Patent Application
20210261071
The present invention relates to managing comfort in a passenger cabin of a vehicle.
In that field, the present invention relates to an arrangement comprising at least one module comprising a thermal insulating material, preferably porous, which thermal insulating material is disposed in a volume under vacuum, often referred to as a VIP (vacuum insulating panel).
A VIP can be used to improve performance in expected thermal management and/or reduce the overall thickness of the thermal insulation material compared to another thermal insulation material.
A passenger cabin may be a compartment of any terrestrial, sea or aeronautical (flying) vehicle in which someone may enter by using a door which opens or closes an access to the compartment. Accordingly, a so-called door may be a door of a car, a boat or an aeronef. Below, a roof may be a roof of any of such vehicles or may consist in a fuselage of any of such vehicles. Roof and fuselage will then be one and the same word.
“Porous” means that the material has interstitial spaces that allow the passage of air. Open-cell porous materials therefore include foams, as well as fibrous materials (such as glass wool or rock wool), and powder. To ensure good thermal insulation, the interstitial spaces to be called pores are of the order of less than 1 or 2 mm, preferably less than 1 micron, preferably even less than 10−9 m (nanoporous structure), especially when aging resistance and thus possible lower negative pressure conditions in the VIP envelope are concerned.
“VIP” means an element under partial air vacuum (where the internal pressure can be between 102 Pa and less than 105 Pa) containing a (preferably porous) thermal insulation material (pore sizes less than 10 microns). However, it should be noted that the term air “vacuum” includes the case where this partial vacuum is replaced by a “controlled atmosphere”: The insulating pockets are filled with a gas that has a lower thermal conductivity than the ambient air (26 mW/m.K).
To be “thermal(ly) insulating”, the material must have a thermal conductivity (A) less than or equal to 50 mW/m.K.
VIP panels are typically thermal insulations in which cores of porous material, such as silica gel or silica powder (SiO2), are pressed into a sheet and each is surrounded by a gas-tight wrapping film, such as plastic and/or roll-formed aluminum, under partial vacuum.
A problem that exists with modules that individually contain a thermally insulating material placed in a volume under vacuum may relate to how their structural environment is defined and how the modules are designed and placed in that structural environment. A solution, called solution a), is as follows:
As it will be noted in the following, a module, or a module set, may comprise element(s), and especially layer(s), other than a thermally temperature control element insulating material, such as an adhesive layer, a soundproofing layer, a temperature control element.
Thus, an industrial design corresponding to a mass production may be reached. And comfort is managed by efficiently managing temperature.
A first element, which is “lining” a second element, extends, outside said second element, along one side of the second element. The outside surface of the second element is not completely surrounded by the first “lining element”.
“Only” means “exclusively”, which also means that each module is not fastened directly to the other one of said structural lining panel and vehicle body. Each module is then indirectly fastened to said other one of said structural lining panel and vehicle body, via the fixation means.
In other words:
Possibly, such an “indirect fastening to the other one of said structural lining panel and vehicle body” may be made via said fixation means, only.
This would limit the risks of hyperstatism, the number of fixation means, the time reserved for assembling the elements concerned and the risk of puncturing the envelope of the module.
First and second elements or members «directly fastened (to each other)» means: using a fastening witch engage both the first and second elements or members. First and second elements or members indirectly fastened to each other means these first and second elements or members are fastened together by means of a third element or member. For example, above, a so-called module (first element) would be (directly) fastened to the structural lining panel (second element) while being indirectly fastened to the vehicle body, via (at least or only) the so-called fixation means which (directly) fasten the structural lining panel to the vehicle body.
In the present specification, the term «fasten» with no expression «direct(ly)» or «indirect(ly)» means the fastening may be indifferently direct or indirect.
The direct fastening of any so-called module and either the vehicle body part of the structural lining panel will be:
If the airtight envelope is not a metal thin plate, and if a chemical bonding is used, the chemical bonding will preferably be an adhesive bonding.
If so, the airtight envelope of a module will preferably be further so adhesively bonded:
Both means are valuable in terms of vibration absorbing.
As examples, the airtight envelope may consist of at least one thin metal sheet (preferably between 0.06 mm and 0.5 mm) or an all-plastic film or a composite film, or a composite film comprising a plastic layer and a thin metal layer, dozen of nanometer to dozen of micrometer, may be 80 nm to 8 microns.
Typically, a thermal conductivity (λ) of each module less than or equal to 0.01 W/m.K can be expected here.
