GB2607060A

GB2607060A - A coupling means for coupling a vehicle structure to an under-body trim panel

Info

Publication number: GB2607060A
Application number: GB2107550.2A
Authority: GB
Inventors: Stevenson Tom; Roland Whear Frank
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2021-05-27
Filing date: 2021-05-27
Publication date: 2022-11-30
Also published as: GB202107550D0

Abstract

A coupling means (1, Figure 2) for coupling a vehicle structure 110 to an under-body trim panel 100, for example an under-tray, has first and second coupling elements 10, 20, forming parts of pivot couplings, and an intermediary coupling element 30 to which coupling elements 10, 20 are pivotably coupled about respective axes 50, 55. When first coupling element 10 moves relative to second coupling element 20, stress applied to a trim panel 100 connected to second coupling element is dampened and/or inhibited, so that relative displacement between axes 50, 55 may be at least partially accommodated by the coupling means. Intermediate coupling element 30 may comprise a resilient material, such as rubber, and may restrict an increase and/or a decrease in separation between axes 50, 55. Also provided are a coupling system and a vehicle.

Description

A COUPLING MEANS FOR COUPLING A VEHICLE STRUCTURE TO AN UNDER-BODY

TRIM PANEL

TECHNICAL FIELD

The present disclosure relates to a coupling means for coupling a vehicle structure to an under-body trim panel. Aspects of the invention relate to a coupling system, and to a vehicle.

BACKGROUND

It is known to provide a fastening means such as a bolt to rigidly couple an under-body trim panel such as an under-tray to a vehicle structure such as the underside of a vehicle body at a fastening point.

The under-body trim panel substantially made of a material softer in comparison to the fastening means. For example the under-tray may be made of a carbon composite, or a plastic material such as a glass mat thermoplastic, or an aluminium sheet. The fastening means may be made of a steel.

As the vehicle travels along relative displacement between the vehicle structure and the under-body trim panel may lead to damage of the under-body trim panel in the vicinity of the fastening means, due to interactions between the softer material of the under-body trim panel and the harder material of the fastening means during the relative movement.

It is an aim of the present invention to address one or more of the disadvantages associated

with the prior art.

SUMMARY OF THE INVENTION

Aspects of the invention are defined in the appended claims.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the claims and/or in the following description and drawings, and in particular the individual features thereof. may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 shows a cross-sectional view of an embodiment of a coupling means of the present invention as part of a coupling system; Figure 2 shows a cross-sectional view of an embodiment of a coupling means comprising an extension restrictive means and a compression restrictive means; Figure 3 shows a cross-sectional view of another embodiment of a coupling means wherein the intermediary coupling element comprises an aperture for the managing of compression and/or extension forces and/or loads; Figure 4 shows a representation of a first axis to a second axis in a nominal position, and at a position where a relative displacement between the first axis and the second axis has occurred; and Figure 5 shows a vehicle in accordance with an embodiment of the invention.

DETAILED DESCRIPTION

A coupling means 1 for coupling an under-body trim panel 100 to a vehicle structure 110, the coupling means 1 in accordance with an embodiment of the present invention is described herein with reference to the accompanying Figures.

With reference to Figure 1 an embodiment of a coupling system 5 comprising the coupling means 1 is illustrated. The coupling means 1 comprises a first coupling element 10 comprising a first part 12 of a first pivot coupling 17; a second coupling element 20 comprising a first part 22 of a second pivot coupling 27; and an intermediary coupling element 30 comprising a second part 32 of the first pivot coupling 17 and a second part 34 of the second pivot coupling 27.

The first part 12 of the first pivot coupling 17 has a first pivot axis 50 and couples the first coupling element 10 and the intermediary coupling element 30 via the second part 32 of the first coupling 17 in the form of a passageway that passes through the intermediary coupling element 30. The first part 22 of the second pivot coupling 27 has a second pivot axis 55 and couples the second coupling element 20 and the intermediary coupling element 30 via the second part 34 of the second coupling 27 in the form of a passageway that passes through the intermediary coupling element 30. The intermediary coupling element 30 configured to provide a separation between the first pivot axis 50 and the second pivot axis 55 has the first and second parts 32, 34 of the respective first and second pivot coupling 17, 27 spaced apart from each other.

