WO2023047032A1

WO2023047032A1 - Bumper having a reinforcement with an anti-collapse tab, for a land vehicle

Info

Publication number: WO2023047032A1
Application number: PCT/FR2022/051641
Authority: WO
Inventors: Julien BOUDAN; Guillaume Royer; Rodolphe Peron; Bruno DESSI
Original assignee: Psa Automobiles Sa
Priority date: 2021-09-23
Filing date: 2022-08-31
Publication date: 2023-03-30
Also published as: FR3127177A1

Abstract

A bumper (PC) equips a vehicle and comprises a crossmember (TA) coupled to a structural part of the vehicle, and a reinforcement (AP) comprising two fastening tabs secured fixedly to the crossmember (TA), being supported by the latter (TA), and an anti-collapse tab (PAA) which is situated between the fastening tabs and on which there is installed a bearing piece (PM) that is movable in a vertical direction in order to be immobilized in a bearing position in which it bears on the crossmember (TA). The bearing piece (PM) and the anti-collapse tab (PAA) comprise first (EC1) and second (EC2) coupling elements that cooperate with one another to couple one to the other with freedom of movement in the vertical direction while preventing rotation of one with respect to the other.

Description

DESCRIPTION

TITLE: FRAME BUMPER WITH ANTI-SAG LUG, FOR A LAND VEHICLE

Technical field of the invention

The present invention claims the priority of French application 2110010 filed on September 23, 2021, the content of which (text, drawings and claims) is incorporated herein by reference.

The invention relates to land vehicles, and more specifically to bumpers (or shields) which are intended to equip the front or rear parts of land vehicles.

State of the art

Certain land vehicles, generally of the automobile type, comprise a front part and/or a rear part comprising a bumper (or shield) of large dimensions, which requires that it comprises not only a shock absorption device but also a frame both hidden by a bumper (or shield) skin.

The absorption device comprises at least one crosspiece (or beam) which is installed transversely. Generally, the absorption device also comprises two energy absorbers, each having a first end fixedly secured to the crossmember and a second end coupled to a structural part of the vehicle, and arranged so as to compress their material in the longitudinal direction of the vehicle in the event of an impact suffered by the crossmember, in order to absorb at least part of the energy of this impact.

The frame comprises a structure to which the skin is fixedly attached in order to give it rigidity, and comprising two fixing lugs fixedly attached to the crosspiece while being supported by the latter. Generally, the two fixing lugs are fixedly secured to the crosspiece near the two opposite ends of the latter, and therefore the further these two opposite ends are from each other, the greater the distance separating the two fixing lugs. important. However, the more distance separating the two fixing brackets is important, the more there is a risk of subsidence or deflection of the part of the frame structure which is suspended above the crosspiece.

To avoid such sagging or sagging, it has been proposed, in particular in patent document FR-A1 3104509, to add to the frame, between its fixing lugs, an anti-sagging lug on which is installed a piece of support which is movable in the vertical direction in order to be able to be immobilized in a support position in which it rests on the crosspiece. When installing the frame, the technician begins by firmly attaching the two fixing lugs to the crosspiece, then adjusts the vertical position of the support piece in relation to the anti-sag bracket so that it presses on the crosspiece and thus the anti-sag bracket performs its function (i.e. prevents the frame structure from collapsing).

The immobilization of the support piece in its support position is done by means of a screw. However, the vibrations and shocks generated and undergone by the vehicle tend to induce a progressive unscrewing of this screw, and therefore it can happen that the support piece moves vertically and/or transversely and/or is driven in rotation with respect to anti-sag leg. This can then induce unpleasant and potentially disturbing clashes for the passengers of the vehicle, and a possible deformation of the reinforcement and therefore also of the skin which can modify the gap between the edge of the skin and at least one neighboring bodywork equipment ( such as the front bonnet or a wing). In addition, in the event of complete unscrewing of the screw, the support piece is no longer secured to the anti-sagging bracket, and therefore falls, which can cause deformations of the reinforcement and of the skin again. bigger.

