FR3129356A1 - CENTER CONSOLE BRACKET INCLUDING FUSE MEANS - Google Patents

Abstract

Shock-absorbing device (3) of a central console (2) of a motor vehicle (1), the shock-absorbing device (3) comprising an attachment zone (8) intended to be secured to the central console (2), and a fusibility zone (9) incorporating at least one fuse means extending substantially in a longitudinal direction, the shock absorber device (3) being configured so that a mechanical action of shock presenting a predetermined intensity and exerted in a transverse direction on the fusibility zone (9) causes a bending of the fuse means. Figure for abstract: [Fig. 2]

Description

CENTER CONSOLE BRACKET INCLUDING FUSE MEANS

The application relates to the technical field of vehicle interior equipment, and relates more particularly to a shock absorption device in a central console.

Throughout the application, the term "central console" is defined as the central element arranged within the passenger compartment, between the driver's seat and the passenger seat, generally in continuity with the dashboard of the vehicle.

Typically, a central console takes the form of a box, and includes control equipment that influences the movement of the vehicle, such as a gear lever or a handbrake, as well as instruments for comfort or driving pleasure. passenger compartment, for example the air conditioning control buttons, the on-board computer, or even an armrest or a device for storing or depositing a cup.

In order to limit the consequences of traffic accidents, all vehicles have been equipped for many years with active and passive safety equipment. Active safety corresponds to all the measures making it possible to prevent the occurrence of an automobile accident, and passive safety defines the measures implemented to protect passengers when the accident occurs. The invention relates more particularly to passive safety equipment.

Typically, dashboards and door panels are fitted with passive safety systems such as airbags, knee guides or even door absorbers (also called paddings). Such equipment is subject to crash tests, for example those carried out by the EuroNCAP organization (European New Car Assessment Program), which makes it possible to assess their effectiveness in terms of protecting the occupants of the vehicle in the event of an accident. Thus, during such crash tests, the vehicle is subjected to loads striking the vehicle, in several directions, so as to model, for example, a frontal or lateral impact that the vehicle would suffer during an accident.

Until very recently, due to their position far from the doors of the vehicle and the engine, the concern for protection against shocks was not focused on the central consoles. However, it has been found that during a side crash, the energy is transmitted to the entire vehicle and its contents. The occupants may thus be required to strike the center console, either due to the movement of the seat itself, or due to the sliding of the occupant relative to the seat. Furthermore, still in the example of a left side crash, the energy generated by the impact also has the effect of throwing the occupant of the driver's seat against the center console. Such an impact generates a percussive force N, which risks causing injury to the occupant, in particular at the hip.

In order to reduce the consequences of such a side impact, car manufacturers are now looking to find ways to avoid injury to a seat occupant when the latter is thrown against the center console.

Thus, the central console incorporates passive safety equipment making it possible to absorb in response to a striking force N a defined quantity of energy, the aim being to limit the value of such a striking force N. In this way, the value of the console's reaction force on the seat occupant is limited, reducing the risk of injury.

Safety standards make it possible to approve vehicles by guaranteeing maximum efforts not to be exceeded on impact dummies positioned in vehicles tested as replacements for occupants. In order to meet EuroNCAP approval and test requirements, car manufacturers translate such normative requirements into so-called “subsystems” or “components” specifications. These specifications stipulate that the percussive force N when expressed as a function of the displacement D must be located in a zone F, visible on the , also referred to as the “corridor of effort”. Such a force corridor is located between a minimum curve Nmini and a maximum force curve Nmaxi.

The minimum force curve Nmini defines the minimum force that the equipment must apply to the occupant or to the seat during the impact. Such a minimum limit is necessary to ensure progressive deceleration and to control the movement in space of the occupant or of the seat. Such a minimum curve Nmini is necessary, because the existence of a force is essential to limit the movement of the passenger and/or the seat following a side impact.

