CN108349544B - System and method for vehicle subassembly and fabrication - Google Patents

Abstract

A vehicle chassis is provided. The vehicle chassis may include one or more vehicle chassis modules or chassis substructures formed from a plurality of custom chassis nodes and connecting tubes. The custom chassis nodes and connecting tubes may be formed from one or more metallic and/or non-metallic materials. The custom chassis node may be formed with connection features to which other vehicle panels or structures may be permanently or removably attached. Vehicle chassis modules or chassis substructures may be interchangeably and removably connected to provide a vehicle chassis having a predetermined set of chassis safety or performance characteristics.

Description

System and method for vehicle subassembly and fabrication

Cross Reference to Related Applications

This application is a continuation of U.S. patent application No.14/788,154 filed on 30/6/2015, which is now disclosed as US 2016/0016229 and claims priority to U.S. provisional application No.62/020,084 filed on 2/7/2014. This application also claims the benefit of U.S. provisional application No.62/212,556, filed on 31/8/2015 and U.S. provisional application No.62/255,372, filed on 13/2015, each of which is incorporated herein by reference in its entirety.

Background

Space frames and monocoque constructions are used in automotive, construction, marine, and many other applications. One example of a space frame configuration may be a welded tube frame chassis configuration, typically used in small volume and high performance vehicle designs due to the advantages of low tooling cost, design flexibility, and the ability to manufacture efficient structures. These configurations require the tubes of the chassis to be connected at various angles and may require the same connection point to accommodate various tube geometries. Conventional manufacturing methods for joining the joint members of such tube frame chassis may result in high equipment and manufacturing costs. Furthermore, the monocoque design may result in inflexible designs when using planar elements or high tooling costs when including shaped panels.

Disclosure of Invention

There is a need for a fabrication method that may be capable of producing a joint for joining pipes and/or panels having various geometric parameters. A method of 3D printing a joint for connecting tubes, such as carbon fiber tubes, is provided herein. Further, a method of 3D printing a joint for connecting panels (such as aluminum honeycomb panels) is provided herein. The joints may be printed according to the specifications of the geometric and physical requirements at each tube and/or panel intersection. Such geometric and physical requirements may include security requirements and/or features. The method of 3D printing the joint may reduce manufacturing costs and may be easily scaled.

The 3D printing methods described in this disclosure may allow fine features to be printed on the joint, which may not be possible with other fabrication methods. An example of a subtle feature described in the present disclosure may be a centering feature for forcing the center of the connecting tube to be coaxial with the center of the adjacent joint protrusion. The centering feature may provide a gap between an outer surface of the inner region of the joint and an inner surface of the connecting tube through which the adhesive may be applied. Another example may be that a joint may be printed on the joint, which may be connected to a device to introduce an adhesive to bond the joint to the pipe assembly.

Aspects of the invention may relate to a method of making a vehicle, the method comprising: designing a vehicle chassis that includes one or more connecting tubes or panels and one or more joining members by incorporating one or more safety considerations into the design of the vehicle chassis; determining a direction and magnitude of stress to be applied by one or more connecting tubes or panels at one or more joint members; and manufacturing one or more joint members, each joint member having a configuration that (1) supports the direction and magnitude of stress applied by one or more connecting tubes or panels at the joint member and (2) incorporates one or more safety considerations.

Other aspects of the invention relate to a method of making a joint member for connecting a plurality of connecting pipes and/or panels forming a space frame, a monocoque structure, or a mixture of both, the method comprising: determining a relative tube angle, a tube size, and a tube shape for each of a plurality of connecting tubes and/or panels to be connected by a joint member; determining a direction and magnitude of stress to be applied at the joint member by the plurality of connecting structural members; and 3D printed joining members having a configuration that (1) accommodates the relative tube or panel angles, tube or panel sizes, and tube or panel shapes at each joining member and (2) supports the direction and magnitude of stresses applied by a plurality of connecting tubes or other structural members such as panels.

In some embodiments, the space frame is configured to at least partially enclose a three-dimensional volume. Each of the plurality of connecting tubes may have a longitudinal axis along a different plane. The space frame may also be a vehicle chassis frame.

The method may further include 3D printing a centering feature on at least a portion of the engagement member. The centering feature may be printed on an engagement piece protrusion of an engagement member configured to be inserted into the connecting tube. The characteristics of the centering feature may be determined based on the direction and magnitude of the stress to be applied at the joint member by the plurality of connecting tubes. The direction and magnitude of the stress to be applied at the joint member by the plurality of connection pipes may be determined empirically or computationally.

Another aspect of the invention may relate to a vehicle chassis comprising: a plurality of connection pipes; and a plurality of engagement members, each engagement member sized and shaped to mate with at least a subset of the plurality of connecting tubes to form a three-dimensional frame structure, wherein the plurality of engagement members are formed by a 3D printer.

In some embodiments, each engagement member of the plurality of engagement members is sized and shaped such that, when the connecting tube is mated with the engagement member, the engagement member is in contact with the inner and outer surfaces of the connecting tube. Optionally, at least one of the plurality of engagement members comprises an internal guide feature formed during 3D printing of the engagement member. The internal guide features may provide a network of passageways for conveying fluids through the vehicle chassis when forming the three-dimensional frame structure. When forming a three-dimensional frame structure, the internal guide features may provide a network of pathways for conveying electricity through electrical components that extend through the vehicle chassis.

The plurality of engagement members may include mounting features formed during 3D printing of the engagement members. The mounting features may provide panel mounts for mounting the panel to the three-dimensional frame structure.

According to other aspects of the invention, a system for forming a structure may be provided. The system may include: a computer system that receives input data describing a relative tube angle, a tube size, and a tube shape of each of a plurality of connecting tubes to be connected by a plurality of joint members to form a structural frame, wherein the computer system is programmed to determine a direction and magnitude of stresses to be applied by the plurality of connecting tubes at the plurality of joint members: and a 3D printer in communication with the computer system configured to generate a plurality of engagement members having a size and shape such that (1) the relative tube angle, tube size, and tube shape at each engagement member are accommodated, and (2) the direction and magnitude of the stress applied by the plurality of connecting tubes is supported.

In some cases, the frame of the structure at least partially encloses a three-dimensional volume. The plurality of engagement members may also include a centering feature on at least a portion of the engagement member formed by the 3D printer. The centering feature may be printed on an engagement piece protrusion of an engagement member configured to be inserted into the connecting tube. The characteristics of the centering feature may be determined based on the direction and magnitude of the stress to be applied by the plurality of connecting tubes at each joint member.

In another aspect of the invention, a structure for a vehicle is provided. The structure may include: a plurality of panels or tubes having a honeycomb interior structure; and a plurality of engaging members, each engaging member configured to cooperate with at least a subset of the plurality of panels or tubes to form a three-dimensional structure. In some embodiments, the internal structure is formed by 3D printing. In some cases, the engagement members are also formed by 3D printing.

In some embodiments, a three-dimensional structure comprising a plurality of panels or tubes is formed to meet safety considerations for a vehicle. In some cases, at least one of the plurality of panels or tubes or the plurality of joining members is designed to break or deform in a controlled and directed manner when a collision of the vehicle exceeds a threshold force.

In some embodiments, the plurality of tubes are designed and manufactured to mate with the at least one engagement member. In some embodiments, at least one panel of the plurality of panels includes a mounting feature to be connected with at least one joining member or other panel. In some embodiments, at least a subset of the three-dimensional structures are removable and interchangeable with another set of components to provide a desired safety or performance characteristic to the vehicle.

In another aspect of the invention, a vehicle chassis support member is provided. The vehicle chassis support member may include: at least one outer surface; an interior structure within an interior defined by an exterior surface; and one or more mounting features that allow the vehicle chassis support component to be connected with one or more other structural members of the vehicle. In some embodiments, the interior structure of the vehicle panel is integrally formed with the at least one exterior surface by a 3D printer.

In some embodiments, the internal structure comprises a three-dimensional honeycomb structure. In some embodiments, the at least one surface of the support component comprises a first sheet and a second sheet forming an exterior surface of the vehicle panel, and the internal structure is located between the first sheet and the second sheet. In some cases, the vehicle panel may also include an insert feature for receiving a functional component, such as a node member. The node members may be used to determine the position of the panel relative to other components of the vehicle. In some embodiments, at least one surface is cylindrical to form an outer surface of a vehicle tube, and the internal structure is located within the tube. In some embodiments, the one or more structural members include at least one engagement member having one or more connection features that mate with the vehicle chassis support component. At least one engagement member is formed by a 3D printer.

In yet another related aspect of the invention, a method of making a vehicle is provided. The method comprises the following steps: designing a vehicle chassis that includes (1) one or more connecting tubes or panels and (2) one or more joint members by incorporating one or more safety considerations into the design of the vehicle chassis; determining a direction and magnitude of stress to be applied by one or more connecting tubes or panels at one or more joint members; and manufacturing one or more joining members, each joining member having a configuration that (1) supports stress direction and magnitude and (2) incorporates one or more safety considerations. In some embodiments, the manufacturing of the one or more joining members comprises 3D printing the one or more joining members. In some embodiments, one or more of the connecting tubes or panels comprise a honeycomb structure. In some embodiments, the joining member is configured to cause the one or more connecting tubes or panels or the one or more joining members to break or deform in a controlled and directed manner when a collision of the vehicle exceeds a threshold force.

Other aspects and advantages of the present disclosure will become apparent to those skilled in the art from the following detailed description, wherein only illustrative embodiments of the disclosure are shown and described. As will be realized, the disclosure is capable of other and different embodiments and its several details are capable of modifications in various obvious respects, all without departing from the disclosure. Accordingly, the drawings and description are to be regarded as illustrative in nature, and not as restrictive.

Inclusion by reference

All publications, patents, and patent applications mentioned in this specification are herein incorporated by reference to the same extent as if each individual publication, patent, or patent application was specifically and individually indicated to be incorporated by reference.

Drawings

The novel features of the invention are set forth with particularity in the appended claims. A better understanding of the features and advantages of the present invention will be obtained by reference to the following detailed description that sets forth illustrative embodiments, in which the principles of the invention are utilized, and the accompanying drawings (also referred to herein as "figures"), of which:

fig. 1A shows an example of a space frame chassis constructed of carbon fiber tubes connected by 3D printed nodes.

Fig. 1B illustrates an example of a space frame chassis that may include or desire security features.

Fig. 1C shows an example of a schematic vehicle chassis constructed from a plurality of chassis modules.

Fig. 1D illustrates an example of a substructure of a chassis module constructed from one or more chassis subassemblies.

Fig. 1E-1K illustrate various embodiments of a vehicle chassis module.

Fig. 1L-1M show examples of stress members based on connecting tubes and panels.

FIG. 2A shows a flow diagram of a process for designing and constructing a joint.

FIG. 2B illustrates an additional example of a flow chart of a process for designing and constructing a joint.

Fig. 3 shows a computer in communication with a 3D printer.

FIG. 4A shows a detailed flow chart describing how a design model may be used to generate a print joint (for assembly of a given design model).

Fig. 4B shows an example of a flow chart for a fabrication process.

Fig. 4C shows an example of a flow chart for a vehicle body fabrication process.

FIG. 5 illustrates an example of a joint printed using the methods described herein.

Figure 6 shows a joint connected to tubes that are at unequal angles relative to each other.

Fig. 7 shows a joint with 5 projections.

Figure 8 shows a joint printed to connect tubes of unequal cross-sectional dimensions.

Figures 9 a-9 d show examples of centering features printed on a joint.

FIG. 10 shows a flow chart describing a method of selecting a centering feature based on a desired load or stress on a joint.

Fig. 11 shows a cross-section of an adapter protrusion having a nipple connected to an internal passage in a sidewall of the adapter protrusion.

Fig. 12a-12c illustrate a joint printed with integrated structural features and pathways for electrical and fluid routing.

Fig. 13 provides an example of structural features that may be provided to the joint.

Fig. 14 illustrates how various extruded structures may be configured to be added to various vehicle components such as nodes, tubes, or panels.

FIG. 15 provides an example of an internal geometry that may be provided for one or more components of a vehicle.

Fig. 16A-16B illustrate examples of connecting the engaging member to the panel using various configurations.

Fig. 17A-17G illustrate various embodiments of connecting various vehicle components, such as joints, tubes, and/or panels.

Fig. 18A-18K illustrate various examples for making various vehicle components.

Detailed Description

While various embodiments of the present invention have been shown and described herein, it will be obvious to those skilled in the art that such embodiments are provided by way of example only. Numerous variations, changes, and substitutions will now occur to those skilled in the art without departing from the invention. It should be understood that various alternatives to the embodiments of the invention described herein may be employed.

The present disclosure provides methods for fabricating joining members from incremental and/or subtractive manufacturing, such as 3D printing. The joint member may be configured to provide a connection of a plurality of connection pipes that may be used for the configuration of the lightweight space frame. The space frame may be a frame having a three-dimensional volume. The space frame may be a frame capable of receiving one or more panels to at least partially enclose the frame. An example of a space frame may be a vehicle chassis. The various aspects of the disclosure described may be applicable to any of the applications noted herein, in addition to any other structure that includes a joint/tube frame construction. It should be understood that the various aspects of the present invention may be understood individually, collectively, or in combination with each other.

Fig. 1A shows a vehicle chassis 100 according to an embodiment of the invention comprising connecting tubes 101A, 101b, 101c connected by one or more nodes (also called joints) 102. Each engagement member may include a central body and one or more ports extending from the central body. The multi-port node or junction member may be arranged to connect tubes, such as carbon fibre tubes, to form a two-dimensional structure or a three-dimensional structure. The structure may be a frame. In one example, the two-dimensional structure may be a planar frame and the three-dimensional structure may be a spatial frame. The space frame may enclose a volume therein. In some examples, the three-dimensional space frame structure may be a vehicle chassis. The vehicle chassis may have a length, width, and height that may enclose a space therein. The length, width and height of the vehicle chassis may be greater than the thickness of the connecting tube.

The vehicle chassis may form the skeleton of the vehicle. The vehicle chassis may provide a structure for arranging body panels of a vehicle, where the body panels may be door panels, roof panels, floor panels, or any other panels forming a vehicle enclosure. Further, the undercarriage may be a structural support for wheels, a drive train, an engine block, electrical components, heating and cooling systems, seats, or storage spaces. The vehicle may be a passenger vehicle capable of carrying at least about 1 or more, 2 or more, 3 or more, 4 or more, 5 or more, 6 or more, 7 or more, 8 or more, 10 or more, 20 or more, 30 or more occupants. Examples of vehicles may include, but are not limited to, cars, trucks, buses, vans, minivans, recreational vehicles, trailers, tractors, cartoons, automobiles, trains or motorcycles, boats, spacecraft, or aircraft (e.g., winged aircraft, rotorcraft, gliders, lighter-than-air vehicles). The vehicle may be a land-based vehicle, an air-based vehicle, a water-based vehicle, or a space-based vehicle. Any description herein of any type of vehicle or vehicle chassis may apply to any other type of vehicle or vehicle chassis. The vehicle chassis may provide form factors that match the form factors of this type of vehicle. Depending on the type of vehicle, the vehicle chassis may have different configurations. Vehicle chassis may have different levels of complexity. In some cases, a three-dimensional space frame may be provided that may provide an exoskeleton for a vehicle. The exoskeleton can be configured to receive a body panel to form a three-dimensional enclosure. Optionally, internal supports or components may be provided. The internal support or component may be connected to the space frame by one or more engagement members connected to the space frame. Different layouts of multi-port nodes and connecting tubes may be provided to accommodate different vehicle chassis configurations. In some cases, a group of nodes may be arranged to form a single unique chassis design. Alternatively, at least a subset of the set of nodes may be utilized to form a plurality of chassis designs. In some cases, at least a subset of the nodes in a set of nodes may be assembled into a first chassis design, then disassembled and reused to form a second chassis design. The first chassis design and the second chassis design may be the same or they may be different. The nodes may be capable of supporting the tube in a two-dimensional plane or a three-dimensional plane. For example, a multi-pronged node may be configured to connect tubes that do not all fall within the same plane. The tubes connected to the multi-pronged node may be provided in a three-dimensional pattern and may span three orthogonal axes. In alternative embodiments, some nodes may connect tubes that may share a two-dimensional plane. In some cases, the joining member may be configured to connect two or more tubes, wherein each tube in the two or more tubes has a longitudinal axis along a different plane. The different planes may be intersecting planes.

