WO2010071664A1

WO2010071664A1 - Superior safety roll cage frame

Info

Publication number: WO2010071664A1
Application number: PCT/US2009/005423
Authority: WO
Inventors: Anthony Sabo
Original assignee: Individual
Current assignee: Individual
Priority date: 2008-10-01
Filing date: 2009-10-01
Publication date: 2010-06-24
Anticipated expiration: 2011-04-01

Abstract

The present invention generally relates to a revolutionary new and better form and system of integral safety-roll-cage-frame (SRCF) construction and the highly efficient means of manufacture thereof which makes it suitable for economical mass production. The SRCF is composed of hoops which are disposed in several planes so as to enclose a space.

Description

TITLE: "SUPERIOR SAFETY ROLL CAGE FRAME " (SSCRF)

{ FOR AUTOMOBILES (AND OTHER FORMS OF TRANSPORTATION) AND MEANS OF MANUFACTURE THEREOF}

INVENTOR/APPLICANT: ANTHONY SABO

This application is based on provisional application No. 61/136,774 filed Oct. 1, 2008.

BACKGROUND OF THE INVENTION

The present invention generally relates to a revolutionary new and better form and system of integral safety-roll-cage-frame (SRCF) construction, and the highly efficient means of manufacture thereof which makes it suitable for economical mass production. In this document, the acronym "SSRCF', derived from "Superior Safety Roll Cage Frame" shall be used to refer to the invention. The acronym "SRCF', derived from "Safety Roll Cage Frame" shall be used to refer ,to any safety roll cage frame, such as is currently used in most race cars such as NASCAR, and in some passenger vehicles. It should be understood that the present invention may also be applied to vehicles other than automobile, such as but not limited to buses, railroad and subway cars, etc.

Currently mass production automobiles and other vehicles consist of a ladder frame below the -floor and/or^ unitized body composed of the various non-replaceable components such as the floor, roof, side (door jamb) panels, windshield frame etc. which are usually made of sheet steel and spot welded together at their edges of intersection to make the 3-dimensional construct which, is the vehicle body. When it is desired to somewhat endow a unitized-body vehicle body with the strength attributes of a safety-roll-cage, the meeting edges of the various panels are stamped with cross-sections such that once welded together they form a crenelated tubular structure such as the (A, B and C pillars) of which the safety-roll-cage is composed, because tubular cross-section members are the ideal form for resisting variegated bending stresses such as an SRC must resist in real world collisions. This form of safety-roll-cage (SRC) construction has numerous disadvantages, such as requiring matched steel dies for every panel, which said every panel must fit together perfectly so as to be welded into the quasi tubular structural sections of the SRC, which is quite a ridiculous way to make a tube if you want the tube to be optimally strong. This whole convoluted process and resultant SRC is so inelegant as to be appalling to objective engineering sensibility. Thi& SRC design is nothing more than an artifact of unitized body construction and incremental safety improvement. Alternatively, in car-racing practice, wherein people do routinely walk away form 200+mph crashes, the SRC is constructed of numerous tubes, which are cut and joined by welding at all the numerous tube intersections which are required to make a strong SRC. Generally, where one tube crosses another, the one tube is cut and laboriously fish-mouth notched to fit onto either side of the second tube which interrupts it, beveled to receive the weld and then welded to either side of the first tube. Thus instead of having the assured strength of continuous tubes the strength of every member is made dependent on the quality of the numerous welds. Furthermore, there may be anisotropic effects in the regions of tube intersection during collision conditions wherein stress along one tube's axis weakens the region of intersection along the other tube's axis. SUMMARY OF THE INVENTION

Accordingly, it is a primary object of this invention to provide SRCFs for vehicles which are built of tubular members with a maximum number of tube intersection so as to form a triangulated and cross-braced structure of maximum possible {strength per weight} {efficiency } and wherein the tube intersections do not require cutting the tubular members before welding them back together at the numerous tube intersections, thus disturbing their structural integrity.

According to a second object of the invention, the SSRCF, as form follows function, and the best mechanical engineering solution to a problem such as optimizing the SCR results in a form/structure which has great elegance (in the mathematical sense of "simplicity and perfection of design =^■ elegance) and therefore beauty, the SRC or frame will assume it's rightful position as the supreme and sovereign element of any vehicle, especially any automobile, thusly constructed. As "Sammy the Bull" Gravano said "Truth is Beauty" and the SSRCF is engineering truth, embodied as the beautiful and super safe basis for the automobile which everyone will want to own.

According to third object of the invention, since the SSRCF has wide open spaces between the tubular member elements, which are not permanently obstructed as in a. unit-body car wherein the steel sheet panel of which it is welded together such as the floor and Ae inner fender walls are not removable because they are structural elements of the vehicle, it becomes almost infinitely easier to service or repair any components of an SSRCSF vehicle, because any the body panels can be easily and quickly remove to perform the repair, and then replaced.

