Patent Description:
Automotive manufacturers are continuing to reduce the weight of passenger cars to meet the increasing government regulations on fuel efficiency and reducing emissions. The structural body of a vehicle (the structure forming what is commonly known as the body-in-white (BIW)), is a vehicle's largest structure, and therefore ideal for weight reduction considerations. Body-in-white refers to the welded sheet metal components which form the vehicle's structure to which the other components will be married, i.e., the engine, the chassis, the exterior and interior trim, the seats, etc. Reducing body weight, however, involves a trade-off with body stiffness, a key characteristic which influences vehicle dynamics, durability, and crash worthiness.

This generates the need to design a BIW having reduced weight, without sacrificing durability and crash worthiness.

Disclosed, in various embodiments are methods of making laminates, shells, and energy absorbing devices.

<CIT> discloses preparation of laminates via a double-belt press.

An energy-absorbing device can comprise: a polymer reinforcement structure, wherein the polymer reinforcement structure comprises a polymer matrix and chopped fibers; and a shell comprising <NUM> walls extending from a back and forming a shell channel, wherein the shell comprises continuous fibers and a resin matrix; wherein the polymer reinforcement structure is located in the shell channel.

A structural body of a vehicle can comprise: a hollow vehicle component comprising walls that define a cavity, wherein the vehicle component has a component length; and the energy-absorbing device; wherein the energy-absorbing device is located in the cavity.

A vehicle can comprise: the structural vehicle component; and the energy-absorbing device located in the structural vehicle component; an engine; and a drive mechanism.

A vehicle can comprise: the structural vehicle component, wherein the structural vehicle component is the energy-absorbing device, an engine; and a drive mechanism.

These and other non-limiting characteristics are more particularly described below.

The following is a brief description of the drawings wherein like elements are numbered alike and which are presented for the purposes of illustrating the exemplary embodiments disclosed herein and not for the purposes of limiting the same.

Many attempts have been made to provide BIW component for automotive vehicles, which are lighter and could be able to absorb a major portion of impact energy during high-speed crashes. Use of high strength steel in BIW components has been increasing rapidly. Lighter metal like aluminum and magnesium have also been explored. The wall thickness of these various BIW components is sufficient to impart the desired structural integrity to that element to meet its desired function and various regulatory requirements.

With foam filled components, a hollow part is filled with foam to its full volume, and the expanded foam material provides the connection to the wall and thus the absorption of force and distribution of load. The reinforcement characteristics are based on the material properties of the foam. However, foam reinforcement systems require a chemical reaction that must be adapted to the production process of the vehicle, particularly in terms of the incident temperatures. The reinforcement function thus depends on accurate and constant adherence to the process parameters. Another disadvantage is that the structural parts can no longer be disconnected from one another easily, making recycling more difficult. In addition, completely filling the space with foam brings about a more or less homogeneous reinforcement effect, without the ability to take three-dimensional varying design requirements into account.

In crush countermeasure systems that include steel stampings fixed to sheet metal via thermoset adhesive, the adhesive will activate and expand as the body goes through the ovens that bake the paint. Therefore, this system is not optimal. The stampings are heavy and excessive adhesive would generally need to be applied to assure a solid bond from the countermeasure to the body.

Some crush countermeasure systems include steel stampings that are fixed to the sheet metal via thermoset adhesive. The adhesive will activate and expand as the body goes through the ovens that bake the paint. This system is not optimal. The stampings are heavy and excessive adhesive is applied to assure a solid bond from the countermeasure to the body. Another system includes steel stampings that are fixed to the sheet metal via over mold injection mold design. The steel structures were provided with draft and material overflow provision. Once part is cooled and there forms a physical/mechanical bonding between the steel and polymers.

It would be beneficial to provide lightweight BIW components comprising crush countermeasures that is lighter than aforementioned solutions and provide ability to absorb more impact energy and/or protecting motor vehicle occupants. The crush countermeasures, e.g., energy absorbing devices, can improve structural integrity, for example, by reducing excessive deformation and improving crashworthiness during a vehicle crash scenario. It would also be beneficial to provide a crush countermeasure that may be easily manufactured and used in a motor vehicle without the use of additional processing steps.

In addition to the BIW components, reducing the weight while retaining the structural integrity of other vehicle components is also desired. Some other vehicle components that can benefit from the energy-absorbing device disclosed herein include an instrument panel, cross-car member, door support bar, seat structure (e.g., frame), suspension controller (e.g., control arms), engine block, oil pump cover, as well as other components that can benefit from a reduced weight high structural integrity element. As with the BIW components, these vehicle components can either be replaced by the energy-absorbing device, or the energy-absorbing device can be located in a hollow portion of the component.

As mentioned above, it is desirable to reduce the weight of a vehicle without compromising structural integrity and durability. Therefore, it is desirable to reduce the amount of metal employed in the vehicle while not sacrificing strength. Employed throughout the vehicle are hollow metal structural elements (e.g., beams (e.g., bumper beam), rails (e.g., roof rail), pillars (e.g., "A" pillar, "B" pillar, "C" pillar, "D" pillar), rockers (e.g., floor rocker), bars (e.g., floor cross-bars, and cross bars in chassis ladder), and so forth). For example, refer to <FIG>, which illustrates the locations of the roof rail <NUM>, "A" pillar <NUM>, "B" pillar <NUM>, "C" pillar <NUM>, "D" pillar <NUM>, and floor rocker <NUM>. Disclosed herein are energy-absorbing devices, e.g., reinforcement for BIW components. Some examples of possible locations for the energy-absorbing device are illustrated in <FIG>, locations <NUM>, which further illustrates a drive mechanism <NUM> and engine <NUM>. Desirably, energy-absorbing devices are lighter than metal-plastic hybrid reinforcements and provide better crash resistance than all plastic reinforcement, metal-plastic hybrid reinforcement, or foam reinforcement.

