EP4093652A1 - Motor vehicle having a means for releasing the front wheel in the event of frontal impact - Google Patents

Motor vehicle having a means for releasing the front wheel in the event of frontal impact

Info

Publication number
EP4093652A1
EP4093652A1 EP21705242.2A EP21705242A EP4093652A1 EP 4093652 A1 EP4093652 A1 EP 4093652A1 EP 21705242 A EP21705242 A EP 21705242A EP 4093652 A1 EP4093652 A1 EP 4093652A1
Authority
EP
European Patent Office
Prior art keywords
connecting piece
support element
relief
motor vehicle
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
EP21705242.2A
Other languages
German (de)
French (fr)
Inventor
Mihaela Maria MAGAS
Ronan BREAL
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 EP4093652A1 publication Critical patent/EP4093652A1/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/04—Door pillars ; windshield pillars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/16—Mud-guards or wings; Wheel cover panels

Definitions

  • the present invention relates to a motor vehicle, more particularly to a motor vehicle reinforced to protect users in the event of a frontal impact.
  • the wheel is quickly braced between the test barrier and the front foot and can follow a scenario called crushing on the front foot (in which the wheel s 'fit into the front pillar) or a so-called avoidance scenario (in which the wheel is released towards the outside of the vehicle).
  • a scenario called crushing on the front foot in which the wheel s 'fit into the front pillar
  • a so-called avoidance scenario in which the wheel is released towards the outside of the vehicle.
  • document FR 3,058,110 describes a motor vehicle having a reinforcement fixed to the front foot and to the wheel arch.
  • This reinforcement makes it possible to limit the intrusion of the front wheel into the passenger compartment in the event of a frontal collision by interfering with the front wheel.
  • the rear of the front wheel comes to press on the reinforcement fixed on the foot and depending on the power of the impact, the reinforcement makes it possible to prevent an opening of the rebate of the front foot.
  • this reinforcement is therefore useful.
  • document FR 2994 138 describes an arrangement for a motor vehicle comprising a wheel and a safety system, consisting of a wheel arch screen interposed between the area to be protected and the wheel.
  • the safety system is configured to vary between an active state and an inactive state in which the safety system respectively opposes and does not oppose movement of the wheel towards the passenger compartment.
  • the force entry on the front foot is via the third effort channel.
  • the force entry is also made via the front wheel by direct contact following a bracing between the rim of said wheel and the front foot in the case of a retreat of the wheel with bursting of the tire under the effect of the forces. suffered.
  • document FR 2892087 describes a front structure of a motor vehicle adapted to prevent the intrusion of a wheel into the passenger compartment in the event of a frontal impact.
  • the side members have been designed to be able to bend during a collision, which allows the front wheel to be shifted from the passenger compartment.
  • this solution does not make it possible to completely ensure the safety of the passenger compartment since the folding of the side members will necessarily have an influence on the integrity of the latter.
  • Another way is to ensure that the front wheel disengages from the wheel arch during a collision.
  • document FR 2892691 describes a front structure of a motor vehicle with a steering rack which has been provided with guide means allowing, in the event of an impact, to act on the rods connecting the wheel and the rack with the aim of point the rear of the front wheel outward.
  • these guide means which are in fact recesses of the cross member in an oblique direction in each of which is engaged a fixing element of the rack, will guide the movement of the rack so that the rod driven in this movement causes the front wheel to pivot so that the rear thereof is completely free from the wheel arch.
  • these guide means limit the movement of the rack in a direction predefined by the direction of the recesses.
  • this type of guide means only solves the problem for the front left wheel.
  • the present invention therefore aims to provide a motor vehicle providing a solution to the problems encountered in the prior art.
  • the invention aims to provide a vehicle designed to promote clearance of the front wheel or wheels from the wheel arch during a frontal collision, for example of the low overlap type.
  • the invention relates to a motor vehicle comprising a front wheel provided with a rim showing an inner sidewall, and a base structure comprising a front stretcher, a front foot and a connecting piece between said front stretcher and said front foot, the connecting piece being located at the rear of the front wheel, the vehicle being remarkable in that the connecting piece shows a support element with a relief projecting in the direction of the front of the vehicle, said relief extending in the transverse direction of the vehicle
  • the invention provides a vehicle provided with passive means promoting release of the front wheel to the outside in the event of a violent frontal impact , by example in the event of a frontal impact with weak overlap.
  • the invention proposes to add a volume (by means of a relief) at the level of the connecting piece between the front stretcher and the front foot.
  • This relief is configured (by its shape, its location and its dimensions) so as not to hinder the wheel in its travel under normal driving conditions.
  • the relief is configured (by its shape, its location and its dimensions) to come into contact with the edge of the front inner flank (that is, that is to say, prior to) that the front foot engages between the two inner and outer sides of the rim of the wheel.
  • the engagement of the front foot between the flanks of the rim prevented the subsequent release of the wheel to the outside by blocking the pivoting movement of the latter.
  • the response is to allow the internal flank to come into contact with the structure of the vehicle before the front foot enters the air gap formed by the two flanks of the rim.
  • the backward movement of the front wheel in the direction of the front foot is thus limited by the presence of said relief or volume, and the front wheel is therefore free to perform the pivoting movement necessary for its release towards the outside of the vehicle.
  • said relief has an elongated shape between a first end located on the side of the front stretcher and a second end located on the side of the front foot, the width of the relief being greater at the second end than level of the first.
  • the connecting piece showing a curved shape
  • the relief follows the curved shape of said connecting piece.
  • the curved shape of the relief will guide the pivoting of the wheel towards the outside of the vehicle
  • said relief protrudes in the direction of the front of the vehicle at a rate of 1 mm to 4 mm relative to the surface of the connecting piece, more preferably between 1.5 mm and 3.5 mm, again more preferably between 2 mm and 3 mm.
  • said relief protrudes towards the front of the vehicle constantly over the entire length of said relief.
  • said support element extends over at least 80% of the length of said connecting piece, more preferably over at least 85% of the length, or over at least 90% of the length, or at least 95% of the length, or 100% of the length.
