WO2005095192A1

WO2005095192A1 - Modular vehicle

Info

Publication number: WO2005095192A1
Application number: PCT/IT2004/000168
Authority: WO
Inventors: Fabio Fiammengo
Original assignee: Uniteam Italia Srl
Priority date: 2004-04-01
Filing date: 2004-04-01
Publication date: 2005-10-13

Abstract

Modular motor-vehicle (1), in which the driver and passenger compartment, jointly with the various component parts and fittings that usually belong thereto and make it up, forms a first pre-fabricated module (20) that is connected with the aid of non-permanent fastening means (40, 80, 92) to a second pre-fabricated module (10) forming the remainder of the motor-vehicle (1).

Description

MODULAR VEHICLE DESCRIPTION The present invention refers to a motor-vehicle that is made with the use of pre-fabricated modules, of which at least one constitutes the entire driver and passenger compartment and is preferably made of plastic material. Motor-vehicle manufacturing, as based on current manufacturing practices and techniques, is largely known to involve extensive assembly of a large number of discrete, separate parts and components entering the construction of the various structural, functional and similar units making up the motor-vehicle. This is a situation that is clearly connected with a number of drawbacks, such as for example: - considerable costs and time required by the assembly work, further to actual productivity levels being affected by the number of parts to be assembled and, therefore, the overall complexity of the motor- vehicle; - safety and/ or reliability of the fastening means (bolts, welds, adhesives and the like) used in assembling said parts, as far as the durability and strength thereof are concerned; - the difficulties that arise, in the case of complex structural units, such as the vehicle body, when trying to replace in an acceptably quick and efficient manner some component parts that broke down or got damaged in an accident: in these cases, in fact, the strength, the solidity and the number of the fastening means used to join the assembled parts with each other turn out as being a hindrance to a convenient replacement; - an increase in the overall weight of the motor-vehicle resulting from the considerable number of fastening and joining means to be used; - the considerable complexity that has to be dealt with at the factory site for managing and controlling the considerable number of parts, fastening means, as well as the manufacturing systems; - the management and control of supplies, inventories and stocks-in-hand, the complexity of which is proportional to the number of parts to be assembled; - the practical impossibility for the aspect, i.e. appearance of a motor-vehicle, to be modified to any substantial extent upon such a vehicle having been assembled, such as for example in the case that a user wishes such vehicle to undergo some personalization or, more simply, some significant element of the same vehicle to be changed. As far as this last aspect is concerned, it may be most reasonably assumed that one of the basic elements of a motor-vehicle that a user is most likely tempted to change or modify is the one that most of all affects the driving comfort thereof, i.e. the driver and passenger compartment of the vehicle, along with the whole upholstery, internal fittings and accessories thereof. The above-cited drawbacks are the reason why vehicle manufacturers on the whole are currently looking in an increasingly intensive manner for solutions that are aimed at improving the integration of the elementary component parts and, more in general, the sub-assemblies of the vehicle. Various solutions aimed at implementing some modularity concepts in the construction of motor-vehicles have been in fact proposed in the prior art. Examples of modular construction concepts for motor-vehicles are disclosed in the patent applications DE 197 01 571 and DE 41 40 508. The first one of such patent applications describes a chassis that is capable of being configured to various sizes, around which the entire vehicle can then be built by attaching corresponding vehicle body parts to said chassis. The other one of such patent applications describes a concept according to which a vehicle is built by joining various independent modules with each other, wherein such modules are prevailingly part of the vehicle bodywork. In these prior-art examples, however, the motor- vehicle keeps being manufactured with the use of an invariably high number of modules, whereby many of the afore-cited drawbacks still exist, with particular reference to the actual possibility of replacing significant parts of the motor-vehicle in a quick and efficient manner. Disclosed in the patent application WO 93 19965 and the patent publication DE 43 20 843 are on the other hand some examples of modular construction for trains. In both such disclosures, the structure of the train is actually made up by a reduced number of elements that are independent of each other. In the patent application WO 93 19965 reference is made to modules, as generally identified as "chassis" and "car", which can in turn be formed of and made up by further sub-modules and are joined with each other to form a railway car complete with its own motive means installed in the chassis. No indication is however given about the way in which these means are controlled, since it is not specified whether the railway car comprises a driver's cab. Described in the patent publication DE 43 20 843 is on the contrary a railway vehicle that is substantially comprised of two modules, i.e. a passenger car and an engine module that includes the driving cab. It therefore is a main object of the present invention to provide a motor-vehicle that does away with the drawbacks of prior-art solutions, while at the same time assuring the advantages of: - enabling the assembly work to be completed in a simple and quick manner, by defining a limited number (which may be even as low as just two) of modules; considering the size and extent of these modules, they will be referred to as macro-modules in the following description; - increasing both safety and reliability through a considerable reduction in the number of fastening and j oining means used; - promoting full-scale