The maximum curve Nmaxi relates to a biomechanical tolerance combined with safety coefficients fixed during crash tests. In other words, if the impact force N is greater than the maximum curve Nmaxi, then the seat occupant risks being injured.

The safety element must therefore be designed so that the force applied to the occupant does not exceed the injury criteria, over the entire duration of the impact. It is known from the state of the art to attach to central consoles elements made of materials capable of absorbing shocks, such as foams, pockets or in a honeycomb structure. Such elements are often made of expanded polymer, for example expanded polypropylene (EPP), or polyurethane (PU).

Although widely used, such materials have limited effectiveness when subjected to compressive stress. Indeed, beyond a certain compression rate, generally 60%, the level of effort cannot be kept constant and the peak of effort generated exceeds the maximum curve Nmaxi of the effort corridor. In other words, to absorb such peaks, it is necessary to increase the thickness of the foam, which has negative consequences on the overall size and mass of the center console.

It is also known from the state of the art to use the plastic deformation properties of the structure of mechanical elements. Thus, US patent 10272949 B2 (FORD) describes the absorption of energy from a side impact via a sliding pin in a deformable slot. This document is limited to describing such a principle in the case of a battery support.

The invention proposes to remedy the aforementioned drawbacks.

A first object is to provide a shock absorbing device capable of limiting the value of a percussive force exerted on a central console.

A second object is to provide such a shock absorbing device of smaller size and weight than known devices.

A third object is to provide such a shock absorbing device, which when the vehicle is in normal operation, that is to say not undergoing an accidental shock, generates a sufficiently low level of vibrations not to impact the ease of use of the vehicle.

A fourth object is to provide such an easy-to-obtain shock absorbing device.

A fifth object is to provide a central console provided with such a shock absorption device.

A sixth object is to provide a motor vehicle comprising such a shock absorption device.

Firstly, a shock absorption device for a central console of a motor vehicle is proposed, the shock absorption device comprising an attachment zone intended to be secured to the central console, and a fuse zone incorporating at least one fuse means extending substantially in a longitudinal direction, the shock absorbing device being configured so that a mechanical impact action having a predetermined intensity and exerted in a transverse direction on the fuse zone causes a bending.

Such a shock absorption device makes it possible in a simple way to dampen, to absorb the force exerted by the body on the central console. Such a shock absorption device is easy to manufacture and to mount on the central console. In addition, it does not generate additional vibrations to the console during normal use of the vehicle.

Advantageously, the shock-absorbing device comprises a fusibility zone attached to an attachment zone.

Advantageously, the shock-absorbing device comprises an attachment zone intended to allow the attachment of the shock-absorbing device to the central console, a fusible means integrating at least one tab extending projecting from the attachment zone, the at least one tongue comprising a connecting part attached to the fixing zone, and a free contact part.

Advantageously, the fusible means comprises tongues of the same material.

Advantageously, the fusible means comprises a first tongue and a second tongue, the first tongue and the second tongue are made of two different materials

Advantageously, the tongue comprises a rod arranged between the connecting part and the contact part, the contact part defining an outline forming, along a horizontal plane, a lobe having a width greater than the width of the rod.

Advantageously, the fuse means comprises at least one weakening portion having a lower mechanical strength than the rest of the fuse means.

Advantageously, the weakening portion incorporates at least one constriction on the fusible means.

Advantageously, the weakening portion comprises at least one restriction.

Advantageously, the lobe comprises a first face and a second face, arranged on either side of a front face, the first face and/or the second face includes a protrusion.

Advantageously, the shock absorbing device comprises at least one first fuse means placed next to a second fuse means, the fuse means being positioned so that when the fuse zone undergoes the mechanical action of a shock, the first fuse means undergoes bending causing the second fuse means to bend.

Secondly, a central console is proposed, including the above shock absorption device.

Thirdly, a motor vehicle is proposed, comprising a central console.

