EP1675758A1 - Pre-formed chassis element for cushioning a pedestrian impact - Google Patents

Pre-formed chassis element for cushioning a pedestrian impact

Info

Publication number
EP1675758A1
EP1675758A1 EP04805743A EP04805743A EP1675758A1 EP 1675758 A1 EP1675758 A1 EP 1675758A1 EP 04805743 A EP04805743 A EP 04805743A EP 04805743 A EP04805743 A EP 04805743A EP 1675758 A1 EP1675758 A1 EP 1675758A1
Authority
EP
European Patent Office
Prior art keywords
support
bodywork
vehicle
bodywork element
assembly according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP04805743A
Other languages
German (de)
French (fr)
Inventor
Bruno Macquaire
Yvon Tetu
Dominique Zanolin
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Renault SAS
Original Assignee
Renault SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Renault SAS filed Critical Renault SAS
Publication of EP1675758A1 publication Critical patent/EP1675758A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians
    • B60R2021/343—Protecting non-occupants of a vehicle, e.g. pedestrians using deformable body panel, bodywork or components

Definitions

  • the present invention relates to the positioning and the maintenance on the structure of a motor vehicle, of bodywork elements and in particular of the front bodywork, such as the wings or the hood of the vehicle. It is known to rest the hood and the front fender on mechanical parts forming fuses, that is to say parts which are liable to break or bend under the action of an impact on the hood. . Thanks to the deformation of said parts, the hood and / or the wing collapse, which ensures shock absorption, for example of the head of a pedestrian.
  • These intermediate supports of the fuse type generally have the shape of an inverted U and are materialized by a metal strip describing this U. Each leg of the U is designed to bend or break, allowing the body element to collapse -en direction of its supporting structure.
  • a first objective of the invention is to reduce the costs of producing these fusible elements made necessary for shock absorption. Furthermore, fitting the bodywork in accordance with the required levels of geometric precision proves to be an operation which is made even more complex by the presence of the intermediate supports known up to now.
  • a second objective of the invention is to simplify the mounting of the bodywork elements concerned by these fuse elements.
  • an assembly consisting of a motor vehicle body element and at least one support of the body element for fixing to a load-bearing structure of a motor vehicle, this fixing support. being configured to collapse and thus authorize a displacement of the bodywork element on the support structure in order to absorb a shock applied to the bodywork element, characterized in that the support is arranged integrally with the bodywork element, while being free from any subsequent attachment to a vehicle structure.
  • a method of mounting a body element on a support structure of a motor vehicle comprising the step of fixing the body element on the support structure using '' at least one support provided to collapse in the event of an impact applied to the bodywork element, in order to absorb such a shock by displacement of the bodywork element with respect to the support structure, the method being characterized in that it comprises the preliminary step consisting in supplying the bodywork element previously rrtunj of this support, with a view to a subsequent fixing of the support on the carrying structure of the vehicle.
  • the bodywork element and the support are both made of plastic materials and come integrally with one another, - the support forms at least one tab in the form of a substantially vertical strip and provided for s 'collapse in order to allow a substantially vertical displacement of the bodywork element, - this strip is provided with a folding start line for this subsidence, - the support has at least two tabs in the form of strips d sagging, joined together by two substantially horizontal bearings, an upper bearing being connected to the bodywork element, and a lower bearing being arranged to secure the support to a vehicle carrying structure, - The support also has a wall connecting, by a vertical border of each of them, the two strips between them, - this border connection wall has at least one opening.
  • FIGS. 1 is a diagram illustrating the operating principle of a fuse support according to l invention
  • Figures 2 and 3 illustrate, in front view and in side view, the positioning of a support on a wing according to the invention
  • Figure 4 is an overview of a variant d motor vehicle wing according to the invention
  • FIG. 5 and 6 represent a portion of vehicle wing according to the invention, equipped with at least one support having a geometry according to another variant.
  • the fuse support configuration proposed below under the reference 100 calls for simultaneous folding, and in separation, of two legs facing each other.
  • FIG. 1 there is a distinction, connecting an upper plate
  • This hinge is here embodied in the form of a start line for folding at vertex of the angle formed by the leg. It can also have any geometric shape allowing subsidence (for example, a reduction in thickness).
  • the whole of this fuse holder therefore has the form of a band closed on itself and successively describing one of the plates, one of the two parts, the other plate then the other of the two legs.
  • the support 100 is oriented so that the strip which constitutes it is wound around an imaginary axis arranged transversely to the vehicle.
  • the support sees its upper 110 and lower 120 plates oriented horizontally, while its legs 130, 140, with folding initiation extend, substantially from top to bottom, transversely to the vehicle.
  • the upper plate joins the main body 100 of the front wing at an upper gutter 110 thereof.