The aim of the invention is therefore in particular to improve the situation.

Presentation of the invention

It proposes in particular for this purpose a bumper intended to equip a vehicle and comprising:

- a cross member capable of being coupled to a structural part of the vehicle, and - a frame comprising two fixing lugs fixedly secured to the crosspiece while being supported by the latter and an anti-sag tab located between the fixing lugs and on which is installed a support piece movable in a vertical direction in order to be immobilized in a support position in which it rests on the crosspiece.

This bumper is characterized in that its support piece and anti-sagging tab comprise first (s) and second (s) coupling elements cooperating together to couple them to each other with freedom of movement along the vertical direction while preventing rotation of one relative to the other.

Thus, the support piece can now be pre-equipped with the anti-sagging bracket and therefore the frame before it arrives on a vehicle assembly line, and be permanently immobilized in its support position by relative to the lower part of the anti-sag leg, without risk of turning or shifting transversely.

The bumper according to the invention may comprise other characteristics which may be taken separately or in combination, and in particular:

- the support piece may include two first coupling elements defined at the same level in the vertical direction, and the anti-sagging bracket may include two second coupling elements defined at the same level in the vertical direction;

- each first coupling element can be a clipping lug, and each second coupling element can be an oblong hole having its largest dimension in the vertical direction and capable of receiving a corresponding clipping lug by clipping;

- the anti-sagging bracket may comprise two walls extending mainly in the vertical direction and a longitudinal direction perpendicular to the latter and between which is installed with a reduced transverse clearance the support piece in order to allow its guidance in the vertical direction when placed in its support position while participating in the prevention of rotation of the support piece relative to the anti-sagging tab;

- it may include a return element pushing the support piece towards the crossbar so that it moves automatically towards its support position;

- in the presence of the last option, the support piece may comprise the return element, and the anti-sag tab may comprise a protrusion extending at least in the longitudinal direction and against which one end rests under stress free from the return element in order to push the support piece towards the crosspiece;

- also in the presence of the last option, the return element can be a flexible bracket;

- it may comprise two energy absorbers each having a first end secured fixedly to the crossmember and a second end intended to be coupled to the structural part of the vehicle, and arranged so as to compress their material in a longitudinal direction of the vehicle in the event of impact suffered by the crosshead.

The invention also proposes a land vehicle, possibly of the automotive type, and comprising a structural part to which is fixedly secured at least one bumper of the type presented above.

Brief description of figures

Other characteristics and advantages of the invention will become apparent on examination of the detailed description below, and of the appended drawings (obtained in CAD/DAO ("Computer-Aided Design/Computer-Aided Drawing")), on which :

[Fig. 1] schematically illustrates, in a perspective view from the front side, part of an embodiment of a bumper according to the invention, before it is fitted to a front part of a vehicle,

[Fig. 2] schematically illustrates, in a perspective view from the side of the front face, a lower part of an anti-sag tab of the bumper of FIG. 1, equipped with an example of a support piece in the position of support relative to the upper face of the crosspiece,

[Fig. 3] schematically illustrates, in a perspective view from the side of the rear face, the support part of Figure 2 in the support position with respect to the upper face of the crosspiece, and

[Fig. 4] schematically illustrates, in a perspective view from the front side and in section in a longitudinal and vertical plane, part of the left part of the bumper of FIG.

Detailed description of the invention

The object of the invention is in particular to propose a bumper (or shield) PC, intended to be installed in a front or rear part of a vehicle to absorb energy in the event of an impact suffered by this front or rear part. , and comprising an anti-sagging leg PAA with support piece PM that can be permanently installed in a support position.

In what follows, it is considered, by way of non-limiting example, that the bumper (or shield) PC is intended to be part of a vehicle of the automotive type, such as for example a car. But the invention is not limited to this type of vehicle. It relates in fact to any land vehicle comprising a front or rear part which must include a bumper which may be of large dimensions in the transverse and vertical directions.

