U.S. patent application number 17/176457 was filed with the patent office on 2021-08-26 for systems and methods for vehicle subassembly and fabrication.
The applicant listed for this patent is DIVERGENT TECHNOLOGIES, INC.. Invention is credited to William Bradley Balzer, Kevin Robert Czinger, Richard Winston Hoyle, Matthew Michael O'Brien, Zachary Meyer Omohundro, Praveen Varma Penmetsa, Broc William TenHouten.
Application Number | 20210261197 17/176457 |
Document ID | / |
Family ID | 1000005570329 |
Filed Date | 2021-08-26 |
United States Patent
Application |
20210261197 |
Kind Code |
A1 |
Czinger; Kevin Robert ; et
al. |
August 26, 2021 |
SYSTEMS AND METHODS FOR VEHICLE SUBASSEMBLY AND FABRICATION
Abstract
A vehicle chassis is provided. The vehicle chassis may comprise
one or more vehicle chassis modules or chassis substructures that
are formed from a plurality of customized chassis nodes and
connecting tubes. The customized chassis nodes and connecting tubes
may be formed of one or more metal and/or non-metal materials. The
customized chassis nodes may be formed with connecting features to
which additional vehicle panels or structures may be permanently or
removeably attached. The vehicle chassis modules or chassis
substructures may be interchangeably and removeably connected to
provide a vehicle chassis having a set of predetermined chassis
safety or performance characteristics.
Inventors: |
Czinger; Kevin Robert; (Los
Angeles, CA) ; Balzer; William Bradley; (Los Angeles,
CA) ; Penmetsa; Praveen Varma; (Los Angeles, CA)
; Omohundro; Zachary Meyer; (Los Angeles, CA) ;
O'Brien; Matthew Michael; (Los Angeles, CA) ;
TenHouten; Broc William; (Los Angeles, CA) ; Hoyle;
Richard Winston; (Los Angeles, CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
DIVERGENT TECHNOLOGIES, INC. |
Los Angeles |
CA |
US |
|
|
Family ID: |
1000005570329 |
Appl. No.: |
17/176457 |
Filed: |
February 16, 2021 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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15253826 |
Aug 31, 2016 |
10960929 |
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17176457 |
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14788154 |
Jun 30, 2015 |
9975179 |
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15253826 |
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62020084 |
Jul 2, 2014 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B33Y 10/00 20141201;
B22F 10/10 20210101; B22F 5/10 20130101; B22F 10/00 20210101; B22F
10/20 20210101; B22F 10/30 20210101; B62D 29/048 20130101; B62D
23/005 20130101; B62D 27/023 20130101; B33Y 80/00 20141201; B22F
7/08 20130101; B62D 29/005 20130101; B62D 21/17 20130101; B62D
29/046 20130101; B62D 27/026 20130101 |
International
Class: |
B62D 21/17 20060101
B62D021/17; B22F 5/10 20060101 B22F005/10; B33Y 10/00 20060101
B33Y010/00; B33Y 80/00 20060101 B33Y080/00; B62D 29/04 20060101
B62D029/04; B62D 27/02 20060101 B62D027/02; B62D 23/00 20060101
B62D023/00; B62D 29/00 20060101 B62D029/00; B22F 7/08 20060101
B22F007/08; B22F 10/20 20060101 B22F010/20; B22F 10/00 20060101
B22F010/00 |
Claims
1. A structure for a vehicle, comprising: a plurality of panels or
tubes having honeycomb shaped or other geometric or organic
internal structures; and a plurality of joint members, each joint
member configured to mate with at least a subset of the plurality
of panels or tubes to form a three-dimensional structure, wherein
the internal structures are formed by 3-D printing.
2. The structure of claim 1, wherein the three-dimensional
structure is formed to meet safety considerations for the
vehicle.
3. The structure of claim 2, wherein at least one of the plurality
of panels or tubes or the plurality of joint members is designed to
break or deform in a controlled and directed manner upon a
collision of the vehicle exceeding a threshold force.
4. The structure of claim 1, wherein the plurality of joint members
are formed by 3-D printing
5. The structures of claim 1, wherein the plurality of joint
members are connected via 3-D printed features, including bosses
and channels designed to created sealed chambers allowing injection
of adhesive, and introduction of vacuum to ensure proper adhesive
application.
6. The structure of claim 1, wherein a plurality of tubes mate with
at least one joint member.
7. The structure of claim 1, wherein at least one panel of the
plurality of panels comprises mounting features to be connected
with at least one joint member or other panel.
8. The structure of claim 1, wherein at least a subset of the
three-dimensional structure is removable and interchangeable with
another set of components to provide the vehicle with desired
safety or performance characteristics.
9.-17. (canceled)
18. A structure for a vehicle, comprising: a plurality of panels,
extrusions, castings, moldings or tubes; and a plurality of joint
members, each joint member configured to mate with at least a
subset of the plurality of panels, extrusions, castings, moldings
or tubes to form a three-dimensional structure, wherein the joint
members are formed by 3-D printing, and wherein the 3-D printed
joint members have 3D printed internal features to support the
application of adhesives or introduction of fasteners for
connection to the plurality of panels, extrusions, castings,
moldings or tubes.
19. The structure of claim 18, wherein the plurality of panels,
extrusions, castings, moldings or tubes are enabled to pass through
the joint member, enabling structural continuity of that structural
component, while still allowing the joint member to be joined to
the component with adhesives or fasteners enabled by 3-D printed
features.
20. A structure for a vehicle, comprising: one or more extrusions
that are trimmed after extrusion to enable close fit to a body
surface wherein the one or more extrusions allow passage of vehicle
components through them; and one or more joint members, each joint
member configured to mate with at least a subset of the plurality
of extrusions to form a three-dimensional structure,
21. The structure of claim 20, wherein the three-dimensional
structure is formed to meet safety considerations for the
vehicle.
22. The structure of claim 21, wherein at least one of the
extrusions or the plurality of joint members is designed to break
or deform in a controlled and directed manner upon a collision of
the vehicle exceeding a threshold force.
23. The structure of claim 20, wherein the plurality of joint
members are formed by 3-D printing.
24. The structure of claim 20, wherein a plurality of joint members
mate with at least one extrusion.
25. The structures of claim 20, wherein the one or more extrusions
are connected via 3-D printed features, including bosses and
channels designed to create sealed chambers allowing injection of
adhesive, and introduction of vacuum to ensure proper adhesive
application joining them to the joint members.
26. A structure for a vehicle, comprising: one or more structural
panels; and one or more 3-D printed locating components, each 3-D
printed locating component configured to mate with one or more
structural panels to form a three-dimensional structure.
27. The structure of claim 26, wherein the three-dimensional
tolerance is maintained by at least one of the 3-D printed locating
components during adhesive setup or during the structural life of
the vehicle.
28. The 3-D printed locating components of claim 27 with the
internal 3-D printed features to enable the delivery of adhesive
and provide for sealing and evacuation of air to create a vacuum in
advance of adhesive introduction.
29. The structure of claim 26, wherein at least one of the 3-D
printed locating components further provides additional locations
for mounting and connection to other components.
30. The structure of claim 26, wherein at least one of the 3-D
printed locating components further provides manufacturing locating
features for figuring or automated assembly.
31. A method of fabricating a vehicle, the method comprising:
designing a vehicle chassis comprising (1) one or more connecting
tubes, extrusions, molded parts, cast parts, or panels, and (2) one
or more joint members, by incorporating one or more safety
considerations into a design of the vehicle chassis; determining a
stress direction and magnitude to be exerted by the one or more
connecting tubes or panels at the one or more joint members; and
manufacturing the one or more joint members, each joint member
having a configuration that (1) supports the stress direction and
magnitude, and (2) incorporates the one or more safety
considerations.
32. The method of claim 31, wherein the manufacturing of the one or
more joint members comprises 3-D printing the one or more joint
members.
33. The method of claim 31, wherein the one or more connecting
tubes, extrusions, molded parts, cast parts, or panels are joined
together by adhesive introduced or managed via 3-D printed
features.
34. The method of claim 31, wherein the one or more connecting
tubes, extrusions, molded parts, cast parts, or panels are joined
together by fastening surfaces which are formed via 3-D
printing.
35. The method of claim 31, wherein the one or more connecting
tubes or panels comprise a honeycomb structure.
36. The method of claim 31, wherein the one more joint members
comprise a honeycomb structure.
37. The method of claim 31, wherein the joint member is configured
to cause the one or more connecting tubes or panels, or the one or
more joint members, to break or deform in a controlled and directed
manner upon a collision of the vehicle exceeding a threshold force.
Description
CROSS-REFERENCE
[0001] This application is a continuation-in-part application of
U.S. patent application Ser. No. 14/788,154, filed Jun. 30, 2015,
now published as US 2016/0016229, which claims priority to U.S.
Provisional Application No. 62/020,084, filed Jul. 2, 2014, which
application also claims the benefit of U.S. Provisional Application
No. 62/212,556, filed Aug. 31, 2015, and U.S. Provisional
Application No. 62/255,372, filed Nov. 13, 2015, each of which is
entirely incorporated herein by reference.
BACKGROUND
[0002] Space frame and monocoque construction are both used in
automotive, structural, marine, and many other applications. One
example of space frame construction can be a welded tube frame
chassis construction, often used in low volume and high performance
vehicle design due to the advantages of low tooling costs, design
flexibility, and the ability to produce high efficiency structures.
These structures require that tubes of the chassis be connected at
a wide variety of angles and may require the same connection point
to accommodate a variety of tube geometries. Traditional methods
fabrication of joint members for connection of such tube frame
chassis may incur high equipment and manufacturing costs.
Additionally, monocoque design may lead to design inflexibility
when using planer elements, or high tooling costs when shaped
panels are incorporated.
SUMMARY
[0003] A need exists for a fabrication method which may be able to
generate joints to connect tubes and/or panels with a variety of
geometric parameters. Provided herein is a method of 3-D printing
joints for the connection of tubes, such as carbon fiber tubes.
Additionally herein is a method of 3D printing joints for the
connection of panels, such as aluminum honeycomb panels. The joints
may be printed according to the specification of geometric and
physical requirements at each tube and/or panel intersection point.
Such geometric and physical requirements may incorporate safety
requirements and/or features. The method of 3-D printing the joints
may reduce manufacturing costs and may be easily scaled.
[0004] The 3-D printing method described in this disclosure may
allow for the printing of fine features on the joints that may not
be achievable through other fabrication methods. An example of a
fine feature described in this disclosure may be centering features
to force the center of a connecting tube and the center of an
adjoining joint protrusion to be co-axial. The centering features
may provide a gap between an outer surface of inner region of a
joint and an inner surface of a connecting tube, through which
adhesive may be applied. Another example may be that nipples can be
printed on the joint which may connect to equipment to introduce
adhesive to bind a joint and tube assembly.
[0005] Aspects of the invention may be directed to a method of
fabricating a vehicle, the method comprising: designing a vehicle
chassis comprising one or more connecting tubes or panels and one
or more joint members, by incorporating one or more safety
considerations into a design of the vehicle chassis; determining a
stress direction and magnitude to be exerted by the one or more
connecting tubes or panels at the one or more joint members; and
manufacturing the one or more joint members, each joint member
having a configuration that (1) supports the stress direction and
magnitude exerted by the one or more connecting tubes or panels at
the joint member, and (2) incorporates the one or more safety
considerations.
[0006] Additional aspects of the invention are directed to a method
of fabricating a joint member for connection of a plurality of
connecting tubes and/or panels forming a space frame, a monocoque
structure, or a hybrid of the two, the method comprising:
determining a relative tube angle, tube size, and tube shape for
each of the plurality of connecting tubes and/or panels to be
connected by the joint member; determining a stress direction and
magnitude to be exerted by the plurality of connecting structural
members at the joint member; and 3-D printing the joint member
having a configuration that (1) accommodates the relative tube or a
panel, angle, tube or panel size, and tube or panel shape at each
joint member, and (2) supports the stress direction and magnitude
exerted by the plurality of connecting tubes or other structural
members, such as panels.
[0007] In some embodiments, the space frame is configured to at
least partially enclose a three-dimensional volume. Each connecting
tube of the plurality of connecting tubes may have a longitudinal
axis along a different plane. The space frame may be a vehicle
chassis frame.
[0008] The method may further comprise 3-D printing centering
features on at least a portion of the joint member. The centering
features may be printed on a joint protrusion of the joint member
configured to be inserted into a connecting tube. The
characteristics of the centering features can be determined based
on the stress direction and magnitude to be exerted by the
plurality of connecting tubes at the joint member. The stress
direction and magnitude to be exerted by the plurality of
connecting tubes at the joint member may be determined empirically
or computationally.
[0009] An additional aspect of the invention may be directed to a
vehicle chassis comprising: a plurality of connecting tubes; and a
plurality of joint members, each joint member sized and shaped to
mate with at least a subset of the plurality of the connecting
tubes in the plurality of connecting tubes to form a
three-dimensional frame structure, wherein the plurality of joint
members are formed by a 3-D printer.
[0010] In some embodiments, each joint member of the plurality of
joint members is sized and shaped such that the joint member
contacts an inner surface and an outer surface of a connecting tube
when the connecting tube is mated to the joint member. Optionally,
at least one joint member of the plurality of joint members
comprises internal routing features formed during 3-D printing of
the joint member. The internal routing features may provide a
network of passageways for transport of fluid through the vehicle
chassis when the three-dimensional frame structure is formed. The
internal routing features may provide a network of passageways for
transport of electricity through electrical components throughout
the vehicle chassis when the three-dimensional frame structure is
formed.
[0011] The plurality of joint members may comprise mounting
features formed during 3-D printing of the joint members. The
mounting features may provide panel mounts for mounting of panels
on the three-dimensional frame structure.
[0012] A system for forming a structure may be provided in
accordance with an additional aspect of the invention. The system
may comprise: a computer system that receives input data that
describes a relative tube angle, tube size, and tube shape for each
of a plurality of connecting tubes to be connected by a plurality
of joint members to form a frame of the structure, wherein the
computer system is programmed to determine a stress direction and
magnitude to be exerted by the plurality of connecting tubes at the
plurality of joint members: and a 3-D printer in communication with
the computer system configured to generate the plurality of joint
members having a size and shape that (1) accommodates the relative
tube, angle, tube size, and tube shape at each joint member, and
(2) supports the stress direction and magnitude exerted by the
plurality of connecting tubes.
[0013] In some cases, the frame of the structure at least partially
encloses a three-dimensional volume. The plurality of joint members
may further comprise centering features on at least a portion of
the joint member formed by the 3-D printer. The centering features
may be printed on a joint protrusion of the joint member configured
to be inserted into a connecting tube. The characteristics of the
centering features may be determined based on the stress direction
and magnitude to be exerted by the plurality of connecting tubes at
each joint member.
[0014] In another aspect of the invention, a structure for a
vehicle is provided. The structure may comprise a plurality of
panels or tubes having honeycomb shaped internal structures; and a
plurality of joint members, each joint member configured to mate
with at least a subset of the plurality of panels or tubes to form
a three-dimensional structure. In some embodiments, the internal
structures are formed by 3D printing. In some cases, the joint
members are also formed by 3D printing.
[0015] In some embodiments, the three-dimensional structure which
comprises a plurality of panels or tubes is formed to meet safety
considerations for the vehicle. In some cases, the at least one of
the plurality of panels or tubes or the plurality of joint members
is designed to break or deform in a controlled and directed manner
upon a collision of the vehicle exceeding a threshold force.
[0016] In some embodiments, the plurality of tubes are designed and
made to mate with at least one joint member. In some embodiments,
at least one panel of the plurality of panels comprises mounting
features to be connected with at least one joint member or other
panel. In some embodiments, at least a subset of the
three-dimensional structure is removable and interchangeable with
another set of components to provide the vehicle with desired
safety or performance characteristics.
[0017] In an additional aspect of the invention, a vehicle chassis
support component is provided. The vehicle chassis support
component may comprise: at least one outer surface; an internal
structure within an interior bound by the outer surface; and one or
more mounting features that permit the vehicle chassis support
component to connect with one or more other structural members of
the vehicle. In some embodiments, the internal structure of the
vehicle panel is integrally formed with the at least one outer
surface by a 3D printer.
[0018] In some embodiments, the internal structure comprises three
dimensional honeycomb structures. In some embodiments, at least one
surface of the support component comprises a first sheet and a
second sheet forming an outer surface of a vehicle panel, and the
internal structure is between the first sheet and the second sheet.
In some cases, the vehicle panel may further comprise inserting
features to accept functional components such as node members. The
node members may be used for determining a location of the panel
relative to other components of the vehicle. In some embodiments,
at least one surface is cylindrical to form an outer surface of a
vehicle tube, and the internal structure is within the tube. In
some embodiments, the one or more structural members comprises at
least a joint member having one or more connecting features to be
mated with the vehicle chassis support component. At least one
joint member is formed by a 3D printer.
[0019] In another yet related aspect of the invention, a method of
fabricating a vehicle is provided. The method comprises: designing
a vehicle chassis comprising (1) one or more connecting tubes or
panels, and (2) one or more joint members, by incorporating one or
more safety considerations into a design of the vehicle chassis;
determining a stress direction and magnitude to be exerted by the
one or more connecting tubes or panels at the one or more joint
members; and manufacturing the one or more joint members, each
joint member having a configuration that (1) supports the stress
direction and magnitude, and (2) incorporates the one or more
safety considerations. In some embodiments, the manufacturing of
the one or more joint members comprises 3-D printing the one or
more joint members. In some embodiments, the one or more connecting
tubes or panels comprise a honeycomb structure. In some
embodiments, the joint member is configured to cause the one or
more connecting tubes or panels, or the one or more joint members,
to break or deform in a controlled and directed manner upon a
collision of the vehicle exceeding a threshold force.