Due to the separation of fist pivot coupling 17 and the second pivot coupling 27 by the intermediary coupling element 30 when coupled on the respective first and second pivot axis 50, 55, when the first coupling element 10 moves relative to the second coupling element 20 forces and/or stresses applied to the under-body trim panel 100 via the coupling means 1 due to the relative movement is dampened and/or inhibited in comparison to if the under-body trim panel 100 was fastened directly to the vehicle structure 110 by a fastening means such as a bolt when the relative movement occurred. This may reduce or prevent damage occurring to the under-body trim panel 100 in the vicinity of the fastening means 71.

The relative movement between the first and second coupling elements 10, 20 causes a relative displacement between the first and second coupling elements 10, 20 which may be temporary due to inertial forces.

The inhibiting of forces and/or stress due to the relative movement between the first and second element 10, 20 may prevent or reduce damage to the under-body trim panel 100 in the vicinity of a fastening hole 101 that a fastening means 71 passes through the under-body trim panel 100.

Advantageously in the event of a relative displacement between the vehicle structure 110 and the under-body trim panel 100 by having the first pivot axis 50 and the second pivot axis 55 separated, rotation about the first pivot axis 50 and the second axis 55 may enable mitigation of forces being applied to the first coupling element 10 and/or the second coupling element 20. This mitigation of forces may prevent or reduce relative displacement of the under-body trim panel 100 to a fastening means 71 such as a bolt, that respectively couples one of the first coupling element 10 and second coupling element 20 to one of the respective vehicle structure 110 and one of the first coupling element 10 and the second coupling element 20 to the under-body trim panel 100, as some or all of that relative displacement may be accommodated by the coupling means 1.

The first coupling element 10 comprises a first attachment portion 13 comprising a first attachable means 11. The second coupling element 20 comprises a second attachment portion 23 comprising a second attachable means 21. Both of the first and the second attachment portions 13, 23 are configured to be releasably attachable to the respective one of the under-body trim panel 100 and the vehicle structure 100 such that both the first and second coupling element 10, 20 can be releasably attached.

This may enable the vehicle structure 110 and/or the under-body trim panel 100 to require less package space when being stowed prior to fitment to a vehicle. Further by being releasable this may aid during assembly positional adjustment of the first and/or second coupling element 10, 20 when they are being coupled to one of the under-body vehicle trim 100 and the vehicle structure 110.

In an alternative embodiment (not shown), at least one of the first attachment portion 13 and the second attachment portion 23 may be permanently attached to and/or be integral to either the under-body trim panel 100 or the vehicle structure 110. For example the one of the first or second attachment portions 13,23 may be welded, soldered, or brazed to the vehicle structure 110, or one of the first or second attachment portions 13, 23 may be integrally mould as part of the under-body trim panel 100. Advantageously the permanent attachment of either the first or second coupling element 10, 20 to either the under-body trim panel 100 or the vehicle structure 110 may act as a third hand during the coupling or uncoupling of the under-body trim panel 100 to the vehicle structure 110.

It is to be appreciated that when one of the first and second coupling elements 10, 20 is permanently attached to either the under-body trim panel 100 or the vehicle structure 110 then only one of the first and second attachment portions 13, 23 may be configured to releasably attach to the other respective under-body trim component 100 or vehicle structure 110.

Figure 1 illustrates attachable means 11, 21 in the form of holes that pass through separately the first attachment portion 13 of the first coupling element 10 and the second attachment portion 23 of the second coupling element 20 though which a fastening means 70, 71 can be secured through.

The first coupling element 10 is releasably attached to a fastening location 111 of the vehicle structure 110 via fastening means 70 in the form of bolts are connected through the holes 11 of the first attachment portion 13 to the fastening location 111 in the form of blind threaded holes into the vehicle structure 110.

