Panel for a vehicle body

Abstract

An additively manufactured panel (10) for forming a body (24) is disclosed, the panel comprising: a first surface (12) and a second surface (14); and a support structure (16) positioned between the first surface and the second surface; wherein the first surface and the second surface have a contoured shape that enables the panel to be stacked.

Description

Technical Field

[0001] This invention relates to vehicle bodies. Specifically, it relates to additively manufactured panels for use in vehicle bodies. Background Technology

[0002] Compared to conventional manufacturing, additive manufacturing enables more precise structural optimization and greater design freedom. For example, it allows for the production of cavities within structures without the use of cores, eliminates the need for draft angles to remove molds, and makes it relatively easy to produce structures with thin walls of 0.1 mm or less. Therefore, additive manufacturing is expected to be used for the production of car bodies.

[0003] The downside is that additive manufacturing can be affected by low productivity, especially in laser sintering-based additive manufacturing technologies. The maximum size of parts that can be 3D printed by a printer is limited by the build volume of the 3D printer. Therefore, the relatively large size of most car bodies compared to current build volumes means that producing each car body may require many printing batches. Alternatively, a large number of 3D printers would be needed to produce parts in parallel; however, this could be prohibitively expensive. These factors mean that additive manufacturing is impractical for mass production of car bodies.

[0004] The purpose of this invention is to solve these problems. Summary of the Invention

[0005] According to a first aspect of the invention, an additively manufactured panel for forming a vehicle body is provided, the additively manufactured panel comprising: a first surface and a second surface; and a support structure positioned between the first surface and the second surface; wherein the first surface and the second surface have a contoured shape that allows a plurality of similar panels to be stacked together.

[0006] In this way, multiple similar panels can be stacked in a repeating manner within the build volume of a 3D printer, which is generally cubic in shape, allowing for the production of a larger number of panels in each printing operation. This utilizes a larger proportion of the build volume, providing increased manufacturing yield. The vehicle body can be assembled, partially or entirely, from panels produced in this manner.

[0007] A completely flat shape may be impractical for many car bodies. Therefore, some curvature of the panels is required. The wavy profile shape of the panels allows them to be used in wavy profile car bodies while being able to be stacked within the build volume of a 3D printer.

[0008] Sandwich panels can be produced by other means, such as by casting or attaching the surfaces to a supporting structure. However, casting sandwich panels limits the types of structures that can be produced as supporting structures. Attaching the surfaces to a supporting structure may be unsuitable due to structural reasons. Additive manufacturing panels enable the formation of complex supporting structures integrated with both the first and second surfaces, providing an optimal combination of strength and design freedom.

[0009] Furthermore, operators can more easily design a vehicle body using the panel according to the first aspect of the invention, which can be additively manufactured efficiently while remaining compatible with other vehicle parts. For example, some computer-based design methods can specify the shape of the vehicle body to achieve maximum 3D printing efficiency. This limits the design freedom for the designer and may result in a body shape that is difficult to integrate with the rest of the vehicle.

[0010] The wavy profile shape can have multiple curvature features arranged at an obtuse angle relative to the main longitudinal axis or plane of the panel.

[0011] The panel can be configured for use in any part of the vehicle body. For example, the panel can be configured to be placed in the side or corner sections of the vehicle body.

[0012] The panel can be applied to any type of vehicle body that provides a frame (such as an internal or external frame). The vehicle can be any kind of vehicle (such as a road vehicle like a car or race car) or any kind of manned or unmanned aircraft.

[0013] The support structure can include a honeycomb structure, a mesh structure, an irregular support structure, or provide sufficient strength to allow the panel to be used in any other type of support structure, grille, or matrix within the vehicle body. The first surface, the second surface, and the support structure form a sandwich panel configuration, known to provide a particularly high-strength frame while maintaining relative lightness. Additive manufacturing of such a panel allows for reductions in wall thickness, further reducing vehicle weight without compromising panel strength. Furthermore, additive manufacturing allows for the use of more complex structures as support structures. This allows for easier customization of different parts of the vehicle body, for example, to provide areas with higher or lower stiffness, creating protective or corrugated areas respectively. The support structure can also be solid in certain areas to facilitate the attachment of vehicle components.

[0014] Panels can be additively manufactured (or “3D printed”) using any suitable additive manufacturing technology and equipment. In some examples, powder bed fusion technology or laser sintering of metal powders is used to produce panels.

[0015] Preferably, the wavy profile shape includes obtuse angles. The obtuse angles of the wavy profile shape allow multiple panels to be stacked tightly against each other, maximizing the number of panels that can be fitted into a single build volume. For example, a curved, open shape with obtuse angles tends to stack more tightly with its adjacent panels compared to a shape with acute angles. In this way, the first surface can be shaped such that it can nest with the second surface of the adjacent panel. This means that adjacent panels can be fitted together with very small gaps between them, which allows for very efficient use of the build volume.

