CUSTOM ADDITIVELY MANUFACTURED CORE STRUCTURES

Abstract

The present disclosure relates to custom additively manufactured core structures and the manufacture thereof In one aspect, a panel for use in a transport structure includes first and second face sheets, and an additively manufactured (AM) core affixed between the first and second face sheets. The AM core is foldable such that at least one portion of the AM core is movable between a folded position and an unfolded position. In another aspect of the disclosure, a method for producing a panel for use in a transport structure includes additively manufacturing a core is disclosed.

Description

INCORPORATION BY REFERENCES

All publications and patent applications mentioned in this specification are incorporated herein by reference in their entirety to the same extent as if each individual publication or patent application was specifically and individually indicated to be incorporated by reference, including U.S. patent application Ser. No. 15/659,601, entitled Methods And Apparatus For Additively Manufactured Exoskeleton-Based Transport Structures, filed Jul. 25, 2017, and U.S. patent application Ser. No. 15/926,847, entitled SYSTEMS AND METHODS FOR CO-PRINTED OR CONCURRENTLY ASSEMBLED HINGE STRUCTURES, filed Mar. 20, 2018.

BACKGROUND

Field

The present disclosure relates to panels used in transport structures such as automobiles, trucks, trains, boats, aircraft, motorcycles, metro systems, and the like.

Background

Additive Manufacturing (AM) processes involve the use of a stored geometrical model for accumulating layered materials on a ‘build plate’ to produce three-dimensional (3-D) objects having features defined by the model. AM techniques are capable of printing complex components using a wide variety of materials. A 3-D object is fabricated based on a computer aided design (CAD) model. The AM process can create a solid three-dimensional object using the CAD model.

As AM processes continue to improve, manufacturers are increasingly investigating the benefits of using AM components in their designs. Despite recent advances in AM characteristics like build plate size, print speed and precision, and other progressively more sophisticated features of AM-based technology, the use of AM in the various transport structure industries has, for the most part, remained limited to producing relatively small-scale components when compared to the size of the transport structure overall. Thus, the potential for using AM to develop larger and increasingly sophisticated substructures of such mechanisms remains largely untapped.

One such substructure includes vehicle panels and their constituent components. Honeycomb structures or lattice structures may be used as the core of the panel to allow the minimization of the amount of material to make the panel. Attributes of the AM core may include minimal density and relatively high out-of-plane compression and shear properties. However, it may take a long time to produce the AM core. Further, the printer for printing the AM core may have a limited size of an actual printing envelope.

There is a need to develop new AM techniques to increase the printing efficiency, to reduce the cost and time, and to enable printing parts larger than the actual printer envelope of the printers.

SUMMARY

Custom additively manufactured core structures and the manufacture thereof will be described more fully hereinafter with reference to various illustrative aspects of the present disclosure.

In one aspect of the disclosure, a panel for use in a transport structure includes first and second face sheets, and an additively manufactured (AM) core affixed between the first and second face sheets. The AM core is foldable such that at least one portion of the AM core is movable between a folded position and an unfolded position.

In another aspect of the disclosure, a method for producing a panel for use in a transport structure includes additively manufacturing a core. The step of additively manufacturing a core includes co-printing a plurality of hinges with at least one portion of the AM core, the plurality of hinges being configured to enable the at least one portion to be folded. The method further includes attaching a first face sheet to a first side of the AM lattice core, and attaching a second face sheet to a second side of the AM lattice core.

In yet another aspect of the disclosure, an additively manufactured (AM) core includes a plurality of hinges, and a plurality of sides movably attached to the plurality of hinges. The AM core is foldable such that at least one portion of the AM core is movable between a folded position and an unfolded position.

In still another aspect of the disclosure, a method for additively manufacturing a core is disclosed. The method includes additively manufacturing at least one of a honeycomb structure or a lattice structure core. The method further includes co-printing a plurality of hinges with at least one portion of the at least one of a honeycomb structure or a lattice structure core.

It will be understood that other aspects of custom additively manufactured core structures and the manufacture thereof will become readily apparent to those skilled in the art from the following detailed description, wherein it is shown and described only several embodiments by way of illustration. As will be realized by those skilled in the art, the disclosed subject matter is capable of other and different embodiments and its several details are capable of modification in various other respects, all without departing from the invention. Accordingly, the drawings and detailed description are to be regarded as illustrative in nature and not as restrictive.

BRIEF DESCRIPTION OF THE DRAWINGS

Various aspects of the methods and apparatuses for additively manufacturing transport structures will now be presented in the detailed description by way of example, and not by way of limitation, in the accompanying drawings, wherein:

FIG. 1 illustrates an exemplary embodiment of certain aspects of a Direct Metal Deposition (DMD) 3-D printer.

FIG. 2 illustrates a conceptual flow diagram of a 3-D printing process using a 3-D printer.

FIGS. 3A-D illustrate an exemplary powder bed fusion (PBF) system during different stages of operation.

FIG. 4 illustrates a conceptual view of a multi-aspect printer (MAP) in accordance with an aspect of the disclosure.

FIG. 5 illustrates a perspective view of a vehicle additively manufactured (AM) in accordance with an aspect of the disclosure.

FIG. 6 illustrates a side view of a vehicle additively manufactured with an exoskeleton frame and having a transparent and cutaway portions for revealing internal structure.

FIG. 7 illustrates a side-sectional view of a contoured sandwich panel from the exoskeleton frame of the vehicle of FIG. 6.

FIG. 8 illustrates a perspective view of an AM frame having cavities for mounting components having an external interface.

FIG. 9 illustrates another perspective view of an AM frame.

FIG. 10 illustrates a side view of an AM vehicle having a structural outer sandwich skin, enabling improved aerodynamics by eliminating the need for external frame rails.

FIG. 11 illustrates panels shaped in Voronoi patterns for assembly with an AM frame of a transport structure.

FIG. 12 illustrates a side view of an AM vehicle having crumple zones characterized by a plurality of Voronoi patterns.

FIG. 13 illustrates a flow diagram of an exemplary method for assembling an AM vehicle.

FIG. 14 illustrates a flow diagram of an exemplary method for producing a component using a multi-aspect printer.

FIG. 15 illustrates a perspective view of an exemplary AM panel, where the AM panel includes an AM core.

FIG. 16A illustrates a top view of an exemplary AM core in an unfolded configuration.

FIG. 16B illustrates a top view of the exemplary AM core in FIG. 16A in a folded configuration.

FIG. 17 illustrates a side view of an exemplary AM panel edge having a varying thickness.

FIG. 18 illustrates an exemplary flow diagram of a method for producing a panel with an AM core for use in a transport structure.

DETAILED DESCRIPTION

The detailed description set forth below in connection with the appended drawings is intended to provide a description of various exemplary embodiments and is not intended to represent the only embodiments in which the invention may be practiced. The term “exemplary” used throughout this disclosure means “serving as an example, instance, or illustration,” and should not necessarily be construed as preferred or advantageous over other embodiments presented in this disclosure. The detailed description includes specific details for the purpose of providing a thorough and complete disclosure that fully conveys the scope of the invention to those skilled in the art. However, the invention may be practiced without these specific details. In some instances, well-known structures and components may be shown in block diagram form, or omitted entirely, in order to avoid obscuring the various concepts presented throughout this disclosure.

This disclosure is generally directed to the modular assembly of vehicles and other transport structures using specific additive manufacturing techniques. In an exemplary aspect of the disclosure, certain components of such transport structures can represent modular components. As shown below, the combination of the additive manufacturing techniques with the modular properties of the transport structure may be used to add value and efficiency to the transport structures. In addition, such techniques can provide distinct advantages to a user. These points are addressed in greater detail below.

Manufacturers that stand to benefit from this proposed combination of features include those that manufacture virtually any mechanized form of transport, which often rely heavily on complex and labor intensive machine tools and molding techniques, and whose products often require the development of complex panels, nodes, and interconnects to be integrated with intricate machinery such as combustion engines, transmissions and increasingly sophisticated electronic techniques. Examples of such transport structures include, among others, trucks, trains, boats, aircraft, tractors, motorcycles, busses, trains, and the like.

Additive Manufacturing (3-D Printing). A variety of different AM techniques have been used to 3-D print components composed of various types of materials. Numerous available techniques exist, and more are being developed. For example, Directed Energy Deposition (DED) AM systems use directed energy sourced from laser or electron beams to melt metal. These systems utilize both powder and wire feeds. The wire feed systems advantageously have higher deposition rates than other prominent AM techniques. Single Pass Jetting (SPJ) combines two powder spreaders and a single print unit to spread metal powder and to print a structure in a single pass with apparently no wasted motion. As another illustration, electron beam additive manufacturing processes use an electron beam to deposit metal via wire feedstock or sintering on a powder bed in a vacuum chamber. Single Pass Jetting is another exemplary technology claimed by its developers to be much quicker than conventional laser-based systems. Atomic Diffusion Additive Manufacturing (ADAM) is still another recently developed technology in which components are printed, layer-by-layer, using a metal powder in a plastic binder. After printing, plastic binders are removed and the entire part is sintered at once into a desired metal.