The energy-absorbing device, e.g., BIW component, is a hybrid of continuous fiber reinforced-polymer composite and short/long chopped fiber reinforced composite material solution that can be positioned in hollow channels of the BIW components. This hybrid structure comprises a shell of continuous fiber, reinforced polymer over-molded with structure of chopped fiber (e.g., chopped short fiber (e.g., fibers having a length of less than <NUM> millimeters (mm)) and/or chopped long (e.g., fibers having a length of <NUM> to <NUM>, specifically, <NUM> to <NUM>) fiber) reinforced thermoplastic. The structure formed from the chopped fiber reinforced material can have various geometries that enable the desired energy absorption characteristics, e.g., rib pattern (for example a cross-rib pattern, honeycomb geometry, and so forth).

The energy-absorbing device can be formed, for example, by making shell structure of continuous fiber reinforced-polymer through various methods. The continuous fiber reinforced-polymer can comprise fiber fabrics and/or unidirectional (UD) tapes, collectively referred to as fiber structure. UD tapes can have greater than or equal to <NUM>%, specifically, greater than or equal to <NUM>% of the fibers oriented in the same direction. Fabrics have fibers in a single plane and oriented in at least two directions (e.g., a weave). The fiber structure (e.g., fabrics and tapes) can be formed into laminate(s) (also referred to as a sheet), wherein the laminate can be formed into intermediate(s), preform(s)), and the like. Individual layers comprise a ratio of resin matrix to fibers of <NUM>/<NUM> to <NUM>/<NUM> ratio by weight, specifically, <NUM>/<NUM> to <NUM>/<NUM>, <NUM>/<NUM> to <NUM>/<NUM> ratio by weight, for example, <NUM>/<NUM> ratio by weight. This ratio can be attained by forming the layer using a volume ratio of resin to fibers of <NUM>/<NUM> to <NUM>/<NUM>, preferably <NUM>/<NUM> to <NUM>/<NUM>, for example, <NUM>/<NUM>. For example, a resin matrix/fiber ratio by density of <NUM>/<NUM> can yield a <NUM>/<NUM> ratio by weight with a <NUM>,<NUM> tow or <NUM>,<NUM> twill weave. The specific ratio can be dependent on the materials used and the volume density of the fibers (e.g., the fabric). The specific amounts can readily be determined from the information herein.

When laying up the fiber structures, each subsequent layer can be oriented such that the fibers extend in the same direction as in the first layer (i.e., oriented at <NUM> degrees with respect to the first layer), or at a different angle than the fibers of the prior layer, e.g., at <NUM> degrees or <NUM> degrees with respect to the prior layer. Therefore, the layup (and/or the lamina) can be arranged in various orientations with respect to one another to attain a desired structural integrity, e.g. <NUM> degrees and <NUM> degrees (also referred to as "<NUM>/<NUM>"), (<NUM>/<NUM>/<NUM>), (<NUM>/<NUM>/- <NUM>), <NUM>/<NUM>/-<NUM>), (<NUM>/<NUM>/<NUM>/<NUM>), and so forth, with an alternating <NUM> and <NUM> degree being desirable. Also desirable, the layup is a "balanced" layup comprising multiple layers with alternating fiber direction from one layer (i.e., fabric structure) to the next layer until the center of the layup then the alternation stops and reverses itself (e.g., (<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>), (<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>), (<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>) or (<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>)). <FIG> illustrates laminate/layup fiber orientations, wherein the first layer is considered to be oriented at <NUM> (i.e., zero degrees). Each subsequent fiber structure is oriented such that the fiber direction is at an angle with respect to the fiber direction of the first fiber structure. The desired combination of fiber angles is dependent upon the desired stiffness of the shell.

The number of layers employed is based upon the desired thickness and structural integrity of the shell. The shell can have a total thickness of <NUM> to <NUM>, specifically, <NUM> to <NUM>, more specifically, <NUM> to <NUM>, and still more specifically, <NUM> to <NUM>. Each layer can have a thickness of <NUM> to <NUM>, for example, <NUM> to <NUM>.

Optionally, all of the fiber structures of the layup can have the same type of fibers (e.g., composition and/or diameter), or some fiber structure(s) can have a different type of fiber (e.g., composition and/or diameter).

The lay-up can be formed to produce a shell. The shell can then be overmolded with chopped fiber reinforced polymer material to form reinforcing elements (e.g., ribbed or honeycomb structure), in the shell.

The energy-absorbing device can then be used in a BIW component to provide structural integrity (e.g., in the B-pillar).

For high-speed front crash (e.g., a speed of greater than or equal to <NUM> kilometers per hour (kmph)), front portion of the vehicle chassis (e.g., bumper beam, energy absorber, and rails), absorbs maximum amount of impact energy. For high-speed side crashes B-pillar, floor rocker, and floor crossbars play key role in energy absorption. For rollover or roof-crush the A-pillar, B-pillar, and roof rails play key role in impact energy absorption. Generally above-mentioned components are hollow metal sections. Depending upon the necessary structural integrity of the particular element, the energy-absorbing device can replace the element, or can be inserted into the hollow cavity of the element. If the energy-absorbing device is located in the element, the thickness of the element can be reduced, thereby reducing vehicle weight. The disclosed crush countermeasure provides impact resistance and/or reinforcement characteristics in a lighter weight structure as compared to prior systems composed entirely of metal. The crush countermeasure provides a lightweight crush system having comparable protection to current all metal systems. As such, the overall weight of a vehicle is reduced without any compromise on the safety considerations to passengers.