[0016] Preferably, the waveform profile shape includes a generally flat central portion and one or more curved edge portions forming a bend at an obtuse angle to the generally flat central portion. In this way, panels can be connected or assembled adjacent to other similar panels while efficiently stacking within the build volume of a 3D printer. In one example, the panel may have two opposing non-curved edges and two opposing curved edges that bend at an obtuse angle relative to the central portion.

[0017] Preferably, the panel includes an air passage leading to an enclosed space between the first and second surfaces, wherein the air passage and / or the enclosed space provides an acoustic mechanism configured to absorb or generate sound. In this way, the panel can integrate the functionality of acoustic components typically located outside the vehicle body. This reduces weight, while lowering the overall cost and production time of the vehicle. In a specific example, the air passage can be connected via a duct to the air path of an internal combustion engine (such as an exhaust system) to amplify engine sound. In this way, the air passage and / or the enclosed space can form a resonator.

[0018] An air passage may be provided along one of the first or second surfaces. Alternatively, the air passage may be located in a support structure, in which case it may be configured to align with and fluidly connect with the air passages of adjacent panels in the assembled vehicle body. The enclosed space may be configured to trap air to reduce or attenuate sound. Alternatively, the enclosed space may be configured to amplify or generate sound depending on the structure of the enclosed space and the location of the air passages. The panel may be configured to perform acoustic effects at a specific frequency or frequency range.

[0019] The panel may include multiple air channels and corresponding enclosed spaces to provide a more significant acoustic effect. The multiple enclosed spaces can be configured to amplify or suppress different frequencies or frequency ranges.

[0020] Preferably, the air passage includes one or more holes on the first surface, and the air passage and support structure are configured to provide a Helmholtz resonator. This allows the function of the Helmholtz resonator to be integrated into the vehicle body.

[0021] In some embodiments, the acoustic mechanism includes a flexible diaphragm configured to generate sound. The flexible diaphragm may be part of a first surface and / or a second surface. Alternatively, the flexible diaphragm may be provided within a support structure or as part of a support structure.

[0022] Preferably, the panel includes a first fluid inlet, a first fluid outlet, and a first fluid passage connecting the first fluid inlet to the first fluid outlet. In this manner, the panel can function as a heat exchanger. During use within the vehicle body, a fluid to be cooled (such as oil) can pass through the first fluid passage, and heat can be exchanged with the panel. The panel is connected to the rest of the vehicle body, which provides radiators that can absorb and dissipate heat from the fluid. In this way, the panel integrates the functionality of heat exchanger components (typically located outside the vehicle body) within the vehicle body. This reduces weight, lowers the overall cost of the vehicle, and reduces production time.

[0023] Integrating the heat exchange system into the vehicle body allows the heat exchanger to be positioned away from the engine. Stress caused by vibrations from the engine can cause the heat exchanger to crack and leak over time, ultimately leading to engine failure. Placing the heat exchanger away from the engine reduces vibration stress on the heat exchanger, thereby improving the vehicle's robustness.

[0024] The first fluid channel can be formed in the support structure in any suitable manner. The first fluid channel may include an internally porous support structure to prevent its presence from reducing the structural strength of the panel. An internally porous support structure also increases the surface area of ​​contact between the panel and the fluid for more efficient heat exchange. In other embodiments, the first fluid channel may be an open fluid channel that is not blocked by the internal support structure.

[0025] Preferably, the panel further includes a second fluid inlet, a second fluid outlet, and a second fluid channel connecting the second fluid inlet to the second fluid outlet, the second fluid channel being arranged to exchange heat with the first fluid channel. In this way, cooling fluid can be provided in the second fluid channel to allow for greater cooling of the hot fluid in the first fluid channel.

[0026] The support structure can be arranged in a gyroid configuration to provide a spacer wall between the two fluid channels.

[0027] Once installed in the vehicle body, several panels with fluid channels can be provided, located at remote positions within the body. This allows hot fluid circulation areas within the body to be separated from cold fluid circulation areas. Consequently, this enables more efficient 3D-printed grille geometry, more efficient fluid inlet / outlet locations, and full utilization of the structure's heat dissipation capabilities. In another configuration, the structure can be exposed to the inflow of external air to manage heat exchange with the fluid circulating within the structure.

[0028] Preferably, the first surface and / or the second surface have a maximum thickness of 4 mm or less, preferably 2 mm or less, more preferably 1 mm or less. In this way, the panel is lighter to produce a lighter car body.

[0029] Preferably, the spacing between the first and second surfaces is approximately constant across the panel. In this way, the stackability of the panels within the build volume is maximized.

[0030] The panel may have a wavy profile shape that allows two or more replicas of the panel to be stacked within a construction volume at a distance of 1 mm or less.

[0031] The panel may include bonding features configured to facilitate attachment to other panels. In some examples, the bonding feature may be a groove or an opening.

[0032] Preferably, the panel further includes mounting features on a first or second surface. This allows vehicle parts to be more easily attached to the panel. The mounting feature may be an internal recess configured to interface with vehicle parts while ensuring the panel can be efficiently stacked within the build volume of the 3D printer.

