Abstract:
A vehicle interior trim panel comprising a mounting opening with opposing walls for slidably engaging a component into fixed relationship with the mounting opening wherein molded features in the walls of the mounting opening engage the component to align and fixedly retain the component in the mounting opening. In addition, a locking system for preventing theft is disclosed.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
   This application is a continuation-in-part of U.S. application Ser. No. 10/610,430, filed Jun. 30, 2003, now U.S. Pat. No. 7,040,686, entitled “Integrated Center Stack Electronic Module Retention System”, the disclosure of which is incorporated herein by reference in its entirety as if set forth fully herein, which application claims the benefit of U.S. Provisional Application 60/392,085, filed Jun. 28, 2002. 

   FIELD OF INVENTION 
   This invention generally relates to a more robust design for an automotive center stack structure that serves to align and contain electronic modules within mounting openings. More particularly, the present invention relies on pinch-off features molded into the center stack structure of a transportation vehicle to control vertical and horizontal location of the module. The pinch-off features may be combined with extended snap-tabs interlockedly engaged with extended trim panel pins to control fore-aft location and to secure the module in the opening. In addition, the present invention relates to a locking device and engagement mechanism to releaseably secure electronic modules within mounting openings. 
   BACKGROUND OF THE INVENTION 
   Instrument panels or dashboards for modern vehicles (cars, trucks, buses, airplanes, boats, etc.) are generally comprised of a series of modules integrated together to form a rather complex cockpit assembly which may be installed as a single unit into a forward portion of the vehicle occupant space. The instrument panel reinforcement structure serves as a skeleton or support base for various major components to be mounted upon, such as a steering column assembly, pedal assembly, glove box, passenger side air bag assembly, instrument cluster, entertainment/information system, heating/ventilation/air conditioning unit, radio, tape deck, CD player, clock, and telematics devices such as GPS. The “center stack” area of the vehicle instrument panel generally is where many of these components are “stacked” so that their controls are within easy reach of the driver. The center stack area may comprise a number of these components in vertical alignment in the center of the instrument panel or may comprise a center console, a separate molded structure that contains the components and extends back between the front seats of the vehicle to provide additional storage capacity as well as an area for the shifting lever. 
   It should be noted that all references made herein to directions such as left, right, front, rear, forward and rearward are relative to the vehicle as a whole. That is, the “front” surface of the instrument panel is toward the front end of the vehicle, and the “rear” surface is that which is directly in front of an occupant of the vehicle when the instrument panel is installed in the vehicle. 
   Common concerns when installing components and modules into an instrument panel in order to project a high quality of workmanship to the consumer include squeaks and rattles, gaps—especially of non-parallel lines, and electrical connectivity. For these reasons, alignment and retention of components and modules is an important criteria in the design, testing and evaluation of instrument panels. In addition, since some of the components are relatively heavy, retention during and after a vehicle impact must also be considered. Further, theft of these expensive components and modules may be of concern and there may be a need for a locking mechanism that allows easy removal but prevents theft. 
   Currently, most components and modules are retained by fasteners such as screws, clips, etc. These devices do not allow for easy removal of the component for service and do little to ensure alignment of the component in all three planes (up-down, left-right, and fore-aft). 
   U.S. Pat. Nos. 5,873,749 and 6,048,020 both to Yazaki Corp., disclose electrical interconnection modules and means for mounting these into openings in an instrument panel and are directed at making a solid electrical connection. 
   U.S. Pat. No. 5,560,572 issued to General Motors Corporation discloses a mounting assembly comprising a device, such as a radio, with opposing vertical sides, and an instrument panel including a recess having a rearward access opening and opposing spaced-apart sidewalls. Each sidewall has a dovetail rail which cooperates with tapered dovetail slide members which are fixedly mounted to the opposing sides of the device. These secure the device in the instrument panel, yet allow relatively easy removal. 
   U.S. Pat. No. 4,993,668 to Fujitsu Ten Limited discloses a mounting structure for a device such as a radio, which comprises a mounting tube fixed in the mounting hole of the panel. Elastic pieces having detent pawls formed at the end parts are inserted into detent holes and dislocated angularly to retain the device. Similarly, U.S. Pat. Nos. 6,283,417B1; 5,676,338; 5,366,186; 4,867,398 and 4,053,130 disclose means for locating devices in instrument panel openings but rely on additional components (rails, brackets, clips, etc.) to engage the device with the walls of the opening. 
