Method of Making a Vehicle Interior Component Having an Integral Airbag Component and a Fibrous Decorative Covering

Abstract

A method of making a vehicle interior component having an integral airbag component and a fibrous decorative covering is provided. The method includes providing a polymeric composite sheet and a fibrous decorative covering overlying an outer surface of the composite sheet. The composite sheet is pressed against the covering after the steps of providing to bond the covering to the composite sheet. A molten polymer compatible with the polymeric material of the composite sheet is injected into a mold cavity in accordance with a predetermined set of process parameters which are high enough to integrally form at least one airbag component via polymeric interfusion at the inner surface of the composite sheet but low enough to avoid damaging the covering.

Claims

1. A method of making a vehicle interior component having an integral airbag component and a fibrous, decorative covering, the method comprising: providing a polymeric composite sheet having inner and outer surfaces; providing a fibrous, decorative covering overlying the outer surface of the composite sheet; pressing, in a mold cavity at a molding station, the composite sheet against the covering after the steps of providing to bond the covering to the composite sheet; and injecting a molten polymer compatible with the polymeric material of the composite sheet into the mold cavity in accordance with a predetermined set of process parameters which are high enough to integrally form at least one airbag component via polymeric interfusion at the inner surface of the composite sheet, but low enough to avoid damaging the covering.

2. The method as claimed in claim 1 wherein the process parameters include material packing pressure.

3. The method as claimed in claim 1 wherein the process parameters include material injection pressure.

4. The method as claimed in claim 1 wherein the process parameters include material injection temperature.

5. The method as claimed in claim 1 wherein the process parameters include a time delay between the step of pressing and the step of injecting.

6. The method as claimed in claim 1 wherein the decorative covering is a woven or non-woven fabric.

7. The method as claimed in claim 6 wherein the fabric is a carpet.

8. The method as claimed in claim 1 wherein the interior component is a panel.

9. The method as claimed in claim 1 wherein the at least one airbag component includes an airbag deployment chute.

10. The method as claimed in claim 1 wherein the polymeric material of the sheet is a thermoplastic.

11. The method as claimed in claim 1 further comprising compressing the composite sheet to a desired thickness prior to the step of pressing.

12. A method of making a vehicle trim component having an integrated airbag component and a fibrous decorative covering, the method comprising: providing a polymeric composite sheet having inner and outer surfaces; providing a fibrous, decorative covering overlying the outer surface of the composite sheet; pressing, in a mold cavity at a molding station, the composite sheet against the covering after the steps of providing to bond the covering to the composite sheet; and injecting a molten polymer compatible with the polymeric material of the composite sheet into the mold cavity in accordance with a predetermined set of process parameters which are high enough to integrally form at least one airbag component via polymeric interfusion at the inner surface of the composite sheet but low enough to avoid damaging the covering.

13. The method as claimed in claim 12 wherein the process parameters include material packing pressure.

14. The method as claimed in claim 12 wherein the process parameters include material injection pressure.

15. The method as claimed in claim 12 wherein the process parameters include material injection temperature.

16. The method as claimed in claim 12 wherein the process parameters include a time delay between the step of pressing and the step of injecting.

17. The method as claimed in claim 12 wherein the trim component is a panel.

18. The method as claimed in claim 12 wherein the at least one airbag component includes an airbag deployment chute.

19. The method as claimed in claim 12 wherein the polymeric material of the sheet is a thermoplastic.

20. The method as claimed in claim 12 further comprising compressing the composite sheet to a desired thickness prior to the step of pressing.

21. The method as claimed in claim 12 wherein the decorative covering is a woven or non-woven fabric.

22. The method as claimed in claim 21 wherein the fabric is a carpet.

23. A method of making a vehicle interior trim component having an integrated airbag component and a fibrous, decorative covering, the method comprising: providing a polymeric composite sheet having inner and outer surfaces; providing a fibrous, decorative covering overlying the outer surface of the composite sheet; pressing, in a mold cavity at a molding station, the composite sheet against the covering after the steps of providing to bond the covering to the composite sheet; and injecting a molten polymer compatible with the polymeric material of the composite sheet into the mold cavity in accordance with a predetermined set of process parameters which are high enough to integrally form at least one airbag component via polymeric interfusion at the inner surface of the composite sheet but low enough to avoid damaging the covering.

24. The method as claimed in claim 23 wherein the process parameters include material packing pressure.

25. The method as claimed in claim 23 wherein the process parameters include material injection pressure.

26. The method as claimed in claim 23 wherein the process parameters include material injection temperature.

27. The method as claimed in claim 23 wherein the process parameters include a time delay between the step of pressing and the step of injecting.

