Vehicle component assembly and method of manufacturing the same

Abstract

A vehicle member assembly includes a closed cross-sectional beam portion and at least one open cross-sectional beam portion. An outer edge laser weld bond connects a pair of opposing, spaced apart legs of the open cross-sectional beam portion to opposing sides of the closed cross-sectional beam portion. Another vehicle member assembly includes a single metal sheet that is roll-formed to form two adjacent beam portions. For each beam portion, the second side wall (a) contacts and overlaps the first side wall of the other of the beam portions, and (b) has a terminal edge that terminates at a position along the first side wall of the other of the beam portions. An outer edge laser weld bond connects a terminal edge of each of the second side walls to the contacted first side wall of the other beam portion at the location along the first side wall.

Description

[0001] Cross-reference to related applications

[0002] This application claims priority to U.S. Provisional Application No. 63 / 446,551, filed February 17, 2023, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This patent application relates to vehicle component assemblies and methods for manufacturing the same. Background Technology

[0004] It is known to galvanize or apply a protective zinc coating to steel components of vehicles to prevent the formation of rust or iron oxide over time. For example, galvanized coatings / materials can be used in rocker assemblies for electric trucks, which have stringent safety requirements to meet side pillar regulations and feature complex closed roll-formed cross-sections with lap welds. It is also well known that welding galvanized metal produces zinc oxide fumes when the high heat used in certain welding methods (such as laser lap welding) causes the zinc layer or coating to burn off or evaporate from the steel component at or near the weld joint. Zinc oxide fumes generated during welding should be vented out from the area surrounding the weld joint. Specifically, if these zinc oxide gases are not properly vented, they can become trapped between the lap weld surfaces of the two mating components. Trapped zinc oxide gases can lead to poor weld quality, such as gas inclusions, porosity, pinholes, poor weld penetration, or no weld penetration.

[0005] U.S. Patent No. 11,427,144 ('144 Patent) discloses a galvanized beam 10 that can be substantially continuously formed by a roll forming process. '144 Patent includes a method for continuously welding one or more seams of the galvanized beam 10, disclosed in a manner that removes zinc oxide fumes generated within the enclosed area of ​​the beam 10 (when welding the galvanized sheet material used to form the galvanized beam 10). That is, referring to '144 Patent... Figure 2A galvanized multi-tube beam 10 for vehicle structures or bumper reinforcements is manufactured by roll forming two adjacent tubular portions 14, 16 from galvanized metal sheets. These two tubular portions share a common central wall 18 of the beam 10. The outer sections of the metal sheets forming the two adjacent tubular portions 14, 16 extend from opposite sides of the central section of the metal sheet forming the common central wall 18 of the beam 10. Laser-welded lap joints 36, 38 are formed to close the internal regions of the respective adjacent tubular portions 14, 16 of the beam 10. Protrusions 32 are formed on the upper surface of the sheet material, which is then roll-formed into a tubular shape, with the protrusions abutting the surface of the sheet material to form ventilation gaps. Zinc oxide gases generated during welding can escape from the interior of the tubular shape through these ventilation gaps. The galvanized beam 10 of patent '144 is also described in this patent application. Figure 13 It is shown in the figure and is marked as "Prior Art".

[0006] When examining in detail the different closed sections formed using laser lap welding and electroplated steel components, all options require additional processes beyond roll forming. This is because the steel components have an electroplated coating. These additional operations / processes / procedures may include cleaning to remove the zinc plating, adding protrusions to facilitate the removal of any generated zinc oxide, etc.

[0007] In addition, another concern with laser lap welding is the feasibility of quality verification during the process. For example, the weld quality of laser lap welding can only be verified through destructive tests such as cutting and etching.

[0008] Furthermore, closed, one-piece roll-formed parts often present manufacturing feasibility challenges due to their complex shapes, small cross-sectional dimensions, and the use of martensitic materials. Martensitic materials exhibit high resilience during roll forming. Operating without frequent production stoppages to ensure no weld gaps or to adjust weld gaps can be challenging.

[0009] This patent application aims to provide various improvements to known vehicle component assemblies. Summary of the Invention

[0010] In one embodiment of this patent application, a vehicle component assembly is provided. The vehicle component assembly includes a closed cross-section beam portion, at least one open cross-section beam portion, and an outer edge laser-welded joint. The closed cross-section beam portion comprises steel. The open cross-section beam portion comprises steel. At least one open cross-section beam portion has a generally U-shaped configuration. The open cross-section beam portion has a pair of opposing, spaced-apart legs. The outer edge laser-welded joint connects the pair of legs of the open cross-section beam portion to opposite sides of the closed cross-section beam portion. The connected closed cross-section beam portion and open cross-section beam portion cause the vehicle component assembly to include a pair of generally hollow longitudinal sections separated by wall portions of the closed cross-section beam portion.

[0011] In another embodiment of this patent application, a method for forming a vehicle component assembly is provided. The method includes roll forming a closed cross-section beam portion comprising steel; roll forming at least one open cross-section beam portion having a generally U-shaped configuration, the open cross-section beam portion having a pair of opposing, spaced-apart legs, the open cross-section beam portion comprising steel; and connecting the pair of legs of the open cross-section beam portion to opposing sides of the closed cross-section beam portion by laser welding along their outer edges. The connected closed cross-section beam portion and open cross-section beam portion cause the vehicle component assembly to include a pair of generally hollow longitudinal sections separated by the wall portions of the closed cross-section beam portion.

[0012] In another embodiment of this patent application, a vehicle component assembly is provided. The vehicle component assembly includes: a single metal sheet, roll-formed to form two adjacent beam portions, the two adjacent beam portions such that the vehicle component assembly has a pair of generally hollow longitudinal sections separated by a common central wall portion, the common central wall portion having a bend at its opposite ends, the bend transitioning to a pair of first sidewalls, each first sidewall forming a wall of a corresponding beam portion, each beam portion having an opposing second sidewall opposite to the first sidewall. For each of the beam portions, the second sidewall (a) contacts and overlaps with the first sidewall of the other beam portion, and (b) has a terminal edge terminating at a location along the first sidewall of the other beam portion; and an outer edge laser-welded joint connecting the terminal edge of each of the second sidewalls to the contacted first sidewall of the other beam portion at said location along the first sidewall.

[0013] In another embodiment of this patent application, a method for forming a vehicle component assembly is provided. The method includes: roll forming a single metal sheet to form two adjacent beam portions, the two adjacent beam portions such that the vehicle component assembly has a pair of generally hollow longitudinal sections separated by a common central wall portion, the common central wall portion having a bend at its opposite ends, the bend transitioning to a pair of first sidewalls, each first sidewall constituting a wall of a corresponding beam portion, each beam portion having an opposing second sidewall opposite to the first sidewall. For each of the beam portions, the second sidewall (a) contacts and overlaps with the first sidewall of the other beam portion, and (b) has a terminal edge terminating at a location along the first sidewall of the other beam portion. The method further includes connecting the terminal edge of each of the second sidewalls to the contacted first sidewall of the other beam portion at said location along the first sidewall by outer edge welding.

[0014] These and other aspects of this patent application, as well as the operational methods, functions, and manufacturing economies of related structural elements and parts combinations, will become more apparent by considering the following description with reference to the accompanying drawings, all of which form part of this specification, wherein the same reference numerals in the drawings denote corresponding parts. In one embodiment of this patent application, the structural components shown herein are drawn to scale. However, it should be clearly understood that the drawings are for illustrative and descriptive purposes only and are not intended to limit the scope of this patent application. It should also be understood that features of one embodiment disclosed herein may be used in other embodiments disclosed herein. As used in the specification and claims, the singular forms “a,” “an,” and “the” include plural referents unless the context clearly specifies otherwise. Furthermore, as used in the specification and claims, the term “or” means “and / or” unless the context clearly specifies otherwise. It should also be understood that some of the components and features discussed herein may be discussed only in relation to one (single) of these components, and other similar components that may be disclosed herein may not be discussed in detail to reduce redundancy.