According to fourth object of the invention, the extreme ease of serviceability due to the openness of spaces between the frame elements means that in these coming decades in which there will be frequent improvements both quantitative and qualitative in the powering means available for the vehicle, it will be astonishingly easy to remove and replace any or all powertrain components. For example replacing the original V6 motor with an advanced cycle 4, and later on replacing the flywheel with a motor-generator, or replacing the early series batteries with a newer technology battery, or deciding that in order to beat your cousin John at a 100 mile race next weekend, you only want to remove batteries until you only have enough batteries on board (100 lbs) to provide regenerative braking and assist on acceleration, but that you'll burn gasoline (or hydrogen) on the straightaways... whereas during the week you need a bit more battery in order to drive to work purely on electricity from the grid overnight, or from your windmill, as this is much cheaper than gas. If and when (say for the sake of this argument in 50 years) a safe automotive nuclear fission or fusion or antimatter power plant is approved for use, the average SSRCFs owner could in the course of a pleasant afternoon's endeavor simply remove the SSRCF 's old engines, batteries, fuel cells etc. and install the new 21^st century nuclear or antimatter or whatever other type of powerplant, burn rubber and drive away. The point of this example being that for quite some time into the future, we will still be driving our cars with wheels on roads, and that regardless of what ever else may change m the automobile the requirement for a good safety-roll-cage-frame will remain, and therefore it should be built properly, as an SSRCF, "The eternal backbone of your vehicle." According to a fifth object of the invention, because the wall thickness of the the tubular elements of the SSRCF will be in the range of .080" - .125" (based on a target weight of between 500 - 1000 lbs for the SSRCF ) versus typical thickness of the sheet steel used in unitized body construction of .025" - .040", the SSRCF -will last at least 2-5 times as long before critical rusting occurs in the same environment. But furthermore, there is the synergistic factor that "since the SSRCF is in itself an incredibly attractive and functional work of engineering industrial art," it will be very valuable and thus worth fabricating out of high quality high strength steel, steel which derives it high strength not from a high carbon content in which case the high carbon greatly accelerates corrosion and rust-out, but from alloying ingredients which do not cause rust but actually prevent it, such as Chrome, Molybdenum, Manganese, or the same Vanadium which Henry Ford added to the steel for the Model-A Ford's fenders "thus by rendering the fenders so strong that no inner fenders were necessary anymore to prevent rocks kicked up by the tires from dinging the fenders."

According to a sixth object of the invention, due to the extreme open-ness of the SSRCF' and thus the ease of serviceability, such as the Model A Ford offered, it will be enjoyable and reasonable for the average SSRCF vehicle owner to do much or all maintainance, repairs and upgrades themselves...and with the assistance of their friends and most importantly, children. The SSRCF vehicle thus serves as an educational method and device in and of itself, which will serve to halt .and reverse the epidemic of mechanical, electrical, electronic, pneumatic and hydraulic ignorance caused by the virtual impossibility and sado-masochistic reality of working on today's vehicles.

According to a still further object of the invention, because all of the visible bodywork will be easily removable numerous distinctively styled body parts such as fenders and complete newly styled sets of body panels could be made and readily interchanged and because the frame i.e. the SSRCF will stand alone hra marketability sense the automotive industry and purchasers will be freed from the excessive focus on styling as being the characteristic feature of any vehicle and the means of selling said vehicle, rather than its engineering characteristics.

BRIEF DESCRIPTION OF THE DRAWING

Other objects and advantages of the invention (SSRCF) will become apparent from a study of the following specification, when viewed in lightof the accompanying drawings in which:

FIG. 1 is a perspective view from above and in front of the left side of of an SSRCF.

FIG. 2 is the same view as FIG. 1 but including the wheels.

FIG. 3 is a driver's side view of the invention.

FIG. 4 is a view from above of the invention.

FIG. 5 is a view from behind of the invention.

FIG. 6 shows a typical hoop.

FIG. 7 is a closeup view of the welded joint where two square frame tube members overlap.

FIG. 8 is a closeup view of the welded joint where two round frame tubes members overlap.

FIG. 9 is a closeup view of the chinked.and welded joint -where two round tubes overlap. FIG.lOshows the forming of a composite hoop over a foam core.

FIG.ll is acloseup view of the joint where two. composite tube frame members overlap.

FIG.12shows the immense strength of a tubular hoop due to multiple points of inflection.

FIG.13shows the method of mass production of the frame hoops direct from tube extruder.

FIG.14 shows a front frame frame extension, (which can be removable), which crushes under frontal impact but safely under-rides and uplifts any high-bumpered heavy vehicle which the SSRCF collisionally encounters.

FIG.15shows a pickup truck version of the invention.

