Thermoplastic composite hybrid vehicle component and method of producing

Abstract

The present invention relates to a vehicle component comprising an over-moulded thermoplastic composite hybrid component, preferably a panel, said component comprising a core of a flame retardant fiber filled thermoplastic composite resin composition and at least one outer layer of a continuous fiber reinforced thermoplastic composite material. The invention moreover relates to a method of producing an over-moulded thermoplastic composite hybrid panel comprising injection over-moulding of flame retardant fiber filled thermoplastic, preferably polypropylene, composite resin composition to at least one outer layer of a continuous fiber reinforced thermoplastic, preferably polypropylene, composite material.

Description

23POLY0130-WO-ORD1Thermoplastic composite hybrid vehicle component and method of producingFIELD OF THE INVENTION

[0001] The present invention relates to a vehicle component comprising an overmoulded thermoplastic composite hybrid component and a method of producing.Background

[0002] The rapid growth of the electric vehicle (EV) market has underscored the necessity for efficient and high-performing battery systems. A critical area of development is the creation of lightweight vehicle components, such as battery enclosures or battery trays and covers, which play a pivotal role in enhancing the overall efficiency, range, and performance of electric vehicles. Batteries used in electric vehicles (EVs) can sometimes experience thermal runaway events. A thermal runaway event is one in which an exothermic process triggers other exothermic and / or endothermic processes which collectively result in an uncontrollable increase in temperature. The series of reactions can lead to the destruction of the batteries and, in some instances, to fire and explosion.

[0003] Traditional vehicle components are often constructed from heavy metals such as steel, contributing significantly to the overall weight of EVs. This added weight adversely affects the vehicle's range, handling, and energy consumption, making it imperative to explore alternative materials and innovative design approaches for battery enclosures. The primary goal is to develop enclosures that are not only lightweight but also robust, safe, and capable of protecting the battery cells from environmental and mechanical stresses and that exhibit good properties in thermal runaway tests.

[0004] Advanced composites have emerged as a promising solution for lightweight battery enclosures. Over recent years, hybrid solutions combining thermoplastic resins and continuous fiber reinforced thermoplastic (CFRTP) composites are increasingly considered while developing integrated lightweight components. The use of CFRTP composites allows integration of structural and dimensional stability of the component by achieving good adhesion to the thermoplastic resin during the manufacturing process including injection and compression moulding. Thermoplastic resins are being considered in battery enclosures to replace metals for lightweight and integration solutions. However, warpage during thermoplastic component manufacturing by means of injection or23POLY0130-WO-ORD2 compression moulding technologies decreases the quality of the finished component and hinders its assembly, and thus its functional requirements.

[0005] Kasemphaibulsuk, P. et al. (2018). Foam injection molding of glass fiber reinforced polypropylene composites with laminate skins. Polymer Composites, 39(12), 4322-4332 discloses sandwich panels consisting of a discontinuous glass-fiber reinforced polypropylene composite foam core and continuous glass-fiber reinforced polypropylene laminate skins. This publication does not disclose vehicle components.

[0006] Warpage of injection, injection compression and compression moulded thermoplastic components is a common defect that affects functional requirement of the component. The underlying cause of warpage is the uneven shrinkage after the forming process (injection moulding, injection compression moulding and compression moulding). For example, during the injection moulding process of glass fiber filled thermoplastic resin, the variation in fiber orientation appears to be one of the important factors that leads to warpage of the formed component. There is a need for components with reduced warpage.Objects

[0007] It is an object of the present invention to provide an improved vehicle components that are lightweight and with excellent mechanical strength.

[0008] It is a further object of the present invention to provide improved vehicle components that are lightweight and have low warpage even for large components.

[0009] In an object, the present inventor vehicle components having thermal barrier against flame and grit impingement.STATEMENT OF THE INVENTION

[0010] In a first aspect, the invention relates to a vehicle component comprising a thermoplastic composite hybrid component (preferably a panel), preferably an overmoulded thermoplastic composite hybrid component, said component comprising a core of a (preferably flame retardant) fiber filled thermoplastic, preferably polypropylene, composite resin composition and at least one outer layer of a continuous fiber reinforced thermoplastic, preferably polypropylene, composite material.

[0011] In a second aspect, the invention relates to a method of producing an over-moulded thermoplastic composite hybrid component comprising injection overmoulding of (flame retardant) fiber filled thermoplastic, preferably polypropylene,23POLY0130-WO-ORD3 composite resin composition to at least one outer layer of a continuous fiber reinforced thermoplastic, preferably polypropylene, composite material.

[0012] Corresponding embodiments disclosed forthe vehicle component are also applicable for the method according to the present invention and vice versa.

[0013] Hybrid solutions combining thermoplastic resins and continuous fiber reinforced thermoplastic (CFRTP) composites according to the present invention could be one of the solutions to mitigate the component warpage. CFRTP composites allow integration of structural and dimensional stability of the component by achieving good adhesion to the thermoplastic resin during the manufacturing process.

[0014] This invention relates to a one-shot injection over-moulding technology to produce a thermoplastic composite hybrid component (e.g. panel) which combines structural aspect and low warpage and preferably also improved flame and grit impingement performance in thermal runaway tests.DETAILED DESCRIPTION

[0015] The present invention is elucidated below with a detailed description.List of definitions