  • the support 100 has a profile which is reduced in width when traversed from the bottom upwards.
  • the width of the lower plate 120 is significantly greater than that of the upper plate 110, which itself corresponds to a typical width of a front wing gutter.
  • this fusible support absorbs a shock, in particular a downward shock, applied to the top of the front wing.
  • a shock shown diagrammatically in FIG.
  • the hood 400 and / or the wing 100 must then, thanks to the fuse support 100, be able to accompany the weight of the pedestrian and present the desired travel, preferably in the vertical direction, but also also advantageously in the transverse direction, that is to say say in direction "Y".
  • This fuse support 100 is here made of plastic, for example thermosetting or else thermoplastic.
  • FIG. 1 also illustrates the configuration of such a fuse support 100 after it has undergone the desired collapse following an impact on the bodywork element that it supports. In this collapsed configuration, the upper plate 110, integral with the bodywork element, has moved closer to the lower plate 120, which is itself integral with the carrying structure 300 of the vehicle.
  • Such a supporting structure 300 is known by the name of “sheet metal structure”, and typically takes the form of contact with the fuse support 100, in the form of a spar 310.
  • each of the legs 130 and 140 has its two segments components folded over each other, the angle formed at the priming line 135, 145, then being folded back to its minimum value.
  • Fuse-type supports whether conforming to the variant described here, or conforming to any other variant, turn out to have a definite advantage in being a constituent part of the wing itself.
  • the wing 200 turns out to be advantageous in integrating the fuse support (s) 100 in a single piece.
  • the fuse holders 100 hitherto considered as connecting parts with a special role (erasure), were considered to be necessarily independent parts.
  • the wing 200 is made of a plastic material, for example thermosetting or even thermoplastic material.
  • the fuse holder 100 is then preferably molded simultaneously with the main body of the wing, in this same plastic material. In this way, the fuse holder (s) is (are) positioned (s) relative to the wing, ab initio, with almost absolute precision.
  • the assembly operations are thereby significantly relieved, and improved in terms of positioning efficiency.
  • the operation for producing the supports 100 being carried out simultaneously with that of faile 200 the overall production cost is thereby significantly reduced.
  • these supports 100 are here two in number per wing, situated respectively at the front and at the rear of a gutter 210 which itself is made of material with the wing, and preferably also fuse.
  • the number of fuse holders 100 integrated in the wing 200 can however range from 1 to an even greater number.
  • the most forward support preferably has a tab 150 which extends its lower plate forward. This tab 150 fulfills the role of indexing support in positioning for a block of the front of the vehicle, block typically incorporating headlamp, grille, and front bumper. We propose - ..
  • a wing 200 itself fulfilling the shock absorption functions, that is to say having itself an erasing characteristic.
  • the wing therefore itself exhibits a behavior of a fusible support, for example of the thermo-elastic-plastic type or more generally of the damaged type.
  • the wing thus proposed therefore satisfies the requirements required in the event of pedestrian impacts while having the robustness (stiffness) also required.
  • a wing of this type is nonetheless just as configurable in terms of possible shapes.
  • Another fuse support configuration 100 which is also very suitable for such a one-piece embodiment within the wing 200 itself.
  • This second configuration incorporates the elements described above with reference to the variant of Figures 1 to 3, but has in addition a vertical wall 160 connecting adjacent edges of the foldable legs 130 and 140.
  • This wall 160 extends transversely to the plastic bands each forming legs 130 and 140, that is to say transversely to the passage delimited inside. of these legs. This wall 160 comes in one piece with each of the legs 130, 140 at the edges of these, edges located adjacent to the main body of the wing 200. Thus, this additional wall 160 is positioned between the main body of the wing 200 and the fusible lugs 130, 140 to which it is linked. This additional wall 160 tends to oppose the separation and therefore the folding of the two legs 130 and 140, thus providing increased stiffness to the support against sagging. This increased stiffness is however controlled to ensure that the desired sagging takes place in the event of an impact.
  • this wall is provided with a central aperture ' 165, here in the form of a circular orifice, the extent of which directly influences the value of the stiffness of the support.
  • this wall 160 can also be used to stiffen the main body of the wing.
  • the wall 160 can be arranged to bear against a falling zone 220, that is to say substantially vertical, of the wing. This support on a drooping area of the wing does not hamper the flexibility of such a support

Abstract

The invention relates to an assembly, comprising a chassis element (200) of a motor vehicle and at least one support (100), for the chassis element, for fixing on a support structure (300) of the motor vehicle. The fixing support (100) is embodied to deform and thus permit a displacement of the chassis element (200) on the support structure (300) in order to cushion an impact incident on the chassis element (200) The assembly is characterised in that the support (100) is fixed to the chassis element (200) without any further fixing to a vehicle structure (300).

