LINER APPARATUS AND METHOD FOR MAKING THE SAME

Abstract

A liner apparatus (200) and a method (600) for making the same. The apparatus (200) can include one or more inserts (400) and one or more frames (300). The apparatus (200) can be implemented for use in a wide variety of different operating environments (120) utilizing a wide variety of different materials. The apparatus (200) can be made using a variety of different tools (500) and processes. Frames (300) comprised of plastic (310) or even a foam-like plastic (312) formed using a super critical fluid (SCF) (320) can overmolded the inserts (400). Inserts (400) can be comprised of non-woven material (412) and include a hinge area (440).

Description

BACKGROUND OF THE INVENTION

The invention relates generally to liners used to prevent the intrusion of dust, mud, water, and other forms of debris (collectively “debris”). More specifically, the invention is a liner apparatus (the “apparatus”) and a method of making (the “method”) the apparatus.

Vehicles and other operating environments such as industrial equipment and structural surfaces can use liner apparatuses for purposes of function as well as aesthetics.

By way of example, wheel liners in the front of the vehicle can be used to keep debris from entering the engine compartment while simultaneously dampening exterior sounds and projecting a desirable aesthetic appearance. Wheel liners in the rear of the vehicle and underbody liners can be used to keep debris outside of the deep body areas of the vehicle while dampening sounds and enhancing the appearance of the vehicle. In the context of a wheel liner in a vehicle, there are three conventional approaches that individually and collectively teach away from the novel and non-obvious wheel liner disclosed in this application.

Traditional Wheel Liner. A traditional wheel liner is typically comprised of plastic that is either injection molded or thermoformed. Such a wheel liner is typically attached to the wheel areas of the vehicles through commercially standard attachment configurations. Unfortunately, the traditional wheel liner can result in an unacceptably noisy experience for human beings in the interior of the vehicle. Such wheel liners can also be aesthetically unattractive, diminishing the styling and aesthetic qualities of the vehicle.

Non-Woven Over-Patch. One approach to addressing the problems a traditional wheel liner in the prior art is to add non-woven sound proofing patches on top of the surfaces of the wheel liner. While such an approach can effectively address the sound and aesthetic issues, the approach also results in extra weight as well as extra material costs as the wheel liner possess a double surface for much of the liner. Securely fastening the non-woven surface over substantially all of the thermoformed plastic wheel liner can complicate the manufacturing process and make it substantially more expensive as the conventional wheel liner can possess a largely irregular surface and the response of the underlying plastic frame to heat and other manufacturing processes may be distinctly different to the fiber or fabric inserts.

Non-Woven Structure. Another alternative approach to the tradeoffs involving wheel liners is to replace the plastic structure of the wheel liner in its entirely and instead create a stand-alone structure using the non-woven material instead of using patches of such material on top of such a structure. This approach involves a substantially higher materials and manufacturing cost. Moreover, such an approach raises the requirements of non-standard additional mounting points.

The inventive apparatus can be characterized as a non-obvious hybrid combination of all three of the prior art approaches outlined above. The combination is not obvious in light of the prior art for several reasons. The approach is counterintuitive with respect to the teachings of the prior art while enjoying synergistic results. For example, modularity is not a goal that the prior art is generally cognizant of in the context of wheel liners. Prior art manufacturing processes also teach away from the hybrid approach of the innovative apparatus. The prior art does not teach or suggest the process for making the apparatus.

The apparatus is described in greater detail below in the Summary of the Invention section.

SUMMARY OF THE INVENTION

The invention relates generally to liners used to prevent the intrusion of dust, mud, water, and other forms of debris (collectively “debris”). More specifically, the invention is a liner apparatus (the “apparatus”) and a method of making (the “method”) the apparatus.

The apparatus is relatively rigid frame that includes various openings that are covered by relatively less rigid inserts. The combination of elements can allow the apparatus to keep out debris while dampening noise.

The apparatus can be implemented using a fully enclosing frame as well as a partially enclosing frame. The frame can be comprised of plastic, such as a foam-like plastic with a porous structure that results from using a combination of a super critical fluid (“SCF”) and a melted plastic. One or more inserts used to make the apparatus can include a hinge area and a hinge.

The apparatus can be more fully understood upon reading the drawings that are discussed briefly below.

BRIEF DESCRIPTION OF THE DRAWINGS

In accordance with the provisions of the patent statutes, the principles and modes of operation of this invention have been explained and illustrated in preferred embodiments. However, it must be understood that this invention may be practiced otherwise than is specifically explained and illustrated without departing from its spirit or scope. No set of drawings can expressly illustrate all of the possible variations in the shapes, sizes, material composition, and manufacturing process of the apparatus.

The following drawings illustrate different examples and embodiments of the apparatus:

FIG. 1 a is a block diagram illustrating an example of an apparatus interacting with an operating environment, with the apparatus being comprised of a frame and an insert.

FIG. 1 b is a hierarchy diagram illustrating an example of the different categories and subcategories of operating environments that can benefit from use of the apparatus.

FIG. 2 a is diagram illustrating an example of a front exploded view of a liner apparatus and its component frame and inserts.

FIG. 2 b is diagram illustrating an example of a frame without any inserts.

FIG. 2 c is a diagram illustrating an example of two inserts that are shaped to be used with the frame illustrated in FIG. 2b.

FIG. 2 d is a perspective diagram illustrating an example of an exploded view of an apparatus comprised of three inserts and two frames, with one of the inserts including a hinge area and a hinge.

FIG. 2 e is a perspective diagram corresponding with FIG. 2d, except illustrating an example of an assembled view of the apparatus.