[0020] Additional aspects and advantages of the present disclosure
will become readily apparent to those skilled in this art from the
following detailed description, wherein only illustrative
embodiments of the present disclosure are shown and described. As
will be realized, the present disclosure is capable of other and
different embodiments, and its several details are capable of
modifications in various obvious respects, all without departing
from the disclosure. Accordingly, the drawings and description are
to be regarded as illustrative in nature, and not as
restrictive.
INCORPORATION BY REFERENCE
[0021] All publications, patents, and patent applications mentioned
in this specification are herein incorporated by reference to the
same extent as if each individual publication, patent, or patent
application was specifically and individually indicated to be
incorporated by reference.
BRIEF DESCRIPTION OF THE DRAWINGS
[0022] The novel features of the invention are set forth with
particularity in the appended claims. A better understanding of the
features and advantages of the present invention will be obtained
by reference to the following detailed description that sets forth
illustrative embodiments, in which the principles of the invention
are utilized, and the accompanying drawings (also "figure" and
"FIG." herein), of which:
[0023] FIG. 1A shows an example of a space frame chassis
constructed from carbon fiber tubes connected by 3-D printed
nodes.
[0024] FIG. 1B shows an example of a space frame chassis where
safety features may be incorporated or desired.
[0025] FIG. 1C shows an example of a schematic vehicle chassis
constructed from a plurality of chassis modules.
[0026] FIG. 1D shows an example of a substructure of a chassis
module built from one or more chassis sub-assemblies.
[0027] FIGS. 1E-1K show various embodiments of vehicle chassis
modules.
[0028] FIGS. 1L-1M show examples of connecting tubular and panel
based stressed members.
[0029] FIG. 2A shows a flow chart of the process used to design and
build joints.
[0030] FIG. 2B shows an additional example of a flow chart of a
process used to design and build joints.
[0031] FIG. 3 shows a computer in communication with a 3-D
printer.
[0032] FIG. 4A shows a detailed flow chart describing how a design
model may be used to generate printed joints for assembly of the
given design model.
[0033] FIG. 4B shows an example of a flow chart for a fabrication
process.
[0034] 4C shows an example of a flow chart for a vehicle body
fabrication process.
[0035] FIG. 5 shows an example of a joint printed using the method
described herein.
[0036] FIG. 6 shows a joint connected to tubes where the tubes are
at non-equal angles relative to each other.
[0037] FIG. 7 shows a joint with 5 protrusions.
[0038] FIG. 8 shows a joint printed to connect with tubes of
non-equal cross-section size.
[0039] FIG. 9a-d show examples of centering features printed on
joints.
[0040] FIG. 10 shows a flow chart describing a method to choose
centering features based on an expected load or stress on a
joint.
[0041] FIG. 11 shows a cross section of a joint protrusion with
nipples connecting to internal passageways in the side wall of the
joint protrusion.
[0042] FIG. 12a-c show joints printed with integrated structural
features and passageways for electrical and fluid routing.
[0043] FIG. 13 provides an example of a structural feature that may
be provided to a joint.
[0044] FIG. 14 shows how various crush structures may be built
added onto various vehicle components, such as the node, tubes, or
panels.
[0045] FIG. 15 provides an example of internal geometric
configurations that may be provided for one or more components of
the vehicle.
[0046] FIGS. 16A-16B show examples of connecting joints with panels
using various configurations.
[0047] FIGS. 17A-17G show various embodiments of connecting various
vehicle components, such as the joints, tubes, and/or panels.
[0048] FIGS. 18A-18K show various examples for fabricating various
vehicle components.
DETAILED DESCRIPTION
[0049] While various embodiments of the invention have been shown
and described herein, it will be obvious to those skilled in the
art that such embodiments are provided by way of example only.
Numerous variations, changes, and substitutions may occur to those
skilled in the art without departing from the invention. It should
be understood that various alternatives to the embodiments of the
invention described herein may be employed.
[0050] This disclosure provides a method to fabricate a joint
member by additive and/or subtractive manufacturing, such as 3-D
printing. The joint member may be configured to provide a
connection of a plurality of connecting tubes, which may be used
for the construction of a lightweight space frame. A space frame
can be a frame that has a three-dimensional volume. A space frame
can be a frame that can accept one or more panels to at least
partially enclose the frame. An example of a space frame may be a
vehicle chassis. Various aspects of the described disclosure may be
applied to any of the applications identified here in addition to
any other structures comprising a joint/tube frame construction. It
shall be understood that different aspects of the invention may be
appreciated individually, collectively, or in combination with each
other.
[0051] FIG. 1A shows a vehicle chassis 100 including connecting
tubes 101a, 101b, 101c connected by one or more nodes (a.k.a.
joints) 102, in accordance with an embodiment of the invention.
Each joint member can comprise a central body and one or more ports
that extent from the central body. A multi-port node, or joint
member, may be provided to connect tubes, such as carbon fiber
tubes, to form a two or three-dimensional structure. The structure
may be a frame. In one example, a two dimensional structure may be
a planar frame, while a three dimensional structure may be space
frame. A space frame may enclose a volume therein. In some
examples, a three dimensional space frame structure may be a
vehicle chassis. The vehicle chassis may be have a length, width,
and height that may enclose a space therein. The length, width, and
height of the vehicle chassis may be greater than a thickness of a
connecting tube.
[0052] A vehicle chassis may form the framework of a vehicle. A
vehicle chassis may provide the structure for placement of body
panels of a vehicle, where body panels may be door panels, roof
panels, floor panels, or any other panels forming the vehicle
enclosure. Furthermore the chassis may be the structural support
for the wheels, drive train, engine block, electrical components,
heating and cooling systems, seats, or storage space. A vehicle may
be a passenger vehicle capable of carrying at least about 1 or
more, 2 or more, 3 or more, 4 or more, 5 or more, 6 or more, 7 or
more, 8 or more, ten or more, twenty or more, or thirty or more
passengers. Examples of vehicles may include, but are not limited
to sedans, trucks, buses, vans, minivans, station wagons, RVs,
trailers, tractors, go-carts, automobiles, trains, or motorcycles,
boats, spacecraft, or airplanes (e.g., winged aircraft, rotorcraft,
gliders, lighter-than-air aerial vehicles). The vehicles may be
land-based vehicles, aerial vehicles, water-based vehicles, or
space-based vehicles. Any description herein of any type of vehicle
or vehicle chassis may apply to any other type of vehicle or
vehicle chassis. The vehicle chassis may provide a form factor that
matches the form factor of the type of vehicle. Depending on the
type of vehicle, the vehicle chassis may have varying
configurations. The vehicle chassis may have varying levels of
complexity. In some instances, a three-dimensional space frame may
be provided that may provide an outer framework for the vehicle.
The outer framework may be configured to accept body panels to form
a three-dimensional enclosure. Optionally, inner supports or
components may be provided. The inner supports or components can be
connected to the space frame through connection to the one or more
joint members of the space frame. Different layouts of multi-port
nodes and connecting tubes may be provided to accommodate different
vehicle chassis configurations. In some cases, a set of nodes can
be arranged to form a single unique chassis design. Alternatively
at least a subset of the set of nodes can be used to form a
plurality of chassis designs. In some cases at least a subset of
nodes in a set of nodes can be assembled into a first chassis
design and then disassembled and reused to form a second chassis
design. The first chassis design and the second chassis design can
be the same or they can be different. Nodes may be able to support
tubes in a two or three-dimensional plane. For example, a
multi-prong node may be configured to connect tubes that do not all
fall within the same plane. The tubes connected to a multi-prong
node may be provided in a three-dimensional fashion and may span
three orthogonal axes. In alternate embodiments, some nodes may
connect tubes that may share a two-dimensional plane. In some
cases, the joint member can be configured to connect two or more
tubes wherein each tube in the two or more tubes has a longitudinal
axis along a different plane. The different planes can be
intersection planes.
[0053] The connecting tubes 101a, 101b, 101c of the vehicle may be
formed from a carbon fiber material, or any other available
composite material. Examples of composite materials may include
high modulus carbon fiber composite, high strength carbon fiber
composite, plain weave carbon fiber composite, harness satin weave
carbon composite, low modulus carbon fiber composite, or low
strength carbon fiber composite. In alternate embodiments, the
tubes may be formed from other materials, such as plastics,
polymers, metals, or metal alloys. The connecting tubes may be
formed from rigid materials. The connecting tubes may be formed of
one or more metal and/or non-metal materials. The connecting tubes
may have varying dimensions. For example, different connecting
tubes may have different lengths. For example, the connecting tubes
may have lengths on the order of about 1 inch, 3 inches, 6 inches,
9 inches, 1 ft, 2 ft, 3 ft, 4 ft, 5 ft, 6 ft, 7 ft, 8 ft, 9 ft, 10
ft, 11 ft, 12 ft, 13 ft, 14 ft, 15 ft, 20 ft, 25 ft, or 30 ft. In
some instances, the tubes may have the same diameter, or varying
diameters. In some instances, the tubes may have diameters on the
order of about 1/16'', 1/8'', 1/4'', 1/2'', 1'', 2'', 3'', 4'',
5'', 10'', 15'', or 20''.
[0054] The connecting tubes may have any cross-sectional shape. For
example, the connecting tubes may have a substantially circular
shape, square shape, oval shape, hexagonal shape, or any irregular
shape. The connecting tube cross-section could be an open cross
section, such as a C-channel, I-beam, or angle.
[0055] The connecting tubes 101a, 101b, 101c may be hollow tubes. A
hollow portion may be provided along the entire length of the tube.
For example, the connecting tubes may have an inner surface and an
outer surface. An inner diameter for the tube may correspond to an
inner surface of the connecting tube. An outer diameter of the tube
may correspond to an outer diameter of the tube. In some
embodiments, the difference between the inner diameter and the
outer diameter may be less than or equal to about 1/32'', 1/16'',
1/8'', 1/4'', 1/2'', 1'', 2'', 3'', 4, or 5''. A connecting tube
may have two ends. The two ends may be opposing one another. In
alternative embodiments, the connecting tubes may have three, four,
five, six or more ends. The vehicle chassis frame may comprise
carbon fiber tubes connected with nodes 102.
[0056] The multi-port nodes 102 (a.k.a. joints, joint members,
joints, connectors, lugs) presented in this disclosure may be
suitable for use in a vehicle chassis frame such as the frame shown
in FIG. 1. The nodes in the chassis frame 100 may be designed to
fit the tube angles dictated by the chassis design. The nodes may
be pre-formed to desired geometries to permit rapid and low cost
assembly of the chassis. In some embodiments the nodes may be
pre-formed using 3-D printing techniques. 3-D printing may permit
the nodes to be formed in a wide array of geometries that may
accommodate different frame configurations. 3-D printing may permit
the nodes to be formed based on a computer generated design file
that comprises dimensions of the nodes.
[0057] A node may be composed of a metallic material (e.g.
aluminum, titanium, or stainless steel, brass, copper, chromoly
steel, or iron), a composite material (e.g. carbon fiber), a
polymeric material (e.g. plastic), or some combination of these
materials. The node can be formed from a powder material. The nodes
may be formed of one or more metal and/or non-metal materials. The
3-D printer can melt and/or sinter at least a portion of the powder
material to form the node. The node may be formed of a
substantially rigid material.
[0058] A node may support stress applied at or near the node. The
node may support compression, tension, torsion, shear stresses or
some combination of these stress types. The magnitude of the
supported stress at the node may be at least 1 Mega Pascal (MPa), 5
MPa, 10 MPa, 20 MPa, 30 MPa, 40 MPa, 50 MPa, 60 MPa, 70 MPa, 80
MPa, 90 MPa, 100 MPa, 250 MPa, 500 MPa, or 1 GPa. The type,
direction, and magnitude of stress may be static and dependent on
the location of the node in a frame. Alternately the stress type,
direction, and magnitude may be dynamic and a function of the
movement of the vehicle, for example the stress on the node may
change as the vehicle climbs and descends a hill.
[0059] FIG. 1B shows an example of a space frame chassis where
safety features may be incorporated or desired. In some embodiments
it may be desirable for safety features to be built into the space
frame to meet safety requirements. The safety requirements may be
legally-mandated safety requirements. For example laws of statutes
of a jurisdiction (e.g., country, province, region, state, city,
town, village) may delineate one or more safety requirements. The
safety requirements may be determined by a governmental agency or
other regulatory body. In some embodiments, the safety requirements
may be government mandated. In some embodiments, safety
requirements may be determined by a non-governmental body. For
instance, a private third party may determine one or more safety
requirements. The one or more safety requirements by the private
third party may optionally be stricter than safety requirements
provided by the government. In some instances, the private third
party may be a manufacturer or designer of a vehicle chassis. The
private third party may be a group or consortium of manufacturers
or designers of a vehicle chassis. Safety requirements may include
one or more parameter or metric that the vehicle or vehicle chassis
must meet to be considered safe.
[0060] An example of a safety requirement may be that the vehicle
must be able to withstand a certain type of crash with little or no
risk of harm to passengers of vehicle. In some embodiments, at
least one of the plurality of panels or tubes or the plurality of
joint members is designed to break or deform in a controlled and
directed manner upon a collision of the vehicle exceeding a
threshold force. For instance, a crumple zone 151 may be provided
for a vehicle chassis 150. The crumple zone may be configured to
absorb some of the impact of a crash. The crumple zone of the
vehicle chassis may be configured to deform in order to absorb the
impact. The crumple zones may be located anywhere along the vehicle
chassis. In some instances, the crumple zones may be located at
portions that are further away from passengers of the vehicle. For
instance, the crumple zones may be located at front or rear portion
of the vehicle. Optionally, crumple zones may be located at an
upper, lower, or side portions of the vehicle. Some areas may be
designed to absorb differing amounts of energy from different crash
scenarios (e.g., magnitude and/or direction of crash). For
instance, a first crumple zone may be designed to crumple when the
crash is of a first threshold magnitude, while a second crumple
zone may be designed to crumple when the crash is of a second
threshold magnitude higher than the first threshold magnitude (and
optionally not crumple when the crash is below the second threshold
magnitude). Any number of different crumple zones and/or gradations
of crumpling thresholds may be provided throughout the vehicle.
There may be one or more zones of the vehicle that may be resistant
to crumpling.
[0061] The crumple zones and/or any other safety features may be
configured to protect one or more areas of the vehicle, such as
areas where passengers may be seated, or areas with components to
be protected (e.g., fuel tank, engine, expensive components).
[0062] A vehicle chassis 150 may be made of one or more nodes 153,
154 and/or one or more connecting tubes 155a, 155b. The nodes
and/or connecting tubes may incorporate safety features that may
aid in complying with safety requirements. In some instances, the
nodes and/or connecting tubes may include features that may absorb
impact of a crash, as described in greater detail elsewhere herein.
The nodes and/or connecting tubes themselves may crumple. In other
examples, the nodes and/or connecting tubes may be configured to
guide portions of the chassis or rest of the vehicle that may move
during an impact in a desired direction (e.g., in a way that may
absorb impact but not harm passengers), and/or may prevent portions
of the chassis or the rest of the vehicle from moving in an
undesired direction (e.g., toward passengers in a way that may
potentially harm passengers). One or more body panels or other
components of the vehicle may incorporate safety features as well.
For instance, the body panels may incorporate energy absorbing or
crumpling features, or may be connected to features that absorb
energy of impact or crumple.
[0063] An example of a safety requirements may include, but is not
limited to, ability to withstand a crash at predetermined
velocities at predetermined angles with little or no risk of harm
to the passengers. Another example of a safety requirement may be
to provide little or no damage to a fuel tank in the event of a
crash. A safety requirement may include the ability to provide an
alert when certain conditions that may indicate defect or
malfunction of the vehicle is detected. Safety requirements may
include little or no risk of flying shrapnel. The safety
requirements may include airbags or other features that may protect
or restrain passengers in the event of a crash.
[0064] The assembly of the vehicle chassis from the nodes and/or
the tubes may include connecting the nodes and corresponding tubes
using various methods. In some embodiments, one or more tubes may
fit in respective acceptor ports of a node and then the one or more
tubes are attached to the node optionally with aid of an adhesive.
Attaching the node and tubes together using adhesives (e.g., gluing
the node and tubes together) upon assembly may advantageously
provide a lightweight structure.
[0065] In some alternative embodiments, the tubes and nodes may be
pre-attached (e.g., with aid of adhesives) and then connected
together using one or more fasteners, such as screws, bolts, nuts,
or rivets. For instance, a tube may be pre-attached (e.g.,
pre-glued) to a component (or a portion) of a node, which may be
fastened to another node component, which may or may not have its
own pre-attached tube. A tube may be pre-attached to a node
component at a single end or multiple ends. Pre-attachment may
occur prior to assembly of the vehicle chassis. For example, they
may be pre-assembled at a location separate from a location of
assembly. They may be pre-assembled at a manufacturing site. They
may be subsequently shipped to the site of assembly and the node
components may be fastened together. Alternatively, the tubes may
be attached to node components at the site of assembly and then the
node components may be fastened (e.g., bolted) together. The
fastening between node components may permit the node components to
be relatively fastened to one another. The one or more fasteners
may be removable. Further details may be considered elsewhere
herein.
[0066] Alternatively or additionally, the assembly of the chassis
may use combinations of adhesive techniques and/or fastening
techniques to connect the nodes and tubes. Any or all of the nodes
may be formed as a single integral piece or may include multiple
components that may be fastened to one another and may optionally
be removable from one another.
