EP3606805A1 - Central beam for a vehicle rear chassis comprising a reinforcing profiled section in the rear part - Google Patents

Central beam for a vehicle rear chassis comprising a reinforcing profiled section in the rear part

Info

Publication number
EP3606805A1
EP3606805A1 EP18712955.6A EP18712955A EP3606805A1 EP 3606805 A1 EP3606805 A1 EP 3606805A1 EP 18712955 A EP18712955 A EP 18712955A EP 3606805 A1 EP3606805 A1 EP 3606805A1
Authority
EP
European Patent Office
Prior art keywords
central beam
vehicle
profile
walls
central
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Withdrawn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
EP18712955.6A
Other languages
German (de)
French (fr)
Inventor
Said Benane
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.)
PSA Automobiles SA
Original Assignee
PSA Automobiles SA
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 PSA Automobiles SA filed Critical PSA Automobiles SA
Publication of EP3606805A1 publication Critical patent/EP3606805A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • 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
    • 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

Definitions

  • the invention lies in the field of rear vehicle chassis and more particularly the central beams of such chassis.
  • the rear frame of a vehicle is a lower structure that supports the rear part.
  • the latter is generally composed of two lateral beams extending in the longitudinal direction of the vehicle and interconnected by at least two crosspieces.
  • the vehicle space defined and supported by the sleepers and the side beams generally corresponds to the trunk, but may also correspond to the bucket of a pickup type vehicle as described in the document EP0723904.
  • the rear frame is generally closed at the bottom by a lower floor. During a shock at the rear of the vehicle, the rear frame and in particular the rear crossmember will be caused to deform towards the front. This deformation will result in an intrusion into the cabin elements that may injure passengers sitting in the back.
  • a rear shock absorption device may be present at the rear frame and comprises in known manner a central beam disposed between the two lateral beams and connecting the front cross member and the rear cross member. This central beam absorbs the energy of the shock thanks to a longitudinal deformation.
  • Such a device is shown for example in US6206461 and consists of a central beam whose front end flares laterally gradually and the rear end expands staggered.
  • the configuration of this central beam ensures good lateral support against each cross.
  • Document EP1424266 describes an anti-collision box which bears against the rear end of the central beam, and which supports a bumper beam.
  • This anti-collision box is in the form of a "crash box” and absorbs shock by longitudinal deformation. Its function is to pre-absorb the forces from a rear impact, before they reach the central beam.
  • the document KR101006053 presents crash-type dampers designed to prevent abnormal noise during their deformation, thanks to an expanded aluminum foam fastener present within them by means of clamps. It has been observed that during a rear impact, the central beam is not correctly maintained in position according to certain directions of effort, and in particular in the vertical direction, while the vertical forces are the most consistent. The central beam then risks to rise in its rear part, decreasing its effectiveness of absorption of the energy of the rear impact.
  • the object of the invention is to respond to at least one of the problems encountered in the prior art by proposing a new rear chassis center beam having better control in the event of longitudinal deformation.
  • the invention relates to a vehicle comprising a rear frame having two lateral beams oriented in the longitudinal direction of the vehicle between which is disposed parallel to a central beam, said central beam being in the form of a hollow profile so to present a central channel passing therethrough longitudinally and having a front portion and a rear portion in the longitudinal direction of the vehicle, the vehicle being remarkable in that said central beam comprises a reinforcing profile nested in its rear portion and attached to it.
  • the reinforcing profile may comprise one or the other of the following characteristics taken separately or in any combination possible:
  • the reinforcing profile is attached to the side walls of the central beam.
  • the height of the reinforcement profile is less than or equal to half the height of the central beam and / or the length of the reinforcement profile is less than or equal to half the length of the central beam.
  • the height of the reinforcement profile is less than or equal to half the height of the central beam and the reinforcing section is disposed below the median horizontal plane of the central beam.
  • the reinforcement profile is in the form of a flat tube arranged parallel to the central beam or in the form of a U-shaped profile open downwardly arranged parallel to the central beam.
  • the central beam and the reinforcing profile are both in the form of a U-shaped profile open downwards.
  • the reinforcing profile comprising at least one upper wall and two side walls, the vehicle is remarkable in that the reinforcing profile comprises at least one perforation cut in at least one of its walls.
  • said or at least one of said openwork is cut on two walls at the edge joining these two walls.
  • one of the two walls is the top wall and the other is one of the two side walls of the reinforcing section, the reinforcing section is fixed by welding to the central beam.
  • the central beam comprising at least one upper wall and two side walls
  • the vehicle is remarkable in that the central beam comprises at least one perforation cut in at least one of its walls at the its rear part surrounding the reinforcing profile.
  • said or at least one of said openwork is cut on two walls at the edge joining these two walls. More preferably, one of the two walls is the top wall and the other is one of the two side walls of the central beam.
  • the invention proposes to fix a reinforcing profile inside the rear end of the central beam so as to reinforce the rigidity of the central beam in this area.
  • the central beam of the invention has an asymmetrical longitudinal deformation capacity, so that the latter is greater in the front part than in the rear part of the central beam.
  • the invention also relates to a central beam of a vehicle rear frame as defined above.
  • FIG. 1 represents an upper rear view of a vehicle according to the invention comprising a central beam associated with a reinforcement.
  • Figure 2 shows a rear view of a central beam according to the invention.
