Butterfly brace
The butterfly brace addresses the challenge of balancing structural performance, weight, and cost by using a single-part structure with smooth edges, formed from a tailor welded blank, achieving significant weight and material savings while maintaining structural integrity.
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- CLEVELAND CLIFFS STEEL PROPERTIES INC
- Filing Date
- 2025-12-05
- Publication Date
- 2026-06-25
AI Technical Summary
Existing vehicle structural components face challenges in balancing structural performance, weight reduction, material cost, and manufacturing costs, particularly in meeting emissions and crashworthiness standards while maintaining competitive production costs.
The introduction of a butterfly brace, a single-part structure with smooth edges, formed from a tailor welded blank of varying steel grades, which is stamped to replace traditional multi-part assemblies, reducing weight and material usage while maintaining structural integrity.
The butterfly brace achieves a 12.3% weight reduction and 32.1% material savings compared to traditional assemblies, improving mechanical performance and lowering manufacturing costs while adhering to structural requirements.
Smart Images
Figure US2025058396_25062026_PF_FP_ABST
Abstract
Description
BUTTERFLY BRACEPRIORITY
[0001] This application claims priority to U.S. Provisional Application Serial No. 63 / 734,268, entitled “Butterfly Brace,” filed on December 16, 2024, the disclosure of which is incorporated by reference herein.BACKGROUND
[0002] The present application pertains to structural reinforcement of one or more components used in vehicles. Vehicles use a variety of structural components to protect both passengers and internal mechanical and electrical systems. In the event of a collision, such structural components may be configured to absorb energy and / or deform in a more controlled and predictable way. Reinforcement structures used in combination with such structural components may contribute to the ability of such structural components to absorb energy and / or deform in a more controlled and predictable way.
[0003] One such structural component may be a vehicle body, for example. Vehicle bodies may include a variety of components interconnected to each other to maintain structural integrity through the distribution of loads throughout the structure of the body. In some circumstances, individual components may be referred to as panels. Panels may be individually designed in anticipation of various loads based on their position within the body and their relationship to other panels. Thus, some panels may be more structurally robust requiring higher- grade materials, higher gauge materials, or both. Similarly, other panels may be less structurally demanding, requiring lower-grade materials, lower gauge materials, or both.
[0004] Although combining different panels with differing structural characteristics together to form a body structure may be desirable from the standpoint of tailoring particular portions of the body for structural performance. However, such a configuration may lead to increased weight, increased material cost, and / orincreased manufacturing costs. At the same time, the requirements to minimize the vehicle weight continue to increase either for satisfaction of emissions standards for internal combustion vehicles, or for increased range for electric vehicles. Structural performance standards similarly continue to increase to meet crashworthiness standards. Meanwhile, consumer demand constrains production costs. Accordingly, methods and / or techniques to reduce weight, decrease material cost, and reduce manufacturing cost may be desirable to improve vehicle competitiveness in the marketplace.DESCRIPTION OF FIGURES
[0005] Fig. 1 depicts a perspective view of an example of a vehicle body.
[0006] Fig. 2 depicts a detailed perspective view of the vehicle body of Fig. 1, the detailed view depicting a brace assembly in position within the vehicle body.
[0007] Fig. 3 A depicts an exploded perspective view of the brace assembly of Fig. 2.
[0008] Fig. 3B depicts a perspective view of the brace assembly of Fig. 2 assembled for use in the vehicle body of Fig. 1.
[0009] Fig. 4 depicts a perspective view of an example of a butterfly brace, which may be readily incorporated into the vehicle body of Fig. 1 in lieu of the brace assembly of Fig. 2.
[0010] Fig. 5 A depicts a top plan view of a double-attached tailor welded blank for forming the butterfly brace of Fig. 4.
[0011] Fig. 5B depicts a top plan view of the double-attached tailor welded blank of Fig. 5 A after being subjected to a forming process.
[0012] Fig. 5C depicts a top plan view of the double-attached tailor welded blank of Fig. 5 A after being subjected to both a forming process and a trimming process.
[0013] Fig. 5D depicts a top plan view of the butterfly brace of Fig. 4 formed from the double-attached tailor welded blank of Fig. 5 A.