[0067] When using adhesives to attach the one or more tubes to the
nodes, it can reduce the overall weight of the vehicle. However,
when a certain part of the vehicle needs to be replaced due to a
crash or a component failure, it may be difficult to replace the
certain part only without abandoning the entire structure, or to
remove the certain part alone. Using a technique where node
components are attached to one another with aid of one or more
fasteners may facilitate disassembly of the vehicle chassis as
needed. For instance, one or more fasteners may permit the node
components to be removable relative to one another by unfastening
the node components. Then, the portion of the vehicle chassis that
needs to be replaced can be swapped in for a new piece that can be
fastened to the existing vehicle chassis structure. For example,
when a certain part of the vehicle needs to be replaced, the
corresponding tubes and nodes may be easily disassembled, and a new
replacement part may be fastened (e.g., bolted, screwed, riveted,
clamped, interlocked) to the original structure. This may provide a
wide range of flexibility, and the portions of the vehicle chassis
may range from a single piece to whole sections of the vehicle. For
instance, if a section of a vehicle crumpled on impact 151, the
entire section may be disassembled from the vehicle chassis and
replaced with a new section which is undamaged. In some instances,
such section of a vehicle may be a chassis module, a chassis
sub-structure, a chassis sub-assembly, or any other part of a
vehicle chassis a discussed herein. The new section may be
pre-assembled and then attached to the vehicle chassis at the
connection points, or may be assembled piecemeal on the existing
vehicle chassis. Such flexibility may also allow easy upgrades or
modifications to the vehicle. For instance, if a new feature is
possible for the vehicle chassis, much of the original chassis can
be retained while the new feature is installed on the vehicle.
[0068] In some embodiments, certain parts/sections of the vehicle
may be attached using fastening techniques, while other parts are
attached using adhesives. Alternatively or additionally, nodes and
tubes may be attached using adhesives within certain sections,
while fastening techniques are used for inter-section connections.
For example, within a replaceable section (e.g., a crumple zone)
nodes and tubes may be attached together using adhesives, while the
replaceable section may be attached to other parts of the vehicle
using fastening techniques such that when the replaceable part is
destroyed in a crash, it can be replaced by a new part easily. A
tube may have one end glued to an integral one-piece node whereas
the other end glued to another node or node component which may
permit a bolting section with another node component. A node may be
glued to a tube at one acceptor port and glued to another tube at
another acceptor port, and may or may not be formed of multiple
node components that may be fastened together.
[0069] FIG. 1C shows an example of a vehicle chassis 160
constructed by a plurality of chassis modules (e.g., chassis module
161, 162, . . . , 168). The vehicle chassis may be used for any
type of vehicles, including but limited to an aerial vehicle, a
vehicle traversing water body, a land vehicle, or any other
suitable type of vehicles. An individual chassis module may be a
sub-structure, a section, a sub-section, a part, a sub-part, a
modular block, a building block of a vehicle chassis, and/or
parts/sections/portions thereof. For example, a chassis module may
be a floor, a front panel, a rear panel, a roof panel, a pillar, a
front wing, a dash panel, a rocker panel, a portion of a fuselage
of an aerial vehicle, a nose section of an aerial vehicle, a
section of a deck, any other part/section of a vehicle, or
parts/sections/sub-parts/sub-sections thereof. In another example,
a crumple zone may comprise a plurality of chassis modules or a
single chassis module.
[0070] One or more individual chassis module may be
determined/defined by a designer and/or a user based on one's
design/performance need from the vehicle. Alternatively or in
combination, an individual chassis module may be determined by a
manufacturer based on manufacturing process, e.g., an individual
stage, an individual step, a type of tool/equipment/machine used
during manufacturing. Alternatively or in combination, an
individual chassis module may be determined by an assembler based
on various considerations of assembly. For example, certain nodes,
connectors, and/or panels may be assembled together to form a
certain chassis module at a site of assembly.
[0071] A vehicle chassis or any part of a vehicle chassis can be
built from one or more chassis modules in a plug and play fashion.
For example, one or more chassis modules on a front part of a
vehicle chassis can be detached/disassembled, and one or more
chassis modules from another vehicle chassis can be
attached/assembled to the front part. Chassis modules from
different types of vehicles may have interchangeabilities (e.g.,
with compatible interfaces) such that chassis modules may be mixed
and matched from different types of vehicles to create a vehicle
chassis based on the user's needs. This can provide a flexible
construction of a vehicle chassis based on any performance,
aesthetics, and/or other needs a user may have.
[0072] One or more vehicle chassis modules may be assembled to form
a vehicle chassis using any suitable techniques including but not
limited to fastening techniques, adhesives, or combinations
thereof. When one or more chassis modules need to be replaced due
to a vehicle crash, a mechanical or electrical malfunction, and/or
a chassis module upgrade or modification, the one or more chassis
modules can be easily swapped with new ones.
[0073] Chassis modules used to build an individual vehicle chassis
may have different structures, shapes, sizes, materials, and/or
functions from one another. Alternatively or additionally, one or
more chassis modules used for building an individual vehicle
chassis may be identical repeat structures. The same design pattern
for 3-D printing (or other manufacturing methods), manufacturing
method and condition, and/or assembly process can be used for these
identical chassis modules to save manufacturing cost. The chassis
modules can be reconfigurable. For example, 3-D printing,
extruding, casting, or any other method may be used to reshape or
reconfigure partially or entirely a chassis module. Alternatively
or additionally, the chassis modules may be re-usable. For example,
one or more chassis modules from a scrapped vehicle may be reused
on other vehicles.
[0074] A chassis module may have a hybrid structure. For example, a
chassis module may be formed from a combination of different types
of materials, such as a composite material (e.g., carbon fibers), a
metal material (e.g. aluminum, titanium, or stainless steel, brass,
copper, chromoly steel, iron, other metal materials, or an alloy
formed therefrom), a polymeric material (e.g., plastic), or
combinations thereof. The chassis module may be formed of one or
more metal and/or non-metal materials. Alternatively or in
combination, a chassis module may be formed using a combination of
different methods, such as using adhesives, fasteners, or other
connecting methods.
[0075] FIG. 1D shows an example of a chassis sub-structure (or a
chassis module, or a portion of a chassis module) built from one or
more chassis sub-assemblies. A chassis sub-structure can be a
unique portion of a vehicle chassis. A vehicle chassis can be
constructed from repeating chassis sub-structures with similar
dimensions and/or configurations.
[0076] A chassis sub-structure may have a hybrid structure. For
example, a chassis sub-structure may be formed from a combination
of different types of materials, such as a composite material
(e.g., carbon fibers), a metal material (e.g. aluminum, titanium,
or stainless steel, brass, copper, chromoly steel, iron, other
metal materials, or an alloy formed therefrom), a polymeric
material (e.g., plastic), or combinations thereof. The chassis
sub-structure may be formed of one or more metal and/or non-metal
materials. Alternatively or in combination, a chassis sub-structure
may be formed using a combination of different methods, such as
using adhesives, fasteners, or other connecting methods.
[0077] A chassis sub-assembly 171 may be formed by connecting a
connector (e.g., a tube) 174 to one or more nodes (e.g., joints)
172, 173 together using fastening techniques, adhesives, or
combinations thereof. One or more chassis sub-assemblies (e.g.,
sub-assemblies 174, 175) may be connected together to form a
chassis module or a chassis sub-structure using fastening
techniques (e.g., 176), adhesives, or combinations thereof.
Alternatively or additionally, an individual chassis sub-assembly
may be formed by one or more connectors, one or more nodes, and/or
one or more panels using fastening techniques and/or adhesives. A
sub-assembly may be determined to include minimized or optimized
number of nodes such that an optimized number of chassis modules or
chassis sub-structures can be used for chassis assembly.
[0078] Chassis sub-assemblies can have repeat structures with
similar dimensions or configurations. A chassis module or a chassis
sub-structure may be formed from similar chassis sub-assemblies. A
chassis module or a chassis sub-structure can be formed from
different sub-assemblies. Alternatively, a chassis module or a
chassis sub-structure can be formed from combinations of
sub-assemblies with repeat structures and different structures to
achieve an optimized design and manufacturing processes.
[0079] A chassis sub-assembly may have a hybrid structure. For
example, a chassis sub-assembly may be formed from a combination of
different types of materials, such as a composite material (e.g.,
carbon fibers), a metal material (e.g. aluminum, titanium, or
stainless steel, brass, copper, chromoly steel, iron, other metal
materials, or an alloy formed therefrom), a polymeric material
(e.g., plastic), or combinations thereof. A chassis sub-assembly
may be formed of one or more metal and/or non-metal materials.
Alternatively or in combination, a chassis sub-assembly may be
formed using a combination of different methods, such as using
adhesives, fasteners, or other connecting methods.
[0080] FIGS. 1E-1K show various embodiments of vehicle chassis
modules with various shapes and configurations. FIGS. 1E-1F show
chassis modules formed by connecting one or more connectors and one
or more nodes together. An angle between a connector and a node may
be around 90.degree.. FIG. 1G shows a chassis module formed by
connecting one or more connectors and one or more nodes, where a
connector is placed diagonally across a rectangular plane to
provide a stronger structure to the chassis module. FIGS. 1H, 1I,
1J, and 1K show chassis modules that are formed by connecting one
or more connectors, one or more nodes, and one or more panels
together. FIG. 1J shows a chassis module formed by a combination of
connectors, nodes, and panels. The chassis module may have a hollow
structure, and one or more tubes, one or more nodes, and/or one or
more panels may be formed inside the hollow center to provide
structural support and/or other functions.
[0081] FIGS. 1L-1M show examples of connecting tubular and panel
based stressed members. FIG. 1L shows a portion of a chassis module
where a node is used to connect tubes and panels. One or more
fasteners (e.g., bolts) may be used for the connections. FIG. 1M
shows one or more flanges attached to a node. The flange may have
one or more holes to be used for connecting other parts (e.g.,
nodes and/or panels) using fasteners. The flanges may be attached
to the node using adhesives and/or fastening techniques. A chassis
module can have one or more configurations of tubes connected to
tubes, tubes connected to panels, panels connected to panels, and
combinations thereof.
[0082] A chassis module can have any other shapes, structures,
dimensions, and/or configurations than those listed in FIGS. 1E-1M.
For example, a chassis module can have 2D structure or 3D structure
of pyramid shapes, triangle shapes, square shapes, trapezoid
shapes, and/or any other shapes. Chassis modules can be repeat
structures that have similar dimensions and/or configurations.
Chassis modules may have interfaces that can be interchangeable
among different types of vehicles.
[0083] FIG. 2A shows a flow chart describing a method for 3-D
printing joint members for connecting tubes, such as carbon fiber
tubes, in a space frame. In this method a chassis design model is
chosen 201. The chassis design model may be a new design or a
design stored in a library which may comprise previously used
designs or common stock designs. The chassis design can be
generated by a user that forms the joints with the 3-D printing
process or by a user that is different from the user that forms the
joints. The chassis design can be editable. The chassis design can
be made available through an online marketplace. From the chosen
chassis design the tube specification (e.g. inner and outer
diameter, tube cross section, and angle of tubes relative to each
other at connection points) are determined 202. Next the dynamic
and static stresses at each tube connection point are determined
203. The dynamic and static stresses at each tube connection point
can be determined using a computational model, for example a finite
element analysis. Using the physical and structural properties
determined in steps 202 and 203 the joint (node) is designed 204.
Finally in the last step the joints are generated using a 3-D
printer according to the specification determined by the earlier
steps 205. Two or more joints can be formed simultaneously.
Alternatively joints can be formed one at a time.
[0084] A chassis design model may be generated in any available
structural design software program, for example AutoCAD, Autodesk,
Solid Works, or Solid Edge. The chassis design model may be
generated in a simple, custom design tool tailored to the
requirements of space frame design. This customized tool could
interface to existing structural design software to automatically
generate complete node geometries from a minimal set of input data
(e.g. relative angles of tubes entering a given node). After
generating a model of the chassis each tube connection point may be
defined. Tube connection points may be locations where a joint is
used to connect two or more tubes. Characteristics of the tube
connection points may be determined by the model and used to define
the joint structure needed for the design, for example the number
of tubes, tube dimensions, and relative angles of tubes may be
determined. The number of tubes at each joint may be determined
from the chassis model, for example a joint may connect 2, 3, 4, 5,
6, 7, 8, 9, or 10 tubes. The diameter and cross sectional shape of
each connecting tube at a joint location may be determined from the
model. For example a joint may connect a square tube, round tube,
oval tube, triangular tube, pentagonal tube, hexagonal tube, or an
irregularly shaped tube. The tubes connected to the joint may all
have the same cross section shape or they may vary. The diameter of
the connecting tube may be determined from the model, a connecting
tube may have a diameter of at least about 1/16'', 1/8'', 1/4'',
1/2'', 1'', 2'', 3'', 4'', 5'', 10'', 15'', or 20''. The tubes
connected to the joint may all have the same diameter or the
diameter may vary. The relative angles of the tubes at each joint
may also be determined from the chassis model.
[0085] Optionally, a user may design a portion of the chassis
design or provide specifications for the design to comply with. The
software executed by one or more processors may design the rest of
the chassis or provide details for the chassis in compliance with
the specification. The processor may generate at least a portion of
the design without requiring any further human intervention. Any of
the features described herein may be initially designed by the
software, a user, or both the software and the user.
[0086] Locations of additional structural, mechanical, electrical,
and fluid components may also be determined from the structural
design software. For example the location of shear panels,
structural panels, shock systems, engine block, electrical
circuits, and fluid passageways may be determined by structural
design software. The chassis model may be used to define the joint
design such that the joints can integrate with locations of the
structural, mechanical, electrical, and fluid components.
[0087] The chassis model may be used to calculate stress direction
and magnitude at each joint. The stress may be calculated using a
finite element analysis employing a linear or non-linear stress
model. Stress may be calculated on the joints while the chassis is
stationary or while the chassis is moving along a typical path, for
example, along a straight line, curved trajectory, along a smooth
surface, along a rugged surface, flat terrain, or hilly terrain.
The calculated stress on the joint may be shear, tensile,
compressive, torsional stress, or a combination of stress types.
Joints may include design features to support the calculated
stresses. The design features included on the joint may be
configured to comply with a specific safety standard. For example
the joint may be configured to withstand the calculated stress
within a factor of safety of at least 1, 2, 3, 4, 5, 10, 15, 20,
25, 30, 35, 40, 45, or 50. Joints may be designed to support tubes
over a frame that may vibrate or undergo shock or impact. For
example, a vehicle chassis may be driven over a road, and may
experience long-term vibrations. The joints may be able to
withstand the forces and stresses exerted on the joint caused by
the vibrations over a long period of time. In another example, a
vehicle may experience an impact if the vehicle were to hit another
object. The joints may be designed to withstand the impact. In some
instances, the joints may be designed to withstand the impact up to
a certain predetermined degree. Optionally, it may be desirable to
for the joints to deform or alter their configuration beyond the
predetermined degree and absorb shock. The joints may be designed
to meet various frame specifications and criteria. In some cases,
the joints may be designed to form a chassis that meets state or
national safety requirements for consumer and/or commercial
vehicles.
[0088] FIG. 2B shows an additional example of a flow chart of a
process used to design and build joints. As previously described, a
chassis design may be chosen 211. The chassis design may be
generated from scratch or may be selected from a set of
pre-existing chassis design models. The chassis design may be
modified from a pre-existing chassis design model. The chassis
design may take safety considerations 216 into account. For
instance, safety requirements, such as legal or private safety
requirements may be considered when forming a chassis design.
[0089] For example, a software may be provided that may aid in the
chassis design. A user interface, such as a graphical user
interface on a screen or other type of display, may be provided
that may permit user to determine a chassis design. In some
embodiments, the software may be able to access the safety
requirements. For instance, the safety requirements may be stored
in a local memory of the software. The safety requirements may be
updated in real-time, on a periodic basis, or on an event-driven
basis (e.g., pulled by the software when the user makes a request,
pushed from off-board the software, e.g., when there is as new
safety requirement). Alternatively, the safety requirements may be
stored off-board and may be accessible by the software on an
as-needed basis.
[0090] When a user tries to form a chassis design, it may be
determined whether the proposed design or design feature complies
with the safety requirements. If the proposed design or feature
does comply with the safety requirement, the user may proceed with
the design. If the proposed design or feature does not comply with
a safety requirement, the user may be alerted to the non-compliance
with the safety requirement. The alert may optionally include
information about why the design or feature does not comply with a
safety requirement or with which safety requirement(s) it does not
comply. The alert may optionally include suggestions on changes
that can be made to comply with the safety requirements. A user may
or may permitted to continue with the design or feature if it does
not comply with the safety requirements. For instance, a user may
be alerted of any non-compliance, but may be able to proceed with
the design. Alternatively, the user may not be permitted to proceed
with the design if non-compliant and the design may revert to an
earlier step or stage that was in compliance.
[0091] In some instances, designing the chassis may be an iterative
process. For instance, an initial chassis design may be provided.
One or more vehicle scenarios, such as various crash or other
safety related scenarios may be simulated using the initial chassis
design. Based on the results of the simulation, the chassis design
may be modified. Further simulations may occur on the modified
chassis design. Any number of iterations of the design may occur.
For each design and/or modification, safety considerations may be
taken into account. In some embodiments, the simulations may
provide an indication of how various components of the vehicle may
move or deform during a scenario, such as a crash. The components
of the vehicle may be designed with the overall design in mine and
how the various components of the vehicle may move during the
crash. The chassis design may provide a desired outcome for the
scenario by absorbing more energy in various areas where desired,
and absorbing less energy in various areas where desired. The
chassis design may also control how the various components may
shift, and may prevent certain components from moving in various
directions, or may guide components in desired directions.
[0092] As previously described, once a chassis design has been
obtained, tube specifications may be determined 212 as well as
structural requirements 213. A node may be designed 214 based on
tube specifications and/or structural requirements. The tube
design, structural design, and/or node designs may take safety
requirements into account. The safety requirements incorporated in
the chassis design may perpetuate down to the individual component
level. For instance, the tubes and/or nodes may have structural
features or shapes that may function as a safety feature to meet
the safety requirements.