One of several such AM techniques, as noted, is DMD. FIG. 1 illustrates an exemplary embodiment of certain aspects of a DMD 3-D printer 100. DMD printer 100 uses feed nozzle 102 moving in a predefined direction 120 to propel powder streams 104a and 104b into a laser beam 106, which is directed toward a workpiece 112 that may be supported by a substrate. Feed nozzle may also include mechanisms for streaming a shield gas 116 to protect the welded area from oxygen, water vapor, or other components.

The powdered metal is then fused by the laser 106 in a melt pool region 108, which may then bond to the workpiece 112 as a region of deposited material 110. The dilution area 114 may include a region of the workpiece where the deposited powder is integrated with the local material of the workpiece. The feed nozzle 102 may be supported by a computer numerical controlled (CNC) robot or a gantry, or other computer-controlled mechanism. The feed nozzle 102 may be moved under computer control multiple times along a predetermined direction of the substrate until an initial layer of the deposited material 110 is formed over a desired area of the workpiece 112. The feed nozzle 102 can then scan the region immediately above the prior layer to deposit successive layers until the desired structure is formed. In general, the feed nozzle 102 may be configured to move with respect to all three axes, and in some instances to rotate on its own axis by a predetermined amount.

FIG. 2 is a flow diagram 200 illustrating an exemplary process of 3-D printing. A data model of the desired 3-D object to be printed is rendered (step 210). A data model is a virtual design of the 3-D object. Thus, the data model may reflect the geometrical and structural features of the 3-D object, as well as its material composition. The data model may be created using a variety of methods, including CAE-based optimization, 3D modeling, photogrammetry software, and camera imaging. CAE-based optimization may include, for example, cloud-based optimization, fatigue analysis, linear or non-linear finite element analysis (FEA), and durability analysis.

3-D modeling software, in turn, may include one of numerous commercially available 3-D modeling software applications. Data models may be rendered using a suitable computer-aided design (CAD) package, for example in an STL format. STL (stereolithography) is one example of a file format associated with commercially available stereolithography-based CAD software. A CAD program may be used to create the data model of the 3-D object as an STL file. Thereupon, the STL file may undergo a process whereby errors in the file are identified and resolved.

Following error resolution, the data model can be “sliced” by a software application known as a slicer to thereby produce a set of instructions for 3-D printing the object, with the instructions being compatible and associated with the particular 3-D printing technology to be utilized (step 220). Numerous slicer programs are commercially available. Generally, the slicer program converts the data model into a series of individual layers representing thin slices (e.g., 100 microns thick) of the object be printed, along with a file containing the printer-specific instructions for 3-D printing these successive individual layers to produce an actual 3-D printed representation of the data model.

The layers associated with 3-D printers and related print instructions need not be planar or identical in thickness. For example, in some embodiments depending on factors like the technical sophistication of the 3-D printing equipment and the specific manufacturing objectives, etc., the layers in a 3-D printed structure may be non-planar and/or may vary in one or more instances with respect to their individual thicknesses. For example, in some exemplary embodiments, a build piece may be additively manufactured using PBF, after which DMD may be applied to change a region of the build piece using a non-flat layer structure and/or layers having different thicknesses.

A common type of file used for slicing data models into layers is a G-code file, which is a numerical control programming language that includes instructions for 3-D printing the object. The G-code file, or other file constituting the instructions, is uploaded to the 3-D printer (step 230). Because the file containing these instructions is typically configured to be operable with a specific 3-D printing process, it will be appreciated that many formats of the instruction file are possible depending on the 3-D printing technology used.

In addition to the printing instructions that dictate what and how an object is to be rendered, the appropriate physical materials necessary for use by the 3-D printer in rendering the object are loaded into the 3-D printer using any of several conventional and often printer-specific methods (step 240). In DMD techniques, for example, one or more metal powders may be selected for layering structures with such metals or metal alloys. In selective laser melting (SLM), selective laser sintering (SLS), and other PBF-based AM methods (see below), the materials may be loaded as powders into chambers that feed the powders to a build platform. Depending on the 3-D printer, other techniques for loading printing materials may be used.

The respective data slices of the 3-D object are then printed based on the provided instructions using the material(s) (step 250). In 3-D printers that use laser sintering, a laser scans a powder bed and melts the powder together where structure is desired, and avoids scanning areas where the sliced data indicates that nothing is to be printed. This process may be repeated thousands of times until the desired structure is formed, after which the printed part is removed from a fabricator. In fused deposition modelling, as described above, parts are printed by applying successive layers of model and support materials to a substrate. In general, any suitable 3-D printing technology may be employed for purposes of this disclosure.

Another AM technique includes powder-bed fusion (“PBF”). Like DMD, PBF creates ‘build pieces’ layer-by-layer. Each layer or ‘slice’ is formed by depositing a layer of powder and exposing portions of the powder to an energy beam. The energy beam is applied to melt areas of the powder layer that coincide with the cross-section of the build piece in the layer. The melted powder cools and fuses to form a slice of the build piece. The process can be repeated to form the next slice of the build piece, and so on. Each layer is deposited on top of the previous layer. The resulting structure is a build piece assembled slice-by-slice from the ground up.

FIGS. 3A-D illustrate respective side views of an exemplary PBF system 300 during different stages of operation. As noted above, the particular embodiment illustrated in FIGS. 3A-D is one of many suitable examples of a PBF system employing principles of this disclosure. It should also be noted that elements of FIGS. 3A-D and the other figures in this disclosure are not necessarily drawn to scale, but may be drawn larger or smaller for the purpose of better illustration of concepts described herein. PBF system 300 can include a depositor 301 that can deposit each layer of metal powder, an energy beam source 303 that can generate an energy beam, a deflector 305 that can apply the energy beam to fuse the powder, and a build plate 307 that can support one or more build pieces, such as a build piece 309. PBF system 300 can also include a build floor 311 positioned within a powder bed receptacle. The walls of the powder bed receptacle 312 generally define the boundaries of the powder bed receptacle, which is sandwiched between the walls 312 from the side and abuts a portion of the build floor 311 below. Build floor 311 can progressively lower build plate 307 so that depositor 301 can deposit a next layer. The entire mechanism may reside in a chamber 313 that can enclose the other components, thereby protecting the equipment, enabling atmospheric and temperature regulation and mitigating contamination risks. Depositor 301 can include a hopper 315 that contains a powder 317, such as a metal powder, and a leveler 319 that can level the top of each layer of deposited powder.

Referring specifically to FIG. 3A, this figure shows PBF system 300 after a slice of build piece 309 has been fused, but before the next layer of powder has been deposited. In fact, FIG. 3A illustrates a time at which PBF system 300 has already deposited and fused slices in multiple layers, e.g., 150 layers, to form the current state of build piece 309, e.g., formed of 150 slices. The multiple layers already deposited have created a powder bed 321, which includes powder that was deposited but not fused.

FIG. 3B shows PBF system 300 at a stage in which build floor 311 can lower by a powder layer thickness 323. The lowering of build floor 311 causes build piece 309 and powder bed 321 to drop by powder layer thickness 323, so that the top of the build piece and powder bed are lower than the top of powder bed receptacle wall 312 by an amount equal to the powder layer thickness. In this way, for example, a space with a consistent thickness equal to powder layer thickness 323 can be created over the tops of build piece 309 and powder bed 321.

FIG. 3C shows PBF system 300 at a stage in which depositor 301 is positioned to deposit powder 317 in a space created over the top surfaces of build piece 309 and powder bed 321 and bounded by powder bed receptacle walls 312. In this example, depositor 301 progressively moves over the defined space while releasing powder 317 from hopper 315. Leveler 319 can level the released powder to form a powder layer 325 that has a thickness substantially equal to the powder layer thickness 323 (see FIG. 3B). Thus, the powder in a PBF system can be supported by a powder support structure, which can include, for example, a build plate 307, a build floor 311, a build piece 309, walls 312, and the like. It should be noted that the illustrated thickness of powder layer 325 (i.e., powder layer thickness 323 (FIG. 3B)) is greater than an actual thickness used for the example involving 350 previously-deposited layers discussed above with reference to FIG. 3A.

FIG. 3D shows PBF system 300 at a stage in which, following the deposition of powder layer 325 (FIG. 3C), energy beam source 303 generates an energy beam 327 and deflector 305 applies the energy beam to fuse the next slice in build piece 309. In various exemplary embodiments, energy beam source 303 can be an electron beam source, in which case energy beam 327 constitutes an electron beam. Deflector 305 can include deflection plates that can generate an electric field or a magnetic field that selectively deflects the electron beam to cause the electron beam to scan across areas designated to be fused. In various embodiments, energy beam source 303 can be a laser, in which case energy beam 327 is a laser beam. Deflector 305 can include an optical system that uses reflection and/or refraction to manipulate the laser beam to scan selected areas to be fused.

In various embodiments, the deflector 305 can include one or more gimbals and actuators that can rotate and/or translate the energy beam source to position the energy beam. In various embodiments, energy beam source 303 and/or deflector 305 can modulate the energy beam, e.g., turn the energy beam on and off as the deflector scans so that the energy beam is applied only in the appropriate areas of the powder layer. For example, in various embodiments, the energy beam can be modulated by a digital signal processor (DSP).

Multi-aspect printing. To streamline the manufacturing process and maximize efficiency in accordance with an aspect of the disclosure, multi-aspect printing is used. It may be desirable or necessary in many cases to produce components using a plurality of manufacturing processes. Conventionally, to accomplish this result, different dedicated machines are used. Thus, for example, a panel may be produced in part using DMD or PBF-based AM techniques, and then portions of the panel may undergo a finishing technique using FDM or spray forming processes. Additionally, subtractive manufacturing processes may also be necessary, for example, to remove unwanted materials from the 3-D printed panel or to further define features within a component.