[0014] FIG. 6 depicts a perspective view of the butterfly brace of Fig. 4 incorporated into the vehicle body of Fig. 1.
[0015] Fig. 7 depicts a heatmap of the minor and major strains of the butterfly brace of Fig. 4 computed to simulate performance of a forming process on the doubleattached tailor welded blank of Fig. 5A.DETAILED DESCRIPTION
[0016] FIG. 1 shows an example of a vehicle body (10). In the present example, vehicle body (10) is generally of a unibody construction with various panels joined together to form various structures of a vehicle. For instance, vehicle body (10) defines wheel wells (12), front door openings (14), rear door openings (16), a rear hatch opening (18), a floor assembly (20), and a roof assembly (22). Floor assembly (20) and roof assembly (22) are joined structurally by a plurality of pillars such as an A-pillar (30), a B-pillar (32), and a C-pillar (34).
[0017] Such structures of vehicle body (10) may be formed or joined together by various panels. For instance, FIG. 2 shows a detailed view of C-pillar (34), which is at least partially formed and joined to the structure of an associated wheel well (12) and floor assembly (20) by a panel referred to herein as a brace assembly (50). Brace assembly (50) is generally configured to provide structural support to vehicle body (10) and distribute loads through vehicle body (10). Although brace assembly (50) is described herein with respect to the junction of C-pillar (34) and the associated wheel well (12), it should be understood that in other examples, similar assemblies may be used in connection with other elements of vehicle body (10).
[0018] As best seen in FIGS. 3A and 3B, brace assembly (50) is defined by a combination of parts referred to herein as a Y-brace upper (52), a Y-brace lower (54), and a wheelhouse inner (56). Y-brace upper (52), a Y-brace Lower (54), and a wheelhouse inner (56) are joined together to form at least a portion of the structure of C-pillar (34) and the associated wheel well (12). As best seen in FIG. 3A, Y-brace upper (52), Y-brace lower (54), and wheelhouse inner (56) are alldiscrete parts relative to each other. During assembly, Y-brace upper (52), Y- brace lower (54), and wheelhouse inner (56), may be joined together to form brace assembly (50), as shown in FIG. 3B. Joining of Y-brace upper (52), Y-brace lower (54), and wheelhouse inner (56) may be performed in a variety of ways such as spot welding, mechanical fastening, and / or etc.
[0019] Y-brace upper (52) is disposed above Y-brace lower (54) and wheelhouse inner (56). Thus, in vehicle body (10), Y-brace upper (52) is between roof assembly (22) and Y-brace lower (54). Y-brace upper (52) defines a generally concave curved profile with the concavity extending upwardly. Additionally, the cross- sectional shape of Y-brace upper (52) is at least partially U-shaped with a pair of parallel edges defining a flat inner surface. In other words, Y-brace upper (52) includes aspect of a U-beam, which may facilitate the distribution of loads through Y-brace upper (52).
[0020] Y-brace upper (52) extends from a front portion of C-pillar (34) to a rear portion of C-pillar (34). Thus, Y-brace upper (52) is generally configured to transfer loads from the front portion of C-pillar (34) and the rear portion of C-pillar (34) downwardly towards Y-brace lower (54) and wheelhouse inner (56). Consequently, the U-shaped cross-section of Y-brace upper (52) is configured to provide structural rigidity to Y-brace upper (52), which may distribute loads from the front and / or the rear portions of C-pillar (34) and into Y-brace lower (54). Thus, Y-brace upper (52) is configured to transmit forces front to back, back to front, front to down, down to front, back to down, and down to back. Additionally, Y-brace upper (52) may be configured to act as a shock tower, transmitting forces from a shock mounting point (e.g., wheel well (12), wheel house inner (56), etc.) to the rest of the structure of vehicle body (10) forward, backward, and above. Additionally, during a side-impact crash, the rest of the structure of vehicle body (10) may transmit and distribute forces from a hit wheel inward toward vehicle body (10), to the rest of the structure.
