U.S. patent application number 11/328063 was filed with the patent office on 2006-05-25 for roof module for a motor vehicle and process for producing same.
This patent application is currently assigned to Webasto Vehicle Systems International GmbH. Invention is credited to Matthias Dichtl, Peter Strohmavr.
Application Number | 20060108716 11/328063 |
Document ID | / |
Family ID | 27771451 |
Filed Date | 2006-05-25 |
United States Patent
Application |
20060108716 |
Kind Code |
A1 |
Strohmavr; Peter ; et
al. |
May 25, 2006 |
Roof module for a motor vehicle and process for producing same
Abstract
A roof module for a motor vehicle with an outside roof skin and
layers of composite materials located on the vehicle interior side
of at least planar portions of the roof skin and a process for
producing such a module. The layers on the vehicle-interior side
are arranged in the order, beginning from the outside roof skin, of
a first fiber-containing layer produced using the long-fiber
injection process, and a carrier layer of stiffening material.
Inventors: |
Strohmavr; Peter;
(Gemlinden, DE) ; Dichtl; Matthias; (Eurasburg,
DE) |
Correspondence
Address: |
ROBERTS, MLOTKOWSKI & HOBBES
P. O. BOX 10064
MCLEAN
VA
22102-8064
US
|
Assignee: |
Webasto Vehicle Systems
International GmbH
Stockdorf
DE
|
Family ID: |
27771451 |
Appl. No.: |
11/328063 |
Filed: |
January 10, 2006 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
10392384 |
Mar 20, 2003 |
7017981 |
|
|
11328063 |
Jan 10, 2006 |
|
|
|
Current U.S.
Class: |
264/517 ;
264/258; 264/324 |
Current CPC
Class: |
B32B 17/04 20130101;
Y10T 428/24149 20150115; Y10T 428/24355 20150115; B62D 29/04
20130101; B62D 25/06 20130101 |
Class at
Publication: |
264/517 ;
264/258; 264/324 |
International
Class: |
B27N 1/00 20060101
B27N001/00; D21J 3/00 20060101 D21J003/00 |
Foreign Application Data
Date |
Code |
Application Number |
Mar 20, 2002 |
DE |
102 12 370.5 |
Claims
1. Process for producing a multilayer vehicle body component with
an outside vehicle body skin and layers of composite materials
located on the vehicle interior-side, comprising the following
steps: inserting an outside vehicle body skin into a negative mold,
forming a first fiber-containing layer by blowing
polyurethane-wetted fibers by means of compressed air onto a
vehicle interior-side surface of the outside vehicle body skin,
forming a carrier layer of stiffening honeycomb material by
inserting stiffening honeycomb material, which has been covered by
a blocking material, into the negative mold so as to cover the
first fiber-containing layer, and pressing together the layers and
the outside vehicle body skin for a predetermined time interval at
a predetermined temperature, the blocking material prevent fibers
of the fiber-containing layer from penetrating into the honeycomb
material.
2. Process as claimed in claim 1, comprising the further step of
forming a second fiber-containing layer on the vehicle
interior-side surface of the carrier layer.
3. Process as claimed in claim 2, wherein the blocking material
comprises a first nonwoven layer provided between the first
fiber-containing layer and the carrier layer in a manner so as to
cover the carrier layer.
4. Process as claimed in claim 3, wherein the blocking material
further comprises a second nonwoven layer provided between the
second fiber-containing layer and the carrier layer so as to cover
the carrier layer.
5. Process as claimed in claim 4, wherein at least one of the first
and second nonwoven layers is connected to a surface of the
stiffening material of the carrier layer before inserting of the
stiffening material into the negative mold.
6. Process as claimed in claim 1, wherein, after the pressing step,
the vehicle body component is placed in a cooling mold for cooling
of the vehicle body component.
7. Process as claimed in claim 6, wherein said cooling is performed
under pressure.
8. Process as claimed in claim 6, wherein said outside vehicle body
skin is an outside roof skin and the vehicle body component is a
roof module.
9. Process as claimed in claim 1, wherein said outside vehicle body
skin ian outside roof skin and the vehicle body component is a roof
module.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application is a division of co-pending U.S. patent
application Ser. No. 10/392,384.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] The invention relates to a roof module for a motor vehicle
with an outside roof skin and layers of composite materials located
on the vehicle interior side and a process for producing a
multilayer roof module for a motor vehicle with an outside roof
skin and layers of composite materials located on the vehicle
interior-side.