Description

La présente invention concerne le positionnement et le maintien sur ta structure d'un véhicule automobile, d'éléments de carrosserie et notamment de la carrosserie avant, tels que les ailes ou encore le capot du véhicule. Il est connu de faire reposer le capot et l'aile avant sur des pièces mécaniques formant fusibles, c'est-à-dire des pièces qui sont susceptibles de se briser ou de se plier sous l'action d'un choc sur le capot. Grâce à la déformation desdites pièces, le capot et/ou l'aile s'affaissent, ce qui assure un amortissement du choc, par exemple de la tête d'un piéton. Ces supports intermédiaires de type fusibles, présentent généralement la forme d'un U renversé et se matérialisent par une bande métallique décrivant ce U. Chaque patte du U est prévue pour fléchir ou rompre, autorisant l'élément de carrosserie à s'affaisser -en direction de sa structure porteuse. Ces supports fusibles sont positionnés généralement l'un après l'autre sur la structure porteuse du véhicule, puis l'élément de carrosserie, est ensuite fixé sur ces supports. Le positionnement de ces supports puis de la carrosserie est fastidieux, notamment en raison de la complexité géométrique de la carrosserie et du grand nombre de pièces qui la compose. Un premier objectif de l'invention est de réduire les coûts de réalisation de ces éléments fusibles rendus nécessaires pour l'amortissement des chocs. Par ailleurs, une mise en place de la carrosserie conforme aux niveaux de précision géométrique requis s'avère être une opération qui est rendue encore plus complexe par la présence des supports intermédiaires connus jusqu'à présent. Un second objectif de l'invention est de simplifier le montage des éléments de carrosserie concernés par ces éléments fusibles. Ces objectifs sont atteints selon l'invention, grâce à un ensemble constitué d'un élément de carrosserie de véhicule automobile et d'au moins un support de l'élément de carrosserie pour fixation sur une structure porteuse de véhicule automobile, ce support de fixation étant configuré pour s'affaisser et autoriser ainsi un déplacement de l'élément de carrosserie sur la structure porteuse afin d'amortir un choc appliqué sur l'élément de carrosserie, caractérisé en ce que le support se trouve agencé de manière solidaire à l'élément de carrosserie, tout en étant libre de toute fixation ultérieure sur une structure de véhicule. Ces objectifs sont également atteints selon l'invention grâce à un procédé de montage d'un élément de carrosserie sur une structure porteuse de véhicule automobile, comprenant l'étape consistant à fixer l'élément de carrosserie sur la structure porteuse à l'aide d'au moins un support prévu pour s'affaisser en cas de choc appliqué sur l'élément de carrosserie, afin d'amortir un tel choc par déplacement de l'élément de carrosserie vis-à-vis de la structure porteuse, le procédé étant caractérisé en ce qu'il comporte l'étape préliminaire consistant à fournir l'élément de carrosserie préalablement rrtunj de ce support, en vue d'une fixation ultérieure du support sur la structure porteuse du véhicule. Selon des aménagements avantageux : - l'élément de carrosserie et le support sont tous deux en matériaux plastiques et venus de matière l'un avec l'autre, - le support forme au moins une patte sous forme de bande sensiblement verticale et prévue pour s'affaisser afin d'autoriser un déplacement sensiblement vertical de l'élément de carrosserie, - cette bande est munie d'une ligne d'amorce de pliage en vue de cet affaissement, - le support présente au moins deux pattes sous forme de bandes d'affaissement, réunies entre elles par deux paliers sensiblement horizontaux, un palier supérieur étant relié à l'élément de carrosserie, et un palier inférieur étant agencé pour assurer la fixation du support sur une structure porteuse de véhicule, - le support présente en outre une paroi reliant, par une bordure verticale de chacune d'elle, les deux bandes entre elles, - cette paroi de raccordement de bordures présente au moins un ajour. - l'élément de carrosserie est une aile avant de véhicule automobile, - le support présente deux pattes sous forme de bandes en vis à vis, et les bordures de chaque bande sont laissées libres, de sorte que le support présente deux ouvertures en vis-à-vis, ouvertures qui ont des étendues similaires. D'autres caractéristiques et avantages de l'invention apparaîtront à la lecture de la description détaillée qui va suivre, faite en référence aux figures annexées sur lesquelles : - la figure 1 est un schéma illustrant le principe de fonctionnement d'un support fusible selon l'invention, - les figures 2 et 3 illustrent, en vue de face et en vue de côté, le positionnement d'un support sur une aile selon l'invention, - la figure 4 est une vue d'ensemble d'une variante d'aile de véhicule automobile, conforme à l'invention, -les figures 5 et 6 représentent une portion d'aile de véhicule selon l'invention, équipée d'au moins un support ayant une géométrie selon une autre variante. La configuration de support fusible proposée ci-après sous la référence 100 fait appel à un pliage simultané, et en écartement, de deux pattes en vis-à-vis. Ainsi, sur la figure 1 , on distingue, raccordant un plateau supérieurThe present invention relates to the positioning and the maintenance on the structure of a motor vehicle, of bodywork elements and in particular of the front bodywork, such as the wings or the hood of the vehicle. It is known to rest the hood and the front fender on mechanical parts forming fuses, that is to say parts which are liable to break or bend under the action of an impact on the hood. . Thanks to the deformation of said parts, the hood and / or the wing collapse, which ensures shock absorption, for example of the head of a pedestrian. These intermediate supports of the fuse type, generally have the shape of an inverted U and are materialized by a metal strip describing this U. Each leg of the U is designed to bend or break, allowing the body element to collapse -en direction of its supporting structure. These fuse supports are generally positioned one after the other on the support structure of the vehicle, then the bodywork element is then fixed on these supports. The positioning of these supports and then of the bodywork is tedious, in particular because of the geometric complexity