[0093] Once the node has been designed, the node may be fabricated
215. The node may be 3-D printed or may undergo any other type of
fabrication process. In some embodiments, other examples of
fabrication techniques may include, but are not limited to,
welding, milling, extrusion, molding, casting, or any other
technique or combinations thereof.
[0094] The final joint design may be determined by the tube
dimension and shape requirements, location of integrated
structural, mechanical, electrical, and fluid components, and the
calculated stress type and magnitude, along with any performance
specifications. FIG. 3 shows a diagram of how a computational model
of a joint meeting the necessary specifications may be developed in
a software program on a device 301. The device may comprise a
processor and/or a memory. The memory may comprise non-transitory
computer readable media comprising code, logic, or instructions for
performing one or more steps, such as the design steps or
computations. The processor may be configured to perform the steps
in accordance with the non-transitory computer readable media. The
device may be a desktop computer, cell, smartphone, tablet, laptop,
server, or any other type of computational device. The device may
be in communication with a 3-D printer 302. The 3-D printer 302 may
print the joint according to the design developed in the software
program. The 3-D printer can be configured to generate an object
through additive and/or subtractive manufacturing. The 3-D printer
can be configured to form a metallic, composite, or polymer object.
The 3-D printer may be a direct metal laser sintering (DMLS)
printer, electron beam melting (EBM) printer, fused deposition
modeling (FDM) printer, or a Polyjet printer. The 3-D printer may
print joints made of titanium, aluminum, stainless steel,
structural plastics, or any other structural material.
[0095] 3-D printing may comprise a process of making a
3-dimensional structure based on a computational or electronic
model as an input. The 3-D printer may employ any known printing
technique including extrusion deposition, granular binding,
lamination, or stereolithography. The general technique of 3-D
printing may involve breaking down the design of the 3-dimensional
object into a series of digital layers which the printer will then
form layer by layer until the object is completed. Joints may be
printed in a layer by layer fashion, and may accommodate a wide
range of geometric designs and detailed features, which may include
internal and external features.
[0096] The 3-D printed joints may be assembled with the tubes to
form a frame structure. The design may be flexible to accommodate
late design changes. For example if a support tube is added to the
design late in the design process, additional joints can be printed
quickly and at low cost to accommodate the additional support tube.
The method of using a computer model in communication with a 3-D
printer to generate joints may allow for a wide range of geometries
to be produced quickly at low cost.
[0097] 3-D printing can be used to form nodes (e.g., joints),
connectors (e.g., tubes), and/or panels, honeycomb structures,
and/or any portion of a vehicle. Any component, such as those
described above, can be printed on any other type of structure or
component, including but not limited to node, connector, panel,
crossbars, beams, etc. The 3-D printer can be used to form
connectors, such as tubes between joints. The 3-D printer can be
used to print panels or features on panels. For instance, portions
of the vehicle may use honeycomb structures in the panels. The 3-D
printing technology as discussed herein may also be used to
directly print structures directly onto and/or into the honeycomb
panels. For instance, the honeycomb panel may have one or more
exterior sheets. The printed features may be printed onto the
exterior sheets. Alternatively, a portion of the exterior sheet may
be removed (e.g., machined, or otherwise cut away) to expose the
internal honeycomb structure. The printed features may be printed
directly into the honeycomb structure. The printed features may be
used for any function. In some examples, the printed features may
aid in connecting the panel with one or more other components
(e.g., other panels, connecting tubes, joints, etc.). In some
instances, one or more nodes may be directly printed onto the panel
and extend from a surface of the panel. The nodes may be printed on
an exterior sheet or the internal honeycomb structure, or any
combination thereof. The one or more other components may be
further attached to the 3-D printed nodes using adhesives (e.g.,
glue), fasteners (e.g., bolts), or combinations thereof.
Alternatively or in combination, other printing techniques,
stamping, bending, extruding, casting, and/or other manufacturing
methods may be used to manufacture any portion of a vehicle.
[0098] FIG. 4A shows a detailed flow chart of the method previously
described. The steps described are provided by way of example only.
Some steps may be omitted, completed out of order, or swapped out
with other steps. Any of the steps may be performed automatically
with aid of one or more processors. The one or more steps may or
may not be performed with user input of intervention. The process
begins with step 401, which involves choosing a frame design, such
as a chassis design, the design may be chosen from a library of
stored designs or it may be a new design developed for a specific
project.
[0099] After the design is chosen the next steps are 402a, 402b,
402c, and/or 402d, which may include calculating structural needs
or specifications for the joints of the frame. Steps 402a-d may be
completed in any order, all steps 402a-d may be completed or only
some of the steps may occur. Step 402a involves calculating the
structural load at each joint. The structural load may be
determined by a finite element method and may include the direction
and magnitude of shear stresses, compressive stresses, tension
stresses, torsional stress, or any combination of stresses. The
stresses may be calculated assuming that the vehicle is in motion
or assuming the vehicle is stationary. This may also include
calculating any performance specifications, such as safety,
manufacturing, durability specifications. Step 402b is to map the
fluid and electrical routes throughout the vehicle. Examples of
fluid passageways may include coolant, lubrication, ventilation,
air conditioning, and/or heating ducts. Examples of electrical
system that may require electrical routing from a source to a
system may include audio systems, interior lighting systems,
exterior lighting systems, engine ignition components, on board
navigation systems, and control systems. Step 402c is the
determination of the tube angle, shape, and size at each joint. In
step 402d the structural components such as panel and suspension
connections are mapped.
[0100] Following the calculation of the joint needs/specifications
in steps 402a-d the joint member may be designed to accommodate the
joint needs/specifications in steps 403a-d. The joint design method
may comprise steps 403a-d. Steps 403a-d may be completed in any
order, all steps 403a-d may be completed or only some of the steps
may occur. The known stress profile at each joint may determine the
wall thickness of the joint, the joint material, or necessary
centering features to print on the joint 403a. After the fluid and
electrical routes are mapped corresponding internal routing
features may be designed to be printed on the joints 403b. The
joint may have separate internal routing features for the fluid and
electrical pathways or the joint may have one routing feature
shared by fluid and electrical passageways. After determining the
tube angle, shape, and size the joint may be designed 403c such
that it can accommodate the necessary tubes while meeting the other
specifications. Using the map determined in 402d, the locations of
integrated connecting features are designed to be printed on the
joints 403d. Such design steps may occur in sequence or in
parallel. The various joint design needs may be considered in
combination when designing the joint for printing. In some
instances, the 3-D printing process may also be considered in
designing the joint.
[0101] In the final step 404 a set of printed joints are produced
for used in the frame assembly chosen in 401. The printed joints
may be 3-D printed in compliance with the joint designed using the
collective considerations of steps 403a-d. The printed joints may
be used to complete the assembly of the chassis.
[0102] The 3-D printing method described herein adapted to
fabricate joints for connecting tubes may decrease the time
required to assemble a chassis. For example the total time to
design and build a chassis may be less than or equal to about 15
min, 30 min, 45 min, 1 hour, 2 hours, 3 hours, 4 hours, 5 hours, 6
hours, 7, hours, 8 hours, 9 hours, 10 hours, 12 hours, 1 day, 2
days, 3 days, 4 days, 5 days, 6 days, 1 week, 2 weeks, 3 weeks, 4
weeks, or 1 month. In some instances, the printing of a joint
itself may take less than or equal to about 1 min, 3 min, 5 min, 10
min, 15 min, 20 min, 30 min, 40 min, 50 min, 1 hour, 1.5 hours, 2
hours, 2.5 hours, or 3 hours. The time required to assemble a
chassis may be reduced because the 3-D printing method may require
fewer tools than a typical manufacturing method. In the method
described herein, a single tool (e.g. 3-D printer) may be
configured to fabricate a plurality of joints with different
specifications (e.g., sizes/shapes). For example, a series of
joints may be printed using a single 3-D printer that all have the
same design. In another example, a series of joints may be printed
using a single 3-D printer, the series of joints having different
designs. The different designs may all belong to the same frame
assembly, or may be printed for different frame assemblies. This
may provide a higher degree of flexibility in scheduling joint
print jobs at a site, and may permit a manufacturer to optimize
production of joints to meet specified goals. In some cases, the
3-D printer can be sized and shaped such that it can be transported
to a site where a vehicle is being built. Furthermore, 3-D printing
may increase quality control or consistency of joints.
[0103] The manufacturing process described by FIG. 4A may reduce
manufacturing time and expense. Manufacturing time and/or expenses
can be reduced by reducing the number of tools required to form one
or more joints. All of the joints can be formed with a single too,
the 3-D printer. Similarly, manufacturing time and/or expenses can
be reduced by a higher level of quality control compared to other
manufacturing techniques that is provided by the 3-D printer. For
example the cost of producing joints using the method previously
described may reduce manufacturing costs by at least 5%, 10%, 15%,
20%, 30%, 40%, 50%, 60%, 70%, 80%, or 90% compared to other
methods. The use of 3-D printing for the manufacturing of joints to
connect tubes in a space frame allows each joint to have different
shape and dimensions without requiring separate molds or tools for
each joint. The 3-D printing process for joints may be easily
scaled.
[0104] FIG. 4B shows an example of a flow chart for a fabrication
process. The fabrication process may be used for fabricating a
chassis. Any illustration in FIG. 4B of a chassis design can be
used for designing and/or manufacturing chassis modules (e.g., as
discussed in FIG. 1C), chassis sub-structures (e.g., as discussed
in FIG. 1D), chassis sub-assemblies (e.g., as discussed in FIG.
1D), and/or other portions/parts of a chassis. Sub-assemblies may
be assembled to form chassis modules. Chassis modules may further
be assembled to form a chassis. The end product of the process
illustrated in FIG. 4B can be a chassis module, a chassis
sub-structure, a chassis sub-assembly, and/or other portions/parts
of a vehicle chassis.
[0105] The fabrication process may include a design stage and a
manufacturing stage. The design stage may include chassis design
410 (or chassis module design, sub-assembly design, sub-structure
design, sub-section design, etc.). The chassis design may be used
to determined connector (e.g., tube) design 411 and/or node (e.g.,
joint) design 412. Sub-assemblies for different chassis modules may
have different numbers of nodes and/or connectors fabricated with
different designs, shapes, structures, and/or materials. Chassis
modules for different vehicle chassis may have different numbers of
sub-assemblies fabricated with different shapes, structures, and/or
assembly processes. The manufacturing stage may include connector
(e.g., tube) fabrication 413 and/or node (e.g., joint) fabrication
414. The connectors and/or nodes may be assembled together to form
a sub-assembly, chassis module, and/or chassis 415.
[0106] In some instances, an individual node may be assigned with a
distinct node identifier and an individual connector may be
assigned with a unique connector identifier, such that each node
and each connector can be tracked in design, manufacturing,
assembly, optionally inventory, maintenance, fixing, replacing,
scrapping, and/or any other stages. A sub-assembly formed from
nodes and connectors may be assigned with a sub-assembly identifier
for tracking purpose in various stages of fabrication and/or usage
of the vehicle. A chassis sub-structure formed from sub-assemblies
may be assigned with a chassis sub-structure identifier for
tracking purpose in various stages of fabrication and/or usage. A
chassis module formed from sub-assemblies may be assigned with a
chassis module identifier for tracking purpose in various stages of
fabrication and/or usage of the vehicle. The identifier of any part
may be a barcode, a QR code, a serial number, a string of
characters, numbers, and/or marks, or combinations thereof. The
identifier may be stamped, etched, engraved, adhered, or printed on
the corresponding part.
[0107] A database (e.g., a library, vehicle design repository) may
be created and used during the design stage. The database may be
stored on one or more non-volatile memories of a computing device.
The database may be stored on a local computing device of a
user/designer. The database may also be stored on a cloud
infrastructure which can be accessible by multiple users at various
locations. The nodes and connectors, chassis sub-assemblies,
chassis sub-structures, chassis modules, and/or chassis that have
been designed and manufactured for an individual vehicle may be
recorded in the database. Various characteristics and corresponding
identifiers of each part may be recorded in the database. Such
database may be used as a template when a user starts to design and
manufacture another vehicle. Such database may also be used as
references for maintaining and/or upgrading a previously fabricated
vehicle.
[0108] Tables 1, 2, and 3 are examples of various characteristics
of vehicles made with nodes, connectors, sub-assemblies, and
chassis modules. One or more characteristics listed in the tables
may be recorded as database entries for fabricating other vehicles
or upgrading a previously fabricated vehicle.
[0109] Table 1 is an example used for fabricating a vehicle
chassis.
TABLE-US-00001 TABLE 1 An example of a database entry for
fabricating a vehicle chassis (e.g., at a vehicle level) Min Max
Vehicle level: Number of Nodes in Vehicle 10 200 Number of Panels
in Vehicle 0 150 Number of Tubes in Vehicle 10 1000 Number of
Modules in Vehicle 1 10 Vehicle torsional stiffness (Nm/deg) 1000
30000 Range of vehicle mass (lbs) 600 23000 Number of wheel wells
for wheel attachments 0 18 Number of crumple zones 0 8 Library of
structures containing standard parts for Diameter: fast design
(tubes from x thickness and y, from 1 to 100 mm x +/- z) Wall
thickness: 0.5 mm to 10 mm Length: 10 mm to 6000 mm Max vehicle
x-axis deceleration during impact on 0 100 g NHTSA tests Max
vehicle y-axis deceleration during impact on 0 100 g NHTSA tests
Max vehicle z-axis deceleration during impact on 0 40 g NHTSA tests
Max passenger x-axis deceleration during impact on 0 100 g NHTSA
tests Max passenger y-axis deceleration during impact on 0 100 g
NHTSA tests Max passenger z-axis deceleration during impact on 0 40
g NHTSA tests Node features to achieve deceleration above 0 10
(crumple zones, low density regions, breakaway structures, printed
force diverting structures) Range of module volume reduction based
on impact 0 10 (0-z)
[0110] Table 2 is an example used for fabricating a chassis
module.
TABLE-US-00002 TABLE 2 An example of a database entry for
fabricating a chassis module Min Max Module level: Number of Nodes
in Modules 2 20 Number of Panels in Modules 0 15 Number of Tubes in
Modules 6 100 Dimensions of modules (mm) 100 1500 Shapes of
modules: pyramid any polytope inlcudeing polyhedrons, triangle,
square, trapezoid, tetrahedron, icosidodecahedron, rhomic 2d 3 d ,
etc. triacontahedron, great cubicboctahedron, polygon, triangle,
quadrilateral, pentagon, hexagon, heptagon Mix of node size (x
smaller 100 smaller than 200 mm{circumflex over ( )}3; 100 larger
than L, y larger than L) than 200 mm{circumflex over ( )}3 number
of crumple zones 0 8
[0111] Table 3 is an example used for fabricating nodes, connectors
and/or panels
TABLE-US-00003 TABLE 3 An example of a database entry for
fabricating nodes, connectors and/or panels Min Max
Nodes/junctions/panels: Size of joints (mm) 0.1 100 Wall thickness
(mm) 0.1 50 Number of injection ports(1-6, think multi 1 6 joint
connections) # of o-rings 0 5 shape of bars (number of sides) 2 10
number of crumple features 0 4 Tubes per node 1 10 Nodes/panel 1 10
Junctions per node 0 8 rivets per node 0 50 Fasteners per node 0 50
Weight of Panels 100 g 100000 g Weight of Joints 10 g 10000 g
Inserts per Panel 0 1000 reinforcements per panel 0.1 10 spreader
plate thickness (mm) 2 4 reinforcement printed strut forks (2 for 1
20 pencil brace to 4 for complex major support) materials (Al, Ti,
Steel) Internal Structure: Bone like (wall thickness) (mm) 0.01 5
Geometric features (characteristic length)(mm) 0.1 1000
[0112] Chassis design 410 may incorporate one or more factors such
as performance, aesthetics, safety, and/or cost. Additional or
alternative factors may be considered. Performance may include
factors such as number of passengers or internal space for
passengers, load to carry, storage space, mileage, aerodynamics,
stiffness, torsion, horse power, motor power or speed,
acceleration, overall size and/or volume, overall weight,
durability, suspension, or any other factors. Aesthetics may
include factors relating to visual appearance of car, sound of car,
or overall feel. Safety may relate to one or more safety
requirements or metrics that may be met by the vehicle, as
described in greater detail elsewhere herein. Safety may include
factors that comply with any regulations required by a
transportation entity. A transportation entity may be a government
agency such as National Transportation Safety Board (NTSB), Federal
Aviation Administration (FAA), Coast Guard, National Transportation
Safety Commission, Department of Transportation, and/or any other
governmental, non-governmental, regulatory bodies. Cost
considerations, such as cost of materials, manufacturing, or labor
may be considered.
[0113] The chassis design may inform the connector design 411. As
previously discussed, the connectors ay include connecting tubes.
Various factors for the connectors may be affected by the chassis
design (e.g., any factors of the chassis design). For instance,
connector size, shape (e.g., cross-sectional shape, lateral shape),
materials, internal routing features (if any), internal structure
(if any), built-in sensors (if any), or other factors may be
determined for connector design. One or more of the connector
design factors may be affected by performance, aesthetics, safety,
or cost for the vehicle. Manufacturing methods may also be selected
during the design stage. For example, a node, a connector, a panel,
a sub-assembly, a chassis module, and/or a chassis may be selected
to be manufactured using 3-D printing, stamping, bending,
extruding, casting, or combinations thereof. Various combinations
of manufacturing methods may be used to fabricate a chassis.
Examples of possible connector features are provided in greater
detail further below.
[0114] The chassis design may also inform the joint design 412. In
some instances, the joint design may be determined based on
connector design, or vice versa. The overall shape of the chassis
design may be considered when determining individual connector
design and/or joint design. Various factors for the joints may be
affected by the chassis design (e.g., any factors of the chassis
design). For instance, design of joint prongs, joint connecting
features, joint centering features, materials, internal routing
features (if any), internal structure (if any), built-in sensors
(if any), or other factors may be determined for joint design. One
or more of the joint design factors may be affected by performance,
aesthetics, safety, or cost for the vehicle. Examples of possible
joint features are provided in greater detail further below.