FIG. 3 a is a perspective view diagram illustrating an example of an apparatus for use with a front wheel.

FIG. 3 b is a front view diagram illustrating an example of an apparatus for use with a front wheel.

FIG. 3 c is a diagram illustrating an example of two assemblies that can be combined and used in the aggregate as a wheel liner apparatus.

FIG. 3 d is a diagram illustrating an example of exploded views of the assemblies illustrated in FIG. 3c.

FIG. 3 e is a diagram illustrating an example of the bonding between a boundary area on a frame and an overlap area on an insert.

FIG. 4 is a diagram illustrating an example of a tool that can be used in the manufacture of the apparatus.

FIG. 5 a is a high-level flow chart diagram illustrating an example of a process for making the apparatus.

FIG. 5 b is a detailed flow chart diagram illustrating an example of a process for making the apparatus.

FIG. 5 c is a flow chart diagram illustrating an example of various subsets that can comprise the step of molding the frame around the insert (i.e. overmolding the frame).

The wheel liner apparatus can be better understood in reference to the Detailed Description section set forth below.

DETAILED DESCRIPTION

The invention relates generally to liners used to prevent the intrusion of dust, mud, water, and other forms of debris (collectively “debris”). More specifically, the invention is a liner apparatus (the “apparatus” or “liner”) and a method of making (the “method”) the apparatus.

All element numbers and their corresponding element names and descriptions/definitions are listed in Table 1.

I. OVERVIEW

FIG. 1 a is a block diagram illustrating a liner apparatus 200 interacting with an operating environment 120. The apparatus 200 is comprised of a frame 300 and an insert3000. The apparatus 200 can be comprised of a wide variety of different frame 300 and insert3000 configurations. One or more frames 300 and one or more inserts3000 can be configured in a wide variety of different geometries, comprised of a wide variety of different materials, and manufactured using a wide variety of different processes.

As illustrated in FIG. 1b, the apparatus 200 can be implemented for use in a wide variety of different operating environments 120. The apparatus 200 was originally conceptualized in the context of a wheel liner 124 for an automobile 123. However, the apparatus 200 can also be used in the context of an underbody 125 for an automobile 125 as well in the contexts of other types of vehicles 122. Liners 200 can also be useful in the context of industrial equipment 126 or even structural surfaces 128.

Liners 200 can be implemented in a geometry that fits their desired operating environment 120. So for example, a liner 200 in the context of an underbody 125 for an automobile 123 may be more flat than a wheel liner 200. A liner apparatus 200 for a front wheel of an automobile 123 will often be larger than a liner apparatus 200 for a rear wheel of an automobile 123.

A. Frames

The frames 300 of the apparatus 200 are at least relatively more rigid than the corresponding inserts3000. The frame 300 is intended to provide the necessary rigidity that allows the position of the apparatus 200 to be secured within the desirable operating environment 120. Frames 300 can include one or more attachment components 380 that are used to secured the apparatus 200 in the desired location within the desired operating environment 120. Frames 300 also serve to secure the position and shape of the inserts3000 in the apparatus 200.

A frame 300 is comprised of interconnected members 360 that create open spaces (openings 370) in which inserts3000 are located. In many of the processes that can be used to manufacture the apparatus 200, the frames 300 are molded over (i.e. overmolded) the insert3000.

FIGS. 2 a, 2b, 2d, 2e, 3a, 3b, 3c, and 3d illustrate examples of frames 300 comprised of members 360. FIGS. 2a, 2b, and 2d illustrate the openings 370 in the apparatus 200 that can house the inserts3000.

As illustrated in FIG. 3e, the frames 300 can mate with the corresponding inserts3000 by the overlap between the boundary surface 390 (which can also be referred to as a mating surface 390) of the frame 300 with an overlap surface 470 (which can also be referred to as a mating surface 470) of the insert3000. This area can be the only portion of the apparatus 200 in which there is more than one layer to the apparatus 200. The two mating surfaces 390, 470 can represent a relatively small percentage of the surface of the apparatus 200.

The frame 310 can be comprised of a variety of different materials but often some type of plastic 310. A foam-like plastic 312 with a porous structure 314 can be a particular desirable material for making the frame 310. A foam-like plastic 312 can be created by combining a gas 322 such as Nitrogen gas (N₂) 324, Carbon Dioxide gas (CO₂) 326, or other similar gasses 322 with a melted plastic 332 to form a super critical fluid (SCF) 320 can be cooled to solidify as the frame 300. A small amount of Nitrogen gas 324 or Carbon Dioxide gas 326 (typically between about 0.001% and about 1% by mass) can be combined with melted plastic 310 to form the foam-like plastic 312. Processes for making the apparatus 2000 are illustrated in FIGS. 5a and 5c. FIG. 5c illustrates a process for overmolding the frame 300 through the cooling of a SCF 320.

A foam-like plastic 312 can be associated with a variety of enhanced attributes 340 with respect to plastic 310 which does not have a porous structure 314. Such attributes 340 can include a reduced mass 341, a reduced warp 342, a reduced cycle time 343, a reduced clamping requirement 344, and an improved sound insulation.

B. Inserts

The majority of the surface of the apparatus 200 can be comprised of one or more inserts3000. The purpose of the frame 300 is to secure the position and structural integrity of the inserts3000. The inserts3000 provide the primary functionality of blocking debris, dampening sound, and taking up the space/serving as a barrier. As discussed above and as illustrated in FIG. 3e, the overlap between the inserts3000 and the frame 300 is quite small relative the surface of the apparatus 200.

