Abstract: Presented are anti-buckling cables for battery assembly shear plates, methods for making/using such anti-buckling cables, and electric-drive vehicles equipped with traction battery packs having impact-attenuating shear plates joined by anti-buckling cables. A battery assembly includes multiple battery cells, such as lithium-class prismatic, pouch, or can-type cells arranged in rows and columns, that are housed inside a protective battery container, such as an electrically insulated battery pack housing. A pair of rigid, impact-attenuating (top and bottom) shear plates is attached to opposing (top and bottom) sides of the battery container, sandwiching therebetween the battery cells. An engineered pattern of tether cables extends through the battery container with cable each rigidly secured at opposing ends thereof to the two shear plates. The tether cables are electrically non-conductive and structurally join together the vertically spaced, mutually parallel shear plates.

Abstract: A vehicle underbody includes a system of connected unitized underbody components including a front quadrant system having a left front unitized underbody component and a right front unitized underbody component, a center system, and a rear quadrant system having a left rear unitized underbody component and a right rear unitized underbody component. A first rail element is loosely connected to the left front unitized underbody component and the left rear unitized underbody component, and a second rail element is loosely connected to the right front unitized underbody component and the right rear unitized underbody component.

Abstract: A vehicle body structure includes a system of connected unitized body structure components, with at least one of the system of connected unitized body structure components including a hollow portion.

Abstract: A body structure includes a generally trough-shaped first structural member having a floor, two opposed side walls having respective top edges, and an open top along a length of the first structural member defining a generally U-shaped cross-section. The first structural member has a first portion with a first flow direction therethrough and a second portion with a second flow direction therethrough different from the first flow direction, the first portion having opposed first and second ends with a first opening in the first end, the second portion having opposed third and fourth ends with a second opening in the fourth end, wherein the second and third ends are in fluid communication with each other. The first portion has a first average depth and the second portion has a deepened portion having a second average depth larger than the first average depth.

Abstract: A load impact management system for a vehicle includes a plurality of cross-vehicle support members extending from a first side of the vehicle to a second side of the vehicle opposite the first side of the vehicle, a shock tower spaced apart from the plurality of cross-vehicle support members and fixed to the vehicle frame rail, a first structural member extending along a first plane, a second structural member extending along a second plane separate from the first plane, and a third structural member extending along a third plane separate from the first and second planes. The first structural member defines a first load path between the center tunnel and the shock tower, the second structural member defines a second load path between the center tunnel and the shock tower, and the third structural member defines a third load path between the center tunnel and the vehicle frame rail.

Abstract: A vehicle body-variant adaptable shock tower system for a vehicle body structure having an axis, a vehicle frame rail arranged along the axis, a bulkhead arranged orthogonally relative to the frame rail. The system includes a shock tower spaced apart from the bulkhead and fixed to the frame rail. The system also includes a shock tower cap defining a plurality of receivers and a plurality of braces, wherein the number of braces corresponds to the body-variant. Each brace extends from the shock tower through a respective one of the receivers to the bulkhead, and is fixed to the shock tower and the bulkhead. The system additionally includes an adhesive applied between the shock tower cap, the plurality of braces, and the shock tower to thereby bond the shock tower cap, the braces, and the shock tower to each other and reinforce the vehicle body structure.

Abstract: A side impact load management system for a vehicle having a vehicle frame includes a plurality of cross-vehicle support members extending from a first side of the vehicle to a second side of the vehicle. A first structural member extends in a first vertical plane parallel to a vehicle body axis defined by the vehicle frame and coupled to the vehicle frame, the first structural member connecting the plurality of cross-vehicle support members on the first side of the vehicle. A second structural member extends in a second vertical plane parallel to the vehicle body axis defined by the vehicle frame and coupled to the vehicle frame, the second structural member connecting the plurality of cross-vehicle support members on the second side of the vehicle. The first and second structural members are configured to transfer a side impact load simultaneously to the plurality of cross-vehicle support members.

