CN117529431A - Crash absorbing element for a motor vehicle - Google Patents
Crash absorbing element for a motor vehicle Download PDFInfo
- Publication number
- CN117529431A CN117529431A CN202280041171.1A CN202280041171A CN117529431A CN 117529431 A CN117529431 A CN 117529431A CN 202280041171 A CN202280041171 A CN 202280041171A CN 117529431 A CN117529431 A CN 117529431A
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- Prior art keywords
- motor vehicle
- absorbing element
- diagonal
- lateral
- impact
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- 238000010521 absorption reaction Methods 0.000 claims abstract description 13
- 230000006835 compression Effects 0.000 claims abstract description 12
- 238000007906 compression Methods 0.000 claims abstract description 12
- 230000000977 initiatory effect Effects 0.000 claims description 25
- 230000002787 reinforcement Effects 0.000 claims description 23
- 239000002184 metal Substances 0.000 description 9
- 238000003466 welding Methods 0.000 description 9
- 230000008901 benefit Effects 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 4
- 108010066278 cabin-4 Proteins 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 230000021715 photosynthesis, light harvesting Effects 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000001856 erectile effect Effects 0.000 description 1
- 239000011796 hollow space material Substances 0.000 description 1
- 239000007769 metal material Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000001681 protective effect Effects 0.000 description 1
- 230000003014 reinforcing effect Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
- B62D21/152—Front or rear frames
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/08—Front or rear portions
Abstract
The invention relates to a crash absorption element (13) for a motor vehicle. The impact-absorbing element (13) is intended to be assembled on the rear end of a side rail of the motor vehicle. The impact absorbing element (13) comprises: a diagonal brace (14); -a fixing member (15) for allowing the fixing of the diagonal stay (14) with a longitudinal beam of the motor vehicle; and a fixing device (16) for allowing the fixing of the diagonal stay (14) to the rear panel of the motor vehicle. In the crash absorbing element (13) according to the invention, the diagonal strut (14) comprises deformable means, so-called means (18) with planned deformation, configured for permitting the dissipation of mechanical energy in the event of compression of the diagonal strut (14).
Description
Technical Field
The present invention claims priority from french application 2106063 filed on 6.9 of 2021, the contents of which application (text, figures and claims) are incorporated herein by reference.
The technical background of the present invention relates to the technical background of structural elements constituting the rear of a motor vehicle and in particular of rear protective structures configured for absorbing collisions occurring at the rear of said motor vehicle. More particularly, the present invention relates to a collision absorbing element for a motor vehicle.
Background
In the prior art, rear structural elements of motor vehicles are known, which are configured to improve the safety of the motor vehicle and its occupants in the event of a crash applied to the rear of the motor vehicle. Among these structural elements, in order to absorb mechanical forces due to collisions applied to the rear of the motor vehicle, it is known to equip the rear of the motor vehicle with a rear bumper which is integrally fixed with two rear side stringers of the chassis of the motor vehicle. When a rear collision is applied to the motor vehicle, the rear bumper deforms, absorbs mechanical force due to the collision, and transmits the mechanical force to the side stringers, so as to limit damage to the rear of the motor vehicle and secure the safety of occupants of the motor vehicle.
A disadvantage of these motor vehicle structural elements is that during the transmission of the mechanical forces from the rear bumper there is a risk of tilting the side rail. In particular, there is a risk of the lateral stringers bending as a result of pivoting along a vertical plane (also referred to as a risk of plumbization).
An invention patent FR3014072_b1 is also known, which relates to the structure of the rear portion of the body of a motor vehicle. The rear portion structure of the motor vehicle body described herein includes a load floor fixed between two small stringers made of a metal plate and a rear panel extending laterally between two respective rear end portions of the two small stringers, the rear panel being spaced apart from each of the two rear end portions of the two small stringers. According to the invention described in this patent FR3014072_b1, the space existing between each of the two stringers and the rear panel is filled by a single piece comprising two portions, one of which functions to lengthen the stringers and the other to strengthen the connection between each stringer and the rear panel. The single piece is thereby able to fill the space existing between the side rail and the rear panel, while reinforcing the connection between the side rail and the rear panel.
The disadvantage of these structures is that they are not designed to improve any energy dissipation in the event of a rear collision and that they have no effect on the risk of the small stringers being vertical.
Disclosure of Invention
The object of the present invention is to provide a new crash absorbing element for a motor vehicle in order to overcome the above problems, at least to a large extent, and to bring about other advantages.
It is a further object of the present invention to provide a crash absorbing element for a motor vehicle which is configured to reduce the severity of a rear crash occurring at the location of the motor vehicle in which it is equipped.
Another object of the present invention is to provide a low cost impact absorbing element for a motor vehicle in order to limit the cost of such impact absorbing element relative to existing impact absorbing elements for motor vehicles.
Another object of the present invention is to provide a crash absorbing element for a motor vehicle that does not occupy a volume, so as to ensure compactness and portability of the motor vehicle.
Another object of the present invention is to provide a crash absorbing element for a motor vehicle that is lightweight so as not to negatively affect the mass of the motor vehicle.