   Each of the major components and modules assembled into the center stack of the vehicle has its own dimensional tolerances which are built into the design, materials and processes used to manufacture and assemble the component or module. Since plastic parts shrink in size upon molding and cooling, this size reduction must be factored into the design of the component to ensure a tight fit. Likewise, metal assemblies, such as a radio chassis, are composed of a series of smaller sub-components fitted together, and bring along a stacking of tolerances from each of the individual components. Matching the shrinkage of plastic parts and the stack-up of tolerances on metal assemblies to provide a predictable fit having no gaps or rattles and reliable electrical connectivity is an ongoing problem in the automotive industry. 
   What is needed is an instrument panel retainer incorporating molded features in the center stack area which can align and positively locate slidably engaged electronic modules and the like, in a manner which compensates for tolerance stack-up between mating components, while yielding a pleasing appearance to the vehicle occupants, minimizing aggravating rattles during use and providing more reliable electronic connectivity and which allows removal of the modules, yet protects against theft while accomplishing the above. 
   SUMMARY OF THE INVENTION 
   It is the object of the present invention to overcome the limitations of known instrument panel and console structures by providing an overall design of molded features located, angled and integrated in such a manner as to error-proof the assembly of the modules and components into the retaining structure. The molded features fixedly retain said components without the need for additional fasteners such as screws, bolts, clips, etc, yet allow removal for servicing. 
   According to the invention, the first object is achieved by molding tapered “pinch-off” features strategically located on the instrument panel structure in the center stack mounting opening to guide the slidable engagement of the modules or components in both left-right (x) and up-down (y) planes. 
   It is a further object to include retention features in the instrument panel structure and matching features in the exterior of the component or module to provide a hard stop such as a ridge or shoulder that can firmly retain the component in the fore-aft (z) plane, yet allow the component to be removed easily, by not requiring the use of fasteners. 
   It is still further object of the invention to provide pins which project from the back of the decorative trim panel toward the module, and removably engage with the snap tabs to prevent accidental dislodging of the module, eliminating the need for traditional fasteners. 
   It is still further object of this invention to bias all of these features towards a single forward corner of the mounting opening to provide a highly repeatable connector alignment and highly reliable electrical connectivity. 
   It is a further object to provide snap-tab features on the sides of the mounting opening which may positively engage into a matching depression or hole in the module or component outer wall to ensure component location and retention. 
   It is a further object of the invention to provide a locking device and engagement mechanism consistent with the other objects of this invention that allows easy removal of the module, yet prevents theft. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     These and other objects, features and advantages of the invention will become apparent upon consideration of the description of the invention and the appended drawings in which: 
       FIG. 1  is a perspective view of a vehicle instrument panel with a center stack area. 
       FIG. 2  is an alternate construction for a vehicle instrument panel with a center stack. 
       FIG. 3  is a top view of the center stack area of  FIG. 2  embodying the present invention. 
       FIG. 3A  is a top view of an alternative design of the center stack area of  FIG. 2  embodying the present invention 
       FIG. 3B  is a top view of an alternative design of the center stack area of  FIG. 2  embodying the present invention 
       FIG. 3C  is a top view of an alternative design of the center stack area of  FIG. 2  embodying the present invention 
       FIG. 4  is a side view of the center stack area of  FIG. 2  embodying the present invention. 
       FIG. 5  is a partial view of one embodiment of the center stack area of  FIG. 2  embodying the present invention. 
       FIG. 6  is an alternative embodiment of a feature of  FIG. 3 . 
       FIG. 7  is a front view of the center stack area of  FIG. 2  embodying the present invention. 
       FIG. 8  is a sectional view taken through line A-A of  FIG. 3 . 
       FIGS. 9 and 9A  are perspective views of locking systems embodying the present invention. 
       FIG. 10  is a top view of an alternative design of the center stack area shown in  FIG. 3 , including the locking system of  FIG. 9A . 
   

   DESCRIPTION OF THE INVENTION 
   For elements common to the various embodiments of the invention, the numerical reference character between the embodiments is held constant, but distinguished by the addition of an alphanumeric character to the existing numerical reference character. In other words, for example, an element referenced at  10  in the first embodiment is correspondingly referenced at  10 A,  10 B, and so forth in subsequent embodiments. Thus, where an embodiment description uses a reference character to refer to an element, the reference character applies equally, as distinguished by alphanumeric character, to the other embodiments where the element is common. 