[0004] 2. Description of Related Art
[0005] Roof modules as are known, for example, from published.
European Patent Application EP 0 960 803 A2, constitute motor
vehicle roofs which have been produced separately from the motor
vehicle body and which are made sandwich-like with a roof skin and
an underlying plastic layer made, for example, of foam plastic.
[0006] Published European Patent Application EP 0 995 667 A1
discloses a roof module as a composite component for motor
vehicles, the roof module being composed of the outside roof skin
and a reinforced plastic layer connected to it on the vehicle
interior side for purposes of increasing the buckling stiffness and
the overall strength. The plastic layer is made of a PUR foam which
is formed from polyol and an isocyanate portion in a mixing ratio
from 1 to 2. The mixing of the two plastic components with glass
fiber reinforcement takes place using the long fiber injection
(LFI) process in which PUR-wetted glass fibers are blown by
compressed air into a negative mold already laid out with the
outside skin. Roof modules which have been built up in this way do
not have high stiffness and do have a total weight prevailing as a
result of the of the high proportion of polyurethane (PUR).
[0007] German Patent DE 32 02 594 C2 and counterpart U.S. Pat. No.
4,475,765 disclose a roof module with an airtight and watertight
outside roof layer, a middle, inherently stiff honeycomb/structure
layer, with aluminum or cardboard ridges or semihard foam and
nonwoven structures, a semistiff, porous inside layer and a cushion
and/or decorative layer. One such multilayer roof module is
produced using a hot pressing process. These roof modules based on
a honeycomb or sandwich structure have the advantage that, as a
result of the honeycomb layer which acts as the stiffening layer
and carrier layer for other layers, they have higher stiffness with
a lower overall weight. Production of multilayer roof modules of
this type based on a honeycomb structure is time-consuming and
complicated since generally glass fiber mats which extend on either
side of the honeycomb layer are difficult to handle. Furthermore,
these glass fiber mats are expensive as compared to glass fibers as
are used in the LFI production process. In addition, positioning of
the honeycomb layer within a negative mold which is used for
carrying out the following pressing processes is generally complex
and time-consuming.
SUMMARY OF THE INVENTION
[0008] Accordingly, a primary object of this invention is to
provide a roof module which has high stiffness and low total
weight.
[0009] A further object of the invention is to create a process for
producing such a roof module that is less time-consuming and more
economical.
[0010] One important aspect of the invention is that the roof
module for a motor vehicle with an outside roof skin and layers of
composite material located on the vehicle interior side, beginning
from the outside skin, has the following layer structure at least
on the planar portion: a first fiber-containing layer produced
using the long-fiber injection process and a carrier layer of
stiffening material which is preferably honeycombed. By combining a
layer based on the LFI production process with a honeycomb,
sandwich-like carrier layer, the advantages of the two techniques
underlying these layers are combined with one another. On the one
hand, the difficult and time-consuming handling of glass fiber mats
as was necessary in the past in honeycomb carrier layers as a layer
between the PU layer and the carrier layer, and on the other, the
trade-offs which had to be made for the total weight and the
stiffness according to the LFI process are eliminated.
[0011] The carrier layer, which is preferably honeycombed, can be
made of a cardboard material, a plastic material of natural
substances, a metal-containing material and/or a nonferrous
material.
[0012] The layer containing the fibers can be a glass fiber, a
natural fiber and/or a plastic fiber.
[0013] Based on the combination of layers which have been produced
according to LFI technique with the honeycombed carrier layer
(structure, PHC), there is an advantageous saving of the necessary
material since fiber mats, such as glass fiber or plastic fiber
mats, become superfluous and the proportion of PUR required for
wetting the glass fibers according to the LFI technique is reduced
as a result of the additionally stiffening carrier layer.
[0014] The honeycombs of the honeycombed carrier layer can be
impregnated with an impregnation agent as protection against
absorbing moisture according to one preferred embodiment.
[0015] If the honeycombed carrier layer is a cardboard material, it
is treated to be resistant to bacteria according to a preferred
embodiment in order to avoid accumulation of bacteria in the
individual cells in areas with high atmospheric humidity.
[0016] The cells which are open at top and bottom preferably have a
layer thickness of 10 mm which, during the pressing process, in
certain roof areas, can be reduced to a layer thickness of up to 3
mm in order to enable, for example, in the head area, the maximum
possible headspace for the vehicle passengers or mounting of
additional attachments, such as handles, for example.
