WO2011119764A1

WO2011119764A1 - Modular vehicle suspension and front subframe assembly and method of assembling same

Info

Publication number: WO2011119764A1
Application number: PCT/US2011/029669
Authority: WO
Inventors: Bill Stinnett; Manfred Rumpel
Original assignee: Fisker Automotive, Inc.
Priority date: 2010-03-23
Filing date: 2011-03-23
Publication date: 2011-09-29

Abstract

A modular front end assembly for use in a vehicle. The assembly includes a body frame and a subframe, The body frame is integrally constructed from a plurality of interconnected beams that form a single piece module having a front beam, an opposed rear beam, a first side beam, and an opposed second side beam that create an inner space. The subframe is integrally constructed from a plurality of interconnected members that form a single piece module having a front member, an opposed rear member, a first side member, an opposed second side member, and a middle portion. The subframe also includes a first mounting structure located on the subframe first side member for mounting a vehicle power train thereto, and a second mounting structure located on the subframe second side member for mounting the vehicle power train thereto, such that the subframe is mounted to the body frame as an integral unit.

Description

MODULAR VEHiCLE SUSPENSION AND FRONT SUBFRAME ASSEMBLY AND

METHOD OF ASSEMBLING SAME

CROSS REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of and priority to U.S. Provisional Application No. 61/316,61 1, filed March 23, 2010, which is incorporated herein by reference.

BACKGROUND

[0002] The present disclosure relates generally to a vehicle suspension and front subfranie structure, and more particularly to a modular vehicle suspension and front subframe assembly and method of assembling same.

DESCRIPTION OF THE RELATED ART

[0003] A vehicle, such as a motor vehicle, includes a frame and panels secured to the frame that form the shape of the body. Other vehicle components may also be attached to the frame, such as an engine, transmission, drive train, or battery. The vehicle further includes a suspension system for supporting the frame and other components. The suspension isolates the vehicle from road variation while providing desirable handling and maneuvering capabilities.

[0004] Passenger vehicle body frames typically include a ladder-type construction or a uni- body stmcture. Such known vehicle body staictures have been used for many years and are well known in the art. Although conventional structures have proven useful, it is desirable to improve upon existing vehicle constructions. For example, the automotive industry is constantly trying to reduce the weight of vehicles to improve fuel economy without reducing or sacrificing structural integrity. Further, it is desirable to provide a vehicle with better handling and driveability. Various specific attempts have been made to substitute different materials for part of or the entire vehicle frame. Although materials such as aluminum or composites have lightweight advantages, structural stiffness and/or integrity may be sacrificed.

[0005] Another disadvantage associated with conventional vehicle frames and subassemblies is that certain difficulties and complexities are presented during the assembly process. For example, some vehicle frames include fomardly extending mid-rails that protmde through the area that serves as the engine compartment. Assembly of the drive train and the front suspension system for the vehicle is more difficult because of the presence of the mid-rails. This is especially true in a vehicle design having a lower profile than a conventional passenger vehicle, or with oversized tires or a wider wheelbase. Yet another disadvantage with conventional vehicle frames and subassemblies is that pose significant vehicle component packaging constraints when used in an electric vehicle or hybrid electric vehicle.

[0006] Accordingly, there is a need for an improved vehicle suspension and front subframe assembly that is easier to assemble and manufacture, more durable, and has enhanced performance. There is also a need for a vehicle suspension and front subframe assembly that minimizes vehicle component packaging constraints (due to specifications such as low hoods, large diameter tires, or the like) when used in electric vehicles such as rear wheel drive sports sedans with extended range. SUMMARY

[0007] Generally, the present disclosure relates to a modular vehicle body frame and subassembly system that represents a dramatic improvement over the known devices. The ease of vehicle manufacture is greatly enhanced. The stmctural stiffness and durability of the frame is increased. Passenger safety also is enhanced due to the design of the body frame. Moreover, the modular subtrame and suspension minimize vehicle component packaging constraints when used in electric vehicles or hybrid electric vehicles.

[0008] A vehicle body front suspension and sub-frame is made up of several subassemblies or modules. The front suspension module is designed to be attached to the vehicle, such as by attaching to a passenger compartment module. The front suspension module extends between the two side rails at the front end of the passenger compartment. The front suspension module, as the name suggests, is adapted to support a completed front suspension assembly. The front suspension module also supports the drive train of the vehicle. A rear suspension module is attached to the passenger compartment module at a second end of the side rails, which is opposite the front suspension module. The rear suspension module also extends between the two side rails. The attachment of the front suspension module and the rear suspension module to the passenger compartment module side rails provides the primary lateral structural stability and rigidity for the entire vehicle frame. Since the front and rear suspension modules provide lateral stability to the vehicle frame when properly connected to the passenger compartment side rails, no other lateral reinforcement pieces are required. [0009] A front energy absorbing module may be connected to the front suspension module and the most forward end of the passenger compartment side rails, The front energy absorbing module may include eight energy absorbing tubes that are aligned to crush in a predicted pattern upon an impact or collision. The alignment and connection of the energy absorbing tubes ensures that the majority of the energy in an impact is absorbed by the front most module of the frame, which greatly enhances passenger safety, A rear energy absorbing module is, similarly, connected to the rear of the vehicle frame.

