EP4149779A1 - Lateral reinforcement for a motor vehicle floor equipped with traction batteries - Google Patents

Lateral reinforcement for a motor vehicle floor equipped with traction batteries

Info

Publication number
EP4149779A1
EP4149779A1 EP21722970.7A EP21722970A EP4149779A1 EP 4149779 A1 EP4149779 A1 EP 4149779A1 EP 21722970 A EP21722970 A EP 21722970A EP 4149779 A1 EP4149779 A1 EP 4149779A1
Authority
EP
European Patent Office
Prior art keywords
motor vehicle
flat structure
vehicle
tray
lateral reinforcement
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
EP21722970.7A
Other languages
German (de)
French (fr)
Inventor
Marc Peru
Stephane Fonfrede
Philippe CROISSANT
Richard Zeitouni
Antoine Masse
Martin Heller
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 EP4149779A1 publication Critical patent/EP4149779A1/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • 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
    • B62D21/157—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 for side impacts
    • 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
    • B62D25/20—Floors or bottom sub-units
    • B62D25/2009—Floors or bottom sub-units in connection with other superstructure subunits
    • B62D25/2036—Floors or bottom sub-units in connection with other superstructure subunits the subunits being side panels, sills or pillars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B60K2001/0405—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion characterised by their position
    • B60K2001/0438—Arrangement under the floor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2306/00—Other features of vehicle sub-units
    • B60Y2306/01—Reducing damages in case of crash, e.g. by improving battery protection
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the invention relates to the field of motor vehicles, and more particularly to the structure of motor vehicles with electric traction.
  • a motor vehicle includes at least one floor and two longitudinal sill beams positioned on either side of the floor.
  • it is common to integrate electric energy storage batteries under the vehicle floor, between the longitudinal sill beams.
  • Lateral reinforcements are also positioned between each beam and the batteries, in order to protect the batteries laterally from impact.
  • utility vehicles have a large material loading capacity at the rear of the vehicle, these vehicles are, in fact, of a heavier design.
  • individuals or companies for essentially ecological reasons, are increasingly turning to electric traction utility vehicles, either 100% electric or hybrid.
  • electric traction utility vehicles either 100% electric or hybrid.
  • the presence of accumulator batteries leads to an increase in the mass of the vehicle.
  • strict standards are in place to determine the damage caused by impacts to newly manufactured vehicles, and more particularly, the damage caused to the passengers of the vehicle.
  • high energy accumulates over a small area, leading to significant deformations in the structure of the vehicle.
  • the mass additional electric traction utility vehicle causes more damage, especially when the impact is caused to the batteries.
  • the intrusion of the pole in the vehicle can cause collisions between modules constituting the batteries, therefore leaks or even fires.
  • the aforementioned side reinforcements are not sufficient to ensure effective protection of the batteries, hence the need to reinforce the sill at this level to avoid damage.
  • Figure 1 shows a bottom view of an electrically powered utility motor vehicle, as found in the prior art, after a post side impact.
  • the utility motor vehicle 1 comprises a floor 3 and at least one tray 5 of batteries 7 of electric energy accumulators serving for the electric traction of the vehicle 1.
  • the battery tray 5 7 is integrated into the floor 3.
  • this vehicle 1 comprises two longitudinal sill beams 9 positioned on either side of the floor 3.
  • one or more lateral reinforcements 11 are positioned between each of the beams 9 and the battery tray 5 7.
  • the impacted sill longitudinal beam 9 sinks into the vehicle 1, which results in a depression of the tank 5 and the damage to one or more modules (the modules not being shown in this figure) constituting the batteries 7.
  • This damage results in the non-operation of the vehicle 1, or even a fire when the damage caused is greater.
  • the modules located near the impact C are more strongly impacted.
  • the published patent document FR 3063458 A1 discloses a side impactor for electric energy storage batteries suitable for a hybrid or electric vehicle.
  • the side impactor is positioned between one of the longitudinal sill beams and the battery, so as to improve the resistance of the beam to a column side impact.
  • This impactor is also formed from a single block of material forming a rigid foam.
  • this impactor has a limited kinetic energy absorption capacity and is therefore not very suitable for electric traction utility vehicles which are heavier and cause, during an impact, greater damage due to energy. greater kinetics.
  • the published patent document DE 102013008428 B4 discloses an electric energy storage battery tray for a motor vehicle with electric traction and two longitudinal beams on either side of the tray.
  • Shock absorbers are positioned successively on each side of said tray, between the tray and the adjacent longitudinal beam.
  • Each absorber has a characteristic of variable energy absorption capacity as a function of a degree of compression deformation, in order to improve the resistance to a pole side impact. But these absorbers are of complex construction and therefore potentially expensive.
  • the object of the invention is to overcome at least one of the drawbacks of the above-mentioned state of the art. More particularly, the invention aims to reduce the risk of deterioration of the batteries of electric traction vehicles during a pole side impact.
  • the subject of the invention is a motor vehicle with electric traction, comprising: a floor; an electrical energy storage battery box for electric traction, integrated into the floor; two longitudinal sill beams on either side of the floor; and at least one lateral reinforcement disposed between the tray and one of the two longitudinal sill beams; remarkable in that at least one side brace comprises: a flat structure with an inner edge adjacent to the tray at the height of a bottom of said tray, and an outer edge adjacent to the corresponding longitudinal sill beam; and at least one shock absorbing element fixed to an upper face of the flat structure.
  • the flat structure comprises ribs and / or stiffening chambers extending transversely to the vehicle.
  • the flat structure comprises a first plate with corrugations transverse to the vehicle and a second plate superimposed and fixed to the first plate, so as to form the transverse stiffening chambers.
  • the at least one lateral reinforcement further comprises fixing fingers extending transversely to the vehicle from the inner edge of the flat structure and engaging with the tray. According to an advantageous embodiment of the invention, each of the fingers is engaged in one of the stiffening chambers.
  • each of the fingers is engaged in a stiffening chamber at the bottom of the tank.
  • the at least one shock-absorbing element comprises a deformable box adjacent to the corresponding longitudinal sill beam.
  • the deformable box comprises a U-shaped stamping with a core and two flanges, one of said two flanges being against the flat structure and said web being against the corresponding longitudinal sill beam, and at least one partition transverse to the vehicle and connecting said two soles.
  • the at least one shock-absorbing element further comprises a block of honeycomb material adjacent to the deformable box.
  • the at least one shock-absorbing element further comprises a square at the inner edge of the flat structure, with a first wing fixed against said flat structure and a second wing fixed against a wall. side of the bin.
  • the lateral reinforcement has a length of between 300mm and 400mm.
  • the materials used for the various constituent elements of the reinforcement are a foam of polymeric material such as polyurethane with a density of at least 10Og / L, preferably of at least 120g / L and more preferably of at most 150g / L for the shock absorbing element; and metallic materials such as steel, with a thickness between 0.5mm and 3.5mm, for the flat structure and for the deformable box.
  • the measures of the invention are advantageous in that they make it possible to reduce the risk of deterioration of the batteries of a motor vehicle with electric traction, and more particularly, of a utility vehicle with electric traction, following a side impact post. .
  • This improvement is achieved by adding at least one lateral reinforcement between each of the longitudinal sill beams and the battery tray. electric energy accumulators.
  • the addition of this reinforcement makes it possible to limit the intrusion of the post into the battery compartment, thus preventing damage to the modules constituting the battery, even in the event of a severe shock.
  • the presence of a shock absorber element makes it possible to improve the absorption of forces at the level of the battery box.
  • the lateral reinforcement makes it possible to balance the forces from the start of the impact by improving the transmission of forces to the bottom of the battery compartment, in particular thanks to the presence of fixing fingers.
  • the lateral reinforcement also makes it possible to improve energy absorption and cushion the impact of the impact against the battery box, avoiding contact between the different modules constituting the battery.
  • brackets made up of metal rebates, improves the overall rigidity of the reinforcement.