Abstract: A system for providing multiple variations of shock tower assemblies with a common vehicle body is provided. The system includes the common vehicle body including a vehicle body member comprising a plurality of bolt holes and a shock tower assembly. The shock tower assembly includes a bolt-on shock tower cap comprising a shock receiving cavity, a plurality of bolt fasteners attaching the bolt-on shock tower cap to the vehicle body member at the plurality of bolt holes, and shock tower components including a shock device. The shock tower components are configured to matingly engage with the shock receiving cavity.

Abstract: A system for providing structural transmittal of force through a vehicle body of a mid-engine vehicle is provided. The system includes an elongated single member torsional box spanning a passenger compartment from a vehicle-forward portion of the passenger compartment to a vehicle-rearward portion of the passenger compartment, parallel to a longitudinal axis of the vehicle body, and laterally centered upon a longitudinal centerline of the vehicle body. The system further includes four rails in a vehicle-forward position relative to the elongated single member torsional box, parallel to the longitudinal axis of the vehicle body, and offset from the elongated single member torsional box. The system further includes four diagonal support members, each diagonal support member being connected at a first end to one of the four rails and at a second end to the elongated single member torsional box.

Abstract: A bulkhead for a vehicle body structure includes a panel. The panel has a contour defined by a contour length and characterized by an open section having three surfaces in a cross-sectional view. The bulkhead also includes a support member embedded in the panel. The support member includes an external form configured to interface with and match at least two of the three surfaces of the contour. The support member also includes a support member length configured to fit within the contour length and a boxed cross-section having a substantially uniform shape along the support member length. The bulkhead additionally includes an adhesive applied between the external form of the support member and the interfacing surfaces of the contour to thereby bond the support member to the panel and reinforce the bulkhead. A vehicle having a structure with such a bulkhead is also considered.

Abstract: A system for providing structural transmittal of force through a vehicle body of a mid-engine vehicle is provided. The system includes an elongated single member torsional box spanning a passenger compartment. The system further includes two vehicle body side members spanning an outer lateral edge of the passenger compartment. The system further includes four rails parallel to the longitudinal axis of the vehicle body. The system further includes four inner diagonal support members, each inner diagonal support member being connected at a first end to one of the four rails and on the second end to the elongated single member torsional box and being configured to transmit force from the one of the four rails to the single member torsional box. The system further includes four outer diagonal support members, each outer diagonal support member being configured to transmit force to one of the vehicle body side members.

Abstract: A body structure includes a generally trough-shaped first structural member having a floor, two opposed side walls having respective top edges, and an open top along a length of the first structural member defining a generally U-shaped cross-section. The first structural member has a first portion with a first flow direction therethrough and a second portion with a second flow direction therethrough different from the first flow direction, the first portion having opposed first and second ends with a first opening in the first end, the second portion having opposed third and fourth ends with a second opening in the fourth end, wherein the second and third ends are in fluid communication with each other. The first portion has a first average depth and the second portion has a deepened portion having a second average depth larger than the first average depth.

Abstract: A side impact load management system for a vehicle having a vehicle frame includes a plurality of cross-vehicle support members extending from a first side of the vehicle to a second side of the vehicle. A first structural member extends in a first vertical plane parallel to a vehicle body axis defined by the vehicle frame and coupled to the vehicle frame, the first structural member connecting the plurality of cross-vehicle support members on the first side of the vehicle. A second structural member extends in a second vertical plane parallel to the vehicle body axis defined by the vehicle frame and coupled to the vehicle frame, the second structural member connecting the plurality of cross-vehicle support members on the second side of the vehicle. The first and second structural members are configured to transfer a side impact load simultaneously to the plurality of cross-vehicle support members.

Abstract: A load impact management system for a vehicle includes a plurality of cross-vehicle support members extending from a first side of the vehicle to a second side of the vehicle opposite the first side of the vehicle, a shock tower spaced apart from the plurality of cross-vehicle support members and fixed to the vehicle frame rail, a first structural member extending along a first plane, a second structural member extending along a second plane separate from the first plane, and a third structural member extending along a third plane separate from the first and second planes. The first structural member defines a first load path between the center tunnel and the shock tower, the second structural member defines a second load path between the center tunnel and the shock tower, and the third structural member defines a third load path between the center tunnel and the vehicle frame rail.