[0016] The following definitions are used in the present description and claims to define the stated subject matter. Other terms not cited below are meant to have the generally accepted meaning in the field.“vehicle component” as used in the present description means: any part or element of a vehicle that contributes to its function or structure;“top cover” as used in the present description means: the upper protective layer or lid of a battery system, battery enclosure or battery pack;“battery component” as used in the present description means: any part of a battery system, including modules, enclosures and thermal barriers;“bottom tray” as used in the present description means: the lower support structure of a battery system, battery enclosure or battery pack;“thermal barrier of a battery component” as used in the present description means: a part that isolates heat, withstands high temperatures and prevent heat from propagating between cells of the battery.“underbody shield” and “underbody panel” as used in the present description means: protective component mounted underneath a vehicle. Such a23POLY0130-WO-ORD4 shield / panel has the effect of safeguarding / protecting a battery system from road debris and damage and in addition may provide aerodynamics;“over-moulded thermoplastic composite hybrid component” as used in the present description means: a composite hybrid component made by over-moulding of at least a continuous fiber reinforced thermoplastic (CFRTP) composite with a fiber filled thermoplastic composite resin composition.“hybrid panel” or “hybrid component” as used in the present description means: a composite hybrid component / panel made from a combination of different materials to enhance performance;“panel” as used in the present description means: a panel- or sheetshaped component that comprises a surface area defined by a width and a length, wherein that the width and the length are larger than a maximum thickness of the panel- or sheet-shaped component, for example at least 25 times the thickness (in mm).“polypropylene resin” as used in the present description means: polypropylene-based resin being a resin comprising at least 10 wt.% of propylene.“fiber filled material” as used in the present description means: thermoplastic composite material reinforced with fibers;“short glass fiber” as used in the present description means: fiber having a length of between 0.15 and 0.6 mm in a finished part / article;“long glass fiber” as used in the present description means: fiber having a length of between 1.5 and 6.0 mm in a finished part / article;“organosheet” as used in the present description means: composite sheet material made of continuous fibers embedded in a thermoplastic matrix;“woven fabric” as used in the present description means: sheet material made of continuous fibers made by interlacing two or more threads at right angles to each other;“knitted fabric” as used in the present description means: sheet material made of continuous fibers made by inter-looping yarns in a series of connected loops;“braided fibers” as used in the present description means: fibers intertwined in a diagonal pattern to form a strong, flexible structure;“UD tape” as used in the present description means: unidirectional tape consisting of continuous fibers aligned in a single direction for reinforcement embedded in a thermoplastic matrix23POLY0130-WO-ORD5“crossed UD tape” as used in the present description means: unidirectional tapes layered at specific angles to enhance strength and stability;“crossing angle” as used in the present description means: The angle at which unidirectional tapes are layered;“slit UD tape” as used in the present description means: unidirectional tape that has been cut into narrower strips for specific applications;“core back foaming” as used in the present description means: a process where thermoplastic resin or material is present in a mould is foamed by increasing the distance between the core side and cavity side of the mould while foaming;“foaming degree” as used in the present description means: the percentage of additional distance of the core side and cavity side compared to the original distance, which is a measure of the amount of foaming. In case of 100 %, the distance between the core side and cavity side is doubled during foaming, leading to a doubling in the thickness of the moulded article compared to prior to moulding;“over-moulding” as used in the present description means: manufacturing process where additional material is moulded over an existing material present inside the mould to create a composite structure“core side” as used in the present description means: the outer surface or section of a mould;“cavity side” as used in the present description means: the inner surface or section of a mould;“sandwich structure” as used in the present description means: a hybrid panel / component made of two outer layers and a core.“torch and grit impingement” as used in the present description means: impact on a surface by a high temperature flame, high pressure gas, for example, particles and other solid content of an air-fuel mixture flowing at velocities as high as 70 meters per second (m / s). By thermal barrier is meant that the vehicle component can prevent a significant portion of the heat generated by the thermal runaway and grit impingement event from propagating through the vehicle component.Brief description of drawings

[0017] The present invention is described hereinafter with reference to the accompanying drawings in which embodiments of the present invention are shown and in which like reference numbers indicate the same or similar elements.23POLY0130-WO-ORD6Figure 1 overview of different designs of a vehicle component, in particular a battery component, more in particular a battery cover, according to the present invention. Fig.lA is a side view; Figs.l B, 1 C, 1 D, and 1 E are top views of several possible embodiments.Figure 2 shows a specific flange design for a peripheral flange. Fig, 2A is a top view of a battery cover and fig. 2B shows a cross section of the flange shown in fig. 2A (dotted-dashed line).Figures 3A-C and 4A-C show different options of flange designs for a peripheral flange.Description of embodiments

[0018] Figure 1A shows an over-moulded thermoplastic composite hybrid component 1 having a substantially flat top region 4 surrounded by a flanged region or (peripheral) flange(s) 5. The substantially flat top region may at least partially, preferably fully, be surrounded by a flanged region. The thermoplastic composite hybrid component comprises a core 2 of a (flame retardant) fiber filled thermoplastic composite resin composition and two outer layers 3 of a continuous fiber reinforced thermoplastic composite material. The outer layers are present on a large area of the top region of said thermoplastic composite hybrid component. Figure 1 B shows a top view of a first embodiment of the thermoplastic composite hybrid component of the invention. The component is rectangular in shape, has a rectangular top region and comprises a single rectangular outer layer in one piece that covers most of the top region. Figure 1 C shows a top view of a second embodiment of the thermoplastic composite hybrid component of the invention. The component is rectangular in shape, has a rectangular top region and comprises a single rectangular outer layer in two pieces, both rectangular in shape that together covers most of the top region. There is a small strip of the top region in the width direction without outer layer in between the two pieces of outer layer. Figure 1 D shows a top view of a third embodiment of the thermoplastic composite hybrid component of the invention. The outer layer consists of three pieces. Figure 1 E shows a top view of a fourth embodiment of the thermoplastic composite hybrid component of the invention. The outer layer consists of two pieces. There is a small strip of the top region in the length direction without outer layer in between the two pieces of outer layer.

[0019] Figure 2A shows a fifth embodiment of the thermoplastic composite hybrid component of the invention that is similar to the first embodiment, with the difference23POLY0130-WO-ORD7 that the four corners of the components are rounded. Figure 2B shows a partial cross section over the dotted-dashed line shown in Figure 2A of a first embodiment of a peripheral flange. Figure 3A shows a partial cross section over the dotted-dashed line shown in Figure 2A of a second embodiment of a peripheral flange, wherein Figure 3B shows a partial top view of the cover with details of the flange shown in Figure 3A, and Figure 3C shows a cross section A-A as shown in Figure 3B, wherein the flange is fastened by a fastener to an object such as for example a tray. Figure 4A shows a partial cross section over the dotted-dashed line shown in Figure 2A of a third embodiment of a peripheral flange, wherein Figure 4B shows a partial top view of the cover with details of the flange shown in Figure 4A, and Figure 4C shows a cross section A-A as shown in Figures 4A,B, wherein the flange is fastened by a fastener to an object such as for example a tray.Vehicle component

[0020] The present invention relates to a vehicle component comprising an overmoulded thermoplastic composite hybrid component comprising a core of a (flame retardant) fiber filled thermoplastic, preferably polypropylene, composite resin composition and at least one outer layer of a continuous fiber reinforced thermoplastic, preferably polypropylene, composite material.

[0021] In an embodiment, the vehicle component is formed for at least 70 wt.%, such as for at least 80 wt.%, such as for at least 90 wt.%, such as for at least 95 wt.% or even 100 wt.% of said thermoplastic composite hybrid component. Other components of said vehicle component may include closure means or fastening means.

