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WO2010071664A1 - Ossature de cage de retournement haute sécurité - Google Patents

Ossature de cage de retournement haute sécurité Download PDF

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Publication number
WO2010071664A1
WO2010071664A1 PCT/US2009/005423 US2009005423W WO2010071664A1 WO 2010071664 A1 WO2010071664 A1 WO 2010071664A1 US 2009005423 W US2009005423 W US 2009005423W WO 2010071664 A1 WO2010071664 A1 WO 2010071664A1
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Prior art keywords
hoops
tube
hoop
tubes
strength
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Ceased
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PCT/US2009/005423
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English (en)
Inventor
Anthony Sabo
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Individual
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Individual
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Publication of WO2010071664A1 publication Critical patent/WO2010071664A1/fr
Anticipated expiration legal-status Critical
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D23/00—Combined superstructure and frame, i.e. monocoque constructions
    • B62D23/005—Combined superstructure and frame, i.e. monocoque constructions with integrated chassis in the whole shell, e.g. meshwork, tubes, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D27/00—Connections between superstructure or understructure sub-units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D39/00—Vehicle bodies not otherwise provided for, e.g. safety vehicles

Definitions

  • 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.
  • SRCF integral safety-roll-cage-frame
  • SSRCF' derived from "Superior Safety Roll Cage Frame” shall be used to refer to the invention.
  • 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.
  • 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.
  • SRC safety-roll-cage
  • 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 very 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.
  • 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.
  • 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.
  • the strength of every member is made dependent on the quality of the numerous welds.
  • 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.
  • the SSRCF is engineering truth, embodied as the beautiful and super safe basis for the automobile which everyone will want to own.
  • the SSRCF 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.
  • 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...
  • 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.
  • 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.
  • 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.lO shows 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.12 shows the immense strength of a tubular hoop due to multiple points of inflection.
  • FIG.13 shows 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.15 shows a pickup truck version of the invention.
  • FIG.16 shows a nut + stud welded to frame attachment scheme for removable body panels.
  • FIG.17 shows 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.19 shows a quad section tube which resists crush during manufacturing bending operations.
  • FIG.20 shows an SSRCF used in place of the front wheel truck of a 250 ton railroad freight car.
  • 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.
  • SRCF safety-roll-cage-frame
  • 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.
  • 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.
  • 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.
  • # 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
  • # 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.
  • #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 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.
  • 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.
  • 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.”
  • 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.”
  • 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.
  • square tubes,, or "D" shaped tubes, or tubes in which a flat side comprising approximately 1 A 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.
  • 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.
  • 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.
  • 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.
  • the weld 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.
  • a different set of filler blocks are required for every different angle(respe ⁇ tive 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 1 A 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.
  • 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.
  • FIG. 1OA 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
  • #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.
  • 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.
  • 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.
  • 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 #14 may be added alternately.
  • 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.
  • 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.
  • 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.
  • FIG. 14 (ABC) are shown several variants of a replaceable front safety frame clip #1406 which are designed with three objectives.
  • the second objective is for the front clip to crush progressively in a hard frontal collision, thus sparing the passengers.
  • 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.
  • a lighter vehicle 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.
  • 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.
  • #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.
  • 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.
  • FIG. 18 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.
  • 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 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
  • 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).
  • SSRCF Super Safety Roll Cage Frame

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

L'invention concerne généralement une nouvelle forme perfectionnée révolutionnaire et un nouveau système perfectionné révolutionnaire de construction d'ossature intégrale de cage de retournement haute sécurité (SRCF), ainsi que des moyens hautement efficaces pour fabriquer un tel système, qui sont appropriés à une production de masse économique. Le SRCF est constitué d'arceaux qui sont disposés dans plusieurs plans de manière à renfermer un espace.
PCT/US2009/005423 2008-10-01 2009-10-01 Ossature de cage de retournement haute sécurité Ceased WO2010071664A1 (fr)

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US13677408P 2008-10-01 2008-10-01
US61/136,774 2008-10-01

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Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014110709A1 (de) * 2014-07-29 2016-02-04 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Tragstruktur
WO2017171669A1 (fr) * 2016-03-29 2017-10-05 Egemen Ertugrul Mode de réalisation de châssis à cadre fournissant une résistance et une sécurité élevées pour des véhicules lors d'accidents
EP2799178B1 (fr) * 2013-05-02 2018-07-11 Volvo Car Corporation Procédé de création d'un ensemble en acier trempé
IT201900004621A1 (it) * 2019-03-27 2020-09-27 Italcab S P A Struttura antiribaltamento per cabine
US11235809B2 (en) 2019-12-05 2022-02-01 Hyundai Motor Company Vehicle body for vehicles
US11279412B2 (en) 2019-12-05 2022-03-22 Hyundai Motor Company Vehicle body
US11286003B2 (en) 2019-12-05 2022-03-29 Hyundai Motor Company Vehicle body structure
US11325652B2 (en) 2019-12-05 2022-05-10 Hyundai Motor Company Body for vehicle
US11325657B2 (en) 2019-12-05 2022-05-10 Hyundai Motor Company Body for vehicle
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US11358646B2 (en) * 2019-12-05 2022-06-14 Hyundai Motor Company Vehicle body forming structure and vehicle body using the same
US11472490B2 (en) 2019-12-05 2022-10-18 Hyundai Motor Company Body for vehicle

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Publication number Priority date Publication date Assignee Title
EP2799178B1 (fr) * 2013-05-02 2018-07-11 Volvo Car Corporation Procédé de création d'un ensemble en acier trempé
DE102014110709A1 (de) * 2014-07-29 2016-02-04 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Tragstruktur
WO2017171669A1 (fr) * 2016-03-29 2017-10-05 Egemen Ertugrul Mode de réalisation de châssis à cadre fournissant une résistance et une sécurité élevées pour des véhicules lors d'accidents
US10730559B2 (en) 2016-03-29 2020-08-04 Ertugrul EGEMEN Frame chassis embodiment providing high strength and safety for vehicles during accidents
IT201900004621A1 (it) * 2019-03-27 2020-09-27 Italcab S P A Struttura antiribaltamento per cabine
US11279412B2 (en) 2019-12-05 2022-03-22 Hyundai Motor Company Vehicle body
US11235809B2 (en) 2019-12-05 2022-02-01 Hyundai Motor Company Vehicle body for vehicles
US11286003B2 (en) 2019-12-05 2022-03-29 Hyundai Motor Company Vehicle body structure
US11325652B2 (en) 2019-12-05 2022-05-10 Hyundai Motor Company Body for vehicle
US11325657B2 (en) 2019-12-05 2022-05-10 Hyundai Motor Company Body for vehicle
US11332192B2 (en) 2019-12-05 2022-05-17 Hyundai Motor Company Vehicle body
US11358646B2 (en) * 2019-12-05 2022-06-14 Hyundai Motor Company Vehicle body forming structure and vehicle body using the same
US11472490B2 (en) 2019-12-05 2022-10-18 Hyundai Motor Company Body for vehicle

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