[0115] The connector may be fabricated 413 as designed. Any
fabrication technique may be used for the connector, including but
not limited to, 3-D printing, braiding, composites, lithography,
welding, milling, extrusion, molding, casting, or any other
technique or combinations thereof. Similarly, a joint may be
fabricated 414 as designed. Any fabrication technique may be used
for the connector, including but not limited to, 3-D printing,
braiding, composites, lithography, welding, milling, extrusion,
molding, casting, or any other technique or combinations thereof.
Different techniques may be used for connector fabrication and
joint fabrication. Alternatively, the same technique or techniques
may be used for connector fabrication and joint fabrication. The
connector and/or joint fabrication may occur as part of an
automated process. The connector and/or joint fabrication may occur
with aid of one or more machines that may in communication with a
computing device that may aid in the connector design and/or the
joint design. Direct communications may be provided between the
computing device and the one or more machines used for fabrication,
or indirect communications may be provided over a network. In some
instances, one or more manual steps may occur during connector
and/or joint fabrication.
[0116] Chassis assembly may occur 415. The chassis assembly may
include the connection of one or more connectors to one or more
joints to form a space frame chassis. In some embodiments,
adhesives or other techniques may be used to permanently affix the
one or more connectors to the one or more joints. The chassis
assembly may occur as part of an automated process. The assembly
may occur with aid of one or more machines that may in
communication with a computing device that may aid in the connector
design and/or the joint design. Direct communications may be
provided between the computing device and the one or more machines
used for assembly, or indirect communications may be provided over
a network. In some instances, one or more manual steps may occur
during assembly. Thus, a vehicle chassis may be assembled that may
take original chassis design factors into account, which may
include safety.
[0117] FIG. 4C shows an example of a flow chart for a vehicle body
fabrication process. The fabrication process may include a design
stage and a manufacturing stage. The design stage may start from
body design 420. The body design may be used to determine chassis
design 421 and/or panel design 422. The body design may also be
used to determine chassis modules and/or sub-assemblies. The
manufacturing stage may include chassis fabrication 423 and/or
panel fabrication 424. The design stage and manufacturing stage may
also be used for fabricating other parts 426 of a vehicle, such as
engine, fuel system, electronics, sensors, etc. In some instances,
the nodes may be smart nodes that are integrated with sensors for
detecting forces, usage states, pressures, temperatures, and/or any
other parameters. The smart nodes may be used for sending warnings
when the vehicle has abnormal status. The smart nodes may also be
used for tracking parts of the vehicle. The chassis and panel
fabrication may occur in series, in parallel and/or may be
integrated with one another. The chassis and the panels may be
assembled together to form a vehicle body 425.
[0118] Body design 420 may incorporate one or more factors such as
performance, aesthetics, safety, and/or cost. Additional or
alternative factors may be considered. Performance may include
factors such as number of passengers or internal space for
passengers, load to carry, storage space, mileage, aerodynamics,
stiffness, torsion, horse power, motor power or speed,
acceleration, overall size and/or volume, overall weight,
durability, suspension, or any other factors. Aesthetics may
include factors relating to visual appearance of car, sound of car,
or overall feel. Safety may relate to one or more safety
requirements or metrics that may be met by the vehicle, as
described in greater detail elsewhere herein. Safety may include
factors that comply with any regulations required by a
transportation entity. A transportation entity may be a government
agency such as National Transportation Safety Board (NTSB), Federal
Aviation Administration (FAA), Coast Guard, National Transportation
Safety Commission, Department of Transportation, and/or any other
governmental, non-governmental, regulatory bodies. Cost
considerations, such as cost of materials, manufacturing, or labor
may be considered.
[0119] Chassis design 421 may incorporate one or more factors such
as materials, structure, design, and/or connecting features. As for
materials to fabricate the chassis or components thereof,
individual connectors, nodes, sub-assemblies, and/or chassis
modules, carbon tube fiber may be used to reduce the weight.
Alternatively or in combination, metal materials, such as aluminum,
steel, iron, nickel, titanium, copper, brass, silver, or any
combination or alloy thereof, may be used to absorb more energy
during deformation thus provide better safety and other performance
features. Various techniques may be used to connect different parts
of a chassis. For example, adhesives may be used to connect nodes
and connectors. Alternatively or in combination, fastening
techniques may be used to provide flexibility for swapping modules
or parts of a chassis.
[0120] Panel design 422 may incorporate one or more factors such as
materials, structure, design, and/or connecting features. The
sheets may be made of carbon fibers to reduce chassis weight. The
sheets may alternatively or additionally made from metal materials,
such as aluminum, steel, iron, nickel, titanium, copper, brass,
silver, or any combination or alloy thereof. Advantages of using
metal materials may include improving puncture resistance. The
panels may have various structures, such as plain sheets,
honeycomb, sandwiched sheets including internal structures such as
honeycomb structure, bone structure, and/or any other suitable 2D
or 3D structures as discussed herein. Panels may be formed by
honeycomb structures to allow enhanced strength by using reduced
amount of materials, weight and cost. Alternatively or
additionally, panels may be formed by sandwiching honeycomb
structures between sheets. Alternatively or additionally, panels
may be formed to contain any suitable internal structures, such as
bone structure described further herein.
[0121] The chassis design may inform the chassis fabrication 423.
The panel design may inform the panel fabrication 424. Any
fabrication technique may be used for chassis and/or panel
fabrications, including but not limited to, 3-D printing, braiding,
composites, lithography, welding, milling, extrusion, molding,
casting, or any other technique or combinations thereof.
[0122] Fabrications may occur as part of an automated process.
Fabrication may occur with aid of one or more machines that may in
communication with a computing device that may aid in the connector
design and/or the joint design. Direct communications may be
provided between the computing device and the one or more machines
used for fabrication, or indirect communications may be provided
over a network. In some instances, one or more manual steps may
occur during fabrication.
[0123] Vehicle body may be assembled 425. The assembly at various
stage may include the connection of one or more connectors to one
or more joints to form a space frame for a corresponding part,
e.g., chassis and/or panel. The assembly may also include
connection of chassis to the panels. In some embodiments, adhesives
or fastening or other techniques may be used to connect the one or
more connectors to the one or more joints. The assembly may occur
as part of an automated process. The assembly may occur with aid of
one or more machines that may in communication with a computing
device that may aid in the connector design and/or the joint
design. Direct communications may be provided between the computing
device and the one or more machines used for assembly, or indirect
communications may be provided over a network. In some instances,
one or more manual steps may occur during assembly. Thus, a vehicle
body may be assembled that may take original design factors into
account, which may include safety.
[0124] FIGS. 17A-17G show various embodiments of connecting various
vehicle components, such as the joints, tubes, and/or panels. FIG.
17A shows an example of connecting a tube 1701 (e.g., a connector)
with a node 1703 (e.g., a joint) using a slip-on structure 1700.
The node may have a hollow structure for the tube to insert through
the hollow center of the node. This slip-on structure may allow for
a continuous tube structure to extend through the node. In some
cases, after the tube is inserted through the node, additional
fixing means such as adhesives may be applied to further enable a
coupling between the tube and the node. For instance, the node may
comprise structures such as grooves 1705 for infusion sealing. The
continuous tube connected with the node may provide better load
paths and improved tolerance control over a long dimension.
[0125] FIG. 17B shows an example of connecting a panel with a node.
The node may have extrusions 1709 to extend from the body of the
node, and the extrusions may function as connecting features to
engage with the panels. For example, panel skin sheets 1706 may
engage with the extrusions of the node. In some cases, the panel
skin sheets may be formed with extrusion features such as flanges
at the end of the panel to be engaged with the nodes. Fasteners
1713 (e.g., bolts, screws, rivets, clamps, interlocks) may be used
to fixedly connect the panel with the node. The panel may include
various internal structures 1707, such as honeycomb foam or bone
structure. The variety of internal structures may be fabricated
using 3D printing. In some instances, the panel may be pre-drilled
to accelerate riveting to shear panels. Alternatively, adhesives
may be applied to the interface of the extrusion and the panel skin
to form a connection.
[0126] FIGS. 17C-17D show examples of smooth connections between
panels 1715 and tubes 1717. Panels may be connected to tubes using
via one or more nodes 1721. Adhesives and/or fasters may be used to
connect the panels and the tubes. Alternatively or additionally,
standard or custom extrusions or tubes may be formed directly from
the panels, using 3-D printing, braiding, composites, lithography,
welding, milling, extrusion, molding, casting, or any other
technique or combinations thereof. Nodes may be formed on the tubes
to provide strong connection between two tubes. Nodes may be formed
by 3-D printing, welding, extrusion, molding, casting, or any other
technique or combinations thereof. Nodes may be formed in various
configurations, for example, a node may have a large socket 1723 to
connect with a tube. A node may also have panel mounting flanges
1725 and interfaces 1727 for extrusions. Smooth structural
transitions provided by these connecting methods may reduce stress
concentrations while maintaining positional accuracy.
[0127] FIG. 17E shows an example of shear panel connections without
additional pieces (e.g., without using nodes). Two panels may be
connected to each other at a certain angle. The angle may be in a
range for example from 5 degree to 175 degree. In some cases, the
angle may be determined by a geometry of flanges extended from skin
sheets of the panel. A panel may include a sandwiched structure
including a honeycomb or a bone structure sandwiched between two
thin sheets. At the end of each panel, one or more flanges 1729,
1731 may be formed to extend from the outer or inner sheet. The
extended flanges may curve at a certain angle. The flanges may
include holes for applying fasteners to connect a flange of a panel
with the skin or the sheet of a another panel. Various other
coupling means may be applied such as adhesives to connect the two
panels. This structure may allow for more continuous stress
propagation and reduced part count.
[0128] FIGS. 17F-17G show examples of internal structures of the
panels. The panel may include an internal structure (e.g., sandwich
panel core) sandwiched between a pair of thin sheets 1733. The
internal structure may include honeycomb structure, bone structure
1735-2, porous structure 1735-1, tetrahedral bracing 1735-4,
columnar structure, or any other suitable structures. The internal
structure may include biomimetic structures. The internal structure
may or may not be evenly distributed. For example, the shapes of
the internal structures can be optimized for loading in specific
places. In some cases, a direction and/or dimension of the internal
structures may be designed to meet loading requirement. In FIG.
17G, a panel including honeycomb structure with foam fillings may
be formed between two sheets 1737. The honeycomb structure may
comprise an array of hexagonal tubular cells with walls which
extend in the thickness direction of the panel. In some cases, some
of the cells may be filled with a foam material. The honeycomb
structure may be formed using 3D-priting. Strengthened features
(e.g., hard points) may be printed on the honeycomb structure for
attachments. In some cases, the panel may further comprise potting
or foam 1739 between the two skin sheets. In some cases, the space
between the internal structures may be filled with potting
material. In some cases, strengthened features (e.g., hard points)
may be printed on the honeycomb structure for attachments.
[0129] FIGS. 18A-18K show various examples for fabricating various
vehicle components. As shown in FIG. 18A, a vehicle component such
as a panel may comprise internal honeycomb structures. The panel
may have a flat plate shape. In some cases, the panel may be bent
to form a desired angle 1807. For example, a portion of a panel may
be removed (e.g., scraped or cut away) to expose a portion of the
internal honeycomb structure 1801. The panel may bend to form a
desired angle 1803. A dimension of the removed area 1801 may have a
geometric relationship with the formed angle 1807. For instance, an
arc length around the formed angle may correspond to a width of the
removed area. The panel may be bent into an angle in any range such
as from 5 degree to 175 degree. In some cases, the angle 1805 may
be designed to fit with a geometric requirement of a node 1807. A
node with may be fabricated using 3-D printing to include panel
mounting flanges 1809 or other suitable connecting structures. In
some cases, the node may comprise two mounting flanges 1809 to be
fitted with the bending panel. The node may be attached to the
panel using adhesives and/or fasteners (e.g., bolts, screws,
rivets, clamps, interlocks). The node may be coupled to the bending
panel via a mating surface between the flanges and the panel using
any suitable coupling means such as adhesive or easterners. The
node may be configured to further receive connecting tubes or
couple to other vehicle components (e.g. panels) such that the
bending panel is connected with other vehicle components via the
node.
[0130] In FIG. 18B, a panel 1811 may be further attached to the
node using the panel mounting structures. Various coupling means as
described elsewhere herein may be used to couple the mounting
structure to the connecting structure (e.g. flanges) of the node
1813. In some cases, extrusions 1815 may be further formed to
connect the panel having the honeycomb structure. The extrusions
may be formed using a variety fabrication technologies such as 3-D
printing or extrusion. A variety of coupling means such as
adhesives, and/or fasteners (e.g., screws, rivets) may be used to
couple the extrusion to the node and panels. The extrusions may
function as connecting features to engage with the panels. For
example, panel skins may engage with the extrusions of the node.
The extrusions may be formed using metal, plastic, composite (e.g.,
carbon tubes), or any other suitable materials.
[0131] FIGS. 18C-E show an example of forming a vehicle component,
such as a chassis module. In FIG. 18C, a sandwich panel (e.g.,
sheet) may include honeycomb, foam, bone, or other internal
structures. The sandwich panels may be pre-cut using computer
numerical control routing. For example, the panel may be 3 or 5
axis machined to form a desired shape and geometry. The panel may
be with or without interlock features. The panel may be formed
using metal (e.g., aluminum, steel, etc), plastic, composite, or
any other suitable materials. One or more spots 1819 for inserting
other components may be marked. In FIG. 18D, one or more nodes 1821
may be connected to the panel. The one or more nodes may be formed
using 3-D printing. A variety of coupling means may be used to
couple the node to the panel such as adhesives, and/or fasteners.
The nodes may be used for connecting other panels. In some cases,
the nodes may be used to support structural members. The nodes may
determine a location of the panel relative to other structural
members such as suspension pick-up points. Adhesives may be added
to interface edges 1823 of the panel which may be configured to be
coupled to other panels. In FIG. 18E, one or more panels 1825 may
be attached to the sandwich panel at the interface edge. The one or
more added panels may be attached to the sandwich panel using
adhesives and/or fasteners to form a component (e.g., a chassis
module) as shown in FIG. 18E.
[0132] FIGS. 18F-18H show an example of forming another vehicle
component, such as a chassis module. The vehicle component may be a
panel assembly. In FIG. 18F, sandwich panel (e.g., sheet) 1827 may
include honeycomb, foam, bone, or other internal structures. The
sandwich panels may be pre-cut using computer numerical control
routing. For example, the panel may be 3 or 5 axis machined to form
a desired shape and geometry. One or more nodes 1829 may be formed
using 3-D printing or other suitable methods. The one or more nodes
may be made from metal, plastic or composite materials. In FIG.
18G, the one or more nodes may be connected to the panel to form a
sub-assembly 1831. The one or more nodes may be attached to the
panel using adhesives and/or fasteners. One or more sub-assemblies
1833 may be further connected to each other using adhesives and/or
fasteners. For examples, adhesives may be added to mating surface
of the individual sub-assemblies. In some cases, a panel
sub-assembly may comprise the same panels. Alternatively, the
panels may be different. In FIG. 18H, the one or more
sub-assemblies may be attached to each other using the applied
adhesives. In some cases, additional coupling means 1835 such as
fasteners may be added to provide additional structure and clamping
during a curing process of applying the adhesives. A chassis module
1837 may be formed after connecting the one or more sub-assemblies
together.
[0133] FIGS. 181-18L shows an example of a monocoque vehicle
chassis 1839 which may be formed using methods combined to produce
hybrid space frame/monocoque structure. The space frame may be
fabricated from nodes and/or connectors as discussed herein. One or
more sub-assemblies and chassis modules may be formed as discussed
herein. One or more chassis modules may be further assembled to
form the monocoque vehicle chassis. In FIG. 18I, for example, the
floor structure, firewall, and rocker structures may be formed
using honeycomb panels and/or other panel based structure (curved
or flat) as discussed herein. The panels may be connected using 3D
printed nodes specifically designed to interface with one another.
Alternatively or additionally, one or more nodes may be formed on
the panels using adhesives and/or fasteners. The nodes may include
clamping features, flanges, tube mounting features, panel mounting
features, and/or other suitable connecting features to connect to
one or more components. The locations of the nodes on the panels
may be identified for mounting the space frame. Nodes for
attaching/mounting the space frame may be formed on these
locations.
[0134] For example, function points may be formed for incorporation
of interface with tube based structures. The tubes may be made of
carbon fiber in some embodiments, and of various metals in other
embodiments. The tubes may be straight, or curved in up to 3
dimensions, or a mix of those options. Additionally, the cross
section of the tubes may or may not be circular. For example, a
square tube providing vehicle roof structure may be joined with a
node connecting feature to attach to a forward bulkhead of the
lower monocoque structure (e.g., square shaped cross section as
shown in FIGS. 17D and 17E). As shown in FIGS. 18J-18K, the vehicle
may have a monocoque lower structure 1841 married with a space
frame upper structure 1843 with joints of at least some of the
interfaces. The connection between the monocoque structure and the
tubes are enabled using 3D printed connecting nodes to fabricate
the hybrid space frame/monocoque structure.
[0135] An example of a joint that may be manufactured using the
described describe fabrication process (e.g., a 3-D printing
method) is shown in FIG. 5. The joint shown in FIG. 5 has a body
portion 501 and three acceptor ports 502 exiting the joint body.