  • the support element is integral with the connecting piece; preferably, the relief shown by the support element is formed by stamping the connecting piece.
  • the support element is a part attached to said connecting part; preferably, said support element is fixed to the connecting piece by at least one screw, at least one weld bead and / or at least one weld point.
  • at least one of the following characteristics can be used to define the supporting element:
  • the support element comprises at least one stiffening rib; preferably, the support element comprises at least one fixing lug and the stiffening rib or ribs are arranged on the fixing lug or lugs.
  • the support element is a profile; preferably, a profile with a U or uppercase omega section.
  • the support element is made of steel with very high elastic limit or steel with high elastic limit; or the supporting element is made of plastic and / or aluminum.
  • the vehicle further comprises an apron adjacent to the front foot and delimiting the passenger compartment of the vehicle, said vehicle being remarkable in that a reinforcing piece is fixed at least front foot and apron; preferably, the reinforcement piece has a flange.
  • Figure 1 is a view of the wheel arch of the vehicle according to the invention.
  • Figure 2 is a view of the support element according to the invention.
  • Figure 1 shows a front wheel arch of the vehicle, viewed from the front to the rear of the vehicle.
  • the front wheel has not been shown, which makes it possible to see the underbody structure of the vehicle made up of a front stretcher 1, a front foot 3 and a connecting piece 5 between the front stretcher 1 and the front foot 3.
  • the connecting piece 5 is located at the rear of the front wheel. So as to favor the scenarios of release the front wheel towards the outside of the vehicle during a frontal collision, the connecting piece 5 shows a support element 7 with a relief 9 projecting towards the front of the vehicle and s 'extending in the transverse direction of the vehicle.
  • the support element 7 is therefore configured so that when the front wheel recedes in the direction of the front foot, the inner flank of the rim of the front wheel is placed in support on the relief 9 preventing the front foot from fit between the two inner and outer sidewalls of the front wheel.
  • a definite advantage of such a configuration is that the support element can be integrated both on the left side and on the right side of the vehicle.
  • the two front wheels of the vehicle have the same system for disengaging the wheel in the event of a frontal collision with partial overlap.
  • Another advantage is that it is a passive, inexpensive safety system that is easy to implement even on existing and lightweight vehicles.
  • Figure 2 shows the support element 7 from the rear of the vehicle.
  • the relief 9 therefore appears to sink.
  • the shape of the relief 7 is elongated between a first end 11 located on the side of the front stretcher 1 (visible in FIG. 1) and a second end 13 located on the side of the front foot 13 (visible in FIG. 1). So that the rear of the rim does not come into contact with the front foot 13 (visible in Figure 1), the width of the second end 13 is wider than the width of the first end 11, so that when the wheel escapes, the rim of the latter hits this second end 13 and is deflected outwards.
  • the connecting piece 5 has a curved shape and the shape of the relief 7 also has a curvature so as to follow the shape of the connecting piece 5.
  • the relief 9 shown by the support element 7 can be spaced from 1 mm to 4 mm, more preferably from 2 mm to 3 mm.
  • the volume thus created by the relief allows the wheel to deflect outwards.
  • the bearing surface which will come into contact with the front wheel on the relief is arranged at a constant distance along the surface of the connecting piece 5.
  • the support element can extend over at least 80% of the length of said connecting piece 5, or over at least 90% of the length, or over 100% of the length.
  • a first way to incorporate this device on the vehicle is to integrate it into the connecting piece 5 directly, for example by creating the relief by stamping.
  • This embodiment has the advantage of not having to add any part to the structure of the vehicle underbody and can be used during the manufacture of a new vehicle. This embodiment does not add weight to the vehicle.
  • the support element 7 may be a part attached to said connecting piece 5, preferably fixed by at least one screw, at least one weld bead and / or at least one weld point. It is thus possible to equip vehicles already on the market with this security system.
  • the support element 7 can comprise at least one stiffening rib 15, preferably arranged on the fixing lug (s) 17 of the support element.
  • the support element may be a profile, in particular a profile with a U-shaped section or in the shape of a capital omega. The profile is arranged so that its section is open towards the connecting piece.
  • the support element 7 is made of steel, the steel is preferably selected from steels with high elastic limit (HLE), steels with very high elastic limit (THLE) or steels with ultra high elastic limit ( UHLE). These steels have a fine-grained structure and exhibit excellent mechanical characteristics (elastic limit, fatigue resistance and resilience) as well as good formability.
  • HLE high elastic limit
  • THLE steels with very high elastic limit
  • UHLE ultra high elastic limit
  • mild steels show an elastic limit ranging from 300 to 350 MPa
  • high elastic limit steels show an elastic limit ranging from 400 to 700 MPa
  • very high limit steels yield strength show a yield strength ranging from 800 to 1000 MPa
  • ultra high yield strength steels show a yield strength of 1100 to 1500 MPa.
  • the yield strength is measured according to ISO 6892-1: 2016.
  • the support element 7 is made of plastic and / or aluminum, preferably a composite material based on plastic and aluminum.
  • the presence of at least one stiffening rib 15 is particularly recommended when the support element 7 is made of plastic and / or aluminum.
  • the lightness of these materials is an interesting property in the design of motor vehicles, especially from an ecological point of view.
  • An example of the plastic used is dense polypropylene foam.
  • the presence of the support element 7 has proven its usefulness when a safety test involving a low overlap frontal collision was carried out at a speed of 64 km / h.
  • a reinforcing piece 21 by example in DP450 steel, or in dense polypropylene foam, at least at the level of the front foot 3 and the apron 19 of the vehicle. More details about this reinforcing piece 21 are available in document FR 3058 110, the subject of which is incorporated here by reference.
  • the reinforcing piece 21 comprises a flange 23 which makes it possible to engage the front wheel during a frontal collision.
  • the relief 9 shown by the support element 7 extends towards the front of the vehicle over a distance equivalent to the distance reached by the extension of the flange 23 towards the front of the vehicle, the flange 23 and the relief 9 shown by the element support 7 can both participate in the release of the front wheel during a frontal collision with partial overlap. Indeed, in this case, the bearing volume formed by the presence of the relief 9 on the connecting piece 5 is extended by the flange 23 of the reinforcing piece 21.

