Abstract:
A panel assembly is securable to a front end of a motor vehicle for positioning and securing a plurality of elements thereto. The panel assembly has a core connectable to the front end of a motor vehicle. A skin covers the core. A component mounting structure is molded to the skin. The component mounting structure is adapted to have the plurality of elements attached thereto in spaced relation. The panel assembly may be assembled to the motor vehicle with the plurality of elements secured thereto.

Description:
This application claims the benefit of provisional application No. 60/306,331, filed Jul. 18, 2001, and provisional application No. 60/329,366, filed Oct. 15, 2001. 

   FIELD OF THE INVENTION 
   The invention relates to a composite component integration panel for an automotive vehicle. More particularly, the invention relates to a front end assembly of a motor vehicle that integrates automotive components typically found in a forward section of a motor vehicle. 
   DESCRIPTION OF THE RELATED ART 
   A grille opening reinforcement (GOR) is one of the most important components of the front end of an automobile. A GOR is a molded piece having a Class “B” surface, i.e., a surface that is not visible when the motor vehicle is fully assembled. Components such as fenders, bumper covers, grilles, headlamps and the like are assembled to the GOR. The GOR provides attachments, locators and structural support to the components that are secured thereto. It also provides access for lamp bulb replacement, secondary hood latch release levers, and other maintenance and repair requirements. 
   The primary function of a GOR is to provide the assembly plants a controlled and predictable front-end composite structure for their vehicles. An original equipment manufacturer (OEM) typically incorporates the GOR into all of its designs because the fit and finish of all front-end exterior components are maintained at a high level with great precision. However, a disadvantage of GOR designs is that much of the structure of the GOR is duplicated by a similar structure, namely, the radiator support. 
   SUMMARY OF THE INVENTION 
   Accordingly, a panel is provided for front-end structure, crash management, and attaching components to a front end of a vehicle body. The panel eliminates duplication of structure between a conventional radiator structure and the GOR. The panel could be installed in either a body shop or trim line application. The trim line application would allow for additional component integration. For example, parts such as headlamps, park turn lamps, grille, radiator, fascia, fluid reservoirs, and air dams could first be assembled to the panel, thus forming a front-end module, which would then be attached to the body structure. Therefore, the panel would not have an impact on a traditional body shop build but more importantly would have the flexibility of added part consolidation. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     Advantages of the invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings, wherein: 
       FIG. 1  is a perspective view of a first embodiment of the invention; 
       FIG. 2  is a perspective view of the first embodiment of the invention in complete form; 
       FIG. 3  is a partially cut-away perspective view of the first embodiment of the invention; 
       FIG. 4  is a partially cut-away perspective view of a second embodiment of the invention; 
       FIG. 5  is a partially cut-away perspective view of a third embodiment of the invention; 
       FIG. 6  is a partially cut-away perspective view of a fourth embodiment of the invention; 
       FIG. 7  is a perspective view of a fifth embodiment of the invention; and 
       FIG. 8  is a perspective view of the fifth embodiment of the invention in complete form. 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
   As shown in the Figures, wherein like primed numerals represent similar elements in different embodiments, a panel assembly of the present invention is generally indicated at  10 . The panel assembly  10  is an open structural frame having an upper section  12  and a lower section  14 . The lower section  14  includes a cross member  16  and two side members  18 ,  20  creating a U-shape. Each of the upper  12  and lower  14  sections has a core  22  and a skin  24 . In the preferred embodiment, the core  22  is fabricated from balsa wood and the skin  24  is fabricated from a fiber resin matrix, such as a carbon fiber. The balsa wood core  22  is inserted into a mold, which is subsequently shot with the carbon fiber. The carbon fiber skin  24  is applied to the balsa core  22  and serves as a tensile member in impact situations. 
   The upper section  12  defines a length  26  that extends between a driver end  28  and a passenger end  30 . The length  26  extends through a non-linear path in the preferred embodiment. Each of the driver  28  and passenger  30  ends include joint connections  32 ,  32 ″,  34 ,  34 ″, best seen in  FIGS. 1 and 7 . The joint connections  32 ,  32 ″,  34 ,  34 ″, will be discussed in greater detail subsequently. 