  • understand is synonymous with “include” and is not limiting in that it allows the presence of other elements in the vehicle or the central beam to which it relates. It is understood that the term “understand” includes the words “consist of”.
  • front and “rear” as well as the “longitudinal” and “transverse” directions will be understood in relation to the general orientation of the vehicle.
  • the terms “low” and “lower” will indicate a greater proximity to the ground than the terms “high” and “higher” respectively.
  • the same references designate identical or similar elements.
  • Figure 1 shows an upper rear view of a vehicle 1 according to the invention, and showing a rear frame 3 comprising two lateral beams (5, 7) oriented in the longitudinal direction of the vehicle 1.
  • These two beams (5, 7) are interconnected by two cross members (9, 1 1), one of which is located near the rear ends of the two lateral beams (5, 7), hereinafter referred to as the rear cross member 1 1, and Another is placed further forward, hereinafter called front cross member 9.
  • the space defined and supported by the two side beams (5, 7) and the two crosspieces (9, 1 1) corresponds to trunk of the vehicle 1. This space is closed in the lower part by a lower floor 13.
  • a central beam 15 is disposed between the two lateral beams (5, 7) and extends parallel to them.
  • the central beam 15 comprises a front end connected to the cross member 9 before and a rear end connected to the cross 1 1 rear.
  • the central beam further comprises a rear portion which is understood as extending from its rear end to the median transverse plane of the central beam, and a front portion extending from its front end to the median transverse plane of the central beam.
  • the central beam 15 is a profile comprising an upper wall 17 and possibly a bottom wall (not visible) along a vertical axis. It also includes two walls lateral 19 each facing one side of the vehicle 1, or facing each of one of said side beams (5, 7).
  • the central beam 15 is hollow in that it comprises a central channel 21 passing longitudinally on both sides.
  • the vehicle 1 is remarkable in that said central beam 15 comprises inside its rear portion a reinforcing profile 23 attached to at least one of the walls of the central channel 21 of said central beam 15.
  • a profile reinforcement 23 makes it possible to create a rise in force during a rear impact on the vehicle 1, before the central beam 15 is deformed to absorb the forces of the rear impact.
  • the central beam has less risk of lifting and is better maintained during its deformation.
  • the reinforcement profile 23 has dimensions smaller than the central beam 15.
  • the height and the length of the reinforcement profile 23 are respectively lower than those of the central beam 15.
  • the function of the reinforcement profile 23 reinforcement profile 23 being to cause a rise in force during a rear impact, it is preferable that these dimensions are smaller than those of the central beam 15 so as not to stiffen the latter.
  • the length of the reinforcement profile 23 may be less than or equal to half that of the central beam 15, or less than or equal to one third of that of the central beam 15, or even less than or equal to one quarter of that of the central beam 15.
  • the reinforcing section 23 has a height less than or equal to half that of the central beam 15.
  • the reinforcing section 23 is disposed below the median horizontal plane of the central beam 15 so as to be closer to the bottom than the top of the central beam 15. This arrangement can channel the forces received during the impact in the direction of the ground, or towards the lower floor. Directing the forces received in the direction of the ground makes it possible to participate in limiting or preventing the lifting of the central beam during its deformation.
  • the reinforcing profile 23 may be attached to the central beam 15 by any means. For example, it can be fixed by welding or screwing, preferably it is fixed by welding.
  • the reinforcing section 23 is preferably not fixed to all the walls of the central beam 15.
  • the reinforcing section 23 is attached to the side walls of the central beam
  • the reinforcement profile 23 is in the same shape or a shape similar to the central beam 15.
  • the reinforcing section 23 is in the form of a flat tube positioned parallel to the beam central 15.
  • the reinforcing section 23 is in the form of a U-shaped profile open downwards and disposed nested in the central beam 15.
  • the reinforcing section 23 thus has a wall 25 and two side walls 27, as shown in Figure 2.
  • the central beam 15 is also in the form of a U-profile open downward so that it does not include a bottom wall .
  • Such a configuration of the central beam 15 and the reinforcement profile 23 improves the deformation and energy absorption qualities of these elements, in comparison with a closed configuration on all sides. Having the opening downward limit see avoids the risk of contact of the central beam 15 and / or the reinforcement profile 23 with the lower floor 13 during their deformation.
  • the central beam 15 comprises at least one perforation 29 cut in one of the walls of the rear part of the central beam 15 surrounding the reinforcement section 23, creating a zone of weakening of the rigidity
  • this or at least one of the perforations 29 is positioned at a longitudinal edge of the central beam 15 joining two walls. More preferably, this stop is an upper edge forming wedge between the upper wall 17 and one of the two side walls 19, in particular when the central beam is in the form of a U-shaped profile open downwards.
  • cut-outs 29 are preferably arranged symmetrically on either side of the longitudinal axis of the central beam 15 so as to form pairs of cutouts 29.
  • the central beam may also include other cutouts cut out of the rear portion surrounding the reinforcing section.
  • the central beam may comprise at least one openwork in the front part, the one or more said cuts facilitating the longitudinal deformation of the central beam and participating in the absorption capacity of the forces of the central beam.
  • the reinforcing section 23 comprises at least one perforation 31 cut in one of its walls. Preferably, this or at least one of the perforations 31 is positioned at a longitudinal edge of the reinforcing section 23 joining two walls.
  • this stop is an upper stop wedge between the upper wall 25 and one of the two side walls 27, especially when the reinforcing profile 23 is in the form of a U-shaped profile open downwards.
  • the perforation (s) (29, 31) of the central beam 15 and the reinforcing section 23 are positioned at the same level in the longitudinal direction of the vehicle 1.
  • they are preferably arranged symmetrically on either side of the longitudinal axis of the reinforcement section 23 so as to form pairs of cut-outs 31.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

