jesusmotorco.weebly.com · 1 Elisabeth Nicodemia February 21, 2020 INVENTION/TECHNOLOGY EVALUATION...

L I C E N S I N G A N D T E C H N O L O G Y T R A N S F E R

INVENTION/TECHNOLOGYEVALUATION RESULTS:

With Focus On AssessingLicense Feasibility of the

Product Submitted

LAMBERT & LAMBERT, INC11180 ZEALAND AVE NORTH

MINNEAPOLIS, MN 55316-3594 USATEL: 651-552-0080FAX: 651-552-7678

[email protected]

EVALUATION PERFORMED BY:

1 Elisabeth Nicodemia February 21, 2020

INVENTION/TECHNOLOGY

EVALUATION RESULTS

Elisabeth Nicodemia

388 warspite ave

porirua, porirua 5024

New Zealand

[email protected]

02041274796

Invention: Car Concept Ute

Website: https://jesusmotorco.weebly.com/

Date of Evaluation: January 22 – February 20, 2020 Vetted: February 21, 2020

Thank you for submitting your invention to Lambert & Lambert. All inventions are scrutinized in the

same manner and judged by our staff and associates. If, in our judgment, an invention successfully

passes, we would seek to represent you for marketing and licensing services on contingency. Since

we incur notable risk when we take on a client on a commission or contingency basis, we seek to

evaluate each invention through a rigorous two-phase approach that we have developed.

Below you will find the philosophy and methodology we utilize when we evaluate new products as

well as our findings and analysis of your specific invention. It is important to understand both the

lens that we look through when considering the viability of your invention and the specific results of

our assessment since it will provide you with a comprehensive understanding of the evaluation.

VALUE PROPOSITION – WHAT PROBLEM DOES IT SOLVE?

The very first question we consider when evaluating a new product or invention is: “What problem

does it solve?” In marketing, another way it is phrased is, “What is the product’s value proposition?”

A value proposition can be defined as the sum of the total benefits that your product can offer a

consumer. Without a clear value proposition a product or technology will not be successfully

licensed or commercialized. At its basics a product needs to fulfill a consumer need. Furthermore,

the value proposition needs to be clearly defined so that consumers, retailers and potential

licensees can readily perceive the benefits. Remember, a consumer makes a decision on product

https://jesusmotorco.weebly.com/


purchases in only a few seconds, so your product must capture the audience and convince them to

change their existing spending habits. That is, instead of purchasing Brand A, they should buy New

Product B. Benefits, price point, and other factors make up a products value proposition, but if you

are unable to define it, you should move on to your next invention.

Once we have identified the value proposition of an invention further research is required. Initially

we must ask two important questions prior to moving forward:

1. Is the value proposition novel?

2. How does the value proposition compare with other solutions available to consumers

currently?

To answer these questions, it is now time to research various sources to evaluate the competitive

landscape of the market that it will compete in.

INDUSTRY RESEARCH

To begin researching an invention and the industry, there are various sources for gathering critical

information. We check product directories, industry catalogues, reference books or on-line.

Internet searches online, such as Google and Yahoo are certainly effective when surveying the

marketplace to ascertain a product’s novelty and the competitive advantages or disadvantages.

Actually, it is sometimes surprising how much industry information can be gleaned from these

sources.

Aside from online, in-store research is an important step since it gives us a visual understanding of

where your product will compete with other products. However, to thoroughly perform in-store

research, it is necessary to visit different retail store chains that may carry your product since

different store chains often times purchase different products depending on the category. In

addition to gathering competitive information, it is helpful to also note the companies providing

product in that modular since they could be potential licensees should you choose to go that route

further in the commercialization process.

If we find your invention as a product on today’s market, it may not be worth your time or

investment to continue onto patenting unless you have developed patentable improvements or

modifications since licensing will most definitely be a challenge.


PATENT AND PRIOR ART SEARCHES

Next, we must check to see if the invention that you have conceived has already been patented. Just

because we may not have been able to find your product or technology available to consumers or in

use, it is still possible that it has been conceived and patented by others in the past. As mentioned

earlier, studies suggest that just 2% of patented products are commercially successful. There are

numerous reasons why an inventor in the past may not have been able to capitalize on their

invention. There could have been various market barriers; lack of consumer demand, competitive

inferiority, profitability issues, etc., the list goes on. Nevertheless, if your product (or something very

similar) has already been issued a patent, further consideration is required on whether to proceed

by improving it or to abandon the project altogether. No matter the result, a patent search provides

an inventor with a tremendous amount of information in their specific field. By doing so, an

inventor can educate themselves on their industry and potentially be able to make improvements

on the invention.

Even though a patent search is not required by the Patent and Trademark Office to obtain a patent,

it is highly recommended and thus the reason we make it an important component in our

evaluation. A patent search can uncover many unknown variables such as patentability in

comparison to previous art, gathering background information for preparing your patent

application, obtaining proof of novel and unobvious requirements and to determine whether your

invention would be infringing on any other patents.

To perform an actual search of issued patents, the most convenient way is browse patents utilizing

applications on the internet. There are several search tools online, some are free whereas others

may have more powerful features and thus warrant monthly usage fees. Some of the more notable

online search tools are:

DELPHION – FREE FOR BASIC SERVICE OR MONTHLY FEE

http://www.delphion.com

By far the most powerful search tool online since it has numerous added features for the

licensing professional. Besides Boolean operators (AND, OR, etc.) for searching, it also can


search patents worldwide, create mapping for patent citations, establish the corporate tree

on patent assignees and much more.

US PATENT AND TRADEMARK OFFICE - FREE

http://patft.uspto.gov

The website has both simple and advanced settings for searching. The advanced setting

utilizes Boolean operators which improves the quality of search results. A common

complaint though is that the patent drawing image viewer is slow and cumbersome.

By typing in keywords that you would use to describe your invention, these sites provide lists of

related patents and applications that link to other similar inventions. When we do the research, we

note the class and subclass of the inventions that appear to be most similar to your invention and

then research the definitions of the subclasses as provided by the Patent Classification System (see

www.uspto.gov) to find those that we think best describe the class that your invention should fit in.

Then we read through all of the inventions in the subclasses that you identify to see if any existing

patents are similar to your invention. If we are finding it difficult to identify patents that are similar,

we also try to use engineering terminology in keyword searches. It is a rather time-consuming

process, but certainly worth the effort since you want to ensure the novelty of the invention that you

have just conceived.

EVALUATING MARKETABILITY, COMMERCIAL FEASIBILITY AND LICENSABILITY

Upon collecting the competitive landscape of an industry and the state of prior art, it is critical to

differentiate evaluating marketability versus evaluating licensability.

“Marketability” can be defined as the readiness of a product to be salable. Simply put, will

consumers want to buy my product?

FACTORS AFFECTING MARKETABILITY:

Value proposition considerations: Does the product have more features? Is it more effective

at solving the problem, less expensive or more convenient?

Marketplace considerations: Is the market for similar products crowded and is it large

enough so that the sales volume covers the required investment? Is the timing right?

http://www.uspto.gov/


“Licensability” requires that the product be “marketable” as mentioned above, however it also must

have two other criteria – patentability and commercial feasibility (see figure below). If the product is

patented or patentable a company interested in licensing the product will be reassured that

competitors have a barrier to entering the market – thus offering the licensee added value. This

may seem like a subtle difference, however attaining a strong utility patent that is not easily

circumvented by competing companies is critical to the successful licensing of a product. Further,

the product must be commercially feasible, meaning that it is manufacturable and profitable at a

targeted price point that consumers will be willing to purchase it for.

Consequently, a "Licensable Product" occurs at the intersection of these three categories. A product

can be patentable and commercially feasible, but if there is no consumer demand or appeal at a

certain time it is not marketable and thus fails to hit the mark. If it is commercially feasible and

marketable, yet because of prior art there is no patentable subject matter, again, it will fail to be

licensed. Finally, if it is patentable and marketable, yet not commercially feasible due to high

manufacturing costs or other variable, licensing is extremely unlikely until those barriers are

overcome. All three categories must be met; and these categories make up the basis for our

evaluation system.


ADDITIONAL FACTORS AFFECTING LICENSABILITY:

Intellectual property considerations: What is the scope and breadth of your patent claims?

Is the innovation critical to your product’s specific market segment?

Financial considerations: Can the product be manufactured with adequate margins and at a

retail price that consumers are willing to pay?

Potential licensee considerations: Are the major players in the industry open to inventions

that have been developed outside the company? Do the companies have the ability to

develop the product?

Licensor considerations: Does the owner of the technology have reasonable expectations

on the value of the invention?

FINANCIAL - CASHFLOW CONSIDERATIONS OF LICENSING

Licensing is commonly the preferred method in which inventors profit from their inventions. The

figure below compares the cash flow curves of licensing an invention versus manufacturing it

oneself, which is an important consideration in the evaluation of any product for licensing. As you

will notice the “negative cash flow pit” for manufacturing a product is far deeper than that of

licensing. This means that the company that licenses the product usually has a much greater

investment in the development costs associated with product design, engineering, tooling,

packaging, etc. As such, it is important that the product display significant innovation and likelihood

of commercial success to warrant such an investment for a licensee.


Most inventors are at various points in the "Idea Generation" or "Development" of their invention,

whereas others have completed design, manufactured inventory and have sought to commercialize

and initiate sales. The further an inventor takes their invention downstream in terms of

development, the further they enter the "cash flow pit" and more valuable their invention becomes.

Unfortunately an idea is worth very little, whereas an idea that is fully developed into a saleable

product can be extremely valuable!

KEY EVALUATION CRITERIA OF BOTH EVALUATION SECTIONS

At Lambert & Lambert, we are in search of products or technologies that have notable innovation,

provide a superior solution to a common problem, and have a significant potential market. To

identify these we have established an evaluation method which researches prior art, provides

competitive analysis and rates products on an extensive number of criteria.

In Section I. we provide a detailed analysis of the results of the patent and prior art search. You will

find a listing of relevant patents and competing products with links and analysis. Further, at the end

of the evaluation, an Appendix is provided which lists the full details of patents that may be same or


similar to your invention. The results of the search will also have bearing on the licensability scoring

throughout Section II since the patentability and competitive comparison criteria will be directly

affected.

In Section II. our evaluation scores your invention utilizing scientific methodology that we have

developed keying in on 16 criteria that are critical to successful licensing. Although any evaluation is

necessarily subjective, our scoring model seeks to approach all products in the same manner, in

which multiple people in our research and marketing departments view your invention and provide

their opinions.

Below is a list of our criteria that we judge inventions:

1. Invention performance

2. Societal Influence

3. Legality

4. Safety

5. Developmental Stage

6. Patent

7. Invention R&D

8. Manufacturing Feasibility

9. Profitability

10. Demand trend

11. Market size

12. Product Line Possibility

13. Consumer Appeal

14. Quantity of Competition

15. Quality of Competition

16. Licensability

In the next pages we have utilized our methodology that has been described herein to assess the

licensing feasibility of your specific invention.


SECTION I. PATENT AND PRIOR ART SEARCH

RELEVANT PATENTS

*US 7079114 Interactive methods for design of automobiles

US 5729463 Designing and producing lightweight automobile bodies

*US 7647210 Parametric modeling method and system for conceptual vehicle design

US 7942447 Frame design for reduced-size vehicle

*US 6760693 Method of integrating computer visualization for the design of a vehicle

US 7469764 Frame construction for a vehicle

US 8421811 Customized vehicle body Customized vehicle body

* Denotes that patent is enclosed in the Appendix. Please go to the United State Patent Office web

site: http://patft.uspto.gov/netahtml/PTO/srchnum.htm to view other patents listed in their entirety.

SIMILAR/COMPETING PRODUCTS Note: By hovering your cursor over and then clicking on the internet links given below, you’ll open them for viewing in

your web browser as will copying and pasting them to your browser’s address bar.

What is automotive design? https://www.strate.education/gallery/news/what-automotive-design

Automotive design is a creative process used to define the physical appearance of motor

vehicles such as cars, trucks, motorcycles etc. It encompasses interior and exterior design.

The main challenge of Automotive Design is to combine aerodynamics, aesthetics and

ergonomics principles on one hand, while still meeting Type Approval regulations on the

other hand, which are safety regulations. Please visit the URL for details.

Automotive design

https://en.wikipedia.org/wiki/Automotive_design

Automotive design is the process of developing the appearance, and to some extent the

ergonomics, of motor vehicles, including automobiles, motorcycles, trucks, buses, coaches,

and vans. The functional design and development of a modern motor vehicle is typically

done by a large team from many different disciplines included within automotive

engineering, however, design roles are not associated with requirements for Professional or

Chartered-Engineer qualifications. Please visit the URL for details.

Vehicle Design

https://www.sciencedirect.com/topics/engineering/vehicle-design

Vehicle design concepts have also changed considerably, often incorporating the benefits of

the structural material and process technologies selected for parts fabrication. Early full-

frame designs have given way to the steel unitized body (unibody) concept in order to take

advantage of the mechanical properties of the stamped steel body panels. Please visit the

URL for details.

https://www.strate.education/gallery/news/what-automotive-design

https://en.wikipedia.org/wiki/Automotive_design

https://www.sciencedirect.com/topics/engineering/vehicle-design


NOTE OF CLARIFICATION

The research results for “Relevant Patents” and “Similar/Competing Products” listed above may

include products or patents that are not identical to the inventor’s invention that has been

submitted. However, Lambert & Lambert searches products that also compete in the same market

segment or seek to offer a solution to the problem being solved by the inventor’s invention.

Although different, these solutions also present competition for market share and should be

considered prior to commercialization efforts or license representation.

SCOPE OF SEARCH

For your records, our search was conducted through multiple database searches that access the

United States Patent and Trademark Office archive utilizing likely keywords associated with your

invention, boolean operators with special attention to the following cooperative subject

classification areas:

Classes/subclasses: G06T19/20

In addition, a forward cite and art of record check is conducted on patents that are found to be most

similar to your invention, thus exploration in citations and patent references are explored in detail

for patents such as U.S. Patent No. 7079114 listed above.

US PATENT LAW BACKGROUND

The issuance of a patent is mostly governed by 35 U.S.C. §102, which reads in part:

"A person shall be entitled to a patent unless -

(a) the invention was known or used by others in this country, or patented or described in a

printed publication in this or a foreign country, before the invention thereof by the applicant

for patent, or

(b) the invention was patented or described in a printed publication in this or a foreign

country or in public use or on sale in this country, more than one year prior to the date of

the application for patent in the United States, or..."

Therefore, a patent may not be granted on an invention disclosed more than one year ago in any

printed publication such as the patents and products listed and discussed above. However, patent

protection can still be obtained on material not disclosed in the subject patents or, more specifically,

the differences between the subject invention and the devices disclosed in those patents. It should

be noted, however, that those differences must not only be novel or new, they must also not be

obvious to one of ordinary skill in the art in order to be protectable by a patent (35 U.S.C. §103). If

there are no differences between an invention and the prior art, then protection would not be

available.

DISCLAIMER

It is important to note that we are not patent attorneys and thus are not seeking to provide a legal

opinion of patentability. However, as licensing experts, we utilize these searches to provide a

landscape of a particular market segment, which has great bearing on a products eventual success.

Without a strong proprietary position (i.e. patent stance), licensing an invention becomes extremely


difficult. If you do not have broad enough claims in your utility patent or you only have a design

patent, the manufacturer may design around your patent, rather than compensating you for your

idea. For such analysis we would like to refer you to Patent Search International out of Washington,

D.C. You can find them on the web at www.patentsearchinternational.com. It may be advantageous

if you tell the President, Ron Brown, that we referred you.

http://www.patentsearchinternational.com/


SECTION II. LICENSABILITY CRITERIA

1. INVENTION PERFORMANCE

Does the invention perform the task that it claims to do?

0 No. It probably will not work.

1 Yes, but requires substantial changes.

3 Yes, but will require substantial changes during development.

6 Yes, but may require minor changes during development.

7 Yes. It will not require changes.

2. SOCIETAL INFLUENCE

The new invention/idea/product would likely have an influence on society that is…

0 Very harmful.

0 Moderately harmful.

5 Neither harmful nor beneficial.

6 Beneficial.

7 Very beneficial.

3. LEGAL

The new invention/idea/product will comply with applicable law…

0 Under no circumstances.

1 With significant modifications.

4 With some modifications.

6 With minor modifications possibly necessary.

7 Without any changes.

4. POSSIBLE HAZARDS

Bearing in mind its possible hazards and side effects, the new invention/idea/product is likely to be…

0 Very dangerous.

1 Dangerous.

4 Moderately safe.

6 Safe.

7 Very safe.

5. DEVELOPMENTAL STAGE

Submitted information can best be described as…

4 A rough idea.

5 A descriptive idea.

6 An idea with drawings.

7 An idea with a prototype.

7 An idea ready for market.

6. PATENT (not a legal opinion of patentability)

Bearing in mind the inventions already receiving patents and products on the market that were uncovered in

Section I. of this evaluation, the possibility that the invention/idea/product will be granted a patent is likely to

be…

0 Very low, clearly anticipated by prior art.

1 Low, likely to be rejected as obvious.

3 Moderate, risk of being rejected or issued with narrow/non-useful claims.

6 Very good, likely to pass requirements of novelty and non-obviousness for patent issuance.

7 Excellent, patent already issued.


7. INVENTION R&D

The research and development necessary to achieve a market ready product, in terms of difficulty and expense,

is likely to be…

0 Very high.

1 High

3 Moderate.

5 Low.

6 Very low.

8. MANUFACTURING:

Bearing in mind the current technology and what would be needed to manufacture or practice the

invention/idea/product, manufacturing or practicing the invention will be…

0 Unfeasible now or anytime soon.

2 Feasible, but very complicated.

4 Feasible, but with major foreseeable difficulties.

5 Feasible, but with minor foreseeable difficulties.

6 Feasible, without foreseeable difficulties.

9. PROFITABILITY:

Are the margins for profitability such that there will be a substantial profit? Projected revenues are likely to

be…

0 Very low.

1 Low.

3 Modest.

5 High.

7 Very high.

10. DEMAND TREND

For products in the category of the invention/idea/product, the market demand seems to be…

0 Very low, likely to become outdated.

2 Low, decreasing.

5 Moderate, stable.

6 High, moderately increasing.

7 Very high, increasing.

11. SIZE OF MARKET

For products in the category of the invention/idea/product, the potential market seems to be…

0 Very small, local or specialized market.

2 Small, regional or relatively specialized market.

4 Medium, multiple regions or moderately specialized market.

6 Large, national or broad market.

7 Very large, international or very broad market.

12. PRODUCT-LINE POSSIBILITY

The potential for the invention/idea/product to expand into a line of products is…

0 Very low, limited to the one product.

2 Low, slight modifications possible.

4 Moderate, many modifications possible.

5 High, numerous products possible.

6 Very high, a new market.


13. OVERALL CONSUMER APPEAL/DEMAND Bearing in mind the potential consumers’ overall attractiveness to the new invention/idea/product, the demand

for the new invention/idea/product is likely to be…

0 Very low.

1 Low.

3 Moderate.

5 High.

7 Very high.

14. QUANTITY OF COMPETITION

Bearing in mind the existing products/patents that the new invention/idea/product will compete with, the

barriers to market entry are likely to be…

0 Very high, extremely difficult penetration.

1 High, difficult penetration.

3 Moderate.

5 Low, easy market penetration.

6 Very low, extremely easy market penetration.

15. QUALITY OF COMPETITION

Bearing in mind the existing products that the new invention/idea/product will compete with (including price,

quality, etc.), the invention/idea/product will likely be perceived as…

0 Very inferior, extremely difficult to overcome.

1 Inferior, difficult to overcome.

3 The same. Some advantages and disadvantages.

5 Superior, some advantage.

6 Very superior, obvious advantage.

16. LICENSING POTENTIAL Bearing in mind many of the past 15 questions, the chances that a manufacturer will seek to license the new

invention/idea/product is…

0 Very low.

1 Low.

3 Average.

5 Good.

7 Very good.

TOTAL SCORE OUT OF 107: 80

KEY TO L&L EVALUATION

0 - 50 L&L recommends that the invention be abandoned

51 - 75 L&L recommends cautious research and development if not abandonment

76 - 85 L&L recommends that issues be confronted before continuing R&D

Very unique with no competing alternatives or prior art but specialized market

makes return on investment difficult to envision.

86 - 95 L&L recommends continued research and development

96+ L&L offers invention marketing & licensing services on performance basis


We believe that you have a very innovative invention; one that clearly and effectively provides a new

car concept. Our concerns in a number of criteria are admittedly small, but they do represent our

total risk - this is why we require a total of 96 or greater before continuing with a product on a

contingency fee and because of this we have decided to pass on offering representation at this time.

Along with our concerns as listed above, we have some reservation due to existing products and

patents that may make it difficult for you to secure the proprietary position necessary for it to be

appealing to a potential licensee as cited in the prior art search with details in the Appendix.

We would like to encourage you to continue inventing, and would like to offer you a 20% discount on

future submissions to Lambert & Lambert for any further inventions that you may have. To receive

the discount please use online code “ADDEVAL2” or simply use the submission forms and pay 20%

less than the existing published rate.

In our effort to provide all our clients significant value, we have worked out significant discounts with

the following providers when you mention Lambert & Lambert:

ENHANCE PRODUCT DESIGN - www.enhancepd.com

* Get $200 of design credit when you mention Lambert & Lambert.

PATENT SEARCH INTERNATIONAL - www.patentsearchinternational.com

* Get a free trademark search with your patent search when you mention Lambert & Lambert.

Thanks again, and we hope to hear from you in the near future.

Best regards,

Terry Lambert

Partner

Lambert & Lambert, Inc.

Tim Sherman

Director

Lambert & Lambert, Inc.

FINAL NOTICE

The enclosed evaluation seeks to provide an unbiased opinion on the licensing feasibility of your

invention. Whereas Lambert & Lambert, Inc. has sought to develop a scientific approach in the

analysis of your invention and provide you with accurate available information, some of the criteria

are necessarily subjective and the results may vary from person to person. It is the hope of Lambert

& Lambert, Inc. that the enclosed evaluation will be a tool as the inventor considers whether or not

to pursue licensing or otherwise commercializing his or her invention. However, the final decision

on moving forward with the invention is the inventor’s, and Lambert & Lambert, Inc. is not liable for

any financial losses resulting from future unsuccessful efforts or apparent losses if the inventor

chooses not to move forward and later finds the product on the market. Finally, Lambert &

Lambert, Inc. will honor the terms and conditions of the Nondisclosure Agreement signed at the

beginning of the evaluation process and thus will not disclose any information that has been

provided by the inventor that is not found in the public domain.

http://www.enhancepd.com/

http://www.patentsearchinternational.com/


APPENDIX

The following pages are excerpts from patents and prior art that are relevant to your invention as

explained in detail in Section I. (see page 7)

(12) United States Patent Smith et al.

US007079114B1

US 7,079,114 B1 *Jul.18, 2006

(10) Patent No.: (45) Date of Patent:

(54)

(76)

(*)

(21)

(22)

(63)

(60)

(51)

(52) (58)

INTERACTIVE METHODS FOR DESIGN OF AUTOMOBILES

Inventors: Peter Smith, 1935 Orchard View Dr., Ann Arbor, MI (US) 48108; Timothy R. Pryor, 416 Old Tecumseh Rd., Tecumseh (CA) N8N 3S8

Notice: Subject to any disclaimer, the term of this patent is extended or adjusted under 35 U.S.C. 154(b) by 461 days.

This patent is Subject to a terminal dis claimer.

Appl. No.: 10/424,975

Filed: Apr. 29, 2003

Related U.S. Application Data Continuation-in-part of application No. 09/138,285, filed on Aug. 21, 1998, now Pat. No. 6,720,949. Provisional application No. 60/376,353, filed on Apr. 29, 2002.

Int. Cl. G09G 5/08 (2006.01) U.S. Cl. ....................... 345/158:345/156; 345/419 Field of Classification Search ................ 345/425,

345/156, 157, 158; 463/30 32,37 See application file for complete search history.

(56) References Cited

U.S. PATENT DOCUMENTS

5,966,310 A * 10/1999 Maeda et al. ............ TO7 104.1 5,982,352 A * 11/1999 Pryor ......................... 345,156 6,049,327 A * 4/2000 Walker et al. .... ... 345,158 6,097,369 A * 8/2000 Wambach ................... 345,158 6,198.487 B1 * 3/2001 Fortenbery et al. ......... 345,420

* cited by examiner Primary Examiner Kent Chang (74) Attorney, Agent, or Firm Douglas E. Jackson; Stites & Harbison PLLC

(57) ABSTRACT

The invention concerns new computer aided methods and apparatus for designing objects, particularly 3D objects, and especially those having a sculpted form Such as found in automobiles, boats, planes, furniture and certain fashion apparel items. Preferred embodiments employ optical sens ing of the designers hands, fingers, or styling implements, or his sketches, in conjunction with large screen displays and several novel software based methods which have the fur ther advantage of direct interface to conventional CAD (Computer Aided design) systems which are then used to physically manifest the results as models, tooling or what ever. Use of the invention not only saves time and cost, but allows, in a “natural way, much greater freedom of expres sion for the artist/designer than any known computer based system.

20 Claims, 13 Drawing Sheets

344

US 7,079,114 B1 Sheet 1 of 13 Jul.18, 2006 U.S. Patent

FIG 1b.

U.S. Patent Jul.18, 2006 Sheet 2 of 13 US 7,079,114 B1

&

S

U.S. Patent Jul.18, 2006 Sheet S of 13 US 7,079,114 B1

FIG. 5

IMPORT 3D DATA FLE OF STARTING VEHICLE DESIGN LIKE MODEL OR SOMETHING

RESEMBLING MODEL

USING INVENTION MODIFY MODEL "N"

TIMES PRODUCE

AND EXPORT MODELOR DISPLAY OF VEHICLE TO ALLOW OTHER

TO SEE PRODUCE NEW MODEL WHEN OLD MODEL NO

LONGER SATISFACTORY

CONTINUE PROCESS ABOVE UNTIL DESRED

RESULT


F.G. 6

IMPORT 3D DATA FLE OF MODEL

USE INVENTION TO ALTER MODEL DATABASE IN COMPUTER

SCAN BODY IF

NECESSARY

LOAD CHANGED DATABASE DUE TO ALTERATIONS

PRODUCE NEW MODEL

REPEAT ABOVE STEPS UNTIL SATISFACTORY DESIGNACHIEVED


FIG. 7

IMPORT GEOMETRY FILE CONTAINING SURFACES OF VEHICLE A

IMPORT GEOMETRY FILE CONTAINING SURFACES OF VEHICLE A

THE USER CHOOSES HOW TO MOVE AND ROTATE THE GEOMETRY OF VEHICLE BON TOP OF VEHICLEATHEN STRETCH VEHICLE

BAS DESRED

MOVE THE 3D CURSOR OVER A SURROGATE MODEL AND CONTROL THE BLENDING PARAMETERS LOCALLY TAKE AWEIGHTED AVERAGE OF THE

GEOMETRY COMPONENTS AND SURFACE NORMAL INFORMATION OF THE TWO FILES CONTROLLED BY

THE BLENDING PARAMETERS

REPEAT UNTILDESIRED EFFECT


FG. 8

CURVE SMOOTHING WEIGHTS (UNIFORM) 3 X 1 333333 .333333 .333333

CURVE SMOOTHING WEIGHTS (TRIANGULAR)3X 1 250000 500000 25OOOO

CURVE SMOOTHING WEIGHTS (UNIFORM) 5X 1 2OOOOO .2OOOOO 200000 200000 200000

ETC.

SURFACE SMOOTHING WEIGHTS (UNIFORM) 3 X 3 111111 111111 111111 111111 111111 111111 111111 111111 111111

SURFACE SMOOTHING WEIGHTS (USER FAVORITE) 5X5 OOOOOO O2OOOO O40000 O2OOOO OOOOOO

ETC.

O2OOOO O4OOOO O8OOOO O40000 O2OOOO

O4OOOO O8OOOO 2OOOOO O8OOOO O4OOOO

O2OOOO O40000 O8OOOO O40000 O2OOOO

OOOOOO O2OOOO O4OOOO O2OOOO OOOOOO


902

900

FIG. 9


FIG. 10

SCAN SITE A COMPETITOR'S COMP.

VEHICLE

DISPLAY MODEL

CENTRAL SITE B DISPLAY

COMP.

CREATE 8. MODIFY

COMP. CREATE 8. MODIFY MODEL

DISPLAY

CREATE 8. MODIFY

CREATE & MODIFY MODEL

SITE C COMP.

MODEL

US 7,079,114 B1 Sheet 11 of 13 , 2006 Jul. 18 U.S. Patent


F.G. 12


FIG. 13

DEFINE MULTIPLE SKETCHES OF OBJECT SUCH THAT SAME CURVES OCCUR IN MULTIPLE SKETCHES

MODIFY 2D EVESR CONVERT ALL RASTER CURVES

SOLVE FOR VIEW, PERSPECTIVE, SCALE FOREACH SKETCH

CONVERT CURVES INTO CONSISTENT FRAMEWORK OF CURVES THAT FORM THE EDGES AND OTHER

DEFINITIONS OF THE 3D OBJECT

FCURVES FAIL TO MEET TO FORM COMPLETE CIRCUIT, EXTEND CURVES (USE HUMAN

INTERACTION IF NECESSARY)

HANGA ROUGH SURFACE ON EACH CIRCUIT OF CURVES

IMPROVE SMOOTH AND MODIFY THE ASSEMBLY OF

RESOLUTION SURFACES WITH METHOD DESCRIBED IN OF CURVES 8. FIGURES 1 AND 2 SURFACES

DETERMINE THE MODIFIED SHAPES OF THE ORIGINAL 3D CURVES THAT ARE CONSISTENT WITH CURVES THAT

ARE CONSISTENT WITH THERMAL

USE THE VIEW, PERSPECTIVE, AND SCALE INFORMATION FOREACH SKETCH TO PRODUCE NEW 2D CURVES AND

OVERLAY THESE ON THE ORIGINAL SKETCHES

REPEAT UNTIL S MODEL AND SKETCHES SATISFY USER

US 7,079,114 B1 1.

INTERACTIVE METHODS FOR DESIGN OF AUTOMOBILES

RELATED APPLICATIONS

This application claims benefit of U.S. Provisional Patent Application 60/376,353 entitled “Interactive Methods for Design of Automobiles' filed Apr. 29, 2002

This application is a continuation in part of U.S. Ser. No. 09/138,285 filed Aug. 21, 1998, now U.S. Pat. No. 6,720, 949 NOVEL MAN MACHINE INTERFACES AND APPLICATIONS the disclosure of which is incorporated by reference in its entirety

CROSS REFERENCES TO RELATED APPLICATIONS

The disclosure of NOVEL MAN MACHINE INTER FACES AND APPLICATIONS, U.S. Ser. No. 09/138,285, is hereby incorporated by reference in its entirety

FEDERALLY SPONSORED R AND D STATEMENT

Not applicable

MICROFICHEAPPENDIX

Not applicable

FIELD OF THE INVENTION

The invention concerns new computer aided methods and apparatus for designing objects, particularly 3D objects, and especially those having a sculpted form Such as found in automobiles, boats, planes, furniture and certain fashion apparel items such as shoes. Preferred embodiments employ optical sensing of the designers hands, fingers, or imple ments, in conjunction with large screen displays and several novel software based methods which have the further advan tage of direct interface to conventional CAD (Computer Aided design) systems which are then used to physically manifest the results as models, tooling or whatever. Use of the invention not only saves time and cost, but allows, in a “natural way, much greater freedom of expression for the artist/designer than any known computer based system. Processes for more economic and customer responsive design of Automobiles are particularly disclosed.

BACKGROUND OF THE INVENTION

Today, the initial design of vehicles for the motoring public is undertaken in “Styling Studios'. There, conceptual 3D perspective renderings of a vehicle are made and then, after suitable approvals, brought to life by one of two methods. The first is the time honored and still prevalent construction of models, first in Small scale, and then after more approvals full size. These are the famous “Clay Bodies' of automotive lore. The second method which has enjoyed a lot of attention

but has not proven satisfactory for the basic creation process is the use of computer based styling programs such as “ALIAS to render images. The problems with this are several, among them a need for a high degree of training, and the artificial nature of expression it imposes on the designer, who is required to painstakingly “pull points' at given Surface locations to effect change, an effort which is

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2 very constraining compared to the act of physical sculpture which can affect local areas in various desired ways simul taneously. In addition the prior art is often restricted to use with constant tangencies or continuous curvature. The designer can not interactively and amorphously created flowing 3D shapes the process is artificial and imposes Such restraints that often “work arounds” are employed which in turn result in ugly vehicles if rushed through to completion without going through the clay body physical manifestation process. The famous "Aztek” of General Motors is thought to be an example. The net result is that most stylists, at the conceptual stage

of design to which this invention is addressed, don't use ALIAS or similar programs, and thus have not been able to effectively participate in the computer based techno-revolu tion engulfing the rest of society. While we are less familiar with the apparel fashion trade, it is likely that a some what similar situation holds true for designers thereof as well By contrast, the invention allows the designer to interac

tively apply mathematical rules concerning slopes and shapes relating to geometric regions of various sizes around points along curves of his desired over all expression. In addition the rules may be applied automatically by program iteration under the direction of the designer or executive who wishes to see the effect of various approaches

There is no prior art we are aware of which pertains to methods and apparatus similar to the invention to aid the artistic expression needs of the stylist, artist, or sculptor. Certain aspects of the invention can be found however, in the fields of Perceptual User Interfaces (especially Gesture Recognition), Virtual reality, and Computer Aided Design. The closest known example in the patent or other art is U.S. Pat. No. 5.237,647 by Roberts et al. This patent discloses method of 3D design in a virtual reality type of system, in which the user may hold a sensor device in each hand and whose sensor position is tracked by a computer. But Roberts et al. does not teach several key issues including for example, the use of a physical object to reference ones hand or finger to in order to control the creation or change in a data base of the same or different object represented on a display. Nor does Roberts disclose the use of software having a sculpting capability free of the difficulties engen dered in “pulling points' using polynomial based approaches

In addition, Roberts et al. utilizes sensors which require bulky cables to be used considerably limiting the designer, and which do not allow the designer to easily use natural finger or hand input, which is made possible with the non contact optical sensing of the instant invention. The sensing approach of Roberts et al further does not allow a user to describe in an easy hand motion a shape desired, as can the invention, a critical item in Some automobile applications where the reference object is a full scale car or model thereof (e.g. “Clay body').

Furthermore, neither Roberts et al. or any other known reference discloses a mechanism for use with Such models, or full size object representations as does the invention, which also discloses a process which may be easily used by designers to create or modify the 3D representation in the computer or in the physical model. In addition Roberts et al. does not teach methods by which to modify existing object databases, such as a CAD model of a competitors vehicle, and does not disclose mapping, filtering or many other aspects of the present invention which enable it to be extremely useful in design of automobiles.

In Summation, the numerous input restrictions of the Roberts et al invention, its lack of teaching concerning

US 7,079,114 B1 3

utilization of existent data bases, and its reliance of on generating a totally virtual 3D graphic representation on the computer Screen, restrict its use by today's practitioners of automotive design, who are accustomed to drawing 3D perspective sketches and creating or modifying physical 3D models of proposed designs. It is to this group, that the invention herein is addressed. In so doing large economic benefits result related to time to market and customer acceptance of the designs produced.

SUMMARY OF THE INVENTION

One of our previous co-pending applications, entitled “Novel Man Machine Interfaces’, described electro-optical method and apparatus for human interaction with comput ers, primarily employing TV Cameras, and in Some cases encompassing human interaction with full size screen dis plays. Among the many illustrative applications disclosed, were applications to the design of contoured objects such as cars and fashion garments. Application to both objects and models thereof at workstations, and larger size objects either real or virtually displayed were illustrated.

This application seeks to improve on these design related aspects particularly in the sense of providing tools for the artist or sculptor to facilitate his or her expression and more rapidly enable their visions to be turned into reality. This application also seeks to layout the Software framework of Such tools and provide for their use with conventional design systems. In addition, herein disclosed are revolutionary methods for implementing design of vehicles or other objects which allow one to “Cross Breed' or blend aesthetic features of different vehicles or other objects or portions thereof.

The sum total of the invention is to facilitate wholly new processes for vehicle design, which can allow better designs to be made available to the public in a shorter time frame— an issue of vital interest to vehicle manufacturers today. The invention herein concerns two primary issues. First is

the creation of natural modes of interface to the computer, and 3D graphics Software which can respond to such inputs in a manner much like the physical act of Sculpting clay. Inputs are sensed typically with Stereo camera or other optically based apparatus are typically used to sense 3D location or orientation of “props” and other objects employed by the user of the invention, in addition to his own hands, fingers and Voice.

The Second major aspect is the creation via the same software based process of a sort of “Geometric Spreadsheet” allowing machine based as well as human directed iteration of Sculpted designs, which after any iteration can be dis played in 3D graphics form using known methods (including 3D glasses if desired), or the data file used to drive 3D model making machines capable of turning the design into a hand held, /3 scale, or even full scale model.

This process is more natural, and much easier for persons not trained in the black arts of specialized programs such as ALIAS Rendering programs or conventional CAD pro grams, to understand. (these heretofore disenfranchised per Sons are in fact those of most importance to the design—the stylist, the car executive, and even the end customer). In one preferred embodiment, The software of the invention acts as a transaction layer over laying Such a conventional CAD program A typical creation is a sculpted Surface of a car body,

which can be physically reproduced using the program in which the surface shape has been created. This physical object, such as a car model, even life size, may then be

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4 further elaborated using the method of the invention. In a novel manner and at little cost compared to existing tech niques, the design and evaluation process may be iteratively continued by a single designer or even a networked group of interested persons, until the desired final shape is produced. Then, using well known processes, the data in the CAD system can then be directly used to produce tools such as dies or molds used to form steel surfaces of the real object. A dramatic aspect of the invention is its ability to facilitate

interaction with a display, and typically a full size display, in a way that is un-encumbered, natural, and consistent with artistic gestures used for centuries. And the interaction is directly manifested in software which can be not only used to display the result of ones artistic expression, but to manufacture the item or its model as well.

The invention, in the spirit of the above, further includes method and apparatus for modifying the artistic flow of an objects shape as a function of musical notes and chords— either as a function of the character of the music itself (e.g. rock vs. classical), or as a function of the effect of the music on the designer.

In addition to the above, the invention also concerns methods by which the development of new designs may take place and the software based algorithms which allow the rapid conversion of ideas into Surface shapes which can be displayed or otherwise acted upon. By enabling the use of the computer at the early stage of

design, an extremely important “What if capability is provided, which can drastically shorten the time needed to arrive at a Successful concept. One can using the invention, for example, blend the design of classical car bodies (e.g. a 57 Chevy) with other more recent models, for example to get a “retro” look. Or using the invention, one can blend competitor's creations with yours—a famous Subjective remark in the car press (e.g., “from the back it sort of looks like a Mercedes 300', or some such). Such attempts can literally be automated using the invention until a desired look is achieved.

DESCRIPTION OF FIGURES

The invention is described in the following embodiments: FIG. 1 describes a meshing software method providing a

sculpting capability useful in the applications herein. FIG. 2 illustrates a device for entry of variables facilitat

ing interactive design with conventional inputs such as a OUS

FIG. 3 illustrates an alternative data gathering and entry embodiment of the invention for human input in a computer workstation, somewhat similar to that of FIGS. 1–3 and 19 our co-pending application Ser. No. 09/138,285, and employing a physical model and either one or two handed interaction.

FIG. 4 illustrates an embodiment of the invention similar to FIG. 3, however for interactive use for with a large screen display, somewhat similar to that of FIG. 12 in our co pending application incorporated by reference. This is illus trated in the context of a new form of design studio for car design.

FIG. 5 is a block diagram of a physical process used in the car design employing either the studio of FIG. 4, or the workstation of FIG. 3 employing a physical model

FIG. 6 further describes the sculpting features and method of the invention for use in creating a new car design “from scratch'.

US 7,079,114 B1 5

FIG. 7 is illustrates an alternative method for creating car or other designs using 3-dimensional components of exist ing designs.

FIG. 8 illustrates a library of functions FIG. 9 illustrates registration of objects in carrying out the

method of FIG. 7

FIG. 10 is a block diagram of another aspect of the process used in the car design employing either the studio of FIG. 4, or the workstation of FIG. 3, further illustrating an ability of the invention to facilitate networked interaction of executives and designers as well as customers.

FIG. 11 illustrates the use of a 3D shape input object or hand or finger gesture in the form of a fashion garment

FIG. 12 is a human interface of the invention comprising a Tablet PC having associated physical controls such as knobs and sliders, which can be used alternatively to that employed in FIG. 2.

FIG. 13 illustrates a two dimensional sketching based embodiment of the invention using a Tablet PC drawing surface and interactive 3D capability

DETAILED DESCRIPTION OF THE EMBODIMENTS OF THE INVENTION

FIG. 1

CAD systems today operate with fixed parameters which are not variable as a function of the location on a Surface to be described in a generated computer model. These param eters are typed in or preset to define everything from the offset of a curve or surface to the shape or diameter of a hole. In addition, all conventional prior art CAD systems have facilities to modify a curve or surface by “pulling a point. This means that the user can reposition a single point that partially controls the local shape. The problem is that this method has the effect of dropping a drop of water into a glass of water: it creates local ripples. CAD as currently used is an exact 3D implementation of

fixed parameters and 3D location information. This system is designed to allow incremental modification similar to Sanding down a Surface or adding mass to a Surface.

This invention describes how one can change 3D geom etry and parameters associated with 3D geometry with a set of simple physical tools and software. In its preferred form the software invention used for creating Surfaces is the combination 3 elements for Surface manipulation:

1. 3D manipulation (6 degree of freedom) device applied to CAD design

2. means of recording, and modifying parameters for controlling a Surface Such as filtering parameters

3. a software definition of Surfaces that generates Surface information from an array of stored geometry informa tion together with parameters such as filter coefficients that describe how to spread out the effect of a surface manipulation

CAD models look stiff due to the fact that parameters are fixed for each CAD command. A sculptor working on clay continually varies many parameters simultaneously such as the width of smoothing effect of her hand and the angle of the hand relative to the surface normal as it sweeps over a local region of a sculpture. Typically 3D input into CAD systems modify locations of datum points in 3 space while we focus on the effect of the manipulation on not only the immediate Surface point but on the impact on the Surround ing Surface region. A sculptor could care less what the

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6 coordinates were of the corner of an eye but they would care deeply how the bridge of the nose blended into the eye corner and into the eyebrow.

Typically processing of Surfaces operates along the Sur face normals while curves are processed using tangency information.

A key issue in the above concept of the design studio of tomorrow, is the availability of accurate input devices together with Suitable sculpting Software, which in turn can preferably interface. This in turn requires the software used to be usable with existing CAD systems and in turn the ability to create whatever surface is made into real material, be it clay, or dies or whatever. We have invented a new form of software in this regard

utilizing a mesh (triangular or rectangular) or Surface which can be stored as a set of geometry (typically x, y, Z, and Surface normals) and associated parameters, including Smoothing parameters. The Software can generate curves, Surfaces, solids, or meshes, taking geometry data inputs from electro-optical or other position sensors. When used with an existing 3D model of an object, this position data is used to locate the nearest mesh point in the spreadsheet geometry data in order to associate the spreadsheet param eters which are to be changed.

Typically parameter changes are made while position data is being taken, with a second apparatus operated by the designer which has a control Such as a dial or slider which is manipulated to record or modify specific parameters on a continuous basis as the designer Sweeps his hand, finger or an object through the space he wishes to describe. This set of parameters can be stored, along with the geometric data, like a spreadsheet to allow complete flexibility to generate new 3D shapes. By tying the 3D input and the control parameters to this 'geometric spreadsheet a user can input geometry and parameters that have the flow of the sculptors motion rather than having a set of fixed numeric parametric values and a set of geometric point data that does not have the diffuse effect of a sculptor's stroke. A surface can be generate from the spreadsheet data at any time allowing the user to iteratively work toward his masterpiece. The surface can be reshaped feeding sensed data as to hand, finger or object position to the program which can then raise or lower with respect to Some coordinate reference around one or more of the mesh point intersections. With a suitably fine mesh, quite detailed sculptured surfaces can be created or modified simply by moving ones hands or fingers for example. This has never been done to our knowledge. The simplest processing algorithm involves storing a

Surface as a spreadsheet of geometric data. A typical Surface is described by a set of flow lines: a set of U flow lines and a set of V flow lines that are roughly perpendicular to each other. At each intersection we have a node which can be treated as a 3D point with associated tangency and curvature information.

A “Geometric Spreadsheet” One can imagine a set of geometric data stored in a set of

rows and columns where each spreadsheet cell has a set of information that can be used to define local information used to generate a 3D shape. Such a spread sheet is shown in FIG. 1a, and a resulting Surface that might be generated there from is shown in FIG. 1b

US 7,079,114 B1 7

The information stored in each spreadsheet cell, for example, can be the same as the data in this “C” computer code:

typedefstruct surface

float x: float X normal; float X Suragate norm; floaty Suragate norm; float Z Suragate norm: float X row curvature; floaty row curvature float Z row curvature; float X col curvature; floaty col curvature; float Z col curvature; float parameter1; float parameter2: float parameter4; float parameter5; float parameter7: float parameter8; SURFACECELL;

float y; floaty normal;

float Z: float Z normal;

float parameter3; float parameter6; float parameter9;

This can be used to generate a complete surface, a set of Surfaces, or piece of a Surface can be stored in this form. This data can be generated from a solid model, a Surface model or a scanned in model. A typical Surface can be described by a set of rows and columns of nodes that are interpolated by a mathematical surface (often a NURB surface today). The geometric and parameter information at each point can be stored as described above and reference by the row and column number.

We can mimic the typical CAD action of cutting or protruding along a given geometric direction. But we can also work as a sculptor who typically modifies a shape by adding or subtracting mass along the local surface normals. We have the ability to use surrogate surface normals from other models or from a local average of the nearby normals or the normals of a specific feature. We can use parameter to define Smoothing kernels, depth of Surface removal or addition, weighted average of modified information with current information, etc.

Thus the output (or modified) spreadsheet “OI.JI could be defined at each cell IJ by the weighted average (with weight W) of:

1. the input spreadsheet cell modified by the kernel Hand displaced by a depth D along the normal

2. either the input (or original) cell itself “I 1I.J” or the cell from a second spreadsheet “I2I.J.

Mathematically we could express this as:

Of IJI-> W*(HI1 (IJI}+D*i1 (IJI)+(1-W)*I2(IJI

HI1I.J} is used here to depict the action of a kernel function that could be used to smooth, or add/subtract from the Surface. Imagine a smoothing kernel formed by a 3 by 3 weighted average. In its simplest form parameters would be used to define 9 parameters such that:

One way to use this kernel Smoothing process is to have this operation apply to the scalar change in location along the surface normal. So the values of I1 at any location in the

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8 9 locations Surrounding I.J. are defined by the plane through the IJ point and perpendicular to the Surface normal used at I.J.

In a more sophisticated form the kernel can be defined by distances (usually normalized) where information is inter polated along the flow lines that pass through the points stored in the geometric spreadsheet. This compensates for the fact that the nodes are not equally spaced and thus the kernel weights, A, should vary if we were rigorous. FIG 2

In practicing the invention, the positions or movements expressed are preferably sensed optically (typically in 3-Di mensions by Stereo TV camera means), and the results used to modify or create programs describing the solid model to be created. The invention however can be used with con ventional mouse or other type 2-D inputs to allow the user to track a cursor along flow lines displayed on a two-d display, using a novel control panel to input parameters to the software system. This panel can also be used in other embodiments as well.

One such parameter control panel consists of sliders, dials, and/or Switches used to change 3D geometry and parameters associated with 3D geometry with a set of simple physical tools and Software. This control panel can be connected to the computer through any standard interface that reads the location of the slider, dial or switch and converts each location into parameters for Software control. Some of the ways that the location can be acquired by the computer are:

1. the sliders and dials are attached to potentiometers attached to analog to digital converter in the computer

2. the sliders and dials are attached to potentiometers attached to the computer as if they were game control lers

3. the sliders and dials viewed by cameras and have location determined by image processing algorithm

4. the sliders and dials are attached to a light Source or attached to material that blocks light from a source. The intensity of the light from each slider or dial is captured by a separate optical fiber. The fibers are separated and the cluster is then captured by a video camera con nected to a computer. The light intensity of any fiber can be mathematically mapped to a linear relation between the location of the slider or dial and its associated computer variable.

Now in addition to the control panel one can Use a 3D input device with the control panel described above. The 3D input device is used to define the path around which the geometry processing using the control panel parameters is acting. Such a device is shown in FIG. 3. As noted above, one can alternatively use a 2D device

Such as a mouse together with a predefined path in space to serve the same purpose as the 3D input device. An advantage of this approach is that the motion along the path will be constrained to a smooth path. Examples of Such a path are as follows:

a. a surface flow line

b. a row or column of points in an array c. nodes along a polyline or spline d. a action path curve

Software methods for Smoothing, sculpting Surfaces and modifying curves with blending different data sets and Smoothing. The methods can apply to structured or unstruc

US 7,079,114 B1 9

tured meshes or Surfaces. Such a software system can enhance current CAD systems by

5. digitizing along a curve we can use alternatively one camera and then another camera. Since we are digitiz ing a path curve, we can interpolate the missing second camera information.

We use models iteratively. We can create or modify a curve or surface in the real world scan it optically in 3D and then blend using a weighted average of new and old infor mation where the weighting parameters and the extent of the model that is effected by the new information can change locally on the computer model where we desire. FIG. 3 To recap, one purpose of the invention is to facilitate

creative expression of a designer of objects, and generally sculpted objects, by allowing him or her to use, in a natural fashion, hands, fingers or objects to express to a computer what shapes or changes in shapes to objects are desired. These movements are to the designer, gestures of what the shape of the object might be. While optically based sensing of gestures has been done to recognize peoples intentions, this is the first known application of optically sensed gesture inputs and related Software methods using same for the purposes of establishing shapes of objects.