Inserts3000 can be comprised of a woven material 422 (i.e. a woven insert 420) as well as a non-woven material 412 (i.e. a non-woven insert 412). Inserts3000 can be configured in a wide variety of different contours 430, such as shapes that are at least substantially flat (i.e. flat inserts 434) and inserts3000 that are at least substantially three-dimensional (i.e, 3-D inserts 432).

Inserts are illustrated in FIGS. 2a, 2c, 2d, 2e, 3a, 3b, 3c, 3d, and 3e. FIGS. 2d and 2e illustrate examples of inserts3000 that include a hinge area 440 comprised of a hinge 442. The hinge area 440 can provide a means for opening up the geometry of the apparatus 200 through the enhanced flexibility. This can make the corresponding tool 500 cheaper and easier to build. Moreover, the geometry of the apparatus 200 can permit increased complexity with more flexibility in terms of attachment points. Moreover, this approach can improve the control of the manufacturing in manufacturing and installing the apparatus 200.

The increased complexity in terms of part definitions can be particularly useful in the context of wheel liners 124 and underbody liners 125.

As collectively illustrated in FIGS. 2a, 2c, 2d, 2e, 3a, 3b, 3c, 3d, and 3e, inserts3000 can be comprised of a body 460 and an overlap surface/mating surface 470 that provides for the overmolding of the frame 300 onto the insert3000. Many embodiments of the inserts3000 will involve thermoformed inserts 450.

The frames 300 can be comprised of a porous structure 314 such as foam-like plastic 312. The foam-like plastic 312 can be created by the use of a supercritical fluid (SCF) 320 fluid injection feature. This subprocess creating a foam-like plastic frame 312 is illustrated in FIG. 5c

II. Automobile Operating Environments

Although the apparatus 200 can be implemented in a wide variety of different operating environments, vehicles 122 such as automobiles 123 are anticipated to be the primary beneficiary of the apparatus 200.

A. Vehicle and Environmental Components

A wide variety of different wheel liner apparatuses 124 can be used in conjunction with a wide variety of different vehicles, such as automobiles 123. Certain design attributes of the apparatus 200 will be impacted by the wheel areas of the vehicle on which the apparatus 200 is to be used. In most operational contexts, the apparatuses 200 used in conjunction with the front wheels of the vehicle 122 will be different that the apparatuses 200 used in conjunction with the rear wheels of the automobile 123. The apparatus 200 illustrated in FIG. 1 is intended for use in conjunction with rear wheels, while the apparatus 200 illustrated in FIG. 5 is intended for use with front wheels. Different vehicles 20 will involve different wheel area 32 geometries and other configurations.

The apparatus 200 can be implemented in a manner that is fully compatible with existing prior art wheel liners such that the apparatus 200 can be used to replace prior art wheel liners. Compatibility of the apparatus 200 is achieved by including a compatible mating geometry in the apparatus 200 to facilitate installment of the apparatus 200 within the automobile 123.

1. Automobile

The apparatus 200 can be installed in a wide variety of different automobiles 123. Examples of automobiles 123 that can benefit from use of the apparatus 200 include cars, trucks, SUVs, and any other type of automobile 123 that uses a prior art wheel liner apparatus. The apparatus 200 can be particularly desirable in a context where performance, weight, aesthetics, noise dampening, shape, modularity, and cost are each important. An area of the automobile 123 in which the apparatus 200 is attached is a wheel area.

2. Wheel Area

The apparatus 200 is applied within the wheel area of an automobile 123. The apparatus 200 can be securely but removeably fixed to the wheel area using an attachment component 380 or a configuration of multiple attachment components 380 (see FIG. 2b) on the apparatus 200 that is secured with respect to an connection point in the wheel area of the automobile 123. As discussed above, the apparatus 200 can be implemented in such a way as to be compatible (i.e. interchangeable) with prior art wheel liner apparatuses with the apparatus 200 because (a) the apparatus 200 can possess a shape that is compatible with the wheel area and prior art liners and (b) the apparatus 200 can possess attachment components 380 that are compatible with the corresponding connection points in the wheel area.

3. Connection Points

Connection points are connectors in the wheel area of the automobile 123 that are designed to mate with the attachment components 380 on the apparatus 200 to securely fix the apparatus 200 to the automobile 123. The apparatus 200 can be configured to be installed in virtually any prior configuration of connection points. In a preferred embodiment of the apparatus 200, conventional “industry standard” connection points are used to secure the position of the apparatus 200 with respect to the wheel area. Connection points are typically constructed of a material similar to the material of the attachment components 380, which will often be some form of plastic. The number of connection points and mating attachment components 380 will typically differ with respect to front wheel applications and rear wheel applications as well as between different types of vehicles. Such variations also exist in the prior art, and the apparatus 200 can be implemented in a manner that is fully compatible with prior art liners and wheel areas.

B. Apparatus and its Component Parts

The apparatus 200 can be implemented in a wide variety of alternative embodiments for use in a wide variety of different vehicle environments. In many instances, embodiments of the apparatus 200 will differ based on whether the apparatus 200 is used for the front wheel of the automobile 123 (for example, see FIG. 3b) or for the rear wheel of the automobile 123 (for example, see FIG. 2a).

Although front and rear wheel apparatuses 200 can be configured differently with respect to shape, size, geometry, number of openings 370, number of attachment components 380, etc. to fit in their respective wheel areas, the various elements of the apparatus 200 can be defined and described generically with respect to both front and rear wheel applications.

As illustrated in FIG. 2a, the two primary components of the apparatus 200 are a frame 300 and an insert 400.