of the bodywork and the large number of parts which compose it. A first objective of the invention is to reduce the costs of producing these fusible elements made necessary for shock absorption. Furthermore, fitting the bodywork in accordance with the required levels of geometric precision proves to be an operation which is made even more complex by the presence of the intermediate supports known up to now. A second objective of the invention is to simplify the mounting of the bodywork elements concerned by these fuse elements. These objectives are achieved according to the invention, thanks to an assembly consisting of a motor vehicle body element and at least one support of the body element for fixing to a load-bearing structure of a motor vehicle, this fixing support. being configured to collapse and thus authorize a displacement of the bodywork element on the support structure in order to absorb a shock applied to the bodywork element, characterized in that the support is arranged integrally with the bodywork element, while being free from any subsequent attachment to a vehicle structure. These objectives are also achieved according to the invention by a method of mounting a body element on a support structure of a motor vehicle, comprising the step of fixing the body element on the support structure using '' at least one support provided to collapse in the event of an impact applied to the bodywork element, in order to absorb such a shock by displacement of the bodywork element with respect to the support structure, the method being characterized in that it comprises the preliminary step consisting in supplying the bodywork element previously rrtunj of this support, with a view to a subsequent fixing of the support on the carrying structure of the vehicle. According to advantageous arrangements: - the bodywork element and the support are both made of plastic materials and come integrally with one another, - the support forms at least one tab in the form of a substantially vertical strip and provided for s 'collapse in order to allow a substantially vertical displacement of the bodywork element, - this strip is provided with a folding start line for this subsidence, - the support has at least two tabs in the form of strips d sagging, joined together by two substantially horizontal bearings, an upper bearing being connected to the bodywork element, and a lower bearing being arranged to secure the support to a vehicle carrying structure, - The support also has a wall connecting, by a vertical border of each of them, the two strips between them, - this border connection wall has at least one opening. - the bodywork element is a front fender of a motor vehicle, - the support has two tabs in the form of facing strips, and the edges of each strip are left free, so that the support has two facing openings - opposite, openings which have similar expanses. Other characteristics and advantages of the invention will appear on reading the detailed description which follows, made with reference to the appended figures in which: - Figure 1 is a diagram illustrating the operating principle of a fuse support according to l invention, - Figures 2 and 3 illustrate, in front view and in side view, the positioning of a support on a wing according to the invention, - Figure 4 is an overview of a variant d motor vehicle wing according to the invention, FIGS. 5 and 6 represent a portion of vehicle wing according to the invention, equipped with at least one support having a geometry according to another variant. The fuse support configuration proposed below under the reference 100 calls for simultaneous folding, and in separation, of two legs facing each other. Thus, in FIG. 1, there is a distinction, connecting an upper plate
110 et un plateau inférieur 120, deux pattes 130 et 140, décrivant chacune un angle ouvert dont le sommet de l'angle incorpore ladite charnière 135, 145. Cette charnière est ici matérialisée sous la forme d'une ligne d'amorçage de pliage au sommet de l'angle formé par la patte. Elle peut aussi présenter toute forme géométrique permettant l'affaissement (par exemple, une diminution d'épaisseur). L'ensemble de ce support fusible présente donc la forme d'une bande refermée sur elle-même et décrivant successivement l'un des plateaux, l'une des deux partes, l'autre plateau puis l'autre des deux pattes. Le support 100 est orienté de telle sorte que la bande qui le constitue s'enroule autour d'un axe imaginaire disposé transversalement au véhicule. En d'autres termes, dans cette position, le support voit ses plateaux supérieurs 110 et inférieurs 120 orientés horizontalement, tandis que ses pattes 130, 140, à amorçage de pliage s'étendent, sensiblement du haut vers le bas, transversalement au véhicule. Le plateau supérieur rejoint le corps principal 100 de l'aile avant au niveau d'une gouttière supérieure 110 de celui-ci. En vue de côté (figure 3), le support 100 présente un profil s'amenursaπt en largeur lorsque parcouru du bas vers le haut. Ainsi la largeur du plateau inférieur 120 est nettement plus élevée que celle du plateau supérieur 110, qui, elle, correspond à une largeur typique d'une gouttière d'aile avant. Ainsi positionné, ce support fusible amortit un choc, notamment descendant, appliqué sur le sommet de i'ajle avant. Un tel choc, schématisé sur la figure 2 par un impact de tête, se traduit par un déplacement de l'aile avant en rapprochement vers le bas vers la structure porteuse 300. On notera de que tels chocs de tête s'avèrent courants, en cas d'accidents avec piétons. Un tel déplacement d'amortissement prend également place en cas de choc sur le capot 400, du fait que ce dernier se trouve appuyé sur les ailes avant 100. En effet, un piéton touché au niveau des genoux par le pare-choc du véhicule se trouve typiquement renversé sur le capot 400 du véhicule et heurte le capot 400 ou l'aile 100 de la façon classique ici considérée. Le capot 400 et/ou l'aile 100 doivent alors, grâce au support fusible 100, pouvoir accompagner le poids du piéton et présenter le débattement souhaité, préférentiellement en direction verticale, mais également aussi avantageusement en direction transversale, c'est-à-dire en direction « Y ». Ce support fusible 100 est ici en matière plastique, par exemple thermodurcissable ou encore thermoplastique. La figure 