WO2023242491A1 - Motor vehicle body rear portion structure and motor vehicle including such a structure - Google Patents

Motor vehicle body rear portion structure and motor vehicle including such a structure Download PDF

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Publication number
WO2023242491A1
WO2023242491A1 PCT/FR2023/050754 FR2023050754W WO2023242491A1 WO 2023242491 A1 WO2023242491 A1 WO 2023242491A1 FR 2023050754 W FR2023050754 W FR 2023050754W WO 2023242491 A1 WO2023242491 A1 WO 2023242491A1
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WO
WIPO (PCT)
Prior art keywords
spar
reinforcement
vehicle
roll bar
fixed
Prior art date
Application number
PCT/FR2023/050754
Other languages
French (fr)
Inventor
Nicolas Tropee
Sebastien Meurant
Marc Peru
Original Assignee
Stellantis Auto Sas
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from FR2205798A external-priority patent/FR3136738A1/en
Application filed by Stellantis Auto Sas filed Critical Stellantis Auto Sas
Publication of WO2023242491A1 publication Critical patent/WO2023242491A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions

Definitions

  • 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.
  • FIG. 1 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.
  • FIG. 2 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 includes several elements arranged in the lower part, including among others, a traction battery 3, a rear axle structure 5 arranged between a charger 13 and a fuel tank 11. More particularly, the rear axle structure 5 comprises two arms connected together by a train crossmember 17, for example deformable, arranged transversely (that is to say along the width of the vehicle), the train crossmember 17 being between the tank 11 and the charger 13.
  • the structure of the rear part of the vehicle further comprises two spars 15, located partly under the arms of the rear axle.
  • 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.
  • Figures 3 and 4 referenced respectively [Fig. 3] and [Fig. 4], 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 [Fig. 2]).
  • 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, in [Fig. 3], is in an initial or “normal operating” configuration.
  • 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 beam can be so significant that it can prevent the rear doors of the vehicle from opening.
  • the spars of the rear body structure generally have a reinforced structure and therefore different from that of a hybrid vehicle ( or thermal).
  • 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 a 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 side members, 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).
  • 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 part structure rear body of 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.
  • 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. (weight distribution, traction battery size, charger, fuel tank, etc.).
  • each of said reinforcements is fixed on the first third in length of the spar which comprises said first end.
  • 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 to a distance less than 30 cm from said angle transmission element, preferably less than 15 cm, and even more preferably less than 5 cm.
  • An angle transmission element may 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. 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 shock).
  • the reinforcement is fixed as closely as possible.
  • the reinforcement is placed just after and/or sufficiently close to the angle 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.
  • each of said reinforcements comprises a single-piece main body.
  • 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.
  • 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.
  • each of said reinforcements is at least partly made of metal sheet.
  • 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.
  • 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.
  • each of said reinforcements is fixed to one of said stringers by welding.
  • 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 second parts of a reinforcement provides inertia to the reinforcement, that is to say, it will make its mechanical deformation more difficult during an impact or during mechanical stress.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 part of the connecting element (in particular the fixing member) extends through an opening provided in the second part of the reinforcement.
  • 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).
  • said spacer is arranged inside the spar.
  • 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.
  • 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 said ring to be secured 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).
  • a fixing means for example a thread and a screw
  • the elastic block is arranged between the ring and the second wall of the second part.
  • 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 resistance mechanically superior to the material constituting the spar to which the reinforcement is fixed.
  • the metal sheet which forms the main body of the reinforcement has for example a thickness of 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.
  • 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.
  • 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 rear panel i.e. a sheet metal between the ends of the side rails
  • each of the spars comprises an anti-roll bar bearing which is, on the one hand, configured to accommodate an anti-roll bar, and on the other hand, fixed at two fixing points at one of said spars.
  • the anti-roll bar bearing forms a connecting member configured to be attached to a vehicle rear axle suspension member, the suspension member being an anti-roll bar.
  • rear part structure according to the invention can be applied to any type of vehicle, thermal, hybrid or electric, thus contributing to the establishment of an identical platform during the production of 'A electric, hybrid or thermal vehicle despite the different safety constraints linked to the specific elements of each engine (weight distribution, size of the traction battery, charger, fuel tank, etc.).
  • one of said attachment points of the anti-roll bar bearing on the spar is located on the reinforcement of the spar.
  • one of said fixing points of the anti-roll bar bearing on the spar is located on the angle transmission element of the spar.
  • the second point of attachment and connection between the anti-roll bar bearing is advantageously located on the angle transmission element of the spar, because it improves the mechanical strength of the spar during an impact, and in particular at the level of a zone of weakness located between the reinforcement and said angle transmission element of the spar.
  • the angle transmission element of each of the spars is located at its first end.
  • said anti-roll bar bearing comprises a ring configured to enclose (at least partially) a vehicle anti-roll bar.
  • said anti-roll bar bearing comprises a main body comprising a fixing member, called first fixing member, configured to fix said anti-roll bar bearing to said spar, for example to the first part of said reinforcement.
  • said ring comprises a fixing member, called a second fixing member, allowing the fixing of said anti-roll bar bearing to the spar, in particular to the angle transmission element of said spar.
  • said anti-roll bar bearing comprises an elastic block disposed between said anti-roll bar bearing and the spar, in particular between the first fixing member and the reinforcement of the spar;
  • said fixing points of said anti-roll bar bearing are located on either side of said anti-roll bar (and advantageously aligned along the longitudinal axis of the vehicle), in order to benefit from the mechanical properties of said bar during an impact.
  • 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.
  • said vehicle comprises at least one rear axle, in particular a rear running gear and/or a rear axle suspension element.
  • FIG.1 illustrates a partial schematic bottom view of an electric motor vehicle
  • FIG. 2 illustrates a schematic bottom view of a hybrid electric motor vehicle
  • FIG. 3 is a schematic, enlarged, and partial view of a spar of the vehicle of [Fig. 2] ;
  • FIG. 4 is a view of the spar of [Fig. 3] during a rear impact
  • FIG. 5 illustrates a schematic, side, and partial view of a spar of a rear body part structure according to the invention
  • FIG. 6 is an enlarged and perspective schematic view of the spar of [Fig. 5] ;
  • FIG. 7 is a schematic, enlarged and perspective view of a reinforcement of the spar of [Fig.5] and [Fig. 6] ;
  • FIG. 8 is a schematic view, in perspective from below, enlarged and partial of a rear body part structure according to the invention.
  • - [Fig. 9] illustrates a schematic, side, and partial view of a rear body structure according to the invention.
  • FIG. 10 is an enlarged schematic view, from below and in perspective of the structure of [Fig. 9] ;
  • 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 it is hybrid or electric. .
  • an orthogonal reference XYZ is defined in relation to the vehicle, namely:
  • substantially parallel means a direction deviating by at most 20°, or even by at most 10° or by at most 5° from a direction parallel. It should also be noted that the term “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°. .
  • FIG. 5 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 an electric or hybrid vehicle.
  • said rear body part structure comprises generally at least two spars 30 connected together 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 or a spar.
  • 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 .
  • 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 (or extension elements of the spar).
  • Said angle gear element 32 (or extension elements of the spar) 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 an impact rear is best applied 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.
  • the reinforcement 40 is “fixed at the first end”, we mean the fact that the reinforcement 40 is fixed on the first third of the spar 30 (that is to say at the furthest from a distance of one third of the total length of the spar from its first end 30a).
  • said 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).
  • 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.
  • 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 to the less 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 breakage of inertia detrimental to the “anti-verticalization” role of said reinforcements 40.
  • each of said reinforcements 40 is fixed on the peripheral walls of the spar 30, in particular as illustrated in [Fig. 5], [Fig. 6] or [Fig. 9], on the external (or exterior) faces of said peripheral walls (for example vertical and horizontal).
  • 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.
  • the [Fig. 6], [Fig. 8] and [Fig. 10] are, for their part, enlarged, partial and perspective views of the spar 30 of [Fig. 5] on which the reinforcement 40 is fixed.
  • Said reinforcement 40 of each of the spars 30 thus comprises two parts 42 and 44:
  • 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 side 61 illustrated in [Fig. 9] and [Fig. 10].
  • 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.
  • the first face 30b is advantageously a vertical face, that is to say substantially included in a plane XZ, advantageously oriented towards the outside of the vehicle (or is a exterior face, as opposed to the face placed towards the interior of the vehicle).
  • 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 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 61 also referred to as a stabilizer bar or anti-roll bar, is a bar which is generally located under the chassis and which connects the two suspensions of each train of the vehicle.
  • the anti-roll bar prevents the vehicle's mass from transferring 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 tube of forged steel, 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.
  • FIG. 7 is thus a schematic and enlarged view of the reinforcement 40 of [Fig. 6], 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.
  • each of said reinforcements 40 has for example 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 thickness of the reinforcements 40 will choose the thickness of the reinforcements 40 according to the stiffening needs.
  • 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.
  • 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.
  • said reinforcement 40 and for example the main body 41, has a substantially L-shaped cross section.
  • the first wall 42a of the reinforcement 40 corresponds to the vertical bar of the L
  • the second wall 44a of reinforcement 40 corresponds to the horizontal bar of 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.
  • 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.
  • FIG. 8 illustrates a spar 30 on which a reinforcement 40 is fixed and the second part 44 of which is intended to be connected to a rear axle suspension element, for example an anti-roll bar 61 as illustrated in [Fig. 10].
  • the second part 44 thus comprises a connecting element 52 configured to be fixed to a rear axle suspension element, such as for example the anti-roll bar 61 of the vehicle (electric, hybrid or even thermal).
  • the connecting element is for example an anti-roll bar bearing 52.
  • Said connecting element 52 comprises a ring 52a configured to grip the anti-roll bar 61, as well as a fixing member 54 configured to connect said ring 52a to the spar 30 while being configured to be connected to the first part 42 of said reinforcement 40 .
  • said connecting element 52 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.
  • a fixing means such as a screw, bolt, etc.
  • 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 so that the spacer 50 can be positioned inside said spar 30 when fixing the reinforcement 40 on the spar 30).
  • 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.
  • 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.
  • connection element 52 extends through an opening provided in the second part 44 of the reinforcement, for example through a through hole arranged in the second wall 44a (the second wall 44a which is also substantially parallel to the horizontal peripheral wall of said spar 30).
  • At least part of said connecting element 52 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 exterior 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.
  • 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.
  • 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 inside the vehicle 1 or the spar 30.
  • 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.
  • the elastic block 52b is arranged between the ring 52a and the second wall 44a.
  • the elastic block 52b for example of cylindrical 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.
  • the elastic block 52b is for example 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).
  • 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.
  • 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.
  • FIG. 9 illustrates a schematic, partial, side view, more particularly in an XZ plane or vertical plane, of the rear part structure with the presence of an anti-roll bar 61.
  • Said rear part structure comprises the spar 30, the reinforcement 40, as well as an anti-roll bar bearing 52 which is, on the one hand, configured to accommodate an anti-roll bar 61, and on the other hand part, fixed at two points of attachment to the spar 30.
  • the anti-roll bar bearing 52 forms the connecting element 52.
  • the anti-roll bar 61 is a rear suspension element of the vehicle.
  • the anti-roll bar bearing 52 is configured to be fixed at two fixing points, distinct and at a distance from each other, on the spar 30.
  • the fixing points of the bearing 52 on the spar 30 are respectively located on the reinforcement 40 and on the angle return element 32 of the spar 30.
  • said fixing points of said anti-roll bar bearing 52 are located on either side of said anti-roll bar 61 (the position of the fixing points is for example chosen so that the straight line passing through these two fixing points is for example substantially parallel to the longitudinal axis of the vehicle or substantially orthogonal to the anti-roll bar).
  • Said anti-roll bar bearing 52 comprises the ring 52a configured to enclose (at least partially) the anti-roll bar 61 of the vehicle.
  • Said ring 52a is for example located between the fixing points of the bearing 52 on the spar 30 so that the fixing points of said anti-roll bar bearing 52 are located on either side of said anti-roll bar 61
  • the anti-roll bar bearing 52 further comprises a first fixing member 54 and a second fixing member 55 (partially shown in [Fig. 9] and [Fig. 10]) configured to allow the fixing of said bearing 52 at certain points on the spar 30.
  • the first fixing member 54 and second fixing member 54 are for example any means making it possible to connect and/or fix the bearing 52 to the spar 30, for example by welding, by gluing, by complementary mechanical means, such as screws, bolts, etc., cooperate with a complementary thread...
  • the second fixing member 55 is arranged (or located) for example on the ring 52a.
  • the first fixing member 54 is thus configured to fix said anti-roll bar bearing to said spar 30, for example to the first part 44a of said reinforcement 40, while the second fixing member 55 is configured to allow fixing from said anti-roll bar bearing 52 to the spar 30, in particular to the angle transmission element 32 of said spar 30.
  • the first 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 and also extends to through an opening made in the spar 30 on which the reinforcement 40 is fixed, as illustrated in [Fig. 7], so as to attach to spacer 50.
  • Said anti-roll bar bearing 52 further comprises an elastic block 52b disposed between said anti-roll bar bearing 52 and the spar 30, in particular between the first fixing member 54 and the reinforcement 40 of the spar 30 .
  • the elastic block 52b is advantageously arranged between the ring 52a and the second wall 44a.
  • the elastic block 52b for example of cylindrical shape, is thus in support against the ring 52a and the second wall 44a, in particular respectively via two of the opposite faces of said block 52b.
  • the elastic block 52b is configured to be in contact with at least part of the rear axle of the vehicle, such as an anti-roll bar 61.
  • the anti-roll bar bearing 52 comprises a one-piece (or unitary) main part.
  • the first and second fixing members 54 and 55, and/or the ring 52a are for example arranged or shaped in said main part of said bearing 52.
  • the main part comprises interfaces cooperating with the first and second fixing members. fixing 54 and 55 so as to fix the anti-roll bar bearing to the spar 30, at two distinct points.