[0021] Y-brace lower (54) is positioned between Y-brace upper (52) and wheelhouse inner (56). An upper portion of Y-brace lower (54) defines a U-shaped cross-section similar to the cross-section described above with respect to Y-brace upper (52). Thus, the upper portion of Y-brace lower (54) is generally configured to mate with the lower portion of Y-brace upper (52). This configuration may facilitate exchange and distribution of forces from Y-brace upper (52) into Y- brace lower (54) between the two parts. Y-brace lower (54) then curves downwardly into a generally planar shape corresponding to the shape of wheelhouse inner (56) to permit coupling between Y-brace lower (54) and wheelhouse inner (56). Thus, Y-brace lower (54) is configured to exchange and distribute forces between the two parts from Y-brace upper (52) into wheelhouse inner (56).
[0022] Wheelhouse inner (56) is positioned below both Y-brace upper (52) and Y-brace lower (54). Within vehicle body (10), wheelhouse inner (56) is oriented closer to floor assembly (20) than Y-brace upper (52) and Y-brace lower (54). Wheelhouse inner (56) is generally configured to define the inner portion of wheel well (12). Thus, wheelhouse inner (56) generally defines an inwardly oriented concave configuration corresponding to the shape of a wheel, which may be received by wheel well (12).
[0023] An upper portion of wheelhouse inner (56) is configured to couple to the lower portion of Y-brace lower (54) as described above. In some examples, a lower portion of wheelhouse inner (56) is configured to couple directly to one or more structures of floor assembly (20). In other examples, the lower portion of wheelhouse inner (56) is configured to couple to one or more other structures of wheel well (12). Regardless, wheelhouse inner (56) is configured to distribute forces from Y-brace lower (54) to one or more structures of floor assembly (20).
[0024] The component parts of brace assembly (50) may be assembled together in a variety of ways including spot welding (resistance or arc), seam welding, mechanical fastening, and / or etc. For instance, in one example, Y-brace lower (54) is spot welded and / or seam welded to both Y-brace upper (52) and wheelhouse inner (56) to form brace assembly (50). The assembled braceassembly (50) may then be secured to vehicle body (10) by spot or seam welding, and / or mechanical fastening (e.g., nuts and mating bolts).
[0025] FIG. 4 shows an illustrative butterfly brace (100) (also referred to as a brace), which may be incorporated into vehicle body (10) in lieu of brace assembly (50). Butterfly brace (100) is generally configured to distribute loads and forces from one portion of vehicle body (10) to another such as from roof assembly (22) to floor assembly (20) via C-pillar (34). Additionally, butterfly brace (100) is configured as a single part structure to reduce the overall weight of butterfly brace (100) relative to brace assembly (50) and improve mechanical performance relative to brace assembly (50), while also reducing manufacturing costs relative to brace assembly (50). Although butterfly brace (100) is described herein in the context of a substitute for brace assembly (50), it should be understood that in other examples, aspects of butterfly brace (100) may be readily applied to other components of vehicle body (10). Thus, butterfly brace (100) may be used in connection with a variety of other components of vehicle body (10), or combinations of components, such as floor assembly (20), roof assembly (22), A- pillar (30), B-pillar (32), C-pillar (34), and / or etc.
[0026] The structure of butterfly brace (100) generally includes only round or smooth edges without including any hard edges, aside from the outer boundaries defining the perimeter of butterfly brace (100). As will be described in greater detail below, by defining only round or smooth edges, the structure of butterfly brace (100) is suitable for formation using stamping operations such as hot or cold stamping, while also providing structural performance.
[0027] Butterfly brace (100) is a single contiguous, which defines an upper portion (120) and a lower portion (140). Generally, upper portion (120) corresponds to structures such as Y-brace upper (52) and a portion of Y-brace lower (54) described above. Meanwhile, lower portion (140) corresponds to structures such as wheelhouse inner (56) and another portion of Y-brace lower (54) described above. Upper portion (120) includes a top lip (122), which defines the upper extent of butterfly brace (100). Top lip (122) is generally flat with respect to theinner and outer surfaces of butterfly brace (100). Additionally, top lip (122) defines a downwardly oriented curvature as top lip (122) extends from one side of butterfly brace (100) to the other.
