FR3136738A1 - STRUCTURE OF REAR PART OF MOTOR VEHICLE BODY AND VEHICLE COMPRISING SUCH A STRUCTURE - Google Patents

Abstract

The invention relates to a rear body part structure for a motor vehicle, said structure comprising at least two side members (30), each of the side members (30) having an elongated shape and comprising one end configured to be connected to a beam of the bumper. shocks, characterized in that said structure comprises at least two reinforcements (40), each of said reinforcements (40) being fixed on one of said spars (30), said at least one reinforcement (40) of each spar (30) comprising two parts (42 and 44):- a first part (42), on the one hand, fixed on a first face (30b) of said spar (30) and, on the other hand, configured to limit the vertical deformation of the spar (30) during an impact; - a second part (44), on the one hand, fixed on a second face (30c) of said spar (30) and, on the other hand, configured to be connected to a train suspension element back. Figure to be published with the abstract: Fig. 8

Description

STRUCTURE OF REAR PART OF MOTOR VEHICLE BODY AND VEHICLE COMPRISING SUCH A STRUCTURE

The present invention relates to the structures of the rear part of the body of a motor vehicle comprising side members and stringers, and relates more particularly to the deformation of the side members during an impact.

Indeed, the structure of the rear body part of a motor vehicle generally comprises several hollow metal beams such as rocker rails, side members, stretchers, crossmembers, etc.

There are generally two rear longitudinal beams which are configured to support a rear vehicle floor, these beams are commonly called stringers and extend along the longitudinal axis of the vehicle. The respective rear ends of said side members are generally connected to the beam of the rear bumper of the vehicle.
In addition, the spars are generally made up of one or more profiles which may present a certain fragility, particularly during a severe rear impact.

Spars are of course present in thermal vehicles, in electric vehicles, in particular of the BEV type for the English acronym “Battery Electric Vehicle”, equipped with an electric motor, and in hybrid vehicles, in particular of the PHEV type, for the English acronym “Plug-in Hybrid Electric”, equipped with both a thermal engine and an electric engine.

More particularly, the illustrates a schematic, partial and bottom view, that is to say in an XY or horizontal plane, of an electric vehicle 1.
The electric vehicle 1 comprises several elements arranged in the lower part of the vehicle, including among others, a traction battery 3, a rear axle structure 5, an electric motor 7, and rear axle arms 9.

There , for its part, illustrates a schematic, partial and bottom view, that is to say in an XY or horizontal plane, of a hybrid vehicle 1'. The hybrid vehicle 1' also comprises several elements arranged in the lower part, including among others, a traction battery 3, a rear axle structure 5 arranged between a charger 11 and a fuel tank 13. More particularly, the rear axle structure 5 comprises two spars 15 connected together by a train crossmember 17, for example deformable, arranged transversely (that is to say along the width of the vehicle).

The spars 15 have an elongated shape and each of their ends is connected to structural elements of the vehicle, in particular one of their ends, for example rear, is connected to the beam of the rear bumper.

Thus, in the case of an impact coming from the rear, it is necessary for the structure, and in particular the side members 15, of the vehicle to deform in a manner which limits the risk of injury to the occupants, and material damage to the occupants. parts of the vehicle which could present a danger. We can in particular think, in the case of the hybrid vehicle 1', of the charger 11, which is a high-voltage electrical component, of the tank 13 which contains an flammable liquid, and of the battery 3 (for electric vehicles 1 and hybrid vehicles 1 ') which may present fire or chemical risks if the latter is damaged.

However, in the case of electric vehicles 1 or hybrid vehicles 1', unlike thermal vehicles, the presence of a traction battery 3 makes the vehicle heavier and increases the quantity of energy which must be absorbed during an impact. Furthermore, the presence of an electric motor 7 and/or a more robust rear axle (therefore heavier and/or bulky) will reduce the distance over which the rear structure, and in particular the side members, will be able to be compressed to absorb the energy of an impact coming from the rear.

Figures 3 and 4, respectively referenced And , are schematic and enlarged views, in an XZ (or vertical) plane, of a spar 15 of the prior art of a rear part structure of a hybrid vehicle body 1' (as illustrated in the ).
The spar 15 is therefore a hollow metal beam extending in a longitudinal direction of the vehicle 1', and which has a rear end 15a configured to be fixed or connected to a beam (not shown) of the rear bumper of the vehicle. The spar 15, at the , is in an initial or “normal operating” configuration.