Abstract

The present invention relates to a motor vehicle having a front wheel consisting of a rim with an inner sidewall and an underbody structure comprising a front longitudinal member (1), an A-pillar (3) and a connecting piece (5) between the front longitudinal member (1) and the A-pillar (3), the connecting piece (5) being located at the back of the front wheel. The vehicle is characterised in that the connecting piece (5) has a bearing element (7) with a raised section (9) projecting towards the front of the vehicle, the raised section (9) extending in the transverse direction of the vehicle.

Description

Description Description
Titre de l'invention : Véhicule automobile disposant d’un moyen de dégagement de la roue avant en cas de choc frontal Title of the invention: Motor vehicle having a means of disengaging the front wheel in the event of a frontal impact
[0001 ]|La présente invention revendique la priorité de la demande française 2000615 déposée le 22 Janvier 2020 dont le contenu (texte, dessins et revendications) est ici incorporé par référence. The present invention claims the priority of the French application 2000615 filed on January 22, 2020, the content of which (text, drawings and claims) is incorporated here by reference.
[0002] La présente invention a trait à un véhicule automobile, plus particulièrement à un véhicule automobile renforcé pour protéger les utilisateurs en cas de choc frontal. The present invention relates to a motor vehicle, more particularly to a motor vehicle reinforced to protect users in the event of a frontal impact.
[0003] Les protocoles de tests d’un véhicule dans le contexte d’un choc frontal à faible recouvrement consistent à générer une collision entre un véhicule lancé à 64 km/h contre une barrière rigide avec seulement 25 % de recouvrement de la face avant du véhicule. C’est le protocole de choc frontal le plus sévère à l’heure actuelle. [0003] The protocols for testing a vehicle in the context of a frontal impact with low overlap consist in generating a collision between a vehicle launched at 64 km / h against a rigid barrier with only 25% overlap of the front face of the vehicle. This is the most severe frontal shock protocol today.
[0004] Dans un choc frontal, les efforts sont transmis à la structure du véhicule en vue de leur absorption selon trois voies principales d’efforts, à savoir : la voie haute passant par les brancards avant, la voie basse passant par les prolonges de berceau et la troisième voie d’effort formée par une glissière latérale qui assure la transmission des efforts depuis l’appui de façade en direction du pied avant. [0004] In a frontal impact, the forces are transmitted to the structure of the vehicle with a view to their absorption according to three main stress paths, namely: the high track passing through the front stretchers, the low track passing through the extensions of cradle and the third force channel formed by a lateral slide which ensures the transmission of forces from the front support towards the front foot.
[0005] Dans le cas où la troisième voie d’effort est sollicitée, la roue se trouve rapidement entretoisée entre la barrière de test et le pied avant et peut suivre un scénario dit d’écrasement sur le pied avant (dans lequel la roue s’encastre dans le pied avant) ou un scénario dit d’évitement (dans lequel la roue est dégagée vers l’extérieur du véhicule). Dans les deux cas, des développements ont été réalisés afin d’assurer la sécurité des utilisateurs du véhicule. [0005] In the event that the third effort path is requested, the wheel is quickly braced between the test barrier and the front foot and can follow a scenario called crushing on the front foot (in which the wheel s 'fit into the front pillar) or a so-called avoidance scenario (in which the wheel is released towards the outside of the vehicle). In both cases, developments have been made to ensure the safety of vehicle users.
[0006] Ainsi, le document FR 3 058 110 décrit un véhicule automobile disposant d’un renfort fixé au pied avant et au passage de roue. Ce renfort permet de limiter l’intrusion de la roue avant dans l’habitacle en cas de collision frontale en interférant avec la roue avant. L’arrière de la roue avant vient appuyer sur le renfort fixé sur le pied et en fonction de la puissance du choc, le renfort permet d’empêcher une ouverture de la feuillure du pied avant. Dans le cadre de l’amélioration de la résistance des véhicules dans un scénario de type écrasement, ce renfort est donc utile. [0006] Thus, document FR 3,058,110 describes a motor vehicle having a reinforcement fixed to the front foot and to the wheel arch. This reinforcement makes it possible to limit the intrusion of the front wheel into the passenger compartment in the event of a frontal collision by interfering with the front wheel. The rear of the front wheel comes to press on the reinforcement fixed on the foot and depending on the power of the impact, the reinforcement makes it possible to prevent an opening of the rebate of the front foot. Within the framework of improving the resistance of vehicles in a crash-type scenario, this reinforcement is therefore useful.
[0007] Par ailleurs, le document FR 2994 138 décrit un agencement pour un véhicule automobile comprenant une roue et un système de sécurité, composé d’un écran de passage de roue intercalé entre la zone à protéger et la roue. Le système de sécurité est configuré pour varier entre un état actif et un état inactif dans lesquels le système de sécurité respectivement s’oppose et ne s’oppose pas à un mouvement de la roue en direction de l’habitacle. [0007] Furthermore, document FR 2994 138 describes an arrangement for a motor vehicle comprising a wheel and a safety system, consisting of a wheel arch screen interposed between the area to be protected and the wheel. The safety system is configured to vary between an active state and an inactive state in which the safety system respectively opposes and does not oppose movement of the wheel towards the passenger compartment.
[0008] Néanmoins, il est préférable d’éviter que la roue avant ne rentre en contact avec le pied avant, ce qui nécessite à trouver une solution afin que la roue avant puisse se dégager complètement en cas de collision frontale. L’échappement de la roue avant vers l’extérieur du véhicule est en effet primordial pour soulager le chargement trop important du pied avant et du longeron lors de l’impact. [0008] Nevertheless, it is preferable to prevent the front wheel from coming into contact with the front foot, which requires finding a solution so that the front wheel can disengage completely in the event of a frontal collision. The exhaust from the front wheel to the outside of the vehicle is indeed essential to relieve the excessive loading of the front foot and the side member during impact.