It is a further object of the present invention to provide a crash absorbing element for a motor vehicle configured to meet a rear end collision protocol.
According to a first aspect of the present invention, at least one of the above objects is achieved by a crash absorbing element for a motor vehicle for assembly on a rear end portion of a side rail of the motor vehicle, the crash absorbing element comprising: (i) A diagonal brace (jambe de force) comprising a so-called deformable device with planned deformation configured to permit mechanical energy dissipation in the event of compression of the diagonal brace; (ii) A fixing member for allowing fixing of the diagonal stay with a side member of the motor vehicle; (iii) And fixing means for allowing the fixing of the diagonal stay to the rear panel of the motor vehicle.
The crash absorbing element according to the first aspect of the invention is configured for equipping a mechanical reinforcement system for a motor vehicle. Such a mechanical reinforcement system comprises a rear panel and a lateral longitudinal beam of said motor vehicle. In such a mechanical reinforcement system, the rear end portion of the side rail is integrally fixed with the rear panel, and the impact absorbing member includes a fixing region fixed with the side rail and with the rear panel.
In the crash absorbing element according to the first aspect of the invention, the deformable means of the diagonal strut is so-called having a planned deformation. It is understood that the deformable means of the diagonal member are configured to deform in accordance with the desired configuration in the event of compression of the diagonal member. In a motor vehicle equipped with the impact-absorbing element according to the invention, the diagonal stay compresses in particular in the event of a collision at the rear of the motor vehicle. When the diagonal members are compressed, the deformable means of the diagonal members deform according to a desired configuration which is able to dissipate the mechanical energy which has caused the diagonal members to compress and to transfer the remaining mechanical energy in a manner substantially parallel (advantageously collinear) with the lateral stringers. In a motor vehicle equipped with the invention and thus deformed, the diagonal braces protect the lateral stringers from being erectile by orienting the mechanical energy towards the lateral stringers, while limiting the mechanical forces transmitted to the lateral stringers.
In the impact-absorbing element according to the first aspect of the invention, the fixing member is for allowing the fixing of the diagonal stay to the side member of the motor vehicle. In a motor vehicle equipped with the invention, the fixing member integrates the diagonal stay with the lateral longitudinal beam and allows transmission of mechanical forces from the impact absorbing element towards the longitudinal beam. Thereby, the fixing member can protect the rear side member from being straightened in the event of a rear collision.
In the crash absorbing element according to the first aspect of the invention, the fixing means is for allowing the fixing of the diagonal stay to the rear panel of the motor vehicle. In a motor vehicle equipped with the invention, the fixing means enable the transmission of mechanical forces coming from the rear of the motor vehicle and transmitted to the rear panel to the diagonal stay. By being secured to the rear panel, the impact absorbing element according to the first aspect of the invention dissipates mechanical forces from the rear panel.
Such a collision absorbing element is equipped with a diagonal stay for simultaneous fixation with the rear panel of the motor vehicle and with the lateral longitudinal beam of the motor vehicle, which collision absorbing element is able to limit the risk of tilting the lateral longitudinal beam in the event of a collision at the rear of a motor vehicle equipped with the collision absorbing element. Thereby, the solution is able to protect the rear side rail from being vertical in the event of a rear collision, while being easy to implement. The impact-absorbing element according to the invention has the advantage that the drawbacks mentioned more above are overcome without having to bring about significant modifications to the mechanical reinforcement system and/or to the motor vehicle in which it is equipped.
The impact-absorbing element according to the first aspect of the invention advantageously comprises any one of the following improvements, the technical characteristics forming these improvements being applicable either individually or in combination:
-the diagonal stay comprises: (i) A lower wall for being located facing a lower face of the side member; (ii) Two lateral walls located on either side of the lower wall, the diagonal braces having a triangular longitudinal profile along a longitudinal direction parallel to the elongation of the stringers on which the impact absorbing element is to be assembled. In a motor vehicle equipped with the invention, such a triangular longitudinal profile contributes to the transmission of the mechanical energy from the rear panel towards the lateral stringers. It is understood that the lower wall of the diagonal stay forms the side of the triangular profile, which side serves to extend transversely between the rear panel of the motor vehicle and the lower face of the longitudinal beam. It is understood that the lower wall of the diagonal stay forms the side of the triangular profile for extending obliquely with respect to the rear panel of the motor vehicle and with respect to the lower face of the longitudinal beam;
the means with planned deformation comprise a first cavity, so-called concave, which is formed on the lower wall of the diagonal stay. The first cavity is deformable. The first cavity facilitates planned deformation of the device with planned deformation. The first cavity is capable of absorbing mechanical compression forces of the diagonal strut. It is understood that the first cavity forms a generally planar hollow space of the device with the planned deformation relative to the lower wall of the diagonal member. Advantageously, the first "concave" cavity forms a hollow in the longitudinal profile of said diagonal stay. In other words, the concave cavity forms a recess oriented in the direction of the side rail in which the impact-absorbing element according to the invention is intended to be assembled;
-said concave cavity is located near the rear end of the lower wall of said diagonal stay, said rear end being intended to be located on the side of the rear panel of said motor vehicle. In this way, in a motor vehicle equipped with the invention, the concave cavity contributes to the deformation of the device with the planned deformation for orienting the mechanical forces towards the lower face of the lateral longitudinal beam. In particular, the concave cavity in the proximal position relative to the rear panel in the proximal end is able to induce, in a motor vehicle equipped with the invention, a planned deformation in the direction of the lateral stringers;
-said concave cavity is formed by stamping the lower wall of said diagonal stay. The stamping being capable of folding the lower wall of the diagonal brace member to define the concave cavity;
-the concave cavity comprises a bottom delimited by a circular profile;