integration of the entire production process; - enabling materials, supplies, inventories and work-in-process in general to be managed in a much simpler manner by the motor-vehicle manufacturer; - cutting down production costs to a significant extent through the organization of dedicated manufacturing units; - enabling significant parts of the vehicle to be most rapidly and simply replaced, to such an extent as to enable a user to possibly change the appearance of the motor-vehicle to an even substantial extent also after the vehicle has left the production line and the factory. According to the present invention, these aims are reached in a construction concept incorporating such characteristics as recited in the appended claims, from which it can be inferred that the construction concept of the invention consists in: - providing, i.e. manufacturing two distinct macro-modules separately, wherein one of these macro-modules forms the driver and passenger compartment and the other one comprises the motive, i.e. engine and power-transmission members, and - joining said macro-modules to each other so as to obtain the desired finished motor-vehicle. The features and advantages of the present invention shall anyway be more readily understood from the description of some preferred, although not sole embodiments of the construction concept of the present invention, which is given below by way of non-limiting example with reference to the accompanying drawings, in which: - Figure 1 is a schematical view of a modular vehicle as subdivided in two macro-modules; - Figure 2 is a schematical view of the interface between the two macro-modules; - Figure 3 is a three-dimensional view of the driver and passenger compartment forming one of the two macro-modules; - Figure 4 is a vertical cross-sectional view of a detail of Figure 3; - Figure 5 is a vertical longitudinal sectional view of the macro-module of Figure 3; - Figure 6 is a cross-sectional view of the macro-module of Figure 3 according to a first embodiment, as viewed along the plane VI-VI of Figure 5; - Figure 7 is a view similar to the one appearing in Figure 6, referring however to a second embodiment of the macro-module of Figure 3; - Figure 8 is a longitudinal sectional view of the macro-module of Figure 3, as viewed according to the centre-line plane; - Figure 9 is a view of some details of Figure 7. The reference numeral 1 is used in the Figures to generally indicate a motor-car, which has been selected as an example of a vehicle falling within the scope of the present invention. This motorcar is constituted by two macro-modules, which are indicated at 10 and 20, respectively. The first macro-module 20, which is illustrated with a dashed line in Figure 1, is constituted by the entire driver and passenger compartment and therefore includes, further to the bodywork, the seats 24 and the dashboard (not shown), also the various internal accessories and fittings that are usually provided in a driver and passenger compartment. The second macro-module 10 comprises a front bonnet 13a with the related framework 12a, a rear luggage compartment 13b with the related framework 12b, a bottom 16 extending between said bonnet and said boot, four wheels 14 (only two of which being shown in the Figure), an engine 18, as well as the steering and power transmission systems and parts along with the whole set of necessary functional elements of a motor-car, with the exception of those that are a part of the driver and passenger compartment. Said first macro-module 20 is arranged so as to rest upon the bottom 16, appropriately inserted between the front bonnet 13a and the rear boot 13b so as to be capable of being fastened to the frameworks of both said bonnet and said boot, as this will anyway be described in greater detail further on. Even from the simple description of the motor-vehicle 1 given above, it may be readily appreciated that two types of functional units actually exist in a motor-vehicle of this kind. The functional units of the first type are situated or, anyway, provided in the two above-cited macro- modules and are only capable of working in an appropriate manner if they are duly connected with each other (for example, the gear lever with the power transmission, the steering-wheel with the steering gears, the displays on the instrument panel with the sensors mounted throughout the vehicle 1). Accordingly, these functional units may rightfully be defined as functional sub-assemblies. The functional units of the second type are on the contrary independent of each other, i.e. they belong to just a single macro-module and are restricted to and confined within the macro-module which they belong to, the engine, the seats and the wheels being good examples. In correspondence to the boundary surfaces between said macro-modules 10, 20 - see Figure 2 - there are provided both special interfacing means, which are generally indicated at 30 and are adapted to connect the functional units of the first type with each other, and fastening means 40 of any suitable kind generally known as such in the art (e.g. screws, bolts and the like) to fasten the macro-modules 10, 20 to each other in a loosenable, i.e. releasable manner. As an alternative to said fastening means 40, said boundary surfaces of said macro-modules might as well be configured, and fitted with appropriate provisions, so as to enable said boundary surfaces to firmly fit in with each other, as this will be described in greater detail further on. The interfacing means 30 - see Figure 2 - may, for instance in the case of electrical connections 32, be comprised of fast-on or similar connectors 32a. In the case of sleeves 34 for conveying the air intended for heating and cooling the interior of the first macro-module 20, said means might for instance be comprised of pressure-fit joints 34a. In the case of mechanical members, such as for instance the pedals, the gear lever or the steering-wheel column, said means 30 might be comprised of female members 36a of kinematisms provided in the first macro-module 20 and adapted to be fitted on, i.e. connected to male counterparts 36b provided in the second macro-module 10 (or vice-versa). It will be readily appreciated that the motor-vehicle 1 is suitably produced