FR2877901A1 - Safety device mounted in passenger compartment of motor vehicle, has guide boxes secured to structural portion of motor vehicle, that have elongate orifices extending transversely relative to rectilinear portions of curved bars - Google Patents

Abstract

The device has curved bars (1,1') having rectilinear portions (7), that are moved from retracted position to a deployed position during vehicle roll over. The guide boxes (10) secured to the structural portion of the motor vehicle, have elongate orifices extending substantially transversely relative to rectilinear portions of curved bars, for receiving the rectilinear portions. Independent claims are also included for the following: (1) motor vehicle; and (2) vehicle assembly method.

Description

The invention relates to a safety device in case of reversal of a

  vehicle, and in particular such a device comprising at least two curved bars, each curved bar having a first and a second end, said bars being movable in case of reversal of the

  vehicle, from an erased position to an extended position.

  In particular, such a device is intended for motor vehicles of convertible cabriolet type in which the roof, made in several parts, can be either above the passenger compartment covered configuration, or stored in the luggage compartment in convertible configuration .

  In these vehicles, it is essential to have a luggage compartment of maximum volume for storage including roof elements.

  Document FR-0451302 already known, a safety device whose various components are arranged so that the device is compact, and is arranged in the upper part of the luggage compartment, which allows to benefit from a large storage length inside the compartment.

  The invention aims to improve a device of this type, by providing a safety device in which the geometry of the bars is provided to optimize the storage volume inside the luggage compartment.

  For this purpose, and according to a first aspect, the subject of the invention is a safety device in the event of overturning a vehicle, comprising at least two curved bars, each curved bar having a first and a second end, a first portion of the bar leaving the first end, and a second portion of the bar starting from the second end, said bars being movable in the event of overturning the vehicle, from an erased position to an extended position, the first ends of said bars being hinged a support, wherein the second portion of each bar is substantially rectilinear, and comprising at least two guide housings, each housing being provided with an elongate orifice for receiving said second portion, said orifice extending substantially transversely relative to said second portion, said housing being intended to be integral with a portion of vehicle structure.

  Such a device has the advantage of saving space, this space can be advantageously used to store retractable roof elements, or as additional storage space in the trunk of the vehicle. This also simplifies manufacturing by avoiding superfluous bending, and thus reduce the cost of the device.

  According to one embodiment, the device further comprises: a prestressing system for the deployment of each bar; a trigger system activated in case of overturning of the vehicle; at least one locking member which maintains the preload and is released by the trigger system thus releasing each bar from its erased position; at least two anti-return systems each disposed between the second end of each bar and a structural portion of the vehicle to prevent removal of the bar when the latter is in the deployed position.

  Each non-return system may be a ratchet system and, in particular, each ratchet system is disposed inside the corresponding bar, in the vicinity of the second end of said bar, each ratchet system being arranged to cooperate with elements of complementary shape integral with a structural part of the vehicle.

  According to one embodiment, the first end of each bar is articulated on a common central plate, so that said two bars each extend on one side of said plate, from one of the faces of said plate, and substantially symmetrically with respect to a plane, a device for controlling the locking and the release of each bar being provided on the same face of said plate, said articulation being provided by a bearing comprising a fixed part integral with the plate and a moving part. integral with the first end of the bar, the plate being intended to be fixed on a structural element of the vehicle.

  In particular, the mobile part of the bearing comprises a shaped element which cooperates with the locking member of the locking system so as: - firstly to immobilize the bent bars in their erased position and prestressing by engagement of the locking member with the shaped member; - on the other hand, releasing the bent bars by disengagement of the locking member from the shaped member.

  According to a second aspect, the subject of the invention is a motor vehicle comprising a structural element and at least one such safety device, said device comprising two guiding casings, each casing being situated on one of the sides of the vehicle and being integral with a portion of said structural member.

  According to one embodiment, the two guide boxes are interconnected by a connecting element which also supports the plate.

  In particular, the assembly comprising the safety device and the connecting element is fixed on the structural element.

  According to a third aspect, the subject of the invention is a method of mounting such a vehicle which, in a first step, provides for the assembly of an assembly comprising the safety device and the connecting element and, in a second step, mounting said assembly on said structural element.