The second coupling element 20 is releasably attached to the under-body trim panel 100 by fastening means 71 in the form of screws connected through the holes 11 of the second coupling element 20 and through fastening holes 101 of the under-body trim panel 100 where they fasten to a clip 72.

It is to be appreciated that in another embodiment (not shown) that the first coupling element 10 is releasable attached to the under-body trim panel 100 and the second coupling element 110 is releasably attached to the vehicle structure 110.

It is to be appreciated that whilst there is shown two attachment means 11, 21 in each of the first and second coupling elements 10, 20, that in another embodiment (not shown), one or both of the first and second coupling elements 10, 20 may have only one attachment means 11,21.

In another embodiment (not shown) one or both of the first and second coupling elements 10, may have more than two attachment means 11,21.

In another embodiment (not shown) the attachable means 11, 21 may be an alternative to holes, such as a stud that protrudes from one or both of the first and second coupling elements 10,20.

In another embodiment (not shown) the attachable means 11 may be an adhesive applied to either the first or second attachment portion 13, 23 that attaches the under-body trim panel 100 to one of the first and second coupling elements 10, 20.

The first part 12 of the first pivot coupling 17 comprises a first axle 80 comprising a first retainer means 81, and the first part 22 of the second pivot coupling 27 comprises a second axle 85 comprising a second retainer means 86.

Each of the first and second retainer means 81,85 have a domed face that aids insertion into and passage through the respective second parts 32, 34 of the first and second pivot coupling 17, 27 during assembly of the coupling means 1. The widest part of the domed face of the first and second retainer means 81, 86 is larger than the second parts 32, 34 of the first and second pivot coupling 17, 27. Once the domed face of the first and second retainer means 81, 85 has passed through the second parts 32, 34 they may aid retention of the intermediary coupling element 30 when coupled to one or both of the first and second elements 10, 20 of the coupling means 1.

It is to be appreciated that in another embodiment (not shown) one of or both of the first and second retainer means may have a chamfered end instead of a domed face to aid insertion into and passage through the respective second parts of the first and second pivot coupling during assembly of the coupling means. The widest part of the chamfered end of the one of or both the first and second retainer means being larger than the second parts of the first and second pivot coupling which may aid retention of the intermediary coupling element to one or both of the first and second elements of the coupling means when the coupling means is assembled.

To aid assembly of the coupling means 1 and the insertion of the first and second retainer means 81, 86 into and through the respective second part 32, 34 of the first and second pivot coupling 17, 27 during assembly of the coupling means 1 the intermediary coupling element 30 comprises a resilient material.

The resilient material enables the intermediary coupling element 30 to be temporarily distortable under load and retake its original shape once sufficient loading has been removed off it. The resilient material is a rubber that may be for example a silicon, or an ethylene propylene diene monomer (EPDM). Use of a resilient material may aid damping forces being transmitted across the coupling means.

The resilience of the material enables the second parts 32, 34 of the first and second pivot coupling 17,27 to distort sufficiently enough to enable the respective first and second retainer means 81, 96 to be inserted into and passed through and for the second parts 32, 34 and to reform their shape after the respective first and second retainer means 81, 86 have been passed through. The widest part of the first and second retainer means 81, 86 may inhibit the re-insertion of the first and second retainer means 81, 86 back into the second parts 32, 34 of the first and second pivot coupling 17,27, thereby aiding the integrity of the coupling means 1 to be maintained.

To aid maintaining the integrity of the coupling means 1 the first retainer means 81 faces a first direction FD, and the second retainer means 86 faces a second direction SD, wherein the first direction FD is a different direction to the second direction SD. As illustrated in Figure 1 the first direction FD opposes the second direction SD. The difference in the first and second directions FD, SD arrangement enables each of the first and second retainer means 81, 86 to assist retention of the intermediary coupling element 30 as one of the first and second retention means 81, 86 will counteract pull of forces exerted on the intermediary coupling element 30 by the other due to relative movement of the under-body trim panel 100 and the vehicle structure 110 in either the first or second direction FD, SD, which may otherwise pull the intermediary coupling element 30 off one or both of the first and second pivot axes 80, 85.