Disclosed are energy-absorbing devices comprising a shell comprising continuous fibers in a polymeric matrix, and a polymer reinforcement structure inseparable from the shell, wherein the device can be located in a structural vehicle component (e.g., a BIW component). As used herein, "inseparable" refers to an inability to separate the components without damage to one or both of the components. The device can be located throughout the structural vehicle component, in strategic locations within the structural vehicle component ("localized"), or can replace the structural vehicle component. BIW components that can be reinforced include the beam(s), rail(s), pillar(s), chassis, floor rocker, and cross-bar(s), as well as combinations comprising at least one of the foregoing, e.g., the junction of the A-pillar and the floor rocker. Optionally, the device can be employed to reinforce other structural vehicle components besides the BIW components, such as an instrument panel, cross-car member, door support bar, seat structure (e.g., frame), suspension controller (e.g., control arms), engine block, oil pump cover, as well as other components, as well as combinations comprising at least one of the foregoing.

The shell can form a channel defined by greater than or equal to <NUM> wall for example <NUM> sided U channel. The channel can have, for example <NUM> sides, or <NUM> sides, with a channel therethrough, such that the channel is open on each end. Optionally, side wall can include opening though the wall such that, when the reinforcement is formed, molten polymer can pass from within the cavity, through the opening, and solidify to further secure the polymer reinforcement structure within the shell. Optionally, openings (e.g., small openings) around the free edges of channel, such that the molten plastic can flow over edges and solidify to further secure channel and reinforcement.

The number of holes can be greater than or equal to one, specifically greater than or equal to two, e.g., <NUM> to <NUM> holes, for ease of polymer flow inside out. The hole diameter (along a major axis) can be up to <NUM> (e.g., <NUM> to <NUM>), specifically, <NUM> to <NUM>, and more specifically, <NUM> to <NUM> (e.g., <NUM>).

The polymer reinforcement structure can have a honeycomb structure, e.g., an array of columns and channels. The combs of the structure can be a shape having greater than or equal to <NUM> sides, such as pentagonal, hexagonal, heptagonal, and octagonal, and so forth, geometries, as well as combinations comprising at least one of the foregoing geometries, and specifically a hexagonal geometry. Optionally, the channels of the honeycomb structure extend from one end of the structure to the other end of the structure, so that the structure is open on both ends, and wherein one end (e.g., the second end of the channel) can optionally be disposed in physical contact with a side of the shell, thereby effectively blocking the second end. Polymer honeycombs can be made by bonding extruded polymer tubes together, injection molding the polymer honeycombs, extruding the honeycomb structure, or otherwise formed. For example, the element can be a co-extruded component having combs of the same or different material, e.g., adjacent combs can comprise a different material composition. Optionally, some or all of the combs have foam therein. In other words, the combs can, individually, be hollow or filled, such that the structural integrity can be modified by filling particular combs, by using different polymer for particular combs, or a combination comprising at least one of the foregoing. One possible fill material is foam. Desirably, the honeycomb structure is formed by overmolding the shell using an injection molding process.

The polymer reinforcement structure can further or alternatively comprise a rib structure. For examples, ribs can extend across the channel of the shell, between sidewalls and/or a back wall. Various rib designs are possible, including triangular, wave, diagonal, crossed, and the like. For example, the ribs can form a triangular, rectangular, "X", or other structure.

The shell and the polymer reinforcement structure can, independently, comprise various polymeric materials, e.g., thermoplastic, thermoset and combinations comprising at least one of the foregoing. The particular material can be chosen based upon its properties, the desired location in the vehicle, and the characteristics of that location. For example, in some embodiments, the material can have moderate stiffness (e.g., Young's modulus of <NUM> gigaPascals (GPa) to <NUM> GPa, specifically, <NUM> GPa to 15GPa, for example <NUM> GPa), good elongation (e.g., greater than <NUM>% elongation), chemical resistance and/or heat resistance under vehicle manufacturing conditions (e.g., welding, painting, etc., for example, at temperatures <NUM><NUM>C (<NUM>°F) for <NUM> minutes, which enables the polymer reinforcement structure to maintain integrity as the part travels with the auto body through paint bake). Examples of polymers include thermoplastic materials as well as combinations comprising thermoplastic materials. Possible thermoplastic materials include polycarbonate; polybutylene terephthalate (PBT); acrylonitrile-butadiene-styrene (ABS); polycarbonate; polycarbonate/PBT blends; polycarbonate/ABS blends; copolycarbonate-polyesters; acrylic-styrene-acrylonitrile (ASA); acrylonitrile-(ethylene-polypropylene diamine modified)-styrene (AES); phenylene ether resins; blends of polyphenylene ether/polyamide; polyamides; phenylene sulfide resins; polyvinyl chloride (PVC); high impact polystyrene (HIPS); polyethylene (e.g., low/high density polyethylene (L/HDPE)); polypropylene (PP) (e.g., expanded polypropylene (EPP)); polyetherimide; and thermoplastic olefins (TPO); as well as combinations comprising at least one of the foregoing. For example, the polymer reinforcement structure can comprise Noryl™ GTX resin, LEXAN™ resin, ULTEM™ resin, VALOX™ resin, CYCOLAC™ resin, and/or STAMAX™ resin, which are commercially available from SABIC. Desirably, the polymer reinforcement structure comprises polypropylene, and/or blends of polyphenylene ether/polyamide. The polymer reinforcement structure can optionally be reinforced, e.g., with fibers, particles, flakes, as well as combinations comprising at least one of the foregoing. These fibers may include glass, carbon, bamboo, aramid, kevelar etc., as well as combinations comprising at least one of the foregoing. For example, the polymer reinforcement structure can be formed from STAMAX™ materials, a long glass fiber reinforced polypropylene commercially available from SABIC. The polymer reinforcement structure and/or shell can also be made from combinations comprising at least one of any of the above-described materials and/or reinforcements, e.g., a combination with a thermoset material. Desirably, the shell comprises continuous fibers (e.g., glass, carbon, aramid, kevelar, as well as combinations comprising at least one of the foregoing in a polymeric matrix of polyetherimide, polyamide (nylon), polyphenylene oxide, polycarbonate, polypropylene, as well as combinations comprising at least one of the foregoing.