Abstract

The invention relates to a body rear portion structure for a motor vehicle, the structure comprising at least two spars (30), each of the spars (30) being elongate in shape and comprising an end that is configured to be connected to a beam of the bumper, characterised in that the structure comprises at least two reinforcements (40), each of the reinforcements (40) being attached to one of the spars (30), the at least one reinforcement (40) of each spar (30) comprising two portions (42 and 44): - a first portion (42) which is, on the one hand, attached to a first face (30b) of the spar (30) and, on the other hand, configured to limit the vertical deformation of the spar (30) during an impact; - a second portion (44) which is, on the one hand, attached to a second face (30c) of the spar (30) and, on the other hand, configured to be connected to a rear end suspension element.

Description

Description Description
STRUCTURE DE PARTIE ARRIÈRE DE CAISSE DE VÉHICULE AUTOMOBILE ET VÉHICULE COMPRENANT UNE TELLE STRUCTURE STRUCTURE OF REAR PART OF MOTOR VEHICLE BODY AND VEHICLE COMPRISING SUCH A STRUCTURE
[1] Ta présente invention revendique la priorité de la demande française 2205798 déposée le 15 juin 2022 et la demande française 2208675 déposée le 30 août 2022, dont le contenu (texte, dessins et revendications) est ici incorporé par référence. La présente invention se rapporte aux structures de partie arrière de caisse de véhicule automobile comprenant des longerons et des longeronnets, et se rapporte plus particulièrement à la déformation des longeronnets lors d’un choc. [1] Your present invention claims the priority of French application 2205798 filed on June 15, 2022 and French application 2208675 filed on August 30, 2022, the contents of which (text, drawings and claims) are herein incorporated by reference. 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.
[2] En effet, la structure de partie arrière de caisse d’un véhicule automobile comprend généralement plusieurs poutres métalliques creuses telles que des longerons de bas de caisse, des longeronnets, des brancards, des traverses, etc. [2] 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.
[3] Il y a généralement deux poutres longitudinales arrières qui sont configurées pour soutenir un plancher arrière de véhicule, ces poutres sont couramment appelées longeronnets et s’étendent selon l’axe longitudinal du véhicule. Les extrémités arrière respectives desdits longeronnets sont généralement reliées à la poutre du pare-chocs arrière du véhicule. De plus, les longeronnets sont généralement constitués par un ou plusieurs profilés qui peuvent présenter une certaine fragilité, notamment lors d’un choc arrière sévère. [3] 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 side members are generally made up of one or more profiles which may present a certain fragility, particularly during a severe rear impact.
[4] Des longeronnets sont bien sûr présents dans les véhicules thermiques, dans les véhicules électriques, notamment de type BEV pour l’acronyme anglais « Battery Electric Vehicle », dotés d’une motorisation électrique, et dans les véhicules hybrides, notamment de type PHEV, pour l’acronyme anglais « Plug-in Hybrid Electric », dotés à la fois d’une motorisation thermique et d’une motorisation électrique. [4] 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 type PHEV, for the English acronym “Plug-in Hybrid Electric”, equipped with both a thermal engine and an electric engine.
[5] Plus particulièrement, la [Fig. 1] illustre une vue schématique, partielle et de dessous, c’est-à-dire dans un plan XY ou horizontal, d’un véhicule électrique 1. Le véhicule électrique 1 comprend plusieurs éléments disposés en partie basse du véhicule, dont entre autres, une batterie 3 de traction, une structure de train arrière 5, un moteur électrique 7, et des bras de train arrière 9. [5] More particularly, [Fig. 1] 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.
[6] La [Fig. 2], quant à elle, illustre une vue schématique, partielle et de dessous, c’est- à-dire dans un plan XY ou horizontal, d’un véhicule hybride 1 ’. Le véhicule hybride 1 ’ comprend également plusieurs éléments disposés en partie basse, dont entre autres, une batterie 3 de traction, une structure de train arrière 5 disposée entre un chargeur 13 et un réservoir 11 de carburant. Plus particulièrement, la structure de train arrière 5 comprend deux bras reliés entre eux par une traverse de train 17, par exemple déformable, disposée transversalement (c’est-à-dire selon la largeur du véhicule), la traverse de train 17 étant entre le réservoir 11 et le chargeur 13. La structure de partie arrière du véhicule comporte en outre deux longeronnets 15, situés en partie sous les bras du train arrière. [6] [Fig. 2], 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 includes several elements arranged in the lower part, including among others, a traction battery 3, a rear axle structure 5 arranged between a charger 13 and a fuel tank 11. More particularly, the rear axle structure 5 comprises two arms connected together by a train crossmember 17, for example deformable, arranged transversely (that is to say along the width of the vehicle), the train crossmember 17 being between the tank 11 and the charger 13. The structure of the rear part of the vehicle further comprises two spars 15, located partly under the arms of the rear axle.
[7] Les longeronnets 15 présentent une forme allongée et chacune de leurs extrémités est reliée à des éléments de structure du véhicule, notamment une de leurs extrémités, par exemple arrière, est reliée à la poutre du pare-chocs arrière. [7] 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.
[8] Ainsi, dans le cas d’un choc provenant de l’arrière, il est nécessaire que la structure, et notamment les longeronnets 15, du véhicule se déforme d’une manière qui limite les risques de blessures des occupants, et les dégâts matériels aux organes du véhicule pouvant présenter un danger. On peut notamment penser, dans le cas du véhicule hybride 1 ’, au chargeur 13, qui est un organe électrique haute-tension, au réservoir 11 qui contient un liquide inflammable, et à la batterie 3 (pour les véhicules électriques 1 et hybrides 1 ’) qui peut présenter des risques d’incendie ou chimiques si cette dernière est endommagée. [8] 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 the material damage to vehicle components which could present a danger. We can in particular think, in the case of the hybrid vehicle 1', of the charger 13, which is a high-voltage electrical component, of the tank 11 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.
[9] Cependant, dans le cas de véhicules électriques 1 ou hybrides 1 ’, contrairement aux véhicules thermiques, la présence d’une batterie 3 de traction alourdit le véhicule et augmente la quantité d’énergie qui doit être absorbée lors d’un choc. Par ailleurs, la présence d’un moteur électrique 7 et/ou d’un train arrière plus robuste (donc plus lourd et/ou encombrant) va réduire la distance sur laquelle la structure arrière, et notamment les longeronnets, va pouvoir être compressée pour absorber l’énergie d’un choc venant de l’arrière. [9] 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.
[10] Les figures 3 et 4, référencées respectivement [Fig. 3] et [Fig. 4], sont des vues schématiques et agrandies, dans un plan XZ (ou vertical), d’un longeronnet 15 de l’art antérieur d’une structure de partie arrière de caisse de véhicule hybride 1 ’ (tel qu’illustré à la [Fig. 2]). [10] Figures 3 and 4, referenced respectively [Fig. 3] and [Fig. 4], 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 [Fig. 2]).
Le longeronnet 15 est donc une poutre métallique creuse s’étendant selon une direction longitudinale du véhicule 1 ’, et qui présente une extrémité arrière 15a configurée pour être fixée ou reliée à une poutre (non représentée) du pare-chocs arrière du véhicule. Le longeronnet 15, à la [Fig. 3], est dans une configuration initiale ou de « fonctionnement normal ». 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, in [Fig. 3], is in an initial or “normal operating” configuration.
[11] Puis à la [Fig. 4], on peut voir qu’en cas de choc arrière, notamment à grande vitesse, engendrant une force Fc sensiblement orientée selon la direction longitudinale du longeronnet 15, il y a alors apparition d’une zone de pliure 23 (ou d’un pli) dans la zone de l’extrémité arrière 15a du longeronnet 15. [11] Then in [Fig. 4], we can see that in the event of a rear impact, particularly at high speed, generating a force Fc substantially oriented in the longitudinal direction of the spar 15, there is then the appearance of a folding zone 23 (or a fold) in the area of the rear end 15a of the spar 15.
[12] Ce pli entraine une « verticalisation » (ou déformation vers le haut, ou en direction du plancher du véhicule) d’une partie du longeronnet 15 et stoppe sa compression en ligne. [12] This fold causes a “verticalization” (or deformation upwards, or towards the floor of the vehicle) of part of the spar 15 and stops its compression in line.
Ce comportement mécanique a notamment pour effet de limiter l’efficacité d’absorption du longeronnet 15 lorsque le véhicule subit un choc arrière. Par ailleurs, la déformation du longeronnet peut être tellement importante que celle-ci peut empêcher l’ouverture des portières arrière du véhicule. 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 beam can be so significant that it can prevent the rear doors of the vehicle from opening.
[13] Par ailleurs, on notera que pour les véhicules électriques, en raison du poids très important de la batterie de traction, les longeronnets de la structure de caisse arrière présentent généralement une structure renforcée et donc différente de celle d’un véhicule hybride (ou thermique). [13] 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 vehicle ( or thermal).
[14] Cela implique donc que les structures de partie arrière de caisse, et plus particulièrement les longeronnets, d’un véhicule électrique, hybride et thermique seront différentes. Cette différence de structure est regrettable, car elle ne permet pas de réduire les coûts en mutualisant l’utilisation de pièces identiques entre les différents types de véhicules. [14] 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.
[15] La présente invention se propose ainsi de remédier à au moins un des inconvénients précités en proposant un nouveau type de structure de partie arrière de caisse pour véhicule automobile, ladite structure comprenant au moins deux longeronnets, chacun des longeronnets présentant une forme allongée et comportant une extrémité, dite première extrémité, configurée pour être reliée à une poutre du pare-chocs arrière du véhicule, caractérisée en ce que ladite structure comprend au moins deux renforts, chacun desdits renforts étant fixé sur un desdits longeronnets, ledit au moins un renfort de chaque longeronnet comprenant deux parties : - une première partie, d’une part, fixée sur une première face dudit longeronnet et, d’autre part, configurée pour limiter la déformation verticale du longeronnet lors d’un choc ; [15] 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 a 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 side members, 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;