The invention relates to a vehicle (1) comprising a rear chassis (3) having two side beams (5, 7) that are oriented in the longitudinal direction of the vehicle (1) and between which a central beam (15) is disposed in a parallel manner, said central beam (15) being in the form of a hollow profiled section so as to have a central channel (21) passing through it longitudinally from one side to the other and having a front part and a rear part in the longitudinal direction of the vehicle (1), the vehicle (1) being characterized in that said central beam (15) comprises a reinforcing profiled section (23) nested in its rear part and fixed thereto. The invention also relates to such a central beam (15).

Description

POUTRE CENTRALE POUR CHASSIS ARRIERE DE VEHICULE COMPRENANT EN PARTIE ARRIERE UN PROFILE DE RENFORT  CENTRAL BEAM FOR REAR VEHICLE FRAME COMPRISING IN PART REAR A PROFILE OF REINFORCEMENT
L'invention se situe dans le domaine des châssis arrière de véhicule et concerne plus particulièrement les poutres centrales de tels châssis. The invention lies in the field of rear vehicle chassis and more particularly the central beams of such chassis.
Le châssis arrière d'un véhicule est une structure inférieure qui en supporte la partie arrière. Ce dernier se compose généralement de deux poutres latérales s'étendant selon la direction longitudinale du véhicule et reliées entre elles par au moins deux traverses. L'espace du véhicule défini et supporté par les traverses et les poutres latérales correspond généralement au coffre, mais peut également correspondre à la benne d'un véhicule de type pick-up comme décrit dans le document EP0723904. Le châssis arrière est généralement fermé en partie inférieure par un plancher inférieur. Lors d'un choc à l'arrière du véhicule, le châssis arrière et en particulier la traverse arrière vont être amenés à se déformer en direction de l'avant. Cette déformation va entraîner une intrusion dans l'habitacle d'éléments qui risquent de blesser les passagers assis à l'arrière. De manière à limiter cette intrusion, un dispositif d'absorption de choc arrière peut être présent au niveau du châssis arrière et comprend de manière connue une poutre centrale disposée entre les deux poutres latérales et reliant la traverse avant et la traverse arrière. Cette poutre centrale absorbe l'énergie du choc grâce à une déformation longitudinale. The rear frame of a vehicle is a lower structure that supports the rear part. The latter is generally composed of two lateral beams extending in the longitudinal direction of the vehicle and interconnected by at least two crosspieces. The vehicle space defined and supported by the sleepers and the side beams generally corresponds to the trunk, but may also correspond to the bucket of a pickup type vehicle as described in the document EP0723904. The rear frame is generally closed at the bottom by a lower floor. During a shock at the rear of the vehicle, the rear frame and in particular the rear crossmember will be caused to deform towards the front. This deformation will result in an intrusion into the cabin elements that may injure passengers sitting in the back. In order to limit this intrusion, a rear shock absorption device may be present at the rear frame and comprises in known manner a central beam disposed between the two lateral beams and connecting the front cross member and the rear cross member. This central beam absorbs the energy of the shock thanks to a longitudinal deformation.
Un tel dispositif est présenté par exemple par le document US6206461 et consiste en une poutre centrale dont l'extrémité avant s'évase latéralement progressivement et l'extrémité arrière s'élargit de manière étagée. La configuration de cette poutre centrale lui assure de bons appuis latéraux contre chaque traverse. Such a device is shown for example in US6206461 and consists of a central beam whose front end flares laterally gradually and the rear end expands staggered. The configuration of this central beam ensures good lateral support against each cross.
Le document EP1424266 décrit un caisson anticollision qui s'appuie contre l'extrémité arrière de la poutre centrale, et qui supporte une traverse de pare-chocs. Ce caisson anticollision se présente sous la forme d'une « crash box » et absorbe un choc par déformation longitudinale. Il a pour fonction de pré-absorber les efforts provenant d'un choc arrière, avant que ceux-ci n'atteignent la poutre centrale. Document EP1424266 describes an anti-collision box which bears against the rear end of the central beam, and which supports a bumper beam. This anti-collision box is in the form of a "crash box" and absorbs shock by longitudinal deformation. Its function is to pre-absorb the forces from a rear impact, before they reach the central beam.
Le document KR101006053 présente des amortisseurs de type « crash box » prévus pour éviter un bruit anormal lors de leur déformation, grâce à une fixation en mousse d'aluminium expansée présente en leur sein à l'aide de brides de fixation. Il a été observé que lors d'un choc arrière, la poutre centrale n'est pas correctement maintenue en position selon certaines directions d'efforts, et notamment selon la direction verticale, alors que les efforts verticaux sont les plus conséquents. La poutre centrale risque alors de se soulever dans sa partie arrière, diminuant son efficacité d'absorption de l'énergie du choc arrière. The document KR101006053 presents crash-type dampers designed to prevent abnormal noise during their deformation, thanks to an expanded aluminum foam fastener present within them by means of clamps. It has been observed that during a rear impact, the central beam is not correctly maintained in position according to certain directions of effort, and in particular in the vertical direction, while the vertical forces are the most consistent. The central beam then risks to rise in its rear part, decreasing its effectiveness of absorption of the energy of the rear impact.
Il serait donc intéressant de trouver une solution pour maintenir la position de la poutre centrale par rapport aux traverses du châssis arrière. L'invention a pour objectif de répondre à au moins un des problèmes rencontrés dans l'art antérieur en proposant une nouvelle poutre centrale de châssis arrière présentant un meilleur contrôle en cas de déformation longitudinale. It would therefore be interesting to find a solution to maintain the position of the central beam relative to the cross members of the rear frame. The object of the invention is to respond to at least one of the problems encountered in the prior art by proposing a new rear chassis center beam having better control in the event of longitudinal deformation.