Then at the , we can see that in the event of a rear impact, particularly at high speed, generating a force F _C substantially oriented in the longitudinal direction of the spar 15, there is then the appearance of a fold zone 23 (or a fold ) in the area of the rear end 15a of the spar 15.

This fold causes a “verticalization” (or deformation upwards, or towards the floor of the vehicle) of a part of the spar 15 and stops its compression in line.
This mechanical behavior has the effect in particular of limiting the absorption efficiency of the spar 15 when the vehicle suffers a rear impact. Furthermore, the deformation of the spar can be so significant that it can prevent the rear doors of the vehicle from opening.

Furthermore, it should be noted that for electric vehicles, due to the very heavy weight of the traction battery, the spars of the rear body structure generally have a reinforced structure and therefore different from that of a hybrid (or thermal) vehicle. .

This therefore implies that the rear body structures, and more particularly the side members, of an electric, hybrid and thermal vehicle will be different. This difference in structure is regrettable, because it does not make it possible to reduce costs by pooling the use of identical parts between the different types of vehicles.

The present invention thus proposes to remedy at least one of the aforementioned drawbacks by proposing a new type of rear body part structure for an electric or hybrid motor vehicle, said structure comprising at least two spars, each of the spars having an elongated shape and comprising one end, called the first end, configured to be connected to a beam of the rear bumper of the vehicle,
characterized in that said structure comprises at least two reinforcements, each of said reinforcements being fixed on one of said spars,
said at least one reinforcement of each spar comprising two parts:
- a first part, on the one hand, fixed on a first face of said spar and, on the other hand, configured to limit the vertical deformation of the spar during an impact;
- a second part, on the one hand, fixed on a second face of said spar and, on the other hand, configured to be connected to a rear axle suspension element (such as an anti-roll bar).

The invention makes it possible in particular to offer an improved service in terms of safety (for spars with identical external dimensions and iso-structure) while having spars and reinforcements which can be used both for a rear body part structure electric, hybrid or thermal vehicles. This also has the advantage of improving the mechanical properties of the rear body structure with respect to impacts coming from the rear, while optimizing the overall mass of the vehicles and/or reducing the manufacturing cost. vehicles, whether these vehicles are thermal, electric or hybrid.

Furthermore, the structure of the rear body part, and in particular the second part of the reinforcement fixed to the spar, also allows better resistance to endurance and vibrations, as well as better acoustic performance.

The rear part structure according to the invention thus contributes to the establishment of an identical platform during the production of an electric, hybrid or thermal vehicle despite the different safety constraints linked to the specific elements of each engine (distribution of weight, traction battery size, charger, fuel tank, etc.).

According to a possible characteristic, for each of said reinforcements, when the rear body part structure is in the mounted position in a vehicle, the first part of said reinforcement is fixed on a vertical face of the spar, while the second part of the reinforcement is fixed on a horizontal face of the spar.

According to another possible characteristic, each of said reinforcements is fixed on the first third in length of the spar which comprises said first end.

According to another possible characteristic, each of the spars comprises, at its first end, an angle transmission element, each of said reinforcements being fixed as close as possible to said angle transmission element, for example at a distance less than 30 cm of said corner return element, preferably less than 15 cm, and even more preferably less than 5 cm.

An angle transmission element can be an intrinsic structure to the spar or be an additional part fixed to the spar to ensure that the force generated by a rear impact applies, as much as possible, along the longitudinal axis of the spar (which is itself oriented along the longitudinal axis of the vehicle), this in order to promote the longitudinal compression of said spar during an impact (and therefore the absorption and dissipation of the energy of the impact).

By “the reinforcement is fixed as closely as possible” we mean the fact that the reinforcement is placed just after and/or sufficiently close to the corner transmission element to limit the size of a zone of weakness, and therefore the appearance of a fold which would cause the verticalization of the spar in the event of a rear impact.

According to another possible characteristic, each of said reinforcements comprises a single-piece main body.
The fact that the reinforcements comprise a one-piece or unitary body reduces the production costs of the reinforcement, facilitates its manufacture, as well as its attachment to a spar. Said main body of the reinforcement advantageously comprises a first and a second wall, the first part of the reinforcement comprising the first wall and the second part of the reinforcement comprising the second wall.