The connecting tubes 101a, 101b, 101c of the vehicle may be formed of a carbon fiber material or any other available composite material. Examples of the composite material may include a high modulus carbon fiber composite material, a high strength carbon fiber composite material, a plain weave carbon fiber composite material, a bundle satin carbon composite material, a low modulus carbon fiber composite material, or a low strength carbon fiber composite material. In alternative embodiments, the tube may be formed from other materials, such as plastics, polymers, metals or metal alloys. The connecting tube may be formed of a rigid material. The connecting tube may be formed of one or more metallic and/or non-metallic materials. The connecting tubes may have different sizes. For example, different connecting tubes may have different lengths. For example, the connecting tube may have a length of approximately about 1 inch, 3 inches, 6 inches, 9 inches, 1 foot, 2 feet, 3 feet, 4 feet, 5 feet, 6 feet, 7 feet, 8 feet, 9 feet, 10 feet, 11 feet, 12 feet, 13 feet, 14 feet, 15 feet, 20 feet, 25 feet, or 30 feet. In some cases, the tubes may have the same diameter or different diameters. In some cases, the tube may have a diameter of approximately about 1/16", 1/8", 1/4", 1/2", 1", 2", 3", 4", 5", 10", 15", or 20".

The connecting tube may have any cross-sectional shape. For example, the connecting tube may have a substantially circular, square, oval, hexagonal, or any irregular shape. The connecting tube cross-section may be an open cross-section, such as a C-channel, an i-beam, or an angle.

The connection pipes 101a, 101b, 101c may be hollow pipes. A hollow portion may be provided along the entire length of the tube. For example, the connecting tube may have an inner surface and an outer surface. The inner diameter of the tube may correspond to the inner surface of the connecting tube. The outer diameter of the tube may correspond to the outer diameter of the tube. In some embodiments, the difference between the inner diameter and the outer diameter may be less than or equal to 1/32", 1/16", 1/8", 1/4", 1/2", 1", 2", 3", 4", or 5". The connecting tube may have two ends. The two ends may be opposite each other. In alternative embodiments, the connecting tube may have three, four, five, six or more ends. The vehicle chassis frame may include carbon fiber tubes connected with nodes 102.

The multi-port node 102 (also known as a joint, joint member, joint, connector, lug) presented in the present disclosure may be suitable for use in a vehicle chassis frame, such as the frame shown in fig. 1A. The nodes in undercarriage frame 100 may be designed to fit within the tube angles specified by the undercarriage design. The nodes may be pre-formed into a desired geometry to allow for quick and low cost assembly of the chassis. In some embodiments, the nodes may be pre-formed using 3D printing techniques. 3D printing may allow nodes to be formed in various geometries that may accommodate different frame configurations. 3D printing may allow nodes to be formed based on computer-generated design files that include node dimensions.

The nodes may be constructed of metallic materials (e.g., aluminum, titanium, or stainless steel, brass, copper, chrome steel, or iron), composite materials (e.g., carbon fiber), polymeric materials (e.g., plastic), or some combination of these materials. The nodes may be formed from a powder material. The nodes may be formed of one or more metallic and/or non-metallic materials. The 3D printer may melt and/or sinter a portion of the powder material to form a node. The nodes may be formed of a substantially rigid material.

The nodes may support stresses applied at or near the nodes. The nodes may support compressive, tensile, torsional, shear stresses, or some combination of these stress types. The magnitude of the supporting stress at a node may be at least 1 megapascal (MPa), 5MPa, 10MPa, 20MPa, 30MPa, 40MPa, 50MPa, 60MPa, 70MPa, 80MPa, 90MPa, 100MPa, 250MPa, 500MPa, or 1GPa. The type, direction and magnitude of the stress may be static and depend on the position of the node in the frame. Alternatively, the type, direction, and magnitude of the stress may be dynamic and vary according to vehicle movement, e.g., the stress on a node may change as the vehicle climbs and descends a hill.

Fig. 1B illustrates an example of a space frame chassis that may include or desire security features. In some embodiments, it may be desirable to incorporate safety features into the space frame to meet safety requirements. The security requirement may be a legally prescribed security requirement. For example, laws and regulations of a jurisdiction (e.g., country, province, district, state, city, town, country) may describe one or more security requirements. The safety requirements may be determined by a government agency or other regulatory agency. In some embodiments, the safety requirements may be government mandated. In some embodiments, the safety requirements may be determined by non-governmental agencies. For example, a private third party may determine one or more security requirements. The one or more security requirements determined by the private third party may optionally be more stringent than government-provided security requirements. In some cases, the private third party may be a manufacturer or designer of the vehicle chassis. The private third party may be a group or union of manufacturers or designers of vehicle chassis. The safety requirements may include one or more parameters or standards that the vehicle or vehicle chassis must meet to be considered safe.

An example of a safety requirement may be that the vehicle must be able to withstand some type of collision with little or no risk of injury to the occupants of the vehicle. In some embodiments, at least one of the plurality of panels or tubes or the plurality of joining members is designed to break or deform in a controlled and directed manner upon a collision of the vehicle exceeding a threshold force. For example, a crumple zone (crumple zone of zone) 151 may be provided for the vehicle chassis 150. The crumple zone may be configured to absorb a portion of the impact. The crumpled regions of the vehicle chassis may be configured to deform in order to absorb an impact. The crumple zone may be located anywhere along the vehicle chassis. In some cases, the crumple zone may be located at a portion further from the vehicle occupant. For example, the crumple zone may be positioned at the front or rear of the vehicle. Alternatively, the crumple zones may be positioned on the upper, lower, or side portions of the vehicle. Some regions may be designed to absorb different amounts of energy from different impact scenarios (e.g., the magnitude and/or direction of an impact). For example, a first crumple zone may be designed to crumple when an impact has a first threshold magnitude, while a second crumple zone may be designed to crumple when an impact has a second threshold magnitude that is higher than the first threshold magnitude (and optionally, not to crumple when an impact is lower than the second threshold magnitude). Any number of different crumple zones and/or threshold levels of crumpling may be provided throughout the vehicle. The vehicle may have one or more regions that may be resistant to twisting.

The crumple zones and/or any other safety features may be configured to protect one or more areas of the vehicle, such as areas where occupants may be seated or areas with components to be protected (e.g., fuel tanks, engines, expensive components).

The vehicle chassis 150 may be made of one or more nodes 153, 154 and/or one or more connecting tubes 155a, 155 b. The nodes and/or connecting tubes may include security features that may help comply with security requirements. In some cases, the nodes and/or connecting tubes may include features that may absorb the impact of a collision, as described in more detail elsewhere herein. The nodes and/or connecting tubes themselves may twist. In other examples, the nodes and/or connecting tubes may be configured to guide portions of the undercarriage or the remainder of the vehicle that may move in a desired direction during an impact (e.g., in a manner that may absorb the impact but not injure an occupant), and/or may prevent portions of the undercarriage or the remainder of the vehicle from moving in an undesired direction (e.g., toward the occupant in a manner that may potentially injure the occupant). One or more body panels or other components of the vehicle may also include a safety feature. For example, the body panels may include or may be connected to energy absorbing or crumpling features.

Examples of safety requirements may include, but are not limited to, the ability to withstand a collision at a predetermined angle at a predetermined speed with little or no risk of injury to the occupant. Another example of a safety requirement may be to provide little or no damage to the fuel tank in a crash situation. Safety requirements may include the ability to provide warnings when some condition is detected that may indicate a vehicle defect or malfunction. Safety requirements may include little or no risk of flying debris. Safety requirements may include airbags or other features that may protect or restrain an occupant in the event of a collision.

Assembling the vehicle chassis from the nodes and/or tubes may include connecting the nodes and the respective tubes using various methods. In some embodiments, one or more tubes may be fitted in respective receiving ports of the node, and then attached to the node, optionally with an adhesive. Attaching the node and tube together with an adhesive (e.g., bonding the node and tube together) at assembly can advantageously provide a lightweight structure.

In some alternative embodiments, the tubes and nodes may be pre-attached (e.g., with an adhesive) and then connected together with one or more fasteners, such as screws, bolts, nuts, or rivets. For example, the tube may be pre-attached (e.g., pre-bonded) to a component (or portion) of the node, which may be secured to another node component, which may or may not have its own pre-attached tube. The tubes may be pre-attached to the node member at a single end or at multiple ends. The pre-attachment may occur prior to assembly of the vehicle chassis. For example, they may be preassembled at a location separate from the assembly location. They may be preassembled at the manufacturing site. They may then be transported to the assembly site and the node components may be fastened together. Alternatively, the tubes may be attached to the node components at the assembly site, and then the node components may be fastened (e.g., bolted) together. The fastening between the node members may allow the node members to be fastened relative to each other. One or more of the fasteners may be removable. Further details may be considered elsewhere herein.

Alternatively or additionally, the assembly of the chassis may use a combination of adhesive and/or fastening techniques to connect the nodes and tubes. Any or all of the nodes may be formed as a single integrated piece, or may comprise multiple components that may be fastened to each other and may optionally be removable from each other.

When one or more tubes are attached to the node using a bonding agent, the overall weight of the vehicle can be reduced. However, when a certain component of the vehicle needs to be replaced due to a collision or a component failure, it may be difficult to replace only the certain component or remove the certain component alone without discarding the entire structure. Vehicle chassis may be conveniently disassembled as needed using techniques for attaching node components to one another with one or more fasteners. For example, one or more fasteners may allow the node components to be removable with respect to one another by loosening the node components. The portion of the vehicle chassis that needs to be replaced can then be exchanged for a new component that can be fastened to the existing vehicle chassis structure. For example, when a component of the vehicle needs to be replaced, the corresponding tubes and nodes can be easily disassembled, and new replacement components can be fastened (e.g., bolted, screwed, riveted, clamped, interlocked) to the original structure. This may provide a wide range of flexibility and the portion of the vehicle chassis may range from a single member to the entire portion of the vehicle. For example, if a portion of the vehicle twists 151 on impact, the entire portion can be removed from the vehicle chassis and replaced with a new portion that is undamaged. In some cases, this portion of the vehicle may be a chassis module, a chassis substructure, a chassis subassembly, or any other portion of the vehicle chassis discussed herein. The new sections may be preassembled and then attached to the vehicle chassis at the connection points, or may be assembled sporadically onto the existing vehicle chassis. This flexibility may also allow for easy vehicle upgrades or modifications. For example, if the new features can be used with a vehicle chassis, then a large portion of the original chassis may be retained while the new features are installed on the vehicle.

In some embodiments, certain components/portions of the vehicle may be attached using fastening techniques, while other components are attached using adhesives. Alternatively or additionally, the nodes and tubes may be attached within certain sections using adhesives, while the connection between the sections is made using fastening techniques. For example, the node and tube may be attached together using an adhesive within the replaceable part (e.g., the crumpled area), while the replaceable part may be attached to other components of the vehicle using fastening techniques so that when the replaceable part breaks in a collision, it can be easily replaced with a new part. The tube may have one end bonded to the integrated one-piece node and the other end bonded to another node or node member, which may allow for having a portion bolted to the other node member. The node may be bonded to one pipe at one receiving port and another pipe at another receiving port, and may or may not be formed from multiple node components that may be fastened together.

Fig. 1C shows an example of a vehicle chassis 160 constructed from a plurality of chassis modules (e.g., chassis modules 161, 162, \8230;, 168). The vehicle chassis may be used with any type of vehicle including, but not limited to, an air vehicle, a water-traversing vehicle, a land vehicle, or any other suitable type of vehicle. A single chassis module may be a substructure, a portion, a sub-portion, a component, a sub-component, a modular block, a building block, and/or a component/sections/portions thereof of a vehicle chassis. For example, the undercarriage module may be a floor, a front panel, a rear panel, a top panel, a pillar, a front wing, a dashboard, a rocker panel, a portion of a fuselage of an aerial vehicle, a nose of an aerial vehicle, a portion of a deck, any other component/portion of a vehicle, or component/portions/sub-portions thereof. In another example, the crumple zone may include multiple chassis modules or a single chassis module.

One or more individual chassis modules may be determined/defined by a designer and/or user based on the design/performance needs of the vehicle. Alternatively or in combination, a single chassis module may be determined by the manufacturer based on the fabrication process (e.g., single stage, single step, type of tool/equipment/machine used during fabrication). Alternatively or in combination, a single chassis module may be determined by an assembler based on various assembly considerations. For example, certain nodes, connectors, and/or panels may be assembled together to form certain chassis modules at an assembly site.

The vehicle chassis, or any component of the vehicle chassis, may be constructed in a plug-and-play manner from one or more chassis modules. For example, one or more chassis modules on a front portion of a vehicle chassis may be detached/removed, and one or more chassis modules from another vehicle chassis may be attached/assembled to the front portion. Chassis modules from different types of vehicles may be interchangeable (e.g., have compatible interfaces) such that the chassis modules may be mixed and matched with different types of vehicles to form a vehicle chassis based on the needs of the user. This may provide flexible construction of the vehicle chassis based on any performance, aesthetics, and/or other requirements that a user may have.

One or more vehicle chassis modules may be assembled to form a vehicle chassis using any suitable technique including, but not limited to, fastening techniques, adhesives, or combinations thereof. When one or more chassis modules need to be replaced due to vehicle crashes, mechanical or electrical failures, and/or chassis module upgrades or retrofits, one or more chassis modules can be easily replaced with new ones.

Chassis modules used to construct a single vehicle chassis may have different structures, shapes, sizes, materials, and/or functions from one another. Alternatively or additionally, one or more chassis modules used to construct a single vehicle chassis may be of the same repeating structure. The same design styles, manufacturing methods and conditions and/or assembly processes of 3D printing (or other manufacturing methods) can be used for these same chassis modules to save manufacturing costs. The chassis module may be reconfigurable. For example, 3D printing, extrusion, casting, or any other method may be used to partially or fully reshape or reconfigure the chassis module. Alternatively or additionally, the chassis module may be reusable. For example, one or more chassis modules from an end-of-life vehicle may be reused on other vehicles.

The chassis module may have a hybrid structure. For example, the chassis module may be formed from a combination of different types of materials, such as composite materials (e.g., carbon fiber), metallic materials (e.g., aluminum, titanium, or stainless steel, brass, copper, chrome steel, iron, other metallic materials, or alloys formed therefrom), polymeric materials (e.g., plastic), or combinations thereof. The chassis module may be formed from one or more metallic and/or non-metallic materials. Alternatively or in combination, the chassis module may be formed using a combination of different methods, such as using adhesives, fasteners, or other attachment methods.

Fig. 1D illustrates an example of a chassis substructure (or a portion of a chassis structure, or a chassis module) constructed from one or more chassis subassemblies. The bottom shelf structure may be a distinct part of the vehicle chassis. The vehicle chassis may be constructed by repeating chassis substructures having similar sizes and/or configurations.