In this conventional situation, the component must be transported between different dedicated machines for undergoing the plurality of different processes. The use of different machines can be time consuming and inefficient, and can add costs to the manufacturing of parts. These costs can increase substantially as production capacity increases.

In an aspect, these distinct functions may be combined into a single multi-aspect machine. In one exemplary embodiment, a single multi-aspect printer (MAP) includes two or more AM features. In other embodiments, the machine may include various subtractive manufacturing (SM) functions. For example, the MAP may incorporate functions performed by a CNC machine. MAP may include a robotic arm coupled to a tool for cutting material from a component on a substrate. The arm may alternatively be configured to receive one of a plurality of tools operable for performing different SM procedures.

The integration of multiple technologies into a single machine can substantially increase manufacturing speed and capacity, while reducing costs of labor otherwise incurred from moving the components and capital used for purchasing dedicated AM machines. Additionally, the combined functionality enables components to be printed in series or in parallel, increasing design flexibility and further maximizing production efficiency. Generally, the AM and SM operations of the MAP may be performed in any order.

MAP may include a single printer having a single print area using multiple print heads, including one or more DMD print heads, operable to print multiple areas simultaneously. MAP may be used to achieve greater versatility and speed in printing 3-D structures. MAP has the capability to set up and implement local PBF processing. MAP may also additively manufacture custom build plates needed for AM operations. In some embodiments, MAP can use DMD to produce “build plate supports” that attach to the printer plates and that support the attached build plate. These build plate supports may be attached below the build plate and can be made to be breakable from the build plate to enable the build plate to become part of the printed structure, if desired.

MAP may further include a robotic arm that introduces a build plate where needed in regions requiring the feature sizes and properties available with PBF. MAP may further include a robotic arm that may be used to introduce a build plate where needed locally in a larger chamber. A robotic coating arm may then coat the build plate and subsequent layers between sintering operations. MAP may further include a vacuum arm for removing excess powder upon completion of operations, allowing DMD onto PBF regions.

In one exemplary embodiment, the print heads may be printed in place by DMD. In another embodiment, MAP may incorporate fused deposition modeling (FDM) print capability including FDM extruders which heat and eject melted filament materials provided from FDM spools for printing thermoplastics and other materials ideal for internal supports and other functions where plastics may be beneficial.

FIG. 4 illustrates a conceptual view of a multi-aspect printer (MAP) 400 in accordance with an aspect of the disclosure. Referring to FIG. 4, MAP may include, as noted, one or more DMD heads or applicators 416 on a robotic arm assembly for 3-D printing a DMD structure. MAP may further include PBF equipment such as electron or laser beam sources. For example, PBF laser 414 is shown disposed on a separate robotic arm assembly. The PBF equipment may further include deflectors (not shown), a local powder applicator 412 on another robotic arm assembly, and an FDM robotic arm assembly 415. As noted above, in other embodiments more than one print head or applicator may be included on a robotic arm. Alternatively or additionally, more than one robotic arm may include a print head supporting the same technology (e.g., DMD, PBF, FDM, etc.) There may also be a number of different types of PBF technologies employed on one or more robotic arm assemblies (e.g., SLS, SLM, etc.).

One or more of the applicators and robotic arm assemblies of FIG. 4 may be performing operations on a structure which in the embodiment shown includes a PBF structure 408 upon which a larger DMD structure 410 has been formed. The PBF structure 408 may be connected to FDM- and PBF-formed support structure 406 for supporting the PBF structure 408 and DMD structure 410. The PBF structure 408, in turn, is arranged on a local DMD build plate sub-structure 404 which is further supported by a larger DMD build plate support structure 402.

MAP may also include one or more tools for milling. MAP may also use FDM on the top layers of a build piece for surface finishing. Structures for facilitating SM techniques may also be provided, such as automated milling tools and the like.

In some embodiments, MAP may print a structure using DMD and, concurrently or subsequently, add a part with a build plate and an immobile supporting structure. Alternatively, MAP may 3-D print the build plate and then apply a robotic arm containing powder to implement a PBF process while having a laser positioned over the powder bed. The laser may point to a mirror, which can be mobile or stationary.

MAP can have wide applicability to the manufacture of transport structures and other mechanical assemblies. For example, MAP can print lattice panels located in non-crushable areas using PBF or FDM (in the case of plastic lattice panels). MAP can print metal vehicle panels using DMD. MAP can also use FDM to 3-D print support features. In the case of a curved panel, for example, FDM may be needed to print the corresponding lattice structures for supporting the panel. As noted above, FDM can also be used to provide surface finishing to increase quality of the 3-D printed parts. In other embodiments, MAP can 3-D print support materials using a combination of FDM and PBF technologies. These supports can optionally be broken off following the AM process on the object being printed.

In another exemplary embodiment, MAP may include spray form capability. Spray forming is the inert gas atomization of a liquid metal stream into variously sized droplets (10-500 microns) that are then propelled away from the region of atomization by the fast flowing atomizing gas. The droplet trajectories are interrupted by a substrate which collects and solidifies the droplets into a coherent, near fully dense preform. By continuous movement of the substrate relative to the atomizer, large preforms can be produced in a variety of geometries including billets, tubes and strip. The addition of a robotic arm for spray forming provides yet additional versatility to MAP.

Further, as described above, MAP may incorporate one or more SM processes. For example, MAP may include a CNC computer controlled arm for use in accurately removing material or structure where needed.

In addition, MAP may include multiple arms and/or print heads for performing the same AM functions in a faster manner. For instance, MAP may provide a plurality of DMD print heads for performing metal deposition in parallel, or more than one energy beam for implementing a PBF process.

The availability of multiple robotic arms performing unique functions also enables some AM processes to be conducted in parallel. For example, in manufacturing a panel, one section of the panel may be undergoing PBF processing while another section to which PBF techniques have already been applied may simultaneously undergo spray forming. Parts may also be 3-D printed in series, with one process immediately following another without delays associated with mobilizing the component to another printer or another production area.

MAP may be under the general control of a central processing system, controller or computer that executes instructions corresponding to each of MAP's different capabilities. The processing system may be operable to integrate these instructions together to provide a meaningful sequence of instructions that incorporate a plurality of MAP's capabilities into one overall manufacturing operation. In other embodiments where desired, MAP may include a number of modes for using individual AM or SM technologies. For example, MAP can be used in FDM printing mode to additively manufacture a plurality of exclusively FDM-based objects. To accomplish this objective, the processing system may, in general, include a variety of processing modes whereby different capabilities of MAP are exploited for specific applications. These modes may also include specific modes that utilize a plurality of MAP's features concurrently, where desired for efficiency or as an inherently-desired aspect of rendering a particular object.

The capability to additively manufacture parts enables the manufacturer to generate shapes, configurations, and structures that are not available in conventional manufacturing processes. Further, advances in AM technologies are expected to continue. Print speed is continually increasing. 3-D printer form factor has also seen regular advances. This means, among other things, that the area of the build platform as compared with the size of the component to be printed is becoming progressively larger as relevant as build plates and printer profiles cross unprecedented boundaries in size, speed and sophistication. The availability and suitability of candidate materials and chemical compounds for use in AM is likewise increasing, meaning among other things that the versatility of AM should continue to impact other applications and other parts of the transport structures.

In one aspect of the disclosure, complete transport structures are additively manufactured. For the purposes of this disclosure, AM techniques with automobiles are used to demonstrate the capabilities of these advanced manufacturing techniques. However, using substantially similar principles as outlined in this disclosure, practitioners skilled in the art will recognize that analogous patterns and identical principles can apply with equal force to numerous classes of transport structures—planes, trains, busses, boats, snowmobiles, motorcycles, and aircraft to name only a few.

In other aspects and exemplary embodiments, a vehicle assembly system is disclosed having a recycling and replacement system which is built right into the infrastructure of the vehicle assembly plant. In still other aspects, innovations in transport structure manufacturing are discussed and in particular, unique techniques for modular design and manufacturing are introduced in the context of AM. Following logically from the AM techniques in the advanced and ultra-efficient design of the modern automobile, still other advanced manufacturing objectives may be achieved.

Modularity. In some exemplary embodiments, the design and manufacture of the transport structure may be modular in nature. Modular vehicles are those that are assembled by joining multiple discrete systems together to form one vehicle. Unlike conventional vehicles, modular vehicles provide the freedom of customizability. Complex parts and consoles can be removed easily, both for functional and aesthetic purposes, and new parts and consoles can be added in a straightforward manner. Because AM technologies not tooling intensive, AM can be used to facilitate the development of modular systems by efficiently fabricating a variety of customized designs that maintain pace with customer requirements and demand.

AM also provides modularity processes with the capability to define and build complex and efficient interfacing features that define partitions or borders between modules. These features can include indentations, tongue and groove techniques, adhesives, nuts/bolts, and the like. A further advantage of implementing a modular design for vehicles is ease of repair. Modular designs ensures easy access to virtually any component in the vehicle. In the event of a crash, the affected modular block simply can be replaced. The block(s) can also be co-printed with the remaining structure to save assembly time. The blocks can even incorporate in-situ scanning and observation to ensure accurate joining and repair of the modules.

