402indicate an access point in the event the window needs to be serviced/repaired, the composite panel1402can be cut along these lines so the window can be readily removed.

FIG.15depicts another exemplary embodiment of an interlocking profile of a pultrusion joint, applied to a roof, upper side, lower side or interior shelf of a vehicle. Here the pultruded part1501has its male-profiled edge inserted within a female profile of the adjacent part to which it is to be joined, with the pultruded part1501positioned at an angle (i.e. not coplanar) with the adjacent part (as shown in phantom). Once the pultruded part1501is slid along the z-axis to be fully inserted within the adjacent part, pultruded part1501is rotated about the y-axis to bring the male-profiled edge into locking engagement with the female profile edge of the adjacent part.

FIGS.16-17depict another exemplary embodiment of an interlocking profile of a segmented side wall of a vehicle. Here commonly shaped pultruded parts1601are formed with profiled edges that interlock with intermediate pultruded part1602. As previously described, pultruded parts1601have the same profile, but are rotated 180 degrees to each other before joining intermediate part1602, as shown at the bottom of the figure. In some embodiments, four different pultruded parts (1-4) can be coupled together to form wall panel having a window frame3, with a single wall panel2having a male connector extending downwardly therefrom for insertion into a female connector of the floor component (not shown). In the exemplary embodiment shown inFIG.17a, adjacent wall panels can include window frames therein, and be coupled together with complimentary male/female interlocking grooves on their adjacent edges.

Additional connection configurations for joining two or more pultruded (and/or foam) panels are depicted inFIGS.17b-k.FIG.17bdepicts an exemplary connection element for joining two perpendicular panels1702,1704by receiving a portion of each these panels within the corner connector1710. The corner connector1710can have extending sidewalls which overlap/abut the exterior, and interior, walls of the inserted panels1702,1704. Additionally, the corner connector1710can include a closed cell1712between the panels1702,1704. The cell1712can be hollow and configured to serve as a conduit to pass cables, wires, plumbing, etc. throughout the vehicle, and/or serve as a drainage/gutter. The embodiment shown inFIG.17bhas corner connector1710with a chamfered edge (i.e. continuous radius of curvature relative to focal point in the middle of the cell1712), whileFIG.17c-ddepict an alternative, smaller, radius of curvature. Additionally, the corner connector1710can be formed with a planar/faceted edge. In some embodiments, these corner connectors1710can be flexible (e.g. made of rubber) to allow for relative motion between the connected panels while maintaining the union.

A benefit of the corner connector1710disclosed herein is that the datum, or reference point/plane, of the panels can be located at an external surface, as shown inFIG.17e, which allows for enhanced precision and control as compared to datum points on interior surfaces of the panels1702,1704themselves. Another benefit of this embodiment is the anchor can be spring loaded to provide a force (e.g. oriented along the dashed line shown) which holds the connector1710in fixed position with respect to one (or both) panels1702,1704. This facilitates assembly of the pultrude panels in that a connector can be coupled to a first panel and hold that panel in a fixed orientation (e.g. upright) while the second panel is inserted. In the embodiment shown inFIGS.17eand17l, a plurality of datum points are identified (both interior and exterior of sides of panels1702,1704) to maximize the precision in placement of the connector. A fastening plate1705is positioned on an interior corner of the connector1710and panels1702,1704with a fastener anchored to the plate and placing a tensile force, e.g. pulling the connector1710diagonally inwardly along the axis shown. Additional examples of a corner connector are shown inFIGS.17f-g, where the connector can extend along three edges of the panels to be joined, thereby increasing surface area contact and thus strengthening the bond.

In the corner connector embodiment ofFIG.17l, the connector can be formed from three discrete components1711a-c, each having at least one pair of sidewalls for receiving a panel to be inserted therein, and a channel1712. A rigid junction1750can be included with three arms to be received within the connector channels1712(with the sidewalls remaining open to receive the pultruded panels). An anchor, as described above in connection withFIG.17ecan also be employed here, with its orientation shown in broken line, which affixes the apex of inner pyramid shaped plate1760against the corner of the rigid junction1750as highlighted inFIG.17l. This configuration provides added rigidity and stability to the corner of the vehicle and facilitates assembly as it allows for panels to be positioned within the channels of the connector, without the panels collapsing or falling out of the connector sidewalls due to their own weight prior to application of adhesive (is employed).

The connector(s) disclosed herein can be formed of metals (e.g. aluminum) or composites, as desired.