A cet effet l'invention a pour objet un véhicule comprenant un châssis arrière présentant deux poutres latérales orientées selon la direction longitudinale du véhicule entre lesquelles est disposée parallèlement une poutre centrale, ladite poutre centrale se présentant sous la forme d'un profilé creux de sorte à présenter un canal central la traversant de part et d'autre longitudinalement et présentant une partie avant et une partie arrière selon la direction longitudinale du véhicule, le véhicule étant remarquable en ce que ladite poutre centrale comprend un profilé de renfort imbriqué dans sa partie arrière et fixé à celle-ci. For this purpose the invention relates to a vehicle comprising a rear frame having two lateral beams oriented in the longitudinal direction of the vehicle between which is disposed parallel to a central beam, said central beam being in the form of a hollow profile so to present a central channel passing therethrough longitudinally and having a front portion and a rear portion in the longitudinal direction of the vehicle, the vehicle being remarkable in that said central beam comprises a reinforcing profile nested in its rear portion and attached to it.
Selon des modes particuliers de réalisation, le profilé de renfort peut comprendre l'une ou l'autre des caractéristiques suivantes prises isolément ou selon toutes les combinaisons possibles : According to particular embodiments, the reinforcing profile may comprise one or the other of the following characteristics taken separately or in any combination possible:
- le profilé de renfort est fixé aux parois latérales de la poutre centrale.  - The reinforcing profile is attached to the side walls of the central beam.
la hauteur du profilé de renfort est inférieure ou égale à la moitié de la hauteur de la poutre centrale et/ou la longueur du profilé de renfort est inférieure ou égale à la moitié de la longueur de la poutre centrale.  the height of the reinforcement profile is less than or equal to half the height of the central beam and / or the length of the reinforcement profile is less than or equal to half the length of the central beam.
la hauteur du profilé de renfort est inférieure ou égale à la moitié de la hauteur de la poutre centrale et le profilé de renfort est disposé en dessous du plan horizontal médian de la poutre centrale.  the height of the reinforcement profile is less than or equal to half the height of the central beam and the reinforcing section is disposed below the median horizontal plane of the central beam.
le profilé de renfort se présente sous la forme d'un tube plat disposé parallèlement à la poutre centrale ou sous la forme d'un profilé en forme de U ouvert vers le bas disposé parallèlement à la poutre centrale. De préférence la poutre centrale et le profilé de renfort se présentent tous deux sous la forme d'un profilé en forme de U ouvert vers le bas. le profilé de renfort comprenant au moins une paroi supérieure et deux parois latérales, le véhicule est remarquable en ce que le profilé de renfort comprend au moins un ajourage découpé dans au moins une de ses parois. De préférence ledit ou au moins un desdits ajourages est découpé sur deux parois au niveau de l'arrête joignant ces deux parois. De préférence encore une des deux parois est la paroi supérieure et l'autre est une des deux parois latérales du profilé de renfort, le profilé de renfort est fixé par soudure à la poutre centrale. the reinforcement profile is in the form of a flat tube arranged parallel to the central beam or in the form of a U-shaped profile open downwardly arranged parallel to the central beam. Preferably the central beam and the reinforcing profile are both in the form of a U-shaped profile open downwards. the reinforcing profile comprising at least one upper wall and two side walls, the vehicle is remarkable in that the reinforcing profile comprises at least one perforation cut in at least one of its walls. Preferably said or at least one of said openwork is cut on two walls at the edge joining these two walls. Also preferably one of the two walls is the top wall and the other is one of the two side walls of the reinforcing section, the reinforcing section is fixed by welding to the central beam.
Selon un mode de réalisation préféré de l'invention, la poutre centrale comprenant au moins une paroi supérieure et deux parois latérales, le véhicule est remarquable en ce que la poutre centrale comprend au moins un ajourage découpé dans au moins une de ses parois au niveau de sa partie arrière entourant le profilé de renfort. De préférence, ledit ou au moins un desdits ajourages est découpé sur deux parois au niveau de l'arrête joignant ces deux parois. De préférence encore, une des deux parois est la paroi supérieure et l'autre est une des deux parois latérales de la poutre centrale. According to a preferred embodiment of the invention, the central beam comprising at least one upper wall and two side walls, the vehicle is remarkable in that the central beam comprises at least one perforation cut in at least one of its walls at the its rear part surrounding the reinforcing profile. Preferably, said or at least one of said openwork is cut on two walls at the edge joining these two walls. More preferably, one of the two walls is the top wall and the other is one of the two side walls of the central beam.
Comme on l'aura compris à la lecture de la définition qui vient d'en être donnée, l'invention se propose de fixer un profilé de renfort à l'intérieur de l'extrémité arrière de la poutre centrale de sorte à renforcer la rigidité de la poutre centrale dans cette zone. La poutre centrale de l'invention présente une capacité de déformation longitudinale asymétrique, de sorte que cette dernière est plus importante dans la partie avant que dans la partie arrière de la poutre centrale. Ainsi lors d'un choc arrière, la présence du profilé de renfort va entraîner une montée en effort au niveau de la partie arrière de la poutre centrale, puis cette dernière va se déformer selon sa longueur pour absorber l'effort. Cette montée en effort permet de contrôler et de guider la déformation de la poutre centrale de sorte qu'elle reste maintenue en position lors de sa déformation. As will be understood from reading the definition that has just been given, the invention proposes to fix a reinforcing profile inside the rear end of the central beam so as to reinforce the rigidity of the central beam in this area. The central beam of the invention has an asymmetrical longitudinal deformation capacity, so that the latter is greater in the front part than in the rear part of the central beam. Thus during a rear impact, the presence of the reinforcing profile will cause a rise in force at the rear portion of the central beam, then the latter will deform along its length to absorb the effort. This rise in force makes it possible to control and guide the deformation of the central beam so that it remains held in position during its deformation.