[0028] Upper portion (120) further defines an upper ridge (122) protruding outwardly from the flat surface defined by top lip (122). Upper ridge (122) generally defines a rectangular cross-section with rounded or smooth corners between relatively flat portions of upper ridge (122). As described above, rounded or smooth corners are generally desirable over hard edges in the present example to promote formation by stamping processes. Optionally, in some examples, one side of upper ridge (122) may be wider than an opposite side of upper ridge (122) to permit uniform integration with other aspects of vehicle body (10). Upper ridge (122) additionally curves downwardly as upper ridge (122) extends from one side of butterfly brace (100) to another side of butterfly brace (100). In some examples, the curvature of upper ridge (122) corresponds to the curvature of top lip (122) described above.
[0029] At the interface between upper portion (120) and lower portion (140), butterfly brace (100) defines a waist (126) (also referred to as a narrow portion). In particular, the outer edges of upper portion (120) and lower portion (140) curve inwardly to form a narrow portion with respect to other widths of butterfly brace (100). Such a narrowing feature may be desirable in some examples to minimize material, thereby reducing costs. Generally, waist (126) defines the narrowest width dimension of butterfly brace (100). Waist (126) is merely optional and may be omitted in some examples. Optionally, a lower portion of upper ridge (124) may extend downwardly into waist before blending with the curvature of lower portion (140) as will be described in greater detail below.
[0030] Lower portion (140) generally defines a curved or rounded shape which defines a lower well (142). Lower well (142) protrudes with respect to top lip (122) in the same direction as upper ridge (124). This protrusion defines an opposite indentation on the opposite side or surface of butterfly brace (100). As will be understood, the shape of lower well (142) generally corresponds to a wheel well (12) of vehicle body (10). As described above, in some versions, a lower portionof upper ridge (124) may optimally extend downwardly into lower portion (140) and blend with the curvature of wheel well (12).
[0031] FIG. 5A shows an illustrative tailor welded blank (200), which may be used to form one or more of butterfly brace (100) described above. In particular, tailor welded blank (200) of the present example is of a multi-blank configuration such that tailor welded blank (200) is configured for forming a pair of butterfly braces (100) using a single forming operation. Thus, tailor welded blank (200) of the present example defines a centerline (CL) with a mirror image structure of tailor welded blank (200) extending in opposite directions from centerline (CL). It should be understood that the multi-blank configuration of the present example is merely optional and may be omitted in some examples with the structure of tailor welded blank (200) cutoff at centerline (CL).
[0032] Tailor welded blank (200) includes a central material (210), flank materials (220, 222), and a top material (240). Central material (210) is generally centered between opposing flank materials (220) and defines a generally rectangular shape. Additionally, central material (210) defines a longitudinal axis of tailor welded blank (200) extending through centerline (CL) and oriented perpendicularly with respect to centerline (CL). In the present example, central material (210) includes a steel plate or sheet material of various thicknesses. In one example, central material (210) includes High Strength Low Alloy (HSLA) 550 grade steel. Although various suitable thicknesses may be used, in one example central material (210) defines a thickness of 0.7 mm (0.028 inches).
[0033] Flank materials (220, 222) include a first flank material (220) and a second flank material (222) oriented on opposite sides of central material (210) with each abutting a portion of central material (210). The interior portion of each flank material (220, 222) (e.g., the portion nearest central material (210)) includes straight edges with square corners. In other words, the interior portion of each flank material (220, 222) is partially rectangular. Meanwhile, the outer portion of each flank material (220, 222) defines an irregular profile. As will be described in greater detail below, the outer portion of each flank material (220, 222) generallydefines the outer perimeter of tailor welded blank (200) in combination with top material (240), which may generally correspond to the outer perimeter of a portion of butterfly brace (100).
[0034] In the present example, both first flank material (220) and second flank material (222) include a steel plate or sheet material of various thicknesses. In one example, both first flank material (220) and second flank material (222) include CR5 grade steel or other mild steel grades configured for deep drawing. In still other examples, first flank material (220) or second flank material (222) may include different steel grades relative to each other. Although various suitable thicknesses may be used, in one example both first flank material (220) and second flank material (222) define a thickness of 0.7 mm (0.028 inches). In yet other examples, first flank material (220) may define a thickness different from second flank material (222) to provide different performance characteristics on different sides of tailor welded blank (200) and butterfly brace (100) by extension.
