Note: Descriptions are shown in the official language in which they were submitted.
Attorney Docket
No. C1609-5U1
TITLE OF THE INVENTION
[0001] Galvanized Vehicle Frame Assemblies and Methods for Forming the
Same
CROSS-REFERENCE TO RELATED APPLICATIONS
[0002] This U.S. Non-Provisional Patent Application claims the benefit
under 35 U.S.C.
119(e) to U.S. Provisional Patent Application No. 62/684,079, entitled,
"Galvanized Vehicle
Frame Assemblies and Methods for Forming the Same," the entire disclosure of
which is
incorporated herein by reference.
BACKGROUND OF THE INVENTION
FIELD OF THE INVENTION
[0003] The present invention relates to vehicle frame assemblies.
Specifically, the present
invention relates to vehicle frame assemblies, such as truck or trailer frame
assemblies, and
methods for preparing vehicle frame assemblies without the need for welding,
including
methods and assemblies in which the components may be galvanized prior to or
after
assembling the components to make the vehicle frame assembly for corrosion
prevention and
wherein components of the vehicle frame assemblies are connected via brackets
designed to
bridge and connect the assembly components through such brackets and
associated fasteners.
DESCRIPTION OF RELATED ART
[0004] Vehicle frame assemblies serve as support structures on which a
vehicle or trailer
can be positioned. Many conventional vehicle frame assemblies are formed using
a number of
longitudinal beams or rails and crossbeams or crossmembers. The longitudinal
beams and
crossbeams of such vehicle frame assemblies are often formed from metal and
are generally
joined to one another by welding. The resulting welded vehicle frame assembly
is sometimes
coated or galvanized to inhibit corrosion of the vehicle frame assembly. The
galvanized
coating can be applied by spraying, but is commonly applied by dipping the
entire frame
assembly in a tank filled with a galvanizing fluid, such as molten zinc. Thus,
the welded
vehicle frame assembly is typically galvanized all at once. However, such
conventional
methods for preparing vehicle frame assemblies have a number of drawbacks.
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[0005] Welding the components of a vehicle frame assembly requires
highly skilled
welders to prepare the vehicle frame assemblies, increasing the cost of
assembling the vehicle
frame assembly. Further, welding restricts the materials that can be used to
construct the
vehicle frame assembly as not all metals can be practically welded to one
another for strength
applications. For example, welding generally would not be used to successfully
prepare a
vehicle frame assembly having aluminum crossbeams and a stainless steel,
longitudinal beam.
Additionally, frame assemblies formed by welding cannot be disassembled once
the
longitudinal beams and crossbeams are welded together. As a result, the
vehicle frame
assembly cannot be transported in pieces and assembled at a desired location.
Instead, it is
generally transported as a completed vehicle frame assembly. Transporting the
completed
frame assembly requires a considerable amount of space and can be cumbersome,
inconvenient
expensive and poses a risk of damage to the completed frame assembly. Further,
as the whole
vehicle frame assembly is galvanized at once, large tanks are required into
which the entire
vehicle frame assembly can be dipped, which also requires significant space,
slowing down the
overall process efficiency. Galvanizing is generally not performed prior to
welding of the
components of the vehicle frame assembly, as the'welding process can damage or
deteriorate
the galvanized coating.
[0006] To overcome these drawbacks, some methods of preparing vehicle
frame assemblies
are known in which the beams of the vehicle frame assembly are galvanized
prior to assembling
the vehicle frame assembly. One such reference is International Patent
Application Publication
No. WO 03/053770 which describes a method for assembling a platform underframe
for motor
vehicles including bolted, punched, bent-plate elements and specific parts
having precise
perforations. To avoid welding of the parts, the parts of the assembly can be
galvanized prior to
assembly.
[0007] U.S. Patent Application Publication No. 2007/0194564 discloses a
method of
assembling a trailer including a frame having fabricated beams with a web
section and a pair of
opposing flanges. The flanges may include web-receiving slots. The flanges may
also include
obtuse ends which may include recesses for receiving fasteners used to secure
crossmembers.
Securement is achieved using fasteners, such as self-piercing rivets. The web
and flanges may
be pre-coated to provide a finished beam upon assembly so that welding is not
required.
[0008] While these references disclose coating or galvanization of
vehicle frame assembly
parts prior to assembling the vehicle frame assembly, such prior art non-
welded frame
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connections are not yet believed to provide a secure and strong connection
between the
longitudinal beams and crossbeams so as to enable the vehicle frame assembly
that is able to
reliably support heavy loads and maintain its integrity when subjected to
shear and torsional
stresses. Directly connecting such the beams with fasteners is generally
believed to yield a
connection that is not sufficiently strong. Further, it can be difficult to
properly align the
longitudinal beams and crossbeams for placing connecting fasteners.
[0009] While various brackets are generally known, brackets that are
specifically designed
for connection of beams and crossbeams of a vehicle frame assembly while
facilitating proper
alignment of the bracket on the beam or crossbeam and maintaining the strength
and integrity
of the assembly are not believed to be known in the art.\
[0010] Therefore, there is a need in the art for a vehicle frame
assembly where the
components can be galvanized before assembling the components to form the
vehicle frame
assembly and where the components can be secured without the use of welding
while ensuring
a strong and stable connection between the longitudinal beams and crossbeams
and maintaining
proper alignment as well as providing a way to easily disassemble the frame
for transportation
and to reassemble it at a lower cost. Further, there is a need in the art for
a vehicle frame
assembly that facilitates proper positioning of the longitudinal beams and
crossbeams and that
facilitates connection of the beams using appropriate fasteners which may also
be galvanized.
BRIEF SUMMARY OF THE INVENTION
[0011] The invention includes a vehicle frame assembly, comprising a
plurality of
crossmembers arranged generally transversely and at least one rail extending
generally
longitudinally with respect to the plurality of crossmembers; a plurality of
brackets each for
connecting the plurality of crossmembers to the at least one rail, wherein
each bracket
comprises a first plate, a second plate and a connection section connecting
the first plate to the
second plate, the connection section configured to bridge an area between the
first plate and the
second plate; wherein the first plates and the second plates of the plurality
of brackets are
configured to engage and be secured to either a surface of the at least one
rail or a surface of the
plurality of crossmembers; wherein the plurality of brackets are configured
such that when the
first plates are secured to the surface of the at least one rail, the second
plates are secured to the
surface of the plurality of crossmembers and when the first plates are secured
to the surface of
the plurality of crossmembers, the second plates are secured to the surface of
the at least one
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rail; and wherein at least one of the plurality of crossmembers and the at
least one rail are
galvanized.
[0012] The plurality of crossmembers and the at least one rail of the
vehicle frame
assembly may be pre-galvanized before the assembly is made. Each of the
crossmembers of
the plurality of crossmembers of the vehicle frame assembly may optionally be
an I-beam
having a web and flanges. Similarly, each of the at least one rail may also be
an I-beam or C-
beam having a web and flanges. In one embodiment herein, the plurality of
crossmembers and
the at least one rail are all I-beams, each I-beam comprising a vertically
oriented web having a
first end and a second end and horizontally oriented flanges on the first end
and the second end
of the vertically oriented web. In another embodiment, the plurality of
crossmembers may be
I-beams while the rail(s) are C-beams.
[0013] In one embodiment of the vehicle frame assembly, the vehicle
frame assembly
comprises two rails. In such embodiments, the plurality of crossmembers are
arranged so as to
be substantially parallel and spaced apart in a first plane, the two rails are
arranged so as to be
substantially parallel and spaced apart in a second plane, and the first plane
and the second
plane are generally parallel to each other. The first plane may be positioned
above the second
plane so that the plurality of crossmembers are stacked on the two rails.
[0014] On an upper side of the assembly each of the brackets in the
plurality of brackets
may be used to connect a flange of one of the at least one rail to a web of
one of the plurality of
crossmembers. On a lower side of the assembly, each of the brackets in the
plurality of
brackets may be used to connect a web of one of the at least one rail to a
flange of one of the
plurality of crossmembers.
[0015] Preferably, the plurality of brackets is galvanized, and more
preferably the brackets
are galvanized before the assembly of the frame.
[0016] Alternatively, on an upper side of the assembly, each of the
plurality of brackets
connects a flange of one of the at least one rail to a flange of one of the
plurality of
crossmembers. Similarly, on a lower side of the assembly, each of the
plurality of brackets
connects a flange of one of one of the plurality of crossmembers to a flange
of one of the at
least one rail.
[0017] In one embodiment of the bracket, the bracket is configured such
that the first plate
of each of the plurality of brackets is arranged in a plane that is
perpendicular to a plane of the
second plate, and the connection section connects an interior end of the first
plate to an interior
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end of the second plate. In such an embodiment, on an upper side of the
assembly, the first
plate of each of the plurality of brackets connects to a flange of one of the
at least one rail and
the second plate connects to a web of one of the plurality of crossmembers,
and the connection
section is in facing engagement with the flange of the one crossmember of the
plurality of
crossmembers. Further, on a lower side of the assembly, the first plate of
each of the plurality
of brackets connects to a flange of one of the plurality of crossmembers and
the second plate
connects to a web of one of the at least one rail, and the connection section
is in facing
engagement with the flange of the one rail of the at least one rail.
[0018] In another embodiment of the bracket, the first plate of each
bracket of the plurality
of brackets is arranged in a plane that is perpendicular to a plane of the
second plate of the
bracket, the connection section connects an interior bend of the first plate
with an interior bend
of the second plate, and the connection section is in a plane that is
perpendicular to both the
plane of the first plate and the plane of the second plate. In such
embodiments, on an upper
side of the assembly, the first plate of each bracket of the plurality of
brackets is connected to a
flange of one of the at least one rail and the second plate of the bracket is
connected to a web of
one of the plurality of crossmembers, and the connection section extends over
a flange of the
crossmember of the plurality of crossmembers. Further, on a lower side of the
assembly, the
first plate of each bracket of the plurality of brackets is connected to a
flange of one of the
plurality of crossmembers and the second plate is connected to a web of one of
the at least one
rail, and the connection section extends over a flange of the rail of the at
least one rail.
[0019] The first plate of each bracket of the plurality of brackets may
be in facing
engagement with a flange of the at least one rail, and the second plate of the
bracket may be in
facing engagement with the web of one of the plurality of crossmembers.
[0020] In other words, when installed on an upper side of the assembly,
the first and second
plates may be installed so as to be in facing engagement respectively with one
rail of the at one
least rail and with one crossmember of the plurality of crossmembers, and the
connection
section extends over a flange of the crossmember of the plurality of
crossmembers, and when
installed on a lower side of the assembly, the first and second plates may be
in facing
engagement respectively with the crossmember and the rail and the connection
section extends
over a flange of the rail.
[0021] In another embodiment of the bracket, the first plate of each
bracket of the plurality
of brackets is arranged in a first plane that is substantially parallel to a
second plane in which
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the second plate is arranged, and the connection section connects an interior
end of the first
plate and an interior end of the second plate. In such embodiments, on a lower
side of the
assembly, the first plate of each bracket of the plurality of brackets is
connected to a flange of
one of the plurality of crossmembers and the second plate is connected to a
flange of one of the
at least one rail.