  • FIG 1 is a bottom view of an electric traction utility motor vehicle as found in the prior art, after a side impact post;
  • FIG 2 is an exploded view of a side reinforcement according to the invention.
  • FIG 3 is an exploded view of a flat structure and a deformable box of the side reinforcement of Figure 2;
  • FIG 4 is a bottom view of the side brace of Figures 2 and 3 mounted on a vehicle;
  • FIG 5 is a perspective view of an alternative embodiment of the lateral reinforcement shown in Figures 2 to 4;
  • FIG 6 is a diagram showing the alternative side brace of Figure 5;
  • FIG 7 is a view from below of a motor vehicle with a reinforcement according to the invention, following a side impact post.
  • the arrow x indicates the normal direction of movement of the vehicle (in forward gear).
  • the arrow y designates the width of the vehicle, from left to right.
  • the arrow z indicates the height of the vehicle, from bottom to top.
  • Figures 2 to 7 repeat the numbering of the previous figure for identical or similar elements, the number being however incremented by 100.
  • Figures 2 and 3 show exploded views of a side reinforcement (Figure 2) or part of said reinforcement ( Figure 3) according to the invention.
  • the lateral reinforcement 111 comprises a flat structure 113 composed of at least a first plate 115 and a second plate 117.
  • the first plate 115 comprises corrugations 115A transverse to the vehicle (the vehicle not being shown in FIGS. 2 and 3), therefore oriented in the y direction. Ribs can also be produced on this plate 115 (this alternative embodiment of the invention not being shown in these figures).
  • the second plate 117 is flat, it can include an embossing. In FIG. 2, it can be seen that the second plate 117 is superimposed and fixed to the first plate 115, thus forming transverse stiffening chambers 119 to the vehicle.
  • the flat structure 113 may comprise the ribs and / or the transverse stiffening chambers 119.
  • the flat structure 113 is preferably made of metallic materials, and more preferably of steel.
  • the thickness of each of the plates (115, 117) is between 1 mm and 2mm.
  • the plates (115, 117) are preferably stamped, or, in the case of the first plate 115 only, folded.
  • the lateral reinforcement 111 further comprises at least one shock absorbing element 121 fixed on an upper face 113A of the flat structure 113, therefore, more particularly, on the second plate 117 of the flat structure 113.
  • the shock absorbing element 121 comprises a deformable box 123, itself constituted by a stamped 125 in the form of a U.
  • This stamped 125 comprises a core 125A and two upper flanges 125B and lower 125C, the lower flange 125C being in contact. with the flat structure 113.
  • the lower sole 125C has a central recess, so that said sole 125C forms two lateral tongues (125C.1, 125C.2).
  • the deformable box 123 further comprises at least one transverse partition 127 to the vehicle.
  • the deformable box 123 comprises two transverse partitions 127, connecting the upper flange 125B, the lower flange 125C and the core 125A of the stamped 125 together.
  • each of the transverse partitions 127 is fixed to one of the tongues (125C.1, 125C.2) of the lower flange 125C of the stamped 125.
  • each transverse partition 127 comprises fixing portions 127A to the stamped 125.
  • the deformable box 123 is partially positioned outside the flat structure 113, so that at most 40% of the deformable box 123 is positioned beyond the flat structure 113.
  • the box deformable 123 is preferably made of metallic materials, and more preferably of steel.
  • the thickness of the stamping 125 is between 0.5mm and 1 5mm, the fixing preferably being carried out by welding, or using fixing elements (not shown in these figures).
  • the shock-absorbing element 121 further comprises a block 129 of honeycomb material, adjacent to the deformable box 123.
  • This block 129 is preferably made of polyurethane foam, with a density of at least 10Og / L, preferably one. density of at least 120 g / L, and more preferably still a maximum density of 150 g / L, so as to have an absorbent and damping effect. It is advantageously positioned on the upper face 113A of the flat structure 113. It extends over the entire width of said structure 113, and over a length of between 40% and 70% of the length of the structure 113.
  • This block 129 in honeycomb material advantageously comprises a first portion 129A whose height is similar to that of the deformable box 123, and a second portion 129B internal to the first portion 129A, positioned opposite the deformable box 123, the second portion 129B being of a height and a length less than those of the first portion 129A.
  • the shock absorbing element 121 further comprises a bracket 131 positioned on an inner edge 113B of the flat structure 113.
  • the bracket 131 comprises a first wing 131 A fixed to the flat structure 113, and more particularly, to the second plate 117 of the flat structure 113.
  • the square 131 comprises a second wing 131 B perpendicular to the first wing 131 A, the square 131 being positioned on the side of the second portion 129B of the block 129 of honeycomb material.
  • the shock absorbing element 121 further comprises an additional bracket 133 with a first wing 133A fixed to the flat structure 113 and positioned below the block 129 of honeycomb material, and a second wing 133B extending between said block 129 and the adjoining deformable box 123.
  • the two brackets (131, 133) are intended to reinforce the reinforcement 111 by allowing good transmission of the forces following the impact.
  • the brackets (131, 133) are preferably made of metallic materials, such as steel.
  • the bracket 131 is advantageously made with a thickness of between 2.5mm and 3.5mm, the additional bracket 133 with a thickness of between 1mm and 2mm.
  • Figure 4 shows a perspective view of the side brace according to the invention, mounted in the vehicle.
  • the vehicle 101 is partially shown in this figure.
  • a tray 105 of batteries 107 of electric energy accumulators (shown in dotted lines), and, more particularly, a side wall 105A and a bottom 105B of said tray 105 are visible in this figure.
  • the inner edge 113B of the flat structure 113 of the lateral reinforcement 111 is disposed adjacent to the battery tray 105 107, and more particularly at the height of the bottom 105B of said tray 105.
  • This bottom 105B also has stiffening chambers 105B .1.
  • the flat structure 113 further comprises an outer edge 113C adjacent to the longitudinal beam 109 of the corresponding sill.
  • it is the deformable box 123 which is adjacent to the left longitudinal beam 109, and, preferably, the web 125A of the stamped 125 of the deformable box 123 is preferably positioned against said beam 109.
  • This longitudinal beam 109 rocker panel includes a section transverse U-shaped lying, with a vertical wall 109A and two upper walls 109B and lower 109C.
  • the deformable box 123 is partially inserted into the lying U-shaped cross section of the longitudinal beam 109, over at least 20% of its length.
  • the web 125A of the stamped 125 is positioned against the vertical wall 109A of the longitudinal beam 109, and the outer edge 113C of the flat structure 113 adjoins the lower wall 109C of the beam 109.
  • the second wing 131 B of the bracket 131 is fixed against the side wall 105A of the tank 105.
  • Figures 5 and 6 show an alternative embodiment of the lateral reinforcement according to the invention.
  • the lateral reinforcement 111 comprises fixing fingers 135 which extend transversely to the vehicle (not visible in FIGS. 5 and 6) from the inner edge 113B of the flat structure 113, the fingers 135 engaging with the vehicle. battery compartment 105 (not visible in figures 5 and 6).
  • each finger 135 is engaged in one of the stiffening chambers 119 of the flat structure 113, and in one of the stiffening chambers 105B.1 of the bottom 105B of the tank 105.
  • the fingers 135 can be of different shapes, such as shape. cylindrical or parallelepipedal.
  • the fingers 135 are welded to the flat structure 113, by means of welding points 135A.
  • Figure 7 shows a bottom view of the motor vehicle with the lateral reinforcement according to the invention, after a side impact post.
  • Figure 7 will be described with reference to Figures 2 to 6.
  • the post C side impact is caused at the batteries 107 of the vehicle 101.
  • the post pushes the floor 103 and the longitudinal beam 109 of the corresponding sill, the beam 109 then coming into contact with the longitudinal reinforcement 111 according to the invention above.
  • the flat structure 113 of the reinforcement 111 firstly allows the transmission of forces to the bottom 105B of the battery tray 105 107.
  • the presence of the fixing fingers 135 helps in the transmission of forces.
  • the shock absorbing element 121 sinks, so as to absorb and dampen the shocks.
  • the deformable box 123 will initially absorb the shock C thanks to the deformation of the metal elements, therefore of the stamped 125, of the partitions. transverse 127 and the flat structure 113.
  • the block 129 of honeycomb material will absorb the shock.
  • the post does not damage the battery tray 105 107, in particular the modules directly affected by the impact, positioned in the battery 107 located centrally in the vehicle 101.
  • the stress energy caused by the impact on the modules is reduced by 75%, compared to the energy produced on vehicles not comprising the lateral reinforcement 111 according to the invention and shown in FIG. 1.
  • the various components of the lateral reinforcement 111 are fixed together by welding, gluing or using fasteners (not shown in these figures). It is understood that the lateral reinforcement 111 can be found in several copies in the same vehicle 101, at different positions between each of the longitudinal beams 109 and the tray 105 of the batteries 107.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