Good adhesion between the shell and polymer reinforcement structure, can be attained with compatibility between the polymer matrix of the shell and the polymer of the polymer reinforcement structure. For example the shell can be made of continuous carbon fiber reinforced composite with base resin of nylon, and the polymer of the polymer reinforcement structure can also include nylon resin or any other resin blended with nylon like SABIC's Noryl™ GTX. Another example, the outer shell is made of continues glass fiber reinforced composite material with polypropylene as resin matrix, and polymer reinforcement structure can comprise a polypropylene based material or short/long fiber reinforced polypropylene composite like SABIC's STAMAX™ resin.

The honeycombs' orientation with respect to the channel in the support (and also with respect to the opening through the structural element) can also be chosen to attain the energy absorption characteristics of the reinforced component (e.g., BIW component). For example, the honeycomb can form channels that can be oriented <NUM> degrees (e.g., parallel) to <NUM> degrees (perpendicular), to the major axis of the shell. The major axis is the axis extending down the channel (e.g., see <FIG> axis Ax). In other words, in some embodiments, the honeycombs can have a common main axis with the channel and extend parallel thereto. In other embodiments, the honeycombs can extend perpendicular to the main axis of the channel. Consequently, when the reinforcement is disposed in the structural component (also referred to herein as structural vehicle component and vehicle component), in some embodiments, the honeycombs can have a common main axis with the opening through the structural component, while in other embodiments, the honeycombs can extend perpendicular to the opening through the structural component.

The overall size of the energy-absorbing device will depend upon its location within the BIW and the size of the associated opening in the structural component. Furthermore, the characteristics of the reinforcement will depend upon the energy absorption characteristics desired in the particular area, e.g., the number of combs or ribs per unit area, the thickness of the comb walls or ribs, and the specific material of the plastic reinforcement. The density of combs (number of combs per unit area) is dependent upon the desired stiffness, crush characteristics, and materials employed. In some embodiments, the density can be <NUM> to <NUM> combs per <NUM><NUM>, specifically, <NUM> to <NUM> combs per <NUM><NUM>, and more specifically <NUM> to <NUM> combs per <NUM><NUM>. In various embodiments, the thickness of the walls of the plastic reinforcement can be <NUM> to <NUM>, specifically, <NUM> to <NUM>, and more specifically <NUM> to <NUM>. Generally, a reinforcement will comprise greater than or equal to <NUM> combs, specifically, greater than or equal to <NUM> combs, and more specifically, greater than or equal to <NUM> combs.

The length of the shell is dependent upon the particular area of the BIW, while the length of the polymer reinforcement structure is dependent upon the amount and location of enhanced structural integrity in the shell. The polymer reinforcement structure can have a length commensurate with the length of the shell or less than the length of the shell (e.g., can be localized; i.e., disposed only in a specific location to attain enhanced structural integrity of that location). Desirably, to maximize the weight reduction, the polymer reinforcement structure is localized so as to add the minimum amount of weight needed to attain a desired structural integrity (e.g., a structural integrity that this greater than or equal to the standard metal component without the thinner walls). The energy-absorbing device can have a length of less than or equal to <NUM>,<NUM>, specifically, less than or equal to <NUM>, and more specifically, less than or equal to <NUM>. The length of the reinforcement can be less than or equal to <NUM>% of the length of the structural component, specifically, less than or equal to <NUM>%, more specifically, less than or equal to <NUM>%, and yet more specifically, <NUM>% to <NUM>% of the length of the structural component (i.e., the structural component that is reinforced by the energy-absorbing device). For example, the energy-absorbing device can have a length of <NUM> to <NUM>, specifically, <NUM> to <NUM>, such as for use in a pillar or rail. In other embodiments, the energy-absorbing device has a length of <NUM> to <NUM>, specifically, <NUM> to <NUM>, such as for use in a floor rocker. The structural component is a hollow metal element. The reinforcement is disposed in the hollow space. When the reinforcement is not located throughout the hollow space in the structural element, it can be attached to the structural element to inhibit the reinforcement from being dislodged during use of the vehicle or during an impact.