[0010] An advantage of the present disclosure is that the vehicle suspension and front subframe assembly has improved structural strength and is more durable. Another advantage of the present disclosure is that the vehicle suspension and front subframe assembly is easier to manufacture and assemble. Yet another advantage of the present disclosure is that the vehicles suspension and front subframe assembly enhances passenger safety. Still another advantage of the present disclosure is that the subframe and suspension assembly minimize vehicle component packaging constraints and enable the vehicle to have characteristics that would otherwise be difficult to realize, such as a very low hood, large diameter tires, or the like.

[0011] Other features and advantages of the present disclosure will be readily appreciated, as the same becomes better understood after reading the subsequent description taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[0012] FIG. 1 A is a perspective view of a two-door vehicle, according to an exemplary embodiment. [0013] FIG. IB is a perspective view of a vehicle spaceframe, according to an exemplary embodiment.

[0014] FIG. 2 is a perspective view of a vehicle front end subframe having a pair of motor mounting pedestals.

[0015] FIG. 3 is an exploded perspective view of the vehicle front end subframe of FIG. 2 with the steering gear.

[0016] FIG. 4 is an exploded perspective view of the vehicle front end subframe of FIG. 2 with a front lower control arm.

[0017] FIG. 5 is a perspective view of the vehicle front end subframe of FIG. 2 with both (left and right) front lower control arms and the steering gear coupled thereto.

[0018] FIG. 6 is a partial perspective view of a front upper control arm attached to the trim area of a vehicle front body structure.

[0019] FIG. 7 A is a partial perspective view of the front upper shock and front upper control arm attached to the trim area of the vehicle front body structure.

[0020] FIG. 7B is a partial top view of the front upper shock and front upper control arm attached to the trim area of the vehicle front body structure.

[0021] FIG. 7C is a partial side view of the front upper shock and front upper control arm attached to the trim area of the vehicle front body structure.

[0022] FIG. 8 is an exploded perspective view of a front wheel end assembly.

[0023] FIG. 9 is an exploded perspective view of the front wheel end assembly of FIG. 8 with front brake components. [0024] FIG. 10 is a perspective view of the front brake components and the front wheel assembly of FIG. 9 assembled together.

[0025] FIG. 1 1 is an exploded perspective view of the front end vehicle suspension subassembly (front module) of FIG. 5 and a po wer train assembly.

[0026] FIG. 12 is an exploded perspective view of the front end vehicle suspension subassembly and power train assembly of FIG. 11 coupled together, and the front wheel assemblies and front brake components.

[0027] FIG. 13 is an exploded perspective view of a front body structure and the front module of FIG. 12.

[0028] FIG. 14 is an exploded perspective view the front body structure and the front module of FIG. 13 coupled together and a front stabilizer bar,

[0029] FIG. 15A is a partial perspective view of a rear upper shock attached to a rear vehicle body structure in the trim area.

[0030] FIG. 15B is a partial side view of a rear upper shock attached to a rear vehicle body structure in the trim area,

[0031] FIG. 15C is a partial top view of a rear upper shock attached to a rear vehicle body structure in the trim area.

[0032] FIG. 16A is an exploded perspective view of a steering column and bracket assembly

[0033] FIG. 16B is a perspective view of a torque column bolt used to couple the steering column to the bracket assembly.

[0034] FIG. 17 is a partial perspective view of an I-Shaft assembly attached to a dash seal boot assembly of the vehicle body structure. [0035] FIG. 18 is a partial perspective view of the I-Shaft assembly attached to the steering column and attached to the vehicle body structure.

[0036] FIG. 19 is a partial perspective view of the sub-frame assembly with the I-Shaft attached to an input shaft of the steering gear.

[0037] FIG. 20 is a flow chart illustrating the general methodology of assembling the foregoing modules, according to an exemplary embodiment.

DESCRIPTION

[0038] Referring generally to the Figures and particularly to FIGS. 1A and I B, a vehicle 10 is illustrated. The vehicle 10 may be a passenger car, track, or the like. The vehicle 10 may be a conventional vehicle powered solely by an internal combustion engine, or a fully electric vehicle (FEV) powered by a battery, or a combination thereof, such as a hybrid electric vehicle (HEV), or a plug-in hybrid vehicle (PHEV), or the like. In this example, the vehicle 10 is a PHEV that is gasoline and electric powered. The engine may also operate on another fuel, such as, gasoline, diesel, methane, propane, hydrogen, or the like.

