The present disclosure relates generally to vehicle manufacturing, and more specifically to vehicle architecture platforms enabled by additive manufacturing (AM) and modular construction methods for manufacturing a plurality of vehicle types without the constraints and capital expenditures of traditional systems.
For over a century, vehicles and other transport structures have been built using traditional assembly lines. An assembly line is a manufacturing technique in which the vehicle starts at one end, for example, as a bare chassis. Components (e.g., engine, hood, wheels, etc.) are sequentially added to the chassis as the semi-finished vehicle moves via a conveyor from station to station, until the vehicle is finished at the last station. By moving the semi-finished vehicle progressively from one dedicated station to another, the vehicle can be assembled faster, cheaper and using less manpower than with prior manual assembly techniques.
Production of vehicles using assembly lines has historically been beneficial to the manufacturer and more affordable to the consumer, provided that the vehicles from a single line are limited to a single model or a few similar models. As manufacturers look to make vehicle manufacturing more efficient, flexible, eco-friendly, and economical, coupled with the evolution of consumer demand for different designs of custom transport structures, the historical benefits of assembly lines are being called into question. The lines are typically not capable of accommodating multi-vehicle assembly.
Accommodating new vehicles instead would require a complete redesign of both the vehicles and the line itself. Along with the new vehicle designs, modifying the line necessitates acquiring or building large numbers of disparate parts. Individual parts used in different vehicles can differ in shape, size, number, function, sophistication level, and propulsion type, to name a few. Expensive new tooling for machining custom components for each vehicle model must be acquired. New machinery is needed to build each different vehicle frame, chassis, panels, floors, etc. In short, changing the assembly line to accommodate new vehicles would entail significant capital expenditures that likely cannot be justified, limiting the consumer to the finite category of vehicle options available from a handful of automakers.
Several aspects of additive manufacturing-enabled common architecture platform for modular construction of vehicles and other transports structures are disclosed.
In one aspect of the disclosure, a method for manufacturing a vehicle includes designing a plurality of definition nodes, identifying a relative position for each definition node, additively manufacturing the definition nodes, and assembling the vehicle with the definition nodes in the identified positions.
In another aspect of the disclosure, a facility for manufacturing a plurality of vehicle types includes a processing system configured to design a definition node for each section and identify a relative position for each definition node, at least one 3-D printer configured to additively manufacture the definition nodes, and a station for manufacturing one of the plurality of vehicle types using the definition nodes in the identified position.
In another aspect of the disclosure, a plurality of geographically distributed facilities are configured for manufacturing a plurality of vehicle types, each facility including a processing system configured to design a plurality of definition nodes for a vehicle identify a relative position for each definition node, at least one 3-D printer configured to additively manufacture the definition nodes, and a station for manufacturing one of the plurality of vehicle types using the definition nodes in the identified location.
It will be understood that other aspects of methods of producing parts for transport structures will become readily apparent to those skilled in the art from the following detailed description, wherein it is shown and described only several embodiments by way of illustration. As will be realized by those skilled in the art, the parts and methods of producing the parts are capable of other and different embodiments and its several details are capable of modification in various other respects, all without departing from the invention. Accordingly, the drawings and detailed description are to be regarded as illustrative in nature and not as restrictive.
Various aspects of additive manufacturing-enabled common architecture platforms for modular construction of vehicles and other transport structures are now be presented in the detailed description by way of example, and not by way of limitation, in the accompanying drawings, wherein:
The detailed description set forth below in connection with the appended drawings is intended to provide a description of various exemplary embodiments of manufacturing platforms for producing modular vehicles using additive manufacturing and other technologies, and is not intended to represent the only embodiments in which the invention may be practiced. The terms “exemplary” and “example” used throughout this disclosure means “serving as an example, instance, or illustration,” and should not necessarily be construed as preferred or advantageous over other embodiments presented in this disclosure. The detailed description includes specific details for the purpose of providing a thorough and complete disclosure that fully conveys the scope of the invention to those skilled in the art. However, the invention may be practiced without these specific details. In some instances, well-known structures and components may be shown in block diagram form, or omitted entirely, in order to avoid obscuring the various concepts presented throughout this disclosure.