According to another possible characteristic, each of said reinforcements has a substantially L-shaped cross section.
The general L shape of said reinforcements allows quick and simple attachment of said reinforcements to the spars. It will be noted that it is the main body (and its walls) of each of said reinforcements which has a substantially L-shaped cross section. Furthermore, the first part corresponds to the vertical bar of the L, while the second part corresponds to the bar horizontal of the L.

According to another possible characteristic, each of said reinforcements is at least partly made of metal sheet.
It is the main body of the reinforcement which is advantageously made of metal sheet, for example by folding or stamping, in order to guarantee good mechanical properties and limit the manufacturing costs of said reinforcements.

According to another characteristic, the first part and the second part, in particular the first wall and the second wall, make substantially a right angle (or an angle of 90°) with each other.

According to a possible characteristic, each of said reinforcements is fixed to one of said stringers by welding.
Welding the reinforcement to the spar is a quick and economical method, while allowing good mechanical strength of the whole.

According to another possible characteristic, each of said reinforcements comprises a junction between the first part and the second part, said junction having a rounded shape.
The rounded junction between the first and the second part of a reinforcement provides inertia to the reinforcement, that is to say that this will make its mechanical deformation more difficult during an impact or during mechanical stress.
It is in particular the junction of the two parts of the L (in cross section) which has a rounded shape.

According to another possible characteristic, each of said reinforcements comprises a junction between the first part and the second part, said junction between the first part and the second part being substantially orthogonal.
The orthogonal (or perpendicular) junction, that is to say having approximately an angle of 90°, between the first and the second part of a reinforcement provides mechanical inertia, that is to say that this makes it more difficult to mechanically deform during shocks.

According to another possible characteristic, for each of said reinforcements, the second part comprises a connecting element configured to be fixed to a vehicle rear axle suspension element.
This mechanical connection between the reinforcement and a rear axle suspension element of the vehicle improves the vibration and acoustic resistance of the rear axle of the vehicle.

According to another possible characteristic, said connecting element is configured to be fixed to an anti-roll bar, said connecting element comprising a ring configured to grip a vehicle anti-roll bar, as well as a fixing member configured to fix said ring to the first part of said reinforcement.

According to another possible characteristic, said connecting element comprises an elastic block which is arranged outside the spar and which is configured to be in contact with at least part of the rear axle of the vehicle.
The fact that part of the rear axle of the vehicle comes into contact with or rests on the elastic block improves the acoustic behavior of said axle, as well as its resistance to vibrations.

According to another possible characteristic, said connecting element comprises a spacer fixed, for example by welding, to the first part of the reinforcement, said spacer being configured to secure the connecting element to the first part, while at least one part of the connecting element (in particular the fixing member) extends through an opening provided in the second part of the reinforcement.
It will be noted that at least part of said connecting element also advantageously extends through an opening provided in the spar on which the reinforcement is fixed, for example through an opening provided in a peripheral wall of said spar (horizontal peripheral wall in raised position).

According to another possible characteristic, said spacer is arranged inside the spar.
By “inside the spar” is meant the fact that the spacer is arranged in a volume at least partially delimited by the walls (and for example the internal faces of said walls), in particular peripheral ones, of said spar.

According to another possible characteristic, the fixing member comprises the spacer, as well as a fixing means (for example a thread and a screw), arranged on the spacer or linked at least partially to it, which allows securing said ring to at least one part of the main body of the reinforcement (in particular the first part, for example at the level of the first wall).

According to another possible characteristic, the elastic block is placed between the ring and the second wall of the second part.

According to another possible characteristic, the thickness of each of said reinforcements has a thickness greater than the thickness of the spar on which the reinforcement is fixed, and/or the material constituting the reinforcement has a mechanical resistance greater than the material constituting the spar on which the reinforcement is fixed.
The metal sheet which forms the main body of the reinforcement has for example a thickness between 1.8 mm and 2.6 mm, and preferably greater than 2 mm, the main body of the reinforcement being advantageously made of FP60 steel. While the metal spar is advantageously made of DP780 steel and has for example a thickness of between 1.5 and 1.9 mm.