In accordance with another aspect of the disclosure, a universal connector is provided which can be machined into the particular size/shape needed for the two (or more) panels to be joined (e.g. ½ roof panel+½ roof panel; floor+side; etc.). As shown inFIG.17h, a universal connector1720can be provided which includes sidewalls defining openings1720a, to connect to aligned panels, as well as perpendicular sidewalls defining an opening1720bto connect intersecting/perpendicular panels. This universal connector1720can be modified, e.g. machine cut, to remove any unnecessary sidewalls, as shown inFIG.17i, and result in an “H” connector1722for connecting aligned panels, a “T” connector1726for joining perpendicular panels, and a “U” shape connector1728for floor connections. This single/universal design for the connector reduces inventory burden and allows for rapid tailoring of the connector to achieve the particular shape desired for connecting multiple panels throughout the vehicle. The connector disclosed herein can also be employed when connecting curved panels, in which case the angle of the connector sidewalls can be oriented as desired between 0°˜90°, and or having a complimentary arcuate shape, to accommodate the radius of curvature of the panel to be inserted therein.

In some embodiments the connectors are located in positions likely to withstand impact (e.g. fenders, bumpers, floor, etc) during vehicle use. Accordingly, the material properties of the connectors can be tuned for impact by, e.g., incorporating carbon into the connector walls, and or wrapping in polypropylene, to increase tensile strength. For example, the connectors can include protective coatings to resist breakage and/or scratching, such as nanometer thick layers of Aluminum oxide, Titanium, Carbon (graphene) etc. Additionally or alternatively, the foam core received within the connector sidewalls can be modified, e.g. packed more densely, to increase its Young' modulus. Also, the connectors1720can allow for repair/servicing of the vehicle components in that a technician can cut through a portion of the connector, e.g. cut into cell1710shown inFIG.17a, to remove/replace a damaged vehicle panel. Furthermore, the sidewalls of the connectors1710which receive the panels to be joined together are shown to be planar and extend in a linear direction in the exemplary embodiments ofFIG.17. However, the edges of the side panel may have mechanical structures such as bumps or detents to mate with corresponding mechanical features formed in the inserted panel in order to increase surface area for bonding, provide a friction fit, and supplement a bonding agent in attaching the compartment/side panels.

The connectors can be bonded to the panels with a mechanical union and/or adhesive (e.g. resin) union. In the exemplary embodiment shown inFIG.17j, the connector1730(configured as a “U-shape” connector) receives an end of the panel1732. The connector sidewalls extend downwardly and overlap with the sides of panel1732, and include holes1733for delivery of an adhesive between the panel1732and the interior of the connector sidewalls. The holes can be drilled into the connector sidewalls (prior to, or after, insertion of the panel1732) and spaced equidistantly distributed along the length of the connector. However, the panel1732is fully inserted until the upper edge of the panel engages the inner edge of the connector1731. The abutment of the inserted panel1732against the connector surface1731prevents adhesive from occupying this space (i.e. the upper surface of the panel1732and lower surface of connector1731remain free from adhesive).

The intersection of the vertical and horizontal legs of the connector1730can form a radius of curvature which forms a protrusion or bump1735at the edges of the channel which receives the panel1732. The maximum size radius of these corner protrusions1735is the thickness of the bond to be formed by the adhesive (i.e. the thickness of the adhesive present between the panel1732and the downwardly extending sidewalls of the connector, which is injected through apertures1733). During insertion of the panel1732, the presence of these corner protrusions1735can serve as a ramp or guide to direct the panel into alignment with the connector sidewalls. The protrusion1735also serves as a seal to prevent adhesive from drifting toward the center section of the connector and engaging surface1731.

The downwardly extending sidewalls can include a protrusion1737near the ends which serve to ensure a space is maintained between the panel1732and the connector sidewalls. In some embodiments, after the adhesive is dispensed between the connector1730and panel1732a caulking can be applied to seal the adhesive in place. For example, a caulking can be applied adjacent (e.g. below inFIG.17j) the protrusion1737. This caulking can be applied prior to injecting adhesive to further prevent the adhesive from leaking out beyond the adhesive region between the panel and connector sidewalls. The distal end of the connector sidewalls can remain free of adhesive bond to the panel1732which can be advantageous in that it allows for disassembly for service/repair, e.g., by cutting through the adhesive where present between the panel surfaces1732and the connector1730.

Serviceable Connectors

In accordance with another aspect of the disclosure, the connectors described herein can be at least partially removable to facilitate repair/service of the vehicle components. Some panels in high service areas (e.g. floor/corners of vehicle) can be replaceable and separated from structural wall sections. In the embodiments shown inFIG.17k, two panels1732and1734(e.g. vehicle sidewall panels) can be joined by the connector1740which releasable couples to a mating structure1744. The mating structure1744can be located on a panel (e.g affixed to the panel wall, as shown on the left inFIG.17k), or on a connector (coupled to the “H-shape” connector as shown on the right side ofFIG.17k); the H-shape connector inFIG.17Khaving a laterally oriented channel for receiving a floor panel, and the bottom of vehicle sidewall panel1732being received within a U-shape connector. Referring attain to the left-side ofFIG.17k, the mating structure1744can project upwardly and outwardly to create a lip or overhang for the connector1740to matingly receive. In some embodiments, the connector1740can be removed by deflecting/deforming the mating structure1744(e.g. bending the upper flange downwardly) to release engagement with the connector, and hence removing panel1734from the first panel.