Electrically powered motor vehicle (101) comprising: a floor; a tray (105) for electrical energy accumulator batteries (107) for electric traction, which is integrated into the floor; two longitudinal, body-bottom beams (109) on either side of the floor; and at least one lateral reinforcement (111) disposed between the tray (105) and one of the two longitudinal, body-bottom beams (109); the at least one lateral reinforcement (111) comprising: a flat structure (113) with an inner edge (113B) adjacent to the tray (105) at the height of a bottom (105B) of said tray (105), and an outer edge (113C) adjacent to the corresponding longitudinal, body-bottom beam (109); and at least one shock-absorber element (121) fixed to an upper face of the flat structure (113).

Description

DESCRIPTION DESCRIPTION
TITRE : RENFORT LATÉRAL DE PLANCHER DE VÉHICULE AUTOMOBILE ÉQUIPÉ DE BATTERIES DE TRACTION TITLE: MOTOR VEHICLE FLOOR SIDE REINFORCEMENT EQUIPPED WITH TRACTION BATTERIES
La présente invention revendique la priorité de la demande française N ° 2004639 déposée le 12.05.2020 dont le contenu (texte, dessins et revendications) est ici incorporé par référence. The present invention claims the priority of French application No. 2004639 filed on 12.05.2020, the content of which (text, drawings and claims) is incorporated here by reference.
Domaine technique Technical area
L’invention a trait au domaine des véhicules automobiles, et plus particulièrement à la structure de véhicules automobiles à traction électrique. Technique antérieure The invention relates to the field of motor vehicles, and more particularly to the structure of motor vehicles with electric traction. Prior art
Un véhicule automobile comprend au moins un plancher et deux poutres longitudinales de bas de caisse positionnées de part et d’autre du plancher. Dans le cas d’un véhicule à traction électrique, il est courant d’intégrer des batteries d’accumulateurs d’énergie électrique sous le plancher du véhicule, entre les poutres longitudinales de bas de caisse. Des renforts latéraux sont également positionnés entre chaque poutre et les batteries, afin de protéger latéralement les batteries des chocs. A motor vehicle includes at least one floor and two longitudinal sill beams positioned on either side of the floor. In the case of an electrically-powered vehicle, it is common to integrate electric energy storage batteries under the vehicle floor, between the longitudinal sill beams. Lateral reinforcements are also positioned between each beam and the batteries, in order to protect the batteries laterally from impact.
Plus spécifiquement, les véhicules utilitaires présentent une grande capacité de chargement de matériel à l’arrière du véhicule, ces véhicules sont, de fait, de conception plus lourde. À l’heure actuelle, les particuliers ou les entreprises, pour des raisons essentiellement écologiques, se tournent de plus en plus vers des véhicules utilitaires à traction électrique, soit 100% électrique, soit hybrides. Mais la présence de batteries d’accumulateurs entraîne une augmentation de la masse du véhicule. De plus, des normes sévères sont en place afin de déterminer les dégâts occasionnés par des chocs aux véhicules nouvellement fabriqués, et plus particulièrement, les dégâts occasionnés aux passagers du véhicule. Dans le cas d’un choc latéral poteau, une forte énergie s’accumule sur une faible surface, entraînant des déformations importantes dans la structure du véhicule. La masse additionnelle du véhicule utilitaire à traction électrique cause des dégâts plus importants, surtout lorsque le choc est occasionné au niveau des batteries. En effet, l’intrusion du poteau dans le véhicule peut entraîner des collisions entre des modules constituant les batteries, donc des fuites voire des incendies. Dans ce cas, les renforts latéraux susmentionnés ne sont pas suffisants à assurer une protection efficace des batteries, d’où la nécessité de renforcer le bas de caisse à ce niveau pour éviter les dommages. More specifically, utility vehicles have a large material loading capacity at the rear of the vehicle, these vehicles are, in fact, of a heavier design. At present, individuals or companies, for essentially ecological reasons, are increasingly turning to electric traction utility vehicles, either 100% electric or hybrid. But the presence of accumulator batteries leads to an increase in the mass of the vehicle. In addition, strict standards are in place to determine the damage caused by impacts to newly manufactured vehicles, and more particularly, the damage caused to the passengers of the vehicle. In the event of a pole side impact, high energy accumulates over a small area, leading to significant deformations in the structure of the vehicle. The mass additional electric traction utility vehicle causes more damage, especially when the impact is caused to the batteries. Indeed, the intrusion of the pole in the vehicle can cause collisions between modules constituting the batteries, therefore leaks or even fires. In this case, the aforementioned side reinforcements are not sufficient to ensure effective protection of the batteries, hence the need to reinforce the sill at this level to avoid damage.
La figure 1 montre une vue du dessous d’un véhicule automobile utilitaire à traction électrique, tel que retrouvé dans l’art antérieur, après un choc latéral poteau. Figure 1 shows a bottom view of an electrically powered utility motor vehicle, as found in the prior art, after a post side impact.
Le véhicule automobile utilitaire 1 comprend un plancher 3 et au moins un bac 5 de batteries 7 d’accumulateurs d’énergie électrique servant à la traction électrique du véhicule 1. Le bac 5 de batteries 7 est intégré au plancher 3. De plus, ce véhicule 1 comprend deux poutres longitudinales 9 de bas de caisse positionnées de part et d’autre du plancher 3. Enfin, un ou des renforts latéraux 11 sont positionnés entre chacune des poutres 9 et le bac 5 de batteries 7. The utility motor vehicle 1 comprises a floor 3 and at least one tray 5 of batteries 7 of electric energy accumulators serving for the electric traction of the vehicle 1. The battery tray 5 7 is integrated into the floor 3. In addition, this vehicle 1 comprises two longitudinal sill beams 9 positioned on either side of the floor 3. Finally, one or more lateral reinforcements 11 are positioned between each of the beams 9 and the battery tray 5 7.
Lors d’un choc latéral poteau C occasionné au niveau de la batterie 7 centrale au véhicule utilitaire 1 , la poutre longitudinale 9 de bas de caisse impactée s’enfonce dans le véhicule 1 , ce qui se traduit par un enfoncement du bac 5 et l’endommagement d’un ou plusieurs modules (les modules n’étant pas représentés sur cette figure) constituant les batteries 7. Cet endommagement entraîne l’absence de fonctionnement du véhicule 1 , voire un incendie lorsque les dommages occasionnés sont plus importants. En particulier, les modules situés à proximité du choc C sont plus fortement impactés. During a side impact post C caused at the central battery 7 of the utility vehicle 1, the impacted sill longitudinal beam 9 sinks into the vehicle 1, which results in a depression of the tank 5 and the damage to one or more modules (the modules not being shown in this figure) constituting the batteries 7. This damage results in the non-operation of the vehicle 1, or even a fire when the damage caused is greater. In particular, the modules located near the impact C are more strongly impacted.
