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WO2020008123A1 - Motor vehicle with transversely sliding front-end support - Google Patents

Motor vehicle with transversely sliding front-end support Download PDF

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Publication number
WO2020008123A1
WO2020008123A1 PCT/FR2019/051442 FR2019051442W WO2020008123A1 WO 2020008123 A1 WO2020008123 A1 WO 2020008123A1 FR 2019051442 W FR2019051442 W FR 2019051442W WO 2020008123 A1 WO2020008123 A1 WO 2020008123A1
Authority
WO
WIPO (PCT)
Prior art keywords
support
housing
front support
front structure
supports
Prior art date
Application number
PCT/FR2019/051442
Other languages
French (fr)
Inventor
Mihaela Maria MAGAS
Original Assignee
Psa Automobiles Sa
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 Psa Automobiles Sa filed Critical Psa Automobiles Sa
Publication of WO2020008123A1 publication Critical patent/WO2020008123A1/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
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/04—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects formed from more than one section in a side-by-side arrangement
    • B60R19/12—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects formed from more than one section in a side-by-side arrangement vertically spaced
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
    • 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 invention relates to the field of motor vehicles, more particularly to the deformation behavior of motor vehicles in the event of a frontal impact with low recovery.
  • Frontal shocks with low overlap that is to say with an overlap between a barrier and the front panel of a motor vehicle of less than 25%, are taking an increasingly important place during the protocols carried out within government or non-government agencies. These protocols in fact make it possible to verify the standards in force in each country, in particular with regard to the repercussions of shocks on vehicles and people.
  • the damage caused to the front of the vehicle is generally significant, in particular because a front structure comprising two force recovery channels as described in the present application, is not very favorable for resisting to this type of shock.
  • the front structure of a motor vehicle as found in the application, generally comprises two longitudinal structural beams, commonly called “stretchers”, and extended at the front by two deformable boxes in the event of impact, commonly called “crashbox” . Between each beam and each box is a facade support. An upper cross member is also positioned above the upper force recovery track and between the facade supports.
  • the patent document published FR 3,047,455 A1 discloses a front structure of a motor vehicle, the structure comprising a front stretcher with a reinforcing part and a wing lining fixed both to the stretcher and to the reinforcing part.
  • This wing lining is intended to serve as additional reinforcement and to allow the recovery of forces from the front of the vehicle to the front pillar, in particular during a shock with low recovery.
  • this front structure favors the embedding of the corresponding stretcher in the event of a front impact with low overlap, which leads to strong decelerations and significant damage.
  • the invention aims to overcome at least one of the drawbacks of the aforementioned state of the art. More particularly, the invention aims to improve the behavior of the vehicle in the event of a frontal impact with low overlap.
  • the subject of the invention is a front structure of a motor vehicle, comprising: two longitudinal and parallel structural beams; two deformable boxes in the event of impact, attached to the front of the two longitudinal and parallel structural beams, respectively; two facade supports extending vertically at the level of the fixings between the deformable caissons and the longitudinal and parallel structural beams, respectively; and an upper cross member with two ends fixed to the two front supports, respectively; remarkable in that the fixing of the upper cross member to the two front supports is such that at least one of the ends of said cross member, the corresponding front support is capable of sliding laterally inwards relative to the upper cross member during a frontal impact with recovery less than or equal to 25%.
  • the sliding stroke A of the front support in one of the ends of the upper cross member is greater than or equal to 20mm and / or less than or equal to 40mm.
  • each of the at least one of the two ends of the upper cross-member forms a housing of horizontal U-shaped section with a bottom and an opening directed transversely towards the outside, said housing receiving the support. of facade corresponding to distance from the bottom so as to allow the sliding towards the interior.
  • each of the at least one housing of horizontal U-shaped section comprises means for retaining the front support at a distance from the bottom of the U-shaped section, said means being able to yield and / or deform during a frontal impact.
  • the means for retaining the front support include a surplus of material on the lateral faces of the housing between the bottom and the front support, so as to reduce the width of said housing to a value less than the width of the facade support.
  • the surplus material forms at least one boss in contact with the front support, capable of breaking during the frontal impact.
  • each of the at least one front support slidingly attached to the upper cross member has a horizontal section, at the level of said cross, hollow in the shape of a U or rectangular.
  • the hollow horizontal U-shaped or rectangular section of or each of the front supports has a front face directed transversely towards the bottom of the U-section of the corresponding housing of the upper cross member.
  • the U-shaped horizontal section of the facade support comprises two wings positioned laterally to a central core, the two wings being held separately by at least one spacer preferably positioned at the connection area of the support of facade, the longitudinal structural beam and the deformable box in the event of an impact.
  • the structure further comprises a front wing lining extending from each of the front supports, respectively, up to a corresponding front pillar of the passenger compartment.
  • the upper cross member is located at the height of the wing linings.
  • each of the wing linings is fixed to the corresponding front support above the corresponding longitudinal structural beam and below the upper cross member.
  • the front structure of the motor vehicle further comprises a front cradle, two lower beams in the extension of said cradle; two lower boxes deformable in the event of impact fixed at the front of the two lower beams, respectively; and a lower bumper cross member supported by the two deformable lower boxes, each of the front supports extending between each of the lower beams and deformable lower boxes.
  • a front cradle two lower beams in the extension of said cradle
  • two lower boxes deformable in the event of impact fixed at the front of the two lower beams, respectively and a lower bumper cross member supported by the two deformable lower boxes, each of the front supports extending between each of the lower beams and deformable lower boxes.
  • the measures of the invention are advantageous in that they promote lateral sliding of the vehicle in the event of a frontal impact with low overlap, which makes it possible to limit the crushing of the corresponding stretcher during a front impact.