The bottom shelf structure may have a hybrid structure. For example, the chassis substructure may be formed from a combination of different types of materials, such as composite materials (e.g., carbon fiber), metallic materials (e.g., aluminum, titanium, or stainless steel, brass, copper, chrome steel, iron, other metallic materials, or alloys formed therefrom), polymeric materials (e.g., plastic), or combinations thereof. The bottom shelf structure may be formed from one or more metallic and/or non-metallic materials. Alternatively or in combination, the chassis substructure may be formed using a combination of different methods, such as using adhesives, fasteners, or other attachment methods.

The chassis subassembly 171 may be formed by connecting a connector (e.g., a tube) 174 with one or more nodes (e.g., joints) 172, 173 using a fastening technique, an adhesive, or a combination thereof. One or more chassis subassemblies (e.g., subassemblies 174, 175) may be coupled together using fastening techniques (e.g., 176), adhesives, or a combination thereof to form a chassis module or chassis substructure. Alternatively or additionally, a single chassis subassembly may be formed from one or more connectors, one or more nodes, and/or one or more panels using fastening techniques and/or adhesives. The sub-assembly may be determined to include a minimum or optimal number of nodes such that an optimal number of chassis modules or chassis sub-structures may be used for the chassis assembly.

The chassis subassemblies may have repeating structures with similar dimensions or configurations. The chassis module or chassis substructure may be formed from similar chassis subassemblies. The chassis module or chassis substructure may be formed from different subassemblies. Alternatively, the chassis module or chassis substructure may be formed from a combination of subassemblies having a repeating structure and a different structure to achieve an optimal design and fabrication process.

The chassis subassembly may have a hybrid structure. For example, the chassis subassemblies may be formed from a combination of different types of materials, such as composite materials (e.g., carbon fiber), metallic materials (e.g., aluminum, titanium, or stainless steel, brass, copper, chrome steel, iron, other metallic materials, or alloys formed therefrom), polymeric materials (e.g., plastic), or combinations thereof. The chassis subassemblies may be formed from one or more metallic and/or non-metallic materials. Alternatively or in combination, the chassis subassemblies may be formed using a combination of different methods, such as using adhesives, fasteners, or other attachment methods.

Fig. 1E-1K illustrate various embodiments of vehicle chassis modules having various shapes and configurations. Figures 1E-1F illustrate a chassis module formed by connecting one or more connectors with one or more nodes. The angle between the connector and the node may be about 90 °. Fig. 1G illustrates a chassis module formed by connecting one or more connectors with one or more nodes, where the connectors are arranged diagonally across a rectangular plane to provide a more robust structure to the chassis module. Fig. 1H, 1I, 1J, and 1K illustrate a chassis module formed by connecting one or more connectors, one or more nodes, and one or more panels together. Fig. 1J shows a chassis module formed from a combination of connectors, nodes, and panels. The chassis module may have a hollow structure and may form one or more tubes, one or more nodes, and/or one or more panels inside the hollow center to provide structural support and/or other functions.

Fig. 1L-1M show examples of stress members based on connecting tubes and panels. Fig. 1L shows a portion of a chassis module in which a node is utilized to connect a tube with a panel. The connection may be made using one or more fasteners (e.g., bolts). Fig. 1M shows one or more flanges attached to a node. The flange may have one or more holes for connecting other components (e.g., nodes and/or panels) with fasteners. The flange may be attached to the node using adhesives and/or fastening techniques. The chassis module may have one or more configurations of tube-to-tube, tube-to-panel, panel-to-panel, and combinations thereof.

The chassis module may have any other shape, structure, size, and/or configuration than those listed in fig. 1E-1M. For example, the chassis module may have a 2-dimensional structure or a 3-dimensional structure of a pyramid, a triangle, a square, a trapezoid, and/or any other shape. The chassis modules may be of repeating structure of similar size and/or configuration. The chassis module may have an interface that is interchangeable between different types of vehicles.

Fig. 2A shows a flow chart describing a method for 3D printing of joint members for connecting tubes, such as carbon fiber tubes, in a space frame. In this approach, the chassis design model 201 is selected. The chassis design model may be a new design or a design stored in a library (which may include previously used designs or common stock designs). The chassis design may be formed by a user who forms the joint using a 3D printing process or by a user different from the user who forms the joint. The chassis design may be editable. Chassis designs are available through the online marketplace. The tube specifications (e.g., inner and outer diameters, tube cross-sections, and angles of the tubes relative to each other at the connection points) are determined from the selected chassis design 202. The dynamic and static stresses at each pipe connection point are next determined. The dynamic and static stresses at each pipe connection point may be determined using a computational model (e.g., finite element analysis). The junction (node) 204 is designed using the physical and structural characteristics determined in steps 202 and 203. Finally, in a final step, the joint is generated with a 3D printer according to the specifications determined by the previous step 205. Two or more joints may be formed simultaneously. Alternatively, the joints may be formed one at a time.

The chassis design model may be generated in any available structural design software program (e.g., autoCAD, autodesk, solid Works, or Solid Edge). The chassis design model may be generated by a simple, customized design tool that is customized to the space frame design requirements. Such customization tools may interface with existing structural design software to automatically generate a complete node geometry from a minimal set of input data (e.g., the relative angle of the pipe entering a given node). After generating the model of the chassis, each pipe connection point may be defined. The pipe connection point may be a location where two or more pipes are connected using a joint. The characteristics of the pipe connection points may be determined by a model and used to define the joint structure required for the design, e.g. the number of pipes, the pipe dimensions and the relative angles of the pipes may be determined. The number of tubes at each joint may be determined by the chassis model, for example, a joint may connect 2, 3, 4, 5, 6, 7, 8, 9, or 10 tubes. The diameter and cross-sectional shape of each connecting tube at the location of the joint can be determined from the model. For example, the joint may connect square tubes, circular tubes, oval tubes, triangular tubes, pentagonal tubes, hexagonal tubes, or irregularly shaped tubes. The tubes connected to the junction may all have the same cross-sectional shape, or they may be different. The diameter of the connecting tube may be determined by the model, and the connecting tube may have a diameter of at least about 1/16", 1/8", 1/4", 1/2", 1", 2", 3", 4", 5", 10", 15", or 20". The tubes connected to the engaging members may all have the same diameter, or the diameters may be different. The relative angle of the tubes at each joint may also be determined from the undercarriage model.

Alternatively, the user may design a portion of the chassis design or provide specifications to which the design conforms. Software executed by one or more processors may design the rest of the chassis or provide details of the chassis that conform to specifications. The processor may generate at least a portion of the design without any further human intervention. Any of the features described herein may be designed initially by software, a user, or both.

In addition, the location of additional structural, mechanical, electrical and fluidic components may be determined by the structural design software. For example, the locations of the shear panel, structural panel, impact system, engine block, electrical circuit, and fluid passages may be determined by structural design software. The joint design may be defined using a chassis model such that the joint may integrate the locations of structural, mechanical, electrical, and fluidic components.

The chassis model may be utilized to calculate the stress direction and magnitude at each joint. The stresses may be calculated using finite element analysis using a linear or nonlinear stress model. The stresses on the joint may be calculated when the chassis is stationary, or when the chassis is moving along a typical path, such as along a straight line, a curved track, along a smooth surface, along a rough surface, flat terrain, or hilly terrain. The calculated stress on the joint may be shear stress, tensile stress, compressive stress, torsional stress, or a combination of stress types. The joint may include design features for supporting the calculated stresses. The design features included on the engagement member may be configured to meet specific safety standards. For example, the joint may be configured to withstand a calculated stress within a safety factor of at least 1, 2, 3, 4, 5, 10, 15, 20, 25, 30, 35, 40, 45, or 50. The joint may be designed to support the tube above a frame that may vibrate or experience bumps or impacts. For example, a vehicle chassis may be driven on a highway and may experience long-term vibration. The joint may be able to withstand forces and stresses exerted on the joint due to vibrations over a long period of time. In another example, if the vehicle were to impact another object, the vehicle may experience an impact. The joint may be designed to withstand impact. In some cases, the joint may be designed to withstand impacts up to some predetermined level. Alternatively, it may be desirable for the engagement members to deform or change their configuration beyond a predetermined degree and absorb impacts. The interface may be designed to conform to various frame specifications and standards. In some cases, the joint may be designed to form a chassis that meets the state or national safety requirements of the consumer and/or commercial vehicle.

FIG. 2B illustrates an additional example of a flow chart of a process for designing and constructing a joint. As previously described, the chassis design 211 may be selected. The chassis design may be generated from scratch or may be selected from a set of pre-existing chassis design models. The chassis design may be modified from a pre-existing chassis design model. The chassis design may take into account safety considerations 216. For example, when forming a chassis design, security requirements, such as legal or private security requirements, may be considered.

For example, software may be provided that may facilitate chassis design. A user interface may be provided, such as a graphical user interface on a screen or other type of display, which may allow a user to determine the chassis design. In some embodiments, the software may be able to access security requirements. For example, the security requirements may be stored in a local memory of the software. The security requirements may be updated in real-time, periodically, or on an event-driven basis (e.g., by a software push when requested by a user, e.g., off-site from the software when having a new security requirement). Alternatively, the security requirements may be stored off-site and accessed by software on an as-needed basis.

When a user attempts to form the chassis design, he can determine whether the proposed design or design features meet safety requirements. If the proposed design or feature meets safety requirements, the user may continue with the design. If the proposed design or feature does not comply with the safety requirements, the user may be alerted to the non-compliance. The warning may optionally include information as to why the design or feature is not in compliance with the safety requirements or to which safety requirements it is not in compliance with. The alert may optionally include a recommendation that changes be made to comply with safety requirements. If the design or feature does not meet the safety requirements, the user may continue or may allow the design or feature to continue. For example, the user may be alerted to some non-compliance, but may be able to continue with the design. Alternatively, if not, the user may not be allowed to continue with the design, and the design may revert to the previous step or stage of meeting the requirements.

In some cases, designing the chassis may be an iterative process. For example, an initial chassis design may be provided. An initial chassis design may be utilized to simulate one or more vehicle scenarios, such as various collisions or other safety-related scenarios. The chassis design may be modified based on the simulation results. Further simulations may occur on a modified chassis design. Any number of iterations of the design may occur. For each design and/or modification, safety considerations may be taken into account. In some implementations, the simulation can provide an indication of how various components of the vehicle may move or deform during a scene such as a collision. The various components of the vehicle may be designed in connection with the overall design of the mine and how the various components of the vehicle may move during a collision. The chassis design may provide the desired results for the scene by absorbing more energy in the desired individual regions and less energy in the desired individual regions. The chassis design may also control how various components may move, and may prevent certain components from moving in various directions, or may guide components in a desired direction.

As previously described, once the undercarriage design is obtained, the pipe specifications 212 and the structural requirements 213 can be determined. The nodes 214 may be designed based on pipe specifications and/or structural requirements. The tube design, the structural design and/or the node design may take into account safety requirements. The safety requirements incorporated into the chassis design may extend to the individual component level. For example, the tubes and/or nodes may have structural features or shapes that may serve as safety features to meet safety requirements.

Once the nodes are designed, the nodes 215 may be fabricated. The nodes may be 3D printed or may undergo any other type of fabrication process. In some embodiments, other examples of fabrication techniques may include, but are not limited to, welding, milling, extrusion, molding, casting, or any other technique or combination thereof.

The final joint design may be determined by the pipe size and shape requirements, the location of the integrated structural, mechanical, electrical and fluidic components, and the type and magnitude of the calculated stresses, along with any performance specifications. Fig. 3 shows a diagram of how a computational model of a joint that meets the necessary specifications can be developed in a software program on a device 301. The device may include a processor and/or a memory. The memory may include a non-transitory computer-readable medium including code, logic, or instructions for performing one or more steps, such as design steps or calculations. The processor may be configured to perform steps in accordance with a non-transitory computer readable medium. The device may be a desktop computer, a cell phone, a smart phone, a tablet, a laptop, a server, or any other type of computing device. The device may communicate with the 3D printer 302. The 3D printer 302 may print the joint according to a design developed in a software program. The 3D printer may be configured to generate objects by additive and/or subtractive manufacturing. The 3D printer may be configured to form metal, composite, or polymer objects. The 3D printer may be a Direct Metal Laser Sintering (DMLS) printer, an Electron Beam Melting (EBM) printer, a Fused Deposition Modeling (FDM) printer, or an inkjet printer. The 3D printer may print joints made of titanium, aluminum, stainless steel, structural plastic, or any other structural material.

3D printing may include a process of making a three-dimensional structure based on a computational or electronic model as input. The 3D printer may utilize any known printing technique including extrusion deposition, particle bonding, lamination, or stereolithography. A typical 3D printing technique may involve breaking down the design of a three-dimensional object into a series of digital layers, which the printer will then form layer by layer until the object is completed. The joint may be printed in a layer-by-layer manner, and the joint may accommodate various geometric designs and detail features, which may include internal and external features.

The 3D printed joint may be assembled with a tube to form a frame structure. The design may be flexible to accommodate subsequent design changes. For example, if support tubes are added to the design late in the design process, additional joints may be printed quickly and at low cost to accommodate the additional support tubes. The method of generating a joint using a computer model in communication with a 3D printer may allow for the rapid manufacturing of various geometries at low cost.

3D printing may be used to form nodes (e.g., joints), connectors (e.g., tubes), and/or any portion of a panel, honeycomb, and/or vehicle. Any component such as described above may be printed on any other type of structure or component, including but not limited to nodes, connectors, panels, beams, and the like. A 3D printer may be used to form connections, such as tubes between joints. The 3D printer may be used to print a panel or a feature on a panel. For example, portions of the vehicle may utilize a honeycomb structure in the panel. Further, the structures can be printed directly on and/or in the honeycomb panel using the 3D printing techniques discussed herein. For example, the honeycomb panel may have one or more exterior sheets. The print features may be printed on an outer sheet. Alternatively, a portion of the outer sheet may be removed (e.g., machined or otherwise cut away) to expose the inner honeycomb structure. The printed features may be printed directly in the honeycomb structure. The print feature may be used for any function. In some instances, the printing features may facilitate connecting the panel with one or more other components (e.g., other panels, connecting tubes, joints, etc.). In some cases, one or more nodes may be printed directly on the panel and extend from the surface of the panel. The nodes may be printed on an outer sheet or an inner honeycomb structure or any combination thereof. One or more other components may be further attached to the 3D printed node using an adhesive (e.g., glue), a fastener (e.g., a bolt), or a combination thereof. Alternatively or in combination, any portion of the vehicle may be manufactured using other printing techniques, stamping, bending, extrusion, casting, and/or other manufacturing methods.

Fig. 4A shows a detailed flow chart of the previously described method. The described steps are provided by way of example only. Some steps may be omitted, not in sequence at all, or interchanged with other steps. Either step may be performed automatically by one or more processors. One or more steps may be performed with or without user input intervention. The process begins with step 401, which involves selecting a framework design, such as a chassis design, which may be selected from a library of stored designs, or which may be a new design developed for a particular project.

After selecting a design, the next steps are 402a, 402b, 402c, and/or 402d, which may include calculating structural needs or specifications for the interface of the frame. The steps 402a-402d may be completed in any order, and the steps 402a-402d may be completed entirely or only some of the steps may occur. Step 402a involves calculating the structural load at each joint. The structural load may be determined by finite element methods, and may include the direction and magnitude of shear stress, compressive stress, tensile stress, torsional stress, or any combination of stresses. The stress may be calculated assuming the vehicle is in motion or assuming the vehicle is stationary. This may also include calculating any performance specifications, such as safety, manufacturing, durability specifications. Step 402 is used to draw fluid and circuit lines through the vehicle. Examples of fluid pathways may include coolant, lubrication, ventilation, air conditioning, and/or heating conduits. Examples of electrical systems that may require a circuit line from a source to the system may include audio systems, interior lighting systems, exterior lighting systems, engine ignition components, vehicle navigation systems, and control systems. Step 402c is to determine the tube angle, shape and size at each junction. In step 402d, structural components such as the panel and suspension connections are drawn.