By having the first and second directions FD, SD opposing of each other this may offer an increase retention threshold, in comparison to other directions.

The first and second direction FD, SD may be aligned to be in use substantially laterally across the width of a vehicle 210 as there may be comparatively less relative movement between the under-body trim panel 100 and the vehicle structure 110 in a substantially lateral direction in comparison to a substantially fore-aft longitudinal direct or a substantially up-down vertical direction as the vehicle travels along.

The resilience of the intermediary coupling element 30 further enables the forces applied across it between the first and second element 10, 20 to be dampened. The resilience of the intermediary coupling element 30 may be tuned for the expected forces to be experience during the usage of the coupling means 1.

In the embodiment shown in Figure 2 the intermediary coupling element 30 comprises an extension restrictive means 90 to restrict an increase in separation between the first pivot axis and the second pivot axis 55 due to one or more extension forces applied in use to the intermediary coupling element 30 by the first and second pivot axes 50, 55 of the coupling means 1 arrangement. The extension restrictive means 90 is a metal band that is integral to the intermediary coupling element 30 which passes near the periphery of the intermediary coupling element 30 such that it encloses the second parts 32, 34 for the second pivot couplings 17, 27.

In another embodiment the extension restrictive means 90 is made of a Polyester fibre.

In use the extension restrictive means 90 may oppose separation forces against the first and second pivot axle 80, 85 such that an increase in separation between the first and second axes 50, 55 is restricted, for example if water was sitting on top of the under-body trim panel as the vehicle 210 drove through a puddle or other water course for example, or for example vertically downward forces as the vehicle travelled over a pothole in a ground surface 160 such as a road surface, or an off-road surface.

In the embodiment shown in Figure 2 the intermediary coupling element 30 comprises a compression restrictive means 95 to restrict a decrease in separation between the first pivot axis 50 and the second pivot axis 55 due to one or more compressive forces applied in use to the intermediary coupling element 30 by the first and second pivot axes 50, 55 due to the coupling means 1 arrangement. The compression restrictive means 95 is a metal insert that is integral to the intermediary coupling element 30 between the second parts 32, 34 for the first and second pivot couplings 17, 27.

It is to be appreciated that in another embodiment the compression restrictive means 95 may not be a metal insert but may be another type of insert for example the insert may be made of a silicon or an EPDM or other suitable material with a compression rating greater than the material the intermediary element 30 is substantially made of.

The extension restrictive means 90 and/or the compression restrictive means 95 may be over-moulded by the material of the intermediary element 30 during the manufacturing of the intermediary element. 30.

In use the compression restrictive means 95 may act as a snubber and transmit forces against the first and second pivot axle 80, 85 such that a decrease in separation between the first and second axes 50, 55 is restricted. For example when vertically upward forces may be applied as the vehicle travels over a bump in the road surface.

It is to be appreciated that in another embodiment (not shown) the intermediary coupling element may not comprise one or both of the extension restrictive means 90 and the compression restrictive means 95.

Figure 3 illustrates another embodiment of a coupling system 5 comprising a coupling means 1 wherein the intermediary coupling element 30 comprises an aperture 120 positioned between the second part 32 of the first pivot coupling 17 and the second part 34 of the second pivot coupling 27. Advantageously the aperture 120 enables a reduction in the weight of the intermediary coupling element 30 in comparison to there being no aperture.

The aperture 120 comprises, a first surface 121 and a second surface 122. The first surface 121 opposes the second surface 122. Both the first surface 121 and the second surface 122 comprise a protrusion 125, 126 extending towards the opposing surface 121, 122. The protrusions 125, 126 are spaced apart from each other in the nominal design static state.