[0039] The vehicle 10 includes a modular spaceframe 12 having a front end or portion 14, and middle portion 16, and a rear end or portion 18, as shown in FIG. I B. The vehicle front end 14 is also made up of a plurality of interconnected modules or components, such as a front end subframe assembly 20, a front body structure 22, a front end suspension 24, front end energy absorber 26, front end wheel assembly 28, or the like, to be described in further detail below. [0040] The front body frame or structure 22 is generally an integrally formed stmcture having a front beam 30, an opposed rear beam 32, a first side beam 34 and an opposed second side beam 36. The arrangement of the front beam 30, the opposed rear beam 32, the first side beam 34, and the opposed second side beam 36 creates an inner space 38 for receiving vehicle components therein, such as a power train, or the like. The front body stmcture first beam 34 and second side beam 36 include a first and second elongated beam member 40, 42, respectively. The first and second elongated beam members 40, 42 extend from the front body structure rear beam 32 to the front body structure front beam 30.

[0041 ] Referring now to FIG. 2, the vehicle front end subframe assembly 20 is shown. The vehicle front end subframe 20 is generally an integrally formed structure having a front member

44, an opposed rear member 46, a first side member 48, an opposed second side member 50, and a middle portion 52. The arrangement of the front member 44, the opposed rear member 46, the first side member 48, the opposed second side member 50, and the middle portion 52 creates a plurality of openings or spaces 56 for receiving vehicles components therem, such as a power train, or the like, thereby conserving material, improving accessibility, enhancing structural strength and durability, and minimizing packaging constraints. The front end subframe 20 includes a first mounting structure (right hand (RH) mounting stmcture) 58 and a second mounting structure (left hand (LH) mounting stmcture) 60 for mounting the vehicle components, such as the motor or engine, or the like, thereto. The mounting structures 58, 60 may have various forms, such as a pedestal, bracket, or the like. The mounting structures 58, 60 may be attached to the vehicle front end subframe 20 via a plurality of fasteners 62, such as bolts, or the like. In this example, the fasteners 62 thread directly into the vehicle front end subframe 20 and do not require additional fasteners, such as nuts, or the like, In another example, the fasteners 62, such as bolts, may be designed to pass through or inserted through the vehicle front end subframe 20 and secured thereon by attaching additional fasteners 62, such as nuts. The vehicle front end subframe 20 also includes a plurality of attachment features 64, such as, surfaces, posts, apertures, areas, or the like, for positioning, supporting, attaching, or the like, various components.

[0042] Referring now to FIG. 3, the vehicle front end subframe 20 having a detached steering gear 66 mounted thereto is shown. Advantageously, the vehicle front end subframe 20 and detached steering geer 66 can be provided as a module or subassembly. The steering gear 66 is generally an elongated member having a first end 68, an opposed second end 70 and a steering shaft 72 attached between the steering gear first end 68 and the steering gear second end 70. The steering gear 66 is mounted to the vehicle front end subframe front member 44 such that the steering gear first end 68 extends outward from the vehicle front end subframe first side member 48 and the steering gear second end 70 extends outward from the vehicle front end subframe second side member 50, In this example, the steering gear 66 is mounted on a first post 74 and a second post 76 located on the vehicle front end subframe front member 44 using fasteners 62, such as bolts, or the like. The steering gear first end 68 and steering gear second end 70 each have a tie rod 78, 80 attached thereto for coupling to the wheel assemblies 82, 84, such as, the wheel knuckle, or the like, to be described in further detail below. The tie rods 78, 80 transmit force from the steering mechanism to the wheel to thereby turn the wheel in a particular direction. [0043] Referring now to FIGS, 4-5, the vehicle front end sub frame 20 having a first front lower control arm (FLCA) 86 and the vehicle front end subframe 20 having a first and second front lower control arm 86, 88, respectively, mounted thereto is shown. These components can likewise be prepared as a module or subassembly for attachment to the body frame 22. The first front lower control arm 86 is a generally L-shaped member and includes a first end 90, a second end 92, and a third end 94. The first front lower control arm 86 is attached to the vehicle front end subframe first side member 48 via the first end 90 and the second end 92 and secured thereto by a plurality of fasteners 62, such as cam bolts, cam plates, nuts, bolts, or the like. The third end 94 is attached to the first wheel assembly 82, such as the wheel knuckle, or the like. In this example, the first front lower control arm 86 is pivotably attached to the vehicle front end subframe 20 by two cam bolts, cam plates, and loose nuts (as shown in FIG. 5). The first front lower control arm 86 (and/or second front lower control arm 88) is designed to be coupled to a fixture 102 that holds a ball joint in a specific location relative to the sub-assembly 20 for alignment and for holding the front lower control arm 86 in a curb position. The fixture 102 is adjustable so that the position of the first front lower control arm 86 (and/or second front lower control arm 88) can be trend set for end of line alignment results.