[0035] Top material (240) is disposed above both central material (210) and both flank materials (220, 222). Additionally, in the multi-blank configuration shown, a mirror image of top material (240) is positioned below both central material (210) and both flank materials (220, 222). In other words, central material (210) and both flank materials (220, 222) may be positioned between two substantially similar but mirror image top materials (240). It should be understood that in examples using the multi-blank configuration shown, one of the two top materials (240) may be referred to as a bottom material to differentiate between the two elements.
[0036] In the present example, top material (240) includes a steel plate or sheet material of various thicknesses. In one example, top material (240) includes HSLA 340 grade steel. In still other examples, top material (240) can include different grades of steel such as those described herein or others. Although various suitable thicknesses may be used, in one example, top material (240) defines a thickness of 0.7 mm (0.028 inches). In yet other examples, top material (240) can define adifferent thickness. In such examples, the thickness of top material (240) may be varied in accordance with the particular material used.
[0037] Central material (210) and both flank materials (220, 222) abut each other along a straight edge on opposing sides of central material (210). Central material (210) and both flank materials (220, 222) additionally together form a straight edge on opposing top and bottom sides. Top material (240) then abuts the straight edge formed by both central material (210) and both flank materials (220, 222). All of central material (210), both flank materials (220, 222), and top material (240) are joined by a seam welding process. One suitable seam welding process may be, for example, laser welding. Alternatively, another suitable joining process may be, for example, arc welding (e.g., gas tungsten arc welding, gas metal arc welding, manual metal arc welding, and / or etc.). In other examples, various alternative joining processes may be used as will be appreciated by those of ordinary skill in the art in view of the teachings herein.
[0038] The combination of central material (210), both flank materials (220, 222), and top material (240) together define an irregular outer perimeter of tailor welded blank (200). As will be described in greater detail below, this irregular outer perimeter ultimately may define the general outer perimeter of butterfly brace (100). Both flank materials (220, 222) together define a major width corresponding to a maximum width of tailor welded blank (200) proximate centerline (CL) and transversely with respect to a longitudinal axis of tailor welded blank (200). From the major width, the outer profile of both flank materials (220, 222) curves inwardly toward central material (210) as both flank materials (220, 222) extend towards top material (240). Near the interface between both flank materials (220, 222) and top material (240), both flank materials (220, 222) define a waist, which corresponds to a minimum width of tailor welded blank (200). From the waist, the outer perimeter of tailor welded blank (200) then expands outwardly with respect to the longitudinal axis of tailor welded blank (100). Thus, top material (240) defines a minor width before curving inwardly toward the longitudinal axis of tailor welded blank (200) todefine the top (or bottom) end of tailor welded blank (200). The minor width defined by top material (240) is a width less than the major width but greater than the waist.
[0039] As best seen in FIGS. 5A through 5D, butterfly brace (100) is formed by subjecting tailor welded blank (200) to a forming process. For instance, FIG. 5A shows tailor welded blank (200) in an initial configuration prior to being subjected to any forming process. After being subjected to a forming process, tailor welded blank (200) is formed into the configuration shown in FIG. 5B, which forms the general configuration of butterfly brace (100). The formation process used to transform tailor welded blank (200) from the configuration shown in FIG. 5A to the configuration shown in FIG. 5B may, for example, include various stamping processes such as cold stamping or hot stamping. Of course, various alternative forming processes may be used as will be appreciated by those of ordinary skill in the art in view of the teachings herein.
[0040] After tailor welded blank (200) is subjected to the forming process described above, tailor welded blank (200) may be trimmed to define the final shape of butterfly brace (100). For instance, a trim line is shown in FIG. 5B with low weight dot-dash lines (as opposed to the high weight dot-dash line for center line (CL)). As described above, tailor welded blank (200) of the present example is in a multi-blank form where multiple butterfly braces (100) may be formed from a single tailor welded blank (200) using a single forming process. Thus, excess material between each butterfly brace (100) may be removed as shown in FIG. 5C. Additionally, at least some material may be removed around the outer perimeter of tailor welded blank (200) to define the ultimate outer perimeter of each butterfly brace (100). Optionally, a single piece of material may be maintained extending from each ultimate butterfly brace (100) to the other to temporarily maintain a singular structure for storage and / or transport.
