WO2024012651A1 - Système d'absorption d'énergie d'un ensemble châssis de véhicule - Google Patents

Système d'absorption d'énergie d'un ensemble châssis de véhicule Download PDF

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Publication number
WO2024012651A1
WO2024012651A1 PCT/EP2022/069293 EP2022069293W WO2024012651A1 WO 2024012651 A1 WO2024012651 A1 WO 2024012651A1 EP 2022069293 W EP2022069293 W EP 2022069293W WO 2024012651 A1 WO2024012651 A1 WO 2024012651A1
Authority
WO
WIPO (PCT)
Prior art keywords
energy
sub
frame
cross
vehicle frame
Prior art date
Application number
PCT/EP2022/069293
Other languages
English (en)
Inventor
Viralkumar PATEL
Priyanka Rai
Original Assignee
Volvo Truck Corporation
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
Application filed by Volvo Truck Corporation filed Critical Volvo Truck Corporation
Priority to PCT/EP2022/069293 priority Critical patent/WO2024012651A1/fr
Publication of WO2024012651A1 publication Critical patent/WO2024012651A1/fr

Links

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
    • B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0053—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/66—Arrangements of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
    • B60L50/71—Arrangement of fuel cells within vehicles specially adapted for electric vehicles
    • 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
    • B62D21/11—Understructures, i.e. chassis frame on which a vehicle body may be mounted with resilient means for suspension, e.g. of wheels or engine; sub-frames for mounting engine or suspensions
    • 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
    • B62D21/155—Sub-frames or underguards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B60K2001/0405—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion characterised by their position
    • B60K2001/0438—Arrangement under the floor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B60Y2200/142—Heavy duty trucks
    • B60Y2200/1422—Multi-axle trucks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2306/00—Other features of vehicle sub-units
    • B60Y2306/01—Reducing damages in case of crash, e.g. by improving battery protection