[0033] Preferably, the panel comprises aluminum. In this way, the panel is formed from a strong and lightweight material that can be easily 3D printed. The panel can be formed from aluminum powder.

[0034] Preferably, any additive manufacturing stack described above is provided, wherein the spacing between individual panels in the build volume of the 3D printer is minimized to maximize the use of the build volume. The spacing can be minimized by selecting an appropriate combination of panel thickness and curvature. If the panels include any protrusions, such as flanges for supporting a part of a vehicle, the size, orientation, and location of the protrusions can be selected to minimize the spacing between individual panels in the stack. Those skilled in the art will recognize that there are many ways in which these different parameters of the panels can be arranged to minimize the spacing between the panels and thus maximize the use of the build volume.

[0035] In a specific example, the thickness and curvature of each panel, along with the protrusion size, orientation, and positioning (if protrusions exist) of each panel, can be selected to satisfy the relationship: stacking depth < panel depth + (3 × maximum panel thickness), where "stacking depth" refers to the depth of two stacked panels along the stacking direction, "panel depth" refers to the depth of a single stacked panel along the stacking direction, and "maximum panel thickness" refers to the maximum thickness of the panel as measured between the exposed surfaces of the first and second surfaces. Panels that meet this criterion are envisioned as representing a useful trade-off between complexity and stackability.

[0036] Preferably, at the point of maximum panel thickness, the spacing between individual panels in the build volume is minimal. Maximum panel thickness limits how closely the panels can be stacked. Arranging the panels in this manner ensures that they are stacked as tightly as possible.

[0037] Preferably, each panel has a profile that matches the profile of the adjacent panel, allowing one panel to be nested within another to minimize the spacing between panels in the build volume. In this way, stacks of panels can be efficiently produced in a 3D printer to increase manufacturing yield.

[0038] According to another aspect of the invention, a vehicle body is provided, the vehicle body comprising an additively manufactured panel according to a first aspect of the invention.

[0039] The vehicle body can be partially or preferably primarily or entirely composed of panels additively manufactured according to the first aspect of the invention. This allows for efficient manufacturing of the vehicle body while also benefiting from the advantages associated with additive manufacturing. In contrast, conventional vehicle body structures can be composed of parts or shapes that cannot be efficiently arranged in the build body to allow for the utilization of a high proportion of the build volume in a single printing operation.

[0040] The body can be any kind of body that provides a frame (such as an internal frame or an external frame).

[0041] Preferably, all main load-bearing sections of the vehicle body are formed from panels according to the first aspect of the invention. In this way, all major parts of the vehicle body can be efficiently manufactured using a 3D printer.

[0042] According to a second aspect of the invention, a method for manufacturing a vehicle body is provided, comprising: additively manufacturing a plurality of panels in a stacked configuration or arrangement in a build volume of a 3D printer, each panel including a first surface, a second surface, and a support structure positioned between the first surface and the second surface; removing the plurality of stacked panels from the 3D printer; and using at least one of the plurality of stacked panels to form at least one part of a vehicle body.

[0043] In this way, one or more vehicle bodies can be assembled more efficiently. Each panel can correspond to any embodiment of the first aspect of the invention described above.

[0044] Panels can be stacked together to form a single body. In this case, each of the multiple panels does not necessarily need to have the same shape, but still has a stackable, wavy profile shape that allows for high utilization of the build volume. Alternatively, the multiple panels can have the same shape. In this case, each panel can be incorporated into a corresponding body. Thus, over time, several bodies can be built using several panels from different printing operations. In either case, building up the stack of panels allows for high utilization of the 3D printer's build volume for larger manufacturing yields.

[0045] According to a third aspect of the invention, a panel for a vehicle body is provided, the panel comprising: a first surface and a second surface; a support structure positioned between the first surface and the second surface; and an air passage leading to an enclosed space between the first surface and the second surface, wherein the air passage and the enclosed space provide an acoustic mechanism configured to absorb or generate sound.

[0046] In this way, the panel can integrate the functionality of acoustic components that are typically located outside the vehicle body into the vehicle body. This reduces weight and decreases the overall cost and production time of the vehicle. The panel can be manufactured using additive manufacturing or other methods. The panel can have any of the features described above with respect to the first aspect of the invention.

[0047] According to a fourth aspect of the invention, a panel for a vehicle body is provided, the panel comprising: a first surface and a second surface; a support structure positioned between the first surface and the second surface; and a first fluid inlet, a first fluid outlet, and a first fluid passage for fluidly connecting the first fluid inlet to the first fluid outlet.

[0048] During use within the vehicle body, the fluid to be cooled (such as oil) can pass through a first fluid channel, and heat can be exchanged with the panel. The panel connects to the rest of the vehicle body, providing a radiator that absorbs heat from the fluid and dissipates it. In this way, the panel integrates the functionality of heat exchanger components that are typically located outside the vehicle body. This reduces weight, while lowering the overall cost and production time of the vehicle. The panel can be manufactured using additive manufacturing or other methods.