Modular design of vehicles can be considered in some limited respects like Lego blocks. Additive manufacturing technologies provide customers with the opportunity to customize virtually every block. For the installation of a higher performance powertrain, the old one is removed and the new powertrain is installed by connecting it at the appropriate interfaces to the rest of the vehicle. Exterior panels may be easily changed as well, which in turn provides the ability to change the overall appearance of the vehicle.

Vehicle manufacturing and operation can become extremely efficient using the above-described modular techniques. Users may keep their vehicles for a longer time, since they have the option of customizing vehicle appearance, systems and performance at any point. The backbone of the vehicle may remain the same, while new systems replace old ones. Interior consoles can just be extracted from the vehicle to make room for new, advanced consoles to be plugged in. The mounts for these consoles would be 3-D printed, and it would be easy to match the connection ports with the modules.

The modules that are replaced or damaged can be recycled to recover raw material for use in the AM process. Because entire parts are additively manufactured, there is minimal loss of material during the recycling process. The recycled material makes its way into the 3-D printers to manufacture newly-minted parts. These types of capabilities in recycling substantially all of an old part may significantly increase the efficiency and flexibility of corresponding relevant facets of the auto industry.

Using a modular design approach, the AM vehicle may be assembled as a collection of 3-D printed and non-printed components integrated together via some interconnection means for attaching the components at defined borders or transitions as noted above. Individual components may be added and removed without requiring changes to other components of the vehicle. Using a modular approach, the vehicle may be considered as a replaceable collection of assembled parts connectable into a functional transport structure via standard interconnects.

Modularity as described herein includes embodiments where the vehicle frame (e.g., the endoskeleton), body, and integrated components may be co-printed, where the co-printed parts making up the vehicle may further constitute an arrangement of smaller substructures. Assembling a vehicle in which the pieces are modular in nature provides numerous additional advantages. As noted above, the frame and other portions of the vehicle may be defined by a plurality of constituent parts coupled together using one or more interconnect features. Such interconnect features may include nuts and bolts, screws, clamps, snap-in engagements, or other mechanical attachment mechanisms. The modular components may also include perforations, depressions for accommodating drilling, tongue-and-groove connections or other male-female interconnects, and reattachment mechanisms defined by bolt holes. In some cases adhesives may be desirable. The structure, including the frame, may be co-printed in a manner that can enable separation and recovery of the constituent modular parts.

In another embodiment, the entire frame of the vehicle (and optionally other parts integrated within the frame) may be printed in a single pass or in a few renderings. Smaller parts of the frame may be printed if the frame is further subdivided into smaller modules. Such a modular frame structure, in certain embodiments, can make it easier to access parts of the vehicle underneath the frame.

The modular approach described herein provides a number of advantages over existing approaches. A non-exhaustive list of such advantage may include, in summary:

• 1. Design and Manufacturing simplification. The entire process of designing and manufacturing transport structures can be simplified and streamlined using AM techniques coupled with modular designs. Generally, the cost and time associated with 3-D printing the vehicle and its constituent components, and integrating and assembling the components into the vehicle, are far less than those associated with conventional machining processes involving largely customized designs and dedicated manufacturing infrastructures (e.g., assembly lines dedicated exclusively to producing individual models of transport structures).
• 2. Integration of printed versus non-printed components. 3-D printing the vehicle in modular sections also allows the manufacturer to define transitions between printed components and any non-printed components during the design process. The vehicle can then be assembled using these transitions such that non-printed components may treated as modular segments like the printed components. This facilitates the ease of later repair and replacement procedures affecting individual components, including non-printed components within the vehicle.
• 3. Availability of simple to complex components. Manufacturing approaches that produce parts primarily through conventional machining and tooling techniques are limited by the allowable complexity of components, especially for a given price range. Conventionally, vehicular components based on sophisticated designs require use of custom molds and added manufacturing steps, which can increase cost. Using 3-D printing techniques, complex and sophisticated shapes that are otherwise impractical or impossible to produce using conventional machining techniques may be achieved easily and in a cost effective manner using modular designs and additive manufacturing. Further, the complexity and sophistication of overall designs may be broken down into individual components that can be managed more easily than for larger components covering a variety of functions.
• 4. Interchangeability of components. After the vehicles are sold, parts may be upgraded to incorporate newer features or added functionality. Regardless of the complexity of the component, the use of AM enables the component upgrades to be produced in a straightforward manner and easily assembled into the vehicle by removing the old component and assembling into place the new component using standard interconnect mechanisms. In some embodiments, the assembly of the new components may be made simple using “snap in” techniques or other interconnects designed specifically for ease of interchangeability. The combination of replaceable components that have standard interconnections (including interconnections available for electrical conduits, fluid transfer, and other complex features) facilitates ease of interchangeability. A user of the vehicle may acquire upgrades to the vehicle without having to incur expenses for labor associated with custom interconnections and significant alterations to other, unrelated parts of the vehicle.
• 5. Ease of repair. The modular design of the vehicle simplifies repairs for parts degraded due to wear and tear or damaged in an impact event. Conventionally, when a vehicle is involved in a collision affecting a certain subset of components, the repair process requires the replacement of additional components beyond the affected components. These replacements for otherwise unaffected components, such as vehicle panels and node sections, drive up repair costs. This is because in conventional vehicles lacking modular features, individual components are often constructed as a single large and inseparable component incorporating a variety of potentially unrelated features. In other instances, these individual components are often linked to adjacent components in a manner requiring all such components to be replaced wholesale if any one of the individual components is damaged. For example, if a single side panel is compromised during an accident involving a conventional, non-modular vehicle, adjacent panels that are inseparable from the damaged side panel may also have to be replaced. Using modular designs, by contrast, only the side panel that was affected need be replaced, leaving adjacent panels unaffected. In sum, if one module of the vehicle gets damaged, a replacement module can be provided, and the vehicle repaired, simply by replacing the damaged module with a new part.
• 6. Outdated or discontinued components. In the manufacturing industry, parts may become outdated and obsolete. This may substantially limit the options for a vehicle owner requiring an obsolete part to effectuate a repair process. If the part is no longer produced, especially as in the case with custom vehicles or less popular models, the part may need to be re-manufactured from whole cloth using traditional tooling. By contrast, the modular nature of the transport structures described herein means that outdated or obsolete components, however sophisticated or unique, can simply be 3-D printed based on the original CAD data model. The part can then be assembled into the vehicle.
• 7. Upgrades: changing look and feel. Beyond the repair and replacement process for damaged or affected parts as described above, modularity more generally provides ease of customization of the vehicle for the owner. This customization includes changing the look of the vehicle. Existing multi-panel assemblies can, in one embodiment, be replaced wholesale with newer AM structures. Newer and more modern panels can be constructed and assembled via simple interconnects to replace older panels. Such panels and related structures can have designs that range from trivial to sophisticated and complex. Regardless of the complexity of the underlying parts, modularity enables potentially significant changes to the vehicle's appearance at a manageable cost.

In addition to aesthetics, an owner may elect to increase performance of the vehicle by replacing the engine or other such parts. The capability of AM together with use of modular components as applied to the engine, transmission, drivetrain, and other performance-related structures facilitates the ease of performance upgrades in much the same manner as upgrades for aesthetic purposes.

In short, using the AM capabilities and modular construction techniques as described, 3-D printed vehicular components can be easily manufactured, and later reprinted and replaced as necessary. Repair and replacement is made possible for parts regardless of their complexity or of their current availability in inventory. Custom modular panels and other parts having a unique shape may be manufactured and assembled into an AM vehicle. Unlike conventional techniques in which adjacent parts of the automobile need to be replaced as well if one part is damaged during an impact, the parts to be replaced using the techniques herein may be limited to those that were affected by the impact.

It will be appreciated that in other embodiments, panels and other parts having modular features are not limited to being 3-D printed, but may also be constructed using other techniques, including the use of tooling or molding techniques, or other non-AM techniques, where necessary or desirable. Conversely, it will be appreciated that in still other embodiments involving specific conditions or manufacturing criteria, certain AM parts need not be defined by modular features.

In an exemplary embodiment, an AM structure may function as an exoskeleton based frame designed to enclose an exterior vehicle surface and accept operational loads. The transport structure may include a set of general components, which may include part or all of the set of vehicular components that, together with the AM structure, collectively make up the transport structure. The exterior surface of the AM structure may include a plurality of cavities for housing components that use an external interface.

In an exemplary embodiment, the set of general components may include components that are integrated in part or in whole within the AM structure. The set of general components, for example, may include at least a subset of components that are internal to the AM structure, and a subset of components that are integrated in part within the AM structure and that use an external interface. In some embodiments, the set of general components may also include components that are not necessarily integrated within the AM structure but that are attached or appended, directly or indirectly, to the AM structure.

In other embodiments, a plurality of components may include components that are internal to or reside interior to, in part or in whole, an AM structure, such as an exoskeleton-based frame structure including an exterior vehicle surface, as well as components that are partly interior to the frame and that use an external interface.