-the bottom of the concave cavity is planar;
-the bottom of the concave cavity is parallel to the lower face of the longitudinal beam on which the impact absorbing element is intended to be assembled;
-the concave cavity comprises an opening located at the centre of the concave cavity. Advantageously, the opening is circular and concentric with a circular profile delimiting the bottom of the concave cavity;
the means with planned deformation comprise a second cavity, so-called convex, which is formed on the lower wall of the diagonal stay. The second cavity is deformable. The second cavity facilitates planned deformation of the device with planned deformation. The second cavity is capable of absorbing mechanical compression forces of the diagonal strut. It is understood that the second cavity forms a generally planar hollow with respect to the lower wall of the diagonal member. Advantageously, the second "convex" cavity forms a boss in the longitudinal profile of the diagonal strut. In other words, the convex cavity forms a recess oriented in the opposite direction with respect to the lateral longitudinal beam in which the impact-absorbing element according to the invention is assembled;
-the convex cavity forms a recess oriented in an opposite direction relative to the concave cavity. By forming recesses oriented in opposite directions, the convex cavities and the concave cavities facilitate planning of deformation of the device with planned deformation;
-the convex cavity is formed by stamping the lower wall of the diagonal stay. The stamping being capable of folding the lower wall of the diagonal brace member to define the concave cavity;
-the convex cavity comprises a bottom delimited by a circular profile;
-the bottom of the convex cavity is planar;
-the bottom of the convex cavity is parallel to the lower face of the stringer on which the impact absorbing element is intended to be assembled;
-the dimensions of the convex cavity and/or the dimensions of the circular profile of the convex cavity are equal to the dimensions of the concave cavity and/or the dimensions of the circular profile of the concave cavity;
-the device with planned deformation comprises an initiation region configured for enabling folding of the diagonal stay along a folding line delimited by the initiation region. The initiation region is capable of initiating the planned deformation when the diagonal strut is subjected to compression. For this purpose, the initiation region is a region that is particularly sensitive to the deformation in the device with the planned deformation. In particular, initially, the diagonal stay is folded along the fold line in order to progressively deform the device with the planned deformation according to the desired configuration. In other words, the initiation region initiates the planned deformation when compression of the diagonal strut occurs. In a motor vehicle equipped with the invention, the initiation region contributes to the deformation by folding over the device with planned deformation, to dissipate the energy of the rear impact and to reduce the mechanical forces transmitted to the lateral stringers. This deformation contributes to transmitting mechanical forces towards the lower face of the lateral stringers;
-the initiation region is located between the concave cavity and the convex cavity;
-a fold line delimited by the initiation region passes through the lower wall and extends between the two lateral walls of the diagonal stay. Advantageously, each point of the fold line is equidistant with respect to the center of each of the cavities of the device with the planned deformation;
-the initiation region comprises two grooves, each groove being formed at the location of a lateral edge of the diagonal member, the lateral edge being formed by the folded region of the lower wall and by one of the lateral walls of the diagonal member. Each of the two lateral edges of the diagonal brace joins the lower wall and one of the lateral walls of the diagonal brace. A "groove" is understood to be a hollow, long and narrow groove. The transverse profile of the groove is hollow so that the bottom of the groove is the deepest part of the groove. The recess is advantageously arranged with its bottom oriented towards the lower face of the lateral longitudinal beam, that is to say, away from the lower wall of the diagonal strut. Such a bottom portion contributes to the collapse of the folded region by being raised. In the initiation region, the two grooves are capable of initiating the deformation by folding over the device with the planned deformation at the fold line location. It is understood that the fold line extends from one groove to the other. In other words, the two grooves form an axis about which the diagonal strut collapses as it compresses longitudinally. Advantageously, the two grooves are parallel and advantageously collinear with respect to each other;
the initiation region is comprised between two circular profiles delimiting the bottom of each cavity (i.e. the concave cavity and the convex cavity);
each groove is formed by stamping. The stamping is capable of folding the lateral edges of the diagonal strut to define a recess of the initiation region;
-the impact absorbing element is one-piece. By "one-piece" is understood that the elements forming the impact-absorbing element according to the invention cannot be separated from each other without compromising its full or partial integrity. The impact-absorbing element according to the invention thus forms an integral body, considered as a single body, which is composed of a single and identical continuous piece, which is integrally formed and obtained during the same manufacturing process. The invention according to the first aspect of the invention thus advantageously enables a prefabricated crash-absorbing element to be obtained, the manufacture of which is simplified, since the crash-absorbing element omits any assembly and the presence of the fixing means. Furthermore, the unitary impact-absorbing element may be manufactured to have a variety of different dimensions to accommodate different models of motor vehicles. In addition, such impact absorbing elements are more rigid and lighter;
-said impact absorbing element is formed by stamping. The punch is capable of folding a panel forming the impact absorbing element to define the diagonal strut, the securing member and the securing means. Whereby the stamping is in particular capable of forming the means of the diagonal member with the planned deformation, the lower wall of the diagonal member and the lateral walls of the diagonal member;
-said impact absorbing element is formed from sheet metal. Typically, the impact absorbing member is formed by folding the metal plate;
-the thickness of the metal plate forming the impact absorbing element is between 1mm and 2 mm. The metal plate forming the impact-absorbing member includes two surfaces (a first surface opposite to a second surface), and the thickness of the metal plate forming the impact-absorbing member according to the first aspect of the invention is the shortest distance between the first surface and the second surface of the metal plate. Preferably, the metal plate forming the impact absorbing member has a thickness equal to 1.2 mm;
-the impact absorbing element is formed of a metallic material. The impact-absorbing element is preferably formed from steel.