After the joint requirements/specifications are calculated in steps 402a-402d, the joint member may be designed to accommodate the joint requirements/specifications in steps 403a-403d. The joint design method may include steps 403a-403d. Steps 403a-403d may be completed in any order, steps 403a-403d may be completed entirely, or only some steps may occur. The known stress profile at each joint may determine the wall thickness of the joint, the joint material, or the necessary centering features 403a printed on the joint. After drawing the fluid and circuit lines, corresponding internal routing features may be designed to print on the joint 403b. The junction may have separate internal routing features for the fluid and electrical pathways, or the junction may have one routing feature that is shared by the fluid and electrical pathways. After determining the tube angle, shape, and size, the joint 403c can be designed so that it can accommodate the necessary tube while conforming to other specifications. Using the mapping determined in 402d, the locations of the integrated connection features are designed to be printed on the joint 403d. Such design steps may occur sequentially or in parallel. Various joint design requirements may be considered in combination when designing a joint for printing. In some cases, the 3D printing process may also be considered in designing the joint.

In a final step 404, a set of print joints is generated for use in the frame assembly selected in 401. The printed joint may be 3D printed consistent with joints designed using the common considerations of steps 403a-403D. The print joint may be used to complete the assembly of the chassis.

The 3D printing methods described herein that are suitable for making joints for connecting tubes may reduce the time required to assemble a chassis. For example, the total time for designing and constructing the chassis may be less than or equal to about 15 minutes, 30 minutes, 45 minutes, 1 hour, 2 hours, 3 hours, 4 hours, 5 hours, 6 hours, 7 hours, 8 hours, 9 hours, 10 hours, 12 hours, 1 day, 2 days, 3 days, 4 days, 5 days, 6 days, 1 week, 2 weeks, 3 weeks, 4 weeks, or 1 month. In some cases, the print joint itself may take less than or equal to approximately 1 minute, 3 minutes, 5 minutes, 10 minutes, 15 minutes, 20 minutes, 30 minutes, 40 minutes, 50 minutes, 1 hour, 1.5 hours, 2 hours, 2.5 hours, or 3 hours. Since the 3D printing method may require fewer tools than a general manufacturing method, time required to assemble the chassis may be reduced. In the methods described herein, a single tool (e.g., a 3D printer) may be configured to make multiple joints with different specifications (e.g., sizes/shapes). For example, a single 3D printer may be utilized to print a series of fasteners all having the same design. In another example, a series of joints, which have different designs, may be printed using a 3D printer. The different designs may all belong to the same frame assembly or may be printed for different frame assemblies. This may provide a higher degree of flexibility in planning joint print jobs in the field and may allow manufacturers to optimize the manufacture of joints to meet specific goals. In some cases, the 3D printer may be sized and shaped so that it can be transported to the site where the vehicle is constructed. Furthermore, 3D printing may improve the quality control or compatibility of the joint.

The manufacturing process depicted in fig. 4A may reduce manufacturing time and expense. Manufacturing time and/or expense may be reduced by reducing the number of tools required to form one or more joints. A single tool 3D printer may be used to form all of the joints. Similarly, manufacturing time and/or expense may be reduced by a higher level of quality control compared to other manufacturing techniques provided by 3D printers. For example, the cost of manufacturing the joint using the previously described methods may reduce the manufacturing cost by at least 5%, 10%,15%, 20%, 30%, 40%, 50%, 60%, 70%, 80%, or 90% compared to other methods. The use of 3D printing to manufacture the joints to connect the tubes in the space frame allows each joint to have a different shape and size without the need for separate molds or tools for each joint. The 3D printing process for the joint can be easily scaled.

Fig. 4B shows an example of a flow chart for the fabrication process. The fabrication process may be used to fabricate a chassis. Any description of the chassis design in fig. 4B may be used to design and/or manufacture a chassis module (e.g., as illustrated in fig. 1C), a chassis substructure (e.g., as illustrated in fig. 1D), a chassis subassembly (e.g., as illustrated in fig. 1D), and/or other portions/components of a chassis. The subassemblies may be assembled to form a chassis module. The chassis module may be further assembled to form a chassis. The end product of the process shown in fig. 4B may be a chassis module, chassis substructure, chassis subassembly, and/or other portion/component of a vehicle chassis.

The fabrication process may include a design phase and a fabrication phase. The design phase may include a chassis design 410 (or chassis module design, subassembly design, substructure design, sub-part design, etc.). The chassis design may be used to determine a connector (e.g., tube) design 411 and/or a node (e.g., joint) design 412. Subassemblies for different chassis modules may have different numbers of nodes and/or connectors fabricated in different designs, shapes, configurations, and/or materials. Chassis modules for different vehicle chassis may have different numbers of subassemblies fabricated in different shapes, configurations, and/or assembly processes. The manufacturing stage may include connector (e.g., tube) fabrication 413 and/or node (e.g., joint) fabrication 414. The connectors and/or nodes may be assembled together to form a subassembly, chassis module, and/or chassis 415.

In some cases, a single node may be assigned a different node identification and a single connector may be assigned a unique connector identification, such that each node and each connector may be tracked during design, manufacturing, assembly, optionally inventory, maintenance, fixing, replacement, scrapping, and/or any other stage. The sub-components formed by the nodes and connectors may be assigned sub-component identifications for tracking purposes during various stages of the fabrication and/or use of the vehicle. Chassis substructures formed from the subassemblies may be assigned chassis substructure identifications for tracking purposes during various stages of fabrication and/or use. Chassis modules formed from the subassemblies may be assigned chassis module identifications for tracking purposes during various stages of vehicle fabrication and/or use. The identification of any component may be a barcode, a QR code, a serial number, a string of characters, a number and/or indicia, or a combination thereof. The indicia may be stamped, etched, engraved, adhered or printed on the respective component.

A database (e.g., library, vehicle design library) may be created and used during the design phase. The database may be stored on one or more non-volatile memories of the computing device. The database may be stored on the user/designer's local computing device. The database may also be stored on a cloud infrastructure that may be accessed by multiple users at various locations. The nodes and connectors, chassis subassemblies, chassis substructures, chassis modules, and/or chassis designed and manufactured for a single vehicle may be recorded in a database. The various characteristics and corresponding identifications of each component may be recorded in a database. Such a database may be used as a template when a user begins to design and manufacture another vehicle. Such a database may also be used as a reference for maintaining and/or upgrading previously produced vehicles.

Tables 1, 2 and 3 are examples of various features of a vehicle manufactured with nodes, connectors, subassemblies and chassis modules. One or more features listed in the table may be recorded as a database entry for the purpose of making other vehicles or upgrading previously made vehicles.

Table 1 is an example for making a vehicle chassis.

Table 1 example of database entries for making a vehicle chassis (e.g., vehicle class)

Table 2 is an example for making a chassis module.

Table 2 example of database entries for making chassis modules

Table 3 is an example for making nodes, connectors and/or panels.

TABLE 3 example of database entries for making nodes, connectors and/or panels

The chassis design 410 may include one or more elements, such as performance, aesthetics, security, and/or cost. Other or alternative elements are contemplated. Performance may include such factors as the number of occupants or interior space for the occupants, the load being transported, storage space, mileage, aerodynamics, stiffness, torque, horsepower, motor power or speed, acceleration, overall size and/or volume, overall weight, durability, suspension, or any other factor. Aesthetics may include elements relating to the visual appearance of the car, the sound of the car, or the overall feel. Safety may relate to one or more safety requirements or indicators that are met by the vehicle, as described in more detail elsewhere herein. Security may include elements that comply with any regulations required by the transportation entity. The transportation entity may be a governmental agency, such as the national transport safety committee (NTSB), the Federal Aviation Administration (FAA), a coastal police unit, the national transport safety association, the department of transportation, and/or any other governmental, non-governmental regulatory body. Cost considerations such as material, manufacturing, or labor costs may be considered.

The chassis design may inform the connector design 411. As previously explained, the connector may comprise a connecting tube. The various elements for the connectors may be influenced by the design of the undercarriage (e.g., any element of the undercarriage design). For example, for a connector design, the connector size, shape (e.g., cross-sectional shape, transverse shape), material, internal routing features (if any), internal structure (if any), built-in sensors (if any), or other elements may be determined. One or more of the connector design elements may be affected by the performance, aesthetics, safety, or cost of the vehicle. The fabrication method may also be selected during the design phase. For example, the nodes, connectors, panels, subassemblies, chassis modules, and/or chassis may be selected to be fabricated using 3D printing, stamping, bending, extrusion, casting, or combinations thereof. Various combinations of manufacturing methods may be used to fabricate the chassis. Examples of possible connector features are provided in more detail below.

The chassis design may also inform the joint design 412. In some cases, the joint design may be determined based on the connector design, or vice versa. The overall shape of the chassis design may be considered when determining the individual connector design and/or joint design. The various elements used for the joint may be influenced by the design of the chassis (e.g., any element of the chassis design). For example, for a joint design, joint prongs, joint connection features, joint centering features, materials, internal routing features (if any), internal structures (if any), built-in sensors (if any), or other elements may be determined. One or more of the joint design elements may be affected by the performance, aesthetics, safety, or cost of the vehicle. Examples of possible engagement features are provided in more detail below.

The connection piece may be made as designed 413. Any fabrication technique may be used for the connection, including but not limited to 3D printing, weaving, compositing, photolithography, welding, milling, extrusion, molding, casting, or any other technique or combination thereof. Similarly, the joint may be made 414 as designed. Any fabrication technique may be used for the connection, including but not limited to 3D printing, weaving, compositing, photolithography, welding, milling, extrusion, molding, casting, or any other technique or combination thereof. Different techniques can be used for the connector making and the joint making. Alternatively, the same technique or techniques may be used for connector making and joint making. The connector and/or joint fabrication may occur as part of an automated process. The connector and/or joint creation may be performed by one or more machines that may be in communication with a computing device that facilitates connector design and/or joint design. Direct communication may be provided between the computing device and one or more machines used for production, or indirect communication may be provided over a network. In some cases, one or more manual steps may occur during the fabrication of the connector and/or joint.

Chassis assembly 415 may occur. The chassis assembly may include connecting one or more connectors to one or more joints to form a space frame chassis. In some embodiments, an adhesive or other technique may be used to permanently secure the one or more connectors to the one or more joints. Chassis assembly may occur as part of an automated process. The assembly may be performed by means of one or more machines that may communicate with a computing device (which may facilitate connector design and/or joint design). Direct communication may be provided between the computing device and one or more machines for assembly, or indirect communication may be provided over a network. In some cases, one or more manual steps may occur during assembly. Thus, a vehicle chassis may be assembled, which may take into account initial chassis design elements that may include safety.

Fig. 4C shows an example of a flow chart for a vehicle body fabrication process. The fabrication process may include a design phase and a fabrication phase. The design phase may begin with a body design 420. The body design may be used to determine the chassis design 421 and/or the panel design 422. The body design may also be used to define chassis modules and/or subassemblies. The manufacturing stage may include chassis fabrication 423 and/or panel fabrication 424. The design and manufacturing stages may also be used to fabricate other components 426 of the vehicle, such as engines, fuel systems, electronics, sensors, and the like. In some cases, the node may be an intelligent node that integrates sensors for detecting force, usage status, pressure, temperature, and/or any other parameter. When the vehicle has an abnormal state, an alarm may be sent using the intelligent node. The intelligent nodes may also be used to track components of the vehicle. Chassis and panel fabrication may occur sequentially, in parallel, and/or may be integrated with one another. The chassis and the panel may be assembled together to form a vehicle body 425.

Body design 420 may include one or more elements, such as performance, aesthetics, safety, and/or cost. Other or alternative elements are contemplated. Performance may include such factors as the number of occupants or interior space for the occupants, the load being transported, storage space, mileage, aerodynamics, stiffness, torque, horsepower, motor power or speed, acceleration, overall size and/or volume, overall weight, durability, suspension, or any other factor. The aesthetic may include elements related to the visual appearance of the car, the sound of the car, or the overall feel. Safety may relate to one or more safety requirements or indicators that a vehicle may meet, as described in more detail elsewhere herein. Security may include elements that comply with any regulations required by the transportation entity. The transportation entity may be a governmental agency, such as the national transport safety committee (NTSB), the Federal Aviation Administration (FAA), a coastal police unit, the national transport safety association, the department of transportation, and/or any other governmental, non-governmental regulatory body. Cost considerations such as material, manufacturing, or labor costs may be considered.

The chassis design 421 may include one or more elements such as materials, structures, designs, and/or connection features. With regard to the materials used for making the chassis or parts thereof, the individual connectors, nodes, subassemblies and/or chassis modules, carbon tube fibers may be used to reduce weight. Alternatively or in combination, metallic materials, such as aluminum, steel, iron, nickel, titanium, copper, brass, silver, or any combination or alloy thereof, may be used in order to absorb more energy during deformation, thereby providing better safety and other performance characteristics. Various techniques may be used to connect the different components of the chassis. For example, an adhesive may be used to connect the nodes and connectors. Alternatively or in combination, fastening techniques may be used to provide flexibility in replacing modules or components of the chassis.

The panel design 422 may include one or more elements such as materials, structures, designs, and/or connection features. The sheet material may be made of carbon fiber to reduce the weight of the chassis. The sheet material may alternatively or additionally be made of a metallic material, such as aluminum, steel, iron, nickel, titanium, copper, brass, silver, or any combination or alloy thereof. Advantages of using a metallic material may include improved puncture resistance. The panels may have various structures such as flat panels, honeycombs, sandwich sheets including internal structures such as honeycomb structures, bone structures, and/or any other suitable 2D or 3D structures as described herein. The panels may be formed of a honeycomb structure to allow for strength enhancement through the use of reduced amounts of material, weight, and cost. Alternatively or additionally, the panel may be formed by sandwiching a honeycomb between sheets. Alternatively or additionally, the panel may be formed to incorporate any suitable internal structure, such as a bone structure as further described herein.

The chassis design may inform the chassis fabrication 423. The panel design may inform panel fabrication 424. The chassis and/or panel may be fabricated using any fabrication technique, including but not limited to 3D printing, weaving, compositing, photolithography, welding, milling, extrusion, molding, casting, or any other technique or combination thereof.

Fabrication may occur as part of an automated process. Fabrication may be by way of one or more machines that may communicate with a computing device that may facilitate connector design and/or joint design. Direct communication may be provided between the computing device and one or more machines used for production, or indirect communication may be provided over a network. In some cases, one or more manual steps may occur during fabrication.

The vehicle body 425 may be assembled. The assembly at each stage may include connecting one or more connectors to one or more joints to form a space frame for the respective component (e.g., chassis and/or panel). The assembling may also include connecting the chassis to the panel. In some embodiments, adhesives or fastening or other techniques may be utilized to connect one or more connectors to one or more joints. Assembly may occur as part of an automated process. Assembly may occur by way of one or more machines that may communicate with a computing device (which may facilitate connector design and/or joint design). Direct communication may be provided between the computing device and one or more machines for assembly, or indirect communication may be provided over a network. In some cases, one or more manual steps may occur during assembly. Thus, the vehicle body may be assembled taking into account the original design elements that may include safety.