[0049] Integrating the heat exchange system into the vehicle body allows the heat exchanger to be positioned away from the engine. Stress caused by vibrations from the engine can cause the heat exchanger to crack over time, eventually leading to engine failure. Placing the heat exchanger away from the engine reduces stress on the heat exchanger, thereby improving the vehicle's robustness.

[0050] The panel may have any of the features described above with respect to the first aspect of the invention.

[0051] Preferably, the panel further includes a second fluid inlet, a second fluid outlet, and a second fluid passage connecting the second fluid inlet to the second fluid outlet, the second fluid passage being arranged to exchange heat with the first fluid passage. This allows cooling fluid to be supplied in the second fluid passage. Attached Figure Description

[0052] Embodiments of the invention will now be described by way of example with reference to the accompanying drawings, in which:

[0053] Figure 1 A schematic perspective view of a panel according to an embodiment of the present invention is shown;

[0054] Figure 2 A cross-sectional schematic diagram of the central portion of a panel according to an embodiment of the present invention is shown;

[0055] Figure 3 A perspective view of the panel stack in the build volume of a 3D printer according to an embodiment of the present invention is shown;

[0056] Figure 4 A side view of a panel stack in the build volume of a 3D printer according to an embodiment of the present invention is shown;

[0057] Figure 5 A schematic cross-sectional view of the curved side portion of the panel according to an embodiment of the present invention is shown;

[0058] Figure 6 A cross-sectional schematic diagram of the curved side portion of the panel, which differs from an embodiment of the present invention, is shown;

[0059] Figure 7 A schematic perspective view of a vehicle body according to an embodiment of the present invention is shown;

[0060] Figure 8 A schematic perspective view of a panel according to an embodiment of the present invention is shown;

[0061] Figure 9 A schematic perspective view of a panel according to an embodiment of the present invention is shown;

[0062] Figure 10 A schematic perspective view of a panel according to an embodiment of the present invention is shown;

[0063] Figure 11 A schematic top view of a panel according to an embodiment of the present invention is shown;

[0064] Figure 12A flowchart of a method according to an embodiment of the present invention is shown; and

[0065] Figure 13 A schematic cross-sectional view of a panel stack according to an embodiment of the present invention is shown. Detailed Implementation

[0066] Figure 1 A schematic perspective view of an additively manufactured panel according to an embodiment of the present invention is shown.

[0067] A panel 10 is provided, comprising a first surface 12, a second surface 14, and a support structure 16 disposed between the first surface 12 and the second surface 14. The panel 10 includes a generally flat central portion 18 and two curved side portions 20 located at opposite edges of the panel 10. The first surface 12, the second surface 14, and the support structure 16 form a continuous structure, wherein the support structure provides mechanical strength to the panel 10, enabling its use in a vehicle body.

[0068] Figure 2 A cross-sectional schematic diagram of the central portion 18 is shown, with the support structure 16 shown in more detail. The support structure 16 comprises a square grid of walls extending vertically between the first surface 12 and the second surface 14. The support structure 16 may also include walls parallel to the first surface 12 and the second surface 14, such that the support structure 16 comprises a plurality of cuboid units. In other embodiments, the support structure 16 may be any other type of structure, such as a honeycomb structure, a grid structure with struts or ribs instead of walls, or a hybrid of walls and struts, or an irregularly shaped support structure.

[0069] The support structure 16 can be configured in different ways in different parts of the panel 10 to accommodate different structural requirements. For example, in some areas, the support structure 16 can be designed to provide stiffness, while in other areas it can be designed to provide energy absorption to manage impacts. The density of the support structure 16 can also be varied. In some areas, it can be solid, such as where installation is required. In other areas of the panel 10, the support structure 16 may include large cavities to reduce the mass of the panel 10 or to provide strategic points for controlled structural failure in the event of impact. The design of the support structure 16 can be performed using computer-based optimization, which can optimize various aspects of the support structure 10, such as its strength and density, based on the overall design of the vehicle or body.

[0070] Panel 10 comprises aluminum. In other embodiments, panel 10 may comprise any 3D printable material having sufficient mechanical properties to form a vehicle body.

[0071] Panel 10 has a generally trapezoidal shape (i.e., the curvature of panel 10 is ignored when referring to the outline of panel 10 as viewed from a planar perspective). However, in other embodiments, panel 10 may have other shapes, such as square, rectangular, triangular or irregular shapes.

[0072] The central portion 18 of panel 10 is generally flat and forms the main plane of panel 10, i.e., the plane parallel to most of panel 10. The curved side portions 20 of panel 10 are curved at obtuse angles relative to the central portion 18 (i.e., relative to the main plane of panel 10). This allows panel 10 to be used in wavy-profile vehicle bodies. The curvature of the side portions 20 also allows panel 10 to be connected to other panels with different shapes to form wavy-profile vehicle bodies. In this example, the wavy profile shape of panel 10 includes obtuse angles that allow multiple replicas of panel 10 to be stacked within the build volume of a 3D printer, such as... Figure 3 As illustrated in the figure and discussed further below. In other embodiments, panel 10 may have any other wavy profile shape to allow multiple similar panels to be stacked relative to each other.