The connector can be reusable, or in some embodiments sacrificial—e.g., the connector is severed/ruptured to disengage the panels. The mating structure1744can be permanently affixed to panel1732, so that if a replacement connector1730is introduced, the replacement connector can be coupled to the mating structure1744.

In accordance with another aspect of the disclosure, and as noted above, the pultruded vehicle components disclosed herein can be joined with other non-pultruded components.FIGS.18-19illustrate exemplary embodiments of a bus having a combination of VARTM and pultruded profile parts.

Optionally, the pultruded components disclosed herein can (in addition to the mechanical union afforded by their profiled edges) can be permanently secured to each other by use of an adhesive material. The adhesive may be embodied as a conventional resin, such as a polyester resin or an epoxy resin. Alternatively, the adhesive may be embodied as an induction cured adhesive or an electromagnetically sensitive adhesive.

In some embodiments, the surface of the interlocking features can include depth markings to indicate the distance, or degree, the first part is inserted within the adjoining part, thereby allowing an operator to visually confirm the desired depth (and thus stabilization and reinforcement) is achieved. Also, the outer edges of the interlocking features can be chamfered or rounded so as to provide smoothed arcuate surfaces to reduce risk of injury to personnel and/or damage to other components during manufacture and assembly of the vehicle component.

In accordance with another aspect of the disclosure, wherein the entire side wall is pultruded as a single integral piece, as shown inFIG.20, a plurality of cores (e.g. foam) can be incorporated into the pultrusion, as shown inFIG.21-26.

A foam core2100can be aligned parallel with a previously formed pultruded structural component (e.g. window pillar)2200. Although the exemplary embodiment shown depicts a pultruded pillar2200as having a square or rectangular cross-sectional shape, these can have other cross-sectional shapes (e.g. triangular, trapezoidal, or other polygonal cross-sections that have appropriate strength and surface area). The pultruded pillar2200can be formed of a pultruded combination of fiberglass reinforcements and thermosetting polyester or vinyl ester resin. The pultruded pillar2200can provide corrosion resistance, low thermal conductance, low electrical conductance, electromagnetic transparency, light weight, high strength, fire resistance, and/or dimensional stability to the composite panel. Additionally or alternatively, the pultruded pillar2200may also be formed of aluminum, steel, wood, acrylonitrile butadiene styrene (ABS), or a like durable material, for example.

The core material2100may be a foam or other material, e.g. foam sheets, polymer sheets, honeycomb polymer or metal, injectable foam or polymer. The core material2100can also be polyurethane, polystyrene or other light weight polymer in any form (foam, honeycomb, sheet, injectable, etc.), balsa wood, and other lightweight materials. In some embodiments, the core material2100can also be selected to provide certain properties (e.g. provide additional strength, corrosion resistance, thermal insulation, etc.). Additionally or alternatively, the core2100itself can also be a pultruded component.

These two components2100,2200can then be joined, e.g. via an adhesive layer or film, to inhibit/prevent relative movement therebetween. Next, the combination of foam core2100and pultruded structural member (e.g. window pillar)2200is, again, pultruded through a pultrusion die which applies a skin to the2100,2200combination, resulting in a permanent union of these components. Thus the present disclosure provides a pultrusion-within-a-pultrusion to create a composite automotive assembly. In some embodiments, additional structural reinforcements (e.g. pillars, roof bows, door frames, etc.) can be incorporated into the foam core2100prior to pultrusion. Moreover, these structural components can be inserted into the foam core prior to the (second) pultrusion step shown inFIG.21, or inserted within foam core cut-outs after the (second) pultrusion step is performed. The pultrude reinforcing structural components2200can be oriented perpendicular to the direction of (second) pultrusion. For example, the structural components2200can be oriented along the y-axis or z-axis while the second pultrusion operation is performed along the x-axis, as shown inFIG.21.

The outer skin layers can be monolithically formed as single pieces, e.g. fiber reinforced plastic or fiber reinforced polymer (FRP) which can also be coated, embossed, laminated, or otherwise provide decorative appeal to the skin exterior.

Windows2300can be cut out (e.g. via programmable CNC machine, water jet, etc.) cells from the single-piece bus side to form radiused, as shown in the top ofFIG.23. This allows for windows and other features of a side of the vehicle to be formed utilizing the load carrying characteristics of the pultruded pillars2200without the weight and complexity of welded metal framing.