[0022] In embodiments herein, the first and second plates of each of the
plurality of
brackets are preferably secured to either of the surfaces of the at least one
rail or the surface of
the plurality of crossmembers via a plurality of fasteners.
[0023] The invention further includes a vehicle frame assembly,
comprising a plurality of
crossmembers arranged generally transversely and at least one rail extending
generally
longitudinally with respect to the plurality of crossmembers; a plurality of
brackets for
connecting the plurality of crossmembers to the at least one rail, wherein
each bracket
comprises a first plate, a second plate and a connection section configured to
bridge an area
between the first plate and the second plate; wherein the first plate of each
bracket is configured
to engage and be secured to a surface of the at least one rail and the
connection section is
configured to be in at least partial engagement with a surface of a
crossmember of the plurality
of crossmembers; and wherein at least one of the plurality of crossmembers and
the at least one
rail are galvanized.
[0024] In this embodiment of the vehicle frame assembly, the plurality
of crossmembers
and the at least one rail may be pre-galvanized before the assembly is made.
Further, the
plurality of crossmembers and the at least one rail are preferably formed from
fabricated metal
sections.
[0025] Each of the plurality of crossmembers in this embodiment further
comprises a web
with a first end and a second end, and a flange arranged perpendicularly to
the web of the
crossmember extends outwardly on each of the first end and the second end of
the web of the
crossmember, and the flanges of the crossmembers preferably extend in opposing
directions.
[0026] The vehicle frame assembly may have two rails. When two rails are
used, the two
rails are preferably arranged in a first plane and the plurality of
crossmembers are arranged in a
second plane that is substantially parallel to the first plane.
[0027] Further, in the embodiment of the vehicle frame assembly in which
the bracket has a
connection section that at least partially engages a surface of the
crossmember, the bracket may
be configured such that the first plate and second plate of each bracket of
the plurality of
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brackets are parallel and the connection section connects an interior end of
the first plate to an
interior end of the second plate, and the connection section is perpendicular
to the first plate and
the second plate. On an upper side of the assembly, the first plate of each
bracket of the
plurality of brackets may be connected to a flange of a rail of the at least
one rail, and the
connection section may extend over a web of the rail and connect to a web of a
crossmember of
the plurality of crossmembers.
[0028] In preferred embodiments of this assembly, the at least one rail
may comprise a web
with an outer flange and an inner flange. The at least one rail may further
include at least one
tab, each tab being positioned on the inner flange of the rail and aligned so
as to engage the
second plate of one of the plurality of brackets and securing the second plate
of each bracket to
the tab of the at least rail. As with the prior assembly, in this assembly
embodiment, the
brackets may be secured to the rails and crossmembers by fasteners
[0029] The present invention further includes methods for forming a
vehicle frame
assembly. In one embodiment the method comprises providing at least one rail,
a plurality of
crossmembers, and a plurality of brackets, wherein each of the brackets
comprises a first plate,
a second plate and a connection section bridging an area between the first
plate and the second
plate; galvanizing the at least one rail and/or the plurality of crossmembers;
assembling the
vehicle frame assembly by arranging the at least one rail generally
longitudinally and the
plurality of crossmembers generally transversely to the at least one rail; and
connecting each of
the plurality of crossmembers to one rail of the at least one rail by engaging
and securing the
first plate of each bracket of the plurality of brackets with a surface of one
of the at least one
rail or one of the plurality of crossmembers and connecting the second plate
to the surface of
the rail or the crossmember, wherein when the first plate is secured to the
surface of the rail, the
second plate is secured to the surface of the crossmember and when the first
plate is secured to
the surface of the crossmember, the second plate is secured to the surface of
the at least one rail.
[0030] In such methods, galvanizing the at least one rail and/or the
plurality of
crossmembers may be performed prior to assembling the vehicle frame assembly.
[0031] In some embodiments of the method of forming a vehicle frame
assembly, there
may be two rails such that assembling the vehicle frame assembly includes
arranging the
plurality of crossmembers and the rails so that each of the rails is
substantially parallel and
spaced apart in a first plane, each of the plurality of crossmembers is
substantially parallel and
spaced apart in a second plane, and the first and second planes are
substantially parallel to each
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other. The method may optionally include stacking the plurality of
crossmembers on the at
least one rail.
[0032] In one embodiment of the method, the plurality of crossmembers
and the at least one
rail are I-beams, each I-beam comprises a vertically oriented web having a
first end and a
second end and horizontally oriented flanges on the first end and the second
end of the
vertically oriented web, and further comprising connecting each crossmember of
the plurality of
crossmembers to one of the at least one rail by connecting each of the
plurality of brackets to a
flange of one of the at least one rail and a web of one of the plurality of
crossmembers.
[0033] The method of preparing a vehicle frame assembly may comprise
brackets having
any of the configurations described above with respect to the brackets used to
form the vehicle
frame assembly.
[0034] The method may further comprise securing the plurality of
brackets to the at least
one rail and the plurality of crossmembers using fasteners.
[0035] A further method of forming a vehicle frame assembly is provided
herein that
comprises providing at least one rail, a plurality of crossmembers, and a
plurality of brackets,
wherein each of the brackets comprises a first plate, a second plate and a
connection section
bridging the an area between first plate and the second plate; galvanizing the
at least one rail
and/or the plurality of crossmembers; assembling the vehicle frame assembly by
arranging the
at least one rail generally longitudinally and the plurality of crossmembers
generally
transversely to the at least one rail; and connecting each crossmember of the
plurality of
crossmembers to one rail of the at least one rail by engaging and securing the
first plate of each
brackets of the plurality of brackets with a surface of the at least one rail,
and engaging and
securing the connection section of each of the brackets of the plurality of
brackets with a
surface of the crossmember of the plurality of crossmembers.
[0036] This method may further comprise engaging and securing a second
plate of each
bracket of the plurality of brackets with a tab of the at least one rail. The
securement may be
carried out by securing the plurality of brackets to the at least one rail and
the plurality of
crossmembers using fasteners.
[0037] The method may also further comprise connecting the first plate
of each bracket to
an outer flange of the at least one rail, and connecting the connection
section to a web of the
crossmember of the plurality of crossmembers.
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[0038] The present invention further relates to brackets for a vehicle
frame assembly as
described herein, wherein the brackets include a first plate, a second plate
and a connection
section connecting the first plate and the second plate. The brackets may
include metal and be
galvanized. Further, the brackets may include apertures on the first plate
and/or the second
plate of each bracket for receiving fasteners.
[0039] In one embodiment, the invention includes a bracket for assembly
a vehicle frame
assembly, comprising: a first plate, a second plate and a connection section
connecting an
interior end of the first plate to an interior end of the second plate and the
connection section
bridging an area between the first plate and the second plate, wherein the
first plate and the
second plate are each configured such that upon installation of a vehicle
frame assembly, the
first plate and the second plate are able to engage and be secured to a rail
or crossmember of a
vehicle frame assembly and the connection section is configured for engaging a
flange of a rail
or a crossmember of a vehicle frame assembly located between the first plate
and the second
plate.
[0040] In this embodiment, the first plate may be arranged in a plane that
is perpendicular
to a plane in which the second plate is arranged. The connection section of
the bracket may
comprise a first portion adjacent to the first plate, and the first portion
may be inclined, and the
connection section may further comprise a second portion adjacent to the
second plate, and the
second portion may be substantially parallel to the first plate.
[0041] The interior ends of the first plate and the second plates may be in
the form of
interior bends, and the first plate may be arranged in a plane that is
perpendicular to a plane in
which the second plate is arranged. In such embodiment, the connection section
may be also
arranged in a plane that is perpendicular to both the first plate and the
second plate. The
connection section in this embodiment is preferably substantially planar. The
first plate may
also be alternatively arranged in a first plane and the second plate is
arranged in a second plane
that is substantially parallel to the first plane and is elevated above the
first plane. In such an
embodiment, he second plate preferably has a width that is greater than a
width of the first
plate, wherein the width of the first and second plates is measured in a
direction transverse to a
longitudinal axis of the bracket.
[0042] In a further embodiment herein, the invention includes a bracket for
assembling a
vehicle frame assembly, that comprises a first plate, a second plate, and a
connection section
connecting an interior end of the first plate to an interior end of a second
plate and bridging an
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area between the first plate and the second plate, wherein the first plate and
the second plate are
substantially parallel to one another and the connection section is
perpendicular to the first plate
and the second plate, wherein the first plate is configured such that upon
installation of a
vehicle frame assembly, the first plate is able to engage and be secured to a
rail of a vehicle
frame assembly and the connection section is configured for engaging and being
secured to a
web of a crossmember of a vehicle frame assembly.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S)
[0043] The foregoing summary, as well as the following detailed description
of preferred
embodiments of the invention, will be better understood when read in
conjunction with the
appended drawings. For the purpose of illustrating the invention, there is
shown in the
drawings embodiments which are presently preferred. It should be understood,
however, that
the invention is not limited to the precise arrangements and instrumentalities
shown. In the
drawings:
[0044] Fig. 1 is a top perspective view of an upper side of a vehicle
frame assembly in
accordance with one embodiment of the present invention;
[0045] Fig. 2 is an enlarged perspective view of a portion of the
vehicle frame assembly of
Fig. 1;
[0046] Fig. 3 is a bottom perspective view of the lower side of the vehicle
frame assembly
of the embodiment of Fig. 1;
[0047] Fig. 4 is an enlarged perspective view of a portion of the
vehicle frame assembly of
Fig. 3;
[0048] Fig. 5 is an end elevational view of a rail of the vehicle frame
assembly of Fig. 1;
[0049] Fig. 6 is a side elevational view of a rail of Fig. 5;
[0050] Fig. 6A is an enlarged view of a portion of the rail of the
vehicle frame assembly of
Fig. 6;
[0051] Fig. 7 is a top elevational view of the rail of Fig. 5;
[0052] Fig. 7A is an enlarged view of a portion of the rail of Fig. 7;
[0053] Fig. 8 is an end elevational view of a crossmember of the vehicle
frame assembly of
Fig. 1;
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[0054] Fig. 9 is a side elevational view of a crossmember of the vehicle
frame assembly of
Fig. 8;
[0055] Fig. 9A is an enlarged view of a portion of the crossmember of
Fig. 9;
[0056] Fig. 10 is a bottom elevational view of the crossmember of Fig.
8;
[0057] Fig. 10A is an enlarged view of a portion of the crossmember of Fig.
