US20140306491A1 - Increased stiffness underbody panel - Google Patents
Increased stiffness underbody panel Download PDFInfo
- Publication number
- US20140306491A1 US20140306491A1 US13/861,748 US201313861748A US2014306491A1 US 20140306491 A1 US20140306491 A1 US 20140306491A1 US 201313861748 A US201313861748 A US 201313861748A US 2014306491 A1 US2014306491 A1 US 2014306491A1
- Authority
- US
- United States
- Prior art keywords
- vehicle
- cradle
- frame
- panel
- cross
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/10—Understructures, i.e. chassis frame on which a vehicle body may be mounted in which the main member is plate-like
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
- B62D21/03—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members transverse members providing body support
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/02—Arrangement or mounting of internal-combustion or jet-propulsion units with the engine main axis, e.g. crankshaft axis, substantially in or parallel to the longitudinal centre line of the vehicle
Definitions
- the panel may include a first portion and a second portion fused together to form a boxed cross-section.
- the cradle may include a first cross-member spanning the distance between the first and second frame rails and a second cross-member spanning the distance between the first and second frame rails.
- the panel may be attached to each of the first and second cross-members.
- the cradle may include a first side section and a second side section, and first, second, third, and fourth cast node sections.
- the first and second cast node sections may attach the first cross-member to the first and second side sections, respectively, and the third and fourth cast node sections may attach the second cross-member to the first and second side sections, respectively.
- the panel may then be attached to each of the first, second, third, and fourth cast node sections.
- the shown portion of frame 16 may be part of perimeter framed heavier-duty work vehicle, such as a pick-up truck or a van, or a unibody structure, as is typically employed in passenger vehicles.
- the disclosed vehicle structure 12 may be used in a rear-wheel drive, front-wheel drive, or four-wheel drive configuration.
- the first and/or second portions 36 - 1 , 36 - 2 may define apertures or voids 36 - 5 in areas experiencing minimal stress when the panel 36 is installed and subjected to loads in the vehicle 10 .
- the panel 36 is attached to the cradle 28 proximate the first end 28 - 1 and proximate the second end 28 - 2 , and to each of the first and second frame rails 16 A, 16 B.
- the panel 36 may also be attached directly to each of the first and second frame rails 16 A, 16 B and a cradle that is constructed similar to cradle 28 , but positioned proximate the rear portion 12 - 2 to support the differential 25 .
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
Abstract
Description
- The present disclosure relates to an increased-stiffness underbody panel for a vehicle.
- Typically, a vehicle includes a structure for enclosing and supporting various vehicle systems, as well as the vehicle passengers. Heavy-duty vehicles, such as pick-up trucks and vans, commonly employ a frame to support a body and a powertrain of the vehicle. On the other hand, light-duty vehicles, such as a majority of passenger cars, often employ a monocoque or unibody construction that eschews a separate body and frame, in favor of a lighter, integrated structure. Additionally, some lighter-duty vehicles employ a combination monocoque structure with a subframe for carrying the vehicle's powertrain. Frequently, additional structural members are used to buttress the vehicle structure, as well as for supporting various chassis and powertrain subsystems.
- A vehicle structure includes a frame having a first frame rail and a second frame rail. The first and second frame rails are spaced apart by a distance and are substantially parallel to one another. The vehicle structure also includes a vehicle body attached to the frame. The vehicle structure also includes a cradle mounted under the vehicle body to each of the first and second frame rails and configured to support a vehicle drivetrain subassembly. The vehicle structure additionally includes a panel attached to each of the first and second frame rails and the cradle, and configured to stiffen the vehicle structure.
- The cradle may be defined by a first end and a second end. Also, the cradle may be mounted to the first frame rail proximate the first end and proximate the second end, as well as to the second frame rail proximate the first end and proximate the second end. Additionally, the panel may be attached to the cradle proximate the first end and proximate the second end, and to each of the first and second frame rails.
- The panel may include a first portion and a second portion fused together to form a boxed cross-section.
- Each of the first portion and the second portion may be formed from aluminum. In such a case, the first and second portions may be fused together via a weld bead.