According to a second aspect of the present invention, there is provided a mechanical reinforcement system for a motor vehicle, the mechanical reinforcement system comprising: (i) a rear panel; (ii) A side rail of the motor vehicle, a rear end portion of the side rail being integrally fixed with the rear panel; (iii) A crash absorbing element according to the first aspect of the invention or according to any of the improvements of the invention, the crash absorbing element comprising a securing region secured to the side rail and to the rear panel.
A mechanical reinforcement system according to the second aspect of the invention is configured for equipping a motor vehicle.
Such a mechanical reinforcement system, equipped with a crash absorbing element according to the first aspect of the invention, is able to limit the risk of tilting the lateral stringers in the event of a crash at the rear of a motor vehicle equipped with said mechanical reinforcement system. This solution thus makes it possible to protect the rear side rail from being vertical in the event of a rear collision.
The mechanical reinforcement system for a motor vehicle according to the second aspect of the invention advantageously comprises any one of the following improvements, the technical characteristics forming these improvements being able to be adopted alone or in combination:
-the impact absorbing element is integrally fixed in connection with the lateral longitudinal beam by welding the first lateral wall of the diagonal strut on the outer lateral surface of the lateral longitudinal beam. Typically, the first lateral wall of the diagonal strut of the impact-absorbing element is integrally fixed with the outer lateral surface of the lateral longitudinal beam by a permanent fixing member. Such fixation can ensure that the rear side member and the impact absorbing member are integrally connected to each other, regardless of compression of the impact absorbing member and deformation of the deformable means. When the first lateral wall of the diagonal strut of the impact-absorbing element is integrally fixed by welding with the outer lateral surface of the lateral longitudinal beam, the remaining energy of the impact is transmitted from the impact-absorbing element to the longitudinal beam;
-the impact absorbing element is integrally fixed to the rear longitudinal beam by welding a second lateral wall of the diagonal strut on the lower face of the rear longitudinal beam, said second lateral wall comprising a fixing tab. Typically, the fixing tab of the second lateral wall of the diagonal strut of the impact-absorbing element is fixed integrally with the lower face of the lateral longitudinal beam by a permanent fixing member. Such fixation can ensure that the rear side member and the impact absorbing member are integrally connected to each other, regardless of compression of the impact absorbing member and deformation of the deformable means. When the second lateral wall of the diagonal strut of the impact-absorbing element is integrally fixed by welding with the lower face of the lateral longitudinal beam, the remaining energy of the impact is transmitted from the impact-absorbing element to the longitudinal beam;
-the impact absorbing element is fixed to the rear panel by welding of the rear panel to the assembly tab of the diagonal stay. In this case, the impact absorbing member is directly fixed to the rear panel. Typically, the assembly tabs of the diagonal strut members of the impact absorbing element are integrally secured with the rear panel by permanent securing means. Such fixation can ensure that the rear panel and the impact absorbing member are integrally connected to each other at the time of collision at the rear portion of the rear panel. The energy of the impact is transmitted from the impact absorbing element when the assembly tab of the diagonal stay of the impact absorbing element is integrally fixed with the rear panel by welding. Alternatively, the impact absorbing element is fixed with the rear panel by means of a fixing plate of the side rail (which fixes the side rail with the rear panel) while the assembly tab of the diagonal stay is welded with the fixing plate of the side rail. In this case, the impact absorbing member is indirectly fixed to the rear panel.
According to a third aspect of the present invention there is provided a motor vehicle comprising a mechanical reinforcement system according to the second aspect of the present invention or according to any of the improvements of the present invention.
Various embodiments of the invention are provided while integrating the various optional features set forth herein according to all possible combinations.