[0044] Referring now to FIG. 5, the vehicle front end subframe 20 having both the first and second front lower control arms 86, 88 and the steering gear 66 attached to form a module or subassembly is shown. The assembled components make up the front module 104, The second front lower control arm 88 is also generally an L-shaped member including a first end 96, a second end 98, and a third end 100, The second front lower control arm 88 is attached to the vehicle front end subframe second side member 50 via the first end 96 and the second end 98 and secured thereto by a plurality of fasteners 62, such as cam bolts, cam plates, nuts, bolts, or the like, The third end 100 is attached to the second wheel assembly 84, such as the wheel knuckle, or the like. In this example, the second front lower control arm 88 is also pivotably attached to the vehicle front end subframe 20 by two cam bolts, cam plates, and loose nuts.

[0045] Referring now to FIG. 6, a front upper control arm 106 attached to the trim area of a vehicle front body structure 22 to form a module or subassembly is shown. The vehicle front end suspension 24 includes a first front upper control arm 106 and a second front upper control arm 108. The first front upper control arm 106 generally has a triangular or V-shape. The first front upper control arm 106 includes a first end 110, a second end 1 12 and a middle or elbow portion 114 there between. The first front upper control arm 106 is attached to the trim area of the vehicle front body structure first beam 34 via the first end 1 10 and the second end 112 and secured thereto by a plurality of fasteners 62, such as cam bolts, cam plates, nuts, bolts, or the like. In this example, the first front upper control arm 106 is pivotably attached to the vehicle front body structure 22 by two cam bolts, cam plates, and loose nuts. The middle portion 114 is attached to the first wheel assembly 82, such as the wheel knuckle, or the like. A fixture arm 102 at curb height supports the structure during assembly method to be described in the further detail below.

[0046] The second front upper control arm 108 is also a generally triangular or V-shaped member including a first end 1 16, a second end 118 and a middle or elbow portion 120 there between. The second front upper control arm 108 is attached to the trim area of the vehicle front body structure second side beam 36 via the first end 1 16 and the second end 118 and secured thereto by a plurality of fasteners 62, such as cam bolts, cam plates, nuts, bolts, or the like (as shown in FIG. 6). In this example, the second front upper control arm 108 is also pivotably attached to the vehicle front body structure 22 by two cam bolts, cam plates, and loose nuts. The middle portion 120 is attached to the second wheel assembly 84, such as the wheel knuckle, or the like.

[0047] Referring now to FIGS. 7A-7C, attachment of a front upper shock 124 and front upper control arm 108 (front shock assembly) to the trim area of the vehicle front body structure 22 to form a module or subassembly is shown. The vehicle front end suspension 24 includes a first upper shock member 122 having an upper end 126 and a lower end 128 and a second upper shock 124 member having an upper end 130 and a lower end 132. The first and second upper shocks 122, 124 are generally elongated shafts. The first upper shock upper end 126 is attached to the trim area of the vehicle body structure first side beam 34 whereas the first upper shock lower end 128 is attached to the first wheel assembly 82, such as the wheel knuckle, or the like. The second upper shock upper end 130 is attached to the trim area of the vehicle body second side beam 36 whereas the second upper shock lower end 132 is attached to the second wheel assembly 84, such as the wheel knuckle, or the like.

[0048] Referring now to FIG. 8, the front wheel end assembly 84 is shown. The vehicle 10 includes a first and second front wheel end assembly 82, 84. Each front wheel end assembly 82, 84 includes a front knuckle member 134, 136 having an inner surface 138, 140, an outer surface 142, 144, a central aperture 146, 148 and a plurality of apertures 150, 152 around the perimeter of the central aperture 140. Each front wheel end assembly 82, 84 also includes a dust shield 154, 156 member having an inner surface 158, 160 and an outer surface 162, 164, respectively. The dust shield members 154, 156 are generally a planar disc-shape plate having a central aperture 166, 168. Each front wheel end assembly 82, 84 also includes a bearing 170, 172 having an inner surface 174, 176, an outer surface 178, 180, a collar 182, 184, a cylindrical shaft having a bore 186, 188, a plurality of apertures 190, 192 around the perimeter of the cylindrical shall 186, 188, and a plurality of posts 194, 196 extending outwardly from the outer surface 178, 180, respectively. The front knuckle member 134, 136, the dust shield member 154, 156, and bearing 170, 172 are coupled together by a plurality of fasteners 62 (such as bolts, or the like) such that the dust shield 154, 156 is secured between the wheel knuckle inner surface 138, 140 and the bearing inner surface 174, 176, respectively.