Other characteristics and advantages of the invention will appear more clearly and concretely on reading the following description of embodiments, which is made with reference to the appended drawings in which:

represents a schematic view of a graph illustrating the percussive force exerted on a console, as a function of the displacement of a body, the percussive force being included in a force corridor,

represents a schematic top view of a vehicle comprising a central console provided with a shock absorption device,

represents a schematic view in perspective, and semi-transparent of a central console, partially represented provided with a shock absorption device,

shows a schematic perspective view of a shock absorber device,

To represent a schematic top view of different embodiments of a tab,

represents a partial top schematic view of a shock absorption device following the exercise of a mechanical shock action,

represents a schematic view of a graph illustrating the percussive force exerted on a console provided with the shock absorption device, as a function of the displacement of a body.

We refer to the representing a general view of a motor vehicle 1 provided with a central console 2 comprising a shock absorption device 3. Such a central console 2 is intended to be integrated for example between a driver's seat 4 and a passenger seat 5.

The shock absorption device 3 makes it possible to limit the impact force N exerted by a body, for example the body of an occupant (not shown) of a front seat 4, 5, or else a front seat 4, 5 on the center console 2, in response to a side impact on vehicle 1.

As can be observed on the , the central console 2 comprises for example a first side 6 and a second side 7, advantageously interconnected. Such flanks 6, 7 form a housing space, that is to say a volume to receive, for example, mechanical components, such as the shock absorption device 3.

Advantageously, the sides 6, 7 are parallel, and each face the driver's seat 4 or the passenger seat 5 respectively. Also, when the vehicle 1 suffers a side impact, a body strikes one of the sides 6, 7.

The sidewalls 6, 7 are advantageously made of thermoplastic material, and for example obtained by means of an injection molding process.

Reference is now made to FIGS. 3 to 5 and 10 illustrating an example of shock absorption device 3.

The shock absorbing device 3 comprises an attachment zone 8 and a fusibility zone 9.

Advantageously, the shock absorption device 3 is in one piece. In this way, the number of coins to be used is limited.

The shock absorption device 3 is secured to the console 2 for example by being added. In some embodiments, the shock-absorbing device 3 is attached to the console 2 using assembly means such as clipping, gluing, or else by a welding process (for example vibration welding).

As can be seen more particularly in Figures 4 and 5, the attachment zone 8 is in the form of a solid surface 10, provided with ribs 11. In this way, such an attachment zone 8 has greater rigidity to the fusibility zone 9. Also, during a side impact, the attachment zone 8 remains intact, whereas the fusibility zone 9 undergoes destruction. In addition, the attachment of the shock absorption device 3 to the central console 2 is robust, avoiding any risk of the occurrence of undesirable vibrations.

Advantageously, the attachment zone 8 comprises two wings 12 on either side of the solid surface 10. The wings 12 allow for example the attachment of the shock absorbing device 3 to each of the sides 6, 7 of the central console 2. Such attachment is easily achievable, for example by complementarity of shape between the wings 12 of the shock absorbing device 3, and the sides 6, 7.

Advantageously, the fixing zone 8 comprises fixing locations, such as holes 13 allowing the insertion of positioning screws (not shown).

Fusibility zone 9 comprises at least one fuse means, and preferably a plurality of fuse means.

Advantageously, the fusibility zone 9 comprises a shock surface or impactor 14, opposite the fusibility zone 9. The impactor 14 is intended to break, to separate from the shock absorption device 3 following exercise of a percussive force N on the fusibility zone 9. Such a situation is represented on the , and is described later in this text.

In all of the embodiments shown, a fusible means comprises at least one tongue 15.

Such a tab 15 is ideally made of the same material as the attachment zone 8, for example the same thermoplastic.

In other embodiments, a tab 15 is made of a different material from the attachment zone 8.

In the embodiments shown, all of the tongues 15 are identical, which facilitates the design of the shock absorber device 3, but in other embodiments, the fusibility zone 9 comprises tongues 15 having structures, different shapes.

