EP3891026A1 - Deformable bracing rod for holding a lower crossmember of a windshield opening of a motor vehicle - Google Patents

Deformable bracing rod for holding a lower crossmember of a windshield opening of a motor vehicle

Info

Publication number
EP3891026A1
EP3891026A1 EP19839640.0A EP19839640A EP3891026A1 EP 3891026 A1 EP3891026 A1 EP 3891026A1 EP 19839640 A EP19839640 A EP 19839640A EP 3891026 A1 EP3891026 A1 EP 3891026A1
Authority
EP
European Patent Office
Prior art keywords
tie rod
blade
deformable
cross member
motor vehicle
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.)
Pending
Application number
EP19839640.0A
Other languages
German (de)
French (fr)
Inventor
Damien BESSETTE
Francois Verdier
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.)
Stellantis Auto SAS
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 EP3891026A1 publication Critical patent/EP3891026A1/en
Pending 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

  • TITLE Deformable tie for the maintenance of a lower cross member of a windshield bay of a motor vehicle
  • the present invention relates generally to the field of design of structural elements of the body of motor vehicles, and more particularly to the problem of passive safety of motor vehicles in the event of an impact of the motor vehicle with a pedestrian.
  • It relates to a deformable tie rod for maintaining a lower cross member of a collapsible windshield bay of a motor vehicle, a set of structural elements of the body of a vehicle comprising such a cross member thus maintained, as well as a motor vehicle incorporating such an assembly.
  • Passive safety of a motor vehicle designates all the means that come into action in a motor vehicle during an accident in order to minimize its severity for the occupants of the vehicle and / or for people outside the vehicle and involved in the accident.
  • passive safety is based on the ability of structural elements of a motor vehicle to absorb the energy of a shock when it occurs. This is particularly the case for collisions between the vehicle and a pedestrian. In the event of such a collision, the structure of the vehicle must be able to deform so as to absorb energy throughout the impact, through a programmed deformation, in order to minimize the consequences of the impact for the pedestrian struck.
  • the motor vehicle approval protocol notably requires a large number of tests aimed at checking compliance with standards concerning the absorption of a vehicle shock with the legs, femur or even the head of a pedestrian.
  • the European evaluation programs EuroNCAP from the English “European New Car Assessment Program”
  • Chinese ChinaNCAP from the English “China New Car Assessment Program”
  • the so-called "pedestrian impact - head” test thus aims, as its name suggests, to test a simulated impact between the head of a pedestrian and a motor vehicle.
  • the performances associated with the impact of the head of a pedestrian which are examined both by the approval protocol and by the evaluation programs only concern the impact of the head of a pedestrian with the hood of the vehicle.
  • the stiffness of the material from which the cover is made must therefore allow its deformation, which generates the most progressive deceleration. possible from the head of a pedestrian during an impact with this external structural element.
  • a structural element of the vehicle which is deformable in itself can be prevented from deforming properly during an impact due to its arrangement and / or the other surrounding structural elements.
  • Obtaining good performance in terms of passive safety therefore also relies on the adequate use, in the impact zone considered, of so-called “fuse” parts, that is to say parts which deform, break or eject during an impact so as not to offer a hard point.
  • the homologation protocol and the evaluation programs will introduce new requirements aimed in particular at the impact of the head of a pedestrian. Shots simulating such a shock must be made specifically in the area at the bottom of the windshield located at the front of the vehicle, at the junction between the hood and the windshield. These tests must imperatively lead to results deemed admissible to obtain certification, or to obtain the maximum point during an evaluation. In other words, certain biomechanical criteria for a pedestrian impact, which until now have been optional, will probably become essential to pass the approval protocol and / or to obtain good marks in the framework of the evaluations according to the EuroNCAP and ChinaNCAP programs.
  • TIB lower windscreen bay cross member
  • the TIB present on current models of motor vehicles are not "collapsible". They are in themselves rigid and are, moreover, supported by mechanical reinforcing parts which are also rigid. These parts are rigidly supported on an element of the vehicle body to constitute an additional reinforcement preventing any collapse of the Tl B in the event of an impact.
  • the existing Tl B are in fact designed to be rigid in order in particular to offer good performance in terms of minimizing the vibrations potentially transmitted by the TIB from the engine compartment towards the interior of the passenger compartment. They are said to offer good acoustic and vibratory performance (ACV). However, they are not compatible with the aforementioned future passive safety standards, which should soon be imposed by the approval protocol and / or the evaluation programs of motor vehicles.
  • Document FR 2892019 discloses a hood structure which allows the hood to collapse, in the rear region of the hood, at the junction with the windshield, so as to close the separation hole between these two elements and thus avoid '' cause even greater damage to the pedestrian in the event of an impact.
  • the target sag is that of the hood, not that of the lower windshield bay cross member. It therefore remains rigid and capable of causing a sudden deceleration of the head of a pedestrian during an impact.
  • the invention aims to eliminate, or at least mitigate, all or part of the disadvantages of the aforementioned prior art.
  • a first aspect of the invention provides a deformable tie rod for holding a lower cross member of the windshield bay of a motor vehicle, said deformable tie rod having a first end part, a second part d end and a central part which extends longitudinally between the first end part and the second end part, said tie rod comprising:
  • a deformable blade extending in the longitudinal direction of the tie rod, in the central part of the tie rod, from the first end part to the second end part of the tie rod;
  • a first reinforcing plate with a flat part extending substantially parallel to the blade at the level of the first end part of the tie rod and with fallen edges by which it is connected to the blade at the level of the first part d end of the tie rod to form with said blade a first stiffness box, said first plate being adapted to be connected to the crosspiece by the face of its flat part which is opposite to the blade;
  • a second reinforcing plate with a flat part extending substantially parallel to the blade at the second end portion of the tie rod and with fallen edges by which it is connected to the blade at the second part d end of the tie rod to form with said blade a second stiffness box, said second plate being adapted to be connected to another structural element of the body of the motor vehicle by the face of its flat part which is opposite to the blade;
  • the blade is substantially flat in the central part of the tie rod, and extends in a plane which is not parallel to the plane in which the flat part of at least one of the first and second plates extends, so that, when the lower cross member of the windshield bay collapses following an impact, the deformable tie folds at the junction between the corresponding end part and the central part of the tie.
  • TIB windscreen bay
  • Embodiments of the tie rod taken individually or in combination, further provide that:
  • the blade has, in the central part of the tie rod, a zone of variation of width adapted so that, when the lower cross member of the windshield bay collapses following an impact, the deformable tie rod bends at said blade width variation zone;
  • a rib which extends in a direction parallel to the longitudinal direction of the tie rod, from an edge of the plate which is contiguous to the central part of the blade and over a determined portion only of the length of the plate in said direction;
  • the blade and the reinforcement plates of the tie rod are made of a flexible metal alloy, and in which the blade and / or the reinforcement plates of the tie rod have a thickness of approximately 1 millimeter; and,
  • tie rod according to the invention to maintain the TIB of a motor vehicle makes it possible to make the TIB collapsible to meet future passive safety requirements relating to impact with the head of a pedestrian, while retaining the same level of LCA services.
  • the invention also relates to a set of structural elements of the body of a motor vehicle.
  • a set of structural elements of the body of a motor vehicle comprising a lower cross member of a collapsible windscreen opening and at least one deformable tie according to the first aspect above, for maintaining said cross member to another structural element of the body.
  • Embodiments taken individually or in combination, further provide that:
  • the other structural element of the body of the motor vehicle to which the lower cross member of the windscreen bay is held by means of the tie rod is an upper apron of the body;
  • the assembly also comprises a canopy collector, and the position of the zone of variation of the width of the blade of the tie rod in the longitudinal direction of said blade is adapted to avoid, when the lower cross member collapses. windshield bay following an impact, a bracing between the deformable tie rod and the upper part of the awning collector; and,
  • the lower cross member of the collapsible windshield bay is made of a metal alloy and has a thickness of less than 1 millimeter, for example equal to approximately 0.95 millimeter.
  • a final aspect of the invention relates to a motor vehicle comprising at least one set of structural elements according to the second aspect above.
  • FIG. 1 is a perspective view of a lower cross member of the windscreen bay held by support parts according to the prior art
  • FIG. 2 is a perspective view of embodiments of a deformable tie rod according to the invention
  • FIG. 3 is a perspective view of an example of the use of tie rods such as the tie rod of FIG. 2, for holding a windscreen bay cross member on a body structure element of a motor vehicle; and,
  • FIG. 4 is a schematic representation of the results of a modeling illustrating the evolution, during an impact with the head of a pedestrian, of the deformation of a TIB maintained by a deformable tie rod according to FIG. 2.
  • Figure 1 shows in perspective a lower cross member of a windshield bay (TIB) of a motor vehicle, which is held by support parts according to the prior art.
  • this cross member 101 is designed so as to be rigid so as, in particular, not to transmit the acoustic waves and the vibrations from the engine compartment towards the passenger compartment. As a result, it cannot collapse in an impact to absorb impact energy.
  • This rigid TIB is supported by also rigid mechanical parts, namely retaining brackets 103 in the example shown, which bear on another structural element of the body of the motor vehicle. More specifically, in the example shown, the brackets 103 are supported on the upper bulkhead 102 of the motor vehicle.
  • the TIB is in fact not likely to collapse under the effect of an impact and therefore cannot absorb, if necessary, the impact of the head of a pedestrian who would strike this area of the vehicle. .
  • the design and layout of all of these parts therefore prevent any deformation of the vehicle structure in this area of the vehicle, in the event of an impact with the head of a pedestrian.
  • FIG. 2 shows in perspective embodiments of a deformable tie rod 200 according to the invention, which we will then see that it allows the production of a collapsible TIB.
  • the deformable tie rod 200 comprises a blade 201 which is made of a metal alloy such as for example flexible steel.
  • the thickness of the blade 201 is, for example, equal to 1 millimeter. This relatively small thickness notably makes it possible to locally obtain a capacity for deformation of the tie rod at the level of the blade, to which we will return later. This thickness value is purely indicative.
  • the tie may be made of synthetic material.
  • the use of a plastic material capable of supporting the cataphoresis process and having the characteristics adapted to the desired deformation results in a high material cost and a manufacturing cost. This is why a preferable metal alloy construction.
  • the blade 201 of the tie rod 200 has a longitudinal direction which, in FIG. 2, is oriented substantially along the vertical.
  • the upper elements of the tie rod are located at the top and the lower elements are located at the bottom, in FIG. 2.
  • the terms “vertical (e)” and “horizontal (e)”, “(en ) top ”and“ bottom ”,“ upper ”, and“ lower ”, etc., are used with reference to this representation of the tie rod.
  • the deformable tie rod 200 comprises a central part 203 which is flexible, and two end parts which are rigid, namely an upper end part 202 and a lower end part 204, respectively. These end parts 202 and 204 are adapted for, and intended for fixing the tie rod to the structural elements of the body of the vehicle which the tie rod assists in assembling and maintaining between them.
  • the central part 203 of the tie rod 200 comprises only the flexible blade 201.
  • This central part 203 can therefore be the threshold of a deformation, as will be explained below.
  • the upper end part 202 of the deformable tie rod 200 comprises the upper end of the blade 201. It also comprises a reinforcing plate 205 which is for example substantially rectangular and extends in a vertical plane, parallel to the plane of the blade 201 in this end portion 202 of the tie rod.
  • the width of the plate 205, along the horizontal, corresponds substantially to the width of the blade 201 locally.
  • the plate 205 has for example fallen edges 206, which extend longitudinally along the vertical in the configuration shown in FIG. 2.
  • the fallen edges 206 correspond to a curvature or a fold of the vertical edges of the plate 205. They are oriented along the horizontal, towards the blade 201, substantially perpendicular to the plane of the plate 205 and the blade 201 in this end portion 202 of the tie rod.