FIG. 5 depicts an exoskeleton-based frame structure for a vehicle model 500, in which one exemplary embodiment of a broad AM strategy may be presented. The exoskeleton frame is discussed in greater detail with respect to FIGS. 5 and 6. FIG. 5 illustrates that in one exemplary AM embodiment, simple “box” sections of the vehicle may be replaced with extrusions, while large shear panels may be replaced with honeycomb panels. Thus, in the example of FIG. 5, a front clip module 502 may be identified that incorporates a cooling module, bumper beam, hood latching, lamps, and other components associated with these functions in the general area of the vehicle front. A model of the front clip module 502 may be designed and stored in a database and its relationship with other modules subsequently examined. An impact structure 504 may include a one piece wheelhouse, fenders and proximate crash structures. When recording the impact structure 504 as part of the model, the designer can continue to specify modular relationships for later integration of the vehicular model 500.

Extrusions 506 may be used to span areas on the vehicle incorporating simple, straight, constant sections of material. In an embodiment, the extrusions 506 are 3-D printed. More generally, any of the parts or components that are non-printed may, in other embodiments, be 3-D printed. In addition, dash & windshield frame module 508 is disclosed. A modular dash & windshield frame module 508 may ideally identify a single piece dash and windshield aperture for providing optimal structural performance, dimensional accuracy and design flexibility. Thus, in this example, module 508 may be treated and installed as a single, complex module incorporating the identified dash and frame.

B-Pillar module 510 may include, for example, a single piece printed box section incorporating a large section of hardware characteristic of that portion of vehicle 500. For example, B-Pillar module 510 may include hinges, striker, seat belt mounts, and other equipment associated with the side portion of the frame and the front passenger seat. Rear Floor module 512 may incorporate printed ‘X’ members and rear suspension mounts. Similarly, C-Pillar & Rear Quarter module 514 may embody features similar to B-Pillar module 506 but for the rear right portion of vehicle 500 adjacent the wheelhouse. Back light aperture 518 may frame the back-light and complete the roof structure. For hatchbacks and vans, this feature may become the tailgate aperture, which may incorporate hinges and strikers. It will be appreciated that vehicle 500 may be partitioned in different ways depending on the ease of integration, dependence of module features on other features, the characteristics and build plate size of the 3-D printer involved in the AM process, and preferences of the programmer.

Because Main Floor module 516 in this example represents a large planar array area, module 516 may include, for example, composite honeycomb shear panels which in many embodiments are used for such large planar areas. It should also be noted that, depending on the size of the 3-D printer and corresponding build plate, the exoskeleton-based frame in one exemplary embodiment may be printed in a single rendering. Alternatively, like the other components, the frame may be printed as a series of modules, particularly if the size of the build plate and AM geometry is smaller than the array defined by module 516.

Exoskeleton Vehicles. Exoskeleton vehicles are those whose exterior surfaces provide the needed structure. The exoskeleton is designed to sustain the majority of operational and structural loads on the vehicle and to protect the passengers during a response to an impact event. Like a conventional frame, an exoskeleton frame may include cavities for accommodating an external interface (namely, cavities and other sections for fitting windows and other systems including headlights, HVAC systems, and the like). As described further below, the exoskeleton frame may include custom honeycomb panels or similar reinforcing structures for providing support in the event of an impact. In these embodiments, the vehicle frame rails can be eliminated.

The use of exoskeleton frames also provides the capability to modify the materials in specific areas of the frame to provide further support. For example, to protect occupants in the event of a frontal impact, internal support material within the frame can be made softer to absorb energy. Plastic materials that are 3-D printed using FDM may be used for this purpose.

To meet pedestrian impact requirements and to protect a pedestrian in an impact event, the exoskeleton frame can be composed of structures made to be thinner, weaker, or out of different materials (e.g., plastic) in the relevant regions of the vehicle. For example, the hood, or portions thereof, can be structurally designed to be thinner or weaker, and can be made of plastic parts to enable it to deform upon impact. In regions away from the pedestrian protection zone, these characteristics may be unnecessary and the frame can consequently be made stronger.

In an embodiment, a section of the panel can be made to deform or crush in a vertical direction or other direction maximizing pedestrian protection, wherein that same section can be made much stronger in a longitudinal direction. Composites having directional strength properties, such as carbon fiber, may be suitable for this purpose.

FIG. 6 illustrates a side view of a vehicle 600 additively manufactured with an exoskeleton frame and having transparent and cutaway portions for revealing frame structure. Using AM, the vehicle can be designed like the fuselage of an aircraft. That is, the exoskeleton frame 614 can be constructed with a smooth exterior to account for superior dynamic performance on the A-side. By contrast, the structure and ribs of the exoskeleton frame would be arranged on an interior B-side. FIG. 6 also shows that the front and rear interior space 606, 608 of the vehicle can be may be made along the line 604 using the exoskeleton frame. This additional length 604 is due to the strength of the exoskeleton frame and its ability to handle operational loads and random forces.

Additionally, while printing exoskeleton based transports, free spaces can be printed that include matrix arrays filled with lattices. This configuration provides both structural support and weight savings. FIG. 7 illustrates a side-sectional view of a contoured sandwich panel 702 from the exoskeleton frame 602 of the vehicle of FIG. 6. It should be noted that the cutaway section 610 of the exoskeleton vehicle has a skin with similar properties. More specifically, cutaway section 610 can be seen to include an inner and outer skin as well as a lattice structure interspersed therebetween.

Referring back to FIG. 7, sandwich panel 702 includes an outer skin of the vehicle composed of cross-sectional layer 706 and an inner skin composed of material 708. These two layers may include a honeycomb/lattice structure 704 between them that in one embodiment covers the entire area of the transport. Generally, the distributed strength of sandwich panel 702 obviates the need in various embodiments for frame rails on the vehicle such as front and rear bumpers.

Further, another advantage as indicated above of this strong skin disposed about the periphery of the transport is that the wheelbase distance 504 (FIG. 6) can be generally made longer. Generally, in these exemplary embodiments, the skin (i.e., the exoskeleton) bears all the load by virtue of the ability to use the custom-formed honeycomb panel. As a result, in some embodiments, frame rails may be altogether eliminated.

In one exemplary embodiment of FIG. 6, exoskeleton vehicles may have one or more coatings sprayed over the surface to protect and impart a degree of smoothness to the surface. In an embodiment, FDM, or another AM technique, can be used for this purpose. This procedure may be in lieu of attaching outer panels around the surface of the exoskeleton frame and enables significant weight savings. In regions of the vehicle where surface roughness is a requirement, such as in heat transfer applications in which an increased surface area may be used to dissipate heat, these features can simply be represented in the input model for the module and AM can easily integrate such features into the exoskeleton to impart the required roughness to the surface. Stated differently, the use of AM according to this embodiment obviates the need to perform a post-processing step to impart surface roughness to the exoskeleton frame.

With reference again to FIG. 7, monocoque carbon fiber frames are sometimes used in which dual sheets of carbon are arranged with a honeycomb of paper in between. This skin configuration, however, is very expensive as well as labor intensive. In particular, the skin is produced not by AM but rather it is laid up with a tool and vacuum bagged. This configuration, moreover, is inferior in terms of energy absorption capability when compared to metal. For these reasons, in an exemplary embodiment, the skin 702 of the exoskeleton frame is a 3-D printed metal, and in view of its excellent predisposition to absorbing energy, the metal skin 702 is configured to absorb a significant majority of the energy from accidents or rough riding scenarios, if not the entire load. The skin 702 in alternative embodiments may be composed of plastic materials, composite materials, or a combination of different materials. For example, in embodiments involving lower total operational loads and/or collisional risks, carbon fiber or other composites may be substituted in place of the aluminum loads.

As discussed above, the exoskeleton frame may be designed to deform or give way when impacted. For example, in an impact on the hood from above, the internal lattice structure may be configured to collapse. Conversely, when struck in a longitudinal direction in a forward vehicle impact, the frame may be designed to absorb the energy and maintain its structural integrity.

It should also be noted that, while the honeycomb or lattice structure sandwiched between the two layers provides additional reinforcing support without imposing dramatic increases in mass, in some embodiments the honeycomb structure may be omitted in certain regions. That is, honeycomb/lattice supporting structure can in some cases be omitted from certain regions of the vehicle in specific embodiments.

The benefits of using AM in the context of the above examples include the absence of any need for custom tooling or a factory footprint. AM makes it possible to print multiple types of vehicles or transports using a single 3-D printer. Ideally, the particular 3-D printer chosen would only need a sufficient printing resolution to enable printing of Class-A surfaces directly without the need for post-printing operations. AM technologies with high resolutions make it possible to print parts with extremely complex geometries, yet with smooth surfaces on the Class-A side.

Subject to the possible exceptions above, in the vehicle embodiments directed to the exoskeleton structure, the main structure of the vehicle is additively manufactured in the form of honeycomb panels over substantially the entire surface of the transport. These panels in turn handle the road loads associated with driving as well as the impact loads from a collision.