Additional features (e.g. wheel well) can also be formed in the single-piece bus side. In some embodiments, structural features can be imparted onto a single, e.g. interior, surface of bus side. For example, upper and lower recesses2110can be formed in the bus side which correspond to the top and bottom edge of the (yet to be inserted) windows. Additionally or alternatively, the window recess2110can be formed by placing an additional layer of foam core2100, perpendicular to the initial layer of foam core2100and overlapping the reinforcing pillar2200, as shown inFIG.24. In order to bridge the difference in thickness from these additional horizontal layers of foam2100, and reduce wrinkling or buckling, a roving material can be added to fill in the transition region, as shown in the cross-sectional view. In the exemplary embodiment shown, the roving2112has a generally triangular shape with a curved face in contact with the outer skin applied during the second pultrusion process.

Additionally, in some embodiments the window can be formed where the core insert2100is a clear material (e.g. ABS transparent plastic). In such embodiments the window core insert2100can include a sacrificial coating/film and is positioned adjacent to the reinforced (pre-pultruded) pillars2200and then pultruded with layers of external skin applied thereto. After the second pultrusion step, the skin can be removed (e.g. peeled off) from the underlying window, with the sacrificial film deposited over the window facilitating removal of the skin only around the surface area of the window (i.e. the skin remains attached to the neighboring pillars22000). The window can also include a variety of aesthetic properties (e.g. tint, frosting, fracture resistant coating, etc.). Further, for embodiments in which the panel exhibits a non-linear profile, the window core2100can be thermally formed to have a curved or bent profile, complimentary to that of the panel it is formed.

As shown inFIG.22, the core2100and pre-pultruded reinforcement structure200are arranged with the desired spacial arrangement (e.g. abutting engagement). The combination of the core2100and pillar2200is then fed under a controlled speed to maintain that desired spacial arrangement. This can be accomplished with a track feed sprocket (on both sides of the track) with sprockets that register/confirm the spacing of the core2100and pillar2200prior to the (second) pultrusion process. After the second pultrusion step is performed, wherein the newly applied layers of skin obscure the view of the foam2100and pillar2200components, a non-destructive testing (e.g. ultrasound) can be performed to locate/confirm the positions of the cores2100and pillars2200. Next, the desired cutouts (e.g. window frames, wheel well, etc.) can be cut (CNC machine or waterjet) through the panels, as desired. Also, in some embodiments, the surface skin (i.e. the outer layers applied by the second pultrusion process) can be reinforced in the direction of pull, e.g. with braided or woven-in biaxial off angles with a variety of materials (e.g. glass, carbon, etc.).

As shown inFIG.23, the core2100, and/or the reinforcing pultruded structural component (e.g. window pillar)2200, can have multiple orientations (e.g. parallel, perpendicular) to the pultrusion direction (indicated by the arrow). Accordingly, the reinforcing pillars2200can form boxes/cells of reinforced compartments within the vehicle panel.

As shown inFIG.25, the foam core2100can be formed with any particular geometry desired for the vehicle design. This underlying foam core geometry can then lead to the pultruded panel (which includes foam core+pultruded pillar) to be formed with a similar shape. In the exemplary embodiment shown, the lower portion of the pultruded sheet (which coincides with the bottom of a vehicle wall) has a foam core shape2115that protrudes both vertically and laterally a greater distance than the foam core located at the upper portion of the pultruded sheet.

In the embodiment shown inFIG.26, the pultruded window pillar2200can be formed as a hollow rectangular structure that is subdivided for increased strength. The cavities2202shown can be used for routing harnessed wiring (e.g. high/low voltage, sensor data, antennae, etc.), heat transfer materials, HVAC, and/or water drainage. These sections2202can be open and harness pulled through or fully opened and harness laid in. In the case of water ducting, the channel can be open at the roof and under the bus. These can be uniform through the bus or placed at various points in the sequence. The exemplary embodiment shows three, uniform, cavities but other numbers and configurations can be employed as desired. In some embodiments, the seat mounting structure can also be pultruded as a single, or multiple, pultrusion(s) with respect to the bus floor. Again, non-destructive testing (e.g. ultrasonic waves) can be employed to confirm/locate the location (e.g. edges) of the reinforcements2200after the second pultrusion step, thereby allowing for the CNC cutting to be performed though the final product without intersecting or compromising the reinforcements2200embedded therein (shown in phantom in the final pultrusion view at the bottom ofFIG.26).