In this specification, internal(ly), inner and inward(ly) are synomisms, the same for external(ly), outer and outward(ly).
As a consequence, and for example:
A structural lining panel (which might also be called a structure plate) is a solid plate (or panel) containing at least one of a polymer material and a natural material, which means the structural lining panel may be made of a composite material.
Examples include:
A natural material may include jute fibers or all types of fibres that occur within nature, and are found in vegetables respectively plants (cellulose fibres), animals (protein fibres) and minerals (asbestos).
“Containing a polymer material or a natural material ” means that the structural lining panel may be, at least essentially, made of solid plastic or a solid (compressed) natural component or a solid composite material (see below).
At the location where it is arranged, the structural lining panel will bound (which means limit) the passenger cabin.
Since a vehicle body may be thermally exposed to an external environment in which the vehicle is located and in which sun may shine hard or ice may cover the vehicle body, having an efficient and light thermally insulating device is useful to both improve the comfort of a passenger and prevent an excessive use of an AC system of the vehicle.
Two parts of a vehicle body can especially be provided with the solution of the invention: the roof part and a door part of the vehicle.
However at least for the roof part, the so-called module(s) may be arranged inwardly or outwardly with respect to the structural lining panel.
As a consequence, and as alternatives to each other and to solution a), the invention also concerns the options b) and c) as follows:
Preferably, the module or module set is directly fastened to no other element except said one of the structural lining panel and the vehicle body part.
Especially if the above-mentioned part of the vehicle body is a roof or a door of the vehicle, a problem may further arise in relation to how and where preferably arranging the module(s).
In such respective situations, it is proposed what follows:
As explained in the beginning of the specification, any other fastening of said module or module set will then be indirect.
“Fit” means: “match” to each other.
To form the roof unit, the roof outward skin panel and the roof frame may be welded or adhesively bonded together. They may be glued.
To form the door unit, the door outward skin panel and the door frame may be welded or adhesively bonded together. They may be glued.
A 3D printing, any other one-piece manufacturing of the door unit or the roof unit may not be excluded.
Even if the direct fastening of the module or module set is essential, a foam layer, a felt layer or a soundproofing layer may cover the airtight envelope, for a mechanical protection of the airtight envelope and/or a limitation of vibrations and/or an acoustic effect.
On that matter, it is more precisely proposed that:
The way to directly connecting a so-called module to a part of the vehicle body has also be especially addressed, in connection with a mass production.
A layer will be considered as a soundproofing layer if including a porous material, such as a foam, wool, fibrous material, having a density over 6 Kg/m3, and preferably equal or over 30 Kg/m3, and a thickness between 2 and 20 mm.
If the part of the vehicle body is a door frame having an opening passing therethrough, it is proposed that said direct fastening of the module comprises a chemical bonding between the airtight envelope and the door frame, by means of a sticky joint sticked to the airtight envelope and to the door frame, around the opening.
If one a foam layer, felt layer and soundproofing layer is used, it is proposed that said direct fastening of the module direct fastening of the module comprises:
In any of the solutions presented in this specification, providing a plurality of so-called modules, instead of one module defining a larger single unit with a single block of thermally insulating material in a single vacuum volume, and arranging such modules to each other, side by side as mentioned above, should allow a simplified manufacturing process and “direct fastening” process, accompanied by a high flexibility and a wider choice of locations where to arrange the modules.
As a consequence, it is proposed that, a so-called module set comprises a plurality of modules:
“Side by side” means that the modules are not arranged one above the other, but commonly arranged in a direction oriented according to (which means more or less parallel to) the surface of the structural lining panel or the vehicle body part along which they extend, depending on which one is “lined”. If a plurality of side by side modules are used, they may be either adjacent or spaced apart, with a distance therebetween.
Anyway using a plurality of modules will limit the risk of a dramatic loss of thermal efficiency, since a possible puncture of one so-called module will not affect the thermal efficiency of the others.
Thus, it might be advantageous to consider the use of any of the present solutions in a vehicle,
Such a fitting with smaller modules should be easier to reach.
Preferably, for a so-called fastening between the structural lining panel and a plurality of modules arranged side by side as above:
Both the structural lining panel and the modules will advantageously be hot formable.
Considering any of a so-called module:
Fusing (by chemical fastening, such as via gluing or melting) the plastic of the film(s) and a plastic or composite material of a structural lining panel should be an efficient way to both:
Alternatives for an improved connection between a structural lining panel and a module, it is proposed that:
This is possible because of the relative resilence of the module.