[0022] In an embodiment, the vehicle component has a flame retardancy indicated by an UL battery thermal runaway measured under UL2596 test method for Thermal and Mechanical Performance of Battery Enclosure Materials.Method of UL2596 test

[0023] The UL battery thermal runaway (UL2596) test simulates realistic thermal runaway conditions (high temperature, grit impingement and pressure of 2.5 bar). For an embodiment having an outer layer on one side of the core, during the test, the composite side of the sample was placed in two different positions including directly and indirectly facing the source of the grit-flame and pressure. Battery enclosures are tested for materials under the Battery Enclosure Material Screening (BEMS). This is23POLY0130-WO-ORD8 carried out to evaluate the performance of different battery enclosure materials in response to a thermal runaway event using the UL 2596, Test Method for Thermal and Mechanical Performance of Battery Enclosure Materials. This test simulates a realistic thermal runaway conditions at high flame temperature, with grit impingement and nominal peak pressure of 2.5 bar with an orifice size of 16 mm.

[0024] In an embodiment, the vehicle component has a flame retardancy indicated by a cyclic grit- flame burner at a temperature of between 1 ,100 and 1 ,200 °C and heat flux above 200 kiloWatt per square meter (kW / m2) flowed on the sample at high speed of approximately 75 m / s that impinged AI2O3grit to mimic the abusive thermal environment in a lithium-ion battery thermal runaway.

[0025] A number of cycles before failure of at least 6 is preferred, preferably at least 7 regardless of the thickness. In an embodiment comprising one outer layer, a number of cycles before failure of at least 6 is preferred, preferably at least 7, on the over-moulding side, being the side opposite the outer layer. In an embodiment comprising one outer layer, a number of cycles before failure of at least 4 is preferred, preferably at least 5, on the side of the outer layer.Method for Torch and Grit (TaG) test

[0026] A torch and grit test can mimic the thermal impact of thermal runaway using a torch and grit impingement made of aluminium oxide or alumina (AI2O3). In such a test, the thermal exposure consists of greater than 1 ,100 degrees Centigrade (°C) and grits at velocities as high as 75-150 m / s. The samples (having a dimension of 10.15 cm times 10.16 cm) were subjected to a grit-air-blast propane flame burner having a temperature of between 1 , 100 and 1 ,200 °C and heat flux above 200 kiloWatt per square meter (kW / m2) flowed on the sample at high speed of approximately 75 m / s that impinged AI2O3grit to mimic the abusive thermal environment in a lithium-ion battery thermal runaway. The test is a cyclic test with each cycling having a directed flame duration of 15 seconds and a grit blast, with a spread out flame of 5 seconds. The total cycle duration is 20 seconds. The total number of cycles before burn through of failure of a sample gives an indication of the resistance against thermal stress.

[0027] In an embodiment, the vehicle component meets the flame retardancy criteria indicated by a bonfire test according to GB38031-2020, being China's national standard for lithium-ion battery safety. This test is carried out by preparing a test specimen being a full assembly of the battery enclosure of tray with dummy battery modules, a cover and an underbody shield with a total length of 185 cm, a total width23POLY0130-WO-ORD9 of 142.5 cm, and a total height of 15.2 cm. A gasoline pan with flames is positioned on a track so that it can be laterally moved beneath the test specimen that is placed on a rack 50 cm above the track. This test specimen is first pre-heated for 60 second when the gasoline pan is moved towards the test specimen, and then the test specimen is in a direct contact with the flame of the burning gasoline pan for 70 seconds. Thereafter a baffle plate of refractory material, also present on the track is moved in between the burning gasoline pan and the test specimen for a period of 60 seconds (indirect exposure). Then the fire source is removed. When the test specimen does not burn two minutes after removal of the fire source, the test specimen has passed the test.

[0028] In an embodiment, the vehicle component is a top cover of a battery component, a bottom tray of a battery component and / or a thermal barrier of a battery component and / or an underbody shield or underbody panel.

[0029] In an embodiment, the vehicle component has a length of at least 50 cm and / or a width of at least 50 cm.

[0030] In an embodiment, the vehicle component has a flange region defining a peripheral section of the vehicle component, wherein the peripheral section comprises a peripheral flange.

[0031] Figure 2(b) shows a first option for a flange design of a peripheral flange 5. Other options for a flange design of a peripheral flange 5’; 5” are shown in Figures 3(a)-4(c). In the embodiments shown, the top region 4 is connected by means of a connection part 13 of the vehicle component to the peripheral flange 5; 5’; 5”, The connection part 13 may extend non-planar with respect to the top region 4 and / or the peripheral flange 5; 5’; 5”. The connection part 13 defines an obtuse angle, for example between 110-160 degrees, with the top region 4 and / or the peripheral flange 5; 5’; 5” as shown.

[0032] The present inventors have observed that when (chopped) fiber filled over moulded thermoplastic resin is used, near the free edge(s) 9; 9’; 9” significantly aligned glass fiber was observed. This had the effect that the edges 9; 9’; 9” showed little shrinkage compared to the rest of the component 1 ; the resulting differential shrinkage might possibly cause higher warpage. For the design option shown in Figures 3(a)-(c) the present inventors observed that this peripheral flange 5’ improved the bending stiffness of the part and hence the overall performance and functional requirement, however, this may also lead to the warpage being increased as a result of the edges 9’. Figures 4(a)-(c) shows a significantly improved and hence desirable design of a peripheral flange 5” that combines improved bending stiffness of the part23POLY0130-WO-ORD10 and improved overall performance and functional requirements, while not leading to any (increased) warpage. This option having a single end forming (free) edge 9” eliminates free end forming edges as much as possible without affecting stiffness of the flange that comes from the geometry. This embodiment of figures 4(a)-(c) clearly shows that the characteristics of the panel may be tuned by a careful selection of geometry of the flanges, thereby balancing bending stiffness on the one side with low warpage on the other side.

[0033] The peripheral flange 5; 5’; 5” may comprise spaced assembly features indicated with dashed-dotted line 10 in Figure 2(b) and with reference sign 10’ in figure 3(b) and 10” in figure 4(b). These assembly features may comprise for examples assembly holes, for assembling the peripheral flange to an object 14 such as a tray of a battery component, for example by means of a fastener 1 1 ; 11 ’. The at least one flange section may comprise the spaced assembly features, for examples assembly holes. The (at least one) flange section 8 may comprise the spaced assembly features which may be provided after manufacturing the vehicle component 1. The spaced assembly features of the peripheral flange 5’; 5” may comprise mounting bosses 10’; 10” as shown. In the mounting bosses 10’; 10” an assembly hole 12; 12’ for receiving a fastener for assembly may be provided during or after manufacturing the vehicle component 1. The mounting bosses 10’; 10” may be cylindrical mounting bosses as shown.