1 illustre également la configuration d'un tel support fusible 100 après qu'il ait subi l'affaissement souhaité suite à un choc sur l'élément de carrosserie qu'il supporte. Dans cette configuration affaissée, le plateau supérieur 110, solidaire de l'élément de carrosserie, s'est rapproché du plateau inférieur 120, qui est lui solidaire de la structure porteuse 300 du véhicule. Une telle structure porteuse 300 est connue sous le nom de « structure tôlerie », et se matérialise typiquement au contact du support fusible 100, sous la forme d'un longeron 310. En configuration affaissée, chacune des pattes 130 et 140 voit ses deux segments constitutifs repliés l'un sur l'autre, l'angle formé au niveau de la ligne d'amorçage 135, 145, se trouvant alors replié jusqu'à sa valeur minimale. Des supports de type fusibles, qu'ils soient conformes à la variante décrite ici, ou conformes à toute autre variante, s'avèrent présenter un avantage certain à être une partie constituante de l'aile elle^nême. En d'autres termes, l'aile 200 s'avère avantageuse à intégrer le ou les supports fusibles 100 de manière monobloc. Ainsi, les supports fusibles 100, jusqu'ici considérés comme des pièces de liaison à rôle spécial (d'effacement), étaient considérés comme des pièces forcément indépendantes. Ils sont ici au contraire proposés sous la forme d'un appendice appartenant intrinsèquement à l'élément de carrosserie. Dans le cas présent, l'aile 200 est réalisée en un matériau plastique, matière par exemple thermodurcîssable ou encore thermoplastique. Le support fusible 100 est alors de préférence moulé simultanément au corps principal de l'aile, en cette même matière plastique. De la sorte, le ou les supports fusible(s) se troυve(nt) positionné(s) par rapport à l'aile, ab initio, avec une précision quasi-absolue. Les opérations de montage s'en trouvent nettement soulagées, et améliorées en terme d'efficacité de positionnement. En outre, l'opération de réalisation des supports 100 étant effectuée simultanément à celle de faile 200, le coût de réalisation global s'en trouve nettement diminué. Sur la figure 4 représentant l'aile 200 dans son ensemble, on notera que ces supports 100 sont ici au nombre de deux par aile, situés respectivement à l'avant et à l'arrière d'une gouttière 210 elle-même venue de matière avec l'aile, et préférentiellement fusible aussi. Le nombre de supports fusibles 100 intégrés dans l'aile 200 peut toutefois aller de 1 à un plus grand nombre encore. Dans le cas où l'aile 200 présente au moins deux supports fusibles 100, le support le plus en avant présente préférentiellement une patte 150 qui prolonge son plateau inférieur vers l'avant. Cette patte 150 remplit le rôle de support d'indexage en positionnement pour un bloc de façade avant du véhicule, bloc intégrant typiquement projecteur, calandre, et bouclier avant. On propose -..donc ici une aile 200 remplissant elle-même les fonctions d'amortissement des chocs, c'est-à-dire présentant elle-même une caractéristique d'effacement. L'aile présente donc elle-même un comportement de support fusible, par exemple de type thermo-éiasto-plastique ou plus généralement de type endommageable. L'aile ainsi proposée satisfait donc les exigences requises en cas de chocs piétons tout en présentant la robustesse (raideur) également requise. Une aile de ce type n'en reste pas moins toute aussi configurable en terme de formes possibles. On présentera maintenant une autre configuration de support fusible 100 également très adaptée pour une telle réalisation mono-pièce au sein de l'aile 200 elle-même. Cette seconde configuration reprend les éléments décrits précédemment en référence à la variante des figures 1 à 3, mais présente en outre une paroi verticale 160 reliant des bordures adjacentes des pattes pliables 130 et 140. Cette paroi 160 s'étend transversalement aux bandes plastiques formant chacune des pattes 130 et 140, c'est-à-dire transversalement au passage délimité à l'intérieur de ces pattes. Cette paroi 160 vient de matière avec chacune des pattes 130, 140 au niveau des bordures de celles-ci, bordures situées adjacentes au corps principal de l'aile 200. Ainsi, cette paroi additionnelle 160 se trouve positionnée entre le corps principal de l'aile 200 et les pattes fusibles 130, 140 auxquelles elle est liée. Cette paroi additionnelle 160 tend à s'opposer à l'écartement et donc au pliage des deux pattes 130 et 140, fournissant ainsi une raideur accrue au support à encontre de l'affaissement. Cette raideur accrue est toutefois contrôlée pour assurer que l'affaissement souhaité prend bien place en cas de choc. Ainsi, pour le contrôle de cette raideur, cette paroi est munie d'un ajour centrai' 165, ici sous la forme d'un orifice circulaire, dont l'étendue influe directement sur la valeur de la raideur du support. Bien qu'ici représentée comme non liée au corps principal de l'aile, cette paroi 160 peut également être mise à profit pour raidir le corps principal de l'aile. Ainsi, la paroi 160 peut être agencée pour être en appui contre une zone tombante 220, c'est-à-dire sensiblement verticale, de l'aile. Cet appui sur une zone tombante de l'aile n'entrave pas la flexibilité d'un tel support110 and a lower plate 120, two legs 130 and 140, each describing an open angle the apex of the angle of which incorporates said hinge 135, 145. This hinge is here embodied in the form of a start line for folding at vertex of the angle formed by the leg. It can also have any geometric shape allowing subsidence (for example, a reduction in thickness). The whole of this fuse holder therefore has the form of a band closed on itself and successively describing one of the plates, one of the two parts, the other plate then the other of the two legs. The support 100 is oriented so that the strip which constitutes it is wound around an imaginary axis arranged transversely to the vehicle. In other words, in this position, the support sees its upper 110 and lower 120 plates oriented horizontally, while its legs 130, 140, with folding initiation extend, substantially from top to bottom, transversely to the vehicle. The upper plate joins the main body 100 of the front wing at an upper gutter 110 thereof. In side view (FIG. 3), the support 100 has a profile which is reduced in width when traversed from the bottom upwards. Thus, the width of the lower