FIG.16shows a nut + stud welded to frame attachment scheme for removable body panels.

FIG.17shows a nitinol velcro attachment scheme for removable body panels.

FIG.18sh.ows a "frontal impact absorbing floor pan+seat sub-assembly" in anSSRCF vehicle.

FTG.19shows a quad section tube which resists crush during manufacturing bending operations.

FIG.20shows an SSRCF used in place of the front wheel truck of a 250 ton railroad freight car.

DETAILED DESCRIPTION OF THE INVENTION

The invention relates basically to .a form of safety-roll-cage-frame ("SRCF") for an automobile or any other type of vehicle, in which the SRCF is composed primarily of high strength tubes, wherein each tube is curved or bent and the ends joined (if need be) to form a hoop, and a number of^hoops oriented laterally, longitudinally and circumferentially are overlayed upon each other and welded (or otherwise full-strength-joined such as in the case of the invention being built of fiber composites) at the points of tube intersection, with the hoops defining the perimeter of the primary vehicle compartment (such as the passenger compartment) so as to comprise an SRCF of great strength, excellent strength/weight and excellent manufactiirabilityrthe present invention makes it possible for "everyman" to have a NASCAR type frame in their vehicles.

The new type of SRCF and method for its mass manufacture which are the present invention, avoid the laborious and tedious cutting, notching and fitting, beveling and tricky welding of intersecting tube elements of the SRCF as is done in the prior art, the use of which is currently confined to race cars only, because this prior art makes it too expensive for ordinary vehicles. And there are numerous tube intersections in any SRCF, because intersections are required to make any SRCF be strong and enveloping and protective form the full range of angles of attack.

It is very desirable to avoid all of this cutting, notching, fitting, beveling and welding, of the numerous cut, notched, fit, beveled and welded joints of the numerous tubular frame element of an SRCF built according to the prior art for the following important reasons:

-they add enormously to the labor involved, increasing SRCF cost 3-10 times over the a SRCF constructed as taught in the present invention

-they create too much risk of a poorly welded critical joint for use in mass manufacture

-they create numerous discontinuities in these critical tubular frame elements.

The present invention differs from the prior art in that rather than cut, notch, fit, bevel and weld the tubular framing elements at their numerous intersections, the intersecting tubes FIG. 1 #104 are made to overlap each other and a weld FIG. 7 #702, FlG. 8 #804, FIG. 9 # 904, equal in cross section to the wall thickness of the tubes is made around the perimeter of their intersection #703. It will be appreciated that such a joint and its welds are much easier to make if the two tube are square, or at least have one flat side, such as in a "D" section in HG. 7B #704, which can be oriented towards the similarly flat sided tube which it intersects and with which it must be weld joined and that if the cross sections of the tubes are approximately equal on the x and y axis, then when the two flat sides are weld- joined, the length of this weld will be four times the length of a the flat side; and that since the perimeter of each tube is also roughly for times the length of the side being joined in -the weld to the intersecting tube, since 4x1=4 in both the tube and the weld-joint, that if the weld is made to have the same cross section as tube wall thickness, the joints will have the same cross section as thus and be as strong as the tubes. _φ

The present invention further differs from the prior art in that the tubular frame elements are primarily in the form of hoops which define the shape of the SRCF, in which the tube has been bent 360degrees along it length and its two ends welded to each other around the tube's perimeter. Typically the hoops might be a Longitudinal Hoop FIG. 1 #101, a Lateral Hoop FIG. 1 # 102 which is roughly equivalent to "A", "B" or "C" pillars plus associated floor and roof beams, or a Circumferential or Belt Hoop FIG. 1 #103. There are a multiplicity of triangulations formed by the assemblage of the longitudinal, lateral and belt hoop. These triangulations are shown in FIG. IA #105 wherein they are circled for clarity.

It should be noted that for simplicity the belt hoops are shown spanning the door pillars without interuption. In reality the upper belt hoop FIG. 3 #103 would open and close on a full strength hinge and closing mechanism and serve as a side impact beam. The lower belt hoop #104 would be undisturbed by the door and entry-egress requirements.

A single typical hoop is in FIG. 6 #102. # 601 - #605 are several possible cross-sections for the tube of which the hoops and other frame elements of the SRCF can be made. #601 is the square cross section, and # 603 is the "D", which according to this invention are the most highly preferred because they offer a flat base side for mating and full section equivalent welding/joining with other hoops/tube framing elements, unlike for example the round tube #602 and the hexagonal tube #604 and the pentagonal tube #606. Square and "D" are also preferred because they have a large and balanced proportion of their material (i.e. section) located as far as possible from the neutral axis, and thus have largest possible bending moments for the allotted amount of material, unlike for example an equilateral triangle section #605 which has a very broad base which is favorable for a strong welded or bonded joint between members, but the peak of the triangle has much less section than the base and thus it is not a balanced section and thus not optimized for bending. #607-#610 are several trapezoidal variants. #607 and #610 have a top face which is angled a few degrees relative to the base.