[0009] En effet, un fort chargement du pied avant et/ou du longeron peut générer des intrusions importantes dans l’habitacle entraînant ainsi la mise en danger des occupants du véhicule. L’entrée d’effort sur le pied avant se fait via la troisième voie d’effort. L’entrée d’effort se fait également via la roue avant par contact direct suite à un entretoisement entre la jante de ladite roue et le pied avant dans le cas d’un recul de la roue avec éclatement du pneu sous l’effet des efforts subis. Il existe un risque que la roue tourne vers l’intérieur du véhicule ou que le pied avant s’incruste entre les flancs interne et externe de la jante de la roue, bloquant les possibilités de dégagement de la roue vers l’extérieur du véhicule. [0009] Indeed, a heavy loading of the front foot and / or of the spar can generate significant intrusions into the passenger compartment, thus endangering the occupants of the vehicle. The force entry on the front foot is via the third effort channel. The force entry is also made via the front wheel by direct contact following a bracing between the rim of said wheel and the front foot in the case of a retreat of the wheel with bursting of the tire under the effect of the forces. suffered. There is a risk that the wheel will turn towards the inside of the vehicle or that the front foot will get caught between the inner and outer sides of the wheel rim, blocking the possibilities of clearing the wheel to the outside of the vehicle.
[0010] Une libération de la roue, lui permettant de s’échapper vers l’extérieur du véhicule, permettrait de limiter ce chargement et donc de préserver l’intégrité de la caisse et limiter les risques d’intrusions dans l’habitacle. [0010] Releasing the wheel, allowing it to escape to the outside of the vehicle, would limit this loading and therefore preserve the integrity of the body and limit the risk of intrusions into the passenger compartment.
[0011] Dans cette optique, le document FR 2892087 décrit une structure avant d’un véhicule automobile adaptée pour empêcher l’intrusion d’une roue dans l’habitacle en cas de choc frontal. Dans cette structure particulière, les longerons ont été conçus pour pouvoir se plier lors d’une collision, ce qui permet de décaler la roue avant de l’habitacle. Cependant, cette solution ne permet pas d’assurer complètement la sécurité de l’habitacle car le pliement des longerons va forcément avoir une influence sur l’intégrité de celui-ci. [0012] Une autre manière consiste à faire en sorte que la roue avant dégage du passage de roue lors d’une collision. Ainsi, le document FR 2892691 décrit une structure avant d’un véhicule automobile avec une crémaillère de direction qui a été dotée de moyens de guidage permettant en cas de choc d’agir sur les biellettes reliant la roue et la crémaillère dans le but d’orienter l’arrière de la roue avant vers l’extérieur. Lors d’une collision, ces moyens de guidage, qui sont en fait des évidements de la traverse dans une direction oblique dans chacun desquels est engagé un élément de fixation de la crémaillère, vont guider le déplacement de la crémaillère pour que la biellette entraînée dans ce déplacement fasse pivoter la roue avant de sorte à ce que l’arrière de celle-ci se dégage totalement du passage de roue. Néanmoins, ces moyens de guidage limitent le déplacement de la crémaillère dans une direction prédéfinie par la direction des évidements. Aussi, la structure décrite ne permet que de dégager la roue avant qui se trouve du même côté que l’arbre de direction. Ainsi, lors d’un véhicule adapté au roulage à droite, et donc avec le volant de direction à gauche, ce type de moyen de guidage ne résout le problème que pour la roue avant gauche. From this perspective, document FR 2892087 describes a front structure of a motor vehicle adapted to prevent the intrusion of a wheel into the passenger compartment in the event of a frontal impact. In this particular structure, the side members have been designed to be able to bend during a collision, which allows the front wheel to be shifted from the passenger compartment. However, this solution does not make it possible to completely ensure the safety of the passenger compartment since the folding of the side members will necessarily have an influence on the integrity of the latter. Another way is to ensure that the front wheel disengages from the wheel arch during a collision. Thus, document FR 2892691 describes a front structure of a motor vehicle with a steering rack which has been provided with guide means allowing, in the event of an impact, to act on the rods connecting the wheel and the rack with the aim of point the rear of the front wheel outward. During a collision, these guide means, which are in fact recesses of the cross member in an oblique direction in each of which is engaged a fixing element of the rack, will guide the movement of the rack so that the rod driven in this movement causes the front wheel to pivot so that the rear thereof is completely free from the wheel arch. However, these guide means limit the movement of the rack in a direction predefined by the direction of the recesses. Also, the structure described only allows the front wheel which is located on the same side as the steering shaft to be released. Thus, in a vehicle suitable for driving on the right, and therefore with the steering wheel on the left, this type of guide means only solves the problem for the front left wheel.
[0013] La présente invention a donc pour objectif de proposer un véhicule automobile apportant une solution aux problèmes rencontrés dans l’art antérieur. En particulier, l’invention a pour objectif de proposer un véhicule conçu pour favoriser un dégagement de la ou des roues avant du passage de roue lors d’une collision frontale, par exemple de type à faible recouvrement. [0013] The present invention therefore aims to provide a motor vehicle providing a solution to the problems encountered in the prior art. In particular, the invention aims to provide a vehicle designed to promote clearance of the front wheel or wheels from the wheel arch during a frontal collision, for example of the low overlap type.
[0014] A cet effet, l’invention a pour objet un véhicule automobile comprenant une roue avant dotée d’une jante montrant un flanc intérieur, et une structure de soubassement comprenant un brancard avant, un pied avant et une pièce de liaison entre ledit brancard avant et ledit pied avant, la pièce de liaison étant située à l’arrière de la roue avant, le véhicule étant remarquable en ce que la pièce de liaison montre un élément d’appui avec un relief faisant saillie en direction de l’avant du véhicule, ledit relief s’étendant selon la direction transversale du véhicule To this end, the invention relates to a motor vehicle comprising a front wheel provided with a rim showing an inner sidewall, and a base structure comprising a front stretcher, a front foot and a connecting piece between said front stretcher and said front foot, the connecting piece being located at the rear of the front wheel, the vehicle being remarkable in that the connecting piece shows a support element with a relief projecting in the direction of the front of the vehicle, said relief extending in the transverse direction of the vehicle