Lorsque le profilé de renfort est plus proche de la partie inférieure de la poutre centrale que de la partie supérieure, il permet de guider les efforts reçus en direction du plancher inférieur, et aide à limiter voir éviter un soulèvement de la poutre centrale. La présence d'ajourages au niveau du profilé de renfort et de la poutre centrale leur permet de se déformer suite à la montée en effort et de participer à l'absorption des efforts, leur apportant ainsi une double fonction. Lorsque le profilé de renfort et la poutre centrale se présentent sous la forme d'un profilé en U ouvert vers le bas, leur absorption des efforts est plus efficace et leur déformation respective présentent peu de risque d'entrer en contact avec le plancher inférieur. L'invention concerne également une poutre centrale de châssis arrière de véhicule telle que définie plus haut. When the reinforcement profile is closer to the lower part of the central beam than the upper part, it guides the efforts received in the direction of the lower floor, and helps limit or avoid an uplift of the central beam. The presence of perforations in the reinforcement profile and the central beam allows them to deform following the rise in effort and participate in the absorption of efforts, thus providing them with a dual function. When the reinforcement profile and the central beam are in the form of a U-profile open downwards, their absorption of the forces is more effective and their respective deformation pose little risk of coming into contact with the lower floor. The invention also relates to a central beam of a vehicle rear frame as defined above.
L'invention sera bien comprise et d'autres aspects et avantages apparaîtront clairement à la lecture de la description qui suit, donnée à titre d'exemple en référence à la planche de dessins annexée sur laquelle : The invention will be well understood and other aspects and advantages will become clear from reading the description which follows, given by way of example with reference to the attached drawing sheet in which:
La figure 1 représente une vue arrière supérieure d'un véhicule selon l'invention comprenant une poutre centrale associée à un renfort.  FIG. 1 represents an upper rear view of a vehicle according to the invention comprising a central beam associated with a reinforcement.
La figure 2 représente une vue arrière d'une poutre centrale selon l'invention.  Figure 2 shows a rear view of a central beam according to the invention.
Dans la description qui suit, le terme « comprendre » est synonyme de « inclure » et n'est pas limitatif en ce qu'il autorise la présence d'autres éléments dans le véhicule ou la poutre centrale auquel il se rapporte. Il est entendu que le terme « comprendre » inclut les termes « consister en ». Les termes « avant » et « arrière » ainsi que les directions « longitudinale » et « transversale » s'entendront par rapport à l'orientation générale du véhicule. Les termes « bas » et « inférieur » indiqueront une proximité avec le sol plus importante que respectivement les termes « haut » et « supérieur ». Sur les différentes figures, les mêmes références désignent des éléments identiques ou similaires. On se référera en premier lieu à la figure 1 , qui représente une vue arrière supérieure d'un véhicule 1 selon l'invention, et qui montre un châssis arrière 3 comprenant deux poutres latérales (5, 7) orientées selon la direction longitudinale du véhicule 1 . Ces deux poutres (5,7) sont reliées entre elles par deux traverses (9, 1 1 ) dont une est située proche des extrémités arrières des deux poutres latérales (5, 7), ci-après dénommée traverse arrière 1 1 , et l'autre est placée plus en avant, ci-après dénommée traverse avant 9. Dans l'exemple représenté, l'espace défini et supporté par les deux poutres latérales (5,7) et les deux traverses (9, 1 1 ) correspond au coffre du véhicule 1. Cet espace est fermé en partie inférieure par un plancher inférieur 13. Une poutre centrale 15 est disposée entre les deux poutres latérales (5, 7) et s'étend parallèlement à elles. La poutre centrale 15 comprend une extrémité avant reliée à la traverse 9 avant et une extrémité arrière reliée à la traverse 1 1 arrière. La poutre centrale comprend en outre une partie arrière qui est comprise comme s'étendant depuis son extrémité arrière jusqu'au plan transversal médian de la poutre centrale, et une partie avant s'étendant depuis son extrémité avant jusqu'au plan transversal médian de la poutre centrale. Classiquement, la poutre centrale 15 est un profilé comprenant une paroi supérieure 17 et éventuellement une paroi inférieure (non visible) selon un axe vertical. Elle comprend également deux parois latérales 19 en regard chacune d'un côté du véhicule 1 , soit en regard chacune d'une desdites poutres latérales (5, 7). Sur la vue arrière de la poutre centrale 15 représentée en figure 2, on peut voir que la poutre centrale 15 est creuse en ce qu'elle comprend un canal central 21 la traversant longitudinalement de part et d'autre. In the following description, the term "understand" is synonymous with "include" and is not limiting in that it allows the presence of other elements in the vehicle or the central beam to which it relates. It is understood that the term "understand" includes the words "consist of". The terms "front" and "rear" as well as the "longitudinal" and "transverse" directions will be understood in relation to the general orientation of the vehicle. The terms "low" and "lower" will indicate a greater proximity to the ground than the terms "high" and "higher" respectively. In the different figures, the same references designate identical or similar elements. Referring firstly to Figure 1, which shows an upper rear view of a vehicle 1 according to the invention, and showing a rear frame 3 comprising two lateral beams (5, 7) oriented in the longitudinal direction of the vehicle 1. These two beams (5, 7) are interconnected by two cross members (9, 1 1), one of which is located near the rear ends of the two lateral beams (5, 7), hereinafter referred to as the rear cross member 1 1, and Another is placed further forward, hereinafter called front cross