1. Frame

A frame 300 is the substantially rigid body that shapes the apparatus 200. In many instances, the frame 300 is comprised of a plastic, typically a thermoformed injection molded plastic. A frame 300 can be comprised of a wide variety of different materials or material combinations, but will in most instances be at least relatively more rigid that the material comprising the inserts 400. The frame 300 is a subassembly of various components serving different functions. As discussed above, it can be desirable to make the frame 300 from an SCF 320 that is made by adding some gas 322 to a melted plastic 322. After cooling, the resulting foam-like plastic 312 can be porous 314 and possess a variety of desirable enhanced attributes 340.

a. Member

A frame 300 is combination of one or more members 360. In FIG. 2b, the frame 300 is comprised of three members 360 connected together at the top and bottom of the frame 300. Rear wheel embodiments of the apparatus 200 will typically have between two and four members 360, with a preferred embodiment utilizing three members 360. Front wheel embodiments of the apparatus 200 will typically be comprised of two distinct subassemblies of members 360, with each subassembly typically including between two and six members 360.

b. Opening

An opening 370 is a space within the frame 300 between the various members 360 of the frame 300. The opening 370 is the space within the frame that an insert 400 covers. A rear wheel embodiment of the apparatus 200 will typically have two openings 370 and two corresponding inserts 400 with alternative embodiments having a range between about 1 and 4 openings 400. A front wheel embodiment of the apparatus 200 will typically have four openings 370 and four corresponding inserts 400, with alternative embodiments having a range between about 1 and 8 openings 370.

c. Attachment Components

One of the functions of the frame 300 is to provide the apparatus 200 with the ability to be secured into a fixed position within the wheel area. An attachment component 380 is a component of the frame 300 that mates with a corresponding connection point on the wheel area of the automobile 123. Any prior art technology of securing a prior art wheel liner apparatus on an automobile 123 can be used as an attachment component 380 for the apparatus 200. A wide variety of different technologies can be incorporated into the apparatus 200 as attachment components 380. Attachment components 380 allow the apparatus 200 to be compatible with prior art wheel liners because the configuration of attachment components 380 of the apparatus 200 can correspond to similar mechanisms on prior art wheel liners.

d. Boundary Surface

The apparatus 200 is comprised of a frame 300 that is connected to one or more inserts 400. A boundary surface 390 is the area on the frame 300 that is directly mated with an overlap surface 470 on the insert 40. The bonding between the boundary surface 390 of the frame 300 and the overlap surface 470 of the insert 400 keeps the apparatus 200 as a unified whole when the apparatus 200 is installed and used on the automobile 123. The bonding between the boundary surface 48 of the frame 300 and the overlap surface 470 of the insert 400 is typically implemented through the overmolding process used to form the frame 300 around the insert 400. Alternatively, a wide variety of bonding agents can be used. In a preferred embodiment, the frame 300 is overmolded onto the insert 400. The bonding between the frame 300 and insert 400 can increase the performance of the apparatus 200.

2. Insert

FIG. 2 c illustrates an example of inserts 400 that correspond to the frame 300 illustrated in FIG. 2b. An insert 400 (which can also be referred to as an insert component 400, patch 400 or overlay 400), is a component that covers or fills an opening 370 in the frame 300. Inserts 400 can be comprised of a variety of different materials, but in a preferred environment, are comprised of a non-woven light texture fabric material. A multi-cavity tool can be used to form the various inserts 400 used in a particular embodiment of the apparatus 200. An insert 400 can be divided into two subcomponents, an insert body 460 and an insert border 470 (which can also be referred to as an overlap surface 470). Inserts 400 can be comprised of a wide variety of different materials, including in some embodiments between 3%-60% vegetal renewable fiber or a wide range of different non-woven raw material.

a. Insert Body

The main body 460 of the insert 400 is the portion of the insert 400 that does not overlap with the frame 300. The insert body 460 will typically comprise the vast majority of the insert 50.

b. Overlap Surface

The overlap surface 470 of the insert 400 is the portion of the insert 400 that overlaps with the boundary surface 390 of the frame 300. In many embodiments, the frame 300 is actually formed directly on the overlap surface 470 of the insert 400.

III. Advantages Over the Prior Art

The apparatus 200 can be configured and implemented in such a manner as to be perform the function of keeping out mud, water, dirt, snow, stones, water and other debris (collectively the “debris”) outside the engine compartment (in the case of front wheel liners) and deep body areas of the vehicle (in the case of rear wheel liners).

The apparatus 200 can also perform the secondary functions of dampening the noise perceived from within the occupant area of the automobile 123 and while conveying a desirable aesthetic appearance to observers positioned outside the automobile 123. Rather than seeing mechanical parts and different components of the automobile 123, such parts and components are tucked in the back of the apparatus 200 that ultimately provides a nice looking, continuous surface. The noise of the wheels running (i.e. turning) is amplified and transferred inside the automobile 123, therefore the ability of the apparatus 200 to improve the sound proofing of the inside of the vehicle is material function.

In addition to the considerations mentioned above, there is also an advantage to reducing weight for components. Use of the apparatus 200 as a replacement for prior art lines allows the apparatus 200 to replace heavier parts with lighter materials.

The apparatus 200 is an improved solution over the prior art. The apparatus 200 combines the advantages of prior previous designs while reducing/eliminating the negative aspects. The hybrid approach for the apparatus 200 is completely inter-changeable with the traditional, plastic-only design and therefore the number of attachment points on the vehicles is unchanged and kept to a minimum (compared with the non-woven only solution). The apparatus 200 provides opportunity for weight savings as most of the part surface is moved from hard plastic towards the non-woven material. The apparatus 200 can use rigid material such as hard plastic in key areas allows for the same overall part rigidity and consistency while allowing for the use of less rigid materials for the inserts 400. As the amount of rigid material is reduced and optimized, the overall cost of the apparatus 200 gets significantly lower than the non-woven only option.