   Instrument panel assemblies in current motor vehicles are generally a series of modules assembled to a complex molded plastic or composite substructure. The substructure often is reinforced with metal brackets, cross-car beams or composite moldings containing reinforcing materials. The surface of the substructure may be integrally formed of thermoplastic to form a hard panel or covered with a soft thin skin of vinyl, urethane or olefin backed with a soft foam layer to yield a plush feeling surface. 
   The molded plastic substructure is generally injection molded due to its complex and varied shape which may include undercuts, die locks, ribs, bosses and attachment features. In some instances, other processes such as blow molding, compression molding structural RIM (glass reinforced) urethane and insert molding of reinforcing beams and brackets have been used. See, e.g., U.S. Pat. Nos. 5,364,159 and 5,556,153 commonly assigned to the assignee of the present invention and included herein by reference. 
   Often, due to the multitude of requirements placed on these structures, for instance, to provide controlled crush resistance, to sustain high heat loads without deflection, to provide structural support for the steering column, pedal and air bag assemblies, all styled into a smooth pleasing aesthetic appearance, the structure may comprise major modules fastened together. Generally, these may comprise a cross-car beam and instrument panel retainer, cross-car ducting for the HVAC system and a separate center stack assembly housing. Since there are numerous smaller components and modules subsequently attached to the cross-car structure, it is often impossible to mold all the features, angles, die locks etc. in a single injection mold. 
   The instrument panel substructure or retainer, whether it comprises an integrated or separate center stack, requires the use of a relatively rigid thermoplastic to meet the aforementioned requirements. Materials such as polycarbonate/acrylonitrile-butadiene-styrene (PC/ABS) blends, polyphenylene oxide, styrene maleic anhydride (SMA), and polypropylene (PP) whether unfilled or filled with talc or glass fibers may fulfill the requirements. 
   In this invention, preferably either a separate center stack assembly may be attached to a main retainer, or the center stack assembly may be integrally formed as a part of the instrument panel retainer or substructure, to form the mounting openings for components, such as but not limited to, a glove box, radio, CD player, HVAC control module or telematics devices. 
   Referring now to the drawings,  FIG. 1  shows a motor vehicle body  10  that has an instrument panel construction  12  that includes a structural instrument panel carrier or substructure  14  in accordance with the invention. The structural instrument panel carrier  14  allows for mounting instrument panel components in the motor vehicle body  10  between the side stanchions or A-pillars  16 . These A-pillars are located at a juncture of passenger and engine compartments and typically carry hinges for supporting swinging front vehicle doors. 
   The A-pillars  16  are typically connected by a cross beam at the cowl, and in this case, the structural instrument panel carrier  14  is connected to the A-pillars  16  at each end to reinforce the vehicle body and increase its torsional rigidity. The structural instrument panel carrier  14  is molded as one piece of strong thermoplastic material, preferably a fiber-filled thermoplastic material or blend such as PC/ABS, SMA or PP. 
   The upper back panel  18  has a central opening  24  for a heating, ventilating, air conditioning (“HVAC”) module  26  that includes a fan and inlet and outlet ducts for connection to an air distribution system. The lower back panel  20  has an opening  28  for a steering column assembly  30  that may carry an instrument package  32 . The steering column opening  28 , which is on the driver&#39;s side of the vehicle, is laterally spaced from the central opening  24  of the upper panel  18 . 
   The shelf panel  22  and the lower back panel  20  each have a portion on the passenger side of the vehicle that extends far enough to span the central opening  24  in the upper back panel  18  and preferably extends all the way to the steering column opening  28 . 
   The structural carrier  14  also has two laterally spaced vertical walls  34  at the sides of the central opening  24  in the upper back panel  18  that are integrally connected to respective edges from the upper back panel  18  defining the center stack area  24 . The vertical walls  34  project rearwardly from the upper back panel  18  with their bottom edges being integrally connected to the shelf panel  22  that spans the central opening  24 . The laterally spaced vertical walls  34  provide a compartment for a portion of the HVAC module  26  and increase the torsional rigidity and bending strength of the one-piece structural carrier  14 . 
   The upper back panel  18  comprises an upper section  36  and a lower section  38  that are interconnected by a rib  40  that projects rearwardly of the sections  36  and  38  to support instrument panel components that face the passenger compartment, such as air bag module  42  and to support other instrument panel components, such as glove box  44  in cooperation with the shelf panel  22 . The rib  40  has portions on either side of the central opening  28  that are integrally connected to the vertical walls  34  respectively. 