The acceptor ports 502 may be locations for mating with a
connecting tube. The acceptor ports may mate with a connecting tube
by being inserted into an interior portion of the connecting tube
and/or overlying an exterior surface of the connecting tube. The
acceptor ports may have any angle relative to each other in three
dimensional space. The angle of the ports relative to each other
may be dictated by the chassis design. In some instances, three or
more ports may be provided. The three or more ports may or may not
be coplanar. The ports may be able to accept round, square, oval,
or irregularly shaped tubes. Different cross-sectional
shapes/dimensions for connecting tubes, ports may be configured to
accommodate the different shapes/dimensions of tubes, the ports
themselves may have different cross-sectional shapes/dimensions.
The ports may be round, square, oval, or irregularly shaped.
[0136] The protrusion 502 may be designed such that it may be
inserted in to a connecting tube. The wall thickness of the joint
protrusion may be printed such that the joint is able to support
the structural load calculated by a finite element model for the
complete chassis design. For example a joint that needs to support
a large magnitude load may have a thicker wall than a joint that
supports a smaller load.
[0137] FIG. 6 shows a joint 601 connecting with three tubes 602a-c.
The figure shows how the joint can be designed to connect tubes at
varying angles. The angles between a set of tubes connecting to a
joint may be equal or non-equal. In the example show in FIG. 6 two
of the angles are labeled, the angle between tube 602a and 602b is
labeled 603 and the angle between tubes 602b and 602c is labeled
604. In FIG. 6 angles 603 and 604 are not equal. Possible values
for 603 and 604 can be at least 1.degree., 5.degree., 10.degree.,
15.degree., 20.degree., 30.degree., 45.degree., 60.degree.,
75.degree., 90.degree., 105.degree., 120.degree., 135.degree.,
150.degree., 165.degree., or 180.degree..
[0138] Joints may be printed with any number of protruding acceptor
ports to mate with a connecting tube. For example, the joint may
have at least one, two, three, four, five, six, seven, eight, nine,
ten, twelve, fifteen, twenty, thirty, or fifty acceptor ports, or
prongs. The joint may have less than any of the number of acceptor
ports described herein. The joint may have a number of acceptor
ports falling into a range between any two of the values described
herein. FIG. 7 shows an example of a joint with five protrusions.
Furthermore, the protrusions may have equal or non-equal diameters.
For example, FIG. 8 shows a joint 801 designed to accept tubes of
different diameters with a smaller tube being accepted at the upper
port 802 and larger tubes accepted at the lower ports 803. In
another example, different ports on the same joint may be able to
accept tubes with a diameter ratio between different tubes of 1:2,
1:3, 1:4, 1:5, 1:6, 2:3, 2:5, 2:7, 3:5, or 3:7. In the case of
non-round tubes, diameter could be represented by the relevant
fundamental length scale, for example side length in the case of a
square tube. Additionally, tubes with different cross sectional
shapes may be able to fit on to different protrusions on the same
joint. For example, a joint may have protrusions with all or any
combination of round, oval, square, rectangular, or irregularly
shapes. In other implementations, a single joint may have
protrusions with equal diameters and/or the same shape. 3-D
printing of the joint may accommodate this wide array of joint
configurations.
[0139] The joint may be printed such that it comprises a region of
the protrusion configured to fit inside of a connecting tube and a
lip to fit over the connecting tube. The joint protrusion
configured to fit inside of the connecting tube may be printed such
that an annular region may be formed between the surface of the
protrusion and the inner diameter of the lip.
[0140] The joints (e.g., nodes) may be formed from a single
integral printed piece. Alternatively, the nodes may be formed from
multiple pieces that may be attached to one another. Multiple node
components may be used to form a node as illustrated, or having
different features or characteristics. The individual node
components may be formed using any manufacturing technique, which
may include 3-D printing or any other printing, extruding,
braiding, composites, lithography, welding, milling, extrusion,
molding, casting, or any other technique or combinations thereof.
The node components may be fastened to one another to form a node.
The node components may be connected to each other with aid of one
or more fasteners, such as screws, bolts, nuts, or rivets.
[0141] One or more tubes (e.g., connectors) may be attached (e.g.,
adhered) to a node component, such as an acceptor port of a joint
component. In some instances, a single joint component may have a
single acceptor port, or may have multiple acceptor ports. Each
prong of a joint may be on a separate joint component, or in some
instances, multiple prongs of a joint may be on a shared joint
component. Some joint components may optionally not have a prong,
and may be used to facilitate connection between various joint
components which may or may not have prongs.
[0142] In one example, one or more tubes may be glued onto an
acceptor port of a joint component. Centering features, as
discussed in greater detail elsewhere herein, may be used to center
the tube on the acceptor port and provide space for the glue. The
joint components may be fastened to one another (e.g., using
screws, bolts, nuts, or rivets to connect to one another). In some
instances, the joint components may comprise one or more flanges or
protruding pieces that may lie against one another and then be
fastened together.
[0143] Similarly, joints may have one or more panel connecting
features. The panel connecting features may accept a body panel of
the vehicle. One or more joint components may have a panel
connecting feature that may allow a panel to be fastened to the
joint component and/or adhered to a joint component. A single joint
may connect tubes, panels, or any combination thereof.
[0144] FIGS. 16A-16B show examples of connecting joints with panels
using various configurations. In FIG. 16A, a joint 1602 may be
connected to panels 1604 and 1606. Joint 1602 may include
protruding features 1603, such as panel connecting features, for
connecting joints to panels. Panels may include internal
structures, such as honeycomb structures, bone structures,
sandwiched between two sheets. Panels may include connecting
features (e.g., panel skin, flanges, or other suitable structures)
for connecting to the panel connecting features 1603 on the joint.
For example, panels may engage with the panel connecting features
from outside to connect to the joint. Fasteners 1608 (e.g., screws,
bolts, nuts, or rivets) may be used to connect the joint with
panels. The fasteners may or may not drill all the way through the
panels. Alternatively or additionally, other connecting techniques
(e.g., adhesives) may be used to connect the joint with panels. In
FIG. 16B, a joint 1612 may include panel connecting features 1613.
A panel 1614 may be inserted into a panel mounting flange.
Fasteners 1618 (e.g., screws, bolts, nuts, or rivets) may be used
to connect the joint with the panel. Alternatively or additionally,
other connecting techniques (e.g., adhesives) may be used to
connect the joint with panels. The connections discussed in FIGS.
16A-16B may require less processing on the sandwiched panels while
providing stronger connection between the panels and the nodes.
Fasteners (e.g., rivets) may or may not deform the honeycomb foil
during assembly. Holes may be pre-drilled during honeycomb routing
to minimize honeycomb deformation during fastening process.
[0145] Any part of the vehicle body components (e.g., tubes,
connectors, joints, nodes, panels, sub-assemblies, and/or chassis
modules) may be fabricated using any materials, such as metal,
carbon fibers, or combinations thereof. Carbon fibers can reduce
the weight of the overall structures, while metal can provide
better ductile property to accommodate manufacturing of various
shapes. Metal can also deform to absorb energy during a car crash
to protect passengers in the car. The placement of carbon fiber
versus metal pieces can be selected throughout the vehicle to
provide desired characteristics to desired sections of the
vehicle.
[0146] In one example, one or more of the tubes may be carbon fiber
tubes. The carbon fiber tubes may be lightweight. In other
examples, one or more of the tubes may be metal tubes, such as
tubes formed from aluminum, titanium, or stainless steel, brass,
copper, chromoly steel, or iron, or any combinations or alloys
thereof. Honeycomb structure may also be used to fabricate
tubes.
[0147] Various structures may be designed to extrude from nodes.
For example, beams/tubes may be printed or attached to the inside
or outside of nodes. The extruded beams/tubes may be flexible in
design, materials, and/or shape to provide flexibility of shape
with fewer nodes. Prior to assembly, the extruded beams/tubes may
bend to enable more complex shapes. The extruded beams/tubes from
the nodes can be used to build cross-car beams and/or cage
structures for the glass house (e.g., A-pillar, B-pillar, and/or
C-pillar). The printing technique may enable features, such as the
nodes, to be printed onto structural features. For example, a
cross-car beam may have printed nodes or other features easily
attach thereon.
[0148] The 3-D printing method described herein may permit
inclusion of fine structural features which may be impossible or
cost prohibitive using other fabrication methods. For example
centering features may be printed on the protrusion region of the
joint. Centering features may be raised bumps or other shapes in a
regular or irregular pattern on the joint protrusion. Centering
features may center the joint protrusion inside of a connecting
tube when a joint and tube are assembled. If adhesive is placed
between the joint protrusion and the connecting tube, centering
features may create fluid pathways to spread the adhesive in a
desired thickness or location. In another example nipples may be
printed on to the joints. Nipples may provide vacuum or injection
ports for introduction of adhesive in a space between a joint
protrusion and a connecting tube. In some cases, the centering
features can promote even distribution of adhesive in the space
between the joint protrusion and the connecting tube as described
in detail elsewhere herein.
[0149] Centering features may comprise a raised printed pattern on
the joint protrusion designed to fit inside of a connecting tube.
The centering features may be printed on the joint protrusion when
the protrusion is originally formed or they may be printed on the
joint protrusion some time after the joint has been designed. The
centering feature may be raised from an outer surface of a
protrusion of the acceptor port (tube engagement region). The
height of a raised centering feature may be at least 0.001'',
0.005'', 0.006'', 0.007'', 0.008'', 0.009'', 0.010'', 0.020'',
0.030'', 0.040'', or 0.050''. Centering features may preferably be
printed on the region of the protrusion configured to fit inside of
the connecting tube as shown in FIG. 9a-d. In an alternative
embodiment the centering features may be printed on the lip region
on the joint configured to fit over the outer diameter of the
connecting tube in addition to or instead of printing the centering
features on the tube engagement region. The centering features may
be printed on either or both the protrusion configured to fit
inside of the connecting tube and the lip region on the joint
configured to fit over the outer diameter of the connecting
tube
[0150] FIGS. 9a-d show detailed views of four possible joint
centering feature embodiments. FIG. 9a shows a small nub centering
feature 901, this feature comprises a pattern of raised dots on a
tube engagement region of the joint protrusion. A tube engagement
region of the joint protrusion may be a portion of the joint
protrusion configured to come into contact with a surface of the
tube. The tube engagement region may be configured to be inserted
into the tube. The dots may be provided in one or more row or
column, or in staggered rows and/or columns. The raised dots may
have a diameter of at least 0.001'', 0.005'', 0.006'', 0.007'',
0.008'', 0.009'', 0.010'', 0.020'', 0.030'', 0.040'', or
0.050''.
[0151] FIG. 9b shows a spiral path centering feature 902, this
feature comprises a continuous raised line that winds around the
full length of the tube engagement region of the joint protrusion.
The continuous raised line may wrap around the tube joint
protrusion a single time or multiple times. Alternative designs may
comprise centering features with a raised spiral centering feature
that does not wrap around the full diameter of the tube engagement
region. In alternative embodiments the spiral centering feature may
wind around 10.degree., 20.degree., 30.degree., 40.degree.,
50.degree., 60.degree., 70.degree., 80.degree., 90.degree.,
100.degree., 110.degree., 120.degree., 130.degree., 140.degree.,
150.degree., 180.degree., 190.degree., 200.degree., 210.degree.,
220.degree., 230.degree., 240.degree., 250.degree., 260.degree.,
270.degree., 280.degree., 290.degree., 300.degree., 310.degree.,
320.degree., 330.degree., 340.degree., 350.degree., or the full
360.degree. of the circumference of the engagement region. The
centering feature may further comprise multiple raised lines that
wind around the full length of the tube without intersecting in a
fashion similar to multi-start screw threads.
[0152] FIG. 9c shows a labyrinth centering feature 903, this
feature comprises raised dashed lines circumscribing the tube
engagement region of the joint at a 90 degree angle to the
direction of the length of the joint protrusion. Adjacent dashed
lines in the labyrinth centering feature are organized in a
staggered pattern. Multiple rows of dashed lines may be provided.
The dashed lines may be substantially parallel to one another.
Alternatively, varying angles may be provided.
[0153] FIG. 9d shows an interrupted helix centering feature 904,
this feature comprises raised dashed lines circumscribing the tube
engagement region of the joint at a 45 degree angle to the
direction of the length of the tube engagement region. In another
example, the centering feature could have a raised line
circumscribing the tube engagement region at an angle of 1.degree.,
5.degree., 10.degree., 15.degree., 20.degree., 30.degree.,
45.degree., 60.degree., 75.degree., 90.degree., 105.degree.,
120.degree., 135.degree., 150.degree., 165.degree., or 180.degree..
The dashed lines in the centering features shown in FIG. 9c and
FIG. 9d may have a length of at least 0.005'', 0.006'', 0.007'',
0.008'', 0.009'', 0.010'', 0.020'', 0.030'', 0.040'', 0.050'' or
0.100''.
[0154] Other patterns in addition to those described in FIG.
9a-FIG. 9d may be used. Alternative patterns may include dashed
lines at irregular angles or spacing, a combination of lines and
dots, or a group of solid lines winding around the engagement
region with uniform or non-uniform spacing between the lines. In
some instances, the centering features may be patterned so a direct
straight line may not be drawn from a distal end of an inner
protrusion to the proximal end without intersecting one or more
centering feature. This may force adhesive to take a more
roundabout path and encourage spreading of the adhesive, as
described further elsewhere herein. Alternatively, a straight line
may be provided from a distal end to a proximal end of the inner
protrusion without intersecting one or more centering feature.
[0155] The centering features may be printed on the joint
protrusion with different densities. For example, a joint
protrusion may be printed such that 90% of the protrusion is
covered with raised centering features. In the case with 90%
centering feature coverage the features may be very closely spaced.
Alternatively the centering features may cover at least 5%, 10%,
15%, 20%, 25%, 30%, 40%, 45%, 50%, 55%, 60%, 65%, 70%, 75%, 80%,
85%, 90%, or 95% of the protrusion. The centering features may
cover less than any of the percentages described herein. The
centering features may fall within a range between any two of the
percentage values described herein. The density of the centering
features printed on the joints may be chosen to provide a
structural feature as determined from the chassis model.
[0156] The centering features may be raised such that a joint/tube
assembly comprises space between an inner surface of the connecting
tube and the surface of the joint protrusion designed to enter into
a connecting tube. The tolerance between the inner tube diameter
and the protrusion may be such that the joint and tube form a force
fit connection. In the case of a force fit connection, centering
features may or may not deform upon tube insertion in to the joint.
The centering features may center the joint protrusion inside of a
connecting tube such that the distance between the inner surface of
the connecting tube and the surface of the joint protrusion may
have a uniform radial thickness. Alternatively the centering
features may encourage non-uniform distribution of the space
between the joint protrusion and the connecting tube.
[0157] Different centering features may be printed on different
joints in the same chassis structure. Different centering features
can be printed on different joint protrusion on the same joint. The
centering features printed on a joint protrusion may be chosen so
that the joint supports a stress profile determined by a finite
element analysis performed on the chassis structure. An example of
a method to determine a centering feature to print on a joint is
shown in FIG. 10. In this method the first step 1001 is to
determine the load or stress on a joint protrusion. The stress may
be calculated using a finite element analysis employing a linear or
non-linear stress model. Stress may be calculated on the joints
while the chassis is stationary or while the chassis is moving
along a typical path, for example, along a straight line, curved
trajectory, flat terrain, or hilly terrain. The calculated stress
on the joint may be shear, tensile, compressive, torsional stress,
or a combination of stress types. The next step in the method shown
in FIG. 10 is to choose a centering feature that will provide
optimal structural support for the determined stress or load
profile 1002. Choosing a centering feature may involve choosing any
combination of pattern, dimension, and density of a possible
centering feature. The final step in the process may be to print
the centering feature on the joint.
[0158] For example, a joint that is expected to experience a high
magnitude tension force may be printed with a small nub centering
feature such that that an adhesive contact area between the joint
and the tube is maximized. In another example, a joint that is
expected to experience a torsional stress in the clockwise
direction may be printed with a spiral centering feature in the
clockwise direction to provide resistance to the torsional
force.
[0159] The dimension and density of the centering features may also
be chosen so that the joint supports a stress profile determined by
a computational and/or empirical analysis performed on the chassis
structure. The height of the centering feature may dictate the
volume of the annulus formed between the surface of the joint
protrusion and the inner diameter of a connecting tube. The volume
of the annulus may be filled with adhesive when the joint and tube
are assembled. The centering feature height may be chosen such that
the volume of adhesive is optimized to support the expected stress
or load on the joint. The density of centering features may also
alter the volume of the annular region. For example, a joint with a
high density of centering features may have a smaller volume in the
annular region compared to a joint with a sparse density of
centering features. The centering feature density may be chosen
such that the volume of adhesive is optimized to support the
expected stress or load on the joint.
[0160] Nipples for the connection of vacuum or injection tubing may
be printed directly on the joint. The nipples may be printed on the
joint at the time that the joint is printed such that the joint and
the nipples may be carved from the same bulk material.
Alternatively the nipples may be printed separately and added to
the joint after it is printed. The nipples may have delicate
internal pathways that may be impossible to achieve with
manufacturing methods other than 3-D printing. In some cases, fluid
can be delivered to an annular space between the tube accepting
region of the protrusion and an inner diameter of a tube attached
to the protrusion through the nipple and/or the internal pathways
in fluid communication with the nipple. The fluid can be an
adhesive. Adhesive may be sucked or pushed into the annular region
through the printed nipples. The nipples may be positioned on
opposite sides of the joint to distribute adhesive uniformly. Two
or more nipples can be attached to the joint symmetrically or
asymmetrically. For example, they may be provided circumferentially
opposing one another on an acceptor port of a joint. They may be
provided at or near a proximal end of an acceptor port for a joint.
Alternatively, they may be provided at or near a distal end of an
acceptor port of the joint, or any combinations thereof. A joint
may have at least about 1, 2, 3, 4, 5, 10, 15, or 20 nipples on
each protrusion.
