Cord connection between vehicle subframe and rear floor panel

Abstract

Vehicle floor assembly, comprising a frame and a base plate connected to the frame via a multitude of mounting points, and a plurality of cord fastenings welded to the frame and floor plate respectively for further connecting the frame and floor plate in addition to the retaining fastenings and for providing additional buckling resistance of the floor plate or the frame during a collision, wherein the cord connection includes a first end for welding to a section of the floor plate and a second end for welding to a section of the frame.

Description

TECHNICAL AREA

[0001] This disclosure concerns a cord connection between a vehicle subframe and a rear floor panel. GENERAL STATE OF THE ART

[0002] Vehicles typically consist of a frame that supports the body of the motor vehicle. During manufacturing, several components are attached to the frame. A sheet metal panel may be attached to the frame to form the vehicle floor. However, these components can be susceptible to damage, such as denting, during a collision. SUMMARY

[0003] A vehicle floor assembly may include a frame and a floor panel connected to the frame via a multitude of retaining fixtures, a multitude of cord fixings welded to both the frame and the floor panel for further connection of the frame and floor panel in addition to the retaining fixtures, and for providing additional buckling resistance of the floor panel or frame during a collision.

[0004] A vehicle floor assembly may include a frame and a floor panel connected to the frame by at least one pair of symmetrical cord connections, each of the pair being welded to the frame and the floor panel to provide buckling resistance to the floor panel or the frame during a collision, each of the pair being arranged at an equal distance from a vehicle circumference on opposite sides of the vehicle floor assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0005] The embodiments of the present disclosure are set forth in full detail in the appended claims. However, other features of the various embodiments will become apparent and more readily understood with reference to the following detailed description together with the accompanying drawings. These show: Fig. 1 an exemplary vehicle with a vehicle floor assembly; Fig. 2 a lateral cross-sectional view of the vehicle floor assembly according to one embodiment; Fig. 3 a lateral cross-sectional view of the vehicle floor assembly according to another embodiment; Fig. 4 a diagram of a penetration analysis of the base plate; Fig. 5A a diagram of a distance analysis of a conventional steel floor plate; and Fig. 5B a diagram of a distance analysis of a steel base plate connected to the frame via a cord connection. DETAILED DESCRIPTION

[0006] Detailed embodiments of the present invention are disclosed herein as requested; however, it is understood that the disclosed embodiments are only examples of the invention, which can be implemented in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to illustrate details of certain components. Accordingly, the specific structural and functional details disclosed herein are not to be interpreted as limitations, but solely as representative examples to teach those skilled in the art the diverse uses of the present invention.

[0007] The frame of a truck typically consists of sheet metal attached to a long ladder frame. The sheet metal and the frame are connected to each other at specific points by means of retaining fasteners 106. There are usually a total of eight connections, including four on the front suspension and four on the rear suspension. During a vehicle collision, separation of the sheet metal and the ladder frame can occur. The sheet metal and the frame can both buckle upwards or downwards. The sheet metal and the frame can also buckle in opposite directions. Finally, the sheet metal and the frame can buckle inwards towards each other. In each case, the metal and the frame move independently. In other words, each component absorbs force independently of the other. This can lead to bending failure.

[0008] A connection system is revealed here, allowing the sheet metal and frame to work together to absorb forces applied during a collision, thanks to the selection of points and coupling mechanisms. Because both components jointly absorb the applied force, they can resist horizontal loads through the main plane. This can reduce buckling and bending, and thus minimize penetration into other vehicle parts, such as the fuel tank.

[0009] To increase shear strength, more constraints can be added to the connections between the sheet metal and the frame. A pair of steel cords can be placed between the sheet metal and the frame to join the two components. The cords can be positioned inside the outer circumference of the frame, approximately one-quarter of the vehicle's inner width. Positioning the cords at this location can provide greater impact strength according to the Safety Design Guidelines (SDG) at 55 mph and 70% offset. The cords can be arranged symmetrically to the vehicle's longitudinal axis.

[0010] Fig. Figure 1 shows an example of a vehicle 100. The vehicle 100 can be a motor vehicle, such as a truck, SUV, van, passenger car, etc. The vehicle 100 can include a frame 105. The frame 105 can be a ladder frame designed to provide support for the vehicle's undercarriage. The ladder frame can include two parallel beams extending the length of the vehicle. Several crossbeams 135 can connect the beams to each other, providing additional strength and support.

[0011] The vehicle 100 includes a floor assembly 102 with a floor panel 110, which is arranged on the frame 105. The floor panel 110 can form the floor of the vehicle. The floor panel 110 can be made of sheet metal or steel. The floor panel 110 can have a thickness of approximately 0.8 mm, whereas the frame 105 can have a thickness of approximately 3 mm. In conventional arrangements, the floor panel 110 can be connected to the frame at one or more points by welding, bolting, etc.