Assembly lines are common platforms for assembling complex items such as automobiles, other transportation equipment, major type of household appliances and electronic goods. Numerous types of components are manufactured and used in vehicles, the latter of which is broadly construed herein to include numerous types of transport structures such as trucks, trains, motorcycles, boats, aircraft, spacecraft, and the like. Such components may include both “commercial off the shelf” (COTS) and customized components that can serve any one or more of functional, structural or aesthetic purposes within, or as part of, a vehicle.
A platform is disclosed that provides a common architecture for enabling a manufacturer to construct a diverse array of different vehicle types. In one aspect of the disclosure, a desired vehicle type (e.g., hatchback, sedan, SUV, etc.) with a desired size, shape, and feature set is selected for production. During the design phase, the vehicle may be divided into sections. A definition node may be identified for each section. Definition nodes are regions that may be positioned based on factors such as the natural dimensional constraints of the selected vehicle type, the propulsion system type, and are discussed further below.
Based in part on the vehicle's packaging volume as measured using the positioned definition nodes, a plurality of commercial off-the-shelf (COTS) parts suitable for the vehicle's type and characteristics may be acquired. For example, extrusions, tubes, panels, propulsion systems, crash structures, dash equipment and other necessary hardware may obtained from one or more suppliers, or constructed. The COTS vehicle panels may subsequently be cut at the factory in accordance with the required dimensions of the vehicle. In one embodiment, the vehicle uses an electric vehicle (EV) propulsion system, in which case a battery pack is obtained and packaged with the vehicle underbody. Two or more electric motors are also acquired for intended use in regions adjacent the respective wheels of the vehicle that need to be propelled. The definition nodes may be 3-D printed to include the complex portions of the vehicle, including the interfaces/interconnects to each of the plurality of COTS structures with which the definition nodes are configured to interface. Optionally, additional nodes are 3-D printed, e.g., where custom features are desired. Because the platform transfers the interface complexities of the vehicle to definition nodes via the non-design specific 3-D printers, the vehicle assembly process becomes modular in nature. Generally, a “modular” construction is one that is composed of standardized units or sections for easy construction, flexible arrangement, and easy replacement of parts. The definition nodes can be assembled at the factory with the acquired COTS parts in a modular fashion, forming a vehicle with modular characteristics.
The disclosed platform reduces, or altogether eliminates, the need for complex tooling equipment or machining operations at the factory. The modular nature of the platform-based architecture is rendered possible because the intricacies of the vehicle design may be incorporated into the AM structures themselves. The remaining parts can be obtained as COTS parts that are generally already configured to the factory's specifications. Any remaining parts can be acquired or built in-house as is deemed most efficient. As a result, the factory no longer needs to acquire complex and costly tooling or other equipment (e.g., equipment for assembling complex interfaces, electronics/circuitry, etc.) that is dedicated to assembling a single vehicle model.
Further, the flexibility of additive manufacturing (AM) makes it easy for the factory to interface both COTS and custom parts with the vehicle nodes, and to perform minimal refining of the COTS parts to meet their specifications, if necessary. Any burden sustained by the factory for these tasks is typically far less than the contrasting burden on the assembly line manufacturer to perform similar functions using tooling and other inflexible and expensive methods, the latter of which whose vehicles are conventionally not built using the benefits of AM. The in-house production of modified equipment by the assembly line manufacturer requires potentially extraordinary expenses to acquire updated custom tooling for all the different possible vehicle design permutations.
The platform consequently can result in a paradigm shift that redefines the competitive field of prospective manufacturers. That is to say, the platform's benefits can apply not only to major auto-makers with worldwide reach, but also to facilities with limited capital and more modest operational capabilities. The platform may be fully or partially automated.
The above-described platform eliminates the need for the complex vehicle manufacture infrastructure that has heretofore been in place. The platform further extends capabilities for manufacturing diverse vehicle types to prospective manufacturers with smaller operations. For example, the platform can enable the creation of multiple manufacturing facilities in a geographical area. To illustrate the unique benefits of this approach, a conventional assembly-line vehicle manufacturer is considered. If the conventional manufacturer has a traditional plant that supplies vehicles to a certain geographic area and suddenly encounters production problems for whatever reason, the vehicle supply may be altogether halted, likely resulting in significant adverse capital and productivity effects. By contrast, the platform as disclosed herein can enable the creation of multiple smaller footprint factories, each factory to cater to a certain geographical area. Any problems faced by one factory would not have the same negative impact as in the case with traditional factories, since an alternate factory in the same or a nearby geographical area can step up to meet the production demands until the impediment is resolved. As such, the platform enables a distributed production system for automobile manufacturing. This approach makes different business models plausible, such as a franchise or joint development effort, among others.