   The lower section  14  extends between an upper driver end  36  and an upper passenger end  38 . More specifically, one of the side members  20  ends at the upper driver end  36  and the other of the side members  18  ends at the upper passenger end  38 . The upper driver  36  and passenger  38  ends are fixedly secured to the length  26  of the upper section  12  between the driver  28  and passenger  30  ends thereof. 
   As detailed in  FIG. 3 , the carbon fiber skin  24  is shaped in a partial C-section. The C-section allows for increased structural integrity and facilitates wet out in the molding process. The carbon fiber skin  24  includes a first skin portion  40  and a second skin portion  42  that together envelop the core  22 . This process of manufacture is via molding, as alluded to above. 
   The panel assembly  10  is inserted into a compression mold, thus allowing for intricate shapes and attachment features to be molded in a component mounting structure  44 , shown in FIG.  2 . After the panel assembly  10  is inserted in the tool, a thermoplastic/glass reinforced material fills the mold via a compression or injection molding process. During the molding process, the thermoplastic/glass reinforced material is essentially in a liquid state, which allows for complete material distribution and wet out to the panel assembly  10 . These aforementioned processes serve two main functions. First, the carbon fiber skin  24  and balsa wood core  22  are completely encapsulated (box section) with a structural skin  46 . Second, module formation of the head lamp, fascia, grille, radiator, and body structure attachments can be performed away from assembly of a motor vehicle. 
   Calculations can demonstrate the composite panel&#39;s attributes as they relate to vehicle stiffness and crash worthiness are far superior to steel structural counterparts. The mass moment of inertia properties for the panel assembly  10  in the Z-direction, e.g., the direction of an impact, reap significant magnitudes of improvement in comparison to the impact directional mass moment of inertia properties of the steel structure. 
   A test was performed with the loading criteria input based on a 4500 pound vehicle subject to 40% offset/40 mile per hour deformable barrier impact. This test yielded a resultant point load (offset from vehicle centerline) of 50,000 pounds. Due to the ultimate tensile strength of steel being exceeded by the stress of the loading condition, the results yielded a catastrophic failure in the steel radiator structure. The comparison of deflection and stresses between the panel assembly  10  and the steel radiator structure demonstrates that the panel assembly  10  would significantly improve vehicle stiffness and crash worthiness. 
   An additional crash energy attribute of the panel assembly  10  is in the design of the joint connections  32 ,  32 ″,  34 ,  34 ″, to the shotgun rails (not shown). The joint connections  32 ,  32 ″,  34 ,  34 ″, as shown in  FIGS. 1 and 7 , would hold the shotgun rails of the motor vehicle and be attached with a through bolt, thus coupling the two upper shotgun rails. Under an offset/high speed crash similar to that discussed above, the coupling of the upper shotguns enables the energy due to impact will be dissipated through each side of the motor vehicle. 
   Lastly, relative to energy management, the panel assembly  10  is advantageous in terms of pedestrian protection (upper leg/lower torso to grille/hood impact). These advantages may be attributed to the sandwich construction of the panel assembly  10 , as it has the ability to distribute local loads and stresses over a large area. This equates to a lower HIC (head impact criteria) value upon pedestrian impact. 
   A mass comparison of the panel assembly  10  and the steel radiator structure for a typical passenger vehicle such as a midsize motor vehicle (a family sedan) yielded the following results: the steel radiator structure (upper rail portion only) weighed 6.6 pounds in comparison to 5.33 pounds for the panel assembly  10 . The overall approximate weight of the steel radiator structure and panel assembly  10 , without lamp canisters or integrated air deflectors, are 15.5 and 8.14 pounds, respectively. Therefore, improvements of energy dissipation are matched by the reduction in weight to the motor vehicle. 
   The invention has been described in an illustrative manner. It is to be understood that the terminology, which has been used, is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the invention are possible in light of the above teachings. Therefore, within the scope of the appended claims, the invention may be practiced other than as specifically described.