Le document de brevet publié FR 3063458 A1 divulgue un impacteur latéral pour des batteries d’accumulateurs d’énergie électrique adaptées à un véhicule hybride ou électrique. L’impacteur latéral est positionné entre l’une des poutres longitudinales de bas de caisse et la batterie, de manière à améliorer la résistance de la poutre à un choc latéral poteau. Cet impacteur est en outre formé d’un seul bloc en matériau formant une mousse rigide. Mais cet impacteur a une capacité d’absorption d’énergie cinétique limitée et est par conséquent peu adapté à des véhicules utilitaires à traction électrique qui sont plus lourds et entraînent, lors d’un choc, des dommages plus importants en raison d’une énergie cinétique plus grande. Le document de brevet publié DE 102013008428 B4 divulgue un bac de batterie d’accumulateurs d’énergie électrique pour un véhicule automobile à traction électrique et deux poutres longitudinales de part et d’autre du bac. Des absorbeurs de chocs sont positionnés successivement à chacun des côtés dudit bac, entre le bac et la poutre longitudinale adjacente. Chaque absorbeur présente une caractéristique de capacité d’absorption d’énergie variable en fonction d’un degré de déformation en compression, dans un but d’améliorer la résistance à un choc latéral poteau. Mais ces absorbeurs sont de construction complexe et donc potentiellement coûteuse. The published patent document FR 3063458 A1 discloses a side impactor for electric energy storage batteries suitable for a hybrid or electric vehicle. The side impactor is positioned between one of the longitudinal sill beams and the battery, so as to improve the resistance of the beam to a column side impact. This impactor is also formed from a single block of material forming a rigid foam. However, this impactor has a limited kinetic energy absorption capacity and is therefore not very suitable for electric traction utility vehicles which are heavier and cause, during an impact, greater damage due to energy. greater kinetics. The published patent document DE 102013008428 B4 discloses an electric energy storage battery tray for a motor vehicle with electric traction and two longitudinal beams on either side of the tray. Shock absorbers are positioned successively on each side of said tray, between the tray and the adjacent longitudinal beam. Each absorber has a characteristic of variable energy absorption capacity as a function of a degree of compression deformation, in order to improve the resistance to a pole side impact. But these absorbers are of complex construction and therefore potentially expensive.
Exposé de l'invention Disclosure of the invention
L’invention a pour objectif de pallier au moins un des inconvénients de l’état de la technique susmentionné. Plus particulièrement, l’invention a pour objectif de diminuer le risque de détérioration des batteries des véhicules à traction électrique lors d’un choc latéral poteau. The object of the invention is to overcome at least one of the drawbacks of the above-mentioned state of the art. More particularly, the invention aims to reduce the risk of deterioration of the batteries of electric traction vehicles during a pole side impact.
L’invention a pour objet un véhicule automobile à traction électrique, comprenant : un plancher ; un bac de batteries d’accumulateurs d’énergie électrique pour la traction électrique, intégré dans le plancher ; deux poutres longitudinales de bas de caisse, de part et d’autre du plancher ; et au moins un renfort latéral disposé entre le bac et l’une des deux poutres longitudinales de bas de caisse ; remarquable en ce que l’au moins un renfort latéral comprend : une structure plate avec un bord intérieur adjacent au bac à hauteur d’un fond dudit bac, et un bord extérieur adjacent à la poutre longitudinale de bas de caisse correspondante ; et au moins un élément absorbeur de chocs fixé sur une face supérieure de la structure plate. The subject of the invention is a motor vehicle with electric traction, comprising: a floor; an electrical energy storage battery box for electric traction, integrated into the floor; two longitudinal sill beams on either side of the floor; and at least one lateral reinforcement disposed between the tray and one of the two longitudinal sill beams; remarkable in that at least one side brace comprises: a flat structure with an inner edge adjacent to the tray at the height of a bottom of said tray, and an outer edge adjacent to the corresponding longitudinal sill beam; and at least one shock absorbing element fixed to an upper face of the flat structure.
Selon un mode avantageux de l’invention, la structure plate comprend des nervures et/ou des chambres de rigidification s’étendant transversalement au véhicule. According to an advantageous embodiment of the invention, the flat structure comprises ribs and / or stiffening chambers extending transversely to the vehicle.
Selon un mode avantageux de l’invention, la structure plate comprend une première plaque avec des ondulations transversales au véhicule et une deuxième plaque superposée et fixée à la première plaque, de manière à former les chambres de rigidification transversales. According to an advantageous embodiment of the invention, the flat structure comprises a first plate with corrugations transverse to the vehicle and a second plate superimposed and fixed to the first plate, so as to form the transverse stiffening chambers.
Selon un mode avantageux de l’invention, l’au moins un renfort latéral comprend, en outre, des doigts de fixation s’étendant transversalement au véhicule depuis le bord intérieur de la structure plate et s’engageant avec le bac. Selon un mode avantageux de l’invention, chacun des doigts est engagé dans une des chambres de rigidification. According to an advantageous embodiment of the invention, the at least one lateral reinforcement further comprises fixing fingers extending transversely to the vehicle from the inner edge of the flat structure and engaging with the tray. According to an advantageous embodiment of the invention, each of the fingers is engaged in one of the stiffening chambers.
Selon un mode avantageux de l’invention, chacun des doigts est engagé dans une chambre de rigidification du fond du bac. According to an advantageous embodiment of the invention, each of the fingers is engaged in a stiffening chamber at the bottom of the tank.
Selon un mode avantageux de l’invention, l’au moins un élément absorbeur de chocs comprend une boîte déformable adjacente à la poutre longitudinale de bas de caisse correspondante. According to an advantageous embodiment of the invention, the at least one shock-absorbing element comprises a deformable box adjacent to the corresponding longitudinal sill beam.
Selon un mode avantageux de l’invention, la boîte déformable comprend un embouti en forme de U avec une âme et deux semelles, une desdites deux semelles étant contre la structure plate et ladite âme étant contre la poutre longitudinale de bas de caisse correspondante, et au moins une cloison transversale au véhicule et reliant lesdites deux semelles. According to an advantageous embodiment of the invention, the deformable box comprises a U-shaped stamping with a core and two flanges, one of said two flanges being against the flat structure and said web being against the corresponding longitudinal sill beam, and at least one partition transverse to the vehicle and connecting said two soles.
Selon un mode avantageux de l’invention, l’au moins un élément absorbeur de chocs comprend, en outre, un bloc en matériau alvéolé adjacent à la boîte déformable. According to an advantageous embodiment of the invention, the at least one shock-absorbing element further comprises a block of honeycomb material adjacent to the deformable box.
Selon un mode avantageux de l’invention, l’au moins un élément absorbeur de chocs comprend, en outre, une équerre au bord intérieur de la structure plate, avec une première aile fixée contre ladite structure plate et une deuxième aile fixée contre une paroi latérale du bac. According to an advantageous embodiment of the invention, the at least one shock-absorbing element further comprises a square at the inner edge of the flat structure, with a first wing fixed against said flat structure and a second wing fixed against a wall. side of the bin.
Préférentiellement, le renfort latéral présente une longueur comprise entre 300mm et 400mm. Avantageusement, les matériaux utilisés pour les différents éléments constitutifs du renfort sont une mousse en matériau polymère tel que le polyuréthane d’une densité d’au moins 10Og/L, préférentiellement d’au moins 120g/L et plus préférentiellement d’au maximum 150g/L pour l’élément absorbeur de chocs ; et des matériaux métalliques tels que l’acier, avec une épaisseur comprise entre 0.5mm et 3.5mm, pour la structure plate et pour la boîte déformable. Preferably, the lateral reinforcement has a length of between 300mm and 400mm. Advantageously, the materials used for the various constituent elements of the reinforcement are a foam of polymeric material such as polyurethane with a density of at least 10Og / L, preferably of at least 120g / L and more preferably of at most 150g / L for the shock absorbing element; and metallic materials such as steel, with a thickness between 0.5mm and 3.5mm, for the flat structure and for the deformable box.