- une deuxième partie, d’une part, fixée sur une deuxième face dudit longeronnet et, d’autre part, configurée pour être reliée à un élément de suspension de train arrière (tel qu’une barre anti-devers). - 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).
[16] L’invention permet notamment de proposer une prestation améliorée en matière de sécurité (pour des longeronnets à dimensions extérieures identiques et à iso-structure) tout en ayant des longeronnets et des renforts pouvant être utilisés à la fois pour une structure de partie arrière de caisse de véhicules électriques, hybrides ou thermiques. Cela présente également l’avantage d’améliorer les propriétés mécaniques de la structure de partie arrière de caisse vis-à-vis des chocs provenant de l’arrière, tout en optimisant la masse globale des véhicules et/ou en réduisant le coût de fabrication des véhicules, que ces véhicules soient thermiques, électriques ou hybrides. [16] 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 part structure rear body of 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.
[17] Par ailleurs, la structure de partie arrière de caisse, et notamment la deuxième partie du renfort fixé au longeronnet, permet également une meilleure tenue en endurance, aux vibrations, ainsi que de meilleures performances acoustiques. [17] 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.
[18] La structure de partie arrière selon l’invention contribue ainsi à la mise en place d’une plateforme identique lors de la production d’un véhicule électrique, hybride ou thermique malgré les contraintes de sécurité différentes liées aux éléments spécifiques de chaque motorisation (répartition du poids, taille de la batterie de traction, chargeur, réservoir de carburant, etc.). [18] 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. (weight distribution, traction battery size, charger, fuel tank, etc.).
[19] Selon une caractéristique possible, pour chacun desdits renforts, lorsque la structure de partie arrière de caisse est en position montée dans un véhicule, la première partie dudit renfort est fixée sur une face verticale du longeronnet, tandis que la deuxième partie du renfort est fixée sur une face horizontale du longeronnet. [19] 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.
[20] Selon une autre caractéristique possible, chacun desdits renforts est fixé sur le premier tiers en longueur du longeronnet qui comprend ladite première extrémité. [20] 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.
[21] Selon une autre caractéristique possible, chacun des longeronnets comprend, au niveau de sa première extrémité, un élément de renvoi d’angle, chacun desdits renforts étant fixé au plus près dudit élément de renvoi d’angle, par exemple à une distance inférieure à 30 cm dudit élément de renvoi d’angle, préférentiellement inférieure à 15 cm, et encore plus préférentiellement inférieure à 5 cm. [21] 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 to a distance less than 30 cm from said angle transmission element, preferably less than 15 cm, and even more preferably less than 5 cm.
[22] Un élément de renvoi d’angle peut être une structure intrinsèque au longeronnet ou être une pièce additionnelle fixée au longeronnet pour faire en sorte que la force engendrée par un choc arrière s’applique, au maximum, selon l’axe longitudinal du longeronnet (qui est lui-même orienté selon l’axe longitudinal du véhicule), ceci afin de favoriser la compression longitudinale dudit longeronnet lors d’un choc (et donc l’absorption et la dissipation de l’énergie du choc). [22] An angle transmission element may 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. 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 shock).
[23] On entend par « le renfort est fixé au plus près » le fait que le renfort est disposé juste après et/ou suffisamment proche de l’élément de renvoi d’angle pour limiter la taille d’une zone de faiblesse, et donc l’apparition d’un pli qui entraînerait la verticalisation du longeronnet en cas de choc arrière. [23] By “the reinforcement is fixed as closely as possible” is meant the fact that the reinforcement is placed just after and/or sufficiently close to the angle 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.
[24] Selon une autre caractéristique possible, chacun desdits renforts comprend un corps principal monobloc. [24] According to another possible characteristic, each of said reinforcements comprises a single-piece main body.
Le fait que les renforts comprennent un corps monobloc ou unitaire réduit les coûts de production du renfort, facilite sa fabrication, ainsi que sa fixation sur un longeronnet. Ledit corps principal du renfort comprend avantageusement une première et une deuxième paroi, la première partie du renfort comprenant la première paroi et la deuxième partie du renfort comprenant la deuxième paroi. 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.
[25] Selon une autre caractéristique possible, chacun desdits renforts présente une section transversale sensiblement en forme de L. [25] According to another possible characteristic, each of said reinforcements has a substantially L-shaped cross section.
La forme générale en L desdits renforts permet une fixation rapide et simple desdits renforts sur les longeronnets. On notera que c’est le corps principal (et ses parois) de chacun desdits renforts qui présente section transversale sensiblement en forme de L. Par ailleurs, la première partie correspond la barre verticale du L, tandis que la deuxième partie correspond à la barre horizontale du L. 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.
[26] Selon une autre caractéristique possible, chacun desdits renforts est au moins en partie en tôle métallique. [26] According to another possible characteristic, each of said reinforcements is at least partly made of metal sheet.
C’est le corps principal du renfort qui est avantageusement réalisé en tôle métallique, par exemple par pliage ou emboutissage, ceci afin de garantir de bonnes propriétés mécaniques et limiter les coûts de fabrication desdits renforts. [27] Selon une autre caractéristique, la première partie et la deuxième partie, notamment la première paroi et la deuxième paroi, font sensiblement un angle droit (ou un angle de 90°) l’une avec l’autre. 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. [27] 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.
[28] Selon une caractéristique possible, chacun desdits renforts est fixé à un desdits longeronnets par soudage. [28] According to a possible characteristic, each of said reinforcements is fixed to one of said stringers by welding.
Le fait de souder le renfort au longeronnet est une méthode rapide et économique, tout en permettant une bonne tenue mécanique de l’ensemble. Welding the reinforcement to the spar is a quick and economical method, while allowing good mechanical strength of the whole.
[29] Selon une autre caractéristique possible, chacun desdits renforts comporte une jonction entre la première partie et la deuxième partie, ladite jonction présentant une forme arrondie. [29] 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.
La jonction arrondie entre la première et la deuxième partie d’un renfort apporte de l’inertie au renfort, c’est-à-dire que cela va rendre plus difficile sa déformation mécanique lors d’un choc ou lors de contraintes mécaniques. The rounded junction between the first and second parts of a reinforcement provides inertia to the reinforcement, that is to say, it will make its mechanical deformation more difficult during an impact or during mechanical stress.
C’est notamment la jonction des deux parties du L (en section transversale) qui présente une forme arrondie. It is in particular the junction of the two parts of the L (in cross section) which has a rounded shape.
[30] Selon une autre caractéristique possible, chacun desdits renforts comporte une jonction entre la première partie et la deuxième partie, ladite jonction entre la première partie et la deuxième partie étant sensiblement orthogonale. [30] 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.
La jonction orthogonale (ou perpendiculaire), c’est-à-dire présentant sensiblement un angle de 90°, entre la première et la deuxième partie d’un renfort apporte de l’inertie mécanique, c’est-à-dire que cela rend plus difficile sa déformation mécanique lors de chocs. 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.
[31] Selon une autre caractéristique possible, pour chacun desdits renforts, la deuxième partie comprend un élément de liaison configuré pour être fixé à un élément de suspension de train arrière de véhicule. Cette liaison mécanique entre le renfort et un élément de suspension de train arrière du véhicule améliore la tenue en vibrations et acoustique du train arrière du véhicule. [31] 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.
[32] Selon une autre caractéristique possible, ledit élément de liaison est configuré pour être fixé à une barre anti-devers, ledit élément de liaison comprenant une bague configurée pour enserrer une barre anti-devers de véhicule, ainsi qu’un organe de fixation configurée pour fixer ladite bague à la première partie dudit renfort. [33] Selon une autre caractéristique possible, ledit élément de liaison comprend un bloc élastique qui est disposé à l’extérieur du longeronnet et qui est configuré pour être au contact d’au moins une partie du train arrière de véhicule. [32] 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. [33] 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.
Le fait qu’une partie du train arrière de véhicule vienne au contact ou en appui sur le bloc élastique améliore le comportement acoustique dudit train, ainsi que sa tenue aux vibrations. 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.
[34] Selon une autre caractéristique possible, ledit élément de liaison comprend une entretoise fixée, par exemple par soudage, à la première partie du renfort, ladite entretoise étant configurée pour solidariser l’élément de liaison à la première partie, tandis qu’au moins une partie de l’élément de liaison (notamment l’organe de fixation) s’étend à travers une ouverture aménagée dans la deuxième partie du renfort. [34] 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 part of the connecting element (in particular the fixing member) extends through an opening provided in the second part of the reinforcement.
On notera qu’au moins une partie dudit élément de liaison s’étend également avantageusement à travers une ouverture aménagée dans le longeronnet sur lequel est fixé le renfort, par exemple à travers une ouverture aménagée dans une paroi périphérique dudit longeronnet (paroi périphérique horizontale en position montée). 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).
[35] Selon une autre caractéristique possible, ladite entretoise est disposée à l’intérieur du longeronnet. [35] According to another possible characteristic, said spacer is arranged inside the spar.
On entend par « à l’intérieur du longeronnet » le fait que l’entretoise est disposée dans un volume au moins partiellement délimité par les parois (et par exemple les faces internes desdites parois), notamment périphériques, dudit longeronnet. 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.