In another exemplary embodiment, the walls of the transport are carefully and methodically arranged to incorporate more efficient structure (e.g., structures having lighter weight and using fewer materials) where it is needed and conversely, to incorporate strength in other areas where strength is paramount. FIGS. 8-10 illustrate various embodiments of an exoskeleton based vehicle. Referring to FIG. 8, the exoskeleton frame 800 includes an aircraft style exterior shell 802. Because the frame 800 is equipped to be modular with a plurality of autonomous regions, it tends to avoid being crushed and avoids all out crashes where a significant portion of the frame 800 would be destroyed. In addition, while the external Class-A side exhibits smoothness, structure can reside on the B surface. The entire vehicle, including frame 800, can be 3-D printed with apertures to receive headlights 806, tail-lights 810, and HVAC systems. Brackets can also be inserted into aperture 808 for connecting to the headlights 806 housed in aperture 808. A hood can be housed in aperture 812. The lights and other vehicle systems can themselves be 3-D printed, and would be configured to fit into these openings to ensure excellent aerodynamic characteristics with aesthetic appeal. Using the modular layout technique, various vehicular systems could simply be integrated at specific connection points. In other exemplary embodiments, electric circuits can also be printed into the exoskeleton frame 800, thereby resulting in the vehicle base being in a solid state and eliminating the need for complex and cumbersome wiring/harness mounting strategies associated with conventional manufacturing.

The frame 900 of FIG. 9 shows a similar embodiment, showing that the structure 904 can include ribs and lattice structures on the B surface (inside the vehicle), while the A surface (outside the vehicle) remains smooth. FIG. 10 shows an integrated vehicular structure made possible through vehicle frame 1000. As can be seen, the integrated structure allows for a maximum opening for the positioning of vehicle occupants. The stronger skin due to a frame reinforced with ribs and lattice structures can, for example, allow for a longer distance 1002 from the front wheels to the back wheels to provide additional room for the occupants.

Componentry Integration. In another aspect of the disclosure, the AM model of the exoskeleton frame includes a plurality of cavities and apertures for housing components that require a vehicular external interface. These components may be a subset of the overall group of components that are an integral part of the transport and assembled and integrated into the transport. These components may also be configured to be modular as discussed above, such that damage to one of the components does not reflect a need to repair or replace unrelated component. In one embodiment of exoskeleton-based transports, the rear surface of the vehicle and greenhouse may be exposed. One advantage of using AM to manufacturer such structures is to leverage the flexibility of design and geometry afforded by AM. Panels may thereupon be installed, as part of the AM process or otherwise. Glass may be installed in the greenhouse cavities.

Interior door panels and similar structures in this embodiment would be configured to fit the cavities or sections of the exoskeleton that were 3-D printed. Such cavities can have strategic locations for easy access. Instrument panels, HVAC units, lighting modules and other components for integration can be 3-D printed as well, after which they can be plugged into the matching sections as a straightforward insertion of a known component in an accessible position. As noted above, one principal advantage of this assembly technique is that it may facilitate straightforward repairs and replacements of modules and systems requiring service.

This procedure is in stark contrast to the challenges of subsystem management present in conventional systems, in which facilitating access to specific subsystems for purposes of installation or repair may not be straightforward. One example of a classic shortcoming in transport structures relates to lighting systems. Conventional transports include instruments and lighting that may be designated to fit into the transport with little, if any, regard to ease of access, meaning for example that other subsystems may present obstacles to the installation, or that the frame is not simply not amenable for easy integration with lighting and other components. The problem may be exacerbated if the various instruments having different functions are combined with one another and/or have unique or difficult external connections.

Oftentimes the sheer amount of time to remove and replace instruments subject to these undesirable locations, painstakingly complex wiring profiles, and other obstacles, is so economically inefficient that practitioners opt instead to replace a much larger portion of adjacent working components to enable an easier repair. In contrast to this not uncommon scenario, AM provides adaptability. That is, by designing an architecture that provides easy access to almost every component in the vehicle, reparability becomes easier and less expensive. Automated transports having a modular layout facilitate easy, almost seamless reparability as compared with conventional vehicles.

Another exemplary embodiment involving AM exoskeleton structures is to specify the model design of a portion of the structure such that the exoskeleton is on the outside and the panel inlays are on the inside. The exoskeleton is sealed in this manner. Significant weight savings may be achieved as exterior panels in this embodiment are eliminated. These transports may have excellent crash absorbing abilities because appropriate crash-absorbing features with ideal geometries may be 3-D printed on the outside of the transport. Such results are incredibly difficult to achieve using conventional manufacturing techniques.

In another exemplary embodiment, the entire structure can be 3-D printed with interior features based on the model of the 3-D exoskeleton, as before. This time, however, the entire structure can be 3-D printed to accept panels. In one embodiment, the panels can be printed as an integrated structure with the frame. The printed panel sections could resemble Voronoi patterns or other patterned features. An example of a Voronoi pattern 1100 is shown in FIG. 11.

FIG. 12 illustrates a side view of an AM vehicle 1200 having crumple zones 1220a characterized by a plurality of Voronoi patterns 1220. The Voronoi pattern, or similar patterns on the transport, can reduce the weight by eliminating solid structures when they are unnecessary, while concurrently improving the structural integrity of the material. These patterns can provide additional reinforcement against impact by serving as discrete crumple zones. Vehicle 1200 represents a printed exterior frame including a plurality of apertures and cavities for serving various purposes. Upon rendering of the exoskeleton frame 1200, a plurality of appropriately-sized 3-D printed components (or in some cases, commercial off the shelf (COTS) parts) are integrated with frame 1200 to form the substantially finished vehicle. Headlamp 1204, windshield wiper 1206, windshield 1208, rear windshield 1210 and tail lamp 1212 may be inserted into their respective cavities 1204a, 1206a, 1208a, 1210a, and 1212a and secured via any suitable attachment means (such as adhesive, bolts, thermal fusion, etc.). The Voronoi pattern of 3-D printed plastic sheets or panels are then fused to their respective cavities 1220a.

It should be noted in FIG. 12 that to avoid unduly obscuring the concepts of the present disclosure, certain steps have been omitted concerning the assembly of the vehicle. One such set of steps is the assembly of the vehicle 1200 from its basic frame. A comprehensive assembly process must ensure that all relevant parts of a plurality of parts are incorporated into the vehicle and functioning normally. These include internal combustion engine, electric motor(s), all electronics, fluid compartments, battery, suspension system, wheel system, spark plugs, braking systems, accelerator, all relevant dash components and a number of other components and subsystems. In an exemplary embodiment, many or most of these parts are additively manufactured. Other sets include the panoply of quality control tests and functional tests to which the vehicle would be subject. A number of steps have been omitted, however, to avoid unnecessarily obscuring the underlying concepts of the disclosure.

In other embodiments, the 3-D printing of the frame, the construction of the mobile transports for moving parts, people and robots to and from the various assembly cells, and the construction of modular components is performed by automated constructors armed with instructions to build the vehicle seamlessly.

The present disclosure addresses key obstacles and provides solutions for a various shortcomings in the art. One such obstacle includes the viability of additively manufacturing a vehicle frame and the limitations on the current sizes of available built plates and 3-D platform geometries for printing. One of multiple solutions to this problem is to include the frame itself as one of the modular subsystems and to reconnect the frame into one cohesive unit after multiple renderings of the individual segments of the frame. The modular design may present easier reparability options for the consumer. As build plates and printer profiles evolve to match or exceed the size of such transports, the manufacturer has the option to decide to maintain modularity of the frame. In some embodiments, the frame can be printed in a single rendering with built in indentations or connections to maintain modularity.

FIG. 13 illustrates a flow diagram 1300 of an exemplary method for assembling an AM vehicle. At step 1302, the frame may be 3-D printed. The frame includes a structure for accepting operational loads and to protect the occupant in the event of an impact. As discussed above, the frame may be 3-D printed in one or more renderings. The printed frame includes cavities for housing components that require an interface external to the vehicle. In an exemplary embodiment, 3-D printing the frame may including printing interior and exterior panels with a honeycomb structure or other matrix structure between the interior and exterior panels. In some embodiments, the panels and honeycomb structure are co-printed. In other embodiments, one or more the panels and honeycomb structure are 3-D printed separately. In still other embodiments, the panels or honeycomb structure are separately produced using conventional techniques. An outer surface of the exterior panel may be formed with a smooth finish using various techniques, such as FDM AM, or spray forming.

At step 1304, the various components for use with the frame, including those used in the housing, are 3-D printed or otherwise produced using conventional techniques. In other embodiments, the components may be produced using a multi-aspect printer. In still other embodiments, one or more of the components are co-printed with the vehicle frame. Any remaining non-printed components may also be produced in this step. The components or a portion thereof may be modular. At step 1306, the components are assembled into the frame. In an embodiment, after the 3-D printed modular components are assembled into their respective cavities, additional operations may take place as shown in step 1308 to seal or otherwise secure these components in place using, for example, one or more suitable interconnect mechanisms as previously discussed.

FIG. 14 illustrates a flow diagram 1400 of an exemplary method for producing a component using a multi-aspect printer (MAP). At step 1402, a first portion of a component on a substrate of the MAP may be additively manufactured via a first AM technology. For example, a portion of a panel may be 3-D printed using selective laser melting (SLM) or another PBF technology. At step 1404, a second portion of the component on the MAP substrate may be additively manufactured via a second AM technology. In one embodiment, PBF or DMD technologies may be used in step 1402 to produce a metal panel. While one portion or region of the metal panel is being printed in step 1402, another portion of the metal panel that has already undergone 3-D printing via PBF or DMD is being 3-D printed using FDM, for example, to provide a smooth finish. Alternatively, spray forming may be used to provide finishing in step 1402.