It is to be appreciated that at least one of the: shape, size, and orientation of the aperture within the intermediary element 30 may be tuned depending upon the expected loadings and/or service conditions to be experienced by the intermediary element 30 for example in other embodiments (not shown) the aperture shape and/or size and/or directional orientation may differ to that of the example illustrated in Figure 3.

In the event of a compression load being applied on the intermediary coupling element 30 the protrusions 125, 126 may be brought into contact with each other and once in contact act the compression restrictive means 95 may act as a bump stop to restrict further compression of the intermediary coupling element 30.

It is to be appreciated that in another embodiment (not shown) only one of the first surface 121 and the second surface 122 may have a protrusion 125, 126, and that the compression restrictive means 95 of the protrusion 125, 126 comes in to affect when the protrusion 125, 126 contacts the respective first or second surface 121, 122.

In an alternative embodiment (not shown) the first and second surface 121, 122 may both not have a protrusion 125, 126 and that the compression restrictive means 95 of the intermediary coupling element 30 comes in to affect when the first surface 121 comes into contact with the second surface 122.

When the intermediary coupling element 30 comprises the aperture 120 the size of the aperture 120 can advantageously be designed to tune the rate of compression or extension experienced by the intermediary coupling element 120 based its material properties.

It is to be appreciated that when the intermediary coupling element 30 comprises a compression restrictive means 95 and/or an extension restrictive means 90 that the material properties each of the element 30 and the respective extension restrictive means 90 and/or the compression restrictive means 95 may be used to tune the rate of compression and/or extension.

The material properties of the extension restrictive means 90 and the compression restrictive means 95 may be in some embodiments the same as each other, or in alternative embodiments the may differ to each other.

Figures 1 to 3 illustrate a coupling system 5 comprising a coupling means 1 that is suitable for a vehicle 210 to couple an under-body trim panel 100 to a vehicle structure 110. The coupling system 5 comprises a coupling means 1 as described in the preceding paragraphs, an under-body trim panel 100 and a vehicle structure 110.

The under-body trim panel 100 could for example be an under-tray for the vehicle 210 or other vehicle-body trim panel that in use is positioned closer to the ground surface 160 in comparison to the fastening location 111 of the vehicle structure 110.

The vehicle structure 110 could for example be a sub-frame for the vehicle 210, or other part of a vehicle body or chassis.

The coupling system 5 is configured such that in use, as illustrated in Figure 4, a relative displacement AX due to a relative movement between the first pivot axis 50 and the second pivot axis 55 from an origin position 0 to a first position I causes the intermediary coupling element 30 to rotate around a first arc Cl about the first axis 50 and to rotate around a second arc 02 about the second axis 55.

For example a sudden acceleration of the vehicle 210 may cause the sub-frame 110 to move forwards prior to the under-tray 100 due to inertia, or for example if driving through a puddle or watercourse and a volume of water lands on the upper side of the under-tray 100 this may cause a temporary relative displacement of the under-tray 100 in a rearwards direction to the sub-frame 110 until the water drains off the upper side of the under-tray 100.

The rotation of the intermediary coupling 30 about the first and second axis 50, 55 and/or any extension and/or compression of the intermediary coupling may enable a reduction in relative movement between the under-tray 100 and the fastening means 71 which pass through the holes 101 at the fastening location through the under-tray 100 in comparison to if the under-body trim 100 panel had been directly fastened with fastening means to the vehicle structure 110, thereby reducing or eliminating any damage to the under-tray 100.

In a nominal state of the coupling system 5 the first coupling element 10 and the second coupling element 20 are aligned so that the first axis 50 is parallel to and vertically aligned to the second axis 55.

It is to be appreciated that in some embodiments not show the first and second coupling elements 10, 20 may not be positioned such that the first axis 50 and second axis 55 are parallel and vertically aligned. For example in one embodiment (not shown) the first and second axes 50, 55 may be parallel to each other but not vertically aligned, or in another example (not shown) the first and second axes 50, 55 may be vertically aligned but not parallel to each other. In another embodiment (not shown) the first and second axes 50, 55 may not be parallel to or vertically aligned with each other.