Fig. 17A-17G illustrate various embodiments of connecting various vehicle components, such as joints, tubes, and/or panels. Fig. 17A shows an example of connecting a pipe 1701 (e.g., a connector) with a node 1703 (e.g., a joint) using a sliding structure 1700. The node may have a hollow structure for insertion of a tube through the hollow center of the node. Such a sliding arrangement may allow a continuous tubular structure to extend through the node. In some cases, after the tubes are inserted through the nodes, additional securing means, such as an adhesive, may be applied to enable further coupling between the tubes and the nodes. For example, the node may include a structure such as a groove 1705 for a perfusion seal. The continuous tube connected to the node may provide a better load path and improved tolerance control over longer dimensions.

FIG. 17B shows an example of panel and node connections. The node may have an extrusion 1709 extending from the body of the node, and the extrusion may serve as a connection feature to engage with the panel. For example, panel skin sheet 1706 may be engaged with extrusions of nodes. In some cases, the panel skin sheet may be formed with protruding features for engaging with the nodes, such as flanges at the ends of the panel. Fasteners 1713 (e.g., bolts, screws, rivets, clamps, interlocks) may be used to fixedly connect the panels with the nodes. The panel may include various internal structures 1707, such as honeycomb foam or bone structures. Various internal structures can be fabricated using 3D printing. In some cases, the panels may be pre-drilled to speed up riveting to the shear panel. Alternatively, adhesive may be applied to the interface of the extrusion and the panel skin to form the connection.

Fig. 17C-17D illustrate examples of smooth connections between the faceplate 1715 and the tube 1717. The panels may be connected to the tubes via one or more nodes 1721. The panels may be connected to the tubes using adhesives and/or fasteners. Alternatively or additionally, standard or custom extrusions or tubes may be formed directly from the panel using 3D printing, weaving, compositing, photolithography, welding, milling, extrusion, molding, casting, or any other technique or combination thereof. Nodes may be formed on the tubes to provide a secure connection between the two tubes. The nodes may be formed using 3D printing, welding, extrusion, molding, casting, or any other technique or combination thereof. The nodes may be formed in various configurations, for example, the nodes may have large sockets 1723 for connection with pipes. The node may also have a panel mounting flange 1725 and an interface 1727 for the extrusion. The smooth structural transition provided by these connection methods can reduce stress concentrations while maintaining positioning accuracy.

FIG. 17E shows an example of clipping a panel connection without an add-on (e.g., without using a node). The two panels may be connected to each other at an angle. The angle may range, for example, from 5 degrees to 175 degrees. In some cases, the angle may be determined by the geometry of the flange extending from the skin sheet of the panel. The panel may comprise a sandwich structure comprising a honeycomb or bone structure sandwiched between two thin sheets. At the end of each panel, one or more flanges 1729, 1731 may be formed extending from the outer or inner sheet. The extended flange may be bent at an angle. The flange may include holes for applying fasteners to connect the flange of a panel with the skin or sheet of another panel. Various other attachment means, such as adhesives, may be applied to connect the two panels. This configuration may allow for more consistent stress transfer and reduce the number of parts.

Fig. 17F to 17G show examples of the internal structure of the panel. The panel may include an inner structure (e.g., sandwiching a panel core) sandwiched between a pair of thin sheets 1733. Internal structures may include honeycomb structures, bone structures 1735-2, porous structures 1735-1, tetrahedral brackets 1735-4, columnar structures, or any other suitable structure. The internal structure may comprise a biomimetic structure. The internal structure may or may not be evenly distributed. For example, the shape of the internal structure may be optimized for loading at a particular location. In some cases, the orientation and/or dimensions of the internal structure may be designed to meet loading requirements. In fig. 17G, a panel including a honeycomb structure with foam filler may be formed between two sheets 1737. The honeycomb structure may include a large number of hexagonal tubular cells having walls extending in the thickness direction of the panel. In some cases, some cells may be filled with a foam material. The honeycomb structure may be formed using 3D printing. Reinforcing features (e.g., hard spots) for attachment may be printed on the honeycomb. In some cases, the panel may also include a potting or foam 1739 between the two skin sheets. In some cases, the space between the internal structures may be filled with a potting material. In some cases, reinforcing features (e.g., hard spots) for attachment may be printed on the honeycomb structure.

Fig. 18A-18K illustrate various examples for making various vehicle components. As shown in fig. 18A, a vehicle component, such as a panel, can include an internal honeycomb structure. The panel may have a flat plate shape. In some cases, the panel may be bent to form the desired angle 1807. For example, a portion of the panel can be removed (e.g., scraped or cut) to expose a portion of the inner honeycomb 1801. The panel may be bent to form a desired angle 1803. The size of the removed area 1801 may have a geometric relationship with the angle 1807 formed. For example, the arc length around the formed angle may correspond to the width of the removal region. The panel may be bent to any range of angles, such as from 5 degrees to 175 degrees. In some cases, angle 1805 may be designed to match the geometric requirements of node 1807. The nodes may be fabricated using 3D printing to include panel mounting flanges 1809 or other suitable connection structures. In some cases, the node may include two mounting flanges 1809 that mate with the curved panel. The nodes may be attached to the panels using adhesives and/or fasteners (e.g., bolts, screws, anchors, clamps, interlocks). The node may be coupled to the curved panel via mating surfaces between the flange and the panel using any suitable connection means, such as an adhesive or fastener. The node may be configured to further receive a connecting tube or be coupled to other vehicle components (e.g., panels) such that the curved panel is connected with the other vehicle components via the node.

In fig. 18B, a panel 1811 may also be attached to a node using a panel mounting structure. Various connection means as described elsewhere herein may be used to couple the mounting structure to the connection structure (e.g., flange) of node 1813. In some cases, the extrusion 1815 may be further formed to join panels having a honeycomb structure. The extrusion may be formed using various fabrication techniques, such as 30D printing or extrusion. Various coupling means, such as adhesives and/or fasteners (e.g., screws, rivets) may be utilized to connect the extrusion to the nodes and panels. The extrusion may serve as a connecting feature for engaging with the panel. For example, the panel skin may be joined with the extrusion of the node. The extrusion may be formed using metal, plastic, composite materials (e.g., carbon tubes), or any other suitable material.

Fig. 18C-18E illustrate examples of forming vehicle components such as a chassis module. In fig. 18C, the sandwiched panel (e.g., sheet) may include honeycomb, foam, bone, or other internal structure. The sandwiched panels may be pre-cut using a computer numerically controlled route. For example, the panel may be 3-axis or 5-axis machined to form the desired shape and geometry. The panels may or may not have interlocking features. The panels may be formed using metal (e.g., aluminum, steel, etc.), plastic, composite materials (e.g., carbon tubes), or any other suitable material. One or more points 1819 for inserting other components may be marked. In fig. 18D, one or more nodes 1821 may be connected to the panel. One or more nodes may be formed using 3D printing. Various coupling means, such as adhesives and/or fasteners, may be utilized to connect the nodes to the panels. Nodes may be utilized to connect other panels. In some cases, a node may be utilized to support a structural member. The node may determine the position of the panel relative to other structural members, such as suspension pick-up points. Adhesive may be added to the interface edge 1823 of the panel that may be configured to connect to other panels. In fig. 18E, one or more panels 1825 may be attached to the sandwiched panel at the interface edge. One or more additional panels may be attached to the sandwiched panels with adhesives and/or fasteners to form a component (e.g., chassis module) as shown in fig. 18E.

Fig. 18F-18H illustrate an example of forming another vehicle component, such as a chassis module. The vehicle component may be a panel assembly. In fig. 18F, a sandwich panel (e.g., sheet) 1827 may include honeycomb, foam, bone, or other internal structures. The sandwich panels may be pre-cut using a computer numerically controlled route. For example, the panel may be 3-axis or 5-axis machined to form the desired shape and geometry. One or more nodes 1829 may be formed using 3D printing or other suitable methods. One or more nodes may be made of metal, plastic or composite material. In fig. 18G, one or more nodes may be connected to the panel to form a sub-assembly 1831. One or more nodes may be attached to the panel with an adhesive and/or fasteners. One or more subassemblies 1833 may be further connected to each other using adhesives and/or fasteners. For example, an adhesive may be added to the mating surfaces of the various subassemblies. In some cases, the panel subassemblies may include identical panels. Alternatively, the panels may be different. In fig. 18H, one or more subassemblies may be attached to one another with an applied adhesive. In some cases, additional coupling devices 1835, such as fasteners, may be added during the curing process of applying the adhesive to provide additional structure and grip. After connecting one or more subassemblies together, a chassis module 1837 may be formed.

Fig. 18I-18K illustrate an example of a monocoque vehicle chassis 1839 that may be formed using a combination method for fabricating a hybrid space frame/monocoque structure. The space frame may be made of nodes and/or connectors as described herein. One or more subassemblies and chassis modules may be formed as described herein. One or more chassis modules may be further assembled to form a monocoque vehicle chassis. In fig. 18I, for example, a floor structure, firewall, and rocker structure may be formed using honeycomb panels and/or other panel-based structures (curved or flat) as described herein. The panels may be connected using 3D printed nodes specifically designed to interface with each other. Alternatively or additionally, one or more nodes may be formed on the panel using adhesives and/or fasteners. The node may include a clamping feature, a flange, a tube mounting feature, a panel mounting feature, and/or other suitable connection features for connecting to one or more components. The location of the nodes on the panel can be identified for installation of the space frame. Nodes for attaching/mounting the space frame may be formed at these positions.

For example, a functional point may be formed for joining the interface with the tube-based structure. In some embodiments, the tube may be made of carbon fiber, and in other embodiments, the tube may be made of various metals. The tube may be straight or curved in three dimensions, or a mixture of these options. Further, the cross-section of the tube may or may not be circular. For example, a square tube providing a vehicle roof structure may be engaged with the node connection feature to attach to a front bulkhead of a lower monolithic structure (e.g., a square cross-section as shown in fig. 17D and 17E). As shown in fig. 18J-18K, the vehicle may have a monocoque substructure 1841 that mates with a space frame upper structure 1843 using at least some interfacing joints. Utilizing 3D printed connection nodes enables connections between monocoque structures and tubes to make hybrid space frames/monocoque structures.

An example of a joint that may be made using the described fabrication process (e.g., a 3D printing process) is shown in fig. 5. The junction shown in fig. 5 has a body portion 501 and three receiving ports 502 exiting the junction body. The receiving port 502 may be a location for mating with a connecting tube. The receiving port may mate with the connecting tube by inserting into the interior of the connecting tube and/or covering the outer surface of the connecting tube. The receiving ports may have any angle relative to each other in three-dimensional space. The angle of the ports relative to each other may be dictated by the chassis design. In some cases, three or more ports may be provided. The three or more ports may or may not be coplanar. The port may be capable of receiving a tube of circular, square, oval or irregular shape. Different cross-sectional shapes/sizes for the connecting tubes, ports may be configured to accommodate different shapes/sizes of tubes, and the ports themselves may have different cross-sectional shapes/sizes. The ports may be circular, square, oval or irregularly shaped.

The projection 502 may be designed such that it can be inserted into the connecting tube. The wall thickness of the joint protrusion may be printed such that the joint is able to support the structural loads calculated by the finite element model for the complete chassis design. For example, a joint that is required to support a large load may have thicker walls than a joint that supports a smaller load.

Fig. 6 shows a joint 601 connected to three tubes 602a-602 c. The figure shows how the joint can be designed to connect pipes at different angles. The angles between the set of tubes connected to the joint may be equal or unequal. In the example shown in fig. 6, where two angles are labeled, the angle between tubes 602a and 602b is labeled 603, and the angle between tubes 602b and 602c is labeled 604. In fig. 6, angles 603 and 604 are not equal. Possible values for 603 and 604 may be at least 1 °,5 °, 10 °,15 °, 20 °, 30 °, 45 °, 60 °, 75 °, 90 °, 105 °, 120 °, 135 °, 150 °, 165 °, or 180 °.

The joint may be printed with any number of protruding receiving ports that mate with the connecting tubes. For example, the engagement member may have at least one, two, three, four, five, six, seven, eight, nine, ten, twelve, fifteen, twenty, thirty, or fifty receiving ports or prongs. The engagement member may have fewer than any number of receiving ports described herein. The engagement member may have a plurality of receiving ports that fall within a range between any two values described herein. Fig. 7 shows an example of a joint having five projections. Further, the projections may have equal or unequal diameters. For example, fig. 8 shows a joint 801 designed to receive pipes having different diameters, with the smaller pipe received at the upper port 802 and the larger pipe received at the lower port 803. In another example, different ports on the same junction piece may be capable of receiving tubes having a diameter ratio of 1. In the case of non-circular tubes, the diameter may be represented by a related base length measure (e.g., side length in the case of square tubes). Additionally, tubes having different cross-sectional shapes may be able to fit on different projections on the same joint. For example, the engagement member may have protrusions of all or any combination of circular, oval, square, rectangular or irregular shapes. In other embodiments, a single engagement member may have protrusions with equal diameters and/or the same shape. The 3D printing of the joint may accommodate various joint configurations.

The joint may be printed such that it comprises a protrusion area configured to fit inside the connecting tube and a lip that fits over the connecting tube. The joint protrusion configured to fit inside the connection pipe may be printed such that an annular region may be formed between a surface of the protrusion and an inner diameter of the lip.

The joint (e.g., node) may be formed from a single integrated print. Alternatively, the node may be formed from a plurality of members that may be attached to one another. Multiple node components may be used to form a node as shown or having different features or characteristics. The individual node components may be formed using any other manufacturing technique, which may include 3D printing or any other printing, extrusion, weaving, compositing, photolithography, welding, milling, extrusion, molding, casting, or any other manufacturing technique or combination thereof. The node members may be fastened to each other to form a node. The node members may be connected to each other by means of one or more fasteners, such as screws, bolts, nuts or rivets.

One or more tubes (e.g., connectors) may be attached (e.g., adhered) to a node component, such as a receiving port of a junction component. In some cases, a single engagement member may have a single receiving port, or may have multiple receiving ports. Each prong of the engagement member may be on a separate engagement member, or in some cases, multiple prongs of the engagement member may be on a common engagement member. Some engagement members may optionally not have prongs and may be used to facilitate connection between various engagement members that may or may not have prongs.

In one example, one or more tubes may be bonded to the receiving port of the splice component. As explained in more detail elsewhere herein, the centering feature may be used to center the tube on the receiving port and provide space for gluing. The engagement members may be fastened to each other (e.g., connected to each other with screws, bolts, nuts, or rivets). In some cases, the engagement members may include one or more flanges or protrusions that may be placed against each other and then fastened together.

Similarly, the joint may have one or more panel connection features. The panel connection feature can receive a body panel of a vehicle. One or more of the engagement members may have a panel attachment feature that may allow the panel to be secured to the engagement member and/or adhered to the engagement member. The single joint may connect the tubes, panels, or any combination thereof.

Fig. 16A-16B illustrate examples of connecting the engaging member to the panel using various configurations. In fig. 16A, the engagement member 1602 may be connected to the panels 1604 and 1606. The engagement member 1602 may include a protruding feature 1603 for connecting the engagement member to a panel, such as a panel connection feature. The panel may comprise an internal structure, such as a honeycomb structure, a bone structure, sandwiched between two sheets. The panel may include a connection feature (e.g., a panel skin, flange, or other suitable structure) for connecting to the panel connection feature 1603 on the joint. For example, the panel may be externally engaged with the panel connection feature to connect to the joint. Fasteners 1608 (e.g., screws, bolts, nuts, or rivets) may be utilized to connect the joint with the panel. The fasteners may or may not be drilled all the way through the panel. Alternatively or additionally, other attachment techniques (e.g., adhesives) may be used to attach the joint to the panel. In fig. 16B, the joint 1612 may include a panel connection feature 1613. The panel 1614 may be inserted into the panel mounting flange. Fasteners 1618 (e.g., screws, bolts, nuts, or rivets) may be utilized to connect the joint with the panel. Alternatively or additionally, other attachment techniques (e.g., adhesives) may be used to attach the joint to the panel. The connections illustrated in fig. 16A-16B may require less processing on the sandwiched panel while providing stronger connections between the panel and the nodes. During assembly, the fasteners (e.g., rivets) may or may not deform the honeycomb foil. The cells may be pre-drilled during the cell routing to minimize cell deformation during the fastening process.