10;
[0058] Fig. 11 is a perspective view of one embodiment of a bracket for
use in
embodiments of the vehicle frame assemblies of the present invention as shown
in the
embodiment of the assembly in Fig. 1;
[0059] Fig. 12 is a side elevational view of the bracket of Fig. 11;
[0060] Fig. 12A is a top perspective view of an upper side of a further
embodiment of a
vehicle frame assembly of the present invention in which the rails are formed
as C-beams;
[0061] Fig. 12B is an enlarged perspective view of a portion of the
vehicle frame assembly
of Fig. 12A;
[0062] Fig. 12C is a bottom perspective view of the lower side of the
embodiment of the
vehicle assembly of Fig. 12A;
[0063] Fig. 12D is an enlarged perspective view of a portion of the
vehicle frame assembly
of Fig. 12C;
[0064] Fig. 13 is a top perspective view of an upper side of a further
embodiment of a
vehicle frame assembly of the present invention;
[0065] Fig. 14 is an enlarged perspective view of a portion of the vehicle
frame assembly of
Fig. 13;
[0066] Fig. 15 is a bottom perspective view of the lower side of the
embodiment of the
vehicle frame assembly of Fig. 13;
[0067] Fig. 16 is an enlarged perspective view of a portion of the lower
side of the vehicle
frame assembly of Fig. 15;
[0068] Fig. 17 is a perspective view of a further embodiment of a
bracket for use in the
vehicle frame assemblies of the present invention and is shown in the
embodiment of an
assembly in Fig. 13;
[0069] Fig. 18 is a side view of the bracket of Fig. 17 taken along the
plane of the outer
surface of the first plate of the bracket;
[0070] Fig. 19 is a side elevational view of the bracket of Fig. 17
taken along the plane of
the outer surface of the second plate of the bracket;
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[0071] Fig. 20 is a top plan view of a flat blank for the bracket of
Fig. 17 prior to bending;
[0072] Fig. 21 is a bottom plan view of the bracket of Fig. 17;
[0073] Fig. 21A is a top perspective view of a vehicle frame assembly
according to a
further embodiment of the present invention similar to that of Fig. 13 wherein
the rails are C-
S beams;
[0074] Fig. 21B is an enlarged perspective view of a portion of the
vehicle frame assembly
of Fig. 21A;
[0075] Fig. 21C is a bottom perspective view of a vehicle frame assembly
according to the
embodiment shown in Fig. 21A;
[0076] Fig. 21D is an enlarged perspective view of the vehicle frame
assembly of Fig. 21C;
[0077] Fig. 22 is a bottom perspective view of the lower side of a
vehicle frame assembly
according to a further embodiment of the present invention;
[0078] Fig. 23 is an enlarged perspective view of a portion of the lower
side of the vehicle
frame assembly of Fig. 22;
[0079] Fig. 24 is a perspective view of an additional embodiment of a
bracket for use in
embodiments of the vehicle frame assemblies of the invention herein as shown
in the
embodiment of the vehicle frame assembly in Fig. 22;
[0080] Fig. 25 is a side elevational view of the bracket of Fig. 24;
[0081] Fig. 26 is a bottom elevational view of the bracket of Fig. 24;
[0082] Fig. 27 is a top plan view of a blank for forming the bracket of
Fig. 24;
[0083] Fig. 28 is a first elevational view of the bracket of Fig. 24;
[0084] Fig. 29 is a perspective view of a fastener for use in assembling
a vehicle frame
assembly according to the present invention;
[0085] Fig. 30 is a perspective view of another embodiment of a fastener
for use in
assembling a vehicle frame assembly according to the present invention;
[0086] Fig. 31 is a top perspective view of an upper side of an
additional embodiment of a
vehicle frame assembly of the present invention;
[0087] Fig. 32 is an enlarged perspective view of a portion of an upper
side of the vehicle
frame assembly of Fig. 31;
[0088] Fig. 33 is a perspective view of a rail of the vehicle frame
assembly of Fig. 31;
[0089] Fig. 34 is a side elevational view of the rail of Fig. 33;
[0090] Fig. 35 is an enlarged elevational view of a portion of the rail
of Fig. 34;
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[0091] Fig. 36 is an end elevational view of the rail of Fig. 34;
[0092] Fig. 37 is a perspective view of a crossmember of the vehicle
frame assembly of Fig.
31;
[0093] Fig. 38 is a side elevational view of the crossmember of Fig. 37;
[0094] Fig. 39 is an end elevational view of the crossmember of Fig. 38;
[0095] Fig. 40 is a top plan view of a further embodiment of a bracket
for use in
embodiments of the vehicle frame assemblies of the invention herein as shown
in the
embodiment of the vehicle frame assembly in Fig. 31; and
[0096] Fig. 41 is a side elevational view of the bracket of Fig. 40.
DETAILED DESCRIPTION OF THE INVENTION
[0097] The present application relates to galvanized vehicle frame
assemblies. The vehicle
frame assemblies may be, for example, truck or trailer frame assemblies that
are configured to
support a portion of a vehicle or a trailer. The vehicle frame assemblies
include components
joined by brackets and fasteners so that welding is not required. As a result,
the vehicle frame
assemblies of the present invention can be assembled by general laborers,
rather than by highly
skilled welders. Further, the present invention has the advantage that the
mechanical fasteners
used to connect the vehicle frame assembly components have a known engineering
strength,
whereas the mechanical strength of a weld is not readily known and may vary
from one welded
connection to another. The present invention allows for galvanization of the
components of the
vehicle frame assembly prior to assembly of the vehicle frame assembly, which
allows
galvanization to be accomplished more easily and with less expense. Further,
the galvanized
vehicle frame components can be transported separately and assembled at a
desired location
where they may be galvanized more efficiently than most prior art systems
generally known.
[0098] Galvanization can be accomplished by any means known in the art,
and the present
invention is not limited by the specific method by which the vehicle frame
assembly
components are galvanized. While the present application refers generally to
"galvanization"
or "galvanized coatings," it is understood that the components of the vehicle
frame assembly of
the present invention can receive additional or alternate surface treatments
prior to assembly of
the vehicle frame assembly, such as primers, paints, or other coatings to
inhibit corrosion and/or
wear, or which provide improved surface properties or a desired aesthetic
appearance.
13
CA 3045860 2019-06-12
[0099] The brackets of the present invention provide the vehicle frame
assembly with
additional strength and stability relative to other methods of joining vehicle
frame assembly
components. The brackets facilitate connection of the rails and crossmembers
and facilitate
proper positioning of the preferably pre-galvanized vehicle frame assembly
components.
Further, the use of brackets allows for connection of vehicle frame assembly
components
composed of different materials, such as aluminum and steel, which cannot
generally be joined
via welding.
[00100] The present application in some embodiments will be described using
words such as
"upper" and "lower," "inner" and "outer," "right" and "left," "interior" and
"exterior," and the
like. These words and words of similar directional import are used for
assisting in the
understanding of the invention when referring to the drawings or another
component of the
invention and, absent a specific definition or meaning otherwise given by the
specification,
such terms should not be considered limiting to the scope of the invention.
[00101] Referring now to Figs. 1-12, there is shown one embodiment of a
vehicle frame
assembly according to the present invention. The embodiment of the present
invention is
shown is referred to generally herein as assembly 100. The vehicle frame
assembly 100
includes at least one rail 110 and a plurality of crossmembers 120. As shown,
there are two
rails 110. The rails 110 and crossmembers 120 are preferably pre-galvanized.
Galvanization or
application of other types of coatings to the rails 110 and crossmembers 120
is preferably
performed prior to assembly of the vehicle frame assembly 100, but in
alternate embodiments
may be applied after assembly of the vehicle frame assembly 100 if desired.
[00102] The rails 110 are arranged generally longitudinally, and the
crossmembers 120 are
arranged generally transversely to the rails 110. Preferably, the crossmembers
120 are
positioned substantially perpendicularly to the rails 110. When two or more
rails 110 are
present (as shown) the rails 110 are arranged substantially parallel to one
another and are
spaced apart. It should be understood based on the disclosure that just one,
two, or three or
more rails 110 may be used depending on the size or requirements for use of
the assembly 100.
Similarly, the crossmembers 120 are preferably arranged so that they are
substantially parallel
to one another and are also spaced apart.
[00103] The rails 110 are preferably arranged in a first plane and the
crossmembers 120 are
arranged in a second plane that is substantially parallel to the first plane.
In a preferred
embodiment, the second plane in which the crossmembers 120 are arranged is
elevated above
14
CA 3045860 2019-06-12
the first plane so that the crossmembers 120 are stacked on the rails 110.
However, in an
alternate embodiment, the second plane may be positioned beneath the first
plane so that the
rails 110 are positioned on top of the crossmembers 120. The number of
crossmembers may
also be varied as would be understood by one skilled in the art based on this
disclosure, so as to
.. allow for different load support and/or depending on the length and
requirements of the frame
design.
[00104] Brackets 130 are used to connect the rails 110 and crossmembers 120
without
damaging the galvanized coatings of the rails 110 and crossmembers 120. The
brackets 130
may be positioned on an upper side 101 of the vehicle frame assembly 100 as
shown in Figs. 1-
2 and/or on a lower side 102 of the vehicle frame assembly 100 as shown in
Figs. 3-4. Multiple
brackets 130 may be used to connect a crossmember 120 to a rail 110 to provide
the connection
with additional strength. The brackets 130 are themselves preferably also
galvanized so that all
components of the vehicle frame assembly 100 are galvanized.
[00105] Referring now to Figs. 5-7A, there are shown views of a rail for use
in the vehicle
frame assembly of Fig. 1. The rail 110 is shown in a preferred embodiment as
an I-beam and
the rail 110 is preferably substantially linear in configuration. However, the
rail 110 may also
be formed from fabricated metal sections and may be configured as a hollow or
solid square in
cross sectional configuration and more preferably as a beam, such as a C-beam,
a T-beam, or an
I-beam (as shown in Figs. 1-12), among other types of beams known in the art.
Further, the rail
110 is preferably formed from a metal, such as steel or aluminum.
[00106] In one embodiment as shown in Fig. 5, the rail 110 is an I-beam having
a vertically
arranged web 112 with a first end 115 and a second end 117, and a horizontally
arranged flange
114 on each of the first end 115 and second end 117. The rail 110 has a
length, /1, measured
along a longitudinal axis X of the rail 110 from a first terminal end 111 to a
second terminal end
113, and the length, 11, is greater than the width, wi, of the rail, the width
being measured in a
direction perpendicular to the longitudinal axis X of the rail 110 along the
flange 114. When
two rails 110 are present, the rails 110 may be the same type of beam or may
be different types
of beams. In the embodiment shown in Figs 1-12, two rails 110 are present and
are each I-
beams.
[00107] The web 112 of the rail 110 may have one or more apertures 118 for
receiving a
fastener. The apertures 118 are preferably arranged at intervals along the
length of the rail 110.
In the illustrated embodiment, as best shown in Fig. 6, the web 112 includes
pairs of apertures
CA 3045860 2019-06-12
118 that are horizontally aligned on the web 112 along the longitudinal axis X
of the rail 110
and the apertures in a pair of apertures 118 are separated longitudinally by a
space, di.
Preferably, di is about 0.5 to about 1.5 inches. Further, each pair of
apertures 118 is separated
longitudinally from a successive pair of apertures by a space, d2, along the
longitudinal axis X
of the rail 110. Preferably, d2, is about 3 to about 10 inches. The apertures
118 of the web 112
of the rail 110 are configured to be aligned with apertures of a bracket of
the vehicle frame
assembly 100 so that fasteners can be inserted through the aligned apertures.
The apertures
facilitate placement of brackets on the web 112 of the rail 110 and securement
of the brackets to
the rail 110 without the use of welding, as welding may damage the galvanized
coating of the
rail 110.
