Front protective molding for a motor vehicle equipped with radar and front structure of a vehicle comprising such a protective molding

Abstract

The invention relates to a front protective molding (10) for a motor vehicle, comprising: a protective molding skin (12), an impact-absorbing element (14) extending in the transverse direction Y and fastened to the protective molding skin (12) on the side of the inner face (10a) of the protective molding, and a radar support (16) which, when the protective molding is mounted on the vehicle, is located at the front and extends below the impact-absorbing element (14) and is fastened to the inner face of the protective molding. According to the invention, the impact-absorbing element (14) has two impact-absorbing buffers (141, 142) located on either side of the radar support (16) in the transverse direction, which are fastened to the lower face (143) of the impact-absorbing element.

Description

Technical Field

[0001] The invention relates to a motor vehicle front protective molding equipped with a radar and to a vehicle front structure comprising such a protective molding. Background Art

[0002] With the development and increasing use of on-board driver assistance systems, more and more vehicles are equipped with radars designed to adjust the vehicle's speed based on a safe distance from the external environment. This type of radar, known as an AEBS (Advanced Energy Braking System) radar, is typically installed in the front face of the vehicle. Therefore, ensuring the optimal integrity of these systems becomes essential, especially in the event of a minor frontal impact, also known as a "parking impact," which is regulated by European regulation ECE42. Currently, the radar may be positioned to face a rigid impactor firing at 4 kilometers per hour (km / h), as specified in the ECE42 regulation for such minor frontal impacts, particularly when the impactor is positioned to face the center of the vehicle in the vehicle's width direction.

[0003] It is therefore necessary to limit as much as possible the intrusion of impact devices, especially of the ECE42 type, during minor frontal impacts in order to protect the AEBS radar installed in the front face, especially when the radar is fixed to a protective moulding and has no protective cover. Summary of the Invention

[0004] To this end, the invention proposes a front protective molding for a motor vehicle, the front protective molding having an inner face and an outer face, and having a transverse direction, a longitudinal direction and a vertical direction corresponding respectively to the transverse direction, the longitudinal direction and the vertical direction of the vehicle when the protective molding is mounted on the vehicle, the protective molding comprising:

[0005] - protective moulding skins,

[0006] an impact-absorbing element extending in the transverse direction and fixed to the protective molding skin on the side of the inner face of the protective molding,

[0007] a radar support element which, when the protective molding is mounted on the vehicle, is located at the front and extends below the impact-absorbing element and is fixed to the inner face of the protective molding, in particular at or near the center of the protective molding in the transverse direction.

[0008] Therefore, the radar support is located partially in front of the impact absorber in the longitudinal direction and partially below the impact absorber vertically.

[0009] According to the invention, the impact-absorbing element comprises two impact-absorbing bumpers, one located on each side of the radar support in the transverse direction, which are fastened to the lower face of the impact-absorbing element. This lower face is oriented toward the ground, in particular when the protective molding is mounted on the vehicle. This lower face can be parallel or substantially parallel to the transverse and longitudinal directions.

[0010] With this arrangement, the impact-absorbing bumpers on each side of the radar support element will receive and absorb frontal impacts. Furthermore, because the radar support element is located in front of and therefore below the impact-absorbing element, and in particular, at least partially between these bumpers, deformation of these elements during a longitudinal frontal impact will not result in contact between the bumpers and the radar support element, thereby protecting the radar support element.

[0011] Advantageously, the buffers may be positioned symmetrically one on each side of a radar support located at the centre of the protective moulding in the lateral direction.

[0012] The front protective molding may exhibit one or more of the following characteristics:

[0013] The damper protrudes from a vertical face of the impact-absorbing element, which face is situated on the side opposite the protective molding skin. This vertical face can in particular be parallel or substantially parallel to the transverse direction.

[0014] The damping element is produced integrally with the impact-absorbing element, in particular by molding.

[0015] Each shock absorber element comprises: a wall defining ribs extending vertically and perpendicularly (or substantially vertically and substantially perpendicularly) relative to the transverse direction; and a wall defining a housing receiving the ribs and fastened to their vertical or substantially vertical edges. Advantageously, the housing can then be open on its lower face, opposite the impact-absorbing element.

[0016] The protective molding has a lower part formed by the protective molding skin and an upper part forming the reinforcement, the impact-absorbing element being fixed to the protective molding skin near the upper element, and the radar support being fixed to the lower part and optionally the upper part of the protective molding.

[0017] - the radar support comprises at least one upper fixing element and at least one lower fixing element, each of which is fixed to the protective molding skin, the at least one upper fixing element optionally also being fixed to the upper part of the protective molding, the radar support optionally comprising a surround for receiving and fixing the radar, the surround being located between the upper fixing element and the lower fixing element.

[0018] The impact-absorbing element, the radar support and optionally the upper part of the protective molding are made of polymer material.

[0019] The invention also relates to a motor vehicle front structure comprising a front protective molding according to the invention and a front cross member supported by the protective molding, along which an impact-absorbing element extends and which, when the front structure is mounted on a vehicle, faces the front cross member in the longitudinal direction of the vehicle.

[0020] Advantageously, each buffer may be positioned so that:

[0021] - facing the front crossmember over at least a portion of its length measured in the longitudinal direction,

[0022] - optionally facing the front cross member over at least a portion of the height of the front cross member measured vertically when the front structure is mounted on the vehicle.

