Note: Descriptions are shown in the official language in which they were submitted.
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SYSTEMS AND METHODS FOR VEHICLE SUBASSEMBLY AND FABRICATION
CROSS-REFERENCE
[0001] This application is a continuation-in-part application of U.S.
Patent Application No.
14/788,154, filed June 30, 2015, now published as US 2016/0016229, which
claims priority to
U.S. Provisional Application No. 62/020,084, filed July 2, 2014. This
application also claims the
benefit of U.S. Provisional Application No. 62/212,556, filed August 31, 2015,
and U.S.
Provisional Application No. 62/255,372, filed November 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
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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 j oint 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 j oint
members are formed by a 3-D printer.
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[0010] In some embodiments, each joint member of the plurality of j oint
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 j oint 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 j oint members:
and a 3-D printer in communication with the computer system configured to
generate the
plurality of j oint 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 j oint 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.
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[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 j oint 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
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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.
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[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] FIG. 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.
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[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
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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
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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.
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[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.
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[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
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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.
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[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
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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
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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 . 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, 11, 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
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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
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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
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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
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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
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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 Polyj et 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
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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
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joint. In step 402d the structural components such as panel and suspension
connections are
mapped.
[00100] 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.
[00101] 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.
[00102] 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
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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.
[00103] 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.
[00104] 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.
[00105] 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.
[00106] 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
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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.
[00107] 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.
[00108] 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.
[00109] Table 1 is an example used for fabricating a vehicle chassis.
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
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Library of structures containing standard parts for
fast design (tubes from x thickness and y, from x+/-
z) Diameter: 1 to 100mm
Wall thickness: 0.5mm to 10mm
Length: 10mm to 6000mm
Max vehicle x-axis deceleration during impact on
NHTSA tests 0 100g
Max vehicle y-axis deceleration during impact on
NHTSA tests 0 100g
Max vehicle z-axis deceleration during impact on
NHTSA tests 0 40g
Max passenger x-axis deceleration during impact on
NHTSA tests 0 100g
Max passenger y-axis deceleration during impact on
NHTSA tests 0 100g
Max passenger z-axis deceleration during impact on
NHTSA tests 0 40g
Node features to achieve deceleration above
(crumple zones, low density regions, breakaway
structures, printed force diverting structures)
0 10
Range of module volume reduction based on impact
(0-z) 0 10
[00110] Table 2 is an example used for fabricating a chassis module.
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
any polytope inlcudeing polyhedrons,
tetrahedron, icosidodecahedron, rhomic
Shapes of modules: pyramid triangle, square,
tri
trapezoid, 2d 3 d , etc. acontahedron, great
cubicboctahedron,
polygon, triangle, quadrilateral, pentagon,
hexagon, heptagon
100 smaller than 200mm^3; 100 larger
Mix of node size ( x smaller than L, y larger than L)
than 200mmA3
number of crumple zones 0 8
[00111] Table 3 is an example used for fabricating nodes, connectors and/or
panels
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 joint
connections) 1 6
# of o-rings 0 5
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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 100g 100000g
Weight of Joints 10g 10000g
Inserts per Panel 0 1000
reinforcements per panel 0.1 10
spreader plate thickness (mm) 2 4
reinforcement printed strut forks (2 for pencil brace to
4 for complex major support) 1 20
materials (Al, Ti,
Steel)
Internal Structure:
Bone like (wall thickness) (mm) 0.01 5
Geometric features (characteristic length)(mm) 0.1 1000
[00112] 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.
[00113] 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
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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.
[00114] 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 j oint 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.
[00115] 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.
[00116] 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
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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.
[00117] 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.
[00118] 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.
[00119] 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,
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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.
[00120] 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.
[00121] 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.
[00122] 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.
[00123] 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
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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.
[00124] 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.
[00125] FIG. 17B shows an example of connecting a panel with a node. The node
may have
extrusions1709 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.
[00126] 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
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structural transitions provided by these connecting methods may reduce stress
concentrations
while maintaining positional accuracy.
[00127] 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.
[00128] 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.
[00129] FIGs. 18A-18L 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
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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.
[00130] 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.
[00131] 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
nodes1821 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
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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.
[00132] 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.
[00133] FIGs. 18I-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 monocuque vehicle chassis. In
FIG. 181, 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.
[00134] 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
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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.
[00135] 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.
[00136] 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.
[00137] 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 , 5 , 100, 15 , 20 , 30 , 45 , 60 ,
75 , 90 , 105 , 120
135 , 150 , 165 , or 180 .
[00138] 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,
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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 j oint configurations.
[00139] 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.
[00140] 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.
[00141] 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.
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[00142] 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.
[00143] 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.
[00144] 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.
[00145] 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
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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.
[00146] 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.
[00147] 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.
[00148] 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.
[00149] 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
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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
[00150] 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".
[00151] 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 , 20
, 30 , 40 , 50 ,
60 , 70 , 80 , 90 , 100 , 110 , 120 , 130 , 140 , 150 , 180 , 190
, 200 , 210 , 220 , 230
, 240 , 250 , 260 , 270 , 280 , 290 , 300 , 310 , 320 , 330 , 340 ,
350 , or the full 360
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.
[00152] 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.
[00153] 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 , 5 , 100
,
15 , 20 , 30 , 45 , 60 , 75 , 90 , 105 , 120 , 135 , 150 , 165 ,
or 180 . The dashed lines
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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".
[00154] 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.
[00155] 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.
[00156] 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.
[00157] 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
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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.
[00158] 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.
[00159] 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.
[00160] 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
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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.
[00161] 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.
[00162] 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.
[00163] 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.
[00164] 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
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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.
[00165] 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).
[00166] 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.
[00167] 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
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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
figure 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.
[00168] 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.
[00169] 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.
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[00170] 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.
[00171] 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.
[00172] 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
[00173] 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.
[00174] 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,
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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.
[00175] 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.
[00176] 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.
[00177] 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
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(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.
[00178] 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.
[00179] 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.
[00180] 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.
[00181] 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.
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[00182] 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.
[00183] One or more spreader plates may have a joint point to receive a
connecting tube.
[00184] 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.
[00185] 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.
[00186] 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
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walls themselves, may be provided within an interior cavity of the joint, or
may be provided on
an external surface of the joint.
[00187] 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.
[00188] 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.
[00189] 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.
[00190] 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.
[00191] 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
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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.
[00192] 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.
[00193] 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.
[00194] 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.
[00195] 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.
[00196] 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
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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.
[00197] 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 0-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.
[00198] 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
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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.
[00199] 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.
[00200] 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.
[00201] 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
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instances, some components may be pre-connected to the joints before the
joints are attached to
one another.
[00202] 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.
[00203] 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.
[00204] 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
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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.
[00205] 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.
[00206] 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.
[00207] 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.
[00208] 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
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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.
[00209] 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.
[00210] 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.
[00211] 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.
[00212] 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
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fuel efficiency of the vehicle. The gas may be filled at a positive pressures,
or may be at
ambient pressure.
[00213] 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).
[00214] 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.
[00215] 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.
[00216] 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.
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