[0073] like Figure 2 As shown, a spacing distance (D) can be defined between the outer side of the first surface 12 and the outer side of the second surface 14. In this embodiment, the spacing distance D is approximately constant over the length and width of the panel 10. This improves the stackability of the panel 10. In other embodiments, the spacing distance can be varied, for example, if a particular part of the vehicle body requires one of the first surface 12 or the second surface 14 to be thicker due to strength requirements.

[0074] Panel 10 can be produced using any suitable additive manufacturing (or “3D printing”) process and equipment. Panel 10 may also include external features produced by machining after additive manufacturing.

[0075] Figure 3 A schematic diagram shows several replicas of the panel 10 arranged in a stacked configuration within the build volume 22 of a 3D printer. Figure 4 A schematic diagram of the same stacked panels is shown from a side view.

[0076] The build volume 22 is the volume of space in which an additive manufacturing cell can deposit or solidify material to produce a part. In this example, the build volume 22 has a cubic shape, but in other examples, the build volume 22 may have other shapes, such as a rectangle.

[0077] As shown, the wavy profile shape of panel 10 allows several identical replicas of panel 10 to be repeatedly assembled into build volume 22. The curved portion 20 of each panel bends at an obtuse angle relative to the corresponding center portion 18, which avoids obstruction of adjacent stacked panels by the curved portion 20. This allows for the production of a larger number of panels each time the 3D printer is used for greater manufacturing output. Panel 10 can be stacked with a distance of 1 mm or less from other panels in the stack. This allows a panel to nest within the shape of an adjacent panel, thus making the most efficient use of build volume 22.

[0078] However, in other embodiments, the panel may also have other wavy profile shapes with protrusions, while still maximizing the use of the build volume 22. Figure 13 An example of this situation is depicted in the figure, which shows a schematic cross-section of a stack 210 of additively manufactured panels including panels 212 and 214.

[0079] Panel 212 is similar to panel 10 and includes a first surface 12, a second surface 14, and a support structure 16 disposed between the first surface 12 and the second surface 14, as previously described. As shown, panel 212 is curved and has a thicker central portion 213a compared to its edge portion 213b, which can be used to provide additional structural support for the vehicle body. Panel 212 includes a flange 216 for providing support for a portion of the vehicle. The flange 216 is located at the edge portion 213b and oriented outward toward the edge of panel 212. Panel 214 is identical to panel 212. The flange 216 on each panel is outwardly positioned and oriented to allow panel 212 and panel 214 to nest, as depicted. This allows panels 212, 214 to provide additional functionality within the vehicle body while also making more efficient use of the build volume 22.

[0080] The stack 210 is arranged such that panels 212 and 214 are positioned as close as possible to minimize the spacing between panels 212 and 214, thereby maximizing the use of the build volume 22.

[0081] Figure 13The reference arrows in the diagram indicate the maximum panel thickness 218 as measured between the first surface 12 and the second surface 14. Panel depth 220 can be defined as the longest extent of the panel in the stacking direction. Stack depth 222 can be defined as the total length of the two panels in the stacking direction. These distances are also represented by reference lines. Minimizing stack depth 222 is desired to maximize the use of the build volume 22. The orientation of flange 216 and the degree of curvature of panels 212, 214 are chosen to minimize stack depth 222 while providing the necessary structural characteristics for the vehicle body. Typically, the thickest portion of the panel limits the extent to which stack depth 222 can be minimized. Therefore, the thickest portions 213a of panels 212, 214 are arranged as close as possible in the stack 210, such that the distance between panels 212 and 214 is lowest at the thicker central portion 213a. This is one way to minimize stack depth 222.

[0082] The features of panels 212 and 214 (i.e., curvature, thickness, protrusion size, orientation, and position) can be selected to satisfy the following relationship: stacking depth < panel depth + (3 × maximum panel thickness). In practice, this constraint is envisioned to provide panels that are effectively printable while allowing for protrusions or irregular features to provide structural functionality in the vehicle body.

[0083] In the illustrated example, stack 210 includes two panels; however, it will be clear to those skilled in the art that the stack may include several more panels in practice.

[0084] In other embodiments, stack 210 may include panels with other types of protrusions and other thickness profiles.

[0085] Return to panel 10. Figure 5 A schematic cross-sectional view of the curved side portion 20 of panel 10 is shown, illustrating how the side portion 20 bends at an obtuse angle (O) towards the center portion 18. (See diagram below.) Figure 5 As shown, reference line 18a is parallel to the center portion 18. Reference line 20b is parallel to the portions of the first surface 12 and the second surface 14 at the periphery of the panel 10, wherein the side portion 20 stops curving further. The wavy profile shape of the panel 10 makes the angle (O) between reference lines 18a and 20a an obtuse angle.