According to another possible characteristic, each of said longitudinal members has two opposite longitudinal ends, each of said ends being configured to be fixed on distinct structural elements of the vehicle. The first end is configured to be attached to the rear bumper beam, while the second end is configured to be attached to a structural element of the vehicle, for example to the rocker panel.
It will also be noted that the side rails serve for example as a framework for the rear part of the vehicle, and are fixed to the rear panel (i.e. a sheet metal between the ends of the side rails), to the trunk floor, in passing wheel and in particular to a crosspiece between the seat floor and the trunk floor.

The invention also relates to a motor vehicle, for example thermal, electric or hybrid, comprising a rear body part structure comprising all or part of the characteristics set out above.

According to another possible characteristic, said vehicle comprises at least one rear axle, in particular a rear running gear and/or a rear axle suspension element.

The invention will be better understood, and other aims, details, characteristics and advantages thereof will appear more clearly during the following description of a particular embodiment of the invention, given solely for illustrative purposes and not restrictive, with reference to the appended drawings, in which:
- There illustrates a partial schematic bottom view of an electric motor vehicle;
- there illustrates a schematic bottom view of a hybrid electric motor vehicle;
- there [ ] is a schematic, enlarged and partial view of a spar of the vehicle of the ;
- there is a view of the spar of the during a rear impact;
- there illustrates a schematic, side, and partial view of a spar of a rear body part structure according to the invention;
- there is an enlarged and perspective schematic view of the spar of the ;
- there is a schematic, enlarged and perspective view of a reinforcement of the spar of the And ;
- there , is a schematic, enlarged and partial view of a rear body part structure according to the invention.

In the following description, the term “include” is synonymous with “include” and is not restrictive in that it authorizes the presence of other elements in the vehicle, or the structure to which it relates. It is understood that the term “understand” includes the terms “consist of”. Likewise, the terms “lower”, “upper”, “front”, “rear”, “longitudinal” and “transverse” will be understood in relation to the general orientation of the motor vehicle, whether hybrid or electric. .

The term “lower” will designate a greater proximity to the ground than “higher” along the vertical axis. Furthermore, it should be noted that in the different figures, the same references designate identical or similar elements.

In addition, an orthogonal reference XYZ is defined in relation to the vehicle, namely:
- an X axis, defining a longitudinal and horizontal direction of the vehicle,
- a Y axis, defining a transverse and horizontal direction, which with the X axis defines a horizontal XY plane,
- a Z axis, defining a vertical direction, orthogonal to the horizontal XY plane, the Z axis with the X axis defining a vertical XZ plane.

In the present application, it will be noted that “substantially parallel” means a direction deviating by at most 20°, or even by at most 10° or at most 5° from a parallel direction. It should also be noted that “substantially orthogonal” means a direction deviating by at most 20°, or even by at most 10° or by at most 5°, from an angle with a value of 90°. .

There thus illustrates a schematic side view, more particularly in an XZ plane or vertical plane, of a spar 30, of a reinforcement 40 of a rear body part structure (not shown) according to the invention intended to equip a electric or hybrid vehicle.
Thus, said rear body part structure according to the invention generally comprises at least two spars 30 connected to each other via at least one crosspiece (not shown).

Each of the spars 30 has an elongated shape and two opposite longitudinal ends, one of the ends 30a, called the first end, is configured to be connected to a beam of the rear bumper of the vehicle (not shown), while the other end (not visible), called the second end, is configured to be fixed to another structural element of the vehicle, such as the rocker panel.

It will be noted that each of the spars 30 can be fixed to other structural elements of the vehicle, as long as these are distinct and contribute to the mechanical strength of said rear body part structure during a rear impact.

In the mounted position in a hybrid or electric vehicle, the longitudinal members 30 of the rear body part structure extend substantially along the longitudinal axis of the vehicle (or X axis). The crossmember(s), which connect said at least two spars 30 to each other, for their part, extend transversely to said spars 30 (or in a direction substantially orthogonal to the longitudinal axis of the vehicle or spars) .

The spars 30 are generally hollow metal beams and comprise, near their respective first ends 30a, an angle transmission element 32.

Said angle transmission element 32 is generally an intrinsic structure or an additional part fixed, for example by welding, to the spar 30 to ensure that the force generated by a rear impact applies as best as possible along the longitudinal axis of the spar 30, that is to say that the force of the impact applies substantially parallel to the longitudinal axis of the spar 30 (and thus maximize the energy absorbed by the longitudinal compression of the spar during an impact).