plate 120 is significantly greater than that of the upper plate 110, which itself corresponds to a typical width of a front wing gutter. Thus positioned, this fusible support absorbs a shock, in particular a downward shock, applied to the top of the front wing. Such a shock, shown diagrammatically in FIG. 2 by a head impact, results in a displacement of the front wing in approaching downwards towards the support structure 300. It will be noted that such head impacts prove to be common, in pedestrian accidents. Such a damping movement also takes place in the event of an impact on the hood 400, owing to the fact that the latter is supported on the front fenders 100. In fact, a pedestrian hit at the knees by the vehicle bumper typically finds overturned on the hood 400 of the vehicle and strikes the hood 400 or the wing 100 in the conventional manner considered here. The hood 400 and / or the wing 100 must then, thanks to the fuse support 100, be able to accompany the weight of the pedestrian and present the desired travel, preferably in the vertical direction, but also also advantageously in the transverse direction, that is to say say in direction "Y". This fuse support 100 is here made of plastic, for example thermosetting or else thermoplastic. FIG. 1 also illustrates the configuration of such a fuse support 100 after it has undergone the desired collapse following an impact on the bodywork element that it supports. In this collapsed configuration, the upper plate 110, integral with the bodywork element, has moved closer to the lower plate 120, which is itself integral with the carrying structure 300 of the vehicle. Such a supporting structure 300 is known by the name of “sheet metal structure”, and typically takes the form of contact with the fuse support 100, in the form of a spar 310. In the collapsed configuration, each of the legs 130 and 140 has its two segments components folded over each other, the angle formed at the priming line 135, 145, then being folded back to its minimum value. Fuse-type supports, whether conforming to the variant described here, or conforming to any other variant, turn out to have a definite advantage in being a constituent part of the wing itself. In other words, the wing 200 turns out to be advantageous in integrating the fuse support (s) 100 in a single piece. Thus, the fuse holders 100, hitherto considered as connecting parts with a special role (erasure), were considered to be necessarily independent parts. On the contrary, they are here proposed in the form of an appendage intrinsically belonging to the bodywork element. In the present case, the wing 200 is made of a plastic material, for example thermosetting or even thermoplastic material. The fuse holder 100 is then preferably molded simultaneously with the main body of the wing, in this same plastic material. In this way, the fuse holder (s) is (are) positioned (s) relative to the wing, ab initio, with almost absolute precision. The assembly operations are thereby significantly relieved, and improved in terms of positioning efficiency. In addition, the operation for producing the supports 100 being carried out simultaneously with that of faile 200, the overall production cost is thereby significantly reduced. In FIG. 4 representing the wing 200 as a whole, it will be noted that these supports 100 are here two in number per wing, situated respectively at the front and at the rear of a gutter 210 which itself is made of material with the wing, and preferably also fuse. The number of fuse holders 100 integrated in the wing 200 can however range from 1 to an even greater number. In the case where the wing 200 has at least two fusible supports 100, the most forward support preferably has a tab 150 which extends its lower plate forward. This tab 150 fulfills the role of indexing support in positioning for a block of the front of the vehicle, block typically incorporating headlamp, grille, and front bumper. We propose - .. therefore here a wing 200 itself fulfilling the shock absorption functions, that is to say having itself an erasing characteristic. The wing therefore itself exhibits a behavior of a fusible support, for example of the thermo-elastic-plastic type or more generally of the damaged type. The wing thus proposed therefore satisfies the requirements required in the event of pedestrian impacts while having the robustness (stiffness) also required. A wing of this type is nonetheless just as configurable in terms of possible shapes. We will now present another fuse support configuration 100 which is also very suitable for such a one-piece embodiment within the wing 200 itself. This second configuration incorporates the elements described above with reference to the variant of Figures 1 to 3, but has in addition a vertical wall 160 connecting adjacent edges of the foldable legs 130 and 140. This wall 160 extends transversely to the plastic bands each forming legs 130 and 140, that is to say transversely to the passage delimited inside. of these legs. This wall 160 comes in one piece with each of the legs 130, 140 at the edges of these, edges located adjacent to the main body of the wing 200. Thus, this additional wall 160 is positioned between the main body of the wing 200 and the fusible lugs 130, 140 to which it is linked. This additional wall 160 tends to oppose the separation and therefore the folding of the two legs 130 and 140, thus providing increased stiffness to the support against sagging. This increased stiffness is however controlled to ensure that the desired sagging takes place in the event of an impact. Thus, for controlling this stiffness, this wall is provided with a central aperture ' 165, here in the form of a circular orifice, the extent of which directly influences the value of the stiffness of the support. Although here shown as not linked to the main body of the wing, this wall 160 can also be used to stiffen the main body of the wing. Thus, the wall 160 can be arranged to bear against a falling zone 220, that is to say substantially vertical, of the wing. This support on a drooping area of the wing does not hamper the flexibility of such a support
100, notamment s'il est muni d'ajours préservant la défor abilité d'un tel appui. 100, in particular if it is provided with openings preserving the deformability of such support.