- The cross-section may include a plurality of apertures extending therethrough. Additionally, each of the plurality of apertures may be configured to accept a fastener for attachment of the panel to one of the cradle and the rails.
- The cradle may include a first cross-member spanning the distance between the first and second frame rails and a second cross-member spanning the distance between the first and second frame rails. In such a case, the panel may be attached to each of the first and second cross-members.
- The cradle may include a first side section and a second side section, and first, second, third, and fourth cast node sections. The first and second cast node sections may attach the first cross-member to the first and second side sections, respectively, and the third and fourth cast node sections may attach the second cross-member to the first and second side sections, respectively. The panel may then be attached to each of the first, second, third, and fourth cast node sections.
- The vehicle body may be characterized by a longitudinal centerline. Additionally, the first and second frame rails and the cradle may each be arranged substantially symmetrically with respect to the centerline. Furthermore, the plurality of apertures may be configured as a pattern that is arranged substantially symmetrically with respect to the centerline.
- The vehicle drivetrain subassembly may include a powertrain having at least one of an internal combustion engine, a motor-generator, a fuel cell, and a transmission. The vehicle drivetrain subassembly may also include a differential gear-set.
- The panel may be characterized by a generally continuous surface between the first end and the second end such that aerodynamic disturbance under the vehicle body is minimized.
- The above features and advantages, and other features and advantages of the present disclosure, will be readily apparent from the following detailed description of the embodiment(s) and best mode(s) for carrying out the described invention when taken in connection with the accompanying drawings and appended claims.
-
FIG. 1 is a schematic top view of a vehicle structure supporting a vehicle drivetrain. -
FIG. 2 is a schematic perspective bottom view of the vehicle structure shown inFIG. 1 , specifically depicting a frame, a powertrain cradle, and a structure-stiffening panel. -
FIG. 3 is a perspective bottom view of the powertrain cradle shown inFIG. 2 . -
FIG. 4 is a view of a cross-section of the structure-stiffening panel shown inFIG. 2 . -
FIG. 5 is a top view of the structure-stiffening panel shown inFIG. 2 . - Referring to the drawings, wherein like reference numbers refer to like components,
FIG. 1 shows a perspective schematic view of avehicle 10 having avehicle structure 12 having a front portion 12-1 and a rear portion 12-2. Thevehicle structure 12 is made up of avehicle body 14 constructed from a number of components and sub-structures, as understood by those skilled in the art, and aframe 16. Thevehicle body 14 is characterized by a longitudinal centerline C. Thevehicle body 14 is attached to theframe 16, thus enabling a support structure for a vehicle suspension (not shown) and wheels, while also supporting avehicle drivetrain subassembly 18, passengers, and cargo. - As shown, the
frame 16 includes two frame rails, 16A and 16B, separated invehicle structure 12 by a distance D. Theframe rails second frame rails C. Frame rails frame 16 may be part of perimeter framed heavier-duty work vehicle, such as a pick-up truck or a van, or a unibody structure, as is typically employed in passenger vehicles. As appreciated by those skilled in the art, the disclosedvehicle structure 12 may be used in a rear-wheel drive, front-wheel drive, or four-wheel drive configuration. - The
drivetrain subassembly 18 includes apowertrain 20 having aninternal combustion engine 22 coupled to atransmission assembly 24. Thepowertrain 20 may be positioned proximate the front portion 12-1 (as shown inFIGS. 1-2 ) of thevehicle structure 12, or proximate the rear portion 12-2. Thedrivetrain 18 may also include adriveshaft 26 coupled to thetransmission assembly 24 and configured to transmit torque of theengine 22 to driven wheels via adifferential 25, which may be positioned proximate the rear portion 12-2, as shown inFIG. 1 . In addition toengine 22 and thetransmission assembly 24,powertrain 18 may also include an electric motor/generator (not shown) for hybrid propulsion of the subject vehicle, or a fuel-cell, as understood by those skilled in the art.Transmission assembly 24 may also include a gear train and torque transmitting members (not shown) operatively connecting theengine 22 and thedriveshaft 26, and arranged to enable selection of appropriate gear ratios for most effective propulsion of thevehicle 10. - The