As shown inFIGS.27-33, the single piece side panel of the bus can be joined to the (pultruded) floor, (VARTM formed) front/rear panel, and (pultruded) roof via the interlocking mechanisms described above. In the exemplary embodiment shown, the floor, roof and sides of the bus can be formed as unitary pultruded members, which are then assembled together to form the bus body. Also, in order to maximize efficiency and reduce cost/waste, the wall and floor panels can be formed with the same thickness to increase linear footage in a given panel pultrusion manufacturing cycle, and edge profile (for fit with the connector as described herein), thereby using the same pultrusion die set-up for both floor and wall components. Furthermore, batch processing can be performed of vehicle components (e.g. roofs, walls, floors) with each batch having a distinct thickness, geometry, and composition (e.g. reinforcement and/or foam materials). As another material/cost saving measure, the core2100can be reusable or recyclable across multiple panels.

As shown inFIG.29, a pultruded pillar reinforcement2200can be positioned between two layers of foam2100. This combination can then be pultruded to form a complete side panel of the bus (a section of which is shown inFIG.30; the present disclosure illustrates a bus side panel but the disclosure could be employed to pultrude roof and floor sections of a bus as a single component as well). The pultruded combination (foam2100& reinforcement2200) can be painted or “wrapped” in a film for further surface treatment, as desired, as shown by reference numeral4inFIG.29. In the exemplary embodiment shown inFIG.31, the foam2100can be formed with an undercut and bonded to a pultruded joint (the joint “5” can be formed from 3D printing).

FIG.32illustrates a variety of connectors that can be employed in accordance with the present disclosure to joining the various (pultruded, VARTM and foam) components to assemble the vehicle body (withFIG.33depicting an exploded view of those various components joined by one or more of the connectors shown inFIG.32).

In accordance with another aspect of the disclosure, as shown inFIGS.34-35, the side(s) of a vehicle (e.g. bus) can be formed by pultruding sheets “A” and “B” with finished or contoured edges that correspond with openings, e.g. window locations. Initially, the sheets “A” and “B” are pultruded as a single/integral component3500, then cut or split into two discrete sheets and rotated/inverted (as denoted by the inverted “A” and “B” inFIG.35). The outer edges of the (integral sheet, i.e. prior to cutting & flipping) can be formed with a non-linear e.g. chamfered, edge3502as shown. The edges3502can be formed with a variety of radii of curvature and configured to receive the vehicle windows, once installed. In some embodiments, this splitting of sheet3500, and flipping to form inverted sheets “A” and “B” with finish edges along the top and bottom of window, can be superficial, e.g. not structural or load bearing, but instead provide access point for vehicle service and repair.

A structural member “C” can be joined to the aforementioned (split and inverted) sides “A” and “B”, as shown, to provide structural support to the assembly. As shown inFIG.34, member “C” can be located on an internal side of the vehicle and extend between the gap or space formed between the (finished) edges of sheets “A” and “B” (where “A” and “B” are on the outside and form the window relief). Also, the structural member “C” can be a pultruded sheet including interwoven, e.g. alternating, segments of foam2100and reinforcement pillar2200, as described above. This “A”+“B”+“C” assembly can then be laminated together, and then a plurality of openings (e.g. windows) can be formed (e.g. CNC waterjet) as shown.

In accordance with another aspect of the disclosure, a targeted tailored reinforcement fiber can be added in the skin of sandwich structure. The example shown addresses the opening (e.g. window), working with a pillar reinforcement included in the core, as shown in the exemplary embodiment ofFIG.36.

Pultruding walls with a contoured shape can make it difficult to get the reinforcement of the skin around the window openings and on the inserted pillars. In accordance with another aspect of the disclosure, a rectangular pultrusion die can be used for the main part of wall (i.e. planar sections) and the shape can be added by layering “A” and “B”. This enables reinforcement to be strategically placed in fabric which is pultruded to form the skin—in this exemplary embodiment, the top and bottom of the window. Reinforcements3610, such as carbon fiber bands using roving, woven fabric, non-crimped fabric (NCF) or braided fabric are incorporated in the skin of pultrusion above and below window structurally ties pultruded pillars together to improve performance. In some embodiments, the reinforcement3610has a uniform diameter along its entire length. Some overlap with the window opening would reinforce the corner of the opening and further reduce the stress concentration in the corners of the opening. This construction allows the inclusion of tailored fiber placement in the skin of the pultrusion to be directly adhered to pillar substructure providing structural optimization opportunities.

FIG.37illustrates an exemplary pillar3710, oriented in a vertical manner, or perpendicular to the pultrusion direction. The pultrusion process is one of the best available solutions for the most economical and consistent lightweight vehicle construction. A structure may have a core of foam with a skin of resin and fiber pultruded together for uniform lightweight structure. The strength may be insufficient in local areas around holes or localized loads. Increasing the strength of material of the entire surface may be be inefficient, heavy and expensive. Thus, to address the localized structural requirement, a geometric shape can be add in the core material that is cost-effective and enables many design options. The geometric shape can be another pultrusion, and formed from a variety of materials including wood, metal, or any other suitable isotropic or anisotropic material.