Definitions

  • the disclosure relates to a vehicle frame assembly.
  • the disclosure relates to an energy-absorbing system of a vehicle frame assembly.
  • the disclosure can be applied in light, medium and heavy-duty vehicles, such as trucks, buses and construction equipment.
  • Electric vehicles such as battery electric vehicles (BEV) and fuel cell electric vehicles (FCEV) are equipped with an electric subassembly including electrical/electronic components for providing electrical power to the vehicle.
  • BEV battery electric vehicles
  • FCEV fuel cell electric vehicles
  • the electric subassembly should be protected in case of a collision, to preserve its integrity, and ensure safety. Moreover, as collision results in a deformation of the vehicle frame, protection of battery packs and/or hydrogen tanks is also at stake.
  • the front part of the vehicle frame has a high rigidity due to increasing requirements for safety, durability, and/or noise, vibration and harshness (NVH) characteristics. Therefore, in case of a collision (especially a frontal collision), a high amount of load may be transferred to the frame rails and should be dissipated to prevent damage to critical electric components.
  • NASH noise, vibration and harshness
  • the disclosure may seek to provide an energy absorbing system of a vehicle frame assembly which efficiently protects (e.g., in case of collision) the electric subassembly secured thereto.
  • the energy absorbing system may deform to dissipate energy and protect the electric subassembly.
  • energy-absorbing system is meant a structure that can dissipate the kinetic energy resulting from a collision.
  • the disclosure relates to a vehicle frame assembly, comprising a frame having two rails extending in a longitudinal direction, and at least one cross-member coupling the rails and extending along a transverse direction, an electric subassembly comprising a sub-frame arranged between the rails, forward of the cross- member, the sub-frame being secured to each rail by at least one side mount, and an energyabsorbing system arranged between the two rails, between the sub-frame and the crossmember, and attached to at least one of the sub-frame and the cross-member, the energyabsorbing system extending in the longitudinal direction and being less stiff than the subframe and the cross-member to deform and absorb energy from a vehicular collision on the vehicle frame assembly.
  • the energy-absorbing system may be configured to deform and absorb part of the energy resulting from a frontal collision on the vehicle frame assembly.
  • the energy-absorbing system absorbs part of the whole amount of energy, thereby reducing the amount of energy absorbed by the frame and/or sub-frame of the electric assembly.
  • the energy absorbing system is less stiff than the sub-frame of the electric assembly and the cross-member of the sub-frame, the energy absorbing system is the part of the vehicle frame assembly that is likely to undergo a significant proportion of the deformation, and thus to dissipate a significant portion of the energy by deformation.
  • the energy-absorbing system may distribute impact load to the rear of the electric subassembly, reduce frame deformation, and/or stabilize movement of the electric subassembly after side mounts are ruptured from the rails.
  • the critical components which are mounted on the frame such as the electric subassembly, battery packs and/or hydrogen tanks, are less impacted and therefore better protected.
  • the disclosure may improve safety, even following a high-speed collision.
  • Arranging the energy-absorbing system rearward of the sub-frame and forward of the cross-member may have several advantages. Positioning of the energy-absorbing system results in little or no free space between the sub-frame and the cross-member, such that upon a frontal impact and rupturing of the side mounts, the forward movement of the frame is reduced resulting in less frame deformation and eventually less damage to components secured to the frame.
  • the energy-absorbing system may absorb part of the energy, reduce frame deformation, and/or and/or control frame deformation, such by reducing forward displacement of the frame.
  • the front part of the vehicle frame may not provide enough space for accommodating an energy-absorbing system with good performance.
  • the energy-absorbing system in the area located between the sub-frame and the cross-member, there is arranged only the energy-absorbing system which may help prevent damage caused to the electric subassembly by stiffer parts from the rear.
  • the energy-absorbing system is attached to both the sub-frame and the cross-member. The energy-absorbing system can thus join the sub-frame and the crossmember.
  • the energy-absorbing system can be attached to the sub-frame and not to the cross-member; or the energy-absorbing system can be attached to the crossmember and not to the sub-frame.
  • the energy-absorbing system can comprise a single device arranged between the sub-frame and the cross-member.
  • the energy-absorbing system comprises at least two devices adjacently arranged between the sub-frame and the cross-member.
  • the energy-absorbing system can comprise at least two devices arranged in parallel between the sub-frame and the cross-member. These devices may be identical.
  • the energy-absorbing system may have a honeycomb inner structure.
  • the energy-absorbing system may comprise a chamber containing a compressible fluid.
  • the energy-absorbing system may comprise a hollow body having an axis substantially parallel to the longitudinal direction.
  • said hollow body can form a circular tube, or can include plates welded together along their longitudinal edges.
  • the energy-absorbing system may comprise a crash initiator. Said crash initiator can be stamped on said energy-absorbing system.
  • the energy-absorbing system can be made of at least one material included in the group comprising: steel, aluminium, high strength energy plastics, high energy absorbing materials such as fiber composites.
  • the material may include foams and/or porous materials, which are typical high energy absorbing materials.
  • Fiber composites like carbon fibers, have relative higher stiffness, strength and lightweight compared to their steel counterpart.
  • the stiffness of the frame may be at least 550 MPa.
  • the stiffness of the sub-frame may be at least 550 MPa.