[00108] The rail 110 may also include apertures 118 on either of the top or
bottom flanges
114 of the rail 110. Preferably, as shown, for example, in Figs. 7 and 7A, the
apertures 118 are
on a flange 114 of the rail 110. In Figs. 7 and 7A, preferably, pairs of
apertures 118 are
arranged on a flange 114 of the rail 110, and each aperture 118 in a pair of
apertures is aligned
and separated by a space, di, in a direction perpendicular to the longitudinal
axis X of the rail
110. Preferably, di is about 0.5 to about 1.5 inches. Each aperture 118 of a
pair of apertures on
the flange 114 of a rail is positioned on the flange such that in a plan view
of the flange, each
aperture would lie on an opposing side of the web 112 of the rail 110.
Successive pairs of
apertures 118 are also spaced longitudinally from one another along the rail
110 at an interval,
d3. Preferably, d3 is about 3 to about 10 inches. The apertures 118 on the
flange 114 are also
configured to align with apertures of a bracket used to connect the rail 110
to a crossmember.
[00109] In determining the size and spacing of the apertures on the rail so as
to align with
apertures in an associated bracket as described further below, one skilled in
the art would
understand based on this disclosure that the locations of such apertures and
their spacing
longitudinally on the web of the rail as well as transversely on any or both
flange(s) of the rails
can be varied to accommodate a particular frame assembly design and to provide
adequate
strength and support for the particular frame design and intended end use.
Thus, more than two
apertures, differing spacing and/or different size apertures may be used in a
frame assembly rail
without departing from the spirit or scope of the invention.
[00110] Referring now to Figs. 8-10A, there are shown views of a crossmember
for use in
the vehicle frame assembly of Fig. 1. The crossmembers 120 are preferably
substantially
linear, and are preferably entirely linear. The crossmember 120 may be formed
from fabricated
16
CA 3045860 2019-06-12
metal sections and may have a hollow or solid square in cross sectional
configuration and more
preferably is a beam, such as a C-beam, a T-beam, or an I-beam as shown, among
other types
of beams known in the art. Further, the crossmembers 120 are preferably formed
from a metal,
such as steel or aluminum.
[00111] As shown in Fig. 8, the crossmembers 120 are each I-beams having a
vertically
arranged web 122 with a first end 125 and a second end 127, and horizontally
arranged flanges
124 on the first end 125 and second end 127 of the web 122. While crossmembers
120 may
vary in size and shape, each crossmember 120 preferably has substantially the
same shape and
dimensions. The crossmembers 120 have a length, /2, measured along a
longitudinal axis Z of
the crossmember 120 that is greater than the width, w2, of the crossmember
120, the width
being measured in a direction perpendicular to the longitudinal axis Z of the
crossmember 120
along the flange 124.
[00112] The web 122 of the crossmember 120 may have one or more apertures 128
for
receiving fasteners, as shown in Figs. 9 and 9A. The apertures 128 are
preferably arranged in
pairs that are aligned along the longitudinal axis Z of the crossmember 120
and the apertures in
a pair of apertures are separated longitudinally by a space, d5. Preferably,
d5 is about 0.5 to
about 1.5 inches. Further, successive pairs of apertures 128 are spaced
longitudinally along the
length of the crossmember 120 by a space, d6. Preferably, d6 is about 25 to
about 35 inches.
The apertures 128 on the web 122 of the crossmember 120 are configured to be
aligned with
apertures on a bracket of the vehicle frame assembly 100 so that a fastener
can be inserted
through the aligned apertures to secure the bracket to the crossmember 120.
Thus, the apertures
128 on the crossmembers 120 facilitate placement of brackets on the
crossmember 120 and
securement of the brackets to the crossmembers 120 without the use of welding,
which may
damage the galvanized coating of the crossmembers 120.
[00113] One or both of the top or bottom flanges 124 of the crossmembers 120
may also
include apertures 128. Preferably, apertures 128 are on the flange 124 of the
crossmember 120
that is opposite that of the rail, i.e., if the apertures in the rail are on
the top flange, the apertures
on the crossmember are on the bottom flange as shown as shown, for example, in
Figs. 10 and
10A, or vice versa. The apertures 128 on the flange 124 are arranged in pairs
that are aligned in
a direction transverse to the longitudinal axis Z of the crossmember 120. Each
aperture 128 of
the pair of apertures is arranged such that when viewed in a plan view, they
are preferably
positioned so as to lie on opposing sides of the web 122 of the crossmember
120 and the
17
CA 3045860 2019-06-12
apertures 128 in the pair are separated by a space, c/8. Preferably, c/8 is
about 0.5 to about 1.5
inches. Further, successive pairs of apertures 128 are preferably spaced apart
longitudinally at
an interval, d7, along the longitudinal axis of the crossmember 120.
Preferably, c/7 is about 34
to 42 inches.
[00114] As with the rails, in determining the size and spacing of the
apertures on the
crossmembers so as to align with apertures in an associated bracket, one
skilled in the art would
understand based on this disclosure that the locations of such apertures and
their spacing
longitudinally on each web of a crossmember as well as transversely on any or
both flange(s) of
a crossmember can be varied to accommodate a particular frame assembly design
and to
provide adequate strength and support for the particular frame design and
intended end use as
well as to align with the particular brackets chosen. Thus, more than two
apertures, differing
spacing and/or different size apertures may be used in a frame assembly
crossmember without
departing from the spirit or scope of the invention.
[00115] Referring now to Figs. 11-12, an embodiment of a bracket useful in the
vehicle
frame assembly of Fig. 1 is shown. It should be understood that the
combination of brackets,
rails and crossmembers shown herein may be varied based on this disclosure. In
the illustrated,
embodiment of Figs. 1-12, the bracket 130 includes a first plate 132 and a
second plate 134
connected by a connection section 136. As used herein "first plate" and
"second plate" are used
as differentiators to assist the reader in evaluating the particular bracket
being described below.
[00116] The first plate 132 is arranged in a first plane, Pi, that is
perpendicular to a second
plane, /32, in which the second plate 134 is arranged, and the first plate 132
and the second plate
134 are preferably always spaced somewhat apart. The connection section 136
extends
between and connects an interior end 131 of the first plate 132 and an
interior end 133 of the
second plate 134. In the illustrated embodiment, the bracket 130 has a width,
w3, measured
transversely across the bracket along a direction that is transverse to the
longitudinal axis Z of
the bracket 130.
[00117] The bracket 130 is preferably formed from metal, such as aluminum or
steel, and
may alternately be composed of a composite material. The bracket 130 may be
galvanized
and/or coated to inhibit corrosion and wear, to improve surface properties,
and to provide a
desired aesthetic appearance. The bracket 130 may be of unitary construction,
and may be
formed by bending a blank formed from a sheet or plate into the desired
configuration.
18
CA 3045860 2019-06-12
However, the present invention is not limited by the specific method of
forming the bracket and
the brackets may be alternatively be formed via molding.
[00118] The connection section 136 bridges an area, A, defined between the
first plate 132
and the second plate 134 of the bracket 130. The connection section 136
includes a first portion
139 adjacent to the first plate 132 and a second portion 137 adjacent to the
second plate 134.
The second portion 137 is substantially parallel to the first plate 132 but is
arranged in a plane
separate from, and in the embodiment shown above, the plane Pi of the first
plate 132.
Accordingly, the first portion 139 of the connection section 136 has a slope
or otherwise
extends between the second por4n 137 of the connection section 136 and the
first plate 132 to
bridge the separation of the second portion 137 and the plane Pi of the first
plate. As shown in
Fig. 11, the first portion 139 slopes downwardly from the second portion 137
of the connection
section 136 to the first plate 132 at an incline. In this manner, the first
portion 139 spans the
difference in elevation between the first plate 132 and the second portion 137
of the connection
section 136. The sloped second portion 137 facilitates manufacturing of the
bracket 130 via the
bending of a blank while also providing stability in the connection between a
rail and a
crossmember.
[0100] In an alternate embodiment (not shown) rather than being inclined
or sloped, the
first portion 139 may be substantially perpendicular to the second portion 137
of the connection
section 136. A perpendicular first7 portion 139 may allow the bracket 130 to
fit more closely to
a flange of a rail or crossmember to which the bracket is connected depending
on the design
and thickness of the rail or crossmember. As shown, the first portion 139 of
the connection
section 136 forms an angle al with a plane Pi of the first plate 132 of about
10 degrees to about
90 degrees. The angle al may be varied depending upon the configuration of the
rail 110 and
crossmembers 120. In operation, the second portion 137 of the connection
section 136 is
preferably configured to be in at least partial facing engagement with a
flange of a crossmember
120 or rail 110 to which the second plate 134 of the bracket 130 is connected
via the web of a
corresponding crossmember or rail, while the first portion 139 of the
connection section 136
slopes downwardly from the second portion 137 to allow the first plate 134 to
attach to a flange
of the opposite, connected rail 110 or crossmember 120 depending on whether
the bracket 130
is installed on the upper or lower side 101, 102 of the assembly 100. The
connection section
19
CA 3045860 2019-06-12
136 helps to provide additional support and stability to the connection of the
rail 110 and
crossmember 120.
[0101] The first plate 132 and the second plate 134 of the bracket 130
may each define one
or more apertures 138 extending through the first and second plates 132, 134
from a first
surface 141 to an opposing surface 142 thereof In the illustrated embodiment,
the first plate
132 defines a pair of apertures 138 that are aligned in a direction transverse
to a longitudinal
axis Z of the bracket 130, as shown in Fig. 11. Similarly, the second plate
134 includes a pair
of apertures 138 that are aligned in a direction transverse to the
longitudinal axis Z of the
bracket 130. In alternate embodiments of the bracket 130, the first and second
plates 132, 134
may have fewer or additional apertures 138 which may be variously arranged on
the first and
second plates 132, 134. The apertures 138 are shown as having a generally
circular shape and
each aperture 138 preferably has substantially the same or the same shape and
dimensions. The
apertures 138 are configured to receive a fastener for securing the bracket
130 to a rail or
crossmember. Additional apertures 138 may be included in order to provide a
stronger or more
stable connection, or to provide options as to which apertures to align with
the corresponding
apertures on a rail 110 or crossmember. The aperture size may be varied so as
to correspond to
apertures in the rails and crossmembers as well as to accommodate a desired
fastener(s) to be
used in the frame assembly.
[0102] While any of various fasteners may be used to secure the bracket
130 to the rail 110
or crossmember 120, such as bolts, pins, rivets, threaded rods and the like,
the fastener is
preferably a swaged-on lock bolt, such as for example, a HuckBolt . Preferred
types of
fasteners for use with the vehicle frame assemblies of the present invention
are shown in Figs.
29-30. In Fig. 29, the fastener 150 is a lock bolt having a bolt portion 152
with a head 153 and
a rod 151. The rod 151 has threads 154 for receiving a locking portion 158 on
the rod 151.