Any portion of the vehicle body component (e.g., tube, connector, joint, node, panel, subassembly, and/or chassis module) may be fabricated using any material, such as metal, carbon fiber, or a combination thereof. Carbon fibers may reduce the weight of the overall structure, while metals may provide better ductility characteristics to accommodate the manufacture of various shapes. Metal can also deform during an automobile collision to absorb energy, thereby protecting occupants in the automobile. The arrangement of carbon fibers to metal pieces throughout the vehicle may be selected to provide desired characteristics to desired portions of the vehicle.

In one example, one or more of the tubes may be carbon fiber tubes. The carbon fiber tube may be lightweight. In other examples, one or more of the tubes may be metal tubes, such as tubes formed of aluminum, titanium, or stainless steel, brass, copper, chrome steel, or iron, or any combination or alloy thereof. The tube can also be made with a honeycomb structure.

Various structures may be designed to extrude from the nodes. For example, the beams/tubes may be printed or attached to the inside or outside of the node. The extruded beam/tube may be flexible in design, material, and/or shape to provide flexibility in shape with fewer nodes. Prior to assembly, the extruded beam/or tube may be bent to enable more complex shapes. The extruded beam/tube from the node may be used to construct a cross car beam and/or a cage structure (e.g., a-pillar, B-pillar, and/or C-pillar) for a glass enclosure. Printing techniques may enable features such as nodes to be printed on structural features. For example, a cross car beam may have printed nodes or other features that are easily attached thereto.

The 3D printing methods described herein may allow for the inclusion of fine structure features that may not be possible or costly with other fabrication methods. For example, centering features may be printed on the protruding areas of the engagement members. The centering features may be raised bumps on the joint projections or other shapes in a regular or irregular pattern. The centering feature may center the joint protrusion inside the connecting tube when the joint is assembled with the tube. If adhesive is disposed between the joint protrusion and the centering tube, the centering features may form a fluid passage to spread the adhesive at a desired thickness or location. In another example, the joint may be printed on the joint. The joint may provide a vacuum or injection port to introduce adhesive into the space between the joint protrusion and the connecting tube. In some cases, as described in detail elsewhere herein, the centering features may promote even distribution of the adhesive in the space between the joint protrusion and the connecting tube.

The centering feature may comprise a raised print pattern designed to fit over the joint protrusion inside the connecting tube. The centering features may be printed on the joint protrusion when the protrusion is initially formed, or they may be printed on the joint protrusion at some time after the joint is designed. The centering feature may be raised from an outer surface of the protrusion of the receiving port (tube engaging region). The height of the raised centering features can be at least 0.001", 0.005", 0.006",0.007", 0.008", 0.009", 0.010", 0.020", 0.030", 0.040", or 0.050". As shown in fig. 9 a-9 d, the centering features may preferably be printed on the area of the protrusion configured to fit inside the connecting tube. In alternative embodiments, in addition to or instead of printing the centering feature on the tube engagement region, the centering feature may be printed on a lip region on the engagement configured to fit on the outer diameter of the connecting tube. The centering feature may be printed on either or both of a protrusion configured to fit inside the connecting tube and a lip region on the joint configured to fit on the outer diameter of the connecting tube.

Figures 9 a-9 d show detail views of four possible embodiments of the centering feature of the engagement member. FIG. 9a shows a small nodule centering feature 901 which includes a pattern of raised points on the tube engaging region of the engaging member projections. The tube engaging region of the engaging piece protrusion may be a portion of the engaging piece protrusion configured to contact a surface of the tube. The tube engaging region may be configured to be inserted into a tube. The dots may be arranged in one or more rows or columns, or in staggered rows and/or columns. The raised points may have a diameter of at least 0.001", 0.005", 0.006",0.007", 0.008", 0.009", 0.010", 0.020", 0.030", 0.040", or 0.050".

Figure 9b shows a helical path centering feature 902 that includes a continuous raised line that wraps around the entire length of the tube engagement region of the engagement tab. The continuous elevation line may be wrapped around the tube joint protrusion, either a single time or multiple times. Alternative designs may include centering features with raised helical centering features that do not wrap around the full diameter of the tube engagement region. In alternative embodiments, the spiral centering feature may wrap 10 °, 20 °, 30 °, 40 °, 50 °, 60 °, 70 °, 80 °, 90 °, 100 °, 110 °, 120 °, 130 °, 140 °, 150 °, 180 °, 190 °, 200 °, 210 °, 220 °, 230 °, 240 °, 250 °, 260 °, 270 °, 280 °, 290 °, 300 °, 310 °, 320 °, 330 °, 340 °, 350 °, or completely 360 ° around the periphery of the engagement region. The centering feature may also include a plurality of raised lines wound around the full length of the tube without crossing in a manner similar to a multi-start thread.

Figure 9c shows a labyrinth centering feature 903 which includes an elevated dotted line circumscribing the tube engaging region of the engagement at a 90 degree angle to the length direction of the engagement protrusion. Adjacent dashed lines in the labyrinth centering features are organized in a staggered pattern. Multiple rows of dashed lines may be provided. The dashed lines may be substantially parallel to each other. Alternatively, different angles may be provided.

FIG. 9d shows an interrupted helix centering feature 904, this feature comprising a raised dashed line circumscribing the tube engagement region of the joint at a 45 degree angle to the length direction of the tube engagement region. In another example, the centering feature can have a raised line circumscribing the engagement region at an angle of 1 °,5 °, 10 °,15 °, 20 °, 30 °, 45 °, 60 °, 75 °, 90 °, 105 °, 120 °, 135 °, 150 °, 165 °, or 180 °. The dashed lines in the centering features shown in fig. 9c and 9d may have a length of at least 0.005", 0.006",0.007", 0.008", 0.009", 0.010", 0.020", 0.030", 0.040", 0.050", or 0.100 ".

Other patterns than those depicted in fig. 9 a-9 d may be used. Alternative patterns may include dashed lines at irregular angles or spacing, a combination of lines and dots, or a set of solid lines surrounding the joint region with uniform or non-uniform spacing between the lines. In some cases, the pattern of centering features may be designed such that, without intersecting one or more centering features, a direct straight line may not be drawn from the distal end to the proximal end of the inner protrusion. This may force the adhesive to take a more circuitous path and promote spreading of the adhesive, as described elsewhere herein. Alternatively, a straight line may be provided from the distal end to the proximal end of the inner protrusion without intersecting one or more centering features.

The centering features may be printed on the joint protrusion at different densities. For example, the joint protrusion may be printed such that 90% of the protrusion is covered by the raised centering feature. In the case where the centering features cover 90%, the features may be spaced very close together. Alternatively, the centering feature may cover at least 5%, 10%,15%, 20%, 25%, 30%, 40%, 45%, 50%, 55%, 60%, 65%, 70%, 75%, 80%, 85%, 90%, or 95% of the protrusion. The centering features may cover less than any percentage described herein. The centering features may fall within a range between any two percentage values described herein. The density of centering features printed on the joint may be selected to provide structural features determined by the chassis model.

The centering feature may be raised such that the joint/tube assembly includes a space between an inner surface of the connecting tube and a surface of the joint protrusion designed to enter into the connecting tube. The tolerances between the inner tube diameters and between the projections may be such that the engagement member forms a force-fit connection with the tube. In the case of a force-fit connection, the centering feature may or may not deform when the tube is inserted into the joint. The centering feature may center the joint protrusion inside the connection tube such that a distance between an inner surface of the connection tube and a surface of the joint protrusion may have a uniform radial thickness. Alternatively, the centering features may promote a non-uniform distribution of the space between the joint protrusion and the connecting tube.

Different centering features may be printed on different engagements in the same chassis structure. Different centering features may be printed on different engagement member projections on the same engagement member. The centering features printed on the joint protrusions may be selected such that the joint supports a stress profile determined by finite element analysis performed on the chassis structure. An example of a method for determining a centering feature printed on a joint is shown in fig. 10. In this method, the first step 1001 is to determine the load or stress on the joint protrusion. The stresses may be calculated using finite element analysis using a linear or nonlinear stress model. The stresses on the joint may be calculated while the chassis is stationary or while the chassis is moving along a common path (e.g., along a straight line, curved track, flat terrain, or hilly terrain). The calculated stress on the joint may be shear, tensile, compressive, torsional stress, or a combination of stress types. The next step in the method shown in fig. 10 is to select a centering feature 1002 that will provide the best structural support for the determined stress or load profile. Selecting a centering feature may involve selecting any combination of patterns, sizes, and densities of possible centering features. The final step in the process may be to print a centering feature on the joint.

For example, a joint that is expected to experience high magnitude tensile forces may be printed with small nodule centering features so that the adhesive contact area between the joint and the tube is maximized. In another example, a joint that is expected to experience torsional stress in a clockwise direction may be printed with a helical centering feature in the clockwise direction to provide resistance to the torsional force.

The size and density of the centering features may also be selected such that the joint supports a stress profile determined by calculations and/or empirical analysis performed on the undercarriage structure. The height of the centering feature may represent the volume of the annulus formed between the surface of the joint protrusion and the inner diameter of the connecting tube. The annular volume may be filled with an adhesive when the joint is assembled with the tube. The centering feature height may be selected such that the volume of adhesive is optimized to support a desired stress or load on the joint. The density of the centering features may also vary the volume of the annular region. For example, a joint with a high density of centering features may have less volume in the annular region than a joint with a sparse density of centering features. The centering feature density may be selected such that the volume of the adhesive is optimized to support a desired stress or load on the joint.

The joint for connection of the vacuum or syringe can be printed directly on the joint. The joint may be printed on the joint at the moment the joint is printed, so that the joint and the joint may be cut out from the same base material. Alternatively, the joint may be printed separately and added to the joint after printing. The joint may have a fine internal passage, which may not be possible by manufacturing methods other than 3D printing. In some cases, fluid may be communicated to an annular space between a tube receiving area of the projection and an inner diameter of a tube attached to the projection in fluid communication with the fitting through the fitting and/or the internal passageway. The fluid may be an adhesive. The adhesive can be sucked or pushed into the annular region by the printing nipple. The tabs may be positioned on opposite sides of the joint to evenly distribute the adhesive. Two or more joints may be attached to the joint symmetrically or asymmetrically. For example, they may be circumferentially disposed opposite one another on the receiving port of the engagement member. They may be provided at or near the proximal end of the receiving port for the engagement member. Alternatively, they may be provided at or near the distal end of the receiving port of the engagement member, or any combination thereof. The engagement member may have at least about 1, 2, 3, 4, 5, 10, 15 or 20 tabs on each projection.

The joint may be positioned away from, proximate to, or coaxial with an internal engagement feature, such as a fluid passage inside the wall of the inner joint protrusion, which may provide a uniform adhesive coating. Fig. 11 shows a cross-section of an example of a joint 1101 with an internal fluid passage 1102 connecting to the inside of the wall of the joint protrusion. The internal passage may be printed in a side wall of the joint. The internal passageway may have an outlet 1103 into the annular region. The internal passage may introduce a fluid (e.g., an adhesive) into the annular region. The internal passageway may have a circular cross-section, a square cross-section, an elliptical cross-section, or a cross-section of irregular shape. The diameter of the internal passageway may be at least 1/100", 1/64", 1/50", 1/32", 1/16", 1/8", 1/4", or 1/2". If the internal fluid passageway has a non-circular cross-section, the listed diameters may correspond to relevant base length measurements of the cross-section. The fluid passage may extend along the entire length or any portion of the length of the joint protrusion.

The fitting may be shaped and configured to connect with a vacuum and/or pressure injection device. Printing the joint directly on the joint may reduce the need for the apparatus to inject adhesive into the annular region. After the adhesive is introduced, the joint may be removed from the joint by cutting or melting the joint from the joint.

The integrated structural features may be printed directly on or within the joint. The integrated structural features may include fluid conduits, electrical wires, electrical buses, panel mounts, suspension mounts, or locating features. The integrated structural features may simplify the chassis design and reduce the time, labor, parts, and cost required to construct the chassis structure. The location of the integrated structural features on each joint may be determined by the chassis model, and software may communicate with a 3D printer to fabricate each joint with the necessary integrated structural features for the selected chassis design.

The joints may be printed such that they include mounting features for the shear or body panels of the vehicle. The mounting features on the joint may allow the panel to be directly connected to the vehicle chassis frame. The mounting features on the engaging member may be designed to mate with complementary mating features on the panel. For example, the mounting feature on the joint may be a flange with holes for hardware (e.g., screws, bolts, nuts, or rivets), a snap-fit, or a flange designed for welding or adhesive application. Fig. 12a-12c illustrate interface features designed for integration with other system boards on a structure, such as a vehicle. The joint may be designed to be integral with the shear panel or body panel of the structure.

Fig. 12a shows a joint with a flange 1201. The flange 1201 may be used to connect to a shear panel or body panel (not shown). In the case of a vehicle chassis constructed with an interface member, the interface member may be integrated with the suspension system. The suspension system may include hydraulic, air, rubber or spring-loaded shock absorbers. The suspension system may be connected to the engagement member by attachment to the flange 1201. The flange may be printed such that it includes at least one hole 1202 for mating with connecting hardware (e.g., screws, nails, rivets).

The joints may be printed such that they include integrated vias for electrical connection. The electrical connection integrated in the joint may be electrically insulating. The electrical connection integrated in the joint may be grounded. The electrical connections integrated into the joint may communicate with wiring passing through the tube connected to the joint. Wires may be used to provide power to systems on the vehicle and/or to provide power to a battery to start or run the vehicle's engine. Systems on vehicles using power from the integrated joint may include navigation, audio, video displays, powered windows, or powered seat adjustments. Power distribution within the vehicle may be performed solely through the pipe/joint network. Fig. 12b shows an embodiment of a possible joint for passing the electric wire through the structure. The joint shown in fig. 12b has an entry area 1203 which may be used for inserting electrical connectors or wires. The electrical wires may be inserted into the entry region and travel from the joint to the tube for transport through the chassis. One or more systems that may be powered with wires may be connected to the wires through the access area. The electrical connection integrated into the junction piece may provide a plug-in that allows a user to plug into one or more devices to obtain power for the devices. In some cases, one or more electrical contacts may be printed on the joining member before, after, or during 3D printing of the joining member.

The joints may be printed such that they include integrated heating and cooling fluid systems to provide heat and air conditioning in the vehicle chassis. Other applications may include cooling and/or heating various components of the vehicle. Integration of a fluid (e.g., gas or liquid) system into the junction/tube configuration may partially or completely eliminate the need for conventional air conduits and pipes from vehicle designs. The joint may route hot or cold fluid from a generating source (e.g., an electric heating element, a block heat exchanger, a refrigerator, an air conditioning unit, or a boiler) to a location in the undercarriage where a passenger or vehicle operator may desire to heat or cool the interior. The junction may include integrated components for drawing hot or cold fluid from a source, dispensing the hot or cold fluid, and discharging the hot or cold fluid at a location remote from the source. The joints and tubes in the assembly may be thermally insulated using fiberglass, foam insulation, cellulose, or glass wool. The joint and the tube assembly may be fluid tight. In case the junction comprises an integrated fluidic system, an embodiment of the junction as shown in fig. 12b may be used. An inlet 1203 such as the one shown in the figures may be used to convey fluid for heating or cooling throughout the structure by piping the fluid through the connecting tubes between the various joints.