[0017] Since the roughly 25 mm long individual glass fibers, as are
blown into a negative mold mixed with PUR by means of compressed
air according to the LFI technique for producing the
fiber-containing layer, are more economical than the glass fiber
mats used in PU-PHC-PU technology, the cost reduction in the
production of roof modules is considerable.
[0018] According to preferred embodiment, a second fiber-containing
layer which is produced by means of the long fiber injection
process follows the carrier layer on the vehicle interior side, in
order to additionally increase the stiffness of the roof module in
this way.
[0019] Since the lengthwise axes of the cells of the carrier layer,
which run preferably parallel to one another, are aligned
perpendicular to the individual planes of the layers, when the
PUR-wetted fibers, such as glass fibers, are blown according to the
LFI process, partial penetration of the individual glass fibers
into the honeycombed structure, which is open at the top and
bottom, occurs. This results in that a reduction of the sandwich
stiffness as a result of the irregular distribution of the
PUR-wetted glass fibers so that more PUR is needed, since the open
cells are filled at least partially with PUR.
[0020] Therefore, according to one embodiment of the invention,
between the first, upper fiber-containing layer and the carrier
layer there is a first nonwoven layer which covers the carrier
layer, and between a second lower fiber-containing layer and the
carrier layer there is a second nonwoven layer which covers the
carrier layer. Such a nonwoven layer can be formed of a glass fiber
nonwoven material which, during performance of the LFI process,
prevents penetration of PUR into the cells which are open at the
top and bottom.
[0021] Advantageously, the blocking nonwoven material, moreover,
causes a homogeneous material distribution of glass fibers and PUR
within a fiber-containing layer which is produced using the LFI
process, by which only a few surface faults can occur in these
layers. Preferably, the blocking nonwoven material is made such
that it protects the glass fibers of the first and second
fiber-confining layer against penetration into the cell structure,
but allows the PUR to penetrate into the honeycomb structure with a
predefined penetration depth in order to thus increase or ensure
adhesion between the first and second fiber-containing layer and
the honeycombed carrier layer.
[0022] The blocking nonwoven material can be joined as a first and
second covering nonwoven layer in the production of the roof module
to a honeycomb layer in order to enable rapid insertion of the
honeycombed carrier layer, including the nonwoven layer, into a
negative mold and to avoid possible handling of glass fiber
nonwoven-like material within the negative mold.
[0023] The first and the second fiber-containing layers with
polyurethane can be adapted by variation of the two parameter
fibers and polyurethane depending on the requirements for the total
weight, the appearance, the strength and the functionality of the
roof module and depending on possibly necessary integration of
additional components into the roof module.
[0024] On the vehicle interior side, the layer structure in
accordance with the invention can be closed with a laminated layer
in order to create a pleasant appearance of the roof module for the
vehicle passengers. The laminated layer can advantageously be
applied with a vapor barrier layer, the vapor barrier layer being
integrated into the laminated layer or arranged as a separate
layer. In this way, the unwanted absorption of moisture and/or
water by the polyurethane composite layers can be prevented.
[0025] Alternatively, the vapor barrier layer can be applied
without a laminated layer on the vehicle interior-side, for
example, in the form of an enamel layer or an enamel film for
impregnation of the roof module.
[0026] The process for producing such a multilayer roof module with
an outside roof skin and layers of composite materials located on
the vehicle interior side comprises the steps of insertion of the
outside roof skin into a negative mold, formation of the first
fiber-containing layer by blowing polyurethane-wetted fibers by
means of compressed air onto the vehicle interior-side surface of
the outside roof skin, the formation of a carrier layer of
stiffening material by its insertion into the negative mold with
coverage of the first fiber-confining layer and pressing together
the layers and the outside roof skin in a predetermined time
interval with a predetermined temperature behavior.
[0027] In this way, a rapid and simple production process with a
reduced cycle time is achieved since, for example, handling of
glass fiber mats becomes superfluous.
[0028] Preferably, a second fiber-containing layer is located on
the vehicle interior-side surface of the carrier layer for
increasing the stiffness. This second and also the first
fiber-containing layer can be located separated from the carrier
layer by a nonwoven layer which covers the carrier layer, these
nonwoven layers already being connected to the carrier layer before
insertion of the carrier layer into the negative mold. Thus, after
insertion of the outside skin into the negative mold, a first
fiber-containing layer, based on the LFI process, must be blown
into the negative layer by compressed air, the carrier layer
including the nonwoven layer material must be inserted into the
mold and a second fiber-confining layer, based on the LFI process,
blown in by compressed air onto the carrier layer. After a
following subsequent process, the roof module can be removed from
the press molds in its final form.