[0015] Comme on l’aura compris à la lecture de la définition qui vient d’en être donnée, l’invention propose un véhicule doté de moyens passifs favorisant un dégagement de la roue avant vers l’extérieur en cas de choc frontal violent, par exemple en cas de choc frontal à faible recouvrement. Pour ce faire, l’invention propose d’ajouter un volume (au moyen d’un relief) au niveau de la pièce de liaison entre le brancard avant et le pied avant. Ce relief (ou volume) est configuré (par sa forme, son emplacement et ses dimensions) pour ne pas gêner la roue dans son débattement dans les conditions normales de roulage. Dans le cadre d’une cinématique de recul de la roue suite aux efforts dû au choc, le relief est configuré (par sa forme, son emplacement et ses dimensions) pour entrer en contact avec la tranche du flanc intérieur avant (c’est-à-dire, préalablement à) que le pied avant ne s’engage entre les deux flancs intérieur et extérieur de la jante de la roue. En effet, il a été constaté que l’engagement du pied avant entre les flancs de la jante empêchait le dégagement ultérieur de la roue vers l’extérieur en bloquant le mouvement de pivotement de cette dernière. La réponse apportée est de permettre au flanc interne d’entrer en contact avec la structure du véhicule avant que le pied avant ne pénètre dans l’entrefer formé par les deux flancs de la jante. Le recul de la roue avant en direction du pied avant est ainsi limité par la présence dudit relief ou volume, et la roue avant est donc libre d’effectuer le mouvement de pivotement nécessaire à son dégagement vers l’extérieur du véhicule. As will be understood from reading the definition which has just been given, the invention provides a vehicle provided with passive means promoting release of the front wheel to the outside in the event of a violent frontal impact , by example in the event of a frontal impact with weak overlap. To do this, the invention proposes to add a volume (by means of a relief) at the level of the connecting piece between the front stretcher and the front foot. This relief (or volume) is configured (by its shape, its location and its dimensions) so as not to hinder the wheel in its travel under normal driving conditions. Within the framework of a kinematics of retraction of the wheel following the forces due to the impact, the relief is configured (by its shape, its location and its dimensions) to come into contact with the edge of the front inner flank (that is, that is to say, prior to) that the front foot engages between the two inner and outer sides of the rim of the wheel. Indeed, it has been observed that the engagement of the front foot between the flanks of the rim prevented the subsequent release of the wheel to the outside by blocking the pivoting movement of the latter. The response is to allow the internal flank to come into contact with the structure of the vehicle before the front foot enters the air gap formed by the two flanks of the rim. The backward movement of the front wheel in the direction of the front foot is thus limited by the presence of said relief or volume, and the front wheel is therefore free to perform the pivoting movement necessary for its release towards the outside of the vehicle.
[0016] De manière préférentielle, ledit relief présente une forme allongée entre une première extrémité située du côté du brancard avant et une seconde extrémité située du côté du pied avant, la largeur du relief étant plus importante au niveau de la seconde extrémité qu’au niveau de la première. Preferably, said relief has an elongated shape between a first end located on the side of the front stretcher and a second end located on the side of the front foot, the width of the relief being greater at the second end than level of the first.
[0017] Selon un mode de réalisation, la pièce de liaison montrant une forme incurvée, le relief suit la forme incurvée de ladite pièce de liaison. La forme incurvée du relief va guider le pivotement de la roue en direction de l’extérieur du véhicule According to one embodiment, the connecting piece showing a curved shape, the relief follows the curved shape of said connecting piece. The curved shape of the relief will guide the pivoting of the wheel towards the outside of the vehicle
[0018] Avantageusement, ledit relief fait saillie en direction de l’avant du véhicule à raison de 1 mm à 4 mm par rapport à la surface de la pièce de liaison, plus préférentiellement entre 1 ,5 mm et 3,5 mm, encore plus préférentiellement entre 2 mm et 3 mm. Advantageously, said relief protrudes in the direction of the front of the vehicle at a rate of 1 mm to 4 mm relative to the surface of the connecting piece, more preferably between 1.5 mm and 3.5 mm, again more preferably between 2 mm and 3 mm.
[0019] De préférence, ledit relief fait saillie en direction de l’avant du véhicule de manière constante sur toute la longueur dudit relief. [0020] De préférence, ledit élément d’appui s’étend sur au moins 80% de la longueur de ladite pièce de liaison, plus préférentiellement sur au moins 85% de la longueur, ou sur au moins 90% de la longueur, ou sur au moins 95% de la longueur, ou sur 100% de la longueur. Preferably, said relief protrudes towards the front of the vehicle constantly over the entire length of said relief. Preferably, said support element extends over at least 80% of the length of said connecting piece, more preferably over at least 85% of the length, or over at least 90% of the length, or at least 95% of the length, or 100% of the length.
[0021] Selon un premier mode de réalisation, l’élément d’appui est venu de matière avec la pièce de liaison ; de préférence, le relief montré par l’élément d’appui est formé par emboutissage de la pièce de liaison. [0021] According to a first embodiment, the support element is integral with the connecting piece; preferably, the relief shown by the support element is formed by stamping the connecting piece.
[0022] Selon un deuxième mode de réalisation, l’élément d’appui est une pièce rapportée à ladite pièce de liaison ; de préférence, ledit élément d’appui est fixé sur la pièce de liaison par au moins une vis, au moins un cordon de soudure et/ou au moins un point de soudure. Dans ce cas, au moins l’une des caractéristiques suivantes peut être utilisée pour définir l’élément d’appui : [0022] According to a second embodiment, the support element is a part attached to said connecting part; preferably, said support element is fixed to the connecting piece by at least one screw, at least one weld bead and / or at least one weld point. In this case, at least one of the following characteristics can be used to define the supporting element:
- L’élément d’appui comprend au moins une nervure de rigidification ; de préférence, l’élément d’appui comprend au moins une patte de fixation et la ou les nervures de rigidification sont disposées sur la ou les pattes de fixation. - The support element comprises at least one stiffening rib; preferably, the support element comprises at least one fixing lug and the stiffening rib or ribs are arranged on the fixing lug or lugs.
- L’élément d’appui est un profilé ; de préférence, un profilé avec une section en U ou en oméga majuscule. - The support element is a profile; preferably, a profile with a U or uppercase omega section.
- L’élément d’appui est en acier à très haute limite élastique ou en acier à haute limite élastique ; ou l’élément d’appui est en plastique et/ou en aluminium. - The support element is made of steel with very high elastic limit or steel with high elastic limit; or the supporting element is made of plastic and / or aluminum.
[0023] Selon un autre mode de réalisation, complémentaire aux deux premiers, le véhicule comprend en outre un tablier adjacent au pied avant et délimitant l’habitacle du véhicule, ledit véhicule étant remarquable en ce qu’une pièce de renfort est fixée au moins au pied avant et au tablier ; de préférence, la pièce de renfort a un rebord. According to another embodiment, complementary to the first two, the vehicle further comprises an apron adjacent to the front foot and delimiting the passenger compartment of the vehicle, said vehicle being remarkable in that a reinforcing piece is fixed at least front foot and apron; preferably, the reinforcement piece has a flange.
[0024] L’invention sera bien comprise et d’autres aspects et avantages apparaîtront clairement à la lecture de la description qui suit, donnée à titre d’exemple, en référence aux dessins annexés sur lesquels : The invention will be well understood and other aspects and advantages will become clear on reading the following description, given by way of example, with reference to the accompanying drawings in which:
[0025] [Fig. 1] La figure 1 est une vue du passage de roue du véhicule selon l’invention. [0026] [Fig.2] La figure 2 est une vue de l’élément d’appui selon l’invention. [0025] [Fig. 1] Figure 1 is a view of the wheel arch of the vehicle according to the invention. [0026] [Fig.2] Figure 2 is a view of the support element according to the invention.
[0027] Dans la description qui suit, le terme « comprendre » est synonyme de In the following description, the term "understand" is synonymous with
« inclure » et n’est pas limitatif en ce qu’il autorise la présence d’autres éléments dans le véhicule. Il est entendu que le terme « comprendre » inclut les termes « consister en ». De même, les termes « avant », « arrière », « longitudinal » et « transversal » s’entendront par rapport à l’orientation générale du véhicule tel que pris selon son sens normal de marche. Sur les différentes figures, les mêmes références désignent des éléments identiques ou similaires. "Include" and is not limiting in that it allows the presence of other elements in the vehicle. It is understood that the term "include" includes the terms "consist of". Likewise, the terms "front", "rear", "longitudinal" and "transverse" will be understood in relation to the general orientation of the vehicle as taken in its normal direction of travel. In the various figures, the same references designate identical or similar elements.
[0028] La figure 1 montre un passage de roue avant du véhicule, vu depuis l’avant vers l’arrière du véhicule. A des fins de clarté, la roue avant n’a pas été représentée, ce qui permet de voir la structure de soubassement du véhicule composée d’un brancard avant 1, d’un pied avant 3 et d’une pièce de liaison 5 entre le brancard avant 1 et le pied avant 3. La pièce de liaison 5 est située à l’arrière de la roue avant. De manière à favoriser les scénarios de dégagement la roue avant vers l’extérieur du véhicule lors d’une collision frontale, la pièce de liaison 5 montre un élément d’appui 7 avec un relief 9 faisant saillie vers l’avant du véhicule et s’étendant selon la direction transversale du véhicule. L’élément d’appui 7 est donc configuré pour que lors d’un recul de la roue avant en direction du pied avant, le flanc intérieur de la jante de la roue avant se place en appui sur le relief 9 empêchant le pied avant de s’insérer entre les deux flancs intérieur et extérieur de la roue avant. [0028] Figure 1 shows a front wheel arch of the vehicle, viewed from the front to the rear of the vehicle. For the sake of clarity, the front wheel has not been shown, which makes it possible to see the underbody structure of the vehicle made up of a front stretcher 1, a front foot 3 and a connecting piece 5 between the front stretcher 1 and the front foot 3. The connecting piece 5 is located at the rear of the front wheel. So as to favor the scenarios of release the front wheel towards the outside of the vehicle during a frontal collision, the connecting piece 5 shows a support element 7 with a relief 9 projecting towards the front of the vehicle and s 'extending in the transverse direction of the vehicle. The support element 7 is therefore configured so that when the front wheel recedes in the direction of the front foot, the inner flank of the rim of the front wheel is placed in support on the relief 9 preventing the front foot from fit between the two inner and outer sidewalls of the front wheel.
[0029] Un avantage certain d’une telle configuration est que l’élément d’appui peut être intégré tant sur le côté gauche que sur le côté droit du véhicule. Ainsi, les deux roues avant du véhicule disposent du même système de dégagement de la roue en cas de collision frontale à recouvrement partiel. Un autre avantage est qu’il s’agit d’un système de sécurité passif, peu onéreux, facile à implémenter même sur des véhicules existants et léger. [0029] A definite advantage of such a configuration is that the support element can be integrated both on the left side and on the right side of the vehicle. Thus, the two front wheels of the vehicle have the same system for disengaging the wheel in the event of a frontal collision with partial overlap. Another advantage is that it is a passive, inexpensive safety system that is easy to implement even on existing and lightweight vehicles.
[0030] La figure 2 montre l’élément d’appui 7, depuis l’arrière du véhicule. Sur cette figure 2, le relief 9 paraît donc s’enfoncer. La forme du relief 7 est allongée entre une première extrémité 11 située du côté du brancard avant 1 (visible en figure 1) et une seconde extrémité 13 située du côté du pied avant 13 (visible en figure 1). De sorte à ce que l’arrière de la jante ne rentre pas en contact avec le pied avant 13 (visible en figure 1), la largeur de la seconde extrémité 13 est plus large que la largeur de la première extrémité 11 , ce qui fait que lors de l’échappement de la roue, la jante de celle-ci vient taper sur cette seconde extrémité 13 et est déviée vers l’extérieur. Avantageusement, la pièce de liaison 5 a une forme incurvée et la forme du relief 7 présente également une courbure de manière à suivre la forme de la pièce de liaison 5. Figure 2 shows the support element 7 from the rear of the vehicle. In this figure 2, the relief 9 therefore appears to sink. The shape of the relief 7 is elongated between a first end 11 located on the side of the front stretcher 1 (visible in FIG. 1) and a second end 13 located on the side of the front foot 13 (visible in FIG. 1). So that the rear of the rim does not come into contact with the front foot 13 (visible in Figure 1), the width of the second end 13 is wider than the width of the first end 11, so that when the wheel escapes, the rim of the latter hits this second end 13 and is deflected outwards. Advantageously, the connecting piece 5 has a curved shape and the shape of the relief 7 also has a curvature so as to follow the shape of the connecting piece 5.
[0031] Par rapport à la surface de la pièce de liaison 5 sur laquelle est fixé l’élément d’appui, le relief 9 montré par l’élément d’appui 7 peut être distant de 1 mm à 4 mm, plus préférentiellement de 2 mm à 3 mm. Le volume ainsi créé par le relief permet de faire dévier la roue vers l’extérieur. De manière générale, la surface d’appui qui va rentrer en contact avec la roue avant sur le relief est disposée à une distance constante le long de la surface de la pièce de liaison 5. Compared to the surface of the connecting piece 5 on which is fixed the support element, the relief 9 shown by the support element 7 can be spaced from 1 mm to 4 mm, more preferably from 2 mm to 3 mm. The volume thus created by the relief allows the wheel to deflect outwards. In general, the bearing surface which will come into contact with the front wheel on the relief is arranged at a constant distance along the surface of the connecting piece 5.
[0032] L’élément d’appui peut s’étendre sur au moins 80% de la longueur de ladite pièce de liaison 5, ou sur au moins 90% de la longueur, ou sur 100% de la longueur. [0032] The support element can extend over at least 80% of the length of said connecting piece 5, or over at least 90% of the length, or over 100% of the length.