member 9. In the example shown, the space defined and supported by the two side beams (5, 7) and the two crosspieces (9, 1 1) corresponds to trunk of the vehicle 1. This space is closed in the lower part by a lower floor 13. A central beam 15 is disposed between the two lateral beams (5, 7) and extends parallel to them. The central beam 15 comprises a front end connected to the cross member 9 before and a rear end connected to the cross 1 1 rear. The central beam further comprises a rear portion which is understood as extending from its rear end to the median transverse plane of the central beam, and a front portion extending from its front end to the median transverse plane of the central beam. central beam. Conventionally, the central beam 15 is a profile comprising an upper wall 17 and possibly a bottom wall (not visible) along a vertical axis. It also includes two walls lateral 19 each facing one side of the vehicle 1, or facing each of one of said side beams (5, 7). In the rear view of the central beam 15 shown in Figure 2, it can be seen that the central beam 15 is hollow in that it comprises a central channel 21 passing longitudinally on both sides.
Le véhicule 1 est remarquable en ce que ladite poutre centrale 15 comprend à l'intérieur de sa partie arrière un profilé de renfort 23 fixé à au moins une des parois du canal central 21 de ladite poutre centrale 15. La présence d'un tel profilé de renfort 23 permet de créer une montée en effort lors d'un choc arrière sur le véhicule 1 , avant que la poutre centrale 15 ne se déforme pour absorber les efforts du choc arrière. Ainsi la poutre centrale présente moins de risque de se soulever et est mieux maintenue lors de sa déformation. The vehicle 1 is remarkable in that said central beam 15 comprises inside its rear portion a reinforcing profile 23 attached to at least one of the walls of the central channel 21 of said central beam 15. The presence of such a profile reinforcement 23 makes it possible to create a rise in force during a rear impact on the vehicle 1, before the central beam 15 is deformed to absorb the forces of the rear impact. Thus the central beam has less risk of lifting and is better maintained during its deformation.
Selon un mode de réalisation représenté en figure 2, le profilé de renfort 23 présente des dimensions inférieures à la poutre centrale 15. Ainsi la hauteur et la longueur du profilé de renfort 23 sont inférieures respectivement à celles de la poutre centrale 15. La fonction du profilé de renfort 23 étant d'entraîner une montée en effort lors d'un choc arrière, il est préférable que ces dimensions soient inférieures à celles de la poutre centrale 15 de sorte à ne pas trop rigidifier cette dernière. La longueur du profilé de renfort 23 peut être inférieure ou égale à la moitié de celle de la poutre centrale 15, ou inférieure ou égale au tiers de celle de la poutre centrale 15, ou encore inférieure ou égale au quart de celle de la poutre centrale 15. According to an embodiment shown in FIG. 2, the reinforcement profile 23 has dimensions smaller than the central beam 15. Thus, the height and the length of the reinforcement profile 23 are respectively lower than those of the central beam 15. The function of the reinforcement profile 23 reinforcement profile 23 being to cause a rise in force during a rear impact, it is preferable that these dimensions are smaller than those of the central beam 15 so as not to stiffen the latter. The length of the reinforcement profile 23 may be less than or equal to half that of the central beam 15, or less than or equal to one third of that of the central beam 15, or even less than or equal to one quarter of that of the central beam 15.
Selon un mode de réalisation de l'invention, le profilé de renfort 23 présente une hauteur inférieure ou égale à la moitié de celle de la poutre centrale 15. En outre, le profilé de renfort 23 est disposé en dessous du plan horizontal médian de la poutre centrale 15 de sorte à être plus proche du bas que du haut de la poutre centrale 15. Cette disposition permet de canaliser les efforts reçus lors du choc en direction du sol, soit en direction du plancher inférieur. Diriger les efforts reçus en direction du sol permet de participer à limiter voir éviter le soulèvement de la poutre centrale lors de sa déformation. Le profilé de renfort 23 peut être fixé à la poutre centrale 15 par tout moyen. Par exemple, il peut être fixé par soudure ou par vissage, de préférence il est fixé par soudure. De manière à contrôler la rigidité apportée par le profilé de renfort 23 à la poutre centrale 15, le profilé de renfort 23 n'est de préférence pas fixé à toutes les parois de la poutre centrale 15. Selon un mode de réalisation le profilé de renfort 23 est fixé aux parois latérales de la poutre centrale De préférence, le profilé de renfort 23 se présente sous la même forme ou une forme similaire à la poutre centrale 15. Selon un mode de réalisation, le profilé de renfort 23 se présente sous la forme d'un tube plat positionné parallèlement à la poutre centrale 15. Selon un mode de réalisation alternatif, le profilé de renfort 23 se présente sous la forme d'un profilé en forme de U ouvert vers le bas et disposé imbriqué dans la poutre centrale 15. Le profilé de renfort 23 présente ainsi une paroi supérieure 25 et deux parois latérales 27, comme il est représenté en figure 2. De préférence, la poutre centrale 15 se présente également sous la forme d'un profilé en U ouvert vers le bas de sorte qu'elle ne comprend pas de paroi inférieure. Une telle configuration de la poutre centrale 15 et du profilé de renfort 23 améliore les qualités de déformation et d'absorption d'énergie de ces éléments, en comparaison avec une configuration fermée sur toutes ses faces. Disposer l'ouverture vers le bas limite voir évite les risques de contact de la poutre centrale 15 et/ou du profilé de renfort 23 avec le plancher inférieur 13 lors de leur déformation. According to one embodiment of the invention, the reinforcing section 23 has a height less than or equal to half that of the central beam 15. In addition, the reinforcing section 23 is disposed below the median horizontal plane of the central beam 15 so as to be closer to the bottom than the top of the central beam 15. This arrangement can channel the forces received during the impact in the direction of the ground, or towards the lower floor. Directing the forces received in the direction of the ground makes it possible to participate in limiting or preventing the lifting of the central beam during its deformation. The reinforcing profile 23 may be attached to the central