  • the curvature or bending of the edges 206 of the plate 205 gives this part a section in the shape of a "U" in a horizontal plane.
  • the base of this "U" which corresponds to the flat part of the plate 205, is adapted to be fixed, for example by welding, to a first structural element of the vehicle to which the tie rod 200 is fixed by its upper end 202.
  • the face of the plate 205 which is opposite to the face blade 201 and which is visible in FIG. 2, includes a zone 213a for receiving an electrical welding point (PSE).
  • PSE electrical welding point
  • the two branches of the "U" which correspond to the fallen edges 206 of the plate 205, are substantially orthogonal to the plane of the planar part of said plate 205, and orthogonal to the blade 201 in the upper end part 202 of the tie rod 200
  • the blade 201 closes the box formed by the flat part of the plate 205 and its two fallen edges 206.
  • the plate 205 is assembled by welding the ends of the fallen edges 206 on the blade 201 of the tie rod 200.
  • This shape and this arrangement of the plate 205 give rigidity to the upper end part 202 of the tie rod 200, to prevent any deformation locally.
  • the upper end portion 202 of the tie rod 200 is suitable for rigid attachment of the tie rod to a first structural element of the motor vehicle.
  • the planar base of the plate 205 also includes a rib 207, which is centered horizontally between its two fallen edges 206, and which extends vertically upwards, from the lower edge of the plate 205, over a determined portion of the height of said plate along the vertical.
  • the rib 207 gives rigidity to the plate 205, in order to limit its deformation capacity.
  • the zone 213a intended to receive the EPS is located just above the upper end of the rib 207, in the extension of said rib.
  • the lower end portion 204 of the deformable tie rod 200 also comprises a reinforcement plate 208, symmetrically comparable to the reinforcement plate 205 of the upper end part 202.
  • the plate 208 is substantially rectangular, with fallen edges 209 which are orthogonal to the plane and the plane platinum zone and which extend horizontally towards the blade 201 in the lower end part 204 of the tie rod 200.
  • the end part 204 of the tie rod 200 also includes a rib 210, centered along the horizontal between the fallen edges of the plate 208, and which extends vertically downwards, from the upper edge of the plate 208, over a determined portion of its height.
  • the flat face of the plate 208 is intended to come into contact with another element of the vehicle to which the tie rod 200 is fixed by its lower end 204, and for this purpose comprises a zone 213b to receive another PES.
  • This zone 2013b may be located just below the lower end of the rib 2010, in the extension of said rib.
  • the blade 201 remains flexible in its central part 203, that is to say between the end parts 202 and 204, which extends longitudinally (ie along its length) between the end part upper 202 and the lower end portion 204 of the deformable tie rod 200. In order to maintain this flexibility and its total deformation capacity, it preferably has neither fallen edges, nor rib, nor reinforcement.
  • the flat faces of the plates 205 and 208 of the two end parts 202 and 204, respectively extend in respective planes, namely vertical planes and parallel to each other in the example considered here and shown in the Figure 2, but separate.
  • the central part of the blade extends, in its longitudinal direction with a slight angle relative to the respective planes of the plates 205 and 208 of the end parts 202 and 204, respectively, of the tie rod 200.
  • a force applied vertically to the pulling 200 via one or other of its end parts 202 and 204 has the effect of causing the deformation, in particular the buckling, of the central part 203 of the tie which is flexible because it only comprises the blade flexible 201.
  • the blade 201 in the central part 203 of the tie may locally have a zone 21 1 of variation of its width.
  • it is a linear variation in the longitudinal direction of the blade, according to a V-shaped profile, going for example from the widest to the least wide from the upper part towards the lower part of the blade 203.
  • the role of this zone of variation of the width 21 1, which will be explained later with reference to FIG. 4, is to create a rupture of inertia which allows programmed deformation of the part central
  • the deformable tie rod is fixed integrally with the latter, on the one hand, and with another element of the body of the motor vehicle, on the other hand.
  • the deformable tie rod 200 is welded to the TIB by its upper end part 202, and to a second structural element of the chassis of the motor vehicle by its lower end part 204.
  • this second structural element is the upper deck 102 of the chassis of the motor vehicle.
  • the fixing of the deformable tie rod 200 with the lower cross member of the windscreen bay and with another structural element of the chassis of the motor vehicle is obtained by two points of electrical welding (PSE).
  • PSE points of electrical welding
  • These two EPS are located respectively on the flat part of the plate 205 of the upper end part 202 (at the level of the zone 213a) and on the planar part of the plate 208 the lower end part (at the level of the zone 213b), above or below, respectively, ribs 207 and 210, respectively, plates 205 and 208, respectively.
  • Such single point fixings make it possible to locate this point in a particularly reinforced area (thanks to the rib). This prevents the fasteners from breaking during an impact and allows better control of where the deformation (s) of the tie rod will occur if necessary.
  • it may be a fixing by screw or bolt, or by any other suitable fixing means.
  • FIG. 3 shows an example of use of tie rods conforming to tie rod 200 of FIG. 2. More specifically, the figure illustrates an embodiment of a set of structural elements of the chassis of a motor vehicle which comprises a cross member lower windshield bay 301 and three deformable tie rods 200 which hold this TIB. The tie rods hold the TIB to another structural element of the vehicle chassis, for example to the upper bulkhead 102 in the example shown. This element separates the engine compartment from the passenger compartment of the vehicle. In Figure 3, the TIB and its tie rods are seen from the engine compartment.
  • the TIB is designed to be deformable in itself, due to its thinness.
  • the TIB is made of a metal alloy, for example steel, and has a thickness reduced to around 1 mm, for example 0.95 mm, in order to give it good bending capacity.
  • the reinforcements of the TIB are also reduced to what is strictly necessary to guarantee good flexibility of the TIB in the event of an impact with the head of a pedestrian.
  • the geometry of the TIB is such that it can, in itself, collapse and not create a hard point, while being favorable to respecting the constraints of acoustic and vibratory filtration (called constraints ACV).
  • the tie rods 200 have the function of maintaining the TIB by preventing it from transmitting vibrations from the engine to the passenger compartment.
  • the tie rods are arranged on the side of the engine compartment.
  • the fact that the tie rods are also deformable makes it possible to obtain a flexibility of the connection between the TIB and the upper deck 102.
  • the TIB thus designed and maintained thus becomes collapsible, which will enable vehicles to be approved when the new requirements passive safety systems will come into effect.
  • the TIB can advantageously not only collapse under the effect of an impact so as to absorb the shock, but it is also held firmly enough to allow limit the transmission of acoustic waves and vibrations from the vehicle engine to the passenger compartment.
  • the use of such an assembly therefore does not entail any additional noise or vibration nuisance compared to the prior art in which the TIB is rigid and non-deformable.
  • the number of deformable tie rods used, as well as their arrangement and their distribution along the TIB, can be chosen in order to optimize the compromise between maintaining the TIB by the tie rods which guarantees compliance with the constraints. on the one hand, and the effect shock absorption with the head of a pedestrian in the TIB area, on the other hand, according to the specifics of each application.
  • FIG. 4 there will now be described a sequence of images illustrating the deformation as a function of time of a TIB maintained by a deformable tie rod according to FIG. 2 at the time of an impact with the head of a pedestrian. .
  • These images correspond to the results obtained from a finite element calculation method making it possible to model the behavior of the different mechanical parts involved, under the effect of such an impact.
  • the four images shown in Figure 4 illustrate the chronological evolution of the state of each element, respectively at the initial instant (0 milliseconds), that is to say at the precise moment when the impact of the head d 'a pedestrian with the TIB zone, then respectively at 6, 10 and 20 milliseconds (ms) after this impact.
  • This chronological evolution is done in the order indicated by the arrows 307 in FIG. 4.
  • the head of a pedestrian 303 strikes the windshield 302 supported by the lower cross member of the windshield bay 301 which is itself held by the deformable tie 200 visible in the figure.
  • the central blade of the tie rod locally has a zone of variation of its width results in a second programmed deformation of the tie rod, with a fold of the blade 201 in a specific place along its longitudinal direction.
  • the central part 203 of the blade 201 of the deformable tie rod 200 bends, firstly, at the junction 212 and between its part d 'upper end 202 and this central part 203, secondly, at the level of the zone 21 1 of variation of the width of the blade 201 under the effect of the impact with the head of the pedestrian.
  • the zone 21 1 of variation of the width of the blade 201 in the central part 203 of the tie rod 200 is located at two thirds of the length of the blade starting from its lower end part, in the upper half of the central part of the tie rod.
  • the TIB used in this context is a TIB itself designed to be flexible enough to be able to crash into response to the impact.
  • the TIB is made of steel 0.95 millimeters thick, which is weak enough to allow its deformation.
  • a person skilled in the art will know how to adapt the deformable tie rod to avoid, when the lower cross member of the windscreen bay collapses, a bracing between the deformable tie rod and another structural element of the chassis of the motor vehicle. Such bracing can indeed occur, for example, between the deformable tie rod and the upper part of a canopy collector 306 of the chassis.
  • This element of the vehicle body structure has the function, as a person skilled in the art is aware of, of collecting and discharging rainwater which trickles from the windshield.
  • the dimensions and the shape of the tie rod are adapted to avoid that, during its deformation following a collapse of the TIB, part of the tie rod comes to bear on the upper part of the awning collector, which could stop its deformation.
  • tie rods in accordance with embodiments as described in the foregoing makes it possible to propose a collapsible TIB to withstand the so-called “pedestrian-head” impact but also to satisfy the ACV constraints. Indeed, the fixing of the TIB by these tie rods improves the acoustics in the bottom area of the windshield and provides a certain torsional stiffness, which reduces the transmission of vibrational phenomena.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Vibration Dampers (AREA)

Abstract

A deformable bracing rod is disclosed for holding a lower crossmember of a windshield opening of a motor vehicle. The deformable bracing rod (200) has rigid end portions (203, 204), respectively attached to the windshield opening lower crossmember (301) and to another element (102) of the body of the vehicle, and a flexible central portion (203) connecting the two rigid end portions. It makes it possible to design a collapsible lower crossmember of a windshield opening which yields in the event of an impact so as to damp the impact experienced by the head of a pedestrian, while maintaining the level of acoustic and vibrational performance.

Description

DESCRIPTION DESCRIPTION
TITRE : Tirant déformable pour le maintien d’une traverse inférieure de baie de pare-brise d’un véhicule automobile TITLE: Deformable tie for the maintenance of a lower cross member of a windshield bay of a motor vehicle
Domaine technique Technical area
La présente invention revendique la priorité de la demande française 1872412 déposée le 6 décembre 2018 dont le contenu (texte, dessins et revendications) est ici incorporé par référence. The present invention claims priority from French application 1872412 filed on December 6, 2018 whose content (text, drawings and claims) is here incorporated by reference.
La présente invention se rapporte de manière générale au domaine de la conception des éléments de structure de la caisse des véhicules automobiles, et plus particulièrement à la problématique de la sécurité passive des véhicules automobiles en cas de choc du véhicule automobile avec un piéton. The present invention relates generally to the field of design of structural elements of the body of motor vehicles, and more particularly to the problem of passive safety of motor vehicles in the event of an impact of the motor vehicle with a pedestrian.
Elle concerne un tirant déformable pour le maintien d’une traverse inférieure de baie de pare-brise collapsable d’un véhicule automobile, un ensemble d’éléments de structure de la caisse d’un véhicule comportant une telle traverse ainsi maintenue, ainsi qu’un véhicule automobile incorporant un tel ensemble. It relates to a deformable tie rod for maintaining a lower cross member of a collapsible windshield bay of a motor vehicle, a set of structural elements of the body of a vehicle comprising such a cross member thus maintained, as well as a motor vehicle incorporating such an assembly.