[0049] Referring now to FIGS. 9 and 10, the front wheel end assembly 84 with front brake components 200 is secured to form a module or subassembly is shown. Both the first and second front wheel end assembly 82, 84 include front brake components 198, 200. The front brake components 198, 200 include a caliper 202, 204 and a rotor 206, 208, respectively. The caliper 202, 204 includes a plurality of attachment structures 210, 212 having apertures 214, 216 for attachment to the front wheel end assembly 82, 84, such as the knuckle, or the like. The caliper 202, 204 also includes an inner wall 218, 220 and an outer wall 222, 224 defining an inner space 226, 228 for at least partially receiving and housing the rotor 206, 208, respectively. The rotor 206, 208 is generally a disc-shaped member having an inner surface 230, 232, an outer surface 234, 236, a central aperture 238, 240, and a plurality of apertures 242, 244 located around the perimeter of the central aperture 238, 240 for receiving the bearing posts 194, 196 there through. The rotor 206, 208 is attached to the front end wheel assembly 82, 84 and more particularly to the bearing 170, 172 such that the rotor inner surface 230, 232 is adjacent the bearing outer surface 178, 180 and the bearing posts 194, 196 extend through the rotor plurality of apertures 242, 244, respectively, as shown in FIG. 10.

[0050] Referring now to FIGS. 11 and 12, the front end vehicle suspension sub-assembly (front module) 104, a power train (PT) assembly 246, front wheel assemblies 82, 84, and front brake components 198, 200 are shown. The power train assembly 246 is at least partially disposed within the front end subframe middle portion 52 and supported by and secured to the first mounting structure (right hand ( R H ) mounting structure) 58 and the second mounting structure (left hand (LH) mounting structure) 60, as sho wn in FIG. 12. A plurality of fixtures 102 (such as a powertrain fixture, a front module fixture, a lower control arm fixture, a wheel end assembly fixture, or the like) support and facilitate the assembly of these modules during the assembly method to be described in further detail below.

[0051 ] Referring now to FIG. 13, the vehicle front body structure 22 and the front module 104 with the powertrain assembly 246 is shown. The front module 104 with the powertrain assembly 246 is at least partially housed within the front body structure inner space 38 and is attached to the vehicle front body structure 22, such as the first and second elongated beam members 40, 42, or the like, using fasteners 62, such as bolts, or the like. As previously described, the front upper control arms 106, 108 and front upper shocks 122, 124 are attached to the wheel assembly 82, 84 and secured thereto using fasteners 62, such as bolts, or the like.

[0052] Referring now to FIG. 14, a module or subassembly formed by a front stabilizer bar 248, the front body structure 22 and the front module 104 assembled together is shown. The front stabilizer bar 248 is a generally an elongated U-shaped bar having a having a first end 250 and a second end 252. The stabilizer bar 248 also includes a plurality of bushings 254, brackets 256, and links 258 for attachment to the front module 104, or the like.

[0053] Referring now to FIGS. 15A-15C, a module or subassembly formed by a rear upper shock 266 attached to a rear body structure 18 in the trim area is shown. The rear vehicle suspension 260 includes a rear upper shock assembly 262 including a first and second upper shock member 264, 266. The first rear upper shock 262 includes an upper end 268 and an opposed lower end 270 and the second rear upper shock 264 includes an upper end 272 and an opposed lower end 274. The first and second rear upper shock members 262, 264 are generally elongated shafts. The first rear upper shock upper end 268 is attached to the trim area of the vehicle body structure first side beam (rear end of spaceframe 18) whereas the first rear upper shock lower end 270 is attached to the first rear wheel assembly 276, such as the wheel knuckle, or the like. The second rear upper shock upper end 272 is attached to the trim area of the vehicle body structure second side beam (rear end of spaceframe 18) whereas the second rear upper shock lower end 274 is attached to the second rear wheel assembly 278, such as the wheel knuckle, or the like.