Claims

REVENDICATIONS
1. Ensemble constitué d'un élément de carrosserie (200) de véhicule automobile et d'au moins un support (100) de l'élément de carrosserie pour fixation sur une st cture porteuse (300) de véhicule automobile, ce support (100) de fixation étant configuré pour s'affaisser et autoriser ainsi un déplacement de l'élément de carrosserie (200) sur la structure porteuse (300) afin d'amortir un choc appliqué sur l'élément de carrosserie (200), l'ensemble étant caractérisé en ce que le support (100) se trouve agencé de manière solidaire à l'élément de carrosserie (200), tout en étant libre de toute fixation ultérieure sur une structure de véhicule (300). 1. Assembly consisting of a body element (200) of a motor vehicle and of at least one support (100) of the body element for fixing to a load-bearing structure (300) of a motor vehicle, this support (100 ) of fixing being configured to collapse and thus authorize a displacement of the body element (200) on the support structure (300) in order to absorb a shock applied to the body element (200), the assembly being characterized in that the support (100) is arranged integrally with the bodywork element (200), while being free from any subsequent attachment to a vehicle structure (300).
2. Ensemble constitué d'un élément de carrosserie et d'au moins un support de cet élément selon la revendication 1, caractérisé en ce que l'élément de carrosserie (200) et le support (100) sont tous deux en matériaux plastiques et venus de matière l'un avec l'autre. 2. Assembly consisting of a bodywork element and at least one support for this element according to claim 1, characterized in that the bodywork element (200) and the support (100) are both made of plastic materials and come together with each other.
3. Ensemble constitué d'un élément de carrosserie (200) et d'au rnoins un support (100) de cet élément selon la revendication 1 ou (a revendication 2, caractérisé en ce que le support (100) forme au moins une patte (130, 140) sous forme de bande et prévue pour s'affaisser afin d'autoriser un déplacement vertical de l'élément de carrosserie. 3. Assembly consisting of a bodywork element (200) and at least a support (100) of this element according to claim 1 or ( a claim 2, characterized in that the support (100) forms at least one tab (130, 140) in the form of a strip and intended to collapse in order to allow vertical movement of the bodywork element.
4. Ensemble selon la revendication 3, caractérisé en ce que la bande (130, 140) formant une patte du support est munie d'une ligne d'amorce de pliage (135. 145) en vue de son affaissement4. An assembly according to claim 3, characterized in that the strip (130, 140) forming a leg of the support is provided with a fold start line (135. 145) for its collapse
5. Ensemble selon la revendication 3 ou la revendication 4, caractérisé en ce que le support (100) présente deux pattes (130, 140) sous forme de bandes d'affaissement, réunies entre elles par deux paliers (110, 120) sensiblement horizontaux, un palier supérieur (110) étant relié à l'élément de carrosserie (200), et un palier inférieur (120) étant agencé pour assurer la fixation du support sur une structure porteuse (300) appartenant à un véhicule. 5. An assembly according to claim 3 or claim 4, characterized in that the support (100) has two legs (130, 140) in the form of sagging strips, joined together by two bearings (110, 120) substantially horizontal , an upper bearing (110) being connected to the bodywork element (200), and a lower bearing (120) being arranged to secure the support to a support structure (300) belonging to a vehicle.
6. Ensemble selon la revendication 3 ou la revendication 4, caractérisé en ce que le support (100) présente deux pattes (130, 140) sous forme de bandes d'affaissement positionnées en vis-à-vis l'une de l'autre, et en ce que le support (100) présente en outre une paroi (160) reliant les deux bandes entre elles par une bordure verticale de chacune d'elle. 6. An assembly according to claim 3 or claim 4, characterized in that the support (100) has two tabs (130, 140) in the form of sagging strips positioned opposite one another , and in that the support (100) also has a wall (160) connecting the two strips together by a vertical border of each of them.
7. Ensemble selon la revendication 6, caractérisé en ce que cette paroi 160 reliant les bordures présente au moins un ajour (165). 7. An assembly according to claim 6, characterized in that this wall 160 connecting the edges has at least one opening (165).
8. Ensemble selon la revendication 3 ou fa revendication 4, caractérisé en ce que le support (100) présente deux pattes (130, 140) sous forme de bandes en vis à vis, et les bordures de chaque bande sont laissées libres, de sorte que le support (100) présente deux ouvertures en vis-à-vis ayant des étendues similaires. 8. An assembly according to claim 3 or fa claim 4, characterized in that the support (100) has two tabs (130, 140) in the form of bands facing each other, and the edges of each strip are left free, so that the support (100) has two facing openings having similar expanses.
9. Ensemble selon l'une quelconque des revendications précédentes, caractérisé en ce que l'élément de carrosserie (200) est une aile avant de véhicule automobile. 9. Assembly according to any one of the preceding claims, characterized in that the bodywork element (200) is a front wing of a motor vehicle.
10. Procédé de montage d'un élément de carrosserie (200) sur une structure porteuse (300) de véhicule automobile, comprenant l'étape consistant à fixer l'élément de carrosserie (200) sur la structure porteuse (300) à l'aide d'au moins un support (100) prévu pour s'affaisser en cas de choc appliqué sur l'élément de carrosserie (200), afin d'amortir un tel choc par déplacement de l'élément de carrosserie (200) vis-à-vis de la structure porteuse (300), le procédé étant caractérisé en ce qu'il comporte l'étape préliminaire consistant à fournir l'élément de carrosserie (200) préalablement solidaire de ce support (100), en vue d'une fixation ultérieure du support (100) sur la structure porteuse du véhicule (300). 10. A method of mounting a body element (200) on a support structure (300) of a motor vehicle, comprising the step of fixing the body element (200) on the support structure (300) to the using at least one support (100) provided to collapse in the event of an impact applied to the bodywork element (200), in order to absorb such a shock by displacement of the bodywork element (200) vis- with respect to the supporting structure (300), the method being characterized in that it comprises the preliminary step consisting in supplying the body element (200) previously secured to this support (100), for a subsequent fixing of the support (100) on the supporting structure of the vehicle (300).
EP04805743A 2003-10-13 2004-10-12 Pre-formed chassis element for cushioning a pedestrian impact Withdrawn EP1675758A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0311931A FR2860763B1 (en) 2003-10-13 2003-10-13 PRE-MOVING BODY ELEMENT FOR DAMPING A PIECE SHOCK
PCT/FR2004/050500 WO2005035325A1 (en) 2003-10-13 2004-10-12 Pre-formed chassis element for cushioning a pedestrian impact