[0015] Other aspects, features, and advantages of this patent application will become apparent from the following detailed description, drawings, and appended claims. Attached Figure Description

[0016] Various embodiments are disclosed by way of example only, with reference to the illustrative drawings, wherein corresponding reference numerals denote corresponding parts, wherein:

[0017] Figure 1Cross-sectional and perspective views of a vehicle component assembly according to an embodiment of this patent application are shown, wherein the vehicle component assembly includes steel beam portions connected to each other by laser-welded joints along the outer edges, and the connected beam portions include a pair of generally hollow longitudinal sections separated by a wall portion of one of the beam portions.

[0018] Figure 2 Cross-sectional and perspective views of another vehicle component assembly according to another embodiment of this patent application are shown, wherein the vehicle component assembly includes steel beam portions connected to each other by laser-welded joints at the outer edges, and the connected beam portions include three generally hollow longitudinal sections separated by wall portions of one of the beam portions.

[0019] Figure 3 Cross-sectional and perspective views of another vehicle component assembly according to another embodiment of this patent application are shown, wherein the vehicle component assembly includes a steel and an outer edge laser-welded joint, and the vehicle component assembly includes two generally hollow longitudinal sections separated by wall portions.

[0020] Figure 4A and Figure 4B Cross-sectional and perspective views of the closed cross-section beam portion of a vehicle component assembly according to an embodiment of this patent application are shown respectively.

[0021] Figure 5 A method for forming a closed cross-section beam portion of a vehicle component assembly according to an embodiment of this patent application is shown;

[0022] Figure 6A and Figure 6B Cross-sectional and perspective views of the open section beam portion of a vehicle component assembly according to an embodiment of this patent application are shown respectively;

[0023] Figure 7 A method for forming an open-section beam portion of a vehicle component assembly according to an embodiment of this patent application is shown;

[0024] Figure 8 A method for forming an open-section beam portion of a vehicle component assembly according to another embodiment of this patent application is shown;

[0025] Figure 9 A system for forming and inspecting vehicle component assemblies according to an embodiment of this patent application is shown;

[0026] Figure 10 A system for forming and inspecting vehicle component assemblies according to another embodiment of this patent application is shown;

[0027] Figure 11The invention illustrates a comparison of master welding data, target welding data for inspection, and inspection results based on the comparison, according to an embodiment of this patent application.

[0028] Figure 12 The illustration shows a side-by-side comparison of welding and inspection results according to an embodiment of this patent application, the inspection results being based on a comparison of master welding data and target welding data; and

[0029] Figure 13 Cross-sectional and perspective views of prior art galvanized multi-tube vehicle beams are shown. Detailed Implementation

[0030] Figure 1 A vehicle component assembly 100 according to this patent application is shown. The vehicle component assembly 100 includes a closed cross-section beam portion 102, at least one open cross-section beam portion 104, and laser-welded outer edge joints 108, 110. The closed cross-section beam portion 102 comprises steel. The open cross-section beam portion 104 comprises steel. The open cross-section beam portion 104 has a generally U-shaped configuration. The open cross-section beam portion 104 has a pair of opposing, spaced-apart legs 112. The laser-welded outer edge joints 108, 110 connect the pair of legs 112 of the open cross-section beam portion 104 to opposing sides 114, 116 of the closed cross-section beam portion 102. The connected closed cross-section beam portion and open cross-section beam portion provide the vehicle component assembly 100, which includes a pair of generally hollow longitudinal sections 118, 120 separated by a wall portion 122 of the closed cross-section beam portion 102.

[0031] In one embodiment, the steel includes coated steel or uncoated steel. In another embodiment, the steel includes galvanized coated steel or ungalvanized steel. In another embodiment, the steel includes hot-stamped steel. In yet another embodiment, the vehicle component assembly may be formed using an iron-free aluminum material (i.e., instead of steel).

[0032] Vehicle component assembly 100 can be used for vehicle body and / or chassis components. Vehicle component assembly 100 can be used as a sill beam component, body-in-white (BIW) sill beam assembly, bumper beam, or body transverse component. Vehicle component assembly 100 can be configured to withstand impact energy management and absorption tests and / or meet collision and safety requirements.

[0033] Figure 4A and Figure 4BCross-sectional and perspective views of the closed cross-section beam portion 102 are shown. The closed cross-section beam portion 102 generally includes two opposing sides 114, 116 and two opposing wall portions 122, 123. In one embodiment, the two opposing sides 114, 116 are smaller (in size) than the two opposing wall portions 122, 123. In another embodiment, the two opposing sides 114, 116 have the same dimensions as the two opposing wall portions 122, 123.

[0034] The closed cross-section beam portion 102 may include a substantially tubular cross-sectional configuration. The closed cross-section beam portion 102 may include a substantially hollow configuration. The closed cross-section beam portion 102 may include a substantially circular, rectangular, or square tubular cross-sectional configuration. The closed cross-section beam portion 102 may include other shapes of tubular cross-sectional configurations. The closed cross-section beam portion 102 may have four rounded corner portions. The rounded corner portions are optional.

[0035] The closed cross-section beam portion 102 may extend along the longitudinal axis LL. The closed cross-section beam portion 102 may also include a central transverse axis CT-CT, which is perpendicular to the longitudinal axis LL and located at the center of the closed cross-section beam portion 102. The closed cross-section beam portion 102 is a roll-formed component whose ends mate to provide substantially continuous inner and outer surfaces. The mating ends of the closed cross-section beam portion 102 are welded together, for example using resistance seam welding or other welding procedures.

[0036] Figure 5 A method 500 for forming a closed-section beam portion 102 of a vehicle component assembly 100 is shown. (See diagram 500 for details.) Figure 5 As shown, the closed cross-section beam portion 102 can be manufactured by roll forming (such as unwinding from a coil) of galvanized sheet metal. Roll forming is generally a type of rolling process that involves continuously bending long strips of sheet metal (e.g., coiled steel) into a desired cross-sectional shape configuration.

[0037] The method 500 for forming the closed cross-section beam portion 102 includes uncoiling 502 of a coil 508 of electroplated coated steel sheet metal and flattening 504 of the sheet metal 506. That is, the coil 508 of the sheet metal 506 can be loaded onto an uncoiler (e.g., a single or double uncoiler) and then fed through a flattener to straighten / flatten the sheet metal 506. These pretreatment steps performed prior to the roll forming process 510 can be optional.

[0038] Method 500 also includes a roll forming process 510 in which the flattened sheet metal 506 is gradually shaped. The roll forming system 512 may include multiple pairs of rollers 514, 516, 518, and 520. The roll forming system 512 is driven individually or in groups to force a strip of sheet metal 506 through rollers 514, 516, 518, and 520, which gradually shape the sheet metal 506 into a desired cross-sectional shape configuration. For example, the closed cross-sectional beam portion 102 of the roll forming has mating ends.

[0039] Method 500 also includes a joining procedure 522 in which mating ends of the roll-formed closed cross-section beam portion 102 are welded together, for example, using resistance seam welding or other welding procedures. The weld may be oriented based on a crush pattern or the loading path to the roll-formed closed cross-section beam portion 102. Method 500 may also include a calibration procedure 524 and a cutting procedure 526, in which the roll-formed closed cross-section beam portion 102 is cut to a desired length. For example, the calibration process may include the calibration of a segment. The calibration procedure includes cutting / forming operations / procedures configured to achieve dimensions according to drawings or 3D CAD specifications.