[0041] Regardless, after formation and trimming, the final structure of each butterfly brace (100) may be reached by trimming the single piece of material as shown in FIG. 5D. Each final butterfly brace (100) may then be positioned within vehiclebody (10) in the position shown in FIG. 6. Although not shown, it should be understood that a substantially similar butterfly brace (100) may be positioned on the opposite side of vehicle body (10).
[0042] EXAMPLE 1
[0043] A forming analysis was performed to assess the configuration of butterfly brace (100) described above to assess manufacturability. In particular, a computergenerated model of a tailor welded blank of the configuration of the tailor welded blank (200) described above was generated. Stamping of the tailor welded blank was then simulated virtually. This included simulating formation of a butterfly brace of the configuration of butterfly brace (100) described above from the tailor welded bank. The stamping simulation progressed from the tailor welded blank state to a binder wrap state, to a 70 mm off bottom state, to a final stamping step. The coefficient of friction used in the simulation was 0.15 and the element type used was Elasto-Plastic Shell element.
[0044] The results of the simulation are shown in FIG. 7. As can be seen, true major strain is shown on the ordinate and true minor strain is shown on the abscissa, which results in a heatmap. The heatmap was overlayed onto a view of the final simulated part. In the overlay view, green (or 45° cross-hatching as shown) or grey coloration (or white as shown) is indicative of no formability issue. Meanwhile, blue (or horizontal cross-hatching as shown) is indicative of compression. Finally, red (not present in the overlay view) is indicative of fracture. As shown, stamping was feasible with operational parameters within acceptable limits.
[0045] The four charts shown in FIG. 7 represent the status of each of the 4 segments of the butterfly brace (100) with the Forming Limit Curve (FLC) for the corresponding steel grade / gauge. The FLC defines the forming limit of the material under different modes of deformation (i.e., uniaxial tension, compression, bending, and plane strain). Cloud data points are shown on the charts to represent the formability status of each corresponding location. Againcolor / cross-hatching is used to indicate formability performance using the same color / cross-hatching scheme described above. Any cloud data falling above the FLC would indicate potential fracture and would be shown in red, if present. However, the simulation indicated stamping was feasible. Thus, no cloud data fell above the FLC.
[0046] The configuration of butterfly brace (100) is thus capable of being stamped. Additionally, the configuration of butterfly brace (100) was found to exhibit improvements in terms of weight and material utilization relative to brace assembly (50) described above. For instance, the configuration of butterfly brace (100) provided a 12.3% overall weight reduction relative to brace assembly (50). This reduction in weight additionally contributed to a materials savings of 32.1% in terms of the materials used for blanks prior to stamping. Material utilization for the configuration of butterfly brace (100) was increased to 68.4% from 53.0% for brace assembly (50).
[0047] Example 2
[0048] A tailor welded blank for forming a portion of a vehicle body, the tailor welded blank comprising: (a) a central material defining a longitudinal axis of the tailor welded blank; (b) a first flank material extending transversely relative to the longitudinal axis; (c) a second flank material extending transversely relative to the longitudinal axis opposite the first flank material, the first flank material and the second flank material abutting at least a portion of the central material; and (d) a top material abutting at least a portion of the central material, the first flank material, and the second flank material, the top material, the first flank material, and the second flank material together defining an outer perimeter of the tailor welded blank.
[0049] Example 3
[0050] The tailor welded blank of Example 2, the first flank material, the second flank material, and the central material defining a major width corresponding to a maximum width of the tailor welded blank.
[0051] Example 4
[0052] The tailor welded blank of Example 3, the major width being defined transversely with respect to the longitudinal axis.
[0053] Example 5
[0054] The tailor welded blank of Examples 3 or 4, the first flank material, the second flank material, and the central material defining a waist width, the waist width corresponding to a minimum width of the tailor welded blank.
[0055] Example 6
[0056] The tailor welded blank of Example 5, an outer edge of the first flank material and the second flank material defining a curvature from a point defining the major width and a point defining the waist width.