Publications (1)

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EP1675758A1 true EP1675758A1 (en) 2006-07-05

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EP04805743A Withdrawn EP1675758A1 (en) 2003-10-13 2004-10-12 Pre-formed chassis element for cushioning a pedestrian impact

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EP (1) EP1675758A1 (en)
JP (1) JP2007508200A (en)
FR (1) FR2860763B1 (en)
WO (1) WO2005035325A1 (en)

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Publication number Priority date Publication date Assignee Title
JP4736609B2 (en) * 2005-08-05 2011-07-27 マツダ株式会社 Car fender panel mounting structure
FR2913393B1 (en) * 2007-03-06 2009-04-10 Renault Sas FIXING ARRANGEMENT OF A FENDER ON A BODY STRUCTURE OF A VEHICLE.
KR100952005B1 (en) 2008-03-31 2010-04-08 현대자동차주식회사 Jig for painting plastic fender panel
DE202008008071U1 (en) * 2008-06-18 2009-10-29 Rehau Ag + Co Absorber element for a vehicle

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DE19948732A1 (en) * 1999-10-09 2001-04-12 Volkswagen Ag Pedestrian-friendly motor vehicle front end
DE19959606A1 (en) * 1999-12-10 2001-06-13 Volkswagen Ag Vehicle side panel with an impact-soft outer edge
KR100417942B1 (en) * 2000-03-31 2004-02-11 도요타지도샤가부시키가이샤 Fender assembly for a vehicle
EP1277629A1 (en) * 2001-07-05 2003-01-22 Ford Global Technologies, Inc. Energy absorption system
DE10136898A1 (en) * 2001-07-28 2003-02-20 Opel Adam Ag Front structure of motor vehicle has deformation elements with two or more sections interconnected by collapsing point and mounted or directed so that they occupy defined new position after yielding of collapsing point
DE10206768B4 (en) * 2002-02-19 2005-11-17 Daimlerchrysler Ag Mudguard arrangement for a motor vehicle

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Also Published As

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FR2860763A1 (en) 2005-04-15
JP2007508200A (en) 2007-04-05
WO2005035325A1 (en) 2005-04-21
FR2860763B1 (en) 2007-01-26

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