FIG.38aillustrates a process for forming a shaped (e.g. arcuate) section with reinforcing inserts that can be used as a roof arch or other contoured portion of a vehicle. Thus, adding a pultruded (or other reinforcements) to the pultruded core is not limited to flat or planar structures. In the exemplary embodiment shown, a pultruded roof with arched reinforcements or ribs3810is provided. The ribs3810can be formed (e.g. via pultrusion) first then placed in die3820and pultruded with the arched roof (having a complementary arch/radius)3830. In the exemplary embodiment shown, the ribs3810extend the through the entire lateral width of the roof (e.g. from driver to passenger side); alternative dimensions can be employed if so desired.

A benefit of this approach is that structures with parallel, or complementary, curved surfaces can be formed with the reinforcement and the structure (e.g. roof) made in the same die by pultruding the rib3810at thickness, t1. The ribs can then be cut to the desired length, placed within the die again3820, and a subsequent pultrusion process can be conducted to form structure3830at (greater) thickness t2(with the ribs3810) formed within the structure3830. The ribs3810can be positioned at a midpoint of the structure thickness t2. Additionally or alternatively, the rib for a continuous single radius in the major fiber direction can be made in the desired direction in a dedicated die—e.g., as in a radius pultrusion. Furthermore, these reinforcing ribs3801can be formed from techniques other than pultrusion, such as a series of stacked laminations (akin to bent wood). The ribs shown inFIG.38are symmetrical (e.g. round), but additional/alternative rib geometries can be employed, such as ribs having “V”, “S”, Trapezoid, etc., cross-sectional shapes.

Additionally or alternatively, a shaped (e.g. faceted, angular) section with reinforcing inserts can also be formed in accordance with the present disclosure.FIG.38b-cdepict an exemplary embodiments in which the pultruded panel (which can include inserts as described above, but not illustrated here for clarity) is first formed as a planar member—similar to the embodiments described in connection withFIGS.21-26. Thereafter, the planar product is pressed against a die (which can be heated to expedite formation) and bent or deformed into a non-planar shape, as shown inFIG.38b-c.

In accordance with another aspect of the disclosure, the vehicle body can be designed and formed for ease of assembly of the various components, as well as providing access points for subsequent service/repair during the lifecycle of the vehicle.FIG.39depicts a pultruded vehicle side including repeating core2100and reinforcements2200, as described above, and an overlying panel “C”, as shown. Select portions (e.g. bottoms) of panel “C” (and optionally core2100) can be removed (e.g. cut out) to expose the bottom portion of the reinforcement pillars2200, as shown. This exposed area can be used to assemble a lower sidewall wall and/or vehicle bottom/floor using either adhesives or fasteners that can be oriented parallel, or perpendicular, to the centerline of the vehicle. Additionally or alternatively, the exposed pillars can be used to assemble to a chassis. The exterior B may be added or remain off and assembled later. A lower matting “castle wall” mating shape3920can then be coupled to the exposed pillars2200. The castle wall3920can include a recess having a complimentary shape to the exposed pillar to facilitate proper placement of the pillar with respect to the castle wall3920(e.g. the exposed pillar2200can be received within the recess). A cap3930can then be placed over the union of the (previously exposed) reinforcement pultrusion2200bottom and castle wall3920to cover the seam and provide an attractive, continuous robust lower edge. Additionally or alternatively, this combination of interlocking components can be used as an access point which can readily be disassembled to facilitate repair or replacement of internal vehicle components.

FIG.40illustrates a variety of caps, and floor-wall union geometries that can be employed in accordance with the present disclosure. For example, the cap can be formed as a trap edge and surface of the pultruded panel (e.g. wall) such that the cap surrounds the exposed edges and extends up a portion of the sidewall. In some embodiments, the portion of cap3931on the outer surface of the vehicle can extend up the sidewall a distance sufficient to provide protection from roadway debris that may hit the vehicle walls during transit. Additionally or alternatively, these components can be formed with planar or tapered edges to fit in the pultruded lower corner of the vehicle, and/or roof. A battery tray4002can be formed to couple with the cap3930, e.g. the batter tray4002can have an upwardly facing hook that receives a complimentary shaped downwardly facing hook of the cap3932, as shown on the right hand side ofFIG.40. Thus these components are discrete members that can be removably coupled to form an assembled vehicle, and detached to permit access for repair/service as desired.

FIG.41illustrates another aspect of the disclosure in which a stick-built concept can be employed, wherein pillar4102and ribs4104are joined through a corner section4106which is the load carrying element. Additionally or alternatively, the side panel can be attached through mechanical fasteners (e.g. rivets). Additionally, the components can be configured with complimentary/interlocking geometries that serve as a self-locating design (e.g. each panel only has one acceptable installation location/orientation, which can be recognized by the edge profile or other indicia) which facilitates side panel assembly.