Les mesures de l’invention sont intéressantes en ce qu’elles permettent de diminuer le risque de détérioration des batteries d’un véhicule automobile à traction électrique, et plus particulièrement, d’un véhicule utilitaire à traction électrique, suite à un choc latéral poteau. Cette amélioration est réalisée par l’ajout d’au moins un renfort latéral entre chacune des poutres longitudinales de bas de caisse et le bac de batteries à accumulateurs d’énergie électrique. L’ajout de ce renfort permet de limiter l’intrusion du poteau dans le bac de batteries, donc d’éviter la détérioration des modules constituant la batterie, même en cas de choc sévère. La présence d’un élément absorbeur de chocs permet d’améliorer l’amortissement des efforts au niveau du bac de batteries. De plus, le renfort latéral permet d’équilibrer les efforts dès le début du choc en améliorant la transmission des efforts vers le fond du bac de batteries, notamment grâce à la présence de doigts de fixation. Le renfort latéral permet, en outre, d’améliorer l’absorption d’énergie et d’amortir l’impact du choc contre le bac de batterie, en évitant le contact entre les différents modules constituant la batterie. La présence d’équerres, composées de feuillures métalliques, permet d’améliorer la rigidité globale du renfort. Enfin, l’installation du renfort selon l’invention et sa fabrication sont réalisées par des techniques connues de l’homme du métier, avec des matériaux également connus et maîtrisés par l’homme du métier. Enfin, l’ajout de ce renfort n’augmente pas de manière significative la masse globale du véhicule.The measures of the invention are advantageous in that they make it possible to reduce the risk of deterioration of the batteries of a motor vehicle with electric traction, and more particularly, of a utility vehicle with electric traction, following a side impact post. . This improvement is achieved by adding at least one lateral reinforcement between each of the longitudinal sill beams and the battery tray. electric energy accumulators. The addition of this reinforcement makes it possible to limit the intrusion of the post into the battery compartment, thus preventing damage to the modules constituting the battery, even in the event of a severe shock. The presence of a shock absorber element makes it possible to improve the absorption of forces at the level of the battery box. In addition, the lateral reinforcement makes it possible to balance the forces from the start of the impact by improving the transmission of forces to the bottom of the battery compartment, in particular thanks to the presence of fixing fingers. The lateral reinforcement also makes it possible to improve energy absorption and cushion the impact of the impact against the battery box, avoiding contact between the different modules constituting the battery. The presence of brackets, made up of metal rebates, improves the overall rigidity of the reinforcement. Finally, the installation of the reinforcement according to the invention and its manufacture are carried out by techniques known to those skilled in the art, with materials also known and mastered by those skilled in the art. Finally, the addition of this reinforcement does not significantly increase the overall mass of the vehicle.
D’autres caractéristiques et avantages de la présente invention seront mieux compris à l’aide de la description et des dessins. Other features and advantages of the present invention will be better understood from the description and the drawings.
Brève description des dessins Brief description of the drawings
[Fig 1] est une vue du dessous d’un véhicule automobile utilitaire à traction électrique tel que retrouvé dans l’art antérieur, après un choc latéral poteau ; [Fig 1] is a bottom view of an electric traction utility motor vehicle as found in the prior art, after a side impact post;
[Fig 2] est une vue éclatée d’un renfort latéral selon l’invention ; [Fig 2] is an exploded view of a side reinforcement according to the invention;
[Fig 3] est une vue éclatée d’une structure plate et d’une boîte déformable du renfort latéral de la figure 2 ; [Fig 3] is an exploded view of a flat structure and a deformable box of the side reinforcement of Figure 2;
[Fig 4] est une vue du dessous du renfort latéral des figures 2 et 3 monté sur un véhicule ; [Fig 4] is a bottom view of the side brace of Figures 2 and 3 mounted on a vehicle;
[Fig 5] est une vue en perspective d’une alternative de réalisation du renfort latéral représenté aux figures 2 à 4 ; [Fig 5] is a perspective view of an alternative embodiment of the lateral reinforcement shown in Figures 2 to 4;
[Fig 6] est un schéma représentant l’alternative du renfort latéral de la figure 5 ;[Fig 6] is a diagram showing the alternative side brace of Figure 5;
[Fig 7] est une vue du dessous d’un véhicule automobile avec un renfort selon l’invention, suite à un choc latéral poteau. [Fig 7] is a view from below of a motor vehicle with a reinforcement according to the invention, following a side impact post.
Description détaillée Les exemples décrits ci-après sont donnés à titre indicatif, mais d’autres applications ou modes de réalisation de l’invention non-décrits peuvent être envisagés. La flèche x désigne le sens normal de déplacement du véhicule (en marche avant). La flèche y désigne la largeur du véhicule, de la gauche vers la droite. La flèche z désigne la hauteur du véhicule, du bas vers le haut. detailed description The examples described below are given by way of indication, but other applications or embodiments of the invention not described can be envisaged. The arrow x indicates the normal direction of movement of the vehicle (in forward gear). The arrow y designates the width of the vehicle, from left to right. The arrow z indicates the height of the vehicle, from bottom to top.
La figure 1 a été décrite dans la partie ‘technique antérieure’. Figure 1 has been described in the "prior art" section.
Les figures 2 à 7 reprennent la numérotation de la figure précédente pour les éléments identiques ou similaires, la numération étant toutefois incrémentée de 100.Figures 2 to 7 repeat the numbering of the previous figure for identical or similar elements, the number being however incremented by 100.
Il est par ailleurs fait référence à la description de ces éléments en relation avec la technique antérieure. Reference is also made to the description of these elements in relation to the prior art.
Les figures 2 et 3 montrent des vues éclatées d’un renfort latéral (figure 2) ou d’une partie dudit renfort (figure 3) selon l’invention. Figures 2 and 3 show exploded views of a side reinforcement (Figure 2) or part of said reinforcement (Figure 3) according to the invention.
Le renfort latéral 111 selon l’invention comprend une structure plate 113 composée par au moins une première plaque 115 et une deuxième plaque 117. La première plaque 115 comprend des ondulations 115A transversales au véhicule (le véhicule n’étant pas représenté sur les figures 2 et 3), donc orientées suivant la direction y. Des nervures peuvent également être réalisées sur cette plaque 115 (cette alternative de réalisation de l’invention n’étant pas représentée sur ces figures). La deuxième plaque 117 est plane, elle peut comprendre un gaufrage. À la figure 2, on peut voir que la deuxième plaque 117 est superposée et fixée à la première plaque 115, formant ainsi des chambres de rigidification transversales 119 au véhicule. De manière générale, la structure plate 113 peut comprendre les nervures et/ou les chambres de rigidification transversales 119. La structure plate 113 est préférentiellement réalisée dans des matériaux métalliques, et plus préférentiellement en acier. Avantageusement, l’épaisseur de chacune des plaques (115, 117) est comprise entre 1 mm et 2mm. Les plaques (115, 117) sont préférentiellement embouties, ou, dans le cas de la première plaque 115 seulement, pliée. The lateral reinforcement 111 according to the invention comprises a flat structure 113 composed of at least a first plate 115 and a second plate 117. The first plate 115 comprises corrugations 115A transverse to the vehicle (the vehicle not being shown in FIGS. 2 and 3), therefore oriented in the y direction. Ribs can also be produced on this plate 115 (this alternative embodiment of the invention not being shown in these figures). The second plate 117 is flat, it can include an embossing. In FIG. 2, it can be seen that the second plate 117 is superimposed and fixed to the first plate 115, thus forming transverse stiffening chambers 119 to the vehicle. In general, the flat structure 113 may comprise the ribs and / or the transverse stiffening chambers 119. The flat structure 113 is preferably made of metallic materials, and more preferably of steel. Advantageously, the thickness of each of the plates (115, 117) is between 1 mm and 2mm. The plates (115, 117) are preferably stamped, or, in the case of the first plate 115 only, folded.