FIG. 3 illustrates this situation, in an alternative embodi ment for human input in a computer workstation, somewhat similar to that of FIGS. 1–3 and FIG. 19 of our co-pending application Ser. No. 09/138,285. This particular embodi ment also advantageously employs a physical model to create a reference for movement of the designer, as well as to facilitate his understanding. Either one or two handed interaction can be done. Two handed interaction is desirable, and can be achieved with the invention if the model is small enough to be held in ones hand or easily Supported on a platform moveable interactively by hand. The Model used can be of basically three types. 1. A model close (and perhaps in the beginning of the

session, identical) to the beginning and reference model stored in the computer.

2. A model similar to, but not identical 3. A Surrogate model which could be a generic four door

vehicle model (if one was designing a new four door, say), perhaps quite different in detail.

Model 1 clearly feels closest to what is on the screen in the human sense. And at Some point it may be desirable to create a new model when the displayed vehicle deviates too far from the real. This can be done with Stereo lithography for example, using the SLA system made by 3D Systems company.

Use of ones finger or an instrument to effect change (even if only in the virtual computer database) on a real appearing and feeling 3D model provides a more natural input in 3D space compared to the mouse of FIG. 2, and can be used with the knobs and slider input device or not, depending on configuration. Like the mouse input, one need not touch exactly the points needed on the model, but rather just get close to pre-stored or calculated “flow lines’ in the com puter, in order to instruct the computer program that you mean to exert Some effect on a node and the area around it along a particular flow line running front to back on the car for example.

FIG. 3a illustrates a method for entering data into a CAD system used to Sculpt a car body Surface, in which a physical toy car Surrogate for a real car model, 310, representing for example the car to be designed or sculpted, is held in a designers left hand 312, and sculpting tool 315 in his right

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10 hand 16. Both car and tool are sensed in up to 6 degrees of freedom each by the Stereo camera system of the invention, represented by cameras 322 and 323, connected to computer 325 used to process the camera data, enter data into the design program, and drive the display 330. Special target datum's on the objects to be sensed are employed in this example, such as 334–337 on car 310, and 340–343 on sculpting tool 315. These target datums are desirably of high optical contrast, and may be colored targets, LEDs or retro-reflectors for example. In FIG. 1, glass bead retro reflector targets made of Scotchlight 7615 material by 3M company are illustrated, illuminated by coaxial or near coaxial light sources 327 and 328 mounted to cameras 322 and 323 respectively. Such light sources are typically LEDs and preferably Infra-red LEDs to avoid disturbance of the USC.

A display of a car to be designed on display 330 is modified by the action of the computer program responding to positions detected by the camera system of the sculpting tool 315 with respect to the model car, as the tool is rubbed over the Surface of the model car Surrogate. One can work the virtual model in the computer with tools

of different shapes. Illustrated are two tools 340 and 341, in holder 344 of a likely plurality, either of which can be picked up by the designer to use. Each has a distinctive shape by which to work the object, and the shape is known to the design system. The location of the shaped portion is also known with respect to the target datum's on the tools such as 350-352. As the tool is moved in space, the shape that it would remove (or alternatively add, if a build up mode is desired and selected in the meshing software described below) is removed from the car design in the computer. The depth of cut can be adjusted by signaling the computer the amount desired on each pass. The tool can be used in a mode to take nothing off the toy, or if the toy was of clay or coated in Some way, it could actually remove material to give an even more lifelike feel.

Each tool may optionally have an automatically readable code, such as a bar code or dot code that also indicates what tool it is, and allows the computer to call up from memory, the material modification effected by the tool. This code can be in addition to the target datums, or for example, one or more of the datum's can include the code.

FIG. 3b illustrates an alternative method for interacting with the model, comprising a special thimble 360 on the designers forefinger 361. in one example thimble has a small datum near its end, for example a glass corner cube retro reflector which can be seen by cameras 322 and 323. The user can touch any area of the model desired in order

to command the computer system whether to add or Subtract material at that point in the displayed virtual model, or bring in another shape from memory, for example. Or the designer might decide to Scan the model with his finger by Sweeping it across the Surface, in order to obtain a digitization of the Surface contour along the direction Swept. This is useful in the case where one starts with an unknown model for which no data base exists in the computer. It should be noted that for the purposes of digitization or otherwise, the cameras 322 and 323 can also be used to determine the location of a projected point or projected points on a laser line such as 362 projected by a laser line “pointer (not shown) on the model Surface. Alternative to a line, a grid or grille of lines or other structured light may be projected as well, to allow complete 3D shape patches to be obtained at once.

In another manifestation, the designer might wish to use his finger directly, without the thimble, and for this purpose

US 7,079,114 B1 11

could advantageously employ a glass bead retro reflector of Scotchlite 7615 on his nail in the FIG. 1 system

FIG. 3c illustrates an alternative situation in which the object model 10 (in this case a car) is positioned on a movable (in this case on a gimbaled mount) pedestal 375 to provide added stabilization for the model, especially useful when larger models are used. (e.g. 1:18 scale or larger).

In this case the datum's may reside on the gimbaled mount rather than the model, if the relationships between the two are known or taught to the system (how?-)

FIG. 3c also illustrates the use of an optional separate camera system to seen the datum's on the pedestal. In this case a single camera 380 as disclosed in our co-pending application, can be used to observe target datum's 381-384 on the bottom of pedestal The purpose of the interaction made possible by the

above, is often to Sculpt, for example using the methods described below incorporated in Software in computer 325 or a separate computer. By moving the tool, or ones finger with respect to the physical model, one can add or Subtract or change the contour of the displayed virtual object.

Software and Procedures for the design of vehicles and other objects employing these concepts are disclosed below. FIG. 4

FIG. 4 illustrates a data gathering embodiment of the invention for human interaction with, somewhat similar to that of FIG. 3 but in this case with the designer interacting with a full size physical model and a large screen interactive display in a manner somewhat similar to that of FIG. 12 in our co-pending application. This is illustrated in the context of a new form of design studio for car design.

Consider designer 400 working for example with a full size car 405 (an actual vehicle or clay or other model of a proposed vehicle). Two or more cameras 410 and 411 view the designers hand(s) in 3D space, or objects held in the designers hand or hands. In this particular case specialized retro reflective targets are employed on his hands as dis closed elsewhere herein. A large display, preferably full size, parallels the model

and displays the computer generated image of the model or another vehicle, using software in computer 415. This com puter is connected to computer 420 processing the images of the cameras 410 and 411. Such that position or changes in position of the designers hands, for example, can influence the new shape of the software model. Voice recognition using for example programs from Fonix company or others, processes any voice based inputs of the designer received by microphone 421.

In this example, the designer, or other design participants as the case may be such as executives, are able to gesture with their hands and cause a change in the computer based model of the vehicle. And with suitable processing power, this can be done in “real time' allowing the designer a look in a full size view of the changes in outer body surfaces he was suggesting with his hands and Voice for example.

In one illustrative example, let us take the case of a designer working with a current production vehicle for which a CAD model exists. He is standing next to the vehicle, and he wants to describe new shapes that could "freshen its looks. In so doing, he might make a Sweeping gesture with his hand down the side of the door in the fore-aft direction to describe a new desired 'coke bottle' shaped contour of sorts. To aid the camera system, his hands may have high definition targets, such as the three retro reflective targets shown 225–227 on the back of his hand. Or he may wear a ring or other retro-reflector that can be

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12 tracked by the cameras. It should be noted that a tracking laser interferometer or other 3D type device can also be used (e.g. the Leica Smart) but should preferably be an absolute type, which doesn't have to be reset to zero again if the beam is broken. The camera system picks up the Succession of 3D coor

dinate points making up the gesture and feeds this new coordinate information to the computer, The computer may Smooth these points (for example by fitting curves and/or eliminating outliers), and then modify the CAD model accordingly, displaying the results. The designer might with his voice indicate that the whole shape top to bottom is to be so changed. Once he sees the result, he might then make another gesture in the vertical direction to change a vertical section as well, and Sweep his hands down the door for a limited distance to indicate the region over which this change is to be incorporated into the Software shape data The whole process can be very fast. Other persons too,

Such as visiting executives or other designers, can, without training (a major issue), contribute their changes through their hand motions or other commands as well, and see the results immediately. This is much different than today, where days or weeks can pass before a new shape can be shown and intelligently acted upon.

It should be noted that a basic assumption in using the above is that the designers brain can meaningfully transpose from a real object in front of him, to a changed representa tion of the same real object on Screen. At some point it may be desirable to reconstruct the real object to match the current (virtual) version of the changed object, from which the process can be continued. See also below.

It is also possible to instruct the Software using two hands, where both hands positions or movements are picked up by the cameras. This is quite useful to capture natural spreading or shape gestures made by the designer.

It is further noted that an object, such as a “wand might be held in the hand to indicate to the computer where a point on the Surface should lie. Indeed a commercial photogram metric wand of this type used for tool certification and the like made by Metronor of Oslo Norway, can be used with their tracking and analysis Software.

Given the natural nature of dealing with car surfaces with ones hands it is more likely that a targeted hand would be used, for example the three led targets shown.

It is also possible to digitize a surface too by tracking the position of a hand or finger or another member, as it is Swept over an object.

Historically, design studios in the car business are typi cally employed to create full size "clay Bodies' which can be viewed by those having a decision making capability relating to a new model.

In the “Studio of Tomorrow' made possible by the invention, it is envisioned that cameras in all locations necessary would be in place to capture the 3D position or motion of the designers hands or finger S. In addition, display screens all around can be used so that if he was trying to put a new shape gesture into the grille area of the vehicle say, that the grille area could be displayed in a manner that he could see in real time (computer power allowing) the results of his actions. Such screens may be on the walls of the room surrounding the vehicle, or as desired auxiliary screens can be located over head, or on Swing down mounts. For example as the designer worked on the grille, a screen could be lowered down over the hood so he could see an image of the virtual grille directly in front of him. In this manner he could judge its juxtaposition relative

US 7,079,114 B1 13

to the other elements of the front end (in this case real) such as the hood and fenders and windshield.

FIG. 5 FIG. 5 is a block diagram of a physical process used in the

car design employing either the studio of FIG. 4, or the workstation of FIG. 3 employing a physical model

In the embodiment of FIG. 4, once the software mesh has been changed, the data can be fed to a conventional CAD system used by the manufacturer, and displayed in Solid model format. Once a particular model is found to be desirable, after say

“n' iterations by the designer and others, the CAD system can provide data to a CAM program which could, for example using a CNC machine located next to the design studio, mill out the new version of the concept vehicle overnight or over a weekend. (depending on size and fine ness of detail, and material). or a stereo lithography or other machine capable of producing 3D shapes can be used. The first steps are the provision of a physical model and

a starting CAD program for its surface shape. In the case as described above, where it is desired to freshen an existing design, this could be a real object such as a car, or a model car scaled from the real car. Alternatively, you could start with a vehicle of your competitor that was selling well and you wanted to emulate, for example. If it is yours, you have the CAD model in software (e.g. in CATIA by Dassault). If it isn't yours, you can digitize the vehicle of choice using known means (e.g. laser scanning machines and sensors such as those of Perceptron or Steinbichler), and provide the surface shape so digitized to the Software of the system herein.

The use of a physical model as a “prop' for guiding the variations therein imagined by the designer is a key feature of the invention. The need to produce a new physical model comes about as more and more changes are made to the software representation, such that the virtual displayed model becomes increasingly different than the physical one, thereby making the relationship of the designer to the model increasingly difficult. The need for such a new model depends on the user. Indeed a user with a very active imagination for 3D forms, may be able to even use a surrogate such as a block of wood for the physical model. If this block for example was the general minimal car shape, then his hands would thus describe all Surface changes imagined. This approaches virtual reality demonstrations where people are seen waving their hands around with no physical reference at all. While intriguing, these are not generally useful for serious car design. The base, unchanged physical model is the go-between so to speak between the real and the virtual.

It is noted that the same meshing program can also be used if the shape is changed by physically adding or Sub tracting material from the real model. In this case a program offset is not required. (Such an offset is generally needed when ones hands Sweep out an imaginary Surface displaced above the real one.). We expect the invention above to considerably enhance

and even alter the methods by which vehicles are developed in their early phases. The following figures now describe Some of the new product design processes made possible. FIG. 6

FIG. 6 illustrates a process used in the case of a new design, fresh from ones head. In this case the vehicle or other object such as a chair, does not exist at all. But there could be sketches or other inspirations to refer too, same as today. One way to do this is to start with a generic model of an

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14 object, Such as a vehicle, or in the full size case, a real one. This could be for example vehicle of a competitor which as close as possible resembles something like what you want to end up with. In this case you scan in with laser Scanners or otherwise the surface points of the competitive vehicle (for example using apparatus from GOM (Germany) or Stein bichler (Also Germany) or Perceptron (Michigan), and using these devices create the model of the vehicle, which is then altered using the invention and at the correct point a new model created, either Small scale (e.g. using SLA), or if desired, full scale (e.g. out of clay, wood, or Styrofoam using NC machines). FIG. 7

In addition to allowing one to design a freshly conceived object, the invention also concerns methods by which the development of new designs may take place and the Soft ware based algorithms which allow the rapid conversion of ideas into Surface shapes which can be displayed or other wise acted upon. One unusual version of this is to blend the design of classical carbodies with other more recent models. Or using the invention, one can blend competitor's creations with yours, and so forth.

FIG. 7 is a flow diagram relating to a “blending feature of the invention useful in the car design process herein. The Software of the invention has another unique property, namely that it can mix diverse surface shapes together— either in certain areas of a vehicle (e.g. a hood) or the whole object. This allows a heretofore unheard of capability to create computer based designs which are for example a cross breed in various user selectable degrees, of for example, A competitors vehicle and your own A popular car of the past (e.g. a 57 Chevy) and your

present model, or a concept model A current line, and a concept model to bring continuity to

the concept This capability can be utilized with no sensory input, or

can utilize sensory inputs of the designer's hands for example, to cue the process, for example telling the program to change the weighting factors of the program in that region by waving ones hands more or less in the Zone as one moves over the Zone. The weighting function at each point on surface. Vectors U and V a function of 10% A and 90% b say. This could be for the whole rear end, or for just the area indicated by the designer. Think of the fun of playing with it and presenting different ideas

This feature is believed to be of considerable value to the car industry, as many changes and other features are influ enced by other designs, and this allows one to most rapidly see the effect. A common expression in the car trade such as “the back end looks a little like an Audi A8 for example, could in this case beachieved in software by combining the A-8s data file with yours—say to a 15% degree. FIG. 8

Another example is to have a library of various functions relating to well regarded vehicle shapes, even in local areas. A library could for example include 100 of the most desired examples of regions around headlamps, door handles, tail lights, and the like. These shapes too can be blended in to sections as desired, by whatever percentage is desired using the invention. We can also develop a library of smoothing or morphing kernels such as those illustrated in FIG.8. These can be used as described in FIG. 1.

FIG. 9 When blending whole sections of vehicles there is a

question of registration. One can normalize, in the program,

US 7,079,114 B1 15

the width of one vehicle to another, or the height or some other dimensions. For example, one can fix points on extremes Such as hood edges, and normalize everything in between. Or you can fix common points such as Wheel centers, headlight centers, edges of The “A” pillar at the door line, or what ever.

FIG 10

FIG. 10 is a block diagram of an another aspect of the process used in the car design employing either the studio of FIG. 4, or the workstation of FIG. 3. In this case we can assume several sites cooperating over a network They can be either workstations with small models, or full scale design studios, or both. This has two huge advantages:

It gives interested parties the chance to communicate via the internet or other networks even though their physi cal locations are widely dispersed.

Secondly, because the whole system is intuitive, even untrained persons can use it, and in this case be part of the interaction. This opens up the chance for Zone managers, Vice presidents, dealers and even potential customers to be brought into the process at virtually no COSt.

The advantages are way more and varied input to the design, and much more rapid input to the evolution of a good selling design. This then allows these products to reach the market more quickly and garners extra funds from Such a rapid market introduction. FIG 11

If the object is a shoe and is rigid, the argument is similar to the carbody. But a more general clothing case is textile apparel. FIG. 11 illustrates the use of a 3D shape input object or hand or finger gesture in the form of a fashion garment. In the first example the Garment is on a manikin or model. Can be an existing garment or a new designed one. And the person, real model or manikin, can be a Surrogate for the intended shape of person. On the model, the garment has a shape, generally that of the model, but draping or otherwise departing there from in certain regions. A real model is more interesting because the model can

aid the designer in a manner for example shown in our cop ending disclosure Novel Man Machine interfaces and Appli cations, FIG. 13. In this case a fashion design application was noted where a pinching gesture or other finger or hand gesture was used to describe the place or amount to take in, on for example a dress. It could also using the software herein, be used to change the sculpted appearance of some item of clothing.

Similar to the car design application of above, a clothing designer 1100 with one or two hands 1105 and 1106, can move his or her hands over clothing such as blouse 1130 on a model or a manikin 1140, and cause the CAD represen tation in computer 11250 of such clothing in the after assembly state to be changed as well. This new state is displayed on display 1155 which is shown here in the form of a full length mirror (of a displayed height equivalent to the model) in order to provide a true to life view of what the new shape would be. This outer shape representation can then using known cutting pattern layouts be used to cut the cloth later to be sewn or otherwise assembled into the finished garment.

It should also be noted that the designer may make an object to be digitized of a particular concepted shape to be expressed.

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16 FIG. 12

FIG. 12 is a human interface of the invention which can be used in place of the unit of FIG. 2 or for other purposes using a Tablet PC equipped with physical controls such knobs and sliders either on the screen itself or to the side thereof. This allows the user to adjust a value of a CAD parameter without physically looking at the screen, or at least reduces the amount of glance needed important when one is trying to describe a surface form gesture using a combination of one hand moving thru space in 3D (photo grimametric sensing) or in 2D (e.g. mouse) but the 2D movement is guided by the program along a u or V curve known in the CAD art as in FIG. 1b visible on a three dimensional Surface representation on display 1202 gener ated by computer 1203.

In one example of such physical control, a tablet PC 1205 such as a Fujitsu “Stylistic' model is located in further housing 1206. Also in housing 1206 are a pair of slider controls 1210 and 1211 which have digital outputs of their position by known means connected by known means (RS232, etc) to the PC 1205 which PC in turn is used to process data from any added human interface means such as photogrammetric means or computer mouse. In one exem plary embodiment the PC 1205 is connected via Ethernet or other networking means to computer 1203 containing CAD software of the invention used to generate the 3D display used by the designer, FIG. 13

FIG. 13 illustrates, using a block diagram, a two dimen sional sketching based embodiment of the invention using, in one example, a Tablet PC touch screen based drawing surface and having interactive 3D capability By way of summation, we define two or more 2D sketches

from different views of an object. These can be hand drawn and Scanned in with a conventional document Scanner in order to digitize them. Alternatively Input can initially come from a sketch in a tablet PC, or from a digital camera or other 2D view generation. Multiple views must be constructed of a 3D object in order to over specify the 3D curves that will be produced from the 2D sketch curves. Generation of 3D curves from the 2D sketches can be made using known photogrammetric methods or as disclosed below. One neat feature is to use photos taken at an auto show of

a competitors concept vehicle for example. And one may first modify the sketches or photos to satisfy design qualities before doing additional steps. And If a sketch is a raster image, one can convert the raster to vector curves

Each curve in a given image is a 2 dimensional curve. The sketch curves will not be consistent due to difference in scale, perspective, camera location and orientation, and in natural inconsistencies and errors due to sketching. Each sketch thus has its own “view parameters' that define the scale, perspective, camera location and orientation. One can use the redundancy in the curve definitions to produce a best fit of the “view parameters' and to extend the curve to 3D definitions. Optionally, shadows in the sketches or photo graphs may be used to better define curvatures One then can use the 3D curves determined from the

above process to define a framework to hang the Surfaces on. At this point the surface generated is crude, with lots of

bumps, troughs, and other problems. What is now disclosed is a method by which Such Surfaces created by common every day sketching or photography can be made useful in creation of usable 3D designs capable of computer manipu lation. Because using the Software and associated methods of the invention we can operate on the 3D surface generated

US 7,079,114 B1 17

using the teachings of FIGS. 1 and 2 and thus Smooth and modify the surfaces as desired which have been generated by the sketching process.

To continue the design process we then may chose to take the character lines, edge curves, horizon lines, creases, etc and remap them with the appropriate scale, view, and perspective. And we then may overlay them on the original sketches.

After analyzing the results, and with the new curves as references, we may Define a higher resolution of the curves and Surfaces for the next pass and repeat the process until design refinement is satisfactory Miscellaneous Points The invention can also be used to design an automobile or

other interior. A designer can emulate a potential driver and sit in a drivers seat typical of what would be used in the vehicle interior to be designed. This designer then holds in his hand a datum (or the datum is provided on his hand or finger) which he can move to various locations in the vehicle interior that he wishes to create. AS disclosed elsewhere herein in the copending application referenced, datum posi tions and change in positions are determined and tracked by an electro-optical system, which can be a single or dual camera stereo system as disclosed in our copending appli cation, or a laser tracker or other Suitable device. The designer may do this procedure in free space, but

more likely would benefit by having some form of standard instrument panel and steering wheel that he might make reference to These could be conveniently mounted on a carriage or other device which can allows them to be moved out of the way as needed The person moves the datum around to achieve several

goals. First by making various reaches he can move his hand or finger to different positions and in so doing, the electro optical system can determine, and record, the desired dis tances to certain features such as the door handles, instru ment panel controls, cup holders and the like, as well as maximum and minimum reach distances thereto. This deter mination is aided by voice recognition software in a com puter used to process the sensor data and establish the data base of the dimensional data obtained.

Secondly, the designer can determine sight lines to fend ers, objects viewed in the rear view mirror, and the like. These he can designate with his hand, by holding it up or pointing, for example. Or he can have an assistant do this, with datum locations on an assistant determined. Such positions can also take into account any physical mockups of fenders and the like which are provided with the designers other interior props such as seats instrument panel etc.

Third, the designer can describe, with a tracked and recorded motion of his hand—that is to say, a 'gesture', a Sweep that he might desire to see in the shape of something in the interior, for example the instrument panel or center console, or door trim. He can also designate the location of for example decorative features on any of these items as well. As pointed out above, one can use the invention for the

design of fashion garments, which like cars, are sold in part because of style, and which need to be replaced after a few years. But fashion garments are in general designed to fit a particular form, not comprise the form themselves. And the way in which they fit or drape, comprises a significant portion of the style. The rest, like cars, being color, sheen, texture, etc.

The invention is very useful for this field of endeavor as well. Fashion designers, like car designers, typically start

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18 with sketches, or by analyzing competitor garments which have been introduced at shows or are selling well. The invention as disclosed can convert two dimensional sketches into 3D models. In this case the 3D model sketched, is fitted in the computer, to models representing standard people (e.g. size 12 woman), or custom generated models derived from specific person's measurements. These models are most often virtual computer models created from the data base in question, but they may also be manifested as a physical model. Such as a manikin (full size) or doll (scale model). These physical models can be worked with just as in the automobile case. And as described in FIG. 11, one can also use the invention to allow a real model to herself aid in the fitting of clothes once made.

In the two dimensional sketching based embodiment of the invention, illustrated in FIG. 13, a touch screen larger than a conventional Tablet PC is often desirable for sketch ing cars, buildings and other objects. One such device is disclosed in U.S. Pat. No. 6,008,800 by one of the inventors. A CAD system can also be provided in which music

affects the constants or variables of the equations used to describe surfaces and features of objects being designed. Music changes, can be used for example to change the second derivative of a curve lying on a Surface. The invention, in the spirit of the above, further includes

method and apparatus for modifying the artistic flow of an objects shape as a function of musical notes and chords— either as a function of the character of the music itself (e.g. rock vs. classical), or as a function of the effect of the music on the designer.

Users can set up a complex arrangement of modeling parameters and associate them with a piece of music. This gives a mental queue for the user. The computer can play the music and sense/record the users motions at any point in the music. Thus if the user had associated a group of parameter presets that change with time as the music Swelled and quieted, a user can wait to Sweep his sculpting gestures until the appropriate Swell in the music that gives the artist his desired 3D effect. Here are the steps to the process:

1. play a piece of music and record this on the computer along with the locations of the sliders, dials, and Switches in the parameter control panel. The parameter panel settings will usually be changing with the music. Note that a business can be made in selling computer files that include the music and a group of parameter settings. On the other hand a user will enjoy a product that he can customize.

... repeat this process for many music/parameter files.

... for a given geometry model and location within that model an artist may choose a specific music/parameter file that has the right sharpness or slow Sweeping nature.

4. the artist will choose a specific region of the model to work on and identify a specific path or set of paths associated with the model.

5. as the artist listens to the music he will move his mouse, 3D pointer, or 3D target such that the computer can identify where it is in the 3D model at any instance and associate a set of parameter settings that where active in the music/parameter file at that instance due to the user pressing a record button. the computer software program can then use the parameters to modify the geometry to conform to the settings and the path locations where the settings where applied.

There is also another aspect where the designer can use music to define the variable parameters, picking Smooth and slowly varying Surfaces to match a classical music Waltz

US 7,079,114 B1 19

feeling, while sharp abrupt surfaces would match Techno Rock for example. (e.g. Cunningham C-7 or Aston Martin vs. a Pontiac Aztek). What is claimed is: 1. A computer Software based method for designing object

Surfaces comprising the steps of: providing a computer having a display; providing a means for electro-optically determining and

recording in said computer the 3D location of a plu rality of sequentially acquired points in space repre sented by a portion of a person or a member manipu lated by said person using his hand or finger;

providing a means for recording and modifying param eters associated with said points for controlling a Surface in a model in said computer; and

using said means for determining and recording point location and for modifying and recording associated Surface control parameters, generating information concerning a Surface in said computer model.

2. A method according to claim 1 wherein said parameter describes the manner in which a surface effect is spread out in the region of the Surface represented by at least one of said points in space.

3. A method according to claim 1 wherein a plurality of 2 dimensional drawings are used to create an initial Surface.

4. A method according to claim 3 including the further step of re-creating from a changed 3D Surface one or more two dimensional views for analysis by the designer.

5. A method according to claim 1 incorporating the further step of displaying said Surface of said computer model.

6. A method for designing an object comprising the steps of:

Providing a computer having a display, Providing a physical Surrogate of said object, Providing in said computer a data base of said object, Using said data base, displaying a 3D representation of

said object, Determining the position of said Surrogate, Determining the position of a freely movable member

positioned by a person designing said object, and; From said position, determining changes to said object

database to be made in said computer. 7. A method according to claim 6 where said Surrogate is

a vehicle model.

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20 8. A method according to claim 6 wherein said position

determination is made using at least one TV camera. 9. A method according to claim 6 wherein said Surrogate

is held in a hand of said person. 10. A method according to claim 6 wherein said member

is said person’s finger. 11. A method according to claim 6 wherein said member

is said person’s hand. 12. A method according to claim 6 wherein said member

is held in the hand of said person. 13. A method according to claim 6 including the further

step of determining the orientation of said member or said Surrogate.

14. A method according to claim 6 including the further step of making a new physical object from said changed data base.

15. A method for design of a vehicle or another 3-dimen sional object using an existing object as a basis, comprising the steps of:

Importing a database of the existing object Surface into a computer,

Determining the location in space of at least one point on a hand or other portion of a designers body, or a member held by said designer, with respect to said object,

Moving said point to signify changes desired in said object, and

And from said determined locations, determining changes to said object data base in said computer.

16. A method according to claim 15 wherein said location is determined electro-optically.

17. A method according to claim 15 wherein said object is full size.

18. A method according to claim 15 wherein said object is a scale model.

19. A method according to claim 15 wherein said model is held in the other of said designers hands.

20. A method according to claim 15 wherein said data base is derived by Scanning the existing object.

United States Patent (19) Koenig et al.

54 DESIGNING AND PRODUCING LIGHTWEGHT AUTOMOBILE BODES

75) Inventors: Gerhard Koenig, Birmingham; Robert Koehr, Mt. Clemens; Felix Kybart. Birmingham, all of Mich.; Sigfried Walter, Leonberg, Germany; John Catterall, Troy; John Krumbach, Plymouth, both of Mich.; Rolf Heyli, Renningen, Germany; Andrew Wolf, Parkland, Fla.

(73) Assignee: ULSAB Trust, Washington, D.C.

21 Appl. No.: 522,676

22 Filed: Sep. 1, 1995 (51) Int. Cl. ... G06F 1900 (52) U.S. Cl. ............ 364/468.04; 364/425; 364/474.24;

364/578 (58) Field of Search ......................... 364/468.03, 468.04.

364/468.13, 468.15, 468.24, 474.24, 578, 425, 550, 551.01; 395/964. 119, 120

USOO5729463A

11 Patent Number: 5,729,463 45 Date of Patent: Mar. 17, 1998

56) References Cited U.S. PATENT DOCUMENTS

5,033,014 7/1991 Carver et al. .................. 364/474.24 X 5,251,161 10/1993 Gioutsos et al. ........................ 364/578 5,345,402 9/1994 Gioutsos et al. ........................ 364,578 5,481,465 l/1996 Itoh et al. .......................... 364468.25

Primary Examiner-Joseph Ruggiero Attorney, Agent, or Firm-Brooks & Kushman 57 ABSTRACT

Method and system for designing and producing a light weight automobile or vehicle body. Structural performance targets are selected, a beam model analysis is conducted, and a body-in-white design is developed. A shell model is created and analyzed and material gauges and manufactur ing processes for the body components are selected. A structural analysis is conducted to determine whether the shell model meets the selected structural performance tar gets. A crash model is created, analyzed, and modified until satisfactory crash requirements are met. A final structural analysis is conducted to determine whether the shell model meets the selected structural performance targets.


SELEC STRUCTURA PERFORMANCE

TARGETS

BEAMMOOSEANAY'SS

DESGNBW

CREATE SHELLMCOEL

SEEC MATERAL GAUGE

SELECT MANUFACURING PROCESSES

2

MODIFY DESIGNA MODEL

MEET SRUCTURAL PERFORMANCE

TARGETS

6% YES

CREATE CRASH MODE

CRASHMODEL ANAYSIS

af

MODIFY ESGN fMODE.

ea a

FINAL OESGN

MEET CRASH RECUREMENTS MEET

STRUCTURAL PERFORMANCE

ag TS FNASTRUCTURAL.

ANALYSS

5,729,463 Sheet 1 of 25 Mar 17, 1998 U.S. Patent

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U.S. Patent Mar 17, 1998 Sheet 2 of 25 5,729,463

SELECT STRUCTURAL PERFORMANCE 62

TARGETS

BEAMMODEL ANALYsis - 22

DESIGNBW 252

CREATE SHELL MODEL 36

SELECT MATERIA GAUGE

SELECT MANUFACTURING

PROCESSES MODIFY

DESIGN / MODEL STRUCTURAL ANALYSIS

MEET STRUCTURAL PERFORMANCE

TARGETS FG.2 64 YES

CREATE CRASH 66 MODEL

2 2

CRASHMODEL MODIFY ANALYSS DESIGN / MODEL

NO

ea 42

YES FINA DESGN

MEE CRASH RECUREMENTS

FINAL STRUCTURAL ANALYSS

MEET STRUCTURAL PERFORMANCE

Arg5S

U.S. Patent Mar 17, 1998 Sheet 3 of 25

APPLY LOAD CASES : STATIC TORSION STATIC BENDING

FRONT UNIT CRASH LOAD 22 • REAR UNIT CRASH LOAD FREE-FREE NORMAL MODE

DESIGN SENSITIVITY 25 ANALYSS

(DSA)

GAUGE OPTIMIZATION a

GLOBAL BODY MODES 92

922 MASS OF BIW

SHELL MODEL ANALYSIS

FG.4

5,729,463

U.S. Patent Mar 17, 1998 Sheet 9 of 25

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5,729.463 1

DESIGNING AND PRODUCING LGBTWEIGHT AUTOMOBLE BODES

TECHNICAL FIELD

The present invention relates to lightweight automobile bodies, and more particularly to processes and system for designing and developing automobile bodies which are improved and lighter in weight than those known today.

BACKGROUND ART

Automobile and vehicle manufacturers today are striving to achieve fuel economy standards and meet global compe tition. The fuel standards have been generally imposed for health and environmental reasons.

In order to meet those goals, the automobile and vehicle manufacturers have developed various solutions. These solutions include improved engine and power train technology, lower rolling resistance tires, better vehicle aerodynamics, and reduced overall vehicle weight. The reduction of vehicle weight has taken many

approaches. These solutions include reducing the number of individual parts of a vehicle, incorporating new manufac turing techniques, substituting lower density materials for higher density materials, using lighter weight materials, redesigning parts to reduce their weight, down-sizing the vehicle and/or its individual components, and applying design techniques that result in more efficient structures and use of materials. The majority of parts for most automobiles and other

vehicles are made from steel materials. Steel has many proven advantages, such as low cost, excellent manufacturability, recyclability, and crash energy manage ment capability. The redesign of steel parts and the ability to make the parts from various types, gauges, and strengths of steel materials, have helped create automobiles and vehicles having lower overall vehicle weight and thus having improved fuel economy and lower undesirable emissions.

In efforts to reduce the weight of vehicles, the parts and components of various vehicles have been made from aluminum, synthetic materials (e.g. plastic), composites and other lightweight materials. Some of these efforts have been successful, although other problems have often resulted, such as increased costs, difficulty of manufacturing, diffi culty of recycling, inability to be mass produced and defi ciencies in crash worthiness. Some vehicles have combined parts and components of various materials, but again have had problems and concerns which have not always balanced the weight savings. The body shell of a vehicle (a/k/a “body-in-white") is the

skeletal structure to which various subsystems subsequently are attached, such as the engine and drive train, suspension and wheels, interior components, and exterior body components, such as the doors, hood and trunk lid. The body-in-white (BIW) typically represents approximately 20-25% of the total weight of a vehicle. If the weight of the BIW is reduced, then the subsystems, engine, wheels, drive train, and the like could also be downsized and/or light weighted which would further reduce the weight of the overall vehicle and in turn increase fuel economy, decrease undesirable emissions, and decrease cost.

It is an object of the present invention to provide a vehicle which is lighter in weight than known comparable vehicles today. It is another object of the present invention to provide an automobile or vehicle body which is made from one or more types of conventional materials and has a lighter weight than known designs.

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2 It is a further object of the present invention to provide

automotive and vehicle bodies-in-white which are lighter in weight than those known today and still meet satisfactory standards of structural integrity, crash worthiness and dura bility. It is still another object of the present invention to provide an improved process and system for designing light-weight vehicle bodies.

It is a still further object of the present invention to provide an improved light-weight vehicle or automobile body which has improved structural components and con binations thereof. It is another object of the present invention to provide a vehicle or automobile body which has improved A-pillar and rear deck constructions.

It is a further object of the present invention to provide a reduced weight body-in-white preferably made from steel materials and which meets satisfactory structural and func tional performance standards.

These and other objects, purposes and advantages of the present invention will become apparent from the following description thereof, when viewed in accordance with the attached drawings and appended claims.


The present invention includes an improved system and process for designing an automobile or vehicle body which has a substantial weight-savings over comparable known automobile and vehicle bodies. A total vehicle analysis or holistic design approach is utilized. The complete structure is examined and localized rigidity deficiencies are improved with redesign. With the rigidity deficiencies solved, weight is taken out of the total system, leaving strength and weight where it is needed and removing it where it is not needed. The invention provides satisfactory structural efficiency and rigidity at the lowest possible weight for the vehicle body.

Certainstructural performance targets are first selected for the light-weight vehicle body. These targets include the mass (weight) of the body, as well as static torsion, static bending and first mode of vibration (frequency). The type of material used for the vehicle body is also selected, such as steel, aluminum, plastic, composites, etc. Based on the specified structural performance targets, a

computerized finite element beam model analysis is carried out to secure locations and cross-sections of performance for each of the components of the vehicle and utilizing the selected materials. A body-in-white is then developed from the data secured in the beam model analysis. From this a finite element shell model is created as a working tool and analyzed. Loads are applied to the shell model, including static torsion, static bending, front unit crash load, rear unit crash load and free-free normal mode. The global body modes also are examined and design sensitivity analysis is performed. From this analysis, the joints, optimum gauges of the material and the manufacturing processes for the various body parts to achieve a minimum mass of the body are then selected. The design of the vehicle is then analyzed and compared

with other design approaches by considering the structural efficiency stiffness per unit mass, displacement plots along the length of the body (static torsion and bending), stress and strain contour plots, and deformed shape plots on normal mode analysis. Based on the sensitivity and gauge optimization analyses,

and taking into account practical limits for size and thick ness of the selected materials, a proposed optimum body in-white is selected to meet the structural performance targets. From the analysis, body components and joints are

5,729.463 3

redesigned where necessary and strengthened-or reduced in weight where appropriate. Also, the light-weightbody can include parts made from different types of materials and produced by different manufacturing processes. The body can also include parts made of the same materials, but made with different manufacturing processes. Once the BIW is found to meet the structural performance

targets, a crash model is created and analyzed through various computerized simulated crash tests. The crash model is redesigned and modified until satisfactory crash require ments are met. A final structural analysis is subsequently carried out and revisions are made to the model or design where necessary and/or appropriate. From this process, a final low-weight body-in-white design which meets the prespecified load and manufacturing requirements is achieved.

In accordance with the present invention, depending on the materials used for the body-in-white components, the manufacturing steps and processes for each of the compo nents are selected. The steps and processes for assembling all of the components together to form the BIW are also selected. If the body-in-white is made from steel materials, then the type and strength of the steel for the components is selected, as well as the process for manufacture of each of the components (e.g. stamped, roll-formed, hot-formed, tailor blanked, hydroformed, etc.). The processes for completion and assembly of the various components are also selected, such as spot-welding, laser-welding, etc. The A-pillar construction can be strengthened by passing

the dash cowl member through the A-pillar. Also, the package tray can be strengthened by providing a combina tion of a hydroformed pass-through beam and a roll-formed cross-member, together with a strengthened support on the rear shock tower. With the present invention, a highly rigid body with

minimal mass is created. The competing requirements of safety (crash worthiness), rigidity, cost and weight reduction are balanced and new and improved bodies-in-white for automotive and other vehicles are created. The bodies-in white have tight packages with minimal outer space and maximum internal usable space, and meet customer and manufacturer needs of comfort, manufacturing efficiency, fuel efficiency, and safety.

In addition, the techniques used for manufacture and assembly of the body-in-white and its components are preferably those in use today, or which are in the process of being developed. In this manner, the invention can have immediate use and application and the benefits thereof can be promptly provided to and secured by manufacturers, their customers. and other members of the public.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a body-in-white made in accordance with the present invention;

FIG. 2 is a flow diagram illustrating the preferred process and system in accordance with the present invention;

FIG. 3 depicts a beam model made in accordance with a beam model analysis in accordance with the present inven tion;

FIG. 4 is a flow diagram of a shell model analysis in accordance with the present invention;

FIG. 5 illustrates a static torsion rigidity test; FIG. 6 illustrates a static bending rigidity test; FIG. 7 illustrates a shell model made in accordance with

the present invention;

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4 FIG. 8 is an exploded view of a body-in-white developed

in accordance with the present invention; FIG. 9 is a cross-sectional view of a body-in-white made

in accordance with the present invention; FIG. 10 illustrates a side roof rail for use with the present

invention; FIG. 11 illustrates an upper fender rail for use in accor

dance with the present invention; FIG. 12 illustrates a pass-through beam for use in accor

dance with the present invention; FIG. 13 illustrates a package tray structure for use in

accordance with the present invention; FIG. 14 illustrates a torsional sensitivity displacement

plot of torsional angle for a typical vehicle body; FIG. 15 illustrates a torsional sensitivity displacement

plot of torsional angle for a vehicle body made in accordance with the present invention;

FIG. 16 illustrates a bending sensitivity displacement plot of bending displacement for a typical vehicle body;

FIG. 17 illustrates a bending sensitivity displacement plot of bending displacement for a vehicle body made in accor dance with the present invention;

FIG. 18 illustrates an A-pillar joint assembly made in accordance with the present invention;

FIGS. 19 and 20 are cross-sectional views of the A-pillar joint assembly shown in FIG. 18, the cross sections being taken along lines 19-19 and 20-20, respectively, in FIG. 18 and in the direction of the arrows;

FIG. 21 is an exploded view of another embodiment of a body-in-white developed in accordance with the present invention;

FIG. 22 depicts the weld bonding feature utilized on the inventive body-in-white;

FIGS. 23A and 23B compare the use of stamped fender rail components and hydroformed fender rail components. respectively;

FIGS. 24-34 illustrate the steps for assembly of the present inventive body-in-white; and

FIG. 35 illustrates an exploded view of a preferred body-in-white embodiment developed in accordance with the present invention.

BEST MODE FOR CARRYING OUT THE INVENTION

The present invention pertains generally to the reduction of weight in a vehicle or automotive body and more par ticularly to a lighter-weight body-in-white (BIW) structure for a vehicle or automobile. The present invention can be used with any metal, synthetic or composite materials, but preferably utilizes steel due to its proven advantages, such as low cost, excellent manufacturability, recyclability and crash energy management capability. The system uses a total vehicle analysis, that is a holistic

design approach. The complete structure is examined to see where localized stiffness deficiencies could be improved with redesign, even by adding weight. With body-in-white stiffness deficiencies satisfied, weight is then taken out from the total system, leaving strength and weight where it is needed and removing it where it is not needed. The present invention was developed in association with

the development of a five passenger four-door sedan, but the same process could be utilized relative to any style or type of vehicle or automotive body. Also, for convenience, the

5,729.463 5

term "vehicle body" herein will be used in place of the longer phrase "automotive and vehicle body", and refers to any automotive, truck or other vehicle body. The invention, as disclosed and described herein, is

particularly related to the design and development of a light-weight body-in-white for a five passenger four-door sedan. Vehicles of this type on the market today include the Ford Taurus, Mazda 929, Honda Accord, Chevrolet Lumina, Accura Legend, Lexus LS400, Toyota Cressida, Mercedes 190E and the BMW '5' Series. In addition, certain structural performance targets were selected for the new light-weight vehicle body. These targets included a certain mass or weight, certain static torsion and bending standards, and certain modes of vibration (frequency). A representative body-in-white configuration is shown in

FIG. 1 and designated by the reference numeral 10. The body-in-white includes all of the major structural compo nents of the vehicle body, but does not include any of the hardware, doors, glass, engine and power train, wheels, hood, trunk lid, bumpers and other internal or external accessories. The body-in-white includes the roof 12, framing side 14,

underbody 16, front end 18, floor member 20 and rear end 22. More specifically, the body-in-white also includes the A-pillar members 24, front dash cowl member 26, front shock towers 28, rear shock towers 30, rocker members 32, roof rail members 34, B-pillar members 36, C-pillar mem bers 38, front end member 40, front upper rail member 42, and the like. A flow chart which sets forth the basic components of the

inventive system and process in accordance with the present invention is shown in FIG, 2. As indicated, the structural performance targets 50 are first selected. Thereafter, a com puterized finite element beam model analysis 52 is per formed and a body-in-white 54 is designed.

Thereafter finite element shell model 56 is created and the material gauges (thicknesses) 58 and their appropriate manufacturing processes 60 are selected in accordance with the shell model. An analysis 62 is also made to determine if the shell model meets the selected structural performance targets. The decision box relative to this analysis is refer enced by the numeral 63. If the structural targets are met, then a candidate for the final design has been obtained and it is subjected to crash analysis. This step is represented by the arrow 64 and the word "YES". At that point a crash model 66 is created. However, as is the case with most developmental

processes, the desired structural performance targets are not met initially and the shell model is modified and redesigned. This is shown by arrow 68 and box 70. The shell model is redesigned and modified, new material gauges 58 and manu facturing processes 60 are selected for the new parameters, and the structural performance analysis 62 is repeated. If necessary, the process is repeated several times before the targets are met and the BIW is subjected to the crash analysis. Once the crash model 66 is created, a crash model

analysis 72 is carried out. That analysis involves the com puterized simulated performance of several crash tests, as described below.

If the crash requirements are met, as shown by decision box 76, then a final structural analysis 74 is carried out. If the crash requirements are not met, then the crash model analy sis is modified and redesigned. This is shown by box. 78. Once the crash model is redesigned and modified, the crash analysis 72 is performed again. If necessary, the crash

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6 process is repeated several times before the targets are met and the BIW is subjected to the final structural analysis 74.

During the final structural analysis, it is determined whether the body-in-white meets all of the structural per formance targets. This is shown by decision box 80. If the structural performance targets are not met, then the crash model is again modified or redesigned, as shown by box. 78, and the crash model analysis 72 is repeated. Once the body-in-white is determined to meet the struc

tural performance targets, as shown by decision box 80, then the final design 82 has been obtained. A typical finite element beam model design 53 created by

a computerized beam model analysis is shown in FIG.3. The beam model design and analysis defines the basic architec ture for the vehicle body and is dependent on the material selected. The section properties for each beam are deter mined to maximize the structural performance of the design concept utilizing the selected material or materials. The computer software used for the beam model 30 and

shell model analyses is CSA/NASTRAN, which is run on IBM computer hardware, although any comparable com puter software and hardware can be used. The various structural performance targets and specifications are loaded into the program and the computer specifies the initial architecture. Thereafter numerous revisions and iterations are made to take into account various load and stress factors until a suitable model is created. The models were created from CAD line data, which

included sections through each part every 100 mm. The model consisted of over 37,000 total elements and over 35,000 nodes for a half model. Element breakdown was as follows: CQUAD4 31.659, CTRIA3 2.259, CBAR 2,586. CELAS2324 and RBE2 778. For element quality, the maximum warpage was 10, the maximum aspect ratio was 10:1. the minimum interior angle CQUAD4 was 30°, the CTRIA was 10°, and the maximum skew was 45. Other comparable models could be created and utilized in accor dance with the present invention. The structural performance requirements are selected to

secure a desired structural integrity for the vehicle as well as desired crash-worthiness, rigidity and durability. The main structural parts for the body-in-white are the front and rear shock towers, front rails, rear rails, rocker panel members. A-, B- and C-pillar members, cross dash panel member, front roof rail member, rear roof rail member, side roof rail member and hinge pillar member. The mass of the benchmarked vehicles is adjusted in

accordance with the projected areas and usable volumes of these vehicles. The wheelbase of the target vehicle is also selected so that the requisite stiffness analysis can be made. Other factors taken into account in the design include the overall length and width of the body, front and rear head room, front and rear leg room, front and rear shoulder room, cargo volume, type of engine and drive train to be used with the vehicle, as well as the projected number of passengers. A conceptual beam model, such as that shown in FIG. 3,

is designed and constructed from the data secured from the beam structural performance data imputed into the computer program. The beam model analysis provides the locations and dimensions of the various components for the body-in white. This analysis defines inertias and provides an indi cation of the cross-section performance for each component. The beam model is a computerized 3-D rigidity represen tation of the main body structure in accordance with the imputed data. A body-in-white is then developed from the data devel

oped from the beam model analysis. The inertia data facili

5,729.463 7

tates the development of a mathematical design based on that data. The cross-section of each of the parts is designed to meet the inertia data.

In the design of the body-in-white, several design con cepts of body styles are investigated to determine which is the most suitable for the particular vehicle and vehicle body under consideration. The design concepts include space frame, full frame, unibody, and hydroform intensive body structure. The space frame design approach utilizes tubular framing components, and is similar to the construction of race cars. The full frame body design is in use today for several heavy automobiles, as well as for trucks and similar vehicles. The unibody design approach typically utilizes all metal stamped parts and is in popular use for numerous vehicles today. The hydroform intensive body design approach utilizes as many hydroformed components as possible. Some hydroformed components are in use in vehicles today, but few if any are used as structural com ponents.

Each of these body design concepts are analyzed with respect to beam and shell models that are created by com puter analysis. Each body-in-white designed in accordance with a particular concept is analyzed to determine whether it meets the structural performance targets. If the targets are not met, the shell model and BIW are revised and modified as necessary in order to determine if the design concept can achieve the structural performance targets. Bodies made from a combination of these conventional design concepts also are investigated and analyzed to determine which concept or combination is the closest to or which has the most possibilities of meeting the targets. For combination designs, various parts and components of the vehicle body are provided from different design concepts. Based on an analysis in accordance with the present

invention, it has been found that with steel materials, a combination of unibody and hydroform intensive design concepts achieves the best results. The basic components of a shell model analysis are shown

in FIG. 4. In the shell model analysis, five different load cases preferably are applied in order to secure requisite data. These applied load cases include static torsion, static bending, front unit crash load, rear unit crash load, and free-free normal mode. The step of applying load cases is referenced by the numeral 84 in FIG. 4. The shell model analysis also includes a design sensitivity analysis 86, gauge optimization 88, global body mode analysis 90, and body in-white mass analysis 92.

For the static torsional rigidity test, a theoretical torsional test jig 94, as shown in FIG. 5 is utilized with the computer software. The conceptual body-in-white without doors, deck lids, closures, fenders or fascias, is analyzed as it would be attached to the test jig 94 at the front and rear shock towers. A torque is applied to the front shocktowers as shown by the force F and the vertical deflection is measured on the right and left side of the BIW relative to the longitudinal mem bers. From this, the torsional displacement and the first derivation of the torsional displacement are secured.

For the static bending rigidity test, a bending test jig of the type 96 shown in FIG. 6 is utilized in the computer analysis. The body-in-white is theoretically attached to the test jig at the front and rear shock towers and a load is applied equally distributed to the location of the front and rear seats 98 and 99. respectively. The loads are shown by references F. The vertical deflection is measured on the left and right sides of the BIW relative to the longitudinal members. From this test, the bending displacement and the first derivation of the bending displacement are calculated.

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8 A typical or representative shell model is shown, for

example, in FIG.7 and referenced by the numeral 100. In the shell model, the actual parts of the vehicle are represented and a finite element model is created. As part of the shell model analysis, the optimum gauges (thickness) for all of the materials and parts is theoretically calculated. This is shown by step 88 in FIG. 4. The software has an automated gauge optimization program which calculates and selects the opti mum gauge of material for each of the parts. Of course, throughout this theoretical and computer

analysis, it is also necessary to take into account practical limits for the various locations and dimensions of the parts. For example, it is known that steel material for certain parts of a vehicle body should not be less than 0.65 millimeters in thickness. As a result, certain practical limitations and standards are loaded into the computer program and used thereafter as a basis for determining the size, shape, thick ness and location for the shell model created.