   In the center stack area, the structural instrument panel carrier  14  further comprises a short shelf  52  that is connected to the vertical walls  34  and the shelf panel  22  to provide a compartment for an instrument panel component, such as radio  54 . The shelf  52  itself also provides support for an instrument panel component such as an HVAC control module  56 . 
   Also shown are air duct nozzles  48  that may snap-fit into a plurality of air passage openings  50  to distribute air to the passenger compartment of the vehicle. 
   An alternate construction of an instrument panel carrier or substructure is shown in  FIG. 2  having reference numerals corresponding to  FIG. 1 . In this example the center stack  24 A has been formed separately and attached to the carrier structure  14 A. Molding the center stack area separately allows for a less complex design for the injection molding tool which forms the carrier  14 A, reducing not only design complexity, but tool cost and molding cycle time. 
   Also shown in  FIG. 2  are the mounting openings  50 A for the air duct nozzle (not shown) as well as mounting openings  46 ,  48 ,  58  and  60  for the glove box module, air bag module, HVAC control and radio module, respectively. 
   Focusing now on the center stack area, the details of the invention will be described. In one preferred exemplary embodiment, a radio module or chassis will be used to describe how an overall desired component fit may be achieved. The same features as herein described may be applied to any of the aforementioned components, modules or assemblies which may be installed into the instrument panel area or other interior trim component. The objective is to obtain a balance between an error-proof, overall fit of the component into the mounting opening, and ease of installation. 
     FIG. 3  is a top view of the center stack  24 A of  FIG. 2 . A radio module  62  is shown installed in the mounting opening  60 A in  FIG. 3 . Features which are molded into the respective walls of the center stack area  24 A include a plurality of tongue-like projections  64  or pinch-offs that extend rearward in car from the upper shelf  52 ,  52 A as shown in  FIGS. 1 and 2  respectively, to locate the radio module in the up-down (y) direction. As shown in  FIG. 4  (and  FIG. 8  in sectional view) these are hollowed out shapes that are angled or drafted on their lower surface  65  so that as a radio module may be slidably engaged into a mounting opening. The dimensional fit becomes tighter as the radio module is pushed further forward into the opening. The tongue-like hollowed-out projections thus can be deformed slightly by the force of the radio module being inserted into the mounting opening to ensure a snug fit in the up-down plane. 
   Turning again to a top view of the center stack area ( FIG. 3 ), a similar tongue-like projection or molded pinch-off  64 B is shown at the forward right side corner of the mounting opening  60 A for the radio module  62 . This feature forces the radio module when slidably engaged, towards the left side wall  34 A ( 34  in  FIG. 1 ) of the center stack  24 A and in combination with the features  64 A in the top wall of the mounting opening, bias the radio module towards the lower left hand corner of the mounting opening  60 A where the electrical connectors for the radio are located. This substantially reduces the variation due to tolerance stack-up that the pins and matching electrical connectors will encounter. 
     FIG. 4  is a side view of the mounting opening  60 B with the tongue-like projection firmly engaging the top of the radio module  62 A and the right side projection  64 B′ forcing the module towards the left side of the mounting opening  60 B. 
   Turning again to  FIG. 3 , the retention features of this invention will now be described. Snap-tabs  66  molded as part of the side wall  34 A of the mounting opening engage with matching depressions in the side of the radio module  62 . In some instances, the depressions may be in the form of a hole or slot. As shown in the side view in  FIG. 4  these snap tabs are long fingers extending rearward in car separated from the side wall  34 A by a molded-in gap  70  such they are cantilevered. The end feature  72  of the snap tab  66  is forked to receive a pin  74  (see  FIGS. 3 &amp; 7 ) extending from the close-out face plate  76  that covers the face of the radio module  62 . When the face plate is snapped into place around the radio, the pins  74  engage between the forks of the snap tab end feature  72  to force the snap tab end feature  72  into hard contact with the mating depression  80  in the side radio module  62 . This is shown in  FIG. 5  in a separated condition where the snap tab  66 B has not yet firmly engaged the radio module  62 C in the depression  80  in the side wall. Once the face plate  76 A is installed, the pin  74 A will force the snap tab feature  72 B into the depression  80 . This construction eliminates the need for fasteners to hold the face plate in place on the radio. Additionally, as shown in  FIG. 5 , an alternate construction for the snap tab  66 B is shown to increase the stiffness and retention capability of the end feature  72 B. This alternate construction includes a rib  82  molded onto the outside surface of the snap tab. Retention features such as shoulders  78  or rings may be included as part of the pin extending forward in car from the face plate to engage with the forked feature  72 B of the snap tab and prevent accidental removal of the face plate  76 A.  FIG. 6  shows this alternate construction for the end of the pin  74 C. In the instance where a particularly heavy component or module is used, it may be necessary to insert-mold sections of metal into areas of the center stack plastic substructure to provide dimensional stability and ensure retention of the component in the case of a vehicle impact. 