Le renfort latéral 111 comprend, en outre, au moins un élément absorbeur de chocs 121 fixé sur une face supérieure 113A de la structure plate 113, donc, plus particulièrement, sur la deuxième plaque 117 de la structure plate 113. L’élément absorbeur de chocs 121 comprend une boîte déformable 123, elle-même constituée d’un embouti 125 en forme de U. Cet embouti 125 comprend une âme 125A et deux semelles supérieure 125B et inférieure 125C, la semelle inférieure 125C étant en contact avec la structure plate 113. Avantageusement, la semelle inférieure 125C présente un évidement central, de manière à ce que ladite semelle 125C forme deux languettes latérales (125C.1 , 125C.2). La boîte déformable 123 comprend, en outre, au moins une cloison transversale 127 au véhicule. Avantageusement, la boîte déformable 123 comprend deux cloisons transversales 127, reliant la semelle supérieure 125B, la semelle inférieure 125C et l’âme 125A de l’embouti 125 ensemble. Avantageusement, chacune des cloisons transversales 127 est fixée à l’une des languettes (125C.1 , 125C.2) de la semelle inférieure 125C de l’embouti 125. Avantageusement, chaque cloison transversale 127 comprend des portions de fixation 127A à l’embouti 125. Préférentiellement, la boîte déformable 123 est partiellement positionnée en dehors de la structure plate 113, de manière à ce qu’au maximum 40% de la boîte déformable 123 soit positionnée au-delà de la structure plate 113. Avantageusement, la boîte déformable 123 est préférentiellement réalisée dans des matériaux métalliques, et plus préférentiellement en acier. Avantageusement, l’épaisseur de l’embouti 125 est comprise entre 0.5mm et 1 5mm, la fixation étant préférentiellement réalisée par soudage, ou à l’aide d’éléments de fixation (non représentés sur ces figures). The lateral reinforcement 111 further comprises at least one shock absorbing element 121 fixed on an upper face 113A of the flat structure 113, therefore, more particularly, on the second plate 117 of the flat structure 113. The shock absorbing element 121 comprises a deformable box 123, itself constituted by a stamped 125 in the form of a U. This stamped 125 comprises a core 125A and two upper flanges 125B and lower 125C, the lower flange 125C being in contact. with the flat structure 113. Advantageously, the lower sole 125C has a central recess, so that said sole 125C forms two lateral tongues (125C.1, 125C.2). The deformable box 123 further comprises at least one transverse partition 127 to the vehicle. Advantageously, the deformable box 123 comprises two transverse partitions 127, connecting the upper flange 125B, the lower flange 125C and the core 125A of the stamped 125 together. Advantageously, each of the transverse partitions 127 is fixed to one of the tongues (125C.1, 125C.2) of the lower flange 125C of the stamped 125. Advantageously, each transverse partition 127 comprises fixing portions 127A to the stamped 125. Preferably, the deformable box 123 is partially positioned outside the flat structure 113, so that at most 40% of the deformable box 123 is positioned beyond the flat structure 113. Advantageously, the box deformable 123 is preferably made of metallic materials, and more preferably of steel. Advantageously, the thickness of the stamping 125 is between 0.5mm and 1 5mm, the fixing preferably being carried out by welding, or using fixing elements (not shown in these figures).
L’élément absorbeur de chocs 121 comprend, en outre, un bloc 129 en matériau alvéolé, adjacent à la boîte déformable 123. Ce bloc 129 est préférentiellement réalisé en mousse de polyuréthane, avec une densité d’au moins 10Og/L, préférentiellement une densité d’au moins 120g/L, et plus préférentiellement encore une densité maximale de 150g/L, de manière à avoir un effet absorbant et amortissant. Il est avantageusement positionné sur la face supérieure 113A de la structure plate 113. Il s’étend sur toute la largeur de ladite structure 113, et sur une longueur comprise entre 40% et 70% de la longueur de la structure 113. Ce bloc 129 en matériau alvéolé comprend avantageusement une première portion 129A dont la hauteur est similaire à celle de la boîte déformable 123, et une deuxième portion 129B interne à la première portion 129A, positionnée à l’opposé de la boîte déformable 123, la deuxième portion 129B étant d’une hauteur et d’une longueur inférieures à celles de la première portion 129A. L’élément absorbeur de chocs 121 comprend, en outre, une équerre 131 positionnée sur un bord intérieur 113B de la structure plate 113. L’équerre 131 comprend une première aile 131 A fixée à la structure plate 113, et plus particulièrement, à la deuxième plaque 117 de la structure plate 113. De plus, l’équerre 131 comprend une deuxième aile 131 B perpendiculaire à la première aile 131 A, l’équerre 131 étant positionnée du côté de la deuxième portion 129B du bloc 129 en matériau alvéolé.The shock-absorbing element 121 further comprises a block 129 of honeycomb material, adjacent to the deformable box 123. This block 129 is preferably made of polyurethane foam, with a density of at least 10Og / L, preferably one. density of at least 120 g / L, and more preferably still a maximum density of 150 g / L, so as to have an absorbent and damping effect. It is advantageously positioned on the upper face 113A of the flat structure 113. It extends over the entire width of said structure 113, and over a length of between 40% and 70% of the length of the structure 113. This block 129 in honeycomb material advantageously comprises a first portion 129A whose height is similar to that of the deformable box 123, and a second portion 129B internal to the first portion 129A, positioned opposite the deformable box 123, the second portion 129B being of a height and a length less than those of the first portion 129A. The shock absorbing element 121 further comprises a bracket 131 positioned on an inner edge 113B of the flat structure 113. The bracket 131 comprises a first wing 131 A fixed to the flat structure 113, and more particularly, to the second plate 117 of the flat structure 113. In addition, the square 131 comprises a second wing 131 B perpendicular to the first wing 131 A, the square 131 being positioned on the side of the second portion 129B of the block 129 of honeycomb material.
L’élément absorbeur de chocs 121 comprend, en outre, une équerre supplémentaire 133 avec une première aile 133A fixée à la structure plate 113 et positionnée en dessous du bloc 129 en matériau alvéolé, et une deuxième aile 133B s’étendant entre ledit bloc 129 et la boîte déformable 123 attenante. Les deux équerres (131 , 133) ont vocation à renforcer le renfort 111 en permettant une bonne transmission des efforts suite au choc. Les équerres (131 , 133) sont préférentiellement fabriquées dans des matériaux métalliques, tels que l’acier. L’équerre 131 est avantageusement réalisée avec une épaisseur comprise entre 2.5mm et 3.5mm, l’équerre supplémentaire 133 avec une épaisseur comprise entre 1 mm et 2mm. The shock absorbing element 121 further comprises an additional bracket 133 with a first wing 133A fixed to the flat structure 113 and positioned below the block 129 of honeycomb material, and a second wing 133B extending between said block 129 and the adjoining deformable box 123. The two brackets (131, 133) are intended to reinforce the reinforcement 111 by allowing good transmission of the forces following the impact. The brackets (131, 133) are preferably made of metallic materials, such as steel. The bracket 131 is advantageously made with a thickness of between 2.5mm and 3.5mm, the additional bracket 133 with a thickness of between 1mm and 2mm.
La figure 4 montre une vue en perspective du renfort latéral selon l’invention, monté dans le véhicule. Figure 4 shows a perspective view of the side brace according to the invention, mounted in the vehicle.