Figure 5 illustrates a vehicle 210 that may comprise the coupling system Sand/or the coupling means 1 as described in the preceding paragraphs.

It is to be appreciated that variations of and/or modifications of one or more of the examples of the preceding paragraphs may be made whilst remaining within the scope of the claims of this application.

Claims

CLAIMS1. A coupling means for coupling an under-body trim panel to a vehicle structure, the coupling means comprising: a first coupling element comprising a first part of a first pivot coupling; a second coupling element comprising a first part of a second pivot coupling; and an intermediary coupling element comprising a second part of the first pivot coupling and a second part of the second pivot coupling, wherein: the first pivot coupling has a first pivot axis and couples the first coupling element and the intermediary coupling element; the second pivot coupling has a second pivot axis and couples the second coupling element and the intermediary coupling element; and the intermediary coupling element is configured to provide a separation between the first pivot axis and the second pivot axis, such that when the first coupling element moves relative to the second coupling element a stress applied to the under-body trim panel via the coupling means due to the relative movement is dampened and/or inhibited.
2. The coupling means of claim 1, wherein; the first coupling element comprises a first attachment portion and the second coupling element comprises a second attachment portion, wherein; one of the first attachment portion and the second attachment portion is configured to be releasably attachable to one of the under-body trim panel and the vehicle structure.
3. The coupling means of claim 2, wherein the first attachment portion is configured to be releasably attachable to the respective one of the under-body trim panel and the vehicle structure, and wherein the second attachment portion is configured to be releasably attachable to the respective other of the under-body trim panel and the vehicle structure.
4. The coupling means of any preceding claim, wherein the first part of the first pivot coupling comprises a first axle comprising a first retainer means, and the first part of the second pivot coupling comprises a second axle comprising a second retainer means.
5. The coupling means of claim 4, wherein the first retainer means faces a first direction, and the second retainer means faces a second direction, wherein the first direction is a different direction to the second direction.
6. The coupling means of any preceding claim, wherein the intermediary coupling element comprises an extension restrictive means to restrict an increase in separation between the first pivot axis and the second pivot axis.
7. The coupling means of any preceding claim, wherein the intermediary coupling element comprises a compression restrictive means to restrict a decrease in separation between the first pivot axis and the second pivot axis.
8. The coupling means of any preceding claim, wherein the intermediary coupling element comprises an aperture positioned between the second part of the first pivot coupling and the second part of the second pivot coupling
9. The coupling means of claim 8 when dependent upon claim 7, wherein the aperture comprises, a first surface and a second surface, wherein the first surface opposes the second surface and one or both of the first surface and the second surface comprises a protrusion extending towards the opposing surface.
10. The coupling means of any preceding claim, wherein the intermediary coupling element comprises a resilient material.
11. The coupling means of claim 10, wherein the resilient material is a rubber such as a silicon or an EPDM.
12. A coupling system for a vehicle to couple an under-body trim panel to a vehicle structure comprising, the coupling means of any preceding claim, an under-body trim panel and a vehicle structure
13. The coupling system of claim 12, wherein in use, the under-body trim panel is closer to a ground surface in comparison to the fastening location of the vehicle structure.
14. The coupling system of claim 12 or claim 13, configured such that in use, a relative displacement between the first pivot axis and the second pivot axis causes the intermediary coupling element to rotate around a first arc about the first axis and to rotate around a second arc about the second axis.
15. The coupling system of claim 14, wherein in a nominal state the first axis is parallel to and/or vertically aligned to the second axis.
16. The coupling system of any of claims 12 to claim 15, wherein the under-body trim panel is an under-tray for a vehicle.
17. The coupling system of any of claims 12 to claim 16 wherein the vehicle structure is a sub-frame for a vehicle.
18. A vehicle comprising the coupling means of any of claims 1 to claim 11.
19. A vehicle comprising the coupling system of any of claims 12 to claim 17.