28. The method as claimed in claim 23 wherein the trim component is a panel.

29. The method as claimed in claim 23 wherein the decorative covering is a woven or non-woven fabric.

30. The method as claimed in claim 29 wherein the fabric is a carpet.

31. The method as claimed in claim 23 wherein the at least one airbag component includes an airbag deployment chute.

32. The method as claimed in claim 23 wherein the polymeric material of the sheet is a thermoplastic.

33. The method as claimed in claim 23 further comprising compressing the composite sheet to a desired thickness prior to the step of pressing.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0082] FIG. 1 is a schematic perspective view of an A side of a vacuum-injection-compression (VIC) molded upper interior vehicle door panel without its laminated outer facing material;

[0083] FIG. 2 is a schematic perspective view of a B side of the panel of FIG. 1 and illustrating a plurality of injection molded plastic components thereon;

[0084] FIG. 3 is a schematic perspective view of the components of FIG. 2 and molded flow runners including drops separate from the panel of FIGS. 1 and 2;

[0085] FIG. 4A is a side view, partially broken away and in cross section, showing an open compression mold and conveyors for conveying heated sheets of composite and laminated sheets between the mold halves of the mold at a first mold station to make the panel of FIGS. 1 and 2 together with the laminated outer facing material;

[0086] FIG. 4B is a view similar to the view of FIG. 4A but with the mold in its closed position and further illustrating a vacuum source under control of a controller for applying a vacuum to the laminated sheet;

[0087] FIG. 4C is a view similar to the view of FIG. 4B but further showing the injection of molten resin in the lower mold half to form the plastic components and runners on the B surface;

[0088] FIG. 4D is a view similar to the view of FIGS. 4A-4C wherein in the upper right portion thereof the molded component does not have components bonded thereto at the first molding station on the left but rather has the injection molded components bonded thereto at a second molding station after conveyance thereto by a conveyor; alternatively, in the lower right portion of FIG. 4D the component with the bonded injection molded components from the first molding station is transferred to one or more trim, edge, fold and finish stations by a conveyor to complete the manufacturing process;

[0089] FIG. 5A is a view similar to the view of FIG. 4A but the upper mold half also supports trimming parts in the form of blades to trim the component to form the vehicle door panel;

[0090] FIG. 5B is a view similar to the view of FIG. 4B wherein the mold of FIG. 5A is in its closed position;

[0091] FIG. 5C is a view similar to the view of FIG. 4C wherein the mold of FIGS. 5A and 5B has molten resin injected into its lower mold half;

[0092] FIG. 5D is a view of the mold of FIGS. 5A-5C with the trimming parts moved to their extended positions by an actuator under control of a controller;

[0093] FIG. 5E is a view of the mold of FIGS. 5C-5D in its open position with a trimmed, molded part between the mold halves;

[0094] FIG. 5F is a view of the mold of FIGS. 5A-5E with the trimmed, molded part of FIG. 5E transferred out of the first mold station by a conveyor;

[0095] FIG. 5G is a view of the trimmed, molded part of FIG. 5F being further trimmed at a trimming station by an industrial robot with pressurized fluid;

[0096] FIG. 6A is an enlarged view, partially broken away and in cross section, of a compressed outer peripheral portion of the door panel enclosed by the circle of FIG. 4C with mold half portions and a cutting tool in the lower mold half;

[0097] FIG. 6B is a view similar to the view of FIG. 6A but showing a different compressed outer peripheral portion of the door panel with mold half portions;

[0098] FIG. 6C is a view similar to the views of FIGS. 6A and 6B but showing yet another different compressed outer peripheral portion of the door panel with mold half portions and a cutting tool in the lower mold half;

[0099] FIG. 7 is a schematic perspective view, partially broken away and in cross section, of an outer peripheral portion of the door panel with the compressed composite sheet folded over and bonded to the B surface of the panel;

[0100] FIG. 8 is a view similar to the view of FIG. 7 with an outer peripheral portion of a cushioning layer of the laminated sheet removed;

[0101] FIG. 9 is a schematic perspective view of an A side of a hybrid injection-compression molded upper interior vehicle door panel with its laminated outer facing carpeting or fabric wherein openings for hardware still need to be trimmed out;

[0102] FIG. 10 is a schematic perspective view similar to the view of FIG. 9 but at a slightly different angle;

[0103] FIG. 11 is a schematic perspective view of a B side of the panel of FIGS. 9 and 10 illustrating a plurality of injection molded components therein;

[0104] FIG. 12 is a view similar to the view of 11 but at a slightly different angle;

[0105] FIG. 13 is an enlarged schematic perspective view, partially broken away, of the B side of the panel of FIGS. 9-12;