[0034] The peripheral flange 5; 5’; 5” comprises at least one flange section 8; 8’; 8a, 8b, 8c, 8d extending parallel to at least one other portion of the vehicle component, such as the substantially flat top region 4. In the embodiments shown the flange section 8; 8’; 8a, 8b, 8c, 8d is non-planar with respect to the substantially flat top region 4.

[0035] The peripheral flange 5’; 5” comprises flange sections, i.e., more than one flange section.

[0036] The flange sections 7a, 7b, 7c, 8’ of the peripheral flange 5’ as shown in Figure 3(a) are connected to each other, wherein a transition between two flange sections defines a substantially perpendicular angle. The flange sections 7a, 7b, 7c, 8’ provide a peripheral flange 5’ having improved bending stiffness as indicated above.

[0037] The flange sections 7a’, 7b’, 7c’, 7d’, 7e’, 8a, 8b, 8c, 8d of the peripheral flange 5” as shown in Figure 4(a) are connected to each other, wherein a transition between flange sections defines at least one perpendicular angle, at least one obtuse angle and / or at least one acute angle as shown. The peripheral flange 5” combines23POLY0130-WO-ORD11 improved bending stiffness of the part by means of the flange sections and improved overall performance and functional requirements, such as improved sealing, while not leading to any (increased) warpage. This option has the preferred single end forming free edge 9’. Such a single end forming free edge may also be provided with a different design of multiple flange sections such as for example at least three flange sections, wherein a transition between the flange sections defines at least one perpendicular, at least one obtuse and / or at least one acute angle.Thermoplastic composite hybrid component

[0038] Said hybrid component comprising a core of a (flame retardant) fiber filled thermoplastic, preferably polypropylene, composite resin composition and at least one outer layer of a continuous fiber reinforced thermoplastic, preferably polypropylene, composite material.

[0039] In an embodiment, the over-moulded thermoplastic composite hybrid component is a panel.

[0040] In an embodiment, the component is a panel having a sandwich structure comprising a core of the thermoplastic, preferably polypropylene, composite resin composition provided on opposite sides with the outer layer of continuous fiber reinforced thermoplastic, preferably polypropylene, composite material.

[0041] In an embodiment, the thermoplastic composite hybrid component has a top region that may be substantially planar or flat, surrounded by a flange region. The width and / or length of the vehicle component comprises both the flat region and the flange region. In an embodiment, the top region has a width of between 30 cm to 200 cm (300 mm to 2000 mm) and / or a length of between 30 cm to 300 cm (300 mm to 3000 mm) and / or a height of between 0.2 cm to 50 cm (2 mm to 500 mm). The flange region may comprise the peripheral flange 5; 5’; 5” as discussed above.

[0042] In an embodiment, the flange region has a width of 0.5 cm to 20 cm (5 mm to 200 mm). In an embodiment, the flange region completely surrounds the top region. In an embodiment, the radial width of the flange region is between 0.5 cm to 20 cm (5 mm to 200 mm).

[0043] In an embodiment, the outer layer form at least part of the outer surface of the thermoplastic composite hybrid component. In an embodiment, the outer layer form at least part of the top region of the outer surface of the thermoplastic composite hybrid component. In an embodiment, the outer layer covers at least 75 %, preferably23POLY0130-WO-ORD12 at least 80 %, of the top region of the thermoplastic composite hybrid component. In an embodiment, the outer layer is not present in the flange region.ic composite resin composition

[0044] The composite resin compositions for the core layer of the hybrid component comprises a thermoplastic, preferably polypropylene, resin, fibers as fillers and preferably also a flame retardant. Each of these three will be discussed separately below.Flame retardant

[0045] In an embodiment, the fiber filled thermoplastic is a flame retardant fiber filled thermoplastic.

[0046] In an embodiment, the core is of a flame retardant fiber filled thermoplastic composite resin composition.

[0047] In an embodiment, the continuous fiber reinforced thermoplastic, preferably polypropylene, composite material comprises a flame retarding agent, preferably an intumescent flame retarding agent. In an embodiment, the flame retardant fiber filled thermoplastic, preferably polypropylene, composite resin composition comprises an intumescent flame retarding agent (also called IFR, intumescent flame retardant). In a preferred embodiment, this intumescent flame retarding agent is a mixture of a first flame retardant being particles comprising ammonium polyphosphate and at least one phosphate selected from the group consisting of melamine phosphate, melamine polyphosphate, melamine pyrophosphate, piperazine phosphate, piperazine polyphosphate, piperazine pyrophosphate, 2-methylpiperazine monophosphate and a second flame retardant comprises an aromatic phosphate ester.Fiber as filler

[0048] The filler may be glass fiber, but may also be carbon fiber, aramid fiber, basal fiber or a combination of two or more of these fibers, but is preferably glass fiber. In an embodiment, the (flame retardant) fiber filled thermoplastic, preferably polypropylene, composite resin composition is a glass fiber filled thermoplastic, preferably polypropylene, composite resin composition, such as a short glass fiber filled thermoplastic, preferably polypropylene, composite resin composition or long glass fiber filled thermoplastic, preferably polypropylene, composite resin composition. In an embodiment, the fiber as filler is not a continuous fiber.23POLY0130-WO-ORD13Thermoplastic composite resin

[0049] The thermoplastic composite resin comprises at least one thermoplastic resin as a matrix in which the fibers are present / dispersed. The thermoplastic resin is preferably a polypropylene (PP). Other possible thermoplastic resins are other polyolefins and polyamide resins, such as Nylon, or a mixture thereof.

[0050] In an embodiment, the thermoplastic resin is polypropylene resin and / or wherein the thermoplastic composite material is a polypropylene composite material.

[0051] The composite resin may include a thermoplastic (e.g. PP-based) polymer, a (flame retardant) composition, additive (including intumescent flame retardant additives and others such as heat stabilizers and lubricant) and glass fibers. The amount of the thermoplastic (e.g. PP-based) polymer is 10 to 50 weight percentage (wt.%) with respect to the total composition, for example, 20 to 30 wt.%, 25 to 35 wt.%. The PP can be a PP homopolymer or a PP copolymer, either including random copolymers, (multi)block copolymers or any combination of them.

[0052] In an embodiment, the composite resin composition in the hybrid component is foamed, preferably with a foaming degree of between 25 % to 100 %.Continuous fiber reinforced thermoplastic composite material

[0053] As the continuous fiber reinforced thermoplastic composite material (preferably polypropylene composite material) any material may be used that comprise continuous fibers embedded in a thermoplastic, preferably polypropylene, composite material.