The platform also enables a manufacturer to deploy a number of small manufacturing plants across a region, wherein each plant is capable of manufacturing a unique portfolio of vehicles, if desired. The platform further promotes innovation in the architecture of vehicles, given the flexibility allotted to manufacturers in identifying definition nodes, selecting packaging volume, and customizing parts using AM.
The above-stated innovation extends to vehicles using electric voltage (EV) propulsion systems, internal combustion engine (ICE) systems, and hybrid systems. By integrating AM structures with EV systems, the vehicle architecture platform disclosed herein can greatly simplify vehicle design, dramatically reducing capital expenditures (“CapEx”), enabling greater vehicle package efficiency in embodiments that eliminate the internal combustion engine (ICE) propulsion system, and allowing much broader user flexibility. Nevertheless, owing to the overall flexibility offered by the platform, it should be understood that vehicles using ICE propulsion and hybrid systems are equally suitable in other configurations. The type of propulsion system may be driven by factors such as price and consumer preference. In certain embodiments, the type of propulsion system may also be driven by government incentives for manufacturers and consumers for producing and operating vehicles with a certain type of propulsion system. The ability to geographically distribute vehicle factories, enabled by the common architecture platform disclosed herein, can prove useful in these embodiments.
The concepts herein are presented with reference to an automobile for illustrative purposes, but the architecture platform herein is equally applicable to the production and assembly of other transport structures including automobiles, trains, busses, motorcycles, metro systems, ships, sea-craft, submarines, spacecraft, and the like.
In sum, the platform provides a common architecture for manufacturers to produce different vehicle portfolios without the limitations inherent in conventional vehicle manufacturing techniques, the latter of which rely principally on heavy capital expenditures for tooling equipment dedicated to producing single vehicle models in assembly-line environments. The platform also takes advantage of the flexibilities of AM to yield highly customizable and geometrically diverse designs that can generally be produced without expensive tooling equipment and with minimal, if any, machining operations.
AM, also known as three-dimensional (3-D) printing, is providing rapidly-changing advances in the various manufacturing arts. Unlike the often costly and inflexible manufacturing techniques (milling, casting, molding, stamping, etc.) to which manufacturers have been restricted for producing vehicle parts, AM can be used to manufacture the same components with complex geometries and sophisticated interfaces, but without the extraordinary costs. Using a non-design specific AM-based infrastructure, 3-D printers can be acquired by manufacturers that seek to develop new components for different products without the need for expensive tooling updates. Instead, the manufacture can design data models for countless varieties of parts using computer-aided-design (CAD) applications. The new parts can then be 3-D printed, e.g., using a powder bed fusion (PBF) based printer, DED (direct energy deposition), or other 3-D printers utilizing alternate 3-D printing techniques. A variety of other 3-D printing technologies may also be employed that may partially overlap with the PBF and DED printing techniques. These include, for example, Stereolithography (SLA), Digital Light Processing (DLP), Laminated Object Manufacturing (LOM), Binder Jetting (BJ), Material Jetting (MJ), and others.
In PBF-based 3-D printing, successive layers of print material (such as metallic powder) are deposited on a substrate in a powder bed region. Between deposition periods, a laser or other energy source fuses and solidifies selected regions of material within a layer. The deposition-fusion process continues, layer-by-layer, until a 3-D object or ‘build piece’ is printed. The unfused powder can subsequently be recycled. The advent of AM in product manufacturing, however, presents a major added alternative, rather than a wholesale substitute, to conventional methods. For example, despite its innumerable advantages, AM requires purchasing the print material and, especially where the factory is at full capacity, AM operations may need to be prioritized. In these cases, it is often advantageous to purchase COTS products as a parallel strategy to AM. In addition to being potentially cost-effective in bulk, COTS products of numerous varieties, and meeting a wide range of specifications, are ubiquitous. Thus, in an embodiment, AM is more often reserved for the central aspects of the vehicle platform including the definition nodes (discussed below), while the wide availability of COTS products and the market presence of numerous competing COTS suppliers provide viable options for the vehicle manufacturer. The combination of AM definition nodes and COTS products enable the vehicle manufacturer to create multi-material structures, which can be advantageously designed to manufacture lighter, stronger, and high-performance vehicles.