A highly desirable feature of the hoop FIG. 12 #1201 for use as a support element against a crushing load imposed on it #1202, such as it is the purpose of SRCFs to resist, is that it behaves as a continuous beam with multiple stress reversals from inner wall to outer #1203, and multiple points of inflection #1204. The net effect is that the the maximum effective span of any segment of a tubular hoop which is required to perform as a beam #1205 is greatly reduced (such as 1/2) from the full width of the hoop, which can thus carry a proportionately (such as 2x) greater load (i.e. in a crash) without failing. But in the case of a load in the form of a slab on the top of the hoop rather than a point load, the hoop will support a load closer to the compressive strength of the tubing, which is many times greater. Furthermore the present invention differs from the prior art in that the hoops are assembled into a nested and self-reinforcing three dimensional assemblage, and in a defined order, so as to best protect the SSRCF vehicle's occupants in a crash. The Lateral Hoops are disposed to the inner side of every intersection with a Longitudinal Hoop or Belt Hoop, so that the outer contour of the SSRCF and the vehicle will be smooth from front to back, both for the sake of avoiding a lateral hoop snagging on .a hard object during a glancing collision, and to establish a fair and aerodynamic contour for the bodywork to follow. The Belt Hoop(s) may be to the outside of the Longitudinal Hoops especially at the rear, to provide a bumper and/or cross-member which is not dependent on welds for an impact energy transfer to the other hoops, but being overlaid may rely on simple compression. This is also a reason for putting the Belt hoop outside of the Lateral Hoops at their side intersections, and the Longitudinal Hoops outside the Lateral Hoops at their top and bottom intersections.

For a long structural member exposed to a variety of stresses relative to the long axis such as bending in all directions, compression, and torsion a sectional form is most efficient when the material is as far from the axis as possible, i.e a tube or some variant thereof, i.e. a tube which is round, square, "D" shaped, polygonal or shaped (in cross-section) like a long bone of a weight bearing animal, in which nature demonstrates that "the tube is the most efficient cross section for a long member exposed to variegated stresses." As long as the tube is close to round or square in cross section there is little variance in its bending strength in different orthogonal directions about its long axis, or in its compressive or torsional strength. It is because the tube is strong in all directions that it is ideal for SRCFs (safety roll cage frames), since, stated crudely: "you don't know where you're going to be hit from" and the impact has to be distributed throughout the SRCF wherein each tube will feel a variety of stresses.

It is one of the primary features of the present invention that square tubes,, or "D" shaped tubes, or tubes in which a flat side comprising approximately ¹A of the perimeter of the tube for mating/welding/joining/bonding with the other tubular elements which are similarly formed with a flat side, offer one of the critical advantages which render mass production of SRCF's possible by efficientizing theXube to tube welding/joining process and rendering a clean finished product. It could be said that square tubes have a lower entropy than round, i.e. are more ordered, and that this confers the advantages in form and function which ae a key aspect of the invention. It could also be said that the square tube best accomodatees the 3 coordinates of our 3 dimensional spatial reality which is reflected in the three orthogonal hoop sets of which the SSRCF is composed: Laterla, Longitudinal and Circumferential. I was inspired to examine the virtues of the square tube (and its variants) by a series of sculptures made by my father Irving Sabo in the early 1980's featuring smoothly curved square tubes, many with the same ration of curvature to cross section and length as would be seen in the present invention. One of these sculptures named "Enterprise" is on display at the Scinto Office Park in Shelton, Connecticut. It is made of 20 foot lengths of 1/8" wall 4" x 4" Stainless Steel tubes. A picture may be submitted.

One detail which will be encountered in assembly of the component hoops into a SSRCF is that some of the tubes may need to be twisted several degrees about their axis to meet flatly with the other(overlapping) tube at the various joints. These twists could be performed robotically as a production step between hoop formation FIG. 13 and hoop assembly and welding into the SSRCF. To facilitate this adjustment, and the whole assembly process, the whole production line beginning from the extrusion of tubes through hoop formation, tube bending and twisting, assembly,clamping and welding may be conducted at an elevated temperature, i.e. above the first softening point of the metal/material of the tubes, such as by having the conveyor belt run through a long gas furnace. The robotic arms and other tools would might then need to be provided with cooling systems, and or be mad of higher softening point materials thafi the tubes. Elevated temperature assembly may also confer advantages in terms of internal stress relief, and might also avoid a reheat for this purpose.