vehicle structure 12 also includes acradle 28 mounted under thebody 14 to each of the first andsecond frame rails cradle 28 is each arranged substantially symmetrically with respect to the centerline C. Thepowertrain 20 is mounted to thecradle 28 via a pair ofengine mounts 30, with one mount positioned on either side of the engine (due to the perspective view shown inFIG. 1 , only a single mount is shown).Mounts 30 are specially designed to support the mass ofengine 20, as well as to absorb vibration of a running engine, and withstand the torque couple that is generated by the engine during propulsion of thevehicle 10. The mass and vibration of thetransmission assembly 24, as well as the torque couple generated byengine 18 during propulsion may be fully supported by thecradle 28 or an additional support via a separate transmission mount (not shown) may be employed. - As shown in
FIG. 3 , thecradle 28 is a multi-component support sub-structure defined by a first end 28-1 and a second end 28-2. Thecradle 28 includes a first cross-member 30-1 and a second cross-member 30-2, each arranged substantially transverse to the centerline C and spanning the distance D between the first andsecond frame rails cradle 28 is mounted to thefirst frame rail 16A proximate the first end 28-1 and proximate the second end 28-2. Additionally, thecradle 28 is mounted to thesecond frame rail 16B proximate the first end 28-1 and proximate the second end 28-2. Mounted in such fashion, thecradle 28 forms a rigid structure for supporting thepowertrain 20 with theframe 16. - As shown in
FIG. 2 , thevehicle structure 12 also includes a structure-stiffeningpanel 36. Thepanel 36 is attached to each of the first and second frame rails 16A, 16B and thecradle 28. Thepanel 36 is attached to thecradle 28 proximate the first end 28-1 and proximate the second end 28-2, and to each of the first and second frame rails 16A, 16B. Thepanel 36 includes a first portion 36-1 and a second portion 36-2. As shown, the first portion 36-1 and the second portion 36-2 are fused together via weld beads 36-3 to form a boxed cross-section 4-4 having enhanced strength and bending resistance, i.e. stiffness, as shown inFIG. 4 . Each of the first and second portions 36-1, 36-2 may be formed from a suitable high strength material, such as aluminum, carbon fiber, multi-layer composite, or steel. Accordingly, although the weld beads 36-3 are shown, the specific mechanism for fusing the first and second portions 36-1, 36-2 depends on the selected materials. As shown inFIG. 5 , the second portion 36-2 may include a stiffening rib or network of ribs 36-4 to further enhance stiffness of thepanel 36. Furthermore, as also shown, to lighten thepanel 36, the first and/or second portions 36-1, 36-2 may define apertures or voids 36-5 in areas experiencing minimal stress when thepanel 36 is installed and subjected to loads in thevehicle 10. Thepanel 36 is attached to thecradle 28 proximate the first end 28-1 and proximate the second end 28-2, and to each of the first and second frame rails 16A, 16B. Although not specifically shown, thepanel 36 may also be attached directly to each of the first and second frame rails 16A, 16B and a cradle that is constructed similar tocradle 28, but positioned proximate the rear portion 12-2 to support the differential 25. - As shown in
FIG. 4 , the cross-section 4-4 defines a plurality ofapertures 38 extending there through. Each of the plurality ofapertures 38 is configured to accept afastener 40 for attachment of thepanel 36 to one of thecradle 28 and therails FIG. 2 , thepanel 36 may be attached to each of the first and second cross-members 30-1, 30-2 and each of the first, second, third, and fourth cast node sections 34-1, 34-2, 34-3, and 34-4 of thecradle 28 via thefasteners 40. As shown, the plurality ofapertures 38 is configured as a pattern that is arranged substantially symmetrically with respect to the centerline C such that the load is distributed substantially evenly between all thefasteners 40. - The