[0054] Referring now to FIGS. 16A AND 1613, a module or subassembly formed using a steering column 280, a bracket 282, and a torque column bolt 284 is shown. The bracket 282 (mag bracket or steering column bracket) includes a front member 286, a rear member 288, a first side member 290, a second side member 292, an upper member 294 and a lower member 296. The bracket front member 286 includes an opening 300 for receiving components there through and a plurality of posts 302 for attachment to the vehicle front end body structure 22. The steering column 280 includes a front end 304, a rear end 306, a first side surface 308, a second side surface 310, an upper surface 312 and a lower surface 314, The steering column 280 also includes a shaft 316 extending from the rear end 306 and outward from the front end 308 a predetermined distance. The steering column 280 also includes a plurality of attachment members 31 8 for attaching the steering column 280 to the bracket 282 (mag bracket or steering column bracket) such that the steering column upper surface 312 is adjacent the bracket lower member 296, the steering column front end 304 at least partially extends through the bracket front member opening 300. The steering column 280 is secured and fastened to the bracket 282 using a plurality of fasteners 62, such as the column torque bolts 284 shown in FIG. 16B, or the like.

[0055] Referring now to FIGS. 17-19, a module or subassembly having an I-shaft assembly 320 attached to a dash seal assembly 322 of a dash panel is shown. The dash seal assembly 322 is generally a cylindrical member having a bore 324 for disposing the I-shaft 320 there through. A seal interface 326 is located on the vehicle front body structure 22 that receives and mates with the dash seal assembly 322. The I-shaft 320 is generally an elongated member having an upper end 328 coupled to the dash seal assembly 322 and a lower end 330 having a joint 332 for coupling to the steering gear 66. The I-shaft upper end 328 is inserted through and coupled to the dash seal assembly 322 which is inserted into the seat interface 326 to secure the I-shaft 320 in position. The I-shaft upper end 328 is also attached to the steering column shaft 316 whereas the I-shaft lower end 330 is attached to the steering gear assembly 66. The steering column 280 and I-shaft 320 are connected to each other and the vehicle front body structure 20 using a plurality of fasteners 62, such as flag bolts, loose nuts, or the like, as shown in FIG. 18. The I-shaft lower end 330 is extended and connected to the steering gear 66 (input shaft), as shown in FIG. 19. The lower I-shaft joint 332 utilizes a fastener 62 (such as a pinch bolt, or the like) that threads into the lower joint 332. An opening (window) 334 in the vehicle subframe enables easy access to facilitate extension and connection of the I-shaft 320 to the steering gear 66.

[0056] Referring now to FIG. 20, a flow chart illustrating the general methodology of assembling the foregoing modules is shown.

[0057] The method begins at block 400 which includes the step of providing a front end subframe member, as previously described, having a plurality of motor mount attachments. In this example, the front subframe assembly is made up of two motor mount pedastals that are attached with four bolts per side, as shown in FIG. 2.

[0058] The method proceeds to block 410 which includes the step of positioning the front end subframe on a fixture and positioning the steering gear at the front of the subframe. The front end subframe may have other components pre-assembied to it, as previously described. The steering gear is then mounted to the front end subframe on posts located thereon and secured thereon by two nuts, as shown in FIG. 3.

[0059] The method proceeds to block 420 which includes the step of positioning the front lower control arms on a fixture and attaching the arms to the front end subframe. The arms are positioned with a fixture that holds the arms (ball joints) in a specific position relative to the subframe for alignment and holding the arms in a curb loading of the vehicle position. The fixture may be adjustable to trend set the arm position for end of line alignment. During this stage of assembly , both the subframe and the arms are mounted to an assembly fixture, as sho wn in FIG. 4. [0060] The method proceeds to block 430 which includes the step of transferring the subframe (front module) from a first station (the sub-assembly station) to a second station (the front platter of the AGV Mobile Buggy), as shown in FIG. 5.

[0061 ] The method proceeds to block 440 which includes the step of providing a vehicle front body structure, positioning the front upper control arms on fixtures and attaching the front upper control arms to the vehicle body structure. During this stage, a front upper control arm is attached to both the left-hand side and right-hand side of the body. Each front upper control arm needs to be oriented or positioned and held at curb height to prevent bushing wind up. The fasteners are then secured to the body via fasteners. For example, the nuts are torqued/tightened while the bolts are held with an appropriate tool, as shown in FIG. 6.

[0062] The method proceeds to block 450 which includes the step of installing the front upper shock members to the vehicle body structure. During this stage, the front upper control arms are maintained in the curb orientation due to the parasitic rate of the bushings. The upper shock assemblies are loaded from below and secured to the front body structure by attaching fasteners (such as, nuts, or the like.) from above, as shown in FIGS. 7A-7C. The upper shock assemblies are at full extension and hang down from the body structure to the decking station. The left side and right side shocks are identical and undergo the same installation process.