beam 15 by any means. For example, it can be fixed by welding or screwing, preferably it is fixed by welding. In order to control the stiffness provided by the reinforcement profile 23 to the central beam 15, the reinforcing section 23 is preferably not fixed to all the walls of the central beam 15. According to one embodiment the reinforcing section 23 is attached to the side walls of the central beam Preferably, the reinforcement profile 23 is in the same shape or a shape similar to the central beam 15. According to one embodiment, the reinforcing section 23 is in the form of a flat tube positioned parallel to the beam central 15. According to an alternative embodiment, the reinforcing section 23 is in the form of a U-shaped profile open downwards and disposed nested in the central beam 15. The reinforcing section 23 thus has a wall 25 and two side walls 27, as shown in Figure 2. Preferably, the central beam 15 is also in the form of a U-profile open downward so that it does not include a bottom wall . Such a configuration of the central beam 15 and the reinforcement profile 23 improves the deformation and energy absorption qualities of these elements, in comparison with a closed configuration on all sides. Having the opening downward limit see avoids the risk of contact of the central beam 15 and / or the reinforcement profile 23 with the lower floor 13 during their deformation.
Selon un mode de réalisation de l'invention, la poutre centrale 15 comprend au moins un ajourage 29 découpé dans une des parois de la partie arrière de la poutre centrale 15 entourant le profilé de renfort 23, créant une zone d'affaiblissement de la rigidité de la poutre centrale 15. De cette manière, la partie arrière de la poutre centrale 15 est également capable de se déformer pour absorber un effort, lui donnant ainsi une double fonction. De préférence, ce ou au moins un des ajourages 29 est positionné au niveau d'une arrête longitudinale de la poutre centrale 15 joignant deux parois. De préférence encore, cette arrête est une arrête supérieure faisant coin entre la paroi supérieure 17 et une des deux parois latérales 19, notamment lorsque la poutre centrale se présente sous la forme d'un profilé en forme de U ouvert vers le bas. La poutre centrale 15 étant plus rigide au niveau de ses arrêtes, la présence d'ajourages 29 à leurs niveaux crée des zones d'affaiblissement de la rigidité plus conséquente que lorsque lesdits ajourages sont découpés dans les parois. Lorsque plusieurs ajourages 29 sont présents, ils sont préférentiellement disposés symétriquement de part et d'autre de l'axe longitudinal de la poutre centrale 15 de sorte à former des paires d'ajourages 29. According to one embodiment of the invention, the central beam 15 comprises at least one perforation 29 cut in one of the walls of the rear part of the central beam 15 surrounding the reinforcement section 23, creating a zone of weakening of the rigidity In this way, the rear part of the central beam 15 is also able to deform to absorb a force, thus giving it a dual function. Preferably, this or at least one of the perforations 29 is positioned at a longitudinal edge of the central beam 15 joining two walls. More preferably, this stop is an upper edge forming wedge between the upper wall 17 and one of the two side walls 19, in particular when the central beam is in the form of a U-shaped profile open downwards. As the central beam 15 is more rigid at its edges, the presence of cut-outs 29 at their levels creates areas of weakening of the rigidity more substantial than when said cut-outs are cut in the walls. When several openings 29 are present, they are preferably arranged symmetrically on either side of the longitudinal axis of the central beam 15 so as to form pairs of cutouts 29.
Bien entendu la poutre centrale peut comprendre également d'autres ajourages découpés en dehors de la partie arrière entourant le profilé de renfort. Notamment la poutre centrale peut comprendre au moins un ajourage en partie avant, ledit ou lesdits ajourages facilitant la déformation longitudinale de la poutre centrale et participant à la capacité d'absorption des efforts de la poutre centrale. De manière similaire à ce qui vient d'être décrit pour les parois de la poutre centrale 15 et selon un mode de réalisation préféré de l'invention, le profilé de renfort 23 comprend au moins un ajourage 31 découpé dans une moins de ses parois. De préférence, ce ou au moins un des ajourages 31 est positionné au niveau d'une arrête longitudinale du profilé de renfort 23 joignant deux parois. De préférence encore, cette arrête est une arrête supérieure faisant coin entre la paroi supérieure 25 et une des deux parois latérales 27, notamment lorsque le profilé de renfort 23 se présente sous la forme d'un profilé en forme de U ouvert vers le bas. De manière à coordonner la déformation de la poutre centrale 15, le ou les ajourages (29, 31 ) de la poutre centrale 15 et du profilé de renfort 23 sont positionnés au même niveau selon la direction longitudinal du véhicule 1 . Lorsque plusieurs ajourages 31 sont présents, ils sont préférentiellement disposés symétriquement de part et d'autre de l'axe longitudinal de la du profilé de renfort 23 de sorte à former des paires d'ajourages 31 . Of course the central beam may also include other cutouts cut out of the rear portion surrounding the reinforcing section. In particular, the central beam may comprise at least one openwork in the front part, the one or more said cuts facilitating the longitudinal deformation of the central beam and participating in the absorption capacity of the forces of the central beam. Similarly to what has just been described for the walls of the central beam 15 and according to a preferred embodiment of the invention, the reinforcing section 23 comprises at least one perforation 31 cut in one of its walls. Preferably, this or at least one of the perforations 31 is positioned at a longitudinal edge of the reinforcing section 23 joining two walls. More preferably, this stop is an upper stop wedge between the upper wall 25 and one of the two side walls 27, especially when the reinforcing profile 23 is in the form of a U-shaped profile open downwards. In order to coordinate the deformation of the central beam 15, the perforation (s) (29, 31) of the central beam 15 and the reinforcing section 23 are positioned at the same level in the longitudinal direction of the vehicle 1. When several openings 31 are present, they are preferably arranged symmetrically on either side of the longitudinal axis of the reinforcement section 23 so as to form pairs of cut-outs 31.