Le véhicule 101 est partiellement représenté sur cette figure. Un bac 105 de batteries 107 d’accumulateurs d’énergie électrique (montré en pointillés), et, plus particulièrement, une paroi latérale 105A et un fond 105B dudit bac 105 sont visibles sur cette figure. L’une des poutres longitudinales 109, en l’occurrence, la poutre longitudinale gauche 109, est également partiellement représentée en pointillés, de manière à pouvoir voir le montage du renfort latéral 111 sur le véhicule 101. The vehicle 101 is partially shown in this figure. A tray 105 of batteries 107 of electric energy accumulators (shown in dotted lines), and, more particularly, a side wall 105A and a bottom 105B of said tray 105 are visible in this figure. One of the longitudinal beams 109, in this case the left longitudinal beam 109, is also partially shown in dotted lines, so that you can see the mounting of the side brace 111 on the vehicle 101.
Le bord intérieur 113B de la structure plate 113 du renfort latéral 111 est disposé de manière adjacente au bac 105 de batteries 107, et plus particulièrement à hauteur du fond 105B dudit bac 105. Ce fond 105B présente, en outre, des chambres de rigidification 105B.1. La structure plate 113 comprend, en outre, un bord extérieur 113C adjacent à la poutre longitudinale 109 de bas de caisse correspondante. Avantageusement, c’est la boîte déformable 123 qui est adjacente à la poutre longitudinale 109 gauche, et, de manière préférentielle, l’âme 125A de l’embouti 125 de la boîte déformable 123 est préférentiellement positionnée contre ladite poutre 109. Cette poutre longitudinale 109 de bas de caisse comprend une section transversale en U couché, avec une paroi verticale 109A et deux parois supérieure 109B et inférieure 109C. Plus préférentiellement, la boîte déformable 123 est partiellement insérée dans la section transversale en U couché de la poutre longitudinale 109, sur au moins 20% de sa longueur. Ainsi, l’âme 125A de l’embouti 125 est positionnée contre la paroi verticale 109A de la poutre longitudinale 109, et le bord extérieur 113C de la structure plate 113 est attenant à la paroi inférieure 109C de la poutre 109. De plus, la deuxième aile 131 B de l’équerre 131 est fixée contre la paroi latérale 105A du bac 105. The inner edge 113B of the flat structure 113 of the lateral reinforcement 111 is disposed adjacent to the battery tray 105 107, and more particularly at the height of the bottom 105B of said tray 105. This bottom 105B also has stiffening chambers 105B .1. The flat structure 113 further comprises an outer edge 113C adjacent to the longitudinal beam 109 of the corresponding sill. Advantageously, it is the deformable box 123 which is adjacent to the left longitudinal beam 109, and, preferably, the web 125A of the stamped 125 of the deformable box 123 is preferably positioned against said beam 109. This longitudinal beam 109 rocker panel includes a section transverse U-shaped lying, with a vertical wall 109A and two upper walls 109B and lower 109C. More preferably, the deformable box 123 is partially inserted into the lying U-shaped cross section of the longitudinal beam 109, over at least 20% of its length. Thus, the web 125A of the stamped 125 is positioned against the vertical wall 109A of the longitudinal beam 109, and the outer edge 113C of the flat structure 113 adjoins the lower wall 109C of the beam 109. In addition, the second wing 131 B of the bracket 131 is fixed against the side wall 105A of the tank 105.
Les figures 5 et 6 montrent une alternative de réalisation du renfort latéral selon l’invention. Figures 5 and 6 show an alternative embodiment of the lateral reinforcement according to the invention.
Selon cette alternative, le renfort latéral 111 comprend des doigts de fixation 135 qui s’étendent transversalement au véhicule (non visible sur les figures 5 et 6) depuis le bord intérieur 113B de la structure plate 113, les doigts 135 s’engageant avec le bac 105 de batteries (non visible sur les figures 5 et 6). Préférentiellement, chaque doigt 135 est engagé dans une des chambres de rigidification 119 de la structure plate 113, et dans une des chambres de rigidification 105B.1 du fond 105B du bac 105. Les doigts 135 peuvent être de différentes formes, telles que de forme cylindrique ou parallélépipédique. Avantageusement, les doigts 135 sont soudés à la structure plate 113, grâce à des points de soudure 135A. According to this alternative, the lateral reinforcement 111 comprises fixing fingers 135 which extend transversely to the vehicle (not visible in FIGS. 5 and 6) from the inner edge 113B of the flat structure 113, the fingers 135 engaging with the vehicle. battery compartment 105 (not visible in figures 5 and 6). Preferably, each finger 135 is engaged in one of the stiffening chambers 119 of the flat structure 113, and in one of the stiffening chambers 105B.1 of the bottom 105B of the tank 105. The fingers 135 can be of different shapes, such as shape. cylindrical or parallelepipedal. Advantageously, the fingers 135 are welded to the flat structure 113, by means of welding points 135A.
La figure 7 montre une vue du dessous du véhicule automobile avec le renfort latéral selon l’invention, après un choc latéral poteau. La figure 7 sera décrite en référence aux figures 2 à 6. Figure 7 shows a bottom view of the motor vehicle with the lateral reinforcement according to the invention, after a side impact post. Figure 7 will be described with reference to Figures 2 to 6.
Le choc latéral poteau C est occasionné au niveau des batteries 107 du véhicule 101. Le poteau enfonce le plancher 103 et la poutre longitudinale 109 de bas de caisse correspondante, la poutre 109 entrant alors en contact avec le renfort longitudinal 111 selon l’invention précédemment décrit. Lors du choc C, la structure plate 113 du renfort 111 permet dans un premier temps la transmission des efforts vers le fond 105B du bac 105 de batteries 107. La présence des doigts de fixation 135 permet d’aider à la transmission des efforts. Ensuite, l’élément d’absorption de chocs 121 s’enfonce, de manière à absorber et amortir les chocs. Ainsi, la boîte déformable 123 va dans un premier temps absorber le choc C grâce à la déformation des éléments métalliques, donc de l’embouti 125, des cloisons transversales 127 et de la structure plate 113. Puis, dans un second temps, le bloc 129 en matériau alvéolé va amortir le choc. On remarque que, sur cette figure (non visible sur cette figure), le poteau n’endommage pas le bac 105 de batteries 107, en particulier les modules directement concernés par le choc, positionnés dans la batterie 107 située centralement au véhicule 101. Ainsi, l’énergie de sollicitation causée par le choc aux modules est réduite de 75%, par rapport à l’énergie produite sur les véhicules ne comprenant pas le renfort latéral 111 selon l’invention et montré à la figure 1. The post C side impact is caused at the batteries 107 of the vehicle 101. The post pushes the floor 103 and the longitudinal beam 109 of the corresponding sill, the beam 109 then coming into contact with the longitudinal reinforcement 111 according to the invention above. describe. During impact C, the flat structure 113 of the reinforcement 111 firstly allows the transmission of forces to the bottom 105B of the battery tray 105 107. The presence of the fixing fingers 135 helps in the transmission of forces. Then, the shock absorbing element 121 sinks, so as to absorb and dampen the shocks. Thus, the deformable box 123 will initially absorb the shock C thanks to the deformation of the metal elements, therefore of the stamped 125, of the partitions. transverse 127 and the flat structure 113. Then, in a second step, the block 129 of honeycomb material will absorb the shock. Note that, in this figure (not visible in this figure), the post does not damage the battery tray 105 107, in particular the modules directly affected by the impact, positioned in the battery 107 located centrally in the vehicle 101. Thus , the stress energy caused by the impact on the modules is reduced by 75%, compared to the energy produced on vehicles not comprising the lateral reinforcement 111 according to the invention and shown in FIG. 1.
De manière générale, les différents éléments constitutifs du renfort latéral 111 sont fixés ensemble par soudage, par collage ou à l’aide d’éléments de fixation (non montrés sur ces figures). Il est entendu que le renfort latéral 111 peut être retrouvé en plusieurs exemplaires dans un même véhicule 101 , à différentes positions entre chacune des poutres longitudinales 109 et le bac 105 des batteries 107. In general, the various components of the lateral reinforcement 111 are fixed together by welding, gluing or using fasteners (not shown in these figures). It is understood that the lateral reinforcement 111 can be found in several copies in the same vehicle 101, at different positions between each of the longitudinal beams 109 and the tray 105 of the batteries 107.