This resilence may also be useful in terms of how the module and structural lining panel are joined together.
In the following options, it is preferably provided that:
In any case, the thickness of the structural lining panel will preferably be less than 20 mm and even further preferably less than or equal to 10 mm.
A liner, called lining as well, may cover the structural lining panel.
Such a liner would cover the inward surface of the structural lining panel, viz. the surface oriented towards the passenger cabin.
Further, in such a case, the module or the side-by-side modules might consequently be interposed, without risks, between the liner and the polymer structural lining panel.
The liner may be mechanically resistant to protect the module or the side-by-side modules against puncture of the envelope(s) and break of vacuum. The standard EN 14477 or ASTM F 1306 may be requested.
Another solution is to make the envelope material as at least one thin metal wall.
If not interposed as above, the module or the side-by-side modules may be arranged so that the polymer structural lining panel is interposed between the liner and the module(s).
In such a case, theor each module is protected against puncture of the envelope(s) and break of vacuum by the mechanically resistant structural lining panel (see notably the embodiment in relation to
To improve the thermal management of the assembly without compromising the above advantages, it is also proposed that any so-called module additionally comprises a layer including a thermal phase change material (also called PCM), such as a polymer matrix in which at least one PCM is dispersed and which is overlaid with the module or at least the layer containing the thermal insulating material.
As a PCM may be used a rubber composition as described in EP2690137 or in EP2690141, namely, in the second case, of a crosslinked composition based on at least one “STR” silicone elastomer vulcanized at room temperature and containing at least one PCM, the at least one silicone elastomer having a viscosity, measured at 23° C. according to ISO 3219, of at most 5000 mPa·s.
As additional features to be considered independently or in any combination, the following is to be noted, as well:
If necessary, the invention will be better understood and other features, details and advantages thereof will be appreciated upon reading the following description as non-exhaustive examples with reference to the accompanying drawings, wherein:
In what follows, reference is made to a vehicle having a vehicle body (which might be called bodywork as well) a relatively broad surface of which has to be inwardly covered with at least one element comprising at least one thermal insulation material contained in a vacuum volume, i.e. a VIP.
This may be the case when a passenger cabin of a motor vehicle or an aircraft, even a ship, is to be kept within a temperature range.
The vehicle 101 comprises a passenger cabin 102 to be maintained within a temperature range.
The vehicle 101 includes a vehicle body 103 and an arrangement 104, called inward cladding as well, bounding the passenger cabin 102.
The vehicle body 103 may be made of metal or a composite material, such as a thermoset plastic reinforced with fibers.
The vehicle body 103 includes a roof unit 103a having a non-planar surface S1.
The roof unit 103a comprises a ceiling, called roof outward skin panel as well, 210 which extends above the passenger cabin 102 and may typically be laterally welded to the door posts of the vehicle body, known as «side wall columns» or “pillars” as well.
The arrangement 104 comprises:
A Natural fiber (NF) and polypropylene (PP) composite may be a valuable solution for manufacturing the structural lining panel 105.
To manufacture such a structural lining panel, for example in a vehicle door, only polymer (such as PP) may be used. In other cases and especially for a vehicle roof, a composite material including glass fibers and polymer is often used.
The arrangement 104 may further comprise a liner 106 inwardly lining the structural lining panel 105 and directly fastened thereto.
A module set comprising a plurality of modules, 108a to 108d, arranged side by side, may be disposed between the structural lining panel 105 and the liner 106.
In accordance with an important feature common to all the embodiments, if a plurality of side-by-side modules are used, the modules will be all arranged globally:
To be fastened, the liner 106 may be bonded with the structural lining panel 105.
The liner 106 may advantageously be mechanically resistant to protect against puncture the modules covered by said liner.
Each module comprises:
So, each module, such as 108a, may define a PIV layer comprising an envelope enclosing, under vacuum, a thermally insulating material 23, only.
As mentioned above (and it is true for every embodiment), each module such as 108a has a non-planar shape. The non-planar shape may be different from one of the modules to another.
To improve the self-supporting and non-planar conformation of the layer comprising the thermal insulating material 23, said material 23 may include a polymer matrix 113 in which the or each thermal phase change material is dispersed.
In the module set, the modules 108a to 108d are not stacked on top of each other, but arranged side by side in a direction oriented according to the surface S2 of the structural lining panel 105.
The surface S2 is substantially transverse to the direction Z passing through the structural lining panel 105 and the vehicle body 103 lined by the structural lining panel 105 and the modules.