[0106] FIGS. 14-18 relate to a panel constructed in accordance with another embodiment wherein FIG. 14 is a schematic perspective view of the A side;

[0107] FIG. 15 is a schematic perspective view similar to the view of FIG. 14 but at a slightly different angle;

[0108] FIG. 16 is a schematic perspective view of a B side of the panel of FIGS. 14 and 15 illustrating a plurality of injection molded components therein;

[0109] FIGS. 17 and 18 are views similar to the view of FIG. 16 but at slightly different angles and illustrating drops for forming the injection molded components;

[0110] FIG. 19 is a side elevational view of as A side of a panel constructed in accordance with yet another embodiment of the invention;

[0111] FIG. 20 is an enlarged, schematic perspective view, partially broken away, of the B side of the panel of FIG. 19;

[0112] FIG. 21 is an end view, partially broken away, of the panel of FIGS. 19 and 20 with the carpet or fabric layer folded or wrapped around the composite layer;

[0113] FIG. 22 is a schematic perspective view of the A side of a compression molded composite sheet for yet another embodiment;

[0114] FIG. 23 is a view similar to the view of FIG. 22 but at a slightly different angle;

[0115] FIGS. 24 and 25 are schematic perspective views of a B side of the panel of FIG. 23 and illustrating a plurality of drops for forming the injection molded components on the B side;

[0116] FIG. 26 is a view, partially broken away and in cross section, of one of the panels of FIGS. 9-25 with its carpet or fabric layer folded over its composite sheet;

[0117] FIG. 27 is a sectional view, partially broken away and in cross section of a prior art automotive trim panel assembly disclosed in U.S. Pat. No. 6,196,607;

[0118] FIG. 28 is a sectional view illustrating movable tooling such as a lifter to cover coverstock material to create a new tool surface which allows for coverstock separation from the molded composite sheet for folding purposes;

[0119] FIG. 29 is a schematic perspective view of the A side of an air bag deployment panel which has been formed via compression and injection molding in accordance with at least one embodiment of the present invention to include an airbag deployment chute on its B side; and

[0120] FIG. 30 is a cross sectional view of the air bag deployment panel of FIG. 29 illustrating the airbag chute formed by injection molding on the B side of the composite panel and an airbag illustrated by phantom lines.

DETAILED DESCRIPTION

[0121] As required, detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.

[0122] At least one embodiment of the present invention provides a method of making a laminated trim component, such as vehicle trim component or upper interior door panel, generally indicated at 10 in FIGS. 1 and 2. The panel 10 has an inner A surface 12 and an outer B surface 14. The panel 10 includes a number of apertures 16, 18, 20 and 22 which receive and retain a number of different automotive components. The panel 10 includes a plurality of edge components 24, 26 and 28 which are made from plastic resin which initially flows from drops 30 (FIG. 3) to stiffening ribs 32, receptacles 34 and posts 36 to provide attachment locations for various automotive components including wiring harnesses, etc. on the B surface 14 of the panel 10.

[0123] Referring now to FIGS. 4A-4D, the method includes providing a natural fiber, plastic composite sheet or substrate, generally indicated at 40, having inner and outer surfaces 42 and 44, respectively. Substrates of fibrous molding material have a few advantages over plastics. For example, a considerable portion of fibrous molding materials is produced of renewable resources such as conifers, hemp or kenaf. Technical and economical considerations also fuel the trend toward fibrous molding materials. At the same specific rigidity, fibrous molding materials have a lower weight than glass fiber-polypropylene composites or talcum-polypropylene composites. Substrates of fibrous molding materials are distinguished by their favorable crash and splintering characteristics, their sound energy and acoustic absorption (also at cold temperatures) and a comparatively low coefficient of thermal expansion. The industry has many years of experience with the processing of fibrous molding materials, wherein the corresponding processes and hot-pressing molds are respectively robust and cost-efficient in comparison with injection molds. Fibrous molding materials allow the manufacture of substrates with highly pronounced undercuts and changes in direction with an angle of up to 180 degrees. Furthermore, wood fibers and natural fibers are available in large quantities, wherein their price is also less dependent on the price of crude oil than petroleum-based plastics.

[0124] The composite sheet 40 is heated in an oven (now shown) while on a conveyor 46 to a first softening temperature. The composite sheet 40 is stretchable when heated to the first softening temperature. The heated composite sheet 40 is transferred or conveyed by a conveyor 46 to a position between mold halves 52 and 54 of a compression mold, generally indicated at 56. The heated composite sheet 40 may then be molded into the shape defined by the mold halves 52 and 54 at that time or can be molded together with a laminated sheet, generally indicated at 50 in FIG. 4A. The lower mold 54 may have raised portions 55 to help form the panel 10.