   In another embodiment, the end feature  72 A off the snap tab  66 A can have a slot or hole molded in for location to the pin  74 A. Alternatively, since fasteners are not required of the face plate in this design, it may be integrated into a larger face plate for additional modules installed in the center stack area reducing part count. An additional alternative design in the instance where no trim panel is required to close out the occupant facing surface of the component, involves the pin  74   a  extending forward in car from a peripheral flange on the component  62   c  to interface with the forked feature  72   b  of the snap tab  66   b.    
   Other design alternatives for more secure retention of heavy components, if needed, and for addressing reinstallation of the component after servicing are shown in  FIGS. 3A-3C . In  FIG. 3A , a “snap and trap” design is employed to provide an additional retention feature in the center stack molding. Rather than using a snap tab  66  in the right side mounting wall  34 A of the mounting opening  60 A, (as shown in  FIG. 3 ), a solid wall is molded with one or more short tabs or bosses  100  extending locally laterally for a short distance from the peripheral edge at the rear of the mounting opening  60 A. The component  62  is then installed by sliding it forward (in car) into the mounting opening  60 A and past the tab  100 . Once the rearward right corner of the component  62  is past the tab  100 , the component  62  may be shifted to the right and trapped behind the tab  100  to further insure the solid location of the component in the mounting opening. Arrow L describes this process. 
   Turning to  FIG. 3B , a variation of the design features of  FIG. 3A  is shown. Here, the right side wall  34 A of the mounting opening  60 A is as shown in  FIG. 3A , including the tab  100  for “trapping” the component, and a portion of the left side wall  34 A′ of the mounting opening  60 A includes a spring leg  34 ″. The spring leg  34 ″ is preferably thicker than the normal wall section  34 A′ and is designed to flex outward in the direction of arrow M to allow the component  62  to be inserted into the mounting opening  60 A. The component  62  has one or more local tabs or flanges  102  that extend outward laterally from the rear (in-car) edge of the component  62 . After the component  62  is securely installed in the opening  60 A, the spring leg  34 ″, will spring back from its deflected position during installation and a screw  106  may be installed through a hole in the component tab or flange  102  and into a boss  108  in the end of the spring leg  34 ″. 
     FIG. 3C  addresses the instance where a component may be removed for servicing and on re-installation, a condition exists where additional retention is required (for instance, a portion of a snap tab  66  may have broken off in disassembly). This design alternative also provides an option to include a minimum number of fasteners to hold a heavy component in place in the event of a vehicle impact. Here, the sidewalls  34 A of the mounting opening  60 A include molded-in bosses  108 A which are located just forward of small openings  110  in the side wall  34 A. In the component  62  to be installed, there are u-shaped slots which outline tabs or flanges  112  which approximate the shape of the opening  110  and are located to be closely aligned in fore-aft and up-down planes with the openings  110 . Upon installation of the component  62  into the mounting opening, the tabs  112 , which lie in the same plane as the side wall of the component  62 , may be accessed through the opening and bent outward to meet the rearward surface of the bosses  108 A. The tabs  112  contain a hole through which a screw  106 A may be inserted to secure the component tab  112  to the boss  108 A. The bosses, tabs and holes are located sufficiently rearward in car to be easily accessible from the interior of the vehicle. 
     FIG. 7  shows an embodiment with additional features for error proofing the installation of the radio module  62 B. This is a front view of the mounting opening  60 B of the center stack  24 A (see  FIG. 2 ) showing the molded tongue-like projections or pinch-off features  64 C locating the top of radio module and the right hand projection  64 B″ locating the right side of the radio module, biasing the installation towards the lower left hand corner of the mounting opening  60 C where the electrical pins and corresponding connectors  82  have been placed. Additional features shown are the snap tab end features  72 C engaged with the sides of the radio module  62 B at  80 A. Further, three fins  90 ,  92  have been built into the top and bottom of the radio module  62 B which slidably engage with slots  94  in the top and bottom walls of the mounting opening  60 C to error-proof the installation from any possibility of installing the module upside down. The fins are asymmetrically placed on the opposing walls such that incorrect installation of the module is prevented. These pins and slots do not have to be snug or locating fits as the aforementioned features of the present invention accomplish that purpose. Rather they are preferably designed to prevent incorrect installation. 