The structural lining panel 105 is arranged (in the Z direction) between:
In any motor vehicle, the surface S2 of the structural lining panel 105 is more or less a slightly curved or slightly arcuated surface along which the structural lining panel 105 extends. In a fuselage surrounding a passenger cabin of an aircraft, such a curved surface or arcuated surface is typically more arcuate.
The side-by-side modules 108a to 108d are each assembled with the structural lining panel 105 and follow its shape, on one side thereof.
The envelope 49 or 51 is an airtight envelope, except for one of them:
Preferably, the envelope(s) 49 and/or 51 is(are respectively) a thermoformable film having a thickness of less than 200 μm. The structural lining panel 105 may be made of plastic, such as PE (polyethylene); PP (polypropylene), PET (polyethylene terephthalate), or a composite material, such as the aforementioned plastic, to which fibers of, for example, glass, carbon (rare), cellulose, hemp, flax . . . may be added. In vehicles, PP is often used for the structural lining panel. For the roof, it is often PP+glass fibers.
The liner 106 may be lined with an inner foam layer. Thus, a foam layer 119 may be inserted between the side-by-side modules 108a to 108d and the liner 106.
The liner may be made of fabric or a felt, but may also be mechanically resistant, as a skin cover, to protect against puncture the side-by-side modules covered by such a skin cover.
Alternatively, a part of the vehicle body 103, that is not a roof unit, may be a door unit (typically made of metal, plastic or composite), referenced 103b in
As illustrated
The door outward skin panel 182 and possibly at least a part of the solid frame or skeleton 180 is/are outlining an external size and external shape of the vehicle.
Both the solid frame 180 and door outward skin panel 182 may be stamped metal, plastic, or composite or other suitable material components. They are assembled together, before fixing the arrangement 104 thereto. They may especially be welded or adhesively bonded together and define together the accent line of the door.
The solid frame or skeleton 180 will preferably be a solid one piece construction which may comprise sub-elements welded together.
Preferably, the structural lining panel 105 will be directly fastened to said solid frame 180 by mechanical connectors or other fasteners, such as 116.
The or each module will be then directly fastened:
Anyway, once the structural lining panel 105 is directly fastened to the door unit 103b, by means of connectors or other fasteners, referenced 116, the arrangement 104 will inwardly line the door unit 103b, so as to be interposed, in the Z direction as illustrated in
The arrangement 104, which is disposed between the passenger cabin 102 and the door unit, outwardly limits the interior volume to be thermally controlled, viz. the passenger cabin 102 in this example.
In this regard,
In other words, the modules, in the example 108e to 108n are each disposed between the structural lining panel 105 and the vehicle body or structure, in the example the door unit 103b.
As in any embodiment, the modules are all arranged globally along the surface S2 of the structural lining panel 105 (see
The structural lining panel 105 has still the shape of a non-planar plate.
It may include a plurality of structural sub-panels or surfaces 115a, 115b fastened together to form a unit.
The structural lining panel 105 may be made of a hot formable material which may be a thermoplastic material.
The structural lining panel 105 may locally and inwardly form a door arm rest 123 (see
Direct fixation of the structural lining panel 105 to the vehicle body 103 may be by clips, rivets, screws, anchors, or other conventional means (also referred to as fasteners), designated 116.
There will never be any interference between any fixation means 116 and any so-called module or module set: As already explained, the or each module is directly fastened independently of these fixation means 116.
As described further below, the direct fixation of any module, such as 108a through 108d, or 108e and 108f, to a structural lining panel 105 may be at least one of the following: Integration in one piece (typically via a molding process), mechanical fixation (such as pins, clips, or «Velcro system»), chemical bonding (such as fusing).
Especially, the envelope 49 or 51 may be adhesively bonded, or glued, to the structural lining panel 105.
However, integrating the structural lining panel and side-by-side modules into a one-piece molded unit might be easier to produce the arrangement 104, typically by fusing.
The lining panel 105 will then be a thermoformable structural sheet initially fabricated as a flat surface and made of a thermoformable material (see examples of such materials above), preferably having a thickness between 0.2 cm and 2 cm, and more preferably having a thickness between 0.4 cm and 1 cm.
And each module, such as 108a to 108d, will preferably be a thermoformable element made first as a flat surface and made with a thermoformable thermally insulating material 23, such as a foam of polyurethane, PET, PE, PP or a fibrous material of PET, PP, PE, preferably having a thickness between 1 mm and 8 mm and more preferably a thickness between 2 mm and 5 mm.