Furthermore, it is considered in what follows, by way of non-limiting example, that the bumper PC is intended to form part of a front part of a motor vehicle. But the PC bumper can also be intended to be part of a rear part of a land vehicle.

In FIGS. 1 to 4, the direction X is the longitudinal direction of the vehicle V, which is parallel to the lateral sides comprising the side doors, the direction Y is the transverse direction of the vehicle V, which is perpendicular to the longitudinal direction X, and the direction Z is the vertical direction of the vehicle V, which is perpendicular to the longitudinal X and transverse Y directions.

There is schematically illustrated in Figure 1 part of an embodiment of a bumper (or shield) PC according to the invention, before it is installed in a part (here before) of a vehicle (here car).

As illustrated in FIG. 1, a bumper PC, according to the invention, comprises at least one crosspiece TA, intended to be coupled to a structural part of a vehicle (here in the front part), and a frame AP secured fixedly to this crosspiece TA.

The TA cross member is part of a shock absorbing device which can also, as illustrated without limitation in Figure 1, include two energy absorbers AEj right (j = 1) and left (j = 2), although this is not an obligation. In what follows and what precedes the letter j associated with the alphanumeric reference of an element of a figure designates the right (j = 1) or left (j = 2) side of this element, in reference to the right and left of the vehicle.

This crosspiece TA has its greatest extension along the transverse direction Y of the vehicle and is preferably made of metal, for example steel or aluminum.

Each energy absorber AEj comprises first E1 and second E2 opposite ends. The first end E1 is fixedly secured to a rear face of the crosspiece TA and the second end E2 is intended to be coupled to a structural part of the vehicle (here forming part of its front part). Each energy absorber AEj is preferably made of metal, for example steel or aluminum.

For example, and as illustrated without limitation in FIG. 1, the coupling between each second end E2 of an energy absorber AEj and the corresponding structural part of the vehicle can be done via a fixing plate PTj. The latter (PTj) can, for example, be welded to the second end E2 of the associated energy absorber AEj and screwed onto the part (here front) of the vehicle. The fixed attachment of each first end E1 to the rear face of the crosspiece TA is preferably done by welding.

Each energy absorber AEj is arranged in such a way as to compress its material in the longitudinal direction X of the vehicle in the event of an impact suffered by the crossmember TA.

The reinforcement AP comprises a structure extending transversely and vertically above the crosspiece TA and comprising two fixing lugs PFj and an anti-sag tab PAA, and to which a skin (not shown) is intended to be fixedly attached. . This skin is intended to fully mask the AP reinforcement and the absorption device (here TA, AEj and PTj).

The two fixing lugs PFj are fixedly secured to the crosspiece TA while being supported by the latter (TA). For example, and as illustrated not limited to Figure 1, the two fixing lugs PFj can be fixedly secured to the crosspiece TA near the two opposite ends of the latter (TA). Also for example, and as illustrated without limitation in Figure 1, each fixing lug PFj can be fixedly secured to the crosspiece TA via a fixing bracket EFj, fixedly secured to the latter (TA) and whose position in the vertical direction Z is preferably adjustable.

The anti-sagging tab PAA is located between the two fixing tabs PFj, for example, and as illustrated without limitation in FIG. 1, at an equal distance from the latter (PFj). As illustrated in FIGS. 1 to 4, a support piece PM is installed on the anti-sagging bracket PAA while being movable in the vertical direction Z in order to be able to be immobilized in a support position (adjustable) in which it s press on the TA crosspiece. For example, and as illustrated without limitation in Figures 1 to 4, in its support position the support piece PM is based on the upper face FS of the crosspiece TA. But in a variant embodiment, in its support position the support part PM could rest on an upper face of a part fixedly fixed to the crosspiece TA. It will be understood that the support piece PM equips the lower part of the anti-sag tab PAA in order to make the length (along Z) of the latter (PAA) variable and therefore adaptable, and thus to allow it to lean ( here) on the upper face FS of the crosspiece TA in order to prevent the subsidence of the transverse part of the structure of its reinforcement AP.