The apparatus 200 represents an innovative solution pertaining to the interface between the non-woven inserts 400 and the hard plastic frame 300. This interface accommodates over-lapping of the two materials and a consequential thickness variation. The thickness variation allows for improved manufacturability of the assembly, compensating for tolerance spread of components as well as positioning variations. Another feature that can be incorporated into the apparatus 200 pertains to insert handling and positioning in the over-molding tool 500, allowing the frame 300 to be molded around the applicable insert 400. The innovative apparatus 200 can be created using a manufacturing process that includes retention features in the mold that allow for proper insert holding prior to the over-molding cycle.

By using a plastic frame 300 in conjunction with less rigid non-woven inserts 400 the aggregate result for the apparatus 200 is desirable tradeoff between the benefits structural strength and flexibility. The apparatus 200 can be characterized as a non-obvious combination of certain aspects found in existing prior art wheel liners. The apparatus 200 is contrasted with the plastic, plastic+patch, and non-woven liners below. The manufacturing process that can be used to create a preferred embodiment of the apparatus 200 and prior art teachings regarding conflicting tradeoffs that affirmatively teach away from the apparatus 200 render the apparatus both novel and non-obvious.

A. Apparatus vs. Traditional Plastic Wheel Liner

A traditional wheel liner is typically comprised of plastic (“plastic liner”) that is either injection molded or thermoformed. Such a wheel liner is typically attached to the wheel areas of the vehicles through commercially standard attachment configurations. Unfortunately, the traditional wheel liner can result in an unacceptably noisy experience for human beings in the interior of the vehicle. Such wheel liners can also be aesthetically unattractive, diminishing the styling and aesthetic qualities of the vehicle.

Unlike a traditional plastic liner, the apparatus 200 utilizes the plastic material for the frame 300, not the entire apparatus 200. The openings on the frame 300 are filled with the non-woven insert 50. The apparatus 200 can be aesthetically superior, 15-30% lighter, and 2-3 dB less noisy than a traditional plastic liner, while being only 300-60% as expensive.

B. Apparatus vs. Non-Woven Over-Patch

One alternative prior art approach is the use of non-woven patches on top of a traditional plastic liner (“plastic+patch liner”). The non-woven patches are added on to the traditional apparatus, making this alternative more expensive and heavier than a traditional plastic liner. While such an approach can effectively address the sound and aesthetic issues, the approach also results in extra weight as well as extra material costs as the wheel liner possess a double surface for much of the liner. Securely fastening the non-woven surface over substantially all of the thermoformed plastic wheel liner can complicate the manufacturing process and make it more expensive as the conventional wheel liner can possess a largely irregular surface and the response of the underlying plastic frame to heat and other manufacturing processes may be distinctly different to the fiber or fabric inserts.

In contrast, the apparatus 200 uses only a plastic frame 300 that includes substantial openings 370 covered by non-woven inserts 400. The apparatus 200 is thus aesthetically equivalent to a plastic+patch liner while having 15-30% less mass, a mere 1 dB decrease in sound dampening coupled with a 50% reduction in cost.

C. Apparatus v. Non-Woven Structure

Another alternative approach to the tradeoffs involving wheel liners is to replace the plastic structure of the wheel liner in its entirely and instead create a stand-alone structure using the non-woven material instead of using patches of such material on top of a plastic structure (“non-woven liner”). This approach involves a substantially higher materials and manufacturing cost. Moreover, such an approach raises the requirements of non-standard additional mounting points.

By utilizing a plastic frame 300, the apparatus 200 is 50% less expensive than a non-woven structure, while possessing the same sound dampening and aesthetic qualities. The apparatus 200 is somewhat heavier than an equivalent non-woven liner, but the hybrid design provides for complete interchangeability with plastic liners because installment of the non-woven liners requires a greater number of attachment components and connection points.

D. Additional Attributes of the Apparatus

Varying the geometry of the non-woven inserts 400 allows for greater flexibility in the manufacturing of the apparatus 200 because the frame 300 can be molded around the inserts 400 (i.e. the geometry of the inserts 400 can be specified while keeping in mind the tool position for the mold over plastic used to create the frame 300). This design in return allows for increased manufacturability of the apparatus 200 in regular production environment, eliminating the need for very precise, high tolerance inserts 400. In a preferred embodiment of the apparatus 200, there is overlap between the frame 300 and the insert 400. The overlapped areas (the overlap surface 470 of the insert 400 and the boundary surface 390 of the frame 300) allow for improved bonding between the two materials of the frame 300 and insert 400, increasing the overall performance of the resulted assembly.

While the attachment components 380 of the apparatus 200 are impacted by compatibility/interchangeability concerns, the shape and contour of the components of the apparatus 200 can be optimized in order to achieve maximum material yield for the non-woven insert 400. By building a multiple cavity tool for the forming process further cost reductions become possible.

The apparatus 200 can be manufactured in which an insert 400 is subjected to an over-molding process in which the frame 300 is formed. The tool used to manufacture the apparatus 200 can include retention features built in the core, allowing for precise positioning and retention of the inserts 400 prior to the tool closing.