   Additionally, any of the four walls of the mounting opening  60  can be tapered or drafted slightly, first to ease removal of the molded part from the injection molding tool, but also to guide the slidable engagement of the module towards an acceptable and secure registration in the mounting opening. 
   A locking device and engagement mechanism to secure electronic components and modules into a mounting opening is shown in  FIGS. 9 and 9A . 
   Due to the high value of electronic components and modules such as would be installed in a center stack, console or rear deck area of a vehicle, it is important to provide a means for releaseably locking the modules or components into the mounting opening, preventing theft. 
   The locking system of the present invention securely retains the component or module in the mounting opening of the dash or console of the vehicle and protects against theft by using a lock cylinder assembly that preferably uses the ignition key for the vehicle. Thus on exiting the vehicle, the occupant may remove the component or module and use that component at home or in the office (a CD or DVD player or satellite radio, for instance), or may use the key to lock the component securely in the mounting frame, thereby preventing or at least deterring theft. Likewise, rack-mounted modular electronics may be secured in the home or in an office in a similar manner. 
   As shown in  FIG. 9 , the locking system may include a lock cylinder assembly  100  including a sliding or rotating locking bar  110  which upon turning of a key  112  in the lock cylinder  114  causes the locking bar  110  to interfere with removal of the module by moving from a first unengaged position (in phantom) to a second engaged position. 
     FIG. 10  shows the lock cylinder assembly  100  mounted into the side wall  34 B of a mounting opening  60 D and the locking bar  110  engaged with a matching depression in the side of a component; such as a radio module,  62 D. In some instances, the depression  80 B may be in the form of a hole or slot. Upon turning of the key  112  in the lock cylinder  114 , the locking bar  110  may be rotated or alternately slid or otherwise moved from an unengaged position to a position as shown where the locking bar  110  is engaged with the depression  80 B and prevents removal of the module  62 D. 
   As shown in  FIG. 9A , an alternate lock system  100 A comprises a lock cylinder  114 A attached to a preferably rotating bar  110 A. The rotating bar  110 A is connected to a slider  120  through by a linkage bar  118  which has a first end pivotally engaged with the rotating member  110 A and a second end engaged with the slider  120 . The slider  120  preferably may include a hook feature  122  which is guided by the action of the slider into and out of engagement with a depression or slot in a module for retention. 
   Thus, depending on the location of the lock cylinder assembly at or near the outer frame of a mounting opening and the amount and location of space around the periphery of the opening, engagement of a member by lateral (sliding) movement or rotary movement is possible. 
   Preferably, the end of the lock cylinder that receives the key aligns with an opening in the face plate of the module for ease of access. 
   While the lock cylinder assembly of the present invention is preferably made of metal, to prevent buzz, squeak and rattle, the locking bar  110 ,  110 A may be coated with a rubber or plastic composition. Alternatively, the slider  120 , locking bar  110 ,  110 A and linkage bar  118  may comprise a relatively rigid or stiff engineering plastic, preferably glass filled to reduce the potential for noise. 
   Further, the lock cylinder assembly of the present invention may comprise an elongated slider (similar to that shown in  FIG. 9A ) including multiple hooks which may act, for instance, vertically in the center stack area of a vehicle to engage and retain multiple modules aligned one above the other. 
   While shown here as an exemplary application in an automotive vehicle, the locking mechanism of the present invention may also be used to secure and retain modules in other transportation vehicles, such as planes, trains, boats, etc. as well as in homes (for stereos DVD&#39;s, CD players, etc.) and in businesses such as offices, internet cafes, libraries (for computers and cameras in docking stations and the like). 
   Thus, it can be seen that the invention provides a new and novel combination of molded features included in the center stack area of a motor vehicle instrument panel or console to reliably locate modules and components in an overall fashion to compensate for tolerance stack-up. Additionally, the invention also provides for a reduction in the number of or elimination of fasteners required while reducing the likelihood of squeaks, rattles and unsightly gaps in the viewing surface of the instrument panel. Further, the invention provides for a locking system to prevent theft of such components. 
   The description and drawings illustratively set forth the presently preferred invention embodiments. The description and drawings are intended to describe these embodiments and not to limit the scope of the invention. Those skilled in the art will appreciate that still other modifications and variations of the present invention are possible in light of the above teaching while remaining within the scope of the following claims. Therefore, within the scope of the claims, one may practice the invention otherwise than as the description and drawings specifically shown and described.