[0161] Nipples can be positioned far from, in close proximity to,
or co-axially with an internal joint feature such as the fluid
pathway inside of a wall of the inner joint protrusion which may
provide uniform adhesive coating. FIG. 11 shows a cross section of
an example of a joint protrusion with nipples 1101 connecting to an
internal fluid pathway 1102 inside the wall of the joint
protrusion. The internal pathway may be printed in the side wall of
the joint. The internal pathway may have an outlet 1103 in to the
annular region. The internal pathway may introduce fluid (e.g.
adhesive) into the annular region. The internal pathway may have a
round cross section, a square cross section, an oval cross section,
or an irregularly shaped cross section. The diameter of the
internal pathway may be at least 1/100'', 1/64'', 1/50'', 1/32'',
1/16'', 1/8'', 1/4'', or 1/2''. If the internal fluid pathway has a
non-round cross section the listed diameters may correspond to a
relevant fundamental length scale of the cross section. The fluid
pathway may run along the full length of the joint protrusion or
any fraction of the length.
[0162] Nipples can be shaped and configured to connect with vacuum
and/or pressure injection equipment. Printing nipples directly on
the joint may decrease the need for equipment to inject adhesive in
to the annular region. After adhesive is introduced the nipples may
be removed from the joint by cutting or melting the nipple off of
the joint.
[0163] Integrated structural features may be printed directly on to
or inside of the joints. Integrated structural features may include
fluid plumbing, electrical wiring, electrical buses, panel mounts,
suspension mounts, or locating features. Integrated structural
features may simplify the chassis design and decrease the time,
labor, parts, and cost needed to construct the chassis structure.
The location for the integrated structural features on each joint
may be determined by the chassis model and the software may
communicate with a 3-D printer to fabricate each joint with the
necessary integrated structural features for a chosen chassis
design.
[0164] Joints may be printed such that they comprise mounting
features for shear panels or body panels of a vehicle. Mounting
features on the joints may allow panels to be connected directly to
a vehicle chassis frame. Mounting features on the joints may be
designed to mate with complimentary mating features on the panels.
For example mounting features on the joints may be flanges with
holes for hardware (e.g. screws, bolts, nuts, or rivets), snaps, or
flanges designed for welding or adhesive application. FIGS. 12a-c
show features of the joints designed for integration with other
systems on-board a structure, such as a vehicle. Joints may be
designed to integrate with shear panels or body panels of a
structure.
[0165] FIG. 12a shows a joint with a flange 1201. The flange 1201
may be used to connect to a shear panel or body panel (not shown).
In the case of use of the joint members to construct a vehicle
chassis, the joint member may be integrated with a suspension
system. A suspension system may comprise hydraulic, air, rubber, or
spring loaded shock absorbers. The suspension system may connect to
the joint member by an attachment to a flange 1201. The flange may
be printed such that it contains at least one hole 1202 for mating
with connecting hardware (e.g. screw, nail, rivet).
[0166] Joints may be printed such that they include integrated
passageways for electrical connections. Electrical connections
integrated into the joints may be electrically insulated.
Electrical connections integrated into the joints may be grounded.
Electrical connections integrated into the joints may be in
communication with wiring routed through the tubes connected to the
joint. The electrical wiring may be used to provide power to
systems on board a vehicle and/or to provide power to a battery to
start or run the vehicle engine. Systems on board a vehicle that
use power from the integrated joints may include, navigation,
audio, video display, power windows, or power seat adjustment.
Power distribution within a vehicle may travel exclusively through
a tube/joint network. FIG. 12b shows a possible joint embodiment
for routing of electrical wires throughout a structure. The joint
shown in FIG. 12b has with an inlet region 1203; this inlet could
be used for insertion of electrical connections or wires.
Electrical wires may be inserted into the inlet region and routed
from the joint to the tube for transmission throughout the chassis.
One or more system that may be powered using the electrical wires
may connect with the wire through the inlet region. The electrical
connections integrated into the joints can provide plugins that
permit a user to plug in one or more devices to obtain power for
the device. In some cases, one or more electrical contacts can be
printed onto the joints before, after, or during 3-D printing of
the joints.
[0167] Joints may be printed such that they comprise an integrated
heating and cooling fluid system to provide heat and air
conditioning in the vehicle chassis. Other applications may include
cooling and/or heating various components of the vehicle.
Integration of fluid (e.g. gas or liquid) systems into the
joint/tube construction may partially or fully eliminate the need
for conventional air ducts and plumbing from vehicle design. Joints
may route hot or cold fluid from a production source (e.g. electric
heating element, engine block heat exchanger, refrigerator, air
conditioning unit, or boiler) to a location in the chassis where a
passenger or vehicle operator may wish to heat or cool the
interior. Joints may contain integrated components to intake hot or
cold fluid from a source, distribute hot or cold fluid, and vent
hot or cold fluid at a location away from the source. Joints and
tubes in the assembly may be thermally insulated using fiberglass,
foam insulation, cellulose, or glass wool. The joint and tube
assembly may be fluid tight. In the case of a joint comprising an
integrated fluid system the joint embodiment shown in FIG. 12b may
be used. An inlet such as the one illustrated in the FIG. 1203 may
be used to route fluid for heating or cooling throughout a
structure by means piping the fluid between a plurality of joints
through the connector tubes.
[0168] A cross sectional view of a joint that may be used for
routing of fluid or electricity is shown in FIG. 12c. In the
example shown in FIG. 12c two joint protrusions are joined by an
internal passageway 1204. In an embodiment the joint in FIG. 12c
may route fluid or wiring from the inlet at 1205 to the outlet at
1206. The passageways used for routing of fluid and electricity may
be the same passageways or they may be separate. Internal joint
routing may keep two or more fluids separate within a joint while
still providing desired routing between tubes, or from tube to
joint-mounted connectors or features.
[0169] Joints may be printed such that they include integrated
locating or identifying features. The features may enable automated
identification or handling of the joints during assembly and
processing. Examples of locating features may include a cylindrical
boss (e.g. a boss with a flat and radial groove), an extruded
C-shape with a cap, a bayonet or reverse bayonet fitting with a
non-symmetric pin pattern, a hook feature, or other features with
geometry that may uniquely define the feature orientation and
position when examined. These locating features may be interfaced
to or grasped by robotic grippers or work holding tools. The
interface of the joint may be fully defined once the grasping
motion begins, is partially finished, or is complete. The locating
features may enable repeatable and optionally automated positioning
of the joints prior to and during space frame assembly. The
defining geometry of the features may also enable automated systems
to coordinate the motion of multiple joints along defined paths in
space during insertion of tubes into the joints. At least two tubes
may be inserted into multiple joints in parallel without resulting
in geometric binding during assembly. The integrated locating
feature may further comprise integral identifying features. For
example identifying features may be a one dimensional bar code, a
two dimensional QR code, a three dimensional geometric pattern, or
a combination of these elements. The identifying feature may encode
information about the joint to which it is attached. This joint
information may include: geometry of the joint, including the
orientation of the tube entries relative to the
identifying/location feature; material of the joint; positioning of
adhesive injection and vacuum ports relative to the
identifying/locating features; adhesive required by the joint; and
joint tube diameters. The combined identifying/locating feature may
enable automated positioning of joints for assembly without
requiring external information to be supplied to the automated
assembly cell.
[0170] As previously described, joints may be manufactured to
incorporate one or more safety feature. In some embodiments, such
safety features may be used in the event of a crash to a vehicle.
The safety features may be used to reduce or prevent harm to a
passenger of the vehicle or a passerby. The safety features may be
used to alert users to conditions of the vehicle that may affect
safety of the vehicle.
[0171] One or more structural features may be provided to the joint
that may improve safety of the vehicle. In some examples, the
structural features may absorb energy from an impact, while also
providing the desired performance characteristics.
[0172] FIG. 13 provides an example of a structural feature that may
be provided to a joint. In one example, a honeycomb structure may
be integral to one or more joints. The honeycomb structures may be
3-D printed. 3-D printing may advantageously permit the honeycomb
structure to be internally printed on the joints. In some
instances, the honeycomb structure may be printed within an
interior of a joint. Any description of a honeycomb structure may
apply to any structure that may have a cavity or cell of any shape,
regular or irregular. For instance, the cavities or cells may be
geometric (e.g., the hexagons of the honeycomb) or may have
differing or organic shapes, such as structures resembling animal
bones. In some instances, the honeycomb structure may be an
integrated structure of the joint itself, such as a wall of the
joint. Alternatively, the honeycomb structure may be provided
within an interior cavity or hollow region of the joint. The
honeycomb structure may optionally be printed on an exterior
surface or region of the joint. The honeycomb structure may be
provided in spaces between two or more joints. The honeycomb
structure may aid in connecting chassis structural members. For
instance, a honeycomb structure may be provided two or more joints
and may optionally connect the two or more joints. The honeycomb
structure may optionally connect one or more connecting tubes as
well. The honeycomb shape may increase strength of the joint and/or
overall chassis, and may allow for energy absorption from the
chassis itself.
[0173] In some embodiments, panels may cover the honeycomb
structure. For instance, the panels may be carbon-based (e.g.,
carbon fiber) panels which may provide stiffness and rigidity to
the structure. Alternatively, the panels may be formed of a metal,
such as aluminum, steel, iron, nickel, titanium, copper, brass,
silver, or any combination or alloy thereof. A honeycomb structure
may be sandwiched between the panels. In some embodiments, the
panels may be provided between two or more joints. The panels may
connect two or more joints, with the honeycomb structure
within.
[0174] Panels may be used for various sections of the vehicles,
such as the lower portions of the vehicles (e.g., the floor, walls,
and/or rockers). The panels may be made from carbon based materials
(e.g., carbon fibers) or metal materials (e.g. aluminum, titanium,
or stainless steel, brass, copper, chromoly steel, or iron). Panels
may be further connected to tubes directly or via nodes/joints as
discussed herein. Alternatively or additionally, honeycomb
structures may be sandwiched between the panels. Honeycomb
structures may be applied to all panels of a vehicle.
Alternatively, a vehicle may have a combination of honeycomb
structures and tube connected structures. In some instances, nodes
and/or tubes may be connected to nodes or tubes using various
techniques. For example, nodes and/or tubes may be directly printed
on to the honeycomb structures. Nodes and/or tubes may be attached
to honeycomb structures using adhesives and/or fasteners.
[0175] Panels may be connected to one another using node
configurations (e.g., protruding panel connecting features). Nodes
may be glued, printed on, or bolted to panels. Alternatively, nodes
may be incorporated in panels, e.g., by printing technique. In some
instances, multiple nodes may be attached to a panel using mixed
methods, e.g., one or more nodes are glued to a portion of the
panel, one or more other nodes are bolted to another portion of the
panel. The panel may also have certain node structures that were
formed during 3-D printing. The methods to connect the nodes to the
panels may be selected based on the functions, materials, shapes,
and/or replaceability of certain nodes and/or panels. In some
instances, certain portions of a panel may be shaved off to expose
the honeycomb structure beneath, and certain structures (e.g.,
nodes or tubes) may be further attached to (e.g., 3-D printed to)
the exposed honeycomb structure. For example, nodes may be printed
directly into or onto the exposed honeycomb structure. These
additional printed nodes may provide flexibility to the panels,
e.g., in perspectives of extending shapes, functions, structures,
and/or other features. In some instances, the panels may be
assembled with the joints using adhesives/glues or bolted
structures such that the assembly can be continued before the glue
completely dries out.
[0176] The honeycomb structure may be provided for any other
component of the vehicle. For instance, the honeycomb structure may
be integral to one or more connecting tubes. The honeycomb
structure may be built into the connecting tube walls themselves,
or within an interior space of the connecting tubes. The honeycomb
structure may be printed on an exterior surface of the connecting
tube. Similarly, the honeycomb structure may be provided for a
vehicle body panel. The vehicle body panel may be stamped, 3-D
printed, molded, or formed in any other manner. The honeycomb
structure may be integral to the vehicle body panel and may form
the actual shape of the body panel. Alternatively, the honeycomb
structure may be printed on an exterior of the body panel.
[0177] The honeycomb structure itself may allow for some internal
deformation that may absorb energy from a crash. The internal
deformation may be temporary (e.g., the honeycomb structure may
deform during the impact but then return to its original form) or
may be permanent (e.g., may crumple and not return to its original
form). The honeycomb is an example of a built-in structural feature
(e.g., crush structure) to the node that may absorb energy of
impact while providing desired performance characteristics.
[0178] In some instances, the honeycomb structures or other
suitable internal structures may be used in combination with metal
panels. For example, honeycomb structures may be sandwiched between
metal panels. Metal panels provide better ductile property compared
with carbon-based panels such that metal panels can be more
resistant to puncture type damages. The combination of honeycomb
structure and metal panels may work individually and/or
collectively to absorb more energy during deformation thus provide
better safety and other performance features. Alternatively,
certain panels of a vehicle that require better safety feature may
use metal panels, while panels in other locations of the vehicle
may use carbon-based panels to reduce overall weight of the
vehicle.
[0179] FIG. 14 shows how various crush structures may be built
added onto various vehicle components, such as the joint, tubes, or
panels. The crush structures may be provided in addition to various
vehicle chassis components such as the joints or tubes. The crush
structures may be supported by the vehicle chassis. The crush
structures may be integrally built-in to the components or may be
attached (e.g., bolted on or glued on) to mass produced parts. In
some instances, one or more components, such as a joint, may have a
spreader plate, that may be configured to attach to the crush
structure (e.g., honeycomb structure). Optionally, the spreader
plate may be integrally formed with the component (e.g., joint),
and/or may be 3-D printed onto the component. The spread plate may
have features that may allow for easy attachment with the crush
structure.
[0180] In some instances, the crush structures can be added in on
much the same way carbon fiber tubes may be mass produced common
parts cut to shape. The use of attached parts may allow for greater
disposability in sensitive areas. The crush sections may be joined
by spreader plates attached to the joints. Alternatively, joints
may be formed (e.g., printed) that may have large contact areas
(e.g., printed onto them) to accept the crush structures (e.g.,
honeycomb structures) without the need of complex attachments.
[0181] In one possible configuration, extruded sections of energy
absorbing material may be provided. A light to heavy gage extruded
(or printed) material (e.g., aluminum) section can be cut to a
desired dimension. Any type of cutting mechanism may be used, such
as a saw or water-jet. The cutting may be performed to make room
for the component openings and airflow. The cutting may allow the
extruded sections to form a desired three-dimensional shape. The
sections may have a regular or irregular profile.
[0182] In some embodiments, a space frame may attach to spreader
plates on the extruded (or printed) sections. For instance the
space frame may bolt and bond to spreader plates on the aluminum,
The spreader plates may be pre-attached to the extrusions prior to
or after installation into the vehicle. Alternatively, one or more
connecting (e.g., carbon fiber) tube regions may be provisioned
into an extrusion which may be trimmed to accept a joint from a
main vehicle structure. In some instances the crush structure may
be trimmed to accommodate various features of a vehicle. For
example, a hole may be cut for a radiator. The crush structure may
be shaped to allow for desired passages for components or fluid
flow (e.g., airflow). Additionally, extrusions with through holes
may use their porous nature to allow airflow to radiators or other
cooling or breathing systems.
[0183] One or more spreader plates may have a joint point to
receive a connecting tube.
[0184] The crush section (e.g., honeycomb structure) may be shaped
in three dimensions to fit a desired section of a vehicle (e.g.,
front end of a vehicle). This may provide a modular way to do crush
structures that may mate with joints or other portions of the
vehicle chassis. In some embodiments, light honeycomb panels (e.g.,
aluminum honeycomb panels) may be used to build crush
structure.
[0185] FIG. 15 provides an example of internal geometric
configurations that may be provided for one or more components of
the vehicle. Forming (e.g., printing) various three-dimensional
geometric configurations within a vehicle component such as a
joint, connecting tube, panel, or space encompassed by the vehicle
chassis may increase strength of the component. For instance,
printing three-dimensional geometric configurations within a node
may increase strength and allow for a decrease in wall thickness.
Similarly, printing three-dimensional geometric configurations
within a tube may increase strength and allow for a decrease in
wall thickness. The geometry within the component may compensate
for the component's thin wall and protect against punctures or
damage to the component while still retaining a hollow
configuration. For example, the joint may be protected from
punctures or damage while retaining a hollow configuration.
[0186] In some embodiments, internal structure within a joint or
other component may be formed with similar geometry to a human
bone. For instance, the joint may have a printed core geometry like
a human bone. The internal structure need not be regular and may be
individually designed based on desired component characteristics.
For instance, a first joint may have a different internal structure
than a second joint. In some instances, the internal structure may
have an organic configuration and need not have a regular pattern.
This may increase the hoop strength of the joint without adding
material because this material used to create this geometry may be
taken from wall thickness. The three dimensional structure may be
built into the joint walls themselves, may be provided within an
interior cavity of the joint, or may be provided on an external
surface of the joint.
[0187] In addition to printing internal structures, such as
honeycomb or bone-like features, within joints, the structures
(e.g., honeycomb, bone-like, or other three-dimensional features)
may extend into the connecting tubes. During assembly, the tubes
may slide over the structures that extend into the tubes. It may
also be possible to have the structures (e.g., honeycomb, bone-like
or other three-dimensional features) be separate from the joint.
The structures may still be placed within the connecting tubes but
not be part of the joint. Mass may be minimized or reduced of the
reinforcement is just added to portions where it is needed most.
For example, a center of a tube in bending may benefit from the
presence of the structures.
[0188] The structures (e.g., honeycomb, bone-like, or other
three-dimensional features) may be added to the exterior of the
connecting tubes (e.g., when the tubes are slid into place during
assembly). The structures may be beneficial at the base near the
joints, where sheet fractures are a risk. The external
reinforcements may be integral to the joint or may be an
independent piece from the joint. In some instances, similar to the
internal reinforcements, the external reinforcements may be
provided where they are needed most. As previously described, the
structures may have any shape. The structures have a
three-dimensional shape. They may be porous, like bone, or may
include regular structures with hollow regions like honeycombs. If
structure is more important than mass, the reinforcements may have
solid regions. The structures may provide additional strength
and/or stiffness. The structures may or may not be designed to
absorb energy from an impact and/or crumple.