In the initial design stages of an aspect of the present architecture, a vehicle profile may be chosen, such as a sedan, sports utility vehicle, a minicar, or custom profile, e.g., developed by the manufacturer based on a consumer order. After the profile is determined, or concurrent with the determination, a propulsion method may be identified. For example, it may be determined whether the vehicle will include an ICE, EV, hybrid, or custom propulsion system.
The vehicle profile with the features thus far identified may be represented visually in a CAD or other suitable application. Various COTS parts may be acquired based on the manufacturer needs, i.e. based on the determination of the vehicle profile and the propulsion method as requested by a consumer. The manufacturer may run simulations based on these parts to determine necessary dimensions and other factors. For example, COTS panels may initially be acquired from a supplier. In an embodiment, the COTS panels are cut in house to meet the vehicle profile. Where further dimensional analyses of the vehicle design are needed, the panel cutting may be deferred until a suitable time. Further, where an EV propulsion system is chosen, a COTS battery pack may also be purchased. The battery pack may be separately packaged in advance of the assembly for eventual insertion in the vehicle underbody (see
By integrating AM structures with EV systems, the vehicle architecture platform and embodiments disclosed herein simplify vehicle design, reduce CapEx expenditures, enable greater package efficiency, and allow broader user flexibility. An exemplary configuration incorporating these and other benefits is shown in the illustrations below.
The underbody configuration of
Regardless of whether ICE, EV, or hybrid propulsion systems are used, however, the parts that make up these systems, such as the electric motors, battery pack and the associated circuitry distributed within the vehicle can, in an embodiment, all be acquired as COTS parts. Accordingly, the use of the conventional platform obviates the need for the manufacturer to invest CapEx in tooling and machining equipment to assemble these structures from the ground up. Certain parts in
The vast majority of components illustrated in
Nodes. A node (e.g.,
In some embodiments, nodes may have additional features and structures to effect a particular function. For example, some nodes may include unique geometries or material compositions for handling different load bearing regions of the vehicle. These geometries may include lattices, honeycombs, and other types of patterned structures. Nodes may also include one or more channels for routing adhesive, sealant or negative pressure (vacuum) to and from one location to another. In other embodiments, multiple nodes may be co-printed and positioned adjacent one another in a desired portion of the vehicle.
Nodes may route electronic circuitry or lubricants from one structure (e.g., a tube) to another, (e.g., a gear case). The flexibility of nodes to accomplish these functions derives in large part from the non-design specific nature of the 3-D printer upon which the current platform is based. For example, using a computer-aided-design (CAD) program, a custom representation of 3-D node can be generated and designed to include unique shapes, interfaces, and other details. The CAD model can then be sliced to provide software-based layers of the original 3-D structure. The sliced model and printing instructions can then be provided to the 3-D printer. In a powder bed fusion (PBF) printer, for example, the slices are successively deposited as layers of powder on a substrate in a print chamber. One or more lasers or other energy sources may selectively fuse each layer or slice based on the custom instructions to render the designed node.
Nodes may be non-definition nodes or definition nodes. A definition node is described in more detail below. A non-definition node is any node that is not a definition node. For example, referring to the ref no. 220 in
Referring back to
Referring to the side view of
COTS parts. The complex structures illustrated in
AM is a valuable resource and its use is prioritized; thus, utilizing COTS parts means that any priority strain on the 3-D printer(s) can be effectively managed. In some embodiments, mass and material consumption of the AM parts can be minimized by including COTS parts with the design. COTS elements may also be inexpensive and readily available. COTS elements have typically known geometries with easily accessible specifications. Thus, wherever feasible, COTS elements may be ideal for incorporation in the manufacturing platform along with AM structures.