  A particular embodiment of the invention will now be described by way of nonlimiting example, with reference to the appended diagrammatic drawings in which: FIG. 1 is a rear and perspective view of a safety device for a motor vehicle, comprising: two roll bars, the device being integrated into the passenger compartment of a motor vehicle; Figures 2a and 2b are front views of one side of the device of Figure 1, the hoop being shown respectively in the erased position (Figure 2a) and in the extended position (Figure 2b); Figure 3 is an exploded view of the various elements forming one side of the security device of Figure 1; Fig. 4 is an enlarged sectional view of the guide housing and ratchet system taken along line A-A of Fig. 2b; Figure 5 is a sectional view along the line B-B of Figure 4; Figure 6 is a top view in section along the line VI-VI of Figure 7 of the control assembly of the hoops; Figure 7 is a sectional view along the line VII-VII of Figure 6; Figure 8 is a sectional view along line VIII-VIII of Figure 6; Figure 9 is a sectional view along the line IX-IX of Figure 6; Figures 10a and 10b are perspective views respectively rear and front of the safety device when it is in the form of a pre-assembled module ready to be mounted in the passenger compartment of the vehicle.

  FIG. 1 shows two safety bars 1 and 1 ', each consisting of a bent bar, or bent tube, forming two branches 2, 3 and 2', 3 'respectively.

  The hoops 1 and 1 'are articulated symmetrically along two opposite edges 30 of a face of a plate 4. The two hoops being symmetrical, it will now describe only the hoop 1 and what concerns it.

  The arm 3 of the bow 1 has its free end, or first end 5, articulated at 5 on the plate 4 to pivot in its plane relative to this plate.

  The portion of bar 7 located between the second end 8 of the bar 2 and the bent portion 9 is of substantially straight shape. Figure 2a compares the size of the bar in which the portion starting from the second end is straight, and that of a bar in which the same portion is curved, shown in phantom. It is apparent that the curvature of the bar implies that it projects towards the interior of the vehicle, which causes a loss of space represented by the distance D. Moreover, the guide housing 10 of the bar is integral with a part of the structure of the vehicle, and is provided with an elongate orifice 11 intended to receive the rectilinear portion 7 of the bar 2, the orifice 11 extending substantially transversely with respect to the rectilinear bar portion, according to the direction X. As shown in Figures 1 to 5, there is now described the ratchet system which contributes to form the anti-return system. This system is disposed inside the bar 2, in the vicinity of its second end 8.

  The ratchet system comprises teeth 12 formed on the pawls 13, these teeth cooperating with notches 14 which are formed on plates 15. Two plates 15 of substantially rectangular shape are provided on either side of the bar 2, so that the teeth of each plate 15 face the periphery of the bar 2.

  The plates 15 extend in two parallel planes and substantially perpendicular to the Y axis of advance of the vehicle. These plates 15 are fixed inside the guide housing 10.

  The ratchet system (see Figure 3) comprises a support 16, a portion 17 of cylindrical shape is intended to be introduced into the second end 8 of the bar 2. The cylindrical portion 17 comprises two orifices 18 receiving an axis 19 which serves as articulation with the two pawls 13. The internal part of the cylindrical portion 17 is recessed so as to form two parallel flats serving as support for the external faces of the pawls 13. Thus, the two catches 13 are inserted between the two flats 20, which makes it possible to ensure satisfactorily the guiding and the lateral maintenance of the pawls 13.

  The ratchet system also comprises a V-shaped leaf spring 21. Each pawl 13 comprises, opposite the teeth 12, an end 22 formed of an L-shaped finger. The small branch of the L is inserted in a recess 23 formed at the end of the wings of the leaf spring 21. In this way, in operation, the two pawls 13 are pushed outwardly of the bar 2 under the action of the leaf spring 21. The teeth 12 pawls 13 pass through two oblong holes 24 made in the vicinity of the second end 8 of the bar 2, so that the teeth 12 protrude from the periphery of the bar 2.

  As shown, the hinge pin 19 further allows the ratchet system to be attached to the end of the bar 2. Alternatively, it can be provided that the cylindrical portion 17 of the support 16 is forcibly mounted to the inside the bar 2, the entire ratchet system having been assembled beforehand.