[0125] The laminated sheet 50 overlies the outer surface 44 of the composite sheet 40 after the sheet 40 is in its molded or unmolded condition. Like the sheet 40, the sheet 50 is transported between the mold halves 52 and 54 of the compression mold 56 by a conveyor 58. Because the sheet 50 is flexible, the sheet 50 is supported by a frame 60. The laminated sheet 50 has a support layer 62 with inner and outer surfaces and a plastic cushioning or foam layer 68 laminated to the support layer 62 at the inner surface 66 of the support layer 62.

[0126] The foam layer 68 may be cross-linked polypropylene (XLPP) foam and the support or outer skin layer 62 may be suitable thermoplastic materials including but are not limited to polyethylene-based polyolefin elastomer or polypropylene-based thermoplastic elastomer, poly-urethane resins and other co-polymers and equivalents thereof. Non-limiting examples include; thermoplastic elastic olefin (TEO), thermoplastic elastomer (TPE), thermoplastic elastomer-oefinic (TPE-O, TPO), thermoplastic elastomer-styrenic (TPE-S), Polycarbonate (PC), Polycarbonate/Acrylonitrile-Butadiene-Styrene (PC/ABS), Acrylonitrile-Butadiene-Styrene (ABS) copolymers, Poly-urethane (TPU) and Polyvinyl-Chloride (PVC). The outer skin layer may also be vinyl or leather.

[0127] The laminated sheet 50 is heated to a second softening temperature in an oven (not shown) while being supported by the frame 60. The laminated sheet 50 is stretchable when heated to the second softening temperature.

[0128] Referring specifically to FIG. 4B, the composite sheet 40 is pressed against the laminated sheet 50 after the steps of providing and the steps of heating to bond the plastic cushioning layer 68 to the plastic composite sheet 40. The plastics of the layer 68 and the sheet 40 are compatible to permit such bonding. As shown in FIGS. 6a-6C, the step of pressing compresses a portion 70 of the laminated sheet 50 spaced inwardly from an outer periphery 72 of the laminated sheet 50 to locally compact and thin the cushioning layer 68 at the portion 70 to form a compressed portion 74 (FIG. 7) of the cushioning layer 68 between uncompressed portions of the cushioning layer 68. Interior portions of the sheets 40 and 50 stretch during the step of pressing while remaining intact. During the pressing step the frame 60 is secured within slots 61 and 63 machined in the upper and lower mold halves 52 and 54, respectively.

[0129] Referring again to FIGS. 4A-4D, the method further includes applying a vacuum at the outer surface 64 of the support layer 62 to pull the outer surface 64 of the support layer 62 into contact with a forming surface 78 of the upper mold half 52 while the support layer 62 is still soft to improve appearance of the outer surface 64 and improve component shape. The vacuum is provided by a vacuum source (FIGS. 4B and 4C) operating through passages 76 and under control of a vacuum controller.

[0130] The cushioning support layer 62 preferably is a thermoplastic foam layer compatible with the plastic of the composite sheet 40.

[0131] The laminated plastic sheet 50 is preferably a polymer bi-laminate sheet.

[0132] The support layer 62 is preferably a thermoplastic outer skin layer 62. The thermoplastic outer skin layer 62 is preferably a TPO outer skin layer.

[0133] The composite sheet 40 typically includes a thermoplastic resin. The thermoplastic resin of the composite sheet 40 is preferably polypropylene.

[0134] The method may further include folding the laminated sheet 50 at the compressed portion 74 of the cushioning layer 68 and bonding outer peripheral uncompressed portions of the folded laminated sheet 50 to the inner surface 42 of the composite sheet 40 as shown in FIG. 7. Alternatively, outer peripheral portions of the cushioning layer 68 are removed by trimming or cutting blades 81 as shown in FIGS. 6A and 6C supported in the lower mold half 54 and actuated by a blade actuator. The resulting trimmed laminated sheet 50 is then folded over the composite sheet 40 as shown in FIG. 8 wherein the support layer 62 is bound to the inner surface 42 of the composite sheet 40. The trimming and folding may occur in the mold 56 as is well known in the art or may take place outside of the mold 56 as shown in FIG. 4D.

[0135] As shown in FIGS. 4A-4D, the lower mold half 54 may include passages 80 for molding a plastic injected by a nozzle 83 into the lower mold half 54. The plastic is compatible with the plastic of the composite sheet 40 to bond the plastics together and is molded around the composite sheet 40 to form at least one component such as the components 24, 26, 28, 32, 34 and 36 at the inner surface 42 of the composite sheet 40 at the first molding station.