[0057] Example 7
[0058] The tailor welded blank of any of Examples 2 through 6, the top material defining a minor width the minor width being less than at least one other width dimension of the tailor welded blank.
[0059] Example 8
[0060] The tailor welded blank of any of Examples 2 through 7, the central material defining a rectangular shape.
[0061] Example 9
[0062] The tailor welded blank of any of Examples 2 through 8, the central material, the first flank material, the second flank material, and the top material each comprising a steel plate material.
[0063] Example 10
[0064] The tailor welded blank of any of Examples 2 through 9, the central material comprising High Strength Low Alloy (HSLA) 550 grade steel.
[0065] Example 11
[0066] The tailor welded blank of any of Examples 2 through 10, the first flank material, the second flank material, or both comprising CR5 grade steel.
[0067] Example 12
[0068] The tailor welded blank of any of Examples 2 through 11, the top material comprising HSLA 340 grade steel.
[0069] Example 13
[0070] The tailor welded blank of any of Examples 2 through 12, any one or more of the central material, the first flank material, the second flank material, and the top material defining a thickness of 0.7 mm.
[0071] Example 14
[0072] The tailor welded blank of any of Examples 2 through 13, the central material, the first flank material, the second flank material, and the top material each being welded together by a seam welding process.
[0073] Example 15
[0074] The tailor welded blank of any of Examples 2 through 14, the central material, the first flank material, the second flank material, and the top material each being welded together by a laser welding process.
[0075] Example 16
[0076] The tailor welded blank of any of Examples 2 through 15, the tailor welded blank being of a multi-blank configuration with the central material, the first flank material, and the second flank material extending in opposite directions from a centerline oriented transversely with respect to the longitudinal axis.
[0077] Example 17
[0078] The tailor welded blank of Example 16, the tailor welded blank further comprising a bottom material abutting a portion of the central material, the first flank material, and the second flank material, the bottom material being oriented opposite with respect to the top material.
[0079] Example 18
[0080] The tailor welded blank of Example 17, the bottom material defining a mirror image shape with respect to the top material.
[0081] Example 19
[0082] A brace for use in a vehicle frame, the brace comprising: (a) an upper portion comprising a top material; and (b) a lower portion, integral with the upper portion and including a central material, a first flank material, and a second flank material, the first flank material and the second flank material being integral with the central material and extending in opposite directions with respect to the central material, the upper portion defining a Y-shaped channel, the Y-shaped channel defining a curvature extending upwardly from the lower portion, the lower portion defining an indentation with respect to the upper portion corresponding to a wheel well of the vehicle body, the upper portion and the lower portion together defining an inner surface and an outer surface, the inner surface and the outer surface each defining only rounded or smooth edges.
[0083] Example 20
[0084] The brace of Example 19, the brace further comprising a waist, the waist being defined at an interface between the upper portion and the lower portion.
[0085] Example 21
[0086] The brace of Example 20, the waist defining a narrow portion of the brace corresponding to the narrowest portion of the brace.
[0087] Example 22
[0088] The brace of any of Examples 19 through 21, the central material, the first flank material, the second flank material, and the top material each comprising a steel plate material.
[0089] Example 23
[0090] The brace of any of Examples 19 through 22, the central material comprising High Strength Low Alloy (HSLA) 550 grade steel.
[0091] Example 24
[0092] The brace of any of Examples 19 through 23, the first flank material, the second flank material, or both comprising CR5 grade steel.
[0093] Example 25
[0094] The brace of any of Examples 19 through 24, the top material comprising HSLA 340 grade steel.
[0095] Example 26
[0096] The brace of any of Examples 19 through 25, any one or more of the central material, the first flank material, the second flank material, and the top material defining a thickness of 0.7 mm.
[0097] Example 27
[0098] The brace of any of Examples 19 through 26, the central material, the first flank material, the second flank material, and the top material each being welded together by one or more continuous seam welds.