  Figures 4 and 5 show the three teeth 12 of each pawl 13 engaged in the three notches 14 of complementary shape formed on the plates 15, the bar 2 being, as shown in Figure 2b, in the deployed position. It should be noted that, when a trial operation of the device is performed, the unlocking of the pawls 13 can be performed simply by manually pushing the fingers 22 of the two pawls 13 against each other, in order to disengage the pawls 13 platelets 15, which then allows to fold the bar 2 to its erased position (Figure 2a).

  In addition, it is expected that the width of the wafers 15 is greater than the thickness of the teeth 12 of the pawls 13, so that the pawls 13 can have the full width of the wafers 15 to come to lock on the teeth of the wafers 15. Such an arrangement makes it possible to absorb a certain inaccuracy, resulting from the manufacturing and assembly tolerances, in the relative position of the plates 15 with respect to the pawls 13. Consequently, the rectilinear shape of the portion 7 of bar 2 and the ratchet system can freely debate between the plates 15. It is therefore not necessary to provide a functional tolerance in the direction X. Moreover, the fact that the pawls 13 are articulated on the bar and can debate in the Y direction allows to absorb certain differences in position of the bar relative to the plates 15.

  These two characteristics make it possible to accept manufacturing tolerances and assembly quite wide, which contributes to simplify the realization of the device. In addition, these features make it possible to eliminate the risk of jamming during the deployment of the bar, since it does not encounter obstacles in the X direction, and can play freely in the Y direction by tilting the pawls 13.

  Furthermore, the plates 15 are arranged on either side of the bar 2 so that their respective teeth, which are substantially rectilinear in shape, extend perpendicularly to the axis of the straight portion 7 of the bar 2 when it is in the deployed position (Figure 2b). Thus, in case of overturning of the vehicle, the component of the forces acting in the axis of the rectilinear portion 7 of the bar 2 acts, via the teeth 12 of the pawls 13, on the teeth faces of the plates 15 which are perpendicular.

  The three arrows referenced C1, C2, C3 in FIG. 2b represent the evolution of the force acting on the bar during the overturning of the vehicle, when the latter pivots about the Y axis, in the opposite direction of the needles. of a watch. The arrow C1 represents the force acting on the bar when the vehicle is still on the side, the arrow C2 represents the force when the vehicle is in an intermediate position, the arrow C3 represents the force when the vehicle has rotated 180 degrees.

  The device according to the invention thus optimally absorbs the forces acting on the bar during the overturning of the vehicle, distributing them both on the bearing 25 of the plate 4 and on the ratchet system.

  Indeed, as the vehicle reverses, the force acting on the bar is essentially absorbed by the bearing (arrow Cl), then it is divided between the bearing and the ratchet system (arrow C2), and finally it is absorbed essentially by the ratchet system (arrow C3). In this way, the components of the forces acting on the first and second bar portions act essentially in compression, which makes it possible to optimize the crush resistance of the bar with respect to these forces, during the overturning of the vehicle. And the rectilinear shape of the second bar portion avoids buckling stresses that inevitably appear in curved bars. This arrangement improves the crush resistance of the device.

  Reference will now be made to FIGS. 6 to 9 which illustrate the control members of the rollbars.

  The free end is fixed to a tube 26 engaged in the tubular part 25 forming a bearing of the plate 4. A preload spring 27 is disposed between the tube 26 and the tubular part 25, one of its ends being fixed to the tube 26 and its other end being fixed to the tubular portion 25. The spring is prestressed when the hoop is in its erased position.

  The end of the tube 26 protruding from the tubular portion 25 has a notch 28, within which is engageable a locking finger 29 to maintain the hoop in the erased position.

  The locking finger 29 is part of a control part 30 engaged in a guide piece 31 integral with the plate 4. A control cam 32 extends from the piece 30 substantially perpendicularly to the plate 4.

  The control cam 32 is arranged to cooperate with a locking control fork 33 mounted at the free end of a U-shaped rod 34 of a control cylinder 35. The locking fork 33 is guided by grooves 36 formed in the outer wall of the tubular portions 25.

  Finally, a spring 37 recalls the locking pieces 30, 30 'against the action of the locking fork 33.