  • the connection between the front support and the third force recovery path, represented by the wing lining, also makes it possible to facilitate the recovery of forces in Y, improving the deflection of the vehicle, and to facilitate the transmission of forces. towards the front upright.
  • the presence of the front support also makes it possible to slightly spread the stretcher to facilitate lateral sliding of the vehicle in the event of an impact.
  • the invention is easy to carry out using techniques known and mastered by those skilled in the art, it is inexpensive because produced with inexpensive metallic materials.
  • the invention also has the advantage of being easy to install on the front structure.
  • FIG. 1 is a perspective view of a front structure of a motor vehicle, showing the connection between an upper cross member and a front support according to the invention
  • FIG. 2 is a top view of the connection area between the front support and the upper cross member as shown in Figure 1, before a shock with low recovery;
  • Figure 3 shows a top view similar to Figure 2, after a frontal impact with low recovery.
  • FIG. 1 shows a perspective view of a front structure of a motor vehicle according to the invention.
  • the front structure 1 of the vehicle generally comprises a powertrain 3 which is maintained and protected using several metal beams.
  • a powertrain 3 which is maintained and protected using several metal beams.
  • two longitudinal structural beams 5 and parallel commonly called “Stretchers”.
  • a deformable box in the event of an impact 7 commonly called “crashboxes”
  • the deformable boxes 7 being extended and held together at the front by a bumper crossmember 9.
  • This first assembly constituted by the longitudinal structural beams 5, the deformable boxes 7 and the bumper cross member 9 forms a first upper path of force recovery during a frontal impact.
  • a front cradle 13 Partially supporting the powertrain 3 and below the upper force recovery path is a front cradle 13.
  • the cradle 13 is extended at the front by two lower beams 15, commonly called “extensions", the lower beams 15 being positioned parallel on either side of the powertrain 3, below the longitudinal structural beams 5.
  • the lower beams 15 are extended at the front by two lower boxes deformable in the event of impact 17, joined at the front by a lower crossbar of the bumper 19.
  • the lower beams 15, the deformable lower boxes 17 and the lower crossbar of the bumper 19 form a lower force-absorbing path during a frontal impact.
  • a third force recovery path represented in particular by a wing lining 23, allows the transmission of forces from the front of the vehicle to the front pillar of the passenger compartment (not visible in these figures).
  • This figure shows more particularly the left front side of a front structure of a motor vehicle.
  • the elements described for the left side can be found on the right side of the vehicle, symmetrically.
  • the transmission of forces is facilitated by the presence of a facade support 25 according to the invention.
  • the facade supports 25 are preferably two in number per vehicle, extending vertically at the level of the fixings between the deformable boxes (7, 17) and the beams (5, 15) of the upper and lower force recovery channels.
  • the deformable boxes (7, 17) and the beams (5, 15) are fixed to the front support 25 by means of the upper fixing plates 1 1 and lower 21.
  • the wing lining 23 of the third force recovery channel is also attached to the front support 25 by means of an extension 23B, the extension 23B being attached to a front face 25A of the support of facade 25.
  • the wing lining 23 also has a median recess 23A capable of reinforcing the structure of the wing lining 23 in the event of an impact.
  • the front support 25 further comprises two upper 25B and lower 25C portions, the lower portion 25C being able to be slightly more forward with respect to the upper portion 25B of the front support 25.
  • the front support 25 has in in addition to a hollow horizontal section preferably in the form of a U.
  • the U-shaped section of the front support 25 has a central core 25E and two wings 25D positioned on either side of the central core 25E.
  • the horizontal section of the front support 25 can also be rectangular.
  • the front structure 1 of the vehicle further comprises an upper cross member 27, comprising a main portion 29 with two ends 31 respectively fixed to the two front supports 25.
  • the end 31 of the upper cross member 27 further comprises a housing 33, of horizontal U-shaped section. A similar housing 33 can be found in the right end 31 (not visible in this figure) of the upper cross member 27.
  • the fixing between the upper cross member 27 and the front support 25 is such that the front support 25 is capable of sliding laterally in the upper cross member 27 in the event of a frontal impact with overlap less than or equal to 25%.
  • the upper cross member 27 is preferably located at the height of the wing liners 23, the wing liners 23 being preferably fixed to the front support 25 corresponding above the longitudinal structural beams 5 and below the upper cross member 27.
  • Figures 2 and 3 show views from above of the attachment between the front support and the upper cross member, before and after a low impact frontal impact.
  • the housing 33 of the end 31 of the upper cross member 27 has a horizontal U-shaped section, with a bottom 33A and an opening 33B directed transversely towards the outside.
  • the housing 33 receives the front support 25 at a distance from the bottom 33A, thanks to the presence of retaining means 33C, which can yield and / or deform during a frontal impact.
  • retaining means 33C can in particular be a surplus of material positioned on the lateral faces of the housing 33 between the bottom 33A and the front support 25, or a boss for example.
  • the presence of the means of retainer 33C makes it possible to reduce the width of the housing 33 to a value less than the width of the front support 25.
  • a sliding stroke A between the front support 25 and the bottom 33A of the housing 33 of the upper cross member 27 exists.
  • This sliding stroke A is greater than or equal to 20mm and / or less than or equal to 40mm.
  • the front face 25A of the front support 25 is preferably directed transversely towards the bottom 33A of the U-shaped section of the housing 33 of the upper cross member 27.
  • the presence of one or more spacers 35 is also possible, in order to maintain the two wings 25D of the front support 25 at a constant distance and stabilize the front structure.
  • spacers 35 are preferably positioned between the two wings 25D of the front support 25, at the connection between the support 25, the longitudinal structural beams 5 and the lower beams (not visible in these figures), the deformable boxes 7 and the lower deformable boxes (not visible in these figures), respectively.