Etat de la technique State of the art
La sécurité passive d’un véhicule automobile désigne l’ensemble des moyens qui entrent en action dans un véhicule automobile pendant un accident afin d’en minimiser la gravité pour les occupants du véhicule et/ou pour les personnes à l’extérieur du véhicule et impliquées dans l’accident. Passive safety of a motor vehicle designates all the means that come into action in a motor vehicle during an accident in order to minimize its severity for the occupants of the vehicle and / or for people outside the vehicle and involved in the accident.
Outre l’existence de dispositifs de sécurité spécifiques tels que, par exemple, la ceinture de sécurité, les airbags ou encore l’appuie-tête, la sécurité passive repose sur la capacité des éléments de structure d’un véhicule automobile à absorber l’énergie d’un choc lorsqu’il se produit. C’est notamment le cas pour des collisions entre le véhicule et un piéton. En cas de telle collision, la structure du véhicule doit être capable de se déformer de manière à absorber l’énergie tout au long du choc, par une déformation programmée, afin de minimiser les conséquences de l’impact pour le piéton percuté. Ces enjeux de sécurité font l’objet d’une réglementation stricte ainsi que d’un examen détaillé par les différents programmes existants d’évaluation des performances de sécurité des véhicules. Le protocole d’homologation d’un véhicule automobile impose notamment un nombre important de tests visant à contrôler le respect de normes concernant l’amortissement d’un choc du véhicule avec les jambes, le fémur ou encore la tête d’un piéton. De la même façon, les programmes d’évaluation européens EuroNCAP (de l’anglais « European New Car Assessment Program ») et chinois ChinaNCAP (de l’anglais « China New Car Assessment Program ») incluent dans leurs évaluations des tests d’impact d’un véhicule avec les différentes parties du corps d’un piéton qui serait percuté par le véhicule. In addition to the existence of specific safety devices such as, for example, the seatbelt, airbags or even the headrest, passive safety is based on the ability of structural elements of a motor vehicle to absorb the energy of a shock when it occurs. This is particularly the case for collisions between the vehicle and a pedestrian. In the event of such a collision, the structure of the vehicle must be able to deform so as to absorb energy throughout the impact, through a programmed deformation, in order to minimize the consequences of the impact for the pedestrian struck. These safety issues are subject to strict regulations as well as a detailed examination by the various existing programs for evaluating vehicle safety performance. The motor vehicle approval protocol notably requires a large number of tests aimed at checking compliance with standards concerning the absorption of a vehicle shock with the legs, femur or even the head of a pedestrian. Similarly, the European evaluation programs EuroNCAP (from the English “European New Car Assessment Program”) and Chinese ChinaNCAP (from the English “China New Car Assessment Program”) include in their evaluations impact tests of a vehicle with the different parts of the body of a pedestrian who would be struck by the vehicle.
Ces tests d’impact consistent généralement en la percussion, par un objet reproduisant fidèlement le comportement de telle ou telle partie d’un corps humain, qui est lancé à une vitesse connue contre différentes zones du véhicule automobile. On parle de « tirs » pour désigner de tels tests réalisés en pratique. La décélération subie par l’objet au moment de l’impact contre le véhicule est mesurée par un accéléromètre intégré à l’objet. Cela permet de déterminer l’intensité de cet impact pour chacune des zones concernées du véhicule et/ou pour chaque partie concernée du corps humain. En particulier, c’est l’aire sous la courbe de décélération mesurée qui est comparée à différentes valeurs seuils afin de déterminer si le véhicule satisfait aux critères exigés par le protocole d’homologation et/ou peut se voir attribuer le maximum de points possible dans le cadre d’un programme d’évaluation. These impact tests generally consist of percussion, by an object faithfully reproducing the behavior of a particular part of a human body, which is launched at a known speed against different areas of the motor vehicle. We speak of “shots” to designate such tests carried out in practice. The deceleration experienced by the object at the time of impact against the vehicle is measured by an accelerometer integrated into the object. This makes it possible to determine the intensity of this impact for each of the affected areas of the vehicle and / or for each concerned part of the human body. In particular, it is the area under the measured deceleration curve that is compared to different threshold values in order to determine whether the vehicle meets the criteria required by the approval protocol and / or can be awarded the maximum possible points as part of an evaluation program.
Le test dit « choc piéton - tête » vise ainsi, comme son nom l’indique, le test d’un choc simulé entre la tête d’un piéton et un véhicule automobile. Jusqu’à présent, les performances associées au choc de la tête d’un piéton qui sont examinées aussi bien par le protocole d’homologation que par les programmes d’évaluation concernent uniquement le choc de la tête d’un piéton avec le capot du véhicule. The so-called "pedestrian impact - head" test thus aims, as its name suggests, to test a simulated impact between the head of a pedestrian and a motor vehicle. Up to now, the performances associated with the impact of the head of a pedestrian which are examined both by the approval protocol and by the evaluation programs only concern the impact of the head of a pedestrian with the hood of the vehicle.
La raideur du matériau dont est réalisé le capot doit donc autoriser une déformation de celui-ci, qui engendre une décélération la plus progressive possible de la tête d’un piéton lors d’un choc avec cet élément de structure externe. Mais on doit aussi éviter qu’un élément de structure du véhicule qui est déformable en soi, puisse être empêché de se déformer convenablement lors d’un impact en raison de son agencement et/ou des autres éléments de structure environnants. L’obtention de bonnes performances en termes de sécurité passive repose donc aussi sur l’utilisation adéquate, dans la zone d’impact considérée, de pièces dites « fusibles » c’est-à-dire des pièces qui se déforment, se cassent ou s’éjectent lors d’un impact afin de ne pas offrir de point dur. The stiffness of the material from which the cover is made must therefore allow its deformation, which generates the most progressive deceleration. possible from the head of a pedestrian during an impact with this external structural element. However, it must also be avoided that a structural element of the vehicle which is deformable in itself, can be prevented from deforming properly during an impact due to its arrangement and / or the other surrounding structural elements. Obtaining good performance in terms of passive safety therefore also relies on the adequate use, in the impact zone considered, of so-called “fuse” parts, that is to say parts which deform, break or eject during an impact so as not to offer a hard point.
A partir de 2024, le protocole d’homologation et les programmes d’évaluation vont introduire de nouvelles exigences visant en particulier le choc de la tête d’un piéton. Des tirs simulant un tel choc devront être réalisés spécifiquement dans la zone en bas de pare-brise située, à l’avant du véhicule, à la jonction entre le capot et le pare-brise. Ces tests devront impérativement conduire à des résultats jugés admissibles pour obtenir l’homologation, ou pour obtenir le maximum de point lors d’une évaluation. Dit autrement, certains critères biomécaniques d’un choc piéton, qui jusqu’ici ont été facultatifs, deviendront vraisemblablement indispensables pour réussir le protocole d’homologation et/ou pour obtenir de bonnes notes dans le cadre des évaluations selon les programmes EuroNCAP et ChinaNCAP. From 2024, the homologation protocol and the evaluation programs will introduce new requirements aimed in particular at the impact of the head of a pedestrian. Shots simulating such a shock must be made specifically in the area at the bottom of the windshield located at the front of the vehicle, at the junction between the hood and the windshield. These tests must imperatively lead to results deemed admissible to obtain certification, or to obtain the maximum point during an evaluation. In other words, certain biomechanical criteria for a pedestrian impact, which until now have been optional, will probably become essential to pass the approval protocol and / or to obtain good marks in the framework of the evaluations according to the EuroNCAP and ChinaNCAP programs.
La capacité d’un véhicule automobile à amortir un choc de la tête d’un piéton dans la zone du bas de pare-brise du véhicule repose en particulier sur le fait que la traverse inférieure de baie de pare-brise (TIB), qui se situe dans cette zone, puisse s’affaisser, progressivement et sans arrêt brutal de cet affaissement, au moment d’un choc avec la tête du piéton. On parle de TIB « collapsable » dans le sens où celle-ci peut s’affaisser sous l’effet d’un impact, afin d’amortir le choc en absorbant une partie de l’énergie lors de l’impact. The ability of a motor vehicle to absorb a shock from the head of a pedestrian in the lower area of the vehicle windscreen is based in particular on the fact that the lower windscreen bay cross member (TIB), which is located in this zone, can sag, gradually and without abrupt stop of this sag, at the time of an impact with the head of the pedestrian. We speak of "collapsible" TIB in the sense that it can collapse under the effect of an impact, in order to absorb the shock by absorbing part of the energy during the impact.
Les TIB présentes sur les modèles actuels de véhicules automobiles ne sont pas « collapsables ». Elles sont en elles-mêmes rigides et sont, de plus, supportées par des pièces mécaniques de renfort qui elles-aussi sont rigides. Ces pièces prennent appui rigidement sur un élément de la caisse du véhicule pour constituer un renfort supplémentaire empêchant tout affaissement de la Tl B en cas de choc. Les Tl B existantes sont en effet conçues de manière à être rigides afin notamment d’offrir de bonnes performances en matière de minimisation des vibrations potentiellement transmises par la TIB depuis le compartiment moteur vers l’intérieur de l’habitacle. On dit alors qu’elles offrent une bonne prestation acoustique et vibratoire (ACV). En revanche, elles ne sont pas compatibles avec les futurs standards précités en matière de sécurité passive, qui devraient être prochainement imposés par le protocole d’homologation et/ou les programmes d’évaluation des véhicules automobiles. The TIB present on current models of motor vehicles are not "collapsible". They are in themselves rigid and are, moreover, supported by mechanical reinforcing parts which are also rigid. These parts are rigidly supported on an element of the vehicle body to constitute an additional reinforcement preventing any collapse of the Tl B in the event of an impact. The existing Tl B are in fact designed to be rigid in order in particular to offer good performance in terms of minimizing the vibrations potentially transmitted by the TIB from the engine compartment towards the interior of the passenger compartment. They are said to offer good acoustic and vibratory performance (ACV). However, they are not compatible with the aforementioned future passive safety standards, which should soon be imposed by the approval protocol and / or the evaluation programs of motor vehicles.
Le document FR 2892019 divulgue une structure de capot qui permet au capot de s’affaisser, dans la zone arrière du capot, à la jonction avec le pare- brise, de manière à fermer le trou de séparation entre ces deux éléments et éviter ainsi d’engendrer des dégâts encore plus importants pour le piéton en cas de choc. Toutefois, l’affaissement visé est celui du capot et non celui de la traverse inférieure de baie de pare-brise. Celle-ci reste donc rigide et susceptible de provoquer une décélération brutale de la tête d’un piéton lors d’un impact. Document FR 2892019 discloses a hood structure which allows the hood to collapse, in the rear region of the hood, at the junction with the windshield, so as to close the separation hole between these two elements and thus avoid '' cause even greater damage to the pedestrian in the event of an impact. However, the target sag is that of the hood, not that of the lower windshield bay cross member. It therefore remains rigid and capable of causing a sudden deceleration of the head of a pedestrian during an impact.
Résumé de l'invention Summary of the invention
L'invention vise à supprimer, ou du moins atténuer, tout ou partie des inconvénients de l'art antérieur précités. The invention aims to eliminate, or at least mitigate, all or part of the disadvantages of the aforementioned prior art.