Abstract: A system for providing structural transmittal of force through a vehicle body of a mid-engine vehicle is provided. The system includes an elongated single member torsional box spanning a passenger compartment. The system further includes two vehicle body side members spanning an outer lateral edge of the passenger compartment. The system further includes four rails parallel to the longitudinal axis of the vehicle body. The system further includes four inner diagonal support members, each inner diagonal support member being connected at a first end to one of the four rails and on the second end to the elongated single member torsional box and being configured to transmit force from the one of the four rails to the single member torsional box. The system further includes four outer diagonal support members, each outer diagonal support member being configured to transmit force to one of the vehicle body side members.

Abstract: A vehicle body-variant adaptable shock tower system for a vehicle body structure having an axis, a vehicle frame rail arranged along the axis, a bulkhead arranged orthogonally relative to the frame rail. The system includes a shock tower spaced apart from the bulkhead and fixed to the frame rail. The system also includes a shock tower cap defining a plurality of receivers and a plurality of braces, wherein the number of braces corresponds to the body-variant. Each brace extends from the shock tower through a respective one of the receivers to the bulkhead, and is fixed to the shock tower and the bulkhead. The system additionally includes an adhesive applied between the shock tower cap, the plurality of braces, and the shock tower to thereby bond the shock tower cap, the braces, and the shock tower to each other and reinforce the vehicle body structure.

Abstract: A bulkhead for a vehicle body structure includes a panel. The panel has a contour defined by a contour length and characterized by an open section having three surfaces in a cross-sectional view. The bulkhead also includes a support member embedded in the panel. The support member includes an external form configured to interface with and match at least two of the three surfaces of the contour. The support member also includes a support member length configured to fit within the contour length and a boxed cross-section having a substantially uniform shape along the support member length. The bulkhead additionally includes an adhesive applied between the external form of the support member and the interfacing surfaces of the contour to thereby bond the support member to the panel and reinforce the bulkhead. A vehicle having a structure with such a bulkhead is also considered.

Abstract: A system for providing structural transmittal of force through a vehicle body of a mid-engine vehicle is provided. The system includes an elongated single member torsional box spanning a passenger compartment from a vehicle-forward portion of the passenger compartment to a vehicle-rearward portion of the passenger compartment, parallel to a longitudinal axis of the vehicle body, and laterally centered upon a longitudinal centerline of the vehicle body. The system further includes four rails in a vehicle-forward position relative to the elongated single member torsional box, parallel to the longitudinal axis of the vehicle body, and offset from the elongated single member torsional box. The system further includes four diagonal support members, each diagonal support member being connected at a first end to one of the four rails and at a second end to the elongated single member torsional box.

Abstract: A system for providing multiple variations of shock tower assemblies with a common vehicle body is provided. The system includes the common vehicle body including a vehicle body member comprising a plurality of bolt holes and a shock tower assembly. The shock tower assembly includes a bolt-on shock tower cap comprising a shock receiving cavity, a plurality of bolt fasteners attaching the bolt-on shock tower cap to the vehicle body member at the plurality of bolt holes, and shock tower components including a shock device. The shock tower components are configured to matingly engage with the shock receiving cavity.

Abstract: Disclosed herein is a bus bar comprising a bar manufactured from a material that has a density of less than or equal to 2.70 grams per cubic centimeter; where the bar comprises a plurality of holes for facilitating contact between the bus bar and a grounding attachment. Disclosed herein too is a method comprising affixing one or more grounding attachments to a bus bar, where the bus bar comprises a bar manufactured from a material that has a density of less than or equal to 2.70 grams per cubic centimeter; where the bar comprises a plurality of holes for facilitating contact between the bus bar and a grounding attachment; and affixing the bus bar to the frame of an automobile.