Some possible structural component material(s) include polymers (e.g., thermoplastic and/or thermoset), composite, metals, and combinations comprising at least one of the foregoing. Some metals include aluminum, titanium, chrome, magnesium, zinc, and steel, as well as combinations comprising at least one of the foregoing materials. The thickness of the walls of the structural component can all be the same or can be different to enhance stiffness in a desired direction. For example, one set of opposing walls can have a greater/lesser thickness than the other set of opposing walls. In some embodiments, the structural components have a wall thickness of less than or equal to <NUM>, specifically, <NUM> to <NUM>, and more specifically <NUM> to <NUM>. Generally, metal walls (e.g., floor rocker, rails, pillars, bumper beam, and so forth), have a wall thickness of greater than <NUM>. Therefore, the use of the energy-absorbing device enables a reduction in wall thickness (of the structural component) of greater than or equal to <NUM>%, specifically, greater than or equal to <NUM>%, and even greater than or equal to <NUM>%.

As noted above, the reinforcement can be located in various areas of the vehicle, such as in the bumper beam(s) and/or the BIW component (such as rail(s), pillar(s), chassis, floor rocker, and cross-bar(s)), as well as combinations comprising at least one of the foregoing. The desired specific location of the reinforcement in the structural component can be determined using crash results.

The fixing measures to attach the energy-absorbing device in the structural component can be mechanical and/or chemical. Examples of mechanical fixing measures include snaps, hooks, screws, bolts (e.g., threaded bolt(s), rivets, welds, crimp(s) (e.g., the crimped metal wall). A friction fit can also be used to maintain the reinforcement in place. Chemical fixing measures can include bonding agents such as glues, adhesives, and so forth.

A more complete understanding of the components, processes, and apparatuses disclosed herein can be obtained by reference to the accompanying drawings. These FIGS. (also referred to herein as "FIG. ") are merely schematic representations based on convenience and the ease of demonstrating the present disclosure, and are, therefore, not intended to indicate relative size and dimensions of the devices or components thereof and/or to define or limit the scope of the exemplary embodiments. Although specific terms are used in the following description for the sake of clarity, these terms are intended to refer only to the particular structure of the embodiments selected for illustration in the drawings, and are not intended to define or limit the scope of the disclosure. In the drawings and the following description below, it is to be understood that like numeric designations refer to components of like function.

<FIG> is a pictorial representation of possible reinforcement locations in a vehicle. Here, the energy-absorbing device can be located in one or any combination of the identified locations. For example, A-Pillar <NUM> (e.g., near the center of the length of A-Pillar), B-Pillar <NUM> (e.g., near the center of the length of B-Pillar), C-Pillar <NUM> (e.g., near the center of the length of C-Pillar), D-Pillar <NUM> (e.g., near the center of D-Pillar), roof rail <NUM> (e.g., in multiple, separate locations along the length of the roof rail; such as centered over the window(s)), and/or floor rocker <NUM> (e.g., in the area where the B-Pillar meets the floor rocker), and junction of A pillar and floor rocker. For example, inserts that occupy about <NUM>% to <NUM>% of the length of the metal component can be located in A-Pillar <NUM>, B-Pillar <NUM>, the roof rail <NUM>, and the floor rocker <NUM>. The correct location of these reinforcements depends on crash worthiness performance for different high-speed impact requirements. As is clear from the illustrations (e.g., <FIG>), the honeycombs form channels <NUM>. The channels can be oriented parallel to the main axis of the hollow opening formed in the body in white component, orienting the channels perpendicular to the main axis (Mx in <FIG>) of the hollow opening formed in the body in white component provides further structural integrity.

<FIG> is a pictorial representation of a concept; in which localized reinforcements are proposed at identified locations of A-Pillar, B-Pillar, roof rail, and floor rocker and so forth. The details shown in <FIG> illustrate the formed structural component (e.g., from two metal structures welded together) formed from a hollow component (<FIG>) with a reinforcement (<FIG>) placed in the hollow component. The specific location of these reinforcements depends on crashworthiness performance for different high-speed impact requirements.

<FIG> illustrate the elements of the reinforcement. <FIG> illustrates the polymer reinforcement structure <NUM> to be located within the channel <NUM> of the shell <NUM>. As can be seen in <FIG>, the shell <NUM> can comprise openings <NUM>, such that the plastic of the polymer reinforcement structure <NUM> can pass through the opening <NUM> thereby forming a mechanical bond and locking the shell <NUM> and polymer reinforcement structure <NUM> together. The openings <NUM> can be preformed such that the continuous fibers are oriented around the openings. Alternatively, the opening <NUM> can be formed into the shell, by cutting through the side, and the fibers.

As is illustrated in <FIG>, the energy-absorbing device <NUM> can have a shape that is complimentary to the shape of the opening through the structural component <NUM>. The depth of the comb (e.g., length of the honeycomb channels <NUM>) can be constant throughout the polymer reinforcement structure, or can vary along the length of the reinforcement, e.g., to follow the shape of the structural component <NUM> of the vehicle. For example, the depth of the combs of the polymer reinforcement structure <NUM> can decrease from one end of the polymer reinforcement structure to an opposite end of the polymer reinforcement structure.

The use of localized reinforcement (e.g., energy-absorbing device having hollow channels therethrough, located in the structural component) may enable the reduction in wall thickness of the structural component (e.g., BIW component) by greater than or equal to <NUM>%, while retaining the structural integrity.