A cet effet, un premier aspect de l’invention propose un tirant déformable pour le maintien d’une traverse inférieure de baie de pare-brise d’un véhicule automobile, ledit tirant déformable ayant une première partie d’extrémité, une seconde partie d’extrémité et une partie centrale qui s’étend longitudinalement entre la première partie d’extrémité et la seconde partie d’extrémité, ledit tirant comprenant : To this end, a first aspect of the invention provides a deformable tie rod for holding a lower cross member of the windshield bay of a motor vehicle, said deformable tie rod having a first end part, a second part d end and a central part which extends longitudinally between the first end part and the second end part, said tie rod comprising:
- une lame déformable s’étendant suivant la direction longitudinale du tirant, dans la partie centrale du tirant, depuis la première partie d’extrémité jusqu’à la seconde partie d’extrémité du tirant ; - une première platine de renfort, avec une partie plane s’étendant sensiblement parallèlement à la lame au niveau de la première partie d’extrémité du tirant et avec des bords tombés par lesquels elle est reliée à la lame au niveau de la première partie d’extrémité du tirant pour former avec ladite lame un premier caisson de rigidité, ladite première platine étant adaptée pour être reliée à la traverse par la face de sa partie plane qui est opposée à la lame ; - A deformable blade extending in the longitudinal direction of the tie rod, in the central part of the tie rod, from the first end part to the second end part of the tie rod; - A first reinforcing plate, with a flat part extending substantially parallel to the blade at the level of the first end part of the tie rod and with fallen edges by which it is connected to the blade at the level of the first part d end of the tie rod to form with said blade a first stiffness box, said first plate being adapted to be connected to the crosspiece by the face of its flat part which is opposite to the blade;
- une seconde platine de renfort, avec une partie plane s’étendant sensiblement parallèlement à la lame au niveau de la seconde partie d’extrémité du tirant et avec des bords tombés par lesquels elle est reliée à la lame au niveau de la seconde partie d’extrémité du tirant pour former avec ladite lame un second caisson de rigidité, ladite seconde platine étant adaptée pour être reliée à un autre élément de structure de la caisse du véhicule automobile par la face de sa partie plane qui est opposée à la lame ; - A second reinforcing plate, with a flat part extending substantially parallel to the blade at the second end portion of the tie rod and with fallen edges by which it is connected to the blade at the second part d end of the tie rod to form with said blade a second stiffness box, said second plate being adapted to be connected to another structural element of the body of the motor vehicle by the face of its flat part which is opposite to the blade;
dans lequel : in which :
- les parties planes des première et seconde platines de renfort s’étendent dans deux plans respectifs distincts ; et, - the flat parts of the first and second reinforcement plates extend in two separate respective planes; and,
- la lame est sensiblement plane dans la partie centrale du tirant, et s’étend dans un plan qui n’est pas parallèle au plan dans lequel s’étend la partie plane de l’une au moins des première et seconde platine, de manière que, lors d’un affaissement de la traverse inférieure de baie de pare-brise consécutif à un choc, le tirant déformable se plie au niveau de la jonction entre la partie d’extrémité correspondante et la partie centrale du tirant. the blade is substantially flat in the central part of the tie rod, and extends in a plane which is not parallel to the plane in which the flat part of at least one of the first and second plates extends, so that, when the lower cross member of the windshield bay collapses following an impact, the deformable tie folds at the junction between the corresponding end part and the central part of the tie.
Grâce à l’invention, il est possible de maintenir une traverse inférieure de baie de pare-brise (TIB) d’une manière qui permet à la fois de limiter, en fonctionnement normal, la transmission des ondes acoustiques et des vibrations du moteur du véhicule à la TIB, d’une part, et d’amortir un choc par la tête d’un piéton dans la zone de cette TIB, d’autre part. L’ensemble formé par une TIB réalisée en matériau relativement souple de manière que la TIB et maintenue par des tirants déformables selon l’invention, conduit en effet à une décélération progressive de la tête d’un piéton en cas d’impact dans cette zone évitant la collision de la tête avec un élément dur et indéformable. Dit autrement, cela permet que la TIB soit collapsable. Thanks to the invention, it is possible to maintain a lower cross member of a windscreen bay (TIB) in a manner which makes it possible both to limit, in normal operation, the transmission of acoustic waves and vibrations of the engine of the vehicle to the TIB, on the one hand, and to absorb a shock by the head of a pedestrian in the area of this TIB, on the other hand. The assembly formed by a TIB made of relatively flexible material so that the TIB and maintained by deformable tie rods according to the invention, in fact leads to a progressive deceleration of the head of a pedestrian in the event of impact in this area avoiding the collision of the head with a hard and non-deformable element. In other words, this allows the TIB to be collapsible.
Des modes de réalisation du tirant, pris isolément ou en combinaison, prévoient en outre que : Embodiments of the tie rod, taken individually or in combination, further provide that:
- la lame présente, dans la partie centrale du tirant, une zone de variation de largeur adaptée pour que, lors d’un affaissement de la traverse inférieure de baie de pare-brise consécutif à un choc, le tirant déformable se plie au niveau de ladite zone de variation de largeur de la lame ; - the blade has, in the central part of the tie rod, a zone of variation of width adapted so that, when the lower cross member of the windshield bay collapses following an impact, the deformable tie rod bends at said blade width variation zone;
- la partie plane de l’une au moins des première et seconde platines de renfort comprend : - the flat part of at least one of the first and second reinforcing plates comprises:
- une nervure qui s’étend suivant une direction parallèle à la direction longitudinale du tirant, depuis un bord de la platine qui est contigu à la partie centrale de la lame et sur une portion déterminée seulement de la longueur de la platine suivant ladite direction ; et, - A rib which extends in a direction parallel to the longitudinal direction of the tie rod, from an edge of the plate which is contiguous to the central part of the blade and over a determined portion only of the length of the plate in said direction; and,
- une zone dans le prolongement de la nervure, pour recevoir un point de soudure électrique pour la liaison du tirant avec la traverse inférieure de baie de pare-brise ou avec l’autre élément de la caisse du véhicule automobile, respectivement ; - An area in the extension of the rib, to receive an electrical welding point for the connection of the tie rod with the lower cross member of the windshield bay or with the other element of the body of the motor vehicle, respectively;
- la lame et les platines de renfort du tirant sont réalisées dans un alliage métallique souple, et dans lequel la lame et/ou les platines de renfort du tirant ont une épaisseur de 1 millimètre environ ; et, - The blade and the reinforcement plates of the tie rod are made of a flexible metal alloy, and in which the blade and / or the reinforcement plates of the tie rod have a thickness of approximately 1 millimeter; and,
- la variation de la largeur de la lame centrale, dans la zone de variation de sa largeur, se fait linéairement selon la direction longitudinale de la lame, selon un profil en V allant du plus large au moins large. - The variation of the width of the central blade, in the zone of variation of its width, takes place linearly in the longitudinal direction of the blade, according to a V-shaped profile going from the widest to the least wide.
L’utilisation d’un tirant selon l’invention pour maintenir la TIB d’un véhicule automobile permet de rendre la TIB collapsable pour satisfaire les futures exigences de sécurité passive relatives au choc avec la tête d’un piéton, tout en conservant le même niveau des prestations d’ACV. The use of a tie rod according to the invention to maintain the TIB of a motor vehicle makes it possible to make the TIB collapsible to meet future passive safety requirements relating to impact with the head of a pedestrian, while retaining the same level of LCA services.
C’est pourquoi, dans un second aspect, l’invention concerne également un ensemble d’éléments de structure de la caisse d’un véhicule automobile comprenant une traverse inférieure de baie de pare-brise collapsable et au moins un tirant déformable selon le premier aspect ci-dessus, pour le maintien de ladite traverse à un autre élément de structure de la caisse. This is why, in a second aspect, the invention also relates to a set of structural elements of the body of a motor vehicle. comprising a lower cross member of a collapsible windscreen opening and at least one deformable tie according to the first aspect above, for maintaining said cross member to another structural element of the body.
Des modes de réalisation pris isolément ou en combinaison, prévoient en outre que : Embodiments taken individually or in combination, further provide that:
- l’autre élément de structure de la caisse du véhicule automobile auquel la traverse inférieure de baie de pare-brise est maintenue par l’intermédiaire du tirant est un tablier supérieur de la caisse ; - the other structural element of the body of the motor vehicle to which the lower cross member of the windscreen bay is held by means of the tie rod is an upper apron of the body;
- l’ensemble comprend en outre un collecteur d’auvent, et la position de la zone de variation de la largeur de la lame du tirant suivant la direction longitudinale de ladite lame est adaptée pour éviter, lors d’un affaissement de la traverse inférieure de baie de pare-brise consécutif à un choc, un entretoisement entre le tirant déformable et la partie supérieure du collecteur d’auvent ; et, - The assembly also comprises a canopy collector, and the position of the zone of variation of the width of the blade of the tie rod in the longitudinal direction of said blade is adapted to avoid, when the lower cross member collapses. windshield bay following an impact, a bracing between the deformable tie rod and the upper part of the awning collector; and,
- la traverse inférieure de baie de pare-brise collapsable est réalisée dans un alliage métallique et présente une épaisseur inférieure à 1 millimètre, par exemple égale à 0,95 millimètre environ. - The lower cross member of the collapsible windshield bay is made of a metal alloy and has a thickness of less than 1 millimeter, for example equal to approximately 0.95 millimeter.
Un dernier aspect de l’invention se rapporte à un véhicule automobile comprenant au moins un ensemble d’éléments de structure selon le deuxième aspect ci-dessus. A final aspect of the invention relates to a motor vehicle comprising at least one set of structural elements according to the second aspect above.
Brève description des figures Brief description of the figures
D’autres caractéristiques et avantages de l’invention apparaîtront encore à la lecture de la description qui va suivre. Celle-ci est purement illustrative et doit être lue en regard des dessins annexés sur lesquels : Other characteristics and advantages of the invention will become apparent on reading the description which follows. This is purely illustrative and should be read in conjunction with the accompanying drawings in which:
[Fig. 1] est une vue en perspective d’une traverse inférieure de baie de pare- brise maintenue par des pièces de support selon l’art antérieur ; [Fig. 1] is a perspective view of a lower cross member of the windscreen bay held by support parts according to the prior art;
[Fig. 2] est une vue en perspective de modes de réalisation d’un tirant déformable selon l’invention ; [Fig. 3] est une vue en perspective d’un exemple d’utilisation de tirants comme le tirant de la figure 2, pour maintenir une traverse de baie de pare-brise sur un élément de structure de caisse d’un véhicule automobile ; et, [Fig. 2] is a perspective view of embodiments of a deformable tie rod according to the invention; [Fig. 3] is a perspective view of an example of the use of tie rods such as the tie rod of FIG. 2, for holding a windscreen bay cross member on a body structure element of a motor vehicle; and,
[Fig. 4] est une représentation schématique des résultats d’une modélisation illustrant l’évolution, lors d’un impact avec la tête d’un piéton, de la déformation d’une TIB maintenue par un tirant déformable selon la figure 2. [Fig. 4] is a schematic representation of the results of a modeling illustrating the evolution, during an impact with the head of a pedestrian, of the deformation of a TIB maintained by a deformable tie rod according to FIG. 2.
Description des modes de réalisation Description of the embodiments
Dans la description de modes de réalisation qui va suivre et dans les figures des dessins annexés, les mêmes éléments ou des éléments similaires portent les mêmes références numériques aux dessins. In the description of embodiments which follows and in the figures of the appended drawings, the same or similar elements bear the same numerical references in the drawings.