[36] Selon une autre caractéristique possible, l’organe de fixation comprend l’entretoise, ainsi qu’un moyen de fixation (par exemple un filetage et une vis), aménagé sur l’entretoise ou lié au moins partiellement à celle-ci, qui permet la solidarisation de ladite bague à au moins une partie du corps principal du renfort (notamment la première partie, par exemple au niveau de la première paroi). [36] 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 said ring to be secured 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).
[37] Selon une autre caractéristique possible, le bloc élastique est disposé entre la bague et la deuxième paroi de la deuxième partie. [37] According to another possible characteristic, the elastic block is arranged between the ring and the second wall of the second part.
[38] Selon une autre caractéristique possible, l’épaisseur de chacun desdits renforts présente une épaisseur supérieure à l’épaisseur du longeronnet sur lequel le renfort est fixé, et/ou le matériau constitutif du renfort présente une résistance mécanique supérieure au matériau constitutif du longeronnet sur lequel le renfort est fixé. [38] 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 resistance mechanically superior to the material constituting the spar to which the reinforcement is fixed.
La tôle métallique qui forme le corps principal du renfort présente par exemple une épaisseur comprise entre 1 ,8 mm et 2,6 mm, et préférentiellement supérieure à 2 mm, le corps principal du renfort étant avantageusement en acier FP60. Tandis que le longeronnet métallique est avantageusement en acier DP780 et présente par exemple une épaisseur comprise entre 1 ,5 et 1 ,9 mm. The metal sheet which forms the main body of the reinforcement has for example a thickness of 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.
[39] Selon une autre caractéristique possible, chacun desdits longeronnets présente deux extrémités longitudinales opposées, chacune desdites extrémités étant configurée pour être fixée sur des éléments de structure distincts du véhicule. La première extrémité est configurée pour être fixée à la poutre de pare-chocs arrière, tandis que la deuxième extrémité est configurée pour être fixée à un élément de structure du véhicule, par exemple au bas de caisse. [39] 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.
On notera par ailleurs que les longeronnets servent par exemple d’ossature à la partie arrière du véhicule, et sont fixés au panneau arrière (c’est-à-dire une tôle entre les extrémités de longeronnets), au plancher de coffre, au passage de roue et notamment à une traverse entre le plancher d’assise et le plancher de coffre. 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.
[40] Selon une autre caractéristique possible, chacun des longeronnets comprend un palier de barre anti-devers qui est, d’une part, configuré pour loger une barre anti-devers, et d’autre part, fixé en deux points de fixation à un desdits longeronnets. Le palier de barre anti-devers forme un élément de liaison configuré pour être fixé à un élément de suspension de train arrière de véhicule, l’élément de suspension étant une barre anti-devers. [40] According to another possible characteristic, each of the spars comprises an anti-roll bar bearing which is, on the one hand, configured to accommodate an anti-roll bar, and on the other hand, fixed at two fixing points at one of said spars. The anti-roll bar bearing forms a connecting member configured to be attached to a vehicle rear axle suspension member, the suspension member being an anti-roll bar.
[41] Le fait d’avoir un palier anti-devers fixé en deux points distincts sur chacun desdits longeronnets permet de renforcer la tenue mécanique de la zone du longeronnet comprise entre les deux points de fixation dudit palier de barre anti- devers. De plus lors d’un choc, les efforts ne sont plus supportés par le seul longeronnet, également par le palier de barre anti-devers, notamment la partie du palier située entre les deux points de fixation. [41] The fact of having an anti-roll bearing fixed at two distinct points on each of said spars makes it possible to reinforce the mechanical strength of the zone of the spar between the two fixing points of said anti-roll bar bearing. Furthermore, during an impact, the forces are no longer supported by the spar alone, also by the anti-roll bar bearing, in particular the part of the bearing located between the two fixing points.
[42] On notera par ailleurs que la structure de partie arrière selon l’invention peut s’appliquer à tout type de véhicule, thermique, hybride ou électrique, contribuant ainsi à la mise en place d’une plateforme identique lors de la production d’un véhicule électrique, hybride ou thermique malgré les contraintes de sécurité différentes liées aux éléments spécifiques de chaque motorisation (répartition du poids, taille de la batterie de traction, chargeur, réservoir de carburant, etc.). [42] It should also be noted that the rear part structure according to the invention can be applied to any type of vehicle, thermal, hybrid or electric, thus contributing to the establishment of an identical platform during the production of 'A electric, hybrid or thermal vehicle despite the different safety constraints linked to the specific elements of each engine (weight distribution, size of the traction battery, charger, fuel tank, etc.).
[43] Selon une autre caractéristique possible, l’un desdits points de fixation du palier de barre anti-devers sur le longeronnet est situé sur le renfort du longeronnet.[43] According to another possible characteristic, one of said attachment points of the anti-roll bar bearing on the spar is located on the reinforcement of the spar.
Cette liaison mécanique entre le renfort et un élément de suspension de train arrière du véhicule, tel qu’une barre anti-devers, améliore la tenue en vibrations et acoustique du train arrière du véhicule. This mechanical connection between the reinforcement and a rear axle suspension element of the vehicle, such as an anti-roll bar, improves the vibration and acoustic resistance of the rear axle of the vehicle.
[44] Selon une autre caractéristique possible, l’un desdits points de fixation du palier de barre anti-devers sur le longeronnet est située sur l’élément de renvoi d’angle du longeronnet. Le deuxième point de fixation et de liaison entre le palier de barre anti-devers est avantageusement situé sur l’élément de renvoi d’angle du longeronnet, car améliorant la tenue mécanique du longeronnet lors d’un choc, et notamment au niveau d’une zone de faiblesse située entre le renfort et ledit élément de renvoi d’angle du longeronnet. [44] According to another possible characteristic, one of said fixing points of the anti-roll bar bearing on the spar is located on the angle transmission element of the spar. The second point of attachment and connection between the anti-roll bar bearing is advantageously located on the angle transmission element of the spar, because it improves the mechanical strength of the spar during an impact, and in particular at the level of a zone of weakness located between the reinforcement and said angle transmission element of the spar.
[45] Selon une autre caractéristique possible, l’élément de renvoi d’angle de chacun des longeronnets est situé au niveau de sa première extrémité. [45] According to another possible characteristic, the angle transmission element of each of the spars is located at its first end.
[46] Selon une autre caractéristique possible, ledit palier de barre anti-devers comprend une bague configurée pour enserrer (au moins partiellement) une barre anti-devers de véhicule. [46] According to another possible characteristic, said anti-roll bar bearing comprises a ring configured to enclose (at least partially) a vehicle anti-roll bar.
[47] Selon une autre caractéristique possible, ledit palier de barre anti-devers comprend un corps principal comprenant un organe de fixation, dit premier organe de fixation, configuré pour fixer ledit palier de barre anti-devers audit longeronnet, par exemple à la première partie dudit renfort. [47] According to another possible characteristic, said anti-roll bar bearing comprises a main body comprising a fixing member, called first fixing member, configured to fix said anti-roll bar bearing to said spar, for example to the first part of said reinforcement.
[48] Selon une autre caractéristique possible, ladite bague comprend un organe de fixation, dit deuxième organe de fixation, permettant la fixation dudit palier de barre anti-devers au longeronnet, notamment à l’élément de renvoi d’angle dudit longeronnet. [48] According to another possible characteristic, said ring comprises a fixing member, called a second fixing member, allowing the fixing of said anti-roll bar bearing to the spar, in particular to the angle transmission element of said spar.
[49] Selon d’autres caractéristiques possibles : [50] - ledit palier de barre anti-devers comprend un bloc élastique disposé entre ledit palier de barre anti-devers et le longeronnet, notamment entre le premier organe de fixation et le renfort du longeronnet ; [49] According to other possible characteristics: [50] - said anti-roll bar bearing comprises an elastic block disposed between said anti-roll bar bearing and the spar, in particular between the first fixing member and the reinforcement of the spar;
[51] - lesdits points de fixation dudit palier de barre anti-devers sont situés de part et d’autre de ladite barre anti-devers (et avantageusement alignés selon l’axe longitudinal du véhicule), afin de profiter des propriétés mécaniques de ladite barre lors d’un choc. [51] - said fixing points of said anti-roll bar bearing are located on either side of said anti-roll bar (and advantageously aligned along the longitudinal axis of the vehicle), in order to benefit from the mechanical properties of said bar during an impact.
[52] L’invention a également pour objet un véhicule automobile, par exemple thermique, électrique ou hybride, comportant une structure de partie arrière de caisse comportant tout ou partie des caractéristiques énoncées ci-dessus. [52] 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.
[53] Selon une autre caractéristique possible, ledit véhicule comprend au moins un train arrière, notamment un train roulant arrière et/ou un élément de suspension de train arrière. [53] 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.
[54] L’invention sera mieux comprise, et d’autres buts, détails, caractéristiques et avantages de celles-ci apparaîtront plus clairement au cours de la description suivante d’un mode de réalisation particulier de l’invention, donnée uniquement à titre illustratif et non limitatif, en référence aux dessins annexés, sur lesquels : [54] 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 and non-limiting, with reference to the appended drawings, in which:
- La [Fig.1] illustre une vue schématique partielle de dessous d’un véhicule automobile électrique ; - [Fig.1] illustrates a partial schematic bottom view of an electric motor vehicle;
- la [Fig. 2] illustre une vue schématique de dessous d’un véhicule automobile hybride électrique ; - [Fig. 2] illustrates a schematic bottom view of a hybrid electric motor vehicle;