  When the hoops are to be deployed, the jack 35 pushes the locking fork 33 so that the cams 32, 32 'cause the parts 30, 30' to slide in the guide piece 31. It follows that the locking fingers 29, 29 'come out of the notch 28 and the springs 27, 27' cause rotation of the arches and therefore their deployment.

  The control assembly which has just been described has the advantage of being very compact. The locking is performed directly between the tube 26 and the tubular portion 25 bearing. In addition, the prestress spring 27 is arranged in the bearing.

  On the other hand, the plate 4 supports both bearings so that one can use a single cylinder 35, which has the advantage of lowering the cost of the assembly.

  The plate 4 also incorporates the prestressing, locking and triggering functions.

  FIGS. 10a and 10b show a safety device according to the invention, comprising two guide boxes 10, each box being intended to be located on one of the sides of the vehicle, being integral with a part of the element of vehicle structure. The two guide housings are interconnected by a transverse connecting element 38 and substantially horizontal, which also supports the plate 4. This assembly comprising the safety device and the connecting element can advantageously be pre-assembled, so as to forming a module whose mounting on the structural element in the passenger compartment of the vehicle is easy.

Claims (12)

  A rollover safety device comprising at least two curved bars (1, 1 '), each curved bar having first and second ends, a first portion of the bar extending from the first end ( 5), and a second portion (7) of the bar extending from the second end (8), said bars (1, 1 ') being displaceable in the event of the vehicle overturning, from an erased position to an extended position, the first ends (5) of said bars being hinged to a support, said device being characterized in that the second portion (7) of each bar is substantially rectilinear, and in that it comprises at least two guide housings (10), each housing being provided with an elongate orifice (18) for receiving said second portion (7), said orifice (18) extending substantially transversely with respect to said second portion (7), said housing being designed to be integral with a structural part of the vehicle.   2. Device according to claim 1, characterized in that it further comprises: a prestressing system for the deployment of each bar; a trigger system activated in case of overturning of the vehicle; at least one locking member (29) which maintains the prestressing and which is released by means of the triggering system thus releasing each bar from its erased position; at least two anti-return systems each disposed between the second end (8) of each bar and a structural portion of the vehicle to prevent withdrawal of the bar when the latter is in the deployed position.   3. Device according to claim 2, characterized in that each anti-3o return system is a ratchet system.   4. Device according to claim 3, characterized in that each ratchet system is disposed within the corresponding bar (1, 1 '), in the vicinity of the second end (8) of said bar, each ratchet system being arranged to cooperate with elements of complementary shape integral with a structural part of the vehicle.   5. Device according to claim 4, characterized in that said complementary shaped elements are formed on plates (15) fixed inside the guide housing (10).   6. Device according to claim 5, characterized in that said complementary shaped elements consist of notches (14) arranged to cooperate with teeth (12) formed on the pawls (13).   7. Device according to any one of claims 1 to 6, characterized in that the first end (5) of each bar is articulated on a common central plate (4), so that said two bars each extend from a side of said platen, from one of the faces of said platen, and substantially symmetrically with respect to a plane, a device for controlling the locking and the release of each bar being provided on the same face of said platen, said hinge being made by a bearing comprising a fixed part integral with the plate and a movable part integral with the first end of the bar, the plate being intended to be fixed on a structural element of the vehicle.   8. Device according to claim 7, characterized in that the movable part of the bearing comprises a shaped element (28) which cooperates with the locking member (29, 29 ') of the locking system so: - a to immobilize the bent bars (1, 1 ') in their erased and preloaded position by engagement of the locking member with the shaped member; - on the other hand, to release the bent bars by disengaging the locking member of the shaped element.   9. Motor vehicle comprising a structural element and at least one safety device according to any one of claims 1 to 8, characterized in that said device comprises two guide housings (10), each housing (10) being located on one side of the vehicle and being secured to a portion of said structural member.   10. Motor vehicle according to claim 9, when dependent on claim 7 or claim 8, characterized in that the two guide boxes (10) are interconnected by a connecting element (38) which also supports the plate (4).   11. Motor vehicle according to claim 10, characterized in that the assembly comprising the safety device and the connecting element (38) is fixed on the structural element.   12. A method of mounting a vehicle according to claim 10 or 11, characterized in that it provides, in a first step, the assembly of an assembly comprising the safety device and the connecting element (38). then, in a second step, mounting said assembly on said structural element.