[0040] refer to Figure 5 The closed cross-section beam portion 102 can be manufactured using a conventional high-speed roll forming process followed by resistance seam welding. This process is much faster than laser welding.

[0041] Figure 6A and Figure 6B Cross-sectional and perspective views of the open-section beam portion 104 are shown. The open-section beam portion 104 generally includes two legs 112 and a wall portion 127 perpendicular to and connecting the legs 112. The open-section beam portion 104 may include a substantially rectangular U-shaped configuration. In one embodiment, such as... Figure 1 and Figure 2 As shown, the two legs 112 can have the same length / height. In another embodiment, the two legs 112 can have different lengths / heights. The open-section beam portion 104 can have two rounded corner portions (i.e., at the intersection between the wall portion 127 and the two legs 112). The rounded corner portions are optional.

[0042] The open-section beam portion 104 extends along the longitudinal axis LL. The legs 112 of the open-section beam portion 104 are spaced apart by a distance D, such that when the open-section beam portion 104 and the closed-section beam portion 102 are connected, the inner surface 128 of the legs 112 of the open-section beam portion 104 engages with the outer surface 130 of the sides 114, 116 of the closed-section beam portion 102. The legs 112 of the open-section beam portion 104 and the opposite sides 114, 116 of the closed-section beam portion 102 are positioned in an overlapping configuration. When the open-section beam portion 104 and the closed-section beam portion 102 are connected, the ends of the legs 112 are located below the central longitudinal axis CT-CT.

[0043] The open-section beam portion 104 includes roll-formed components, as shown in the reference. Figure 7 The discussed open-section beam portion 104 includes hot / cold stamped components, as referenced. Figure 8 The subject of discussion.

[0044] In one embodiment, such as Figure 7 As shown, the open section beam portion 104 can be manufactured by roll forming of galvanized coated steel sheet metal (such as from uncoiling a coil). Figure 7 A method 700 for forming an open-section beam portion 104 of a vehicle component assembly 100 is shown. The method 700 for forming the open-section beam portion 104 may include unwinding a roll of sheet metal 706 and flattening the sheet metal 706. That is, the roll of sheet metal 706 may be loaded onto an uncoiler (e.g., a single or double uncoiler) and then fed through a flattener to straighten / flatten the sheet metal 706. These pretreatment steps performed prior to the roll forming process 710 may be optional.

[0045] Method 700 further includes a roll forming process 710 in which the flattened sheet metal 706 is gradually shaped. The roll forming system 712 may include multiple pairs of rollers 714, 716, and 718. The roll forming system 712 is driven individually or in groups to force strips of sheet metal 706 through rollers 714, 716, and 718, which gradually shape the sheet metal 706 into a desired cross-sectional shape configuration. Method 700 may also include a cutting process in which the roll-formed open-section beam portion 104 is cut to a desired length.

[0046] In one embodiment, such as Figure 8 As shown, the open section beam portion 104 can be manufactured by stamping. In one embodiment, as... Figure 8 As shown, the open section beam portion 104 can be manufactured by hot stamping. In another embodiment, the open section beam portion 104 can be manufactured by cold stamping. Figure 8A method 800 for forming an open-section beam portion 104 of a vehicle component assembly 100 is shown. The method 800 for forming the open-section beam portion 104 may include an uncoiling process 801 (in which a coil 804 of galvanized coated steel sheet metal 806 is uncoiled), a flattening process 802 (in which the sheet metal 806 is flattened / straightened), and a blank cutting / cutting process 803 (in which the sheet metal 806 is cut / cut into blanks 808 of desired dimensions).

[0047] Method 800 also includes a heating process 810 in which a blank 808 is heated to a desired / predetermined temperature in a furnace 815. The furnace 815 may be configured to heat multiple blanks 808 therein. Method 800 includes a transfer process 812 in which the heated blank is transferred (using transfer system 814) to a press 816. Method 800 includes a forming and quenching process 818 in which the heated blank is formed and quenched in the press 816. The press 816 includes a cooling system 820 for quenching and includes a pair of dies 822 for forming the open-section beam portion 104 into a desired cross-sectional shape configuration. Method 800 may include transferring (using transfer system 824) the formed and quenched open-section beam portion 104 for further cooling and / or further processing.

[0048] like Figure 1 As shown in the embodiment, the vehicle component assembly 100 includes a single open-section beam portion 104 connected to a closed-section beam portion 102. Although Figure 1 A single open-section beam portion 104 is shown located below and connected to the closed-section beam portion 102 from below. However, in another embodiment, the single open-section beam portion 104 may be located above and connected to the closed-section beam portion 102 from above.

[0049] like Figure 1 As shown in the embodiment, a pair of legs 112 of the open cross-section beam portion 104 are connected to opposite sides 114, 116 of the closed cross-section beam portion 102, such that the vehicle component assembly 100 includes a pair of generally hollow longitudinal sections separated by wall portions 122 or 123 of the closed cross-section beam portion 102. The hollow longitudinal sections are arranged one on top of the other.

[0050] In another embodiment, a pair of legs 112 of the open cross-section beam portion 104 may be connected to opposing walls 122, 123 of the closed cross-section beam portion 102, such that the vehicle component assembly 100 includes a pair of generally hollow longitudinal sections separated by the sides 114 or 116 of the closed cross-section beam portion 102. The hollow longitudinal sections are arranged side by side.

[0051] In one embodiment, such as Figure 2 As shown, the at least one open-section beam portion includes two open-section beam portions 203 and 204. That is, the vehicle component assembly 200 includes two open-section beam portions 203 and 204 as well as an open-section beam portion 202. Figure 2 The vehicle component assembly 200 includes two open cross-section beam portions 203 and 204 connected to the closed cross-section beam portion 202.

[0052] The two open-section beam portions 203 and 204 include: a lower open-section beam portion 204 extending along the longitudinal axis LL and located below the closed-section beam portion 202, such that the U-shaped configuration of the lower open-section beam portion 204 faces the wall portion 222 of the closed-section beam portion 202; and an upper open-section beam portion 203 extending along the longitudinal axis LL and located above the closed-section beam portion 202, such that the U-shaped configuration of the upper open-section beam portion 203 faces the wall portion 223 of the closed-section beam portion 202.

[0053] The lower open section beam portion 204 and the upper open section beam portion 203 are identical in size and shape. However, in other embodiments discussed in detail throughout this patent application, the lower open section beam portion 204 and the upper open section beam portion 203 may have different sizes and shapes.

[0054] The lower and upper open section beam portions 204 and 203 (in terms of shape configuration) and the open section beam portion 104 (in terms of shape configuration) Figure 1The shapes and configurations of the lower and upper open-section beam portions 204 and 203 are the same as described in the detailed description below, therefore, they will not be discussed in detail here. For example, the lower open-section beam portion 204 includes two legs 212 and a wall portion 227 perpendicular to and connecting the legs 212, while the upper open-section beam portion 203 includes two legs 213 and a wall portion 229 perpendicular to and connecting the legs 213. When the lower open-section beam portion 204 and the closed-section beam portion 202 are connected to each other, the inner surface 228 of the legs 212 of the lower open-section beam portion 204 engages with the outer surface 230 of the sides 214 and 216 of the closed-section beam portion 202. When the upper open-section beam portion 203 and the closed-section beam portion 202 are connected to each other, the inner surface 231 of the legs 213 of the upper open-section beam portion 203 engages with the outer surface 230 of the sides 214 and 216 of the closed-section beam portion 202. The outer edge laser-welded joints 208 and 210 are formed along the corresponding outer edges 232 and 234 of a pair of legs 212 of the lower open section beam portion 204, while the outer edge laser-welded joints 209 and 211 are formed along the corresponding outer edges 236 and 238 of a pair of legs 213 of the upper open section beam portion 203.