If the structural lining panel and the side-by-side modules are made of corresponding thermoplastic formable materials and directly fastened together, it is highly favored that the structural lining panel 105 and the side-by-side modules have corresponding non-planar shapes that match each other.
The structural lining panel 105—which is typically intended to have a globally concave surface and an opposing globally convex surface—and the respective side-by-side modules may be assembled and mated as follows (steps a1) to e1)):
A liner 106 may be added to line the side-by-side modules.
In
Another possibility is to line, for example, an (automotive) headliner stiffener or roof liner—as structural lining panel 105—with these respectively side-by-side modules, as follows (steps a2) to g2)):
For example, the local embossments may consist of local depressions on one side and protrusions on the opposite side, possibly interspersed with holes.
This thermally effective modular assembly includes:
The side-by-side modules are arranged next to each other in a direction oriented to the wall surfaces, i.e., transverse to the Z direction.
Another option is as follows (steps a3)-b3)):
Where the direct fixation means, such as 117a, is, for example, a hook-and-loop fastener system, a series of corresponding male and female portions of hook-and-loop fasteners are respectively adhered or secured to the respective side-by-side modules 108a through 108d and the structural lining panel 105 before being secured together.
Where the direct fixation means, such as 117b, includes staples, rivets, or pins, for example, the fixation means are arranged after the respective side-by-side modules are fastened, including bonded, to the structural lining panel 105.
As shown schematically in
The holes 121 are hermetic holes: each hole 121 is bounded by a portion of the airtight envelope 49 and/or 51 that lines a passage 124 extending through the layer containing the thermal insulation material 23, and possibly the layer 15 containing the PCM, if any. Thus, at the location of each hole 121, a portion of the airtight envelope 49 and/or 51 extends from one side of the module to the other.
In another embodiment of such fasteners, as shown in
Each pin 122 may include a protrusion that protrudes from the body 105a of the structural lining panel 105 (the outer surface) and is inserted through one of the holes 121.
At a free end, the pin 122 may include a widening or pivoting edge such that an edge 122a, when engaged, holds the module against (the body 105a of) the panel in the Z direction.
The edge 122a may be considered an edge that is applied outwardly against the module to hold the module with respect to (the body of) the panel 105.
Another direct mechanical fixation between the structural lining panel 105 and at least some of non-planar modules may consist in providing the structural lining panel 105 with edges or ledges 125 (as in the example of
Held in place by the ledge(s) 125, the module(s) rest(s) on the (main portion of) the structural lining panel 105.
Preferably, the ledges 125 are disposed around the perimeter of the structural lining panel 105, on the inward side thereof.
A foam layer 119 may line and cover the side-by-side modules 108a through 108d and be secured to the structural lining panel 105, such that the foam layer 119 helps to hold the side-by-side modules on one side of the structural lining panel 105.
In the two proposed and preferred embodiments, each module, as denoted by 108a in the example, comprises at least one closed outer envelope containing the first and second layers of materials 15/23 and consisting of at least one plastically deformable sheet or film that is peripherally sealable to itself (thermally and/or chemically) and impermeable to the material 23 and to air. The peripheral seal is designated 49a, 49b in
Precisely:
It should be noted that two layers of a first PCM and a second PCM could be arranged on each side of the thermal insulation material 23.
The film(s) of the envelope(s) 49 and/or 51 may each be made as a multilayer film of polymeric films (PE and PET) and aluminum in the form of, for example, laminated (film having a thickness of about ten micrometers) or metallized (vacuum coating of a film of a few tens of nanometers) film. Metallization can be applied to one or both sides of a PE film, and several metallized PE films can be joined together to form one film. Sample film structure: —PE inner seal, approx. 40 μm—Vacuum metallization Al, approx. 0.04 μm—PET outer layer, approx. 60 μm.
Let us consider now
The roof unit comprises a solid roof frame 200 the corners of which are delimited by the front and rear side wall columns.
More precisely, the roof unit and its solid frame 200 comprise:
The roof unit comprises the ceiling, or roof outward skin panel, 210 as well.
The roof outward skin panel 210 and possibly at least a part of the solid roof frame 200 is/are outlining an external size and external shape of the vehicle.
As it has already been understood from the foregoing explanations, the so-called “external shape” defined above will typically be:
During production of the vehicle, and as an alternative to the solution illustrated in
In such a case, the outward skin panel 210 may have longitudinal edges which are applied against the respective inward surfaces of the longitudinal frame members 206,208.The outward skin panel 210 and the solid frame 200 are anyway permanently joined together at seams, e.g. by adhesive bonding and/or welding.