panel 36 is configured, i.e., designed and positioned, to increase stiffness of thevehicle structure 12. Specifically, when positioned as shown inFIG. 2 , thepanel 36 increases the stiffness of thevehicle structure 12 near thepowertrain 20 at the front of thevehicle 10, which generally also positions the vehicle steering system for turning vehicle's steered wheels. Vehicle wheels, especially the steered wheels, typically bear significant loads during cornering of the vehicle, and as such benefit from being attached to arigid vehicle structure 12. Furthermore, high-performance vehicles that are designed to provide rapid transitions from acceleration to braking, generate elevated cornering speeds and lateral g-loads, and offer sharp response to steering input require arigid vehicle structure 12, such that response of suspension components, such as springs and dampers, may be tuned, i.e., selected, more precisely. For such high-performance vehicle applications, the enhanced stiffness provided by thepanel 36 enables more precise tuning of the vehicle suspension components. - As may be additionally seen from
FIG. 2 , thepanel 36 may be characterized by a generally continuous surface 36-1 between the first end 28-1 and the second end 28-2. The depicted surface 36-1 is configured, i.e., designed and shaped, to be generally continuous such that aerodynamic disturbance under thevehicle body 14 is minimized. As would be understood by those skilled in the art, reduced aerodynamic disturbance around thevehicle 10 enhances vehicle performance such as vehicle top speed and acceleration. Additionally, reduced aerodynamic disturbance created by thevehicle 10 in turn reduces energy consumption of thepowertrain 20 required to achieve and sustain desired vehicle speed. As a side benefit, thepanel 36 may also serve to protect components of thedrivetrain subassembly 18, such as an oil sump of theengine 22, which may otherwise be exposed to impacts from road debris. - The detailed description and the drawings or figures are supportive and descriptive of the invention, but the scope of the invention is defined solely by the claims. While some of the best modes and other embodiments for carrying out the claimed invention have been described in detail, various alternative designs and embodiments exist for practicing the invention defined in the appended claims. Furthermore, the embodiments shown in the drawings or the characteristics of various embodiments mentioned in the present description are not necessarily to be understood as embodiments independent of each other. Rather, it is possible that each of the characteristics described in one of the examples of an embodiment can be combined with one or a plurality of other desired characteristics from other embodiments, resulting in other embodiments not described in words or by reference to the drawings. Accordingly, such other embodiments fall within the framework of the scope of the appended claims.
Claims (20)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/861,748 US8875834B1 (en) | 2013-04-12 | 2013-04-12 | Increased stiffness underbody panel |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US13/861,748 US8875834B1 (en) | 2013-04-12 | 2013-04-12 | Increased stiffness underbody panel |
Publications (2)
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US20140306491A1 true US20140306491A1 (en) | 2014-10-16 |
US8875834B1 US8875834B1 (en) | 2014-11-04 |
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US13/861,748 Expired - Fee Related US8875834B1 (en) | 2013-04-12 | 2013-04-12 | Increased stiffness underbody panel |
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Cited By (2)
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EP3081423A1 (en) * | 2015-04-15 | 2016-10-19 | Toyota Jidosha Kabushiki Kaisha | Powertrain unit |
DE102018128004A1 (en) * | 2018-11-08 | 2020-05-14 | Bayerische Motoren Werke Aktiengesellschaft | Axle carrier of a vehicle with a push field |
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JP6819476B2 (en) * | 2017-06-16 | 2021-01-27 | トヨタ自動車株式会社 | Vehicle front structure |
CN110891850B (en) * | 2017-07-28 | 2022-09-02 | 德纳重型车辆系统集团有限责任公司 | Bracket component of electric vehicle axle assembly |
US10550927B2 (en) | 2017-11-20 | 2020-02-04 | Ford Global Technologies, Llc | Multi-function transmission crossmember |
US11299206B2 (en) * | 2019-09-12 | 2022-04-12 | GM Global Technology Operations LLC | Vehicle structure for a cross-vehicle load path |
US11713080B2 (en) * | 2020-08-13 | 2023-08-01 | Ford Global Technologies, Llc | Double subframes with isolation couplings |
DE102022106541A1 (en) | 2022-03-21 | 2023-09-21 | Bayerische Motoren Werke Aktiengesellschaft | Underbody paneling for a motor vehicle and motor vehicle with such an underbody paneling |
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EP3081423A1 (en) * | 2015-04-15 | 2016-10-19 | Toyota Jidosha Kabushiki Kaisha | Powertrain unit |
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US8875834B1 (en) | 2014-11-04 |
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