[0054] In an embodiment, the continuous fiber reinforced thermoplastic, preferably polypropylene, composite material is either: an organosheet in which a plurality of fibers are embedded in a thermoplastic, preferably polypropylene, matrix, preferably wherein the plurality of fibers are in the form of a woven fabric of fibers, a knitted fabric of fibers, braided fibers or non-woven fibers, or a UD tape, preferably a two or more layers of UD tapes that are in crossed configuration, such as between 2 and 8 crossed layers of UD tape, wherein the UD tape layers have crossing degrees of between 15 and 90 degrees.

[0055] In a preferred embodiment, the continuous fiber reinforced thermoplastic, preferably polypropylene, composite material a woven organosheet or a UD tape.23POLY0130-WO-ORD14

[0056] The continuous fiber reinforced thermoplastic composite may be a so- called woven continuous fiber fabric or WCFF. This may be in the form of a WCFF - thermoplastic semi-pregs. A semi-preg or semi-finished product is a WCFF that is powder coated with a thermoplastic resin, that is either flame retardant or non-flame retardant. Consolidation or lamination is a process by which a semi-preg is exposed to heat, cooling, and tonnage / pressure over a defined time using a lamination press to fabricate the thermoplastic composite laminate, which is the final product. The WCFF may include glass fibers, carbon fiber or a combination thereof.

[0057] In an embodiment, the outer layer is divided in multiple pieces that together form the outer layer. For example, two or more pieces of e.g. an organosheet, may be used that together form an outer layer, such as two, three, four, five or six pieces. The pieces may each have the same size and shape. The pieces of the outer layer may divide the length and / or width direction of the outer layer into two or more parts. These pieces of outer layer are shown in the embodiments of Figure 1 .Organosheet

[0058] In an embodiment, the continuous fiber reinforced thermoplastic, preferably polypropylene, composite material is in the form of an organosheet, preferably a woven organosheet. In such an organosheet a plurality of fibers are embedded in a thermoplastic, preferably polypropylene, matrix. Preferably, the plurality of fibers are in the form of a woven fabric of fibers, a knitted fabric of fibers, braided fibers or non-woven fibers. To obtain the lowest possible warpage, the symmetry or isotropy of the continuous fibers is important, preferably in multiple dimensions. In this respect, a woven fabric is preferred over knitted fabric, braided fibers or non-woven fibers because of the strong weft / warp structure.

[0059] In an embodiment, the (woven) organosheet has a thickness of between 0.2 and 0.5 mm.UD tape

[0060] In an embodiment, the continuous fiber reinforced thermoplastic, preferably polypropylene, composite material is in a UD tape or preferably a two or more layers of UD tapes that are in crossed configuration. In an embodiment, between 2 and 8 crossed layers of UD tape are used, wherein the UD tape layers have crossing degrees of between 15 and 90 degrees. The UD tape may also be a slit UD tape. The23POLY0130-WO-ORD15UD tape layers may have varying crossing degrees, such as 15 degrees, 30 degrees, 45 degrees, 90 degrees or one or more combinations thereof.Continuous fiber

[0061] In an embodiment, the fibers in the continuous fiber reinforced thermoplastic, preferably polypropylene, composite material are selected from the group consisting of glass fibers, aramid fibers, basalt fibers, carbon fibers, and a combination of two or more thereof, preferably glass fibers.Thermoplastic composite resin

[0062] The thermoplastic resin is preferably a polypropylene (PP). Other possible thermoplastic resins are other polyolefins and polyamide resins, such as Nylon, or a mixture thereof. The thermoplastic resin is preferably the same as the thermoplastic resin discussed above. The PP can be a PP homopolymer or a PP copolymer, either including random copolymers, (multi)block copolymers or any combination of them.Flame retardant

[0063] The continuous fiber reinforced thermoplastic, preferably polypropylene, composite material may optionally comprises a flame retarding agent, preferably an intumescent flame retarding agent.Specific embodiments of vehicle component

[0064] In a first specific embodiment, the vehicle component comprises an overmoulded thermoplastic composite hybrid panel having a sandwich structure comprising a core of a flame retardant long glass fiber filled thermoplastic, preferably polypropylene, composite resin composition and two outer layers of a organosheet having a thickness of between 0.2 and 0.5 mm, said panel having a thickness of between 2.0 and 6.0 mm and said vehicle component having a length of at least 50 cm and / or a width of at least 50 cm. A flame retardant organosheet may be used for improved flame performance.

[0065] In a second specific embodiment, the vehicle component comprises an over-moulded thermoplastic composite hybrid panel having a sandwich structure comprising a core of a foamed flame retardant long glass fiber filled thermoplastic, preferably polypropylene, composite resin composition and one or two outer layers of a, preferably flame retardant organosheet having a thickness of between 0.2 and 0.523POLY0130-WO-ORD16 mm, said panel having a thickness of between 2.0 and 6.0 mm and said vehicle component having a length of at least 50 cm and / or a width of at least 50 cm.Method

[0066] In a second aspect, the invention relates to a method of producing an over-moulded thermoplastic composite hybrid component comprising injection overmoulding of flame retardant fiber filled thermoplastic, preferably polypropylene, composite resin composition to at least one outer layer of a continuous fiber reinforced thermoplastic, preferably polypropylene, composite material.

[0067] In an embodiment, an over-moulded thermoplastic composite hybrid sandwich component is produced by injection over-moulding of flame retardant fiber filled thermoplastic, preferably polypropylene, composite resin composition in between two outer layers of a continuous fiber reinforced thermoplastic, preferably polypropylene, composite material.Core back foaming

[0068] In an embodiment, during over-moulding, the fiber filled thermoplastic composite resin composition is foamed using core back foaming, preferably wherein core back foaming is carried out with a foaming degree of between 25 to 100 %.

[0069] Foaming can be carried out using chemical and / or physical foaming agents and these foaming agents may be introduced in the melt of the thermoplastic, preferably polypropylene, resin.

[0070] In an embodiment, core back foaming is carried over between 50 and 100 % of surface of the component.

[0071] In an embodiment, the composite resin composition in the hybrid component is foamed using core back foaming and there are either one or two outer layers.

[0072] In an embodiment, the composite resin composition is not foamed and there are two outer layers.Specific embodiments

[0073] In a first specific embodiment, the method comprises the steps of: i) providing an injection mould having a core side and a cavity side;23POLY0130-WO-ORD17 ii) adding at least one outer layer on the core side and optionally one outer layer on the cavity side of the injection mould; iii) injection over-moulding with a flame retardant fiber filled thermoplastic, preferably polypropylene, composite resin composition to form the panel; iv) optionally core back foaming the flame retardant fiber filled thermoplastic, preferably polypropylene, composite resin composition to form a foamed panel.