Each of said reinforcements 40 is fixed, for example by welding, on the spar 30. The reinforcement 40 is fixed at the level of the first end 30a of the spar 30, and advantageously fixed as close as possible to said angle transmission element 32 of the spar 30 .

By the fact that the reinforcement 40 is “fixed at the first end” is meant that the reinforcement 40 is fixed on the first third of the spar 30 (that is to say at the furthest at a distance of one third of the total length of the spar from its first end 30a).
In addition, by "closest" is meant the fact that the reinforcement 40 is arranged just after and/or sufficiently close to the angle transmission element 32 to limit the appearance of a fold which would cause the " verticalization » of the spar 30 in the event of a rear impact (while limiting the size of a zone of weakness). Advantageously, said reinforcement 40 is arranged at a distance less than 30 cm from the angle transmission element 32 of the spar 30, preferably at a distance less than 15 cm, and even more preferably at a distance less than 5 cm.

In addition, each of said spars 30 advantageously comprises at least one lining (not shown), arranged inside the spar 30, on which the reinforcement 40 is fixed. Said lining is generally a metal profile which extends at least partially ( and longitudinally) in the spar 30 and which is fixed on the internal faces of the walls of the spar 30. Said lining thus provides better mechanical inertia to the spar 30 while limiting the quantity of material to be used.

Each of said reinforcements 40 is therefore fixed, for example by welding, at least partially to the lining of the spar 30, as well as to the (peripheral) walls, for example vertical and horizontal, of the spar 30. It is advantageous that the lengths and /or welding zones (therefore the solid connection) between the reinforcement 40 and the different elements of the spar 30 are at least 10 mm, and preferably at least 20 mm, this in order to avoid any detrimental break in inertia to the “anti-verticalization” role of said reinforcements 40.

In addition, each of said reinforcements 40 is fixed on the peripheral walls of the spar 30, in particular as illustrated in , on the external (or exterior) faces of said peripheral walls (for example vertical and horizontal). Thus, the reinforcement 40 is therefore arranged at least partially outside the spar 30, this arrangement facilitating its positioning and its fixing during the manufacture of a rear body part structure for a motor vehicle.

There is, for its part, an enlarged, partial and perspective view of the spar 30 of the on which the reinforcement 40 is fixed.

Said reinforcement 40 of each of the spars 30 thus comprises two parts 42 and 44:
- a first part 42, on the one hand, located on a first face 30b of said spar 30 and, on the other hand, configured to limit the vertical deformation of the spar 30 during an impact;
- a second part 44, on the one hand, arranged on a second face 30c of said spar 30 and, on the other hand, configured to be connected to a rear axle suspension element of a motor vehicle, such as an anti-bar slope.

The spars 30 generally have four faces which can be defined, when the spar 30 is in the mounted position, as two vertical faces, called respectively outer face and inner face, and two horizontal faces, called respectively upper face and lower face.

Thus, when the spar 30 is in the mounted position, the first face 30b is advantageously a vertical face, that is to say substantially included in a plane XZ, advantageously oriented towards the exterior of the vehicle (or is an exterior face, as opposed to the side placed towards the interior of the vehicle).

Furthermore, still when the spar 30 is in the mounted position, the second face 30c is a horizontal face, that is to say substantially included in an XY plane, and is advantageously a lower face, that is to say located as close as possible to the ground (as opposed to an upper face, located above and which is for example intended to support the floor of the vehicle).

The anti-roll bar (not shown), also referred to as the stabilizer bar or anti-roll bar, is a bar which is generally located under the chassis and which connects the two suspensions of each axle of the vehicle.

The anti-roll bar prevents the vehicle's mass from shifting from left to right, by restricting the car's leans when cornering, and therefore limits the chances of a vehicle rolling over. The anti-roll bar is, for example, a solid forged steel tube, having a high coefficient of elasticity. Furthermore, the anti-roll bar is generally connected to at least one suspension arm on each opposite lateral side of the vehicle and has an arcuate or straight shape.

There is thus a schematic and enlarged view of the reinforcement 40 of the , on which we can see that the reinforcement 40 comprises a main body 41, advantageously one-piece or unitary.

The main body 41 is made of metal sheet, for example steel, such as FP60 steel. Said reinforcement 40 is therefore at least partially made of metal sheet, for example by folding or by stamping.