[0136] The bonded sheets 40 and 50 may be transferred by a conveyor 85 without injection molding at the first molding station to a second molding station 82 as shown in the upper right-hand portion of FIG. 4D. The bonded sheets 40 and 50, alternatively, may be transferred by a conveyor 87 to one or more trim, edge fold, finish stations after injection molding of the plastic components 24, 26, 28, 32, 34 and 36 as shown in the lower right portion of FIG. 4D.

[0137] At the second molding station 82, a plastic compatible with the plastic of the composite sheet 40 is molded around the composite sheet 40 to form at least one component such as the components 24, 26, 28, 32, 34 and 36 at the inner surface 42 of the composite sheet 40.

[0138] The plurality of plastic edge components 24, 26 and 28 may be formed about the periphery 72 of the composite sheet 40 during the step of injection molding. The method may further include folding the laminated sheet 50 at the compressed portion 70 of the cushioning layer 68 and bonding outer peripheral uncompressed portions of the folded laminated sheet 50 to the plastic edge components 24, 26 and 28.

[0139] The method also typically includes trimming unwanted portions of the laminated sheet as shown in FIGS. 5A-5G. Trimming may be accomplished by cutting blades 84 mounted for translational movement in an upper mold half 52 of a mold 56. The blades 84 are moved by an actuator 86 under control of a controller 88 as shown in FIGS. 5C and 5D. Apertures 85 are formed in the lower mold half 54 to receive the extended blades 84. The mold 56 has a single prime designation to distinguish the mold 56 from the mold 56. However, the parts of the mold 56 have the same reference number as the parts of the mold 56 to indicate the same or similar structure and/or function.

[0140] In FIG. 5F the trimmed panel 10 may be transferred or conveyed by a conveyor 90 to another trimming station as shown in FIG. 5G for further trimming by an industrial robot 92. As shown in FIG. 5G, the panel 10 is trimmed by high pressure water or other fluid as directed by the robot 92. Alternatively, the mold 56 is not provided with the cutting blades 84 and all or substantially all of the trimming is performed by the robot 92 or manually.

[0141] Referring now to FIGS. 9-30 in combination with FIGS. 1-8, there is illustrated various molding methods and apparatus for making trim components such as vehicle interior trim components, generally indicated at 110 (FIGS. 9-13), 210 (FIGS. 14-18), 310 (FIGS. 19-21), 410 (FIGS. 22-25), and 710 (FIGS. 29-30).

[0142] One method may be characterized as a compression and injection hybrid process with in mold cover stock. An objective of this method is to combine compression molding, injection molding, and cover stock forming lamination into a one step process.

[0143] Generally, this is a method of making a trim component having a fibrous decorative covering. The method includes providing a polymeric composite sheet having inner and outer surfaces and providing a fibrous decorative covering overlying the outer surface of the composite sheet. The method also includes pressing, in a mold cavity at a molding station, the composite sheet against the covering after the steps of providing to bond the covering to the composite sheet. The method further includes injecting a molten polymer compatible with the polymeric material of the composite sheet into the mold cavity in accordance with a predetermined set of process parameters which are high enough to integrally form at least one structural component via polymeric interfusion at the inner surface of the composite sheet but low enough to avoid damaging the covering.

[0144] This method may be entitled:

[0145] Compression Molding & Injection Molding Hybrid with In Mold Cover Stock

[0146] The following bullet points are applicable to this method: [0147] Similar to the methods described with reference to FIGS. 1-8 but instead of skin/foam a different cover stock is utilized (i.e. a decorative fibrous fabric such as a carpet) [0148] The ability to maintain lower internal molding pressures to not damage carpet while allowing for the typical higher molding pressures of injection molding is important to this technology [0149] The inventors have done this by modifying Moldflow simulation software by Autodesk, to recognize the lower internal molding pressure requirement. [0150] ExampleLower pack pressure by 15-20% [0151] ExampleLower injection pressure by 15-20% [0152] ExampleLower material injection temperature by 10-15% [0153] ExampleAdd delay in injection time to allow compression process to cure [0154] Both of these increase the need for drops which lowers the overall required close tonnage which also helps with reducing pressure on the cover stock to improve surface quality. [0155] The pressure parameters have been developed through actual trials on a prototype tool (this was needed to eliminate or reduce read through from the injection molded details) [0156] Different carpets or fabrics will have different pressure requirements [0157] After the Moldflow was completed the inventors saw a higher number of injection drop locations needed to maintain the lower pressure [0158] The inventors also pre-compress the compression molding material to the tool thickness to help reduce the internal molding pressure [0159] There is also a time delay from the time the part compresses to when the injection portion of the process starts. The inventors increased this delay to reduce material heat to help eliminate sink through the cover stock material.