Use of COTS elements also eliminates the capital expenditures that would otherwise be required for the machinery and manpower to produce and assemble these structures in-house. The platform is predicated in part on the capability of the manufacturer to viably and timely produce a variety of models. Thus, acquiring COTS parts reduces the capital expenses that would be incurred for building the same parts in-house, rendering the COTS option generally desirable. In an embodiment, certain COTS parts can be acquired and modified to provide a custom design.
AM and Modularity. Additively manufacturing certain sections of the vehicle in accordance with the platform may enable modular construction and assembly of vehicles. Modular vehicles may be assembled by joining multiple discrete systems or components together to form one vehicle. Unlike conventional vehicles, modular vehicles provide the freedom of customizability. Complex parts and consoles can be removed easily, both for functional and aesthetic purposes, and new parts and consoles can be added in a straightforward manner. Because AM technologies are not tooling intensive, AM can be used to facilitate the development of modular systems by efficiently fabricating a variety of customized designs that maintain pace with customer requirements and demand.
AM also provides modular processes with the capability to define and build complex and efficient interfacing features that define partitions between modules. These features can include indentations, tongue and groove profiles, adhesives, nuts/bolts, and the like. A further advantage of implementing modular designs for use in vehicles is ease of repair. Modular designs ensure easy access to virtually any component in the vehicle. In the event of a crash, the affected modular block(s) can be replaced. The block(s) can also be co-printed with other blocks or structures to save assembly time. The blocks can further incorporate in-situ scanning and observation to ensure accurate joining and repair of the modules.
Using a modular design approach, the AM vehicle may be assembled as a collection of 3-D printed and non-printed components, including COTS components, integrated together via well-defined interconnection means for attaching the components at desired transitions. Individual components may be added and removed without requiring changes to other components in the vehicle. The use of the definition nodes as described below, in cooperation with the remaining non-definition nodes, enables the modularity of vehicles constructed using the platform.
In addition, modular design and assembly approaches make it possible for flexible manufacturing cells to be configured for assembly. Advantages include reduced reliance on fixtures during assembly (eventually complete elimination), lower assembly cell footprint in comparison to traditional assembly lines, etc.
Vehicle Sections. In an embodiment, having identified the desired vehicle profile and optionally mapped out the basic design requirements, the manufacturer may further break down the vehicle design into sections. One reason for breaking down the vehicle model into sections is to enable the manufacturer to delineate the COTS parts or functions from the non-COTS parts or functions. Another reason for the breakdown is to understand how, if at all, the parts in each section will ultimately interface or interconnect with one another. With this knowledge, the manufacturer can produce and assemble definition nodes as described in greater detail below.
In an embodiment, a number of vehicle sections may be equivalent to the number of wheels, although this need not be the case and other considerations may dictate that a greater or fewer number of sections are more suitable. In the case of a four-wheel vehicle, the manufacturer may elect to break into four (4), six (6) sections, for example. Each section may comprise one or more additively manufactured parts that can be configured to interface with COTS parts including, for example, suspension, wheels, electric motors, crash beams, pillars, and the chassis members. Accordingly, in this phase of the process, the manufacturer may consider and identify the different COTS structures that will likely reside in a section, and how these structures will be interconnected with which parts. Using this preliminary information, the manufacturer can further identify what functional and geometrical structures may be needed to accommodate each one of those interconnections in the relevant section.
In addition, the manufacturer may also need to consider other factors including anticipated temperatures/pressures in various parts of a section, estimated structural integrities and load-bearing capabilities in light of anticipated loads, crash regulations, material properties, weak and strong points in the vehicle design, and other factors. With this information, the manufacturer can identify an optimal structure, or collection of substructures, that can accommodate all of the necessary interconnections in light of the identified load and other requirements, for a section. The information obtained from this analysis can be used in the assembly of AM nodes for that section.
EV architectures. While the platform includes incorporating ICE architectures, which can be produced to the manufacturer's benefit using the principles described herein, ICE architectures tend to consume a significant portion of the vehicle's volume. As a result, ICE propulsion systems have historically been a constraint to automotive manufacturing. By contrast, integrating electric vehicle (EV) propulsion systems with AM structures dramatically reduces the CapEx and complexity of manufacturing automobiles. Unlike the internal combustion engines and systems that occupy a substantial portion of the front of the vehicle (and therefore place practical limitations on how the vehicle's space can be used), the electric motors may be placed immediately adjacent the AM nodes (below) that define the perimeter of the vehicle.