by separately manufacturing and testing the two macro-modules 10 and 20, and then assembling the same macro- modules together by connecting all of the various interfacing means 30 with each other and securing the two macro-modules to each other with the help of the appropriate fastening means 40. Preferably, the first macro-module 20, which forms the driver and passenger compartment, is made of plastics and, therefore, may be suitably moulded as such. Figure 3 can be noticed to illustrate a first macro-module 20 made in accordance with the present invention. It comprises a bottom 90, from which there are extending a front panel 96, a rear panel 97 and two side upright members 98. Said side upright members end on top into a roof portion 92 that joins into said front and rear panels 96, 97 via four corner members 99 of the first macro- module 20. Said corner members define the apertures for the side windows, the rear window and the windscreen (not shown). In the case that the vehicle 1 is a two-door vehicle, the doors (not shown) are hinged on to the panel 96; in the case of a four-door vehicle 1, the rear doors are hinged on to the upright members 98. Not shown in the Figure are the internal details and fittings of the first macro-module 20, since these usually change from model to model. Illustrated on the rear portion 20a of the first macro- module 20 is an example of embodiment of the fastening means used to secure such macro-module to the second macro-module 10 — see also Figure 4. Similar fastening means are provided also on the front portion 20b of the first macro-module 20. In the example of embodiment being considered, said fastening means consists of a dovetail- type fitting, in which a tenon 80 is provided integrally on the first macro-module 20 during the moulding process, i.e. is moulded integrally with said macro-module. Said tenon 80 is intended for insertion into a corresponding mortise 82 provided in the second macro-module 10. Said dovetail fitting is then secured firmly with the help of screws or pegs (not shown), wherein it can be readily appreciated that the possibility also exists for a tenon to be provided on the second macro-module 10 and the corresponding mortise on the first macro-module 20. The first macro-module 20 may again be made out of two parts (see Figures 6 and 7), i.e. with a base 190 and a cover 192 that may include (see in particular Figure 7) a roof 92, side upright members 98 and panels 96, 97, or a cover 192 (see in particular Figure 6) that solely defines the roof 92. A firm joint of the base 190 with the cover 192 is ensured by fastening means, for instance of the afore described kind and not shown in the Figures, provided between the two macro-modules. In correspondence to the boundary surfaces between the base 190 and the cover 192 (see Figures 6, 7 and 9) there are provided special projecting portions 300, which may be provided integrally either on the base or the cover. These projections perform a twofold function in that, on the one side, they facilitate a perfect, sealed joint between the base 190 and the cover 192 and, on the other side, they constitute a support for the fastening means (not shown) between said base and cover. Considering that, in order to install the internal items and fittings belonging to the first macro- module 20, the need arises for access to be conveniently gained to the internal surfaces of both the base 190 and the roof 192, the base and the roof are not assembled together until the process used to manufacture the whole first macro-module 20 is completed. This solution of having the first macro-module 20 provided as a two-part module, contributes to drastically reducing the complexity of the mould used to produce said two parts, i.e. the base 190 and the cover 192. A further possibility for significant savings to be made, especially in terms of shorter overall manufacturing time, lies in directly moulding the frame 24p of the rear seats (which will then be upholstered subsequently) in the base 190 (see Figures 5, 6 and 7), considering that said seats are fixed relative to the first macro-module 20. As far as the front seats 101 are concerned (see in particular Figure 9), relief guides 194 are moulded integrally with the base 190. The front seats 101, which are provided with runners 102 adapted to be slidably inserted on these relief guides 194, can then be most conveniently mounted thereon. This operation for mounting the seats 101 can be suitably performed by automated robots, so as to ensure high productivity and efficiency. In this connection, it may be readily noticed how the advantage of subdividing the first macro- module 20 into two parts, or sub-modules, for separate fabrication, allows for a much greater handling and moving freedom for the assembly robots, as compared with the case of a single, entire and enclosed macro-module, and this again enables assembly operations to be quickened to a significant extent. Even in the case that the base 190 of the first macro-module 20 comprises all of the various side members and parts of the same macro-module (eg. the upright members 98) — see Figures 6 and 8 — the assembly of the internal parts, such as for instance the dashboard 200, can be most conveniently carried out from above, by taking advantage of the absence of the roof 92, which will in fact be added thereto at a later moment. Throughout the service life of the vehicle 1 the possibility therefore exists for the first macro- module 20 to be replaced as a whole, such as for instance after an accident or in view of upgrading an older car model, in which case the sole operation that is required to be carried out is removing the fastening means 40 and separating the interfacing means 30, wherein It can be readily appreciated that the fastening means 40 are provided in a much smaller number in this case, as compared to those requested in a traditional, non-modular vehicle, thereby ensuring a really enormous advantage. It will also be readily appreciated that the manufacturing concept as described above and illustrated in the accompanying drawings may be subject to a number of conceptually minor variants and modifications without departing from the scope of the present invention as defined in the appended claims.