Drawings
Other features and advantages of the invention will become more apparent from reading the detailed description of a plurality of embodiments given hereinafter by way of illustrative and non-limiting examples and the accompanying drawings in which:
fig. 1 shows a schematic view of a motor vehicle according to a third aspect of the invention;
fig. 2 shows a schematic bottom view of a crash absorption element for a motor vehicle according to a first aspect of the invention;
fig. 3 shows a top view of the crash absorption element for a motor vehicle shown in fig. 2;
fig. 4 shows the crash absorption element for a motor vehicle shown in fig. 2 in a first lateral view, said crash absorption element being equipped on a mechanical reinforcement system for a motor vehicle according to a second aspect of the invention;
fig. 5 shows the crash absorption element for a motor vehicle shown in fig. 4 in a second bottom view;
fig. 6 shows an embodiment of a crash absorbing element according to the first aspect of the invention.
Detailed Description
Of course, features, variations and different embodiments of the invention may be associated with each other in accordance with various combinations, provided that the features, variations and different embodiments are not incompatible or mutually exclusive. In particular, it is conceivable that the variants of the invention include only the selection of features described below independently of the other features described, provided that the selection of features is sufficient to confer technical advantages or to distinguish the invention relative to the prior art.
In particular, all variants described and all embodiments can be combined, when this combination is not hindered in any way from a technical point of view.
On the drawings, elements common to the multiple drawings remain the same reference numerals.
Fig. 1 shows a schematic view of a motor vehicle 1 according to a third aspect of the invention. In the following description, a reference frame is defined in which a longitudinal axis OX, a transverse axis OY and a vertical axis OZ are defined. The longitudinal axis OX corresponds to the trajectory of the motor vehicle 1 (when the motor vehicle is travelling along a straight line on a flat road). The longitudinal axis OX corresponds to a front-to-rear direction of the motor vehicle 1, which axis is oriented from the front towards the rear of said motor vehicle. Also defined is a longitudinal direction parallel to the longitudinal axis OX, as does the term "length" with reference to the reference direction by the adjective "front", "rear" or "forward". In the non-oz system standard, the transverse axis OY corresponds to an axis about which the wheels of the motor vehicle 1 rotate, the direction of the axis OY being oriented from the driver side toward the passenger side. Also defined is a transverse direction parallel to the transverse axis OY, as does the adjective "lateral" or "transverse" with reference to the reference direction. The vertical axis OZ is an axis perpendicular to both the axis OX and the axis OY, which is oriented from the floor of the motor vehicle 1 towards the top of said motor vehicle, the adjectives "upper" and "lower" being made with reference to this reference direction, as is the term "height".
Fig. 1 shows that a motor vehicle 1 according to a third aspect of the invention comprises a mechanical reinforcement system 2 according to a second aspect of the invention (in this example, two mechanical reinforcement systems 2). The motor vehicle 1 further comprises two lateral stringers 3 extending longitudinally on both sides of a rear cabin 4 of the motor vehicle 1, the rear cabin 4 being comprised between a rear bumper 5 of the motor vehicle 1 and a passenger cabin 6 of the motor vehicle 1.
Fig. 1 shows that each of the lateral stringers 3 of a motor vehicle 1 according to a third aspect of the invention comprises a rear end portion 7 opposite to a front end portion 8. The rear end 7 of the lateral longitudinal beam 3 considered is located in a proximal position at the proximal end with respect to the rear panel 9 of the mechanical reinforcement system 2 according to the second aspect of the invention. In this example, the rear end 7 of each of the lateral stringers 3 is fixed to the rear panel 9 of the mechanical reinforcement system 2 according to the second aspect of the invention. The elongation 10 of each of the lateral stringers 3 of the motor vehicle 1 extends in the longitudinal direction. Furthermore, each of the lateral stringers 3 of the motor vehicle 1 comprises an outer lateral surface 11 opposite to the inner lateral surface 12.
Fig. 1 shows that the mechanical reinforcement system 2 according to the second aspect of the invention comprises a rear panel 9, one of the side rails 3 of the motor vehicle 1 according to the third aspect of the invention and a crash absorbing element 13 according to the first aspect of the invention.
Fig. 2 and 3 are schematic views showing a crash absorption element 13 for a motor vehicle 1 according to a first aspect of the invention. The impact-absorbing element 13 is seen in a bottom view in fig. 2 and in a top view in fig. 3. Fig. 4 and 5 show the same crash absorption element 13 which is used in a motor vehicle 1 according to the third aspect of the invention and which is included in a mechanical reinforcement system 2 according to the second aspect of the invention.
Fig. 2 and 3 show that the impact-absorbing element 13 comprises a diagonal stay 14, a fixing member 15 for allowing the fixing of the diagonal stay 14 to one of the lateral stringers 3 of the motor vehicle 1, and a fixing means 16 for allowing the fixing of the diagonal stay 14 to the rear panel 9 of the motor vehicle 1. In fig. 4 and 5, the securing member 15 secures the diagonal strut 14 with the rear end 7 of the side rail 3 of the motor vehicle 1, and the securing means 16 secures the diagonal strut 14 with the rear panel 9.
Fig. 2 and 3 show that the impact-absorbing member 13 is one-piece and formed of a metal plate 17 formed by press forming.