The front cross member, rear cross and longitudinal frame members, together with the intermediate cross frame (if any), delimit:
The plurality of modules, 108j-108l in the example, extend within said at least one volume, which includes two volumes referenced 196a,196b in
As the door outward skin panel 182, the outward skin panel 210 may be metal, composite or polymer. Each may be preferably one part and may e.g. be a shaped part of metal such as a pressure die casting.
In
In this embodiment, the (or each) module, such as 108j,108k,108l, is (respectively) engaged within a so-called volume, such as referenced 196a,196b, extending:
The(each) volume 196a,196b has vertically a thickness equal to the height or thickness h of the cross beams.
Thus, in this embodiment, each module occupies a free space and does not add an overthickness below the cross beams.
As it may be understood notably from
A soundproofing member or layer (one or more) 199 (see
One or more soundproofing member or layer 199 may be arranged between the module set and the roof outward skin panel 210.
As an alternative, the structural lining panel 105 might comprise or integrate a soundproofing layer 199, as a one-piece unit; see
Surprisingly, the addition of a soundproofing member or layer to the thermal insulation effect got by the modules under vacuum will allow various disturbing sounds to be absorbed around the passenger cabin 102, and should improve the comfort level the vehicle.
Below are now successive features in relation to the present invention and which may be considered independently from each other and in any combination.
The vehicle body 103 locally defines a roof unit 103a extending above the passenger cabin 102, and the structural lining panel 105 is directly fastened with the vehicle roof unit 103a by the fixation means 116.
To enter or exit the passenger cabin, the vehicle body comprises a door unit 103b which includes:
The structural lining panel is directly fastened with the door unit 103b (may be the solid frame 180) by the fixation means 116.
The structural lining panel 105 integrates an armrest 123. So, it has a non-planar shape.
The structural lining panel 105 and the side-by-side modules 108a to 108i
On that matter,
The modules are individually adhesively bonded to the outward non-planar surface S2 of the structural lining panel 105.
Such a structural lining panel 105 may notably have transversal depressions 186,188,190, viewed from inward, and lateral edges 192,194.
Viewed from outward (
The transversal depressions 188,186,190 are intented to be disposed facing from above the front, rear, and intermediate cross members, 202,204,214, respectively.
The lateral edges 192,194 are intented to be disposed facing from above the longitudinal frame members 206,208, respectively.
Anyway, the structural lining panel 105 has a non-planar shape, and both the structural lining panel and the side-by-side modules, such as referenced 108j,108k,108l in
Lines 198 in
In other words, the non-planar surfaces of said plurality of modules individually fit with the non-planar surface S2 of the structural lining panel 105.
As an alternative (see
This may be considered as valuable in terms of security, efficiency and easiness of manufacturing.
Since the body of a vehicle may typically be more aggressive regarding the risk of altering a so-called module, and notably puncturing the envelope 49 or 51, it may really be considered as a safe solution to directly fasten any non-planar module to the selected body part before directly fastening the structural lining panel 105 to said selected body part, with then no direct fastening between the structural lining panel 105 and any module.
If so directly fastened to the vehicle body part only, any module will be preferably fastened by a chemical bonding, preferably an adhesive bonding, even if a mechanical direct fastening, as previously detailed, is not strictly excluded. It
Since such a mechanical direct fastening would still remain more or less hazardous, embodiments specifically refer to directly gluing at least one non-planar module to the non-planar surface of the body part, viz.:
In case b), the door frame 180 of the door unit has an opening 201 passing therethrough.
The direct fastening of the module, such as 108m or 108n, comprises exclusively a chemical bonding between the airtight envelope 49 and the door frame, by means of a sticky joint 220 sticked to the airtight envelope and to the door frame, around the opening 201.
A sticky joint 220 will anyway preferably be an elongated strip or band of an adhesive material having the shape of a cord or a rope-like joint. To provide the module with an anti-vibration effect and a mechanical protection effect:
The sticky joint 220 will preferably have a section of at least 4 mm2, and advantageously 6 mm2.
Depending on the embodiment of door unit 103b:
The sticky joint 220 may especially be sticked on the envelope 49 (or 51), at the periphery 490 of the envelope 49 (or 51), where the material of the envelope is chemically bonded, such as welded, on itself, around the central part of the envelope where the insulating material 23 is arranged.
At this periphery, there is no insulating material 23.
This periphery may extend on all the perimeter of the envelope.
The sticky joint 220 may especially be an adhesive strip.