<FIG> illustrate some examples of making the energy-absorbing device <NUM>. <FIG> illustrates making the energy-absorbing device <NUM> by laying up unidirectional (UD) tapes <NUM> of continuous fiber reinforced plastic material in the injection molding tool. The tape layup can be automated or manual. The injection molding tool can be preheated so that the polymer matrix of UD tapes reaches its glass transition temperature. Then the heated layup can be compressed for consolidation followed by solidification of the compressed lay up to form the shell <NUM>. Then overmolding <NUM> of the polymer reinforcement structure <NUM> in the shell <NUM> is accomplished by injection of fiber reinforced polymer into the injection molding tool. Different orientation and number of layers of the can be designed to achieve different geometry and thickness of shell and customized properties of the shell.

<FIG> illustrates a process for forming an energy absorbing device. A preform laminate <NUM> comprising continuous fiber reinforced polymer, can be placed into a forming tool <NUM>. The tool <NUM> is heated to make this laminate <NUM> formable, later it is compressed in the tool cavity to take required shape of shell <NUM>. The formed shell <NUM> can then be placed into the injection molding tool wherein fiber reinforced plastic material can be injected to overmold the desired polymer reinforcement structure <NUM>.

Now referring to <FIG>, the shell <NUM> is made by laying-up UD layers or by using a laminate having a specific lay-up (e.g., with layers of continuous carbon fibers and/or glass fibers in a thermoplastic matrix). The shell can then be formed into a "U" shaped channel from the layup/laminate, e.g., using a special forming tool. The forming tool illustrated in <FIG>, has a core <NUM> and cavity <NUM>, wherein the cavity is located between a first platen <NUM> and a hinged platen <NUM>, and the core <NUM> extends from the first platen <NUM> (e.g., is fixedly attached to the first platen <NUM>), into the cavity <NUM>, with a space remaining between the core <NUM> and the hinged platen <NUM>. The hinged platen <NUM> comprises three sections 86A, 86B, and 86C. Movable sections 86A and 86B can move on about hinges 88A and 88B respectively, toward intermediate section 86C, to change a U shaped cavity having a size that is complementary to the size of the core <NUM>. In other words, the two outside platen sections (86A,86B) can be rotated (e.g., <NUM> degrees) from a flat to a forming orientation (e.g., vertical orientation) adjacent the core <NUM>, to form a U shaped cavity for forming the shell. The movable sections 86A and 86B can be moved from the rest position to the forming position using various methods such as manually, using hydraulic, using cylinders <NUM> (e.g., two gas (e.g., air) operated cylinders) to form the U shaped shell.

The process can comprise UD layers laid up in a desired layer orientation and consolidated to form a laminate. The consolidated laminate <NUM> can be located on the hinged platen <NUM> such that the area of the laminate intended to be the sides will be located over the hinged section 86A or 86B. The consolidated laminate <NUM> is heated to the glass transition temperature of the resin matrix. The shell <NUM> is then formed by lowering the core <NUM> into the forming position and rotating the movable sections 86A and 86B, e.g., actuating the hinged platen sections by the air cylinders <NUM>, to rotate (e.g., <NUM> degrees) to a forming position, thereby bending the heated, consolidated laminate into a U shape. The degree of rotation of the movable sections 86A and 86B is dependent on the desired angles of the sides of the shell <NUM> (e.g., parallel sides, or sides oriented at a different angle). Once the core <NUM> and movable sections 86A and 86B are in the forming position, the heated consolidated laminate is cooled to solidify the laminate and form the shell <NUM>.

For example, the layers used in the laminate can be formed by forming a film of the resin matrix (e.g., having a thickness or less than or equal to <NUM> micrometers (µm)). The pre-consolidated laminate can be heated above the Tg (glass transition temperature) of the resin matrix, allowing the resin to flow between the fibers in their bundle to form a resin-fiber structure. For example,Noryl™ GTX resin film (e.g., having a thickness of <NUM> micrometers (<NUM> inch) and <NUM> micrometers (<NUM> inch)) is heated into a fiber or fabric to form the layer. The film thickness is dictated by the desired laminate ratio by volume. A <NUM>/<NUM> ratio by volume, for example, will usually yield a <NUM>/<NUM> ratio by weight with a <NUM> toe weave or <NUM> twill weave. This is also dependent on the volume density of the fabric. The use of the GTX resin in the consolidated laminate will help promote better adhesion between the formed laminate shell and the plastic overmolded structure. Optionally, the layers for the laminate can be formed using a powder method. In this method, a powder (e.g., ground powder) is applied to the fiber structure, to form a powdered fiber. The powdered fabric is heated to semimelt the powder into the fabric, thereby impregnating (e.g., semi-impregnating) the powder into the fiber tape or fabric to form the layer. For example, the powder is distributed (e.g., evenly distributed) across the fabric and then by means of ultrasonics, air impingement is forced between the fiber bundles then heated above the Tg so the resin can coat the fiber bundles after which the fiber structure is rolled and the fibers are pre-coated or semi impregnated to form the resin-fiber structure. Possible powders can be formed from any of the above mention thermoplastic materials, such as Noryl™ GTX resin, LEXAN™ resin, ULTEM™ resin, VALOX™ resin, CYCOLAC™ resin, STAMAX™ resin, and combinations comprising at least one of the foregoing, such as an alloy some of these resins.