In the gauge optimization process, the optimum gauge thickness of the materials for the body parts are selected. This provides an optimum minimum gauge and optimum maximum gauge for each part in accordance with the total vehicle body. The gauge is selected in order to maintain the requisite rigidity of the body relative to torsion and bending based on the data secured from the static torsion and bending load cases. The design sensitivity analysis ("DSA") shown in box 86

in FIG. 4 is utilized to provide a statistical analysis of the strong and weak parts and joints of the theoretical body-in white. The data secured from the static bending and torsion tests, as well as the crash loads, determine where the weak parts of the vehicle body are and thus which need to be strengthened or redesigned to meet the applicable pre specified criteria. Also during the shell model analysis, the global body

modes are determined for the theoretical vehicle body. The vibration modes as specified in Hertz (Hz) are established for the various parts of the body, as well as a total body mode for the entire body. In this regard, it is advantageous to have a high frequency for the global body mode. A body which is more rigid and has less mass than other bodies will have a higher global body mode.

Other post-processing and comparisons are made on the theoretical body-in-white. Stress contour plots, displace ment plots and modal animations are used to assess struc tural performance and improve structural design by high lighting problem areas which are then refined in the design. In this regard, the structural efficiency stiffness per unit mass (C/kg) is reviewed. The displacement plots are calculated along the length of the body-in-white from the static torsion and bending analysis. Contour plots are made of stress and strain of the body-in-white. In addition. deformed shape plots are made on the normal mode analysis. These and the other analysis are used to compare the design proposal to the targets, as well as other design proposals which may be in consideration. As shown in FIG. 2, once a shell model 56 is created, the

material gauges and manufacturing processing techniques are selected for that model. The gauges and processing techniques selected will depend on the materials selected for use in the vehicle body. The thicknesses of materials and manufacturing techniques are significantly different for plas tic and composite materials than they are for metal materials, and there also are differences depending on whether alumi num or steel is selected as the metal material. For example, with steel materials, the steel for the components could be

5,729.463

selected from any of the following: mild steel, IF-steel, high strength steel (CR), high strength steel (HR), bake hardening steel, dual-phase steel, trip steel, hot-forming steel, and laminated steel. As for possible processing techniques, several conven

tional processes are available for manufacturing the parts for the body-in-white if steel materials are utilized. For example, the steel components could be prepared by con ventional deep drawing, by improved formability, roll forming, hydro-forming, tailored blanking, multi-stage stamping, hot stamping, or thin wall vacuum casting. In addition, the processing techniques to be considered include various methods for joining the various metal parts together. These processing techniques include resistance spot welding, arc welding, laser welding, weld bonding, adhesive bondings and mechanical joining. Conventional manufac turing and assembly processes are also available for pro duction of aluminum, composite and plastic parts.

Metal parts made from hydro-forming techniques provide parts with good dimensional control and which are light in weight. The hydro-formed parts have better tolerances and less weight than comparable stamped metal parts. With hydro-formed parts, as opposed to stamped metal parts, the flanges are eliminated around the perimeter or in the joints between the portions of the final parts. Hydro-forming also provides less tooling sets, less assembly costs, greater mate rial efficiency due to less wall thickness reduction and additional work hardening effect. Hydro-formed parts made from DDQ-steel can be utilized for this purpose. The hydro formed parts can be laser welded or single-side spot welded to the other metal parts in the vehicle body. The hydro formed parts could also be adhesively bonded or arc welded where appropriate.

Due to their advantages, hydro-formed parts are suitable for use in several places in a vehicle body. Parts made from hydro-forming techniques can include, for example, the two front fender support rails, the two side roof rails, and the pass-through beam which is utilized adjacent the package tray or rear deck. Depending on the styling of the vehicle, other parts could also be hydroformed. From the design analysis, it is possible to provide certain

portions of the vehicle body from laminate or sandwich shear panels. These are areas of the vehicle body which are flat or slightly curved and thus are suitable for use with lightweight metal/plastic laminates or ultra-thin steel sand wiches. Areas on the vehicle body which are suitable for use with these parts include the dash panel inserts, portions of the floor pan, and the spare tire wheel well. One satisfactory laminate material comprises a polypro

pylene core sandwiched between two thin outer sheets of steel. It has been shown that a 0.76 mm thick core of polypropylene covered on either side by a 0.12 mm thick DDQ steel panel has the equivalent mechanical properties of performance of a solid sheet of steel which is 0.7 mm thick. The weight of such laminate material is on the order of 2.57 kg/m. The polypropylene core of the laminate acts as a spacer between the two outer sheets keeping the outer surfaces away from the neutral axis when a bending load is applied to the laminate sheet. For lightweight applications the thickness of the steel skins could be in the range of 0.10 to 0.2 mm, while the core thickness could be as thin as 0.5

Lightweight laminate or sandwich components have the advantage that they are substantially as formable as some metal materials made from other processes and have densi ties which are only about one-third of steel with equivalent

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10 performance. The laminated or sandwich parts are riveted to adjacent parts, since laminated and sandwich parts are typically not weldable.

Hot stamping or forming is in use today by many car manufacturers. Components made by this process are com puter controlled and nearly fully automated. The metal parts are stamped or deep drawn while hot and then cooled quickly which quenches and strengthens the parts. Hot forming results in a lighter component for the same perfor mance (or a stronger component for the same weight). Hot forming techniques are suitable for use in several areas of the body-in-white, such as front shocktower reinforcements. front floor cross members, and door intrusion beams.

Tailor blanking (or tailored weld blanking) produces panels or sheets of combinations of various metal material grades, coatings and/or thicknesses. The pieces of metal material of different thicknesses, grades and the like are welded together and then stamped or otherwise formed into the finished component. The tailor blanking process pro vides strength where it is needed in the body-in-white, yet allows the reduction of weight or reduction of costs for the remainder of the component or part in other areas. Providing parts in the BIW formed by the tailor blanking process can provide a reduction of significant mass in the vehicle body. The tailor blanking process is suitable for use in many

areas of the body-in-white. These areas include cross members, rails, doors with integrated reinforcements in the hinge area, wheel houses with reinforcement or integrated shock towers, floor pans with integrated tunnel region, multipiece door opening panels and shock towers with integrated reinforcements.

Roll forming is a process which produces a part by passing it through a series of rollers to progressively form the final size and shape of the part. Roll-formed parts are lighter in weight than stamped parts, and eliminate flanges. Roll-formed parts are suitable for use in several areas of the BTW, predominantly in the cross-member for the package tray (rear deck). The reduction of part weight and the integration of parts

also results in a reduction of manufacturing tools and subsequent production steps, both of which lead to improved productivity with lower capital investment. The reduction of parts also simplifies the logistics and increases accuracy of components and subassemblies. The integration of reinforcements, which eliminates lap joints, improves the corrosion behavior of the components. Cost may also be reduced by eliminating the sealer application and com pounds required in many overlapped areas. Not only does this mean a smaller work load, but it has advantages in the later recycling process. An exploded view showing the parts of a light-weight

steel vehicle body (BIW) embodiment designed in accor dance with the present invention is shown in FIG. 8. The body-in-white 10 includes, for example, right and left fender support rails 110 and 112, respectively, dash panel insert 114, right and left side roof rails 116 and 118, respectively, centerfront floor pan 120, pass-through beam 122, a pack age tray cross-member 124, and spare tire wheel well 126. Other components are identified more precisely below when the assembly sequencing and processing is explained. A cross-sectional view of a body-in-white 10 made in

accordance with the present invention is shown in FIG. 9. The front fender support rail 110, side roof rail 116, and pass-through beam 122, all made by a hydro-forming process, are specifically identified in FIG. 9. In addition, parts made of laminate or sandwich steel material, such as

5,729.463 11

the dash panel insert 114, center front floor pan 120 and spare tire wheel well 126, are shown. The package tray cross-member 124, made by roll-forming techniques is also identified. Many other parts are made by hot forming and tailor blanking while others are made by conventional stamping operations.

Side roof rails of the vehicle body made by a hydro forming process establish a strong connection between the A-pillars, B-pillars, rear roof headers, corner panels (inner and outer), rear shock towers and rear rails. The shape and size of the side roof rail varies according to its function in several areas. As shown in FIG. 10, the cross-sectional size and shape of the roof rail 116 at various points along its length are shown by cross-sectional diagrams A-J. The structure of the upper fender support rail 110 (upper

apron rail) is shown in FIG. 11. The cross-sectional sizes and shapes at various points along the length of the rail 110 are shown in cross-sectional diagrams A-C in FIG. 11. The advantages of hydro-forming are particularly evident in the upper fender supportrail. It is a one-piece part and elongated axially extending flanges can be eliminated. The closed cross-section improves the overall performance of the front end of the vehicle and provides a larger, stronger part. A comparison of stamped and hydroformed fender sup

port rails is shown in FIGS. 23A and 23B. In FIG. 23A, a conventional stamped fender support rail 110' is shown in combination with the vehicle hood 101", fender 103' and shock tower 105'. The tire clearance 107" is also indicated FIG. 235 shows the same components, but assembled with a hydroformed front rail 110.

In typical hydro-forming processing techniques, the cross-sectional size is not enlarged more than 10 per cent (10%) over the original size of the tube. However, with the upper rail shown in FIG. 11, it is possible to increase the cross-sectional shape from cross-section. A to cross-section C more than 20 per cent (20%).

FIG. 12 illustrates the structure of the pass-through beam 122, while FIG. 13 shows the function and position of the pass-through beam 122 in combination with the package tray cross-member 124, the upper package tray 125, the lower package tray 127, the side roof rail 116, the rear shock tower 131 and the rear rail 133. The pass-through brace 122 provides torsional stiffness for the vehicle body. The cross-sectional sizes and shapes of the pass-through

beam 122 at various portions along its length as formed by the hydro-forming process are shown in diagrams A-C in FIG. 12. In the alternative, beam 122 could also be a bended tubular member. The pass-through beam 122 is assembled to a mounting

plate 121 which in turn is mounted to the rear shock tower 131. As shown in FIG. 13, the combination of the pass through beam 122, package tray cross-member 124, side roof rail 116, mounting plate 121 and rear shock tower 131 mounted on the rear rail 133 provides a beneficial improve ment over known designs. With this vehicle body, the weight and forces imposed on the side roofrail are taken up directly by the shock tower in the rear rail. This configuration provides high rigidity in this area and contributes to the overall torsional rigidity of the vehicle body.

It is also preferable to provide other parts of the body in-white from material other than stamped material. For example, the two front seat reinforcements 115 and the two front shock tower reinforcements 117 (both shown in FIG. 8), can be made from hot-formed metal, that is metal parts made by a hot-forming process. Hot forming techniques are used to produce these parts because it keeps the weight of

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12 the parts to a minimum while at the same time provides higher strength parts for use in these high-stress areas. Hot forming techniques have several advantages and are avail able from Plannja Hardtech in Sweden. The hot-formed materials have very good formability, better tolerance con trol (since there is no spring back) and can be tailor blanked. Hot-forming techniques also produce metal parts that have high-tensile strength, reasonable elongation, high fatigue strength, durability, little spring back or distortion, good formability, weldability due to low carbon content, and production feasibility under high volume production condi tions.

In the vehicle body, preferably the entire front floor panel 200 is pre-assembled. The front floor panel assembly 200, as shown in FIG. 8, includes right and left front floor outer stamped metal panels 201 and 202, respectively, and center front floorpan 120 made from a laminate material. Also, the front seat reinforcements 115 are positioned on the floor panel. The two outer floor side members are riveted and bonded to the center front floor pan, as are the seat rein forcements. The seat reinforcements are also spot welded to the two front floor outer members 201 and 202. It is also possible to provide other embodiments or versions of a front floor panel assembly with the laminated portion being situated in other areas.

The dash panel insert 114 is preferably made of a lami nated material and is screwed (or riveted) and bonded to dash panel member 204 in the front engine compartment of the vehicle. The dash panel insert 114 also has opening 113 for positioning of the steering column mechanism (not shown). The spare tire wheel well 126 (spare tire tub) is also made

from a laminated material and is riveted and bonded to mating parts of the vehicle body, such as lower back panels 205 and 206. These parts are also shown in FIG. 8.

Vehicle bodies made of steel materials in accordance with the present invention have been shown to substantially meet satisfactory structural targets. For example, one designed body-in-white vehicle body made of steel components was shown to have a torsional rigidity on the order of 19000 Nm/deg, a bending rigidity on the order of 12500 N/mm. a mass (excluding glass) or weight of 205 kg and a first mode of vibration of over 50 Hz. These results are well above those known for comparable existing five-passenger, four door sedans as described above. The improvement in torsion sensitivity by use of the

present invention is shown by a comparison of FIG. 14 with FIG. 15. FIG. 14 illustrates the displacement plot 130 of the torsional sensitivity for a typical vehicle body. The displace ment plot for the torsion sensitivity of the torsional angle for a vehicle body designed accordance with the present inven tion is shown in FIG. 15. A comparison of FIGS. 14 and 15 shows that there is less discontinuity of the torsional angle at the front and rear rails where they are joined to the rocker panels with the vehicle designed and produced in accor dance with the present invention. This indicates that there is better load transfer and less stress at those joints with the present invention. The advantages of the present invention are also evident

from a review of the bending displacement analysis. This is shown in FIGS. 16 and 17. FIG. 16 shows a representative bending sensitivity displacement plot 134 of a vehicle body made in accordance with conventional design concepts. As shown in FIG. 17, the bending sensitivity displacement plot 136 of a vehicle body design made in accordance with the present invention contains much smoother curves.

5,729,463 13

An enlarged view of the preferred joint structure 138 between the A-pillar member 24, dash cowl member 26 and front fender upper supportrail member 42 is shown in FIG. 18. Cross-sectional views through the joint structure 138 are shown in FGS. 19 and 20. A better stress distribution over a wider area, an increase in rigidity, and an improvement of resistance in the bending loads are achieved by the unique joint structure 138. The dash cowl member 26 passes entirely through the A-pillar member 24 and front fender rail member 42 to the outside of the vehicle body 10, leaving a hole or opening 140. This is in contrast to existing vehicle bodies in which the A-pillar member and door pillar member essentially comprise a solid integrated member and the dash cowl member is joined or welded to the inside surface thereof. The opening 140 also provides access to allow welding of the members 24 and 26 along their end flanges 25 and 27, as shown in FIGS. 19 and 20.

In accordance with the present invention, it is preferred to provide a number of the parts for the vehicle body (BTW) made from a tailored blanking process. For one embodiment of the invention, these parts are shown in FIG. 21 and the BIW is generally referred to by the reference numeral 300. Tailor blanking parts have numerous advantages, since they eliminate reinforcements, consolidate separate parts, and require less sub-assembly welding. The tailor blanked parts may include, for example, the right and left front outer rail members 301 and 302, respectively, the right and left inner front rail members 303 and 304, respectively, the right and left front wheel house members 305 and 306, respectively, the right and left A-pillar outer panel members 307 and 308, respectively, the B-pillar inner and outer right and left members 309,310,311 and 312, the right and left inner and outer rocker panel members 313,314,315 and 316, the right and left inner quarter panel members 317 and 318, respectively, and the right and left inner and outer rear rail members 319, 320, 321 and 322. Tailored blanking also provides reduction of deep drawing tools, savings in assem bly costs, less tolerances for sub-assemblies, better fatigue strength of welded areas in contrast with spot welding, and savings of sealing material, as well as greater weight savings potential. Some of the remaining components and members of the

body-in-white 300 shown in FIG. 21 are preferably made from the materials and with the processes described above with reference to FIG. 8, and the remainder are made from conventional stamped steel materials.

It was found from the analysis described above, that vehicle bodies made from steel or laminate materials and utilizing a combination of unibody and hydroform intensive design concepts met satisfactory structural and functional performance targets. Vehicle bodies made entirely from space frame, unibody, hydroform intensive or full frame design concepts were insufficient to meet the appropriate goals. A vehicle body basically using a unibody approach. but with numerous components made from hydroformed, laminate, roll-forming, tailor blanking, and hot-forming as described above, when combined together met the perfor mance targets. The resultant vehicle body reduced the weight on the order of 20% or more over comparable steel bodies designed by conventional means.

Also, as stated above, a reduction of the weight of the body-in-white should lead to a further significant reduction in overall weight of the finished vehicle. With a lighter vehicle body frame, numerous other components can be made with less mass or weight, such as the engine, brakes, suspension, wheels, transmission, and the like. Reductions in weight not only lead to better fuel economy and emissions

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14 control, but also reduce the cost of manufacture and the resultant retail cost to consumers. The body-in-white is designed to meet structural perfor

mance targets as mentioned above and it is also designed to meet certain functional performance targets. These func tional performance targets include the overall package, crash analysis, and assembly for mass production. In this regard, mass production is assumed to mean the production of more than 100,000 vehicle bodies on an annual basis. The functional performance targets with respect to the

package, include the wheel base, interior room, weight and the like as described above. These considerations are also taken into account during the structural performance design aspects.

For the crash analysis, selected tests were performed to verify that the vehicle body as designed met the targets of performance and functionality. In particular, the analytical crash testing involved a simulated front crash test, rear crash test, roof crush test, and side impact test. It is also possible to simulate other crash tests, such as off-center crash tests. and incorporate the resulting data into the analysis. The crash testing was accomplished by computer simulation using Cray computers and Livermore LS DYNA3D software, although other suitable software and hardware could be utilized. A high level of detail of the surfaces, welding and mounting locations was imputed in order to provide the best possible resolution required to describe the crash events. The LSDYNA3D model utilized over 600,000 degrees of freedom and provided a satisfactory computer structural analysis. The Livermore software LS DYNA3D is a non-linear,

explicit analysis software. The software reviews the stress and strains in all parts of the vehicle body in both elastic and non-elastic areas. A supercomputer was used to analyze the results of the analysis. In particular, Cray EL 98 and Cray C-90 supercomputers were utilized. The analysis used 250 megabytes of RAM and produced 10 gigabytes of data output.

In the crash testing, certain assessment parameters were established. It was desired that a uniform load be created during the crash tests and that the load be carried throughout the vehicle, that is throughout every weld, component and the like. The crash pulse was set to be 0.1 seconds to a full stop. A progressive crush of the vehicle was desired with all parts being crushed in sequence from the crash test. In stack-up, the rigid bodies in the vehicle were designed to limit the crush and provide component integrity. The door openings were designed so that they would not be deformed sufficiently, but would still allow doors to be opened after a crash impact. The size and shape of the passenger compartment, as well as the toe pan displacement, were also designed to remain substantially intact throughout the crash analysis. In general, the vehicle body was designed for occupant protection so that the occupants could be removed from the crushed vehicle without too much difficulty after the crash. As a result of the crash tests, certain components of the

vehicle body design were modified or strengthened. In this regard, the rocker and joint members were modified slightly in order to obtain a smooth, progressive crushing of the vehicle. Reinforcements were also added where necessary. An annular groove 240 was also added to the front upper rail members 42, as shown in FIG. 18, in order to direct the buckling of the rail member in the crash tests in a progres sive manner with the other components. The front crash analysis was set up to duplicate a 35 mile

per hour (55 km/hr) test designed by the National Highway

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and Traffic Safety Association. In the front crash test, the crash pulse, peak loads, and overall crush space and defor mation were analyzed. The roof crush analysis was based on United States

Federal Motor Vehicle Safety Standard FMVSS 216. This requirement is designed to protect the occupants in the event of a roll-over accident. The roof deformation was limited to five inches (127 mm) of crush and the roof structure was designed to support 5,000 pounds. Under the federal standards, the roof structure support must support 1.5 times the vehicle weight or 5,000 pounds, whichever is less. The design requirement in the test for roof crush in accordance with the present invention was set at the upper limit of 5,000 pounds peak crush load. This allows future platforms to vary the total mass of the vehicle and still meet the United States federal roof crush requirement. In the roof crush test, the assessment parameters considered were peakloads and force versus displacement.

For the rear crash tests, the analysis was based on United States Rear Moving Barrier Test FMVSS 301. The test specifically addresses fuel system integrity during a rear impact. The structural integrity of the vehicle, as well as the deformation of the passenger compartment volume, were addressed in this crash test. The assessment parameters for the rear crash analysis were peak loads, overall crush space and deformation, and fuel system integrity. The conditions for the side impact crash analysis were

based on the European Side Moving Barrier Test. The European test addresses injury criterion based on displace ment data gathered from EUROSID side impact crash dummies. Assessment parameters reviewed from the side impact analysis were the overall post-crash structural integ rity and possible passenger compartment intrusion. As indicated in FIG. 2, after the crash test model 66 is

created, it is analyzed by computer simulation at step 72. If the crash test requirements are met, as shown in decision box 76, then a final structural analysis 74 is carried out. If the crash requirements are not met, then the crash model design is modified and redesigned, as shown by box. 78.

In this regard, in the model designed from steel materials, as described above, several changes were made as a result of the crash analysis. These changes include removal of a flange in the front skirt area and adding it at a different location. The package for the upper component was also reduced in size and optimized for better assembly. The lower back panel side component was modified slightly in order to better compensate for the tolerances throughout the length of the car. Some of the front floor reinforcements for the front seat were also deleted. (Compare FIG. 35 with FIG. 21.) Further, the door frame at the B-pillar member was rede signed; four parts were combined into a one-piece body side outer member which provided better tolerance control and deleted several welding steps and processing. In addition, the lower back panel reinforcement was extended under the rear taillights. This reduced weight, but kept the necessary strength and rigidity. Three kinds of steel materials were used in the preferred

vehicle body, including mild steel, high strength steel, and laminated steel. Tailor blanking was utilized in several portions of the vehicle body in order to meet the crash standards. Several portions of the components were upgraded to make them stronger, while other portions were downgraded to reduce mass and weight where possible.

After several reiterations and modifications of the crash model, the final structural analysis as shown in box. 74 was completed and the vehicle body was deemed to meet the structural performance targets shown in box 80.

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16 Other functional requirements for the vehicle body

include manufacturing processing and assembly techniques. In this regard, as indicated above, laser welding techniques were utilized for the hydroformed components. Since hydro formed components are only accessible for welding from one side, laser welding is preferably utilized to attach the hydroformed components to adjacent components of the vehicle body. One sided spot welding could also be utilized. The laser welding can be conducted with a Nd:YAG laser,

although other suitable laser welding equipment can be utilized. There are several models and suppliers of YAG lasers on the market, such as Rofin Sinar in Hamburg, Germany.

In order to improve the bending rigidity of the vehicle body and thus allow reduction of mass in other parts and components, it is preferred that the body side outer panels be weld bonded to the body structure. In weld bonding, a structural adhesive is applied to the weld flanges prior to installation and spot welding in the framing assembly sequence. The preferred areas for weld bonding and appli cation of adhesive are shown in FIG.22 and indicated by the reference numeral 142. Gaps 144 and 146 along the upper roof rail as shown in FIG. 22 are provided in order to effectively laser weld the side panels to the hydroform roof rail components 116 and 118.

It was found that weld bonding improves the durability for the vehicle body, increases the torsional rigidity over 1% and increases the bending rigidity by approximately 8%.

In the design of the vehicle body, it is also necessary to take into account the final assembly of the various parts and components. For mass produced vehicles in particular, it is necessary to have an assembly process and sequence which is susceptible for mass production. The preferred assembly sequence of the various parts and

components in the vehicle body are shown in FIGS. 24-34 . The overall assembly sequence is an "inside out" sequence. In general, the vehicle body consists of a front structure assembly; front floor assembly, and rear floor assembly being joined together to form an underbody assembly. The underbody assembly is then joined with the cowl member, roof header members, package tray member and body side inner assembly in the framing operation. Finally, the exterior panels are added to form the completed body-in-white Structure. The assembly structure was designed in part to reduce the

weight of the vehicle. This is shown in particular by the materials and manufacturing techniques used to form the various parts and components. For example, a hydroformed component is used to form the front fender support rail 110. This increases the section area with a resulting down gauging of the tubular wall thickness. A comparison of hydroformed fender support rails with stamped fender sup port rails is shown in FIGS. 23A and 23B, and described above.

Since the fender rail support is installed early in the front structure assembly, the control of the frontfender member to hood member margin can be included in the design of the cowl and radiator reinforcement. The radiator can be installed during engine decking thereby allowing all hose and tube installations to be completed off-line. Thus, a lower radiator reinforcement is unnecessary in the vehicle's body design. Several other radiator support arrangements could be configured without significant weight gain as required for variations in engine package, cooling requirements or styl ing features. Assembly of the front floor, rear floor and underbody is

generally of a conventional nature. In the framing stage, the

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exterior panels are excluded. In addition, the numerous large weld gun access holes typically found in conventional stamped unibody vehicle body designs are not necessary with the present invention. This results in numerous weight gains, as well as increased structural rigidity. In this regard, large holes for weld gun clearances adjacent to joints is undesirable, especially in the cowl area, A-pillar to rocker panel, and package tray to C-pillar areas. By excluding the exterior panels, clearance can be provided to all welds in the welding areas with access holes. The installation of the roof member and body side outer panels also does not require any weld access holes.

Also, the hydroformed members 116 and 118 forming the two side roof rails carry the upper body loads directly to the rear rail members on top of the rear shock towers. This eliminates a re-strike operation to afford fore/aft adjustment of the body side inner assembly as is conventionally or typically done in the manufacture of vehicle bodies. The preferred assembly process for assembly of the

preferred steel body-in-white in accordance with the present invention is described below. Also, changes in the assembly sequence and operations can be made for specific customer requirements with little or no effect on the mass or weight of the vehicle body.

In the assembly sequence, the two front skirt assemblies 150, as shown in FIG. 24, are first constructed. The front fender supports 110 and 112, the front shock tower rein forcements 117, 117, the panel skirt 305,305, and the panel radiator side supports 155, 156 are welded together to form the two (right and left) skirt assemblies 150. The hydro formed fender support rails 110 and 112 are laser welded to the panel skirts and radiator side supports. The front shock towers are spot welded to the skirts and laser welded to the fender support rails to form the two front skirt assemblies.

Simultaneously, the front rail assembly 160 is constructed, as shown in FIG. 25. The rear dash member 161 is welded to the front dash member 162. To this subassembly, the front inner rail members 303 and 304 and front rail extension members 165 and 166 are spot welded to create the final front rail assembly 160.

Thereafter, the front structure assembly 168 is constructed, as shown in FIG. 26. The two front skirt assemblies 150, upper front radiator support reinforcement 169 and front rail extension upper members 170 and 171 are loaded onto the front rail assembly 160 and spot welded. The dash panel insert 114 is preassembled to the dash panel member 204 and spot welded. The lower dash cowl member 172 is spot welded to the dash panel 204 forming the final front structure assembly 168. At an adjacent site in the assembly facility, the front floor

assembly 174 is completed, as shown in FIG. 27. The front floor seat center member 175, the two front outboard floor seat members 176 and 177, and the front floor support members 115 and 115 are spot welded, riveted and bonded to the pre-assembled floor pan assembly 200. The assembly 200 consists of the riveted and bonded laminated front floor pan center 120 and the two front floor pan outer members 201 and 202.

Also, simultaneously or in sequence, the rear ladder assembly 180 can be completed, as shown in FIG. 28. The rear rail inner members 321 and 322 are spot welded to the rear kickup member 183, rear suspension member 184, and lower back panel reinforcement 185.

Thereafter, the rear floorpan assembly 186 is constructed, as shown in FIG. 29. The side rear rail members 319 and 320 and rear floor pan member 187 are loaded to the rear ladder

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18 assembly 180 (from FIG. 28) and spot welded. The lami nated spare tire tub 126 is loaded, riveted and bonded to the rear floor assembly. The off-line spot welded assembly of the rear shock tower reinforcements 188, 188 and brackets 189, 189 are added along with the rear floor extension members 190, 190 and spot welded.

Next, the underbody assembly 195 is completed. This is shown in FIG. 30. The front structure assembly 168, as shown in FIG. 26, the front floor assembly 174 as shown in FIG. 27, and the rear floor pan assembly 186, as shown in FIG. 29, are assembled together along with upper dash cowl member 196 to form the underbody assembly 195. The two (right and left) body side inner assemblies 210

are completed, as shown in FIG. 31. The following compo nents are loaded into a body side inner assembly fixture (right and left) and spot welded together: A-pillar inner lower members 211 (212), A-pillar inner upper members 307 (308), rocker panels 213 (214), B-pillar inner members 311 (312), side roof rail members 116 (118), outer wheel house panel members 215 (216), package tray support members 217 (218), and inner quarter panel members 317 (318). Additional laser welding is carried out to complete the joining of the hydroformed side roof rails 116 and 118 to the other components.

In the next step, as shown in FIG. 32, the body side inner assemblies 210 (right and left), as shown in FIG. 31, are joined in a framing fixture to the underbody assembly 195, as shown in FIG. 30, to form the framing assembly 220. In addition, the front and rear headers 221, 222, package tray cross member 124, package tray support members 224 and 224, pass through beam 122 and package tray reinforcing member 223 are assembled at the same time. After spot welding is performed, the hydroformed side roof rails 116, 118 are laser welded to complete the assembly. As shown in FIG. 33, the body side outer assemblies 225

(right) and 226 (left) are constructed and completed. The assemblies 225 and 226 are constructed by placing door opening panels 227 (R) and 228 (L). B-pillar lower rein forcement members 229 (R) and 230 (L), deck lid gutter members 231 (R) and 232 (L), and quarter panel extension members 233 (R) and 234 (L) in an appropriate fixture and spot welding them together,

Subsequently, the final assembly process is carried out, as shown in FIG. 34, to complete the body-in-white 10. The body side outer assemblies 225 and 226, along with the lower back panel member 336 and package tray panel member 237 are loaded onto the framing assembly 220 (as shown in FIG. 32) and spot welded together. Finally, the roof panel 238 is laser welded to form the complete body-in white.

FIG. 35 illustrates in an exploded view all of the com ponents of a preferred embodiment of a body-in-white 250 made primarily of steel material in accordance with the present invention. All of the components of the body-in white 250 are made entirely from steel materials, except for the dash panel member 114. center floor pan member 120 and spare tire wheel tub member 126, which are made of a laminated material (a polypropylene core between two thin panels of a steel material). Of the remaining components, the package tray cross member 124 is made of a roll formed steel material, the two front rail members 110 and 112 and the two side roof rail members 116 and 118 are made from hydroformed steel materials, and the two front shock tower reinforcing members 117 and 117 and the two front floorpan reinforcing members 115 and 115 are made of hot formed steel materials. In addition, all of the parts indicated by

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stippling are tailor blanked parts. All of the remaining parts not specifically mentioned in the BIW 250 are made by conventional deep drawn stamping processes. Although particular embodiments of the present invention

have been illustrated in the accompanying drawings and described in the foregoing detailed description, it is to be understood that the present invention is not to be limited to just the embodiments disclosed, but that they are capable of numerous rearrangements, modifications and substitutions without departing from the scope of the claims hereafter, What is claimed is: 1. A process for producing a light-weight vehicle body

comprising a plurality of components, said process com prising the steps of:

a. Selecting at least one type of material for said compo nents;

b. selecting structural performance targets; c. conducting a beam model analysis; d. designing a body-in-white; e. creating a shell model; f. selecting material gauges for said components; g. Selecting manufacturing processes for said compo

nents; h. conducting a first structural analysis; i. determining whether said shell model meets said

selected structural performance targets; j. selecting crash requirements; k. creating a crash model; 1. conducting a crash model analysis; m. determining whether said crash model meets said

selected crash requirements; n. conducting a second structural analysis; and o, determining for at least a second time whether said

shell model meets said selected structural performance targets.

2. The process in accordance with claim 1 wherein said material for said components comprises a steel material.

3. The process in accordance with claim 2 wherein mild steel is used for at least one component and high-strength steel is used for at least one other component.

4. The process in accordance with claim 1 wherein said material comprises a steel material and said manufacturing processes for said components are selected from the group comprising roll forming, hot forming, tailor blanking, hydro-forming and stamping.

5. The process in accordance with claim 1 wherein said shell model is created utilizing data from various load tests.

6. The process in accordance with claim 1 wherein said crash model analysis comprises conducting computer simu lated crash tests selected from the group comprising front crash test, rear crash test, roof crush test and side impact test.

7. The process in accordance with claim 6 wherein said crash test group further comprises at least one off-center crash test.

8. The process in accordance with claim 1 wherein said vehicle body is produced from a combination of unibody and hydroform intensive body design styles.

9. The process in accordance with claim 1 wherein said material for a plurality of said components comprises an aluminum material.

10. The process in accordance with claim 1 wherein said material for a plurality of said components comprises a synthetic material.

11. The process in accordance with claim 10 wherein said synthetic material comprises a plastic material.

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12. The process in accordance with claim 1 wherein said material for a plurality of said components comprises a composite material.

13. The process in accordance with claim 1 wherein said material for a first plurality of said components comprises a steel material and said material for a second plurality of said components comprises a laminate material.

14. The process in accordance with claim 13 wherein said laminate material comprises a plastic core positioned between thin metal panel members.

15. The process in accordance with claim 13 wherein said second plurality of said components comprises at least one component selected from the group comprising a dash panel member, a floor panel member, and a wheel tub member.

16. The process in accordance with claim 1 wherein at least one component is made from a laminate material.

17. The process in accordance with claim 1 wherein: a, a first plurality of components is made from a stamped

steel material; b. a second plurality of components is made from a

hydroformed steel material. 18. The process in accordance with claim 17 wherein at

least one of said stamped steel components is made by a tailor blanking process.

19. The process in accordance with claim 17 wherein at least one of said stamped steel components is made by a hot forming process.

20. The process in accordance with claim 17 further comprising a third plurality of components made from a laminated material.

21. The process in accordance with claim 17 further comprising at least one component made from a roll formed steel material.

22. The process in accordance with claim 1 wherein said selected structural performance targets comprise a prespeci fied static torsion, a prespecified static bending, a prespeci fied mass, and a prespecified mode of vibration.

23. The process in accordance with claim 22 wherein said prespecified mass is 200 kg.

24. The process in accordance with claim 22 wherein said prespecified mode of vibration is at least 40 Hz.

25. The process in accordance with claim 1 further comprising the step of revising and modifying said shell model in accordance with said first structural analysis.

26. The process in accordance with claim 1 further comprising the step of revising and modifying said crash model in accordance with said crash model analysis.

27. The process in accordance with claim 1 further comprising the step of revising and modifying said second determination whether said shell model meets said selected structural performance targets.

28. The process in accordance with claim 1 wherein said beam model analysis and said shell model analysis are conducted using computer finite element software.

29. The process in accordance with claim 1 wherein said crash model analysis is conducted using computer simula tion software.

30. The process in accordance with claim 29 wherein a supercomputer is utilized to conduct said computer simula tion.

31. A process for producing a lightweight body-in-white comprised of a plurality of components, the plurality of components being made of a steel material, said process comprising the steps of:

a selecting structural performance targets for the body in-white;

b. conducting a finite element beam model analysis to determine the locations and cross-sections of said components;

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c. designing a preliminary body-in-white; d. creating a finite element shell model; e. selecting the thickness of the material for said

components, as well as the manufacturing processes used to produce said components, said shell model having at least a first component made from stamped steel material, at least a second component made from hydroformed steel material, and at least a third com ponent made from a tailor blanked material;

f. conducting a first structural analysis to determine whether said shell model meets said selected structural performance targets;

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dance with said first structural analysis; h, selecting crash requirements for said body-in-white; i. creating a finite element crash model; j. conducting a computer simulated crash model analysis

to determine whether said crash model meets said selected crash requirements; and

k, conducting a second structural analysis and modifying said shell model where necessary in accordance with said crash model analysis and said second structural analysis.

Disclaimer and Dedication

5,729.463-Gerhard Koenig, Birmingham; Robert Koehr, Mt. Clemens; Felix Kybart, Birmingham, all of Michigan; Sigfried Walter, Leonberg, Germany; John Catterall, Troy; John Krumbach, Plymouth, both of Michigan; Rolf Heyll, Renningen, Germany; Andrew Wolf, Parkland, Florida. DESIGNING AND PRODUCING LIGHTWEIGHT AUTOMOBILE BODIES. Patent dated March 17, 1998. Dis claimer and Dedication filed May 29, 1998, by the assignee, ULSAB Trust.

Hereby disclaims and dedicates to the Public all claims of said patent. (Official Gazette, July 14, 1998)

USOO764721 OB2

(12) United States Patent (10) Patent No.: US 7,647.210 B2 Wang et al. (45) Date of Patent: Jan. 12, 2010

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DESIGN 2005, 0096885 A1 5.2005 Rhodes et al.

(75) Inventors: Nanxin Wang, Novi, MI (US); Jian 2005/0200623 A1 9, 2005 Smith et al. Wan, Novi, MI (US); Gianna 2006, OO25983 A1 2/2006 Arbitter et al. Gomez-levi, Ann Arbor, MI (US) 2006/0038812 A1 2/2006 Warnet al.

2006/0038832 A1 2/2006 Smith et al. (73) Assignee: Ford Global Technologies, LLC, 2006, O1554.02 A1 7, 2006 Read

Dearborn, MI (US)

(*) Notice: Subject to any disclaimer, the term of this patent is extended or adjusted under 35 OTHER PUBLICATIONS U.S.C. 154(b) by 283 days.

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(52) U.S. Cl. ............................... 703/1: 703/8:345/441: (Continued) 34.5/619 Primary Examiner Paul L. Rodriguez

(58) Field of Classification Search ...................... 703/1 Assistant Examiner Mary C Jacob See application file for complete search history. (74) Attorney, Agent, or Firm—Raymond Coppiellie; Brooks

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5,237,250 A 8, 1993 Zeile et al.

} S. Site et al. An electronic method for parametric modeling of a concep CCO

6,324,750 B1 12/2001 Saunders et al. tual vehicle design. The method includes (a) receiving dimen sional input including one or more vehicle level parameters

6,371,766 B1 4/2002 Doll et al. d t level ters: (b. 6,760,693 B1* 7/2004 Singh et al. .................... zos and one or more component level parameters; (b) receiving 7,079,114 B1 7/2006 Smith et al. geometrical input including one or more non-dimensional 7,295,959 B2 * 1 1/2007 Noma et al. ................... 70's design inputs; and (c) generating a parametric concept model 7.440,877 B2 * 10/2008 Smith et al. .................... based on dimensional input and the geometrical input.

2003, OO11561 A1 1/2003 Stewart et al. 2003/0055674 A1 3/2003 Nishiyama 16 Claims, 13 Drawing Sheets

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GENERC SECTIONS

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PARAMETRIC SKELETON

DESIGN SKELETON

CONFIGURATION LIBRARY

SECTION LIBRARY

PARAMETRIC SURFACE LIBRARY

COMPONENT LIBRARY

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OTHER PUBLICATIONS Wang, N., Wan, J., and Gomez-Levi, G. Parametric Method for Wang, N. Becker, B., and Kaepp, G. PEDSS: A Product Engineering Applications in Vehicle Design, SAE 05B-201, accepted by SAE Decision Support System, Proceedings of IMECE 2000, Florida, World Congress, Apr. 2005. 2000. "Motor Vehicle Dimensions', SAE International, Surface Vehicle Wang, N. Wan, J., and Gomez-Levi, G.: A Parametric Approach to Recommended Practice, J1 100, Revised Jul. 2002, 68 pages. Vehicle Seating Buck Design, ASME DETC2004-57212, Sep. 28-Oct. 2, 2004. * cited by examiner

U.S. Patent Jan. 12, 2010 Sheet 1 of 13 US 7,647.210 B2

COMPUTER

VOLATLE MEMORY

22 C 2- P

12

NON-VOLATLE MEMORY NETWORK

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54 CONFIGURATION LIBRARY

56 SECTION LIBRARY

58 PARAMETRIC SURFACES


COMPONENT LIBRARY


PARAMETRIC CONCEPT MODEL 100

GLOBAL CONTROL 112

f 14 CONTROL PARAMETERS

CONTROL PROFILES 8, f 16 OPENING CURVES

117

2D CONTROL PROFILES

3D CONTROL OPENINGS

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118 C d DESIGNSKELETON (C CONFIGURATION

27, 1

LIBRARY 120

134 GENERC SKELETON CONTROL POINTS

122 COMPONENTS CONTROL CURVES

136

124 C C DESIGNSECTIONS CC SECTION

LIBRARY

PARAMETRICSURFACES BASE SURFACES

KC

H JOINTSURFACES - 130

INTERIOR SYSTEM INSTANCES 132

A. 126


C C COMPONENT LIBRARY


154

U.S. Patent Jan. 12, 2010 Sheet 5 of 13

US 7,647.210 B2 Sheet 7 of 13 Jan. 12, 2010 U.S. Patent


168 17. Af Section One 171

Section Topology One -----

- - - - - - - - - - - - -

Section

HD Baseline Section One

Baseline Section TWO

-i- Section Topology TWO 175

180

181

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Design Table Enable? Disable Toggle

/ Section TOOOlOOW Three 176 166 185

DesignTable 172 : Baseline Section One

Section Three f73 Baseline Section TWO

194

196

US 7,647.210 B2 Sheet 12 of 13 Jan. 12, 2010 U.S. Patent


1. Wheelbase . . . . . 2769.37 276937. O3 Vehicle Length. . . . 4.1540 41540 103 Vehicle width, Maximum 1964.0 1964.0 . . . 04 Vehicle Width includingmir. 17000 17000

Windchield Slope Angle 57.62 BachlightSlope Angle 51.32 Tumble Home 25.32

5. Cow Point X Coordinate. 1995.0 14 Cowl Pointz Coordinate. EEE 8 Deck Pointz Coordinate 1114.31 1114.31

Front Wheel CenterlineXC. 1746.0 746.0

US 7,647,210 B2 1.

PARAMETRIC MODELING METHOD AND SYSTEM FOR CONCEPTUAL VEHICLE

DESIGN


1. Field of the Invention One aspect of the present invention generally relates to a

parametric modeling method and system for conceptual vehicle design.

2. Background Art Early conceptual design is an important stage in vehicle

product development. At this stage, various iterations of design, analysis, validation and confirmation are typically carried out with limited and constantly changing vehicle design information, thereby complicating engineering deci sions. To overcome these complications, computer aided design

(CAD) tools have been developed to aid in conceptual vehicle design. Many CAD tools include functionality to rapidly create various parametric concept models. Coarse vehicle geometry can be generated, allowing for an increased number of design iterations at an early stage in the development process, thereby reducing the time per design iteration.

However, challenges still exist. For instance, building a parametric vehicle model that is flexible and robust while maintaining adequate accuracy is a challenge. A classical trade off exists between flexibility and accuracy. Accuracy is needed so that the parametric vehicle model represents the main characteristics of a new vehicle design. In certain cases, the accuracy of the parametric Vehicle model can be enhanced if more detailed features are included, which can increase the complexity of the model and the chances of updating failure during design changes. On the other hand, flexibility comes from the simplicity of the parametric vehicle model. Simplic ity may reduce the possibility of having detailed features in the model. However, if the model is over simplified, it may decrease the ability to simulate the vehicle design and intro duce more errors into the design evaluation. Keeping the balance between flexibility and accuracy is a constant chal lenge in parametric concept modeling.

In light of the foregoing, a parametric modeling method and system is needed to generate and manipulate a vehicle concept model for early vehicle design. A method and system are also needed to improve the flexibility and robustness of a parametric concept model, thereby allowing for easy modifi cations of the model based on limited dimensional and geo metrical input.


One aspect of the present invention is a parametric model ing method for generating a conceptual vehicle design that is easily modifiable for a wide range of design changes, includ ing vehicle configuration changes, vehicle and component changes, and styling changes. Another aspect of the present invention is a method for parametric modeling that allows a parametric model to be more reliable when updated based on Various design changes.

Yet another aspect of the present invention is the ability to generate and manipulate a parametric Vehicle concept model for use in the early stages of a vehicle design process.

According to one embodiment of the present invention, the vehicle concept model includes two skeletons: a generic skel eton and a design skeleton (FIG.2). These skeletons can share the same set of information in the global control layer of FIG. 3. Both the generic and design skeletons can be adjusted by

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2 dimensional or geometric input for given vehicle size, pro portion, and/or configuration. The generic skeleton is used to position and/or orient components and/or interior systems (e.g. seats, steering wheels, etc.). The design skeleton is used to generate design or parametric Surfaces. The generic skel eton has control points, axis systems and control lines to position and orient components, and coarse control curves that are used to approximate geometric input, e.g., door open ings, for the positioning of components like pillars and rock ers. The design skeleton, on the other hand, has more detailed parametric control curves that are used to represent the geo metric input for the creation of parametric Surfaces, e.g., A-pillar surface following both the windshield opening curve and the front door opening curve. Varying the information in the global control layer results in the reposition and/or reori entation of components assembled to the generic skeleton (rigid body movement in the space), and updating or regen erating of parametric or design Surfaces governed by the design skeleton. The introduction of the generic skeleton enables easy reuse

of legacy components (from previous design or benchmark ing design). The coexistence of both generic and design skel eton makes it possible to mix and match the new design with the old (or carry over, or benchmark) for creating an optimal design. This is accomplished by creating new components using the Surfaces generated in the design skeleton and assembling them together with the legacy components in the generic skeleton.

According to an embodiment of the present invention, an electronic method for parametric modeling of a conceptual vehicle design is disclosed. The method includes (a) receiving dimensional input including one or more vehicle level param eters and one or more component level parameters; (b) receiv ing geometrical input including one or more non-dimensional design inputs; and (c) generating a parametric concept model based on dimensional input and the geometrical input.

According to another embodiment of the present invention, an electronic method for parametric modeling of a conceptual vehicle design is disclosed. The method includes (a) receiving dimensional input and geometrical input; and (b) generating a parametric skeleton based on the dimensional input and geometrical input. The parametric skeleton can be relied upon to generate a parametric concept model.

According to yet another embodiment of the present inven tion, a computer system is disclosed. The computer system includes a computer having a central processing unit (CPU) for executing machine instructions and a memory for storing machine instructions that are to be executed by the CPU is disclosed. The machine instructions when executed by the CPU implement the following functions: (a) receiving dimen sional input and geometrical input; and (b) generating a para metric skeleton based on the dimensional input and geometri cal input. The parametric skeleton can be relied upon to generate a parametric concept model.


The features of the present invention which are believed to be novel are set forth with particularity in the appended claims. The present invention, both as to its organization and manner of operation, together with further objects and advan tages thereof, may best be understood with reference to the following description, taken in connection with the accom panying drawings which:

FIG. 1 is an example of a computer system according to one embodiment of the present invention;

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FIG. 2 is an example of the schematic of a parametric skeleton according to one embodiment of the present inven tion;

FIG. 3 is a parametric concept modeling architecture according to one embodiment of the present invention;

FIG. 4 displays an example of a control profile passing through the driver seating reference point (SgRP) according to one embodiment of the present invention;

FIG. 5 is an example of the geometric shape of the control openings according to one embodiment of the present inven tion;

FIG. 6 displays an example of a parametric skeleton according to one embodiment of the present invention;

FIGS. 7a and 7b illustrate the representation of different vehicle configurations according to one embodiment of the present invention;

FIG. 8 illustrates a number of parametric sections located in a skeleton model according to one embodiment of the present invention;

FIGS. 9a, 9b, 9c and 9d illustrate a number of A-pillar section topologies according to one embodiment of the present invention;

FIG. 10 illustrates an example of base surface modeling according to one embodiment of the present invention;

FIG. 11 illustrates an example of joint modeling according to one embodiment of the present invention;

FIG. 12 displays an example of a number of parametric concept Surfaces according to one embodiment of the present invention;

FIG. 13 depicts the structure of a section library according to one embodiment of the present invention;

FIG. 14 depicts the structure of a component library according to one embodiment of the present invention;

FIG. 15 is a flowchart depicting a manipulation process according to one embodiment of the present invention;

FIG. 16 illustrates an example of an A-pillarshape change using component level parameter changes according to one embodiment of the present invention;

FIGS. 17 and 18 illustrate an example of skeleton and curve matching according to one embodiment of the present inven tion;

FIG. 19 illustrates an example of a model having generic components based on a generic skeleton according to one embodiment of the present invention;

FIG. 20 illustrates an example of a model having paramet ric Surfaces based on a design skeleton according to one embodiment of the present invention; and

FIG. 21 is a graphical user interface (GUI) for inputting and modifying one or more vehicle level parameters accord ing to one embodiment of the present invention.

DETAILED DESCRIPTION OF EMBODIMENTS OF THE PRESENT INVENTION

FIG. 1 depicts an environment, computer system 10, suit able for implementing one or more embodiments of the present invention. Computer system 10 includes computer 12, display 14, user interface 16, communication line 18 and network 20. Computer 12 includes volatile memory 22, non-volatile

memory 24 and central processing unit (CPU) 26. Non-lim iting examples of non-volatile memory include hard drives, floppy drives, CD and DVD drives, and flash memory, whether internal, external, or removable. A database can reside in non-volatile memory 24. Volatile memory 22 and/or non-volatile memory 24 can be configured to store machine instructions. CPU 26 can be configured to execute machine

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4 instructions to implement functions of the present invention, for example, parametric modeling for conceptual vehicle design.

Display 14 can be utilized by the user of the computer 12 to view, edit, and modify data relating to parametric modeling for conceptual vehicle design. A non-limiting example dis play 14 is a color display, e.g. a liquid crystal display (LCD) monitor or cathode ray tube (CRT) monitor. The user input device 16 can be utilized by a user to input

instructions to be received by computer 12. The user input device 16 can be a keyboard having a number of input keys, a mouse having one or more mouse buttons, a touchpad or a trackball or combinations thereof. In certain embodiments, the mouse has a left mouse button and a right mouse button. It will be appreciated that the display 14 and user input device 16 can be the same device, for example, a touch-sensitive SCC.

Computer 12 can be configured to be interconnected to network 20, the rough communication line 18, for example, a local area network (LAN) or wide area network (WAN). through a variety of interfaces, including, but not limited to dial-in connections, cable modems, high-speed lines, and hybrids thereof. Firewalls can be connected in the communi cation path to protect certain parts of the network from hostile and/or unauthorized use. Computer 12 can support TCP/IP protocol which has input

and access capabilities via two-way communication lines 18. The communication lines can be an intranet-adaptable com munication line, for example, a dedicated line, a satellite link, an Ethernet link, a public telephone network, a private tele phone network, and hybrids thereof. The communication lines can also be intranet-adaptable. Examples of Suitable communication lines include, but are not limited to, public telephone networks, public cable networks, and hybrids thereof.