[0086] Figure 6 A panel 21, not according to the invention, is shown, having a curvature 21b that bends at an acute angle (A) relative to a generally flat portion 21a of the panel 21. As indicated by the reference arrow, this type of curvature creates an overhang region 21c, which prevents the panel 21 from effectively stacking within the build volume of the 3D printer. Conversely, as... Figure 5 The curvature shown does not impede efficient stacking.

[0087] In other embodiments, panel 10 may have other more complex shapes utilizing obtuse angles to achieve efficient stacking of panels within a build volume. In one example, the peripheral region of panel 10 may be generally flat to form the main plane of panel 10, and the central region may have a recess forming a bowl shape.

[0088] Figure 7 A schematic perspective view of a vehicle body 24 is shown, which includes a panel 10 and additional panels according to an embodiment of the invention.

[0089] The body 24 includes a front end 26, which comprises panels 10, 32, and 34, with panels 32 and 34 having alternative shapes for forming different parts of the body 24 compared to panel 10. Panels 32 and 34 have a structure similar to that of panel 10. That is, each panel includes a first surface and a second surface connected by a support structure. Each panel in panels 32 and 34 has a wavy profile shape including obtuse angles, which allows each panel in panels 32 and 34 to be efficiently printed in a stacked configuration within the build volume of a 3D printer. This allows for the efficient fabrication of the front end 26 using a 3D printer. Figure 7 As shown, the front end 26 includes an additional panel similar to panels 32 and 34.

[0090] In this example embodiment, the front end 26 is attached to a compartment 28 forming the rear end of the vehicle body 24. The compartment 28 can be formed by conventional manufacturing methods, such as casting. The vehicle body 24 is the internal frame of the automobile, supporting other vehicle components, such as... Figure 7 The bumper structure 36 and wheel 38 are shown.

[0091] In other embodiments, the entire vehicle body 24, or at least all of the main load-bearing sections (not just the front end 26), may be formed of a panel similar to panel 10. In other embodiments, the vehicle body 24 may also have an exoskeleton shape. The vehicle body 24 may also be formed of a panel similar to panel 10. Figure 13 The panel 212 shown is formed.

[0092] Figure 8 A cross-section of a panel 40 according to an alternative embodiment of the invention is shown. In this example, panel 40 is additively manufactured in the manner previously described.

[0093] Panel 40 includes a first surface 42, a second surface 44, and a support structure 46 disposed between and connecting the first surface 42 and the second surface 44. The first surface 42, the second surface 44, and the support structure 46 perform the same functions as corresponding features of panel 10. The support structure 46 includes walls arranged in a hexagonal grid that extends vertically between the first surface 42 and the second surface 44 (i.e., a honeycomb structure), such as... Figure 8 As shown. Figure 9 Other types of support structures, as shown and discussed further below, will also be suitable. Figure 8 For illustrative purposes, the first surface 42 is partially removed.

[0094] The difference between panel 40 and panel 10 is that the first surface 42 includes a plurality of holes 48. The holes 48 provide air passages for other enclosed spaces 49 formed within the support structure 46. Each enclosed space 49 has the shape of a hexagonal chamber due to the hexagonal arrangement of the walls of the support structure 46.

[0095] The aperture 48 and space 49 are configured to act as multiple Helmholtz resonators. Helmholtz resonators can typically be configured to perform various acoustic functions. For example, a Helmholtz resonator can be configured to capture specific frequencies to provide sound attenuation effects that reduce or modulate engine noise. The specific frequencies affected can vary depending on the volume and shape of the enclosed space 49 and the location and size of the aperture 48. The aperture 48 and space 49 can be configured to perform any kind of acoustic function in a vehicle. Providing acoustic functions within the vehicle body is more efficient in terms of vehicle weight and construction time because it avoids manufacturing and installing individual components.

[0096] Panel 40 is preferably additively manufactured, which provides greater flexibility in the types of cavities that can be created within the support structure 46, thereby enabling a wider range of acoustic effects.

[0097] In this example, the holes 48 are arranged in a regular grid with a high spatial frequency on the first surface 42, such that each enclosed space 49 has several holes providing air passages. However, in other embodiments, the holes 48 may be arranged in clusters, or each enclosed space 49 may have only one hole.

[0098] Figure 9 A cross-section of a panel 50 according to an alternative embodiment of the present invention is shown.

[0099] Panel 50 includes a first surface 52, a second surface 44, and a support structure 56 disposed between the first and second surfaces. The first surface 52, the second surface 54, and the support structure 56 perform the same functions as corresponding features of panel 10. The support structure 56 includes walls arranged in a square grid, extending vertically between the first surface 52 and the second surface 54, such as... Figure 9 As shown in the diagram. Other types of support structures are also suitable. Figure 9 For illustrative purposes, the first surface 52 is partially removed.

[0100] Panel 50 differs from panel 10 in that its first surface 50 includes a plurality of holes 58. The holes 58 provide air passages for other enclosed spaces 59 formed within the support structure 56. Each enclosed space 59 has a cubic chamber shape due to the walls forming the square grid of the support structure 46. Panel 50 differs from panel 40 in that at least one wall forming each enclosed space 59 includes a flexible membrane 57.