- la [Fig. 3] est une vue schématique, agrandie, et partielle d’un longeronnet du véhicule de la [Fig. 2] ; - [Fig. 3] is a schematic, enlarged, and partial view of a spar of the vehicle of [Fig. 2] ;
- la [Fig. 4] est une vue du longeronnet de la [Fig. 3] lors d’un choc arrière ;- [Fig. 4] is a view of the spar of [Fig. 3] during a rear impact;
- la [Fig. 5] illustre une vue schématique, de côté, et partielle d’un longeronnet d’une structure de partie arrière de caisse selon l’invention ; - [Fig. 5] illustrates a schematic, side, and partial view of a spar of a rear body part structure according to the invention;
- la [Fig. 6] est une vue schématique agrandie et en perspective du longeronnet de la [Fig. 5] ; - [Fig. 6] is an enlarged and perspective schematic view of the spar of [Fig. 5] ;
- la [Fig. 7] est une vue schématique, agrandie et en perspective d’un renfort du longeronnet des [Fig .5] et [Fig. 6] ; - [Fig. 7] is a schematic, enlarged and perspective view of a reinforcement of the spar of [Fig.5] and [Fig. 6] ;
- la [Fig. 8], est une vue schématique, en perspective de dessous, agrandie et partielle d’une structure de partie arrière de caisse selon l’invention. - la [Fig. 9] illustre une vue schématique, de côté, et partielle d’une structure de caisse arrière selon l’invention ; - [Fig. 8], is a schematic view, in perspective from below, enlarged and partial of a rear body part structure according to the invention. - [Fig. 9] illustrates a schematic, side, and partial view of a rear body structure according to the invention;
- la [Fig. 10] est une vue schématique agrandie, de dessous et en perspective de la structure de la [Fig. 9] ; - [Fig. 10] is an enlarged schematic view, from below and in perspective of the structure of [Fig. 9] ;
[55] Dans la description qui suit, le terme « comprendre » est synonyme de « inclure » et n’est pas limitatif en ce qu’il autorise la présence d’autres éléments dans le véhicule, ou la structure auxquels il se rapporte. Il est entendu que le terme « comprendre » inclut les termes « consister en ». De même, les termes « inférieur », « supérieur », « avant », « arrière », « longitudinal » et « transversal » s’entendront par rapport à l’orientation générale du véhicule automobile, que celui- ci soit hybride ou électrique. [55] 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 it is hybrid or electric. .
[56] Le terme « inférieur » désignera une proximité au sol plus importante que « supérieur » selon l’axe vertical. Par ailleurs, on notera que sur les différentes figures, les mêmes références désignent des éléments identiques ou similaires. [56] The term “lower” will designate 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.
[57] De plus, on définit par rapport au véhicule un repère orthogonal XYZ, à savoir : [57] In addition, an orthogonal reference XYZ is defined in relation to the vehicle, namely:
- un axe X, définissant une direction longitudinale et horizontale du véhicule,- an X axis, defining a longitudinal and horizontal direction of the vehicle,
- un axe Y, définissant une direction transversale et horizontale, qui avec l’axe X définit un plan XY horizontal, - a Y axis, defining a transverse and horizontal direction, which with the X axis defines a horizontal XY plane,
- un axe Z, définissant une direction verticale, orthogonale au plan XY horizontal, l’axe Z avec l’axe X définissant un plan XZ vertical. - 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.
[58] Dans la présente demande, on notera qu’on entend par « sensiblement parallèle », une direction s’écartant d’au plus 20°, voire d’au plus 10° ou d’au plus 5° d’une direction parallèle. On notera également qu’on entend par « sensiblement orthogonale », une direction s’écartant d’au plus 20°, voire d’au plus 10° ou d’au plus 5° d’un angle d’une valeur de 90°. [58] 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 by at most 5° from a direction parallel. It should also be noted that the term “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°. .
[59] La [Fig. 5] illustre ainsi une vue schématique de côté, plus particulièrement dans un plan XZ ou plan vertical, d’un longeronnet 30, d’un renfort 40 d’une structure de partie arrière de caisse (non représentée) selon l’invention destinée à équiper un véhicule électrique ou hybride. [59] [Fig. 5] 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 an electric or hybrid vehicle.
Ainsi, ladite structure de partie arrière de caisse selon l’invention comprend généralement au moins deux longeronnets 30 reliés entre eux par l’intermédiaire d’au moins une traverse (non représentée). Thus, said rear body part structure according to the invention comprises generally at least two spars 30 connected together via at least one crosspiece (not shown).
[60] Chacun des longeronnets 30 présente une forme allongée et deux extrémités longitudinales opposées dont l’une des extrémités 30a, dite première extrémité, est configurée pour être reliée à une poutre du pare-chocs arrière du véhicule (non représentée), tandis que l’autre extrémité (non visible), dite deuxième extrémité, est configurée pour être fixée à un autre élément de structure du véhicule, tel que le bas de caisse ou un longeron. [60] 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 or a spar.
[61] On notera que chacun des longeronnets 30 peut être fixé à d’autres éléments de structures du véhicule, tant que ceux-ci sont distincts et participent à la tenue mécanique de ladite structure de partie arrière de caisse lors d’un choc arrière. [61] 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 .
[62] En position montée dans un véhicule hybride ou électrique, ou encore thermique, les longeronnets 30 de la structure de partie arrière de caisse s’étendent sensiblement selon l’axe longitudinal du véhicule (ou axe X). Le ou les traverses, qui relient lesdits au moins deux longeronnets 30 l’un à l’autre, quant à eux, s’étendent transversalement auxdits longeronnets 30 (ou selon une direction sensiblement orthogonale à l’axe longitudinal du véhicule ou des longeronnets). [62] In the mounted position in a hybrid or electric, or even thermal, 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) .
[63] Les longeronnets 30 sont généralement des poutres métalliques creuses et comprennent à proximité de leurs premières extrémités 30a respectives, un élément de renvoi d’angle 32 (ou éléments d’extension du longeronnet). [63] The spars 30 are generally hollow metal beams and comprise, near their respective first ends 30a, an angle transmission element 32 (or extension elements of the spar).
[64] Ledit élément de renvoi d’angle 32 (ou éléments d’extension du longeronnet) est généralement une structure intrinsèque ou une pièce additionnelle fixée, par exemple par soudage, au longeronnet 30 pour faire en sorte que la force engendrée par un choc arrière s’applique au mieux selon l’axe longitudinal du longeronnet 30, c’est-à-dire que la force du choc s’applique sensiblement parallèle à l’axe longitudinal du longeronnet 30 (et maximiser ainsi l’énergie absorber par la compression longitudinale du longeronnet lors d’un choc). [64] Said angle gear element 32 (or extension elements of the spar) 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 an impact rear is best applied 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).
[65] Chacun desdits renforts 40 est fixé, par exemple par soudage, sur le longeronnet 30. Le renfort 40 est fixé au niveau de la première extrémité 30a du longeronnet 30, et avantageusement fixé au plus près dudit élément de renvoi d’angle 32 du longeronnet 30. [66] On entend par le fait que le renfort 40 est « fixé au niveau de la première extrémité », le fait que le renfort 40 est fixé sur le premier tiers du longeronnet 30 (c’est-à-dire au plus loin à une distance d’un tiers de la longueur totale du longeronnet à partir de sa première extrémité 30a). [65] 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. [66] By the fact that the reinforcement 40 is “fixed at the first end”, we mean the fact that the reinforcement 40 is fixed on the first third of the spar 30 (that is to say at the furthest from a distance of one third of the total length of the spar from its first end 30a).
De plus, on entend par « au plus près », le fait que le renfort 40 est disposé juste après et/ou suffisamment proche de l’élément de renvoi d’angle 32 pour limiter l’apparition d’un pli qui entraînerait la « verticalisation » du longeronnet 30 en cas de choc arrière (tout en limitant la taille d’une zone de faiblesse). Avantageusement, ledit renfort 40 est disposé à une distance inférieure à 30 cm de l’élément de renvoi d’angle 32 du longeronnet 30, préférentiellement à une distance inférieure à 15 cm, et encore plus préférentiellement à une distance inférieure à 5 cm. In addition, by "as close as possible" 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.
[67] De plus, chacun desdits longeronnets 30 comprend avantageusement au moins une doublure (non représentée), disposée à l’intérieur du longeronnet 30, sur laquelle est fixé le renfort 40. Ladite doublure est généralement un profilé métallique qui s’étend au moins partiellement (et longitudinalement) dans le longeronnet 30 et qui est fixée sur des faces internes des parois du longeronnet 30. Ladite doublure procure ainsi une meilleure inertie mécanique au longeronnet 30 tout en limitant la quantité de la matière à utiliser. [67] 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 to the less 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.
[68] Chacun desdits renforts 40 est donc fixé, par exemple par soudage, au moins partiellement à la doublure du longeronnet 30, ainsi qu’à des parois (périphériques), par exemple verticale et horizontale, du longeronnet 30. Il est avantageux que les longueurs et/ou zones de soudure (donc la liaison solide) entre le renfort 40 et les différents éléments du longeronnet 30 soient d’au moins 10 mm, et préférentiellement d’au moins 20 mm, ceci afin d’éviter toute rupture d’inertie préjudiciable au rôle « d’anti-verticalisation » desdits renforts 40. [68] 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 breakage of inertia detrimental to the “anti-verticalization” role of said reinforcements 40.
[69] En outre, chacun desdits renforts 40 est fixé sur les parois périphériques du longeronnet 30, notamment comme illustré aux [Fig. 5], [Fig. 6] ou encore [Fig. 9], sur les faces externes (ou extérieures) desdites parois périphériques (par exemple verticale et horizontale). Ainsi, le renfort 40 est donc disposé au moins partiellement à l’extérieur du longeronnet 30, cette disposition facilitant son positionnement et sa fixation lors de la fabrication d’une structure de partie arrière de caisse pour véhicule automobile. [70] Les [Fig. 6], [Fig. 8] et [Fig. 10] sont, quant à elles, des vues agrandies, partielles et en perspective, du longeronnet 30 de la [Fig. 5] sur lequel est fixé le renfort 40. [69] In addition, each of said reinforcements 40 is fixed on the peripheral walls of the spar 30, in particular as illustrated in [Fig. 5], [Fig. 6] or [Fig. 9], 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. [70] The [Fig. 6], [Fig. 8] and [Fig. 10] are, for their part, enlarged, partial and perspective views of the spar 30 of [Fig. 5] on which the reinforcement 40 is fixed.