One advantage of the apparatus 200 is the ability to develop multiple design alternatives using the same tooling. The design of the apparatus 200 is such that first apparatus 200 tool would do forming of the inserts 400 and then consequently take those and insert them into an injection molding tool, this allows for a large flexibility in terms of insert definition. Manufacturers could use various performance materials and generate different outcome by simply switching between raw material specs for the non-woven inserts 400. Manufacturers could also implement inserts 400 that have up to 300-60% vegetal/renewable fiber, again by simply using a different non-woven raw material.

The design of the apparatus 200 and the manufacturing process used to create the apparatus 200 addresses several design and manufacturing related issues and solves them: interface between non-woven inserts 400 and injection molded frame 300; the geometry of the non-woven inserts 400; and the positioning of inserts 400 in the over-molding tool use to create the frame 300, a process that enhances repeatability and quality.

It is anticipated that the innovative aspects of the apparatus 200 can also be applied to other vehicle components, including panels (such as side panels and door panels) and trunk garnish (spare wheel cover) can be switched towards a somewhat similar frame 300/insert 400 design.

Some embodiments of the apparatus 200 can include additional components. For example, some embodiments of the apparatus 200 can include a soft rubber-like edge to eliminate potential rattle noise.

IV. Front Wheel Embodiments

The apparatus 200 can be embodied using a variety of different materials, geometric shapes, and component configurations. In a typical automobile, the apparatus 200 used in the front of the automobile 123 will be different than the apparatus 200 used in the rear of the automobile 123. The distinction between front wheel and rear wheel configurations is a distinction that exists in the prior art, and thus must be mirrored by the apparatus 200 if the apparatus 200 is to be compatible and interchangeable with conventional prior art wheel liners.

FIGS. 2 a, 2b, and 2c disclose an example of an apparatus 200 suitable for use on the rear wheels of an automobile 123. The fact that the apparatus 200 is intended for use in a rear wheel location on the automobile 123 impacts the size and geometry of the apparatus 200 as well as the number and location of the attachment components 380. However, the different components of the frame 300 and inserts 400 found in a rear wheel embodiment of the apparatus 200 are also present in a front wheel embodiment of the apparatus 200.

FIG. 3 a is a perspective view illustrating an example of a front wheel embodiment of the apparatus 200. FIG. 3b is a front view illustration of a front wheel embodiment of the apparatus 200. In this example, there are a total of 4 inserts 40, and the frame 300 is comprised of multiple members 360. FIG. 3c is an example of two assemblies 210 that can comprise a front wheel embodiment of the apparatus 200. Given the larger size of the front wheel apparatus 200, in a preferred embodiment, the apparatus 200 is comprised of two assemblies 210. As illustrated in FIG. 3d, each assembly 210 is comprised of two inserts 50, with each insert 400 including an insert body 460 as well as a boundary area 470. Similarly, each frame 300 is comprised of two openings 380 and at least 3 members 360.

The overmolding of the frame 300 onto the inserts 400 is the conceptually the same for front wheel liners as it is for rear wheel liners. As illustrated in FIG. 3e, the boundary surface 390 of the frame is positioned on top of the overlap area 470 of the inserts 400. This design feature is the result of the manufacturing process, and is a feature of both front and rear wheel embodiments of the apparatus 200.

V. Method of Making the Apparatus

The apparatus 200 represents a non-obvious improvement over the prior art in a variety of different respects. Some of the bases for non-obviousness can be found in the process for manufacturing the apparatus 200. In a preferred embodiment of the apparatus 200, the inserts 400 are created first, and then the frame 300 is subsequently molded over the inserts 50.

A. Tool

FIG. 4 is a diagram of a manufacturing tool 500 that can be used to overmold the frame 300 over an insert 400. As discussed above, the complexity of the apparatus 200 can be increased if the insert 400 includes a hinged area 440 and a hinge 442.

A needle holder 560 in a steel tool 500 can hold a needle 560 that secures the position of the non-woven insert 400 with respect to the tool 500. A threaded insert 580 and a die draw 570 can mold a plastic frame 300 around the insert 40. The process for overmolding the apparatus 200 is described below.

A. Example #1

FIG. 5 a is high-level flowchart illustrating an example of a process for manufacturing the apparatus 200.

At 700, the inserts 400 are created. As discussed above, the inserts 400 are preferably comprised of a non-woven material.

At 800, the frame 300 is overmolded over and around the insert 400 created at 700.

In some embodiments, the apparatus 200 is an assembled collection of assemblies 210. In some embodiments, individual assemblies 210 are installed in the operating environment 120. In other embodiments, the assemblies 210 are combined into the apparatus 200 prior to installation in the operating environment 120

B. Example #2

FIG. 5 b is a detailed flow chart diagram illustrating an example of a process for manufacturing the apparatus 200. There are two overarching categories of activities performed in the creation of the apparatus 200. Inserts 400 are formed at 700, and a frame 300 is then overmolded over the inserts 400 at 800.

At 710, a portion of the raw material used to form the insert 400 is cut from a roll. The material is cut to a predefined length that corresponds to the size of the insert 400.

At 720, the cut portion is heated. In order to achieve a permanent predefined for from a flexible non-woven roll the material must be heated close to the melting point of the non-woven fibers. Different materials will have different melting points, and thus different materials will involve different target temperatures.

At 730, the heated material is placed into a mold. The material is cooled down against a 3-D mold that shapes the material into the geometric form/contour of the desired insert 400.

At 740, the insert 400 is formed within the mold.

At 750, the formed sheet resulting from the 3-D mold (there could be several inserts 400 bundled in the same sheet and a multiple mode cavity) is removed from the mold and subjected to a secondary tool for trimming the formed sheets.

At 760, the inserts 400 are positioned on a predefined table, near the injection molding machine used to create the frame 300.