The locking portion 158 is shown as having a generally cylindrical shape. In
Fig. 30, the
fastener 160 is also a lock bolt having a bolt portion 162 with a head 163 and
rod 161. The rod
161 is not threaded and is configured to receive a locking portion 168. The
locking portion 168
has a hexagonal shape. In use, the rod 151, 161 of the fastener 150, 160 can
be inserted through
the aligned apertures of the bracket 130 and rail 110 or crossmember 120, and
the locking
.. portion 158, 168 can be installed on the rod 151, 161 to secure the bracket
130 to the rail 110 or
crossmember 120.
CA 3045860 2019-06-12
[0103] To connect a rail 110 to a crossmember 120, a bracket, such as
bracket 130 can be
positioned on an upper side 101 of the vehicle frame assembly 100, as shown in
Fig. 2. The
first plate 132 of the bracket 130 is configured to engage a surface of the
rail 110 and the
second plate 134 is configured to engage a surface of the crossmember 120. The
first and
second plates 132, 134 may be in facing engagement with the surfaces of the
rail 110 and
crossmember 120, respectively or may be separated therefrom, such as by a
gasket or spacer in
order to reduce frictional contact and to prevent damage to the galvanized
coating of the rail
110 and crossmember 120. In the configuration shown in Fig. 2 with cross
members on top of
the rails, the first plate 132 of the bracket 130 engages a flange 114 of the
rail 110 and the
second plate 134 is configured to engage a web 122 of the crossmember 120. The
first plate
132 is positioned on the flange 114 of the rail 110 and adjacent to a flange
124 of the
crossmember 120 to which the second plate 134 of the bracket 130 is connected
so that the
connection section 136 of the bracket 130 connects the first and second plates
132, 134 and
extends over the lower flange 124 of the crossmember 122. A second portion 137
of the
connection section 136 may be in facing engagement with the flange 124 of the
crossmember
120 to which the second plate 134 of the bracket 130 is connected, and the
first portion 139 of
the connection section 136 slopes toward the first plate 132 of the bracket
130 positioned on the
flange 124 of rail 110 or crossmember 120 to which it is attached. In this
way, the bracket 130
generally contours to the shape of the crossmember 120 and fits closely
against the rail 110 and
crossmember 120 so as to facilitate proper alignment of the rail 110 and
crossmember 120.
[0104] The first and second plates 132, 134 are secured to the surfaces
of the rail 110 and
crossmember 120 by fasteners as discussed above. In embodiments of the bracket
130 having
apertures, as shown for example in Fig. 2, the apertures of the first plate
132 are situated to sit
in alignment with apertures of the upper flange of the rail 110 so that a
fastener can be inserted
through the aligned apertures to secure the first plate 132 to the upper
flange 114 of the rail 110.
Similarly, the apertures of the second plate 134 of the bracket 130 are
situated to sit in
alignment with the apertures on the web 122 of the crossmember 120 so that a
fastener 150 can
be inserted through the aligned apertures. Thus, the brackets 130 are
preferably configured so
that the apertures of the bracket 130 align with the apertures of the rail 110
and crossmember
120 selected. In alternate embodiments in which the brackets 130 do not have
apertures, the
.first and second plates 132, 134 may be secured to the surfaces of the rail
and crossmembers
such as by the use of adhesives or welding. Further, rivets can be driven
through the first or
21
CA 3045860 2019-06-12
second plate 132, 134 of the bracket 130 and through the web or flange of the
rail 110 or
crossmember 120 to which the first or second plate 132, 134 is to be
connected.
[0105] The brackets 130 can additionally or alternatively be positioned
on a lower side 102
of the vehicle frame assembly 100 as shown, for example, in Figs. 3-4. On the
lower side 102
.. of the vehicle frame assembly 100, the brackets 130 are positioned in a
similar manner as those
on the upper side 101 of the assembly 100, but the first plate 132 of each
bracket 130 is
configured to engage a flange surface 129 of a lower flange 124 of the
crossmember 120 and
the second plate 134 is configured to engage a surface 119 of the web 112 of
the rail 110.
Specifically, the first plate 132 of the bracket 130 is connected with a
flange 124 of the
crossmember 120 and the second plate 134 is connected to a web 112 of the rail
110. The first
plate 132 and second plate 134 are preferably in facing engagement with the
flange 124 and
web 112, respectively, or may be spaced therefrom, such as with a gasket or
spacer as discussed
above. The connection section 136 extends over the upper flange 114 of the
rail 110 so that the
second portion 137 of the connection section 136 is in facing engagement with
the upper flange
of the rail and the same rail to which the second plate 134 of the bracket 130
is connected via
the web 112 of the rail. As noted, a portion of the connection section 136 is
preferably in
facing engagement with the upper flange 114 of the rail 110 to which the
second plate 134 of
the bracket 130 is connected. The first and second plates 132, 134 of the
bracket 130 can be
secured to the rail 110 and crossmember 120 using fasteners or via fastening
methods as
.. described above. While the brackets 130 are shown as being positioned on an
outer side 103 of
the rails 110 facing the exterior of the assembly 100, brackets 130 can
alternatively or
additionally be installed on the opposing, interior side 104 of the rails 110.
[0106] As noted above, the embodiment of Figs. 1-12 including the
exemplary brackets 130
are illustrated on a frame including I-beams as both rails and cross members.
Figs. 12A
through 12D provide a variation on the embodiment of Figs. 1-12, referred to
herein as
embodiment 100', wherein like parts have like numbers for the purpose of
illustrating the
variation, and wherein the rails 110' are illustrated as C-beams. As with the
embodiment of
Figs. 1-12, the same design of bracket 130' is used as brackets 130. Figs. 12A
and 12B show a
frame assembly having C-beams as rails 110' and brackets 130' on the upper
side 101' of the
frame assembly 100'. The C-beams include flanges 114' and an extending web
112' that
connects the flanges 114' on the same side. As shown, the flanges 114' are
connected on the
exterior facing side 103' of the rail 110' with the open interior facing side
104' of the C-beam
22
CA 3045860 2019-06-12
positioned to face inwardly. The bracket 130' is positioned so that its first
plate 132' is
connected to the upper flange 114' of the rail 110' and its second plate 134'
is connected to the
web 122' of the I-beam crossmember 120'.
[0107] In Figs. 12C and 12D as similar configuration is shown, but with
the brackets
attached on the bottom side 102' of the frame assembly 100'. As shown best in
Fig. 12D, the
C-beam rail 110'has a web 112' extending between the flanges 114' of the rail
110' on the
exterior facing side 103' of the rail 110' and the open side of the C-beam on
the interior facing
side 104' of the rail 110'. In this configuration, the first plate 132' of the
bracket 130' is
connected to a lower flange 124' of I-beam crossmember 120' and the second
plate 134' is
connected to the web 112' of the C-beam rail 110'.
[0108] Figs. 12A-12D illustrate how the embodiment of Figs. 1-12 can be
employed when
the type of rail (or crossmember) is changed while still achieving the same
strength and
structure for the overall frame assembly.
[0109] Referring now to Figs. 13-21, there is shown a further embodiment
of a vehicle
frame assembly according to the present invention, generally referred to
herein as assembly
200. The vehicle frame assembly 200 of Fig. 13 is substantially the same as
the vehicle frame
assembly of Fig. 1 with the exception of the brackets employed. The rail 210
and
crossmembers 220 may be configured and arranged in the same manner as
discussed above
with respect to the embodiment of Fig. 1 provided all apertures of the
relevant portion of the
rails, crossmembers and brackets are in substantial alignment.
[0110] The bracket 230, similar to the bracket 130 of Figs. 11-12, is
used to connect the rail
210 to the crossmembers 220. The bracket 230 as best shown in Figs. 17-21
includes a first
plate 232, a second plate 234 and a connection section 236 that connects the
first plate 232 and
the second plate 234. The first plate 232 is arranged in a plane, P3, that is
substantially
perpendicular to a plane, P4, in which the second plate 234 is arranged, and
the first plate 232
and second plate 234 are preferably spaced apart. In the illustrated
embodiment, the first plate
and second plate 232, 234 each have a width w4 that is the same or
substantially the same,
wherein the width w4 is measured when the bracket is formed in a direction
perpendicular to
the longitudinal axis Z that extends longitudinally along the plane P5 of
connection section 236.
The connection section 236 connects an interior bend 233 of a first plate 232
to an interior bend
23
CA 3045860 2019-06-12
235 of the second plate 234 and bridges an area A between the first and second
plates 232, 234.
The connection section 236 is in a plane, P5, which is perpendicular to the
plane P3 of the first
plate 232 and plane P4 of the second plate 234. The connection section 236 is
preferably
substantially planar.
[0111] The bracket 230 is preferably formed from metal, such as aluminum or
steel, or may
be formed from a composite material. The bracket 230 may be galvanized and/or
coated to
inhibit corrosion and wear, to improve surface properties, and to provide a
desired aesthetic
appearance. The bracket 230 may be of unitary construction and may be formed
by bending a
blank (see, e.g., Fig. 20) formed from a sheet or plate into the desired
configuration. However,
the present invention is not limited by the specific method of forming the
bracket and may be
formed by molding.
101121 The first plate 232 and the second plate 234 of the bracket 230
may each define
apertures 238 extending through the bracket 230 from a first surface 241 of
the bracket 230 to
an opposing surface 242 of the bracket 230. The apertures 238 are configured
to receive a
fastener of the type discussed above for securing the first and second plates
232, 234 of the
bracket 230 to a rail or crossmember. In the illustrated embodiment, the first
plate 232 and
second plate 234 each have a pair of apertures 238 aligned when the bracket is
formed as in Fig.
17 in a direction transverse to the longitudinal axis Z of the bracket 230 and
to plane P5, as
shown in Fig. 17. In this way, the apertures 238 of the first plate 232 can be
aligned with
apertures on a flange of a rail or crossmember. The apertures 238 are each
generally circular
and have the same dimensions, and as with the embodiment 100, can be varied in
size and
placement, as can the apertures on crossmembers and rails to correspond for
varying
configurations. In alternate embodiments, the first and second plates 232, 234
can have fewer
or additional apertures which may be arranged in any of various patterns or
configurations. The
use of additional apertures, and thus fasteners, may be necessary to provide a
more stable
connection, or the additional apertures may provide options for which
apertures to align with
apertures of a rail or crossmember. Any of the fasteners as discussed above
with respect to the
vehicle frame assembly 100 and bracket 130 may be used with brackets 230 and
the assembly
200.
24
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[0113] Referring now to Figs. 13-14, there is shown an upper side 201 of
the vehicle frame
assembly 200. The first plate 232 of the bracket 230 is configured to engage a
flange surface
229 of a flange 214 of a rail 210 and the second plate 234 of the bracket 230
is configured to
engage a web surface 219 of a crossmember 220. Preferably, the first plate 232
is connected to
an upper flange 214 of the rail 210 and the second plate 234 is preferably
connected to a web
222 of the crossmember 220. The first plate 232 and second plate 234 may be in
facing
engagement with the respective flange 214 and web 222, or may be separated
therefrom by a
gasket or spacer. The connection section 236 extends over a lower flange 224
of the
crossmember 220 to which the second plate 234 is connected and bridges the
area A between
the first and second plates 232, 234. The connection section 236 may be in at
least partial
facing engagement with the flange 224 of the crossmember 220 to which the
second plate 234
is connected. Thus, with the second plate 234 connected to a web 222 of the
crossmember 220,
the connection section 236 is shown as being angled downwardly to connect to
the first plate
232. As best shown in Fig. 21, an edge 239 of the connection section 236 forms
an angle, a2,
with respect to a plane P3 of the first plate 232 that may be about 10 degrees
to about 90
degrees. The angle, a2, may be selected as necessary for the connection
section 236 to bridge
the area A between the first and second plates 232, 234. Further, when the
bracket 230 is
installed on the vehicle frame assembly 200, the connection section 236 of the
bracket 230 is
substantially perpendicular, or fully perpendicular, to the web surface 219 of
the web 222 of the
.. crossmember 220 and serves a bracing or reinforcing function for the
crossmembers 220 in
order to provide the vehicle frame assembly 200 with additional support and
stability.