[71] Ledit renfort 40 de chacun des longeronnets 30 comprend ainsi deux parties 42 et 44 : [71] Said reinforcement 40 of each of the spars 30 thus comprises two parts 42 and 44:
- une première partie 42, d’une part, située sur une première face 30b dudit longeronnet 30 et, d’autre part, configurée pour limiter la déformation verticale du longeronnet 30 lors d’un choc ; - 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;
- une deuxième partie 44, d’une part, disposée sur une deuxième face 30c dudit longeronnet 30 et, d’autre part, configurée pour être reliée à un élément de suspension de train arrière de véhicule automobile, tel qu’une barre anti-devers 61 illustrée en [Fig. 9] et [Fig. 10]. - 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 side 61 illustrated in [Fig. 9] and [Fig. 10].
[72] Les longeronnets 30 présentent généralement quatre faces qui peuvent être définies, lorsque le longeronnet 30 est en position montée, comme deux faces verticales, dites respectivement face extérieure et face intérieure, et deux faces horizontales, dites respectivement face supérieure et face inférieure. [72] 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.
[73] Ainsi, lorsque le longeronnet 30 est en position montée, la première face 30b est avantageusement une face verticale, c’est-à-dire sensiblement comprise dans un plan XZ, avantageusement orientée vers l’extérieur du véhicule (ou est une face extérieure, par opposition à la face disposée vers l’intérieur du véhicule). [73] 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 outside of the vehicle (or is a exterior face, as opposed to the face placed towards the interior of the vehicle).
[74] De plus, toujours lorsque le longeronnet 30 est en position montée, la deuxième face 30c est une face horizontale, c’est-à-dire sensiblement comprise dans un plan XY, et est avantageusement une face inférieure, c’est-à-dire située au plus près du sol (par opposition à une face supérieure, située au-dessus et qui est par exemple destinée à soutenir le plancher du véhicule). [74] 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 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).
[75] La barre anti-devers 61 , également désignée sous les termes de barre stabilisatrice ou barre anti-roulis, est une barre qui se trouve généralement sous le châssis et qui relie les deux suspensions de chaque train du véhicule. [75] The anti-roll bar 61, also referred to as a stabilizer bar or anti-roll bar, is a bar which is generally located under the chassis and which connects the two suspensions of each train of the vehicle.
[76] La barre anti-devers empêche la masse du véhicule de se transférer de gauche à droite, en restreignant les inclinaisons de la voiture dans les virages, et limite donc les chances d’un véhicule de se renverser. La barre anti-devers est par exemple un tube plein en acier forgé, possédant un coefficient d’élasticité élevé. Par ailleurs, la barre anti-devers est généralement reliée à au moins un bras de suspension de chaque côté latéral opposé du véhicule et présente une forme arquée ou droite. [76] The anti-roll bar prevents the vehicle's mass from transferring 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 tube of forged steel, 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.
[77] La [Fig. 7] est ainsi une vue schématique et agrandie du renfort 40 de la [Fig. 6], sur laquelle on peut voir que le renfort 40 comprend un corps principal 41 , avantageusement monobloc ou unitaire. [77] [Fig. 7] is thus a schematic and enlarged view of the reinforcement 40 of [Fig. 6], on which we can see that the reinforcement 40 comprises a main body 41, advantageously one-piece or unitary.
[78] Le corps principal 41 est en tôle métallique, par exemple en acier, tel que de l’acier FP60. Ledit renfort 40 est donc au moins partiellement réalisé en tôle métallique, par exemple par pliage ou par emboutissage. [78] 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.
[79] On notera également que l’épaisseur de chacun desdits renforts 40 présente par exemple une épaisseur supérieure à l’épaisseur du longeronnet 30 sur lequel le renfort 40 est fixé, et/ou le matériau constitutif, tel que de l’acier, du renfort 40 présente une résistance mécanique supérieure au matériau constitutif, tel que de l’acier, du longeronnet 30 sur lequel le renfort 40 est fixé. L’homme du métier choisira l’épaisseur des renforts 40 en fonction des besoins de rigidification. [79] It will also be noted that the thickness of each of said reinforcements 40 has for example 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. A person skilled in the art will choose the thickness of the reinforcements 40 according to the stiffening needs.
[80] La tôle métallique qui forme le corps principal 41 du renfort 40 présente par exemple une épaisseur comprise entre 1 ,8 mm et 2,6 mm, et préférentiellement supérieure à 2 mm. Tandis que le longeronnet 30 métallique, avantageusement en acier DP780, présente une épaisseur par exemple comprise entre 1 ,5 et 1 ,9 mm. [80] 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.
[81] De plus, ledit corps principal 41 du renfort 40 comprend une première paroi 42a et une deuxième paroi 44a, la première partie 42 comprenant la première paroi 42a et la deuxième partie 44 comprenant la deuxième paroi 44a. [81] 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.
[82] De plus, ledit renfort 40, et par exemple le corps principal 41 , présente une section transversale sensiblement en forme de L. Ainsi, la première paroi 42a du renfort 40 correspond à la barre verticale du L, tandis que la deuxième paroi 44a du renfort 40 correspond à la barre horizontale du L. [82] 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 reinforcement 40 corresponds to the horizontal bar of L.
[83] Le renfort 40 comprend également une jonction 46 des première et deuxième parties 42 et 44, notamment de leurs parois respectives 42a et 44a (ou jonction au niveau des barres du L), ladite jonction 46 présentant avantageusement une forme arrondie. De plus, la première partie 42 et la deuxième partie 44, notamment respectivement la première paroi 42a et la deuxième paroi 44a, sont sensiblement orthogonales (ou présentant un angle de 90°) l’une avec l’autre. Les première et deuxième parois 42a et 44a sont donc situées à l’extérieur du longeronnet 30. [83] 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.
[84] La [Fig. 8] illustre un longeronnet 30 sur lequel est fixé un renfort 40 et dont la deuxième partie 44 est destinée à être reliée à un élément de suspension de train arrière, par exemple une barre anti-devers 61 comme illustré en [Fig. 10]. [84] [Fig. 8] illustrates a spar 30 on which a reinforcement 40 is fixed and the second part 44 of which is intended to be connected to a rear axle suspension element, for example an anti-roll bar 61 as illustrated in [Fig. 10].
[85] La deuxième partie 44 comprend ainsi un élément de liaison 52 configuré pour être fixé à un élément de suspension de train arrière, tel que par exemple la barre anti-devers 61 du véhicule (électrique, hybride ou même thermique). L’élément de liaison est par exemple un palier 52 de barre anti-devers. [85] The second part 44 thus comprises a connecting element 52 configured to be fixed to a rear axle suspension element, such as for example the anti-roll bar 61 of the vehicle (electric, hybrid or even thermal). The connecting element is for example an anti-roll bar bearing 52.
Ledit élément de liaison 52 comprend une bague 52a configurée pour enserrer la barre anti-devers 61 , ainsi qu’un organe de fixation 54 configuré pour relier ladite bague 52a au longeronnet 30 en étant configurer pour être relié à la première partie 42 dudit renfort 40. Said connecting element 52 comprises a ring 52a configured to grip the anti-roll bar 61, as well as a fixing member 54 configured to connect said ring 52a to the spar 30 while being configured to be connected to the first part 42 of said reinforcement 40 .
[86] Comme cela est visible aux [Fig. 7] et [Fig. 8], ledit élément de liaison 52, et notamment l’organe de liaison 54, comprend une entretoise 50 fixée, par exemple par soudage, sur la première partie 42, notamment au niveau de la première paroi 42a, sur laquelle un moyen de fixation (non représentée), tel qu’une vis, un boulon, etc. peut venir coopérer avec un filetage complémentaire pour fixer la bague 52a à l’entretoise 50. [86] As can be seen in [Fig. 7] and [Fig. 8], said connecting element 52, 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.
[87] On notera que l’entretoise 50 peut être fixée directement sur la première partie 42, par exemple sur la face interne de la première paroi 42a (dans le cas d’une fixation directe, une ouverture est aménagée dans la paroi périphérique du longeronnet 30 pour que l’entretoise 50 puisse se positionner à l’intérieur dudit longeronnet 30 lors de la fixation du renfort 40 sur le longeronnet 30). [87] 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 so that the spacer 50 can be positioned inside said spar 30 when fixing the reinforcement 40 on the spar 30).
[88] Cependant, l’entretoise 50 peut être également fixée indirectement à ladite première partie 42 du renfort 40, notamment par l’intermédiaire d’une paroi périphérique du longeronnet 30, paroi périphérique elle-même fixée à la première partie 42 dudit renfort 40. Ainsi, dans le cas d’une fixation indirecte, l’entretoise 50 est donc fixée sur la face interne d’une paroi périphérique (par exemple verticale) du longeronnet 30, tandis que la première partie 42 (par exemple la première paroi 42a) du renfort 40 est fixée sur la face externe d’une paroi périphérique (par exemple verticale) du longeronnet 30. [89] De plus, au moins une partie de l’élément de liaison 52, par exemple l’organe de fixation 54, s’étend à travers une ouverture aménagée dans la deuxième partie 44 du renfort, par exemple à travers un trou traversant aménagé dans la deuxième paroi 44a (la deuxième paroi 44a qui est également sensiblement parallèle à la paroi périphérique horizontale dudit longeronnet 30). [88] 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. [89] 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 arranged in the second wall 44a (the second wall 44a which is also substantially parallel to the horizontal peripheral wall of said spar 30).
[90] De plus, au moins une partie dudit élément de liaison 52, par exemple l’organe de fixation 54, s’étend également à travers une ouverture aménagée dans le longeronnet 30 sur lequel est fixé le renfort 40. L’ouverture aménagée dans le longeronnet 30 est par exemple située dans une paroi périphérique dudit longeronnet 30 (tel qu’une paroi horizontale, en position montée). [90] 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).
[91] L’organe de fixation 54 de l’élément de liaison 52 s’étend donc, en position montée, verticalement (c’est-à-dire selon l’axe Z), de l’intérieur du longeronnet 30 vers l’extérieur dudit longeronnet 30, et s’étend entre autres à travers des ouvertures aménagées respectivement dans le longeronnet 30 et le renfort 40 (lesdites ouvertures étant donc en regard l’une de l’autre). [91] 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 exterior 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).