According to certain embodiments of the present inven tion, a parametric concept model can be generated based on vehicle input. Additionally, the model can be manipulated based on design changes. The parametric concept model can be CAD data file representing the model. The CAD data file can be stored in a database, for example, a database residing in non-volatile memory 24. CPU 26 can execute machine instructions for generating a graphical image from the CAD data for display on display 14. The parametric concept model and associated methods of

the present invention can be used to capture and store the movement of a vehicle buck. Moreover, the parametric con cept model can include data originating from studio designs. Moreover, the parametric concept model and associated methods can be used to design the Surfaces of a specific vehicle.

In certain embodiments, two sets of geometries, otherwise referred to as skeletons, are utilized in association with a parametric skeleton 52, as shown on flowchart 50 of FIG. 2, for generating and manipulating a parametric concept model. The generic skeleton 54 controls the movement of the generic sections 56 and components 58. The design skeleton 60 can control specific vehicle geometry, including the movement and shape of design sections 62 and parametric Surfaces 64 based on the requirements of a vehicle design. Configuration library 61 can be used to store information relating to the design skeleton 60. Section library 63 can be used to store information relating to the design sections 62. In certain embodiments, skeletons 54 and 60 share the same set of attachment points, otherwise referred to as control points. Parametric surface library 68 can be used to store information

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relating to the parametric surfaces 64. Component library 66 can be used to store information relating to the components 58.

In certain embodiments, parametric model control module 209 of FIG. 15 directly controls skeletons 54 and 60. A number of association rules reside in the control module 209 for manipulating the parametric concept model, which can be otherwise referred to as a vehicle concept model. The control module 209 can be used to generate and translate modifica tions to the control points and to update to the CAD data file containing the vehicle concept model. Control parameters can be stored in the CAD data file and can be used to update values and calculate changes to the model for the control module 209. In certain embodiments, these parameters are hidden from the user to avoid direct changes to the CAD data file.

In certain embodiments, generic geometry associated with the generic skeleton 54 and vehicle specific geometry asso ciated with the design skeleton 60 are modeled differently because of the different methods used to manipulate them. In certain embodiments, the end user does not change the shape of components 58. The component instances are controlled by control points associated with the generic skeleton 54.

Openings in the generic skeleton 54 can be a set of 3D lines representing the vehicle body opening or typical vehicle cross sections. The openings provide visual guides for users to adjust generic panels matching geometric packaging input. The design geometry gives users more flexibility to change

the model based on design requirements. The modeling archi tecture includes several layers, e.g. skeleton, sections, beams, joints and panels (listed from upper to lower layers). In certain embodiments, lower layers only reference upper layers to avoid a referencing loop. Thus, the skeletons control the entire model. Sections can be positioned on the skeletons. Beams can be lofted or Swept from sections and along skel etons. Joints can be built based on beams. The panels can be built based on skeletons and sections. Design geometry can be managed by an information management system.

In certain embodiments, the association between skeletons 54 and 60 is not actually part of the parametric skeleton 52. In other words, there is no hard coded association in the geom etry model, thereby giving the user flexibility to manipulate and design the vehicle concept model.

Accordingly, one or more of the following advantages can beachieved. The user can choose from three modes to modify the vehicle concept model, otherwise referred to as the para metric concept model: (1) the two sets of geometry, including the skeletons, are updated at the same time; (2) iterate the generic geometry without updating the design geometry; and (3) iterate the design geometry without updating the generic geometry. A template can be created in a CAD system for receiving

dimensional and geometrical input (collectively referred to as “the vehicle input') to form the foundation for the parametric concept model. Dimensional input can refer to the dimen sional targets and design changes the user desires, including vehicle level dimensions, for example, wheelbase, and com ponent level dimensions, for example, flange lengths. These dimensions can be standardized dimensions, for example, SAE dimensions, or enterprise-defined dimensions. Geo metrical input can refer to those design changes that are not described by a set of dimensions. A typical example is the opening curves of a vehicle, for example, door opening curves, windshield or backlight opening curves. A parametric concept model 100 according to one embodi

ment of the present invention is depicted in FIG. 3. The parametric concept model 100 includes several layers: (1) a

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6 global control layer 112, which includes one or more control parameters 114, and control profiles and opening curves 116; (2) a design skeleton layer 118, which includes control points 120 and control curves 122 passing through control points 120: (3) a design sections layer 124, which can be 2D curves that are placed on a design skeleton at specified locations; (4) a parametric Surfaces layer 126, which includes base Surfaces 128 and joint surfaces 130; (5) an interior system instances layer 132; (6) a generic skeleton layer 131; and (7) a compo nent layer 135. Surfaces 128 and 130 can be built using one or more sections and following one or more 3D curves defined in one or more design skeletons 118. In certain embodiments, a constraint relationship between the layers of the parametric concept model 100 is defined such that only upper layers can control lower layers to avoid controlling loops.

In addition to the layers described above, four libraries can be established to store reusable geometries, namely, a con figuration library 134, a section library 136, a parametric surface library 138, and a component library 140.

Global control layer 112 contains information for control ling the entire model. Global control 112 contains reference geometry which controls or is shared by both generic and design geometry. These geometries include reference points, e.g., SgRP and reference planes such as the YZ plane passing through front SgRP.

Global control 112 can include one or more control param eters 114. Non-limiting examples include SAE parameters and enterprise vehicle parameters. The control parameters 114 include information for con

trolling overall vehicle proportions, for example, vehicle length, width, height, as well as other parameters that are used as reference for the vehicle dimensions, for example, the SgRP.

In certain embodiments, control parameters 114 can be used to modify a parametric concept model in three modes: (1) to link one or more geometries directly with one or more parameters, (2) to trigger an external executable based on the change of one or more parameters, which in turn, modifies one or more geometries, and (3) to be stored in a database to serve as the memory of a current state of the model.

These modes can be managed by a control module that determines how to manipulate the vehicle design geometry.

In certain embodiments, the control module has the ability to dynamically Switch to any of the three modes, through a “switching mechanism', which enables or disables the dependency of geometry on the control parameters 114.

In certain embodiments, control profiles and opening curves 116 are a set of predefined 2D and 3D geometry, with embedded engineering constraints and relationships, which assist in the manipulation of the parametric concept model. The control profiles and opening curves 116 can be used in at least two different ways: (1) when geometrical input (e.g. opening curves) is available, control profiles and opening curves 116 are used to easily match a model to the input; (2) when geometrical input is incomplete or non-existent, which is common at early design stages, the control profiles and opening curves 116 help the user define the missing geom etry.

In certain embodiments, the 2D control profiles 117 area set of cross sections used to describe an overall topology or configuration of a vehicle, and can be defined in a global vehicle coordinate system. The global X direction of the vehicle coordinate system points from the front of a vehicle towards the rear of the vehicle. The global Y direction points from the center of a vehicle to the right side of the vehicle. The global Z direction points from the ground to the top of a vehicle. The 2D control profiles 117 are vehicle sections

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taken (1) in the ZX plane at the vehicle center line and (2) in the ZX and YZ plane passing through SgRP, and (3) in the front door, rear door, rear window, windshield, backlight openings projected on ZX and/or YZ planes. Moreover, the control profiles can include engineering requirements asso ciated with SAE and/or enterprise vehicle dimensions.

FIG. 4 displays an example of a control profile 141 cut at the vehicle ZX plane, passing through the SgRP. The shape of the control profile 141 can be changed by manipulating one or more dimensions 145. The control curve 141 can also be manipulated iteratively. This manipulating capability is espe cially useful when a desired vehicle profile is specified as the input, thereby allowing for direct manipulation of the profile to match the input. As illustrated in FIG. 4, the geometric shape of profile 141

is also associated with a set of parametric dimensions, e.g. effective head room, roof height, vision angle to upper wind shield daylight opening (DLO), and vision angle to upper backlit DLO. Varying the values of these dimensions changes the shape of the profile 141. Engineers can set these dimen sions based on vehicle targets and/or engineering require ments. In either case, the Surfaces of the parametric concept model can be updated based on the profile changes.

In certain embodiments, 2D control profiles 117 are mostly used for 2D curve input, such as section input. 3D control openings 119 are defined to easily control the spatial curves, for example, door openings. 3D control openings 119 can be simplified representations of the vehicle body openings. The 3D curves with line and arc segments, and/or simple splines can be used to match the input curves. Alternatively, in the case where no input is available, the 3D curves can be used to define the openings. FIG. 5 depicts a number of 3D control openings 146 according to one embodiment of the present invention.

Global control 112 can also include a number of reference points, reference planes and other geometries. Non-limiting examples of reference points include cowl point, front wheel center, rear wheel center, deck point, front SgRP. vehicle highest point, belt line at A-pillar point, belt line at B-pillar point, belt line at C-pillar point, windshield angle point, back light angle point, A-pillar to rocker point, B-pillar to rocker point, C-pillar to rocker point, quarter panellower point, hood center front point, and hood side front point. Non-limiting examples of reference planes include YZ plane passing through cowl point, YZ plane passing through front SgRP, and ZX plane passing through front SgRP. The design skeleton 118 can be a series of control curves

122 that go through control points 120, e.g. 3D points. The design skeleton 118 represents the vehicle architecture and structure. The design skeleton 118 can be modified either by parameters or directly through changes to the control points.

In certain embodiments, the design skeleton 118 is com posed of two types of control curves 122: (1) vehicle level control skeleton curves and (2) opening control skeleton curves. FIG. 6 displays an example of a parametric skeleton 148 including vehicle level control skeleton curves 150 and opening control skeleton curves 152. Vehicle level control skeleton curves 150 are a set of straight line segments, roughly passing through the centers of every pillar type vehicle components, for example, the A-pillar and the rocker. Curves 150 can be used for vehicle level modification, such as the width and height of a vehicle. Opening control skeleton curves 152 are 3D space curves modeled in a series of splines representing vehicle openings, and can be used to control the boundary of one or more components.

The design skeleton 118 can determine the proportion of a vehicle and the position of vehicle design sections. There are

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8 at least two ways to represent different configurations using a skeleton 118. For example, all the vehicles share the front portion of the skeleton, with the rear portion varying from car to truck. As a second example, different skeleton templates can be used for different configurations. Using a generic skeleton allows sharing of common geometries for different configurations. Using different skeleton templates for differ ent configurations allows Switching from one configuration to another by simply Switching to a different template.

FIGS. 7a and 7b illustrate the comparison of two different vehicle configurations according to one embodiment of the present invention. The configuration 154 of FIG. 7a is a sedan. The configuration 156 of FIG.7b is a SUV/van.

Design sections 124 can include 2D master sections and other construction sections, which are traditionally cut at specific vehicle locations. Templates can be generated for parametric sections. Non-limiting examples include pillar sections, header sections, roof and roof rail sections, rocker sections, door trim sections, floor and console sections, and hood and decklid sections. The 2D master sections are typi cally used to specify the design and engineering requirements for a vehicle structure.

Master sections can be represented by a set of parametric sections that are created based on the generic mastersections and positioned in the design skeleton at corresponding loca tions as defined in the vehicle. FIG. 8 illustrates a number of parametric sections located in a skeleton model. Most of the sections describe the cross sections of vehicle components. Some of the sections are profiles for large panel Surfaces, for example, the roof and floor.

Master sections can take different shapes and forms for different types of vehicles, for example, a sedan’s A-pillar section is sometimes dramatically different from a truck's A-pillar section. Multiple templates can be created to repre sent various section topologies. FIGS. 9a, 9b, 9c and 9d illustrate four A-pillar section topologies 158, 160, 162 and 164 according to one embodiment of the present invention. In certain embodiments, for each master section, there is only one of the templates used in the parametric concept model, with the rest being stored in the section library 136. For a given design, the section template with the topology that most closely matches the design is selected and placed in the para metric concept model. Then, the size and shape of the section are modified according to the input. Finally, the change update is propagated to downstream geometry.

Base surfaces 128 refer to pillar-type surfaces, such as the A, B and C pillars, roofrail and rockers, as well as large panel surfaces, such as the headliner and floor. Base surfaces 128 can be generated using the sections and other information in the skeleton, and form the bases for downstream geometry. FIG. 10 illustrates an example of base surface modeling according to one embodiment of the present invention.

Basic techniques that may be used to generate base Sur faces 128, include, but are not limited to: loft, sweep, and adaptive sweep (CATIA V5) or variational sweep (I-DEAS). CATIA V5 is available from Dassault Systems SA of France. IDEAS is available from UGS Corp. of Plano, Tex. In certain embodiments, the loft operation can efficiently maintain the section characteristics, for example, flange length. For a pil lar-type surface, the section can be lofted along two guiding curves in the skeleton. For large panel Surfaces, multiple sections can be lofted with two and/or more guiding curves, so that the panel shape can be controlled. For a seamless connection, neighboring Surfaces can share the same guiding CUWCS.

The Sweep operation allows the modeling of an entire Surface with a single section. Advantageously, the Sweep

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operation can automatically adjust the size of the cross sec tion along the guiding curve proportionally to the distance between the guiding curves. If the distance between two guiding curves varies widely, the resultant geometry is often distorted, for example, with a C-pillar Surface. In such cases, the adaptive Sweep or variational Sweep provided by some commercial CAD software allows changes in the size of a section along the Sweeping Surface based on user-defined requirements.

Joint surfaces 130 refer to the area where base surfaces 128 are connected, as shown in FIG. 11. In certain embodiments, certain joints are not editable, and are added manually after other panels finish iterating. Joints can refer to an area where two or more base surfaces are connected. For instance, T-shape joint (e.g. B-pillar to roof connection), an L-shape joint (hinge pillar to rocker), a three-leg joints (e.g. A-pillar to roof joint), or a n-leg joint (e.g. A-pillar at cowl).

There are several methods that can be used to create joint Surfaces, including, but not limited to: (1) lofting with guides; (2) extending one base surface, and then trimming and blend ing into another base Surface; (3) using the Junction function provided by Some commercial CAD systems, for example, CATIA V5. For a 2-leg joint, for example, the L-joint, the first method may be preferred. The guiding curves are usually obtained from an offset of the control opening curves on the design skeleton.

For 3-leg or T-joints, either the second or third method can be used. Using the A-pillar to roof joint as an example, fol lowing the second method, the base surfaces of the A-pillar and the roof side rail is built first. Then, the front header surface is extended and trimmed at the A-pillar and roof-rail base surfaces. Finally, a fillet is added to the trimming bound ary. With respect to the third method in certain embodiments, all base surfaces, i.e., A-pillar, front header and roof side rail Surfaces, need to be trimmed to the proper length, leaving enough corner space for the joint. Then, all the end sections of the trimmed base Surfaces can be connected with the opening curves that define the joint in the design skeleton. Finally, the Junction function is used to generate the joint Surface. Addi tional coupling curves may be added to improve the quality of the joint surface. For n-leg joint, the combination of all three methods is recommended.

Interior system instances 132 contain a set of modularized components for a vehicle interior system, for example, seats, console, steering wheel and column. The systems are inte grated as instances in a parametric concept model for various vehicle packaging design and analysis, and are directly placed in the model at specified locations. For instance, a seat can be placed at the SgRP. Most of the interior system instances are controlled in vehicle X, Y and Z directions, for example, the seat up/down, cross-car or fore/aft movements. Others, such as the steering wheel are controlled by linear as well as angular dimensions.

For a parametric concept model, templates and historical data can be stored in libraries to be reused in the future. In certain embodiments, the following libraries are utilized: (1) configuration library 134; (2) section library 136; (3) para metric surfaces library 138; and (4) component library 140. The configuration library 134 contains skeleton templates

for different vehicle types, for example, car, truck, van, etc. Different templates can be used to design different types of vehicles. In addition, the skeletons and Surfaces representing local features, e.g. moon roof, can be turned on and off according to the need.

Parametric sections representing generic, historical, and benchmarking design information can be captured in the sec tion library 136. Besides the parametric data that controls the

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10 size and shape of the section, each parametric section also requires a set of predefined boundary conditions when instan tiated in the parametric concept model. For example, if an A-pillar section is instantiated, the predefined input includes the guiding curves for windshield opening and door opening. This format provides proper insertion of a section onto the skeleton and Successful update of the parametric model. Sec tion library can take a different form depending on the tools used. In CATIA, parametric sections can be saved using the User Defined Features or Power Copies command.

FIG. 13 depicts the structure 166 of a section library 168 and its relation with a parametric section model 170 accord ing to one embodiment of the present invention. Section library 168 includes, but is not limited to, section one 171, Section two 172 and Section three 173. Section one 171 includes, but is not limited to, section topology one 174, section topology two 175 and section topology three 176. Section topology one 174 includes, but is not limited to, baseline section one 177 and baseline section two 178. The parametric section model 170 includes geometry parameters 180 (which describes the section geometry), fully constrained sketches 181 and configuration parameters 182. Bi-direc tional driving can be achieved between geometry parameters 180 and fully constrained sketches 181. The configuration parameters 182 include a design table enable/disable toggle 183 and configuration selection 184. Design table 185 can receive information included in one or more baseline sections and configuration selection 184. Such as topologic and param eter values. Some relatively independent parametric Surfaces can be

stored in the library 138 and reused in the concept model. The component library 140 enables reuse of existing

design for either commonality requirements or variant design needs. Component library 140 can be populated with differ ent sizes and shapes of components that can be either para metrically defined or static component (non-parametric). To correctly position a component in a concept parametric model, a component datum needs to be established, which may be reference points, reference lines, reference planes and/or angles. For instance, in the case of seats, a seat datum is a seating reference point and the seat back angle parameter relating to the reference line.

FIG. 14 depicts the structure 186 of a component library 188 according to one embodiment of the present invention. Component library 188 includes, but is not limited to com ponent type one 190, component type two 191 and compo nent type three 192. Component type one 190 further includes, but is not limited to, one component type one left 193, which includes, but is not limited to, parametric compo nent one 194 and component type one right 195, which includes, but is not limited to, parametric component one 196.

In certain embodiments, Smart geometry can be used in association with the parametric concept made. Smart geom etry can refer to the geometry that contains knowledge rules. When conditions change during modifications, the Smart geometry is able to automatically adjust itself to prevent updating failure or to improve the quality of the Surface.

Parametric concept Surfaces are the Surfaces that can be created following the above described vehicle concept mod eling method. FIG. 12 displays an example of a number of parametric concept Surfaces according to one embodiment of the present invention. To generate vehicle component Sur faces, the concept Surfaces may be stitched together and/or may be decomposed into components at designed positions. For the vehicle interior packaging study, the concept Surfaces are sufficient. In order to fabricate physical trim panels, Stitching and decomposition may be required.

US 7,647,210 B2 11

The parametric Vehicle concept model created using the method described above can be easily adjusted to match different input either automatically or manually. In certain embodiments, two methods can be used to manipulate the parametric geometry: indirect and direct manipulation. FIG. 15 is a flow chart 200 depicting an indirect and direct manipu lation process according to one embodiment of the present invention.

Indirect manipulation 202 of a parametric concept model refers to the use of dimensions to drive changes in the model. The dimensions can be taken directly from dimensional input, e.g. SAE dimensions and/or targets, which can be entered by a user through a graphical user interface. Alternatively, the dimensions can be calculated from a portion of geometrical input 206, e.g. surface input 208 and/or curve input 210, as depicted by block 214. The surface input 208 can be received as surface scan CAD data. The curve input 210 can be received from a 2D vehicle representation CAD file. Through the indirect manipulation process, the dimensional input 204 is transmitted to the model control module 209, which con trols parametric skeleton 220 or sections 222.

In certain embodiments, there are two kinds of indirect parameter manipulations depending on the type of dimen sions used: (1) vehicle level 216, and (2) component level 218. Vehicle level parameter manipulation 216 affect the parametric skeleton 220, and are handled at the skeleton level. Since the skeleton 220 is the root of all other parametric geometry, changes at the vehicle level will trigger the cascade of design changes at a lower level. For example, design manipulations of the skeleton affecting the position 221 of sections 222 cascade down to sections level 222. Component level design manipulation occurs at the sections level 222 by changing section parameters. In certain embodiments, the section changes may only affect neighboring beams and joints. Design changes at the parametric skeleton level 220 and sections level 222 cascade down to the panels Surface level 223.

In certain embodiments, the vehicle level parameters 216 refer to a set of standard SAE vehicle dimensions, e.g. vehicle length, height, wheelbase, windshield angle, tumblehome and seating reference point, and/or a set of enterprise design parameters that are non-SAE dimensions. Since the paramet ric constraint relationship has already been established inside the skeleton, by modifying these dimensions, the skeleton can be stretched and reshaped accordingly. This method can be used as the first step in adjusting the parametric concept model to achieve overall vehicle proportions.

In certain embodiments, the constraint relationship in the skeleton model is set Such that the change of each vehicle level dimension corresponds to the movements of a set of control points in the skeleton. When the control points move to new positions in space, the skeleton is changed accord ingly. Once the skeleton is adjusted, the guiding curves are changed and the corresponding sections on the skeleton moved to new locations. Finally, all affected surfaces (base Surfaces, joints and panels) are updated to achieve the design changes. Component level parameter changes 218, for example,

changes to an A-pillar's size and shape, can be achieved in two steps: (1) selecting a section template with the closest topology to the new design; and (2) modifying the parameters defined for the section to match the input requirements. Once the initial geometry is settled, more changes may be made during the design iteration where trade-offs are performed.

FIG. 16 illustrates an example of an A-pillar's shape change using component level parameters 218. The depth of the A-pillar inner section is modified from line 250 to line 252

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12 by modifying the depth parameters, while other parameters, Such as flange widths remain unchanged. The direct manipulation method 224 refers to the use of

geometrical input including Surface input 208, curve input 210 and section input 212, to directly modify the parametric model in order to match a given vehicle style or panel and component shape. The section input 212 can be input from parametric construction sections (“PCS”), i.e. historical or benchmarking sections built in CAD. In addition, the section input can be input from historical vehicle design. The direct manipulation can be carried out with the help of

2D control profiles or 3D control openings. It can be achieved either manually by dragging the control points in the skeleton or automatically using geometric reasoning.

According to circle 226 and block 228, 2D control profiles can be parametrically associated with the parametric Surfaces in the skeleton and can be used to match the 2D input when available. After 2D profiles are matched with the input, the parametric concept model can be updated accordingly. An advantage of using the 2D control profiles is that the manipu lation can be achieved with incomplete geometrical input, because the 2D profiles are also associated with engineering requirements that can provide necessary default or best prac tice data. The use of 2D profiles is ideal for matching section types of input. Two methods can be used to match space curve types of

input using 3D openings: (1) using 3D control openings; and/or (2) directly adjusting the control points in the skeleton. 3D openings are first used for a rough match of the model

to a 3D geometry input, then they are adjusted either manu ally or automatically to betterfit the input curves. To fine-tune the model, the control points on the 3D control openings in the Global Control or in the open control skeleton may be directly modified according to the input that can be the vehicle exterior Surfaces or package opening curves, such as the door opening lines.

According to block 230,3D targets, for example, Zones and cones or other generic boundary constraints, can be included in the model. Panel surfaces 223 can be optimized using 3D targets 230, as depicted in 232.

In the example shown in FIG. 17 (before) and FIG. 18 (after), the opening control skeleton curves representing the front door opening curves 262 are automatically matched to the input curves 260 by repositioning the control points that the 3D opening pass through.

FIG. 19 illustrates an example of a model having compo nents based on a generic skeleton according to one embodi ment of the present invention.

FIG. 20 illustrates an example of a parametric concept model 270 produced using the parametric modeling method according to one embodiment of the present invention. The model 270 can be identified parametrically using SAE and enterprise vehicle dimensions gathered through a graphical user interface (GUI), and matched to the package input rep resented by curves and door openings. FIG. 21 illustrates an example of a GUI for modifying the vehicle level parameters, for example, SAE dimensions. As required, detailed embodiments of the present invention

are disclosed herein. However, it is to be understood that the disclosed embodiments are merely exemplary of an invention that may be embodied in various and alternative forms. Therefore, specific functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for the claims and/or as a representative basis for teach ing one skilled in the art to variously employ the present invention.

US 7,647,210 B2 13

While embodiments of the invention have been illustrated and described, it is not intended that these embodiments illustrate and describe all possible forms of the invention. Rather, the words used in the specification are words of

14 (c) controlling the geometrical input with the one or more

control parameters to generate the parametric concept model.

12. An electronic method for parametric modeling of a description rather than limitation, and it is understood that 5 conceptual vehicle design, the method comprising the steps various changes may be made without departing from the spirit and scope of the invention. What is claimed: 1. An electronic method for parametric modeling of a con

ceptual vehicle design, the method comprising the steps of (a) receiving dimensional input including one or more

vehicle level parameters and one or more component level parameters;

(b) receiving geometrical input including one or more non dimensional design inputs; and

(c) generating a parametric concept model based on the dimensional input and the geometrical input, wherein the parametric concept model includes a parametric skeleton having one or more control profiles and one or more control openings associated therewith; and

(d) adjusting the one or more control profiles or the one or more control openings to modify the parametric concept model;

(e) generating a generic skeleton, having generic geometry associated therewith, based on the parametric skeleton;

(f) generating a design skeleton, having vehicle specific geometry associated therewith; and

(g) either iterating the generic skeleton without updating the design skeleton oriterating the design skeleton with out updating the generic skeleton.

2. The electronic method of claim 1 wherein the one or more control profiles are two dimensional and the one or more control openings are three dimensional.

3. The electronic method of claim 1 further comprising: (h) repeating step (b) to obtain updated geometrical input; and

(i) updating the parametric concept model based on the dimensional input, the geometrical input and the updated geometrical input.

4. The electronic method of claim 2 wherein the geometri cal input includes one or more of the inputs selected from the group consisting of Surface input, curve input and section input.

5. The electronic method of claim 4 further comprising: (h) manipulating the section input to obtain the one or more

sections. 6. The electronic method of claim 2 wherein step (c) is

comprised of: (c1) generating the parametric skeleton based on the one or more vehicle level parameters; and

(c2) generating sections based on the one or more compo nent level parameters.

7. The electronic method of claim 1 wherein the one or more vehicle level parameters is a wheelbase.

8. The electronic method of claim 1 wherein the one or more component level parameters is a flange length.

9. The electronic method of claim 1 wherein the dimen sional input are SAE dimensions or enterprise-defined dimensions.

10. The electronic method of claim 1 wherein at least a portion of the dimensional input comprises one or more con trol parameters.

11. The electronic method of claim 10 wherein step (c) comprises:

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of: (a) receiving dimensional input and geometrical input; and (b) generating a parametric skeleton based on the dimen

sional input and the geometrical input, wherein the para metric skeleton is relied upon to generate a parametric concept model, wherein the parametric skeleton includes one or more control profiles and one or more control openings associated therewith; and

(c) adjusting the one or more control profiles or the one or more control openings to modify the parametric concept model;

(d) generating a generic skeleton, having generic geometry associated therewith, based on the parametric skeleton:

(e) generating a design skeleton, having vehicle specific geometry associated therewith, including control curves passing through control points, based on the parametric skeleton, wherein the control curves include both vehicle level control skeleton curves and opening con trol skeleton curves; and

(f) either iterating the generic skeleton without updating the design skeleton oriterating the design skeleton with out updating the generic skeleton.

13. The electronic method of claim 12, wherein the generic skeleton and the design skeleton share a number of control points.

14. The electronic method of claim 12, wherein the design skeleton includes specific vehicle geometry.

15. The electronic method of claim 12, further comprising: (g) manipulating the parametric concept model by (1)

repositioning one or more components in the generic skeleton and/or (2) updating or regenerating one or more parametric Surfaces governed by the design skeleton.

16. A computer system including a computer having a central processing unit (CPU) for executing machine instruc tions and a memory for storing machine instructions that are to be executed by the CPU, the machine instructions when executed by the CPU implement the following functions:

(a) receiving dimensional input and geometrical input; (b) generating a parametric skeleton based on the dimen

sional input and the geometrical input, wherein the parametric skeleton is relied upon to generate

a parametric concept model, and wherein the parametric skeleton includes one or more control profiles and one or more control openings associated therewith:

(c) adjusting the one or more control profiles or the one or more control openings to modify the parametric concept model;

(d) generating a generic skeleton, having generic geometry associated therewith, based on the parametric skeleton;

(e) generating a design skeleton, having vehicle specific geometry associated therewith, including control curves passing through control points, based on the parametric skeleton, wherein the control curves include both vehicle level control skeleton curves and opening con trol skeleton curves; and

(f) either iterating the generic skeleton without updating the design skeleton oriterating the design skeleton with out updating the generic skeleton.

k k k k k

UNITED STATES PATENT AND TRADEMARK OFFICE

CERTIFICATE OF CORRECTION

PATENT NO. : 7,647,210 B2 Page 1 of 1 APPLICATION NO. : 1 1/276234 DATED : January 12, 2010 INVENTOR(S) : Wang et al.

It is certified that error appears in the above-identified patent and that said Letters Patent is hereby corrected as shown below:

On the Title Page:

The first or sole Notice should read --

Subject to any disclaimer, the term of this patent is extended or adjusted under 35 U.S.C. 154(b) by 286 days.

Signed and Sealed this

Twenty-eighth Day of December, 2010

David J. Kappos Director of the United States Patent and Trademark Office

(12) United States Patent Davis et al.

USOO7942447B2

(10) Patent No.: US 7.942,447 B2 (45) Date of Patent: May 17, 2011

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(75)

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FRAME DESIGN FOR REDUCED-SIZE VEHICLE

Inventors: Eric A. Davis, Mequon, WI (US); Brian P. Davis, Milwaukee, WI (US); Richard A. Davis, Mequon, WI (US)

Assignee: American Off-Road Technologies, LLC, Mequon, WI (US)


Appl. No.: 11/324,139

Filed: Dec. 30, 2005

Prior Publication Data

US 2006/O192375 A1 Aug. 31, 2006

Related U.S. Application Data Provisional application No. 60/640,410, filed on Dec. 30, 2004.

Int. C. B62D 2L/00 (2006.01) B62D 6/06 (2006.01) U.S. C. ........ 280/783; 180/210; 180/311; 180/908:

280/781 Field of Classification Search .................. 180/210,

180/311, 312,908: 280/781, 783,784 See application file for complete search history.

References Cited


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(Continued)

FOREIGN PATENT DOCUMENTS

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(Continued)

OTHER PUBLICATIONS

Four Wheel All-Terrain Vehicles, American National Standard, ANSI/SVIA-1-200X. Specialty Vehicle Institute of America, Rev. Apr. 3, 2007, pp. 1-45, 2 Jenner Street, Ste 150, Irvine, CA 926 18 3806.

(Continued)

Primary Examiner — Paul N Dickson Assistant Examiner — Laura Freedman (74) Attorney, Agent, or Firm — Whyte Hirschboeck Dudek SC

(57) ABSTRACT Various embodiments of reduced-size vehicles such as all terrain vehicles (ATVs) and utility vehicles (UVs) are dis closed herein. In at least some embodiments, the vehicles include frames that are wider near the front and rear sections of the vehicles than within the mid-sections of the vehicles. This, in combination with the use of shock-absorbers that are Substantially vertically oriented, allows for the opening-up of large interior cavities within the front and rear sections of the vehicles within which can be positioned large front and rear internal compartments that can provide storage/carrying capacity as well as added buoyancy for the vehicle, among other things. Also, in at least some embodiments, the vehicles can include special cooling and/or exhaust systems having components that are positioned Substantially within the mid sections of the vehicles, thus further increasing the amounts of space available for the cavities/compartments within the front and rear sections of the vehicles.


US 7.942,447 B2 Page 2

3,363,537 3,426,720 3,788,072 3,857.458 4,205,706 4,237,995 4,265,332 4,290,501 4.328,601 4.450,934 4.487.289 4,535,869 4,650,210 4,662.467 4,666,015 4,690,235 4,726,439 4,735,275 4,741,411 4,770,262 4,809,800 4,830, 135 4,836,324 4,913,347 4.924,961 4,970,859 5,044,646 5,083,632 5,086,858 5, 112,100 5,170,020 5, 183,130 5,400,734 5,401,056 5,558,059 5,575,352 5,687,669 5,791431 5,845,918 5,855.250 5,868,093 5,921,339 5,975,624 6,073,719 6,116,972 6,182,784 6,209,941 6,220,387 6,264.241 6,267, 193 6,296,073 6,357,542 6,394,225 6,412,856 6,454,039 6,523,634 6,533,339 6,547,027 6,581,716 6,588,536 6,622,666 6,626,260 6,626,712 6,637,539 6,648,093 6,659,566


1, 1968 2, 1969 1, 1974

12, 1974 6, 1980

12, 1980 5, 1981 9, 1981 5, 1982 5, 1984

12, 1984 * 8, 1985

3, 1987 * 5, 1987 * 5, 1987 * 9, 1987

2, 1988 * 4, 1988

5, 1988 * 9, 1988

3, 1989 5, 1989 6, 1989 4, 1990 5, 1990

11, 1990 9, 1991 1, 1992 2, 1992 5, 1992

12, 1992 2, 1993 3, 1995 3, 1995 9, 1996

11, 1996 11, 1997

* 8, 1998 12, 1998

* 1/1999 2, 1999

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6, 2000 9, 2000

B1 2, 2001 B1 4, 2001 B1 4, 2001 B1 T/2001 B1 T/2001 B1 * 10, 2001 B1 3, 2002 B1 5, 2002 B1* 7, 2002 B1 9, 2002 B1 2, 2003 B1 3, 2003 B1* 4, 2003 B1 6, 2003 B1* 7, 2003 B2 9, 2003 B2 9, 2003 B1 9, 2003 B2 10, 2003 B2 11/2003 B2 12, 2003

DePenning Enos Burger Ohtani et al. Jasensky Pivar Presnall et al. Tanaka Rodler, Jr. Davis Kicinski et al. Tsutsumikoshi et al. ..... 180,311 Hirose et al. Arai et al. ........ Matsuda et al. Miyakoshi ....... Iwao et al. Tsukahara et al. Stricker Yasunaga et al. Suzuki Yamashita Morita et al. Burst et al. Bernardi Yates et al. Iliga et al. Saito et al. Mizuta et al. Murkett et al. Kruger et al. Nakamura et al. Doyon Eastman Yoshinaga et al. Suzuki et al. Engler Asao et al. ....... Grinde et al. Nishi Tseng Matsuura ......... Rasidescu et al. Ohmika et al. Bellezza Quater Pestotnik Cross Hoppes et al. Horiuchi Buell Rioux et al. Sako Yasuda Kajikawa et al. Matsuura Gagnon et al. Bettin et al. Kalhok et al. ... Matsuura Chiu ................ Kuji Gagnon et al. Bellezza Quater Rioux et al. Rioux et al. Bombardier

. . . . . . . . . . . . 180,210

180,233 . . . . . . . . . . . . 180,210

. . . . . . . . . . . 180,215

. . . . . . . . . . . 180/68.1

. . . . . . . . . . . . 180,311

. . . . . . . . . . . . 180/312

. . . . . . . . . . . . 180,219

296,203.01

. . . . . . . . . . . . 180,292

. . . . . . . 296,203.01

. . . . . . . . . . . . 180/312

. . . . . . . . . . . . 180/312

B1 1, 2004 B2* 3, 2004 B2 3, 2004 B2 3, 2004 B2 4, 2004 B2 4, 2004 B2 6, 2004 B1 6, 2004 B1 T/2004 B2 10, 2004 B2 4, 2005 B1 6, 2005 B2 12/2005 B2 T/2006 B1 10, 2006 B2 11/2006 B2 3, 2007 B2 * 7/2007 B2 * 10/2007 B2 12, 2007 B2 12, 2007 B2 * 12/2007 B2 5/2008 B2 5/2009 B2 1, 2010 B2 2, 2010 A1* 8, 2002 A1 10, 2002 A1 6, 2003 A1 T/2003 A1* 2, 2004 A1* 2, 2004 A1 5, 2004 A1* 10, 2004 A1* 11/2004 A1* 1/2005 A1 3, 2006 A1 9, 2006 A1 3, 2007 A1 7/2007 A1 11/2007 A1 11/2007 A1* 8, 2010

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. . . . . . . . . 180,215

FOREIGN PATENT DOCUMENTS

6,672,916 6,702,058 6,705,417 6,705,680 6,719,084 6,719,346 6,745,863 6,755,269 6,767,022 6,799,781 6,881,108 6,908, 108 6,971462 7,077,714 7,128,341 7,134,702 7,188,696 7,237,637 7,287,621 7,303,221 7,306,069 7,311, 167 7,377,570 7,537.499 7,644,791 7,658.411

2002/01 17843 2002fO153182 2003/011 1859 2003. O1366.13 2004.0035623 2004.0035626 2004/OO84239 2004/O195035 2004/0231908 2005.0006169 2006/0066069 2006/O197331 2007/0044748 2007/O164537 2007/O257479 2007/O257516 2010, 0194088

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OTHER PUBLICATIONS

Powerpoint presentation—Polaris, etc. 8 pages. Four Wheel All-Terrain Vehicle—Equipment, Configuration, and Performance Requirements, ANSI, ANS/SVIA, pp. 1-23, Feb. 15. 2001. Pure Polaris: Lock & Ride Accessory System, www.purepolaris.com (3 pages). Artic Cat SPEEDRACK. www.arcticcat.com/atav/speedrack.asp; (2 pages). First EP Application No. 0585.60814 First Office Action dated Sep. 30, 2010; 6 pages.

* cited by examiner

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US 7,942,447 B2 1.

FRAME DESIGN FOR REDUCED-SIZE VEHICLE

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. provisional patent application No. 60/640,410 entitled “Improved Reduced-Size Vehicle' and filed on Dec. 30, 2004, which is hereby incorporated by reference herein.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH ORDEVELOPMENT


This invention relates to reduced-size vehicles, particularly all-terrain vehicles (ATVs) and various utility vehicles (“UVs).


Reduced-size vehicles such as ATVs and UVs are becom ing increasingly popular in North America and the world. Historically, ATVs can trace their origins to motorcycles. The ATV began as a motorcycle with two rear wheels, called an All-Terrain Cycle (ATC) and then, due to safety consider ations, evolved to include a second front wheel so as to become the conventional four-wheeled ATV. As ATVs have further evolved over the past twenty years, many other aspects of the vehicles have also been improved. Many of the improvements have concerned the driving performance of the ATVs (both in terms of operation of the vehicles in a straight line and over rough terrain). For example, ATVs have become equipped with larger and more powerful engines, Sophisti cated automatic transmissions, and advanced differential technology. The Suspension systems, likewise, have matured from rigid mounted wheels and tires to long-travel, fully independent Suspension systems.

Conventional reduced-size vehicles offered by a variety of manufacturers share a number of features in common with one another. Because reduced-size vehicles (and particularly ATVs) originated as offshoots of motorcycle technology, Such vehicles in particular share certain features that are similar to those of motorcycles. In particular, a conventional ATV typically employs an internal structural frame formed by a group of struts, tubes, castings, and/or stampings (and/or other elements) that extend substantially parallel to one another from near the front of the vehicle to near the rear of the vehicle, generally in close proximity to a central longitu dinal axis of the vehicle. The arrangement of struts is such that the overall frame would conform to (e.g., would fit within) the physical confines of motorcycles having long, narrow bodies, even though reduced-size vehicles such as ATVs and UVs typically have bodies that are substantially wider than those of motorcycles. Although through the years there has been a focus on reducing the cost of the frame, there have been few major innovations in frame design beyond the standard motorcycle design. The frame is seen as the structure that carries the critical vehicle systems but delivers little if any additional value to the end user.

In addition to having motorcycle-type frames, conven tional reduced-size vehicles also have other features that reflect their evolution from motorcycles, for example, in terms of their cooling systems and exhaust systems. With respect to their cooling systems, conventional reduced-size vehicles typically employ engine cooling systems in which

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2 airflow moves horizontally along the vehicles as the vehicles move forward. More specifically, Such engine cooling sys tems (which can include, for example, radiators or heat exchangers), are typically positioned within front or rear sec tions of the vehicles relative to the mid-sections of the vehicles in which operators are seated during operation. When placed in the front section of a vehicle, as is more commonly the case, cooling air enters at the very front end of the vehicle and typically is then exhausted into the mid section/operator space. When placed generally in the rear section behind the mid-section, as is less commonly the case, cooling air enters from the mid-section/operator space and then passes out the vehicle's rear end. As for the exhaust systems of reduced-size vehicles, the

traditional motorcycle-based design and packaging of an ATV exhaust system places the muffler (which is generally round and cylindrical) at the rear of the vehicle, typically in a generally horizontal manner, with the outlet near or at the rear of the vehicle, facing aft or downward. Certain factors influ ence the exact positioning of the exhaust system configura tion and muffler. First, the exhaust system should be config ured to function within the confined area that an ATV allows after placement of the engine, cooling system, transmission, drivetrain, intake system, and other critical systems. Second, because ATVs are often operated in water, it is desirable to locate the outlet of the muffler as high as possible so as to minimize water intrusion. Third, the muffler should have sufficient volume to allow for adequate performance while maintaining satisfactory Sound dampening qualities. Fourth, the exhaust outlet should be positioned so that the exhaustair is not discharged directly onto a person who is working in close proximity to the vehicle. Lastly, the exhaust system should be as Small as possible, so as to minimize radiated heat, and should be heat-shielded and placed sufficiently far away from any operator (e.g., laced under a rear fender). As reduced-size vehicles have grown in their size, power

and capabilities, it has been recognized that the vehicles are suitable for performing a variety of chores and tasks for which ordinary cars, trucks, and tractors are not well Suited. To facilitate the performing of these functions by reduced-size vehicles, it has further become desirable to create dedicated carrying/storage features on the reduced-size vehicles. Yet, because the primary consideration in designing reduced-size vehicles traditionally has been to enhance the vehicles driv ing performance, the interiors of reduced-size vehicles (e.g., the volumes defined by the outer perimeters of the vehicles) have been completely or nearly completely filled with the various engine, powertrain, Suspension, cooling and other system components allowing for optimal performance of the vehicles. To the extent that certain spaces within the vehicle interiors have been reserved for storage purposes, such spaces have typically been very Small, e.g., with a Volume of only about 3 gallons or less. As a result, Such spaces typically are Sufficient only for transporting Small items such as a pair of gloves, a tow Strap, or an emergency toolkit. Further, these spaces often are inconvenient to use, for example, because the ports/doors are located at low or otherwise difficult-to-access locations (e.g., under the seat), or because the doors are at low levels and lack seals to prevent the entry of water into the Spaces.

Although at least one manufacturer, Bombardier, has inte grated a somewhat larger, 8 gallon storage compartment into the front end of at least one of its ATV models (e.g., the 1999 Traxter ATV), this storage compartment is still limited in size due to the frame of the ATV and due to the positioning of the front shock absorbers of the vehicle, and there is no compa rable storage compartment in the rear of the ATV due to the

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movement of certain components from the front end of the vehicle to the rear end of the vehicle to provide sufficient space for the front storage compartment. Also, although at least one other manufacturer, Arctic Cat, has integrated a Somewhat larger, 8-10 gallon storage compartment into the rear end of at least one of its ATV models, this storage com partment is still limited in size due to the configuration of the vehicle frame and the positioning of the rear shock absorbers, as well as difficult to access insofar as it only occupies a region that is below the cargo rack accessible from behind the vehicle. Further, the storage compartment is located Substan tially above the locations at which the shock absorbers are coupled to the frame of the vehicle, and loading of that com partment with items/materials can raise the vehicle's center of gravity.

Given the lack of large internal carrying/storage spaces within conventional ATVs, ATV manufacturers have devel oped alternative features to enhance the ability of ATVs to carry and move items and material. In particular, ATV manu facturers have added cargo racks to the tops of the fenders, first at the rear sections of the vehicles and subsequently at the front sections of the vehicles. Depending upon the embodi ment, a rack can be located on top of the bodywork of a vehicle, or in the case of a carrying bed, on top of the rear tires of a vehicle. The inclusion of such cargo racks on ATVs is now the industry standard. Additionally, although items can be strapped/tied directly to Such cargo racks, to further enhance the cargo capacity of ATVs, it also has become common to purchase aftermarket storage containers that fas ten to the tops of the cargo racks. Also, various enhancements have been developed for facilitating the coupling of items to cargo racks, for example, Artic Cat’s “Speed Rack” and Polaris’ “Speed Lock.” The use of such containers in combi nation with the cargo racks makes it possible to carry items/ materials within enclosed compartments such that those items/materials are not exposed directly to the outside envi rOnment.

Although reduced-size vehicles with the above-described cargo rack and Supplemental container features continue to increase in popularity, Such conventional vehicles neverthe less have several limitations. First, the attachment of items/ materials to the cargo racks is often challenging due to the need for additional ropes or cords or special clips to fasten the items. Second, in circumstances where containers are used, or otherwise large items are attached to the cargo racks, visibil ity can be reduced for the operators of the vehicles. Third, cargo carried on top of the racks can overload the vehicles and/or negatively impact the vehicles centers of gravity, which in turn can impact the performance and safety of the vehicles. Indeed, this aspect is of particular significance to reduced-size vehicles in comparison with many other larger vehicles, both because reduced-size vehicles tend to be rela tively light interms of their weight, and also because reduced size vehicles naturally tend to have a high center of gravity for other reasons—for example, because the vehicles typically are designed to have large amounts of ground clearance to clear obstacles while operating off-road, and because in Such vehicles (particularly ATVs) the operator is seated upon the vehicle rather than within the vehicle. Consequently, the cargo racks/containers on reduced-size vehicles should be carefully loaded so as not to exceed the weight ratings of the vehicles.

Another limitation of conventional reduced-size vehicles is that the vehicles have little or no provision for floatation. ATVs in particular are frequently operated under conditions in which the vehicles need to ford bodies of water. During fording maneuvers, the depth of the water is not always

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4 known (e.g., if operating in an unfamiliar area). Conse quently, it is not uncommon for an ATV to become submersed completely and ingest water into its engine and cease running, which is a significant inconvenience for the operator and can cause extensive damage to the engine. To prevent the above described scenario, an ATV desirably would include suffi cient displacement integrated into the vehicle to allow for vehicle floatation. Yet integrating Sufficient displacement into an ATV for this purpose is difficult given the significant amount of displacement that is required. For example, typical ATVs weigh approximately 600 to 750 lbs without a rider, unladen. When a rider is positioned onto such an ATV, the ATV can approach as much as 950 lbs (e.g., Supposing a 200 lb operator). Noting that the density of water is 8.341b/gal, an ATV needs to displace at least about 72 to 90 gallons of water to achieve buoyancy for the vehicle alone and potentially as much as about 114 gallons to obtain neutral buoyancy when laden with an operator (again Supposing a 200 lb operator).

Conventional ATVs do include certain components that provide some buoyancy for the vehicles. Not only does the fuel tank in an ATV provide some buoyancy, but also virtually all ATVs employ the use of “high floatation oversize balloon tires' to provide buoyancy and, in some cases, pontoons or inflatable inner tubes can also be attached to the vehicles to provide additional buoyancy. None of these satisfactorily solves the buoyancy problem, however. The fuel tank only provides a limited amount ofbuoyancy, and the buoyancy that it provides varies depending upon how much it is filled with fuel. With respect to attaching pontoons/inner tubes to the ATVs, the use of such devices is undesirable for a variety of reasons including complications arising from the mounting/ installation of those devices, negative effects on vehicle maneuverability when Such devices are installed, and storage of the devices when not being used. As for the use of balloon tires, such tires on average only displace about 12 gallons of water each. Further, as the performance of ATVs is improved, there will continue to be an increased need for braking area, which will tend to drive up wheel size and reduce the available Volume for the tires, which in turn will decrease the tires overall contribution to buoyancy.

Even if one assumes that a typical ATV has four balloon tires, each displacing 12 gallons, and a typical fuel tank of 4 gallons (and no pontoons/inner tubes), and additionally that the remaining componentry/structure of a conventional ATV displaces an additional 20 gallons, such ATV will displace by way of these components only about 72 gallons of water or 600 pounds. Thus, noting the difference between the dis placed weight of water and the typical weight of a conven tional ATV, and given the density of water, a conventional ATV unladen (e.g., without any operator/passenger or addi tional carried weight) at best is barely buoyant and potentially falls short of neutral buoyancy by nearly 20 gallons. Further, with an operator on board, much less any additional weight, conventional ATVs will sink.

In addition to the aforementioned limitations relating to storage capacity and buoyancy, conventional reduced-size vehicles also are inadequate in terms of the manner in which the vehicles respond to accidents/impacts. More particularly, while the frames of conventional reduced-size vehicles are satisfactorily designed for the purpose of carrying the opera tor and the various internal vehicle systems, such conven tional frames have not been designed with the aim of effec tively dissipating energy if the vehicles hit immovable objects such as trees, or with the aim of reducing the effects of side impacts upon the vehicles. Further, because the struts/tubes, castings and stampings forming the frames of conventional reduced-size vehicles extend from the front ends to the rear

US 7,942,447 B2 5

ends of the vehicles in proximity to the central longitudinal axes of the vehicles, the frames are exposed to, and not par ticularly well-suited to resisting, extreme forces and torques that can be applied to the vehicles in certain accidents where the front ends of the vehicles tend to be twisted in directions contrary to those of the rear ends of the vehicles. In general, conventional frames have not been designed in a manner intended to enhance the crashworthiness of the reduced-size vehicles.