It will also be noted that the thickness of each of said reinforcements 40 has a thickness greater than the thickness of the spar 30 on which the reinforcement 40 is fixed, and/or the constituent material, such as steel, of the reinforcement 40 has a mechanical resistance greater than the constituent material, such as steel, of the spar 30 on which the reinforcement 40 is fixed.

The metal sheet which forms the main body 41 of the reinforcement 40 has for example a thickness of between 1.8 mm and 2.6 mm, and preferably greater than 2 mm. While the metal spar 30, advantageously made of DP780 steel, has a thickness for example between 1.5 and 1.9 mm.

In addition, said main body 41 of the reinforcement 40 comprises a first wall 42a and a second wall 44a, the first part 42 comprising the first wall 42a and the second part 44 comprising the second wall 44a.

In addition, said reinforcement 40, and for example the main body 41, has a substantially L-shaped cross section. Thus, the first wall 42a of the reinforcement 40 corresponds to the vertical bar of the L, while the second wall 44a of the reinforcement 40 corresponds to the horizontal bar of the L.

The reinforcement 40 also comprises a junction 46 of the first and second parts 42 and 44, in particular of their respective walls 42a and 44a (or junction at the level of the L bars), said junction 46 advantageously having a rounded shape. In addition, the first part 42 and the second part 44, in particular respectively the first wall 42a and the second wall 44a, are substantially orthogonal (or having an angle of 90°) with each other. The first and second walls 42a and 44a are therefore located outside the spar 30.

There , for its part, is a perspective view, from below, of a spar 30 on which a reinforcement 40 is fixed and whose second part 44 is connected to a rear axle suspension element, for example an anti-slip bar. -sideways (not shown).

The second part 44 thus comprises a connecting element 52 configured to be fixed to a rear axle suspension element, advantageously an anti-roll bar of a vehicle (electric, hybrid or even thermal).
Said connecting element 52 comprises a ring 52a configured to grip a vehicle anti-roll bar, as well as a fixing member 54 configured to connect said ring 52a to the first part 42 of said reinforcement 40.

As is visible in And , said connecting element, and in particular the connecting member 54, comprises a spacer 50 fixed, for example by welding, on the first part 42, in particular at the level of the first wall 42a, on which a fixing means (not shown ), such as a screw, bolt, etc. can cooperate with a complementary thread to fix the ring 52a to the spacer 50.

It will be noted that the spacer 50 can be fixed directly on the first part 42, for example on the internal face of the first wall 42a (in the case of direct fixing, an opening is provided in the peripheral wall of the spar 30 to that the spacer 50 can be positioned inside said spar 30 when fixing the reinforcement 40 on the spar 30).

However, the spacer 50 can also be fixed indirectly to said first part 42 of the reinforcement 40, in particular via a peripheral wall of the spar 30, peripheral wall itself fixed to the first part 42 of said reinforcement 40. Thus , in the case of indirect fixing, the spacer 50 is therefore fixed on the internal face of a peripheral wall (for example vertical) of the spar 30, while the first part 42 (for example the first wall 42a) of the reinforcement 40 is fixed on the external face of a peripheral wall (for example vertical) of the spar 30.

In addition, at least part of the connecting element 52, for example the fixing member 54, extends through an opening provided in the second part 44 of the reinforcement, for example through a through hole provided in the second wall 44a (the second wall 44a which is also substantially parallel to the horizontal peripheral wall of said spar 30).

In addition, at least part of said connecting element 52, for example the fixing member 54, also extends through an opening provided in the spar 30 on which the reinforcement 40 is fixed. The opening provided in the spar 30 is for example located in a peripheral wall of said spar 30 (such as a horizontal wall, in the mounted position).

The fixing member 54 of the connecting element 52 therefore extends, in the mounted position, vertically (that is to say along the Z axis), from the inside of the spar 30 towards the outside of said spar 30, and extends among other things through openings provided respectively in the spar 30 and the reinforcement 40 (said openings therefore facing each other).

Said spacer 50 of each of said reinforcements 40 is therefore arranged or located inside one of said spars 30. By “inside” the spar” is meant the fact that the spacer 50 is arranged in a volume at least partially delimited by the walls (and for example their internal faces), in particular peripherals, of the spar 30.