The AM steps 1402 and 1404, above, may be performed concurrently (in whole or in part), in series, or in any suitable order. In another embodiment, at step 1406, a subtractive manufacturing (SM) operation may be applied to the component. For example, material may be cut away or removed to produce a hinge. The SM process may be performed by the MAP, and step 1406 may be performed subsequent to the AM operations in steps 1402 and 1404. In other embodiments, step 1406 may be performed in parallel with one or both of steps 1402 and 1404.

FIG. 15 illustrates a perspective view of an exemplary AM panel 1500, where a half of a top face plate 1502a is removed. Generally, such panels have wide application in the automobile and aircraft industries (among many others). The panels can be used for floors, interior and exterior doors, the hood, trunk area, fuselage (of an aircraft), and any area of a transport structure where paneling is needed. The panel 1500 is a generally flat panel including a top face plate 1502a, a bottom face plate 1502b, and an additively manufactured core 1508 disposed between the top and bottom face sheets 1502a-b. The AM core 1508 may include a matrix of cells 1504. In FIG. 15, the half of the top face plate 1502a is removed to illustrate a profile of the matrix of cells 1504. The cells may incorporate a variety of geometries. For example, the cells 1540 may be hexagonal cells. For example, the core 1508 may include a honeycomb structure, or a lattice structure. The core 1508 may include arrays of lattice structures and/or custom honeycomb structures, for example. In some embodiments, the top face plate 1502a and the bottom face plate 1502b are adhered to the core 1508 using an adhesive. The face sheets 1502a-b may be additively manufactured or manufactured using conventional methods, after which they are adhered to the core 1508. In some alternative embodiments, the face sheets 1502a-b may be co-printed with the core 1508. In these embodiments, the face sheets 1502a-b may be adhered to the core 1508 via an adhesive after the AM process has concluded. Alternatively or in addition, the face sheets 1502a-b may be affixed to the core 1508 using another method, such as heat fusion or the like.

While the face sheets 1502a-b of FIG. 15 are discussed as being affixed to lattice core 1508 directly or via an adhesive layer, it will be appreciated by those skilled in the art upon reading this disclosure that in certain applications, one or more additional layers of material(s) may be deposited between the core 1508 (or adhesive layer) and the face sheets to optimize the core for the intended structural application without departing from the spirit and scope of the claimed invention.

In an alternative embodiment, face sheets 1502a-b may be co-printed with respective sides of the core 1508 during the AM process, as opposed to after the AM process.

The core 1508 may be additively manufactured using a honeycomb or other lattice-based structure described further below. The AM process, being design independent, may use instructions provided to a 3-D printer to optimize the design of the core 1508 to meet the objectives of an intended structural application. For example, depending on the application of the panel 1508, such as for use in the flooring or as part of an interior side panel, etc., the optimization may specify physical parameters (e.g., tensile strength, rigidity, thickness, force vectors including shear forces and vertical forces etc., pressures and gradients thereof, etc.) and other potential geometrical, thermal, and material-based properties relevant to optimizing the panel 1500 for the intended structural application. In another exemplary embodiment, the panel 1500 may be a section of a fuselage, in which case various aerodynamic characteristics may be optimized for that intended application. As described below, customizing the core for an application may involve describing the geometry of the desired structure in a data model.

In general, the instructions to the 3-D printer may provide a modified honeycomb structure (or other custom lattice structure) that changes the properties of the panel to make it more suitable for a given application. This optimization process may conventionally be complex and involve substantial experimentation and design effort. However, according to certain aspects of the present disclosure, this potentially arduous process can be replaced wholesale, or at least substantially accelerated, using CAD or other software suites to form the honeycomb core. The resulting data and instructions can be included as part of a data model representing the core. The optimized data model with the corresponding instructions can then be provided to the 3-D printer, which then renders the physical structure.

The CAD instructions and/or the data model of the structure can also be varied to produce corresponding variations of the honeycomb structure. One advantage at this point is that no tooling or other hardware is needed through this period; the design process can advantageously be replaced with algorithms for optimizing the panel itself, instead of the conventional time-consuming process involved in identifying or constructing expensive tooling to produce the core. More generally, what is conventionally accomplished using complex physical tooling and labor-intensive manpower can now be accomplished in software and easily and efficiently converted to a hardware structure at a lower price using less labor.

The extensive versatility of 3-D printing also means that the designer is not limited to conventional honeycomb structures. Rather, in other exemplary embodiments, the core 1508 can be additively manufactured using any type of structure optimized for the intended application, as will be described with examples below. After the desired core 1508 is additively manufactured, a panel 1500 may be formed by adhering plates 1502a and 1502b to opposing sides. In an exemplary alternative embodiment, the entire sandwich panel (lattice core and face sheets) may be additively manufactured together, potentially with other co-printed structures. That is to say, in an exemplary embodiment, these structures can be additively manufactured together with the face sheets (like the panel 1500 of FIG. 15). In alternative exemplary embodiments, these structures can be manufactured as individual core structures. These core structures may thereafter be incorporated in traditional sandwich panel construction.

FIG. 16A illustrates a top view of an exemplary AM core 1608 in an unfolded configuration. FIG. 16B illustrates a top view of the exemplary AM core 1608 in a folded configuration. The unfolded configuration is the configuration when the AM core 1608 is a typical finished configuration when the AM core 1608 is in use, for example, when the AM core 1608 is being assembled to a panel and being installed in a transport structure. The AM core 1608 may be a core for the panel, which may be used for floors, interior and exterior doors, the hood, trunk area, fuselage (of an aircraft), and generally any area of a transport structure where paneling is needed. Additionally or alternatively, the AM core 1608 may be a core for a panel used for structures other than a transport structure. The panel may be a generally flat panel including a top face plate, a bottom face plate, and the additively manufactured core 1608 disposed between the top and bottom face sheets (See FIG. 15).

As shown in FIG. 16A, the AM core 1608 may include a plurality of cells (e.g., 1610, 1630, 1650). The AM core 1608 may include lattice structures and/or honeycomb structures in some embodiments. However, the AM core 1608 is not limited to the lattice structures or honeycomb structures. The AM core 1608 can be of any structures or in any shape. For example, the plurality of cells 1610, 1620, 1630, . . . , may be shaped as diamond, hexagon, triangle, square, pentagon, octagon, etc. Thus, while a hexagon is illustrated for illustrative purposes, the plurality of cells may have any of a variety of different shapes, whether symmetrical or asymmetrical. Each of the plurality of cells may have a plurality of sides and a plurality of connecting points. For example, the cell 1610 may include six sides 1611, 1612, 1613, 1614, 1615, 1616, and six connecting points.

Referring to FIG. 16A and FIG. 16B, the panel for use in a transport structure may include a first face sheet and a second face sheet, with the additively manufactured (AM) core 1608 affixed between the first and second face sheets. The AM core 1608 is foldable such that at least one portion of the AM core is movable between a folded position, as shown in FIG. 16B, and an unfolded position, as shown in FIG. 16A.

The AM techniques have significant flexibility with respect to materials that may be used. The AM techniques further have the flexibility to produce various shapes in different geometries for the AM core 1608. The AM core 1608 may have a cell cross-section that is different than a traditional shape. For example, the AM core 1608 may be configured to be printed with a much higher cross-sectional density than a typical finished unfolded configuration. For example, the AM core 1608 may be printed in a folded configuration as shown in FIG. 16B, which may be accomplished by incorporating co-printed features, such as hinges, that allow the AM core 1608 to be folded. The folded configuration is the configuration when the AM core 1608 is not in use, for example, when the AM core 1608 is being printed.

As shown in FIG. 16A and FIG. 16B, the AM core 1608 may include a plurality of hinges 1621, 1622, 1623 and 1624 that are configured to enable the AM core 1608 to be folded. The plurality of hinges 1621, 1622, 1623 and 1624 may be the hinges disclosed in U.S. patent application Ser. No. 15/926,847, which is incorporated herein by reference in its entirety. The AM core 1608 may include a honeycomb structure or a lattice structure. In one embodiment, the AM core 1608 may include a plurality of cells (e.g., 1610, 1630, 1650). Each of the plurality of cells may include a plurality of hinges (e.g., 1621, 1622, 1623, 1624) and a plurality of sides (e.g. 1611, 1612, 1613, 1614, 1615, 1616). For example, the cell 1610 may include the plurality of hinges 1621, 1622, 1623, 1624, and the plurality of sides 1611, 1612, 1613, 1614, 1615, 1616. The plurality of sides 1611, 1612, 1613, 1614, 1615, and 1616 may be movably attached to the plurality of hinges 1621, 1622, 1623 and 1624. The plurality of hinges 1621, 1622, 1623 and 1624 may be co-printed with the plurality of sides 1611, 1612, 1613, 1614, 1615, and 1616. Further details of the co-printed hinges (e.g., 1621, 1622, 1623, 1624) are disclosed in U.S. patent application Ser. No. 15/926,847.

As shown in FIG. 16A and FIG. 16B, at least one portion of the AM core 1608 is movable between a folded position and an unfolded position. The AM core 1608 is in the unfolded configuration when the at least one portion is the unfolded position. The AM core 1608 is in the folded configuration when the at least one portion is the folded position. There are many ways for the AM core 1608 to be folded, depending on the geometry of the cells of the AM core 1608, the packaging process, and other factors.