[0074] In a second, more specific embodiment, the method comprises the steps of: i) providing an injection mould having a core side and a cavity side; ii) adding an outer layer on the core side and adding an outer layer on the cavity side of the injection mould; iii) injection over-moulding with a flame retardant fiber filled thermoplastic, preferably polypropylene, composite resin composition to form the panel.

[0075] In a third, more specific embodiment, the method comprises the steps of: i) providing an injection mould having a core side and a cavity side; ii) adding an outer layer on the core side and adding an outer layer on the cavity side of the injection mould; iii) injection over-moulding with a flame retardant fiber filled thermoplastic, preferably polypropylene, composite resin composition to form the panel; iv) core back foaming the flame retardant fiber filled thermoplastic, preferably polypropylene, composite resin composition to form a foamed panel.

[0076] The present inventors observed that the use of composite also showed significant improvement in thermal runaway tests, such as UL2596.

[0077] Other variations to the disclosed embodiments can be understood and effected by those skilled in the art in practicing the claimed invention, from a study of the drawings, the disclosure, and the appended claims. In the claims, the word "comprising" does not exclude other elements or steps, and the indefinite article "a" or "an" does not exclude a plurality. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measured cannot be used to advantage. The scope of the present invention is defined by the appended claims. One or more of the objects of the invention are achieved by the appended claims.23POLY0130-WO-ORD18REFERENCE LIST1 thermoplastic composite hybrid component2 core3 outer layer4 top region5; 5’; 5” peripheral flange8; 7a, 7b, 7c, 8’; 7a’, 7b’, 7c’, 7d’, 7e’, 8a, 8b, 8c, 8d flange sections9; 9’; 9” end forming edge10; 10’; 10” assembly features11 ; 11 ’ fastener12; 12’ assembly hole13 connection part14 objectEXAMPLES

[0078] The present invention is further elucidated based on the Examples below which are illustrative only and not considered limiting to the present invention.

[0079] The present inventors have prepared hybrid panels according to the invention. The first type of the hybrid panels are the sandwich structures having a core of a flame retardant fiber filled thermoplastic composite resin composition and two outer layers of a continuous fiber reinforced thermoplastic composite material (organosheets). The second type of the hybrid panels have a layer of a flame retardant fiber filled thermoplastic resin composition on one side and a layer of a continuous fiber reinforced thermoplastic composite material on the other side. The organosheets are flame retardant and non-flame retardant composite materials. These hybrid panels were tested as well as two comparative panels, one without any organosheets and one being a sheet moulding compound or SMC. The inventors carried out these tests with the purposes to compare their flame performance and thermomechanical strength performance under high temperature and abrasive conditions similar to Lithium-ion battery thermal runaway.Example according to the invention

[0080] As non-flame retardant organosheet were used the commercially available organosheet under the tradename of TEPEX® Dynalite (EN ALIOR) and23POLY0130-WO-ORD19TECATEC (ENSINGER). These are non-flame retardant continuous glass fiber / polypropylene organosheets. TEPEX Dynalite 104 - RG600 (1 ) / 47% organosheet is 0.5 mm thick and is based on 600 grams per square meter (gsm) twill 2x2 woven continuous E-glass fiber fabric. TECATEC PP GF50 X280 black organosheet is 0.3 mm thick and is based on 280 gsm twill 2x2 woven continuous glass fiber fabric. These non-flame retardant organosheets were used to produce a first series of hybrid panels.

[0081] To produce the first series of hybrid panels, the organosheets were overmoulded using STAMAX™ 30YH570 (a high flow, halogen free flame retardant, copolymer with 30% of long glass fiber chemically coupled to the polyproplyene matrix, having a density of 1286 kg / m3). STAMAX™ 30YH570 is a SABIC commercially available resin produced using a manufacturing process called wire coating process.

[0082] Example 1 : Two non-flame retardant TECATEC PP GF50 X280 black organosheets (each having a thickness of 0.3 mm) were injection over-moulded with STAMAX™ 30YH570 to an overall thickness of the hybrid panel of 2.5 mm. That panel had 8 burn-through cycles before failure.

[0083] Example 2: One non-flame retardant TEPEX® Dynalite104 - RG600 (1 ) / 47% organosheet (having a thickness of 0.5 mm) was injection over-moulded with STAMAX™ 30YH570 to an overall thickness of the hybrid panel of 3 mm. This panel had 4 burn-through cycles before failure on the organosheet side and 6 burn-through cycles before failure on the over-moulded side.

[0084] Example 3: One non-flame retardant TEPEX® Dynalite104 - RG600 (1 ) / 47% organosheet (having a thickness of 0.5 mm) was injection over-moulded with core back foaming with STAMAX™ 30YH570 to an overall thickness of the hybrid panel of 3 mm, with a foaming degree of 25%. Foaming helps to mitigate the panel warpage as this is an asymmetric panel. It also contributes to weight reduction of the panel. This panel had 4 burn-through cycles before failure on the organosheet side and 6 burn-through cycles before failure on the over-moulded side.

[0085] Comparative example 1 without non-flame retardant organosheets (purely STAMAX™ 30YH570) having a thickness of 3 mm, had only 4 burn-through cycles before burn through.

[0086] Comparative example 2 without non-flame retardant organosheets (purely STAMAX™ 30YH570) having a thickness of 4 mm, had 7 burn-through cycles before burn through.

[0087] Comparative example 3 being a sheet moulding compound (SMC) as commercially obtained (tradename Flamevex from IDI composites international, based23POLY0130-WO-ORD20 on styrene with glass fibers) having a thickness of 2.5 mm was also tested as a comparative and that had 5 cycles before burn through.

[0088] This clearly shows that the present invention has excellent results in the cyclic torch and grit test with equal or lower thickness. The inventive panel shows improved performance with higher number of burn-through cycles to failure than the comparative examples. Without wishing to be bound to a particular theory, the present inventors believe that this is an indication that the inventive panel will also show equivalent or better performance than 4 mm STAMAX 30YH570 and 3 mm STAMAX 30YH570 in UL2596 tests, with potential applications in EV battery pack enclosures.

[0089] As flame retardant organosheets were used SABIC internal developmental organosheet grades. These are flame retardant continuous glass fiber / polypropylene organosheets and are based on 400 grams per square meter (gsm) balanced plain weave woven continuous E-glass fiber fabric. 0.6, 1 and 1.3 mm of these organosheets were used to produce the second series of hybrid panels. To produce the second series of hybrid panels, the flame retardant organosheets were injection over-moulded using STAMAX™ 30YH570.

[0090] Example 4: Two flame retardant organosheets (each having a thickness of 0.6 mm) were injection over-moulded with STAMAX™ 30YH570 to an overall thickness of the hybrid panel of 3.5 mm. This panel had 16 burn-through cycles before failure.