Further, as noted above, the battery pack may be placed in the vehicle underbody or floor. The hood area of the car can be effectively cleared for other uses as a result. Like ICE engines, transmissions, etc., EV propulsion systems (such as batteries, motors, wiring) can be procured as COTS members and can simply be integrated with the AM structures and other adjacent COTS members as necessary. The AM structures in these cases can be fabricated in a manner that easily accommodates these EV components. For example, to match the geometry and interface of a particular EV COTS part, such as a set of protrusions used to connect to the vehicle, a corresponding AM structure can be printed with apertures perfectly aligned to receive the protrusions such that the parts can be easily integrated together. Incorporating EV propulsion systems into the platform consequently has significant benefits. Therefore, for embodiments using EV propulsion systems, the platform accords significant flexibility to the manufacturer in vehicle design by providing more usable volume. Further, parts can be acquired and assembled quickly, and the availability of AM with the ubiquitous nature of COTS parts means that propulsion systems need no longer be a significant constraint to vehicle manufacturing.
Definition nodes. Definition nodes are so-called because they define the vehicle to be made. In an embodiment, the locations of the definition nodes may be determined by the internal volume requirements of the vehicle. For example, the definition nodes may be more closely spaced in a small hatchback car (owing to its small size), in comparison to a large sedan or SUV. In an SUV, by contrast, the nodes are farther away, both for nodes along a side of the vehicle and nodes on opposing sides. The definition nodes may be placed along the perimeter of the vehicle to enable the manufacturer to control the vehicle's internal volume. The platform's use of definition nodes advantageously removes the requirement of expensive tooling of vehicle parts to determine internal volume and the CapEx incurred with this former endeavor.
Once the locations are identified as described above, the definition nodes may be additively manufactured and, using the information and analyses above, the AM nodes may be uniquely configured to interface with COTS suspension components, electric motors, crash beams, side crash beams, pillars, and other panels or elements that define the chassis and the interior package volumes. The underbody (
In the embodiment of
Referring back to
Definition nodes 401-406, in practice, may incorporate a variety of functions, or distribute similar functions among different sections. In an exemplary embodiment, a definition node includes a plurality of additively manufactured substructures connected together. Each substructure may be dedicated to a specific interface or function. The definition nodes 401 and 402, for example, may route fluids and circuitry to and from other COTS or AM parts. The definition nodes may serve additional and different functions. For example, definition nodes may include lattice structures to maximize strength-to-weight ratios based, e.g., on the anticipated loads the six section vehicle is expected to sustain over a period of time. Definition nodes 401-406, or portions thereof, may also be geometrically shaped to provide further support to the paneling with which it interfaces and to withstand structural loads. A definition node in some embodiments may include two or more co-printed substructure nodes, each substructure node used to interface with the same or different elements depending on the desired configuration.
Any of the definition nodes 401-406 may be connected to the vehicle using different methods. In one embodiment, the 3-D printed nodes are attached to the underbody panel, or floor structure. The definition nodes (e.g., 401, 402, 405, 406) may also connect to the front and rear crash structures. The same four definition nodes may also be coupled to the suspension components, such as the control arms and struts. The definition nodes, as noted above, also interface with many or most of the COTS parts that will reside in the particular section with which the definition node is associated.
As is evident from the illustration of
While some embodiments of the platform may dictate that the design and positioning of the definition nodes be performed first, in other embodiments involving EV propulsion systems, the battery pack may be first assembled. In general, however, the design and preparation of the definition nodes is prioritized, because after these nodes are positioned and fixed, the majority of the remaining tasks tend to fall into place.
The panels and structures used to connect to the definition nodes generally need to be machined for precision. A significant advantage of the platform is that the machining tasks can be performed by the COTS supplier—not the vehicle manufacturer. Thus, the manufacturer may be spared from having to make significant capital expenses to fund the tooling required for these tasks.
In scenarios where hybrid/internal combustion engine (ICE) vehicles are to be manufactured, the internal volume requirements may factor in packaging volumes to accommodate the ICE, transmission, drive shaft, and other components that may be unique to, or more pronounced in, hybrid or ICE designs.