The tongues are advantageously all made of the same material, but in alternative embodiments, a first tongue 151 is made of a first material, and a second tongue 152 is made of a second material different from the first material.

Advantageously, a tongue 15, when observed across the center console 2, offers a substantially linear shape. Thus, such a shape makes it possible to position several tabs 15 side by side in a reduced space. In this way, and as seen later in the description, an absorption effect is increased by acting on a chain break of the juxtaposed tabs 15.

One defines with respect to the shock absorption device 3 an orthogonal reference XYZ forming a direct trihedron, comprising three perpendicular axes two by two, namely:

- an X axis, defining a longitudinal, horizontal direction, coincident with the main direction of extension of the tongue 15,

- a Y axis, defining a transverse, horizontal direction, which with the XY axis defines a horizontal XY plane,

- a Z axis, defining a vertical direction, perpendicular to the horizontal XY plane.

Advantageously, tongue 15 projects from attachment zone 8 in a substantially longitudinal direction. Thus, in such a configuration, the tab 15 is connected to the attachment zone 8 via a connection part 16.

Advantageously, the tab 15 comprises, opposite the connecting part 16, a contact part 17 which is free, that is to say connected to no mechanical component. In other words, the tab 15 can be modeled from a mechanical point of view as an embedded beam.

In order to be able to be sufficiently rigid to limit any parasitic vibration, a source of discomfort for the occupants of the vehicle, at least one tab 15, and preferably all of the tabs 15, have a distance in the direction Z that is large enough for the resistance to mechanical rupture is sufficient, in particular to respect the static and vibratory criteria included in the specifications. Such a distance can be determined by carrying out in situ tests.

Advantageously, the tongue 15 comprises a rod 18, for example having a rectangular section along a transverse plane.

The rod 18 is advantageously arranged between the connecting part 16 and the contact part 17. In this way, the tabs 15 have less bulk. Furthermore, a shape with a rectangular section makes it possible to juxtapose several tabs 15 next to each other, and as specified later in the present description, to take advantage of a chain break of the tabs 15 to increase the absorption of energy linked to a side impact in a transverse direction.

Advantageously, the rod 18 comprises a first side 19, and a second side 20, on either side of a fictitious axis passing through a fictitious average surface of the rod 18, preferably coinciding with an XZ plane.

Advantageously, the tongue 15 comprises a weakening portion 21 having a lower mechanical strength than the rest of the tongue 15, in particular of the rod 18, of the connecting part 16, and of the contact part 17. In this way, a rupture of the tongue 15 under the action of a mechanical action is localized at the level of the weakening portion 21. Such a weakening portion 21 is also the place where a bending of the tongue 15 occurs when the fuse zone 9 is subjected to mechanical stress.

Advantageously, the weakening portion is arranged on the rod, which makes it possible to preserve the integrity of the connection part 16 and of the contact part 17 when a percussive force N is exerted on the fusibility zone 9.

Advantageously, the contact part 17 defines an outline forming, along a horizontal plane, a lobe 22 having a width greater than the rest of the tongue 15. Such a lobe 22 makes it possible to define a clashing distance D between a first tongue 151 and a second tongue 152 juxtaposed, that is to say placed side by side. Thus, it is possible to define the deflection that a first tongue 151 can traverse before coming into contact with a second tongue 152 directly next to it, and thus define the stiffness of the absorption formed by the fusibility zone 9.

As can be observed in FIGS. 6 to 9, the lobe 22 successively comprises a first face 23, a front face 24 and a second face 25. The front face 24 is arranged between the first face 23 and the second face 25, and ends the contact part 17.

Although this is not limiting in itself, the first face 23, the front face 24 and the second face 25 form planes. In this way, the tabs 15 can be positioned side by side with limited space.

Advantageously, the first face 23 and the second face 25 are mutually symmetrical with respect to a fictitious vertical plane passing through the middle of the front face 24.