  • all of the beams, crosspieces and facade supports are preferably made of metallic materials, preferably steel or aluminum.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

Motor vehicle front structure (1), comprising: two longitudinal and parallel structural beams (5); two box structures (7), that are deformable in the event of an impact, fixed to the front of the two longitudinal and parallel structural beams (5), respectively; two front-end supports (25) extending vertically at the level of the fixings between the deformable box structures (7) and the longitudinal and parallel structural beams (5), respectively; and an upper crossmember (27) with two ends (31) which are fixed to the two front-end supports (25), respectively; the fixing of the upper crossmember (27) to the two front-end supports being such that at least at one of the ends (31) of the said crossmember (27), the corresponding front-end support (25) is able to slide laterally toward the inside with respect to the upper crossmember (27) in the event of an offset frontal impact with an overlap less than or equal to 25%.

Description

VEHICULE AUTOMOBILE AVEC APPUI DE FAÇADE COULISSANT  MOTOR VEHICLE WITH SLIDING FRONT SUPPORT
TRANSVERSALEMENT  TRANSVERSELY
L’invention a trait au domaine des véhicules automobiles, plus particulièrement au comportement en déformation des véhicules automobiles en cas de choc frontal à faible recouvrement. The invention relates to the field of motor vehicles, more particularly to the deformation behavior of motor vehicles in the event of a frontal impact with low recovery.
Les chocs frontaux à faible recouvrement, c’est-à-dire avec un recouvrement entre une barrière et la façade avant d’un véhicule automobile inférieur à 25%, prennent une place de plus en plus importante lors des protocoles effectués au sein d’agences gouvernementales ou non gouvernementales. Ces protocoles permettent en fait de vérifier les normes en vigueur dans chaque pays, notamment en ce qui concerne les répercussions des chocs sur les véhicules et les personnes. Lors d’un choc frontal à faible recouvrement, les dégâts occasionnés à l’avant du véhicule sont généralement importants, notamment parce qu’une structure avant comprenant deux voies de reprise d’efforts comme décrite dans la présente demande, est peu favorable pour résister à ce type de choc. Frontal shocks with low overlap, that is to say with an overlap between a barrier and the front panel of a motor vehicle of less than 25%, are taking an increasingly important place during the protocols carried out within government or non-government agencies. These protocols in fact make it possible to verify the standards in force in each country, in particular with regard to the repercussions of shocks on vehicles and people. In the event of a low impact frontal impact, the damage caused to the front of the vehicle is generally significant, in particular because a front structure comprising two force recovery channels as described in the present application, is not very favorable for resisting to this type of shock.
Ainsi, la structure avant d’un véhicule automobile telle que retrouvée dans la demande, comprend généralement deux poutres structurelles longitudinales, couramment appelées « brancards », et prolongées à l’avant par deux caissons déformables en cas de choc, couramment appelés « crashbox ». Entre chaque poutre et chaque caisson se trouve un appui de façade. Une traverse supérieure est également positionnée au-dessus de la voie supérieure de reprise d’efforts et entre les appuis de façade. Thus, the front structure of a motor vehicle as found in the application, generally comprises two longitudinal structural beams, commonly called “stretchers”, and extended at the front by two deformable boxes in the event of impact, commonly called “crashbox” . Between each beam and each box is a facade support. An upper cross member is also positioned above the upper force recovery track and between the facade supports.
Le document de brevet publié FR 3 047 455 A1 divulgue une structure avant de véhicule automobile, la structure comprenant un brancard avant avec une pièce de renfort et une doublure d’aile fixée à la fois sur le brancard et sur la pièce de renfort. Cette doublure d’aile a vocation à servir de renfort supplémentaire et à permettre la reprise des efforts depuis l’avant du véhicule vers le montant avant, notamment lors d’un choc à faible recouvrement. Mais cette structure avant favorise un encastrement du brancard correspondant en cas de choc avant à faible recouvrement, ce qui conduit à des fortes décélérations et de dégâts importants. L’invention a pour objectif de pallier au moins un des inconvénients de l’état de la technique susmentionné. Plus particulièrement, l’invention a pour objectif d’améliorer le comportement du véhicule en cas de choc frontal à faible recouvrement. The patent document published FR 3,047,455 A1 discloses a front structure of a motor vehicle, the structure comprising a front stretcher with a reinforcing part and a wing lining fixed both to the stretcher and to the reinforcing part. This wing lining is intended to serve as additional reinforcement and to allow the recovery of forces from the front of the vehicle to the front pillar, in particular during a shock with low recovery. However, this front structure favors the embedding of the corresponding stretcher in the event of a front impact with low overlap, which leads to strong decelerations and significant damage. The invention aims to overcome at least one of the drawbacks of the aforementioned state of the art. More particularly, the invention aims to improve the behavior of the vehicle in the event of a frontal impact with low overlap.
L’invention a pour objet une structure avant de véhicule automobile, comprenant : deux poutres structurelles longitudinales et parallèles ; deux caissons déformables en cas de choc, fixés à l’avant des deux poutres structurelles longitudinales et parallèles, respectivement ; deux appuis de façade s’étendant verticalement au niveau des fixations entre les caissons déformables et les poutres structurelles longitudinales et parallèles, respectivement ; et une traverse supérieure avec deux extrémités fixées aux deux appuis de façade, respectivement ; remarquable en ce que la fixation de la traverse supérieure aux deux appuis de façade est telle qu’à au moins une des extrémités de ladite traverse, l’appui de façade correspondant est apte à coulisser latéralement vers l’intérieur par rapport à la traverse supérieure lors d’un choc frontal à recouvrement inférieur ou égal à 25%. The subject of the invention is a front structure of a motor vehicle, comprising: two longitudinal and parallel structural beams; two deformable boxes in the event of impact, attached to the front of the two longitudinal and parallel structural beams, respectively; two facade supports extending vertically at the level of the fixings between the deformable caissons and the longitudinal and parallel structural beams, respectively; and an upper cross member with two ends fixed to the two front supports, respectively; remarkable in that the fixing of the upper cross member to the two front supports is such that at least one of the ends of said cross member, the corresponding front support is capable of sliding laterally inwards relative to the upper cross member during a frontal impact with recovery less than or equal to 25%.