[0012] At least one cord connection 125 can connect the frame 105 to the floor plate 110. The cord connection 125 can include a high-strength steel cord designed for welding to each of the floor plate 110 and the frame 105 to connect the floor plate 110 to the frame. Furthermore, the cord connection 125 can provide a sufficiently strong connection to each of the components to reduce denting and separation of the two components caused by a collision. The cord connection 125 can have a diameter as small as 4 mm. The cord connection 125 can have larger or smaller diameters. The length of the cord connection 125 can depend on the distance between the floor and the parts of the subframe. In some examples, the length of the cord connection can range from 100 mm to 300 mm.

[0013] The floor plate 110 can comprise two or more sections, such as a front floor 115 and a rear floor 120. During a collision, the rear floor 120 can buckle and detach from the frame 105 in response to the forces acting upon it. Although the cord connection 125 is shown as being located on the rear floor 120, it can also be located on the front floor 115 or elsewhere.

[0014] The cord connection 125 can be located near the circumference 112 of the floor plate 110. For example, this location can be set inward from the circumference by approximately one-quarter of the total vehicle width. If a vehicle is 7 feet wide, for instance, the cord connection 125 can be positioned approximately 1.75 feet inward from the outer circumference 112. The cord connection 125 can be arranged in symmetrical pairs around a vehicle axis, with one cord on each side of the vehicle set inward by the same distance from the circumference 112.

[0015] Furthermore, two cord connections can be made 125 in Fig. The diagram shows 1, but more or fewer cord connections 125 can be implemented. More than one symmetrical pair can be arranged along the vehicle circumference 112. Individual cord connections 125 can also be arranged throughout the vehicle.

[0016] In the example of Fig. The cord connections 125 are arranged towards the rear of the vehicle on the rear floor 120. The cord connections 125 are arranged laterally in a row and offset inwards from the sides of the vehicle to align with the frame 105. Although the cord connections 125 are shown aligned with the supports of the frame 105, they can also be aligned with the crossbeams 135.

[0017] Fig. Figure 2 shows a side cross-section of the base assembly 102 with base plate 110, frame 105, and cord connection 125 according to one embodiment. The base plate 110 can include a bottom surface 160 and a top surface 165. The frame 105 can include a top surface 170 and a bottom surface 175. The bottom surface 160 can be located opposite the top surface 170.

[0018] In one example, the base plate 110 and the frame 105 are connected in a U-shaped configuration via the cord connection 125. The cord connection 125 can have a first end 140 extending from a cord body 190. The first end 140 can be located on the underside of the base plate 160. The cord connection 125 can have a second end 145 located on the frame surface 170. Therefore, the first end 140 and the second end 145 can be arranged parallel to each other.

[0019] Although the first end 140 and the second end 145 are shown as being of essentially the same length, other examples can be implemented in which the first end 140 is longer than the second end 145 and vice versa. The first end 140 and the second end 145 can be welded to the respective surfaces of the frame 105 and the base plate 110. Such welding can involve a number of spot welds 180. Spot welding can be advantageous in examples where the base plate 110 is made from a sheet 3 mm thick. Additionally or alternatively, seam welding, butt welding, flash welding, projection welding, pressure butt welding, etc., can also be used. Cost savings can be achieved by using spot welding thanks to the automatic and fast mechanisms available prior to spot welding.In addition to spot welding, one or more tack welds can be used to hold the cord connection 125 in place before performing a spot weld.

[0020] As explained above, the cord connection 125 can have a diameter of approximately 4 mm. Furthermore, the length of the cord connection 125 can vary; however, with increasing length, a larger portion of the cord connection 125 is connected to the frame 105 and the base plate 110. The longer the portion of the cord connection 125 that is connected to the components, the stronger the hold and the higher the resistance to failure.

[0021] Fig. Figure 3 shows a side cross-section of the base assembly 102 with base plate 110, frame 105, and cord connection 125 according to a further embodiment. In this example, the first end 140 of the cord connection 125 can extend parallel to, but in the opposite direction to, the cord body 190, forming a Z-shape. The first end 140 can be welded to the base surface 165, while the second end 145 can be welded to the frame surface 170. To connect the cord connection 125 to the base surface 165, the base plate 110 can provide an opening 195 designed to receive the first end 140 of the cord connection 125.