FIG. 8; illustrates an intersection in a pair of round tubes such as are normally used in SCRF construction. 801 is the tubes. 802 shows clearly the gaps left when the tubes cross. In order to create a connection between the tubes which has the full strength as compared to the tubes in tension, compression, and shear, the weld must have the same area as the tubes, and in order to equal the tubes in bending and torsional strength, assuming a weld of the same material as the tubes, and the same thickness, which the correct practice, the weld between two tube must also have the same radius of gyration, i.e. approximately equal the radius of the tubes themselves, around the perimeter which circumscribes the area of their overlap. In the case of two round tubes intersecting or more precisely "overlapping" the gaps #802 at the required perimeter radius of overlap are 5-10 times the wall thickness of the tubes, i.e. much too large to be filled with weld. To solve this problem the present invention teaches two solutions. In FIG. 8 we see #804 which are filler blocksCLAIM for providing a full strength/full diameter of the tubes/full radius of gyration/full moment connection(relative to the tubes) between the two tubes. These blocks can be cast or stamped, stamped may be better. They should be the same thickness as the tube walls, and beveled around their edges as per standard welding practice to allow good weld penetration. A different set of filler blocks are required for every different angle(respeαtive to their long axi) of tube intersection. 803 are the welds. It can be seen that two complete perimeter welds are required, one from the first tube to the filler blocks, and the next from the filler blocks to the other tube. The wasteful disadvantages of the filler blocks and two complete perimeter welds instead of one are avoided by the use of tubes which are flat on their mating sides, and in which the flat side comprises at least ¹A of the circumference of the tube, so that a good weld comprising the four edges of described by the two flats of the intersecting tubes will be equal in strength to the tubes themselves,(i.e. so that every load imposed on the SRCF such as in an accident, will be able to travel a variety of paths, and so that the joints "will not be "the weakest links", but will be full diameter/full radius of gyration/full strength/full moment connections, relative to the tubes themselves.

FIG. 9 demonstrates a different approach to filling the gap between round tubes by using a continuous beveled filler strip # 903 which bent and maneuvered to follow the fair line between the two tubes, and simultaneously forced into place and welded to each tube by the tool # 905 which includes two wire feed electric arc welders # 906, each disposed respectively to make one of the required continuous welds #907 between the filler strip and one of the tubes. #908 is a rapidly reciprocating impactor hammer component of the tool #905 which forces the filler strip #903 tightly into the gap between the tubes, possibly taking advantage of the softening of the filler strip caused by its proximity to the welding heat, and/or a large current which can be sent along the filler strip from the tool to the work. The strip may be dispensed from a motor driven servo controlled spool, much like the weld- wire feed, but many times more forceful. This spooling of the filler strip is an important feature because it allows the filler/welding tool to be moved 360 degrees around the tube's joint, which is essential. The welds can then be performed robotically as well as by hand. A round filler rod #911 may work better, in that it wiU"automatically" seek the fair line, its rotational status along its axis is a non- factor, whereas the flat filler strip #903 must always be twisted so as be properly angled between the two tubes, and because by selecting a filler "rod" of about 1/5 the tubes diameter which nest nicely between the tubes, a proper beveled condition will exist between the rod and the tubes #912 so as to allow perfect welds in one pass. All of the foregoing having been said about the overlap joining of round tubes, let it also be said that the inventor does not consider round tubes appropriate for the mass production finished version of the SSRCF, due to the utter simplicity, perfection and elegance of the welded joints made around the perimeter of overlap of two flat sided tubes. But given a certain other factor of ease of early production which favor the round tube over the "square" or "D" (see next paragraph), it would make sense to do proofs of concept such a some racing vehicles, and a small early production run, in "round".

Although carbon fiber and other composites when tried as automotive frame/body components and particularly when tried for SRCFs have been derided (perhaps rightfully) as "mobile lethal splinter factories," due to their tendency to shatter viciously rather than mildly bend (while work hardening) as a steel or other alloy tubular frame element would: and although composites require extremely laborious and expensive lay-up with special attention to avoiding "holidays" i.e. voids or absences of resin-binder and may also require vacuum bagging or some other means of full surface pressurizing/clamping during resin setting time (if not also during resin cure time) and although the raw materials may be 5 times (fiberglas) to 100 times (carbon fiber) as expensive as alloy steel... the high strength to weight ratio of composites present an advantage which suggests that they may be considered for the SSRCF. A means of making a full strength joint between two intersecting composite tube elements is shown in FIG. 1OA. #104 is the composite tubes, which are made with a D section so that there is a flat mating surface combined with a curved surface at least somewhat approximating a catenary so that when the two tubes are bound together with a wrapping of fibers #1007 and resin (equal in cross section to either of the tubes), any force imposed by the wrap #1007 on the tubes #1004, will be evenly distributed across the distal surface of the tube so as not to cause any stress concentrations which would cause the tube to fracture, no provide a sharp corner (of the tube) which would force the wrap fibers to bend sharply, causing mem to fracture. #1005 is a tube-joining saddle which should be made of a composite similar to the tubes and wrap, and #1006 is a bolster- reinforcement for the distal sides of the tubes two of which are designed to mate with the tube-joining saddle, and all of which are to be fitted to the tubes with full resin bonding.