The illustrative examples of
The definition node(s) can include connection interfaces to connect to a plurality of parts. For example, the definition node itself may be broken down into multiple components and connected to each other. The definition nodes may be connected to the dash and floor panels utilizing node-to-panel connection features enabled by adhesives. The node may connect to the crash structures (front crush rail) using mechanical fasteners, which may include nuts, bolts, screws, clamps, or more sophisticated fastening mechanisms. The node may utilize adhesive connections, mechanical fasteners, or a combination of both to connect to extrusions. Additively manufacturing definition nodes can enable the platform to create optimized structures in either a single manufacturing operation not requiring any machining or requiring minimal machining operations upon completion of the printing.
Front crush rail 620 is coupled to definition node 633, as is front cargo tub 624. In an embodiment, front crush rail 620 is composed of extruded aluminum. Hood seal flange 637 is a vertical flange that follows the top of the front cargo tub 624. Strut tower 635 is part of the definition node 633 and interfaces with front cargo tub 624 and hood seal flange 635. Definition node 633 further includes a node material reduction panel 618, which may be a composite honeycomb sandwich panel. Dash panel 614 is shown in cross-section and may also be a honeycomb sandwich panel.
Cowl/IP armature panel 604 may interface with a vertical portion of the definition node 633. Also shown is the front quarter node 606, which in this embodiment is an integral part of, and co-printed with, definition node 633. Adjacent front quarter node 606 is door seal flange 608. Toward the rear of the drawing is sill 610, which may constitute extruded aluminum. Sill cladding 612 is connected to sill 610. Sill cladding can, in an embodiment, be constructed using low cost tooling.
The definition node 633 of
In short, once the nodes are manufactured, COTS panels, extrusions, tubes, and other parts can logically be connected to form interfaces with the nodes. Node-based modular construction methods provide the ability to realize multi-material connections, which are paramount in meeting strength-to-weight metrics for automobiles and other complex transport structures. Furthermore, galvanic isolation may be provided between galvanically incompatible materials being connected by utilizing nodes to include isolators to space and prevent physical contact between the dissimilar materials.
The platform enables a common architecture for manufacturing a plurality of vehicles. The platform may include additively manufactured definition nodes, which may be assembled with EV/hybrid powertrain components, tubes, extrusions, panels, roof structures, and other components. Furthermore, this platform enables maximization of the available internal volume for occupants and cargo. By utilizing definition nodes and controlling their location, a vast product portfolio enabled by a single platform is possible. The platform also enables the creation of smaller footprint factories to manufacture an entire portfolio of vehicles, as noted above. Since this platform relies on the marriage between additive manufacturing and COTS elements, with potentially limited (if any) use of conventional manufacturing techniques, it can enable the creation of distributed production units all over a geographic area of interest configured to run in parallel, that are not susceptible to the production halts prevalent in traditional vehicle assembly lines.
It should be noted that the four vehicles shown are a very small representation of the different possible vehicular configurations that can be implemented using the current platform. The manufacturer is no longer limited to producing a single model due to limitations inherent in the conventional assembly-line approach. In other embodiments, large vans and multi-person transports can be assembled using the platform as described herein. In still other embodiments, by positioning the definition nodes accordingly, vehicles can be made very wide, very narrow, long, short, high, low, or somewhere in between any or all of these parameters.
The facility may or may not include a central controller. The facility generally includes various types of computers and controllers—collectively referred to herein as a processing system—that design engineers and other staff are assigned to perform design work in computer-aided-design (CAD) software or any other software. The processing system may or may not include a plurality of computers, servers, workstations, and/or handheld devices, any or all of which may be connected via some type of network. In more sophisticated configurations, a central controller may be used to automate, partially or otherwise, the activities at the facility. The central controller may in such embodiments be configured to direct the actions of different devices including robots, inventory-transporting vehicles used at the facility for moving parts, and/or 3-D printers. In simpler embodiments, the processing system may not include a central controller or servers, but may contain one or more PCs or workstations. In other embodiments, the processing system includes dedicated hardware components such as field programmable gate arrays (FPGA), digital signal processors (DSPs), and the like. In general, as used herein, a processing system refers to one or more processors coupled to memory for use in executing computer algorithms for the purpose of designing and building vehicles as described herein.
The processing system may include the electronics associated with the 3-D printers.