[92] Ladite entretoise 50 de chacun desdits renforts 40 est donc disposée ou située à l’intérieur d’un desdits longeronnets 30. On entend par « à l’intérieur du longeronnet » le fait que l’entretoise 50 est disposée dans un volume au moins partiellement délimité par les parois (et par exemple leurs faces internes), notamment périphériques, du longeronnet 30. [92] 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.
[93] On peut également considérer que l’entretoise 50 de chacun desdits renforts 40 est disposée ou située à l’intérieur du renfort 40, l’intérieur du renfort 40 étant le volume délimité par les faces desdites parois 42a et 44a orientées vers l’intérieur du véhicule 1 ou du longeronnet 30. [93] 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 inside the vehicle 1 or the spar 30.
[94] Par ailleurs, la deuxième partie 44 comprend avantageusement un bloc élastique 52b (ou « silent block » en langue anglaise) qui est disposé à l’extérieur du longeronnet 30, et donc du renfort 40. [94] 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.
[95] Le bloc élastique 52b est disposé entre la bague 52a et la deuxième paroi 44a. Le bloc élastique 52b, par exemple de forme cylindrique, est ainsi en appui contre la bague 52a et la deuxième paroi 44a, notamment par l’intermédiaire de deux des faces opposées dudit bloc 52b. [96] Dans une variante, le bloc élastique 52b est par exemple configuré pour être au contact d’au moins une partie du train arrière 60 de véhicule. On notera également qu’une des extrémités de la bague 52a peut être configurée pour être fixée à un élément de structure du véhicule, tel que le longeronnet 30 (notamment à l’élément de renvoi d’angle 32). [95] The elastic block 52b is arranged between the ring 52a and the second wall 44a. The elastic block 52b, for example of cylindrical 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. [96] In a variant, the elastic block 52b is for example 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).
[97] Dans une variante de réalisation non représentée de l’invention, la première partie 42 et la deuxième partie 44 du renfort 40 sont deux éléments distincts l’un de l’autre. Cette variante de réalisation permet notamment plus de souplesse sur la fixation du renfort 40 sur le longeronnet 30 et d’adapter plus aisément les dimensions, l’épaisseur et/ou le matériau des renforts 40 en fonction de contraintes spécifiques au véhicule. [97] 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.
[98] Dans une autre variante de réalisation non représentée de l’invention, chacune de première et deuxième parties 42 et 44 desdits renforts 40 sont situées à l’intérieur du longeronnet 30, le renfort 40 étant fixé (notamment par l’intermédiaire des première et deuxième parois 42a et 44a) au niveau des faces internes des parois (par exemple périphériques) du longeronnet 30. [98] In another not shown embodiment of the invention, 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.
[99] La [Fig. 9] illustre une vue schématique, partielle, de côté, plus particulièrement dans un plan XZ ou plan vertical, de la structure de partie arrière avec la présence d’une barre anti-devers 61 . [99] [Fig. 9] illustrates a schematic, partial, side view, more particularly in an XZ plane or vertical plane, of the rear part structure with the presence of an anti-roll bar 61.
[100] Ladite structure de partie arrière comprend le longeronnet 30, le renfort 40, ainsi qu’un palier 52 de barre anti-devers qui est, d’une part, configuré pour loger une barre anti-devers 61 , et d’autre part, fixé en deux points de fixation au longeronnet 30. Le palier de barre anti-devers 52 forme l’élément de liaison 52. La barre anti-devers 61 est un élément de suspension arrière du véhicule. [100] Said rear part structure comprises the spar 30, the reinforcement 40, as well as an anti-roll bar bearing 52 which is, on the one hand, configured to accommodate an anti-roll bar 61, and on the other hand part, fixed at two points of attachment to the spar 30. The anti-roll bar bearing 52 forms the connecting element 52. The anti-roll bar 61 is a rear suspension element of the vehicle.
[101] Dans le mode de réalisation présenté dans les [Fig. 9] et [Fig. 10], le palier de barre anti-devers 52 est configuré pour être fixé en deux points de fixation, distincts et à distance l’un de l’autre, sur le longeronnet 30. Par exemple, les points de fixation du palier 52 sur le longeronnet 30 sont respectivement situés sur le renfort 40 et sur l’élément de renvoi d’angle 32 du longeronnet 30. Dans une variante, lesdits points de fixation dudit palier de barre anti-devers 52 sont situés de part et d’autre de ladite barre anti-devers 61 (la position des points de fixation est par exemple choisie de sorte que la droite passant par ces deux points de fixation est par exemple sensiblement parallèle à l’axe longitudinal du véhicule ou sensiblement orthogonale à la barre anti-devers). [101] In the embodiment presented in [Fig. 9] and [Fig. 10], the anti-roll bar bearing 52 is configured to be fixed at two fixing points, distinct and at a distance from each other, on the spar 30. For example, the fixing points of the bearing 52 on the spar 30 are respectively located on the reinforcement 40 and on the angle return element 32 of the spar 30. In a variant, said fixing points of said anti-roll bar bearing 52 are located on either side of said anti-roll bar 61 (the position of the fixing points is for example chosen so that the straight line passing through these two fixing points is for example substantially parallel to the longitudinal axis of the vehicle or substantially orthogonal to the anti-roll bar).
[102] Ledit palier de barre anti-devers 52 comprend la bague 52a configurée pour enserrer (au moins partiellement) la barre anti-devers 61 de véhicule. Ladite bague 52a est par exemple situés entre les points de fixation du palier 52 sur le longeronnet 30 afin que les points de fixation dit palier de barre anti-devers 52 soient situés de part et d’autre de ladite barre anti-devers 61 [102] Said anti-roll bar bearing 52 comprises the ring 52a configured to enclose (at least partially) the anti-roll bar 61 of the vehicle. Said ring 52a is for example located between the fixing points of the bearing 52 on the spar 30 so that the fixing points of said anti-roll bar bearing 52 are located on either side of said anti-roll bar 61
[103] Le palier de barre anti-devers 52 comprend par ailleurs un premier organe de fixation 54 et un deuxième organe de fixation 55 (partiellement représentés sur les [Fig. 9] et [Fig. 10]) configurés pour permettre la fixation dudit palier 52 en certains points sur le longeronnet 30. Les premier organe de fixation 54 et deuxième organe de fixation 54 sont par exemple tout moyen permettant de relier et/ou de fixer le palier 52 au longeronnet 30, par exemple par soudage, par collage, par des moyens mécaniques complémentaires, tels que des vis, boulons, etc., coopérer avec un filetage complémentaire... Le deuxième organe de fixation 55 est disposé (ou situé) par exemple sur la bague 52a. [103] The anti-roll bar bearing 52 further comprises a first fixing member 54 and a second fixing member 55 (partially shown in [Fig. 9] and [Fig. 10]) configured to allow the fixing of said bearing 52 at certain points on the spar 30. The first fixing member 54 and second fixing member 54 are for example any means making it possible to connect and/or fix the bearing 52 to the spar 30, for example by welding, by gluing, by complementary mechanical means, such as screws, bolts, etc., cooperate with a complementary thread... The second fixing member 55 is arranged (or located) for example on the ring 52a.
[104] Le premier organe de fixation 54 est ainsi configuré pour fixer ledit palier de barre anti-devers audit longeronnet 30, par exemple à la première partie 44a dudit renfort 40, tandis que le deuxième organe de fixation 55 est configuré pour permettre la fixation dudit palier de barre anti-devers 52 au longeronnet 30, notamment à l’élément de renvoi d’angle 32 dudit longeronnet 30. [104] The first fixing member 54 is thus configured to fix said anti-roll bar bearing to said spar 30, for example to the first part 44a of said reinforcement 40, while the second fixing member 55 is configured to allow fixing from said anti-roll bar bearing 52 to the spar 30, in particular to the angle transmission element 32 of said spar 30.
[105] Dans une variante de réalisation, le premier organe de fixation 54 s’étend à travers une ouverture aménagée dans la deuxième partie 44 du renfort, par exemple à travers un trou traversant aménagé dans la deuxième paroi 44a et s’étend également à travers une ouverture aménagée dans le longeronnet 30 sur lequel est fixé le renfort 40, tel qu’illustré en [Fig. 7], de sorte à se fixer sur l’entretoise 50. [105] In a variant embodiment, the first 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 and also extends to through an opening made in the spar 30 on which the reinforcement 40 is fixed, as illustrated in [Fig. 7], so as to attach to spacer 50.
[106] Ledit palier de barre anti-devers 52 comprend, de plus, un bloc élastique 52b disposé entre ledit palier de barre anti-devers 52 et le longeronnet 30, notamment entre le premier organe de fixation 54 et le renfort 40 du longeronnet 30. [106] Said anti-roll bar bearing 52 further comprises an elastic block 52b disposed between said anti-roll bar bearing 52 and the spar 30, in particular between the first fixing member 54 and the reinforcement 40 of the spar 30 .
[107] Le bloc élastique 52b est avantageusement disposé entre la bague 52a et la deuxième paroi 44a. Le bloc élastique 52b, par exemple de forme cylindrique, est ainsi en appui contre la bague 52a et la deuxième paroi 44a, notamment respectivement par l’intermédiaire de deux des faces opposées dudit bloc 52b. En variante, le bloc élastique 52b est configuré pour être au contact d’au moins une partie du train arrière de véhicule, telle qu’une barre anti-devers 61 . [108] Dans une variante de réalisation, le palier de barre anti-devers 52 comprend une pièce principale monobloc (ou unitaire). Les premier et deuxième organes de fixation 54 et 55, et/ou la bague 52a sont par exemple aménagés ou conformés dans ladite pièce principale dudit palier 52. Dans une autre variante, la pièce principale comporte des interfaces coopérant avec les premier et deuxième organes de fixation 54 et 55 de sorte à fixer le palier de barre anti-devers au longeronnet 30, en deux points distincts. [107] The elastic block 52b is advantageously arranged between the ring 52a and the second wall 44a. The elastic block 52b, for example of cylindrical shape, is thus in support against the ring 52a and the second wall 44a, in particular respectively via two of the opposite faces of said block 52b. Alternatively, the elastic block 52b is configured to be in contact with at least part of the rear axle of the vehicle, such as an anti-roll bar 61. [108] In an alternative embodiment, the anti-roll bar bearing 52 comprises a one-piece (or unitary) main part. The first and second fixing members 54 and 55, and/or the ring 52a are for example arranged or shaped in said main part of said bearing 52. In another variant, the main part comprises interfaces cooperating with the first and second fixing members. fixing 54 and 55 so as to fix the anti-roll bar bearing to the spar 30, at two distinct points.