  • the stiffness of the energy-absorbing system may be comprised between 250 and 350 MPa.
  • the electric subassembly can comprise at least one fuel cell stack. This applies in particular to fuel cell electric vehicles (FCEV).
  • FCEV fuel cell electric vehicles
  • the disclosure relates to a vehicle, in particular an industrial vehicle, comprising a vehicle frame assembly as previously described.
  • the energyabsorbing system can be located below a vehicle cab or just behind the cab.
  • FIG. 1 is a schematic perspective view of a vehicle according to an example of the disclosure, the vehicle including a frame, an electric subassembly and an energyabsorbing system;
  • FIG. 2 is a schematic and partial top view of a vehicle frame assembly including a frame, electric subassembly and energy-absorbing system, in a fuel cell electric vehicle;
  • FIG. 3 is a schematic and partial top view of a vehicle frame assembly including a frame, electric subassembly and energy-absorbing system, in a battery electric vehicle;
  • FIG. 4-6 show the deformation over time of the vehicle frame assembly of figure 2 following a frontal collision
  • FIG. 7-9 are views similar to figures 4-6, respectively, for a vehicle frame assembly devoid of the energy-absorbing system according to the disclosure
  • FIG. 10-12 are schematic and partial top views of a vehicle frame assembly according to different examples.
  • FIG. 13 is a perspective view of an energy-absorbing system according to an example of the disclosure.
  • the disclosure may seek to provide an energy absorbing system of a vehicle frame assembly which efficiently protects (e.g., in case of collision) the electric subassembly secured thereto.
  • the energy absorbing system may deform to dissipate energy and protect the electrica subassembly.
  • Figure 1 shows a vehicle 1 which comprises a cab 2 mounted on a frame 3 supported by front wheels 4 and rear wheels 5.
  • the vehicle illustrated is a truck, but the disclosure can also apply to other vehicles, in particular industrial vehicles, such as buses or construction equipment.
  • Z is defined as the vertical direction
  • X is defined as the longitudinal direction of the vehicle 1
  • Y is defined as the transverse direction of the vehicle 1.
  • the frame 3 typically comprises two rails 6 which extend in the longitudinal direction X, as well as at least one cross member assembly 7 which extends in the transverse direction Y and which couples the rails 6.
  • the frame 3 may be made of steel or cast iron. It can have a stiffness of at least 550 MPa.
  • a vehicle frame assembly 100 of the vehicle 1 comprises the frame 3, an electric subassembly 10 comprising a sub-frame 11 which is arranged between the rails 6, forward of the cross-member 7, and an energy-absorbing system 50 which is arranged between the subframe 11 and the cross-member 7, in a “crumple zone” 20, and which extends longitudinally.
  • the electric subassembly 10 comprises electrical/electronic components 12 for operating the system that provides electrical power to the vehicle 1.
  • said components 12 include fuel cell stacks.
  • said components 12 can include a 24V system, an inverter, a converter, a heating unit, etc.
  • the sub-frame 11 of the electric subassembly 10 is secured to each rail 6 by at least one side mount 13.
  • the sub-frame 11 is secured to each rail 6 by two sides mounts 13, which can be located at the front and at the rear of the sub-frame 11.
  • the sub-frame 11 can be fully or at least partially located under the cab 2.
  • the sub-frame 11 may include two longitudinal beams coupled by a front beam and a rear beam, therefore forming at least one compartment for receiving one or more component 12.
  • the sub-frame 11 may further include at least one cross-member arranged between the front beam and the rear beam, one compartment being formed between one beam and one cross-member of the sub-frame 11.
  • the sub-frame 11 includes attachments for attaching the components 12.
  • the sub-frame 11 may be made of steel or cast iron; it may have a stiffness of the sub-frame of at least 550 MPa.
  • the sub-frame 11 can have a strength equal or greater than the strength of the cross-member 7.
  • any damage to electrical/electronic components 12 can lead to short circuit or overall functionality issue. In regards damage to fuel cell stacks, it can lead to hydrogen leakage. All this may pose safety risks.
  • the electrical/electronic components 12 can be made of aluminium material and therefore, are soft in nature for crash performance, as compared to the surrounding components which are made of steel or cast iron, including the frame 3 and sub-frame 11.
  • the energy-absorbing system 50 is attached to at least one of the sub-frame 11 and the cross-member 7.
  • the energy-absorbing system 50 is shown as being attached to both the sub-frame 11 and the cross-member 7, which may lead to a high performance.
  • the energy-absorbing system can be attached to only one of the sub-frame or the cross-member 7.
  • the energy-absorbing system 50 is attached only to the cross-member 7, but not to the subframe 11.
  • the parameters of the energy-absorbing system 50 can be determined according to the dimensions of the frame 3 and electric subassembly 10, and further depends on the available space.
  • the length of the energy-absorbing system 50 - along longitudinal direction X - may be around 100-150 mm.
  • the energy-absorbing system 50 is less stiff than the sub-frame 11 of the electric subassembly 10 and than the cross-member 7.
  • the material of the energy-absorbing system 50 is less stiff than the sub-frame 11 and the cross-member 7.
  • the material of the energy-absorbing system 50 may be at least one of steel, aluminium, high strength energy plastics, and/or high energy absorbing materials, such as fiber composites, foams and/or porous materials.
  • the energyabsorbing system 50 may be made of a low carbon or medium carbon steel with a yield strength in the range of 250-350 MPa.
  • the energy-absorbing system 50 is configured to deform and absorb part of the energy resulting from a collision on the vehicle frame assembly 100, for example a frontal collision.
  • the energy-absorbing system 50 is configured to be compressed along the longitudinal direction X following a frontal crash, as can be seen in figures 4 to 6.