[0189] One or more components of the vehicle (e.g., joint, tube,
panel) may have a crumple zone configured to absorb energy of
impact by deforming. In some embodiments, each joint, tube, or
panel may have a crumple/crush zone.
[0190] Any of the components of the vehicle chassis may be formed
with controlled dimensions, such as thickness. For instance, a
joint or connecting tube may be formed with controlled wall
thicknesses. The wall thicknesses may be determined during a design
phase of the fabrication process. Variable wall thickness may be
provided depending on how the vehicle chassis and/or component is
intended to deform. Such deformation may occur during a crash or
during regular use of the vehicle. The deformation path and/or
energy absorbed by the component may be controlled by controlling
the section geometry along the component (e.g., printed joint). The
components of the vehicle may be formed to route energy within the
vehicle chassis along a desired pathway in the event of a
crash.
[0191] In some instances, the method of failure at various
components of the chassis in the event of a crash may be
controlled. For instance, the method of failure for each joint
and/or connecting tube of a chassis may be controlled. The geometry
and/or inflection of points may be altered to control how the
component (e.g., joint, tube) may deform in a crash. A desired
breaking point may be designed with thinner walls than other
sections. In other examples, the desired breaking point may be
formed from a weaker or more brittle material than the other
sections.
[0192] A joint (or any other component) may have features designed
to locate and/or accept adjacent components so that when vehicle
distortion occurs (e.g., due to impact or other events), the
adjacent components may transfer load into the nodes, thereby
transferring load into the structural features (e.g. cage
structure). Any description herein of a joint feature may apply to
any other component of the vehicle, such as a connecting tube or
body panel.
[0193] A joint may include a valley (e.g., crevice) that is
designed into the joint. The valley may be designed to catch the
edge of a body panel or offshoot of a body panel to help share the
load with the body panel. The valley may be close to the
corresponding panel and may be designed to accept the panel once a
vehicle distortion (e.g., deformation event such as a crash)
starts. Alternatively, the valley may have a panel inserted into it
intentionally during assembly. The inserted panel may be attached
to the valley with adhesive. Thus, a portion of the joint may be
used to support other parts of the vehicle.
[0194] This configuration may advantageously permit gaps between
various components and not require extra connecting mechanisms
(e.g., bolts). This may result in reduction of manufacturing time,
complexity, and/or vehicle mass. This configuration may allow parts
of the vehicle to support one another during regular use or during
impact once deformation occurs, despite lack of fasteners or even
contact with the assembled location.
[0195] Adhesive application features may be provided for the
vehicle. The adhesive application features may be similar to
internal routing features as previously described (e.g., those used
in tube attachment points). The application features may allow an
operator to apply a vacuum to a joint of a valley surface, while
adhesive is added to an interface area of a cavity. A simple rubber
gasket may be used to ensure a seal when the vacuum is applied,
similar to node/tube connecting mechanisms. This may also allow for
gluing of traditional uni-body stampings into slots printed into
the nodes. The slots may serve as an interface between regions of
the vehicle that are built with joints, and those that are built
with uni-body construction. If plane-based sharing of loads is
desirable, a stamping or body panel could be used to reinforce a
node at a location using these features. Additionally, the body
panel or other sheet-like structure may be printed rather than
stamped.
[0196] In some instances, a joint may have a guiding feature that
may allow another portion of a vehicle chassis to pass through it
or along/adjacent to it. For instance, a guide feature may be a
hole that may allow another portion to pass through it without
being rigidly being affixed with a joint end point (although it may
be glued to hold it in place during non-crash events). In some
instances, the joints may receive reactionary forces from a
connecting tube during a deformation event, and may cause it to
deform in a controlled manner (e.g., along a controlled line)
rather than deforming or displacing into an undesirable location,
direction, or a random location. For instance, a mid-frame-rail
joint have a guiding feature (e.g., feedthrough feature) that may
cause it to deform rearward upon frontal impact, rather than
shifting towards a driver's feet. The guiding feature may provide
controlled deformation and/or guidance of various components (e.g.,
tubes, panels, joints), so that upon impact, some of the energy may
be absorbed without components traveling in a manner that may
potentially harm a passenger. Moving parts during a deformation may
be guided away from one or more passengers or sensitive components
(e.g., fuel tank or line). Guiding features may optionally be
structurally reinforced to provide the desired guiding results.
[0197] In some embodiments, connecting tubes may have various
cross-sectional geometries. The use of tubes with circular
cross-sections may not package well within available real estate of
the vehicle in some areas. For instance, in an area near the
pillars on the inside of the vehicle, it may be difficult to get
sufficient plastic deformation on the header and pillar covers
during head strike events, without the tubes becoming so large that
vision would be impeded through the windows. In some instances,
connecting tubes with selected cross-sectional shapes may be used.
For instance, a cross-sectional shape similar to an airfoil may be
used. The flattened tubes can be mass-produced or built as needed.
The vehicles may use common flattened tubes or air-foil-like tubes
when needed. The tubes may have any other cross-sectional shape.
The cross-sectional shape may be designed to fit the space within
which the tubes are to be used. Examples of cross-sectional shapes
may include, but are not limited to, circular cross-sections, oval
cross-sections, ellipsoidal cross-sections, triangular
cross-sections, quadrilateral cross-sections, pentagonal
cross-sections, hexagonal cross-sections, octagonal cross-sections,
star-shaped cross-sections, crescent-shaped cross-sections,
teardrop-shaped cross-sections, airfoil-shaped cross sections, or
any other shape. There may be oval O-rings to achieve adhesive
sealing at the nodes. The tubes may allow a designer to have a
low-profile structure in selected areas (e.g., pillars, roll-bars).
The tubes may also be useful for aerodynamics when used outside the
body. The tube dimensions and/or shapes may be variable and
selected to fit various parts of the vehicle. The joints may have
correspondingly shaped prongs to connect the corresponding
tubes.
[0198] The tubes may be straight, may curve, or may have bent
configurations. For instance, curved members may be used when a
standard tube does not package in a way that will allow safety
requirements to be met. This may be achieved with aid of a bent
connecting tube. It may also be achieved with extruded material
(e.g., aluminum or other metals) tubes, which may be bent so that
they can transfer load and/or energy along a more complicated path.
In addition to cross-sectional dimension and shape, the
longitudinal geometry and/or shape may be considered in tube
design.
[0199] Any of the features described herein may be printed with the
rest of the joint or in addition to the joint. For example, the
entire joint including the various features described herein (e.g.,
centering features, nipples, passageways, etc.) may be printed in a
single step and formed a single integral material. Alternatively,
specific features may be printed onto a pre-existing joint
component. For example, a center feature may be printed onto an
existing acceptor port.
[0200] The vehicle chassis may be formed of joints and connecting
tubes. In some instances, the space frame may form a complex
three-dimensional cage. In some instances, a mini-three-dimensional
matrix may be formed with smaller joints and/or tubes. A wide
variety of joint and/or tube sizes may be provided throughout the
vehicle chassis for various purposes. For instance, in an area
where an a-pillar meets a vehicle floor, it may be difficult to
achieve proper load-sharing between simple structures. This may
lead to collapse of a foot-well region during frontal impacts. The
mini-matrix structure may be provided for these regions, such that
a smaller network of joints and tubes may be used to make a
three-dimensional cage that may approximate a transition typically
achieved only by stamping. This mini-matrix structure may weigh
less, than the stamping structure which would make the whole
interface out of a printed part. The mini-matrix may have other
advantages over integration of sheet metal. Additional flexibility
of design and assembly may be achieved. This mini-matrix may enable
replacement of some stampings in traditional uni-body vehicles by
transitioning to the joint-based system. The mini-matrix may fit
into a wider variety of shapes or volumes than a larger matrix.
[0201] As previously discussed, the vehicle chassis may have a
complex structural shape. In some locations, it may be difficult to
assemble a vehicle body that requires tubes coming from multiple
angles to a couple of different joints. It may be difficult to
insert the tubes simultaneously, or the geometry may make it
difficult for various parts (such as a final bar) to be inserted.
It may be advantageous to have one or more connected (e.g., bolted,
or adhered) members. The joints may include cross-members that may
be bolted in a pin configuration. The joints may be attached (e.g.,
bolted, adhered) to one another in a way that may share significant
surface area to better share load, and may provide reaction forces
in multiple dimensions. Although bolting is described, joints may
be connected to one another in any other manner. This may allow
couple joints to potentially act as a single super-joint when in
deformation. In some instances, some components may be
pre-connected to the joints before the joints are attached to one
another.
[0202] One or more components of the vehicle chassis may have a
cord or other mechanism that may aid in restraining movement of
portions during a crash. For instance, a cord made of a high
strength material (e.g., Kevlar) may be integrated into a joint to
control displacement of a fractured joint and/or chassis members in
the event of a crash. The cord may restrain projection of chassis
components to surrounding areas. The cord may be provided within
the joint and/or provide a network of cords within the joint. The
cord may or may not connect the joint to other components. In some
instances, a cord may be routed through multiple components of a
vehicle chassis or through an entirety of the vehicle chassis. The
cord may prevent pieces connected to the cord from flying apart in
the event of a crash. The cord may prevent other components from
passing through the cord. For instance, if a piece is moving, the
cord may catch the piece and prevent it from moving past the
cord.
[0203] Optionally, path interference features in nodes may be
provided that may dissipate energy from a crash through the
production of heat. The path interference features may be print
controlled. This features may be printed on the joint, thereby
increasing surface area for possible interference and more energy
dissipation. The features may be provided on an inner surface
and/or outer surface of the joint. In some embodiments, the
features may include components that may overlap. For instance, an
inner component and an outer component may be provided, wherein the
inner component may be capable of being within a portion of the
outer component. For instance an inner joint may be provided within
an outer joint, or a portion of a first joint (e.g., a first prong)
may be provided within a portion of a second joint (e.g., second
prong). In the event of a crash, the inner component may be pressed
into the outer component. In some instances, a dampening effect may
be provided as a result of this pressing motion. There may be
interference features that may absorb some of the energy of the
movement and convert it to heat. In some instances, the
interference features may include direct contact, and a frictional
fit may cause the pieces to scrape together and generate heat. In
some instances, once the deformation has occurred, it is
irreversible.
[0204] In some embodiments, the joints may be smart joints that may
be outfitted with one or more sensors. The sensors may be internal
to the joints and/or external to the joints. The sensors may be
built into a joint structure, on an inner surface of a joint, or an
outer surface of a joint. The sensors may be printed onto or into
the joint. In some instances, the sensors may be attached to the
joint. The joint may optionally have one or more printed features
that may provide an attachment region for the sensors. The
attachment region may have a geometry or other feature that may be
specific to a corresponding sensor. Other components of the vehicle
such as connecting tubes may optionally have sensors. Similarly,
such sensors may be printed or otherwise integrally formed with the
components, or may be attached to the components. The integrated
joint sensors may detect movement of local components to help
prevent major failures and/or notify users if a failure occurs (or
if a failure condition is imminent). The sensors may detect
structural failures and/or fluid leaks. The sensors may detect
temperature. The sensors may help prevent combustion events. The
sensors may be configured to collect and/or send information about
the components' history (e.g., any crashes it's gone through, etc.)
to a local or remote controller for storage and processing.
[0205] In some embodiments, the sensors may be integrated into the
joint via a 3-D printing process. The sensor may be detect major
failure of the joint or a tube. This may trigger certain actions by
the vehicle. For instance, this may result in the trigger of
airbags, active safety systems, fire suppression, and/or provide
alerts. The alerts may indicate severity and/or type of failure to
a driver. The driver may be prevented from driving the vehicle
further if a likelihood of dangerous failure is high. An integrated
sensor may determine whether a joint or other components of the
vehicle are fit for service after a crash. If they are fit for
service, the vehicle may be permitted to continue operation. If
they are somewhat fit for service, the vehicle may be permitted
limited functionality (e.g., limited types of function, limited
speed, limited distance, limited time) so that a user can make it
to a location for further testing and/or repair. If they are not
fit for service, the vehicle may automatically shut down.
[0206] In some instances, inspection joints having sensors may be
re-usable. In some instances, as long as a catastrophic failure is
not detected for the joint, the joint with sensor may be
reused.
[0207] In some embodiments, the sensors may include one or more
electronic component. The sensors may be capable may be capable of
generating a signal that may sent to a controller of the vehicle
that make the determination whether the vehicle is fit for service.
Alternatively, the signal may be sent to a remote controller or
storage which may perform additional functions. The controller of a
vehicle may focus on safety of the vehicle. Alternatively, the
controller of the vehicle may perform additional functions,
including those relating to the actual propulsion and/or driving of
the vehicle.
[0208] Mechanical features may be printed into a joint that may
indicate if the joint has experienced an event that may cause it to
be no longer fit for service. This can indicate various conditions,
including but not limited to, internal stress, pressure,
temperature, forces (e.g., G's) experienced, etc. The mechanical
features may optionally include physical features such as nubs or
protrusions that may be visually apparent on the component. When
the joint experiences particular conditions, the nubs or
protrusions may become deformed, flattened, or sheared. Such
mechanical effects may depend on magnitude and/or direction of the
condition. In some instances, multiple mechanical features, such as
multiple nubs or protrusions, may be provided and may be geared for
different levels of magnitude and/or different directions so that
depending on which mechanical features experience various
mechanical effects, information about the conditions may be
gathered. For instance, if a first nub is configured to be
flattened when a crash magnitude exceeds a first threshold, and a
second nub is configured to be flattened when a crash magnitude
exceeds a second threshold greater than the first threshold, and
only the first nub is flattened, then it may be determined that a
crash occurred having a magnitude between the first threshold and
the second threshold.
[0209] The mechanical features may provide information upon visual
inspection. In some instances, the mechanical features may
communicate with a controller that may send an alert to a user if
the joint is no longer fit for service. The mechanical feature may
send an electronic communication when the joint is no longer fit
for service. The mechanical features may provide visual indication
when the joint is no longer fit for service. In some instances, the
mechanical features may provide a binary go/no-go indication for
the joint and/or vehicle. Alternatively, they may provide details
about the type of potential failure or effect on the joint.
[0210] In some embodiments, a component of the vehicle such as a
joint or tube may be pressurized. A positive pressure joint or node
may have a feature that may control release of pressure to
additional chambers and/or to the atmosphere. The release to
additional chambers may eventually end in release to the
atmosphere. The joint and/or tube may be pressurized using a fluid
(e.g., gaseous fluid, liquid fluid). The feature that may control
the release of the pressure may be an integrated printed feature on
the joint. The feature may be provided on an external or internal
portion of the joint. In some instances, the feature may include
permeable or semi-permeable surfaces, valves, conduits, pumps, or
any other features. In some instances, the pressure may be used to
dissipate energy along a controlled path.
[0211] A pressurized gas may also be used as an indicator of a
failure in the chassis of the vehicle. For instance, the vehicle
chassis and/or components of the vehicle chassis may be filled with
a pressurized gas. Any loss in pressure may indicate a structural
problem. For instance, if the joints are filled with pressurized
gas, and a loss of pressure is detected in one of the joints, that
joint may have a leak caused by a crack or another structural
problem.
[0212] In some embodiments, the vehicle chassis and/or components
of the vehicle chassis may be filled with a lighter-than-air gas.
The gas may be an inert gas. The gas may be a gas not that is not
prone to being flammable. For instance, the vehicle chassis and/or
components may be filled with helium. This may be useful to reduce
the weight of the vehicle. Reducing the weight of the vehicle may
be useful when the vehicle is an aerial vehicle. This may improve
the fuel efficiency of the vehicle. The gas may be filled at a
positive pressures, or may be at ambient pressure.
[0213] In another example, the vehicle chassis and/or components of
the vehicle chassis may be filled with fuel. The fuel may be a
liquid fuel or a gaseous fuel for the vehicle. The fuel may be
gasoline. The fuel may be a diesel fuel. The fuel may be a
compressed natural gas (CNG).
[0214] One or more sensors may be configured to detect a leak of a
fluid within a vehicle chassis and/or any components of the vehicle
(e.g., joint, tube). For instance, an unexpected drop of pressure
within a pressurized component of the vehicle may be detected.
Leaks from various portions of the vehicle may be detected and/or
indicated to a controller or a user.
[0215] A 3-D printing method of joint fabrication may be a high
efficiency manufacturing process. A single set of equipment may be
configured to generate a variety of joint geometries with varying
detailed features. The production may have lower time and cost
requirements compared to traditional manufacturing methods,
furthermore the process may be easily scaled from small volume
production to large volume production. The process may provide
superior quality control over traditional manufacturing methods
which may reduce waste associated with misshapen parts and the time
required to re-make parts which may not meet a standard of quality
control.
[0216] While preferred embodiments of the present invention have
been shown and described herein, it will be obvious to those
skilled in the art that such embodiments are provided by way of
example only. It is not intended that the invention be limited by
the specific examples provided within the specification. While the
invention has been described with reference to the aforementioned
specification, the descriptions and illustrations of the
embodiments herein are not meant to be construed in a limiting
sense. Numerous variations, changes, and substitutions will now
occur to those skilled in the art without departing from the
invention. Furthermore, it shall be understood that all aspects of
the invention are not limited to the specific depictions,
configurations or relative proportions set forth herein which
depend upon a variety of conditions and variables. It should be
understood that various alternatives to the embodiments of the
invention described herein may be employed in practicing the
invention. It is therefore contemplated that the invention shall
also cover any such alternatives, modifications, variations or
equivalents. It is intended that the following claims define the
scope of the invention and that methods and structures within the
scope of these claims and their equivalents be covered thereby.
* * * * *