[0101] The flexible diaphragm 57 can be a particularly thin wall structure of the same or different materials capable of vibrating to generate or amplify sound. The aperture 58 and space 59 can have specific shapes, volumes, and relative positions configured to generate or amplify sound at specific frequencies. In one example, this could be used to amplify engine sounds.

[0102] Panel 50 is preferably additively manufactured, which provides greater flexibility in the types of cavities that can be created within the support structure 56, enabling a wider range of acoustic effects to be achieved.

[0103] In this example, the holes 58 are arranged in multiple rows at spaced-apart locations on the first surface 42. In other embodiments, the holes 58 may be positioned in any other suitable manner to provide the desired acoustic effect.

[0104] Figure 10 A cross-section of a panel 60 according to an alternative embodiment of the present invention is shown. Figure 11 A schematic plan view of panel 60 is shown. In this example, panel 60 is additively manufactured in the manner previously described.

[0105] Panel 60 includes a first surface 62, a second surface 64, and a support structure 66 disposed between and connecting the first surface 62 and the second surface 64. The first surface 62, the second surface 64, and the support structure 66 perform the same functions as corresponding features of panel 10. The support structure 66 includes walls arranged in a square grid, extending vertically between the first surface 62 and the second surface 64, such as... Figure 10 As shown. As mentioned earlier, other types of support structures are also suitable.

[0106] Panel 60 is configured to operate as a heat exchanger. For this purpose, panel 60 includes a first fluid inlet 68, a first fluid outlet 70, and a first fluid passage 71 fluidly connecting the first fluid inlet 68 to the first fluid outlet 70. Panel 60 also includes a second fluid inlet 72, a second fluid outlet 74, and a second fluid passage 76 fluidly connecting the second fluid inlet 72 to the second fluid outlet 74. Figure 10 and Figure 11 The arrows in the diagram indicate the direction of fluid flow according to the example implementation.

[0107] The first fluid channel 71 and the second fluid channel 75 are each formed by corresponding channels in the support structure 66. Each of the first fluid channel 71 and the second fluid channel 75 includes an internal porous support structure to increase the mechanical strength of the panel 60. The use of an internal porous support structure also increases the surface area of ​​the panel 60 in contact with the fluid flowing through the corresponding fluid channel. This increases the extent to which the fluid can exchange heat with the vehicle body, which can act as a radiator. For this purpose, in other embodiments, the panel 60 can also operate as a heat exchanger with only a single fluid channel, wherein the vehicle body is used to cool the fluid in the single fluid channel.

[0108] The first fluid channel 71 and the second fluid channel 75 are arranged adjacent to each other so that the fluid flowing through each channel can exchange heat, such as Figure 11 The first fluid channel 71 and the second fluid channel 75 are schematically shown in the diagram via dashed lines. They are shown arranged side-by-side. However, any other suitable arrangement, such as a spiral configuration, can be achieved. For example, each fluid channel can be configured as a generally flat cavity extending over the extent of panel 60 in different layers of panel 60. Figure 11 In the plan view, the channels of this shape and arrangement appear to overlap. In this case, the single layer of the support structure 66 can separate the fluid channels. Such an arrangement will increase the surface area of ​​the support structure 66 shared by each channel to facilitate heat exchange between the fluids therein.

[0109] In one example application, a hot fluid to be cooled (such as engine oil) can be pumped through a first fluid passage 71. A cooling fluid (such as water) can be pumped through a second fluid passage 75 to cool the oil in the first fluid passage 71. Suitable piping can be attached to each of the first fluid inlet 68 and the second fluid inlet 72, and the first fluid outlet 70 and the second fluid outlet 74.

[0110] Panel 60 can be integrated into the vehicle body (such as...) Figure 7The heat exchanger is integrated into the frame of the vehicle body (24). This can be advantageous in cases where the panel 60 is used in place of a heat exchanger mounted on the engine, which is prone to failure due to vibration loads caused by engine operation, resulting in leaks in the heat exchanger.

[0111] The panel 60 is preferably additively manufactured, which provides greater flexibility in the type and shape of fluid channels that can be generated within the support structure 66, enabling better control over the operation of the heat exchanger.

[0112] Each of panels 40, 50, and 60 may include a wavy profile shape that uses obtuse angles for efficient stacking within a build volume, as previously described. For example, each may include curved side portions that bend at an obtuse angle relative to the flat central portion in the same manner as described with respect to panel 10.

[0113] Figure 12 A flowchart of a method 100 for manufacturing one or more vehicle bodies according to an embodiment of the present invention is shown.

[0114] Method 100 can be used to manufacture a single body from a panel as described above with as few printing operations as possible. Alternatively, method 100 can be used to manufacture several body parts, each of which may have the same shape, with as few printing operations as possible.

[0115] At step 102, a stack of panels is manufactured in a single build volume using any suitable type of 3D printer. The stack may include an identical copy of any one of panel 10, panel 212, panel 40, panel 50, or panel 60. In this case, each panel in the stack can be used to be incorporated into a corresponding body of multiple identical body vehicles. For example, the stack of panels may include 10 identical panels, each designed to form an identical part of one of 10 identical body vehicles.