[0055] like Figure 2 As shown in the embodiment, a pair of legs 212 of the open cross-section beam portion 204 and a pair of legs 213 of the open cross-section beam portion 203 are connected to opposite sides 214, 216 of the closed cross-section beam portion 202, such that the vehicle component assembly 200 includes generally hollow longitudinal sections 218, 219, 220 separated by wall portions 222, 223 of the closed cross-section beam portion 202. The hollow longitudinal sections are arranged one on top of the other. In another embodiment, a pair of legs 212 of the open cross-section beam portion 204 and a pair of legs 213 of the open cross-section beam portion 203 are connected to opposite wall portions 222, 223 of the closed cross-section beam portion 202, such that the vehicle component assembly 200 includes generally hollow longitudinal sections separated by opposite sides 214, 216 of the closed cross-section beam portion 202. The hollow longitudinal sections are arranged side by side.

[0056] Edge welding can be interchangeably referred to as edge welding. Edge welding is easier to inspect than lap welding used in prior art systems. Edge welding can be easily inspected. For example, it can be easily inspected that the edge weld is in contact with the underlying part at least along its entire weld length.

[0057] In an outer edge weld, a small portion of the weld material may reside between the surfaces, but the majority of the weld material is exposed to the environment. The weld material in an outer edge weld is configured to bond the edge surfaces (e.g., ...) Figures 1-3 ES in the middle) is connected to the side surface ( Figures 1-3 (SS in the text).

[0058] refer to Figure 1 The outer edge laser-welded joints 108 and 110 are formed along the corresponding outer edges 132 and 134 of a pair of legs 112 of the open cross-section beam portion 104. The legs 112 are arranged to overlap with the sidewalls 114 and 116 of the closed cross-section beam portion 102. Thus, the outer edge welded joints 108 and 110 are formed between the end faces of the corresponding outer edges 132 and 134 of the pair of legs 112 of the open cross-section beam portion 104 and the sidewalls 114 and 116 of the closed cross-section beam portion 102.

[0059] Figure 1 The vehicle component assembly 100 includes two outer edge laser-welded joints 108, 110 that connect the outer edges 132, 134 of a pair of legs 112 of an open cross-section beam portion 104 to a closed cross-section beam portion 102. The outer edge laser-welded joints 108, 110 are aligned with each other along an axis T1-T1 perpendicular to the longitudinal axis LL. The axis T1-T1 is parallel to the central transverse axis CT-CT and is located below the central transverse axis CT-CT. In another embodiment, the outer edge laser-welded joints may be aligned with each other and may be positioned along (or above) the central transverse axis CT-CT.

[0060] When the open cross-section beam portion 104 is located above and connected to the closed cross-section beam portion 102 from above, the axis (along which the outer edge laser-welded joints are aligned) is parallel to and above the central transverse axis CT-CT. In another embodiment, the outer edge laser-welded joints may be aligned with each other and may be positioned along (or below) the central transverse axis CT-CT.

[0061] Figure 2 The vehicle component assembly 200 includes four outer edge laser-welded joints: outer edge 232, 234 of a pair of legs 212 of an open cross-section beam portion 204 connected to two outer edge laser-welded joints 208, 210 of a closed cross-section beam portion 202; and outer edge 236, 238 of a pair of legs 213 of an open cross-section beam portion 203 connected to two outer edge laser-welded joints 209, 211 of a closed cross-section beam portion 202.

[0062] In one embodiment, when the outer edges of a pair of legs of an open-section beam portion are connected to the side surface of a closed-section beam portion, a laser-welded joint is formed on the side surface of the closed-section beam portion. In another embodiment, when the outer edges of a pair of legs of an open-section beam portion are connected to the wall of a closed-section beam portion, a laser-welded joint is formed on the wall of the closed-section beam portion.

[0063] Figure 2 The lower open-section beam portion 204 of the vehicle component assembly 200 is connected to the closed-section beam portion 202 via lower outer edge laser-welded joints 208 and 210, which are aligned with each other along a lower axis T1-T1 perpendicular to the longitudinal axis LL. The upper open-section beam portion 203 is connected to the closed-section beam portion 202 via two outer edge laser-welded joints 209 and 211, which are aligned with each other along an upper axis T2-T2 perpendicular to the longitudinal axis LL. The upper and lower axes T2-T2 and T1-T1 are referred to as the upper and lower transverse axes. The upper axis T2-T2 is parallel to and spaced apart from the lower axis T1-T1. For example, the lower axis T1-T1 is parallel to and below the central transverse axis CT-CT, and the upper axis T2-T2 is parallel to and above the central transverse axis CT-CT. In the illustrated embodiment, the lower axis T1-T1 and the upper axis T2-T2 are parallel to the central transverse axis CT-CT and are located equidistantly above or below it.

[0064] The connected closed-section beam portion and open-section beam portion provide a vehicle component assembly 200 comprising three generally hollow longitudinal sections 218, 220, and 219, which are separated by wall portions 222 and 223 of the closed-section beam portion 202. The closed-section beam portion 202 includes a generally hollow longitudinal section 218. The generally hollow longitudinal section 218 of the closed-section beam portion 202 is separated from the generally hollow longitudinal section 219 of the upper open-section beam portion 203 by the wall portion 223 of the closed-section beam portion 202. The generally hollow longitudinal section 218 of the closed-section beam portion 202 is separated from the generally hollow longitudinal section 220 of the lower open-section beam portion 204 by the wall portion 222 of the closed-section beam portion 202.

[0065] Figure 3 A cross-sectional view and a perspective view of another vehicle component assembly 300 are shown.

[0066] like Figure 3As shown, the vehicle component assembly 300 includes a single metal sheet 301, which is roll-formed to form two adjacent beam portions 303 and 305. The two adjacent beam portions 303 and 305 provide the vehicle component assembly 300. The vehicle component assembly 300 includes a pair of generally hollow longitudinal sections 318 and 320 separated by a common central wall portion 322. The common central wall portion 322 includes bends 307 and 309 at its opposite ends 311 and 313, the bends 307 and 309 transitioning to a pair of first sidewalls 351 and 353.

[0067] Each first sidewall 351 or 353 constitutes a wall of a corresponding beam in beams 303 and 305. Each beam 303 and 305 includes second sidewalls 315 and 317 opposite to the first sidewalls 351 and 353. For each beam 303 and 305, the second sidewalls 315 and 317 (a) contact and overlap with the first sidewalls 351 and 353 of the other beam in beams 303 and 305, and (b) have terminal edges ES (or 334, 332) terminating at locations along the first sidewalls 351 and 353 of the other beam in beams 303 and 305. Outer edge laser-welded joints 308 and 310 connect the terminal edges ES (or 334, 332) of each second sidewall 315 and 317 to the first sidewalls 351 and 353 of the contacted other beams 303 and 305 at locations along the first sidewalls 351 and 353. The vehicle component assembly 300 also includes a pair of end walls EW1, ED2 that connect each of the first sidewalls 351 and 353 to the opposite second sidewalls 315 and 317.

[0068] The terminal edge ES can be interchangeably referred to as a terminal, end surface, or edge surface. The location (i.e., the location along the opposing first sidewalls 351 and 353, where the terminal edge ES of each of the second sidewalls 315 and 317 is connected) can be interchangeably referred to as the side surface SS.

[0069] In one embodiment, the metal sheet comprises steel. In one embodiment, the steel comprises coated steel or uncoated steel. In another embodiment, the steel comprises galvanized coated steel or non-galvanized steel. In another embodiment, the steel comprises hot-stamped steel. In yet another embodiment, the metal sheet comprises an iron-free material, such as aluminum.