In FTG. 1OB may be seen a variant tube-joining saddle #1008 in which its distal edges are beveled at the longest practical angle so as to form scarf joints #1010 with the distal bolsters #1009 which are correspondingly beveled. The whole to be assembled with resin.

In FIG. 1OC. May be seen a further improved and simplified variant of the composite tube saddle joint in which the opposed fibers of the saddle reach most of the way around the distal sides of the tubes, so they will when bonded around the distal side of the tube, will form a sufficient overlap resin bonding region to match the strength of the opposing fiber sets, i.e. form a full strength connection. The saddle #1011 should be made so that the fibers are continuous from one tube receiving side to the other, and the resin should be unhardened or absent in the distal portions #1012 which must be curved around the tubes to form the overlap #1013. It should be noted that because the overlap can be about three to five times longer than in the scheme shown in FIG. 1OB and because the overlaps catenate around the distal sides of the tubes, this scheme shown in FIG. 1OC is vastly superior, more robust and foolproof and cheaper/faster/simpler for mass production. It is an invention in its own right which has application anywhere a quick and permanent full strength joint is required to be made between long structural elements and is not limited to use with composite tubes.

As shown in FIG. H(ABC) composite hoops may be advantageously formed over a foam core which has the approximate shape and dimensions of the desired finished #111. The first composite layer #112 should be a roving or woven diagonally oriented ply which overlaps itself #115 on the inner and/or outer face of the hoop, so that the next layers #113 inner and #114 outer which are mainly linearly oriented along the axis of the hoop (or other frame element)will lock, i.e. cover the first layer's overlappings. To insure a sound structure the outer layer should be tightly wound the outside of the hoop, while the inner linear fiber layer #113 could be a semi- prehardened straight strip so that it provides an outward spring force against the first ply when curved to fit inside the hoop. More roving or diagonally oriented woven ply(s) #112 and inner and outer circumferential fiber plys #113 and #14may be added alternately. In the stress carrying system of these tubular composite hoops, the fiber plys #113 and #114 take the tension and compression, and the woven or roving plys #112 handle the longitudinal shear, i.e. serve as the webbing in a truss wherein the #113's and #114's are the chords of the truss or extreme fibers of the beam.

MEANS OF MANUFACTURE

JnHG. 13 (A-F) is taught a novel andJiighly efficient method for manufacturing the hoops of which the SSRCF is composed, which in combination with the superior efficiency of welding square (and flat-based)tubes, renders mass-production and affordability of the SSRCF possible. FTG. 13A is an overview. Looking at FIG. 3B, #131 is the resevoir of molten metal which is extruded and or rolled through die assembly #132 to form the tubing #133. While still hot, the tubing is wound onto hoop mandrel #135 which matches the internal profile of the finished hoops #134 and rotates on hoop axle #136, forming a continuous spiral of "mother of hoop," FIG. 13C #138. #137 is the cut-off chop saw which snaps down once per revolution of the hoop mandrel and mother of hoop to cut free a succession of newly minted hoops, #139 which require only for the two free ends which are in very close proximity to be welded together. Structurally and esthetically it is preferable for this joint to be in the bottom of any lateral hoop and the front of a belt hoop or longitudinal hoop. The hoop mandrel may be slightly smaller than the finished hoop, to compensate for spring back when the hoops are cut free. The hoop mandrel should be tapered several degrees from the hot tube winding end #140 to the cut-off end #141, tapered enough to equal the cooling shrinkage of the tubular spiral mother of hoop, plus an additional fraction of a degree or a degree or so of taper to facilitate the continuous sliding of the mother of hoop spiral from forming side to cutoff side of the hoop mandrel, which is a key feature of this highly efficient method of tubular hoop manufacture. FIG. 13D is the view looking "up" past the hoop mandrel at the "bottom" of the continuous tube forming die/roller #132 and at the bottom of the molten metal resevoir #131. A roller/shoe mechanism for providing a skewed spiral pressure parallel to the spiral of the tube in the mother of hoop for the purpose of continuously moving the spiral from the formation end #140 to the cutoff end #141 is shown in FIG 13E and 13F #142. # 143 is an adjustment mechanism for the roller/shoe, which might better be a screw driven by a stepper motor, as the exact location of the roller/shoe along the mandrel (from right to left in FIG. 13F) is a subject requiring some precision in coordination with the eccentric rotation of the hoop mandrel surface.