[0160] The lower pressures and temperatures are lower than what one would run for injection+compression without in-mold carpet. For example, on automotive door uppers the inventors ran 1200 gsm NFPP+GFPP injection details without a coverstock where the average injection pressures are around 1000 psi. The inventors ran at 1000 psi, because the inventors were not worried about rib bleed through affecting carpet on the A-side of the part. The inventors would run the same part at around 800 psi assuming one had inmold carpet to insure the inventors did not get the plastic bleed through on the A-side carpet. The Moldflow shows one should run closer to 1500 psi but due to the inventors expertise, the inventors knew the pressure was much lower. Consequently, the inventors modified the parameters of the Moldflow program in an unexpected fashion. Also, this pressure directly affect the amount of gates needed to fill the part (the more pressure the more surface one can fill).

[0161] A second method may be characterized as a compression and injection hybrid process or compression molding process with in mold cover stock that allows for post mold edge folding of cover stock for edge quality improvements.

[0162] An objective of this method is to combine compression molding, injection molding, and cover stock forming lamination into a two-step process which allows the cover stock to be separated from main part substrate at the edge of the substrate to allow for post mold or in-mold trimming of the different materials to allow edge folding of the cover stock.

[0163] Generally, this is a method of making a trim component having an edge-wrapped, fibrous decorative covering. The method includes providing a polymeric composite sheet having inner and outer surfaces, providing a fibrous decorative covering overlying the outer surface of the composite sheet and pressing in a mold cavity at a molding station, the composite sheet against an interior portion of the covering after the steps of providing to bond the interior portion of the covering to the composite sheet while maintaining at least one exterior edge portion of the covering unbonded to the composite sheet. The method also includes injecting a molten polymer compatible with the polymeric material of the composite sheet into the mold cavity in accordance with a predetermined set of process parameters which are high enough to integrally form at least one structural component via polymeric interfusion at the inner surface of the composite sheet but low enough to avoid damaging the covering. The method also includes folding the at least one unbonded, exterior edge portion of the covering over the composite sheet to form the trim component.

[0164] The following bullet points are applicable to this method: [0165] Similar to the methods described with reference to FIGS. 1-8 but skin/foam is replaced with a fibrous decorative covering such as fabric or carpet. [0166] All the same bullet points apply for this technology as the points listed under the first method. [0167] Separating the cover stock from the compression molded material at the trim/wrap edge is important to this technology. [0168] This separation is done through the molding tool design [0169] A lifter or moveable tool details covers the cover stock to create a new tool surface that allows for the material separation. A typical lifter is shown in FIG. 28.

[0170] A third method may be characterized as:

[0171] Compression Molding & Injection Molding Hybrid for Airbag System with in Mold Cover Stock

[0172] Generally, this is a method of making a vehicle interior component having an integral airbag component and a fibrous decorative covering. The method includes providing a polymeric composite sheet and a fibrous decorative covering overlying an outer surface of the composite sheet. The composite sheet is pressed against the covering after the steps of providing to bond the covering to the composite sheet. A molten polymer compatible with the polymeric material of the composite sheet is injected into a mold cavity in accordance with a predetermined set of process parameters which are high enough to integrally form at least one airbag component via polymeric interfusion at the inner surface of the composite sheet but low enough to avoid damaging the covering.

[0173] In each of these three methods, preferably, the process parameters include material packing pressure, material injection pressure and material injection temperature.

[0174] The process parameters may include a time delay between the step of pressing and the step of injecting.

[0175] Preferably, the decorative covering is a woven or non-woven fabric such as carpet. The carpet may have an upper thermoplastic fiber layer and a lower thermoplastic backing layer as disclosed in U.S. patent publication 2013/0333837. The preferred thermoplastic is PET, PP or nylon typically. The fibers are typically non-woven but tufted carpets may be used. Such carpets could be considered woven or needled.

[0176] The at least one structural component may include an attachment component such as a dog house.

[0177] The polymeric material of the sheet may be a thermoplastic such as polypropylene.

[0178] Also, preferably, the method further includes compressing the composite sheet to a desired thickness prior to the step of pressing.

[0179] Other types of fabric other than carpet could be used. Textiles such as typical headliner fabric (i.e. foam/scrim) could be used. If not applied in mold (i.e. out-mold), coverstocks such as carpets, textiles, leather, wood, films, or bi-laminates could be used.

[0180] A forth method may be characterized as a compression and injection hybrid process for an airbag system.

[0181] An objective of the method is to combine compression molding and injection molding to create geometry necessary to house and cover an airbag module.