[0070] A method for forming a vehicle component assembly 300 is also provided. The method includes roll forming a single metal sheet 301 to form two adjacent beam portions 303, 305. The two adjacent beam portions 303, 305 provide the vehicle component assembly 300, which has a pair of generally hollow longitudinal sections 318, 320 separated by a common central wall portion 322. The common central wall portion 322 includes bends 307, 309 at its opposite ends 311, 313, transitioning to a pair of first sidewalls 351, 353. Each first sidewall 351, 353 constitutes a wall of a corresponding beam portion of the beam portions 303, 305. Each beam portion 303, 305 includes second sidewalls 315, 317 opposite the first sidewalls 351, 353. For each beam portion 303, 305, the second sidewalls 315, 317 (a) contact and overlap with the first sidewalls 351, 353 of the other beam portion 303, 305, and (b) have terminal edges ES (or 334, 332) terminating at locations along the first sidewalls 351, 353 of the other beam portion 303, 305. The method further includes connecting the terminal edges ES (or 334, 332) of each of the second sidewalls 315, 317 to the first sidewalls 351, 353 of the contacted other beam portion 303, 305 at locations along the first sidewalls 351, 353 by outer edge welding (e.g., outer edge laser welding joints 308, 310).

[0071] The vehicle component assembly 300 includes steel and laser-welded joints 308 and 310 along its outer edges. The vehicle component assembly 300 includes two generally hollow longitudinal sections 318 and 320 separated by a wall portion 322.

[0072] and Figure 1 and Figure 2 Unlike other embodiments, vehicle component assembly 300 does not include individual closed cross-section beam portions and one or more individual open cross-section beam portions connected to each other by laser-welded joints along the outer edges. Instead, vehicle component assembly 300 comprises a single metal sheet rolled into a desired cross-sectional shape configuration. The ends 332, 334 of the final rolled cross-sectional shape configuration are configured to overlap with corresponding adjacent portions 351, 353 and are connected to the corresponding adjacent portions 351, 353 by laser-welded joints 308, 310 along the outer edges.

[0073] Unlike the '114 patent which uses laser lap welding, the vehicle component assembly 300 uses laser welding of the outer edge joint, at least for the reasons discussed in detail below.

[0074] By employing laser edge welding (compared to existing laser lap welding techniques), the system in this patent application is configured to reduce component mass by minimizing metal overlap. Automotive designers are always balancing conflicting requirements: minimizing vehicle weight to maximize fuel economy, and maximizing vehicle strength and stiffness to improve vehicle dynamics and passenger safety. Laser edge welding minimizes mass by reducing the metal overlap required for lap welding. This can result in significant mass savings for longer vehicle components such as sill beams, door rings, and long guide rails. Replacing laser lap welding with laser edge welding for components such as sill beams or body cross members also reduces the overlap of the lap weld material or the two parts. This leads to significant mass savings.

[0075] Furthermore, replacing lap welding with laser edge welding eliminates the need for additional pretreatment, such as cleaning and removing protrusions required during the laser welding of electroplated parts to remove zinc oxide gas.

[0076] Edge laser welding can also be interchangeably referred to as fillet welding. When welding zinc-coated steel, edge laser welding has a lower tendency to trap zinc oxide gas, thus reducing weld spatter caused by escaping zinc oxide fumes. A similar argument can be used for spatter caused by residual oil or other surface contaminants.

[0077] For electroplated coating parts, replacing laser lap welding with laser edge welding also improves the quality of the weld joint and the weld penetration rate, and enables 100% in-process welding inspection.

[0078] The feasibility of in-process quality verification is a major advantage of the laser edge welding described in this patent application, as it features 100% in-process weld quality verification. This introduces 100% in-process weld quality verification during laser welding for repeatability and product quality. By using laser edge welding, weld quality issues associated with electroplated coatings, such as porosity, gas inclusions, reduced or absent weld penetration, are eliminated. This patent application also improves productivity and eliminates waste generated due to the cutting and etching quality verification associated with laser lap welding. For corner weld configurations of laser edge welding, weld inspection is also easier than with lap welding because the lap weld surface does not show any indication of the degree of fusion with the inner sheet.

[0079] By converting a single closed-loop segment into two workpieces, the open-section beam portion 104 offers shape flexibility in terms of load-bearing capacity and manufacturing process. In terms of design, specifications, materials, and section modulus can be varied to meet different strength requirements along the lengths of the open-section beam portions 104, 203, and 204. This can be achieved using methods such as hot stamping (as referenced). Figure 8 (Described) Alternative manufacturing processes for producing complex shapes or sections along their length.

[0080] In this patent application, the use of tubes and open sections in roll forming replaces a single, complex closed cross-sectional shape configuration, ensuring flexibility, thereby reducing specifications, and using alternative, low-cost materials to meet different cross-sectional force or energy absorption requirements at various body and chassis components of the vehicle. The system in this patent application also achieves complex single-pore and multi-pore closed cross-sections by combining one or more formed parts (closed and open sections) to meet different cross-sectional force or energy absorption requirements at various locations within the vehicle's body and chassis structure.

[0081] In one embodiment, the closed cross-section beam portion 102 is made of the same material as the open cross-section beam portion 104. In another embodiment, the closed cross-section beam portion 102 is made of a different material than the open cross-section beam portion 104.

[0082] In another embodiment, such as Figure 2 As shown, the vehicle component assembly 200 may include two open-section beam portions 203 and 204 and a closed-section beam portion 202. In one embodiment, the two open-section beam portions 203 and 204 are made of the same material as the closed-section beam portion 202. In another embodiment, the two open-section beam portions 203 and 204 may be made of different materials than the closed-section beam portion 202. That is, the two open-section beam portions 203 and 204 may be made of the same material, but may be the same as or different from the material of the closed-section beam portion 202. In another embodiment, the two open-section beam portions 203 and 204 may be made of different materials, but may be the same as or different from the material of the closed-section beam portion 202. The vehicle component assembly 200 may be made of a single material, two different materials, or three different materials.

[0083] The materials used to form the closed cross-section beam portions 102, 202 and the materials used for the open cross-section beam portions 104, 203, 204 may include steel with an electroplated coating, martensitic steel with an electroplated coating, ultra-high strength steel (UHSS) with an electroplated coating, high strength low alloy steel (HSLA) with an electroplated coating, cold-rolled steel with an electroplated coating, or cold-rolled martensitic steel with an electroplated coating. For example, in one embodiment, the material may include CR1500T / 1200Y martensitic material with an electroplated coating. That is, CR1500T / 1200Y includes MS1500 grade martensitic steel in sheet or coil form.

[0084] The materials used to form the closed cross-section beam portions 102 and 202 may include aluminum, aluminum alloys, or aluminum-based materials. The materials used for the open cross-section beam portions 104, 203, and 204 may include aluminum, aluminum alloys, or aluminum-based materials.

[0085] For example, closed cross-section beam portions 102, 202 made of one material can be connected to open cross-section beam portions 104, 203, 204 made of another material.

[0086] In one embodiment, closed cross-section beam portions 102, 202 made of one of the following materials: aluminum, aluminum alloy, or aluminum-based materials; steel with an electroplated coating; martensitic steel with an electroplated coating; ultra-high strength steel (UHSS) with an electroplated coating; high-strength low alloy (HSLA) steel with an electroplated coating; cold-rolled steel with an electroplated coating; or cold-rolled martensitic steel with an electroplated coating; or CR1500T / 1200Y martensitic material with an electroplated coating, may be connected to open cross-section beam portions 104, 203, 204 made of other materials: aluminum, aluminum alloy, or aluminum-based materials; steel with an electroplated coating; martensitic steel with an electroplated coating; ultra-high strength steel (UHSS) with an electroplated coating; high-strength low alloy (HSLA) steel with an electroplated coating; cold-rolled steel with an electroplated coating; or cold-rolled martensitic steel with an electroplated coating.