[0063] The method proceeds to block 460 which includes the step of assembling the front wheel end assemblies and mounting the brake components thereto. During this stage, the collar of the bearing is inserted into the central aperture of the dust shield member and into the central aperture of the front knuckle member, as shown in FIG. 8. The bearing is then mounted on to the front knuckle member with the dust shield member there between and secured thereto via a plurality of fasteners (such as boits, or the like) to secure the assembly together. The bearing has a close tolerance fit to the front knuckle member which does not require a mechanical press operation. The fasteners (such as bolts, or the like) are secured in a run-down method thai does not distort the bearing housing. A multi-spindle tool can be used to ensure an even run-down of the fasteners.

[0064] Also included is the step of mounting the brake components to the front wheel assemblies. During this stage, the rotor is positioned to the hub (front wheel end assembly) and held in position by a single fastener (such as single counter sunk screw, or the like). The fastener holds the rotor in place before the caliper is attached thereto. The caliper is attached directly to the knuckle member of the wheel end assembly via fasteners (such as two bolts, or the like), as shown in FIG. 9.

[0065] The method proceeds to block 470 which includes the step of transferring the wheel assemblies to the front module, as shown in FIG. 10. During this stage, the front wheel end assemblies are moved from one station (such as the sub-assembly station, or the like) to another station (such as the front platter of the AGV Mobile Buggy, or the like). Appropriate lift points and locating features may be provided to make this transfer efficient and safe.

[0066] The method proceeds to block 480 which includes the step of mounting the powertrain to the front module. During this stage, the front module is transferred from one station (such as the sub-assembly station, or the like) to another station (such as the AG V front decking platter, or the like). The sub-frame rests upon rough locators and the front lo wer control arms have fixture rests at full rebound because the shocks are in their full extended position at the decking station, as shown in FIG. 11. The bushings hold the front lower control arms in a design position until the load of the wheel end assemblies is added. The motor mounts are already installed on the powertrain and may require a secure operation from below the sub- frame. Rear powertrain rests may be required on the decking platter to support the powertrain in the proper orientation.

[0067] The method proceeds to block 490 which includes the step of mounting the wheel assemblies to the front module using a plurality of fixtures, as shown in FIG. 12. During this stage, the .front wheel end sub-assembly is moved to the AGV where it is attached at the lower ball joint and outer tie rod end. Both of these joints require a hold-and-drive tooling that enables a prevailing torque nut to be secured to a ball stud.

[0068] The method proceeds to block 500 which includes the step of mounting the front module to the vehicle front body structure, as shown in FIG. 13, During this stage, the front platter at the decking station is lifted up to the body where pins from the subframe align with features in the body. Additional and/or longer locators that extend from the pallet to the body may be used to help guide the front subframe into place. The upper control arms are joined to the knuckle member, the lower shocks to the lower control arms, and the subframe to the body. Additional connections are also made between the generator and body.

[0069] The method proceeds to block 510 which includes the step of attaching the stabilizer bar to the front module, as shown in FIG. 14. During this stage, the front stabilizer bar is installed from below. The bushings, brackets and links can be installed in a sub-assembly station leaving only the bracket to body and link to lower control arm fasteners to be secured thereto.

[0070] The method proceeds to block 520 which includes the step of providing a vehicle rear body structure and attaching rear upper shock assemblies thereto, as shown in FIGS. 15A- 15C. During this stage, the rear upper shocks are attached to the body structure in the trim area. The shock assemblies are loaded from below and secured from abo ve via a plurality of fasteners (such as three nuts, or the like). This is completed through the trunk opening because access from above is limited by the body structure. Alternatively, access may be provided through the floor of the tarak. The left side and right side shocks are identical and undergo the same installation process.

[0071 ] The method proceeds to block 530 which includes the step of attaching the steering colunin to the steering colunin bracket, as shown in FIGS. 16A and 16B. During this stage, the steering column (XLR) is mounted to a mag bracket at the IP build up sub-assembly station. The steering column is secured to the mag bracket via fasteners (such as four fasteners, or the like) from below that are threaded into inserts (PIA inserts) in the mag bracket.

[0072] The method proceeds to block 540 which includes the step of attaching the 1 -shaft assembly to the vehicle front body structure, as shown in FIG. 17. During this stage, the I-shaft and dash seal boot assembly are installed from the engine bay side of the dash panel where it is retained by features on the body and seal The dash boot seal bearing assembly holds the ] -shaft assembly in position until the steering column is attached during IP deck. The lower I-shaft is maintained in the compressed position until the front sub-frame module is decked. Although no fasteners are required to attach the seal, a temporary feature such as a wire or tie strap or the like may be provided to support the assembly if needed.