[0182] Generally, this is a method of making a vehicle interior component having an integral airbag component. The method includes disposing a polymeric composite sheet having inner and outer surfaces onto a first surface of a mold at a molding station and compressing the sheet between the first surface and a second surface of the mold at the molding station. The method also includes injecting a molten polymer compatible with the polymeric material of the composite sheet into the mold cavity in accordance with a predetermined set of process parameters which are high enough to integrally form at least one airbag component via polymeric interfusion at the inner surface of the composite sheet but low enough to reduce surface defects on the outer surface of the composite sheet.

[0183] The process parameters may include material packing pressure and material injection pressure.

[0184] The process parameters may include material injection temperatures and a time delay between the step of compressing and the step of injecting. The interior component may be a panel such as an instrument panel of FIGS. 29 and 30. The at least one airbag component may include an airbag deployment chute as indicated in FIG. 30. The surface defects may include part sink or read-through.

[0185] The polymeric material of the sheet may be a thermoplastic such as polypropylene.

[0186] This method may be entitled:

[0187] Compression Molding & Injection Molding Hybrid for Airbag System

[0188] The following bullet points are applicable to this method: [0189] Similar to the methods described with reference to FIGS. 1-8 but the inventors mold a functional airbag component in place of ribs or attachments. [0190] Others have insert molded an airbag chute, but not a direct injected airbag chute as described herein. [0191] This reduces cost and opens up design flexibility [0192] The inventors have also developed a way to allow for the tear seem to be molded in the compression molding cycle through a A-surface piece (similar to a stitch pattern).

[0193] Referring now specifically to FIGS. 9-30, FIG. 9 is a schematic perspective view of an A side 108 of a hybrid injection-compression molded upper interior vehicle door panel, generally indicated at 110, with its laminated outer facing carpeting or fabric 112 wherein openings 114 for hardware still need to be trimmed out.

[0194] FIG. 10 is a schematic perspective view similar to the view of FIG. 9 but at a slightly different angle.

[0195] FIG. 11 is a schematic perspective view of a B side 109 of the panel 110 of FIGS. 9 and 10 illustrating a plurality of injection molded components 116 formed on a compression molded composite sheet 140. The components 116 typically are attachment and rib components which are interconnected via plastic runners 118 also formed on the composite sheet 140. The components 116 typically include ribs, posts and receptacles all of which are injection molded.

[0196] FIG. 12 is a view similar to the view of 11 but at a slightly different angle.

[0197] FIG. 13 is an enlarged schematic perspective view, partially broken away, of the B side 109 of the panel 110 of FIGS. 9-12.

[0198] FIGS. 14-18 disclose a door upper panel, generally indicated at 210, constructed in accordance with another embodiment wherein FIG. 14 is a schematic perspective view of the A side 208 of the panel 210. The panel 210 includes apertures 214 and edges 213 of a folded coverstock 212.

[0199] FIG. 15 is a schematic perspective view similar to the view of FIG. 14 but at a slightly different angle.

[0200] FIG. 16 is a schematic perspective view of a B side 209 of the panel 210 of FIGS. 14 and 15 illustrating a plurality of injection molded components 216 and runners 218 molded on a surface of a compression molded composite sheet 240.

[0201] FIGS. 17 and 18 are views similar to the view of FIG. 16 but at slightly different angles and illustrating molten plastic drops 222 for forming the injection molded components 216 and runners 218.

[0202] FIG. 19 is a side elevational view of an A side 308 of a panel, generally indicated at 310, constructed in accordance with yet another embodiment of the invention.

[0203] FIG. 20 is an enlarged, schematic perspective view, partially broken away, of the B side 309 of the panel 310 of FIG. 19.

[0204] FIG. 21 is an end view, partially broken away, of the panel 310 of FIGS. 19 and 20 with the carpet or fabric layer 312 folded or wrapped around an edge 313 the compression molded composite sheet 340.

[0205] FIG. 22 is a schematic perspective view of the A side 408 of a compression molded composite sheet 440 of yet another embodiment of a panel, generally indicated at 410.

[0206] FIG. 23 is a view similar to the view of FIG. 22 but at a slightly different angle.

[0207] FIGS. 24 and 25 are schematic perspective views of a B side 409 of the panel 410 of FIG. 23 and illustrating a plurality of plastic drops 422 for forming the injection molded components 416 and runners 418 on the B side 409.

[0208] FIG. 26 is a view, partially broken away and in cross section, of one of the panels 110, 210, 310 or 410 of FIGS. 9-25 with its carpet or fabric layer 112, 212, 312 or 412 folded over its compression molded composite sheet 140, 240, 340 or 440.

[0209] FIG. 27 is a view, partially broken away and in cross section of a prior art automotive trim panel assembly disclosed in U.S. Pat. No. 6,196,607.