Once the layers (i.e., the resin-fiber structure) are prepared, the laminate can be formed. The layers (i.e., resin-fiber structure) can be laid-up and the lay-up can then be placed in a laminator. The layup is then dried, e.g., allowing residual moisture to surface and be removed. After drying, the layup is heated (e.g., to a resin melt temperature) under vacuum to enable the fiber to wet out. Pressure is then applied to the layup. The temperature is then reduced (e.g., rapidly to room temperature), the pressure is thereafter released and the laminate is then removed. For example, referring to <FIG>, a layup <NUM> is placed between a first platen <NUM> and a laminate platen <NUM>. The temperature in the laminator <NUM> is increased to a temperature sufficient to remove residual moisture (e.g., depending upon the resin matrix, <NUM> to <NUM>, specifically, <NUM> to <NUM>, e.g., <NUM>). This temperature can be held for enough time for residual moisture to surface on the layup (e.g., a hold time of up to <NUM> minutes, specifically, <NUM> to <NUM> minute, more specifically, <NUM>-<NUM> minutes). The actual time will depend upon the moisture content of the resin and the thickness of the layup. After drying hold time is complete, a vacuum is pulled in the vacuum chamber <NUM>. The vacuum can be pulled (e.g., to a pressure of less than <NUM> kPa (<NUM> inches of mercury (Hg)), specifically, less than <NUM> kPa (<NUM> Hg), and more specifically <NUM> kPa (<NUM> Hg), and the process temperature can be increased. The temperature can be increased to greater than or equal to a melt temperature of resin in the layup (e.g. to greater than or equal <NUM>, specifically, <NUM>, and more specifically, <NUM> to <NUM>, wherein the specific temperature is dependent upon the particular resin). Once the process temperature is reached, pressure is applied to the layup <NUM> by creating relative motion between the first platen <NUM> and the laminate platen <NUM>. The pressure can be greater than or equal to <NUM> megaPascal (MPa), specifically, greater than or equal to <NUM> MPa, and more specifically, <NUM> MPa to <NUM> MPa, e.g., <NUM> MPa (e.g., about <NUM> pounds per square inch (psi)).

It is noted that the pressure is adjusted based upon the layup, wherein too much pressure will inhibit resin wet out of fibers, e.g., due to pressing fiber bundles tightly together restricting resin flow into the bundle, while too little pressure will inhibits the laminates attaining a desired thickness.

After the pressure is applied the temperature is reduced so that the laminate solidifies and can be removed from the laminator. For example the temperature can be reduced to less than or equal to <NUM>, specifically, less than or equal to <NUM>, and more specifically, less than or equal to <NUM>. The temperature reduction can be by rapid cooling (e.g., reducing the temperature by greater than or equal to <NUM> (<NUM>°F per minute). Once cooled, the vacuum and pressure can be released and the laminate can be removed.

Alternatively, a laminate can be formed in a dynamic laminating process, e.g., using a heated twin belt laminator. In this process, alternating feeds of film and fabric (or tape) is fed into the laminator, with the number of films and fabrics dependent upon the desired thickness of the laminate. In the first stage, the drying stage, pressure is applied to allow moisture release. In the next stage, the melt zone, the temperature and pressure are increased to cause the resin to flow into the fabric. In the cooling zone, the layup is cooled under pressure to completely solidify the laminate. For example, referring to <FIG>, films <NUM> and fabrics <NUM> are fed into the twin belt laminator <NUM>. Pressure (e.g., a pressure of greater than or equal to <NUM> kPa (<NUM> pounds per square inch (psi), for example <NUM> kPa to <NUM> kPa (<NUM> psi to <NUM> psi)) is applied in the drying zone <NUM>, e.g., during the first stage, allowing moisture to escape. In the next stage, the melt zone <NUM>, the pressure and temperature are increased to allow the resin flow into the fabric. The temperature, which is dependent on the particular resin, can be within the melt process temperature of such resin. The pressure, which is also dependent upon the particular resin and particularly the melt viscosity thereof, can be greater than or equal to <NUM> kPa (<NUM> psi), for example, the pressure can vary from <NUM> kPa to <NUM> kPa (<NUM> psi to <NUM> psi). From the melt zone <NUM>, the layup enters the cooling zone <NUM> where it is solidified under pressure to form the laminate <NUM>. The laminate <NUM> can then optionally be cut to the desired length. The continuous laminating process can yield sheet products four feet wide and cut to any length after which smaller pieces can be cut for a desired application.

As illustrated in <FIG>, a sequential gate opening system in the injection molding tool can be incorporated to get favorable alignment of fibers (short and/or long fibers) and minimize weld lines in the polymer reinforcement structure <NUM> (e.g., honeycomb or ribbed geometry). As a result, the injection molding cavity can fill from one end to the other, enhancing the quality of the final product.

By uniting the structural component (e.g., any hollow, metal, load bearing component in the vehicle) and hybrid reinforcements as described herein, several advantages are realized: (i) the design is lighter compared to all metallic components, yet the same structural requirements are still met, (ii) the plastic reinforcements have a high stiffness by weight ratio compared to other reinforcements (e.g., compared to foam, expandable epoxy, and steel reinforcements), (iii) there is better thermal performance during paint cycle compared to foam or epoxy reinforcement solutions, and/or (iv) no changes are required in existing assembly line; e.g., the crush countermeasure can be manufactured and used in a motor vehicle without the use of additional processing steps. In addition, since the same structural integrity can be attained at a reduced weight, or better structural integrity can be attained at the same weight of standard, all steel structural components (e.g., BIW), this design is better suited to meet the carbon dioxide emission requirements due to be in effect by <NUM>, as well as meeting the safety requirements of the National Highway Traffic Safety Administration (NHTSA).

The laminate as used in the present invention is formed by a method comprising: feeding fiber structure and resin film to a heated belt to form layup; optionally applying a drying pressure to allow moisture release to form a dried layup; increasing a temperature and the pressure to flow the resin into the fiber structure to form the laminate; and cooling the laminate to solidify the laminate.