A cross-sectional view of a joint that may be used to travel fluid or electricity is shown in fig. 12 c. In the example shown in fig. 12c, two joiner tabs are joined together by an internal passage 1204. In one embodiment, the junction in fig. 12c may route fluid or wire from an inlet at 1205 to an outlet at 1206. The passageways for the fluid and electricity to travel may be the same passageway or they may be separate. The internal joint routing may keep two or more fluids separate within the joint while still providing a desired routing between the tubes or from tube to joint installation connections or features.

The joints may be printed such that they include integrated locating or identifying features. The features may enable automatic identification or manipulation of the joint during assembly and handling. Examples of locating features may include cylindrical bosses (e.g., bosses with flat and radial grooves), extruded C-shapes with caps, bayonet or counter-bayonet fitting to asymmetric pin patterns, hook features, or other features with geometries that may uniquely define feature orientation and location upon inspection. These locating features may be attached to or clamped by a robotic clamp or work holding tool. Once the clamping movement is initiated, partially completed or completed, the interface of the joint may be fully defined. The locating feature may enable repeated and optionally automatic positioning of the joint before and during assembly of the space frame. The defined geometry of the features may also enable the automated system to coordinate the movement of multiple joints along a defined path in space during insertion of a tube into the joint. During assembly, at least two tubes may be inserted in parallel into a plurality of joints without creating geometric constraints. The integrated locating features may also include integrated identification features. For example, the identifying feature may be a one-dimensional barcode, a two-dimensional QR code, a three-dimensional geometric pattern, or a combination of these elements. The identification feature may encode information about the joint to which it is attached. This joint information may include: the geometry of the joint, including the orientation of the tube inlet relative to the identification/location feature; the material of the joint; adhesive injection and positioning of the vacuum port relative to the identification/positioning feature; the adhesive required for the joint; and joint tube diameter. The combined identification/positioning feature may enable automatic positioning of the joint for assembly without providing external information to the automatic assembly unit.

As previously described, the joint may be manufactured to include one or more security features. In some embodiments, such safety features may be used in a collision situation of a vehicle. Safety features may be used to reduce or prevent injury to occupants of the vehicle or passers-by. The safety features may be used to alert the user to vehicle conditions that may affect vehicle safety.

The joint may be provided with one or more structural features, which may improve the safety of the vehicle. In some instances, the structural features may absorb energy from an impact while also providing desired performance characteristics.

Fig. 13 provides an example of structural features that may be provided to the joint. In one example, the honeycomb structure may be integrated into one or more joints. The honeycomb structure may be 3D printed. The 3D printing may advantageously allow the honeycomb structure to be integrally printed on the joint. In some cases, the honeycomb structure may be printed on the inside of the joint. Any description of a honeycomb structure may be applied to any structure of cavities or cells that may have any shape (regular or irregular). For example, the cavities or cells may be geometric (e.g., hexagonal honeycomb) or may have a different or organic shape, such as a structure similar to an animal's bone. In some cases, the honeycomb structure may be an integral structure of the joint itself, such as a wall of the joint. Alternatively, the honeycomb structure may be disposed within an interior cavity or hollow region of the joint. The honeycomb structure may optionally be printed on an outer surface or area of the joint. The honeycomb structure may be disposed in a space between two or more joints. The honeycomb structure may assist in connecting the chassis structural members. For example, a honeycomb structure may be disposed between and may optionally connect two or more joints. The honeycomb structure may also optionally be connected to one or more connecting tubes. The honeycomb shape may increase the strength of the joint and/or the overall chassis, and may allow for the absorption of energy from the chassis itself.

In some embodiments, the panel may cover the honeycomb structure. For example, the panels may be carbon-based (e.g., carbon fiber) panels that may provide stiffness and rigidity to the structure. Alternatively, the panels may be formed of a metal (such as aluminum, steel, iron, nickel, titanium, copper, brass, silver, or any combination or alloy thereof). A honeycomb structure may be sandwiched between the panels. In some embodiments, a panel may be disposed between two or more engagement members. The panels may connect two or more joints with the internal honeycomb structure.

The panels may be used in various portions of a vehicle, such as a lower portion of the vehicle (e.g., a floor, walls, and/or rocker). The panels may be made of carbon-based materials (e.g., carbon fiber) or metallic materials (e.g., aluminum, titanium, or stainless steel, brass, copper, chrome steel, or iron). The panels may also be connected to the tubes directly or via nodes/joints as described herein. Alternatively or additionally, the honeycomb structure may be sandwiched between panels. The honeycomb structure may be applied to all panels of a vehicle. Alternatively, the vehicle may have a combination of a honeycomb structure and a pipe connection structure. In some cases, various techniques may be utilized to connect nodes and/or pipes to nodes or pipes. For example, the nodes and/or tubes may be printed directly onto the honeycomb. The nodes and/or tubes may be attached to the honeycomb structure with adhesives and/or fasteners.

The panels may be connected to each other using a node configuration (e.g., a protruding panel connection feature). The nodes may be glued to the panel, printed on the panel or bolted to the panel. Alternatively, the nodes may be included in the panel, for example, by printing techniques. In some cases, a hybrid approach may be utilized to attach multiple nodes to a panel, such as bonding one or more nodes to a portion of the panel, bolting one or more other nodes to another portion of the panel. The panel may also have certain node structures formed during 3D printing. The method of connecting the nodes to the panels may be selected based on the function, material, shape, and/or replaceability of certain nodes and/or panels. In some cases, certain portions of the panel may be scraped away to expose the underlying honeycomb structure, and certain structures (e.g., nodes or tubes) may be further attached (e.g., 3D printed) to the exposed honeycomb structure. For example, the nodes may be printed directly into or onto the exposed honeycomb. For example, these additional printed nodes may provide flexibility to the panel from the perspective of extending shape, functionality, structure, and/or other features. In some cases, the panel and joint may be assembled using an adhesive/glue or bolt arrangement so that assembly may continue until the glue has completely dried.

The honeycomb structure may be provided for any other component of a vehicle. For example, the honeycomb structure may be integrated into one or more connecting tubes. The honeycomb structure may be built into the connecting tube wall itself or within the inner space of the connecting tube. The honeycomb structure may be printed on the outer surface of the connecting tube. Similarly, the honeycomb structure may be provided for use in a vehicle body panel. The vehicle body panel may be stamped, 3D printed, molded or formed in any other manner. The honeycomb structure may be integrated with the vehicle body panel and may form the actual shape of the body panel. Alternatively, the honeycomb structure may be printed on the outside of the body panel.

The honeycomb structure itself may allow for some internal deformation that may absorb energy from an impact. The internal deformation may be temporary (e.g., the honeycomb structure may deform during an impact and then return to its original form), or may be permanent (e.g., may twist and not return to its original form). Honeycombs are examples of built-in structural features (e.g., crush features) to nodes that can absorb impact energy while providing desired performance characteristics.

In some cases, honeycomb or other suitable internal structures may be used in conjunction with the metal panels. For example, the honeycomb structure may be sandwiched between metal panels. The metal panel provides better elongation characteristics than a carbon-based panel, so that the metal panel may be more resistant to puncture-type damage. The combination of honeycomb and metal panels may work individually and/or collectively during deformation to absorb more energy, thereby providing better safety and other performance characteristics. Alternatively, certain panels of the vehicle that require better safety features may use metal panels, while panels in other locations of the vehicle may use carbon-based panels to reduce the overall weight of the vehicle.

Fig. 14 illustrates how various extruded structures may be configured to be added to various vehicle components such as joints, tubes, or panels. The crush feature may be provided in addition to various vehicle chassis components such as joints or tubes. The crush structure may be supported by a vehicle chassis. The extruded structure may be integrally built into the component or may be attached (e.g., bolted or glued) to a mass produced component. In some cases, one or more components (such as a joint) may have an expansion plate that may be configured to attach to an extruded structure (e.g., a honeycomb structure). Alternatively, the expansion board may be integrally formed with the component (e.g., the joint), and/or may be 3D printed on the component. The expansion plate may have features that may allow for easy attachment with the extruded structure.

In some cases, the extruded structure may be added in substantially the same manner as the carbon fiber tube may be cut to shape as a common component that is manufactured in bulk. The use of attachment means may allow for greater disposability in sensitive areas. The pressing portions may be engaged by an extension plate attached to the engaging member. Alternatively, the joints may be formed (e.g., printed) such that a large contact area (e.g., printed on them) may be available to receive extruded structures (e.g., honeycomb structures) without requiring complex attachments.

In one possible configuration, an extruded portion of energy-absorbing material may be provided. A light to heavy gauge extruded (or printed) material (e.g., aluminum) portion may be cut to a desired size. Any type of cutting mechanism may be used, such as a cutting saw or a water jet. The cut may be performed to make room for the part openings and airflow. The cutting may allow the extruded portion to form a desired three-dimensional shape. These portions may have a regular or irregular contour.

In some embodiments, the space frame may be attached to an expansion plate on the extruded (or printed) portion. For example, the space frame may be bolted and bonded to an aluminum expansion plate. The expansion plate may be pre-attached to the extrusion before or after installation into the vehicle. Alternatively, one or more connecting (e.g., carbon fiber) tube regions may be provided in an extrusion that may be trimmed to receive a joint from the primary vehicle structure. In some cases, the extruded structure may be trimmed to accommodate various features of the vehicle. For example, holes for heat sinks may be cut. The extruded structure may be shaped to allow a desired path for component or fluid flow (e.g., airflow). Furthermore, the extrusions with through holes may take advantage of their porous nature to allow airflow to a heat sink or other cooling or breathing system.

One or more expansion plates may have joints for receiving connecting tubes.

The extruded portion (e.g., honeycomb) may be shaped in a three-dimensional shape to fit a desired portion of a vehicle (e.g., a front end of a vehicle). This may provide a modular way to achieve the crush feature that may cooperate with a joint or other portion of the vehicle chassis. In some embodiments, extruded structures may be constructed using lightweight honeycomb panels (e.g., aluminum honeycomb panels).

FIG. 15 provides an example of an internal geometry that may be provided for one or more components of a vehicle. Various three-dimensional geometric configurations formed (e.g., printed) within a vehicle component, such as a joint, a connecting tube, a panel, or a space enclosed by a vehicle chassis, may increase the strength of the component. For example, printing three-dimensional geometries within a node may increase strength and allow for a reduction in wall thickness. Similarly, printing a three-dimensional geometric configuration within a tube may increase strength and allow for a reduction in wall thickness. The geometry within the component may compensate for the thin walls of the component and prevent puncture or damage to the component while still maintaining the hollow configuration. For example, the engagement member may be prevented from puncturing or damaging while maintaining a hollow configuration.

In some embodiments, the internal structure within the joint or other component may be formed with a geometry similar to human bone. For example, the joint may have a printed core geometry similar to human bone. The internal structure need not be regular and can be designed individually based on desired component characteristics. For example, the first engagement member may have a different internal structure than the second engagement member. In some cases, the internal structure may have an organic construction and need not have a regular pattern. This may increase the hoop strength of the joint without adding material, as the material used to form this geometry may be taken from the wall thickness. The three-dimensional structure may be built into the joint wall itself, may be provided within the interior cavity of the joint, or may be provided on the outer surface of the joint.

In addition to printing internal structures (such as honeycomb or bone-like features) within the joint, structures (e.g., honeycomb, bone-like or other three-dimensional features) may extend into the connecting tube. During assembly, the tube may slide over the structure extending into the tube. It can also have a structure (e.g., honeycomb, bone, or other three-dimensional features) separate from the joint. These structures may also be arranged within the connecting tube but not part of the joint. The mass can be minimized or reduced, adding reinforcement only at the most needed portions. For example, the curved center of the tube may benefit from the presence of the structure.

Structures (e.g., honeycombs, bones, or other three-dimensional features) may be added to the exterior of the connecting tube (e.g., when the tube is slid into place during assembly). The structure may be advantageous at the base in the vicinity of the joint, where there is a risk of sheet rupture. The external reinforcement may be integral with the joint or may be a separate piece from the joint. In some cases, similar to the internal stiffeners, external stiffeners may be provided where most needed. As previously described, the structures may have any shape. The structure has a three-dimensional shape. They may be porous, bone-like, or may comprise a regular structure with hollow regions resembling honeycombs. If the structure is more important than the mass, the reinforcement may have a solid area. The structure may provide additional strength and/or rigidity. The structure may or may not be designed to absorb energy from impacts and/or crumples.

One or more components of the vehicle (e.g., joint, tube, panel) may have a crumpled region configured to absorb impact energy by deforming. In some embodiments, each joint, tube or panel may have a crumpled/squeezed region.

Any component of the vehicle chassis may be formed with controlled dimensions, such as thickness. For example, the joint or connecting tube may be formed with a controlled wall thickness. The wall thickness may be determined during the design phase of the fabrication process. Various wall thicknesses may be provided depending on how the vehicle chassis and/or component is intended to be deformed. Such deformation may occur during a collision or during normal use of the vehicle. The deformation path and/or the energy absorbed by the component may be controlled by controlling the portion geometry along the component (e.g., print engagement). The components of the vehicle may be formed to direct energy along a desired path within the vehicle chassis in the event of a collision.

In some cases, the method of failure of various components of the chassis in the event of a collision may be controlled. For example, the method of failure for each joint and/or connecting tube of the chassis may be controlled. The geometry and/or curvature of the points may be varied to control how the components (e.g., joints, tubes) may deform during a collision. The desired breaking point may be designed with thinner walls than the other parts. In other examples, the desired breaking point may be formed from a weaker or more brittle material than the other portions.

The joint (or any other component) may have features designed to locate and/or receive a neighboring component such that when a vehicle twist occurs (e.g., due to an impact or other event), the neighboring component may transfer the load into the node, and thus into a structural feature (e.g., a cage structure). Any description herein of the joint features may be applicable to any other component of the vehicle, such as a connection tube or body panel.

The joint may include a valley (e.g., a crack) designed into the joint. The valleys may be designed to catch an edge of the body panel or a branch of the body panel to help share the load with the body panel. The valleys may be proximate to the respective panel and may be designed to receive the panel once vehicle distortion (e.g., a deformation event such as a collision) begins. Alternatively, the valleys may allow panels to be intentionally inserted therein during assembly. The insert panel may be attached to the valley with an adhesive. Thus, a portion of the joint may be used to support other portions of the vehicle.

This configuration may advantageously allow for clearance between the various components and may not require additional connection mechanisms (e.g., bolts). This may result in reduced manufacturing time, complexity, and/or vehicle mass. Such a configuration may allow the components of the vehicle to support each other during normal use or during impact upon deformation even in the absence of fasteners or even contact with the assembly site.

The vehicle may be provided with adhesive application features. The adhesive application features may be similar to the internal guide features previously described (e.g., those used in pipe attachment points). The application feature may allow an operator to apply a vacuum to the junction of the valley surfaces while adding adhesive to the interface area of the cavity. Similar to the node and/or connection mechanism, a simple rubber gasket may be used to ensure sealing when a vacuum is applied. This may also allow conventional single stampings to be glued into slots printed in the nodes. The slot may serve as an interface between a region of the vehicle configured with the joint and a region configured with the unitary construction. If plane-based load sharing is desired, stampings or body panels may be utilized in order to strengthen the nodes at locations where these features are utilized. Further, the body panel or other sheet-like structure may be printed rather than stamped.