[0073] The method proceeds to block 550 which includes the step of connecting the steering column to the I-shaft, as shown in FIG. 18. During this stage, the steering column and I-shaft can be connected to the body using a plurality of fasteners (such as a flag bolt and loose nuts, or the like) after decking the IP,

[0074] The method proceeds to block 560 which includes the step of connecting the I~shaft to the input shaft of the steering gear, as shown in FIG . 19. During this stage, the I-shaft can be extended and connected to the input shaft of the steering gear after decking the front suspension. The lower I-shaft joint utilizes a fastener (such as a unique pinch bolt, or the like) that threads into the lower joint. The methodology may include other assembly steps that are known for putting a vehicle together. In addition, the order of the steps can be varied..

[0075] Many modifications and variations of the present disclosure are possible in light of the above teachings. Therefore, within the scope of the appended claim, the present disclosure may be practiced other than as specifically described,

Claims

WHAT IS CLAIMED IS:

1. A modular front end assembly for use in a vehicle, the assembly comprising: a body frame integrally constructed from a plurality of interconnected beams that form a single piece module having a front beam, an opposed rear beam, a first side beam, and an opposed second side beam that create an inner space:

a subframe integrally constmcted from a plurality of interconnected members that form a single piece module having a front member, an opposed rear member, a first side member, an opposed second side member, a middle portion, a first mounting structure located on the subframe first side member for mounting a vehicle power train thereto, and a second mounting structure located on the subframe second side member for mounting the vehicle power train thereto, such that the subframe is mounted to the body frame as an integral unit.

2. The modular front end assembly of Claim 1, further comprising an energy absorbing module including a first side member, an opposed second side member, and a front bumper, the energy absorbing module attached to the body frame front beam, and wherein the first and second member have a box construction with a plurality of internal sections that deform in a predetermined manner to absorb impact energy from a frontal collision.

3. The modular front end assembly of Claim 1, further comprising a steering gear having a first end, an opposed second end, and an input shaft, the steering gear attached to an attachment structure on the subframe.

4. The modular front end assembly of Claim 1 , further comprising a front suspension assembly wherein at least a portion of the front suspension assembly is attached to the subframe and at least a portion of the front suspension assembly is attached to the body frame.

5. The modular front end assembly of Claim 1 , further comprising a front suspension assembly including a vehicle front lower control arm having a first end, an opposed second end, and a third end, wherein the first end and second end are attached to the subframe.

6. The modular front end assembly of Claim 1 , further comprising a front suspension assembly including a front upper control arm having a first end, an opposed second end, and a middle portion, wherein the first end and the second end are attached to the body frame.

7. The modular front end assembly of Claim 1 , further comprising a front suspension assembly including an upper shock member having an upper end and a lower end, wherein the upper end is attached to the body frame.

8. The modular front end assembly of Claim 1, further comprising front suspension assembly including a vehicle front lower control arm having a first end, an opposed second end, and a third end, wherein the first end and second end are attached to the subframe; a front upper control arm having a first end, an opposed second end, and a middle portion, wherein the first end and the second end are attached to the body frame; a front suspension assembly including an upper shock member having an upper end and a lower end, wherein the upper end is attached to the body frame; and a front wheel assembly attached to the front lower control arm third end, the front upper control arm middle portion, and the upper shock lower end.

9. The modular front end assembly of Claim 1 , further comprising a powertrain assembly having an engine, the engine mounted to the subframe first and second mounting structure and at least partially positioned within the subframe middle portion,

10. The modular front end assembly of Claim 1 , wherein the subframe is attached to the body frame such that the powertrain assembly is at least partially disposed in the body frame inner space.

1 1 . The modular front end assembly of Claim 1, further comprising a steering gear having a first end, an opposed second end, and an input shaft, the steering gear attached to an attachment structure on the subframe; and an I-shaft having an upper end including a dash seal assembly and an opposed lower end having a joint, wherein the dash seal assembly attaches to a seal interface on the body frame and the joint attaches to the steering gear input shaft.

12. The modular front end assembly of Claim 8, at least one of the front lower control arm, the front upper control arm, the powertrain assembly, the subframe, and the wheel assembly are adapted to be coupled to a fixture during assembly of the modular front end assembly.

13. The modular front end assembly of Claim 11, wherein at least one of the subframe and body frame include an access opening to the i-shaft and steering gear connection.

14. The modular front end assembly of Claim 1, wherein the vehicle is a rear wheel drive sports sedan electric vehicle with extended range having a low hood line and large diameter wheels.

15. A method of assembling modular front end assembly for use in a vehicle, the method of assembling comprising the steps of:

forming a body frame as a single piece module having a front beam, an opposed rear beam, a first side beam, and an opposed second side beam that create an inner space; forming a subframe as a single piece module having a front member, an opposed rear member, a first side member, an opposed second side member, a middle portion, a first mounting structure located on the subframe first side member and a second mounting structure located on the subframe second side member; and

mounting the vehicle power train thereto, such that the subframe is mounted to the body frame as an integral unit.