La figure 1 montre en perspective une traverse inférieure de baie de pare-brise (TIB) d’un véhicule automobile, qui est maintenue par des pièces de support selon l’art antérieur. Comme il a déjà été dit en introduction, cette traverse 101 est conçue de manière à être rigide afin, notamment, de ne pas transmettre les ondes acoustiques et les vibrations depuis le compartiment moteur vers l’habitacle. En conséquence, elle ne peut pas s’affaisser en cas de choc afin d’absorber l’énergie d’impact. Cette TIB rigide est supportée par des pièces mécaniques également rigides, à savoir des équerres de maintien 103 dans l’exemple représenté, qui prennent appui sur un autre élément de structure de la caisse du véhicule automobile. Plus précisément, dans l’exemple représenté, les équerres 103 prennent appui sur le tablier supérieur 102 du véhicule automobile. La TIB n’est, en effet, pas susceptible de s’affaisser sous l’effet d’un choc et ne peut donc pas amortir, le cas échéant, le choc de la tête d’un piéton qui viendrait percuter cette zone du véhicule. La conception et l’agencement de l’ensemble de ces pièces empêchent donc toute déformation de la structure du véhicule dans cette zone du véhicule, en cas de choc avec la tête d’un piéton. Figure 1 shows in perspective a lower cross member of a windshield bay (TIB) of a motor vehicle, which is held by support parts according to the prior art. As has already been said in the introduction, this cross member 101 is designed so as to be rigid so as, in particular, not to transmit the acoustic waves and the vibrations from the engine compartment towards the passenger compartment. As a result, it cannot collapse in an impact to absorb impact energy. This rigid TIB is supported by also rigid mechanical parts, namely retaining brackets 103 in the example shown, which bear on another structural element of the body of the motor vehicle. More specifically, in the example shown, the brackets 103 are supported on the upper bulkhead 102 of the motor vehicle. The TIB is in fact not likely to collapse under the effect of an impact and therefore cannot absorb, if necessary, the impact of the head of a pedestrian who would strike this area of the vehicle. . The design and layout of all of these parts therefore prevent any deformation of the vehicle structure in this area of the vehicle, in the event of an impact with the head of a pedestrian.
La figure 2 montre en perspective des modes de réalisation d’un tirant déformable 200 selon l’invention, dont on verra ensuite qu’il permet la réalisation d’une TIB collapsable. Dans un mode de réalisation particulier, le tirant déformable 200 comprend une lame 201 qui est réalisée dans un alliage métallique comme par exemple de l’acier souple. L’épaisseur de la lame 201 est, par exemple, égale à 1 millimètre. Cette épaisseur relativement faible permet notamment d’obtenir localement une capacité de déformation du tirant au niveau de la lame, sur laquelle on reviendra plus loin. Cette valeur d’épaisseur est purement indicative. Dans d’autres modes de réalisation, par ailleurs, le tirant peut être réalisé en matière synthétique. Toutefois, l’utilisation d’un matériau plastique capable de supporter le processus de cataphorèse et de présenter les caractéristiques adaptées à la déformation souhaitée entraîne un coût de matières et un coût de fabrication élevés. C’est pourquoi une réalisation en alliage métallique préférable. FIG. 2 shows in perspective embodiments of a deformable tie rod 200 according to the invention, which we will then see that it allows the production of a collapsible TIB. In a particular embodiment, the deformable tie rod 200 comprises a blade 201 which is made of a metal alloy such as for example flexible steel. The thickness of the blade 201 is, for example, equal to 1 millimeter. This relatively small thickness notably makes it possible to locally obtain a capacity for deformation of the tie rod at the level of the blade, to which we will return later. This thickness value is purely indicative. In other embodiments, moreover, the tie may be made of synthetic material. However, the use of a plastic material capable of supporting the cataphoresis process and having the characteristics adapted to the desired deformation results in a high material cost and a manufacturing cost. This is why a preferable metal alloy construction.
La lame 201 du tirant 200 a une direction longitudinale qui, à la figure 2, est orientée sensiblement suivant la verticale. En outre, les éléments supérieurs du tirant sont situés en haut et les éléments inférieurs sont situés en bas, sur la figure 2. Dans ce qui suit, les termes « vertical(e) » et « horizontal(e) », « (en) haut » et « (en) bas », « supérieur(e) », et « inférieur(e) », etc., sont utilisés en référence à cette représentation du tirant. The blade 201 of the tie rod 200 has a longitudinal direction which, in FIG. 2, is oriented substantially along the vertical. In addition, the upper elements of the tie rod are located at the top and the lower elements are located at the bottom, in FIG. 2. In the following, the terms “vertical (e)” and “horizontal (e)”, “(en ) top ”and“ bottom ”,“ upper ”, and“ lower ”, etc., are used with reference to this representation of the tie rod.
Le tirant déformable 200 comprend une partie centrale 203 qui est souple, et deux parties d’extrémité qui sont rigides, à savoir une partie d’extrémité supérieure 202 et une partie d’extrémité inférieure 204, respectivement. Ces parties d’extrémité 202 et 204 sont adaptées pour, et destinées à la fixation du tirant sur les éléments de structure de la caisse du véhicule que le tirant contribue à assembler et maintenir entre eux. The deformable tie rod 200 comprises a central part 203 which is flexible, and two end parts which are rigid, namely an upper end part 202 and a lower end part 204, respectively. These end parts 202 and 204 are adapted for, and intended for fixing the tie rod to the structural elements of the body of the vehicle which the tie rod assists in assembling and maintaining between them.
Dans l’exemple représenté, la partie centrale 203 du tirant 200, entre les parties d’extrémité 202 et 204, ne comprend que la lame souple 201 . Cette partie centrale 203 peut donc être le seuil d’une déformation, comme il sera explicité dans ce qui suit. La partie d’extrémité supérieure 202 du tirant déformable 200 comprend l’extrémité supérieure de la lame 201 . Elle comprend aussi une platine de renfort 205 qui est par exemple sensiblement rectangulaire et s’étend dans un plan vertical, parallèlement au plan de la lame 201 dans cette partie d’extrémité 202 du tirant. La largeur de la platine 205, suivant l’horizontale, correspond sensiblement à la largeur de la lame 201 localement. La platine 205 possède par exemple des bords tombés 206, qui s’étendent longitudinalement suivant la verticale dans la configuration représentée à la figure 2. Les bords tombés 206 correspondent à une courbure ou une pliure des bords verticaux de la platine 205. Ils sont orientés suivant l’horizontale, vers la lame 201 , sensiblement perpendiculairement au plan de la platine 205 et de la lame 201 dans cette partie d’extrémité 202 du tirant. Autrement dit, la courbure ou pliure des bords 206 de la platine 205 donne à cette pièce une section en forme de « U » dans un plan horizontal. La base de ce « U », qui correspond à la partie plane de la platine 205, est adaptée pour être fixée, par exemple par soudage, à un premier élément de structure du véhicule auquel le tirant 200 est fixé par son extrémité supérieure 202. A cet effet, la face de la platine 205 qui est opposée à la lame 201 face et qui est visible à la figure 2, comporte une zone 213a pour recevoir un point de soudure électrique (PSE). Les deux branches du « U », qui correspondent aux bords tombés 206 de la platine 205, sont sensiblement orthogonaux au plan de la partie plane de ladite platine 205, et orthogonaux à la lame 201 dans la partie d’extrémité supérieure 202 du tirant 200. Ainsi, dans cette partie d’extrémité supérieure du tirant 200, la lame 201 ferme le caisson formé par la partie plane de la platine 205 et ses deux bords tombés 206. La platine 205 est assemblée par soudage des extrémités des bords tombés 206 sur la lame 201 du tirant 200. In the example shown, the central part 203 of the tie rod 200, between the end parts 202 and 204, comprises only the flexible blade 201. This central part 203 can therefore be the threshold of a deformation, as will be explained below. The upper end part 202 of the deformable tie rod 200 comprises the upper end of the blade 201. It also comprises a reinforcing plate 205 which is for example substantially rectangular and extends in a vertical plane, parallel to the plane of the blade 201 in this end portion 202 of the tie rod. The width of the plate 205, along the horizontal, corresponds substantially to the width of the blade 201 locally. The plate 205 has for example fallen edges 206, which extend longitudinally along the vertical in the configuration shown in FIG. 2. The fallen edges 206 correspond to a curvature or a fold of the vertical edges of the plate 205. They are oriented along the horizontal, towards the blade 201, substantially perpendicular to the plane of the plate 205 and the blade 201 in this end portion 202 of the tie rod. In other words, the curvature or bending of the edges 206 of the plate 205 gives this part a section in the shape of a "U" in a horizontal plane. The base of this "U", which corresponds to the flat part of the plate 205, is adapted to be fixed, for example by welding, to a first structural element of the vehicle to which the tie rod 200 is fixed by its upper end 202. To this end, the face of the plate 205 which is opposite to the face blade 201 and which is visible in FIG. 2, includes a zone 213a for receiving an electrical welding point (PSE). The two branches of the "U", which correspond to the fallen edges 206 of the plate 205, are substantially orthogonal to the plane of the planar part of said plate 205, and orthogonal to the blade 201 in the upper end part 202 of the tie rod 200 Thus, in this upper end part of the tie rod 200, the blade 201 closes the box formed by the flat part of the plate 205 and its two fallen edges 206. The plate 205 is assembled by welding the ends of the fallen edges 206 on the blade 201 of the tie rod 200.
Cette forme et cet agencement de la platine 205 donnent de la rigidité à la partie d’extrémité supérieure 202 du tirant 200, pour empêcher toute déformation localement. Ainsi, la partie d’extrémité supérieures 202 du tirant 200 est adaptée pour la fixation rigide du tirant à un premier élément de structure du véhicule automobile. This shape and this arrangement of the plate 205 give rigidity to the upper end part 202 of the tie rod 200, to prevent any deformation locally. Thus, the upper end portion 202 of the tie rod 200 is suitable for rigid attachment of the tie rod to a first structural element of the motor vehicle.
Dans des modes de réalisation, la base plane de la platine 205 comporte aussi une nervure 207, qui est centrée suivant l’horizontale entre ses deux bords tombés 206, et qui s’étend verticalement vers le haut, depuis le bord inférieur de la platine 205, sur une portion déterminée de la hauteur de ladite platine suivant la verticale. La nervure 207 donne de la rigidité à la platine 205, afin de limiter sa capacité de déformation. Dans un exemple, la zone 213a prévue pour recevoir le PSE est située juste au-dessus l’extrémité supérieure de la nervure 207, dans le prolongement de ladite nervure. In embodiments, the planar base of the plate 205 also includes a rib 207, which is centered horizontally between its two fallen edges 206, and which extends vertically upwards, from the lower edge of the plate 205, over a determined portion of the height of said plate along the vertical. The rib 207 gives rigidity to the plate 205, in order to limit its deformation capacity. In one example, the zone 213a intended to receive the EPS is located just above the upper end of the rib 207, in the extension of said rib.
La partie d’extrémité inférieure 204 du tirant déformable 200 comporte aussi une platine de renfort 208, symétriquement comparable à la platine de renfort 205 de la partie d’extrémité supérieure 202. Notamment, la platine 208 est sensiblement rectangulaire, avec des bords tombés 209 qui sont orthogonaux au plan et la zone plane platine et qui s’étendent horizontalement vers la lame 201 dans la partie d’extrémité inférieure 204 du tirant 200. Par ailleurs, la partie d’extrémité 204 du tirant 200 comporte aussi une nervure 210, centrée selon l’horizontale entre les bords tombés de la platine 208, et qui s’étend verticalement vers le bas, depuis le bord supérieur de la platine 208, sur une portion déterminée de sa hauteur. De la même manière que pour la partie supérieure 202, la face plane de la platine 208 est destinée à venir en contact avec un autre élément du véhicule auquel le tirant 200 est fixé par son extrémité inférieure 204, et comporte à cet effet une zone 213b pour recevoir un autre PSE. Cette zone 2013b peut être située juste au-dessous de l’extrémité inférieure de la nervure 2010, dans le prolongement de ladite nervure. The lower end portion 204 of the deformable tie rod 200 also comprises a reinforcement plate 208, symmetrically comparable to the reinforcement plate 205 of the upper end part 202. In particular, the plate 208 is substantially rectangular, with fallen edges 209 which are orthogonal to the plane and the plane platinum zone and which extend horizontally towards the blade 201 in the lower end part 204 of the tie rod 200. Furthermore, the end part 204 of the tie rod 200 also includes a rib 210, centered along the horizontal between the fallen edges of the plate 208, and which extends vertically downwards, from the upper edge of the plate 208, over a determined portion of its height. In the same way as for the upper part 202, the flat face of the plate 208 is intended to come into contact with another element of the vehicle to which the tie rod 200 is fixed by its lower end 204, and for this purpose comprises a zone 213b to receive another PES. This zone 2013b may be located just below the lower end of the rib 2010, in the extension of said rib.