In one embodiment, each of the plurality of cells (e.g., 1610, 1630, 1650) comprises four hinges (e.g., 1621, 1622, 1623, 1624) and six sides (e.g. 1611, 1612, 1613, 1614, 1615, 1616), where the six sides being movably connected with the four hinges. For example, the four hinges (e.g., 1621, 1622, 1623, 1624) may be co-printed with the six sides (e.g. 1611, 1612, 1613, 1614, 1615, 1616) using AM techniques.

The AM core 1608 may include a first portion that is movable. The first portion in the cell 1610 may include the sides 1611, 1612, 1613, and 1614, and the hinges 1622, 1623. For example, when the first portion is in the unfolded position, the cells (e.g., 1610, 1630, 1650) may be hexagon shapes as shown in FIG. 16A. For example, the cells (e.g., 1610, 1630, 1650) may be in a regular hexagon shape. A hexagon is a six-sided polygon. A regular hexagon is defined as a hexagon that is both equilateral and equiangular. Like squares and equilateral triangles, regular hexagons fit together without any gaps. In general, the cells of a honeycomb structure are hexagonal because the shape makes efficient use of space and building materials. As shown in FIG. 16A, the cell 1610 has a surface cross sectional area of 1618a when the first portion is in the unfolded position. The angle 1619a between the side 1611 and the side 1615 is 120 degrees.

As shown in FIG. 16B, when the first portion is in the folded position, the angle 1619b between the side 1611 and the side 1615 is much smaller than the angle 1619a between those same sides. For example, the angle 1619b may be less than 5 degrees, 15 degrees, 30 degrees, etc. The side 1911 moves from a first position that is 120 degrees to the side 1615 to a second position that is in close proximity with the side 1615. Similarly, the sides 1612, 1613, 1614 and the hinge 1622, 1623 also moves from a first position to a second position. The cell 1610 has a surface cross-sectional area generally shown by 1618b when the first portion is in the folded position. The area 1618b is much smaller than the area 1618a when the first portion is in the unfolded position. For example, the cross-sectional surface area 1618a in the unfolded configuration may be 5, 8, 10, 20, 50, 100, 1000 times larger than the cross-sectional surface area 1618b in the folded configuration. For example, the cross-sectional surface area 1618b may have a thickness of 0.75 mm, 1.5 mm, 3 mm, 6 mm, 12 mm, 15 mm, 18 mm, 21 mm, 24 mm, 27 mm, 30 mm, 60 mm, or any values there between. Values outside the above range are also possible. The thickness of the cross-sectional surface area 1618a in the unfolded configuration may be similar to a conventional honeycomb structure. The thickness of the cross-sectional surface area 1618b may be determined by a number of rows that are being folded. The cell 1610 may further have a higher cross-sectional density in the folded configuration than in the unfolded configuration.

Referring to FIG. 16A and FIG. 16B, the plurality of hinges (e.g., 1621, 1622, 1623, 1624) allow the AM core 1608 to be compacted to a much smaller volume in the folded configuration when printing than in the unfolded configuration when in use. Advantageously, the foldable AM core 1608 enables a high productivity rate during the printing process, which is achieved by efficient space utilization of the print volume by printing foldable structures. Thus, the printing efficiency is increased. As a result, the cost and time for producing the AM core 1608 is reduced.

Moreover, since the cross-sectional area 1618b of the cells of the AM core 1608 in the folded configuration is much smaller than the cross-sectional area 1618a of the cells of the AM core 1608 in the unfolded configuration, the AM core 1608 can be printed in a printer with an actual printing envelope that is smaller than the cross-sectional area 1618a of the AM core 1608 in unfolded configuration. In this way, the printer can be used to print the AM core 1608 with the cross sectional area 1618a in the unfolded configuration being larger than the actual printing envelope, as long as the AM core 1608 has the cross sectional area 1618b in the folded configuration that is smaller than the actual printing envelope. The AM core 1608 may be printed in the folded configuration. Then, the AM core 1608 may be unfolded to expand to the original unfolded configuration. Therefore, the AM core 1608 having a cross sectional area 1618a much larger than the actual printing envelope of the printer can be printed.

The foldable AM core 1608 may be produced using any suitable materials or compounds. The AM core 1608 may be used in panels for a wide variety of applications, which may benefit from the dynamic foldable AM core. FIG. 16A and FIG. 16 B only illustrate an example, there are many variations possible. The AM core 1608 may be folded and unfolded in many other ways, in many other directions, and with many other geometric shapes, without departure from the sprit and the scope of this disclosure. Moreover, the foldable nature of the additively manufactured materials as disclosed herein need not be limited applications relevant to panel cores. Rather, one skilled in the art upon review of this disclosure should appreciate that the use of folded structures in general can benefit many applications on the transport structure. In an embodiment, for example, an interior panel (or panel sheet, such as a face sheet or an interior play) may be additively manufactured in a folded configuration in printer with a small envelope, and may subsequently be unfolded to its intended configuration. The panel may thereafter be reinforced as necessary to increase strength or it simply may be assembled with one or more substructures into a vehicle. Still other examples of parts in transport structure may use the foldable configuration of the disclosure to achieve a greater size from a smaller print envelope.

The foldable AM core 1608 may be bonded securely to the face sheets (See FIG. 15).

The bonding between the foldable AM core 1608 and the face sheets may prevent the contraction of the AM core 1608 back into the folded configuration. Additionally or alternatively, an adhesive may flow between interfaces of the hinges, which may provide additional locking of the foldable AM core 1608 in the unfolded configuaration.

FIG. 17 illustrates a simplified side view of an exemplary AM panel edge having a varying thickness. In the illustrated example, the AM core 1708 may comprise a thickness 1710 varying along a length 1702 of the AM core in the Z direction 1701. In another example, the AM core 1708 may comprise a thickness varying along a horizontal width 1702 of the AM core relative to the build plate 1706 as shown. In yet another example, the AM core 1708 may comprise a thickness varying along both a width 1703 and a length 1702 of the AM core (although only one such variable thickness 1710 is shown in FIG. 17 due to the uni-directional nature of the drawing). Due to the flexibility of the AM process, the AM core 1708 may be printed such that various surface contours, varying panel thicknesses, or other desired features may be created in the panel. For example, a sandwich panel may be composed of an interior core and two outer face sheets. If one of the sides of the core includes a unique surface contour, the face sheet on that side may be placed on the side with the surface contour to conform to the shape of the contour. Thus, based on the variable thickness additively manufactured core 1708, a corresponding panel having the same shape can be constructed.

FIG. 18 illustrates an exemplary flow diagram of a method 1800 for producing a panel for use in a transport structure. The method 1800 may include a step 1810 of additively manufacturing a core. The step 1810 of additively manufacturing a core may include the various additively manufacturing processes discussed above. The step 1810 of additively manufacturing a core may further include a step 1815 of co-printing a plurality of hinges with at least one portion of the AM core, where the plurality of hinges being configured to enable the at least one portion to be folded. Further details of the step 1815 of co-printing the plurality of hinges may be found in U.S. patent application Ser. No. 15/926,847. The method 1800 may further include a step 1820 of attaching a first face sheet to a first side of the AM lattice core, and a step 1830 of attaching a second face sheet to a second side of the AM lattice core.

The previous description is provided to enable any person skilled in the art to practice the various aspects described herein. Various modifications to these exemplary embodiments presented throughout this disclosure will be readily apparent to those skilled in the art, and the concepts disclosed herein may be applied to other techniques for printing nodes and interconnects. Thus, the claims are not intended to be limited to the exemplary embodiments presented throughout the disclosure, but are to be accorded the full scope consistent with the language claims. All structural and functional equivalents to the elements of the exemplary embodiments described throughout this disclosure that are known or later come to be known to those of ordinary skill in the art are intended to be encompassed by the claims. Moreover, nothing disclosed herein is intended to be dedicated to the public regardless of whether such disclosure is explicitly recited in the claims. No claim element is to be construed under the provisions of 35 U.S.C. §112(f), or analogous law in applicable jurisdictions, unless the element is expressly recited using the phrase “means for” or, in the case of a method claim, the element is recited using the phrase “step for.”

Claims

1-26. (canceled)

27. A method for producing a panel for use in a transport structure, comprising:

additively manufacturing a core, comprising co-printing a plurality of hinges with at least one portion of the core, the plurality of hinges being configured to enable the at least one portion to be folded;

attaching a first face sheet to a first side of the core; and

attaching a second face sheet to a second side of the core.

28. The method of claim 27, wherein additively manufacturing the core comprises additively manufacturing at least one of a honeycomb structure and a lattice structure.

29. The method of claim 27, wherein the core comprises a plurality of cells, each of the plurality of cells comprising one or more hinges and one or more sides.

30. The method of claim 29, wherein co-printing a plurality of hinges comprises co-printing the one or more hinges and the one or more sides for each of the plurality of cells in the core.

31. A method for additively manufacturing a core, comprising:

additively manufacturing at least one of a honeycomb structure or a lattice structure core;

co-printing a plurality of hinges with at least a portion of the at least one of a honeycomb structure or a lattice structure core.

32. The method of claim 31, wherein the honeycomb structure or lattice structure core comprises a plurality of cells, each of the plurality of cells comprising one or more hinges and one or more sides.

33. The method of claim 32, wherein co-printing a plurality of hinges comprises co-printing the one or more hinges and one or more of six sides for each of the plurality of cells in the core.

34. The method of claim 32, wherein each of the plurality of cells is hexagonal.