  • the vehicle frame assembly 100 is shown at rest, before the frontal impact which is represented by arrows A. Then, the deformation begins.
  • the cross-member 7 is preferably configured to hold the load coming from the front and directed rearward. It therefore provides a strong support to the energy-absorbing system 50 and allows the longitudinal compression thereof.
  • the cross-member 7 is preferably configured not to be ruptured or buckled or detached from the rails 6 before the energyabsorbing system 50 is fully compressed. In an example, the cross-member 7 undergoes no or a very limited deformation.
  • the energy-absorbing system 50 is highly compressed, or even fully compressed, between the sub-frame 11 which has moved rearward over a fairly long distance, and the cross-member 7 which may not have moved nor been significantly deformed.
  • the rails 6 are even more deformed, and can be bent at right angles.
  • the simulations, illustrated in figures 4 to 6, indicate that, following a frontal collision, the sub-frame 11 of the electric subassembly 10 moves rearward substantially longitudinally and substantially keeps its original shape.
  • the energy absorbing system 50 may also control the deformation in such a way that it is more even laterally.
  • the energy absorbing system 50 facilitates the distribution of forces and energy between the rails 6 for a more controlled buckle.
  • Figures 7 to 9 are obtained through simulations for a conventional vehicle frame assembly 100, devoid of energy-absorbing system 50.
  • Figures 7 to 9 correspond respectively to figures 4 to 6 and illustrate an improvement of the disclosure.
  • the sub-frame 11 of the electric subassembly 10 has already undergone a significant deformation and lost its original shape. The same is true for the rails 6. Then, in the final state (figure 9), the subframe 11 is greatly deformed, which may result in significant damage to the electrical/electronic components 12. The deformation of the rails may also be significant, which may jeopardize the safety of other equipment secured to the vehicle frame 3, such as batteries or hydrogen tanks. Furthermore, the sub-frame 11 may have been rotated or twisted with respect to its original substantially longitudinal arrangement. Consequently, edges or corners of the sub-frame 11 may have hit the rails 6, thus causing additional damages.
  • Arranging the energy-absorbing system 50 rearward of the electric subassembly 10 may help reducing the deformation of the vehicle frame 3 by limiting the forward displacement of said frame 3. Having the vehicle frame assembly 100 configured such that the crumple zone 20 is active (i.e. the compression of the energy-absorbing system 50 begins) after the side mounts 13 are broken may make overall impact stable in this critical zone.
  • the energy-absorbing system 50 comprises two devices 51 adjacently arranged between the sub-frame 11 and the cross-member 7.
  • the devices 51 may be substantially identical.
  • the devices 51 may be arranged in parallel as shown in figure 10 or may converge towards each other as shown in figure 2. They may converge towards the front or towards the rear of the vehicle 1. Having two devices 51, and thus two attachment points of the energy-absorbing system 50 on the frame 3, may lead to a better performance and a better deformation control.
  • the energy-absorbing system 50 may comprise a single device 51’ arranged between the sub-frame 11 and the cross-member 7, as shown in figure 11.
  • the device 51’ is then preferably equidistantially spaced from both rails 6.
  • a single device 51’ may require a larger cross-section than two devices 51 arranged in parallel to get a similar performance. Having a single device 51 ’ requires less assembly time for attaching the energyabsorbing system 50 on the frame 3. It may also be advantageous in terms of packaging as it generally occupied less space.
  • the device may have a circular or rectangular cross-section.
  • the device 51, 51’ may have a straight shape or, alternatively (as shown in figure 13), it may have a tapered shape, preferably towards the rear of the vehicle 1.
  • the wall thickness of the device 51, 51’ may be comprised between 1,5 and 4 mm.
  • the energy-absorbing system 50 may have a honeycomb inner structure, i.e. may include an array of hollow cells formed between fairly thin walls.
  • the cells may be columnar and hexagonal in shape. Such an arrangement has a high ability to absorb energy through compressive loading.
  • the energy-absorbing system 50 may comprise a hollow body 52 having an axis 53 which is substantially parallel to the longitudinal direction X, in the mounted position.
  • the section of this hollow body 52 can have various shapes.
  • the hollow body 52 may be a circular tube.
  • the hollow body 52 can include plates welded together along their longitudinal edges.
  • the hollow body 52 is made of two identical folded plates 54, each plate having a substantially C- shaped cross-section and opposed longitudinal edges or rims 55, the facing edges or rims of the plates 54 being welded to one another.
  • the hollow body 52 may have a section area which decreases forwardly, i.e. a forwardly converging shape.
  • the energy-absorbing system 50 comprises a crash initiator 56.
  • a crash initiator is a structure or a device that facilitates the control of axial deformation of the energy-absorbing system 50.
  • Said crash initiator 56 can have various shapes are be made in various ways. For example, it can comprise beads, notches, holes, a zone with a reduced thickness, etc.
  • the crash initiator 56 can be stamped on the energy-absorbing system 50. It may be configured to cause a gradual buckling of the energy-absorbing system 50.
  • the crash initiator 56 comprises substantially annular grooves stamped on the hollow body 12, and spaced apart from each other along the axis 53. The grooves may have a length of around 150 mm and a depth comprised between 4 and 7 mm. Grooves may be arranged envery 35 - 40 mm along the longitudinal direction X.
  • Relative terms such as “below” or “above” or “upper” or “lower” or “horizontal” or “vertical” may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being “connected” or “coupled” to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being “directly connected” or “directly coupled” to another element, there are no intervening elements present.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