It can also be considered that the spacer 50 of each of said reinforcements 40 is arranged or located inside the reinforcement 40, the interior of the reinforcement 40 being the volume delimited by the faces of said walls 42a and 44a oriented towards the interior of the vehicle 1 or the spar 30. Furthermore, the second part 44 advantageously comprises an elastic block 52b (or “silent block” in English) which is arranged outside the spar 30, and therefore the reinforcement 40.

In addition, the elastic block 52b is advantageously arranged between the ring 52a and the second wall 44a. The elastic block 52b, for example cylindrical in shape, is thus supported against the ring 52a and the second wall 44a, in particular via two of the opposite faces of said block 52b.

In addition, the elastic block 52b is configured to be in contact with at least part of the rear axle 60 of the vehicle. It will also be noted that one of the ends of the ring 52a can be configured to be fixed to a structural element of the vehicle, such as the spar 30 (in particular to the angle transmission element 32).

In a variant embodiment of the invention not shown, the first part 42 and the second part 44 of the reinforcement 40 are two elements distinct from each other. This alternative embodiment allows in particular more flexibility in fixing the reinforcement 40 on the spar 30 and to more easily adapt the dimensions, thickness and/or material of the reinforcements 40 according to constraints specific to the vehicle.

In another variant embodiment of the invention not shown, each of the first and second parts 42 and 44 of said reinforcements 40 are located inside the spar 30, the reinforcement 40 being fixed (in particular via the first and second walls 42a and 44a) at the level of the internal faces of the walls (for example peripheral) of the spar 30.

Claims (10)

Rear body part structure for an electric or hybrid motor vehicle, said structure comprising at least two spars (30), each of the spars (30) having an elongated shape and comprising an end (30a) configured to be connected to a beam of the bumper -rear shocks of the vehicle,
characterized in that said structure comprises at least two reinforcements (40), each of said reinforcements (40) being fixed on one of said spars (30),
said at least one reinforcement (40) of each spar (30) comprising two parts (42 and 44):
- a first part (42), on the one hand, fixed on a first face (30b) of said spar (30) and, on the other hand, configured to limit the vertical deformation of the spar (30) during an impact;
- a second part (44), on the one hand, fixed on a second face (30c) of said spar (30) and, on the other hand, configured to be connected to a rear axle suspension element. Structure according to the preceding claim, characterized in that for each of said reinforcements (40), when the rear body part structure is in the mounted position in a vehicle, the first part (42) of said reinforcement (40) is fixed on one face vertical of the spar (30), while the second part (44) of the reinforcement (40) is fixed on a horizontal face of the spar (30). Structure according to any one of the preceding claims, characterized in that each of said reinforcements (40) comprises a single-piece main body (41) and/or in that each of said reinforcements (40) has a substantially L-shaped cross section. Structure according to any one of the preceding claims, characterized in that, for each of said reinforcements (40), the second part (44) comprises a connecting element (52) configured to be fixed to a rear axle suspension element of vehicle. Structure according to the preceding claim, characterized in that the connecting element (52) comprises a spacer (50) fixed to the first part (42) of the reinforcement, said spacer (50) being configured to secure the connecting element ( 52) to the first part (42) of the reinforcement, while at least part of the connecting element (52) extends through an opening provided in the second part (44) of the reinforcement. Structure according to the preceding claim, characterized in that said spacer (50) is arranged inside the spar (30). Structure according to any one of claims 4 to 6, characterized in that said connecting element (52) is configured to be fixed to an anti-roll bar, said connecting element (52) comprising a ring (52a) configured to gripping a vehicle anti-roll bar, as well as a fixing member (54) configured to fix said ring (52a) to the first part (42) of said reinforcement (40). Structure according to any one of claims 4 to 7, characterized in that said connecting element (52) comprises an elastic block (52b) which is arranged outside the spar (30) and which is configured to be in contact of at least part of the rear axle (60) of the vehicle. Structure according to any one of the preceding claims, characterized in that the thickness of each of said reinforcements (40) has a thickness greater than the thickness of the spar (30) on which the reinforcement (40) is fixed, and/or the material constituting the reinforcement (40) has a mechanical resistance greater than the material constituting the spar (30) on which the reinforcement (40) is fixed. Motor vehicle, characterized in that it comprises a rear body part structure according to any one of the preceding claims.