One of the problems encountered in tube bending is that the tube squashes on the sides while being bent. This will be prevented in the present invention by the pressure of the roller/shoe on the one side of the tube and the tubes in the spiral mother of hoop on the other side of the tube, the pressure and /or distance between which can be adjusted to prevent squash. Another problem in tubing bending is that the outer surface indents. This can be prevented by cooling the outer surface to the point that it is rigid and resists the bending of indentation across its section, while keeping the portions of the tube which will be on the inside of the bend hot enough that they will compress/deform sufficiently to allow the curve to be made. It may be found that sending a high current through the tube as it is being formed,and cooling, i.e. from the forming die or the melt itself to the formed tube, or vice versa, and or exposure to a large magnetic field during this transition, could lead to a great increase in strength of the finished tube (or other metal section) my preventing formation of crystal boundaries and orienting the domains along the axis of the current. The utility of this is not limited to the present invention.

In FIG.19 can be seen several quad section (i.e. subdivided) tube sections which will resist sectional deformation during manufacturing bending operations, and presumably also under collision localized loading.

In FIG. 14 (ABC) are shown several variants of a replaceable front safety frame clip #1406 which are designed with three objectives. First, to have bending strength and torsional ridgidity as a cantilever extension of the SSRCF, which goal is met by top and bottom chords #1400 and #1401 combined with various forms of webbing #1403 shown in FIG.14 A, B and C. The second objective is for the front clip to crush progressively in a hard frontal collision, thus sparing the passengers. In the present invention this objective is facilitated by bumper-plunger #1404, which is designed to bend each vertical web element #1403 as it is pushed further into the clip in a frontal impact, thus bending the top and bottom chords progressively from their compression resistant normal configuration. The third goal of these front clips is to provide a wedge with very high vertical compressional strength so that in -a frontal accident with a larger vehicle, the vehicle equipped with the present invention will be able to slide its nose (i.e. the front safety xlip etc) under the higher heavier vehicle the weight of which upon the wedge shape of the front safety clip will act as a gentle brake. This becomes particularly important and enabling if/for a shift to lighter primary passenger vehicles takes place as part of the effort to improve mpg and avoid global warming. A much stronger than present art safety roll cage frame such as the present invention teaches will be essential to accord people who patriotically and responsibly go to these smaller vehicles the same level of safety as large automobiles JIOW offer. In a barrier collision or an encounter with a similarly sized vehicle, a lighter vehicle is at no disadvantage provide it has a tough safety cage and a good crush zone, (as we can see from car racing collisions and accidents which happen at high speeds, and in which many of the classes of cars are quite light such as 1500 lbs or less), but there will still be the problem of on the road collisions with bigger heavier vehicles (even if big cars are gotten rid of, trucks will remain), and thus the front safety clip offer the option of safely avoiding a frontal impact by safely under-riding the higher heavier vehicle, scrubbing off relative velocity until solidly protected by the SSRCF cage itself. It is possible that computers and/or the driver could select to drop the nose of the vehicle if such an under-ride-to-avoid-collision situation presents itself . The rear bumpers of cars could also be designed to allow an under-ride if a parameter speed is exceeded in a rear-end collision, with the caution that this not be allow if it is found to lift the rear-ended vehicle and toss it into/onto other vehicles. #1405 shows a full strength attachment of the front safety clip to the SSRCF. Another form of attachment is an internally counter-threaded tube/nut which mates to threads onto externally threaded tube stub extensions of the SSRCF and the front safety clip at the same positions as #1405.

FIG. 15 A, B and C are several pickup truck variants. The invention could also be mounted upon a standard pickup truck frame and serve as the skeleton for the cab, where as with the car versions, the owner could readily mount and dismount various styles of bodywork pieces, and could easily remove pieces of the body workibr repairs, maintenance and upgrades to the powertrain, brakes and suspension with the ease with which our forbears worked on their own Model T and Model A Fords, etc... and then replace the body work pieces in a matter of minutes once the job is done, and be cleaned up in time for dinner. And the easy removability of the bodywork will mean that dirt and grease will be much less likely to accumulate in the formerly inaccessable nooks and crannies of the engine compartment, wheel-wells etc.

FIG. 16A shows a preferable method of bodywork attachment in which stainless steel or other corrosion resistant studs possibly 3/8"- 1/2" diameter (for appearance sake) #1602 are spin welded to the SSRCF hoops 1601# at appropriate intervals and angles, which beveled or stepped holes #1605 in the bodywork #1604 fit over, which would require a thickened/reinforced mounting edge/region/ surface in the bodywork, and the bodywork is then locked in place with a beveled or stepped flush nut #1603. The nuts might ideally be a corrosion resistant bronze or brass 1" -1.5" diameter which will take a high polish and contrast nicely with the SS studs. Studs are specified instead of bolts, because there should be no penetrations of the frame tubes, both to avoid water penetration into the tubes, and to avoid cutting their extreme fibers. #1608 is a stud mounted on a square tube. #1609 are studs mounted on "D" shaped tubes showing how the "D" allows a wide choice of mounting angles, which simplifies the geometric accomodation of bodywork to SSRCF frame elements.