In the embodiment shown in Figures 3 to 5 and 10, the first face 23 and the second face 25 both extend in a vertical plane XZ. In other words, the first face 23 and the second face 25 are mutually parallel.

In other embodiments, the first face 23 and the second face 25 belong to secant planes relative to each other.

In other embodiments shown , the first face 23 and the second face 25 are arranged asymmetrically with respect to a fictitious vertical plane passing through the middle of the front face 24. In this way, it is possible to have a breaking dynamic of the tabs 15 having different stiffnesses depending on the direction in which the side impact takes place.

In embodiments shown in the , the first face 23 or the second face comprise at least one protrusion 26, for example of rounded shape. Thus, such a characteristic makes it possible to have a breaking dynamic of the tabs 15 having different stiffnesses depending on the direction in which the side impact occurs.

When this is mechanically possible, it is possible to envisage combining the different types of geometries for the lobe 22. Thus, in some embodiments, the lobe 22 comprises a first face 23 and a second face 25 which are asymmetrical, the first face 23 being provided with of a protuberance 26.

Without this being limiting, the front face 24 extends in a transverse plane YZ, which makes it possible to limit the size of the contact part 17, and thus the size of the shock absorption device 3.

The different types of weakening portions 21 are described more precisely with reference to Figures 6 to 9.

Advantageously, a weakening portion 21 comprises at least one restriction 27 made on a first side and/or a second side of the tongue 15.

In the illustrated embodiments 6, 7 and 9, the restriction 27 has a circular outline when projected on a horizontal plane XY.

In the embodiment shown in Figures 7 and 9, the weakening portion 21 comprises two restrictions 27, each of the restrictions 27 being arranged on both sides 19, 20.

In the embodiment shown in the , the weakening portion 21 comprises four restrictions 27, two restrictions 27 being arranged on both sides 19, 20 of the tongue 15.

In embodiments not shown, the sides 19, 20 each have three restrictions 27 or even more, which makes it possible to reduce the rigidity of a tongue 15.

Thus, the choice of the number of restriction 27, as well as the shape of the restriction 27 makes it possible to adjust the ductility of the tongue 15, and thus to influence the stiffness of the fusibility zone 9, independently of the material chosen for the tab 15.

Commonly to the embodiments represented above, the position of a restriction 27 along the tongue 15, for example at the level of the rod 18 can be varied. Thus, a restriction 27 can be positioned closer to the lobe 22, or closer to the connecting part 16, which has an influence on the maximum deflection that can be reached by the tongue 15 before rupture. In this way, it is possible to act on the stiffness of the fusibility zone 9.

It is also possible to have a different number of restrictions 27 between the first side 19 and the second side 20, making it possible to have a different rigidity according to the direction of flexion of the tongue 15.

In the embodiment shown in the , the weakening portion 21 comprises a constriction 28, that is to say that the sides 19, 20 of the tongue 15 have a concave shape. In this way, the location of the break occurs at the location of the weakest section, and the rod 18 has an increased overall stiffness.

An example of the behavior of the shock absorber device 3 will now be described with reference to the , and at the .

This is the case where, following an accident causing a side impact, a front passenger is thrown against the side of the center console. The passenger thus exerts on the central console 2, in particular on the fusibility zone 9, a percussive force N in the transverse direction, which propagates against the shock absorption device 3 and which causes at least a deformation of the impactor 14 , or when the striking force N is greater, a rupture of the impactor 14. The bending, whether or not accompanied by the rupture of the impactor 14, has the effect that the tongues 15 bend, and come into bending in a chain , that is, one after the other.

As can be seen on the , the impact force N is measured as a function of the displacement of the passenger's body. Thus, once a rupture value of the impactor 14 has been exceeded, a curve is observed alternating local maximums, called force peaks P1, P2, P3, P4 and local minimums called force troughs C1, C2, C3, C4.