In some cases, the joint may have a guide feature, which may allow another portion of the vehicle chassis to pass through it or along/adjacent to it. For example, the guide feature may be a hole, which may allow another portion to pass through it without being rigidly fixed to the joint end point (although it may be glued so that it remains in place during a non-crash event). In some cases, the joint may receive a reaction force from the connecting tube during a deformation event, and may deform it in a controlled manner (e.g., along a control line) rather than deforming or moving to an undesired location, direction, or arbitrary position. For example, the mid-frame rail joint has a guide feature (e.g., feedthrough feature) that may cause it to deform rearward upon a frontal impact, rather than displacing toward the driver's foot. The guide features may provide controlled deformation and/or guidance of various components (e.g., tubes, panels, joints) so that a portion of the energy may be absorbed upon impact without the components advancing in a manner that could potentially injure an occupant. The moving component may be directed away from one or more occupants or sensitive components (e.g., fuel tank or wiring) during deformation. The guide features may optionally be structurally reinforced to provide desired guide results.

In some embodiments, the connecting tube may have various cross-sectional geometries. Using tubes with circular cross-sections may not pack well within the available floor plane of the vehicle in some areas. For example, in the area near the pillar on the inside of the vehicle, during a head impact event, it may be difficult to obtain sufficient plastic deformation on the head and pillar cover, without the tube becoming so large as to possibly obstruct the view through the window. In some cases, a connecting tube having a selected cross-sectional shape may be used. For example, a cross-sectional shape similar to an airfoil may be used. The flat tubes can be mass produced or constructed as desired. The vehicle may use conventional flat tubes or finned tubes when desired. The tube may have any other cross-sectional shape. The cross-sectional shape may be designed to suit the space in which the tube is to be used. Examples of cross-sectional shapes may include, but are not limited to, a circular cross-section, an oval cross-section, an elliptical cross-section, a triangular cross-section, a quadrilateral cross-section, a pentagonal cross-section, a hexagonal cross-section, an octagonal cross-section, a star-shaped cross-section, a crescent-shaped cross-section, a teardrop-shaped cross-section, an airfoil-shaped cross-section, or any other shape. There may be an oval O-ring to achieve an adhesive seal at the node. The tube may allow the designer to have a low profile structure in selected areas (e.g., posts, scroll bars). The tube is also aerodynamically useful when used outside the body. The tube size and/or shape may be variable and selected to suit various components of the vehicle. The joint may have correspondingly shaped prongs for connecting to a corresponding tube.

The tube may be straight, may be curved, or may have a curved configuration. For example, a curved member may be used when a standard tube is not packaged in a manner that allows for compliance with safety requirements. This can be achieved by means of a curved connecting tube. This may also be accomplished with extruded material (e.g., aluminum or other metal) tubes, which may bend so that they are able to transfer loads and/or energy along more complex paths. In addition to cross-sectional size and shape, longitudinal geometry and/or shape may be considered in the tube design.

Any of the features described herein may be printed with the remainder of the joint or in addition to the joint. For example, the entire joint including the various features described herein (e.g., centering features, joints, vias, etc.) may be printed and formed in a single step as a single integrated material. Alternatively, the specific features may be printed on a pre-existing engagement member. For example, the centering feature may be printed on an existing receiving port.

The vehicle chassis may be formed of a joint and a connecting tube. In some cases, the space frame may form a complex three-dimensional cage. In some cases, the micro three-dimensional matrix may be formed with smaller joints and/or tubes. Various joint and/or tube sizes may be provided throughout the vehicle chassis for various purposes. For example, in the area where the a-pillar intersects the vehicle floor, it may be difficult to achieve appropriate load sharing between simple structures. This may lead to collapse of the foot well area during a frontal impact. These regions can be provided with a micro-matrix structure so that a three-dimensional cage can be manufactured with smaller joints and network of pipes, which can approach the transition that is usually achieved only by stamping. This micro-matrix structure may be lighter in weight than the stamping structure, which may leave the entire interface outside the printing component. The micro-matrix may have other advantages over integrated sheet metal parts. Additional flexibility in design and assembly may be achieved. This microarray enables to replace a part of the stamping in a conventional monoblock vehicle by switching to a joint-based system. Microarrays may fit a wider variety of shapes or volumes than larger matrices.

As previously explained, the vehicle chassis may have a complex structural shape. In some locations, it may be difficult to assemble the vehicle body, which requires the tube to couple different joints from multiple angles. It may be difficult to insert the tubes simultaneously, or the geometry may make it difficult to insert various components (such as the final rod). It may be advantageous to have one or more connecting (e.g., latching or adhesive) members. The joint may comprise a cross member that may be latched in a pin configuration. The joints may be attached (e.g., bolted, adhered) to one another in a manner that may share a large surface area for better load sharing, and may provide reactive forces along multiple dimensions. Although bolted connections are described, the joints may be connected to each other in any other manner. This may allow the coupling joint to potentially act as a single super joint when deformed. In some cases, certain components may be pre-connected to the joint before the joints are attached to each other.

One or more components of the vehicle chassis may have cords or other mechanisms that may help limit movement of the various portions during a collision. For example, a rope made of a high strength material (e.g., aramid) may be integrated into the joint to control movement of the broken joint and/or chassis member in the event of a collision. The cords may limit the protrusion of the chassis members to the surrounding area. The ropes may be disposed within the engaging members and/or provide a rope network within the engaging members. The rope may or may not connect the engaging member to other components. In some cases, the tether may extend through multiple components of the vehicle chassis or through the entire vehicle chassis. The rope may prevent the components connected to the rope from flying away in a collision situation. The cord may prevent other components from passing through the cord. For example, if the member moves, the cord may capture the member and prevent it from moving past the cord.

Alternatively, a path disturbance feature may be provided in the node, which may dissipate energy from the impact through the generation of heat. The path interface feature may be print controlled. This feature may be printed on the joint, thereby increasing the surface area for possible interference and more energy dissipation. The features may be provided on the inner and/or outer surfaces of the engagement member. In some embodiments, features may include components that may overlap. For example, an inner component and an outer component may be provided, wherein the inner component may be capable of being within a portion of the outer component. For example, the inner engagement member may be disposed within the outer engagement member, or a portion of a first engagement member (e.g., a first prong) may be disposed within a portion of a second engagement member (e.g., a second prong). In the event of a crash, the inner part can be pressed into the outer part. In some cases, a damping effect may be provided due to this pressing motion. May have interference features that may absorb a portion of the moving energy and convert it into heat. In some cases, the interference features may include direct contact, and the friction fit may cause the components to bunch up and generate heat. In some cases, once deformed, it is irreversible.

In some embodiments, the joint may be a smart joint that may be equipped with one or more sensors. The sensor may be internal to the joint and/or external to the joint. The sensor may be embedded in the structure of the engagement member, on the inner surface of the engagement member, or on the outer surface of the engagement member. The sensor may be printed on or in the joint. In some cases, the sensor may be attached to the joint. The engagement member may optionally have one or more printing features that may provide an attachment area for the sensor. The attachment regions may have geometries or other characteristics that may be specific to the respective sensors. Other components of the vehicle, such as the connecting tubes, may optionally have sensors. Similarly, such sensors may be printed or otherwise formed integrally with the component, or may be attached to the component. The integrated joint sensor may detect movement of the local component to help prevent catastrophic failure and/or notify the user if a failure occurs (or if a failure condition is imminent). The sensor may detect structural failure and/or fluid leakage. The sensor may detect temperature. The sensor may help prevent a combustion event. The sensor may be configured to collect and/or transmit information about the component history (e.g., any collisions it experiences, etc.) to a local or remote controller for storage and processing.

In some embodiments, the sensor may be integrated into the joint via a 3D printing process. The sensor may detect a significant failure of the joint or the pipe. This may trigger certain actions of the vehicle. This may result in, for example, triggering of airbags, active safety systems, fire extinguishment, and/or providing an alarm. The alert may indicate the severity and/or type of the fault to the driver. If the likelihood of a dangerous fault is high, the driver may be prevented from driving the vehicle further. The integrated sensor may determine whether a junction or other component of the vehicle is suitable for service after a collision. If they are suitable for service, the vehicle may be allowed to continue operating. If they are to some extent suitable for service, the vehicle may be allowed to have defined functions (e.g., defined function type, defined speed, defined distance, defined time) so that the user can move it to a location for further testing and/or repair. If they are not suitable for service, the vehicle may be automatically stopped.

In some cases, the inspection interface with the sensor may be reusable. In some cases, the joint with the sensor may be reused as long as a catastrophic failure is not detected for the joint.

In some embodiments, the sensor may include one or more electronics. The sensor may be capable of generating a signal that may be sent to a controller of the vehicle to determine whether the vehicle is suitable for service. Alternatively, the signal may be sent to a remote controller or memory that may perform additional functions. The controller of the vehicle may focus on the safety of the vehicle. Alternatively, the controller of the vehicle may perform additional functions, including functions related to the actual propulsion and/or driving of the vehicle.

Mechanical features may be printed into the joint, which may indicate whether the joint has experienced an event that may render it no longer suitable for service. This may indicate a variety of situations including, but not limited to, internal stresses experienced, pressure, temperature, forces (e.g., gravity (G's)), and the like. The mechanical features may optionally include physical features, such as nodules or protrusions, that may be visually apparent on the component. The nubs or projections may deform, flatten, or shear when the joint is subjected to particular conditions. Such mechanical effects may depend on the magnitude and/or direction of the condition. In some cases, multiple mechanical features may be provided, such as multiple nodules or protrusions, and these mechanical features may be directed to different levels of magnitude and/or different directions so that information about conditions may be gathered depending on which mechanical features are subjected to various mechanical actions. For example, if a first nodule is configured to flatten when the magnitude of a collision exceeds a first threshold and a second nodule is configured to flatten when the magnitude of a collision exceeds a second threshold greater than the first threshold, and if only the first nodule flattens, then it may be determined that the collision that occurred has a magnitude between the first threshold and the second threshold.

The mechanical features may provide information when visually inspected. In some cases, the mechanical feature may be in communication with a controller, which may send an alert to a user if the joint is no longer suitable for service. The mechanical feature may send an electronic communication when the joint is no longer suitable for service. The mechanical feature may provide a visual indication when the joint is no longer suitable for service. In some cases, the mechanical feature may provide a binary go/no-go indication for the joint and/or the vehicle. Alternatively, they may provide details regarding the type of potential failure or effect on the joint.

In some embodiments, a component of the vehicle (such as a joint or tube) may be pressurized. The positive pressure junction or node may have features that may control the release of pressure to other chambers and/or the atmosphere. The release to the other chambers may eventually end up with a release to atmosphere. The joint and/or the tube may be pressurized with a fluid (e.g., a gaseous fluid, a liquid fluid). The feature that can control the release of pressure can be an integrated printing feature on the engagement member. The features may be provided on the exterior or interior of the joint. In some cases, the features may include permeable or semi-permeable surfaces, valves, conduits, pumps, or any other features. In some cases, pressure may be used to dissipate energy along a controlled path.

The pressurized gas may also be used as an indicator of a fault in the vehicle undercarriage. For example, the vehicle chassis and/or components of the vehicle chassis may be filled with a pressurized gas. Any pressure loss may indicate a structural problem. For example, if the joints are filled with pressurized gas and a pressure loss is detected in one of the joints, the joint may have a leak caused by a crack or other structural problem.

In some embodiments, the vehicle chassis and/or components of the vehicle chassis may be filled with a gas that is lighter than air. The gas may be an inert gas. The gas may be a non-flammable gas. For example, the vehicle chassis and/or components may be filled with helium. This may be useful for reducing the weight of the vehicle. When the vehicle is an air vehicle, it may be useful to reduce the weight of the vehicle. This may improve the fuel efficiency of the vehicle. The gas may be filled at a positive pressure or may be filled at ambient pressure.

In another example, the vehicle chassis and/or components of the vehicle chassis may be filled with fuel. The fuel may be a liquid fuel or a gaseous fuel for a vehicle. The fuel may be gasoline. The fuel may be diesel fuel. The fuel may be Compressed Natural Gas (CNG).

The one or more sensors may be configured to detect fluid leaks within the vehicle chassis and/or any component of the vehicle (e.g., joint, tube). For example, an undesirable pressure drop within a pressurized component of a vehicle may be detected. Leaks from various portions of the vehicle may be detected and/or indicated to a controller or user.

The 3D printing method of joint fabrication can be an efficient manufacturing process. A single set of equipment may be configured to produce a variety of joint geometries with different detailed features. Such production may have lower time and cost requirements than conventional manufacturing methods, and furthermore the process may be easily scaled from small to large volume manufacturing. Such a process may provide superior quality control over conventional manufacturing methods, which may reduce waste associated with defective components and the time required to re-manufacture components that may not meet quality control standards.

While preferred embodiments of the present invention have been shown and described herein, it will be obvious to those skilled in the art that such embodiments are provided by way of example only. The invention is not intended to be limited by the specific examples provided within the specification. While the invention has been described with reference to the foregoing specification, the descriptions and illustrations of the embodiments herein are not meant to be construed in a limiting sense. Numerous variations, changes, and substitutions will now occur to those skilled in the art without departing from the invention. Moreover, it is to be understood that all aspects of the present invention are not limited to the specific depictions, configurations or relative proportions set forth herein which depend upon a variety of circumstances and variables. It should be understood that various alternatives to the embodiments of the invention described herein may be employed in practicing the invention. It is therefore contemplated that the present invention may cover any such alternatives, modifications, variations or equivalents. It is intended that the following claims define the scope of the invention and that methods and structures within the scope of the claims and their equivalents be covered thereby.

Claims (9)

1. A vehicle chassis support component comprising:

at least one vehicle tube, comprising:

an inner surface defining an interior of the vehicle tube;

a 3D printed interior structure within the interior and extending to contact the inner surface at a plurality of locations distributed around a circumference thereof for at least a portion of the at least one vehicle tube;

at least one 3D printed node comprising one or more tube mounting features coupled to a first portion of the at least one vehicle tube,

wherein at least a second portion of the at least one vehicle tube is configured to connect with one or more other nodes coupled to other structural members of a vehicle, an

At least one panel connected to one of the at least one 3D printed node, the one or more other nodes, or the at least one vehicle tube, the at least one panel comprising a 3D printed interior sandwiched between a pair of sheets,

wherein the 3D printed interior structure of the at least one panel is exposed through a portion of at least one of the pair of sheets of the at least one panel and is configured to attach the at least one 3D printed node, the one or more other nodes, or the at least one vehicle tube to the exposed portion.

2. The vehicle chassis support component of claim 1, further comprising one or more 3D printed features coupled to the vehicle tube.

3. The vehicle chassis support component of claim 1, wherein the inner surface encloses the inner structure to form the inner surface of the vehicle tube.

4. The vehicle chassis support component of claim 1, wherein the one or more other nodes comprise at least one engagement member having one or more connection features to be mated with the vehicle chassis support component.

5. The vehicle chassis support component of claim 4, wherein the at least one engagement member comprises a 3D printed engagement member.

6. The vehicle chassis support component of claim 1, further comprising an insertion feature for receiving a functional component.

7. The vehicle chassis support component of claim 6, wherein the functional component is a node member for determining a position of the vehicle chassis support component relative to other components in a vehicle.

8. The vehicle chassis support component of claim 1, wherein the at least one 3D printed node, the one or more other nodes, or the at least one vehicle tube is 3D printed on an exposed portion of a 3D printed interior structure of the at least one panel.

9. The vehicle chassis support component of claim 1, wherein the 3D printed interior structure of the at least one panel comprises a reinforcement feature for attaching the at least one 3D printed node, the one or more other nodes, or the at least one vehicle tube to an exposed portion.

Images