At 810, a pre-programmed end of arm tooling selects the inserts 400 from the table and prepares them for inserting into the mold tool 500. The end of the arm tool has grippers on retractable needles.

At 820, the end of arm tool gets inside the overmold tool 500 (illustrated in FIG. 4). One part of the tool is used to collect finished apparatuses 200 (or in some cases subassemblies 210) out of the mold. The other side of the end of arm tooling has the new set of inserts ready for inserting into the tool cavity.

At 830, the inserts 400 are positioned within the injection tool illustrated in FIG. 4. The tool 500 has areas with grippers (i.e. needles 560) inserted into the cavity. This allows for proper and precise location of the inserts 400 within the tool.

At 840, the tool 500 shuts closed and the plastic is molded around the inserts 400. As melted plastic reaches the non-woven inserts 400 the plastic forms the double layer area of plastic on top of the non-woven material (i.e. the boundary surface 370 of the frame 300 that overlays the overlap area 470 of the insert 400). As discussed above and illustrated in FIG. 3e, this assures robust bonding of the two different materials of the apparatus 200, and it also assures a nice looking visible surface for the apparatus 200. This approach and design provides for a smooth, reliable, and replicable surface for the apparatus 200 as there are no “steps” between the frame 300 and the insert 400.

Returning to FIG. 5b, once the frames 300 are solidified in the injection molding tool, the tool opens and the end of arm tooling is used at 850 to remove the apparatus 200 from the tool and to collect the finished apparatuses 200. The end of arm tool as well as the extraction sequence of the injection molding tool are designed such that allow for a “one-way” process. The original grippers in the tool provide increased retention force such that the inserts 400 are detached from the end of arm and secured on the tool cavity surface. After the overmolding sequence is completed, the tool ejection system detaches the inserts from the needles 560 mounted on the cavity and allow for the end of arm robot grippers to take control over the position of the apparatuses 200. The takeover of control by the end of arm tool is reversible because the angled needles 560 are retractable. One the needles 560 are retracted the apparatus 200 is no longer sustained by the end of arm robot and can be placed in the next manufacturing sequence.

The process can be characterized as a complex one-shot injection that uses automated tools to place the inserts 400 in the overmolding tool 500. A complex one-shot injection approach shortens the cycle time while facilitating a more reliable working environment.

C. Example of Overmolding Process that uses SCF

FIG. 5 c is a flow chart diagram illustrating an example of an overmolding process 840 that utilizes SCF 320.

At 842, the gas 322 is combined with melted plastic 310 to form the SCP 320.

At 844, the SCF 320 is injected into the applicable cavity or cavaties.

At 846, the fluid is allowed to cool, forming the foam-like plastic 312.

VI. Alternative Embodiments

In accordance with the provisions of the patent statutes, the principles and modes of operation of this invention have been explained and illustrated in preferred embodiments. However, it must be understood that this invention may be practiced otherwise than is specifically explained and illustrated without departing from its spirit or scope. For example, virtually any prior art variations in different mating configurations between attachment components 380 and connection points can be incorporated into the apparatus 200. Other prior art variations pertaining to geometric shape, material composition, etc. can also be incorporated into the hybrid approaches embodied in the various alternative embodiments of the apparatus 200.

Different processes 700, 800 can be utilized to manufacture the apparatus 200, and there are many different variations that can be implemented into the apparatus 200.

VII. Glossary/Index

Table 1 below discloses a list of element numbers and names.

• 100 System
• 120 Operating Environment
• 122 Vehicle
• 123 Automobile
• 124 Wheel Liner
• 125 Underbody
• 126 Industrial Equipment
• 128 Structural Surface
• 200 Apparatus
• 210 Assembly
• 300 Frame
• 302 Fully Enclosing Frame
• 304 Partially Enclosing Frame
• 310 Plastic
• 312 Foam-Like Plastic
• 314 Porous Structure
• 320 Super critical fluid (SCF)
• 322 Gas
• 324 N₂ gas
• 326 CO₂ gas
• 332 Melted Plastic
• 340 Enhanced Attributes
• 341 Reduced Mass
• 342 Reduced Warp
• 343 Reduced Cycle Time
• 344 Reduced Clamping Requirement
• 345 Improved Sound Insulation
• 360 Member
• 370 Opening
• 380 Attachment Components
• 390 Boundary Surface/Mating Surface
• 400 Insert
• 410 Non-Woven Insert
• 412 Non-Woven Material
• 420 Woven Insert
• 422 Non-Woven Material
• 430 Contour
• 432 3-D insert
• 434 Flat
• 440 Hinge Area
• 442 Hinge
• 450 Thermoformed Inserts
• 460 Insert Body
• 470 Overlap Surface/Mating Surface
• 500 Tools
• 510 Insert Mold
• 540 Overmolding Tool
• 550 Cavity
• 560 Needle
• 570 Tie Draw
• 580 Threaded Insert
• 600 Method of Making
• 700 Form Inserts
• 710 Cut rolls of insert material
• 720 Heat insert material
• 730 Insert heated material into mold
• 731 Secure the position of the heated material
• 740 Form insert in the mold
• 750 Trim formed sheet to the desired contour
• 760 Position inserts on table
• 800 Overmold Frames
• 810 Grip inserts
• 820 Clear mold
• 830 Place inserts in overmolding tool
• 840 Mold frame around inserts
• 842 Combining a gas with a melted plastic
• 844 Injecting the supercritical fluid into a cavity
• 846 Allowing the super critical fluid to cool
• 850 Remove liner from tools

Claims

1. A method (600) for making a liner apparatus (200), said method (600) comprising: forming (700) an insert (400), wherein said insert (400) is not substantially flat (434); andovermolding (800) a frame (300) onto said insert (400).