[0022] The cord connection 125 can be arranged as a straight piece of metal or a straight metal cord before installation on the base plate 110 and the frame 105. In this example, the cord connection 125 can be positioned between the base plate 110 and the frame 105 and bent once. In some implementations, the first end 140 can first be welded to the respective surface of the base plate 110. After welding it to this surface, the second end 145 can be bent to align with the frame 105. Then, the second end 145 can be welded to the frame 105. This can also be done in reverse, with the second end 145 being welded on first and the first end 140 subsequently bent and welded on.

[0023] Additionally or alternatively, the cord connection 125 can be arranged in a U-shape before installation. With reference to the Fig. In the example shown, the cord connection 125 can also be arranged in an L-shape. The first end 140 can be guided through the opening 195 and bent over the base plate 110.

[0024] During collisions, several types of dents can occur in the frame 105 and the floor plate 110. In a first and most common example, the frame 105 and the floor plate 110 can dent upwards in the same direction. In this example, the cord connection 125 can provide greater resistance to the dent by allowing the frame 105 and the floor plate 110 to jointly absorb the shear forces generated by the impact. In a rear-end collision, the impact can be improved by 26 mm for aluminum floor plates and by 15 mm for sheet metal floor plates (e.g., steel).

[0025] In a second, rare example, the frame 105 and the base plate 110 can buckle in opposite directions. In a third, also rare, example, the frame 105 and the base plate 110 can buckle downwards together. In a fourth example, the frame 105 and the base plate 110 can buckle inwards towards each other. In this example, the cord connection 125 between the frame 105 and the base plate 110 can be compressed.

[0026] Fig. Figure 4 shows a diagram of an indentation analysis of the floor plate 110. The indentation analysis can be performed during a collision test to measure the dentage of the floor plate 110. In the Fig. The diagram shown in section 4 analyzes a base plate 110 made of aluminum.

[0027] The curves show an example of penetration in millimeters as a function of the time in milliseconds of a 400-millimeter collision. A first curve 405 shows a conventional floor panel without the use of cord connections 125. A second curve shows a floor panel with cord connections 125. As shown, using one or more cord connections 125 results in an overall reduction of penetration or denting.

[0028] Fig. Figure 5A shows a diagram of a distance analysis of a conventional steel floor panel. The distance analysis examines the distance between the floor panel 110 and the frame 105 during a collision. Fig. Figure 5B shows a diagram of a distance analysis of a steel base plate 110, which is connected to the frame 105 via the cord connection 125. As shown in Fig. As shown in 5B, the penetration into a vehicle near the fuel tank is less than in the example. Fig.5A, in which no cord connection 125 was used.

[0029] The exemplary embodiments described above are not to be considered all conceivable forms of the invention. Rather, the formulations used in the description are descriptive and not limiting, and it is understood that various modifications are possible without deviating from the essence and scope of protection of the invention. Furthermore, features of different implemented embodiments can be combined to form further embodiments of the invention.

Claims

[1] Vehicle floor assembly comprising a frame and a base plate connected to the frame via a multitude of mounting points, and a plurality of cord fastenings welded to the frame and floor plate respectively for further connecting the frame and floor plate in addition to the retaining fastenings and for providing additional buckling resistance of the floor plate or the frame during a collision, wherein the cord connection includes a first end for welding to a section of the floor plate and a second end for welding to a section of the frame. [2] Assembly according to claim 1, wherein the second end is welded to a top surface of the frame opposite the base plate. [3] Assembly according to claim 1, wherein the first end is welded to an underside of the base plate opposite the frame. [4] Assembly according to claim 1, wherein the base plate defines an opening for receiving the first end of the cord connection. [5] Assembly according to claim 4, wherein the first end extends through the opening and is welded to a top surface of the base plate. [6] Assembly according to claim 1, wherein the first and second ends are spot-welded to the frame or base plate. [7] Assembly according to claim 1, wherein the cord connection is a steel cord with a diameter of about 4 mm. [8] Assembly according to claim 1, wherein the cord connections comprise at least one symmetrical pair of cord connections arranged on each side of the vehicle, each of the cord connections of the symmetrical pair being set inwards at an equal distance from a vehicle circumference. [9] Vehicle floor assembly comprising a frame and a base plate connected to the frame by at least one pair of symmetrical cord connections, each of the pair being welded to the frame and the base plate to provide buckling resistance to the base plate or the frame during a collision, wherein each of the pair is arranged at an equal distance from a vehicle circumference on opposite sides of the vehicle floor assembly. [10] Assembly according to claim 9, wherein each of the pair comprises a first end for welding to a section of the base plate and a second end for welding to a section of the frame. [11] Assembly according to claim 10, wherein the second end is welded to a top surface of the frame opposite the base plate. [12] Assembly according to claim 10, wherein the first end is welded to an underside of the base plate opposite the frame. [13] Assembly according to claim 10, wherein the base plate defines an opening for receiving the first end of each of the pair.

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