Avantageusement, la course de coulissement A de l’appui de façade dans l’une des extrémités de la traverse supérieure est supérieure ou égale à 20mm et/ou inférieure ou égale à 40mm. Advantageously, the sliding stroke A of the front support in one of the ends of the upper cross member is greater than or equal to 20mm and / or less than or equal to 40mm.
Selon un mode avantageux de l’invention, chacune de l’au moins une des deux extrémités de la traverse supérieure forme un logement de section horizontale en U avec un fond et une ouverture dirigée transversalement vers l’extérieur, ledit logement recevant l’appui de façade correspondant à distance du fond de manière à permettre le coulissement vers l’intérieur. According to an advantageous embodiment of the invention, each of the at least one of the two ends of the upper cross-member forms a housing of horizontal U-shaped section with a bottom and an opening directed transversely towards the outside, said housing receiving the support. of facade corresponding to distance from the bottom so as to allow the sliding towards the interior.
Selon un mode avantageux de l’invention, chacun de l’au moins un logement de section horizontale en U comprend des moyens de retenue de l’appui de façade à distance du fond de la section en U, lesdits moyens étant aptes à céder et/ou se déformer lors du choc frontal. According to an advantageous embodiment of the invention, each of the at least one housing of horizontal U-shaped section comprises means for retaining the front support at a distance from the bottom of the U-shaped section, said means being able to yield and / or deform during a frontal impact.
Selon un mode avantageux de l’invention, les moyens de retenue de l’appui de façade comprennent un surplus de matière sur les faces latérales du logement entre le fond et l’appui de façade, de manière à réduire la largeur dudit logement à une valeur inférieure à la largeur de l’appui de façade. Selon un mode avantageux de l’invention, le surplus de matière forme au moins un bossage au contact de l’appui de façade, apte à rompre lors du choc frontal. According to an advantageous embodiment of the invention, the means for retaining the front support include a surplus of material on the lateral faces of the housing between the bottom and the front support, so as to reduce the width of said housing to a value less than the width of the facade support. According to an advantageous embodiment of the invention, the surplus material forms at least one boss in contact with the front support, capable of breaking during the frontal impact.
Selon un mode avantageux de l’invention, chacun de l’au moins un appui de façade fixé de manière coulissante à la traverse supérieure présente une section horizontale, au niveau de ladite traverse, creuse en forme de U ou rectangulaire. According to an advantageous embodiment of the invention, each of the at least one front support slidingly attached to the upper cross member has a horizontal section, at the level of said cross, hollow in the shape of a U or rectangular.
Selon un mode avantageux de l’invention, la section horizontale creuse en forme de U ou rectangulaire du ou de chacun des appuis de façade présente une face frontale dirigée transversalement vers le fond de la section en U du logement correspondant de la traverse supérieure. Avantageusement, la section horizontale en forme de U de l’appui de façade comprend deux ailes positionnées latéralement à une âme centrale, les deux ailes étant maintenues séparément par au moins une entretoise préférentiellement positionnée au niveau de la zone de liaison de l’appui de façade, de la poutre structurelle longitudinale et du caisson déformable en cas de choc. Selon un mode avantageux de l’invention, la structure comprend, en outre, une doublure d’aile avant s’étendant depuis chacun des appuis de façade, respectivement, jusqu’à un montant avant correspondant d’habitacle. According to an advantageous embodiment of the invention, the hollow horizontal U-shaped or rectangular section of or each of the front supports has a front face directed transversely towards the bottom of the U-section of the corresponding housing of the upper cross member. Advantageously, the U-shaped horizontal section of the facade support comprises two wings positioned laterally to a central core, the two wings being held separately by at least one spacer preferably positioned at the connection area of the support of facade, the longitudinal structural beam and the deformable box in the event of an impact. According to an advantageous embodiment of the invention, the structure further comprises a front wing lining extending from each of the front supports, respectively, up to a corresponding front pillar of the passenger compartment.
Selon un mode avantageux de l’invention, la traverse supérieure est située à hauteur des doublures d’aile. Selon un mode avantageux de l’invention, chacune des doublures d’aile est fixée à l’appui de façade correspondant au-dessus de la poutre structurelle longitudinale correspondante et en dessous de la traverse supérieure. According to an advantageous embodiment of the invention, the upper cross member is located at the height of the wing linings. According to an advantageous embodiment of the invention, each of the wing linings is fixed to the corresponding front support above the corresponding longitudinal structural beam and below the upper cross member.
Avantageusement, la structure avant du véhicule automobile comprend, en outre, un berceau avant, deux poutres inférieures dans le prolongement dudit berceau ; deux caissons inférieurs déformables en cas de choc fixés à l’avant des deux poutres inférieures, respectivement ; et une traverse inférieure de pare-chocs supportée par les deux caissons inférieurs déformables, chacun des appuis de façade s’étendant entre chacune des poutres inférieures et des caissons inférieurs déformables. Avantageusement, entre les deux ailes de l’appui de façade et au niveau de la zone de liaison entre l’appui de façade, la poutre inférieure et le caisson inférieur déformable en cas de choc, se trouve au moins une entretoise apte à maintenir les deux ailes de l’appui de façade séparées. Advantageously, the front structure of the motor vehicle further comprises a front cradle, two lower beams in the extension of said cradle; two lower boxes deformable in the event of impact fixed at the front of the two lower beams, respectively; and a lower bumper cross member supported by the two deformable lower boxes, each of the front supports extending between each of the lower beams and deformable lower boxes. Advantageously, between the two wings of the facade support and at the level of the zone connecting the front support, the lower beam and the lower box which can be deformed in the event of an impact, there is at least one spacer capable of keeping the two wings of the front support separate.