[0033] Une première façon d’incorporer ce dispositif sur le véhicule est de l’intégrer à la pièce de liaison 5 directement, par exemple en créant le relief par emboutissage. Ce mode de réalisation présente l’avantage de ne pas avoir à rajouter de pièce sur la structure du soubassement du véhicule et peut être utilisé lors de la fabrication d’un véhicule neuf. Ce mode de réalisation n’ajoute pas de poids au véhicule. A first way to incorporate this device on the vehicle is to integrate it into the connecting piece 5 directly, for example by creating the relief by stamping. This embodiment has the advantage of not having to add any part to the structure of the vehicle underbody and can be used during the manufacture of a new vehicle. This embodiment does not add weight to the vehicle.
[0034] Alternativement, l’élément d’appui 7 peut être une pièce rapportée à ladite pièce de liaison 5, préférablement fixée par au moins une vis, au moins un cordon de soudure et/ou au moins un point de soudure. Il est ainsi possible d’équiper de ce système sécuritaire les véhicules déjà sur le marché. L’élément d’appui 7 peut comprendre au moins une nervure de rigidification 15, préférentiellement disposé sur la ou les pattes de fixation 17 de l’élément d’appui. Dans l’optique d’alléger le poids du véhicule, l’élément d’appui peut être un profilé, notamment un profilé avec une section en forme de U ou en forme d’oméga majuscule. Le profilé est agencé pour que sa section soit ouverte en direction de la pièce de liaison. [0035] L’élément d’appui 7 est en acier, l’acier est préférentiellement sélectionné parmi les aciers à haute limite élastique (HLE), les aciers à très haute limite élastique (THLE) ou les aciers à ultra haute limite élastique (UHLE). Ces aciers possèdent une structure à grains fins et présentent d’excellentes caractéristiques mécaniques (limite d’élasticité, résistance à la fatigue et résilience) ainsi qu’une bonne aptitude à la mise en forme. Alternatively, the support element 7 may be a part attached to said connecting piece 5, preferably fixed by at least one screw, at least one weld bead and / or at least one weld point. It is thus possible to equip vehicles already on the market with this security system. The support element 7 can comprise at least one stiffening rib 15, preferably arranged on the fixing lug (s) 17 of the support element. With a view to reducing the weight of the vehicle, the support element may be a profile, in particular a profile with a U-shaped section or in the shape of a capital omega. The profile is arranged so that its section is open towards the connecting piece. The support element 7 is made of steel, the steel is preferably selected from steels with high elastic limit (HLE), steels with very high elastic limit (THLE) or steels with ultra high elastic limit ( UHLE). These steels have a fine-grained structure and exhibit excellent mechanical characteristics (elastic limit, fatigue resistance and resilience) as well as good formability.
[0036] Pour mémoire, les aciers doux montrent une limite d’élasticité allant de 300 à 350 MPa, les aciers à haute limite élastique (HLE) montrent une limite d’élasticité allant de 400 à 700 MPa, les aciers à très haute limite élastique (THLE) montrent une limite d’élasticité allant de 800 à 1000 MPa et les aciers à ultra haute limite élastique (UHLE) montrent une limite d’élasticité de 1100 à 1500 MPa. La limite d’élasticité est mesurée selon la norme ISO 6892-1 :2016. For the record, mild steels show an elastic limit ranging from 300 to 350 MPa, high elastic limit steels (HLE) show an elastic limit ranging from 400 to 700 MPa, very high limit steels yield strength (THLE) show a yield strength ranging from 800 to 1000 MPa and ultra high yield strength steels (UHLE) show a yield strength of 1100 to 1500 MPa. The yield strength is measured according to ISO 6892-1: 2016.
[0037] Alternativement, l’élément d’appui 7 est en plastique et/ou en aluminium, préférentiellement en un matériau composite à base de plastique et d’aluminium. La présence d’au moins une nervure de rigidification 15 est particulièrement recommandée lorsque l’élément d’appui 7 est en plastique et/ou en aluminium.[0037] Alternatively, the support element 7 is made of plastic and / or aluminum, preferably a composite material based on plastic and aluminum. The presence of at least one stiffening rib 15 is particularly recommended when the support element 7 is made of plastic and / or aluminum.
La légèreté de ces matériaux (plastique et/ou aluminium) comparé à l’utilisation d’acier rigide est une propriété intéressante dans la conception de véhicule automobile, notamment au point de vue écologique. Un exemple de plastique utilisé est une mousse en polypropylène dense. The lightness of these materials (plastic and / or aluminum) compared to the use of rigid steel is an interesting property in the design of motor vehicles, especially from an ecological point of view. An example of the plastic used is dense polypropylene foam.
[0038] De manière générale, la présence de l’élément d’appui 7 a prouvé son utilité lorsqu’un test de sécurité impliquant une collision frontale à faible recouvrement a été effectuée à une vitesse de 64 km/h. [0038] In general, the presence of the support element 7 has proven its usefulness when a safety test involving a low overlap frontal collision was carried out at a speed of 64 km / h.
[0039] De sorte à renforcer la structure de soubassement et de prévoir l’éventualité où le choc frontal résulterait en un scénario d’écrasement de la roue avant sur le pied avant, il est envisageable d’installer une pièce de renfort 21, par exemple en acier DP450, ou en mousse de polypropylène dense, au moins au niveau du pied avant 3 et du tablier 19 du véhicule. Plus de détails au sujet de cette pièce de renfort 21 sont disponibles dans le document FR 3058 110, dont l’objet est ici incorporé par référence. So as to strengthen the base structure and to provide for the eventuality where the frontal impact would result in a scenario of the front wheel being crushed on the front foot, it is possible to install a reinforcing piece 21, by example in DP450 steel, or in dense polypropylene foam, at least at the level of the front foot 3 and the apron 19 of the vehicle. More details about this reinforcing piece 21 are available in document FR 3058 110, the subject of which is incorporated here by reference.
Préférentiellement, la pièce de renfort 21 comprend un rebord 23 qui permet d’engager la roue avant lors de la collision frontale. Lorsque le relief 9 montré par l’élément d’appui 7 s’étend vers l’avant du véhicule sur une distance équivalente à la distance atteinte par l’extension du rebord 23 vers l’avant du véhicule, le rebord 23 et le relief 9 montré par l’élément d’appui 7 peuvent participer tous deux au dégagement de la roue avant lors d’une collision frontale à recouvrement partiel. En effet, dans ce cas, le volume d’appui formé par la présence du relief 9 sur la pièce de liaison 5 est étendu par le rebord 23 de la pièce de renfort 21. j Preferably, the reinforcing piece 21 comprises a flange 23 which makes it possible to engage the front wheel during a frontal collision. When the relief 9 shown by the support element 7 extends towards the front of the vehicle over a distance equivalent to the distance reached by the extension of the flange 23 towards the front of the vehicle, the flange 23 and the relief 9 shown by the element support 7 can both participate in the release of the front wheel during a frontal collision with partial overlap. Indeed, in this case, the bearing volume formed by the presence of the relief 9 on the connecting piece 5 is extended by the flange 23 of the reinforcing piece 21. j