The laminate may be cooled under pressure.

The laminate may be cooled under the pressure of greater than or equal to <NUM> kPa (<NUM> psi), or a pressure of greater than or equal to <NUM> kPa (<NUM> psi), or a pressure of <NUM> kPa (<NUM> psi) to <NUM> kPa (<NUM> psi).

The drying pressure may be greater than or equal to <NUM> kPa (<NUM> psi).

Increasing the temperature and the pressure to flow the resin may comprise increasing the temperature to greater than or equal to a melt temperature of the resin, and the pressure to greater than or equal to <NUM> kPa (<NUM> psi).

The layup may comprise alternating layers of fiber structure and resin.

The layup may comprise greater than or equal to <NUM> fiber structures.

Laying up the fiber structures may be done such that the layup has a fiber orientation of alternating <NUM> degrees and <NUM> degrees, (<NUM>/<NUM>/-<NUM>), (<NUM>/<NUM>/-<NUM>), (<NUM>/<NUM>/<NUM>/<NUM>), (<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>), (<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>), (<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>), or (<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>).

The method may comprise laying up the fiber structures such that the layup has a fiber orientation forming a balanced layup.

The invention relates to a method of forming a laminate shell, comprising: placing the laminate onto a hinged platen in a forming tool; heating the laminate; moving a first movable section and second movable section toward a core, and decreasing a distance between the core and an intermediate section, such that the laminate bends to form the shell; cooling the shell; and removing the shell from the forming tool.

The shell may have a total thickness of <NUM> to <NUM>, or <NUM> to <NUM>, or <NUM> to <NUM>, or <NUM> to <NUM>.

The invention relates to a method of forming an energy-absorbing device, comprising: overmolding the shell with a polymer reinforcement structure to form the energy absorbing device.

The polymer reinforcement structure may comprise honeycombs and/or ribs.

The polymer reinforcement structure may have channels that extend parallel to the sides of the shell and perpendicular to an intermediate section of the shell.

The energy-absorbing device may comprise: a polymer reinforcement structure, wherein the polymer reinforcement structure comprises a polymer matrix and chopped fibers; and a shell comprising <NUM> walls extending from a back and forming a shell channel, wherein the shell comprises continuous fibers and a resin matrix, and wherein the resin matrix is a polymeric resin matrix; wherein the polymer reinforcement structure is located in the shell channel; wherein the shell comprises a laminate formed from a layup of fiber structures such that the layup has a fiber orientation of angles comprising at least two different angles.

The angles may be selected from <NUM> degrees and <NUM> degrees, (<NUM>/<NUM>/-<NUM>), (<NUM>/<NUM>/- <NUM>), (<NUM>/<NUM>/<NUM>/<NUM>), (<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>), (<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>), (<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>), or (<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>/<NUM>).

The angle may comprise a fiber orientation forming a balanced layup.

The polymer reinforcement structure may comprise honeycombs that extend in the same direction as the walls toward the back.

The shell channel may have a major axis, and the honeycomb structure may comprise honeycomb channels, and the honeycomb channels may be oriented perpendicular to the major axis.

The polymer reinforcement structure may be inseparably attached to the shell.

The plastic element may have a hollow honeycomb structure with a hexagonal comb geometry.

The shell may comprise a plurality of holes through the walls.

wherein The polymeric resin matrix and the polymer matrix may be independently selected from polycarbonate; polybutylene terephthalate; acrylonitrile-butadiene-styrene; polycarbonate; acrylic-styrene-acrylonitrile; acrylonitrile-(ethylene-polypropylene diamine modified)-styrene; phenylene ether resins; polyamides; phenylene sulfide resins; polyvinyl chloride; polystyrene; polyethylene; polypropylene; polyetherimide; and combinations comprising at least one of the foregoing.

The polymeric resin matrix and the polymer matrix may be independently selected from polycarbonate blends; polycarbonate/PBT blends; polycarbonate/ABS blends; copolycarbonate-polyesters; blends of polyphenylene ether/polyamide; polyamides; and comprising at least one of the foregoing.

The polymeric resin matrix and the polymer matrix may be independently selected from Noryl™ GTX resin, LEXAN™ resin, ULTEM™ resin, VALOX™ resin, CYCOLAC™ resin, and/or STAMAX™ resin.

The continuous fibers may be selected from glass fibers, carbon fibers, bamboo fibers, aramid fibers, kevelar fibers, and combinations comprising at least one of the foregoing.

The chopped fibers may be selected from glass fibers, carbon fibers, bamboo fibers, aramid fibers, kevelar fibers, and combinations comprising at least one of the foregoing.

The continuous fibers and the chopped fibers may be independently selected from glass fibers, carbon fibers, and combinations comprising at least one of the foregoing.

Claim 1:
A method of forming a laminate shell (<NUM>), comprising:
• placing a laminate (<NUM>) onto a hinged platen (<NUM>) in a forming tool;
• heating the laminate;
• moving a first movable section (86A) and second movable section (86B) of the hinged platen toward a core (<NUM>) of the forming tool, and decreasing a distance between the core and an intermediate section (86C) of the hinged platen, such that the laminate bends to form the shell;
• cooling the shell; and
• removing the shell from the forming tool
wherein the laminate is formed by a method comprising:
• feeding fiber structure and resin film to a heated belt to form layup;
• increasing a temperature and the pressure to flow the resin into the fiber structure to form the laminate; and
• cooling the laminate.