[0029] The time which has been predetermined for the pressing
process is dictated by the reaction time of the polyurethane and
can be roughly 4 minutes. After completion of the pressing process,
the pressed roof module is inserted into a separate cooling mold
for preserving stability of shape.
[0030] Advantages and utilities of the invention can be taken from
the following detailed description in conjunction with the
accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0031] FIG. 1 is a schematic cross section of a first embodiment of
the layered structure of a roof module in accordance with the
invention,
[0032] FIG. 2 is a schematic plan view of a carrier layer as is
used in the layered structure of the roof module in accordance with
the invention,
[0033] FIG. 3 is a schematic cross section of a second embodiment
of the layered structure of a roof module in accordance with the
invention, and
[0034] FIG. 4 is a schematic cross section of a third embodiment of
the layered structure of a roof module in accordance with the
invention.
DETAILED DESCRIPTION OF THE INVENTION
[0035] FIG. 1 shows a first embodiment of the layered structure of
a roof module which comprises an outside roof skin 1, a first
glass-fiber containing layer 2 produced using the LFI process, a
preferably honeycomb carrier layer 3 of stiffening material, such
as PHC, a second glass fiber-containing layer 4 based on the LFI
process, and a laminated layer 5 for a termination of the layered
structure in the vehicle interior, which termination acts has a
visually attractive appearance.
[0036] According to the production process, an outside roof skin is
inserted into a negative mold of a pressing device, and by means of
the LFI process, is covered with a layer 2 which contains
PUR-wetted glass fibers and which are blown by means of compressed
air into the negative mold. The glass fibers are preferably 10-100
mm long.
[0037] The honeycomb carrier layer 3, is preferably made of the
stiffening material PHC and is placed on the first layer 2 which
contains the glass fibers. Then, a second glass-fiber containing
layer (4) with PUR-wetted glass fibers, by means of the LFI
process, is blown in by means of compressed air. Then, a pressing
process takes place by closing of the pressing device for a
predetermined reaction time at a certain temperature behavior.
After opening of the pressing device, the roof module composite can
be removed and subsequently covered with a laminated layer 5 as the
vehicle interior-side termination layer.
[0038] FIG. 2 schematically shows a plan view of the honeycomb
structure used as the carrier layer 3. The cells are located in
different layers 8, 9, 10 in a sandwich-like manner as spacers in
the form of a carrier layer 3 between the two layers 3 and 4
containing the glass fibers. The honeycomb structure shown is
similar to that of corrugated cardboard, and the cells 11 are open
at the top and bottom so that, in particular, when applying the
second glass fiber-containing layer 4, penetration of the PUR into
the individual cells 11 takes place.
[0039] In order to reduce the unnecessarily high consumption of
PUR, as is shown in FIG. 3, according to a second embodiment of the
layered structure of the roof module of the invention, the carrier
layer 3 is covered with a blocking nonwoven material 6, 7, on the
top and bottom sides, so that the PUR penetrates only to a
predefined penetration depth into the honeycomb structure to ensure
adhesion of the glass fiber-containing layers 2, 4 to the carrier
layer. The glass fibers which are contained in the glass
fiber-containing layers 2, 4 are kept by the blocking nonwoven
material 6, 7 from penetrating into the honeycomb structure. In
this way, the required amount of glass fiber and amount of PUR are
reduced, and thus, weight and money are saved.
[0040] FIG. 4 shows a schematic cross section of a third embodiment
of the layered structure of the roof module as in accordance with
the invention. The layered structure according to the third
embodiment differs from the layered structure according to the
second embodiment in that an additional vapor barrier layer 12 is
provided between the glass fiber-containing layer 4 and the
laminated layer 5. Such a vapor barrier layer 12 prevents
accumulation of moisture and the associated impurities within the
layered structure of the invention, especially within the
honeycombed carrier layer.
[0041] The layered structure in accordance with the present
invention can be used to form roof modules and body components of
various configurations and which are attached to the vehicle body
in any of various known manners. For example, a roof component of
the type disclosed in U.S. Pat. No. 4,475,765 can been formed of
the layered construction of the present invention instead of the
composite construction disclosed therein. Thus, to the extend that
the disclosure of this patent is necessary to complete an
understanding of this invention, it is hereby incorporated by
reference.
* * * * *