FIG. 16B show alternative round headed nuts which do not require beveled or stepped holes in the bodywork, nor thickening along the mounting surfaces of the bodywork. #1610 is a flatter "D" section tube.

FIG. 17 shows Nitinol Velcro or other shape memory material Velcro or a less preferably a material such as hot glue, being used to readily reversably attach, remove and reattach bodywork #1702 to a frame/hoop element #1701. #1703 is the hooks made of the shape memory material, in their cold hooked state. #1704 is the same hooks in their hot straightened state, having been heated by the strip- heater bodywork removal/replacement tool #1706. #1707 shows hooks latched into loops #"1705 thus firmly holding bodywork in place. #1708 is a strip heater element built into the backing strip of the Nitinol or other shape memory Velcro. It might be more advantageously place on the bodywork side. Needless to say, the loops should be on the frame, so that while working when the bodywork is removed, one will not get cut to pieces by the hooks, or damage them. An elastomer bead may parallel the hook&loop seam so as to provide a gas right seal under the clamping power of the numerous hooks. Semi-permanent floor panels may be installed using memory metal hook&loop impregnated with a solder which has a lower melting temperature so that a gas tight seal may be formed such as above batteries which are semi permanently enclosed under the (inner) floor. The memory metal hooks may also be heated by passing an electrical current through them.

A system for further mitigating a frontal crash by putting the driver's (and passenger's) footrest surface, i.e the firewall, the steering wheel and the seats and seat belts on a sub-platform #1801 capable of 10-20 inches forward movement (or more) is shown in FIG. 18. The driver may brace his arms and legs (with elbows and knees bent at a slight angle for safety) against steering wheel #1805 and inner firewall/foot board #1804. In a frontal collision all of the above will move forward against spring/shock dissipation/damper #1803, which in conjunction with other known safety features such as frontal crush zone, will enable the result seen in. FIG. 18 B.

FIG. " 19A shows a tube #1901 with integral internal dividers #1902 formed with the tube during extrusion to reinforce it to achieve cross-sectional stabilty versus the distortional forces that typically may occur and warp the cross section during the bending of the tubing into the hoops etc. FIG.19B shows a "D" section tube #1903 with similar internal dividers. The internal dividers may be found also to strengthen the tubes vs. certain loading/bending conditions, more than their additional weight %.

FIG. 20 shows a SSRCF being used in place of the front wheel truck of a 250 Ton GW railroad freight car which must be moved in an emergency and when its front wheel truck is missing or seized- up. This is suggested as a business method, i.e. for purposes of advertisement only, to show off the great strength of the present invention, the Super Safety Roll Cage Frame (SSRCF).

Claims

CLAIMS What is claimed is:

Apparatus Claims:

I)A structural system for a vehicle safety cage or other purpose in which at least one hoop with a high bending moment across its section, is the primary component.

2)A structural system for a vehicle safety cage or other purpose composed of hoops, as in claim 1, and which are disposed in several planes so as to enclose a space.

3)A structural system for a vehicle safety cage or other purpose composed of hoops which are disposed in several planes so as to enclose a space, and wherein the hoops are connected at their points of overlapping so as to create a space frame.

4)The structure of claim 3 wherein the hoops are arrayed approximately on the three orthogonal axis.

5)The structure of claim 3 wherein the connections of the hoops have the full strength of the hoops .

6)The structure of claim 3 wherein the connections have the same section modulus as the hoops.

7)The structure of claim 3 wherein the connections are welds around the full perimeter of contact of the overlapped hoops and other elements.

8)The structure of claim 1 wherein the cross section of the hoops is tubular.

9)The structure of claim 8 wherein the tube is square or "D" shaped.

10)The structure of claim 2 wherein there are also structural elements which are not hoops. ll)The structure of elaim 3 wherein the lateral hoops are internal to the longitudinal hoops and the circumferential hoops.

Process Claims:

12) A method of jtnanuϋacturing the tubular hoops of claim 8 in which the tube is continuously wound onto a mandrel with the cross section of the finished hoop, or slightly smaller.

13)The method of claim 12 and wherein the hoops are cut free from the mandrel by a cutting means once per turn of the hoop winding.

14)The passing of an electrical current through material as it cools to increase its strength.

15)Ηie passing of electrical current through material as it is formed to increase its strength.

16)The exposure of a material to a magnetic field as it cools to increase its strength.

17)The exposure of a material to a magnetic field as it is formed to increase its strength.

While the preferred forms and embodiments of the invention have been illustrated and described, it will be apparent to those of ordinary skill in the art that various changes and modifications may be made without deviating from the inventive concepts set forth above.

Inventor/Applicant Anthony Sabo October 1, 2009