Ford Global Technolgoies, LLC

Ford Motor Company Limited

Tim Alan Mouch

Michael Musa Azzouz

Musa Azzouz

Ridha Baccouche

Paul Elia

Jagjit Romana

Eric Emil Jackson

Stephen Pien

Chris P Roxin

Charlie Qian

Jim William Dunham

Sino Johan Van Dyk

Parameswararao Pothuraju

Jeffrey Ronald Bohmer

Viktor Kostrominov

William Edward Draper, Iii

Jay Curtiss Griffith

A battery assembly may include a tray, a battery pack received within the tray, a cover positioned over the battery pack and a mounting assembly connected to the tray and including at least one bushing configured to establish an interface with a vehicle component.

Vehicle frame mounted high voltage battery assembly

A battery assembly according to an exemplary aspect of the present disclosure includes, among other things, a tray, a battery pack received within the tray, a cover positioned over the battery pack and a mounting assembly connected to the tray and including at least one bushing configured to establish an interface with a vehicle component.

A method is provided for lowering a tailgate of a motor vehicle when that motor vehicle is hitched to a trailer having a component that interferes with the lowering of the tailgate. The method comprises the steps of displacing a section of the tailgate to form a clearance opening in the tailgate, folding the tailgate into a lowered position and accommodating the component of the trailer in the clearance opening when the tailgate is folded and lowered. Various tailgate assemblies for performing the method are also disclosed.

Tailgate assembly and method for accessing a cargo box of a pickup truck hitched to a trailer

A structural joint is formed between the upper frame rail, which bends downwardly to define a generally vertically extending portion, and a generally fore-and-aft extending lower frame rail that can be tuned to manage the flow of crash energy during an impact situation. The upper frame rail is formed as a conventional four-sided tube, but is reformed at the intersection with the lower frame rail into a multiple-sided configuration that defines a mating surface for connection to the lower frame rail. The size of the mating surface has a fore-and-aft width dimension of between 20 and 40 millimeters and can be tuned to selectively control the management of crash forces encountered during an impact. The welded connection between the upper and lower frame rails forming this structural joint provides adequate stiffness and rigidity for the function of an automotive frame, yet presents a reduced shear strength in the fore-and-aft direction.

Tubular structural joint for automotive front end

A process for connecting a hydroformed front rail member of an automotive frame to the body side inner (rocker) beam does not require a substantive re-design of the frame to accommodate an overlapping parallel orientation of two tubular frame members. The hydroformed front rail member is laser cut at the rearward end thereof to remove a portion of a side wall of the tubular member to form a C-shaped section. The front rail member is formed with a vertical dimension that provides a nesting relationship between the C-shaped section of the front rail member and the body side inner member so that the rocker beam can be received into the C-shaped section. Welding between the two members can be accomplished using either MIG-welding or spot-welding processes. A body side reinforcement can be added to provide a stiff frame joint as the reinforcement is swept off the rail structure to provide a box section.

Rail to rocker joint using hydroformed members

A structural joint is formed between the upper frame rail, which bends downwardly to define a generally vertically extending portion, and a generally fore-and-aft extending lower frame rail that can increase bending resistance without sacrificing crash energy management of the horn section of the lower frame rail. The structural joint is reinforced with a crushable tubular reinforcement member formed in a clamshell configuration that includes a forwardly extending support arm positioned beneath the horn section to lower the center of gravity of a downwardly angled horn section to prevent premature bending thereof when encountering crash energy from a frontal impact. The horn section is formed in a pre-folded configuration to enhance the crash energy management of the horn section. The tubular reinforcement provides a double cell structural configuration adjacent the structural joint to provide a crushable structural joint that enables an effective management of crash energy.

Double cell crushable joint for automotive front end

A tubular front end structure for use with a unitized automotive frame. The tubular front end structure includes a pair of upper frame rail members that are welded to the A-pillar at vertically spaced positions. A first upper rail member provides support for the fender and bends downwardly and forwardly to support tubular upper and lower radiator supports. The other upper rail member connects to the other upper rail member and bends downwardly to connect with the lower frame rail at an intermediate position to provide support for the shock tower. The lower frame rail is formed with an 'S-bend' to correspond to the shape of the unitized automotive frame and includes a bracket attached thereto at the S-bend to increase the section properties of the lower frame rail as required to maintain the section properties of the replaced frame structure.

Front end tubular structure for unitized body vehicles

A shock tower support structure utilizes a hydroformed tubular member that extends horizontally along the upper vehicle frame rail and wraps around the front edge and upper portion of the shock tower assembly to join into the lower vehicle frame rail. The shock tower support member is welded to the upper vehicle frame and also to the lower vehicle frame. The loading of the spot welds is in shear to provide improved stiffness in the support of the vehicle shock tower assembly. The support structure also provides increased crash resistance for front impacts into the vehicle. The front apron in conventional shock tower supports can be replaced by a plastic panel that has associated components pre-assembled thereon to be installed into the vehicle as a module.

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Troy, MI, United States of America

Tim Alan Mouch