As an alternative, the sticky joint 220 may adhere first on the non-planar surface of the frame part and then the(each) module may be applied against the sticky joint 220.
Anyway, once the chemical bonding between the airtight envelope 49 and the door frame, by means of the sticky joint 220 sticked to both the envelope 49 (or 51) and the frame part 180b, around the opening(s) 201, the structural lining panel 105 may be directly fastened to the frame part 180b by the fixation means 116.
The structural lining panel 105 is not directly fastened to any so-called module, such as those referenced 108m or 108n in the example.
Let us turn now to the embodiments as illustrated in
Except the embodiment corresponding to
All these solutions are valuable, since they provide a low risk of puncturing the airtight envelope of the module.
In the embodiment corresponding to
Frontally (in
Above, the outward skin panel (210 in this example) covers all the modules at a distance from each module, respectively 108l and 108j.
If not empty, the volume (or air gap) 207 so arranged upwardy above each module may be occupied by one of a foam layer, a felt layer and a soundproofing layer not aggressive for the envelope 49.
As in any embodiment, the fasteners 116 are arranged at a distance from each module, so that there is no interference therebetween.
At least some of the fasteners 116 are passing through both:
The adhesive layer 205 covers a major part of the non-planar surface of the module, including the envelope.
“Major” means, in this specification, extending on more than 50%, and preferably more than 70%, of the surface on which the adhesive layer is applied, presently the non-planar surface of the module.
In the embodiment corresponding to
Further, two layers 205a,205b of an adhesive material are further directly applied respectively:
Consequently the module is upwardly directly fastened to the body part while being downwardly separated from the structural lining panel 105 by a gap 222 which is presently an empty volume, or air gap.
The above-cited direct fastening 116 is still illustrated.
The layer 209 is a mechanically protective layer for the envelope which may extend between the envelope and the front cross member 202 or rear cross member 204. An edge 209a of the layer 209 may provide such a protection.
In the embodiment corresponding to
The mechanical protection of any module, such as 108l, arranged close to the body frame (one of the cross members (202) in this example), is provided by an edge 125a of a tab or ledge 125 which mechanically directly fasten every module to the structural lining panel 105, exclusively.
The tab or ledge 125 is an extension, so a part of the structural lining panel 105.
The edge 125a defines a cover interposed between the module and the body part.
In the embodiment corresponding to
The sticky joint 220 defines an adhesive element:
On a roof unit, one or more sticky joints 220 may especially be sticked to at least one of the front cross member 202, rear cross member, 204, longitudinal frame members 206,208, and outward skin panel 210.
A gap 222 separates each module, such as 108l or 108j in this example, from the structural lining panel 105 which is directly fastened to the roof frame 200, exclusively, by the so-called fasteners 116 arranged away from any module.
In the embodiment corresponding to
In this embodiment, a layer 205b of an adhesive material is further directly applied between the layer 209 and the airtight envelope of a module (108l in the example).
Furthermore, a gap 222 separates each module, such as 108l in this example, from the structural lining panel 105 which is directly fastened to the roof frame 200, exclusively, by the so-called fasteners 116 arranged away from any module.
As above-explained, the adhesive layers, 205, 205a, 205b are different from the sticky joint 220 in that each so-called layer covers:
This is important because it should be considered as effective in terms of both a mechanical protection effect and a sound absorbing effect that said one of a foam layer, a felt layer and a soundproofing layer, 209, has a broad adherence surface.
It may noted from the above that, if a module is adhesively directly fastened to a body part, a gap 222, will usefully be interposed between said module and the outward skin panel 105, to integrally keep the airtight envelope away from the outward skin panel.
The gap 222 will be either an air gap or a gap filled with at least one of a foam layer, a felt layer and a soundproofing layer, 209.
Such a layer 209:
The embodiment corresponding to
In the embodiment corresponding to
Two structural lining panels 105 so equipped may be clamped from inward around the middle door posts 110b illustrated in
Another feature is further concerned in relation to the present problem of managing comfort in a passenger compartment 102.
Using an auxiliary heater may be useful in that matter.
Consequently,
In this solution, the vehicle comprises at least one temperature control element 224 by means of which the inward cladding 104 or the passenger compartment 102 can be tempered, in particular heated.
The temperature control element 224 may be in the form of a temperature control layer which can be operated electrically by means of an electric circuit 226a,226b,226c.
