Dana Corporation

Stephen M Lapic

Robert D Durand

Richard A Marando

Kenneth J Bonnville

Andrew R Simboli

George M Hetrick, Iii

A vehicle frame assembly includes a plurality of structural members that are connected together to form a vehicle frame assembly. At least one of the structural members has one or more tabs extending therefrom. Preferably, the structural member is hollow, and the tabs extend within the hollow structural member. An energy absorbing structure is secured to one or more of the structural members. A portion of the energy absorbing structure can extend within the hollow structural member into abutment with the plurality of tabs.

Vehicle body and frame assembly including energy absorbing structure

A vehicle frame assembly has an energy absorbing structure including a first portion having a first generally uniform dimension. A second portion extends from the first portion and has a second generally uniform dimension that is greater than the first generally uniform dimension of the first portion, thereby defining a first shoulder between the first portion and the second portion. A third portion extends from the second portion and has a third generally uniform dimension that is less than the first generally uniform dimension of the first portion, thereby defining a second shoulder between the second portion and the third portion. The second portion has at least one stiffening rib formed therein. The third portion has at least one stiffening rib formed therein that is discontinuous with the stiffening rib formed in the second portion. The energy absorbing structure is adapted to be deformed during a collision such that the third portion is moved within the second portion to absorb energy.

A bracket assembly for supporting both an upper control arm and a spring suspension mechanism in a vehicular body and frame assembly includes a first bracket that is generally U-shaped, including a central portion and a pair of opposed side portions. The central portion of the first bracket has a lower edge that extends generally longitudinally and preferably is shaped to correspond with the shape of an upper surface of a side rail of the vehicle frame assembly. The side portions of the first bracket extend generally perpendicularly relative to the central portion. The bracket assembly further includes a second bracket that is generally formed in the shape of an inverted cup, including an inner central portion, a pair of opposed side portions, and an outer central portion. The inner central portion of the second bracket is sized and shaped to extend adjacent to the central portion of the first bracket. Portions of the first and second brackets are welded together to form the bracket assembly. When so assembled, the first side portion of the first bracket extends generally parallel to the first side portion of the second bracket, and the second side portion of the first bracket extends generally parallel to the second side portion of the second bracket. These two pairs of the side portions form two support structures for pivotably supporting the ends of the upper control arm. The inverted cup-shaped structure of the second bracket provides a structure for receiving and positively retaining the upper end of the suspension spring mechanism therein.

Two-piece upper control arm and spring mounting bracket

An engine cradle is formed from tubular stock material using mechanical bending and hydroforming techniques. To facilitate connections with the body and frame assembly of the vehicle, hollow end portions of the engine cradle are subjected to an end forming operation. The result of the end forming operation is that the hollow end region of the engine cradle is deformed to have a generally U-shaped cross section having an aperture formed therethrough. The central portion of the U-shaped end region is flat so as to facilitate the connection of the engine cradle to the body and frame assembly of the vehicle. The central portion also has an effective wall thickness which is equal to the sum of the wall thicknesses of the upper and lower walls of the original hollow region. Similarly, the side portions of the U-shaped end region are also flat and have double wall thicknesses. Consequently, the U-shaped end region is quite strong and rigid, allowing it to be connected directly to the body and frame assembly of the vehicle without ancillary support devices, such as rigid spacers. The U-shaped end region also provides desirable lateral and torsional rigidity to the joint between it and the body and frame assembly.

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Shillington, PA, United States of America

Stephen M Lapic