En résumé, l’ensemble des éléments qui forment les parties supérieure 202 et inférieure 204 du tirant déformable 200 confèrent à ces parties une rigidité, contrairement à la partie centrale 203 qui conserve le caractère souple et déformable propre à la lame 201 . Inversement, en effet, la lame 201 demeure souple dans sa partie centrale 203, c’est-à-dire entre les parties d’extrémité 202 et 204, qui s’étend longitudinalement (i.e. selon sa longueur) entre la partie d’extrémité supérieure 202 et la partie d’extrémité inférieure 204 du tirant déformable 200. Afin de conserver cette souplesse et sa totale capacité de déformation, elle ne comporte de préférence ni bords tombés, ni nervure, ni renfort. In summary, all of the elements which form the upper 202 and lower 204 parts of the deformable tie rod 200 give these parts rigidity, unlike the central part 203 which retains the flexible and deformable character specific to the blade 201. Conversely, in fact, the blade 201 remains flexible in its central part 203, that is to say between the end parts 202 and 204, which extends longitudinally (ie along its length) between the end part upper 202 and the lower end portion 204 of the deformable tie rod 200. In order to maintain this flexibility and its total deformation capacity, it preferably has neither fallen edges, nor rib, nor reinforcement.
En outre, les faces planes des platines 205 et 208 des deux parties d’extrémité 202 et 204, respectivement, s’étendent dans des plans respectifs, à savoir des plans verticaux et parallèles entre eux dans l’exemple considéré ici et représenté à la figure 2, mais distincts. La partie centrale de la lame s’étend, suivant sa direction longitudinale avec un léger angle par rapport aux plans respectifs des platines 205 et 208 des parties d’extrémité 202 et 204, respectivement, du tirant 200. Ainsi, un effort appliqué verticalement au tirant 200 via l’une ou l’autre de ses parties d’extrémité 202 et 204, a pour effet de provoquer la déformation, en particulier le flambage, de la partie centrale 203 du tirant qui est souple car elle ne comprend que la lame souple 201 . In addition, the flat faces of the plates 205 and 208 of the two end parts 202 and 204, respectively, extend in respective planes, namely vertical planes and parallel to each other in the example considered here and shown in the Figure 2, but separate. The central part of the blade extends, in its longitudinal direction with a slight angle relative to the respective planes of the plates 205 and 208 of the end parts 202 and 204, respectively, of the tie rod 200. Thus, a force applied vertically to the pulling 200 via one or other of its end parts 202 and 204, has the effect of causing the deformation, in particular the buckling, of the central part 203 of the tie which is flexible because it only comprises the blade flexible 201.
Cette conception du tirant, combinant la rigidité des parties d’extrémitéThis design of the tie rod, combining the rigidity of the end parts
202 et 204 et la souplesse de la partie centrale 203, joue un rôle déterminant (qui sera explicité plus loin) dans le comportement du tirant en cas d’affaissement d’une TIB qu’il supporte, affaissement provoqué par exemple par un choc avec la tête d’un piéton. 202 and 204 and the flexibility of the central part 203, plays a determining role (which will be explained later) in the behavior of the tie rod in the event of a collapse of a TIB which it supports, collapse caused for example by a shock with the head of a pedestrian.
Dans un mode de réalisation, la lame 201 dans la partie centrale 203 du tirant peut présenter localement une zone 21 1 de variation de sa largeur. Dans l’exemple non limitatif qui est représenté à la figure 2, il s’agit d’une variation linéaire selon la direction longitudinale de la lame, selon un profil en V, allant par exemple du plus large au moins large depuis la partie supérieure vers la partie inférieure de la lame 203. Le rôle de cette zone de variation de la largeur 21 1 , qui sera explicité plus loin en référence à la figure 4, est de créer une rupture d’inertie qui permet une déformation programmée de la partie centraleIn one embodiment, the blade 201 in the central part 203 of the tie may locally have a zone 21 1 of variation of its width. In the nonlimiting example which is represented in FIG. 2, it is a linear variation in the longitudinal direction of the blade, according to a V-shaped profile, going for example from the widest to the least wide from the upper part towards the lower part of the blade 203. The role of this zone of variation of the width 21 1, which will be explained later with reference to FIG. 4, is to create a rupture of inertia which allows programmed deformation of the part central
203 de la lame du tirant 201 . Pour remplir son rôle de maintien d’une TIB, le tirant déformable est fixé solidairement avec celle-ci, d’une part, et avec un autre élément de la caisse du véhicule automobile, d’autre part. Comme il a déjà été évoqué plus haut, le tirant déformable 200 est soudé à la TIB par sa partie d’extrémité supérieure 202, et à un second élément de structure du châssis du véhicule automobile par sa partie d’extrémité inférieure 204. Dans un mode de réalisation particulier, ce second élément de structure est le tablier supérieur 102 du châssis du véhicule automobile. 203 of the tie rod blade 201. To fulfill its role of maintaining a TIB, the deformable tie rod is fixed integrally with the latter, on the one hand, and with another element of the body of the motor vehicle, on the other hand. As already mentioned above, the deformable tie rod 200 is welded to the TIB by its upper end part 202, and to a second structural element of the chassis of the motor vehicle by its lower end part 204. In a particular embodiment, this second structural element is the upper deck 102 of the chassis of the motor vehicle.
Dans un mode de réalisation particulier, la fixation du tirant déformable 200 avec la traverse inférieure de baie de pare-brise et avec un autre élément de structure du châssis du véhicule automobile, est obtenue par deux points de soudure électrique (PSE). Ces deux PSE sont situés respectivement sur la partie plane de la platine 205 de la partie d’extrémité supérieure 202 (au niveau de la zone 213a) et sur la partie plane de la platine 208 partie d’extrémité inférieure (au niveau de la zone 213b), au-dessus ou au-dessous, respectivement, des nervures 207 et 210, respectivement, des platines 205 et 208, respectivement. De telles fixations en un seul point permettent de localiser ce point dans une zone particulièrement renforcée (grâce à la nervure). Ceci permet d’éviter que les fixations ne se rompent lors d’un impact et permet de mieux maîtriser l’endroit où la (ou les) déformation(s) du tirant se produiront le cas échéant. Alternativement, il peut s’agir d’une fixation par vis ou boulon, ou par tout autre moyen de fixation adapté. In a particular embodiment, the fixing of the deformable tie rod 200 with the lower cross member of the windscreen bay and with another structural element of the chassis of the motor vehicle is obtained by two points of electrical welding (PSE). These two EPS are located respectively on the flat part of the plate 205 of the upper end part 202 (at the level of the zone 213a) and on the planar part of the plate 208 the lower end part (at the level of the zone 213b), above or below, respectively, ribs 207 and 210, respectively, plates 205 and 208, respectively. Such single point fixings make it possible to locate this point in a particularly reinforced area (thanks to the rib). This prevents the fasteners from breaking during an impact and allows better control of where the deformation (s) of the tie rod will occur if necessary. Alternatively, it may be a fixing by screw or bolt, or by any other suitable fixing means.
La figure 3 montre un exemple d’utilisation de tirants conformes au tirant 200 de la figure 2. Plus spécifiquement, la figure illustre un mode de réalisation d’un ensemble d’éléments de structure du châssis d’un véhicule automobile qui comprend une traverse inférieure de baie de pare-brise 301 et trois tirants déformables 200 qui maintiennent cette TIB. Les tirants maintiennent la TIB à un autre élément de structure du châssis du véhicule, par exemple au tablier supérieur 102 dans l’exemple représenté. Cet élément sépare le compartiment moteur de l’habitacle du véhicule. A la figure 3, la TIB et ses tirants de maintien sont vus depuis le compartiment moteur. FIG. 3 shows an example of use of tie rods conforming to tie rod 200 of FIG. 2. More specifically, the figure illustrates an embodiment of a set of structural elements of the chassis of a motor vehicle which comprises a cross member lower windshield bay 301 and three deformable tie rods 200 which hold this TIB. The tie rods hold the TIB to another structural element of the vehicle chassis, for example to the upper bulkhead 102 in the example shown. This element separates the engine compartment from the passenger compartment of the vehicle. In Figure 3, the TIB and its tie rods are seen from the engine compartment.
La TIB est conçue de manière à être déformable en soi, en raison d’une faible épaisseur. Dans un exemple, la TIB est réalisée en alliage métallique, par exemple en acier, et possède une épaisseur réduite à environ 1 mm, par exemple 0,95 mm, afin de lui conférer une bonne capacité de flexion. Les renforts de la TIB sont également réduits au strict nécessaire pour garantir une bonne flexibilité de la TIB en cas de choc avec la tête d’un piéton. D’une manière générale, la géométrie de la TIB est telle qu’elle peut, en elle-même, s’affaisser et ne pas créer de point dur, tout en étant favorable au respect des contraintes de filtration acoustique et vibratoire (dites contraintes ACV). The TIB is designed to be deformable in itself, due to its thinness. In one example, the TIB is made of a metal alloy, for example steel, and has a thickness reduced to around 1 mm, for example 0.95 mm, in order to give it good bending capacity. The reinforcements of the TIB are also reduced to what is strictly necessary to guarantee good flexibility of the TIB in the event of an impact with the head of a pedestrian. In general, the geometry of the TIB is such that it can, in itself, collapse and not create a hard point, while being favorable to respecting the constraints of acoustic and vibratory filtration (called constraints ACV).
Les tirants 200 ont pour fonction de maintenir la TIB en évitant qu’elle ne transmette des vibrations du moteur vers l’habitacle. Les tirants sont agencés du côté du compartiment moteur. Le fait que les tirants soient eux-aussi déformables permet d’obtenir une souplesse de la liaison entre la TIB et le tablier supérieur 102. La TIB ainsi conçue et maintenue devient ainsi collapsable, ce qui permettra d’homologuer les véhicules lorsque les nouvelles exigences de sécurité passive entreront en vigueur. The tie rods 200 have the function of maintaining the TIB by preventing it from transmitting vibrations from the engine to the passenger compartment. The tie rods are arranged on the side of the engine compartment. The fact that the tie rods are also deformable makes it possible to obtain a flexibility of the connection between the TIB and the upper deck 102. The TIB thus designed and maintained thus becomes collapsible, which will enable vehicles to be approved when the new requirements passive safety systems will come into effect.
En résumé, grâce à sa conception souple et à son maintien par les tirants déformables proposés, la TIB peut avantageusement non seulement s’affaisser sous l’effet d’un impact de manière à amortir le choc mais elle est aussi maintenue suffisamment fermement pour permettre de limiter la transmission vers l’habitacle des ondes acoustiques et des vibrations en provenance du moteur du véhicule. L’utilisation d’un tel ensemble n’entraîne donc aucune nuisance acoustique ou vibratoire supplémentaire par rapport à l’art antérieur dans lequel la TIB est rigide et non déformable. In summary, thanks to its flexible design and its maintenance by the deformable tie rods proposed, the TIB can advantageously not only collapse under the effect of an impact so as to absorb the shock, but it is also held firmly enough to allow limit the transmission of acoustic waves and vibrations from the vehicle engine to the passenger compartment. The use of such an assembly therefore does not entail any additional noise or vibration nuisance compared to the prior art in which the TIB is rigid and non-deformable.