Further, the cooling systems of conventional reduced-size vehicles also have a number of drawbacks. With respect to conventional front-mounted cooling systems, for example, Such systems are typically Vulnerable to clogging in the off road environment due to contact with mud, leaves, grass, Snow, seeds, etc., and to the possibility of puncture from rocks & Sticks. To the extent that extra guards are utilized to prevent puncture, these can exacerbate clogging events. Further, in Such systems, the radiators exhaust heat into the mid-sections of the vehicles, which can undesirably heat up the seats and the Surrounding bodywork and in Some circumstances expose the vehicle operators (particularly the operators’ legs) to undesirable heat. Additionally, when one such vehicle closely follows behind another such vehicle, the following vehicle can undesirably ingest dirty air expelled by the leading vehicle. As for conventional rear-mounted cooling systems, Such systems are typically vulnerable to puncture and physi cal harm when the vehicles are driven in reverse. Such sys tems also can constrain Suspension design and decrease vehicle system flexibility. To guarantee sufficient air flow, Such systems often require large amounts of space within the vehicles to be dedicated to the communication of air for cooling and long coolant lines from the engine to the heat exchanger. Further, in contrast to the conventional front mounted cooling systems, the rear-mounted cooling systems require fans to force air into the radiator, and hot air can "chimney' back to the operator if the cooling fan is not running. The exhaust systems of conventional reduced-size vehicles

also have several drawbacks. First, the horizontal placement of a muffler in Such a vehicle, in conjunction with the posi tioning of the muffler above the power cylinder(s) of the engine of the vehicle, allows water that has entered the muf fler to drain directly into the engine (a condition that can regularly occur when operating the ATV in deep water and mud). Second, the horizontal placement of the muffler maxi mizes the surface area by which heat is convectively trans ferred away from the muffler and onto the plastic fender that is commonly located above it, which can result in significant and possibly undesirable heating of the fender. Although some reduced-size vehicles include heat shields above their mufflers and/or highly reflective foil insulators on the bottom sides of the plastic fenders, the fenders and Surrounding body work of such vehicles often still can become undesirably hot. Further, even to the extent that the heating of the fenders and bodywork of such vehicles is reduced, the header pipes con necting the engines of the vehicles to their mufflers typically are run high in the vehicles, just below the edges of the operator seats and horizontally along the vehicles, e.g., proxi mate where operators’ legs are situated during vehicle opera tion.

In view of the above discussion, it therefore would be advantageous if new reduced-size vehicles could be designed that overcame one or more of the aforementioned limitations. In particular, it would be advantageous if a new reduced-size vehicle was developed that could have one or more large interior storage compartment(s) for carrying items/material, where those interior storage compartment(s) were easy to use

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6 and/or were positioned substantially below the top of the vehicle such that items/material contained within those com partments did not overly raise the center of gravity of the vehicle or reduce operator visibility. Further, it would be advantageous if such a new reduced-size vehicle included features that improved the buoyancy of the vehicle. Addition ally, it would be advantageous if such a new reduced size vehicle included an improved frame design to improve the vehicle's behavior under at least some accident conditions. Further, it would be advantageous if such a new reduced-size vehicle included an improved cooling system arrangement and/or improved exhaust system arrangement to alleviate one or more of the above-discussed problems associated with conventional reduced-size vehicles.


The present inventors have recognized that conventional reduced-size vehicles can be modified and improved in a variety of ways so as to address one or more of the above discussed drawbacks of conventional reduced-size vehicles. In particular, the present inventors have recognized that, by modifying the internal frames of such vehicles so that the Struts/tubes, castings, and stampings of the frames are not overly concentrated along the central longitudinal axes of the vehicles, it can become possible in at least some embodi ments for large unobstructed interior cavities to be created within the vehicles at their front and rear ends, allowing for large interior storage compartments to be provided within the vehicles. The inventors have further recognized that in at least some embodiments the creation of such interior cavities/ storage compartments can be further facilitated by utilizing shock absorbers that are vertically-oriented (as viewed from both front elevation and side elevation views) rather than obliquely-oriented as they extend between the frame and the wheels/axles. The inventors have additionally recognized that, in at least some embodiments, the filling of such interior storage compartments with items/materials will tend not to raise the vehicles' centers of gravity (and rather will tend to lower it), and/or that Such storage compartments in certain embodiments can greatly facilitate vehicle buoyancy. Addi tionally, the inventors have recognized that the use of Such modified internal frames can in at least some embodiments improve the manner in which the vehicles perform during accidents and/or respond to impacts.

Further, the present inventors have recognized that the cooling and exhaust systems of conventional reduced-size vehicles can be modified to improve the vehicles design and performance. In particular, the present inventors have recog nized that, in at least some embodiments, the placement of cooling and/or exhaust system components primarily within the mid-sections of the vehicles rather than in the front or rear sections of the vehicles not only is possible but also can be advantageous for several reasons. For example, the placement of cooling and/or exhaust system components within the mid section of a vehicle in at least some embodiments can free up space within the front and rear sections of the vehicle, space which can be allocated to other vehicle structures such as the interior cavities/storage compartments discussed above. Fur ther, the placement of cooling system components in the mid-section of a vehicle in at least some embodiments can reduce the risks of clogging/puncture of the cooling system components and/or can reduce the length of coolant lines that are utilized in those systems. Additionally, with respect to the exhaust system, the muffler when placed in the mid-section of a vehicle can be vertically-oriented and configured to resist backflow of water from the exhaust pipe back into the engine,

US 7,942,447 B2 7

as well as positioned so as to reduce the possibility of unde sirable excessive heat dissipation occurring in relation to other components of the vehicle.

In at least some embodiments, the present invention relates to a frame for a reduced-size vehicle having a front section, a mid-section and a rear section positioned Successively adja cent to one another between a front end and a rear end and having left and right sides extending between the front and rear ends. The frame includes a first strut portion extending generally through the mid-section from the front section to the rear section, and a second strut portion extending gener ally through the mid-section from the front section to the rear section, where the first strut portion is positioned generally higher than the second strut portion, and is at least indirectly coupled to the first strut portion. The frame further includes a third strut portion extending outward toward at least one of the left and right sides relative to the first strut portion, where the third strut portion is coupled at least indirectly to at least one of the first and second strut portions.

Further, in at least Some embodiments, the present inven tion relates to a frame for a reduced-size vehicle having a front section, a mid-section and a rear section positioned succes sively adjacent to one another between a front end and a rear end and having left and right sides extending between the front and rear ends, where a central axis of the vehicle extends from the front section to the rear section. The frame includes at least one first strut portion extending within the mid-section generally parallel to the central axis, and at least one second Strut portion extending from the at least one first strut portion, where the at least one second strut portion includes at least one of a loop portion and a c-bracket portion extending within one of the front and rear sections of the vehicle. At least one of the loop portion, the c-bracket portion and a further con necting portion extending between ends of the c-bracket por tion is configured to absorb energy associated with an impact between the reduced-size vehicle and an external object.

Additionally, in at least some embodiments, the present invention relates to a frame of a reduced-size vehicle. The frame includes a first frame portion extending underneath a saddle-type seat of the vehicle, and a second frame portion at least indirectly coupled to the first frame portion and extend ing underneath a floor portion of the vehicle.


FIG. 1 is a perspective view of an exemplary reduced-size vehicle, in this example shown to be an ATV, in accordance with at least some embodiments of the present invention;

FIG. 2 is a perspective view of an exemplary internal frame that could be employed in the vehicle of FIG. 1 (as viewed from a position adjacent a front right portion of the frame) in accordance with at least Some embodiments of the present invention;

FIGS. 3, 4, 5 and 6 respectively are perspective (as viewed from a position adjacent a front left portion of the frame), top plan, front elevation and left side elevation views of an addi tional exemplary internal frame that is similar to that of FIG. 2, and which also could be employed in the vehicle of FIG.1;

FIG. 7 is an additional perspective view illustrating how the exemplary internal frame of FIGS. 2-6 could deform in the event of a head-on collision of the vehicle of FIG. 1 with a Substantially immovable object (at least in some circum stances);

FIGS. 8(a) and 8(b) are perspective views of two alternate exemplary internal frames that could be employed in the vehicle of FIG. 1 in accordance with at least some alternate embodiments of the present invention:

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8 FIGS. 9(a) and 9(b) are top plan and left side elevation

views of an additional alternate exemplary internal frame that could be employed in the vehicle of FIG. 1 (or a similar vehicle) in accordance with at least some alternate embodi ments of the present invention;

FIGS. 10 and 13 are perspective views of exemplary inter nal components of the vehicle of FIG. 1 (as viewed from positions adjacent a front right portion and a front left portion of the vehicle, respectively) including a slightly modified version of the exemplary internal frame of FIGS. 3-6, front and rear internal compartments within the vehicle, and vari ous components of other vehicle systems;

FIG. 11 is the same perspective view as provided in FIG. 10, except insofar as certain of the Suspension system com ponents of the vehicle have been removed and insofar as the internal compartments of the vehicle are shown both when installed and when removed from the vehicle:

FIGS. 12, 14 and 15 respectively are top plan, front eleva tion and side elevation views of the internal components shown in FIG. 10;

FIG. 16 is an exemplary cross-sectional view of internal components of a vehicle taken along the front axle of the vehicle, where the internal components are similar to those shown in FIGS. 11 and 14, and wherein the internal compo nents are shown in positions that would occur during an operational circumstance in which the front wheels are moved upward relative to the frame of the vehicle:

FIG. 17(a) is a front elevation view similar to that of FIG. 14:

FIG. 17(b) is a front elevation, schematic, partially-ex ploded, cutaway view of a further alternate embodiment of A-arms;

FIGS. 17(c)-(d) are front elevation views similar to that of FIG. 17(a) except insofar as the suspension system of the vehicle employs a MacPherson strut arrangement in place of twin A-arms (and with storage compartments shown in phan tom), in accordance with at least some embodiments of the present invention;

FIG. 18 is a left side elevation view of the vehicle of FIG. 1 further showing the internal compartments of FIGS. 10-16 (in phantom) and additional external front and rear storage compartments mounted on racks at front and rear sections of the vehicle, along with approximate indicators of centers of gravity of each of these compartments (if empty) and the vehicle as a whole;

FIGS. 190a)-(c) respectively are perspective views of the rack at the front section of the vehicle of FIG. 18, the external front storage compartment of FIG. 18 mounted on that rack, and internal compartment beneath that rack (as the compart ment would appear if removed from the remainder of the vehicle);

FIG. 20 is a perspective view of a portion of an exemplary front section of body work of a vehicle such as that shown in FIG. 18, with the rack at the front section removed to revealan interior of the front internal compartment in accordance with at least some embodiments of the present invention;

FIG.21 is a perspective view of an exemplary front internal compartment such as that shown in FIGS. 10-16 and 18-20, along with an exemplary openable lid, on which could be mounted onto the front rack of FIGS. 19(a)-(c);

FIGS. 22(a)-(c) show side elevation views of an exemplary hinge component that could be used to fasten and Supportalid and/or rack such as that of FIG. 21 with respect to the under lying vehicle (e.g., with respect to the interior of an internal compartment beneath the lid/rack);

FIG. 23 shows a perspective view of the rear internal com partment of FIG. 18 in combination with an openable lid and

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the rear rack of FIG. 18, where the lid/rack is supported with respect to the internal compartment by way of alternate exem plary hinge components differing from that of FIGS. 22(a)- (c);

FIG.24 shows a perspective view of an alternate exemplary embodiment of a rear internal compartment differing from that of FIGS. 18 and 23, where the compartment includes a partly fixed top portion and a lid mounted to the top portion by way of a pair of hinge components that differ from those of FIGS. 22 and 23;

FIGS. 25(a)-(f) illustrate several exemplary manners in which lids to the internal compartments can be mounted on an ATV:

FIGS. 26(a)-(b) illustrate two exemplary seals that can be employed in conjunction with the internal compartments and lids of FIGS. 21, 23, 24 and 25 allowing for those compart ments to be both openable and watertight when closed;

FIG. 27 is a schematic top plan view of an exemplary floor portion of one of the internal compartments of FIGS. 10-16 and 18 in which the floor portion includes a drain/drain plug allowing the compartment to be drained;

FIGS. 28(a)-(c) respectively show an interior side cutaway portion of the front internal compartment of FIG. 18, a cross sectional view of a hinge locating pocket formed along that side cutaway portion taken along line A-A of FIG. 28(a), and an alternate cross-sectional view of a threaded insert capable of being mounted along the side cutaway portion;

FIGS. 29-31 are perspective views of various exemplary embodiments of the reduced-size vehicle of FIG. 1 in which the vehicles are equipped with cooling systems at the mid sections of the vehicles and the flow of air through the cooling systems is largely vertical;

FIG. 32 is a left side elevation view (shown partly in cut away) of the reduced-size vehicle of FIG. 31 that reveals exemplary internal components of the cooling system when the cooling system is a forced air-cooled cooling system;

FIGS. 33 and 34 are left side elevation views (shown partly in cutaway) of the reduced-size vehicles shown in FIGS. 31 and 29, respectively, which reveal exemplary internal com ponents of the cooling systems of the vehicles when the cooling systems are water-cooled cooling systems;

FIGS. 35(a) and (b) respectively show top plan and left side elevation views of some of the internal components of the reduced-size vehicle of FIG. 33, including an internal frame (which is the same as that shown in FIG. 2), Suspension system components and cooling system components, and include cross hatching used to indicate Volume Voids that are formed when a vertical cooling path is employed in the vehicle as shown:

FIG. 36 illustrates exemplary air flow patterns around and through the reduced-size vehicle of FIGS. 31 and 32 when the vehicle is being driven forward by an operator;

FIG. 37 is a perspective view of an exemplary vertical muffler that could be implemented within the vehicle of FIG. 1 in accordance with Some embodiments of the present inven tion, where the view shows inner compartments of the muffler and schematically indicates gas flow patterns within the muf fler during operation;

FIG. 38 is a cross-sectional view of an exemplary muffler Such as the vertical muffler of FIG. 37 where the muffler includes a plurality of inner chambers that serve to reduce the likelihood of liquid passing through the muffler from the exhaust outlet and back into the engine of the vehicle:

FIGS. 39(a) and (c) are schematic views of two alternate embodiments of mufflers that can be used in the vehicle of FIG. 1; and

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10 FIGS. 39(b) and (d) are additional schematic views of the

mufflers shown in FIGS. 39(a) and (c), respectively, where bottom chambers within the mufflers are partially filled with Water.

DETAILED DESCRIPTION OF THE INVENTION

Referring to FIG. 1, a perspective view of an exemplary reduced-size vehicle in accordance with at least some embodiments of the present invention, namely, an exemplary all-terrain vehicle (ATV)10, is shown. As illustrated, the ATV 10 has an exterior appearance that is similar to the appear ances of conventional ATVs, e.g., the vehicle has four tires 20 (three of which are visible), a saddle-type seat 30, motor cycle-type handlebars 40 for steering the vehicle, and a largely box-like shape. The four tires 20 typically are balloon type tires pressurized to up to 10 psi, albeit in other embodi ments the tires need not be balloon tires or be pressurized to such degree, but rather could be other types of tires, for example, non-deflatable tires, or tires pressurized at other levels (or tires that included or operated in association with pumping devices such that the tires could be inflated or deflated to a variety of pressures).

Also, front and rear cargo rackS/storage racks 50, 60. respectively, are attached to an outer surface 90 of the vehicle 10, particularly along upper Surfaces offront and rear sections 70, 80 of the vehicle, respectively. In alternate embodiments, the cargo racks 50, 60 can be connected directly to a frame of the vehicle as discussed below with reference to FIG.2 et seq. As will be described in further detail below, in accordance with at least Some embodiments of the present invention, large internal cavities and/or large internal storage compart ments are positioned within the vehicle 10 within the front and rear sections 70, 80 of the vehicle, underneath the cargo racks 50, 60. Furtheras shown, the ATV 10 has foot wells/foot rests 65 on either side of the vehicle between the front and rear tires.

Depending upon the embodiment, the relative extents of the front and rear sections 70, 80, as well as a mid-section 75 of the vehicle between the front and rear sections, can be understood in any of a variety of manners. In at least some embodiments, the mid-section 75 of the vehicle can be under stood to extend from the frontmost surfaces of the rear tires to the rearmost surfaces of the front tires, with the front section 70 then being understood to extend from the rearmost sur faces of the front tires forward and the rear section 80 being understood to extend from the frontmost surfaces of the rear tires rearward. Also, in at least some embodiments, the mid section 75 of the vehicle can be understood to be that section of the vehicle that is between the large internal cavities and/or storage compartments existing within the front and rear sec tions of the vehicle. Further, in at least some embodiments, the front section 70 of the vehicle can be understood to be the section of the vehicle that is in front of the seat 30 or the handlebars 40 (e.g., from a frontmost or rearmost extent of the handlebars forward), the rear section 80 of the vehicle can be understood to be the section of the vehicle that is behind an operator (e.g., a first person controlling the vehicle rather than any passenger positioned behind that first person) or behind a rearmost portion of the foot wells 65, and the mid-section 75 can be understood as being the section of the vehicle between the front and rear sections.

Additionally, in at least Some embodiments, the front sec tion 70 can be understood as that portion of the vehicle that is forward of the front axle of the vehicle, the rear section 80 can be understood as that portion of the vehicle that is rearward of the rear axle of the vehicle, and the mid-section 75 can be

US 7,942,447 B2 11

understood as the portion of the vehicle in between those axles. In at least Some further embodiments, the mid-section can be understood as the portion of the vehicle between the foot wells 65, under the seat 30 (or under the operator), and or between the racks. In at least some additional embodiments, the front, rear and mid-sections of the vehicle can be sections that correspond to particular portions of a frame Supporting the vehicle (e.g., front, rear and middle portions of frames that are discussed in more detail below). In still additional embodiments, the extents of the front, rear and mid-sections can be understood in still additional manners, including man ners that involve different combinations of the above-dis cussed considerations (for example, the mid-section 75 could also be understood as extending from just in front of the handlebars to the frontmost surfaces of the rear tires or to the rear axle).

While FIG. 1 shows the ATV 10, the present invention is intended to be applicable to a wide variety of different types of reduced-size vehicles including not only ATVs, but also various types of utility vehicles (UVs) and other similar vehicles (e.g., in-airport personnel transporters and the like) that are intended to provide mobility, rapid speed (e.g., greater than 14.4 miles per hour), and/or carrying capacity, and/or towing capacity for people and/or items/materials. At the same time, reduced-size vehicles as discussed herein are not intended to encompass machines that perform specific specialized functions upon the environment over which they are traversing Such as, for example, operator-ridable lawn mowers or snow-blowers, bulldozers, excavators or forklifts (albeit the present invention is intended to encompass reduced-size vehicles that tow trailers that potentially have capabilities of these types), nor are reduced-size vehicles intended to encompass Small, plastic-framed, electric-pow ered children’s toys or low-speed (e.g., less than 14.4 miles per hour) golf carts. To the extent that the present invention relates in particular to ATVs, the term ATV as used herein can encompass any of a variety of vehicles that fit into conven tional definitions of ATVs as are known in the art, for example, vehicles that generally have a 48 inch width or less. Utility vehicles can include, for example, commercial utility vehicles and recreational utility vehicles. The present inven tion is applicable to vehicles having four wheels (e.g., two front wheels and two rear wheels) and also other wheel arrangements. For example, the present invention is also applicable to reduced-size vehicles having six wheels (e.g., two wheels in front, and four wheels in back).

Depending upon the embodiment, the present invention is intended to encompass reduced-size vehicles of any of these types (e.g., not merely ATVs such as the ATV 10), where the vehicles include any one or more of the features described in detail above and below. The present invention is also intended to encompass variations and/or combinations of the features described below as would be evident to those having ordinary skill in the art.

Reduced-Size Vehicle Having Improved Frame Design Referring to FIG. 2, an exemplary embodiment of a frame

100 that can be implemented into reduced-size vehicles such as the ATV 10 of FIG. 1 is shown in a perspective view. Additionally, referring to FIGS. 3-6, a slightly modified ver sion of the frame 100, shown as a frame 100', is shown in a perspective view (FIG. 3), a top plan view (FIG. 4), a front elevation view (FIG.5) and a left side elevation view (FIG. 6). In the embodiments of FIGS. 2-6, the frames 100, 100' include multiple struts (or tubes/bars/rods) 110 that are coupled to one another (e.g., bolted together or welded together in the case of metallic struts) or formed integrally with one another. As is evident from a comparison of the

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12 frames 100, 100' shown in FIGS. 2-6 and the ATV 10 shown in FIG. 1, the frames 100, 100' generally have outer perim eters that largely conform to the outer perimeter or “silhou ette' of the vehicle, particularly along the vehicle's ends and sides. With respect to each of the frames 100, 100', the struts 110

in particular include a pair of upper primary Struts 120 that extend in a direction that is generally parallel to a central axis 125 extending from a front portion 130 of the respective frame (see FIG. 2 in particular for the central axis) toward a rear portion 140 of the respective frame. The upper primary struts 120, which run side-by-side to one another in an approximately parallel manner, are spaced quite closely to one another such that the saddle-type seat 30 can be fit about those struts, and consequently the primary Struts 120 resemble corresponding struts of a conventional motorcycle type frame as is employed in many conventional ATVs. How ever, in contrast to conventional frame designs, the upper primary struts 120 do not extend the full length (or close to the full length) of the ATV 10 but rather extend only about half of the length of the vehicle (or less), within a middle portion 135 of the frame. The front and rear ends 150 and 160, respec tively, of the upper primary struts 120 are connected to front and rear loop struts 170 and 180, respectively, of the respec tive frames 100, 100'. As discussed in greater detail below, these loop struts 170, 180 help to define large interior cavities or spaces within which can be situated large internal com partments or chambers (see FIG. 10).

Also included within each of the frames 100,100' are a pair of lower primary struts 190. The lower primary struts 190 extend generally along a bottom portion of the respective frames 100, 100', in a manner that is largely parallel to the upper primary struts 120 and to the central axis 125 along much of the lengths of the struts 190. However, in contrast to the upper primary struts 120, the lower primary struts 190 run the full length of the respective frames 100,100' through each of the front portion 130, middle portion 135 and rear portion 140 (and substantially the full length of the vehicle). Proxi mate the ends of the respective frames 100, 100', the lower primary struts 190 include upwardly directed portions 200 that slope upward and attach to end portions 205 of the front and rear loop struts 170, 180.

In addition to the lower primary struts 190, the frames 100, 100' further each include side struts 210 that generally extend outward and downward from the left and right sides of the front loop strut 170 and then back inward and upward to the rear loop strut 180. In at least some embodiments, the side struts 210 are positioned under, and help to define, footrests of the reduced-size vehicle. Auxiliary struts 220 further link the side struts 210 with the lower primary struts 190, which themselves are also coupled to one another by way of the auxiliary struts 220. Another one of the auxiliary struts 220 similarly connects the two upper primary struts 120 with one another. Further, as shown, the frames 100, 100' also each include four horizontal support struts 230, two of which are coupled to the lower primary struts 190 at the respective front portions 130 of the respective frames 100, 100' and two of which are coupled to the lowerprimary struts at the respective rear portions 140 of the respective frames. Further, four more vertical support struts 235 link the front and rear loop struts 170,180 to the respective horizontal support struts 230. While nearly identical, the frames 100 and 100' of FIG. 2

and FIGS. 3-6, respectively, differ in two minor respects. First, the frame 100' of FIGS. 3-6 includes an X-brace 213 coupling the upper primary struts 120 and the horizontal support struts 230 in the rear of the vehicle. The X-brace 213 serves to further strengthen the frame 100' longitudinally,

US 7,942,447 B2 13

laterally, and vertically (e.g., in terms of the relative position ing of the upper primary struts 120 relative to the lower primary struts 190 to which the rear horizontal support struts 230 are coupled). In addition to the X-brace, the frame 100' also differs from the frame 100 insofar as each of the side struts 210 of the frame 100' include first and second outward bends 214 (see in particular FIG. 4) such that the side struts 210 along most of their length are positioned farther from the central axis of the vehicle/frame than the side struts of the frame 100 (due to this difference, while for simplicity the side struts and auxiliary struts are respectively labeled with numerals 210 and 220 in each of FIGS. 2-6, it would be appropriate to label the side struts and at least some of the auxiliary struts of the frame 100' with different numerals than the side struts and the corresponding auxiliary struts of the frame 100). Thus, while each of the frames 100,100' can each be employed in the vehicle of FIG.1, the frames 100,100' also could be used in slightly different vehicles having slightly different outer contours, particularly in terms of their foot restS.

The particular arrangement of struts 110 of the frames 100, 100' shown in FIGS. 2-6 can be varied depending upon the embodiment. For example, in some alternate embodiments, the lower primary struts 190 can also be a series of struts that connect various ones of the auxiliary struts 220 to one another rather than long struts to which the auxiliary struts are con nected. Also for example, the side struts 210 could be long struts that bend upward to connect to the rear (or front) loop strut 180 but do not bend upward to connect to the front (or rear) loop strut 170, and instead bend inward to connect to the lower primary struts 190 (e.g., taking the place of the front most side struts 220 shown in FIGS. 2-6). In such case, additional auxiliary struts could be used to connect the side struts to the front (or rear) loop strut 170. The frames 100, 100' shown in FIGS. 2-6 are advantageous

in comparison with the frames of conventional ATVs in a number of manners. First, as mentioned above and discussed in greater detail below, the frames 100, 100" make it possible for large internal compartments to be positioned within the ATV both within its front and rear sections 70 and 80, respec tively, along its front and rear ends. Second, as illustrated in additional FIG.7, in the eventofan accident in which the ATV 10 impacts a substantially stationary object such as a tree or pole (e.g., as represented by a pole 245) head-on, the front loop strut 170 bears the brunt of the impact and dissipates Substantial amounts of the energy of the impact such that an operator situated on the ATV does not experience as much of the force associated with the impact as might be the case with ATVs of conventional design. That is, the front loop strut 170 constitutes a deformable structure that can collapse during impact.

Further, because the front loop strut 170 extends all of the way around the large internal cavity defined (at least in part) by the loop strut, the loop strut also helps to protect anything that happens to be stored/contained within any compartment situated within that cavity. Although not shown in FIG. 7, similar protective and energy dissipative benefits are pro vided by the rear loop strut 180 in the event of a rear collision and by the side struts 210 (and the auxiliary struts 220 as well) in the case of a side impact. Additionally, it will be understood that while FIG. 7 shows in particular an impact being expe rienced by the frame 100 of FIG. 2, the above discussion is equally applicable with respect to the frame 100' of FIGS. 3-6.

Further, the frames 100, 100' are also advantageous insofar as, because the primary struts 120 do not extend the entire length of the ATV as in many conventional designs, the dam

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14 age caused by the ATV 10 upon external objects with which the ATV might collide during an accident is reduced. That is, in at least some circumstances, the frames 100, 100' do not tend to “pierce external objects with the upper primary struts 230 in the event of a collision, but rather merely "bump into such external objects with the front or rear loop struts 170, 180. Additionally, because the side struts 210 assist the pri mary struts 120,190 in maintaining the relative positions of the front and rear portions 130,140 of the frames 100, 100', the frames are better able to resist/tolerate torques that are placed upon the respective frames during impacts or during other operational stresses in which the front portion 130 of a given frame tends to be rotated in a direction opposite to that of the rear portion (e.g., about the axis 125) of that frame. Torques/forces are run through the foot wells of the ATV 10 along its sides (via the side struts 210) rather than merely along the saddle-type seat 30 of the ATV and corresponding primary struts 120, 190. The auxiliary struts 220 also assist in maintaining the relative positioning of the primary struts 120, 190 and side Struts 210.

Turning to FIGS. 8(a) and 8(b), alternate embodiments of the vehicle frames 100,100' are shown as frames 240 and 290, respectively. With respect to the frame 240 shown in FIG. 8(a), that frame is similar to the frame 100 except insofar as the end portions 205 of the front and rear loop struts 170 and 180 are missing from those loop struts, such that the loop struts instead become front and rear c-brackets 250 and 260, respectively. Further, insofar as the end portions 205 are miss ing, the lowerprimary struts 190 of the frame 100 are replaced with lower primary struts 270 that, instead of extending to end portions of the loop struts, extend only to inner portions 265 of the c-brackets 250, 260. That is, the primary struts 270 extend to about the same locations on the c-brackets 250,260 as the locations at which the primary struts 120 connect to those c-brackets.

Also as shown in FIG. 8(a), the c-brackets 250, 260 each have pairs of arms 275 that extend forward and rearward, respectively, up to four endpoints 280. The endpoints 280 are locations at which shock absorbers of the Suspension system of the ATV can attach to and support the frame 240, as discussed further below. Thus, the frame 240 of FIG. 8(a) differs from the frame 100 of FIG. 2 in that the frame 240 includes end (e.g., front and rear) portions that only extend so far as is necessary to provide coupling locations for the shock absorbers. As for the embodiment of FIG. 8(b), the frame 290 is

similar to the frame 240 insofar as it includes front and rear c-brackets 300 and 310, respectively. However, in contrast to the frame 240, the frame 290 only includes a single upper primary strut 320 that links the front and rear c-brackets 300 and 310. Additionally, the lower primary struts 270 of the frame 240 are replaced with short struts 330 that, instead of extending upward to the c-brackets 300 and 310, merely extend up to auxiliary struts 340, which extend sideways across the frame between side struts 350 (which correspond to the side struts 210). Rather than having both the lower primary struts 270 and the side struts 210 both be coupled to the c-brackets as in the frame 240, only the side struts 210 are coupled to the c-brackets 300 and 310. The frames 240 and 290 of FIGS. 8(a) and 8(b), although

different in some respects from the frame 100 of FIGS. 2-7 and from one another, nevertheless offer some of the same advantages as the frame 100 as discussed above. In particular, the c-brackets 250, 260, 300 and 310 define (at least partly) large cavities within which can be situated large internal compartments/containers in much the same manner as the loop struts 170,180 of the frame 100 help to define cavities

US 7,942,447 B2 15

within which such compartments can be situated. The side struts 210 and 350 of the frames 240 and 290 also help to improve the robustness of the overall frame, both in terms of counteracting torques experienced by the frame (e.g., torques that would tend to rotate the front portion of the frame in an opposite direction to that of the rear portion of the frame) and in the case of accidents involving side impacts.

Although the c-brackets 250, 260, 300 and 310 do not constitute loop struts that extend all of the way to the ends of the ATV 10, the c-brackets can be designed to interface with additional brackets formed of plastic or other materials such that the c-brackets together with the additional brackets from complete loops (corresponding to the front and rear loop struts 170,180) that substantially extend to the front and rear ends of the ATV and help to define the internal cavities within which are provided internal compartments. These additional brackets can be formed from sufficiently robust, resilient, plastic materials that the brackets provide some of the same energy dissipative and other benefits at the front and rear ends of the ATV as are provided by the loop struts 170, 180. Thus, for an ATV employing Such additional brackets, the conse quences of an impact with an external object upon the ATV will be reduced in comparison with the consequences of the same impact upon a conventional ATV. Also by comparison with the frame 100, the frames 240 and 290 offer some weight reduction insofar as fewer and/or shorter metallic struts are required. Further, like the frame 100, the frames 240 and 290 generally require a reduced amount of material as well as a reduced amount of assembly (e.g., a reduced amount of weld ing) in comparison with conventional frames, and also pro vide more design freedom with the frame incorporating addi tional features such as additional fuel capacity.

Turning to FIGS. 9(a) and 9(b) an additional exemplary frame 352 that can be employed in reduced-size vehicles such as the vehicle 10 of FIG. 1 is shown. The frame 352, as with the frames 100' and 100" discussed above, is highly similar to the frame 100 of FIG. 2, albeit the frame 352 differs from the frame 100 in certain respects. First, as is evident from the top plan view of the frame 352 shown in FIG. 9(a), a front loop strut354 of the frame 350 differs from the front loop strut 170 of the frame 100 insofar as the front loop strut354 is substan tially octagonal in shape rather than hexagonal in shape. The octagonal shape of the loop strut 354 can help to accommo date various other vehicle components (e.g., as Steering com ponents). Also as shown particularly in the right side eleva tion view provided by FIG. 9(b), front loop strut 354 is inclined relative to a central axis of the vehicle (e.g., an axis corresponding to the central axis 125 of FIG. 2), sloping upward from the front end to the mid-section of the vehicle. Such inclination of the front loop strut 354 can be desirable for various reasons including, for example, to improve the aerodynamics of the vehicle.

Further as shown particularly in FIG. 9(b), upper primary struts 356 not only extend between the front loop strut 354 and the rear loop strut 180, but also include (or are coupled to) additional diagonally-extending struts 358 that extend from the front loop strut 354 to the lower primary struts 190. The additional diagonally-extending struts 358 serve to strengthen the frame 352 both longitudinally and laterally (e.g., to at least Some extent in the same manner as the X-brace 213 discussed above with respect to FIGS. 3-6). Additionally, as shown particularly in FIG. 9(b), the frame 352 includes additional strut portions 359 along its sides that serve to provide further support under the foot wells/foot rests of the vehicle, and to accommodate exhaust outlets of the vehicle.

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16 Although FIGS. 2 through 9 show several exemplary

embodiments of frames for reduced-size vehicles in accor dance with some embodiments of the present invention, these embodiments are not intended to be exhaustive of all frames that come within the scope of the present invention. For example, while the above-described embodiments of frames all include one or more upper primary struts extending between looping struts and/or c-brackets, in at least some embodiments the upper primary struts can be eliminated. Further for example, in some frames intended for implemen tation within UVs in which conventional bench or “captains chair seating is desirable (rather than saddle-type seating), the upper primary struts can be entirely eliminated, and the structural Support provided by Such upper primary struts can be alternately achieved by way of a roll cage or reinforcement of other frame components (e.g., the lower primary struts).

Large Internal Compartments Turning to FIGS. 10-15, exemplary internal components

15 of the ATV 10 are shown in more detail. More particularly, the internal components 15 shown in FIGS. 10-15 include a slightly modified version of the frame 100' shown in FIGS. 3-6, referred to as a frame 100", along with various additional components associated with other vehicle systems. The frame 100" of FIGS. 3-6 in particular differs from the frame 100' insofar as the frame 100" lacks the X-brace 213 of the frame 100'. As for the additional components, among these addi tional components are vehicle Suspension components, which include front and rear axles 360 and 370, respectively, as well as pairs offront and rear shock absorbers 380 and 390 (only one of each is shown in FIG. 10). FIGS. 10 and 13 respectively provide right and left front perspective views of the internal components 15, respectively, while FIGS. 12, 14 and 15 respectively provide a top plan view, a front elevation view and a left side elevation view of the internal components, respectively. FIG. 11 provides an additional right front per spective view that, while similar to that of FIG. 10, shows only some of the internal components 15 shown in FIG. 10. As shown in FIGS. 10 and 12-15, in accordance with at

least Some embodiments of the present invention, the shock absorbers 380,390 of the ATV are vertically-oriented (or at least substantially vertically orientated). This is in contrast to many conventional designs of ATVs in which the shock absorbers are positioned in an inclined manner Such that the shock absorbers extend downward and outward away from the points along the frame to which they are attached toward outer points along the axles (e.g., toward the wheels of the vehicle), and/or in an oblique manner within a plane that is parallel to the central axis of the vehicle (e.g., an axis Such as the axis 125 of FIG. 2). Although FIGS. 10 and 12-15 show the vertically-oriented shock absorbers 380, 390, in other embodiments of the present invention, the shock absorbers can be positioned in other manners. For example, the shock absorbers could be inclined within planes that were vertical (or substantially vertical) and parallel (or substantially paral lel) to the central axis 125, such that the shock absorbers did not extend outward away from the frame along the axles but did extend in an inclined manner within those planes. In Such embodiments, the right rear and right front shock absorbers could be positioned within/along the same Substantially ver tical, parallel plane, or within/along two different planes, and the same is true with respect to the left rear and left front shock absorbers. As shown in FIG. 10, tops 385 of the shock absorbers

380,390 are attached to portions of the frame 100" that are situated substantially away from the center of the vehicle, e.g., to middle locations along side sections 395 of the front and rear loop struts 170 and 180. The implementation of the

US 7,942,447 B2 17

shock absorbers 380,390 in a vertical (or substantially verti cal) manner as shown in FIG. 10 is complementary in relation to the implementation of the front and rear loop struts 170, 180, since the orientation of the shock absorbers makes it possible to attach those shock absorbers to the frame 100" eventhough the side sections 395 of the loop struts 170,180 to which the shock absorbers are coupled are positioned out ward away from the central axis 125 of the frame significantly farther than the primary struts 120,190. This is also possibly the case in appropriate alternate embodiments, such as those discussed above in which the shock absorbers are obliquely positioned within planes that are Substantially vertical and parallel to the central axis 125. Although not shown, similar arrangements of shock absorbers to these discussed in rela tion to the frame 100" are also possible in relation to the alternate frame embodiments 100, 100', 240 and 290 dis cussed above (as well as to other possible frame embodi ments). The complementary arrangement of the loop struts 170,

180 and the shock absorbers 380, 390 shown in FIG. 10 differs from, and is advantageous in comparison with, the corresponding arrangements of many conventional ATVs. Because conventional ATVs employ downwardly and out wardly-extending shock absorbers, their shock absorbers typically are attached to their frames at locations proximate the central axes of the vehicles. Consequently, such ATVs have little unobstructed space in the front and rear sections of the vehicles where the shock absorbers are located. In con trast, the present complementary arrangement of the loop struts 170,180 and shock absorbers 380,390 (or between the c-brackets 250,260, 300 and 310 and such shock absorbers) makes it possible for large front and rear interior cavities/ volumes/spaces 400 and 410, respectively, to be provided within the front and rear sections 70, 80 of the ATV 10. The large, unobstructed interior spaces 400, 410 can be used in a variety of ways, e.g., for storage space, floatation materials, or accessories. Further, notwithstanding the existence of the spaces 400, 410, the shock absorbers 380,390 can be rela tively long, extending from the axles to the top of the frame 100" (extending to locations that are proximate the tops of the tires when the Suspension system is fully compressed). As a consequence, high ratios of wheel movement to shock move ment (e.g., approximately or greater than one-to-one ratios, and even nearly 1.5 to 1 or 2 to 1 ratios) become possible, resulting in improved suspension travel for the ATV. As shown in FIG. 10 and further shown in FIG. 11, in at

least some embodiments, large front and rear internal con tainers or compartments 420 and 430, respectively, are fit within the spaces 400 and 410, respectively. The compart ments 420, 430 can be formed by way of large, box-like tubs that are positioned within the spaces 400, 410, with the tubs being made from plastic or other appropriate materials. Although largely box-like and rectangular in cross sectional shape, the actual shapes of the compartments 420, 430 can vary depending upon the embodiment, and also can vary depending upon the particular cross-section that is taken (e.g., Some cross-sections of the compartments can be trapezoidal or hexagonal). For example, as shown particularly in FIG. 12, the particular shapes of the compartments 420, 430 as viewed from a plan view generally conform to the shapes of the front and rear loop struts 170, 180.

Additionally as shown in FIGS. 10 and 11, certain allow ances are made in the overall shapes of the compartments 420, 430 in order to allow those compartments to fit within the spaces 400, 410 in view of certain other system components. In particular, each of the front and rear compartments 420, 430 includes a respective pair of side cutouts or indentations

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18 440 and 450, respectively, allowing for the shock absorbers 380,390 to coexist with the compartments when the compart ments are placed within the spaces 400,410. Additionally, the front internal compartment 420 includes an additional cutout/ indentation 460 allowing for a steering column 470 to pass underneath the compartment toward the front axle 360 and a further cutout 461 along its bottom creating an unobstructed area within which the steering system can operate.

FIGS. 10 and 11 are similar to one another insofar as they show the frame 100", the internal compartments 420 and 430, and various other system components including engine com ponents 480 and exhaust system components 490. However, FIG. 11 reveals that, in certain embodiments, the internal compartments 420,430 are removable with respect to the frame 100" and other components, by showing those com partments in both installed and removed states (to facilitate this illustration, the shock absorbers 380,390 are not shown in FIG. 11). Notwithstanding the embodiment shown in FIG. 11, in alternate embodiments the compartments 420,430 need not be removable. Also, FIGS. 10 and 11 illustrate that the internal compartments 420, 430 are quite large, for example, in comparison with the length of the shock absorbers. As Such, in at least some embodiments, the internal cavity is positioned adjacent to the first shock absorber and extends along more than fifty percent of the length of the first shock absorber when fully-extended. Also, in at least some embodi ments, the internal cavity has a depth that is more than 45% (and possibly much higher, e.g., 75% or even higher) of the distance between the bottom and top of the frame (e.g., between the upper and lower primary struts).

FIGS. 10 and 12-15 also illustrate the physical positioning of the compartments 420, 430 in relation to various suspen sion system components in addition to the shock absorbers 380,390. Further, FIGS. 14 and 17(a) in particular show the front internal compartment 420 in relation to upper and lower A-arms 670 and 720, which respectively couple the wheels to the frame 100". Referring additionally to FIG. 16, a cross sectional view taken generally along the front axle 360 of another embodiment of the ATV 10 having similar suspen sion components to that of FIGS. 14 and 17(a) shows more clearly how the front internal compartment 420 is in at least Some embodiments shaped to accommodate movement of the Suspension system components, particularly, upward and downward movements of the front axle 360 as allowed by the front shock absorbers 380 (see FIG. 10). As shown, the front axle 360 is supported relative to the lower primary struts 190 and the front horizontal support struts 230 of the frame 100" by way of pairs of upper and lower A-arms 670' and 720". respectively, which differ from the A-arms 670 and 720 of FIGS. 14 and 17(a) insofar as the A-arms 670 and 720 are straight rather than having any bends. To allow for relative movement upward of the front axle 360 and the correspond ing A-arms 670', 720' (particularly the A-arm 720), the front internal compartment 420 includes tapered bottom sides 690, which provide the desired clearance. Although not shown, in at least Some embodiments, similar tapered sides could be provided with respect to the rear internal compartment 430 as well.

Further, again referring to FIGS. 14 and 17(a), neither the upper A-arms nor the lower A-arms in at least some embodi ments need be completely straight. Rather, as shown in those FIGS., the upper A-arms 670 can be configured to generally extend diagonally downward from the central axis of the vehicle and then, near their midpoints, to include bends (e.g., labeled with numeral 671 in FIG. 14), so as to extend sub stantially horizontally toward the wheels (as shown, the vehicle is at its designed, or Substantially designed, “ride

US 7,942,447 B2 19

height'). Such configuration of the upper A-arms 670 further increases the space available for the internal compartments 420, 430, particularly when the A-arms are elevated as in FIG. 16. As for the lower A-arms 720, each of those lower A-arms can include two segments (see in particular FIG.17(a)), a first segment 730 that extends outward away from the lower pri mary struts 190 in a substantially straight manner and then a second segment 740 that dips downward relative to the first segment 730. As a result of the second segments 740 that dip downward, outer ends 750 of the lower A-arms 720 are some what lower than in the embodiment of FIG.16. As a result, the clearance of the ATV with respect to the ground is increased.

Referring to FIG. 17(b), a further embodiment of suspen sion system components are shown in which the lower A-arms 720,720" shown in FIGS. 14, 16 and 17 are replaced with modified lower A-arms 722, respectively (the upper A-arms 670 are the same as those of FIG. 14). With respect to the modified lower A-arms 722 of FIG. 17(b), each of those modified lower A-arms includes three segments (in a front plane), a first segment 732 that extends both upward and outward from an inner end 734 that would be attached to the lower primary struts (not shown), a second segment 736 that extends substantially horizontally outward from the first seg ment, and a third segment 738 that extends both downward and outward from the second segment. As in the case of the A-arms 720, clearance of the ATV with respect to the ground is enhanced through the use of the modified lower A-arms 722. It should be further noted that FIGS. 16 and 17(b) also illustrate that the two ends of the front axle 360 are coupled to, and driven by way of a differential 700 that transmits rota tional energy to the ends of the front axle by way of linking portions 710.

Although the above-described FIGS. show embodiments of twin A-arm type suspension systems, the present invention also is intended to encompass embodiments that employ other types of Suspension systems. For example, referring to FIGS. 17(c) and 17(d), cross-sectional views of two alternate embodiments of suspension systems 762 and 764, respec tively, are shown in which MacPherson strut-type arrange ments are employed. The suspension system 762 of FIG. 17(c) in particular is shown to include a MacPherson strut type Suspension arrangement in which the modified lower A-arms 720 of FIG. 17(a) (or A-arms similar thereto) are still employed to connect the wheels to the frame, but the upper A-arms are replaced by short arms 766 that directly couple the wheels to the shock absorbers 380, without any additional coupling of the wheels to the frame. The Suspension system 764 of FIG.17(d) in particular is shown to include a MacPher son strut-type suspension arrangement in which the modified lower A-arms 722 of FIG. 17(b) (or A-arms similar thereto) are still employed to connect the wheels to the frame, but the upper A-arms are replaced by short arms 768 that directly couple the wheels to the shock absorbers 380, without any additional coupling of the wheels to the frame. Although FIGS. 17(c) and 17(d) show the suspension systems associ ated with the front wheels of the vehicle, similar MacPherson Strut-type Suspension systems can also (or instead) be employed with respect to the rear wheels of the vehicle. By employing such MacPherson strut-type suspension systems in the front and/or rear of the vehicle, the internal compart ments 420, 430 (and cavities within which those compart ments are positioned) can be further increased in size relative to what would be possible in embodiments employing A-arm type Suspension systems.

Turning to FIG. 18, the ATV 10 is shown to be fully loaded with multiple storage compartments that include, in addition to the internal compartments 420, 430 (shown in phantom),

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20 additional optional front and rear exterior storage compart ments 500 and 510, respectively. The storage compartments 500 and 510 respectively rest upon and are attached to the front and rear storage racks/cargo racks 50 and 60, respec tively, along an upper surface 515 of the ATV 10. Given that the front and rear internal compartments 420 and 430 have widths that approach the width of the overall ATV 10 (e.g., over 50% of the width of the vehicle), given that the front and rear exterior storage compartments 500 and 510 have widths that are no more than the width of the ATV (and are largely the same as those of the corresponding internal compartments), and given the overall length and depth dimensions of the respective compartments as shown in FIG. 18, it is evident that the overall volume of space within the internal compart ments typically is considerably larger than that of the exterior storage compartments. Further, given that the internal com partments 420, 430 are quite large, the need for exterior storage compartments (particularly exterior storage compart ments that are large and might impede operator visibility or negatively affect dynamic handling) is significantly reduced in comparison with conventional ATVs.

Also as shown in FIG. 18, in contrast to the exterior storage compartments 500 and 510, which have centers of gravity 520 that are above a center of gravity 530 of the entire unloaded ATV 10, the internal compartments 420,430 have centers of gravity 540 that are at approximately the same level as the center of gravity 530 of the vehicle unladen. Consequently, loading of the internal compartments 420,430 does not typi cally cause the overall center of gravity of the ATV 10 to be raised, in contrast to loading of the exterior storage compart ments 500,510. Additionally, given that the relative dimen sions and volumes of the internal compartments 420, 430 are considerably larger than those of the exterior storage com partments 500,510 as discussed above, it would rarely be the case that the loading of all of the various compartments of the ATV 10 would substantially raise the overall center of gravity of the ATV, particularly assuming that the internal compart ments 420, 430 are loaded first before any loading (or even attachment) of the exterior storage compartments 500, 510. Indeed, in many cases the loading of the internal compart ments 420, 430 tends to lower the overall center of gravity of the ATV (e.g., when only the lower portions of the internal compartments are filled), and thus tends to expand the vehi cle's operating envelope and increase the vehicle's tip-over and rollover angles, which enhance stability and safety. Addi tionally, since the overall center of gravity 530 of the overall vehicle will be considerably higher than that shown when an operator (and/or passenger) are riding on the vehicle, the internal compartments (particularly when filled) serve to sig nificantly reduce the actual center of gravity of the vehicle under operating circumstances. This all is in contrast to con ventional ATVs, in which all or nearly all of the storage capacity of the ATVs occurs by way of external storage.

Referring to FIGS. 190a)-(c), additional perspective views of the exemplary front storage rack (or carrier) 50, front internal compartment 420 and front exterior storage compart ment 500 of FIG. 18 are provided. FIG. 19(a) in particular shows simply the rack 50, while FIG. 190b) shows the rack along with the front internal compartment 420 below it and FIG. 19(c) shows the rack along with the front exterior stor age compartment 500 above it. Referring additionally to FIG. 20, a perspective top view of a front portion 550 of the ATV 10, which largely but not entirely corresponds to the front section 70 of FIG. 1, is shown in cutaway from the remainder of the vehicle. More particularly, FIG. 20 shows the front portion 550 with each of the front storage rack 50 and a lidor

US 7,942,447 B2 21

cover for the front internal compartment 420 (as described below) removed, to reveal the interior of the front internal compartment 420. The front and rear internal compartments 420, 430 can take

a variety of forms and serve a variety of purposes depending upon the embodiment. In some embodiments, the internal compartments 420, 430 are used (or usable) primarily for storing and/or carrying loads that an operator (or other party) wishes to move from one location to another location via the ATV or other reduced-size vehicle having the compartments. Also, as described further below, in at least some embodi ments, the compartments 420, 430 are optionally sealable (or even permanently sealed) so as to provide air tight and/or watertight compartments that can be used to carry fluids, used to carry equipment that should not be exposed to the outside environment (e.g., electronic equipment that should not be exposed to rainwater), or used to increase the displacement and thereby the buoyancy of the ATV or other reduced-size vehicle. In some embodiments, one or both of the compart ments 420, 430 also can be employed as coolers (or ther moses) to store various items that require heating or refrig eration Such as, for example, food or drink. In some Such embodiments, Styrofoam liner(s) or other appropriate ther mal insulation components can be provided within one or both of the compartments to provide appropriate insulation. Further, depending upon the embodiment, the liners or other appropriate thermal insulation components can be integrally formed with the compartments, or formed as separate com ponents and then inserted into the compartments (e.g., Such that the liners would generally follow the contours of the compartments, along the insides of the compartments).

In at least some embodiments (as shown, for example, in FIG. 11), the internal compartments 420, 430 are geometri cally configured to enhance their usefulness as large storage containers. More particularly, in Such embodiments, the inter nal compartments 420, 430 have cross-sections that are sub stantially convex polygons (e.g., all interior angles are 90 degrees or greater), with the possible exception of the allow ances/indentations described above (e.g., the indentations 440, 450, 460, 461, etc.), and/or are designed so that lines connecting largely or Substantially all pairs of points on opposing interior Surfaces within the compartments would not cross or be obstructed by any intermediary surface of the compartments. That is, the internal compartments 420, 430 are configured so as to create the largest possible uninter rupted or unobstructed Volumes within the compartments. As a result, the internal compartments 420, 430 in many embodi ments will be capable of holding large-volume items such as, for example, 5 gallon water containers or 5 gallon gas con tainers.