Figures 2 and 3 show that the diagonal strut 14 includes a deformable device (referred to as device 18 with planned deformation). The device 18 with the planned deformation is configured to permit the dissipation of mechanical energy in the event of compression of the diagonal strut 14. In particular, the device 18 with the planned deformation is configured for permitting the dissipation of mechanical energy in the event of a crash applied to the rear of the motor vehicle 1 (equipped with the crash absorbing element 13 according to the invention).
Fig. 2 shows that the diagonal stay 14 has a triangular longitudinal profile 19 in the longitudinal direction. The triangular longitudinal profile 19 is schematically shown in fig. 2 in dashed lines. The triangular longitudinal profile 19 is formed by three sides: a rear side 20 for being oriented face-to-face with the rear panel 9 of the motor vehicle 1; an upper side 21 for being oriented face-to-face with the lateral stringers 3; and a lower side 22.
Fig. 2 and 3 show that the diagonal stay 14 comprises a lower wall 23 and two lateral walls 24, 25 located on either side of the lower wall 23 (i.e. an outer lateral wall called first lateral wall 24 and an inner lateral wall called second lateral wall 25, which are located in the background of fig. 2). The two lateral edges 26, 27 of the diagonal strut 14 (i.e. the first lateral edge 26 and the second lateral edge 27) couple the lower wall 23 with one of the lateral walls 24, 25 of the diagonal strut 14 (i.e. with the first lateral wall 24 and the second lateral wall 25, respectively).
Fig. 2 and 3 show that the lower wall 23 of the diagonal strut 14 includes a rear end 28 and a front end 29. The front end 29 is transverse to the rear end 28 and coplanar with the upper side 21 of the triangular longitudinal profile 19. The front end 29 of the lower wall 23 of the diagonal stay 14 is included in the fixing member 15. In fig. 4 and 5, the lower wall 23 of the diagonal strut 14 is located facing the lower face 30 of the lateral longitudinal beam 3. The front end 29 of the lower wall 23 of the diagonal strut 14 is fixed to the side rail 3.
Fig. 2 and 3 show that the device 18 with the planned deformation comprises a first cavity 31 and a second cavity 32, both of which are formed in the lower wall 23 of the diagonal member 14. The first cavity 31, which is located near the rear end 28 of the lower wall 23 of the diagonal strut 14, is referred to as a concave cavity 31. The second cavity 32, which is located in front of the first cavity 31 in the longitudinal direction, is referred to as a convex cavity 32. In this example, the size of the convex cavity 32 is equal to the size of the concave cavity 31. Fig. 4 and 5 show that the concave cavity 31 is located at the proximal end with respect to the rear panel 9 of the motor vehicle 1 and the convex cavity 23 is located at the distal end with respect to the rear panel 9 of the motor vehicle 1. Fig. 4 and 5 show that the concave cavity 31 forms a depression which is oriented in the direction of the side rail 3 in which the impact-absorbing element 13 is assembled. The convex cavity 32 forms a recess which is oriented in the opposite direction with respect to the side rail 3 in which the impact-absorbing element 13 is assembled.
Fig. 2 and 3 show that the concave cavity 31 comprises a planar bottom 33 delimited by a circular contour 35 and a circular opening 37, the opening 37 being centred on the bottom 33 and concentric with the circular contour 35. Fig. 4 and 5 show that the bottom 33 of the concave cavity 31 is parallel to the lower face 30 of the lateral longitudinal beam 3.
Fig. 2 and 3 show that the convex cavity 32 comprises a planar bottom 34, which is delimited by a circular profile 36. Fig. 4 and 5 show that the bottom 34 of the convex cavity 32 is parallel to the lower face 30 of the lateral longitudinal beam 3.
Fig. 2 and 3 show that the device 18 with the planned deformation comprises an initiation region 38, which is located between the concave cavity 31 and the convex cavity 32. The initiation region 38 is configured to enable folding of the diagonal stay 14 along a fold line 39 bounded by the initiation region 38. A fold line 39 (which is shown in phantom) bounded by initiation region 38 extends through lower wall 23 of diagonal member 14 between the two lateral walls 24, 25 of diagonal member 14.
Fig. 2 and 3 show that the initiation region 38 comprises two grooves 40, each groove 40 being formed at one of the lateral edges 26, 27 of the diagonal strut 14. Only one of the grooves 40 is visible on fig. 3.
Fig. 3 shows that the impact-absorbing element 13 according to the invention comprises a fastening region 41 to the side rail 3. The first lateral wall 24 of the diagonal strut 14 of the impact-absorbing element 13 forms one of the fastening areas 41 to the lateral longitudinal beam 3. The second lateral wall 25 of the diagonal strut 14 of the impact-absorbing element 13 comprises fixing tabs 42, 43 of the fixing member 15, which form a fixing zone 41 fixed with the lateral longitudinal beam 3. The fixing tabs 42, 43 of the fixing member 15 extend perpendicularly to the main extension plane of the second lateral wall 25 of the diagonal stay 14. In this example, two securing tabs 42, 43 are included (i.e., a front securing tab 42 and a rear securing tab 43). Fig. 4 shows that the first lateral wall 24 of the diagonal strut 14 is integrally fixed to the outer lateral surface 11 of the lateral longitudinal beam 3 by welding. Fig. 5 shows that the front and rear fixing tabs 42, 43 of the second lateral wall 25 of the diagonal strut 14 are integrally fixed to the lower face 30 of the lateral longitudinal beam 3 by welding.