An example of the self-locating feature is shown inFIG.42, where the upper part4202includes a plurality (e.g. three) of facets42a-chaving planar walls that are sized to matingly engage complimentary facets of the lower part4202. Thus, the self-locating design provides an interlocking geometry that, due to the multiple planar facets, distributes load over a greater surface area and thereby increases load bearing capabilities of the vehicle.

In accordance with another aspect of the disclosure, a window treatment can be included wherein in order to coat with Class A ultraviolet light stable material protection, a laminate can be added—an exemplary embodiment of which is shown inFIG.43. To capture the edge at the relief window ledge, an additional wall can be joined to the structural wall (which contains the pultruded reinforcements2200described above), with a laminate disposed on the exterior surface thereof. A groove, or notch, can be formed on the upper edge of the additional wall at the side proximate to the structural wall, as shown. A cap can then be attached with its inner leg residing within the groove, and the top of the cap covering the ledge of the additional wall, as shown. This additional wall is added to accommodate the window pane, and can be replaced without requiring a new structural wall.

As shown inFIG.44, the top edge of the additional wall can be chamfered or rounded to provide a bezel lip. This provides a contoured wall shape that may be desired for aesthetics e.g., a window relief, which overcomes the drawbacks of conventional techniques for forming shaped wall sections—expense and tooling lead time is prohibitive. Furthermore, it can be difficult to impart the reinforcing effect of the skin on the inserted reinforcing pillar using conventional techniques. Also, commercial passenger vehicle are damaged from road hazards and minor accidents on the outside surfaces of a vehicle, requiring service/repair and subsequent safety checks which can be expensive and time-consuming.

In some embodiments, a rectangular pultrusion tool/die can be used for the main (planar) part of wall and the contoured shape added by layering of material to create a tailored/tapered construction. This allows the pultruded reinforcement(s) to be strategically placed in the pultruded skin, e.g., along the top and bottom of the window.

To better address this need, an added cosmetic non-structural surface can be attached to the structural side body. This additional outer panel is cost-effective and easy to install. Having damage on the outside non-structural surface may be easily serviced by repairing or replacing. Depending on the attachment method the structure underneath is protected, can be inspected.

In accordance with yet another aspect of the disclosure, the roof can be designed to accommodate various components of the vehicle, such as the Heating Venting and Air Conditioning (HVAC) unit(s), and auxiliary batteries (each of which can weigh approximately 600 kg), as shown inFIG.45.

In the exemplary embodiment shown inFIG.46, the roof is configured as a three (3) part design having a carbon reinforcement4602positioned in the middle and extending along the length of the roof, as shown. The holes or openings for the HVAC and batteries are positioned on both sides of the carbon reinforcement. While the relative positioning of the components can vary with vehicle dimensions, the exemplary embodiment shown depicts a configuration for a six foot arched roof Alternative heights, e.g., eight foot (single) arch is also within the scope of the present disclosure.

Additional reinforcing members4604can be positioned perpendicularly to the carbon reinforcement4602and extend the length of the roof. In the exemplary embodiment shown, these reinforcement members4602are disposed in subsets of three uniformly spaced members, which repeat along the length of the roof, with each subset spaced a distance greater than the space between members of any one subset. However, alterative spacing can be employed as desired to impart the degree of rigidity desired for the particular vehicle requirements. Also shown inFIG.46, a “zebra” strip or pattern of alternating reinforcing fabric is incorporated and woven perpendicularly to the pultrusion direction.

FIG.47illustrates an exemplary embodiment of a the three-part roof design, where each part is pultruded and the left (part3) and right (part1) sides are mirror images, rotated 180 degrees and joined in the middle, as described above. Also, in this exemplary embodiment, the left and right sides are of equivalent size. The second/middle part can include a carbon reinforcement section4702incorporated therein. For example, some or all of a section (e.g. middle) of the second part can be cut and spliced with the carbon reinforcement4702. Also, carbon is named here for purpose of illustration and not limitation as other materials can be employed.

The exemplary embedment inFIG.48, is similar to the embodiment shown inFIG.47, but with the relative size of the second part is larger, such that two of the apertures (for HVAC, batteries, etc.) are located within the second part (in theFIG.47embodiment all apertures were in the first and third parts).

The exemplary embedment inFIG.49, is similar to the embodiment shown inFIG.48, but with the relative size of the second part is larger still, such that all apertures (for HVAC, batteries, etc.) are located within the second part. This embodiment can be employed for a six foot arch roof design having a one foot corner section at the sidewall(s).