Les mesures de l’invention sont intéressantes en ce qu’elles favorisent le glissement latéral du véhicule en cas de choc frontal à faible recouvrement, ce qui permet de limiter l’écrasement du brancard correspondant lors d’un choc avant. La liaison entre l’appui de façade et la troisième voie de reprise des efforts, représentée par la doublure d’aile, permet en outre de faciliter la reprise des efforts en Y, améliorant la déviation du véhicule, et de faciliter la transmission des efforts vers le montant avant. La présence de l’appui de façade permet également d’écarter légèrement le brancard pour faciliter le glissement latéral du véhicule en cas de choc. Enfin, l’invention est facile à réaliser grâce à des techniques connues et maîtrisées par l’homme du métier, elle est peu coûteuse car produite avec des matériaux métalliques peu onéreux. L’invention présente en outre l’avantage d’être facile à installer sur la structure avant. The measures of the invention are advantageous in that they promote lateral sliding of the vehicle in the event of a frontal impact with low overlap, which makes it possible to limit the crushing of the corresponding stretcher during a front impact. The connection between the front support and the third force recovery path, represented by the wing lining, also makes it possible to facilitate the recovery of forces in Y, improving the deflection of the vehicle, and to facilitate the transmission of forces. towards the front upright. The presence of the front support also makes it possible to slightly spread the stretcher to facilitate lateral sliding of the vehicle in the event of an impact. Finally, the invention is easy to carry out using techniques known and mastered by those skilled in the art, it is inexpensive because produced with inexpensive metallic materials. The invention also has the advantage of being easy to install on the front structure.
D’autres caractéristiques et avantages de la présente invention seront mieux compris à l’aide de la description et des dessins parmi lesquels : Other characteristics and advantages of the present invention will be better understood from the description and the drawings, among which:
- La figure 1 est une vue en perspective d’une structure avant de véhicule automobile, montrant la liaison entre une traverse supérieure et un appui de façade selon l’invention ; - Figure 1 is a perspective view of a front structure of a motor vehicle, showing the connection between an upper cross member and a front support according to the invention;
- La figure 2 est une vue du dessus de la zone de liaison entre l’appui de façade et la traverse supérieure telle que représentée à la figure 1 , avant un choc à faible recouvrement ; - Figure 2 is a top view of the connection area between the front support and the upper cross member as shown in Figure 1, before a shock with low recovery;
- La figure 3 montre une vue du dessus similaire à la figure 2, après un choc frontal à faible recouvrement. - Figure 3 shows a top view similar to Figure 2, after a frontal impact with low recovery.
La figure 1 montre une vue en perspective d’une structure avant de véhicule automobile selon l’invention. La structure avant 1 du véhicule comprend généralement un groupe motopropulseur 3 qui est maintenu et protégé à l’aide de plusieurs poutres métalliques. Ainsi, depuis un montant avant d’une partie habitacle du véhicule (non visible sur ces figures) et latéralement au groupe motopropulseur 3, s’étendent deux poutres structurelles longitudinales 5 et parallèles, couramment appelées « brancards ». À l’avant de chacune des poutres structurelles 5 est fixé un caisson déformable en cas de choc 7, couramment appelés « crashbox », les caissons déformables 7 étant prolongés et maintenus ensemble à l’avant par une traverse de pare-chocs 9. Ce premier ensemble, constitué par les poutres structurelles longitudinales 5, les caissons déformables 7 et la traverse de pare-chocs 9 forme une première voie supérieure de reprise d’efforts lors d’un choc frontal. Supportant partiellement le groupe motopropulseur 3 et en dessous de la voie supérieure de reprise d’effort se trouve un berceau avant 13. Le berceau 13 est prolongé à l’avant par deux poutres inférieures 15, couramment appelées « allonges », les poutres inférieures 15 étant positionnées parallèlement de part et d’autre du groupe motopropulseur 3, en-dessous des poutres structurelles longitudinales 5. Les poutres inférieures 15 sont prolongées à l’avant par deux caissons inférieurs déformables en cas de chocs 17, réunis à l’avant par une traverse inférieure de pare-chocs 19. Les poutres inférieures 15, les caissons inférieurs déformables 17 et la traverse inférieure de pare-chocs 19 forment une voie inférieure de reprise d’efforts lors d’un choc frontal. Une troisième voie de reprise d’efforts, représentée notamment par une doublure d’aile 23, permet la transmission d’efforts depuis l’avant du véhicule vers le montant avant de l’habitacle (non visible sur ces figures). Figure 1 shows a perspective view of a front structure of a motor vehicle according to the invention. The front structure 1 of the vehicle generally comprises a powertrain 3 which is maintained and protected using several metal beams. Thus, from a front pillar of a passenger compartment of the vehicle (not visible in these figures) and laterally to the powertrain 3, extend two longitudinal structural beams 5 and parallel, commonly called "Stretchers". At the front of each of the structural beams 5 is fixed a deformable box in the event of an impact 7, commonly called “crashboxes”, the deformable boxes 7 being extended and held together at the front by a bumper crossmember 9. This first assembly, constituted by the longitudinal structural beams 5, the deformable boxes 7 and the bumper cross member 9 forms a first upper path of force recovery during a frontal impact. Partially supporting the powertrain 3 and below the upper force recovery path is a front cradle 13. The cradle 13 is extended at the front by two lower beams 15, commonly called "extensions", the lower beams 15 being positioned parallel on either side of the powertrain 3, below the longitudinal structural beams 5. The lower beams 15 are extended at the front by two lower boxes deformable in the event of impact 17, joined at the front by a lower crossbar of the bumper 19. The lower beams 15, the deformable lower boxes 17 and the lower crossbar of the bumper 19 form a lower force-absorbing path during a frontal impact. A third force recovery path, represented in particular by a wing lining 23, allows the transmission of forces from the front of the vehicle to the front pillar of the passenger compartment (not visible in these figures).