[0087] The closed cross-section beam portions 102, 202 and the open cross-section beam portions 104, 203, 204 can be connected to each other by alternative connection methods, such as structural adhesives, fasteners, etc., as will be understood by those skilled in the art.

[0088] The thickness of sheet metal is typically specified by conventional nonlinear measurement standards, referred to as its specification. For example, the larger the specification number, the thinner the sheet metal. In one embodiment, the specifications of the closed cross-section beam portion 102 and the open cross-section beam portion 104 are the same. In another embodiment, the specifications of the closed cross-section beam portion 102 and the open cross-section beam portion 104 are different.

[0089] like Figure 2As shown, the vehicle component assembly 200 includes two open-section beam portions 203 and 204 and a closed-section beam portion 202. In one embodiment, the specifications of the two open-section beam portions 203 and 204 are the same as those of the closed-section beam portion 202. In another embodiment, the specifications of the two open-section beam portions 203 and 204 are different from those of the closed-section beam portion 202. In yet another embodiment, the specifications of the two open-section beam portions 203 and 204 may be the same as or different from each other. The vehicle component assembly 200 may be made of a single specification, two different specifications, or three different specifications.

[0090] In one embodiment, the sheet metal materials used to form the two open-section beam portions 203, 204 have the same width. In another embodiment, the sheet metal materials used to form the two open-section beam portions 203, 204 have different widths. For example, when a wider sheet metal material is used to form the open-section beam portion, the open-section beam portion can have a longer leg and a deeper U-shape. When a narrower sheet metal material is used to form the open-section beam portion, the open-section beam portion can have a shorter leg and a shallower U-shape. For example, the lower open-section beam portion 204 can have one of a shallower U-shape and a deeper U-shape, while the upper open-section beam portion 203 can have the other of a shallower U-shape and a deeper U-shape.

[0091] In one embodiment, the two open-section beam portions 203 and 204 of the vehicle component assembly 200 may have the same section modulus. In another embodiment, the two open-section beam portions 203 and 204 of the vehicle component assembly 200 may have different section moduli. In yet another embodiment, the two open-section beam portions 203 and 204 of the vehicle component assembly 200 may have different shapes and dimensions.

[0092] This patent application provides a method for forming vehicle component assemblies 100, 200. The method includes roll forming closed cross-section beam portions 102, 202. The closed cross-section beam portions 102, 202 comprise galvanized coated steel. The method also includes roll forming at least one open cross-section beam portion 104, 204, 203 having a generally U-shaped configuration. The open cross-section beam portions 104, 204, 203 have a pair of opposing, spaced-apart legs 112, 212, 213. The open cross-section beam portions 104, 204, 203 comprise galvanized coated steel. The method further includes connecting the pair of legs 112, 212, 213 of the open cross-section beam portions 104, 204, 203 to opposing sides 114, 116, 214, 216 of the closed cross-section beam portions 102, 202 by laser welding along their outer edges. The connected closed cross-section beam portion and open cross-section beam portion provide vehicle component assemblies 100 and 200 comprising a pair of generally hollow longitudinal sections 118, 120, 218, 219, 220, which are separated by wall portions 122, 222, 223 of the closed cross-section beam portions 102 and 202.

[0093] When welding / forming single-pore profiles (such as...) Figure 1 and 3 (as shown) or porous profiles (such as Figure 2 As shown, in this configuration, the closed-loop profile and open section of the sheet metal with a roll-formed / stamped surface are arranged such that the laser welding head is configured to travel along the 3D contour and maintain an optimal pointing direction relative to the outer edge of the vehicle component assembly. The closed loop and open section (e.g., two open sections in the case of a porous profile, and one open section in the case of a single-pore profile) are clamped in the component fixing device using the 3-2-1 principle to position the component in all degrees of freedom. For example, the 3-2-1 principle generally states that six locators are sufficient to restrict any workpiece's required degrees of freedom. Here, clamps and locators are used to restrict movement. A three-pin base can restrict five movements, and a six-pin base can restrict nine movements.

[0094] Depending on production volume, specialized component clamping devices can be manufactured, such as welding during roll forming, to reduce cycle time. Two components (closed tube profile and open section in the case of single-pore profiles) or three components (closed tube profile and two open sections in the case of multi-pore profiles) are configured to be clamped by positive pressure to reduce any welding gaps without deforming or damaging the components.

[0095] refer to Figure 9 and Figure 10The system 900 of this patent application includes a three-dimensional (3D) laser camera 902, a laser beam delivery head 904, and a servo actuator 926. The servo actuator 926 is configured to receive signals from a controller 906 to control the weld joint 904. The 3D laser camera may be interchangeably referred to as a laser scanning camera, laser scanner, precision seam tracking system, inspection system, or laser camera. The laser beam delivery head may be interchangeably referred to as a laser welding head and may be an industrially proven, high-quality laser beam delivery head. In one embodiment, the laser scanner, together with the laser welding head, may be housed in a compact and robust package. The laser welding head's ability to autofocus on the part surface is configured to reduce the need for detailed programming of the robot to follow every curve on the motion trajectory. The precision seam tracking system is configured to measure the lateral position of the weld edge, surface height, etc., which in turn allows the welding system to adapt to changes between parts in real time.

[0096] For example, the components of the weld joint manipulator are controlled by a controller 906, which receives a series of signals 908 as input, including a signal from a laser camera 902, and processes this information before transmitting the signals 910 to at least the weld joint radial positioner, weld joint axial positioner, weld joint pivot, and / or welding wire feed system. Then, according to predetermined parameters of the controller 906 based on the signals 908 from the laser camera 902, the weld joint / welding torch 904 is continuously repositioned and reoriented.

[0097] System 900 includes a robot 914 having a base 916 and an arm 918. A laser welding head 904, serving as an end effector, is attached to the end of the arm 918, which is the end portion of the arm. Robot 914 is operatively connected to and controlled by robot controller 912. Laser welding head 904 is connected to laser oscillator 920 via optical fiber 922. Laser generated by laser oscillator 920 is supplied to laser welding head 904 via optical fiber 922. In the illustrated embodiment, laser oscillator 920 includes an Nd:YAG (neodymium-doped yttrium aluminum garnet) laser. Laser oscillator 920 may include various laser sources, such as fiber lasers, YAG lasers, CO2 lasers, and semiconductor lasers. System 900 also includes I / O 924 for synchronizing laser oscillator 920, robot controller 912, and controller 906.

[0098] In one embodiment, system 900 may include a wire feed nozzle, a shielding gas nozzle, and a wire feeder. For example, the wire feeder of system 900 is configured to control the wire feed speed in the welding process, the wire feed nozzle of system 900 is configured to provide wire feed in the welding process, and the shielding gas nozzle of system 900 is configured to provide shielding gas in the welding process.

[0099] In another embodiment, such as Figure 10 As shown, system 900 may also include a collision sensor / separator, an air knife, a wire feed nozzle, a shielding gas nozzle, and a wire feeder (e.g., for aluminum welding). The shielding gas nozzle, wire feeder, and their functions have been described above. Welding aluminum alloys, such as the 6000 series, requires filler alloys during welding to prevent solidification cracking. The aluminum wire feeder of the MIG welding system can be adapted to a robotic laser welding machine to weld aluminum parts. System 900 may have other subsystems that are obvious to those skilled in the art and can facilitate the welding process.

[0100] System 900 may include a user interface operatively connected to controller 906 and configured to display information about system 900 (e.g., operational performance) and / or request information to a user, as well as allow the user to input data and / or other parameters of system 900. The user interface may allow the user to modify one or more parameters of system 900. For example, the user interface may be a display, such as a graphics display. The display may be a touchscreen display or a liquid crystal display (LCD). Furthermore, the user interface may include one or more buttons or other controls that allow the user to modify one or more parameters of system 900. For example, one or more buttons or other controls of the user interface may be operated by touch or haptic manipulation or mechanical control.