Claims

Revendications Claims
[Revendication 1] Structure de partie arrière de caisse pour véhicule automobile électrique ou hybride, ladite structure comprenant au moins deux longeronnets (30), chacun des longeronnets (30) présentant une forme allongée et comportant une extrémité (30a) configurée pour être reliée à une poutre du pare-chocs arrière du véhicule, caractérisée en ce que ladite structure comprend au moins deux renforts (40), chacun desdits renforts (40) étant fixé sur un desdits longeronnets (30), ledit au moins un renfort (40) de chaque longeronnet (30) comprenant deux parties (42 et 44) : [Claim 1] 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 rear bumper 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 side members (30), said at least one reinforcement (40) of each spar (30) comprising two parts (42 and 44):
- une première partie (42), d’une part, fixée sur une première face (30b) dudit longeronnet (30) et, d’autre part, configurée pour limiter la déformation verticale du longeronnet (30) lors d’un choc ; - 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;
- une deuxième partie (44), d’une part, fixée sur une deuxième face (30c) dudit longeronnet (30) et, d’autre part, configurée pour être reliée à un élément de suspension de train arrière. - 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.
[Revendication 2] Structure selon la revendication précédente, caractérisée en ce que pour chacun desdits renforts (40), lorsque la structure de partie arrière de caisse est en position montée dans un véhicule, la première partie (42) dudit renfort (40) est fixée sur une face verticale du longeronnet (30), tandis que la deuxième partie (44) du renfort (40) est fixée sur une face horizontale du longeronnet (30). [Claim 2] 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 a vertical face of the spar (30), while the second part (44) of the reinforcement (40) is fixed on a horizontal face of the spar (30).
[Revendication 3] Structure selon l’une quelconque des revendications précédentes, caractérisée en ce que chacun desdits renforts (40) comprend un corps principal (41 ) monobloc et/ou en ce que chacun desdits renforts (40) présente une section transversale sensiblement en forme de L. [Claim 3] Structure according to any one of the preceding claims, characterized in that each of said reinforcements (40) comprises a one-piece main body (41) and/or in that each of said reinforcements (40) has a cross section substantially in L shape.
[Revendication 4] Structure selon l’une quelconque des revendications précédentes, caractérisée en ce que, pour chacun desdits renforts (40), la deuxième partie (44) comprend un élément de liaison (52) configuré pour être fixé à un élément de suspension de train arrière de véhicule. [Claim 4] 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 attached to a vehicle rear axle suspension element.
[Revendication 5] Structure selon la revendication précédente, caractérisée en ce que l’élément de liaison (52) comprend une entretoise (50) fixée à la première partie (42) du renfort, ladite entretoise (50) étant configurée pour solidariser l’élément de liaison (52) à la première partie (42) du renfort, tandis qu’au moins une partie de l’élément de liaison (52) s’étend à travers une ouverture aménagée dans la deuxième partie (44) du renfort. [Claim 5] 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.
[Revendication 6] Structure selon la revendication précédente, caractérisée en ce que ladite entretoise (50) est disposée à l’intérieur du longeronnet (30). [Claim 6] Structure according to the preceding claim, characterized in that said spacer (50) is arranged inside the spar (30).
[Revendication 7] Structure selon l’une quelconque des revendications 4 à 6, caractérisée en ce que ledit élément de liaison (52) est configuré pour être fixé à une barre anti-devers, ledit élément de liaison (52) comprenant une bague (52a) configurée pour enserrer une barre anti-devers (61 ) de véhicule, ainsi qu’un organe de fixation (54) configurée pour fixer ladite bague (52a) à la première partie (42) dudit renfort (40). [Claim 7] 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 grip an anti-roll bar (61) of a vehicle, as well as a fixing member (54) configured to fix said ring (52a) to the first part (42) of said reinforcement (40).
[Revendication 8] Structure selon l’une quelconque des revendications 4 à 7, caractérisée en ce que ledit élément de liaison (52) comprend un bloc élastique (52b) qui est disposé à l’extérieur du longeronnet (30) et qui est configuré pour être au contact d’au moins une partie du train arrière (61 ) de véhicule. [Claim 8] 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 with at least part of the rear axle (61) of the vehicle.
[Revendication 9] Structure selon l’une quelconque des revendications 1 à 9, caractérisée en ce que chacun des longeronnets (30) comprend un palier de barre anti-devers (52) formant un élément de liaison configuré pour être fixé à un élément de suspension de train arrière de véhicule, l’élément de suspension étant une barre anti-devers (61 ), le palier anti-devers (52) étant, d’une part, configuré pour loger ladite barre anti-devers (61 ), et d’autre part, fixé en deux points de fixation à un desdits longeronnets (30). [Claim 9] Structure according to any one of claims 1 to 9, characterized in that each of the spars (30) comprises an anti-roll bar bearing (52) forming a connecting element configured to be fixed to an element of vehicle rear axle suspension, the suspension element being an anti-roll bar (61), the anti-roll bearing (52) being, on the one hand, configured to accommodate said anti-roll bar (61), and on the other hand, fixed at two attachment points to one of said beams (30).
[Revendication 10] Structure selon la revendication précédente, caractérisée en ce que l’un desdits points de fixation du palier de barre anti-devers (52) sur le longeronnet (30) est situé sur le renfort (40) du longeronnet (30). [Claim 10] Structure according to the preceding claim, characterized in that one of said fixing points of the anti-roll bar bearing (52) on the spar (30) is located on the reinforcement (40) of the spar (30) .
[Revendication 11] Structure selon l’une quelconque des revendications 10 à 11 , caractérisée en ce que chacun des longeronnets (30) comprend un élément de renvoi d’angle (32), l’un desdits points de fixation du palier de barre anti- devers (52) sur le longeronnet (30) étant situé sur l’élément de renvoi d’angle (32) du longeronnet (30). [Claim 11] Structure according to any one of claims 10 to 11, characterized in that each of the spars (30) comprises an angle transmission element (32), one of said fixing points of the anti-bar bearing - slope (52) on the spar (30) being located on the angle transmission element (32) of the spar (30).
[Revendication 12] Structure selon l’une quelconque des revendications de 10 à 12, caractérisée en ce que ledit palier de barre anti-devers (52) comprend une bague (52a) configurée pour enserrer au moins partiellement une barre anti-devers (61 ) de véhicule. [Claim 12] Structure according to any one of claims 10 to 12, characterized in that said anti-roll bar bearing (52) comprises a ring (52a) configured to at least partially enclose an anti-roll bar (61 ) of vehicle.
[Revendication 13] Structure selon la revendication précédente, caractérisée en ce que ledit palier de barre anti-devers (52) comprend un corps principal comprenant un organe de fixation (54), dit premier organe de fixation (54), configuré pour fixer ledit palier de barre anti-devers audit longeronnet (30), de préférence à la première partie (42) dudit renfort (40). [Claim 13] Structure according to the preceding claim, characterized in that said anti-roll bar bearing (52) comprises a main body comprising a fixing member (54), said first fixing member (54), configured to fix said anti-roll bar bearing to said spar (30), preferably to the first part (42) of said reinforcement (40).
[Revendication 14] Structure selon la revendication précédente, caractérisée en ce que ladite bague (52a) comprend un organe de fixation (55), dit deuxième organe de fixation (55), permettant la fixation dudit palier de barre anti-devers au longeronnet (30), de préférence à l’élément de renvoi d’angle (32). [Claim 14] Structure according to the preceding claim, characterized in that said ring (52a) comprises a fixing member (55), called second fixing member (55), allowing the fixing of said anti-roll bar bearing to the spar ( 30), preferably to the angle transmission element (32).
[Revendication 15] Véhicule automobile, caractérisé en ce qu’il comporte une structure de partie arrière de caisse selon l’une quelconque des revendications précédentes. [Claim 15] Motor vehicle, characterized in that it comprises a rear body part structure according to any one of the preceding claims.
PCT/FR2023/050754 2022-06-15 2023-05-30 Motor vehicle body rear portion structure and motor vehicle including such a structure WO2023242491A1 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
FRFR2205798 2022-06-15
FR2205798A FR3136738A1 (en) 2022-06-15 2022-06-15 STRUCTURE OF REAR PART OF MOTOR VEHICLE BODY AND VEHICLE COMPRISING SUCH A STRUCTURE
FRFR2208675 2022-08-30
FR2208675A FR3136734A1 (en) 2022-06-15 2022-08-30 STRUCTURE OF THE REAR PART OF A MOTOR VEHICLE BODY AND VEHICLE COMPRISING SUCH A STRUCTURE

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WO2023242491A1 true WO2023242491A1 (en) 2023-12-21

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PCT/FR2023/050754 WO2023242491A1 (en) 2022-06-15 2023-05-30 Motor vehicle body rear portion structure and motor vehicle including such a structure

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2205798A1 (en) 1972-11-06 1974-05-31 Rca Corp
FR2208675A1 (en) 1972-12-04 1974-06-28 Commercial Solvents Corp
GB1391030A (en) * 1972-05-23 1975-04-16 Nissan Motor Connecting means between an impact absorbing side frame member of a motor vehicle frame structure and a transverse member
JP2009040299A (en) * 2007-08-10 2009-02-26 Toyota Motor Corp Vehicle front part structure
DE102008037568A1 (en) * 2008-11-20 2010-06-02 Benteler Automobiltechnik Gmbh Device for level controlling of e.g. car, has pivot bearing comprising blocking removing unit for removing blocking of pivot bearing, where pivot bearing is formed as free-wheel that blocks rotation of anti-roll bar
DE112013004484T5 (en) * 2012-09-14 2015-06-03 Toyota Jidosha Kabushiki Kaisha Structure of a front vehicle body section

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1391030A (en) * 1972-05-23 1975-04-16 Nissan Motor Connecting means between an impact absorbing side frame member of a motor vehicle frame structure and a transverse member
FR2205798A1 (en) 1972-11-06 1974-05-31 Rca Corp
FR2208675A1 (en) 1972-12-04 1974-06-28 Commercial Solvents Corp
JP2009040299A (en) * 2007-08-10 2009-02-26 Toyota Motor Corp Vehicle front part structure
DE102008037568A1 (en) * 2008-11-20 2010-06-02 Benteler Automobiltechnik Gmbh Device for level controlling of e.g. car, has pivot bearing comprising blocking removing unit for removing blocking of pivot bearing, where pivot bearing is formed as free-wheel that blocks rotation of anti-roll bar
DE112013004484T5 (en) * 2012-09-14 2015-06-03 Toyota Jidosha Kabushiki Kaisha Structure of a front vehicle body section

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