Cette figure montre plus particulièrement le côté avant gauche d’une structure avant de véhicule automobile. Ainsi, les éléments décrits pour le côté gauche peuvent être retrouvés au côté droit du véhicule, de manière symétrique. This figure shows more particularly the left front side of a front structure of a motor vehicle. Thus, the elements described for the left side can be found on the right side of the vehicle, symmetrically.
La transmission des efforts est facilitée par la présence d’un appui de façade 25 selon l’invention. Les appuis de façade 25 sont préférentiellement au nombre de deux par véhicule, s’étendant verticalement au niveau des fixations entre les caissons déformables (7, 17) et les poutres (5, 15) des voies supérieure et inférieure de reprise d’efforts. Les caissons déformables (7, 17) et les poutres (5, 15) sont fixés à l’appui de façade 25 par l’intermédiaire des platines de fixation supérieures 1 1 et inférieures 21 . La doublure d’aile 23 de la troisième voie de reprise d’efforts est également rattachée à l’appui de façade 25 par l’intermédiaire d’un prolongement 23B, le prolongement 23B étant rattaché à une face frontale 25A de l’appui de façade 25. Ce rattachement est préférentiellement réalisé par des techniques connues de l’homme du métier, soit au moment de l’emboutissage, soit par soudage par exemple lors du montage de la structure avant 1 de véhicule. La doublure d’aile 23 présente en outre un renfoncement médian 23A apte à renforcer la structure de la doublure d’aile 23 en cas de choc. The transmission of forces is facilitated by the presence of a facade support 25 according to the invention. The facade supports 25 are preferably two in number per vehicle, extending vertically at the level of the fixings between the deformable boxes (7, 17) and the beams (5, 15) of the upper and lower force recovery channels. The deformable boxes (7, 17) and the beams (5, 15) are fixed to the front support 25 by means of the upper fixing plates 1 1 and lower 21. The wing lining 23 of the third force recovery channel is also attached to the front support 25 by means of an extension 23B, the extension 23B being attached to a front face 25A of the support of facade 25. This connection is preferably carried out by techniques known to those skilled in the art, either at the time of stamping, or by welding, for example during mounting of the front structure 1 of the vehicle. The wing lining 23 also has a median recess 23A capable of reinforcing the structure of the wing lining 23 in the event of an impact.
L’appui de façade 25 comprend en outre deux portions supérieure 25B et inférieure 25C, la portion inférieure 25C pouvant être légèrement plus en avant par rapport à la portion supérieure 25B de l’appui de façade 25. L’appui de façade 25 présente en outre une section horizontale creuse préférentiellement en forme de U. La section en U de l’appui de façade 25 présente une âme centrale 25E et deux ailes 25D positionnées de part et d’autre de l’âme centrale 25E. La section horizontale de l’appui de façade 25 peut également être rectangulaire. The front support 25 further comprises two upper 25B and lower 25C portions, the lower portion 25C being able to be slightly more forward with respect to the upper portion 25B of the front support 25. The front support 25 has in in addition to a hollow horizontal section preferably in the form of a U. The U-shaped section of the front support 25 has a central core 25E and two wings 25D positioned on either side of the central core 25E. The horizontal section of the front support 25 can also be rectangular.
La structure avant 1 du véhicule comprend en outre, une traverse supérieure 27, comprenant une portion principale 29 avec deux extrémités 31 respectivement fixées aux deux appuis de façade 25. Sur cette figure, on peut voir la fixation de l’appui de façade 25 gauche. L’extrémité 31 de la traverse supérieure 27 comprend en outre un logement 33, de section horizontale en U. Un logement 33 similaire peut être retrouvé dans l’extrémité 31 droite (non visible sur cette figure) de la traverse supérieure 27. La fixation entre la traverse supérieure 27 et l’appui de façade 25 est telle que l’appui de façade 25 est apte à coulisser latéralement dans la traverse supérieure 27 en cas de choc frontal à recouvrement inférieur ou égal à 25%. La traverse supérieure 27 est préférentiellement située à hauteur des doublures d’ailes 23, les doublures d’ailes 23 étant préférentiellement fixées à l’appui de façade 25 correspondant au-dessus des poutres structurelles longitudinales 5 et en dessous de la traverse supérieure 27. The front structure 1 of the vehicle further comprises an upper cross member 27, comprising a main portion 29 with two ends 31 respectively fixed to the two front supports 25. In this figure, one can see the fixing of the left front support 25 . The end 31 of the upper cross member 27 further comprises a housing 33, of horizontal U-shaped section. A similar housing 33 can be found in the right end 31 (not visible in this figure) of the upper cross member 27. The fixing between the upper cross member 27 and the front support 25 is such that the front support 25 is capable of sliding laterally in the upper cross member 27 in the event of a frontal impact with overlap less than or equal to 25%. The upper cross member 27 is preferably located at the height of the wing liners 23, the wing liners 23 being preferably fixed to the front support 25 corresponding above the longitudinal structural beams 5 and below the upper cross member 27.
Les figures 2 et 3 montrent des vues du dessus de la fixation entre l’appui de façade et la traverse supérieure, avant et après un choc frontal à faible recouvrement. Figures 2 and 3 show views from above of the attachment between the front support and the upper cross member, before and after a low impact frontal impact.