[0114] The first and second plates 232, 234 can be secured to the
surfaces of the rail 210
and crossmember 220 by fasteners or fastening methods as described above with
respect to
assembly 100. Thus, the first and second plates 232, 234 may be secured to the
rail 210 and
crossmember 220 via as rivets, bolts, or threaded rods, among others. In an
embodiment of the
bracket 230 having apertures, the apertures of the first plate 232 are
situated so as to be aligned
with apertures of the upper flange 214 of the rail 210 so that a fastener can
be inserted through
the aligned apertures. Similarly, the apertures of the second plate 232 are
situated so as to be
aligned with apertures on the web 222 of the crossmember 220 so that fasteners
can be inserted
through the aligned apertures. In alternate embodiments in which the brackets
230 do not have
apertures, the first and second plates 232, 234 may be secured to the surfaces
of the rail and
CA 3045860 2019-06-12
crossmembers such as by the use of adhesives or welding. Further, rivets can
be driven through
the first or second plate 232, 234 of the bracket 230 and through the web or
flange of the rail
210 or crossmember 220 to which the first or second plate 232, 234 is to be
connected.
[0115] Referring now to Figs. 15-16, there is shown a lower side 202 of
the vehicle frame
assembly 200 of Fig. 13. The brackets 230 may alternately or additionally be
positioned on the
lower side 202 of the vehicle frame assembly 200 as shown. On the lower side
202 of the
vehicle frame assembly 200, each bracket 230 connects a lower flange 224 of a
crossmember
220 to a web 212 of a rail 210. As more clearly shown in Fig. 16, the first
plate 232 of the
bracket 230 is connected to a flange 224 of a crossmember 220. The first plate
232 may be in
facing engagement with the flange 224, or may be separated therefrom, such as
via a gasket or
spacer. The first plate 232 of the bracket 230 is also positioned so that it
is adjacent to the
flange 214 of the rail 210 to which the second plate 234 is connected. The
second plate 234 is
connected to the web 212 of the rail 210. The second plate 234 may be in
facing engagement
with the web 212 of the rail 210, or may be separated therefrom, such as via a
gasket or spacer.
[0116] The connection section 236 extends over an upper flange 214 of the
rail 210 to
which the second plate 234 is connected and bridges the area A between the
first and second
plates 232, 234. The connection section 236 may be at least partially in
facing engagement
with the flange 214. While the brackets 230 are shown as being positioned on
an outer or
exterior facing side 203 of the rail 210 in Fig. 15, it is understood that the
brackets 230 could
alternatively or additionally be positioned on the opposing, interior facing
side 204 of the rail
210.
[0117] As noted above, the embodiment of Figs. 13-21 including the
exemplary brackets
230 are illustrated on a frame including I-beams as both rails and cross
members. Figs. 21A
through 21D provide a variation on the embodiment of Figs. 13-21, referred to
herein as
embodiment 200', wherein like parts have like numbers for the purpose of
illustrating the
variation, and wherein the rails 210' are illustrated as C-beams. As with the
embodiment of
Figs. 13-21, the same design of bracket 230' is used as brackets 230. Figs.
21A and 12B show
a frame assembly having C-beams as rails 210' and brackets 230' on the upper
side 201' of the
frame assembly 200'. The C-beams include flanges 214' and an extending web
212' that
connects the flanges 214' on the same side. As shown, the flanges 214' are
connected on the
exterior facing side 203' of the rail 210' with the open interior facing side
204' of the C-beam
positioned to face inwardly. The bracket 230' is positioned so that its first
plate 232' is
26
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connected to the upper flange 214' of the rail 210' and its second plate 234'
is connected to the
web 222' of the I-beam crossmember 220'.
[0118] In Figs. 21C and 212D a similar configuration is shown, but with
the brackets
attached on the bottom side 202' of the frame assembly 200'. As shown best in
Fig. 21D, the
C-beam rail 210'has a web 212' extending between the flanges 214' of the rail
210' on the
exterior facing side 203' of the rail 210' and the open side of the C-beam on
the interior facing
side 204' of the rail 210'. In this configuration, the first plate 232' of the
bracket 230' is
connected to a lower flange 224' of I-beam crossmember 220' and the second
plate 234' is
connected to the web 212' of the C-beam rail 210'.
[0119] Figs. 21A-21D illustrate how the embodiment of Figs. 13-21, like the
embodiment
of Figs. 1-12 can be employed when the type of rail (or crossmember) is
changed while still
achieving the same strength and structure for the overall frame assembly.
[0120] Referring now to Figs. 22-28, there is shown an additional
embodiment of the
vehicle frame assembly of the present invention, generally referred to herein
as assembly 300,
with like reference numbers referring to corresponding components of prior
embodiments
herein. The vehicle frame assembly 300 is substantially the same as vehicle
frame assemblies
100, 100', 200 and 200' and differs only with respect to the brackets 330. The
rail 310 and
crossmembers 320 may be configured and arranged as discussed above with
respect to vehicle
frame assemblies 100, 200 and may be substituted as well with a C-beam such as
is shown in
embodiments 100' and 200' or other different rail or crossmember as described
elsewhere
herein.
[0121] A further embodiment of a bracket 330 is shown in Figs. 24-28 and
includes a first
plate 332 and a second plate 334 connected by a connection section 336. As
best shown in Fig.
28, the first plate 332 is arranged in a first plane P6 and the second plate
334 is arranged in a
second plane P7 that is substantially parallel, and preferably parallel, to
the first plane P6 and
which also preferably elevated above the first plane P6. As best shown in Fig.
24, the
connection section 336 connects an interior end 331 of the first plate 332
with an interior end
333 of the second plate 334. The connection section 336 extends along the
entire interior end
331 of the first plate 332 and along a portion of the interior end 333 of the
second plate 334.
.. The connection section 336 is shown as having an inclined or sloped
configuration so as to
27
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form an angle, a3, with the plane of the first plate 332. However, in an
alternate embodiment,
the connection section 336 may be substantially perpendicular to the first and
second plates
332, 334. The angle, a3, may be about 10 to about 90 degrees.
[0122] When the bracket 330 is installed on an upper side (not shown) of
a vehicle frame
assembly 300, the second plate 334 is configured so as to be connectable to a
flange of a
crossmember and the connection section 336 would then slope downwardly from
the second
plate 334 to the first plate 332 which would be connected to an upper flange
of a rail 310.
Thus, the connection section 336 would span the difference in elevation of the
first plate 332
positioned on a flange of a rail and the second plate 334 on a flange of a
crossmember. Further,
the connection section 336 would bridge the area, A, between the first plate
332 and second
plate 334. In this way, the bracket 330 is configured so that it generally
contours to the shape
of the flange of the rail and the flange of the crossmember and the bracket
330 and helps to
facilitate proper alignment of the rail 310 and crossmember 320.
[0123] As shown in Figs. 22-23 installation is illustrated with
reference to a lower side 302
of the assembly 300. The second plate 334 of the bracket 330 is now positioned
on a lower
flange surface of the upper flange 314 of the rail 310. The first plate is
positioned and
connected on a lower flange surface 329 of a crossmember 320. The connection
section 336
slopes upwardly in this installation from the second plate 334 towards the
first plate 332 to span
the difference in elevation between the two plates and to bridge the area A of
the plate.
[0124] As shown in the blank for the bracket in Fig. 26-28, the bracket 330
has a
longitudinal axis Z, such that the first plate 332 of the bracket 330 has a
width w5 measured in a
direction transverse to the longitudinal axis Z and the second plate 334 has a
width w6
measured in a direction transverse to the longitudinal axis, wherein the width
w6 of the second
plate 334 is greater than the width w5 of the first plate 332. The width w5 of
the first plate 332
is preferably the same as or less than the width of a flange of a rail or
crossmember to which the
first plate 332 is to be connected so that the bracket 330 preferably does not
extend beyond the
edges of the flange. The width w6 of the second plate 334 of the bracket 330
is greater than the
28
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width w5 of the first plate 332 to facilitate securement of the second plate
334 to a flange of a
rail or crossmember and for structural strength and stability.
[0125] The bracket 330 is preferably formed from metal, such as aluminum
or steel, or may
be formed from a composite material. The bracket 330 may be galvanized and/or
coated to
inhibit corrosion and wear, to improve surface properties, and to provide a
desired aesthetic
appearance. The bracket 330 may be of unitary construction, and may be formed
by bending a
blank formed from a sheet or plate into the desired configuration. However,
the present
invention is not limited by the specific method of forming the bracket, and
the bracket may
alternatively be formed via molding.
[0126] The first plate 332 and second plate 334 of the bracket 330 may each
define
apertures 338 which extend through the bracket 330 from a first surface 341 to
an opposing
surface 342 of the bracket 330. In the illustrated embodiment, the first plate
332 has a pair of
apertures 338 that are aligned in a direction transverse to the longitudinal
axis Z of the bracket
330. Similarly, the second plate 334 has a pair of apertures 338 that are
aligned in a direction
transverse to the longitudinal axis Z of the bracket 330. The apertures 338 of
the second plate
334 are preferably positioned at opposing ends of the second plate 334 in a
transverse direction
as shown in Fig. 26 so that when the bracket 330 is installed, a fastener
inserted through the
apertures 338 on the second plate 334 extends through the flange of the rail
or crossmember on
which the second plate 334 is positioned, but the fastener does not contact
the surface of the
other portion of the rail or crossmember to which the first plate 332 is
connected. In alternate
embodiments, the first and second plates 332, 334 of the bracket 330 may have
fewer or
additional apertures 338 which may be arranged in various patterns. The
apertures 338 are
preferably circular and the same dimensions. Any of various fasteners as
discussed above with
respect to the vehicle frame assembly 100 and bracket 130 may be used.
[0127] The vehicle frame assembly 300 may include brackets 330 on an upper
side and/or
lower side thereof, as shown in Figs. 22-23. When positioned on the lower side
302 of the
vehicle frame assembly 300, the first plate 332 of the bracket 330 is
configured to engage a
surface 329 of the crossmember 320 and the second plate 332 is configured to
engage a surface
on a flange of the rail 310 as noted above. Preferably in this configuration,
the first plate 332 of
the bracket 330 is connected to a flange 324 of the crossmember 320 and the
second plate 334
is connected to a flange 312 of the rail 310. The first plate 332 and second
plate 334 may be in
29
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facing engagement with the surfaces to which they are connected, or they may
be separated
therefrom such as by a gasket or spacer.
