Vehicle Underframe Deflector With Coupling Tabs
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Solution Overview
Problem
The assembly of second deflectors on wheeled vehicles is challenging due to their size, weight, and ergonomic difficulties, requiring technicians to maneuver them above their heads, leading to inefficiencies and increased time on the assembly line, especially when the deflector extends across the vehicle's width.
Innovation Solution
A deflector design featuring a first transverse edge with coupling tabs that temporarily anchor to support equipment, allowing the deflector to be suspended and released for easier screwing, and a second transverse edge with anti-recoil tabs for secure coupling to the first deflector, facilitating stable temporary attachment and reducing the need for manual handling.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of manufacture
If the second deflector is manually positioned and screwed above the technician's head, then the deflector can be fixedly secured to the base, but the assembly process becomes ergonomically difficult and time-consuming
Solution Approach 1:
The coupling tabs are pre-formed on the deflector during manufacturing, enabling preliminary temporary attachment before final screwing. This preliminary action allows the deflector to be positioned and secured without manual handling above the technician's head, resolving the ergonomic and time loss issues.
Solution Approach 2:
The coupling tabs act as an intermediary mechanism between the deflector and the base/support equipment. Instead of directly screwing the heavy deflector into place, the coupling tabs provide an intermediate temporary attachment point, making the assembly process easier and faster.
2Area of stationary object
If the second deflector extends across the entire width of the base, then aerodynamic coverage is improved, but the weight and bulk become too great for single-technician handling
Solution Approach 1:
The coupling tabs are segmented from the main deflector body, creating separate attachment points. This segmentation allows the deflector to maintain its large coverage area while providing discrete, manageable attachment points that facilitate easier handling and assembly by a single technician.
Solution Approach 2:
The coupling tabs serve as intermediary elements that bridge the large deflector structure to the base. These tabs provide mechanical advantage points that reduce the effort required to position and secure the extensive deflector, making it manageable despite its large size.
3Ease of operation
If the deflector is temporarily anchored using coupling tabs with heads introduced into holes, then suspension and release become easier, but the device complexity increases
Solution Approach 1:
The coupling tabs are segmented features with distinct heads and bodies, creating simple insertion-anchoring mechanisms. This segmentation provides easy attachment and release operations while keeping each individual tab structurally simple, minimizing overall device complexity.
Solution Approach 2:
The coupling tabs are designed to be self-anchoring when their heads are introduced into the holes. The tabs automatically secure themselves without requiring additional fastening components or complex mechanisms, simplifying the overall device structure while maintaining ease of operation.
Data Source
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AI summary
A deflector (D2) is fitted to a vehicle comprising an underframe (SS) comprising a first part (P1), to which another deflector (D1) is secured, and a second part (P2) which comprises a transverse end (ET) and to which there is secured a support element (ES) comprising a first hole (TT1). This deflector (D2) comprises a first transverse edge (BT1) comprising a first coupling tab (PC1) that is provided with a head introduced into the first hole (TT1) in order to be anchored temporarily on the support element (ES) in order to hang the deflector (D2) therefrom, and a second transverse edge (BT2) comprising a second coupling tab (PC2) that is provided with a free end which is introduced into a second hole of the other deflector (D1) and comprising a transverse recoil-prevention stop that abuts against the perimeter of the second hole in order to couple the deflector (D2) to the other deflector (D1).