Le logement 33 de l’extrémité 31 de la traverse supérieure 27 à une section horizontale en U, avec un fond 33A et une ouverture 33B dirigée transversalement vers l’extérieur. Le logement 33 reçoit l’appui de façade 25 à distance du fond 33A, grâce à la présence de moyens de retenue 33C, qui peuvent céder et/ou se déformer lors d’un choc frontal. Ces moyens de retenue 33C peuvent notamment être un surplus de matière positionné sur les faces latérales du logement 33 entre le fond 33A et l’appui de façade 25, ou un bossage par exemple. La présence des moyens de retenue 33C permet de réduire la largeur du logement 33 à une valeur inférieure à la largeur de l’appui de façade 25. Ainsi, une course de coulissement A entre l’appui de façade 25 et le fond 33A du logement 33 de la traverse supérieure 27 existe. Cette course de coulissement A est supérieure ou égale à 20mm et/ou inférieure ou égale à 40mm. La face frontale 25A de l’appui de façade 25 est préférentiellement dirigée transversalement vers le fond 33A de la section en U du logement 33 de la traverse supérieure 27. La présence d’une ou plusieurs entretoises 35 est également envisageable, afin de maintenir les deux ailes 25D de l’appui de façade 25 à une distance constante et de stabiliser la structure avant. Ces entretoises 35 sont préférentiellement positionnées entre les deux ailes 25D de l’appui de façade 25, au niveau de la liaison entre l’appui 25, les poutres structurelles longitudinales 5 et les poutres inférieures (non visibles sur ces figures), les caissons déformables 7 et les caissons déformables inférieurs (non visibles sur ces figures), respectivement. The housing 33 of the end 31 of the upper cross member 27 has a horizontal U-shaped section, with a bottom 33A and an opening 33B directed transversely towards the outside. The housing 33 receives the front support 25 at a distance from the bottom 33A, thanks to the presence of retaining means 33C, which can yield and / or deform during a frontal impact. These retaining means 33C can in particular be a surplus of material positioned on the lateral faces of the housing 33 between the bottom 33A and the front support 25, or a boss for example. The presence of the means of retainer 33C makes it possible to reduce the width of the housing 33 to a value less than the width of the front support 25. Thus, a sliding stroke A between the front support 25 and the bottom 33A of the housing 33 of the upper cross member 27 exists. This sliding stroke A is greater than or equal to 20mm and / or less than or equal to 40mm. The front face 25A of the front support 25 is preferably directed transversely towards the bottom 33A of the U-shaped section of the housing 33 of the upper cross member 27. The presence of one or more spacers 35 is also possible, in order to maintain the two wings 25D of the front support 25 at a constant distance and stabilize the front structure. These spacers 35 are preferably positioned between the two wings 25D of the front support 25, at the connection between the support 25, the longitudinal structural beams 5 and the lower beams (not visible in these figures), the deformable boxes 7 and the lower deformable boxes (not visible in these figures), respectively.
En cas de choc frontal à faible recouvrement (figure 3), on peut voir, après le contact entre une barrière 37 et la structure avant du véhicule, un écrasement de la traverse de pare-chocs 9 et des caissons déformables 7. L’appui de façade 25 est également écrasé dans son extrémité latérale, et coulisse latéralement dans le logement 33 d’une part en raison de la force exercée sur la structure par la barrière 37, et d’autre part grâce à la présence du prolongement 23B de la doublure d’aile 23 qui exerce une force de traction sur l’appui de façade 25. Cette force de traction, orientée vers le véhicule, entraîne l’arrachage des moyens de retenue 33C (représentés en noir à la figure 3), et le coulissement de l’appui de façade 25 dans le logement 33 de la traverse supérieure 27. Alternativement, les moyens de retenue 33C peuvent entraîner un écrasement des deux ailes 25D de l’appui de façade 25, lors de son glissement latéral dans le logement 33 de la traverse supérieure 27 causé par un choc frontal à faible recouvrement. In the event of a frontal impact with low overlap (Figure 3), one can see, after contact between a barrier 37 and the front structure of the vehicle, crushing of the bumper cross member 9 and deformable boxes 7. The support front 25 is also crushed in its lateral end, and slides laterally in the housing 33 on the one hand due to the force exerted on the structure by the barrier 37, and on the other hand thanks to the presence of the extension 23B of the wing lining 23 which exerts a pulling force on the front support 25. This pulling force, oriented towards the vehicle, causes the retaining means 33C (torn in black in FIG. 3) to be torn off, and the sliding of the front support 25 in the housing 33 of the upper cross member 27. Alternatively, the retaining means 33C can cause crushing of the two wings 25D of the front support 25, during its lateral sliding in the housing 3 3 of the upper cross member 27 caused by a frontal impact with low recovery.
De manière générale, l’ensemble des poutres, traverses et appuis de façade sont préférentiellement réalisés dans des matériaux métalliques, préférentiellement en acier ou en aluminium. In general, all of the beams, crosspieces and facade supports are preferably made of metallic materials, preferably steel or aluminum.

Claims

REVENDICATIONS
1 . Structure avant (1 ) de véhicule automobile, comprenant : 1. Front structure (1) of a motor vehicle, comprising:
- deux poutres structurelles longitudinales (5) et parallèles ;  - two longitudinal structural beams (5) and parallel;
- deux caissons déformables (7) en cas de choc, fixés à l’avant des deux poutres structurelles longitudinales (5) et parallèles, respectivement ; - two deformable boxes (7) in the event of an impact, fixed at the front of the two longitudinal structural beams (5) and parallel, respectively;
- deux appuis de façade (25) s’étendant verticalement au niveau des fixations entre les caissons déformables (7) et les poutres structurelles longitudinales (5) et parallèles, respectivement ; et - two front supports (25) extending vertically at the level of the fixings between the deformable boxes (7) and the longitudinal (5) and parallel structural beams, respectively; and
- une traverse supérieure (27) avec deux extrémités (31 ) fixées aux deux appuis de façade (25), respectivement ;  - an upper crosspiece (27) with two ends (31) fixed to the two front supports (25), respectively;
caractérisée en ce que  characterized in that
la fixation de la traverse supérieure (27) aux deux appuis de façade (25) est telle qu’à au moins une des extrémités (31 ) de ladite traverse (27), l’appui de façade (25) correspondant est apte à coulisser latéralement vers l’intérieur par rapport à la traverse supérieure (27) lors d’un choc frontal à recouvrement inférieur ou égal à 25%.  the fixing of the upper crosspiece (27) to the two front supports (25) is such that at least one of the ends (31) of said crosspiece (27), the corresponding front support (25) is capable of sliding laterally inwards with respect to the upper crossmember (27) during a frontal impact with overlap less than or equal to 25%.