[0101] The system in this patent application employs edge laser welding and a three-stage laser welding procedure to ensure 100% in-process welding inspection. For example... Figure 9 and Figure 10 As shown, the outer edge welding equipment has three stages.

[0102] In the first stage of the three-stage laser welding process, a laser scanner is configured to perform real-time outer edge laser tracking or scanning. This stage may also be referred to as the seam tracking stage. Laser scanner 902 is configured to scan the outer edge to scan its straightness variation along the length of the component and send feedback signals from controller 906 to servo actuator 926. Based on the signals from laser scanner 902, servo actuator 926 is configured to adjust the position and / or location of laser welding head 904 to align with the outer edge. The outer edge laser scanner 902 may be located approximately 10 to 30 millimeters (mm) in front of laser welding head 904 and servo actuator 926 / controller 906.

[0103] In the second stage, the laser welding head 904 and the servo actuator 926 are configured to control the position of the laser transmission fiber 922 of the laser head, control the collision sensor, control the wire feeder when wire feeding is required, and / or control the protective nozzle.

[0104] In the final / third stage, laser scanner 902 and laser welding head 904 are configured to improve the visual quality of the weld. For example, laser scanner 902 and laser welding head 904 are configured to produce good welds day after day by determining the ability of the joining process, even with common inherent variations in the manufacturing plant. Inspection systems can help quantify these variations. After the process has been improved as much as possible, inspection systems are then used to monitor current quality.

[0105] In one embodiment, a laser welding inspection system may include a 3D laser camera, a two-dimensional (2D) color camera, an industrial control unit / controller, and an inspection software package. (Reference) Figure 11 and Figure 12 The laser welding inspection unit is configured to compare master welding data 1101 with target welding data 1102 and determine / judge pass / fail based on the consistency rate (e.g., see inspection result 1104). The consistency rate is a statistical measure of consistency and can be defined as the proportion of parts that share a specific attribute, assuming one of the parts has that characteristic. During in-process welding inspection, the laser welding head compares the welding data with master data (such as CAD or mathematical data). This helps detect welding defects such as pits, porosity, weld chipping, line welds, excessively large or small weld widths / lengths, pinholes, undercuts, weld spatter, etc. By controlling or monitoring welding quality in real time, this reduces production downtime and lowers scrap rates. Figure 12 This shows one of the welding defects / pits captured by a welding inspection method during the process.

[0106] Figure 9 and Figure 10 Some details of System 900 (e.g., covering the three stages of laser welding) are also described in detail in Robert Muller’s research paper entitled “Laser Welding of Hem Flange Joints”, which was presented at the ICALEO 2000 conference held in Detroit, Michigan, October 2-5, 2000, and the proceedings were published by the Laser Institute of America. The full text of that paper is incorporated herein by reference.

[0107] In one embodiment, System 900 may be an MDL / E™ system, a smart, high-speed, high-precision modular system manufactured by Servo-Robot for seam tracking and weld inspection in laser welding. The system is configured to ensure weld quality. The MDL / E™ system comprises a smart modular laser welding system that integrates two high-precision 3D laser cameras and an industrially proven, high-quality laser beam delivery head (up to 30kW) into a compact and robust package to perform real-time seam tracking, weld inspection, and process control. The seam tracking and adaptive process control of the MDL / E™ system provides, among other things, precise measurement of part-to-part variations and real-time tooling position adjustment; tracking of complex 2D and 3D trajectories with curve radii; closed-loop servo-controlled high-speed actuators that precisely correct 3D trajectories based on connection positions, and more.

[0108] This patent application is configured to provide an alternative geometry that simplifies the cross-sectional shape configuration (e.g., compared to the '144 patent), making it easier to manufacture and repeat in mass production. The improved tubular with open cross-section design of this patent application also enables increased speed of closed roll forming sections by replacing laser welding with resistance welding, and allows for laser welding of open sections by achieving the same extrusion / section performance as the basic design. This patent application provides manufacturing teams with improved roll forming and laser welding feasibility for mass production of tubular and open U-section sections.

[0109] In-process laser welding of closed cross-sections requires two laser welding machines customized for the specific cross-section. This patent application replaces the in-process or customized laser head station with a separate laser welding station that can be used to laser weld other components. This facilitates a faster return on investment.

[0110] It is well known that martensitic materials exhibit high resilience in roll forming processes. Operating without frequent downtime to ensure no weld gaps or to adjust weld gaps presents a challenge. This patent application employs forward clamping to ensure that weld gaps do not occur due to springback issues. In other words, because the vehicle component assembly is forward clamped outside the roll forming process, the impact of springback and subsequent weld gaps is reduced.

[0111] The closed or open cross-sectional geometry ensures acceptable weld quality without any additional pretreatment, such as cleaning or removing protrusions to expel zinc oxide gases generated during the burning of the electroplated coating. The use of outer edge laser welding and three-stage laser welding ensures 100% in-process weld inspection. This helps reduce production downtime and the frequency of destructive weld inspection tests. It also reduces scrap rates and helps minimize warranty issues due to poor weld quality. This further contributes to gaining customer confidence in the quality of the parts.

[0112] By replacing the complex roll-formed section with two parts—a closed conventional roll-form and an open section (i.e., roll forming or hot stamping)—the same cross-sectional strength is provided to meet collision and safety requirements. Furthermore, different strength requirements can be achieved by changing the specifications, materials, and open cross-sectional shapes of the two components.

[0113] By replacing closed roll forming with the use of laser heads to produce other laser-welded parts, return on investment can be improved. The use of laser edge welding reduces weight by minimizing overlap between parts in longer components such as body-in-white (BIW) sill beam assemblies, body cross members, long members, bumper beams, etc.

[0114] This patent application uses laser edge welding to create joints 108, 110 between a closed tube 102 and one or more open segments 104. The closed tube 102 and the one or more open segments 104 have a galvanized coating. This patent application is configured to produce single-pore steel parts / components or multi-pore steel parts / components (e.g., such as...) by performing multiple laser edge welding on one or more formed parts made from galvanized and non-galvanized sheet materials. Figures 1-3 (As shown).

[0115] As described above, this patent application and its various embodiments uniquely address observed, noted, and studied findings, and improve upon prior art systems. The products, features, and embodiments listed in this patent application should not be construed as limiting in any way.

[0116] Although this patent application has been described in detail for illustrative purposes, it should be understood that such detailed description is for that purpose only, and that this patent application is not limited to the disclosed embodiments, but rather is intended to cover modifications and equivalent arrangements within the spirit and scope of the appended claims. Furthermore, it should be understood that this patent application contemplates that, to the extent possible, one or more features of any embodiment may be combined with one or more features of any other embodiment.

[0117] The description of embodiments in this patent application should not be construed as limiting in any way, as numerous configurations and methods utilizing this patent application can be implemented based on its disclosure. The systems, features, and embodiments described in this patent application should not be considered as limiting in any way. These descriptions represent possible construction and mechanical embodiments and methods for obtaining the desired features. The location and / or form or materials of any minor design details detailed in this patent application may be changed, and doing so will not be considered as introducing new materials, as this patent application covers these implementations in the broadest possible form.

[0118] The terminology used herein is for the purpose of describing specific exemplary embodiments only and is not intended to be limiting. As used herein, the singular forms “a,” “an,” and “the” may and are intended to include the plural forms unless the context clearly indicates otherwise. The terms “comprises,” “comprising,” “including,” and “having” are inclusive and therefore explicitly state the presence of the stated features, integrals, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or groups thereof. The method steps, processes, and operations described herein should not be construed as necessarily requiring performance in the specific order discussed or described unless explicitly identified as such. It should also be understood that additional or alternative steps may be employed.