While it is typically desirable that the size (e.g., the large ness) of the internal compartments 420, 430 be maximized for a given vehicle, the actual size of the internal compartments can be evaluated in a number of manners. To begin with, the size of the compartments can be evaluated simply based upon the actual Volumes within the compartments, e.g., the number of gallons of fluid that the compartments could hold. While a simple Volume measure is one useful figure of merit, particu larly in terms of determining whether a given compartment is capable of providing Sufficient fluid-carrying capacity or Suf ficient displacement, other figures of merit also are of interest, particularly depending upon the particular application(s) in which it is envisioned that a given ATV or other reduced-size vehicle might be used. For example, in view of the above discussion concerning the desirability of having internal compartments with “convex polygon' cross-sectional shapes, other useful figures of merit can include the largest

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22 diameter sphere or largest-width cube that will fit within a given compartment. In some cases, it is of interest whether particularly objects or devices will fit into a given internal compartment. In at least Some embodiments of the invention, each of the front and rear internal compartments can hold spheres that are more than 10" in diameter, up to 16" in diameter or even larger (particularly if the lids of the com partments and/or the racks were bulbous in shape). Also, in at least some embodiments of the invention, each of the front and rear internal compartments can hold a cube that is more than 10" by 10" by 10" in volume, up to 12" by 12" by 12" in volume, or even 16" by 16" by 16" in volume or even larger.

Further, the length, width, depth/height or other cross sectional dimensions of the internal compartments 420, 430, or areas or Volumes calculated by multiplying two or more of these dimensions, can also be of interest as figures of merit, either by themselves or in relation to other dimensions of the overall vehicle such as the width of the vehicle, the height of the vehicle, and/or the length or wheelbase of the vehicle. Indeed, Such measurements or ratios can be of use in com paring the storage capacity of two or more comparable ATVs or other reduced-size vehicles. The dimensions of the internal compartments that are used in any given size evaluation can be maximum dimensions, average dimensions, mean dimen sions, or some other type of dimensions or arbitrarily-mea Sured dimensions across the compartments.

In at least some embodiments of the present invention, Such as that shown in FIG. 11, one useful figure of merit is the ratio of the sum of the maximum lengths of the two (front and rear) internal compartments (where length is measured parallel to the central axis of the vehicle, e.g., the axis 125 of FIG. 2) to the wheelbase of the vehicle. With respect to many embodi ments of the present invention, including the embodiment described with respect to FIGS. 10-15, this ratio is 65% or greater (and, in any event, well over 50%), and in some embodiments this ratio could potentially reach as high as around 90%. Other useful figures of merit include, for example, the ratio of the length of an internal compartment to the total length of the vehicle, the ratio of the width of an internal compartment to the total width of the vehicle, and the ratio of the depth of an internal compartment to the total height of the vehicle. In at least some embodiments, these respective length, width and depth/height ratios can attain values of between 20% and 32%, between 46% and 51%, and between 62% and 63% (where height of the vehicle can be measured from the ground to the top of one of the racks, or both of the racks, when the vehicle is unladen), respectively.

In certain embodiments, the internal compartments 420, 430 can be opened and closed by way of a hinged door or other openable/closeable port. In at least some embodiments, the compartments 420, 430 include a lid or top or cover that can be opened and closed. For example, as shown in FIG. 21, the front internal compartment 420 in some embodiments operates in conjunction with (or can be considered as includ ing) a lid/top 560 that is coupled to the compartment by way of one or more coupling links, which can take the form of one or more hinge components 570. Each of the hinge compo nents 570 can have a variety of forms, one of which is shown in more detail in FIGS. 22(a)-(c) in fully-closed, partly closed, and fully-opened positions, respectively. Although not shown, in at least some embodiments, the lid/top 560 is configured to Support a storage rack Such as the storage rack 50. In such embodiments, lifting of the storage rack 50 results in raising of the lid/top 560 so as to open the compartment 420.

FIG.23 further shows the rear internal compartment 430 in combination with a lid/top 580 (the lid/top can also be con

US 7,942,447 B2 23

sidered to be a part of the rear internal compartment). The lid/top 580 is coupled to the rear internal compartment 430 by way of two hinge components 590. FIG.23 also shows that, in Some embodiments, the rear storage rack 60 is coupled directly to the top 580 such that lifting of the rack 60 results in the opening of the compartment 430. Further, the top 580 can have a strengthening rib 515 enabling the top to become a structural member capable of bearing significant loads. FIG. 24 additionally shows an alternate embodiment of the rear internal compartment 430, in this case referred to as a rear internal compartment 431, where the compartment includes a partly fixed top portion 600 and also is coupled to an openable top portion or lid 610, which is coupled to the top portion 600 by way of hinges 620 (the lid 610 can also be considered to be part of the internal compartment 431).

Although FIGS. 21, 23 and 24 show the lids 560,580, 610 as each being hinged so as to open upward and toward the front of the ATV 10, regardless of whether the lids are for the front or rear internal compartments 420, 430/431, the present invention is intended to encompass a variety of different configurations of lids. Referring to FIGS. 25(a)-(f), six addi tional exemplary lid configurations are illustrated. FIG. 25(a) in particular shows an ATV having front and rear lids 561 and 581 that each are hinged with respect to the vehicle and Swing upward and outward toward the front and rear rends of the vehicle, respectively (e.g., both of the lids Swing away from the operator). FIG. 25(b) shows an alternative ATV having front and rear lids 562 and 582 that each are hinged with respect to the vehicle so as to Swing upward and inward toward the mid-section of the vehicle, where the operator would be seated. Although not shown in FIGS. 25(a)-(f), as discussed above, it also is be possible for both the front and rear lids to be hinged so as to Swing toward the front (or rear) of the vehicle.

Further, it also is possible in some embodiments to have both front and rear lids 563 and 583, respectively, Swing toward the left side of the vehicle as shown in FIG. 25(c), or to have both front and rear lids 564 and 584, respectively, swing toward the right side of the vehicle as shown in FIG. 25(d). Additionally, as shown in FIG. 25(e), it also is possible in some embodiments to have one of the front and rear lids, e.g., a front lid 565, swing toward the right side of the vehicle while the other of the lids, e.g., a rear lid 585, swing toward the left side of the vehicle. A reverse orientation to that of FIG. 25(e) is also possible, as shown in FIG. 25(f) (with each of FIGS. 25(e) and (f) again providing front elevation views of vehicles). Indeed, it will be evident from FIGS. 25(a)-(f) that at least 16 different hinged lid combinations are possible in terms of the different hinge orientations that can be employed with respect to the front and rear lids.

Although FIGS. 25(a)-(f) envision ATVs or other reduced size vehicles that have both a front internal compartment and a rear internal compartment that are each accessible from the top by way of a hinged lid, the present invention is also intended to encompass ATVs or other reduced-size vehicles that have only a single large internal compartment (e.g., at either the front or the rear) and/or one or more compartments that are accessible from locations other than (or in addition to) their tops. Further, the present invention is intended to encom pass vehicles having one or more compartments having lids that are removable but not hinged. For example, in some alternate embodiments, the lids can be slid laterally/horizon tally across the tops of the compartments along slots formed within the interior sides of the compartments. Also, for example, the lids can be pulled off or completely removable in Some other manner. Indeed, the embodiments shown and discussed above are only intended to be exemplary, and are

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24 not intended to be an exhaustive description of all possible arrangements of lids/tops/covers/doors or other ports in rela tion to one or more internal compartments of an ATV or other reduced-size vehicle.

Also, while FIGS. 21-24 show a number of hinge-type components that can be utilized to couple lids or similar door-type components to internal compartments, the present invention is intended to encompass a variety of other hinge type components other than those shown, which are intended to be merely exemplary. Further, the present invention is also intended to encompass a variety of other embodiments of internal and external compartments and racks even though they are not shown in the FIGS. For example, one or more of the internal compartments can be further compartmentalized into several distinct regions or Subcompartments. Also for example, the various compartments, including possibly vari ous Subcompartments within those compartments, can be used for many different specialized purposes (e.g., as one or more coolers, as one or more tool holders, for the purpose of storing/conveying hunting equipment, and for a variety of other purposes).

In at least some embodiments, the front and rear internal compartments 420, 430 in combination with their compli mentary lids (or tops, covers, doors, etc.) are sealed or seal able Such that the compartments are capable of serving as buoyant compartments within the ATV 10 or serving other purposes for which it is desirable to have sealed (e.g., water tight and/or airtight) compartments (e.g., to hold liquids). In some such embodiments, the compartments 420, 430 each have a volume of more than 10 gallons, for example, 15 gallons or 17 gallons, and in at least some embodiments, the compartments each have an even larger volume approaching 20 to 25 gallons per compartment (or possibly even more). In such embodiments, when combined with the buoyancy afforded by the remainder of the vehicle (including, in this case, four balloon tires 20 and a fuel tank of the ATV 10), the overall buoyancy of the ATV is significantly improved over conventional ATVs. Indeed, the 50 gallons or more of dis placement afforded by Such compartments, in combination with the above-estimated 72 gallons of displacement afforded by the tires 20 and fuel tank and the remainder of the ATV. achieves an overall displacement of 122 gallons, well over the 114 gallons of displacement that (as discussed above) would be required to keep a conventional ATV afloat when support ing an operator of average size (e.g., an operator of about 200 lbs). Indeed, with such displacement, it would be possible not only to Supportan operator of that size but also be possible to support up to approximately another 67 lbs of additional weight and still float. Further, because both the front and rear internal compartments 420,430 are capable of providing approximately equivalent levels of buoyancy, the ATV 10 remains largely horizontal (e.g., less than 5 degrees of tilt off of the horizontal) if the ATV enters abody of water rather than Suffering from significant tilting (e.g., having one end of the ATV become significantly higher than the other end of the ATV).

In certain embodiments, the internal compartments 420, 430 are fully sealed and cannot be opened. However, more commonly, the compartments 420, 430 have openable lids, tops, covers, doors or other openable ports, for example, as shown in FIGS. 21-24 (e.g., the lids/tops 610,580 and 560). To allow for such openable lids or other ports and at the same time achieve satisfactory sealing of the internal compart ments, it is typically desirable (although not necessary) for the lids or other ports associated with the compartments 420, 430 and the compartments themselves to include one or more seals such that, when the lids or other ports are closed with

US 7,942,447 B2 25

respect to the compartments, liquid orgas cannot enter into or exit from the compartments. FIG. 26(a) shows one exemplary rubber seal 635 existing between the lid 610 and the storage compartment 431 of FIG. 24, while FIG. 26(b) shows an alternate exemplary outer seal arrangement. Further, while not appropriate in all embodiments, to the extent that liquids or water can enter the compartments 420, 430, the compart ments can also include one or more drain holes such as a drain hole 630 shown in FIG. 27 along their bottom surfaces. The drain holes can be both unplugged to allow drainage of liq uids/water from the compartments 420, 430 as well as plugged to allow for the compartments to be fully-sealed.

Referring further to FIGS. 28(a)-(c), in certain embodi ments, the inner Surfaces of the internal compartments 420, 430 can include various features that allow for the attachment of the coupling linkS/hinge components such as the hinge components 570,590 shown in FIGS. 21-23. For example, as shown in FIGS. 28(a) and (b), an inner side surface 640 of the front internal compartment 420 can include a slot 650 into which a bottom portion of one of the hinge components 570 rests. Alternatively, as shown in FIG. 28(c), a threaded insert 660 can be employed, allowing a threaded shaft of a hinge component to be screwed into a complementary threaded hole within the sidewall of the internal compartment (or allowing a hinge component with a threaded hole to be screwed onto a threaded shaft protruding from the sidewall). The use of such threaded inserts can enable the cost effective manufacture of the internal compartments in a manner similar to existing body manufacture with injection molding, for example.

Mid-Section Cooling and Exhaust Systems Referring to FIG. 29, the ATV 10 is shown in one embodi

ment to include side air inlets 760 (only one of which is shown, the other being on the opposite side of the vehicle) that are situated on opposite sides of the operator seat 30. As indicated by first and second arrows 770 and 780, which respectively represent air inflow into and air outflow from the ATV 10, the ATV differs from conventional ATVs insofar as the cooling system of the vehicle for cooling the engine and related components is situated exclusively within a mid-sec tion 790 of the ATV that corresponds generally to the middle portion 135 of the frame 100 discussed above.

Turning to FIGS. 30 and 31, in two alternate embodiments of the ATV 10, shown respectively as ATVs 785 and 800, air inlets 765 and 810 are respectively located at positions that are higher up and somewhat forward of the positions occu pied by the air inlets 760, proximate the handlebars 40. More specifically, the air inlet(s)765 of the ATV 785 are positioned just behind where the handlebars 40 are mounted to the vehicle (along the center of the vehicle), while the air inlet(s) 810 are positioned nearly adjacent to, and to the sides of where the handlebars are mounted to the vehicle. Conse quently, FIGS.30 and 31 respectively include arrows 775 and 820 representing the air inflow into the air inlets 765 and 810, which respectively are moved upward and forward relative to the arrow 770 of FIG.29, albeit the arrow 780 can still be used to represent air outflow from underneath the vehicle in each case. As in the case of the ATV 10 of FIG. 29, the entire cooling systems of the vehicles in FIGS. 30 and 31 are posi tioned within respective mid-sections 795 and 830 of the vehicles 785 and 800, respectively.

The positioning of the cooling systems of FIGS. 29-31 within the mid-sections 790, 795, 830 of the ATVs 10, 785, 800 is advantageous in several regards relative to conven tional ATVs. In particular, because the cooling systems in these embodiments are located within the mid-sections of the vehicles, and because of the locations of the air inlets 760, 765, 810, there is reduced likelihood that mud, water, seeds,

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26 grass, leaves or other undesirable materials will be received into the cooling systems. Further, there is little likelihood of puncture or other damage to cooling system components, since the outer bodies of the ATVs 10, 785, 800 naturally create protective perimeters around the cooling system com ponents.

Referring to FIGS. 32-34, components of two different types of cooling systems that can be employed within the ATVs 10,785 and 800 of FIGS. 29-31 (as well as other ATVs and reduced-size vehicles) are shown in more detail. With respect to FIG. 32, components of a first, forced air-cooled cooling system 840 are shown in partial cutaway. As shown, the arrangement of components of the cooling system 840 of FIG. 32 is particularly applicable to the embodiment of ATV 800 shown in FIG. 31; however, similar arrangements could also be used with respect to the ATVs 10,785 of FIGS. 29-30 and with other ATVs and reduced-size vehicles. The cooling system 840 of FIG. 32 in particular includes the air inlets 810 (only one is shown) and also includes a fan 850, a spinning mechanical air filter 860 located slightly above the fan, and an air discharge outlet 870 located proximate the underside of the ATV800. Air entering by way of the air inlet 810 is sucked into the ATV 800 by way of the fan 850 through the air filter 860, passes by and cools the engine components 480, particu larly finned cylinders and cylinder heads 880 on the engine, and then proceeds down and out through the air discharge outlet area 870.

FIG.33 shows, in partial cutaway, components of an alter nate, liquid cooled cooling system 890 as implemented in another version of the ATV 800 of FIG. 31, referred to as ATV 800a. As shown, the cooling system 890 includes, in addition to the airinlets 810 and the air discharge outlet 870 (which can be the same as that shown in FIG. 32), an electric cooling fan 900 and a radiator 910, which is connected to engine compo nents 905 by way of coolant lines 920. In this embodiment, the radiator 910 is oriented so that its large outer sides through which air flows are substantially horizontally-oriented. In contrast to conventional ATV's employing liquid cooled cool ing systems, the coolant lines 920 in the present embodiment are short since the cooling system 890 is within the mid section of the ATV 800a in close proximity to the engine components 905. Further, FIG. 34 shows, in partial cutaway, components of another embodiment of liquid cooled cooling system 885 as implemented in the ATV 10 of FIG.29, with the cooling system including the air inlets 760 (one of which is shown) rather than the air inlets 810, a radiator 911 positioned adjacent the air inlets, and coolant lines 921 between the radiator and engine components 915. In this embodiment, the large outer sides of the radiator 911 through which air flows are oriented in a Substantially vertical manner and also are Substantially parallel to a central axis of the vehicle (e.g., corresponding to the central axis 125 of FIG. 2).

FIGS. 35(a)-(b) additionally show a number of the com ponents of the cooling system 890 of FIG.33 mounted on the ATV 800a. In contrast to the depiction in FIG. 33, FIGS. 35(a)-(b) show the ATV 800a with most external components (e.g., the outer housing or body of the vehicle) removed to reveal in more detail the components of the cooling system 890 (aside from the air inlets 810 and air discharge outlet 870) along with the engine components 905 of the vehicle, both from a top view (FIG. 35(a)) and from a left side elevation view (FIG.35(b)). FIGS. 35(a)-(b) in particular demonstrate the compactness of the arrangement that is achieved by virtue of providing the cooling system 890 within the mid-section 790 of the ATV 800a proximate the engine components 905. Again, while the arrangements of components shown in FIGS. 32-35 are particularly applicable to the embodiments

US 7,942,447 B2 27

of ATVs 10, 800/800a shown in FIGS. 29 and 31, similar arrangements could also be used with respect to the ATV 785 of FIG. 30 and with other ATVs and reduced-size vehicles.

Turning to FIG. 36, exemplary airflow patterns around and through the ATV 800 of FIGS. 31-32 (or other ATVs such as the ATVs 10,785) during operation are shown. As illustrated, when the ATV800 moves forward, high velocity air 930 flows around and past the vehicle in a largely horizontal manner. Typically, some of the high velocity air 930 is slowed down and becomes low velocity air 940, particularly as the high velocity air encounters the operator himself or herself. That is, some of the high velocity air 930 is blocked, and as a result eddy currents and other swirling patterns of the low velocity air 940 are created, particularly around the mid-section 830 of the ATV 800. It is primarily this low velocity air 940 that enters the air inlets 810 (or air inlets 760 or 765). After the low velocity air 940 enters the air inlets 810, and passes through the cooling system 840 (or 885 or 890), the air leaves the vehicle by way of the air discharge outlet 870 and then passes underneath the vehicle as expelled cooling air 950.

The air flow patterns created by the ATV 800 and its cool ing system components during operation are advantageous in several regards. When the ATV 800 is moving forward, the operator creates a low velocity, high pressure Zone over the air inlets 810, while high velocity air proceeding underneath the vehicle creates a low pressure area below the vehicle. Con sequently, air has a natural tendency to move through the cooling system 840 from the low velocity, high pressure region above the vehicle to the high velocity, low pressure area beneath the vehicle. Further, insofar as the air passing through the particular cooling system embodiments shown in FIGS. 32-34 is, in each case, driven by a fan that in turn is driven by the engine, the engine will not overheat during idling, and hot air will not chimney upward out of the air inlet(s) toward the operator so long as the engine continues to U.

In the present embodiment, the expelled cooling air 950 is expelled in a direction away from the operator and does not tend to heat the operator. However, in alternate embodiments, one or more vents could be provided proximate the saddle type seat 30 (e.g., near the operator's legs) that would allow some or all of the expelled cooling air 950 to pass by the operator and thus provide heating to the operator, or to be passed through and around the seat. In further alternate embodiments, such vents would be provided, but could be Switched on and off (e.g., opened or closed) by the operator, thus giving the operator control over whether heated air was provided proximate the operator or directed away from the operator (or some combination of both).

In accordance with at least Some embodiments of the present invention, Some or all of the exhaust system compo nents 490 are also located within the mid-section 790 of the ATV 10 (or other ATV or reduced-size vehicle). In particular, as is evident from a comparison of FIGS. 1 and 10, a muffler 955 can be provided within the mid-section of the ATV 10, for example, under the saddle-type seat 30 of the ATV. As dis cussed further below, in addition to the muffler 955, the exhaust system components 490 typically further include an exhaust inlet, an exhaust outlet, a cooling air inlet and a cooling air outlet.

Referring additionally to FIG. 37, in a preferred embodi ment, the muffler 955 includes a substantially cylindrical housing 960 that is orientated so that its central axis 965 is vertically-oriented (or at least substantially or largely verti cally oriented) within the ATV 10. The housing 960 can be top mounted to the frame 100 or other vehicle component by a single rubber mount. Within the cylindrical housing 960 are a

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28 first, interior cylindrical chamber 970 and also a second, annular chamber 975 existing between the housing 960 and the interior cylindrical chamber 970. Cooling air is provided from the cooling system (e.g., from a fan Such as the cooling fan 900 discussed above or an auxiliary fan) to a cooling air inlet 980 that is coupled to (or formed integrally with) the muffler 955, where the cooling air inlet is located proximate a top 962 of the muffler 955/cylindrical housing 960 and is in communication with the annular chamber 975. Upon entering the air inlet 980, the cooling air proceeds into the annular chamber 975 and then swirls around that chamber in a gen erally downward manner until it exits the chamber at a cool ing air outlet 985 along a bottom 990 of the muffler 955. The bottom 990 of the muffler 955 further is coupled to (or

formed integrally with) both an exhaust inlet 995 and an exhaust outlet 999, which are both in communication with the interior cylindrical chamber 970 of the muffler. Exhaust from the engine is communicated by way of the exhaust inlet 995 into the interior cylindrical chamber 970, where it is cooled due to the cooling air flow within the annular chamber 975. The cooled exhaust then exits the muffler 955 by way of the exhaust outlet 999, which can transport the exhaust to a vari ety of locations around the vehicle for emission. To the extent that the exhaust outlet 999 is longer than in most conventional ATVs (e.g., to the extent that exhaust is communicated form the mid-section 790 of the ATV 10 to the rear end of the ATV), the length of the exhaust outlet helps to attenuate noise from the engine.

Positioning of the exhaust system components 490, par ticularly the muffler 955, within the mid-section 790 of the ATV 10 is advantageous relative to positioning of those com ponents elsewhere such as in the rear section of the vehicle. In particular, because the muffler 955 is a fairly large compo nent, the placement of the muffler within the mid-section 790 of the ATV 10 makes space available within other sections of the vehicle at which the muffler might otherwise be located, particularly within the rear section. Such space can then be used for other purposes, for example, the implementation of internal compartments such as the rear internal compartment 430 discussed above. Further, placement of the muffler within the mid-section 790 of the ATV 10 actually allows for the use of a larger muffler than in conventional embodiments of ATVs in which the muffler is placed in the rear of the vehicle, since the muffler's size is not constrained by the need to work around the other components in the rear of the vehicle (e.g., Suspension components).

Appropriate placement of the muffler 955 and other exhaust system components, particularly the exhaust outlet 999, can also reduce or preclude backflow of water or other liquids through the muffler and into the engine. Additionally, in some embodiments the muffler 955 can include features that further reduce the chances of backflow. For example, as shown in FIG. 38, in one such embodiment an interior cylin drical chamber 971 of the muffler (e.g., taking the place of the chamber 970 described above) is further divided into multiple interconnected interior chambers 1000 connected by vertical stand tubes that together function as a water labyrinth tending to preclude water from making its way back from the exhaust outlet 999 into the exhaust inlet 995 and subsequently into the engine.

In the embodiment shown, there are four such interior chambers 1000 shown as chambers 1001, 1002, 1003, and 1004, each of which is at a level higher than the previous chamber. As shown, the exhaust outlet 999 is linked to the third highest chamber 1003. The third highest chamber 1003 in turn is coupled by way of an interior vertical stand tube 1005 to the second highest chamber 1002. That second high

US 7,942,447 B2 29

est chamber 1002 in turn is coupled to the highest chamber 1004 by an additional interior vertical stand tube 1006. Fur ther, the highest interior chamber 1004 is then coupled to the lowest chamber 1001 by way of a further interior vertical stand tube 1007, with the interior chamber 1001 then being coupled to the exhaust inlet 995. As shown, preferably, the vertical stand tubes 1005 and 1007 are coupled to the respec tive interior chambers 1003 and 1004 at relatively high points within those chambers, while the exhaust outlet 999 and vertical stand tube 1006 are coupled to those respective inte rior chambers at lower points within those chambers. Conse quently, if water enters the exhaust outlet 999, the water fills up the interior chamber 1003 nearly completely before water then proceeds into the chamber 1002, and likewise water fills up the interior chamber 1004 nearly completely before the water proceeds into the chamber 1001 and then into the exhaust inlet 995.

Referring now to FIGS. 39(a), 39(b), 39(c) and 39(d), two alternate embodiments of mufflers 1010 and 1040 are shown, respectively. More particularly, FIG. 39(a) shows the muffler 1010 to have lower, middle and upper chambers 1012, 1014 and 1016, respectively. The chambers 1012, 1014 and 1016 are situated within an exterior housing 1034 of the muffler 1010, and an annular cavity 1036 exists between the exterior housing 1034 and outer surfaces 1038 of the chambers 1012, 1014 and 1016. Cooling air enters the exterior housing 1034 by way of an entrance 1040 and passes through the annular cavity 1036 and then out a bottom 1042 of the muffler, such that the exterior housing 1034 is cooled relative to the exhaust within the chamber 1012, 1014, and 1016. Further as shown, the upper chamber 1016 is coupled to an exhaust inlet 1018 of the muffler, while the lower chamber 1012 is coupled to an exhaust outlet 1020 of the muffler. Additionally, the upper chamber 1016 is coupled to the lower chamber 1012 by way of a first intermediate channel 1022. A second intermediate channel 1023 links the upper chamber 1016 to the middle chamber 1014, with an upper lip 1024 of the channel 1023 being positioned somewhat higher than an upper lip 1026 of the first intermediate channel 1022, and substantially lower than an upper lip 1028 of the exhaust inlet 1018 within the upper chamber 1016. At a bottom 1030 of the first interme diate channel 1022 is located an openable/closable door or valve 1032 that is coupled to the bottom by way of a hinge 1033. As shown by a comparison of FIGS. 39(a) and 39(b), the

muffler 1010 operates so as to allow exhaust to pass through the muffler and at the same time to restrict any water (or other fluid) backflow from the exhaust outlet 1020 back to the exhaust inlet 1018. The valve 1032 as shown in FIG. 39(a) is normally in an open position so as to allow for the passage of exhaust out of the muffler 1010. However, as shown in FIG. 39(b), in circumstances where a substantial amount of water 1044 backflows into the lower chamber 1012 by way of the exhaust outlet 1020, the valve 1032 closes (at least tempo rarily) to prevent backflow of the water into the upper cham ber 1016. To achieve this operation, the valve 1032 typically is made from a material that tends to float when situated within water. When exhaust pressure within the muffler becomes sufficient, the valve 1032 still will open to allow egress of the exhaust notwithstanding the floatation of the valve.

In addition to preventing waterbackflow through operation of the valve 1032, the muffler 1010 also prevents backflow due to the arrangement of channels 1022 and 1023. If water should fill up the lower chamber 1012 and the channel 1022 so as to rise above the upper lip 1026 of the channel 1022 and begin to fill the upper chamber 1016, the water will only rise

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30 above the upper lip 1028 of the exhaust inlet 1018 and begin to spill into that inlet after the water has first risen above the upper lip 1024 of the channel 1023, completely filled up the middle chamber 1014, and then further nearly completely filled up the upper chamber 1016.

Referring further to FIGS. 39(c) and 39(d), the muffler 1050 is identical to the muffler 1010 except insofar as a spring-loaded check valve 1048 is employed in place of the hinged door valve 1032. As shown in FIG. 39(c), the valve 1048 is normally open with a check ball 1045 hanging from the channel 1022 by way of a spring 1046. However, as shown in FIG. 39(d), the valve 1048 closes when the level 1044 of water rises sufficiently. As with the hinged door valve 1032, the ball 1045 is typically made of a material that floats within water so that the valve 1048 closes when water sufficiently fills the lower chamber 1012. As shown in FIGS. 39(a)-(d), proper operation of the muf

flers 1010, 1050 presumes that the muffler 1010 is substan tially vertically orientated, e.g., where the upper chamber is physically above the lower chamber, etc. It should be noted that, in these and similar embodiments employing labyrinths such as the muffler of FIG. 38 (and even in many embodi ments that do not employ labyrinths, such as the muffler of FIG. 37), the mufflers tend to have a longer dimension (e.g., an axial length of a cylinder) and a shorter dimension (e.g., a diameter of the cylinder). In such embodiments, vertical ori entation of the muffler also corresponds to aligning the longer dimension of the muffler substantially parallel to a vertical axis (e.g., normal to the ground). The implementation of cooling system components and

exhaust system components within the mid-section of an ATV as described above provides numerous advantages. Placement of the cooling system components in the mid section enhances the cooling of the engine by improving the flow characteristics of the cooling system, better protecting critical components, and effectively venting heated discharge air. Further, it centralizes the necessary cooling apparatus in the vehicle, thus creating a more compact cooling solution, and further simplifies powertrain packaging, so as to free up valuable space within the vehicle allowing for alternative uses of that space. In particular when applied to ATVs, this arrangement creates a vehicle that is safer to use, due to enhanced mobility and mass centralization, and is more com fortable to operate because hot discharge air is effectively directed away from the operator (and/or any passenger) or, in alternate embodiments, more effectively directed toward the operator (and/or any passenger). Further, the ATV is more reliable to operate because critical powertrain components are out of harms way and less easily damaged due to encoun ters with environmental hazards.

Further, in particular with respect to the exhaust system components, the above-described embodiments improve per formance by allowing the use of a larger Volume muffler, reducing backpressure (which in part is due to the larger volume of the muffler) and lowering the output noise level resulting in quieter operation and increased power. Further, because of the larger muffler volume, there is a higher muffler Volume to engine Volume ratio, making tuning and noise targets easier to optimize and balance. Additionally, because the muffler uses forced cooling air, the air flow directed around the external surface of the muffler cools the hottest area first, and the top-down flow of cooling air enables heat to be forced out the bottom of the muffler to provide even cool ing and to reduce the potential for excessive heating of the muffler, particularly its exterior Surface, and components located nearby to the muffler. Because the muffler cooling air

US 7,942,447 B2 31

outlet is moved downward and is facing the ground, it also is more comfortable to work behind the ATV, and the muffler is quieter during operation. The arrangement of the exhaust system components fur

ther enables the vehicle to ford deeper water crossings as the muffler can be designed (e.g., in accordance with FIG.38) so that water does not back flow into the engine when the outlet is under water. The vertical orientation of the muffler allows other components of the vehicle to be packaged close by, particularly when the vertical muffler is cooled by forcing air under a heat shield and over the muffler, and also allows for easier installation. This cooling feature will become increas ingly valuable as emission control apparatuses such as cata lysts (which further heat the exhaust) begin to be used and eventually become necessary. The application of one or more of these features therefore results in ATVs that are one or more of more powerful, quieter, less prone to wateringestion, and more durable, with enhanced comfort for the operator and additional packaging flexibility for the vehicle designer. The end result is an ATV with Superior handling, safety, comfort, convenience, and reliability.

It is specifically intended that the present invention not be limited to the embodiments and illustrations contained herein, but rather that the invention further include modified forms of those embodiments including portions of those embodiments and other embodiments and combinations of elements of Such various embodiments as come within the Scope of the following claims.

What is claimed is: 1. A frame for a reduced-size vehicle having afront section,

a mid-section and a rear section positioned successively adja cent to one another between afrontend and arear end, and left and right sides extending between the front and rear ends, the frame comprising:

a first strut portion extending generally through the mid section from the front section to the rear section;

a second strut portion extending generally through the mid-section from the front section to the rear section, wherein the first strut portion is positioned generally higher than the second strut portion, and the second strut portion is at least indirectly coupled to the first strut portion; and

a third strut portion extending outward toward at least one of the left and right sides relative to the first strut portion, wherein the third strut portion is coupled at least indi rectly to at least one of the first and second strut portions, and forms a loop that is situated substantially within the front section, wherein the frame is configured for receiv ing a steering column and the loop is configured to extend Substantially between a steering column receiv ing position and the front end.

2. The frame of claim 1, wherein the third strut portion at least partially defines an internal cavity substantially within the front section.

3. The frame of claim 1, wherein the third strut portion extends outward beyond a side surface of a seat of the vehicle.

4. The frame of claim 1, wherein the first strut portion at least partly extends within a seat of the vehicle.

5. The frame of claim 1, wherein a fourth strut portion extends generally underneath a foot rest of the vehicle.

6. The frame of claim 1, further comprising a fourth strut portion that couples at least two of the first, second and third Strut portions together.

7. The frame of claim 6, further comprising a fifth strut portion extending generally through the mid-section from the

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32 front section to the rear section, wherein the fifth strut portion extends alongside at least one of the first and second strut portions.

8. The frame of claim 1, wherein the frame further com prises a fourth strut portion and a fifth strut portion, wherein the fifth strut portion is a loop portion, and wherein the fourth strut portion couples the third and fifth strut portions.

9. The frame of claim 1, wherein the third strut portion is configured to absorb energy during an impact between the reduced-size vehicle and an external object.

10. A reduced-size vehicle comprising the frame of claim 1, wherein the reduced-size vehicle is one of an all-terrain vehicle (ATV) and a utility vehicle (UV).

11. The reduced-size vehicle of claim 10, further compris ing an internal compartment positioned within an internal cavity defined at least in part by the third strut portion, wherein the internal compartment extends at least 45% of a distance between the first and second strut portions.

12. A frame for a reduced-size vehicle having a front sec tion, a mid-section and a rear section positioned Successively adjacent to one another between a front end and a rear end, and the frame having left and right sides extending between the front and rear ends, wherein a central axis of the vehicle extends from the front section to the rear section, the frame comprising:

at least one first strut portion extending within the mid section generally parallel to the central axis; and

at least one second strut portion extending from the at least one first strut portion,

wherein the at least one second strut portion includes a Substantially closed loop portion extending within the front section of the vehicle, and wherein the loop portion is situated Substantially in a horizontal plane, and

wherein the loop portion is configured to absorb energy associated with an impact between the reduced-size vehicle and an external object; and

at least one third strut portion extending from the at least one first strut portion, wherein the at least one third strut portion includes a loop portion extending within the rear section of the vehicle.

13. The frame of claim 12, further comprising at least one fourth Strut portion extending within the mid-section, wherein the fourth strut portion is at least partly positioned outward toward one of the left and right sides beyond a surface of a seat of the vehicle.

14. The frame of claim 13, wherein the fourth strut portion is within a foot rest portion of the vehicle.

15. The frame of claim 12, wherein the at least one second Strut portion at least partially Surrounds a storage compart ment, and wherein the storage compartment further is con figured to absorb energy during the impact between the vehicle and the external object.

16. A frame for a reduced-size vehicle having a front sec tion, a mid-section and a rear section positioned Successively adjacent to one another between a front end and a rear end, and left and right sides extending between the front and rear ends, the frame comprising:


a second strut portion extending generally through the mid-section from the front section to the rear section, wherein the first strut portion is positioned generally higher than the second strut portion, and the second strut portion is at least indirectly coupled to the first strut portion;

a third strut portion extending outward toward at least one of the left and right sides relative to the first strut portion,

US 7,942,447 B2 33

wherein the third strut portion is coupled at least indi rectly to at least one of the first and second strut portions, and forms a loop that is situated substantially within the front section; and

a fourth strut portion that extends outward toward at least one of the left and right sides relative to the first strut portion, wherein the fourth strutportion is coupled to the first and second strut portions and forms a loop in the rear section that is Substantially situated in a horizontal plane.

17. The frame of claim 16, wherein the third strut portion at least partially Surrounds a storage compartment, and wherein the storage compartment further is configured to absorb energy during an impact between the vehicle and the external object.

18. A frame for a reduced-size vehicle, the vehicle includ ing a front Section, a mid-section and a rear section positioned Successively adjacent to one another between a front end and a rear end and left and right sides extending between the front and rear ends, the frame comprising:

a first strut portion extending generally between the front section and the rear section;

a second strut portion extending generally through the mid-section from the front section to the rear section, wherein the first strut portion is positioned generally higher than the second strut portion, and the second strut portion is at least indirectly coupled to the first strut portion, and wherein the first and second strut portions extend through the mid-section of the vehicle:

a third strut portion coupled at least indirectly to each of the first and second strut portions and forming a closed loop that is situated substantially within the front section wherein the loop is situated in a substantially horizontal plane; and

a fourth strut portion coupled at least indirectly to each of the first and second strut portions and forming a closed

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34 loop that is situated substantially within the rear section wherein the loop is situated in a substantially horizontal plane.

19. The frame of claim 18, wherein the second strut portion in combination with the first strut portion tends to counteract a torque acting about an axis that is substantially parallel to a central axis of the vehicle and that is applied to a front end of the frame in relation to the rear end of the frame.

20. A frame for a reduced-size vehicle having a front sec tion, a mid-section and a rear section positioned Successively adjacent to one another between a front end and a rear end, and left and right sides extending between the front and rear ends, the frame comprising:


a second strut portion extending generally through the mid-section from the front section to the rear section, wherein the first strut portion is positioned generally higher than the second strut portion, and the second strut portion is at least indirectly coupled to the first strut portion;

a third strut portion extending outward toward at least one of the left and right sides relative to the first strut portion, wherein the third strut portion is coupled at least indi rectly to at least one of the first and second strut portions, and forms a loop that is situated substantially within the front section; and

fourth and fifth strut portions extending generally through the mid-section from the front section to the rear section, wherein the fourth strut portion extends outward toward the right side relative to the first strut portion, and the fifth strut portion extends outwards toward the left side relative to the first strut portion.

USOO6760693B1

(12) United States Patent (10) Patent No.: US 6,760,693 B1 Singh et al. (45) Date of Patent: Jul. 6, 2004

(54) METHOD OF INTEGRATING COMPUTER 5,846,086 A 12/1998 Bizzi et al. ................. 434/247 VISUALIZATION FOR THE DESIGN OFA 5,856.828 A * 1/1999 Letcher, Jr. .... ... 345/420 VEHICLE 5,920,320 A * 7/1999 Shimizu ... ... 345/422

5,921,780 A 7/1999 Myers ... ... 434/69 5,930,155. A 7/1999 Tohi et al. ..................... 703/8

(75) Inventors: Eth Sigh, R ER, 5,953,517 A 9/1999 Yin et al. Yangesalington Ulls, 5,963,891. A 10/1999 Walker et al. .............. 702/150

(US); Mehran Chirehdast, Novi, MI 6,021,270 A 2/2000 Hanaki et al. ................. 703/7 (US) 6,036,345. A 3/2000 Jannette et al. ............... 700/97

6,037,945 A * 3/2000 Loveland .......... ... 345/420 (73) Assignee: Ford Global Technologies, LLC, 6,084,590 A * 7/2000 Robotham et al. .......... 345/419

Dearborn, MI (US) 6,090,148 A 7/2000 Weber et al. 6,096,086 A 8/2000 Weber et al.

(*) Notice: Subject to any disclaimer, the term of this 6,096,087 A 8/2000 Weber et al. patent is extended or adjusted under 35 6,110.216 A 8/2000 Weber et al. U.S.C. 154(b) by 0 days. 6,113,643 A 9/2000 Weber et al.

(List continued on next page.) (21) Appl. No.: 09/537,658

OTHER PUBLICATIONS (22) Filed: Mar. 29, 2000 (51) Int. Cl." G06G 7/48 Seitz et al., “Toward Image based Scene representation using

O 1 - O - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - hing’. IEEE, 1996.

(52) U.S. Cl. ............... 7038. 7036. 345,419 view "no"Pning . (58) Field of Search ..................... 703/2, 7, 8; 34.5/156, (List continued on next page.)

345/420, 646, 419, 629, 418, 422, 423, 956, 428,955, 473, 731, 771; 706/11, 45; Primary Examiner Kevin J. Teska

250/234 ASSistant Examiner-Kandasamy Thangavelu (74) Attorney, Agent, or Firm-David B. Kelley



4,696.225 A 9/1987 Weller ........................ 454/158 4.882,692 A 11/1989 Saxton et al. 4.912,657 A 3/1990 Saxon et al. 5,031,111 A 7/1991 Chao et al. .................... 716/7 5,070,534 A 12/1991 Lascelles et al. 5,111,413 A 5/1992 Lazansky et al. 5,119,309 A 6/1992 Cavendish et al. 5,197,120 A 3/1993 Saxton et al. 5,291.748 A 3/1994 Ueda ........................... 62/179 5,293.479 A 3/1994 Ouintero et al. 5,631,861 A 5/1997 Kramer ......................... 703/7 5,754,738 A * 5/1998 Saucedo et al. .............. 706/11 5,792,031 A 8/1998 Alton ................ ... 482/78 5,793,382 A 8/1998 YeraZunis et al. .......... 345/474 5,799.293 A 8/1998 Kaepp 5,831,584 A 11/1998 Socks et al. ................... 345/8

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besign fools Said Modeling Aarametric Design

(57) ABSTRACT

A method of integrating computer Visualization for the design of a vehicle includes the Steps of determining a low-level geometric model of the vehicle and determining a modifiable parameter to modify the model of the vehicle. The method also includes the Steps of morphing the model of the vehicle into a morphed model of the vehicle including the modifiable parameter using a computer visualization, and analyzing the morphed model of the vehicle using a computer aided engineering (CAE) analysis. The method further includes the steps of determining if the CAE analysis of the morphed model of the vehicle meets a predetermined criteria and using the morphed vehicle model in the design of the vehicle.


M2

US 6,760,693 B1 Page 2


6,113,644 A 9/2000 Weber et al. 6,119,125 A 9/2000 Gloudeman et al. 6,209,794 B1 4/2001 Webster et al. 6.253,167 B1 6/2001 Matsuda et al. .............. 703/11 6,273,724 B1 8/2001 Roytman ........ ... 434/69 6,307,576 B1 * 10/2001 Rosenfeld .... ... 345/956 6,415,851 B1 7/2002 Hall et al. ... ... 165/42 6,420.698 B1 * 7/2002 Dimsdale ........ ... 250/234 6,477,517 B1 * 11/2002 Limaiem et al. ... 706/45 6,477,518 B1 11/2002 Li et al. ......... ... 706/45 6,482,082 B1 11/2002 Derleth et al. .. ... 454/156 6,487,525 B1 11/2002 Hall et al. ..................... 703/7 6,510,357 B1 * 1/2003 Naik et al....... ... 700/98 6,556,196 B1 * 4/2003 Blanz et al. ................ 345/419 6,577.308 B1 * 6/2003 Ohto et al. ................. 345/423 6,636,234 B2 10/2003 Endo et al. ................. 345/646

2002/OOOO996 A1 1/2002 Trika .......................... 345/629 2002/0140633 A1 10/2002 Raffi et al. ..................... 345/8 2003/0134676 A1 7/2003 Kang .......................... 463/36

OTHER PUBLICATIONS

Singh et al., “Shape recognition and vision based roboticon trol by shape morphing", IEEE, 1999.* Purschke et al., “Virtual reality- New methods for improv ing and accelerating the development process in vehicle styling and design”, IEEE 1998.* Lehner et al., “Distributed virtual reality: Supporting remote collaboration in vehicle design", IEEE 1997.* G. Anderson et al., “Computational Fluid Dynamics (CFD)”, Engineering Designer, Mar.-Apr. 1997, Instin. Eng. Designers, United Kingdom, vol. 23, No. 2, pp. 16-17, XPO08021114, ISSN: 0013-7898. T. D. Hogg, “Rapid Prototyping Through Computational Fluid Dynamics (CFD)', Fifth International Conference on Factory 2000. The Technology Exploitation Process (Conf. Publ. No. 435), Cambridge, United Kingdom, Apr. 2-4, 1997, pp. 113–117, XP00022.52364 1997, London, United Kingdom, IEE, United Kingdom ISBN: 0-85296–682–2. Artificial Intelligence (Understanding Computers), by Time-Life Books, 1986, ISBN 0-8094-5675-3, pp. 36–43. Juran on Quality by Design, by J.M. Juran, The Free Press, 1992, ISBN 0-02-916683–7, pp. 406-427, and 462-467. The Computer Science and Engineering Handbook, by Allen B. Tucker, CRC Press, ISBN: 0-8493–2909–4, 1996, p. 1954.

Lafon, “Solid Modeling With Constraints and Parameterised Features", IEEE, Jul. 1998. Jinsong et al., “Parametric Design with Intelligence Con figuration Analysis Mechanism”, IEEE, Nov. 1993. Mateos et al., “Parametric and Associative Design of Car tridges for Special Tools", IEEE 1995. “The Introduction of Knowledge based Engineering for Design for Manufacture in the Automotive Industry”, G.S. Wallace, Successful Cases of Integrated Product Design with Manufacturing Technology (Digest No: 1997/168), IEE Colloquium on, pp. 7/1-7/5, May 1997. “Knowledge Based Total Product Engineering”, A.P. Harper, Successful Cases of Integrated Product Design with Manufacturing Technology (Digest No: 1997/168), IEE Col loquium on, pp. 5/1-5/2, May 1997. “Interactive Graphics Package For Human Engineering And Layout Of Vehicle Workspace', Gerald F. Rabideau and James Farnady, Department of Systems Design, University of Waterloo, Waterloo, Ontario, Canada, 1976. “Simulation-Aided Design of Man/Machine Interfaces in Automated Industries', Gary I. Davis and James R. Buck, School of Industrial Engineering, Purdue University, West Lafayette, Indiana, 1981. “RAPID: Prototyping Control Panel Interfaces”, Karl Fre burger, OOPSLA '87 Proceedings, Oct. 4-8, 1987. SAE Recommended Practice, “Motor Vehicle Dimen Sions-SAE J11’, Jun. 1993. M. E. Gleason et al., “Automative Climate Control Simu lation Using CFD’, Cray Channels, vol. 16, No. 2, 1994, pp. 4–7, XPO08018557. E. Augier, “Numerical and Experimental Study of Airflow In A HVAC Module”, International Symposium on Automotive Technology and Automation, Jun. 3, 1996, pp. 59-66, XPOO8O18546. J. Currie, “ Application of Computational Fluid Dynamics for the Optimization of Air Ducts”, Isata 29th International Symposium on Automotive Technology and Automation, Proceedings of Conference on Supercomputer Applications in the Transportation Industries, Florence, Italy, Jun. 3-6, 1996, pp. 115-123, XPO08021112 1996, Croydon, United Kingdom Automotive Autom, United Kingdom.

* cited by examiner

U.S. Patent Jul. 6, 2004 Sheet 1 of 4 US 6,760,693 B1

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US 6,760,693 B1 1

METHOD OF INTEGRATING COMPUTER VISUALIZATION FOR THE DESIGN OFA

VEHICLE


1. Field of the Invention

The present invention relates generally to design of a vehicle and, more specifically, to a method of integrating computer visualization for the design of a vehicle.

2. Description of the Related Art Vehicle design, and in particular automotive vehicle

design, has advanced to a State in which computer-aided design techniques are frequently utilized to develop a new vehicle in a virtual environment. Computer-aided design is especially beneficial in the product development process, to optimize the various Systems incorporated within a vehicle, and to enhance the design and functional capabilities of these vehicle Systems.

Several computer-aided design Software programs are generally known and commercially available. The design generated by the computer-aided design Software program typically provides a user with a model for visualization and measurement purposes. The design is represented either by points, polygons, Surface models, Solid models or non geometric representations that illustrate the design concept. A Surface or Solid model is a high-level geometric repre Sentation of the design concept. The high-level geometric model is a mathematically complex model involving higher order polynomial equations.

Traditionally, the high-level geometric model of the design concept is generally used for computer aided engineering, manufacturing and other engineering evalua tion purposes. However, the magnitude of geometric com plexity necessary for this type of model renders it time consuming to create, especially for a System as complex as a vehicle. Furthermore, modifications to a high-level geo metric model are difficult to implement, especially in a timely manner. A design represented by points or polygons is a low-level

geometric model of the design concept. The low-level geometric model is simple to create, but Still difficult to modify relative to a high-level geometric model. Creation is easier because of its reduced mathematical complexity. The low-level geometric model is similarly useful for various manufacturing or engineering purposes depending on the desired Solution, as is known in the art. A non-geometric model, for example, of the design con

cept is faster to create and modify than a high-level geo metric model due to its simplicity, but does not provide adequate geometric data for engineering assessment pur pOSes. One technique for visually modifying a model using

computer aided design Software is known in the art as computer Visualization or morphing. Morphing is the trans formation of one form into another form by compression, Stretching, bending or rotating the model of the original form. While morphing techniques work for a simple System represented by low-level geometry, they are time consuming and cumberSome for a complex Structure, Such as a model of a vehicle, represented by a mathematically complex high level geometry. Therefore, morphing techniques have not been used for Structural analysis purposes. In the past, morphing has been used for graphic design. In graphic design, the main function of the geometric data is to block

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2 or reflect a light Source to convey a Surface or image to a user. In Structural design, the data representing an object should be mathematically connected Such as by forming a continuous Surface or Solid. AS the Surfaces are manipulated, data from different parts should maintain a physical Sepa ration. Also, the data for the object should not Self-intersect to create a non-manufacturable condition. These restrictions constrain the application of morphing techniques for Struc tural design and data manipulation purposes.

Thus, there is a need in the art to provide a method of integrated computer Visualization with the design of a vehicle that creates a low-level geometric model of the vehicle design that is easily modified in a time-efficient manner and can be integrated into a high-level geometric model of the design for further complex assessment pur pOSes.


Accordingly, the present invention is a method of inte grating computer Visualization for the design of a vehicle. The method includes the steps of determining a low-level geometric model of the vehicle and determining a modifi able parameter to modify the model of the vehicle. The method also includes the Steps of morphing the model of the vehicle into a morphed model of the vehicle including the modifiable parameter using a computer visualization and analyzing the morphed model of the vehicle using a com puter aided engineering (CAE) analysis. The method further includes the Steps of determining if the CAE analysis of the morphed model of the vehicle meets a predetermined criteria and using the morphed vehicle model in the design of the vehicle.

One advantage of the present invention is that a new method of integrating computer visualization for the design of a vehicle is provided that uses a morphing computer-aided design technique to considerably reduce overall design time and related expenses. Another advantage of the present invention is that the method utilizes a low-level geometric model of the vehicle to quickly evaluate a proposed design modification. Still another advantage of the present inven tion is that the method creates a visual morphed model of the vehicle that includes a proposed design modification. Yet Still another advantage of the present invention is that the method Supports computer-aided engineering analysis for assessment purposes. A further advantage of the present invention is that the method enhances flexibility in design, while Still meeting vehicle timing considerations. Still a further advantage of the present invention is that the method utilizes computer Visualization technology to modify a computer-aided design of a vehicle concept in light of predetermined criteria.

Other features and advantages of the present invention will be readily appreciated as the same becomes better understood after reading the Subsequent description when considered in connection with the accompanying drawings.


FIG. 1 is a block diagram of a system which may be utilized with a method of integrating computer visualization for the design of a vehicle, according to the present inven tion.