[0091] Example 5: Two flame retardant organosheets (each having a thickness of 1 mm) were injection over-moulded with STAMAX™ 30YH570 to an overall thickness of the hybrid panel of 4 mm. This panel had 27 burn-through cycles before failure.

[0092] Example 6: Two flame retardant organosheets (each having a thickness of 1.3 mm) were injection over-moulded with STAMAX™ 30YH570 to an overall thickness of the hybrid panel of 4.5 mm. This panel had 32 burn-through cycles before failure.

[0093] Comparative example 4 (same as Comparative example 2) without flame retardant organosheets (purely STAMAX™ 30YH570) having a thickness of 4 mm, had 7 burn-through cycles before burn through.

[0094] Comparative example 5 being a hybrid panel made of non-flame retardant organosheet having 0.5 mm injection over-moulded with STAMAX™ 30YH570) to an overall thickness of 5 mm. This hybrid panel had 15 burn-through cycles before failure.23POLY0130-WO-ORD21

[0095] The cyclic torch and grit test results clearly indicate that the flame retardant organosheets based hybrid panels have excellent results with equal or lower thickness with respect to the non-flame retardant organosheet based hybrid panels and pure STAMAX™30YH570 panels. The materials cited above for the inventive panel were used to prepare a battery tray having a width of 1298 mm, a length of 1773 mm and a thickness of 106 mm as well as a battery cover having a width of 1298 mm, a length of 1774 mm and a thickness of 126 mm. Note that the tray which is a semi- structural component was manufactured using pure STAMAX™30YH570 whereas the cover which is a structural component was manufactured using STAMAX™30YH570 and two layers or panels of organosheet.Bonding Strength of the Thermoplastic Composite Hybrid Component

[0096] Bonding strength of the thermoplastic composite hybrid structure was accessed by means of short beam strength test per ASTM D2344 / D2344-16 and peel test per EN-1464. Short beam strength and peel test results of specimens of 1-sided thermoplastic composite hybrid structure indicate cohesive failure in the organosheet, meaning that the over-moulding bonding strength between the organosheet and STAMAX™30YH570 is stronger than the bonding of the organosheet PP to the organosheet continuous glass fiber. Bonding strength results are consistent with those cyclic torch and grit test which show no sign of premature delamination of the thermoplastic composite hybrid structure under high temperature flame and high velocity grip impingement. Optimized injection moulding conditions have help to achieving good bonding in the thermoplastic composite hybrid structure.Warpage and shrinkage of the Thermoplastic Composite Hybrid Component / Cover

[0097] Shrinkage and warpage are critical to producing part with correct size and critical for the assembly of full battery enclosure. ATOS-Q Scanner was used to study the warpage of the thermoplastic composite hybrid cover. This scanning method is primarily used for high-precision, detailed 3D scanning of parts, particularly in quality control applications. In the study, this method was used to compare the dimension stability (warpage and shrinkage) of the cover made of pure STAMAX30YH570 to the hybrid cover made of STAMAX30YH570 and layers / panels of organosheet. The 3D scanning results show high variations in geometry across the entire cover made of pure STAMAX™30YH570 with respect to hybrid composite cover. This indicates that23POLY0130-WO-ORD22 the superior physical properties of thermoplastic composite allow for part design with improved dimensional stability.Clauses1. A vehicle component comprising an over-moulded thermoplastic composite hybrid component, said composite hybrid component comprising a core of a fiber filled thermoplastic composite resin composition and at least one outer layer of a continuous fiber reinforced thermoplastic composite material.2. The vehicle component according to any one of the preceding clauses, wherein the flame retardant fiber filled thermoplastic, preferably polypropylene, composite resin composition comprises an intumescent flame retarding agent, preferably a mixture of a first flame retardant being particles comprising ammonium polyphosphate and at least one phosphate selected from the group consisting of melamine phosphate, melamine polyphosphate, melamine pyrophosphate, piperazine phosphate, piperazine polyphosphate, piperazine pyrophosphate, 2-methylpiperazine monophosphate and a second flame retardant comprises an aromatic phosphate ester.3. The vehicle component according to any one of the preceding clauses, wherein the organosheet has a thickness of between 0.2 and 0.5 mm.4. The vehicle component according to any one of the preceding clauses, wherein the thermoplastic resin is polypropylene resin and / or wherein the thermoplastic composite material is a polypropylene composite material.5. The vehicle component according to any one of the preceding clauses, wherein the fibers in the continuous fiber reinforced thermoplastic composite material are selected from the group consisting of glass fibers, aramid fibers, basalt fibers, carbon fibers, and a combination of two or more thereof, preferably glass fibers.6. The vehicle component according to any one of the preceding clauses, wherein the over-moulded thermoplastic composite hybrid component is a panel.7. The vehicle component according to any one of the preceding claims, wherein said core is of a flame retardant fiber filled thermoplastic composite resin composition.8. The vehicle component according to any one of the preceding clauses, wherein the continuous fiber reinforced thermoplastic, preferably polypropylene, composite material comprises a flame retarding agent, preferably an intumescent flame retarding agent.23POLY0130-WO-ORD239. The vehicle component according to any one of the preceding clauses, wherein the flame retardant fiber filled polypropylene composite resin composition is a glass fiber filled polypropylene composite resin composition, such as a short glass fiber filled polypropylene composite resin composition or long glass fiber filled polypropylene composite resin composition.10. The vehicle component according to any one of the preceding clauses, wherein the composite resin composition in the hybrid component is foamed, preferably with a foaming degree of between 25 % to 100 %.11. The vehicle component according to any one of the preceding clauses, wherein the at least one outer layers is present in two or more pieces.12. The vehicle component according to any one of the preceding clauses, having a substantially flat top region that is at least partially, preferably fully, surrounded by a flanged region.13. The vehicle component according to any one of the preceding clauses, having a substantially planar of flat top region, preferably wherein the top region has a width of between 30 cm to 200 cm and / or a length of between 30 cm to 300 cm and / or a height of between 0.2 cm to 5 cm.14. The vehicle component according to any one of the preceding clauses, having a flange region surrounding at least part of the top region, preferably wherein the flange region has a width of 0.5 cm to 20 cm.15. The vehicle component according to any one of the preceding clauses, wherein the peripheral section comprises a peripheral flange and wherein the peripheral flange comprises spaced assembly features, for examples assembly holes, for assembling the peripheral flange to an object, for example by means of a fastener.16. The vehicle component according to clause 14 and 15, wherein the at least one flange section comprises the spaced assembly features, for examples assembly holes.17. The vehicle component according to any one of the preceding clauses 15-16, wherein the spaced assembly features comprise mounting bosses.18. The vehicle component according to any one of the preceding clauses 15-17, wherein the peripheral flange comprises a single end forming edge.19. The vehicle component according to claim 12, wherein the top region is connected by means of a connection part of the vehicle component to the peripheral flange, preferably the connection part extends non-planar with respect to the top region and / or the peripheral flange.23POLY0130-WO-ORD2420. Vehicle component according to clause 1 , comprising an over-moulded thermoplastic composite hybrid panel having a sandwich structure comprising a core of a flame retardant long glass fiber filled thermoplastic, preferably polypropylene, composite resin composition and two outer layers of a, preferably flame retardant, organosheet having a thickness of between 0.2 and 0.5 mm, said panel having a thickness of between 2.0 and 6.0 mm and said vehicle component having a length of at least 50 cm and / or a width of at least 50 cm.21. The method according to clause 20, wherein during over-moulding the composite resin composition is foamed using core back foaming, preferably wherein core back foaming is carried out with a foaming degree of between 25 to 100 %.22. The method according to clause 21 , wherein the over-moulded thermoplastic composite hybrid component is a panel and core back foaming is carried over between 50 and 100 % of surface of the panel.23. The method according to any one of the preceding clauses, wherein the over-moulded thermoplastic composite hybrid component is a panel and the composite resin composition is foamed using core back foaming and wherein the panel comprises either one or two outer layers.24. The method according to any one of clauses 30-34, wherein the overmoulded thermoplastic composite hybrid component is a panel and the composite resin composition is not foamed, the panel comprises two outer layers.