L'ensemble châssis de véhicule (100) comprend un châssis (3) comprenant deux rails (6) s'étendant dans un sens longitudinal (X), et au moins une traverse (7) accouplant les rails et s'étendant dans un sens transversal (Y), un sous-ensemble électrique (10) comprenant un sous-châssis (11) qui est agencé entre les rails (6), à l'avant de la traverse (7), le sous-châssis (11) étant fixé à chaque rail (6) par au moins un support latéral (13), et un système d'absorption d'énergie (50) qui est agencé entre le sous-châssis (11) et la traverse (7), et fixé à au moins un élément parmi le sous-châssis et la traverse, le système d'absorption d'énergie (50) s'étendant dans le sens longitudinal et étant moins rigide que le sous-châssis (11) et la traverse (7) pour se déformer et absorber une partie de l'énergie d'une collision de véhicules.
PCT/EP2022/069293 2022-07-11 2022-07-11 Système d'absorption d'énergie d'un ensemble châssis de véhicule WO2024012651A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/EP2022/069293 WO2024012651A1 (fr) 2022-07-11 2022-07-11 Système d'absorption d'énergie d'un ensemble châssis de véhicule

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2022/069293 WO2024012651A1 (fr) 2022-07-11 2022-07-11 Système d'absorption d'énergie d'un ensemble châssis de véhicule

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Citations (7)

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WO2021175560A1 (fr) * 2020-03-03 2021-09-10 Volvo Truck Corporation Véhicule doté d'un agencement d'absorption d'impact de collision
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