The exemplary embodiment inFIG.50depicts an alternating pattern, or “zebra” striping, of reinforcements that are woven at an orientation that is perpendicular to the pultrusion direction. This embodiment can also include the central reinforcing (e.g. carbon) strip, as described in connection withFIGS.47-49. A variety of configurations can be employed, e.g. a 56′ spacing throughout the pultruded part to facilitate alignment.

Tapping Plate

In accordance with yet another aspect of the disclosure, a reinforcing plate can be incorporated into the pultruded component. In the exemplary embodiment shown inFIGS.51-53, a rigid tapping plate5300can be included within the core5100. The tapping plate5300can be sandwiched between the outer skins, and nested within a complimentary shaped recess within the core, as shown inFIG.51. The tapping plate can be formed of metal or any other suitably rigid material (e.g. glass wound polyurethane, etc.); metallic tapping plates can be advantageous in that they can serve as conductors of heat during the pultrusion process. Extending below the tapping plate5300are rigid (e.g. metal) pins5302which extend from the bottom surface of the tapping plate to the opposing side of the foam core5100(the pins can remain within the foam core and under the skin, or alternatively penetrate through the skin).

The tapping plate5300and pins5302serve to reinforce the core and transfer any external load (compressive, tensile, shear, and/or torsional) applied thereto without deforming the surrounding core material5100. In the embodiment shown, three pins5302are employed an each equidistantly spaded a distance “w” apart. Also, the pins are shown to be cylindrical (as shown inFIG.52which depicts a top view of the pins showing the circular surface area, and a front view showing the side of the cylinder.) However, alternative number/sizes of pins can be employed as desired, and the pins can be clustered as needed to provide the requisite degree of rigidity and load capacity to prevent foam core damage.

Although the pins5302are shown at right angles or perpendicular to the tapping plate5300, the pins can be oriented at varying angles as desired. Also, the pins5302can be used in isolation (i.e. in embodiments in which no tapping plate is included) and transfer any force directly through the component. Moreover, in some embodiments the tapping plate5300can be bored (e.g. drilled) to form apertures or recesses for receiving (e.g. threaded coupling) the pins5302. In some embodiments the tapping plate can include sensors, e.g., for detecting moisture and temperature of the body panel and able to send a reading or alarm if a threshold value is exceeded. Also, the sensors can be proximity sensors or motion detection sensors which, e.g. detect hand gestures of external passenger wishing to open the doors to board a bus, and are in electrical communication with a motor and gear for operating the vehicle doors.

Additionally or alternatively, the tapping plate can be located within the pultruded pillars5200described herein, as shown inFIG.53-54. Similar to the core-embedded tapping plate embodiment described above, the reinforcing tapping plate can be configured to absorb impact from external forces applied to the pultruded pillars5200. In the exemplary embodiment shown inFIGS.53-54, a force F (e.g. approximately 150 Kg) is applied to an edge of a structure (e.g. seat, shown here in cross-sectional view) spaced from the tapping plate5300, with the seat having a reinforcing bracket buttressed to the floor. The force F creates a moment or rotational force exerted on the seat, which is transferred to the rigid tapping plate5300through bushings5304. In some embodiments the bushings allow for some displacement (e.g. telescoping bushings) of the seat from the tapping plate5300.

FIG.55depicts additional exemplary embodiments of a reinforcing tapping plate within a foam core. The pins can be pultruded in advance and then inserted within the foam core. Various other materials and bonding techniques can be employed to enhance the bond of the tapping plate within the core, and thus increase rigidity. For example, chopped glass can be included and distributed around the surface of the tapping plate that engages the foam core to increase surface area friction between the plate and core. Furthermore, the tapping plage can be formed with dovetail design to increase engagement with the core material. Also, an adhesive can be applied between the tapping plate and core material to include a chemical bond in addition to a mechanical bond. Although rectangular tapping plates are illustrated in the exemplary embodiments, alternative shapes/sizes can be employed as desired.

While the disclosed subject matter is described herein in terms of certain preferred embodiments, those skilled in the art will recognize that various modifications and improvements may be made to the disclosed subject matter without departing from the scope thereof. Moreover, although individual features of one embodiment of the disclosed subject matter may be discussed herein or shown in the drawings of the one embodiment and not in other embodiments, it should be apparent that individual features of one embodiment may be combined with one or more features of another embodiment or features from a plurality of embodiments.

In addition to the specific embodiments claimed below, the disclosed subject matter is also directed to other embodiments having any other possible combination of the dependent features claimed below and those disclosed above. As such, the particular features presented in the dependent claims and disclosed above can be combined with each other in other manners within the scope of the disclosed subject matter such that the disclosed subject matter should be recognized as also specifically directed to other embodiments having any other possible combinations. Thus, the foregoing description of specific embodiments of the disclosed subject matter has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosed subject matter to those embodiments disclosed.