[0119] When an element or layer is mentioned as being located on, "attached to," "connected to," or "linked to" another element or layer, it may be directly located on, attached to, connected to, or linked to the other element or layer, or there may be intermediate elements or layers present. Conversely, when an element is mentioned as being directly located on, "directly attached to," "directly connected to," or "directly linked to" another element or layer, there may be no intermediate elements or layers present. Other terms used to describe relationships between elements should be interpreted in a similar manner (e.g., "between" vs. "directly between," "adjacent" vs. "directly adjacent," etc.). As used herein, the term "and / or" includes any and all combinations of one or more of the related listed items.

[0120] Although the terms first, second, third, etc., may be used herein to describe various elements, components, sections, layers, and / or segments, these elements, components, sections, layers, and / or segments should not be limited by these terms. These terms may be used only to distinguish one element, component, section, layer, or segment from another. Terms such as “first,” “second,” and other numerical terms, when used herein, do not indicate sequence or order unless the context clearly indicates otherwise. Therefore, the first element, component, section, layer, or segment discussed below may be referred to as a second element, component, section, layer, or segment without departing from the teachings of the exemplary embodiments.

[0121] In describing the relative positions, sizes, dimensions, or values ​​of various elements, parts, sections, layers, and / or segments, this document may use degree terms such as “generally,” “substantially,” “about,” and “approximately.” These terms mean that these relative positions, sizes, dimensions, or values ​​are within defined ranges or equivalent to each other with sufficient precision (e.g., equal or nearly equal), as would be understood by one of ordinary skill in the art in the context of the various elements, parts, sections, layers, and / or segments described.

[0122] The embodiments described above are provided to illustrate the structural and functional principles of this patent application and are not intended to be limiting. Rather, this patent application is intended to cover all improvements, modifications, and substitutions within the spirit and scope of the appended claims.

Claims

1. A vehicle component assembly, comprising: A closed-section beam portion, the closed-section beam portion comprising steel; At least one open-section beam portion having a generally U-shaped configuration, the open-section beam portion having a pair of opposing, spaced-apart legs, the open-section beam portion comprising steel; and The outer edge is laser-welded to a joint that connects the pair of legs of the open-section beam portion to the opposite sides of the closed-section beam portion. The connection of the closed cross-section beam portion and the open cross-section beam portion results in the vehicle component assembly comprising a pair of generally hollow longitudinal sections separated by the wall portion of the closed cross-section beam portion.

2. The vehicle component assembly according to claim 1, wherein, The steel includes coated steel or uncoated steel.

3. The vehicle component assembly according to claim 1, wherein, The steel includes galvanized coated steel or non-galvanized steel.

4. The vehicle component assembly according to claim 1, wherein, The steel includes hot-stamped steel.

5. The vehicle component assembly according to claim 1, wherein, The pair of legs of the open cross-section beam portion are configured to overlap with the opposite sides of the closed cross-section beam portion.

6. The vehicle component assembly according to claim 1, wherein, The closed cross-section beam portion extends along the longitudinal axis. Wherein, the open section beam portion extends along the longitudinal axis, and The laser-welded joints at the outer edges are arranged in a straight line along an axis perpendicular to the longitudinal axis.

7. The vehicle component assembly according to claim 1, wherein, The closed cross-section beam portion includes a basically tubular cross-sectional configuration.

8. The vehicle component assembly according to claim 1, wherein, The closed cross-section beam portion is a roll-formed component, with its ends fitted to provide substantially continuous inner and outer surfaces.

9. The vehicle component assembly according to claim 1, wherein, The open-section beam portion includes roll-formed components.

10. The vehicle component assembly according to claim 1, wherein, The open-section beam portion includes hot-stamped components.

11. The vehicle component assembly according to claim 6, wherein, The at least one open section beam portion includes two open section beam portions, and The two open-section beam portions include a lower open-section beam portion and an upper open-section beam portion. The lower open-section beam portion extends along the longitudinal axis and is located below the closed-section beam portion, such that the U-shaped configuration of the lower open-section beam portion faces the wall portion of the closed-section beam portion. The upper open-section beam portion extends along the longitudinal axis and is located above the closed-section beam portion, such that the U-shaped configuration of the upper open-section beam portion faces the other wall portion of the closed-section beam portion.

12. The vehicle component assembly according to claim 11, wherein, The lower open-section beam portion is connected to the closed-section beam portion by a laser-welded joint along its lower outer edge. These laser-welded joints are aligned with each other along a lower axis perpendicular to the longitudinal axis. The upper open-section beam portion is connected to the closed-section beam portion via two laser-welded joints along its outer edges. These two laser-welded joints are aligned with each other along an upper axis perpendicular to the longitudinal axis. The upper axis and the lower axis are parallel and spaced apart from each other.

13. The vehicle component assembly according to claim 1, wherein, The laser-welded joint at the outer edge is formed along the corresponding outer edge of the pair of legs of the open section beam portion.

14. The vehicle component assembly according to claim 1, wherein, The at least one open-section beam portion is welded to the closed-section beam portion in the region along the corresponding outer edge of the leg of the at least one open-section beam portion.

15. A method for forming a vehicle component assembly, the method comprising: A roll-formed closed cross-section beam portion, wherein the closed cross-section beam portion comprises steel; Roll forming at least one open-section beam portion having a generally U-shaped configuration, the open-section beam portion having a pair of opposing, spaced-apart legs, the open-section beam portion comprising steel; and The pair of legs of the open-section beam portion are connected to the opposite sides of the closed-section beam portion by laser welding along the outer edge. The connection of the closed cross-section beam portion and the open cross-section beam portion results in the vehicle component assembly comprising a pair of generally hollow longitudinal sections separated by the wall portion of the closed cross-section beam portion.

16. A vehicle component assembly, comprising: A single metal sheet is roll-formed to form two adjacent beam portions, the two adjacent beam portions such that the vehicle component assembly has a pair of generally hollow longitudinal sections separated by a common central wall portion having bends at their opposite ends, the bends transitioning to a pair of first sidewalls, each first sidewall forming a wall of a corresponding beam portion, each beam portion having an opposing second sidewall opposite to the first sidewall. Wherein, for each of the beam portions, the second sidewall (a) contacts and overlaps the first sidewall of the other beam portion, and (b) has a terminal edge terminating at a position along the first sidewall of the other beam portion; and The outer edge laser-welded joint connects the terminal edge of each of the second sidewalls to the first sidewall of another beam portion at the location along the first sidewall.

17. The vehicle component assembly of claim 16, further comprising a pair of end walls connecting each first sidewall to the opposing second sidewall.

18. The vehicle component assembly according to claim 16, wherein, The metal sheet may be coated steel or uncoated steel.

19. The vehicle component assembly according to claim 16, wherein, The metal sheet includes galvanized coated steel or ungalvanized coated steel.

20. The vehicle component assembly according to claim 16, wherein, The metal sheet includes hot-stamped steel.

21. The vehicle component assembly according to claim 16, wherein, The metal sheet includes aluminum.

22. A method for forming a vehicle component assembly, the method comprising: A single metal sheet is roll-formed to form two adjacent beam portions, the two adjacent beam portions such that the vehicle component assembly has a pair of generally hollow longitudinal sections separated by a common central wall portion having bends at their opposite ends, the bends transitioning to a pair of first sidewalls, each first sidewall forming a wall of a corresponding beam portion, each beam portion having an opposing second sidewall opposite to the first sidewall. Wherein, for each of the beam portions, the second sidewall (a) contacts and overlaps the first sidewall of the other beam portion, and (b) has a terminal edge terminating at a position along the first sidewall of the other beam portion; and By welding along the outer edge, the terminal edge of each of the second sidewalls is connected to the first sidewall of another beam portion at the location along the first sidewall.

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