[0116] Alternatively, the stack may include panels with different shapes for forming different parts of a single vehicle body.

[0117] In either case, the 3D printer prints multiple panels in a stacked arrangement. Each panel in the stack has a wavy profile shape that allows the panels to fit tightly together within the build volume. The panels in the stack can utilize curvature with obtuse angles as previously described with respect to panel 10 to enable the panels to be stacked. The panels in the stack can also be as described with respect to... Figure 13 The described formation and arrangement are designed to maximize the use of the building volume. For example... Figure 3 and Figure 4As illustrated, manufacturing the panels in this manner in each printing operation allows for maximizing the use of the printer's build volume. This reduces the number of 3D printing operations required to produce the desired number of panels.

[0118] In step 104, the stack of panels is removed from the 3D printer. Optionally, each panel may undergo further manufacturing steps after 3D printing.

[0119] In step 106, the stack of panels can be assembled into one or more vehicle bodies. For example, each panel can be connected to other similar panels using welding or bolting. Any suitable method of connecting the panels can be implemented. Each panel in the stack may include one or more joining features (such as interlocking grooves or orifices) configured to facilitate panel attachment.

[0120] In step 108, steps 102 through 106 may be repeated until one or more body panels or body sections (such as...) are assembled from different panels. Figure 7 (26) The front end. In the case where only body sections are produced in steps 102 to 108, the one or more sections can be connected to other body sections to form a complete body.

[0121] Technicians will recognize that step 106, assembling the panels, can also be performed after the additive manufacturing of all required panels is completed. In fact, panel printing and assembly can be carried out in parallel.

Claims

1. An additively manufactured panel for forming a vehicle body, comprising: First surface and second surface; as well as A support structure, wherein the support structure is positioned between the first surface and the second surface; The first and second surfaces have a wavy profile shape that allows multiple similar panels to be stacked together.

2. A stack of additively manufactured panels, said additively manufactured panels being the additively manufactured panel according to claim 1, wherein, The spacing between individual panels in the build volume of a 3D printer is minimized in order to maximize the use of the build volume.

3. The stacking of additively manufactured panels according to claim 2, wherein, The spacing between the individual panels in the constructed volume is lowest at the point of maximum panel thickness.

4. The stacking of additively manufactured panels according to claim 2 or claim 3, wherein, Each panel has a contour that conforms to the contour of the adjacent panel, thereby allowing one panel to be nested within another to minimize the spacing between panels in the build volume.

5. The panel according to claim 1, wherein, The wavy profile shape includes obtuse angles.

6. The panel according to claim 5, wherein, The wavy profile shape includes a generally flat central portion and one or more curved edge portions that curve at an obtuse angle to the generally flat central portion.

7. The panel according to any one of claims 1, 5, or 6, further comprising an air passage leading to the enclosed space between the first surface and the second surface, wherein, The air passage and the enclosed space provide an acoustic mechanism configured to absorb or generate sound.

8. The panel according to claim 7, wherein, The air channel includes one or more holes on the first surface, and wherein the air channel and the support structure are configured to provide a Helmholtz resonator.

9. The panel according to claim 7 or claim 8, wherein, The acoustic mechanism includes a flexible diaphragm configured to generate sound.

10. The panel according to claim 1 or any one of claims 5 to 9, further comprising a first fluid inlet, a first fluid outlet, and a first fluid channel, the first fluid channel fluidly connecting the first fluid inlet to the first fluid outlet.

11. The panel of claim 10, further comprising a second fluid inlet, a second fluid outlet, and a second fluid channel, the second fluid channel fluidly connecting the second fluid inlet to the second fluid outlet, the second fluid channel being arranged to exchange heat with the first fluid channel.

12. The panel according to claim 1 or any one of claims 5 to 11, wherein, The first surface and / or the second surface have a maximum thickness of 4 mm or less, preferably 2 mm or less, more preferably 1 mm or less.

13. The panel according to claim 1 or any one of claims 6 to 12, wherein, The distance between the first surface and the second surface is approximately constant on the panel.

14. The panel according to claim 1 or claims 6 to 13, further comprising mounting features on the first surface or the second surface.

15. The panel according to claim 1 or claims 6 to 14, wherein, The panel comprises aluminum.

16. A vehicle body comprising an additively manufactured panel according to claim 1 or any one of claims 5 to 15.

17. The vehicle body according to claim 16, wherein, All main load-bearing sections of the vehicle body are formed by a panel according to claim 1 or any one of claims 5 to 15.

18. A method for manufacturing a car body, comprising: Multiple panels are additively manufactured in a stacked configuration within the build volume of a 3D printer. Each panel includes a first surface, a second surface, and a support structure positioned between the first surface and the second surface. Remove the stacked plurality of panels from the 3D printer; as well as At least one of the plurality of panels is used to form at least one part of the vehicle body.

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