2. Structure avant (1 ) selon la revendication 1 , caractérisée en ce que chacune de l’au moins une des deux extrémités (31 ) de la traverse supérieure (27) forme un logement (33) de section horizontale en U avec un fond (33A) et une ouverture (33B) dirigée transversalement vers l’extérieur, ledit logement (33) recevant l’appui de façade (25) correspondant à distance du fond (33A) de manière à permettre le coulissement vers l’intérieur. 2. Front structure (1) according to claim 1, characterized in that each of the at least one of the two ends (31) of the upper crosspiece (27) forms a housing (33) of horizontal U-section with a bottom (33A) and an opening (33B) directed transversely towards the outside, said housing (33) receiving the front support (25) corresponding to the distance from the bottom (33A) so as to allow the sliding inwards.
3. Structure avant (1 ) selon la revendication 2, caractérisée en ce que chacun de l’au moins un logement (33) de section horizontale en U comprend des moyens de retenue (33C) de l’appui de façade (25) à distance du fond (33A) de la section en U, lesdits moyens (33C) étant aptes à céder et/ou se déformer lors du choc frontal. 3. Front structure (1) according to claim 2, characterized in that each of the at least one housing (33) of horizontal U-shaped section comprises retaining means (33C) of the front support (25) to distance from the bottom (33A) of the U-shaped section, said means (33C) being able to yield and / or deform during the frontal impact.
4. Structure avant (1 ) selon la revendication 3, caractérisée en ce que les moyens de retenue (33C) de l’appui de façade (25) comprennent un surplus de matière sur les faces latérales du logement (33) entre le fond (33A) et l’appui de façade (25), de manière à réduire la largeur dudit logement (33) à une valeur inférieure à la largeur de l’appui de façade (25). 4. Front structure (1) according to claim 3, characterized in that the retaining means (33C) of the front support (25) comprise a surplus of material on the lateral faces of the housing (33) between the bottom ( 33A) and the facade support (25), so as to reduce the width of said housing (33) to a value less than the width of the front support (25).
5. Structure avant (1 ) selon la revendication 4, caractérisée en ce que le surplus de matière forme au moins un bossage au contact de l’appui de façade (25), apte à rompre lors du choc frontal. 5. Front structure (1) according to claim 4, characterized in that the excess material forms at least one boss in contact with the front support (25), capable of breaking during the frontal impact.
6. Structure avant (1 ) selon l’une des revendications 1 à 5, caractérisée en ce que chacun de l’au moins un appui de façade (25) fixé de manière coulissante à la traverse supérieure (27) présente une section horizontale, au niveau de ladite traverse (27), creuse en forme de U ou rectangulaire. 6. Front structure (1) according to one of claims 1 to 5, characterized in that each of the at least one front support (25) slidably fixed to the upper crosspiece (27) has a horizontal section, at said crosspiece (27), hollow U-shaped or rectangular.
7. Structure avant (1 ) selon l’une des revendications 2 à 5 et selon la revendication 6, caractérisée en ce que la section horizontale creuse en forme de U ou rectangulaire du ou de chacun des appuis de façade (25) présente une face frontale (25A) dirigée transversalement vers le fond (33A) de la section en U du logement (33) correspondant de la traverse supérieure (27). 7. Front structure (1) according to one of claims 2 to 5 and according to claim 6, characterized in that the hollow horizontal U-shaped or rectangular section of or each of the front supports (25) has a face front (25A) directed transversely towards the bottom (33A) of the U-shaped section of the corresponding housing (33) of the upper crosspiece (27).
8. Structure avant (1 ) selon l’une des revendications 1 à 7, caractérisée en ce que ladite structure (1 ) comprend, en outre, une doublure d’aile avant (23) s’étendant depuis chacun des appuis de façade (25), respectivement, jusqu’à un montant avant correspondant d’habitacle. 8. Front structure (1) according to one of claims 1 to 7, characterized in that said structure (1) further comprises a front wing lining (23) extending from each of the front supports ( 25), respectively, up to a corresponding front cockpit amount.
9. Structure avant (1 ) selon la revendication 8, caractérisée en ce que la traverse supérieure (27) est située à hauteur des doublures d’aile (23). 9. Front structure (1) according to claim 8, characterized in that the upper crosspiece (27) is located at the height of the wing liners (23).
10. Structure avant (1 ) selon la revendication 9, caractérisée en ce que chacune des doublures d’aile (23) est fixée à l’appui de façade (25) correspondant au- dessus de la poutre structurelle longitudinale (5) correspondante et en dessous de la traverse supérieure (27). 10. Front structure (1) according to claim 9, characterized in that each of the wing linings (23) is fixed to the front support (25) corresponding above the corresponding longitudinal structural beam (5) and below the upper crossmember (27).
PCT/FR2019/051442 2018-07-05 2019-06-14 Motor vehicle with transversely sliding front-end support WO2020008123A1 (en)

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FR1856196A FR3083511B1 (en) 2018-07-05 2018-07-05 MOTOR VEHICLE WITH CROSS-SLIDING FACADE SUPPORT

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