Claims

1. 23POLY0130-WO-ORD25CLAIMS1. A vehicle component comprising an over-moulded thermoplastic composite hybrid component, said composite hybrid component comprising a core of a fiber filled thermoplastic composite resin composition and at least one outer layer of a continuous fiber reinforced thermoplastic composite material.

2. The vehicle component according to claim 1 , wherein the continuous fiber reinforced thermoplastic composite material is either:* an organosheet in which a plurality of fibers are embedded in a thermoplastic, preferably polypropylene, matrix, preferably wherein the plurality of fibers are in the form of a woven fabric of fibers, a knitted fabric of fibers, braided fibers or non-woven fibers, or* a UD tape, preferably a two or more layers of UD tapes that are in crossed configuration, such as between 2 and 8 crossed layers of UD tape, wherein the UD tape layers have crossing degrees of between 15 and 90 degrees.

3. The vehicle component according to any one of the preceding claims, having: a) a flame retardancy indicated by an UL battery thermal runaway measured under UL2596 test method for Thermal and Mechanical Performance of Battery Enclosure Materials; and / or b) a flame retardancy indicated by a cyclic grit-flame burner at a temperature of between 1 ,100 and 1 ,200 °C and heat flux above 200 kiloWatt per square meter (kW / m2) flowed on the sample at high speed of approximately 75 m / s that impinged AI2O3grit to mimic the abusive thermal environment in a lithium-ion battery thermal runaway, wherein the number of cycles before burn through is at least 6; and / or c) compliance with the flame retardancy criteria indicated by a bonfire test according to GB38031-2020.

4. The vehicle component according to any one of the preceding claims, wherein the panel has a sandwich structure comprising a core of the composite resin composition provided on opposite sides with the outer layer.

5. The vehicle component according to any one of the preceding claims, wherein the vehicle component is a top cover of a battery component and / or a bottom tray of a battery component and / or a thermal barrier of a battery component and / or an underbody shield or underbody panel.23POLY0130-WO-ORD266. The vehicle component according to any one of the preceding claims, wherein the vehicle component has a length of at least 50 cm and / or a width of at least 50 cm.

7. The vehicle component according to any one of the preceding claims, having a flange region defining a peripheral section of the vehicle component, wherein the peripheral section comprises a peripheral flange.

8. The vehicle component according to claim 7, wherein the peripheral flange comprises at least one flange section extending parallel to at least one other portion of the vehicle component, preferably the flange section is non-planar with respect to the at least one other portion.

9. The vehicle component according to any one of the preceding claims 7-8, wherein the peripheral flange comprises flange sections, wherein a transition between the flange sections defines at least a perpendicular, at least a obtuse or at least an acute angle.

10. Vehicle component according to claim 1 , comprising an over-moulded thermoplastic composite hybrid panel having a sandwich structure comprising a core of a foamed flame retardant long glass fiber filled thermoplastic, preferably polypropylene, composite resin composition and one or two outer layers of a, preferably flame retardant, organosheet having a thickness of between 0.2 and 0.5 mm, said panel having a thickness of between 2.0 and 6.0 mm and said vehicle component having a length of at least 50 cm and / or a width of at least 50 cm11. A method of producing an over-moulded thermoplastic composite hybrid panel comprising injection over-moulding of flame retardant fiber filled thermoplastic, preferably polypropylene, composite resin composition to at least one outer layer of a continuous fiber reinforced thermoplastic, preferably polypropylene, composite material.

12. The method according to claim 11 , wherein an over-moulded thermoplastic composite hybrid sandwich panel is produced by injection over-moulding of flame retardant fiber filled thermoplastic, preferably polypropylene, composite resin composition in between two outer layers of a continuous fiber reinforced thermoplastic, preferably polypropylene, composite material.

13. The method according to any one of claims 11-12, wherein the method comprises the steps of:* providing an injection mould having a core side and a cavity side;23POLY0130-WO-ORD27* adding at least one outer layer on the core side and optionally one outer layer on the cavity side of the injection mould;* injection over-moulding with a flame retardant fiber filled thermoplastic, preferably polypropylene, composite resin composition to form the panel;* optionally core back foaming the flame retardant fiber filled thermoplastic, preferably polypropylene, composite resin composition to form a foamed panel.

14. The method according to claim 11-13, wherein the method comprises the steps of:* providing an injection mould having a core side and a cavity side;* adding an outer layer on the core side and adding an outer layer on the cavity side of the injection mould;* injection over-moulding with a flame retardant fiber filled thermoplastic, preferably polypropylene, composite resin composition to form the panel.

15. The method according to claim 11-14, wherein the method comprises the steps of:* providing an injection mould having a core side and a cavity side;* adding an outer layer on the core side and adding an outer layer on the cavity side of the injection mould;* injection over-moulding with a flame retardant fiber filled thermoplastic, preferably polypropylene, composite resin composition to form the panel;* core back foaming the flame retardant fiber filled thermoplastic, preferably polypropylene, composite resin composition to form a foamed panel.

Images