The temperature control element 224 may be designed as a heating layer. However, the temperature control element can be an electrical resistance element, a Positive Temperature Coefficient (PTC) thermistor, a radiant panel or an element operating by Peltier effect, for example. If a Peltier element is used, for example, it would thus in principle be conceivable to use a cooling layer or an optionally heatable or coolable layer as the temperature control element. For a PTC thermistor, powdered metal oxides may be used.
As a useful solution, it is thus presently proposed:
In the second hypothesis, the or each temperature control element 224 will then be adhesively bonded to the structural lining panel 105, while being spaced apart from the vehicle body 103a or 103b.
The or each temperature control element 224 is anyway interposed between a so-called module (referenced 108a in
The or each temperature control element 224 may consist in a layer covering, inwardly, the envelope 49 or 51 of a module.
To make the temperature control element 224 operational as an auxiliary tempering system, the vehicle may comprises a control device 228 which can recognizes at least the states “ON” and “OFF” on the above-cited electric circuit, it being possible to actuate the temperature control element 224 by means of a corresponding relay 229.
The electric circuit is electrically connected to a common source of power (+). A power signal may thus circulate in the temperature control element 224, connected to ground 232, in order to ensure that the electric tempering system is operational.
To make a plurality of temperature control elements 224 operational:
One or a series of control signals can be transmitted from the control device 228 to the relay(s) 229 by means of a vehicle bus, such as the CAN bus or LIN bus, for example.
Even if not illustrated in
Ground 232 is common to all of the temperature control elements 224.
Via the branches 226a,226b,226c which are electrically connected to a common source of power (+), a power signal may circulate in the temperature control elements 224.
Two arrangements of the or each temperature control element 224 are proposed:
In the first arrangement (
To be operational as an auxiliary tempering system, the temperature control element 224 and the above electric circuit are included in a temperature control device 225 of the motor vehicle adapted to temper the temperature in the passenger cabin 102.
The temperature control device 225 further comprises a heating, ventilation, and air conditioning (HVAC) device 230, for supplying an airflow in the passenger cabin 102.
The decorative layer 106 is permeable to airflow and/or an air gap, or a conduit for air flow, is interposed between the temperature control element 224 and the decorative layer 106. The decorative layer 106 may be fabric, or a perforated carpet.
As a consequence, inwardly, viz. on the side directed to the passenger cabin 102, the temperature control element 224 is arranged to be exposed to an air flow (AIR) which may at least partially be supplied by the HVAC device 230.
In the second arrangement (
On its two opposite sides, the temperature control element 224 is in physical and thermal contact with, and adhesively bonded to, the module 108a and the structural lining panel 105, respectively.
Consequently, the module 108a is considered as including the temperature control element 224, which means the module 108a is, at least on a part of its non-planar surface, directly fastened to the structural lining panel 105 by means of the temperature control element 224. On the remaining part of the surface, the module 108a may directly adhere to the structural lining panel 105.
When powered trough the electric circuit, the or each temperature control element 224 can accordingly modify the temperature of the structural lining panel 105.
In the passenger cabin 102, the volume of which is in thermal contact with the structural lining panel 105, such a modification of temperature improves the comfort of the passenger who feels the modification.
As above-mentioned what precedes may indifferently be used in cars, but also, for example, in buses, driver's cabs of trucks or mobile homes.
Since aeronefs are also concerned,
In that matter, it will be understood from the foregoing that, if the vehicle body part 103a comprises a fuselage unit including an outward skin panel 210 and a (structural) frame delimiting a surface outwardly covered by the outward skin panel 210:
The above structural frame may be substantially the same as the frame 200, since, in a typical aircraft construction (such as a semi-monocoque one), a series of circonferential beams (often called “frames”) in the shape of the fuselage cross sections are held in position on a rigid fixture. These circonferential “frames” are joined with lightweight longitudinal elements called stringers. These are in turn covered with an outward skin, which may be made of sheet aluminum, attached by riveting or by bonding with special adhesives. The skin comprises a plurality of adjacent skin panels.
| Number | Date | Country | Kind |
|---|---|---|---|
| 1557834 | Aug 2015 | FR | national |
This application is a Continuation-In-Part of U.S. application Ser. No. 15/753,861, filed Feb. 20, 2018, which is a national phase of PCT/FR2016/052093, filed Aug. 19, 2016, which claims priority to French Application No. 1557834, filed Aug. 20, 2015, the subject matter of each of which are incorporated by reference herein in their entirety.
| Number | Date | Country | |
|---|---|---|---|
| Parent | 15753861 | Feb 2018 | US |
| Child | 17316084 | US |