[0128] The width of the first plate 332 of the bracket 330 is preferably
the same as or less
than the width of the flange 312 of the crossbeam 320 as shown in Fig. 23 so
that the first plate
.. 332 does not overhang the flange 324. The second plate 334 is wider than
the first plate 332
and extends along the flange 312 of the rail 310 (and is also wider than the
crossmember flange
on which the first plate is situated), so that when a fastener is inserted
through the second plate
334, the fastener contacts the flange 322 of the rail 310 but does not contact
the crossmember
320.
[0129] The connection section 336 slopes from the second plate 334 towards
the first plate
332 so as to span the difference in elevation. In this way, the bracket 330
fits closely to and
contours to the shape of the rail 310 and crossmember 320 and helps to
properly position the
rail 310 and crossmember 320 and provides support and stability. The bracket
330 is shown as
being positioned on an outer side 303 of the rail 310, however, the brackets
330 can alternately
or additional be positioned on an, opposing interior side 304 of the rail 310.
[0130] The first and second plates 332, 334 of the brackets 330 can be
secured to the
surfaces of the rail 310 and crossmember 320 in the same manner as discussed
above with
respect to assemblies 100, 200. Thus, the first and second plates 332, 334 of
the brackets 330
may be secured to respective rails 310 and crossmembers by fasteners as
discussed herein. In
.. embodiments of the bracket 330 having apertures, the apertures of the first
plate 332 are aligned
with apertures of the flange of the rail 310 so that a fastener can be
inserted through the aligned
apertures. Similarly, the apertures of the second plate 332 are aligned with
apertures on the
flange 322 of the crossmember 320 so that fasteners can be inserted through
the aligned
apertures. In alternate embodiments in which the brackets 330 do not have
apertures, the first
and second plates 332, 334 may be secured to the surfaces of the rail and
crossmembers such as
by the use of adhesives or welding. Further, rivets can be driven through the
first or second
plate 332, 334 of the bracket 330 and through the web or flange of the rail
310 or crossmember
320 to which the first or second plate 332, 334 is to be connected.
[0131] Referring now to Figs. 31-41, there is shown another embodiment
of the vehicle
frame assembly according to the present invention, generally referred to
herein as assembly
400. While the vehicle frame assemblies of embodiments 100, 100', 200, 200'
and 300 are
exemplified for convenience purposes using I-beams or C-beams as indicated in
those
CA 3045860 2019-06-12
exemplary embodiments, Fig. 31 illustrates a vehicle frame assembly 400 in
which the rail and
crossmembers are fabricated metal sections. It should be understood to one
skilled in the art
that the rails and crossmembers of the various embodiments can be varied to
create a variety of
frame structures and that the type and size of the crossmembers and rail can
further be varied as
can the bracket selected without departing from the spirit and scope of the
invention.
[0132] The vehicle frame assembly 400 as shown in Fig. 31 is similar to
the vehicle frame
assemblies of prior embodiments in that it has at least one rail 410 and a
plurality of
crossmembers 420. Like reference numbers are used herein to refer to analogous
or
corresponding components. The rails 410 and crossmembers 420 may be arranged
in the same
manner as discussed above with respect to the vehicle frame assemblies 100,
100', 200, 200'
and 300. Thus, the rail 410 is arranged longitudinally and the plurality of
crossmembers 420
are arranged generally transversely to the rail 410. As shown, two rails 410
are provided and
are parallel and spaced apart transversely. Similarly, the crossmembers 420
are parallel and are
spaced apart longitudinally. The rail 410 is arranged in a first plane and the
crossmembers 420
are arranged in a second plane that is parallel to the first plane. The second
plane is preferably
elevated above the first plane so that the crossmembers 420 are stacked on the
rails 410. The
rail 410 and crossmembers 420 are preferably galvanized. More preferably, the
rail 410 and
crossmembers 420 are galvanized or otherwise coated prior to assembly of the
vehicle frame
assembly 400.
[0133] Brackets 430 are used to connect the rails 410 to the crossmembers
420 to provide a
secure and stable connection without requiring welding, which may damage the
galvanized
coatings of the rails 410 and crossmembers 420. The brackets 430 are
preferably positioned on
an upper side 401 of the vehicle frame assembly 400 as shown in Fig. 31. The
brackets 430 are
themselves preferably also galvanized so that all components of the vehicle
frame assembly 400
are galvanized.
[0134] Referring now to Figs. 33-36, there is shown a rail of the
vehicle frame assembly of
Fig. 31. The rail 410 is substantially linear along its longitudinal axis Z.
The rail 410 has a
length, /3, as measured along the longitudinal axis Z from the first terminal
end 411 to the
second terminal end 413a of the rail 410. While the rails 410 of the present
invention can have
different configurations as discussed herein, the rail 410 in the illustrated
embodiment is a
fabricated metal section having a custom configuration. The rail 410 has a web
412 with a first
31
CA 3045860 2019-06-12
portion 415 disposed transversely with respect to the longitudinal axis Z and
a second portion
413 of the web 412 which is inclined relative to the first portion 415 such
that an exterior angle,
a4, measured between the second portion 413 and an axis L extending
transversely with respect
to the axis Z in the plane of the first portion 415 of the web 412 is an acute
angle. The first
portion 415 of the web 412 includes an outer flange 414 that is oriented
substantially
orthogonally to the first portion 415 of the web 412. The second portion 413
of the web 412
includes an inner flange 416 that is disposed substantially transversely with
respect to the
longitudinal axis Z and is parallel to the first portion 415 of the web 412.
When two rails 410
are used, as shown in Fig. 31, the two rails 410 are arranged such that the
rails 410 are parallel
and spaced apart with the inner flanges 416 facing toward one another. The
rails 410 are
preferably composed of aluminum or steel.
[0135] The rail 410 preferably further includes a plurality of tabs 417
positioned at intervals
each of a distance, d9, along the length of the rail 410. Preferably, d9 is
about 4 to about 10
inches. The tabs 417 are positioned substantially perpendicularly with respect
to the inner
flange 416 and the tabs 417 are substantially parallel, and preferably
parallel, to the outer flange
414. Each tab 417 may have an aperture 418 configured to be aligned with an
aperture of a
bracket that connects the rail 410 to a crossmember. Further, the outer flange
414 may also
have one or more apertures 418 for receiving fasteners, as shown in Fig. 35.
Preferably, the
apertures 418 on the outer flange 414 are arranged in pairs that are separated
from one another
by a spaced apart distance, dip, measured in a transverse direction.
Preferably, dip is about 0.5
to about 1.5 inches. Pairs of apertures 418 on the outer flange 414 are
arranged along the
length of the rail 410 and are separated from successive pairs of apertures by
a spaced apart
distance, dl . Preferably, di 1 is about 4 to about 10 inches. The apertures
418 on the outer
flange 414 are configured to be aligned with apertures of a bracket that
connects the rail 410 to
crossmembers 420. The apertures facilitate placement of brackets on the rail
410 and
securement of the brackets to the rail 410 with.out the use of welding, which
may damage the
galvanized coating of the rail 410.
[0136] Referring now to Figs. 37-39, there are shown views of an
alternate crossmember of
the vehicle frame assembly of Fig. 31. The crosstnerbers 420 are substantially
linear along the
longitudinal axis X from a first terminal end 421 to a second terminal end
423. Each of the
=
CA 3045860 2019-06-12
crossmembers 420 as shown has the same shape and dimensions. Each crossmember
420 has a
length, /4, measured from the first terminal end 421 to the second terminal
end 423 along the
longitudinal axis X of the crossmember 420. In the illustrated embodiment,
each crossmember
420 is a fabricated metal section formed by bending, cutting, stamping and/or
other metal
forming processes. The crossmembers 420 are preferably composed of aluminum or
steel. In
some embodiments, the crossmembers 420 are composed of a different material
than the rail
410, and for example the rail 410 may be steel while the crossmembers 420 are
aluminum.
[0137] As with prior embodiments, the positioning and location of
apertures for receiving
the brackets may be varied according to a designed frame assembly design, and
the number of
rails and crossmembers may also be varied.
[0138] The crossmember 420 as shown has a web 422 with a first end 425
and a second end
427, with a flange 424 on each of the first and second ends 425, 427, as best
shown in Fig. 39.
Preferably, the flanges 424 are oriented perpendicularly to the web 422, and
are substantially
parallel to one another and extend in opposite directions. As shown, the
flange 424 on the first
end 425 of the web 422 extends in an opposing direction as the flange 424 on
the second end
427. The flange 424 on the first end 425 of the web 422 is configured to
support a deck or
trailer, and the flange 424 on the second end 427 of the web 422 is configured
to be stacked on
the rail or rails 410 of the vehicle frame assembly 400.
[0139] The second end 427 of the web 422 may include a cutout 426
towards each of the
first and second terminal ends 421, 423, as shown in Fig. 37, such that the
web 422 is tapered
towards the first and second terminal ends 421, 423. The flange 424 on the
second end 427 of
the web 422 may be formed so as not to extend along the cutouts 426 and not
extend the full
length /4 of the crossmember 420.
[0140] As best shown in Fig. 39, the crossmember 420 further includes an
end plate 440 on
each of the first terminal end 421 and second terminal end 423 of the
crossmember 420. Each
end plate 440 is positioned perpendicularly to the web 422 of the crossmember
420 and is
shown as having a generally rectangular shape. The end plates 440 are each
connected to the
flange 424 on the first end 425 of the web 422 of the crossmember 420 and
along at least a
portion of the web 422. The end plate 440 may define one or more apertures
445.
[0141] The crossmember 420 may define one or more apertures 428 for
receiving fasteners
therethrough as best shown in Fig. 38. The apertures 428 are provided in pairs
that are aligned
33
CA 3045860 2019-06-12
along the longitudinal axis X of the crossmember 420 and the apertures 428 in
a pair of
apertures are separated by a spaced apart distance, d13. Preferably, di 3 is
about 0.5 to about
1.5 inches. Pairs of apertures 428 are separated from successive pairs of
apertures along the
longitudinal axis X of the crossmember 420 by a spaced apart distance, du.
Preferably, d12 is
about 25 to about 35 inches. The apertures 428 are configured to align with
apertures of a
bracket so that fasteners can be inserted through the aligned apertures 428 to
connect the
bracket to the crossmember 420 without the use of welding.
[0142] Referring now to Figs. 31,32,40 and 41, an embodiment of a
bracket is shown for
use with the vehicle frame assembly of Fig. 31. In the exemplary embodiment
shown, the
brackets 430 each have a first plate 432, a second plate 434 and a connection
section 436. With
reference to Figs. 32 and 41, the first plate 432 is arranged in a first plane
P8 and the second
plate 434 is arranged in a second plane P9 that is substantially parallel, and
preferably parallel,
to the first plane P8 and spaced therefrom. The connection section 436 extends
between and
connects an interior end 431 of the first plate 432 to an interior end 433 of
the second plate 434.
The connection section 436 bridges an area, A, between the first and second
plates 432, 434.