FIG. 2 is a plan view of a vehicle. FIG. 3 is a flowchart of a method of integrating computer

Visualization for the design of a vehicle, according to the present invention.

US 6,760,693 B1 3

FIG. 4 is a sectional view taken along line 4-4 of FIG. 2, illustrating increasing a track width using the method of FIG. 3.

FIG. 5 is a sectional view taken along line 5-5 of FIG. 2 illustrating modifying an A-pillar angle and increasing a wheelbase length using the method of FIG. 3.

DESCRIPTION OF THE PREFERRED EMBODIMENT(S)

Vehicle design is achieved according to the present inven tion with a generic parametric driven design process. Advantageously, this proceSS allows flexibility in vehicle design and engineering analysis of the vehicle design in a fraction of the time required using conventional design methods. Various computer-based tools are integrated to achieve this enormous time and expense Savings, including Solid modeling, parametric design, automated Studies and a knowledge-based engineering library.

Referring to the drawings and in particular FIG. 1, the tools 100 used by a method of integrating computer visu alization for the design of a vehicle, according to the present invention, are illustrated graphically. The tools 100 include a knowledge-based engineering library 112 Stored on an electronic Storage device (not shown). The knowledge-based engineering library 112 is a database of Sub-libraries pro Viding an electronic representation of various experts knowledge of information relevant to the design of the vehicle. The knowledge-based engineering library 112 may also contain information in electronic form regarding vari ous types of vehicle Subsystems. The knowledge-based engineering library 112 may further contain predetermined product assumptions regarding the Vehicle to be designed Such as model year, body Style or production volume. The knowledge-based engineering library 112 may

include a Sub-library Such as a component parts library of particular component parts used on a vehicle. The compo nent parts Sub-library may contain information Such as a parametric Solid model of a particular component part, as well as parameters defining attributes of the component part. A user 126 may select an attribute that is relevant to the design of a vehicle 10 to be described. For example, a relevant attribute may include a body Style, frame configuration, or engine type (not shown).

The tools 100 also include a vehicle library 114 stored on the electronic storage device. The vehicle library 114 is an electrical representation of a vehicle model or a portion thereof. Advantageously, the vehicle library 114 may contain a parametric Solid model of an exterior portion of a particu lar vehicle 10 (to be described). In this example, the vehicle library 114 may include a parametric model of an exterior body portion of the vehicle 10. Also, the vehicle library 114 may contain parameters defining various vehicles and vehicle System characteristics, Such as interior size and vehicle body style. It should be appreciated that the vehicle library 114 may be a sub-library of the knowledge based engineering library 112.

The tools 100 may also include various computer-aided design (CAD) tools 116, which can be used for the design method, to be described. These design tools 116 may include Solid modeling, Visualization and parametric design tech niques. Solid modeling, for example, takes electronically stored vehicle model data from the vehicle library 114 and Standard component parts data from the knowledge-based engineering library 112 and builds complex geometry for part-to-part or full assembly analysis. Several modeling programs are commercially available and generally known to those skilled in the art.

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4 The parametric design technique is used in the electronic

construction of vehicle geometry within a computer System 122, to be described, for designing the vehicle 10 or com ponent part on the vehicle 10. AS a particular dimension or parameter is modified, the computer System 122 is instructed to regenerate a new vehicle or component part geometry. The Visualization design technique provides for the Visual

modification of a point or a group of points from the same or different component parts in a design using an interactive device Such as a mouse. The design is regenerated using the modified data point, Such that a new geometric representa tion of the design is generated. One example of a visualiza tion design technique to change a design is morphing. Several morphing programs are commercially available for graphic design purposes and generally known to those skilled in the art. Additionally, these morphing techniques work more efficiently with a low-level geometric model than a high-level geometric model typically used for Structural design. The tools 100 also include various computer-aided engi

neering (CAE) analysis tools 118. One example of a CAE analysis tool 118 is computational fluid dynamics (CFD). Another example of a CAE analysis tool 118 is finite element analysis (FEA). Still another example of a CAE analysis tool 118 is an ergonomic Study. Several Software programs are commercially available to perform these analyses and are generally known to those skilled in the art. The tools 100 further include the computer system 122, as

is known in the art, to implement a method 120 to be described to integrate computer Visualization with the design of the vehicle 10. The computer system 122 includes a processor and a memory 124a, which can provide a display and animation of a System, Such as the vehicle 10, on a display such as a video terminal 124b.

In this example, the information is displayed on the Video terminal 124b in a Series of Screens, also referred to in the art as a browser. Selection and control of the information for the design can be achieved by the user 126, via a user interactive device 124c, Such as a keyboard or a mouse. The user 126 inputs a set of parameters and Set of instructions into the computer System 122 when prompted to do so. The Set of parameters and the Set of instructions may be product Specific, wherein other data and instructions non-specific to the product may already be stored in the memory 124a. One example of an input method is a pop-up Screen

containing available information or instructions, including an on-line description for the parameter and a current value therefore. For example, parametric values may be chosen from a table within a two-dimensional mode, Since Some vehicle designers prefer to View an assembly in Sections which can be laid out on a drawing. The computer system 122 utilizes the set of information

or instructions from the user 126, and any other information regarding related vehicle Systems and information from the libraries 112, 114, design tools 116 and analysis tools 118, for method 120, discussed in detail Subsequently.

Advantageously, the computer implemented method of integrating computer visualization with the design of the vehicle 10, to be described, combines all of the foregoing to provide an efficient, flexible, rapid design of the vehicle 10. Further, a vehicle design 128 is an output of the method 120 and the vehicle design 128 is available for further analysis and Study.

Referring to FIG. 2, a model of a vehicle 10, and in particular an automotive vehicle, is illustrated. The vehicle 10 includes a vehicle frame (not shown). The frame includes

US 6,760,693 B1 S

a pair of rails (not shown) disposed in a spaced relationship to one another and defining a longitudinal axis of the vehicle 10. The vehicle 10 also includes a front axle (not shown) and rear axle (not shown) disposed in a spaced relationship to one another and extending Substantially transverse to the longitudinal axis of the vehicle 10. It should be appreciated that wheels (not shown), as is known in the art, are opera tively mounted to the front axle and rear axle, for rolling engagement with a Surface Such as a road. It should also be appreciated that the distance between the front axle and rear axle is referred to in the art as the wheelbase, and the distance between the pair of front wheels or rear wheels is referred to as the track width.

The vehicle 10 also includes a vehicle body 16 which defines the shape of the vehicle 10, as is known in the art, and includes components typically associated with the vehicle body 16. The vehicle body 16 includes structural members which form a load bearing structure for the vehicle 10. One example of a structural member is a pillar 18. In this example, there are four pairs of Vertically extending pillars 18 attached to the frame, which are referred to in the art as A, B, C, and D-pillars, 18a, 18b, 18c, 18d respectively. Another example of a structural member is a pair of roof rails 20 that form the roof line of the vehicle 10. The roof rails 20 are disposed in Spaced relationship to one another and extend therealong the longitudinal axis of the vehicle body 16. A generally planar roof panel 21 is Supported between the roof rails 20. Another example of a structural member is a dash or instrument panel 22, which forms a generally planar Surface extending between the A-pillars 18a. A further example of a structural member is a floor 24 having a generally planar shape, as is known in the art. The vehicle body includes a windshield 26, and other windows 28, as is known in the art.

The vehicle body 16 includes a front storage compartment 30, referred to as an engine compartment, which forms the general shape of the front of the vehicle 10. The vehicle body 16 further includes an occupant compartment 32 to accommodate vehicle occupants (not shown). It should also be appreciated that the instrument panel 22, roof 21, floor 24 and pillar 18 cooperatively define the interior space of the vehicle 10 referred to as the occupant compartment 32. The occupant compartment 32 includes a number of Seats (not shown) for the occupants and control mechanisms (not shown) to operate the vehicle 10. The vehicle body 16 also includes a rear Storage compartment 34, as is known in the art, forming the shape of the rear of the vehicle 10. The vehicle body 16 includes a plurality of generally

planar interconnected body panels 36 Secured thereto using a conventional means Such as welding or fastening. Advantageously, the body panels 36 further define an aes thetically pleasing shape of the vehicle 10.

Referring to FIG.3, a flowchart of a method of integrating computer visualization for the design of the vehicle 10, according to the present invention, is illustrated. It should be appreciated that the design process typically encompasses Several overlapping phases, Such as design initiation, devel opment assessment and Verification. Various design tools 116 are utilized to carry out the design process. Advantageously, the method of integrated computer design of the vehicle 10 bridges the gap between computer-aided design and computer-aided engineering. The method begins in bubble 200 and advances to block 205.

In block 205, the user 126 selects an input parameter that defines the architecture or configuration of the design of the vehicle 10. An example of an input parameter is information

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6 regarding the type of vehicle 10, Such as passenger car, truck, or Sport utility as in this example. Another example of an input parameter is a dimensional reference Such as vehicle length, width or height. Still another example of an input parameter is a cost target for a particular component part. Preferably, the input parameter is obtained from infor mation maintained in a computer database, Such as the knowledge-based engineering library 112. The methodology advances to block 210.

In block 210, the user 126 defines a vehicle body structure with respect to the input parameter. The vehicle body Structure is a low-level geometric model represented by digital data points or polygons, as is known in the art. For example, the user 126 may define an existing vehicle body structure from the vehicle library 114 which embodies the architectural intent of the vehicle 10 to be designed. The vehicle body structure may also be a new vehicle body Structure obtained from a digital Scan of a clay Styling model of the exterior of the vehicle, as is known in the art. Further, the vehicle body Structure may be an assemblage of various portions of existing body Structures. In this example, each component part contained within the vehicle body Structure is organized within the memory 124a of the computer System 122 in a hierarchal data tree Structure, as is known in the art. The methodology advances to diamond 215.

In diamond 215, the methodology determines if a geo metric model is available of the vehicle body structure, including component parts located therein, for the low-level geometric model of the vehicle 10. If the geometric model for the vehicle body Structure is available, the geometry is used for the design of the vehicle and the methodology advances to block 235, to be described. If the geometric model is not available, the methodology advances to block 220.

In block 220, the user 126 selects a surrogate model of the vehicle body structure. Preferably, the Surrogate model is an existing model that meets the architectural intent of the defined vehicle body Structure in light of the input param eters. The Surrogate model is architecturally correct, but may not be dimensionally accurate. In this example, the compo nent parts within the data tree Structure in the memory 124a of the computer System 122 are represented by either new geometry or Surrogate geometry. The methodology advances to block 225.

In block 225, the user 126 defines a modifiable parameter by identifying the modifiable parameter and inputting infor mation regarding the modifiable parameter into the com puter system 122. It should be appreciated that the modifi able parameter may represent a proposed design intent for the design of the vehicle 10. An example of a modifiable parameter is to increase the track width between the rails of the frame a predetermined amount. The effect of Such a change on the vehicle body 16 is shown at 40 in FIG. 4. Another example of a modifiable parameter is to increase the angle of the A-pillar 18a as shown at 50 in FIG. 5. Still another example of a modifiable parameter is to increase the wheelbase a predetermined amount as shown at 60 in FIG. 5. A further example of a modifiable parameter is for the user 126 to Superimpose another model of a vehicle or portion thereof, over the current model of the vehicle 10. Advantageously, the user inputs the modifiable parameter into the computer System 122, Such as by using a visual technique or other input technique. For example, the user 126 may drag a point on the model to a new location using the user interactive device 124c. Likewise, the user 126 may change a previously defined input parameter. The method ology advances to block 230.

US 6,760,693 B1 7

In block 230, the methodology modifies the low-level geometric model of the vehicle 10 based on the modifiable parameter, Such as by using a morphing technique, as is known in the art, to create a morphed vehicle model. It should be appreciated that the methodology checks for component part-to-part interferences within the morphed vehicle model. The methodology advances to block 235.

In block 235, the user 126 adds additional features to the morphed vehicle model using the knowledge based engi neering library 112 of existing features, if required for Structural, packaging or manufacturing purposes. An example of a feature is a boSS, bead or an aperture. The methodology advances to block 240.

In block 240, the methodology establishes structural connection locations for joining body panels 36 within the morphed vehicle model. For example, Weld joints for joining two body panels within the morphed vehicle model are identified. The methodology advances to block 245.

In block 245, the methodology assesses the morphed vehicle model using a computer-aided engineering analysis tool 118. For example, a computer aided engineering analy sis tool 118, Such as finite element analysis, may be used to determine if a predetermined Structural criteria for the morphed vehicle model is Satisfied. An ergonomic packag ing analysis may be conducted to determine if a predeter mined packaging criteria is met. Advantageously, the mor phed low-level geometric model can be evaluated and modified more expeditiously than a high-level geometric model. The methodology advances to diamond 250.

In diamond 250, the methodology determines if the mor phed vehicle model meets a predetermined criteria. An example of a predetermined criteria is a desired load capac ity. Another example of a predetermined criteria is an occupant compartment noise level. If the predetermined criteria is not satisfied, the methodology returns to block 225 and continues. Returning to diamond 250, if the predeter mined criteria is Satisfied, the methodology continues to block 255.

In block 255, the methodology uses the morphed vehicle model and a CAD design tool 116 to generate a high-level geometric model of the vehicle representing a Solid model or Surface model of the morphed vehicle design. Advantageously, the high-level geometric model of the vehicle 10 is available for further analysis by other disciplines, Such as manufacturing, cost-assessment, or engineering, whereby a high-level geometric model is advantageous. The methodology advances to bubble 260 and ends.

The present invention has been described in an illustrative manner. It is to be understood that the terminology which has been used is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the present inven

tion are possible in light of the above teachings. Therefore, within the Scope of the appended claims, the present inven tion may be practiced other than as Specifically described. What is claimed is: 1. A method of integrating computer Visualization for the

design of a vehicle comprising the Steps of: determining a low-level geometric model of the vehicle; determining a modifiable parameter to modify the model

of the vehicle; morphing the model of the vehicle into a morphed model

of the vehicle including the modifiable parameter using a computer visualization;

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8 analyzing the morphed model of the vehicle using a

computer aided engineering(CAE)analysis, determining if the CAE analysis of the morphed model of

the vehicle meets a predetermined criteria; and using the morphed vehicle model in the design of the

vehicle. 2. A method as set forth in claim 1 wherein said step of

determining a low-level geometric model includes the Step of Selecting an input parameter from a library Stored in a memory of a computer System.

3. A method as set forth in claim 1 wherein said step of determining a low-level geometric model includes the Step of Selecting a vehicle body Structure from a library Stored in a memory of a computer System.

4. A method as set forth in claim 1 wherein said step of determining a low-level geometric model includes the Step of determining if a geometric model of each component part is available, and using the geometric model of the compo nent part if available.

5. A method as set forth in claim 1 wherein said step of determining a low-level geometric model includes the Step of Selecting a Surrogate geometry for a component part within the low-level geometric model.

6. A method as Set forth in claim 1 including the Step of adding a component part feature to the morphed model of the vehicle from a library Stored in a memory of a computer System after the Step of morphing.

7. A method as set forth in claim 1 including the step of identifying a structural connection joint for adjoining body panels within the morphed model of the vehicle after the step of morphing.

8. A method as set forth in claim 1 including the step of using the morphed vehicle model to generate a high-level geometric model of the vehicle.

9. A method of integrating computer visualization for the design of a vehicle comprising the Steps of:

Selecting an input parameter from a library Stored in a memory of a computer System;

determining a low-level geometric model of the vehicle by selecting a vehicle body structure from the library using the input parameter;

determining a modifiable parameter to modify the model of the vehicle;

morphing the model of the vehicle into a morphed model of the vehicle including the modifiable parameter using a computer visualization;

analyzing the morphed model of the vehicle using a computer aided engineering (CAE)analysis;

determining if the CAE analysis of the morphed model of the vehicle meets a predetermined criteria; and

using the morphed vehicle model to generate a high-level geometric model of the vehicle.

10. A method as set forth in claim 9 wherein the input parameter defines an architecture for a design of the vehicle.

11. A method as set forth in claim 9 wherein said step of determining a low-level geometric model includes the Step of Selecting a Surrogate geometry for a component part within the low-level geometric model.

12. A method as set forth in claim 9 wherein said step of determining a low-level geometric model includes the Step of determining if a geometric model of each component part is available, and using the geometric model of the compo nent part if available.

13. A method as set forth in claim 9 including the step of adding a component part feature to the morphed model of the vehicle from the library after the step of morphing.

US 6,760,693 B1 9

14. A method as set forth in claim 9 including the step of identifying a structural connection joint for adjoining body panels within the morphed model of the vehicle after the step of morphing.

15. A method of integrating computer visualization for the design of a vehicle comprising the Steps of:

Selecting an input parameter from a library Stored in a memory of a computer System, wherein the input parameter defines an architecture for a design of the vehicle;

determining a low-level geometric model of the vehicle by selecting a vehicle body structure from the library using the input parameter;

determining if geometry for a component part within the vehicle body Structure is available, and Selecting a Surrogate geometry for the component part if not avail able;

determining a modifiable parameter to modify the model of the vehicle;

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10 morphing the model of the vehicle into a morphed model

of the vehicle including the modifiable parameter using a computer visualization;

analyzing the morphed model of the vehicle using a computer aided engineering (CAE) analysis,

determining if the CAE analysis of the morphed model of the vehicle meets a predetermined criteria; and

using the morphed vehicle model to generate a high-level geometric model of the vehicle.

16. A method as set forth in claim 15 including the step of adding a component part feature to the morphed model of the vehicle from the library after the step of morphing.

17. A method as set forth in claim 15 including the step of identifying a structural connection joint for adjoining body panels within the morphed model of the vehicle after the Step of morphing.

(12) United States Patent Girouard et al.

USOO7469764B2

(10) Patent No.: US 7.469,764 B2 (45) Date of Patent: Dec. 30, 2008

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FRAME CONSTRUCTION FORAVEHICLE

Inventors: Bruno Girouard, Montréal (CA); Berthold Fecteau, Richmond (CA); Jérôme Wubbolts, Orford (CA): Anne-Marie Dion, Granby (CA) Bombardier Recreational Products

Inc., Valcourt (CA) Assignee:


Appl. No.: 09/877,212

Filed: Jun. 11, 2001

Prior Publication Data

US 2003/O2O1127 A2 Oct. 30, 2003

Related U.S. Application Data Continuation-in-part of application No. 09/472,133, filed on Dec. 23, 1999, now abandoned.

Provisional application No. 60/237,384, filed on Oct. 4, 2000.

Foreign Application Priority Data

(CA) .................................... 2256944

Int. C. B62M 27/02 (2006.01) U.S. Cl. ....................... 180/190; 180/186; 180/908:

180/191; 180/192: 180/193; 180/210, 180/215; 180/311; 180/312; 280/756; 280/781

Field of Classification Search ................. 180/186, 180/190, 191, 192, 193,210, 215, 311, 312,

180/908: 280/756, 781 See application file for complete search history.



D175,866 S * 10/1955 Strunk ........................ 180,215

(Continued) FOREIGN PATENT DOCUMENTS

CA 225 1769 8, 1995

(Continued) OTHER PUBLICATIONS

Magazine Article: Dirt Wheels/Jan. 1991. (Continued)

Primary Examiner Joanne Silbermann Assistant Examiner Marlon A Arce Diaz (74) Attorney, Agent, or Firm—Osler, Hoskin & Harcourt LLP

(57) A frame assembly is described including a tunnel, an engine cradle disposed forward of the tunnel and connected thereto, and a Sub-frame disposed forward of the engine cradle and connected thereto. A forward Support assembly extends upwardly from the subframe. An upper column extends upwardly from the engine cradle to connect with the forward Support assembly. A rear brace assembly extends upwardly from the tunnel to connect with the forward support assembly and the upper column. In one embodiment, the frame assem bly further includes an engine disposed in the engine cradle. An endless track is operatively connected to the engine and disposed beneath the tunnel for propulsion. A pair of skis is operatively connected to a steering device for steering. In another embodiment, the frame assembly further includes an engine disposed in the engine cradle. A rear wheel is opera tively connected to the engine and disposed beneath the tun nel for propulsion, and two front wheels are operatively con nected to a steering device for steering.

ABSTRACT


US 7.469,764 B2 Page 2

U.S. PATENT DOCUMENTS 5.996,717 A 12/1999 Hisadomi 6,227.323 B1* 5/2001 Ashida ....................... 180,190

3,583,506 A 6/1971 Preble 6,234,263 B1 5/2001 Boivin et al. 3,583,507 A 6/1971 Trautwein 6,328, 124 B1 12/2001 Olson et al. ................. 180,190 3,622, 196 A 1 1/1971 Sarra 6,357.543 B1 3/2002 Karpik ....................... 180,182 3,627,073. A 12/1971 Grimm 3,653,453 A 4, 1972 Tiitola ........................ 180,190 FOREIGN PATENT DOCUMENTS 3,981,373 A 9, 1976 Irvine 4,204,581. A 5/1980 Husted JP 61-163081 T 1986 4,204,582. A 5/1980 Van Soest JP 3-189289 8, 1991 4,407,383 A 10, 1983 Enokimoto et al. ......... 180,291 OTHER PUBLICATIONS 4,502,560 A 3, 1985 Hisatomi 4,613,006 A 9, 1986 Moss et al. Brochure ofYamaha Snow Scout: Motoneige Quebec, 1987, vol. 13, 4,620,604. A 1 1/1986 Talbot ........................ 180,190 No. 1 (CA). 4,633,964 A 1/1987 Boyer et al. Brochure of Yamaha Snow Scout: Snowmobile Brochure Business, 4,699.229 A 10/1987 Hirose et al. 3 Annual. 4,787,470 A * 1 1/1988 Badsey ....................... 180,210 Magazine Supertax/Jan. 1999. 4,848,503 A 7, 1989 Yasui et al. Snow tech, Spring 1999, Article “Special Report” Redline Snowmo 5,370,198 A 12/1994 Karpik biles, pp. 28-31. 5,474,146 A 12/1995 Yoshioka et al. Magge Quebec, vol. 25-No. 3, Nov. 1999, pp. 1 (front cover), 6.

a S.

5,564,517 A 10, 1996 Levasse Creations J.P.L. Inc. Advertisement (advertising seat designs). 5,586,614 A 12/1996 Kouchi ....................... 180,190 Ski-doo Parts Catalog, Bombardier Inc. (Canada), pp. C12-D3 5,660,245 A 8, 1997 Marier et al. (1990). 5,904,217 A 5, 1999 Yamamoto et al.

A 5,944,133 8, 1999 Eto * cited by examiner

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US 7,469,764 B2 1.

FRAME CONSTRUCTION FORAVEHICLE

This application claims priority to U.S. Application No. 60/237,384, filed Oct. 4, 2000, the entire contents of which are incorporated herein by reference. This application is a 5 continuation-in-part of U.S. application Ser. No. 09/472,133, entitled “IMPROVED VEHICLE filed on Dec. 23, 1999 now abandoned, the contents of which are incorporated herein by reference. U.S. application Ser. No. 09/472,133 and this application claim priority to Canadian Patent Application 10 No. 2,256,944, filed Dec. 23, 1998, the entire contents of which are incorporated herein by reference. This application also incorporates by reference U.S. application Ser. No. 09/472,134, entitled “SNOWMOBILE, filed Dec. 23, 1999. Finally, this application is related to and incorporates by 15 reference the entire contents of U.S. Patent Application Ser. No. 60/230,432, entitled “A NOVEL THREE-WHEELED VEHICLE, filed Sep. 6, 2000.

1. FIELD OF THE INVENTION 2O

The present invention relates to the construction of vehicles such as snowmobiles, all terrain vehicles (ATVs), and other similar vehicles. More specifically, the present invention concerns the construction of a frame and related 25 structural elements that enhance the ruggedness and ability of such vehicles to operate across a wide variety of different terrains and under a wide variety of conditions. In addition, the present invention concerns the design and construction of a frame for snowmobiles, ATVs, and related vehicles that 30 facilitate the construction of such vehicles with an improved rider positioning.

2. DESCRIPTION OF RELATED ARTAND GENERAL BACKGROUND 35

Snowmobiles, ATVs, and related vehicles (hereinafter, “recreational vehicles, although the appellation should not be construed to be limited only to the vehicles or type of vehicles described herein) often function under similar oper- 40 ating conditions. Despite this, Snowmobiles, ATVs, and other recreational vehicles often do not share a common design approach or a commonality of components. This is due, in large part, to the different stresses and strains (mainly at the extremes) that the different vehicles experience during rou- 45 tine operation.

Specifically, Snowmobiles are designed with frame assem blies and suspensions that easily absorb the shock of obstacles encountered on groomed trails and in deep Snow. They are also designed to handle the forces generated when 50 the Snowmobile is driven aggressively (e.g., under racing conditions). In addition, their frame assemblies are designed to provide optimum steering and performance in Snow, whether on groomed Snowmobile trails (packed Snow) or in ungroomed, off-trail areas (powder or natural Snow). 55

ATVs, on the other hand, are designed with Suspensions and frame assemblies that are expected to absorb the type of momentarily intense forces associated with more rugged ter rain, specifically of the type encountered inforests and wood land environments. In addition, an ATV frame is designed to 60 withstand forces associated with significant torsional stresses that are typical when an ATV straddles large objects or when the wheels are disposed at different elevations because of the extreme terrain in which the ATV often operates.

It should be kept in mind that the design parameters of the 65 frame assemblies for these two vehicles are also different. In a snowmobile, the frame at the rear of the vehicle is only about

2 15 inches wide. This is sufficient to cover the endless track that propels the vehicle and to provide a seating area for the driver. The narrow width, however, imposes certain design restrictions on the vehicle. ATVs, on the other hand, are designed with a significantly wider base, which is typically 50 inches or more. This width also imposes certain design restrictions on the ATV.

Snowmobiles and ATVs are also designed with different centers of gravity. In the typical Snowmobile, the center of gravity is very low. This assists the snowmobile rider when he or she is on a slope or in a turn because the snowmobile will naturally resist the tendency to lean or tip. ATVs, on the other hand, like off-road trucks and the like, are expected to traverse taller objects. Accordingly, their frames are designed so that the engine and seating area is further from the ground than a snowmobile. Thus, ATVs have higher centers of gravity.

Naturally, since both vehicles are designed with off-road use in mind, there are similarities between the two. Both are provided with rugged frames. Moreover, both are provided with strong Suspensions. Despite this, there have been few vehicles designed that capitalize on these similarities.

Recognizing this basic similarity between the two vehicles, Some after-market designers have developed kits that permit snowmobiles to be converted to ATVs and vice-versa. How ever, such kits are limited in their effectiveness because the two vehicles are so completely different from one another in their basic designs. The resulting, converted vehicles suffer from drawbacks that are associated with the purpose for which the primary vehicle was designed. For example, a snowmobile converted to an ATV is not expected to be able to traverse the same type of terrain as a pure ATV. Similarly, an ATV that has been converted to a snowmobile is not expected to be able to traverse the same terrain that a pure snowmobile Ca.

Partly due to the consumer's use of snowmobiles in the winter and ATVs in the Summer, the evolution of both snow mobiles and ATVs has converged in recent years. Also, in recent years, designers have begun to apply the same basic design concepts to both vehicle types. What has resulted is a recognition that vehicles may be designed that incorporate many of the same structural elements and follow very similar design approaches. The basis for the present invention stems from this basic

recognition.


It is, therefore, an object of the present invention to provide a frame assembly with a tunnel, an engine cradle disposed forward of the tunnel and connected thereto, and a sub-frame disposed forward of the engine cradle and connected thereto. The frame assembly further includes a forward support assembly extending upwardly from the subframe, an upper column extending upwardly from the engine cradle to con nect with the forward Support assembly, and a rear brace assembly extending upwardly from the tunnel to connect with the forward Support assembly and the upper column.

It is another object of the present invention to provide a frame assembly wherein the forward support assembly, the upper column, and the rear brace assembly connectatan apex above the upper column.

Another object of the present invention is to provide a frame assembly where the forward support assembly and the rear brace assembly form a pyramidal construction. A further object of the present invention is to provide a

frame assembly further including a steering bracket con nected at the apex for Supporting a steering shaft at its upper

US 7,469,764 B2 3

end. In an alternate embodiment, the steering bracket may include a plurality of pairs of holes for positioning of the steering shaft in a plurality of positions. One other object of the present invention is to provide a

frame assembly that also includes an engine disposed in the engine cradle and an endless track operatively connected to the engine and disposed beneath the tunnel for propulsion. In this embodiment, a pair of skis are operatively connected to a steering device for steering.

Still another object of the present invention is to provide a frame assembly with an engine disposed in the engine cradle and a rear wheel operatively connected to the engine and disposed beneath the tunnel for propulsion. In this embodi ment, two front wheels operatively connected to a steering device for steering.

It is yet another object of the present invention to provide a frame assembly for a vehicle that includes a tunnel and an engine cradle adapted to receive an engine therein. A rear brace assembly is attached to the tunnel at a point between its front and rear ends and extends upwardly therefrom. A for ward Support assembly is attached to the rear brace assembly and extends forwardly and downwardly therefrom. In a fur ther variation of this frame assembly, the rear brace assembly comprises a left and a right leg and the forward Support assembly comprises a left and a right leg. The left and right legs of the rear brace assembly and the forward support assembly connect to one another at an apex to form a pyra midal structure above the tunnel and engine cradle.

Still other objects of the present invention will be made apparent by the discussion that follows.


The invention will be more fully described in conjunction with the following drawings wherein:

FIG. 1 is a side-view schematic illustration of a prior art Snowmobile, showing the prior art positioning of a rider thereon;

FIG. 2 is a side view illustration of the exterior of a snow mobile constructed according to the teachings of the present invention, also showing the positioning of a rider thereon;

FIG. 3 is an overlay comparison between the a prior art snowmobile (of the type depicted in FIG. 1) and a snowmo bile constructed according to the teachings of the present invention (as shown in FIG. 2), illustrating the difference in passenger positioning, among other features;

FIG. 4 is an exploded view of a frame assembly represen tative of the type of construction typical of a snowmobile assembled according to the teachings of the prior art (specifi cally, the view illustrates the components of a 2000 model year Ski-Doo(R) MachTMZ made by Bombardier Inc. of Mon treal, Quebec, Canada);

FIG.5 is a side view schematic illustration of the snowmo bile illustrated in FIG. 2, with the fairings and external details removed to show some of the internal components of the Snowmobile and their positional relationship to one another;

FIG. 6 is a perspective illustration of a portion of the frame assembly of the present invention, specifically the portion disposed toward the rear of the vehicle:

FIG. 7 is a perspective illustration of a forward support frame, which connects with the portion of the frame assembly depicted in FIG. 6;

FIG. 8 is a front view illustration of an upper column of the frame assembly shown in FIG. 6;

FIG. 9 is a left side view illustration of the upper column depicted in FIG. 8:

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4 FIG. 10 is a right side view illustration of the upper column

shown in FIG. 8: FIG.11 is a perspective illustration, from the front left side,

of a tunnel portion of the frame assembly of the present invention;

FIG. 12 is another perspective illustration, from the rear left side, of the tunnel portion of the present invention shown in FIG. 11;

FIG.13 is a perspective illustration, from the front left side, showing the combination of the frame assembly depicted in FIG. 6 connected to the tunnel portion depicted in FIGS. 11 and 12;

FIG. 14 is a perspective illustration, from the rear left side, showing the combination of the frame assembly depicted in FIG. 6 connected to the tunnel portion depicted in FIGS. 11 and 12 and also showing a portion of a front Suspension assembly;

FIG.15 is a perspective illustration, from the front left side, of Some of the components that are part of the front Suspen sion assembly depicted in FIG. 14; FIG.16 is a perspective illustration, from the front left side,

of a portion of a Sub-frame that is part of the front Suspension assembly illustrated in FIG. 15:

FIG. 17 is another perspective illustration, from the front left side, of the front suspension assembly for a snowmobile, constructed according to the teachings of the present inven tion, showing the positional relationship between the parts illustrated in FIG.15 and the sub-frame illustrated in FIG.16;

FIG. 18 is a side view schematic of the frame assembly of the present invention showing the positional relationship between the frame assembly and the engine, among other components;

FIG. 19 is a perspective illustration, from the left side, of the frame assembly according to the teachings of the present invention, also showing the positional relationship between the frame assembly, the engine, and the front Suspension;

FIG. 20 is another perspective illustration, from the front left side, of the combined frame assembly and tunnel portion constructed according to the teachings of the present inven tion, also showing the positional relationship between the frame assembly, the engine, and the front Suspension;

FIG. 21 is a front perspective illustration of the embodi ment depicted in FIG. 20;

FIG. 22 is a perspective illustration of a slightly different embodiment from the one depicted in FIG. 20;

FIG. 23 is a schematic side view illustration of the frame assembly of the present invention as embodied in a wheeled vehicle:

FIG. 24 is a schematic side view illustration of the frame assembly of the present invention as embodied in a slightly modified version of a wheeled vehicle:

FIG. 25 is an enlarged side view illustration of the frame assembly of the present invention as embodied in the wheeled vehicle shown in FIG. 24;

FIG. 26 is a perspective illustration, from the left rear, of the frame assembly of the present invention, showing some of the detail of the front suspension incorporated into the wheeled vehicle shown in FIGS. 23 and 24;

FIG. 27 is a perspective illustration, from the front left, showing the frame assembly of the present invention as depicted in FIG. 26:

FIG. 28 is a perspective illustration, from the rear left side of an alternate embodiment of the frame assembly of the present invention;

FIG. 29 is a side view illustration of the frame assembly shown in FIG. 28;

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FIG. 30 is a top view of the frame assembly depicted in FIG. 28:

FIG. 31 is a side view illustration of the frame assembly shown in FIG. 29, illustrating the variable positioning of the handlebars that is possible with this embodiment of the present invention;

FIG. 32 is a perspective illustration of the embodiment shown in FIG. 31, showing in greater detail the variations in positioning of the handlebars that is made possible by the construction of the present invention;

FIG. 33 is a close-up side-view detail of the connection point between the handlebars and the frame assembly of the present invention, illustrating the variable positioning of the handlebars;

FIG. 34 is a further illustration of the variable positioning feature of the present invention; and

FIG.35 is a graph showing the vertical displacement rate of the frame of the present invention in comparison with a prior art Bombardier snowmobile (the ZXTM series) and a prior art snowmobile made by Arctic Cat.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Before delving into the specific details of the present inven tion, it should be noted that the conventions “left.” “right.” "front, and “rear are defined according to the normal, for ward travel direction of the vehicle being discussed. As a result, the “left side of a snowmobile is the same as the left side of the rider seated in a forward-facing position on the vehicle (or travelling in a forward direction on the vehicle).

FIG. 1 illustrates a rider operator 10 sitting on a prior art snowmobile 12. Rider 10 is positioned on seat 14, with his weight distributed over endless track 16. Motor 18 (shown in general detail) is located over skis 20. As with any Snowmo bile, endless track 16 is operatively connected to motor (or engine) 18 to propel Snowmobile 12 over the snow. Motor or engine 18 typically is a two-stroke internal combustion engine. Alternatively, a 4-stroke internal combustion engine may be substituted therefor. In addition, any suitable engine may be substituted therefor.

FIG. 2 provides a side view of a snowmobile 22 con structed according to the teachings of the present invention. Here, rider/operator 24 is shown in a more forward, motor cross racing-like position, which is one of the aspects of the present invention. In this position, the weight of operator 24 is forward of the position of rider 10 in the prior art example. The positioning of rider 24 closer to motor 36 offers several

advantages that are not achieved by the prior art. For example, since rider 24 is positioned closer to the engine 36, the center of gravity of rider 24 is closer to the center of gravity of the vehicle, which is often at the drive axle of the vehicle or near thereto. In other words, rider 24 has his weight distributed more evenly over the center of gravity of the vehicle. As a result, when the vehicle traverses rough terrain, rider 24 is better positioned so that he does not experience the same impact from an obstacle as rider 10 on snowmobile 12. The improved rider positioning illustrated in FIG.2 also improves the rider's ability to handle the vehicle.

FIG. 2 illustrates the basic elements of snowmobile 22. Snowmobile 22 includes an endless track 26 at its rear for propulsion. A rear Suspension 28 connects endless track 26 to the vehicle frame. Snowmobile 22 also includes a front sus pension 30. Skis 32, which are operatively connected to handlebars 34, are suspended from the front suspension 30 for steering the vehicle. A motor or engine (preferably, an inter nal combustion engine) 36 is located at the front of snowmo

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6 bile 22, above skis 32. Operator 24 is seated on a seat 38. which is positioned above the endless track 26.

Three positional points of particular relevance to the present invention are also shown in FIG. 2. Specifically, seat position 40, foot position 42, and hand position 44 of operator 24 are shown. In the modified seating position of operator 24, which is made possible by the teachings of the present inven tion, hand position 44 is forward of foot position 42, which is forward of seat position 40. The three positions define three angles, a, b, and c between them that help to define the seating position of operator 24, which permits rider 24 to be closer to center of gravity 45 of the vehicle. Moreover, hand position 44 is forward of center of gravity 45 of snowmobile 22.

FIG. 3 provides an overlay between prior art snowmobile 12 and Snowmobile 22 constructed according to the teachings of the present invention. Rider 10 (of prior art snowmobile 12) is shown in solid lines while operator 24 (of snowmobile 22) is shown in dotted lines for comparison. The comparative body positions of rider 10 and operator 24 are shown. As is apparent, the present invention permits the construction of a snowmobile 22 where the rider 24 is in a more forward position. Moreover seat position 40, foot position 42, and hand position 44 differ considerably from seat position 46, foot position 48, and hand position 50 in the prior art snow mobile 12. In this position, the center of gravity of operator 24 is closer to center of gravity 45 of snowmobile 22 than in the prior art example. As a basis for comparison with the figures that provide the

details of the present invention, FIG. 4 provides an exploded view of a frame assembly 52 for a snowmobile constructed according to the teachings of the prior art. Frame assembly 52 includes, as its major components, a tunnel 54 and an engine cradle 56. As illustrated, engine cradle 56 is positioned in front of tunnel 54. Engine cradle 56 receives motor 18. As shown in FIG. 4, tunnel 54 is basically an inverted

U-shaped structure with a top plate 58 integrally formed with left and right side plates 60, 62, respectively. Top plate 58 provides the surface onto with seat 14 is mounted, as would be known to those skilled in the art. Foot boards 64 (of which only the left foot board is visible in FIG. 4) are integrally formed with the side plates 60, 62 and extend outwardly, perpendicular to the plane of side plates 60, 62. Foot boards 64 provide a location on which rider 10 may place his feet during operation of snowmobile 12. While top plate 58, side plates 60, 62, and footboards 64 are preferably formed from aluminum, any suitable alternative material may be used, as would be recognized by those skilled in the art. Moreover, while top plate 58, side plates 60, 62 and footboards 64 are shown as an integral structure, an integral construction is not required. Instead, top plate 58, side plates 60, 62, and foot boards 64 may be separately manufactured and connected to one another by any suitable means known in the art.

FIG. 4 also shows that engine cradle 56 is connected to tunnel 54 by any suitable means known to those skilled in the art. For example, engine cradle 56 may be welded or bolted to tunnel 54. Engine cradle includes a bottom plate 66 and left and right side walls 68, 70, which are provided with left and right openings 72, 74, respectively. Left opening 72 is pro vided so that the shafts for the transmission (typically a con tinuously variable transmission or CVT) may extend out wardly from left wall 68. The shafts that connect the engine 18 to the transmission pass through left opening 72. A gear box (not shown) typically is provided on the right side of snowmobile 10. The shafts that connect engine 18 to the gearbox pass through right opening 74. Left and right open ings 72.74 also allow heat from engine 18 to be radiated from engine cradle 56, which assists in cooling engine 18.

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As FIG. 4 illustrates, left side wall 68 is provided with a beam 76 that is removably connected thereto. Beam 76 may be removed during servicing, for example, to facilitate access to the engine components and peripheral elements disposed within left opening 72.

FIG. 4 also illustrates the placement of a handlebar support element 78, which connects to the rear of engine cradle 56. Handlebar support element 78 is generally an inverted U-shaped structure that extends upwardly from the combined engine cradle 56 and tunnel 54. A bracket 80 is positioned at the midpoint of handlebar support element 78 and provides structural support for handlebars 82, which is used to steer snowmobile 12. To provide an improved driver positioning, as described

above, the inventors of the present invention appreciated the advantages of moving handlebars 82 forward of the position shown in FIG. 1. To do this, however, required a novel approach to the construction of frame assembly 52 of snow mobile 12. The redesign resulted in the present invention, which is described in detail below. As illustrated in FIG. 5, Snowmobile 22 incorporates a

completely redesigned frame assembly 84. Frame assembly 84 includes, among other elements, tunnel 86, engine cradle 88, and over-arching frame elements 90. As with snowmobile 12, Snowmobile 22 includes a seat 94 on which rider 24 sits while operating snowmobile 22. Tunnel 86 is connected to a rear suspension 96 that contains a number of wheels 98 dis posed on a slide frame 100 around which an endless track 102 rotates to propel Snowmobile 22 across the Snow.

Endless track 102 is connected to engine 104 (preferably a two or four stroke internal combustion engine) positioned within engine cradle 88. Endless track 102 is connected to engine 104 through a transmission 106, which is preferably a continuously variable transmission (or “CVT), as is known in the art. Two skis 108 are provided at the front of snowmobile 22 for

steering. Skis 108 are connected to engine cradle 88 through a front suspension 110. Front suspension 110 connects to skis 108 through a pivot joint 112 on the top of skis 108. Skis 108 are operatively connected to a steering shaft 114 that extends over engine 104. Steering shaft 114 is connected, in turn, to handlebars 116, which are used by operator 24 to steer snow mobile 22.

FIG. 6 illustrates the individual elements of rear frame assembly 84 in greater detail. Rear frame assembly 84 includes an upper column 118, which is an inverted U-shaped structural element. If necessary, upper column 118 may be reinforced with a cross-member 120, but this is not needed to practice the present invention. A left brace 122 and a right brace 124 are connected to a bracket 126 above upper column 118. A bushing or bearing (or other similar element) 128 is attached to bracket 126 and accepts steering shaft 114 there through. It also secures steering shaft 114 to rear frame assembly 84. Left and right braces 122, 124 include left and right brackets 130, 132 at their lower portions. Left and right brackets 130, 132 secure left and right braces 122, 124 to tunnel 86 of snowmobile 22.

It should be noted that, while the construction of frame assembly 84 is illustrated involves the use of tubular mem bers, frame assembly 84 may also be constructed according to a monocoque or pseudo-monocoque technique. A mono coque construction is one where a single sheet of material is attached to an underlying frame (such as with the construc tion of an aircraft). The skin applied to the frame adds rigidity to the underlying frame structure. In a similar manner, a pseudo-monocoque technique provides a rigid structure by providing a frame constructed from a single sheet of material.

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8 Instead of constructing frame assembly 84 from a number

of tubular members, frame assembly 84 may be constructed from a single sheet of material (such as aluminum) that has been pressed or molded into the appropriate shape using a pseudo-monocoque manufacturing technique. As would be understood by those skilled in the art, this would result in a construction that has a high strength with a low weight.

FIG. 7 illustrates a forward support assembly 134 (also called front triangle 134), which connects to bracket 126 and extends forwardly of bracket 126. Forward support assembly 134 includes a bracket 136 at its rear end that connects to bracket 126 of frame assembly 84 (preferably bolted). For ward support assembly 134 also has left and right braces 138, 140 that extend forwardly and downwardly from bracket 136 and are connected thereto preferably by welding. Left and right braces 138, 140 are connected at their forward ends by a cross-member 142, which includes a plurality of holes 144 therein to lighten the weight thereof. Left and right connect ing brackets 145, 146 are connected to cross-member 142. The left and right connecting brackets 145, 146 connect, in turn, to front suspension 110.

FIGS. 8, 9, and 10 illustrate upper column 118 in greater detail. As described above, upper column 118 is essentially an inverted U-shaped member that is preferably tubular in shape to facilitate its construction. Upper column 118 preferably is bent into the appropriate shape from a straight tube with the dimensions shown. As would be understood by those skilled in the art, however, upper column 118 need not be made as a tubular member. Upper column 118 has left and right legs 148, 150 that

extend downwardly from an apex 152. A bracket 154 is dis posed at apex 152 for connection to bracket 126 of frame assembly 84. Preferably, bracket 154 is welded at the apex of upper column 118 (however any other suitable attachment means is possible). Left leg 148 includes a bracket 156 at its lower-most portion that connects left leg 148 to engine cradle 88. Similarly, right leg 150 includes a bracket 158 at its lower-most portion to connect right leg 150 to engine cradle 88. Preferably, brackets 156,158 are welded to upper column 118. Left and right legs 148, 150 preferably attach to engine cradle 88 via bolts or other suitable fasteners.

FIGS. 11 and 12 illustrate tunnel 86 in greater detail. Tun nel 86 includes a top plate 160 with left and right downwardly extending side plates 162, 164. A left foot rest 166 extends outwardly from the bottom of left side plate 162. Similarly, a rightfoot rest 168 extends outwardly from the bottom portion of right side plate 164. Left and right foot rests 166, 168 provide a location along tunnel 86 onto which rider 24 may place his or her feet while operating snowmobile 22.

Left side plate 162 extends forwardly beyond the front portion 170 of tunnel 86 to form a left engine cradle wall 172. Similarly, right side plate 164 extends forwardly of front end 170 of tunnel 86 to form right engine cradle wall 174. At the lower edge of left and right engine cradle walls 172,174, there are laterally extending portions 176, 178, which serve to strengthen left and right engine cradle walls 172, 174. Removable elements 180 extend between left foot rest 166 and left laterally extending portion 176. Removable portions 180 may or may not be removed between left foot rest 166 and left laterally extending portion 176. FIG.11 shows removable portions 180 removed, while FIG. 12 shows removable por tions 180 not removed. It should be noted that the same removable portions 180 may or may not extend between right foot rest 168 and right laterally extending portion 178.

Left engine cradle wall 172 preferably includes an opening 182 therethrough. Opening 182 permits the shafts from trans mission 106 to pass therethrough. Unlike left engine cradle

US 7,469,764 B2 9

wall 172, right engine cradle wall 174 does not include such an opening. Instead, right engine cradle wall 174 is essentially solid. Due to its construction, right engine cradle wall 174 reflects radiant heat from engine 104 back to engine 104 to assist in minimizing heat dissipation from engine 104. Left and right openings 184, 186 are provided through left and right engine cradle walls 172,174 so that a drive shaft 188 may pass therethrough. Drive shaft 186 connects to endless track 102 for propulsion of snowmobile 22. Opening 182 may include a member 189 about its periphery, also as illustrated in FIGS. 11 and 12, that provides clearance for the engine. Left engine cradle wall 172 also includes an opening 192 above opening 184 through which a shaft passes for part of transmission 106.

FIGS. 13 and 14 illustrate a combination of a variation of frame assembly 190 connected to tunnel 86. Frame assembly 190 includes upper column 118 as illustrated in FIGS. 8-10. However, frame assembly 190 differs somewhat from frame assembly 84. For example, left and right braces 194, 196 are shaped so that they extend outwardly from the positions defined by left and right braces 122, 124. As illustrated, left and right braces 194, 196 include elbows 198, 200. A cross brace 202 optionally may be placed between left and right braces 194, 196 to add structural rigidity to frame assembly 190. As with frame assembly 84, a bracket 126 is provided at apex 204 where left and right braces 194, 196 meet one another. Forward support assembly 134 is the same as depicted in FIG. 7. A front engine cradle wall 206 is also shown in FIG. 13.

FIGS. 15-17 illustrate various aspects of front suspension 110 and associated structures. While the figures illustrate the embodiment preferably used in combination with snowmo bile 22, it should be recognized that front suspension 110 may also be used in combination with a wheeled vehicle, as will be discussed in connection with FIGS. 23-27.

Front suspension 110 includes left and right ski legs 208, 210. Left and right ski legs 208,210 are preferably made from aluminum and are preferably formed as extrusions. While an aluminum extrusion is preferred for left and right ski legs 208, 210, those skilled in the art would appreciate that ski legs could be made from any suitable material and in any accept able manner that would provide similar strength and low weight characteristics. Left and right skillegs 208,210 include holes 212, 214 through which a fastener (not shown) is dis posed to pivotally connect skis 32 to snowmobile 22, as shown in FIG. 2.

Left and right ski legs 208, 210 are movably connected to left and right Supportarms 216, 218. Left and right Suspension arms 216, 218 include lower left and right suspension support arms 220, 222 and upper left and right Suspension Support arms 224, 226. As shown in FIGS. 15 and 17, lower left suspension Sup

port arm 220 connects to left ski leg at lower left attachment point 228 preferably through a ball joint (not shown) so that left ski leg 208 may pivot and rotate with respect to lower left Suspension Support arm 220. Similarly, lower right Suspen sion Support arm 222 connects to right ski leg 210 at lower right attachment point 230, preferably through a ball joint. Upper left Suspension Support arm 224 preferably attaches to left ski leg 208 at upper left attachment point 232, preferably through a ball joint or other Suitable means. In addition, upper right Suspension Supportarm226 connects to right ski leg 210 at upper right attachment point 234 through a ball joint or other Suitable means.

Lower left suspension support arm 220 includes front and rear members 236, 238, which meet at apex 240 where they connect with left lower eyelet 242. Front member 236

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10 includes a joint 244 at an inner end, and rear member 238 includes a joint 246 also at an inner end. Similarly, lower right Suspension Support arm 222 includes front and rear members 248, 250, which meet at apex 252 where they connect with right lower eyelet 254. Front member 248 includes a joint 256 at an inner end and rear member 250 includes a joint 258 also at an inner end.

Upper left Suspension Support arm 224 includes front and rear members 260, 262, which meet at apex 264 where they connect with upper left eyelet 266. Front member 260 includes a joint 268 at an inner end, and rear member 262 includes a joint 270 also at an inner end. Similarly, upper right Suspension Support arm 226 includes front and rear members 272, 274, which meet at apex 276 where they connect with upper right eyelet 278. Front member 272 includes a joint 280 at an inner end and rear member 274 includes a joint 282 also at an inner end. At a point inward from apex 240, lower left suspension

support arm 220 includes a left bracket 284 that is connected to and extends partially along front and rear members 236. 238. Similarly, lower right suspension support arm 222 includes a right bracket 286 that is connected to and extends partially along front and rear members 248, 250. Slidably attached to rear member 238 of lower left suspension arm 220 is a left pivot block 288. A right pivot block 290 is slidably attached to rear member 250 of lower right suspension Sup port arm 222. A stabilizer bar 292 is connected between left and right pivot blocks 288, 290. Stabilizer bar 292 is adapted to slide and pivot by way of left and right pivot blocks 288, 290. These blocks 288, 290 slide relative to left and right lower Suspension Support arms 220, 222. Left and right bush ings 296, 298 are provided to allow some rotation of the components of front Suspension 110. Left and right ski legs 208,210 rotatably connect to front suspension 110 for facili tating movement of skis 32.