Fig. 3 shows that the impact-absorbing element 13 according to the invention comprises a fixing region 44 which is fixed to the rear panel 9. The assembly tabs 45, 46 (i.e. the lower assembly tab 45 and the two lateral assembly tabs 46) of the diagonal strut 14 of the impact absorbing element 13 form one of the fixing areas 44 fixed with the rear panel 9. Fig. 4 and 5 show that the assembly tabs 45, 46 of the diagonal strut 14 are fixed integrally with the rear panel 9 by means of the fixing plates 50 of the lateral stringers 3, which fix said lateral stringers to the rear panel 9. The assembly tabs 45, 46 of the diagonal strut 14 are secured to the securing plate 50 by welding. The fixing plate 50 of the side rail 3 is fixed to the rear panel 9 by means of screws 51.
Fig. 2 and 3 show that the rear edge 47 coupling the lower wall 23 of the diagonal strut 14 with the lower assembly tab 45 comprises two reinforcements 48. The reinforcement portion 48 can prevent deformation of the diagonal stay 14 in the longitudinal direction.
Fig. 2 and 3 show that the securing member 15 comprises an aperture 49 provided in the front end 29 of the lower wall 23 of the diagonal stay 14. The aperture 49 serves to fix the diagonal strut 14 to the side rail 3 of the motor vehicle 1, the side rail 3 in question being perforated concentrically with the aperture 49 to accommodate therein a fixing rivet for fixing the diagonal strut 14 to the side rail 3 of the motor vehicle 1.
Fig. 6 schematically shows the deformation dynamics of the diagonal stay 14 of the impact-absorbing element 13 according to the invention, which are induced after an impact at the rear of the rear panel 9. In the first illustration 601 of fig. 6, the mechanical force due to the rear impact is illustrated by a first arrow 611. The mechanical forces are transmitted to the side rails 3 and the impact-absorbing element 13 according to the invention. The second inset 602 of fig. 6 shows that the initiation area 38 tends to buckle (due to the two grooves 40 not shown) along the fold line 39. By folding along fold line 39, diagonal strut 14 absorbs a portion of the mechanical force due to the impact. The diagonal brace 14 is subjected to a planned deformation, which corresponds to the elevation of the fold line 39, as indicated by the second arrow 612. In other words, the initiation region 38 is capable of collapsing the diagonal strut 14 in the direction of the side rail 3. By collapsing in the direction of the side rail 3, the diagonal braces 14 are able to dissipate the mechanical forces due to the collision and to orient the remaining mechanical forces transmitted to the side rail 3 parallel and collinear with the side rail 3 in order to compress the side rail horizontally and avoid the verticalization of the side rail. The third arrow 613 shows the mechanical forces transmitted to the side rail 3 after dissipation at the location of the impact-absorbing element 13 according to the invention. To facilitate reading of fig. 6, only the deflection of the hinge caused by the groove 40 is shown. It is understood that the diagonal strut 14 is subject to other deformations not shown.
In summary, the invention relates to a crash absorption element 13 for a motor vehicle 1. The crash absorption element 13 is intended to be assembled on the rear end 7 of the side rail 3 of the motor vehicle 1. The impact-absorbing element 13 comprises a diagonal stay 14, a fixing member 15 for allowing the fixing of the diagonal stay 14 to the longitudinal beam of the motor vehicle 1, and a fixing means 16 for allowing the fixing of the diagonal stay 14 to the rear panel 9 of the motor vehicle 1. In the crash absorbing element 13 according to the invention, the diagonal stay 14 comprises deformable means (so-called means 18 with planned deformation) configured to permit the dissipation of mechanical energy in case of compression of said diagonal stay 14.
Of course, the invention is not limited to the examples just described, to which many arrangements may be added without departing from the scope of the invention. In particular, different features, embodiments, implementation variants and embodiments of the invention may be associated with each other according to various combinations, as long as they are not incompatible or mutually exclusive. In particular, all the implementation variants and embodiments described above can be combined with one another.
Claims (10)
1. A crash absorption element (13) for a motor vehicle (1), the crash absorption element (13) being intended to be assembled on a rear end (7) of a lateral longitudinal beam (3) of the motor vehicle (1), the crash absorption element (13) comprising:
-a diagonal stay (14) comprising so-called deformable means (18) with planned deformation configured for permitting the dissipation of mechanical energy when compression of the diagonal stay (14) occurs;
-a fixing member (15) for allowing the fixing of the diagonal stay (14) with a lateral longitudinal beam (3) of the motor vehicle (1);
-fixing means (16) for allowing the fixing of the diagonal stay (14) to the rear panel (9) of the motor vehicle (1).
2. The impact absorbing element (13) according to claim 1, wherein the diagonal stay (14) comprises:
-a lower wall (23) intended to be located facing a lower face (30) of the lateral stringers (3),
-two lateral walls (24, 25) located on either side of the lower wall (23), the diagonal stay (14) having a triangular longitudinal profile (19) along a longitudinal direction parallel to the extension (10) of the lateral stringers (3) on which the impact absorbing element (13) is intended to be assembled.