L’homme du métier appréciera que le nombre de tirants déformables utilisés, comme leur disposition et leur répartition le long de la TIB, peuvent être choisis afin d’optimiser le compromis entre le maintien de la TIB par les tirants qui garantit le respect des contraintes d’ACV d’une part, et l’effet d’amortissement d’un choc avec la tête d’un piéton dans la zone de la TIB, d’autre part, selon les spécificités propres à chaque application. Those skilled in the art will appreciate that the number of deformable tie rods used, as well as their arrangement and their distribution along the TIB, can be chosen in order to optimize the compromise between maintaining the TIB by the tie rods which guarantees compliance with the constraints. on the one hand, and the effect shock absorption with the head of a pedestrian in the TIB area, on the other hand, according to the specifics of each application.
En référence à la figure 4, il va maintenant être décrit une séquence d’images illustrant la déformation en fonction du temps d’une TIB maintenue par un tirant déformable selon la figure 2 au moment d’un impact avec la tête d’un piéton. Ces images correspondent aux résultats obtenus à partir d’une méthode de calcul par éléments finis permettant de modéliser le comportement des différentes pièces mécaniques impliquées, sous l’effet d’un tel impact. With reference to FIG. 4, there will now be described a sequence of images illustrating the deformation as a function of time of a TIB maintained by a deformable tie rod according to FIG. 2 at the time of an impact with the head of a pedestrian. . These images correspond to the results obtained from a finite element calculation method making it possible to model the behavior of the different mechanical parts involved, under the effect of such an impact.
Les quatre images montrées à la figure 4illustrent l’évolution chronologique de l’état de chaque élément, respectivement à l’instant initial (0 millisecondes) c’est-à-dire au moment précis où se produit l’impact de la tête d’un piéton avec la zone de la TIB, puis respectivement à 6, 10 et 20 millisecondes (ms) après cet impact. Cette évolution chronologique se fait dans l’ordre indiqué par les flèches 307 à la figure 4. The four images shown in Figure 4 illustrate the chronological evolution of the state of each element, respectively at the initial instant (0 milliseconds), that is to say at the precise moment when the impact of the head d 'a pedestrian with the TIB zone, then respectively at 6, 10 and 20 milliseconds (ms) after this impact. This chronological evolution is done in the order indicated by the arrows 307 in FIG. 4.
A l’instant t = 0 (en haut et à gauche de la figure 4), la tête d’un piéton 303 vient percuter le pare-brise 302 soutenu par la traverse inférieure de baie de pare-brise 301 qui est elle-même maintenue par le tirant déformable 200 visible à la figure. La disposition des parties d’extrémité rigides et de la partie centrale souple du tirant, le fait que les parties supérieure et inférieure soient situées dans deux plans distincts parallèles entre eux, entraînent une première déformation du tirant. Et le fait que la lame centrale du tirant présente localement une zone de variation de sa largeur entraîne une seconde déformation programmée du tirant, avec une pliure de la lame 201 en un endroit spécifique suivant sa direction longitudinale. En effet, comme l’illustrent les images à t = 6 ms et à t = 10 ms respectivement, la partie centrale 203 de la lame 201 du tirant déformable 200 se plie, premièrement, au niveau de la jonction 212 et entre sa partie d’extrémité supérieure 202 et cette partie centrale 203, deuxièmement, au niveau de la zone 21 1 de variation de la largeur de la lame 201 sous l’effet du choc avec la tête du piéton. L’homme du métier appréciera que ce sont les variations de la rigidité du tirant à la jonction entre la partie d’extrémité supérieure et la zone centrale du tirant d’une part, et à la zone de variation de largeur de la lame dans la partie centrale du tirant, d’autre part, qui permettent d’anticiper les endroits précis où le tirant se plie et donc la façon dont il se déforme. On parle ainsi de rupture d’inertie entre ces différentes parties du tirant. Dans l’exemple représenté, la zone 21 1 de variation de la largeur de la lame 201 dans la partie centrale 203 du tirant 200, se situe aux deux tiers de la longueur de la lame en partant de sa partie d’extrémité inférieure, dans la moitié supérieure de la partie centrale du tirant. C’est la variation de rigidité procurée par la variation de la largeur de la lame 201 au niveau de la zone 21 1 qui entraîne la pliure de la lame dans cette zone précisément. Cela étant, l’homme du métier appréciera que la position de cette zone peut être changée pour programmer la déformation du tirant en l’adaptant à l’espace réel dans lequel il doit être installé, afin d’éviter que sa déformation soit limitée par le contact avec un élément structure environnant du châssis du véhicule, ou par un des équipements du véhicule présents dans la compartiment moteur. At time t = 0 (at the top left of FIG. 4), the head of a pedestrian 303 strikes the windshield 302 supported by the lower cross member of the windshield bay 301 which is itself held by the deformable tie 200 visible in the figure. The arrangement of the rigid end parts and of the flexible central part of the tie rod, the fact that the upper and lower parts are located in two separate planes parallel to each other, lead to a first deformation of the tie rod. And the fact that the central blade of the tie rod locally has a zone of variation of its width results in a second programmed deformation of the tie rod, with a fold of the blade 201 in a specific place along its longitudinal direction. Indeed, as illustrated by the images at t = 6 ms and at t = 10 ms respectively, the central part 203 of the blade 201 of the deformable tie rod 200 bends, firstly, at the junction 212 and between its part d 'upper end 202 and this central part 203, secondly, at the level of the zone 21 1 of variation of the width of the blade 201 under the effect of the impact with the head of the pedestrian. Those skilled in the art will appreciate that these are the variations in the rigidity of the tie rod at the junction between the upper end part and the central zone of the tie rod on the one hand, and the zone of variation in width of the blade in the central part of the tie, on the other hand, which allow to anticipate the precise places where the tie folds and therefore the way it deforms. This is called a rupture of inertia between these different parts of the tie. In the example shown, the zone 21 1 of variation of the width of the blade 201 in the central part 203 of the tie rod 200, is located at two thirds of the length of the blade starting from its lower end part, in the upper half of the central part of the tie rod. It is the variation in rigidity provided by the variation in the width of the blade 201 at the level of the zone 21 1 which causes the folding of the blade in this zone precisely. However, those skilled in the art will appreciate that the position of this zone can be changed to program the deformation of the tie rod by adapting it to the real space in which it is to be installed, in order to avoid its deformation being limited by contact with a structural element surrounding the vehicle chassis, or by one of the vehicle equipment present in the engine compartment.
L’homme du métier appréciera aussi que la TIB utilisée dans ce contexte est une TIB elle-même conçue de manière à être suffisamment souple pour pouvoir s’écraser en réponse à l’impact. Dans un mode de réalisation, la TIB est réalisée dans un acier de 0,95 millimètres d’épaisseur, ce qui est suffisamment faible pour autoriser sa déformation. A la figure 4, l’affaissement de la TIB est visible dès l’instant t = 6 ms, et s’accentue à t = 10 ms puis encore à t = 20 ms. Ainsi, grâce aux effet combinés de l’écrasement de la TIB sur elle-même et de la déformation du tirant permettant l’affaissement de la TIB, il est possible de progressivement décélérer la tête qui subit l’impact contre la TIB. Those skilled in the art will also appreciate that the TIB used in this context is a TIB itself designed to be flexible enough to be able to crash into response to the impact. In one embodiment, the TIB is made of steel 0.95 millimeters thick, which is weak enough to allow its deformation. In FIG. 4, the sag of the TIB is visible from the moment t = 6 ms, and is accentuated at t = 10 ms then again at t = 20 ms. Thus, thanks to the combined effect of the crushing of the TIB on itself and the deformation of the tie allowing the collapse of the TIB, it is possible to gradually decelerate the head which undergoes the impact against the TIB.
En outre, l’homme du métier saura adapter le tirant déformable pour éviter, lors d’un affaissement de la traverse inférieure de baie de pare-brise, un entretoisement entre le tirant déformable et un autre élément de structure du châssis du véhicule automobile. Un tel entretoisement peut en effet se produire, par exemple, entre le tirant déformable et la partie supérieure d’un collecteur d’auvent 306 du châssis. Cet élément de la structure de caisse du véhicule a pour fonction, comme l’homme du métier ne l’ignore pas, de collecter et d’évacuer les eaux de pluie qui ruissèlent du pare-brise. Dit autrement, les dimensions et la forme du tirant sont adaptée pour éviter que, lors de sa déformation consécutive à un affaissement de la TIB, une partie du tirant ne vienne prendre appui sur la partie supérieure du collecteur d’auvent, ce qui pourrait stopper sa déformation. Ceci permet de garantir la libre déformation de la TIB et ainsi d’éviter que la tête d’un piéton, dans sa phase de décélération, vienne rencontrer un élément dur indéformable qui provoquerait une décélération brutale, et donc potentiellement un traumatisme important audit piéton. Ce résultat peut être obtenu, notamment, grâce à un choix de la longueur de la partie centrale 203 du tirant et à un positionnement adapté de la zone 21 1 de variation de la largeur de cette lame 201 dans la partie centrale 203 du tirant (voir figure 2). Bien entendu, plusieurs zones de variation de la largeur de la lame comme la zone 21 1 de la figure 2 peuvent être prévues pour obtenir des scenarii de déformation plus complexes, en fonction des spécificités propres à chaque cas d’utilisation. In addition, a person skilled in the art will know how to adapt the deformable tie rod to avoid, when the lower cross member of the windscreen bay collapses, a bracing between the deformable tie rod and another structural element of the chassis of the motor vehicle. Such bracing can indeed occur, for example, between the deformable tie rod and the upper part of a canopy collector 306 of the chassis. This element of the vehicle body structure has the function, as a person skilled in the art is aware of, of collecting and discharging rainwater which trickles from the windshield. In other words, the dimensions and the shape of the tie rod are adapted to avoid that, during its deformation following a collapse of the TIB, part of the tie rod comes to bear on the upper part of the awning collector, which could stop its deformation. This makes it possible to guarantee the free deformation of the TIB and thus to prevent the head of a pedestrian, in its deceleration phase, from coming to meet a non-deformable hard element which would cause a sudden deceleration, and therefore potentially a significant trauma to said pedestrian. This result can be obtained, in particular, thanks to a choice of the length of the central part 203 of the tie rod and to an adapted positioning of the zone 21 1 of variation of the width of this blade 201 in the central part 203 of the tie rod (see figure 2). Of course, several zones of variation of the width of the blade such as zone 21 1 of FIG. 2 can be provided to obtain more complex deformation scenarios, according to the specificities specific to each use case.
Le dimensionnement de tirants conforme à des modes de réalisation tels que décrits dans ce qui précède permet de proposer une TIB collapsable pour supporter le choc dit « piéton-tête » mais également pour satisfaire les contraintes ACV. En effet, la fixation de la TIB par ces tirants permet d’améliorer l’acoustique dans la zone de bas de pare-brise et apporte une certaine raideur en torsion, qui réduit la transmission des phénomènes vibratoires. The dimensioning of tie rods in accordance with embodiments as described in the foregoing makes it possible to propose a collapsible TIB to withstand the so-called “pedestrian-head” impact but also to satisfy the ACV constraints. Indeed, the fixing of the TIB by these tie rods improves the acoustics in the bottom area of the windshield and provides a certain torsional stiffness, which reduces the transmission of vibrational phenomena.