For example, and as illustrated without limitation in Figures 1 to 4, the support piece PM may have a section in a longitudinal and vertical plane having a general L-shape. In this case, it is its lower wall which comes lean (here) on the upper face FS of the crosspiece TA, while its “vertical and transverse” wall is coupled and secured to the lower part of the anti-sagging bracket PAA. But the support piece PM could have sections in the longitudinal and vertical plane having other general shapes.

The immobilization of the support piece PM in relation to the lower part of the anti-sagging bracket PAA, once placed in its support position, can be do, for example, by means of a screw (or a bolt) V, as illustrated without limitation in Figures 1 and 2. For this purpose, the screw V passes through the support piece PM, possibly via a guide piece PG' (see figure 3), and is screwed into a threaded hole in this lower part of the anti-sag bracket PAA. According to the invention, and as best seen in Figures 3 and 4, the support piece PM and the anti-sagging tab PAA respectively comprise first (s) EC1 and second (s) EC2 coupling elements which cooperate together to couple them to each other with freedom of movement in the vertical direction Z (for position adjustment) while preventing rotation of one relative to the other.

Thanks to the first(s) EC1 and second(s) EC2 coupling elements, the PM bearing part can now be pre-equipped with the PAA anti-sag bracket and therefore the AP reinforcement before it arrives on a chain vehicle assembly, and be permanently immobilized in its support position relative to the lower part of the PAA anti-sag bracket, without risk of turning or shifting transversely. There is therefore no longer any risk that the PAA support tab generates clashes, and that the reinforcement and the skin are deformed, and consequently that the gap between the edge of the skin and neighboring bodywork equipment is amended. In addition, there is no longer any risk of the support piece PM separating from the anti-sag bracket PAA in the event of complete unscrewing of the screw V.

For example, and as illustrated without limitation and partially in FIGS. 3 and 4, the support part PM can comprise two first coupling elements EC1 which are defined at the same level in the vertical direction Z. In this case, the leg anti-sagging PAA can comprise two second coupling elements EC2 defined at the same level in the vertical direction Z. This makes it possible to avoid transverse displacements and rotations of the support piece PM in the event of complete unscrewing of the screw V Also for example, and as illustrated non-limitingly and partially in FIGS. 3 and 4, each first coupling element EC1 can be arranged in the form of a clipping lug. In this case, each second coupling element EC2 can be an oblong hole having its largest dimension in the vertical direction Z and able to receive by clipping a corresponding EC1 clipping bracket. But it is also possible to have an inverse arrangement in which each second coupling element EC2 is a clipping lug and each first coupling element EC1 is an oblong hole having its largest dimension in the vertical direction Z and suitable for receiving by clipping the corresponding clipping tab.

Coupling by clipping is advantageous because a technician can easily carry it out and it allows easy uncoupling, for example for the purpose of replacing the PM support piece. But other types of coupling can be considered.

It will be noted, as illustrated without limitation in FIGS. 1 to 4, that the lower part of the anti-sag tab PAA may comprise two walls PG extending mainly along the vertical Z and longitudinal X directions and between which is installed with a clearance transverse reduces the support piece PM. This allows precise guidance of the support piece PM in the vertical direction Z when it is placed in its support position, but also contributes to preventing the rotation of the support piece PM with respect to the PAA anti-sagging tab as well as a translation prevention in the transverse direction Y.

It will be noted, as illustrated without limitation in FIGS. 1, 2 and 4, that the bumper PC can advantageously comprise a return element ER which is arranged so as to push the support piece PM towards the crosspiece TA so that it moves automatically towards its support position during the assembly phase of the reinforcement AP to the crosspiece TA. This makes the technician's job even easier when assembling the AP reinforcement and the TA crosspiece, since he no longer needs to translate the PM support piece vertically with one of his hands (this which makes it available for another task).