3. Collision absorbing element (13) according to claim 2, wherein the deformable means (18) with planned deformation comprises a first cavity (31), so-called concave, which is formed on the lower wall (23) of the diagonal stay (14).
4. A crash-absorbing element (13) according to claim 3, wherein the deformable means (18) with planned deformation comprises a so-called convex second cavity (32) formed on the lower wall (23) of the diagonal stay (14).
5. The impact-absorbing element (13) according to claim 4, wherein the convex second cavity (32) forms a recess, which recess is oriented in the opposite direction to the concave first cavity (31).
6. Collision absorbing element (13) according to any one of the preceding claims, wherein the deformable means (18) with planned deformation comprises an initiation region (38) configured for enabling folding of the diagonal stay (14) along a folding line (39) delimited by the initiation region (38).
7. Collision absorbing element (13) according to claim 6 in combination with claim 4 or 5, wherein the initiation region (38) is located between the concave first cavity (31) and the convex second cavity (32).
8. The impact-absorbing element (13) according to claim 7, wherein the initiation region (38) comprises two grooves (40), each groove (40) being formed at the location of a lateral edge (26, 27) of the diagonal stay (14), said lateral edge being formed by a folded region of the lower wall (23) and by one of the lateral walls (24, 25) of the diagonal stay (14).
9. A mechanical reinforcement system (2) for a motor vehicle (1), the mechanical reinforcement system (2) comprising:
-a rear panel (9);
-a lateral longitudinal beam (3) of the motor vehicle (1), the rear end (7) of which is integrally fixed with the rear panel (9);
-a crash absorbing element (13) according to any one of the preceding claims, the crash absorbing element (13) comprising a fixing region (41, 44) fixed with the lateral stringers (3) and with the rear panel (9).
10. A motor vehicle (1) comprising a mechanical reinforcement system (2) according to claim 9.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR2106063A FR3123875A1 (en) | 2021-06-09 | 2021-06-09 | shock absorber element for a motor vehicle |
| FRFR2106063 | 2021-06-09 | ||
| PCT/FR2022/050853 WO2022258898A1 (en) | 2021-06-09 | 2022-05-03 | Shock-absorber element for a motor vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117529431A true CN117529431A (en) | 2024-02-06 |
Family
ID=77226889
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202280041171.1A Pending CN117529431A (en) | 2021-06-09 | 2022-05-03 | Crash absorbing element for a motor vehicle |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP4351953A1 (en) |
| CN (1) | CN117529431A (en) |
| FR (1) | FR3123875A1 (en) |
| WO (1) | WO2022258898A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR3139783A1 (en) * | 2022-09-16 | 2024-03-22 | Psa Automobiles Sa | rear sill extension for motor vehicle |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2044067A1 (en) | 1970-09-05 | 1972-03-09 | Trilux Lenze Gmbh & Co Kg | Luminaire with sealed covers |
| DE19727315A1 (en) * | 1997-06-27 | 1999-01-07 | Bayerische Motoren Werke Ag | Motor vehicle front structure |
| FR2932147B1 (en) * | 2008-06-10 | 2010-06-11 | Renault Sas | SYSTEM FOR REASSURING EFFORT ON THE LOWER PART OF THE REAR OF A VEHICLE |
| DE102009036652A1 (en) * | 2009-08-07 | 2010-04-29 | Daimler Ag | Underride guard for use in e.g. rear area of lorry, has support brackets fixedly connected with supporting structure, and reinforcement bars supporting one of end areas of barrier cross beam at supporting structure |
| US8303030B2 (en) * | 2010-11-27 | 2012-11-06 | Ford Global Technologies | Energy management structure |
| FR3014072B1 (en) | 2013-12-02 | 2015-12-04 | Peugeot Citroen Automobiles Sa | STRUCTURE OF THE REAR END OF THE BODY OF A MOTOR VEHICLE WITH LONGERONNETS HAVING AN EXTENSION |
| DE102014211247A1 (en) * | 2014-06-12 | 2015-12-17 | Volkswagen Aktiengesellschaft | Body structure for a vehicle |
| DE102019206434B4 (en) * | 2019-05-06 | 2024-03-14 | Volkswagen Aktiengesellschaft | Body structure for a two-track vehicle |
| JP7408927B2 (en) * | 2019-06-07 | 2024-01-09 | マツダ株式会社 | Vehicle rear body structure |
-
2021
- 2021-06-09 FR FR2106063A patent/FR3123875A1/en active Pending
-
2022
- 2022-05-03 EP EP22724812.7A patent/EP4351953A1/en active Pending
- 2022-05-03 WO PCT/FR2022/050853 patent/WO2022258898A1/en active Application Filing
- 2022-05-03 CN CN202280041171.1A patent/CN117529431A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| EP4351953A1 (en) | 2024-04-17 |
| WO2022258898A1 (en) | 2022-12-15 |
| FR3123875A1 (en) | 2022-12-16 |
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