La présente invention a été décrite et illustrée dans la présente description détaillée et dans les figures des dessins annexés, dans des formes de réalisation possibles. La présente invention ne se limite pas, toutefois, aux formes de réalisation présentées. D’autres variantes et modes de réalisation peuvent être déduits et mis en oeuvre par la personne du métier à la lecture de la présente description et des dessins annexés. Dans les revendications, le terme "comprendre" ou "comporter" n’exclut pas d’autres éléments ou d’autres étapes. Un seul processeur ou plusieurs autres unités peuvent être utilisées pour mettre en œuvre l’invention. Les différentes caractéristiques présentées et/ou revendiquées peuvent être avantageusement combinées. Leur présence dans la description ou dans des revendications dépendantes différentes, n’excluent pas cette possibilité. Les signes de référence ne sauraient être compris comme limitant la portée de l’invention. The present invention has been described and illustrated in the present detailed description and in the figures of the appended drawings, in possible embodiments. The present invention is not limited, however, to the embodiments presented. Other variants and embodiments can be deduced and implemented by a person skilled in the art on reading this description and the attached drawings. In the claims, the term "understand" or "comprise" does not exclude other elements or other steps. A single processor or several other units can be used to implement the invention. The various features presented and / or claimed can be advantageously combined. Their presence in the description or in different dependent claims does not exclude this possibility. The reference signs should not be understood as limiting the scope of the invention.

Claims

REVENDICATIONS
1. Tirant déformable (200) pour le maintien d’une traverse inférieure de baie de pare-brise (301 ) d’un véhicule automobile, ledit tirant déformable ayant une première partie d’extrémité (202), une seconde partie d’extrémité (204) et une partie centrale (203) qui s’étend longitudinalement entre la première partie d’extrémité (202) et la seconde partie d’extrémité (204), ledit tirant 1. Deformable tie rod (200) for holding a lower cross member of a windscreen bay (301) of a motor vehicle, said deformable tie rod having a first end part (202), a second end part (204) and a central part (203) which extends longitudinally between the first end part (202) and the second end part (204), said tie rod
comprenant : including:
- une lame déformable (201 ) s’étendant suivant la direction longitudinale du tirant, dans la partie centrale (203) du tirant, depuis la première partie d’extrémité (202) jusqu’à la seconde partie d’extrémité (204) du tirant ; - a deformable blade (201) extending in the longitudinal direction of the tie rod, in the central part (203) of the tie rod, from the first end part (202) to the second end part (204) of the pulling;
- une première platine de renfort (205), avec une partie plane s’étendant sensiblement parallèlement à la lame au niveau de la première partie d’extrémité du tirant et avec des bords tombés (206) par lesquels elle est reliée à la lame au niveau de la première partie d’extrémité du tirant pour former avec ladite lame un premier caisson de rigidité, ladite première platine étant adaptée pour être reliée à la traverse par la face de sa partie plane qui est opposée à la lame ; - A first reinforcing plate (205), with a flat part extending substantially parallel to the blade at the level of the first end part of the tie rod and with fallen edges (206) by which it is connected to the blade at level of the first end portion of the tie rod to form with said blade a first stiffness box, said first plate being adapted to be connected to the cross member by the face of its flat portion which is opposite to the blade;
- une seconde platine de renfort (208), avec une partie plane s’étendant sensiblement parallèlement à la lame au niveau de la seconde partie d’extrémité du tirant et avec des bords tombés (209) par lesquels elle est reliée à la lame au niveau de la seconde partie d’extrémité du tirant pour former avec ladite lame un second caisson de rigidité, ladite seconde platine étant adaptée pour être reliée à un autre élément de structure (102) de la caisse du véhicule automobile par la face de sa partie plane qui est opposée à la lame ; - a second reinforcing plate (208), with a flat part extending substantially parallel to the blade at the level of the second end part of the tie rod and with fallen edges (209) by which it is connected to the blade at level of the second end portion of the tie rod to form with said blade a second stiffness box, said second plate being adapted to be connected to another structural element (102) of the body of the motor vehicle by the face of its part flat which is opposite to the blade;
dans lequel : in which :
- les parties planes des première et seconde platines de renfort (205,208) s’étendent dans deux plans respectifs distincts ; et, - the flat parts of the first and second reinforcement plates (205,208) extend in two separate respective planes; and,
- la lame (201 ) est sensiblement plane dans la partie centrale (203) du tirant, et s’étend dans un plan qui n’est pas parallèle au plan dans lequel s’étend la partie plane de l’une (205) au moins des première et seconde platine, de manière que, lors d’un affaissement de la traverse inférieure de baie de pare- brise (301 ) consécutif à un choc, le tirant déformable se plie au niveau de la jonction (212) entre la partie d’extrémité (202) correspondante et la partie centrale (203) du tirant. - The blade (201) is substantially planar in the central part (203) of the tie rod, and extends in a plane which is not parallel to the plane in which the planar part of one (205) extends minus the first and second platinum, so that, when the lower windscreen bay cross member (301) collapses following an impact, the deformable tie bends at the junction (212) between the corresponding end part (202) and the central part (203) of the tie rod.
2. Tirant déformable selon la revendication 1 , dans lequel la lame présente, dans la partie centrale (203) du tirant, une zone de variation de largeur (21 1 ) adaptée pour que, lors d’un affaissement de la traverse inférieure de baie de pare-brise consécutif à un choc, le tirant déformable se plie au niveau de ladite zone de variation de largeur de la lame. 2. deformable tie rod according to claim 1, in which the blade has, in the central part (203) of the tie rod, a width variation zone (21 1) adapted so that, when the lower cross member of the bay collapses windshield following a shock, the deformable tie bends at said blade width variation zone.
3. Tirant déformable selon la revendication 1 ou la revendication 2, dans lequel la partie plane de l’une au moins des première et seconde platines de renfort (205,208) comprend : 3. Deformable tie rod according to claim 1 or claim 2, in which the planar part of at least one of the first and second reinforcing plates (205,208) comprises:
- une nervure (207,210) qui s’étend suivant une direction parallèle à la direction longitudinale du tirant, depuis un bord de la platine qui est contigu à la partie centrale (203) de la lame (201 ) et sur une portion déterminée seulement de la longueur de la platine suivant ladite direction ; et, - A rib (207,210) which extends in a direction parallel to the longitudinal direction of the tie rod, from an edge of the plate which is contiguous to the central part (203) of the blade (201) and over a determined portion only of the length of the plate in said direction; and,
- une zone (213a, 213b) dans le prolongement de la nervure (207,210), pour recevoir un point de soudure électrique pour la liaison du tirant avec la traverse inférieure de baie de pare-brise ou avec l’autre élément de la caisse du véhicule automobile, respectivement. - a zone (213a, 213b) in the extension of the rib (207,210), to receive an electrical welding point for the connection of the tie rod with the lower cross member of the windscreen bay or with the other element of the body of the motor vehicle, respectively.
4. Tirant déformable selon l'une quelconque des revendications 1 à 3, dans lequel la lame et les platines de renfort du tirant sont réalisées dans un alliage métallique souple, et dans lequel la lame et/ou les platines de renfort du tirant ont une épaisseur de 1 millimètre environ. 4. Deformable tie rod according to any one of claims 1 to 3, in which the blade and the reinforcement plates of the tie rod are made of a flexible metal alloy, and in which the blade and / or the reinforcement plates of the tie rod have a thickness of about 1 millimeter.
5. Tirant déformable selon l'une quelconque des revendications 2 à 4, dans lequel la variation de la largeur de la lame centrale, dans la zone de variation de sa largeur, se fait linéairement selon la direction longitudinale de la lame, selon un profil en V allant du plus large au moins large. 5. Deformable tie rod according to any one of claims 2 to 4, in which the variation of the width of the central blade, in the zone of variation of its width, takes place linearly in the longitudinal direction of the blade, according to a profile in V going from the widest to the least wide.
6. Ensemble d’éléments de structure de la caisse d’un véhicule automobile comprenant une traverse inférieure de baie de pare-brise (301 ) collapsable et au moins un tirant déformable (200) selon l’une quelconque des 6. Set of structural elements of the body of a motor vehicle comprising a collapsible windshield lower cross member (301) and at least one deformable tie rod (200) according to any one of the
revendications 1 à 5 pour le maintien de ladite traverse à un autre élément de structure (102) de la caisse. claims 1 to 5 for the maintenance of said cross member to another structural element (102) of the body.
7. Ensemble d’éléments de structure selon la revendication 6, dans lequel l’autre élément de structure de la caisse du véhicule automobile auquel la traverse inférieure de baie de pare-brise est maintenue par l’intermédiaire du tirant est un tablier supérieur de la caisse. 7. Set of structural elements according to claim 6, in which the other structural element of the body of the motor vehicle to which the lower cross member of the windscreen bay is held by means of the tie rod is an upper deck of the box.
8. Ensemble d’éléments de structure selon l’une quelconque des revendications 6 et 7, comprenant en outre un collecteur d’auvent (306), et dans lequel la position de la zone (21 1 ) de variation de la largeur de la lame du tirant suivant la direction longitudinale de ladite lame est adaptée pour éviter, lors d’un affaissement de la traverse inférieure de baie de pare-brise consécutif à un choc, un entretoisement entre le tirant déformable et la partie supérieure du collecteur d’auvent. 8. A set of structural elements according to any one of claims 6 and 7, further comprising a canopy collector (306), and wherein the position of the zone (21 1) for varying the width of the blade of the tie rod in the longitudinal direction of said blade is adapted to avoid, when the lower cross member of the windscreen bay collapses following an impact, a bracing between the deformable tie rod and the upper part of the awning collector .
9. Ensemble d’éléments de structure selon l’une quelconque des revendications 6 à 8, dans lequel la traverse inférieure de baie de pare-brise (301 ) collapsable est réalisée dans un alliage métallique et présente une épaisseur inférieure à 1 millimètre, par exemple égale à 0,95 millimètre environ. 9. A set of structural elements according to any one of claims 6 to 8, in which the collapsible windscreen lower cross member (301) is made of a metal alloy and has a thickness of less than 1 millimeter, by example equal to about 0.95 millimeter.
10. Véhicule automobile comprenant au moins un ensemble d’éléments de structure selon l’une quelconque des revendications 6 à 9. 10. Motor vehicle comprising at least one set of structural elements according to any one of claims 6 to 9.
EP19839640.0A 2018-12-06 2019-11-22 Deformable bracing rod for holding a lower crossmember of a windshield opening of a motor vehicle Pending EP3891026A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1872412A FR3089471B1 (en) 2018-12-06 2018-12-06 Deformable tie rod for maintaining a lower cross member of the windshield bay of a motor vehicle
PCT/FR2019/052786 WO2020115392A1 (en) 2018-12-06 2019-11-22 Deformable bracing rod for holding a lower crossmember of a windshield opening of a motor vehicle

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EP (1) EP3891026A1 (en)
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JP4276630B2 (en) * 2005-01-28 2009-06-10 トヨタ自動車株式会社 Vehicle cowl structure
FR2892019B1 (en) 2005-10-14 2007-11-30 Oreal WRINKLE PROCESSING METHOD AND KIT FOR IMPLEMENTING THE SAME
JP4743009B2 (en) * 2006-06-19 2011-08-10 トヨタ自動車株式会社 Vehicle cowl structure
CN201405816Y (en) * 2009-01-05 2010-02-17 比亚迪股份有限公司 Device for protecting vehicles and pedestrians
CN202243324U (en) * 2011-08-31 2012-05-30 众泰控股集团有限公司 Lower part supporting structure of automobile front bumper
CN102910128B (en) * 2011-12-27 2015-06-03 延锋彼欧汽车外饰系统有限公司 Pedestrian leg buffer beam of automobile bumper
DE102013018068B4 (en) * 2012-12-21 2017-11-09 Mazda Motor Corp. Front vehicle body structure of a vehicle and method of forming the same
JP5902109B2 (en) * 2013-02-08 2016-04-13 豊田鉄工株式会社 Vehicle hood structure
JP6201953B2 (en) * 2014-10-21 2017-09-27 トヨタ自動車株式会社 Cowl structure at the front of the vehicle
CN105564364A (en) * 2016-01-11 2016-05-11 淮阴工学院 Passive protection device for vehicle collision

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FR3089471B1 (en) 2020-11-13
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WO2020115392A1 (en) 2020-06-11
FR3089471A1 (en) 2020-06-12

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