FIG. 16 illustrates sub-frame 294, which is essentially a unitary, V-shaped structure. Sub-frame 294, which forms a part of front suspension 110, includes a central channel 300 flanked on either side by left and right upwardly extending panels 302,304. Left upwardly extending panel 302 includes a left lower panel 306 connected to left transition structure 308 and left triangular panel 310. Similarly, right upwardly extending panel 304 includes a right lower panel 312 con nected to right transition structure 314 and right triangular panel 316. While sub-frame 294 preferably is a unitary struc ture (an integrally-formed structure), sub-frame 294 need not be constructed in this manner. As would be understood by those skilled in the art, sub-frame 294 may be assembled from a number of separate elements that are connected together by any Suitable means such as by welding or by fasteners. As illustrated in FIG. 17, sub-frame 294 is an integral part

offront suspension 110 and connects to left support arm 216 and right support arm 218 through a number of brackets 318 connected at various locations on sub-frame 294.

FIG. 18 is a side view of one embodiment of the completed frame assembly 84 of the present invention. As shown, over arching frame elements 90 are connected between tunnel 86 and sub-frame 294 to establish an apex 320 to which steering shaft 114 is connected.

FIG. 19 is a perspective illustration of the embodiment of the present invention shown in FIGS. 13 and 14 to assist in understanding the scope and content of the present invention. As illustrated, drive shaft 322 extends through left opening 182 in left engine cradle wall 172. A portion of gearbox 324 is also visible. In addition, left shock absorber 326, which is connected between cross-member 142 and left support arm 216, is illustrated. Right shock absorber, which extends

US 7,469,764 B2 11

between cross-member 142 and right support arm 218 is visible in FIG. 20. Furthermore, left forward foot wall 330 is shown at the forward end of left foot rest 166. A similar forward foot wall may be provided on the right side of snow mobile 22 (but is not illustrated herein).

FIGS. 20 and 21 illustrate further details of the present invention by showing the various elements from slightly dif ferent perspective views. FIG. 22 illustrates the modified version of the elements of the present invention shown in FIGS. 6 and 7. Here, left and right braces 122, 124 are illus trated instead of left and right braces 194, 196. As discussed previously, left and right braces 122, 124 differ from left and right braces 194, 196 in that they are not bent but, instead, are straight elements of overarching frame 90. The same left and right braces 122, 124 are shown in FIG. 18. As would be understood by those skilled in the art, the two different embodiments of these braces are interchangeable. In addi tion, their shape may be altered depending on the require ments of the particular vehicle design, as would be under stood by those skilled in the art.

Left and right braces 194, 196 are bent to accommodate an airbox (not shown) between them. Left and right braces 122, 124 are not bent because they do not need to accommodate an airbox.

FIG. 20 also illustrates steering gearbox 115 at the bottom end of steering shaft 114 that translates the movement of handlebars 116 into a steering motion of skis 32.

FIGS. 23-27 illustrate alternate embodiments of the present invention that are designed for a wheeled vehicle 332, rather than a snowmobile 22. For the most part, the elements designed for wheeled vehicle 332 are the same as those for snowmobile 22, except for those elements required to attach wheels 334 to wheeled vehicle 332.

In the preferred embodiment of wheeled vehicle 332, the vehicle includes two front wheels 334 and a single rear wheel 336. As would be understood by those skilled in the art, however, wheeled vehicle 332 may be constructed with two rear wheels rather than one. If so, wheeled vehicle 332 would be a four-wheeled vehicle rather than the three-wheeled vehicle shown. Wheeled vehicle 332 includes a seat 338 disposed over

tunnel 86 in the same manner as snowmobile 22. The vehicle includes engine 104 at its forward end, encased by fairings 340. Fairings 340 protect engine 104 and provide wheeled vehicle 332 with an aesthetically pleasing appearance. Engine 104 is connected to CVT 106, which translates the power from engine 104 into motive power for wheeled vehicle 332. As shown in FIG. 23, CVT 106 is connected by suitable

means to drive shaft 342, which is connected to rear wheel 336 by a drive chain 344. A sprocket 346 is connected to drive shaft 342. A similar sprocket 348 is provided on the shaft connected to rear wheel 336. Drive chain 344 is an endless chain that connects sprockets 346,348 to one another. To stop wheeled vehicle 332 during operation, disc brakes 350 are connected to front wheels 334. Disc brakes 350 clamp onto discs 352 to slow or stop wheeled vehicle 332 in a manner known to those skilled in the art. A rear suspension 354 is provided under tunnel 86. Rear

suspension 354 absorbs shocks associated with the terrain over which wheeled vehicle 332 travels. Rear suspension354 replaces rear Suspension 28 on Snowmobile 22.

FIG. 24 illustrates an alternate embodiment of wheeled vehicle 356. Wheeled vehicle356 differs in its construction at the rear. Specifically, rear end 358 is shorter than that shown for wheeled vehicle 332. In addition, wheeled vehicle 356 includes a four stroke engine, rather than the two stroke

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12 engine 104 illustrated for wheeled vehicle 332. Also, wheeled vehicle 356 includes a manual speed transmission360 (with a clutch) rather than continuously variable transmission 106, as illustrated with other embodiments of the present inven tion. Both constructions of the wheeled vehicle, as well as many other variations, are contemplated within the scope of the present invention. In addition, as discussed above, the present invention may be used with a two or four stroke engine (or any other type of engine that provides the motive power for the vehicle). FIG.25 illustrates in greater detail the embodiment of the

present invention shown in FIG. 24. FIGS. 26-27 illustrate the basic frame assembly contem

plated for wheeled vehicles 332,356. For either vehicle, the construction of frame assembly 191 is similar to that previ ously described. This embodiment differs in that left and right wheel knuckles 366,368 are provided so that wheels 334 may be attached thereto. In most other respects, the construction of frame assembly 191 is the same as that previously described. The variable geometry of steering shaft 364 will now be

described in connection with FIGS. 28-34.

As illustrated in FIG. 28, left brace 122 and right brace 124 extend upwardly from tunnel 370 to apex 372 where they connect to variable geometry steering bracket 374. Upper column 118 extends from left engine cradle wall 376 and right engine cradle wall 174 and also connects to variable geometry steering bracket 374. Forward support assembly 134 extends from sub-frame 294 to variable geometry steering bracket 374.

Variable geometry steering bracket 374 is essentially a U-shaped element with a rear end 376 and a forward end 378. At rear end 376, a first cross-member 380 extends between left and right legs 382, 384 of variable geometry steering bracket 374 to define a closed structure. A second cross mem ber 386 extends between left and right legs 382,384 forward offirst cross member 380 and defines a U-shaped opening 387 toward forward end 378 of variable geometry steering bracket 374. A first pair of holes 388 and a second pair of holes 390 are disposed through left and right legs 382, 382 of variable geometry steering bracket 374 and provide separate attach ment points for steering shaft 364. FIG.29 illustrates the same structures in side view and FIG. 30 illustrates the same struc tures in top view.

This embodiment of the frame assembly of the present invention differs from the previous embodiments in a few respects. First, left engine cradle wall 393 includes a C-shaped opening 392 instead of opening 182. C-shaped opening 392 facilitates maintenance of an engine (not shown) in engine cradle 394. Second, an elongated radiator 396 is integrated into tunnel 370. Radiator 396 includes an inlet 398 and an outlet 400 that are connected to the cooling system of the engine to assist in reducing the temperature of the coolant therein. To facilitate dissipation of heat, radiator 396 includes fins 402 on its underside.

FIG.31 provides another side view of the frame assembly of the present invention and illustrates the two positions of steering shaft 364 made possible by the construction of vari able geometry steering bracket 374. To accommodate the variable geometry of steering shaft 362 and handlebars 116, steering shaft 364 includes a bend 402 at its lower end. Steer ing shaft 364 passes through a bearing or bushing (not shown) at its upper end that is connected to variable geometry steer ing bracket 374 at either of first or second pairs of holes 388, 390. By selecting either first or second pairs of holes 388,390, first and second handlebar positions 404, 406 are selectable.

US 7,469,764 B2 13

As would be recognized by those skilled in the art, however, variable geometry steering bracket 374 may be provided with greater that two pairs of holes 388,390 to further increase the variability handlebars 116. Also, variable geometry steering bracket 374 may be provided with a construction that permits infinite variation of the position of handlebars, as would be understood by those skilled in the art, should such a construc tion be desired.

FIGS. 32-34 provide additional views of the variable posi tioning of the handlebars 116 to facilitate an understanding of the scope of the present invention.

Frame assembly 84, 190, 191 of the present invention uniquely distributes the weight loaded onto the vehicle, whether it is snowmobile 22 or one of wheeled vehicles 332, 356. Each of the main components of the frame assembly 84, 190,191 forms a triangular or pyramidal configuration. All of the bars of the frame assembly 84, 190, 191 work only in tension and compression, without bending. Therefore, each bar of frame assembly 84, 190, 191 intersects at a common point, the bracket 126 (in the non-variable steering geometry) or variable geometry steering bracket 374. With this pyrami dal shape, the present invention creates a very stable geom etry.

Specifically, the structure of frame assembly 84, 190, 191 enhances the torsional and structural rigidity of the frame of the vehicle. This improves handling. Usually, with a snow mobile, there is only a small torsional moment because the width of the snowmobile is only about 15 inches. An ATV, on the other hand, has a width of about 50 inches and, as a result, experiences a significant torsional moment. Therefore, to construct a frame assembly that is useable in either a Snow mobile or an ATV, the frame must be able to withstand the torsional forces associated with an ATV.

Not only does frame assembly 84, 190, 191 reduce tor sional bending, it also reduces the bending moment from front to rear. The increased rigidity in both directions further improves handling.

In addition, the creation of frame assembly 84, 190, 191 has at least one further advantage in that the frame can be made lighter and stronger than prior art frame assemblies (such as frame assembly 52, which is illustrated in FIG. 4). In the conventional snowmobile, frame assembly 52 included a tunnel 54 and an engine cradle 56 that were riveted together. Because frame assembly 84, 190,191 adds strength and rigid ity to the overall construction and absorbs and redistributes many of the forces encountered by the frame of the vehicle, the panels that make up the tunnel 86 and the engine cradle 88 need not be as strong or as thick as was required for the construction of frame assembly 52.

In the front of the vehicle, left and right shock absorbers 326, 328 are connected to forward support assembly 134 so that the forces experienced by left and right shock absorbers 326, 328 are transmitted to frame assembly 84, 190, 191. In the rear of the vehicle, the left and right braces 122, 124 are orientated with respect to the rear Suspension. Upper column 118 is positioned close to the center of gravity of the vehicle's sprung weight. The sprung weight equals all of the weight loaded onto the vehicle's entire Suspension. The positioning of these elements such that they transmit forces encountered at the front, middle and rear of the vehicle to an apex creates a very stable vehicle that is capable of withstanding virtually any forces that the vehicle may encounter during operation without sacrificing vehicle performance.

FIG. 35 illustrates the degree to which the rigidity of a frame constructed according to the teachings of the present invention is improved. The highest line on the graph shows that for a 100 kg load, the vertical displacement of the frame

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14 of the present invention is only -2 mm. However, in the prior art Bombardier ZXTM model snowmobile, a load of only 50 kg produced a vertical displacement of -6 mm. In addition, a load of about 30 kg on the frame for the prior art Arctic Cat(R) Snowmobile produced a vertical displacement of -6 mm. In other words, the structural rigidity of the frame assembly of the present invention is greatly improved.

While the invention has been described by way of example embodiments, it is understood that the words which have been used herein are words of description, rather than words of limitation. Changes may be made, within the purview of the appended claims without departing from the scope and the spirit of the invention in its broader aspects. Although the invention has been described herein with reference to particu lar structures, materials, and embodiments, it is understood that the invention is not limited to the particulars disclosed. What is claimed is: 1. A frame assembly for a vehicle, comprising: a tunnel; an engine cradle disposed forward of the tunnel, the engine

cradle adapted to extend beneath an engine; and a rear brace assembly extending forwardly and upwardly

from the tunnel, the rear brace assembly comprising: a left leg having a front end and a rear end; and a right leg having a front end and a rear end, wherein the

left leg and the right leg extend forwardly and upwardly from the tunnel and the rear ends of the left and right legs are spaced further from each other than the front ends of the left and right legs.

2. The frame assembly of claim 1, further comprising an upper column extending upwardly from the engine cradle, wherein the upper column and the rear brace assembly form an apex above one of the engine cradle and the tunnel.

3. The frame assembly of claim 2, further comprising a forward Support assembly extending rearwardly and upwardly, wherein the forward Support assembly, the upper column, and the rear brace assembly form an apex above one of the engine cradle and the tunnel.

4. The frame assembly of claim 3, wherein the forward Support assembly comprises a first leg and a second leg; and the left leg and the right leg of the rear brace assembly and the first leg and the second leg of the forward Support assembly form a pyramidal structure.

5. The frame assembly of claim 1, further comprising: a forward Support assembly extending upwardly, wherein

the forward Support assembly and the rear brace assem bly form an apex above one of the engine cradle and the tunnel.

6. The frame assembly of claim 1, further comprising: an engine disposed in the engine cradle; an endless track operatively connected to the engine and

disposed beneath the tunnel; and a pair of skis operatively connected to a steering device. 7. The frame assembly of claim 1, further comprising: an engine disposed in the engine cradle; at least one rear wheel operatively connected to the engine

and disposed beneath the tunnel; and two front wheels operatively connected to a steering

device. 8. The frame assembly of claim 2, further comprising a

steering bracket connected to at least one of the rear brace assembly and the upper column, said steering bracket Sup porting a steering shaft.

9. The frame assembly of claim 5, further comprising a steering bracket connected to at least one of the forward Support assembly and the rear brace assembly, said steering bracket Supporting a steering shaft.

US 7,469,764 B2 15

10. The frame assembly of claim 8, wherein the steering bracket includes a plurality of holes that selectively position the steering shaft in a plurality of positions.


12. The frame assembly of claim 1, further comprising a second left leg and a second right leg, wherein the left leg and the right leg of the rear brace assembly and the second left leg and the second right leg of the frame assembly from a pyra midal structure when viewed from above.

13. The frame assembly of claim 12, further comprising: a Sub-frame disposed forward of the engine cradle and

connected thereto; and a forward Support assembly extending rearwardly and

upwardly from the sub-frame, the forward support assembly including the second left leg and the second right leg, wherein the second left leg and the second right leg of the forward support assembly and the left leg and the right leg of the rear brace assembly form an apex above one of the engine cradle and the tunnel.

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16 14. The frame assembly of claim 12, further comprising: an upper column extending upwardly from the engine

cradle, the upper column including the second left leg and the second right leg, wherein the second left leg and the second right leg of the upper column and the left leg and the right leg of the rear brace assembly forman apex above one of the engine cradle and the tunnel.

15. The frame assembly of claim 13, further comprising a steering bracket connected to at least one of the forward Support assembly and the rear brace assembly, said steering bracket Supporting a steering shaft.


17. The frame assembly of claim 14, further comprising a steering bracket connected to at least one of the rear brace assembly and the upper column, the steering bracket Support ing a steering shaft.


k k k k k

USOO8421811 B2

(12) United States Patent (10) Patent No.: US 8.421,811 B2 Odland et al. (45) Date of Patent: Apr. 16, 2013

(54) CUSTOMIZED VEHICLE BODY (56) References Cited

(76) Inventors: David Odland, Scottsdale, AZ (US); U.S. PATENT DOCUMENTS Kathryn Odland, Scottsdale, AZ (US) 5,912,653 A 6, 1999 Fitch

6,028,537 A * 2/2000 Suman et al. ................. 340.988 7,065,909 B2 6/2006 Snyder

(*) Notice: Subject to any disclaimer, the term of this 7,133,954 B2 11/2006 Yang et al. patent is extended or adjusted under 35 7,413,233 B1 8/2008 Jung U.S.C. 154(b) by 674 days. 8, 140,358 B1* 3/2012 Ling et al. ......................... 705/4

2008, 0231934 A1 9, 2008 Knafou et al. 2008, O250672 A1 10, 2008 Forbes

(21) Appl. No.: 12/559,820 2008/0258.999 A1 10, 2008 Van Doorn 2009,0251393 A1 10, 2009 Fan 2009, 02998.57 A1* 12/2009 Brubaker ................... TO5, 14.66

(22) Filed: Sep.15, 2009 2010/0097239 A1 * 4/2010 Campbell et al. ........ 340,825.25 OTHER PUBLICATIONS

(65) Prior Publication Data Hjerde, Morten, Mobile size screen trend, Apr. 15, 2008 US 2011/0066324 A1 Mar. 17, 2011 Online Retrieved from: http://sender 11, typepad.com/sender11/

2008/04/mobile-screen-s.html Retreived on Dec. 12, 2012.

(51) Int. Cl. * cited by examiner G06F 3/4 (2006.01) G06F 15/16 (2006.01) Primary Examiner — Wesner Sajous G09G 5/00 (2006.01) (57) ABSTRACT G09G 5/02 (2006.01) This invention relates to a system and method for customizing

52) U.S. C. the annearance of a vehicle. Users can displav customized pp play USPC ........... 345/589; 34.5/581: 345/619; 34.5/519; designs, colors or promotional information on the vehicle for

709/201 free or on a fee basis. The system also allows users to use a (58) Field of Classification Search 34.5/581 detection device to detect the colors or patterns of other

345/589,619, 606, 519–520, 547-548; 340/901, 340/990; 709/201: 701/1-2, 102

See application file for complete search history.

Power Unit

objects and then display substantially the same color or pat tern on the vehicle.


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3

U.S. Patent

Figure 1 a

Figure 1b

Apr. 16, 2013 Sheet 1 of 12

Control Unit (CU)

Power Unit

3

Control Unit (CU)

Power Unit

3

US 8.421,811 B2

Detector Interface

6

U.S. Patent Apr. 16, 2013 Sheet 2 of 12 US 8.421,811 B2

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POWer Unit

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Memory

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702

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703

U.S. Patent Apr. 16, 2013 Sheet 12 of 12

Figure 8

Detect color or pattern of object

801

Determine Color Values

802

Create Content with Color values

803

Execute program to display the COntent

804

Display the content on the vehicle display

805

US 8.421,811 B2

US 8,421,811 B2 1.

CUSTOMIZED VEHICLE BODY


The present invention generally relates to customizing the look of vehicles to a user's preferences and more particularly to a system for electronically tailoring the look of the vehicle by the user.


Customization of products and services allows an indi vidual to personalize an item to reflect a plethora of different moods, preferences, personalities, feelings, information, likes, dislikes, etc. Vehicles are an area in which people are often very particular and their vehicles often serve as a sign of self-expression, style, functionality, individuality and a vari ety of other purposes. Currently, many vehicle manufactures use internal or external designers to produce new looks for their vehicles. Some even perform marketing trials and tests to determine which styles may sell the best in order to maxi mize their investments. In order to account for the plethora of different styles, a manufacturer needs to produce a variety of different vehicle styles in order to appease all the different tastes of users. This increases costs to the manufacturer and reduces profitability. In addition, users of the vehicle may not like the majority of vehicle designs that are available and/or may wish that there were style differences to the existing vehicle to better fit their tastes.

In the past, there have been some ways for users to change the look of their vehicle's by adding Stickers and painting different portions of the vehicle. These methods of custom izing the look of their vehicle can take a longtime to complete (in cases Such as painting the entire vehicle) as well as being very tiresome of a solution. In addition, the user, if not versed in these types of customizations, may need to hire a profes sional to complete the customization.

There have been recent developments in display technolo gies, including by way of example Liquid Crystal Displays (LCDs), Digital Light Projectors (DLPs) and the like. One particular recent display technology is Organic Light Emit ting Diode (OLED) technology. OLED displays comprise LEDs having an emissive electroluminescent layer that is made up of organic compounds. These OLED displays are low-powered, light-weight, flexible and allow for high-reso lution design display. One reason for the reduced power is that OLED displays do not utilize a backlight and the displays can be made very thin (fractions of millimeters thick).

Presently, there is no way for the users or manufacturers of vehicles to customize their vehicles to display different high resolution designs in a quick and easy manner nor is there a way of covering large portions of vehicles with a display. Typical display technologies are rigid and are either square or rectangular in shape.


The object of the present invention is to provide a system for which vehicles can be used to display design content. The system includes a display, control unit, power unit, input/ output unit and memory. This allows the user to customize what is displayed on the vehicle thus altering its appearance.

In one embodiment, the present invention allows a large portion, majority or Substantially the entire vehicular Surface to display customized designs.

In another embodiment, the present invention can be used to allow the user to identify a color from a detector and then

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2 display the vehicle with a color that is substantially the same color as the detected color. This allows the user to match the vehicles appearance to other objects. The features, functions, and advantages of the present

invention can be achieved independently in various embodi ments of the present inventions or may be combined in yet other embodiments.

BRIEF DESCRIPTION OF THE FIGURES

The object, features and advantages of the present inven tion will become more apparent by describing the invention with reference to the accompanying figures, in which:

FIG. 1a illustrates a block diagram of the electronic com ponents of the vehicle in accordance with an embodiment of the present invention;

FIG. 1b illustrates an alternate block diagram of the elec tronic components of the vehicle and includes a color detector interface in accordance with an embodiment of the present invention;

FIG. 1c illustrates an alternate block diagram of the elec tronic components of the vehicle and includes integrated memory in accordance with an embodiment of the present invention;

FIG. 1d illustrates an alternate block diagram of the elec tronic components of the vehicle and includes both integrated memory and an integrated input/output unit in accordance with an embodiment of the present invention;

FIG. 2a illustrates a vehicle of the present invention wherein the display covers a certain portion of the vehicle's Surface area in accordance with an embodiment of the present invention;

FIG.2b illustrates alternate vehicle of the present invention wherein the display covers a larger portion of the vehicle's Surface area in accordance with an embodiment of the present invention;

FIG. 3a illustrates a configuration for using a color detec tion device with the vehicle in accordance with an embodi ment of the present invention;

FIG. 3b illustrates an alternate configuration for using a color detection device with the vehicle in accordance with an embodiment of the present invention;

FIG. 4 illustrates a configuration of using the display to show promotional content inaccordance with an embodiment of the present invention;

FIG. 5a illustrates a configuration for transferring design files to and from the vehicle in accordance with an embodi ment of the present invention;

FIG. 5b illustrates an alternate configuration for transfer ring design files to and from the vehicle in accordance with an embodiment of the present invention;

FIG. 5c illustrates an alternate configuration for transfer ring design files to and from the vehicle in accordance with an embodiment of the present invention;

FIG. 5d illustrates an alternate configuration for transfer ring design files to and from the vehicle in accordance with an embodiment of the present invention;

FIG. 6a illustrates an outer view of a retrofitting version of the invention in accordance with an embodiment of the present invention;

FIG. 6b illustrates a rear/inward view of a retrofitting ver sion of the display in accordance with an embodiment of the present invention;

FIG. 7 illustrates a flow diagram of operations performed by one embodiment of the present invention.

FIG. 8 illustrates a flow diagram of operations performed by another embodiment of the present invention.

US 8,421,811 B2 3

Corresponding reference characters indicate correspond ing parts throughout the drawings. The exemplification set of characters herein is not to be construed as limiting the scope of the invention in any manner.

DETAILED DESCRIPTION OF THE INVENTION

The following detailed description is of the best currently contemplated modes of carrying out the invention. The description is not to be taken in a limiting sense, but is made merely for the purpose of illustrating the general principles of the invention, since the scope of the invention is best defined by the appended claims.

1. Definitions The following terms used throughout the disclosure are

defined as follows: User—Any person, group or entity that uses the system or

methods of the present invention. Vehicle—Any mechanical means for the conveyance or

transport of people or other animals including but not limited to cars, trucks, buses, bicycles, motorcycles, trains, ships, boats, aircraft, watercraft, hovercraft, spacecraft, carriages, roadway vehicles, Snow vehicles, underwater vehicles and the like. Content—Any text data, image data, color data, video data,

Sound data or any combination thereof. Design Particular set of content being presented on the

display of the vehicle. Design files—Software files that store data and/or instruc

tions used to define and display the design. Display—Device or devices for showing pixels represent

ing the design and is located over any area of the vehicle. The display may be a single element or may comprise a plurality of elements making up different sections to cover different parts of the vehicle.

Vehicle Surface—All outwardly exposed surface area of the vehicle that can be seen including by way of example top, bottom, front, back, sides, and the like.

Electronic Computing Device—Any device used for pro cessing data and having one or more processors, program logic, or other Substrate configurations representing data and instructions, which operate as described herein. The proces Sor can comprise controller circuitry, processor circuitry, pro cessors, general purpose single-chip or multi-chip micropro cessors, digital signal processors, embedded microprocessors, microcontrollers and the like. The devices can including by way of example a personal computer (PC), laptop, netbook, cellular phone, personal digital assistant (PDA), laptop computer, handheld computer, notebook, tab let PC, mobile telephone, Internet server, intranet server, mobile devices or the like.

2. Vehicle FIG. 1a shows a block diagram of the system 10 of elec

tronic components related to the vehicular display of the present invention. These electronic components include but are not limited to a control unit (CU) 1, display 2, power unit 3, input/output (I/O) unit 4, and memory 5. The CU 1 of the vehicle may include but is not limited to

any processing circuitry used to execute instructions and to control some or all of the other components of the vehicle including the I/O unit 4, memory 5, display 2, power unit 3. and any other electronic components of the system. The CU1 may comprise both memory and computational portions. The CU 1 can be any circuitry including by way of example: controller circuitry, processor circuitry, processors, general

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4 purpose single-chip or multi-chip microprocessors, digital signal processors, embedded microprocessors, microcontrol lers and the like. The power unit 3 of the system may be any power supply

including by way of example batteries, Solar cells, kinetic, power-over-ethernet (POE), power-over-wi-fi (POWF) or any other known power Supply. The power Supplies can also come from, where applicable, the vehicle's battery by con necting it directly or indirectly such as through the lighter/ power port. In the case of kinetic, the motion and movement of the vehicle can be used to generate powerfor energizing the display 2 or recharging any battery attached thereto. In addi tion, the power unit 3 by itself or in conjunction with the CU 1 can be used to implement a power management scheme. The power management scheme may include powering down the display 2 when the vehicle is detected to not be in use or putting the display 2 in a low-power or power saving mode. Power management can also be configured by the user. The memory 5 is used to store a variety of data including

but not limited to any design file the user wishes to display, programs, operating systems, any overhead/processing data and any other data or instructions needed for the system to operate. The memory 5 can include any know memory type including by way of example static-state memory Such as static-state-drives (SSD), flash memory, EEPROM, SRAM, DRAM, RAM, or any other memory device that does not require mechanically moving parts that are typically found hard drives. Modern day hard drives typically include move able parts such as spinning platters/disks, read/write arms/ heads and motors. Due to the motion of the vehicle, memory devices having movable parts may be susceptible to errors. Therefore using a solid-state memory device alleviates this problem. In one embodiment, the memory can be integrated within the CU 1 itself and no additional memory circuitry needs to be present in the system. In another embodiment, the memory can be any removable memory including by way of example SD, MMC, MiniSD, MicroSD, T-Flash, MS, M2 or the like. The size of the memory may vary between 64 mega bytes through 20 gigabytes or more. FIG. 1c, shows an embodiment wherein the memory 5 is integrated within the CU 1. The I/O unit 4 may operate using any communication

protocol including by way of example any wired or wireless protocol, IEEE 1394, Firewire, Universal Serial Bus (USB) 1.0 or higher, RS-232, Ethernet, Ultrawide Band (UWB), Zigbee, 60 GHz, Wi-fi, 802.11x (where X equals a, b, g, n, or the like), Bluetooth, Radio Frequency (RF), Infrared (IR), cellular telephone, IEEE 802.15.1, CDMA, TDMA, FDMA, wireless, or the like. The communications medium in which these protocols are implemented can be of any type including by way of example dedicated communication lines, telephone networks, wireless data transmission systems, two-way cable systems, customized computer networks, interactive kiosk networks, automatic teller machine networks, interactive television networks, and the like. In another embodiment, the I/O unit 4 may also be integrated within the CU 1 itself, as shown in FIG. 1d. The display 2 is any device that can produce a large number

of pixels in order to display high resolution images or video. The display of the present invention may be of a single display or multiple displays that cover one or more portions of the vehicle Surface. The present invention is capable of Support ing a plethora of resolutions in the range of about 50 pixels to 2 million pixels or more. In one embodiment the display can display about 500,000-1,000,000 pixels or more and multiple displays used when a large portion of the vehicle Surface is to be covered. In another embodiment, when the majority or

US 8,421,811 B2 5

substantially the entire vehicle surface is covered, the display can display about 2,000,000 or more pixels. One important aspect of the invention is that the display 2 can be used over a large portion, a majority or Substantially the entire vehicle surface. The resolution or number of pixels in the display 2 will depend on a number of factors including by way of example the vehicle surface area covered by the display, the native resolution of the display, the shape of the vehicle, the user's desired resolution, the resolution of content in the design files to be displayed or any combination thereof. The native resolution is a parameter that indicates how many pixels the display actually has. If a user chooses a resolution that is different than the native resolution then the resolution will be converted or scaled to fit the native resolution. The size and shape of the display of the present invention will be indicative of the native resolution and will vary depending on the vehicle type, size and vehicle surface to be covered. The user can adjust the resolution of the design file being dis played so that it is higher or lower than the native resolution and the control unit will adaptively drive the display by con Verting or scaling to image with respect to the native resolu tion. For example, if display 2 has a native resolution of about 1 million pixels and the user wishes to display an image of the design file having about 500,000 pixels the CU 1 may up convert the image to be displayed on the 1 million pixel display. The user may want to adjust the resolution to best match the particular resolution of an image in the design file to the native resolution of the display in order to get the best quality. For example, if the display or number of displays covers substantially the entire vehicle surface and each has a native resolution of about 2 million pixels then the user may want to up-convert or down-convert the resolution to best display a particular image on the display. The system is flex ible in what resolutions it can displayed and this resolution can be chosen by the user. In one embodiment, the Surface area covered by the display 2 is greater than about 25% of the entire vehicle surface. In another embodiment the surface area of the display 2 is between about 40% and 80% of the entire vehicle surface. In another embodiment the display 2 may also cover up to Substantially the entire vehicle Surface. The display 2 may be made of any known thin film display and will be covered by a coating or other protection methods known in the art to protect the display from weather, tempera ture, water, Scratching and impact damage. In one embodi ment, the display 2 may comprise any LED display including by way of example Organic Light Emitting Diode/Device/ Display (OLED). Active Matrix Organic Light Emitting Diode (AMOLED), FOLED (Flexible Organic Light Emit ting Diode), PhOLED (Phosphorescent Organic Light Emit ting Diode, PLED (Polymer Light Emitting Diode, PMOLED (Passive Matrix OLED), POLED (Polymer Organic Light Emitting Diode), RCOLED (Resonant Color Organic Light Emitting Diode), SmCLED (Small Molecule Organic Light Emitting Diode, SOLED (Stacked Organic Light Emitting Diode), TOLED (Transparent Organic Light Emitting Diode), NOID (Neon Organic Iodine Diode) or the like. The display or displays of the present invention are such that they are flexible and can substantially fit the exact contour of a vehicle body no matter what the shape of the body. Typical displays are usually square or rectangular in shape, have a thickness greater than one inch and are rigid. The current invention on the other hand utilizes a display that is extremely thin and flexible so it can contour to a large portion of or the entire body of the vehicle.

According to FIG. 1a, the user transfers design files using the I/O unit 4 and the files are stored in memory 5. The CU 1 executes a program that uses the design files stored in

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6 memory 5 in order to generate the content that will be shown on the display 2. The power unit 3 provides the power needed for each block to operate and may have an associated power management Scheme.

FIG.1b shows the electronic configuration of FIG. 1a with the added component of the detector interface 6. The detector is discussed below. Some or all of the electronic components 1-6 may be inte

grated with the vehicle itself, mounted on any surface of the vehicle or may be located at a distance but communicatively coupled to the vehicle. For electronic components of system 10 that are integrated within the vehicle they may be hidden within any part of the vehicle including by way of example the interior pockets, between panels or any other part of the vehicle or combination thereof. In addition, all electronic components may be protected with moisture and temperature proofing techniques known in the art.

FIGS. 2a and 2b show two exemplary configurations of the present invention. FIG. 2a shows vehicle 200 having a plu rality of sections 201-203. In this configuration the display of the present invention would cover the surface area denoted by the diagonal lines of section 201 (rear and front side panels). Sections 202 (door) and 203 (roof) do not include the display. The high-resolution design file would generate content that covers the entire section 201. FIG.2b shows another configu ration wherein the display also covers the areas denoted by 201, 202 and 203. The user can customize the design dis played in any or all of these sections. The design areas cover a large portion of the Surface of the vehicle. In the configura tion of FIG.2b, areas 201-203 may be the same display image or may display different display images. In addition, in the configuration of FIG. 25, areas 201-203 may be of a single display or multiple displays. The display or displays covering the areas 201-203 are

such that they are flexible and can fit the contour of a vehicle body no matter what the shape of the vehicle's body.

3. Designs Designs that are to be displayed by the vehicle can be

created by the users of the vehicle themselves using any existing software program including for example Adobe Pho toshop, Adobe Illustrator, Microsoft Paint, or the like. Addi tionally, the user may use proprietary Software program that is provided or associated with the present invention. This pro prietary Software program may be provided to the user using any form of software delivery including for example hard copy, compact disc (CD), flash drive, downloadable form, Internet based, or the like. Further, the software program may advantageously be implemented as one or more modules. The modules may advantageously be configured to execute on one or more processors. The modules may comprise, but are not limited to, any of the following: software or hardware com ponents such as Software object-oriented Software compo nents, class components and task components, processes methods, functions, attributes, procedures, Subroutines, seg ments of program code, drivers, firmware, microcode, cir cuitry, data databases, data structures, tables, arrays, vari ables, or the like. The user may also obtain designs from the Internet for free

and/or for a fee basis. Internet designs may be created by the user using either a desktop-based interface or a web-based interface and transferred to a web server for later retrieval or the designs can be created by other users and downloaded by the current user from the other users. The software used for the design may be located on any electronic computing device. The software may also be located at and executed using the vehicle itself. As mentioned earlier, the designs can be completely customized to display high-resolution images,

US 8,421,811 B2 7

high-resolution video and/or large color depth pixels repre senting a single or variety of colors or patterns. In one embodiment, the design can be video and the display fre quency can range from about 15 frames-per-second to about 120 frames-per-second or about 15 Hz to about 120 Hz. In another embodiment the display frequency is 60 frames-per second or 60 Hz. In one embodiment the color depth is between about 8-bits and 48-bits. This range will allow the user to select or detect a large gamut of colors. In another embodiment the color depth is 24-bits which would provide true color which is able to produce over 16.7 million distinct colors. Of the 24-bits in true color, 8 bits represent red, another 8 bits represent green and the last 8 bits represent blue. In another embodiment the color depth may be 36 bits or 48 bits or more which will allow the user to display high-end graphics.

In another embodiment, a user may wish to have some or all of the pixel colors match substantially the same color as another object. For instance, if the vehicle's interior seating is of a certain shade of gray, then the user might want Some orall of the pixels to be substantially the same color. The user selects a color that is substantially the same as the color of the interior seating using software by choosing colors or color coordinates/values from a large collection of different colors already stored in the Software application. In addition, the present invention also includes a color detector that can auto matically detect the color of the interior and automatically determine the corresponding color coordinates/values. The color coordinates/values may be any known color coordinates including for example RGB, HTML Hex, YBR or the like. Based on the determined color coordinates the design to be displayed may include all or some of the pixels having the same color coordinates or at a desired different shade of the color coordinates, thereby providing Substantially the same color in the display as the vehicle interior. In one embodi ment, substantially the same color refers to a color that is so closely identical to the color of the interior such that a human eye cannot easily tell the difference in the color or substan tially the same color may also refer to a color wherein the human eye can see a difference but the color difference is negligible, acceptable or actually wanted by the user. Thus, the user can match the color being displayed by the vehicle display to any other part of the vehicle or other object. The user can also select to have the detected color displayed in substantially all the pixels of the display or a portion thereof. Other objects the detector can be used to detect the color of include different vehicle parts in cases where the user wishes to match the vehicle color to these parts. The colors may also want to match to a certain color scheme dependent on what the driver/user is wearing. For example, if the user is a race car driver who has a certain color scheme, the pixels displayed can be set to match the color scheme of the driver. Another example, is an emergency or government vehicle, such as a police car where the colors associated with the police depart ment can be set. Since the pattern of the display can change the actual body of emergency or government vehicles can also be programmed to flash thus making them more visible when driving in cases of emergencies. The detector can also detect patterns and/or multiple colors thereby allowing the vehicle to match the pattern of another object. Further, a user can use the detected colors from the detector to create a pattern or other image to be displayed on the vehicle. Another applica tion of the present invention may be for military vehicles that operate in different geographical environments, thereby requiring different camouflage colors. The present invention

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8 would allow military personnel to use the same vehicle for each of those different environments by just changing the displayed pattern.

FIGS. 3a & 3b show the use of the color detector feature of the present invention. FIG. 3a includes the vehicle 300 with the display of the present invention coupled to an electronic computing device 301. In this configuration, the electronic computing device 301 stores and executes a program that determines the color of interior seat 303. The useruses a color detection device 302 to sense the color of the interior 303. The color values are processed by electronic computing device 301 to determine color values that represent substantially the same color as that of the interior seat 303 and these values are sent to the vehicle 300 in a design file. The vehicle 300 uses this design file to generate pixel colors that have substantially the same color as the colors of the interior303. FIG.3b, shows a configuration wherein the color detection device 302 is coupled directly to the vehicle 300, using the I/O unit and without any intervening electronic computing device. In this configuration, the control unit of the vehicle 300 stores and executing the program used to determine the color values of the interior seat 303. The control unit would then create the design file itself and execute the program to display pixels colors that are Substantially the same color as the interior seat 303. In addition, from FIG.3b, the user can transfer the design files made using the color detection device 302 and the con trol unit to a different electronic computing device for further editing of the design by the user. After redesigning the design files the user can transfer them back to the vehicle and/or share them with other users for free or for a fee.

In another embodiment, the designs of the present inven tion can be used for sales and marketing promotions. Since the present invention allows for high-resolution images, Video and/or audio, the user can display by way of example a logo, company name, advertisement or any other promotional content of a company or other organization in the display. One application may be for a user that is race car driver wherein their vehicle may be viewed by a large number of people watching a race. The user can agree to display the promo tional content for free or for a fee. The design process can allow for the display to remain for any amount of time and may consist of a single promotion, multiple promotions simultaneously, multiple promotions sequentially, and any combination thereof. The fee structure may include any fee structure known in the art including but not limited to pay per-display, pay-per-minute or auction-based.

FIG. 4 shows vehicle 400 of the present invention wherein the vehicle is used to display promotional material for a company, XYZ Company. In this configuration, the display fills the surface area of the vehicle in sections 401 (rear side panel), 402 (door) and 403 (front side panel) and displays the company's name. Alternatively, the remaining section 404 (roof) may also be covered by the display and show the company name or any additional content. Additionally, any other exposed part of the vehicle can be used to display the content including by way of example, the hood, trunk and sidewalls of the wheels.

FIGS. 5a-5d show different configurations for communi cating design files and any other data to and from the vehicle for display. FIG. 5a shows a configuration wherein the vehicle 501 is coupled to an electronic computing device 503 and the user transfers the design files already stored on the electronic computing device 503 to the vehicle using inter connect 502. Interconnect 502 is connected to the I/O unit of the vehicle 501 and may communicate using any wired or wireless protocol including but is not limited to IEEE 1394, Firewire, Universal Serial Bus (USB) 1.0 or higher, RS-232,

US 8,421,811 B2 9

Ethernet, Ultrawide Band (UWB), Zigbee, 60 GHz, Wi-fi, 802.11x (where X equals a, b, g, n, etc.). PSTN, Bluetooth, Radio Frequency (RF), Infrared (IR), cellular telephone, IEEE 802.15.1, CDMA, TDMA, FDMA, wireless, or any other proprietary or non-proprietary communication proto- 5 col. FIG. 5b shows a configuration wherein the user first transfers the design files from a LAN/WAN 504, such as the Internet or some other network, to the electronic computing device 503 and then transfers the design files from the elec tronic computing device 503 to the vehicle 501. FIG. 5c shows a configuration wherein the design files are directly transferred from the LAN/WAN 504 to the vehicle 501. FIG. 5d., shows a configuration wherein designs are communicated directly between two different vehicles 501. In the case shown in FIG.5d, each of the two vehicles 501 may be owned by the same user or a different user, thus allowing for sharing of designs.

Sharing designs amongst users can be beneficial in that if one user likes the design of another user, then each of the users can communicate one or more design files directly between their vehicle without the need of any intervening network or electronic computing device. This can be done using the I/O units of each vehicle. The user can select to immediately display the communicated one or more design files or save it in the vehicle to display later or transfer the saved one or more design files to an electronic computing device at a later time. The present invention may also include actuators located on the vehicle to commence design file transfer between vehicles, any electronic computing device or any WAN/LAN, wherein the actuators may includes any actuator including by way of example soft keys, touch screen, hard keys, a remote? handheld control or the like. Alternatively, commencement of the design file transfer may take place automatically or with out any intervention by the user. Additionally, commence ment of the file transfer may also take place through the use of a user interface of an electronic computing device that is in communication with the user's vehicle, thus providing an interface for entering design file transfer commands. The interface is any interface including by example Voice acti vated commands, Graphical User Interface (GUI), menus and the like. Commencement of the design file transfer can take place using the electronic computing device. The display of the designs can also be altered in a plurality

of ways. The display can be programmed to display different designs according to any different number of metrics or com binations of metrics including by way of example different times of day, cyclically at a particular rate, different tempera tures, the level of light in the surrounding environment or the like.

Although the above descriptions include having the elec tronic components of the system integrated with the vehicle, the system can also be implemented as a retrofit Solution wherein the user has an existing vehicle and wishes to add the customization aspect of the present invention. In this instance, the user will attach the display to the existing vehicle along with the corresponding electronic components.

FIGS. 6a and 6b show a retrofit solution provided by the present invention. FIG. 6a shows a front view of different displays corresponding to different sections of the vehicle shown in FIG. 2a. Display 601 corresponding to a roof sec tion, display 602 corresponding to a rear side panel section, display 603 corresponding to a door section and display 604 corresponds to a front side panel section. The front of the displays 601-604 are located toward the front or outer portion of the vehicle and is visible to a user or anyone looking toward the vehicle. Since the displays 601-604 are made of flexible material the user can attach or wrap the displays 601-604

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10 around the existing vehicle so that the display Substantially fits the contour of the vehicle sections. FIG. 6b shows a rear view or a view when the displays 601-604 are flipped over exposing the back side of the displays 601-604 of FIG. 6a. The back sides of displays 601-604 include attachment means 605 that are used to attach the displays 601-604 to the existing vehicle. Attaching means 605 can be any means for attaching the displays to the existing vehicle including by way of example VelcroC), Snapping buttons, tongue & groove, glue, tape, adhesive, Stitching or any other known means. FIGS. 6a & 6b also include connector 602. Connector 602 couples the displays 601-604 to a control unit so that is can receive the signals to display the designs. The user uses a module con taining the electronic components of the system such as those described in FIGS. 1a-1d and connects the module to the display using connector 602. The electronics for the retrofit embodiment can be housing anywhere within the vehicle or held by the user. When connected, the displays 601-604 and electronic components operate in the same fashion as described in the other embodiments of the present invention.

FIG. 7 demonstrates operations performed in accordance with the present invention. In operation 701 the I/O unit of the vehicle receives content that is to be displayed. In operation 702 the CU executes instructions (program) to display the content. In operation 703 the display in communication with the CU shows the content.

FIG. 8 also demonstrates operations performed using a color detector in accordance with the present invention. In operation 801, detection of a color or pattern of an object is made by the user or a detector device. In operation 802 a determination of the color values of the object are made. This determination can be made by the user visually inspecting the object and choosing a color from a color gamut presented to the user in the software application or the user can use a detector that can automatically detect and determine the color values. Based on the detection a color that is substantially the same color as the object is determined. In operation 803 the content is created wherein some or all of the pixels use the detected color or pattern. In operation 804, the CU executes a program to display the content on the display of the vehicle. In operation 805 the display, being in communication with the CU, shows the content.

Although specific embodiments of the present invention have been illustrated and described herein, it will be appreci ated by those of ordinary skill in the art that any arrangement which is calculated to achieve the same purpose may be substituted for the specific embodiments shown. In addition, although the above invention is demonstrated as a Software based implementation, the invention could be implemented as Software, hardware, or any combination foreseeable to one of ordinary skill in the art. This application is intended to cover any adaptations or variations within the spirit of the invention. What is claimed is: 1. A method for displaying customized content on at least

one vehicle having a Surface, comprising: a. Detecting the color of an object using a detector; b. Determining color values related to the object; c. Using the color values to create the content; d. Executing a program by a control unit of the vehicle; and e. Displaying the content based on the program executed by the control unit of the vehicle.

2. The method of claim 1, wherein the content also consists of at least one of the following: text data, image data, color data, video data, Sound data or any combination thereof.

3. The method of claim 1, wherein the customized content is designed using a software program.

US 8,421,811 B2 11

4. The method of claim 1, wherein the display consists of one of the following:

Organic Light Emitting Diode/Device/Display (OLED), Active Matrix Organic Light Emitting Diode (AMOLED). FOLED (Flexible Organic Light Emitting Diode), PhOLED (Phosphorescent Organic Light Emit ting Diode, PLED (Polymer Light Emitting Diode, PMOLED (Passive Matrix OLED), POLED (Polymer Organic Light Emitting Diode), RCOLED (Resonant Color Organic Light Emitting Diode), SmCLED (Small Molecule Organic Light Emitting Diode, SOLED (Stacked Organic Light Emitting Diode), TOLED (Transparent Organic Light Emitting Diode) and NOID (Neon Organic Iodine Diode).

5. The method of claim 1, wherein the content is designed at least partially by a user of the vehicle.

6. The method of claim 1, wherein content is at least par tially downloaded from the Internet.

7. The method of claim 1, wherein the step of displaying further comprises displaying the content on 40% or more of the vehicle surface.

8. A computer-readable medium encoding a computer pro gram product, operable to cause a data processing system to perform operations comprising:

a. Detecting the color of an object using a detector; b. Determining color values related to the object; c. Using the color values to create the content; and d. Executing a program by a control unit of the vehicle; and e. Displaying the content on a surface of the vehicle based on the program executed by the control unit of the vehicle.

9. The computer readable medium of claim 8, wherein the operations of the data processing system and the control unit of the vehicle are performed using any one of the following: a desktop PC, laptop PC, netbook, notebook, tablet PC, PDA, mobile telephone. Internet server, Intranet server and mobile device.

10. The computer readable medium of claim8, wherein the operations of the data processing system and the control unit of the vehicle are performed on the same device.

11. The computer readable medium of claim8, wherein the content also consists of at least one of the following: text data, image data, color data, video data, sound data or any combi nation thereof.

12. The computer readable medium of claim8, wherein the customized content is designed using a software program.

13. The computer readable medium of claim8, wherein the display consists of one of the following: Organic Light Emit ting Diode/Device/Display (OLED). Active Matrix Organic Light Emitting Diode (AMOLED), FOLED (Flexible Organic Light Emitting Diode), PhOLED (Phosphorescent

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12 Organic Light Emitting Diode, PLED (Polymer Light Emit ting Diode, PMOLED (Passive Matrix OLED), POLED (Polymer Organic Light Emitting Diode), RCOLED (Reso nant Color Organic Light Emitting Diode), SmOLED (Small Molecule Organic Light Emitting Diode, SOLED (Stacked Organic Light Emitting Diode), TOLED (Transparent Organic Light Emitting Diode) and NOID (Neon Organic Iodine Diode).

14. The computer readable medium of claim8, wherein the content is designed at least partially by a user of the vehicle.

15. The computer readable medium of claim 8, wherein content is at least partially downloaded from the Internet.

16. The computer readable medium of claim8, wherein the Step of displaying further comprises displaying the content on 40% or more of the vehicle surface.

17. A system for displaying customized content on at least one vehicle having a surface, comprising:

a. Detecting the color of an object using a detector; b. Determining color values related to the object; c. Using the color values to create the content; d. Executing a program by a control unit of the vehicle; and e. Displaying the content based on the program executed

by the control unit of the vehicle. 18.The system of claim 17, wherein the content consists of

at least one of the following: text data, image data, color data, Video data, sound data or any combination thereof.

19. The system of claim 17, wherein the contentis designed using a software program.

20. The system of claim 17, wherein the display consists of one of the following:

Organic Light Emitting Diode/Device/Display (OLED), Active Matrix Organic Light Emitting Diode (AMOLED). FOLED (Flexible Organic Light Emitting Diode), PhOLED (Phosphorescent Organic Light Emit ting Diode, PLED (Polymer Light Emitting Diode, PMOLED (Passive Matrix OLED), POLED (Polymer Organic Light Emitting Diode), RCOLED (Resonant Color Organic Light Emitting Diode), SmOLED (Small Molecule Organic Light Emitting Diode, SOLED (Stacked Organic Light Emitting Diode), TOLED (Transparent Organic Light Emitting Diode) and NOID (Neon Organic Iodine Diode).

21. The system of claim 17, wherein the contentis designed at least partially by a user of the vehicle.

22. The system of claim 17, wherein content is at least partially downloaded from the Internet.

23. The system of claim 17, wherein the step of displaying further comprises displaying the content on 40% or more of the vehicle surface.

jesusmotorco.weebly.com · 1 Elisabeth Nicodemia February 21, 2020 INVENTION/TECHNOLOGY EVALUATION...

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