A processing system may, but need not, include one or more general purpose computers. In an embodiment, the processing system incorporates within its scope software and firmware used at the facility, including CAD algorithms and other design software. The processing system may include software for manipulating fixtures and operating an assembly cell, for example, in more sophisticated facilities.
Referring now to
At step 3104, the processing system (or more precisely, the individuals conducting the design work via the processing system) identifies a relative position for each definition node based on internal volume requirements of the vehicle type being manufactured. Because the relative position of the definition nodes is defined using custom or off-the-shelf software or similar techniques, the need for complex tooling and expensive machining operations that are used by existing auto-makers can be largely or entirely eliminated.
At step 3106, the definition nodes are additively manufactured. This operation may be conducted at the facility. Alternatively, the facility may provide the CAD files or SLA files (or other 3-D printing specifications) to a contractor, partner, or other entity to perform the 3-D printing on behalf of the facility. In an embodiment, the facility includes one or more 3-D printers. The definition nodes are precisely 3-D printed to include custom interfaces to COTS parts, extruded parts, panels, and other hardware. In addition, the 3-D printers may optionally be used to print non-definition nodes for the vehicle, as well as other custom parts. COTS parts may generally be acquired cheaply from vendors, but in certain situations they may be 3-D printed or otherwise built at the facility using conventional techniques.
At step 3108, the facility may build or acquire other custom parts such as extruded aluminum parts (or other materials), sandwich panels, crash structures, electronic wiring, electronic motors, batteries, engines, hoods, etc. These parts may be custom formed, 3-D printed, cheaply tooled, or purchased from a vendor. In an embodiment, most of these parts are COTS parts and are acquired as such. They are subsequently designed to interface with various parts of the vehicle, including definition and non-definition nodes that were customized via AM to interface with this equipment. Panels may be molded, stamped, 3-D printed, or otherwise acquired and machined to specification by the supplier. Generally, the steps are such that much of the highly-precision machining is rendered obsolete or performed by a third party. Sandwich panels may be made in-house or acquired and cut to interface with the manufacturer's nodes to form the vehicle underbody and other structures, such as the dash panel. These examples are non-exhaustive, and other configurations may be equally suitable. At step 3110, the vehicle is assembled using the definition nodes. A unique vehicle type can be manufactured. Thereafter, a different vehicle can be manufactured at the same station.
In an embodiment, a manufacturer may have two or more facilities, or a larger number thereof, distributed throughout generally different geographical regions. Each facility may be configured to design and manufacture vehicles using similar techniques as above. One advantage of this technique is that, if one facility encounters some sort of unanticipated impediment, (e.g., an error in the processing system, a malfunctioning printer, an overflow in work orders, etc.) then ideally another facility can be commissioned to build the vehicle on behalf of the facility with the impediment. This practice is in contrast to the singular assembly lines of the major vehicle and aircraft manufacturers, which generally have little recourse in the event of such impediments except to correct them at the assembly line or wait them out, as applicable.
The previous description is provided to enable any person skilled in the art to practice the various aspects described herein. Various modifications to the embodiments presented throughout this disclosure will be readily apparent to those skilled in the art, and the concepts disclosed herein may be applied to other techniques for the customized assembly of vehicles using definition nodes. Thus, the claims are not intended to be limited to the exemplary embodiments presented throughout the disclosure, but are to be accorded the full scope consistent with the language claims. All structural and functional equivalents to the elements of the exemplary embodiments described throughout this disclosure that are known or later come to be known to those of ordinary skill in the art are intended to be encompassed by the claims. Moreover, nothing disclosed herein is intended to be dedicated to the public regardless of whether such disclosure is explicitly recited in the claims. No claim element is to be construed under the provisions of 35 U.S.C. § 112(f), or analogous law in applicable jurisdictions, unless the element is expressly recited using the phrase “means for” or, in the case of a method claim, the element is recited using the phrase “step for.”
The present application hereby claims the benefit of, and priority to, U.S. Provisional Application No. 62/688,999, filed Jun. 22, 2018, entitled “Additive Manufacturing-Enabled Common Architecture Platform for Modular Construction of Vehicles and Other Transport Structures,” the contents of which is hereby incorporated by reference in its entirety.
Number | Date | Country | |
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62688999 | Jun 2018 | US |