Claims

Revendications claims
1 . Véhicule (1 ) comprenant un châssis arrière (3) présentant deux poutres latérales (5, 7) orientées selon la direction longitudinale du véhicule (1 ) entre lesquelles est disposée parallèlement une poutre centrale (15), ladite poutre centrale (15) se présentant sous la forme d'un profilé creux de sorte à présenter un canal central (21 ) la traversant de part et d'autre longitudinalement et présentant une partie avant et une partie arrière selon la direction longitudinale du véhicule (1 ), le véhicule (1 ) étant caractérisé en ce que ladite poutre centrale (15) comprend un profilé de renfort (23) imbriqué dans sa partie arrière et fixé à celle-ci. 1. Vehicle (1) comprising a rear frame (3) having two lateral beams (5, 7) oriented in the longitudinal direction of the vehicle (1) between which is arranged in parallel a central beam (15), said central beam (15) presenting in the form of a hollow profile so as to have a central channel (21) passing therethrough longitudinally and having a front part and a rear part in the longitudinal direction of the vehicle (1), the vehicle (1 ) being characterized in that said central beam (15) comprises a reinforcing profile (23) nested in its rear part and fixed thereto.
2. Véhicule (1 ) selon la revendication 1 , caractérisé en ce que le profilé de renfort (23) est fixé aux parois latérales (19) de la poutre centrale (15). 2. Vehicle (1) according to claim 1, characterized in that the reinforcing profile (23) is fixed to the side walls (19) of the central beam (15).
3. Véhicule (1 ) selon la revendication 1 ou 2, caractérisée en ce que la hauteur du profilé de renfort (23) est inférieure ou égale à la moitié de la hauteur de la poutre centrale (15) et/ou en ce que la longueur du profilé de renfort (23) est inférieure ou égale à la moitié de longueur de la poutre centrale (15). Vehicle (1) according to claim 1 or 2, characterized in that the height of the reinforcement profile (23) is less than or equal to half the height of the central beam (15) and / or in that the length of the reinforcement profile (23) is less than or equal to half the length of the central beam (15).
4. Véhicule (1 ) selon l'une des revendications 1 à 3, caractérisé en ce que la hauteur du profilé de renfort (23) est inférieure ou égale à la moitié de la hauteur de la poutre centrale (15) et en ce que le profilé de renfort (23) est disposé en dessous du plan horizontal médian de la poutre centrale (15). 4. Vehicle (1) according to one of claims 1 to 3, characterized in that the height of the reinforcing profile (23) is less than or equal to half the height of the central beam (15) and in that the reinforcement profile (23) is arranged below the median horizontal plane of the central beam (15).
5. Véhicule (1 ) selon l'une des revendications 1 à 4, caractérisé en ce que le profilé de renfort (23) se présente sous la forme d'un tube plat disposé parallèlement à la poutre centrale (15) ou sous la forme d'un profilé en forme de U ouvert vers le bas disposé parallèlement à la poutre centrale (15), de préférence la poutre centrale (15) et le profilé de renfort (23) se présentent tous deux sous la forme d'un profilé en forme de U ouvert vers le bas. 5. Vehicle (1) according to one of claims 1 to 4, characterized in that the reinforcing profile (23) is in the form of a flat tube arranged parallel to the central beam (15) or in the form of a downwardly open U-shaped section disposed parallel to the central beam (15), preferably the central beam (15) and the reinforcement section (23) are both in the form of a channel profile. open U shape down.
6. Véhicule (1 ) selon l'une des revendications 1 à 5, la poutre centrale (15) comprenant au moins une paroi supérieure (17) et deux parois latérales (19), le véhicule est caractérisé en ce que la poutre centrale (15) comprend au moins un ajourage (29) découpé dans au moins une de ses parois (17, 19) au niveau de sa partie arrière entourant le profilé de renfort (23). 6. Vehicle (1) according to one of claims 1 to 5, the central beam (15) comprising at least one upper wall (17) and two side walls (19), the vehicle is characterized in that the central beam ( 15) comprises at least one cutout (29) cut in at least one of its walls (17, 19) at its rear portion surrounding the reinforcing profile (23).
7. Véhicule selon la revendication 6, caractérisé en ce que ou au moins un desdits ajourages (31 ) est découpé sur deux parois (17, 19) au niveau de l'arrête joignant deux parois (17, 19), de préférence une deux parois est la paroi supérieure (17) et l'autre est une des deux parois latérales (19) du profilé de la poutre centrale (15). 7. Vehicle according to claim 6, characterized in that or at least one of said openwork (31) is cut on two walls (17, 19) at the edge joining two walls (17, 19), preferably a two wall is the upper wall (17) and the other is one of the two side walls (19) of the profile of the central beam (15).
8. Véhicule (1 ) selon l'une des revendications 1 à 7, le profilé de renfort (23) comprenant au moins une paroi supérieure (25) et deux parois latérales (27), le véhicule (1 ) est caractérisé en ce que le profilé de renfort (23) comprend au moins un ajourage (31 ) découpé dans au moins une de ses parois (25, 27), de préférence ledit ou au moins un desdits ajourages (31 ) est découpé sur deux parois (25, 27) au niveau de l'arrête joignant ces deux parois (25, 27). 8. Vehicle (1) according to one of claims 1 to 7, the reinforcing profile (23) comprising at least one upper wall (25) and two side walls (27), the vehicle (1) is characterized in that the reinforcement profile (23) comprises at least one cutout (31) cut in at least one of its walls (25, 27), preferably the said at least one of the said cutouts (31) is cut on two walls (25, 27). ) at the stop joining these two walls (25, 27).
9. Véhicule (1 ) selon l'une des revendications 1 à 8, caractérisé en ce que le profilé de renfort (23) est fixé par soudure à la poutre centrale (15). 9. Vehicle (1) according to one of claims 1 to 8, characterized in that the reinforcing profile (23) is fixed by welding to the central beam (15).
10. Poutre centrale (15) de châssis arrière (3) de véhicule (1 ) selon l'une des revendications 1 à 9. Central beam (15) of the rear frame (3) of the vehicle (1) according to one of claims 1 to 9.
EP18712955.6A 2017-04-06 2018-03-06 Central beam for a vehicle rear chassis comprising a reinforcing profiled section in the rear part Withdrawn EP3606805A1 (en)

Applications Claiming Priority (2)

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FR1752990A FR3064969B1 (en) 2017-04-06 2017-04-06 CENTRAL BEAM FOR REAR VEHICLE FRAME COMPRISING IN PART REAR A PROFILE OF REINFORCEMENT
PCT/FR2018/050503 WO2018185388A1 (en) 2017-04-06 2018-03-06 Central beam for a vehicle rear chassis comprising a reinforcing profiled section in the rear part

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CN (1) CN110494346A (en)
FR (1) FR3064969B1 (en)
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FR3136735A1 (en) 2022-06-16 2023-12-22 Psa Automobiles Sa spar with folding initiation for motor vehicle
FR3142737A1 (en) * 2022-12-01 2024-06-07 Psa Automobiles Sa Vehicle comprising a central rear longitudinal reinforcement

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JPS5911971A (en) * 1982-07-12 1984-01-21 Mazda Motor Corp Rear vehicle body structure of automoble
US5507522A (en) 1994-03-03 1996-04-16 The Budd Company Hybrid frame rail
DE19829432C2 (en) * 1998-07-01 2003-07-17 Daimler Chrysler Ag Floor structure for a self-supporting bodyshell of a motor vehicle
DE10255968A1 (en) 2002-11-29 2004-06-09 Adam Opel Ag Rear-side base structure and rear-side impact limitation system for a motor vehicle
DE102004061707A1 (en) * 2004-12-22 2006-07-13 Daimlerchrysler Ag Vehicle body has additional load routes provided in lower long member between cross members to transfer crash impact forces
JP4286884B2 (en) * 2007-06-28 2009-07-01 本田技研工業株式会社 Auto body structure
KR101006053B1 (en) 2008-08-26 2011-01-10 주식회사 성우하이텍 Crash box in automotive bumper system
FR3001943B1 (en) * 2013-02-14 2015-04-17 Peugeot Citroen Automobiles Sa REAR FLOOR OF LOAD FOR MOTOR VEHICLE, COMPRISING A REINFORCED LONGERONNET

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WO2018185388A1 (en) 2018-10-11

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