Claims

CLAIMS 1. Modular vehicle (1), characterized in that the driver and passenger compartment, jointly with the various component parts and fittings that usually belong thereto and make it up, forms a first pre-fabricated module (20) that is connected with the aid of non-permanent fastening means (40, 80, 92) to a second pre-fabricated module (10) forming the remainder of the motor-vehicle (1). 2. Modular vehicle according to claim 1, characterized in that said first pre-fabricated module (20) is preferably made of plastics. 3. Modular vehicle according to claim 1 or 2, characterized in that electric and/ or fluidic connection means (32a, 34a) are provided to connect functional units comprised in said first module (20) with functional units comprised in said second module (10). 4. Modular vehicle according to any of the claims 1 to 3, characterized in that mechanical connection means (36a, 36b) are provided to connect functional units comprised in said first module (20) with functional units comprised in said second module (10). 5. Modular vehicle according to any of the claims 1 to 4, characterized in that in said first module (20) comprises fastening means (40), similar fastening means being provided on said second module (10). 6. Modular vehicle according to claim 5, characterized in that said fastening means (40) comprise at least a dovetail-type fitting that is brought about by means of at least a tenon (80) provided on said first module (20) and at least a mortise (82) provided on said second module (10), or vice-versa. 7. Modular vehicle according to any of the preceding claims, characterized in that said first module (20) comprises the frame of the rear seats (24p). 8. Modular vehicle according to any of the preceding claims, characterized in that said first module (20) comprises a base (190) and a cover (192). 9. Modular vehicle according to claim 8, characterized in that said cover (192) comprises a roof (92), side upright members (98), a front panel (96) and a rear panel (97). 10. Modular vehicle according to claim 8, characterized in that said base (190) comprises side upright members (98), a front panel (96) and a rear panel (97). 11. Modular vehicle according to any of the claims 8 to 10, characterized in that said base (190) further comprises guide members (194) for the front seats (101). 12. Modular vehicle according to any of the claims 8 to 11, characterized in that said base

(190) and/ or said cover (192) further comprise projecting portions (300), which may be provided integrally either on the base or the cover at the boundary surfaces between said base (190) and said cover (192).