Thus, the first force peak P1 corresponds to the moment when a first tongue 151 begins to break at the level of the weakening portion 21, explaining the subsequent decrease in the curve to the first trough C1. Such a first hollow C1 represents the moment when the first tongue 151 meets a second tongue 152, which enters into bending up to the second peak P2, marking the start of the rupture of the weakening portion 21 of the second tongue 152.

Advantageously, the force peaks P1, P2, P3, P4 and force troughs C1, C2, C3, C4 are located in the force corridor, that is to say that the force peaks P1, P2, P3, P4 are located below the maximum curve Nmaxi, and the force dips C1, C2, C3, C4 above the minimum curve Nmini. The values of the force peaks P1, P2, P3, P4 and the troughs C1, C2, C3, C4 increase as the displacement progresses. Such values are predefined, and adaptable by varying the structural characteristics as described above.

The shock absorption device 3 as described offers many advantages in particular:

• the fact of being one-piece, avoiding the integration of separate additional parts requiring assembly operations in the factory, without the energy absorption function being affected,
• a limited size and weight, making it invisible and out of reach of the user of vehicle 1,
• as well as a possibility of adapting the striking force N by simple constructive measures to implement.

Claims (13)

Shock-absorbing device (3) of a central console (2) of a motor vehicle (1), the shock-absorbing device (3) comprising an attachment zone (8) intended to be secured to the central console (2), and a fusibility zone (9) incorporating at least one fuse means extending substantially along a longitudinal direction, the shock absorbing device (3) being configured so that a mechanical shock action ( N) having a predetermined intensity and exerted in a transverse direction on the fusibility zone (9) causes a bending of the fuse means. Shock absorbing device (3) according to the preceding claim, characterized in that it comprises a fusibility zone (9) attached to a fixing zone (8). Shock absorption device (3) according to the preceding claim, characterized in that it comprises an attachment zone (8) intended to allow the attachment of the shock absorption device (3) to the central console (2) , a fusible means incorporating at least one tongue (15) projecting from the attachment zone (8), the at least one tongue (15) comprising a connection part (16) attached to the attachment zone (8 ), and a contact part (17), free. Shock absorbing device (3) according to any one of the preceding claims, characterized in that the fusible means comprises tongues (15, 151, 152) of the same material. Shock absorbing device (3) according to any one of Claims 1 to 3, characterized in that the fusible means comprises at least a first tongue (151) and a second tongue (151), the first tongue (151) and the second tab (152) are made of two different materials. Shock absorbing device (3) according to the preceding claim, characterized in that a tongue (15) comprises a rod (18) arranged between the connecting part (16) and the contact part (17), the contact (17) defining an outline forming along a horizontal plane a lobe (22) having a width greater than the width of the rod (18). Shock absorbing device (3) according to any one of the preceding claims, characterized in that the fusible means comprises at least one weakening portion (21) having a lower mechanical resistance than the rest of the fusible means (15). Shock absorbing device (3) according to the preceding claim, characterized in that the weakening portion (21) incorporates at least one constriction on the fusible means. Shock absorbing device (3) according to claim 7 or 8, characterized in that the weakening portion (21) comprises at least one restriction (27). Shock absorbing device (3) according to Claim 6 or any one of Claims 7 to 9 in combination with Claim 6,characterized in thatthe lobe (22) comprises a first face (23) and a second face (25), arranged on either side of a front face (24), the first face (23) and/or the second face (25 ) includes a protrusion (26). Shock absorbing device (3) according to any one of the preceding claims, characterized in that it comprises at least one first fuse means (151) placed next to a second fuse means (152), the fuse means (151, 152) being positioned so that when the fusibility zone (9) undergoes the mechanical impact action, the first fuse means (151) undergoes bending causing the second fuse means (152) to bend. Central console (2) of a motor vehicle (1) comprising a shock absorbing device (3) according to any one of the preceding claims. Motor vehicle (1), comprising a central console (2) according to claim 12.