For example, and as illustrated without limitation in Figures 1, 2 and 4, it is the support part PM which can include the return element ER. In this case, the anti-sagging tab PAA comprises a protuberance PL which extends at least along the longitudinal direction X and against which a free end of the return element ER rests under stress in order to push (vertically towards the bottom) the support piece PM towards the crosspiece TA. In the example shown, the protuberance PL is a small wall that protrudes forward on the lower part of the anti-sag tab PAA extending along the transverse Y and longitudinal X directions. But other arrangements of the protrusion PL can be envisaged.

It is also possible to have an inverse arrangement in which the return element ER is part of the lower part of the anti-sagging bracket PAA, and pushes (vertically downwards) on a protrusion PL that includes the part of PM support.

By way of example, the return element ER can be a flexible tab, as illustrated without limitation. It can then optionally include an end which passes through a dedicated hole defined in the protuberance PL as illustrated without limitation. But the return element ER can be in other forms, and in particular in the form of a return spring.

It will also be noted that the walls PG are particularly useful in the presence of the return element ER, since they force the support part PM to move vertically towards its support position when it is pushed automatically by the element return ER, preventing it from shifting transversely.

Claims

1. Bumper (PC) intended to be fitted to a vehicle and comprising i) a crosspiece (TA) adapted to be coupled to a structural part of said vehicle, and ii) a frame (AP) comprising two fastening lugs (PFj) secured fixed to said crosspiece (TA) while being supported by the latter (TA) and an anti-sagging bracket (PAA) located between said fixing brackets (PFj) and on which is installed a support piece (PM) movable along a vertical direction in order to be immobilized in a support position in which it rests on the said crosspiece (TA), characterized in that the said support piece (PM) and anti-sag tab (PAA) comprise first ( s) (EC1) and second (s) (EC2) coupling elements cooperating together to couple them to each other with freedom of movement in said vertical direction while preventing rotation of one relative to the 'other.

2. Bumper according to claim 1, characterized in that said support piece (PM) comprises two first coupling elements (EC1) defined at the same level in said vertical direction, and said anti-sagging tab (PAA) comprises two second coupling elements (EC2) defined at the same level in said vertical direction.

3. Bumper according to claim 1 or 2, characterized in that each first coupling element (EC1) is a clipping lug, and each second coupling element (EC2) is an oblong hole having its largest dimension along said vertical direction and adapted to receive by clipping a corresponding clipping lug (EC1).

4. Bumper according to one of claims 1 to 3, characterized in that said anti-sag tab (PAA) comprises two walls (PG) extending mainly in said vertical direction and a longitudinal direction perpendicular to the latter and between which said support piece (PM) is installed with a reduced transverse play in order to allow it to be guided in said vertical direction when it is placed in its support position while participating in preventing the rotation of said piece of support (PM) relative to said anti-sag tab (PAA).

5. Bumper according to one of claims 1 to 4, characterized in that it comprises a return element (ER) pushing said support piece (PM) towards said crosspiece (TA) so that it moves automatically towards its support position.

6. Bumper according to claim 5, characterized in that said support piece (PM) comprises said return element (ER), and in that said anti-sag tab (PAA) comprises a protrusion (PL) s extending at least along said longitudinal direction and against which a free end of said deflection element (ER) bears under stress in order to push said support piece (PM) towards said crosspiece (TA).

7. Bumper according to claim 5 or 6, characterized in that said return element (ER) is a flexible tab.

8. Bumper according to one of claims 1 to 7, characterized in that it comprises two energy absorbers (AEj) each having a first end (E1) fixedly secured to said crosspiece (TA) and a second end (E2) intended to be coupled to said structural part of the vehicle, and arranged so as to compress their material in a longitudinal direction of said vehicle in the event of an impact suffered by said crossmember (TA).

9. Land vehicle comprising a structural part, characterized in that it further comprises at least one bumper (PC) according to one of the preceding claims, fixedly secured to said structural part.

10. Land vehicle according to claim 9, characterized in that it is of the automotive type.