Claims
I / we claim:
1. A tailor welded blank for forming a portion of a vehicle body, the tailor welded blank comprising:(a) a central material defining a longitudinal axis of the tailor welded blank;(b) a first flank material extending transversely relative to the longitudinal axis;(c) a second flank material extending transversely relative to the longitudinal axis opposite the first flank material, the first flank material and the second flank material abutting at least a portion of the central material; and(d) a top material abutting at least a portion of the central material, the first flank material, and the second flank material, the top material, the first flank material, and the second flank material together defining an outer perimeter of the tailor welded blank.
2. The tailor welded blank of claim 1, the first flank material, the second flank material, and the central material defining a major width corresponding to a maximum width of the tailor welded blank.
3. The tailor welded blank of claim 2, the major width being defined transversely with respect to the longitudinal axis.
4. The tailor welded blank of claims 2 or 3, the first flank material, the second flank material, and the central material defining a waist width, the waist width corresponding to a minimum width of the tailor welded blank.
5. The tailor welded blank of claim 4, an outer edge of the first flank material and the second flank material defining a curvature from a point defining the major width and a point defining the waist width.
6. The tailor welded blank of any of claims 1 through 5, the top material defining a minor width the minor width being less than at least one other width dimension of the tailor welded blank.
7. The tailor welded blank of any of claims 1 through 6, the central material defining a rectangular shape.
8. The tailor welded blank of any of claims 1 through 7, the central material, the first flank material, the second flank material, and the top material each comprising a steel plate material.
9. The tailor welded blank of any of claims 1 through 8, the central material comprising High Strength Low Alloy (HSLA) 550 grade steel.
10. The tailor welded blank of any of claims 1 through 9, the first flank material, the second flank material, or both comprising CR5 grade steel.
11. The tailor welded blank of any of claims 1 through 10, the top material comprising HSLA 340 grade steel.
12. The tailor welded blank of any of claims 1 through 11, any one or more of the central material, the first flank material, the second flank material, and the top material defining a thickness of 0.7 mm.
13. The tailor welded blank of any of claims 1 through 12, the central material, the first flank material, the second flank material, and the top material each being welded together by a seam welding process.
14. The tailor welded blank of any of claims 1 through 13, the central material, the first flank material, the second flank material, and the top material each being welded together by a laser welding process.
15. The tailor welded blank of any of claims 1 through 14, the tailor welded blank being of a multi-blank configuration with the central material, the first flank material, and the second flank material extending in opposite directions from a centerline oriented transversely with respect to the longitudinal axis.
16. The tailor welded blank of claim 15, the tailor welded blank further comprising a bottom material abutting a portion of the central material, the first flank material, and the second flank material, the bottom material being oriented opposite with respect to the top material.
17. The tailor welded blank of claim 16, the bottom material defining a mirror image shape with respect to the top material.
18. A brace for use in a vehicle frame, the brace comprising:(a) an upper portion comprising a top material; and(b) a lower portion, integral with the upper portion and including a central material, a first flank material, and a second flank material, the first flank material and the second flank material being integral with the central material and extending in opposite directions with respect to the central material, the upper portion defining a Y-shaped channel, the Y-shaped channel defining a curvature extending upwardly from the lower portion, the lower portion defining an indentation with respect to the upper portion corresponding to a wheel well of the vehicle body, the upper portion and the lower portion together defining an inner surface and an outer surface, the inner surface and the outer surface each defining only rounded or smooth edges.
19. The brace of claim 18, the brace further comprising a waist, the waist being defined at an interface between the upper portion and the lower portion.
20. The brace of claim 19, the waist defining a narrow portion of the brace corresponding to the narrowest portion of the brace.
21. The brace of any of claims 18 through 20, the central material, the first flank material, the second flank material, and the top material each comprising a steel plate material.
22. The brace of any of claims 18 through 21, the central material comprising High Strength Low Alloy (HSLA) 550 grade steel.
23. The brace of any of claims 18 through 22, the first flank material, the second flank material, or both comprising CR5 grade steel.
24. The brace of any of claims 18 through 23, the top material comprising HSLA 340 grade steel.
25. The brace of any of claims 18 through 24, any one or more of the central material, the first flank material, the second flank material, and the top material defining a thickness of 0.7 mm.
26. The brace of claims 18 through 25, the central material, the first flank material, the second flank material, and the top material each being welded together by one or more continuous seam welds.