2. The method (600) of claim 1, wherein said frame (300) is comprised of a foam-like plastic (312), and wherein said insert (400) is comprised of a non-woven material (412).

3. The method (600) of claim 2, wherein said foam-like plastic (310) is made using a super critical fluid (320).

4. The method (600) of claim 3, wherein said super critical fluid (320) is comprised between about 0.001% to about 1.0% of at least one of: (a) N2 gas (324); and (b) CO2 gas (326).

5. The method (600) of claim 3, wherein said overmolding (800) said frame (300) onto said insert (400) comprises: injecting (844) the super critical fluid (320) into a cavity (550); andceasing (848) the application of pressure to said super critical fluid (320) while it solidifies into said foam-like plastic (312).

6. The method (600) of claim 1, wherein said frame (300) is comprised of a foam-like plastic (310) that is comprised of a solidified super critical fluid (320) that includes a gas (322) and a melted plastic (332).

7. The method (600) of claim 1, wherein said overmolding (700) a frame (300) onto said insert (400) includes: gripping (810) the insert (400);removing (820) the insert (400) from an insert mold (510);positioning (830) the insert (400) into an overmolding tool (540);molding (840) the frame (300) around the insert (400) to make a liner (200) that includes a frame (300) and an insert (400); andremoving (850) the liner apparatus (200) from the overmolding tool (540).

8. The method (600) of claim 1, wherein the liner apparatus (200) is comprised of more than one insert (400) connected by a hinge area (440).

9. The method (600) of claim 1, wherein an overmolding tool (540) is used to overmold (800) the frame (300) onto the insert (400).

10. The method (600) of claim 9, wherein said overmolding tool (540) includes a cavity (550) for molding (740) the frame (300) and a needle (560) for securing (731) the position of the insert (400).

11. The method (600) of claim 9, wherein said overmolding tool (540) further includes a tie draw (570) and a threaded insert (580) for overmolding (800) the frame (300) onto the insert (400).

12. The method (600) of claim 1, wherein said forming (700) of the insert (400) comprises: cutting (710) rolls of non-woven material (412); andheating (720) the rolls of non-woven material (412).

13. The method (600) of claim 12, wherein said forming (700) of the insert (400) further comprises: inserting (730) the heated non-woven material (412) into an insert mold (510);forming (740) the insert (400) within the insert mold (510); andtrimming (750) the formed sheet (414) into the desired contour of the insert (400); andpositioning (760) the insert (400) for overmolding (800) by an overmolding tool (540).

14. The method (600) of claim 1, wherein overmolding (800) a frame (300) onto said insert (400) includes combining (842) a gas (322) with a melted plastic (332) to form a super critical fluid (320).

15. The method (600) of claim 14, wherein overmolding (800) a frame onto said insert (400) further includes: injecting (844) the super critical fluid (320) into a cavity (550); andallowing (846) the super critical fluid (320) to cool and solidify into said foam-like plastic (310).

16. The method (600) of claim 15, wherein no pressure is applied to the cavity (550) while the super critical fluid (320) is allowed to cool and solidify into said foam-like plastic (310).

17. A method (600) for making a liner apparatus (200) comprised of an insert (400) and a frame (300), said method (600) comprising: forming (700) the insert (400), wherein the insert (400) includes a non-woven material (412) that is not substantially flat (434); andovermolding (800) the frame (300) onto the insert (400) using an overmolding tool (540);wherein forming (700) the insert (410) includes: cutting (710) rolls of non-woven material (412);heating (720) the rolls of non-woven material (412);inserting (730) the heated non-woven material (412) into an insert mold (510); andforming (740) the insert (400) within the insert mold (510);wherein overmolding (800) the frame (300) onto the insert (400) using the overmolding tool (540) includes:removing (820) the insert (400) from an insert mold (510);positioning (830) the insert (400) into an overmolding tool (540);molding (840) the frame (300) around the insert (400) to make a liner (200) that includes a frame (300) and an insert (400); andremoving (850) the liner (200) from the overmolding tool (540).

18. The method (600) of claim 17, wherein molding (840) the frame (300) around the insert (400) to make a liner apparatus (200) that includes a frame (300) and an insert (400) includes: combining (842) a gas (322) and a melted plastic (332) to form a super critical fluid (320);injecting (844) the super critical fluid (320) into a cavity (550); andallowing (846) the super critical fluid (320) to cool and solidify into said foam-like plastic (310);wherein said liner apparatus (200) includes a plurality of inserts (400) that include a hinge area (440).

19. A liner apparatus (200), said liner apparatus (200) comprising: a plurality of inserts (400), wherein said plurality of inserts (400) include a non-woven material (412) and at least one said insert (400) is not substantially flat (434), wherein at least one said insert (400) includes a hinge area (440);a frame (300), wherein said frame (300) includes a foam-like plastic material (312);wherein said foam-like plastic frame (310) is comprised of a super critical fluid (320) comprised of a melted plastic (332) and a gas (322) that has been allowed to cool into said foam-like plastic material (312).

20. The liner apparatus (200) of claim 19, wherein said foam-like plastic material (312) in said frame (300) possesses a plurality of enhanced attributes (340) relative to said plastic (310), wherein said plurality of enhanced attributes (340) include: (a) a reduced mass (341); (b) a reduced warp (342); (c) a reduced cycle time (343); (d) a reduced clamping requirement (344); and (e) an improved sound insulation (345).