The connection section 436 is substantially perpendicular, and preferably
perpendicular, to the
first and second plates 432, 434. The connection section 436 is inclined and
slopes upwardly
from the first plate 432 toward the second plate 434, as the second plate 434
is arranged at a
higher elevation than the first plate 432, as best shown in Figs. 32 and 40.
The connection
section 436 includes a first portion 439 adjacent to the first plate 432 which
is inclined, and a
second portion 437 adjacent to the second plate 434 that is parallel to a
longitudinal axis X of
the bracket 430. The first portion 439 of the connection section 436 is
inclined at an angle, a5,
relative to the longitudinal axis X of the bracket 430 as shown in Fig. 40.
Angle a5 is
substantially the same, and preferably the same, as the angle a4 of an
inclined portion 413 of a
web 412 of a rail 410 of the vehicle frame assembly 400 to which the bracket
is configured to
be connected. The connection section 436 is configured to be in at least
partial facing
engagement with the web 412 of the rail 410 to which it is connected in order
to provide the
34
CA 3045860 2019-06-12
frame assembly 400 with additional support and stability. Preferably, an edge
435 of the
connection section 436 is in at least partial facing engagement with the web
412 of the rail 410.
[0143] The bracket 430 is preferably formed from metal, such as aluminum
or steel, and
may alternately be composed of a composite material. The bracket 430 may be
galvanized
and/or coated to inhibit corrosion and wear, to improve surface properties,
and to provide a
desired aesthetic appearance. The bracket 430 may be of unitary construction
and may be
formed by bending a blank as shown in Fig. 40 formed from a sheet or plate
into the desired
configuration. However, the present invention is not limited by the specific
method of forming
the bracket and the brackets may alternatively be formed by molding.
[0144] The first plate 432, the second plate 434 and the connection section
436 may each
define one or more apertures 438 extending through the bracket 430 from a
first surface 442 to
an opposing surface 443 of the bracket 430. The first plate 432 is shown as
defining a pair of
apertures 438 that are aligned in a direction extending transversely to the
longitudinal axis X of
the bracket 430. The second plate 434 is shown as defining a single aperture
438. The
connection section 436 is shown as defining a pair of apertures 438 aligned
along the
longitudinal axis X of the bracket 430, which are positioned towards the
second plate 434 of the
bracket 430 and on the second portion 437 of the connection section 436.
However, in alternate
embodiments, the first plate, second plate and connection section 432, 434,
436 may define
additional or fewer apertures which may be variously arranged on the first
plate, second plate
and connection section 432, 434, 436. In the illustrated embodiment, each of
the apertures 438
are shown as having a generally circular shape and each aperture has the same
shape and
dimensions.
[0145] The apertures 438 on each of the first plate, second plate and
connection section
432, 434, 436 are configured and positioned to receive respective fasteners
for securing the
bracket 430 to a rail 410 or crossmember 420. Additional apertures may be
included to allow
for the use of additional fasteners to provide a stronger connection, or to
provide options as to
which apertures to align with the corresponding apertures on a rail or
crossmember. Any of
various fasteners 450 may be used to connect the bracket 430 to the rail 410
and crossmembers
420 as discussed above with respect to vehicle frame assemblies 100, 200, 300,
such as rivets,
pins, bolts, locking bolts, threaded rods and the like. As shown, the aperture
in the second
plate 434 is positioned to align with the aperture in the tab 417, the
apertures in the first plate
are positioned to align with similarly positioned apertures in the flange 414,
and the apertures in
CA 3045860 2019-06-12
the second portion 437 of the connection section 436 are positioned and
configured for
alignment with apertures incorporated in the web 422 of the crossmembers.
[0146] The connection section 436 may further define one or more
openings 441. In Fig.
40, one opening 441 is shown and has a substantially circular shape. The
opening 441 is
.. preferably larger in diameter than the apertures 438, as the opening 441
may receive wires or
cables therethrough that extend along the rail 410 to which the bracket 430 is
connected.
[0147] To connect a rail 410 to a crossmember 420, the brackets 430 are
preferably
positioned on an upper side 401 of a vehicle frame assembly, as shown in Figs.
31-32. The first
plate 432 of the bracket 430 is configured to engage a first surface 409 of
the rail 410, and may
be in facing engagement therewith. Preferably, the first plate 432 of the
bracket 430 engages
the outer flange 414 of the rail 410 and is in facing engagement therewith.
The connection
section 436 is inclined and slopes upwardly towards the second plate 434, and
is preferably
inclined at the same or a similar angle as the web 412 of the rail 410. The
connection section
436 is also arranged to be positioned substantially perpendicularly to the
longitudinally
extending web 412 of the rail 410 and is in at least partial facing engagement
with the web 412
of the rail 410. Preferably, an edge 435 of the connection section 436 is in
facing engagement
with the web 412 of the rail 410. In this way, the bracket 430 generally
contours to the profile
and shape of the rail 410 and fits closely against the rail 410 to facilitate
proper alignment of
the rail 410 and crossmember 420. Further, the connection section 436 engages
a surface 419
of the crossmember 420. Preferably, the connection section 436 is in at least
partial facing
engagement with the web 422 of the crossmember 420. Specifically, the second
portion 437 of
the connection section 436 may be in facing engagement with the web 422 of the
crossmember
420. The second plate 434 of the bracket 430 engages a tab 417 of the rail 410
and is
preferably in facing engagement with the tab 417. Thus, the first and second
plates 432, 434 of
the bracket 430 connect to opposing sides of the rail 410 and the connection
section 436
connects to the web 422 of the crossmember 420.
[0148] In embodiments of the bracket 430 having apertures, the apertures
438 on the first
plate 432 of the bracket 430 are situated to sit in alignment with the
apertures 418 on the outer
flange 414 of the rail 410. Apertures 438 on the connection section 436 of the
bracket 430 are
situated to sit in alignment with apertures 428 on the web 422 of the
crossmember 420.
Additionally, an aperture 438 on the second plate 434 of the bracket 430 is
situated to sit in
alignment with an aperture 418 of the tab 417 of the rail 410. Fasteners 450
as discussed above
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CA 3045860 2019-06-12
with respect to the other vehicle frame assemblies of the present invention
can be inserted
through the aligned apertures to secure the bracket 430 to the rail 410 and
crossmember 420. In
embodiments of the brackets 430 not having apertures, the bracket 430 may be
secured to the
rail 410 and crossmembers 420 by alternative fastening methods known in the
art, such as the
use of adhesives or welding.
[0149] The present invention further relates to methods for forming a
vehicle frame
assembly. The method includes providing at least one rail, a plurality of
crossmembers, and a
plurality of brackets. The rails and crossmembers may have the configuration
and features as
described above with respect to the vehicle frame assemblies, which may be any
of the rails,
crossmembers and brackets described herein in the various embodiments,
including in
embodiments 100, 100', 200, 200', 300 and 400. Further, the plurality of
brackets may include
any of the brackets of the type described herein having a first plate, a
second plate, and a
connection section for connecting the first plate and the second plate.
[0150] The rail and/or the crossmembers may be galvanized. Preferably,
the rail and/or
crossmembers are galvanized prior to assembling the vehicle frame assembly.
The rails and
crossmembers may be galvanized by spray coating or by a dipping process. It is
understood
that the present invention is not limited by the particular method by which
the vehicle frame
assembly components are galvanized. Alternate or additional coatings can also
be applied to
the rail and/or crossmembers prior to assembly of the vehicle frame assembly
to inhibit
corrosion and wear, to provide improved surface properties, and/or to improve
the aesthetic
appearance of the rail and crossmembers. The brackets may also be galvanized.
[0151] To assemble the vehicle frame assembly, the rail is arranged
longitudinally and the
crossmembers are arranged transversely to the rail. Preferably, the rail is
arranged in a first
plane and the crossmembers are arranged in a second plane that is parallel to
the first plane.
The second plane is preferably located above the first plane so that the
crossmembers are
stacked on the rail. However, in various alternate embodiments, the second
plane may be
located below the first plane so that the rail is stacked on the crossmembers.
[0152] The brackets are used to connect the rail to the crossmembers.
Each bracket
connects a surface of a rail to a surface of a crossmember. The brackets may
be installed on an
upper side and/or lower side of the vehicle frame assembly depending on the
cross members
employed as described above. Preferably, a first plate of the bracket engages
a surface of a rail
or crossmember and the second plate of the bracket engages the other of a rail
or crossmember
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CA 3045860 2019-06-12
so that two corresponding members (rail and crossmember) of the assembly can
be joined. In
one embodiment, the bracket is configured so that the first plate is
perpendicular to the second
plate of the bracket, such that on an upper side of the vehicle frame
assembly, the first plate can
be engaged with a flange of a rail and the second plate can be engaged with a
web of a
crossmember. Such an embodiment is shown, for example in embodiments 100, 100'
200 and
200'. Alternatively, the bracket configured in this manner may be installed on
the lower side of
the vehicle frame assembly so that the first plate can be engaged with a
flange of a
crossmember and the second plate can be engaged with a web of a rail.
[0153] In another embodiment, the bracket is configured so that the
first plate is in a plane
that is substantially parallel to a plane in which the second plate is
arranged, and the first and
second plates are connected by the connection section. Examples of such a
bracket are shown
in embodiments 300 and 400. In such embodiments, the first plate may be
connected to a
flange of a rail and the second plate may be connected to a flange of a
crossmember as in
embodiment 300 or to a flange in the form of a tab on the rail as in
embodiment 400. In such
embodiments, the connection section may be angled or perpendicular to the
first and second
plates.
[0154] In a further embodiment, the bracket is configured so that the
first plate is parallel to
the second plate and the connection section is perpendicular to both the first
and second plates,
and the first plate may be connected to an outer flange of a rail and the
connection section may
be connected to a web of a crossmember, and optionally the second plate may be
connected to a
flange in the form of a tab of the rail.
[0155] In each embodiment of the bracket, the first plate and the second
plate of the bracket
may be and preferably are in facing engagement with the surface of the rail or
crossmember to
which they are connected. Alternatively, the first plate or second plate of
the bracket may be
separated from the surface of the rail or crossmember, such as by a gasket or
spacer. The
connection sections may also be in at least partial facing engagement with a
flange or web over
which the connection section is positioned while bridging the area between the
plates.
[0156] Regardless of the embodiment of the bracket used, fasteners of
the type described
herein with respect to the vehicle frame assemblies may be used to secure the
brackets to the
rail and crossmembers. The brackets may include apertures on the first and
second plates for
receiving the fasteners, and preferably the rail and crossmembers also include
apertures that can
be aligned with the apertures of the bracket to facilitate proper positioning
of the brackets and
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installation of the fasteners. The first and second plates may alternatively
secured to the
surfaces of the rail and crossmembers by the use of adhesives or welding.
Further, rivets can be
driven through the first or second plate of the bracket and through the web or
flange of the rail
or crossmember to which the first or second plate is to be connected.
[0157] It will be appreciated by those skilled in the art that changes
could be made to the
embodiments described above without departing from the broad inventive concept
thereof. It is
understood, therefore, that this invention is not limited to the particular
embodiments disclosed,
but it is intended to cover modifications within the spirit and scope of the
present invention as
defined by the appended claims.
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