[0210] FIG. 28 is a sectional view illustrating movable tooling such as a lifter 660 to cover coverstock material 112, 212, 312 or 412 to create a new tool surface which allows for coverstock separation from the molded composite sheet 140, 240, 340 or 440 for folding purposes. The lifter 660 is similar to a lifter 60 shown in FIG. 5 of U.S. Pat. No. 6,196,607.

[0211] FIG. 29 is a schematic perspective view of the A side 708 of an air bag deployment panel, generally indicated at 710, which has been formed via compression and injection molding in accordance with at least one embodiment of the present invention to include an inspection molded airbag deployment chute, generally indicated at 712, on its B side 709.

[0212] FIG. 30 is a cross sectional view of the air bag deployment panel 710 of FIG. 29 illustrating the airbag chute 712 formed by injection molding on the B side 709 of the compression molded composite sheet 740 and an airbag 733 illustrated by phantom lines.

[0213] In particular, FIG. 29 illustrates an air bag deployment panel assembly 710 comprising an air bag deployment chute 712 (in hidden lines) and panel member 714 in accordance with the present invention. The air bag deployment chute 712 cooperates with panel member 714 for deploying an air bag through the panel member 714 into a compartment of a vehicle. As shown, the panel member 714 may comprise a vehicle's front panel member to which the deployment chute 712 is disposed for deploying the air bag 733 to dissipate impact energy upon an outer show or A surface 716 during an impact of the vehicle. FIG. 29 depicts one embodiment of the present invention, wherein the deployment chute 712 is located adjacent a front passenger's seat. Of course, the deployment chute 712 may be positioned against a front panel member and located adjacent a driver's seat of a vehicle, on a side panel member, or any other suitable panel member.

[0214] As shown in FIG. 29, the panel member 714 has the outer show or A surface 716 and an inner B surface 718. The deployment chute 712 is attached to the inner surface 718 of the panel member 714. As will be described in greater detail below, the deployment chute 712 is integrally molded onto the inner surface 718. The panel member 714 includes a groove 720 formed on inner surface 718. The groove 720 forms a structurally weakened area 721 of the panel member 714 to enable selective air bag deployment through the structurally weakened area.

[0215] As shown in FIG. 30, the deployment chute 712 comprises a stationary portion 722 and a door portion 742. The stationary portion 722 includes a base 723 and a peripheral wall 724 which is integrally connected to base 723. As shown, the base 723 includes first and second surfaces 726, 728.

[0216] The base 723 further an has inner periphery 732 to define an opening 730. The peripheral wall 724 is integrally connected to a second surface 728 of the base 723 and extends therefrom adjacent the inner periphery 732. The peripheral wall 724 defines a channel 734 through which the air bag 733 may be deployed during a vehicle impact to dissipate impact energy onto the outer show surface 716. The stationary portion 722 is configured to receive the air bag 733 within the channel 734 to guide the air bag 733 through the stationary portion 722 during deployment of the air bag 733. The channel 734 provides energy used in deployment of the air bag 733 to be concentrated about the opening 730. This allows the door portion 742 to more efficiently and adequately pivot away from the deployment chute 712 and through the panel member 714. The peripheral wall 724 includes a plurality of gussets 736 which are integrally connected to the second surface 728 of the base 723. The gussets 736 are configured to provide support to the peripheral wall 724 during deployment of the air bag 733 through the opening 730.

[0217] As shown in FIG. 30, the door portion 742 is positioned against the inner surface 718 of the panel member 714 and within the opening 730 adjacent the air bag 733. As shown, the door portion 742 is circumscribed by the stationary portion 722 through which the air bag 733 is deployed upon vehicle impact. In this embodiment, the door portion 742 is integrally connected in part to the base 723 to hinge the door portion 742 to the stationary portion 722. This facilitates pivotal movement of the door portion 742 to allow deployment of the air bag 733 through the opening 730 of the stationary portion 722 and through the structurally weakened area of the panel member 714 during impact of the vehicle. Of course, the door portion 742 may be connected to the base 723 in any other suitable way to hinge the door portion 742 to the stationary portion 722, allowing pivotal movement of the door portion 742 during deployment of the air bag 733. However, in this embodiment, the door portion 742 is integrally molded with the base 723.

[0218] As depicted in FIG. 30, the groove 720 is formed on the inner surface 718 of the panel member 714 without any substantial visibility on the outer surface 716. As shown in FIG. 30, the groove 720 is formed on the first surface 726 of the base 723 and adjacent the stationary portion 722.

[0219] While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. Additionally, the features of various implementing embodiments may be combined to form further embodiments of the invention.

[0220] While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. Additionally, the features of various implementing embodiments may be combined to form further embodiments of the invention.