Claims

REVENDICATIONS
[Revendication 1.] Véhicule automobile (101) à traction électrique, comprenant :[Claim 1.] Motor vehicle (101) with electric traction, comprising:
- un plancher (103) ; - a floor (103);
- un bac (105) de batteries (107) d’accumulateurs d’énergie électrique pour la traction électrique, intégré dans le plancher (103) ; - a tray (105) of batteries (107) of electric energy accumulators for electric traction, integrated into the floor (103);
- deux poutres longitudinales (109) de bas de caisse, de part et d’autre du plancher (103) ; et - two longitudinal beams (109) of the sill, on either side of the floor (103); and
- au moins un renfort latéral (111) disposé entre le bac (105) et l’une des deux poutres longitudinales (109) de bas de caisse ; caractérisé en ce que l’au moins un renfort latéral (111) comprend : une structure plate (113) avec un bord intérieur (113B) adjacent au bac (105) à hauteur d’un fond (105B) dudit bac (105), et un bord extérieur (113C) adjacent à la poutre longitudinale (109) de bas de caisse correspondante ; et au moins un élément absorbeur de chocs (121 ) fixé sur une face supérieure (113A) de la structure plate (113). - at least one lateral reinforcement (111) disposed between the tray (105) and one of the two longitudinal beams (109) of the sill; characterized in that the at least one lateral reinforcement (111) comprises: a flat structure (113) with an interior edge (113B) adjacent to the tank (105) at the height of a bottom (105B) of said tank (105), and an outer edge (113C) adjacent to the corresponding longitudinal sill beam (109); and at least one shock absorbing element (121) fixed to an upper face (113A) of the flat structure (113).
[Revendication 2.] Véhicule automobile (101) selon la revendication 1 ; caractérisé en ce que la structure plate (113) comprend des nervures et/ou des chambres de rigidification (119) s’étendant transversalement au véhicule (101). [Claim 2.] A motor vehicle (101) according to claim 1; characterized in that the flat structure (113) comprises ribs and / or stiffening chambers (119) extending transversely to the vehicle (101).
[Revendication 3.] Véhicule automobile (101) selon la revendication 2 ; caractérisé en ce que la structure plate (113) comprend une première plaque (115) avec des ondulations transversales (115A) au véhicule (101 ) et une deuxième plaque (117) superposée et fixée à la première plaque (115), de manière à former les chambres de rigidification transversales (119). [Claim 3.] A motor vehicle (101) according to claim 2; characterized in that the flat structure (113) comprises a first plate (115) with corrugations (115A) transverse to the vehicle (101) and a second plate (117) superimposed and fixed to the first plate (115), so as to forming the transverse stiffening chambers (119).
[Revendication 4.] Véhicule automobile (101) selon l’une des revendications 1 à 3 ; caractérisé en ce que l’au moins un renfort latéral (111) comprend, en outre, des doigts de fixation (135) s’étendant transversalement au véhicule (101) depuis le bord intérieur (113B) de la structure plate (113) et s’engageant avec le bac (105). [Revendication 5.] Véhicule automobile (101) selon l’une des revendications 2 et 3, et selon la revendication 4 ; caractérisé en ce que chacun des doigts (135) est engagé dans une des chambres de rigidification (119). [Claim 4.] Motor vehicle (101) according to one of claims 1 to 3; characterized in that the at least one lateral reinforcement (111) further comprises fixing fingers (135) extending transversely to the vehicle (101) from the inner edge (113B) of the flat structure (113) and engaging with the tank (105). [Claim 5.] A motor vehicle (101) according to one of claims 2 and 3, and according to claim 4; characterized in that each of the fingers (135) is engaged in one of the stiffening chambers (119).
[Revendication 6.] Véhicule automobile (101) selon l’une des revendications 4 et 5 ; caractérisé en ce que chacun des doigts (135) est engagé dans une chambre de rigidification (105B.1) du fond (105B) du bac (105). [Revendication 7.] Véhicule automobile (101) selon l’une des revendications 1 à 6 ; caractérisé en ce que l’au moins un élément absorbeur de chocs (121 ) comprend une boîte déformable (123) adjacente à la poutre longitudinale (109) de bas de caisse correspondante. [Claim 6.] A motor vehicle (101) according to one of claims 4 and 5; characterized in that each of the fingers (135) is engaged in a stiffening chamber (105B.1) of the bottom (105B) of the tank (105). [Claim 7.] Motor vehicle (101) according to one of claims 1 to 6; characterized in that the at least one shock absorbing element (121) comprises a deformable box (123) adjacent to the corresponding longitudinal sill beam (109).
[Revendication 8.] Véhicule automobile (101) selon la revendication 7 ; caractérisé en ce que la boîte déformable (123) comprend un embouti (125) en forme de U avec une âme (125A) et deux semelles (125B, 125C), une desdites deux semelles (125B,[Claim 8.] A motor vehicle (101) according to claim 7; characterized in that the deformable box (123) comprises a U-shaped stamp (125) with a core (125A) and two flanges (125B, 125C), one of said two flanges (125B,
125C) étant contre la structure plate (113) et ladite âme (125A) étant contre la poutre longitudinale (109) de bas de caisse correspondante, et au moins une cloison transversale (127) au véhicule (101 ) et reliant lesdites deux semelles (125B, 125C). [Revendication 9.] Véhicule automobile (101) selon l’une des revendications 7 et 8 ; caractérisé en ce que l’au moins un élément absorbeur de chocs (121 ) comprend, en outre, un bloc (129) en matériau alvéolé adjacent à la boîte déformable (123). 125C) being against the flat structure (113) and said web (125A) being against the longitudinal beam (109) of the corresponding sill, and at least one transverse partition (127) to the vehicle (101) and connecting said two soles ( 125B, 125C). [Claim 9.] A motor vehicle (101) according to one of claims 7 and 8; characterized in that the at least one shock absorbing element (121) further comprises a block (129) of honeycomb material adjacent to the deformable box (123).
[Revendication 10.] Véhicule automobile (101) selon l’une des revendications 1 à 9 ; caractérisé en ce que l’au moins un élément absorbeur de chocs (121 ) comprend, en outre, une équerre (131) au bord intérieur (113B) de la structure plate (113), avec une première aile (131 A) fixée contre ladite structure plate (113) et une deuxième aile (131 B) fixée contre une paroi latérale (105A) du bac (105). [Claim 10.] Motor vehicle (101) according to one of claims 1 to 9; characterized in that the at least one shock absorbing element (121) further comprises a bracket (131) at the inner edge (113B) of the flat structure (113), with a first wing (131 A) secured against said flat structure (113) and a second wing (131 B) fixed against a side wall (105A) of the tank (105).
EP21722970.7A 2020-05-12 2021-04-07 Lateral reinforcement for a motor vehicle floor equipped with traction batteries Pending EP4149779A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR2004639A FR3110115B1 (en) 2020-05-12 2020-05-12 SIDE REINFORCEMENT FOR THE FLOOR OF A MOTOR VEHICLE EQUIPPED WITH TRACTION BATTERIES
PCT/FR2021/050610 WO2021229159A1 (en) 2020-05-12 2021-04-07 Lateral reinforcement for a motor vehicle floor equipped with traction batteries

Publications (1)

Publication Number Publication Date
EP4149779A1 true EP4149779A1 (en) 2023-03-22

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EP21722970.7A Pending EP4149779A1 (en) 2020-05-12 2021-04-07 Lateral reinforcement for a motor vehicle floor equipped with traction batteries

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EP (1) EP4149779A1 (en)
CN (1) CN115551730A (en)
FR (1) FR3110115B1 (en)
WO (1) WO2021229159A1 (en)

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US3579346A (en) 1968-03-25 1971-05-18 Eastman Kodak Co Silver halide emulsions with dyes containing a pyrylium nucleus joined to a pyrazole nucleus
FR2957888B1 (en) * 2010-03-29 2012-03-23 Renault Sa VEHICLE AND SUPPORT FOR ENERGY TANK
DE102011120960A1 (en) * 2011-10-20 2013-04-25 Volkswagen Ag Battery arrangement for use in vehicle, particularly electric vehicle, has traction battery, which is arranged below vehicle floor and is protected against side crash with lateral deformation elements
DE102013008428B4 (en) 2013-05-16 2017-05-18 Volkswagen Aktiengesellschaft Arrangement for storing at least one, arranged in a housing drive energy storage in a motor vehicle
DE102014224545A1 (en) * 2014-12-01 2016-06-02 Bayerische Motoren Werke Aktiengesellschaft Memory cell assembly for a motor vehicle and motor vehicle having such a memory cell assembly
FR3063458B1 (en) 2017-03-02 2021-07-30 Peugeot Citroen Automobiles Sa SIDE PROTECTION DEVICE FOR THE PROPULSION BATTERY OF A HYBRID OR ELECTRIC VEHICLE
FR3081799B1 (en) * 2018-05-29 2020-07-24 Psa Automobiles Sa ELECTRIC OR HYBRID TYPE AUTOMOTIVE VEHICLE WITH A FRAME RECEIVING BATTERIES

Also Published As

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FR3110115B1 (en) 2024-04-19
WO2021229159A1 (en) 2021-11-18
CN115551730A (en) 2022-12-30
FR3110115A1 (en) 2021-11-19

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