Claims

Revendications Claims
[Revendication 1] Véhicule automobile comprenant une roue avant dotée d’une jante montrant un flanc intérieur, et une structure de soubassement comprenant un brancard avant (1), un pied avant (3) et une pièce de liaison (5) entre ledit brancard avant (1) et ledit pied avant (3), la pièce de liaison (5) étant située à l’arrière de la roue avant, le véhicule étant caractérisé en ce que la pièce de liaison (5) montre un élément d’appui (7) avec un relief (9) faisant saillie en direction de l’avant du véhicule, ledit relief (9) s’étendant selon la direction transversale du véhicule. [Claim 1] Motor vehicle comprising a front wheel provided with a rim showing an inner sidewall, and a base structure comprising a front stretcher (1), a front foot (3) and a connecting piece (5) between said stretcher front (1) and said front foot (3), the connecting piece (5) being located at the rear of the front wheel, the vehicle being characterized in that the connecting piece (5) shows a support element (7) with a relief (9) projecting towards the front of the vehicle, said relief (9) extending in the transverse direction of the vehicle.
[Revendication 2] Véhicule automobile selon la revendication 1 , caractérisé en ce que la pièce de liaison (5) montrant une forme incurvée, le relief (9) suit la forme incurvée de ladite pièce de liaison (5) et/ou en ce que ledit relief (9) présente une forme allongée entre une première extrémité (11) située du côté du brancard avant (1) et une seconde extrémité (13) située du côté du pied avant (13), la largeur du relief (9) étant plus importante au niveau de la seconde extrémité (13) qu’au niveau de la première extrémité (11). [Claim 2] Motor vehicle according to claim 1, characterized in that the connecting piece (5) showing a curved shape, the relief (9) follows the curved shape of said connecting piece (5) and / or in that said relief (9) has an elongated shape between a first end (11) located on the side of the front stretcher (1) and a second end (13) located on the side of the front foot (13), the width of the relief (9) being larger at the second end (13) than at the first end (11).
[Revendication 3] Véhicule automobile selon l’une des revendications 1 ou 2, caractérisé en ce que ledit relief (9) fait saillie en direction de l’avant du véhicule à raison de 1 mm à 4 mm par rapport à la surface de la pièce de liaison (5); et/ou ledit relief (9) fait saillie en direction de l’avant du véhicule de manière constante sur toute la longueur dudit relief (9). [Claim 3] Motor vehicle according to one of claims 1 or 2, characterized in that said relief (9) projects towards the front of the vehicle at a rate of 1 mm to 4 mm relative to the surface of the connecting piece (5); and / or said relief (9) protrudes towards the front of the vehicle constantly over the entire length of said relief (9).
[Revendication 4] Véhicule automobile selon l’une des revendications 1 à 3, caractérisé en ce que l’élément d’appui (7) est venu de matière avec la pièce de liaison (5) ; de préférence, le relief (9) montré par l’élément d’appui (7) est formé par emboutissage de la pièce de liaison (5). [Claim 4] Motor vehicle according to one of claims 1 to 3, characterized in that the support element (7) is integral with the connecting piece (5); preferably, the relief (9) shown by the support element (7) is formed by stamping the connecting piece (5).
[Revendication 5] Véhicule automobile selon l’une des revendications 1 à 3, caractérisé en ce que ledit élément d’appui (7) est une pièce rapportée à ladite pièce de liaison (5) ; de préférence, ledit élément d’appui (7) est fixé sur la pièce de liaison (5) par au moins une vis, au moins un cordon de soudure et/ou au moins un point de soudure. [Claim 5] Motor vehicle according to one of claims 1 to 3, characterized in that said support element (7) is a part attached to said connecting part (5); preferably, said support element (7) is fixed on the connecting piece (5) by at least one screw, at least one weld bead and / or at least one weld point.
[Revendication 6] Véhicule automobile selon la revendication 5, caractérisé en ce que l’élément d’appui (7) comprend au moins une nervure de rigidification (15) ; de préférence, l’élément d’appui (7) comprend au moins une patte de fixation (17) et la ou les nervures de rigidification (15) sont disposées sur la ou les pattes de fixation (17). [Claim 6] Motor vehicle according to claim 5, characterized in that the support element (7) comprises at least one stiffening rib (15); preferably, the support element (7) comprises at least one fixing lug (17) and the stiffening rib (s) (15) are arranged on the fixing lug (s) (17).
[Revendication 7] Véhicule automobile selon l’une des revendications 5 ou 6, caractérisé en ce que l’élément d’appui (7) est un profilé ; de préférence, un profilé avec une section en U ou en oméga majuscule. [Claim 7] Motor vehicle according to one of claims 5 or 6, characterized in that the support element (7) is a profile; preferably, a profile with a U or uppercase omega section.
[Revendication 8] Véhicule automobile selon l’une des revendications 5 à 7, caractérisé en ce que l’élément d’appui (7) est en acier à très haute limite élastique ou en acier à haute limite élastique ou l’élément d’appui (7) est en plastique et/ou en aluminium. [Claim 8] Motor vehicle according to one of claims 5 to 7, characterized in that the support element (7) is made of steel with very high elastic limit or of steel with high elastic limit or the element of support (7) is made of plastic and / or aluminum.
[Revendication 9] Véhicule automobile selon l’une des revendications 1 à 8, caractérisé en ce que l’élément d’appui (7) s’étend sur au moins 80% de la longueur de ladite pièce de liaison (5). [Claim 9] Motor vehicle according to one of claims 1 to 8, characterized in that the support element (7) extends over at least 80% of the length of said connecting piece (5).
[Revendication 10] Véhicule automobile selon l’une des revendications 1 à 9, dans lequel le véhicule comprend en outre un tablier (19) adjacent au pied avant (3) et délimitant l’habitacle du véhicule, ledit véhicule étant caractérisé en ce qu’une pièce de renfort (21 ) est fixée au moins au pied avant (3) et au tablier (19) ; de préférence, la pièce de renfort (21) a un rebord (23). [Claim 10] Motor vehicle according to one of claims 1 to 9, wherein the vehicle further comprises an apron (19) adjacent to the front leg (3) and delimiting the passenger compartment of the vehicle, said vehicle being characterized in that a reinforcing piece (21) is fixed at least to the front foot (3) and to the apron (19); preferably, the reinforcing piece (21) has a flange (23).
EP21705242.2A 2020-01-22 2021-01-18 Motor vehicle having a means for releasing the front wheel in the event of frontal impact Pending EP4093652A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR2000615A FR3106313A1 (en) 2020-01-22 2020-01-22 Motor vehicle with a means of disengaging the front wheel in the event of a frontal impact
PCT/FR2021/050080 WO2021148742A1 (en) 2020-01-22 2021-01-18 Motor vehicle having a means for releasing the front wheel in the event of frontal impact

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EP4093652A1 true EP4093652A1 (en) 2022-11-30

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Application Number Title Priority Date Filing Date
EP21705242.2A Pending EP4093652A1 (en) 2020-01-22 2021-01-18 Motor vehicle having a means for releasing the front wheel in the event of frontal impact

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US (1) US20230099905A1 (en)
EP (1) EP4093652A1 (en)
FR (1) FR3106313A1 (en)
WO (1) WO2021148742A1 (en)

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2000615A1 (en) 1968-01-23 1969-09-12 Schmitz Josef
JP2002154458A (en) * 2000-11-24 2002-05-28 Fuji Heavy Ind Ltd Car body front structure
FR2892087B1 (en) 2005-10-14 2008-02-01 Renault Sas FRONT STRUCTURE OF THE MOTOR VEHICLE ADAPTED TO PREVENT THE INTRUSION OF A WHEEL IN THE CABIN IN CASE OF FRONTAL SHOCK.
FR2892691B1 (en) 2005-10-27 2008-02-08 Renault Sas FRONT STRUCTURE OF A MOTOR VEHICLE EQUIPPED WITH MEANS TO PREVENT THE INTRUSION OF A WHEEL IN THE CABIN IN THE EVENT OF A FRONTAL SHOCK
CN104114438B (en) * 2012-02-13 2016-09-21 本田技研工业株式会社 Body bottom section constructs
FR2994138B1 (en) 2012-08-01 2015-06-26 Renault Sa SECURITY SYSTEM OPPOSING A MOVEMENT OF A WHEEL IN CASE OF SHOCK
JP6112083B2 (en) * 2014-08-21 2017-04-12 トヨタ自動車株式会社 Body front structure
DE102014018760B3 (en) * 2014-12-16 2016-02-18 Audi Ag Vehicle body with a screwing the vehicle wheel in the direction of the passenger compartment preventing tension element in a partially covered frontal impact
FR3058110B1 (en) 2016-10-27 2020-07-24 Peugeot Citroen Automobiles Sa REINFORCEMENT OF THE FRONT STRUCTURE OF A MOTOR VEHICLE FOR FRONTAL IMPACT WITH LOW COVER
US10077014B1 (en) * 2017-03-20 2018-09-18 GM Global Technology Operations LLC Body-mounted tire blocker assembly

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Publication number Publication date
WO2021148742A1 (en) 2021-07-29
FR3106313A1 (en) 2021-07-23
US20230099905A1 (en) 2023-03-30

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