[0023] This arrangement makes it possible to prevent the buffer elements from pivoting relative to the front cross member in the event of a frontal impact. This can be achieved in particular by positioning the buffer elements so that they protrude relative to the impact-absorbing element at least in the longitudinal direction of the vehicle and possibly also in the vertical direction of the vehicle, respectively, toward the rear of the vehicle and toward the ground.

[0024] Finally, the invention relates to a motor vehicle comprising a protective molding according to the invention or a front structure according to the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The invention will now be described with reference to the accompanying non-limiting drawings, in which:

[0026] [ Figure 1 ] Figure 1 Depicted is a perspective view of the interior face of a front protective molding according to one embodiment of the present invention.

[0027] [ Figure 2 ] Figure 2 Depicts Figure 1An exploded three-quarter rear view of the protective molding depicted, but without the impact-absorbing element, showing the fixing of the radar support to the upper and lower parts of the protective molding.

[0028] [ Figure 3 ] Figure 3 Depicts Figure 1 Three-quarter rear view of the impact-absorbing element.

[0029] [ Figure 4 ] Figure 4 yes Figure 3 View of the impact-absorbing element of the cushioning element from below.

[0030] [ Figure 5 ] Figure 5 yes Figure 3 Front view of the impact absorbing element of the cushioning member.

[0031] [ Figure 6 ] Figure 6 A perspective view partially depicts an inner face of a front structure of a motor vehicle according to one embodiment after deformation caused by a maximum intrusion of an impactor according to the ECE 42 regulation, corresponding to a frontal parking impact.

[0032] [ Figure 7 ] Figure 7 is Figure 6 A sectional view taken on the section line AA extending in the plane XZ (the line AA is measured at a distance of 160 mm from the longitudinal vertical mid-plane of the vehicle in the Y direction), this section also being considered after the deformation caused by the maximum intrusion of the impactor according to the ECE42 regulation corresponding to a frontal parking impact.

[0033] [ Figure 8 ] Figure 8 yes Figure 6 Magnified view of the cross member and impact absorbing element.

[0034] [ Figure 9 ] Figure 9 yes Figure 8 A view in a longitudinal section taken on line BB. DETAILED DESCRIPTION

[0035] In this specification, the terms front, rear, upper, and lower refer to the front-to-back and up-down directions of the vehicle when the front structure and front protective molding are installed on the vehicle. The X-axis, Y-axis, and Z-axis correspond to the longitudinal axis (front to rear), lateral axis, and vertical axis of the vehicle, respectively, when the vehicle is positioned on the ground. Therefore, the vertical direction corresponds to the direction of gravity.

[0036] Substantially horizontal, longitudinal or vertical means that one or more portions of the element define a direction or plane forming an angle of at most ±20°, or even at most 10° or at most 5° with the horizontal, longitudinal or vertical direction / plane.

[0037] Substantially parallel or perpendicular means that one or more portions of the element define a direction or plane forming an angle of at most ±20°, or even at most 10° or at most 5°, that deviates from the parallel or perpendicular direction or plane.

[0038] Figure 1 The front protective moulding 10 is depicted viewed from its inner face 10a and also has an outer face 10b visible from outside the vehicle.

[0039] The front protective molding 10 includes a protective molding skin 12; an impact-absorbing element 14 extending in the transverse direction Y and secured to the protective molding skin 12 on the side of the protective molding's inner face 10a; and a radar support 16 located at the front, extending below the impact-absorbing element 14, and secured to the protective molding's inner face 10a. The radar support 16 supports a radar 18, such as an AEBS radar. Here, the radar support 16 is located at or near the center of the protective molding in the transverse direction Y.

[0040] According to the present invention, the impact-absorbing element 14 has two impact-absorbing bumpers 141, 142, one located on each side of the radar support element 16 in the lateral direction. These bumpers (also called "crash stops") are fastened to a lower face 143 of the impact-absorbing element, located on the radar support side. This lower face 143 extends substantially in a plane oriented in the vehicle's X and Y directions. In other words, the bumpers 141, 142 protrude vertically from the impact-absorbing element 14 toward the ground.

[0041] Advantageously, the buffer elements may be arranged symmetrically on each side of the radar support element 16 , in order to better distribute the absorption of the impact.

[0042] Advantageously, the buffer may be positioned as close as possible to the radar support member in the lateral direction, but without any overlap between the buffer and the radar support member in the Y direction, so as to prevent the buffer from contacting the radar support member in the event of an impact in the X direction.

[0043] In the depicted embodiment, as in Figures 3 to 7 As can be seen more particularly in FIG, each buffer 141, 142 projects from a vertical face 144 of the impact-absorbing element 14, this vertical face being situated on the side opposite the protective molding skin, or in other words, this vertical face 144 being oriented towards the rear of the vehicle (cf. Figure 8 ). Thus, each buffer member can extend in the longitudinal direction toward the rear of the vehicle by a predetermined distance beyond the impact absorbing element 14. This enables each buffer member to cooperate with the frontmost cross member as described later.

[0044] Advantageously, the impact-absorbing element 14 may be made of a polymer material, in particular a polymer material commonly used to form impact-absorbing elements.

[0045] In a preferred embodiment, each cushioning member 141 , 142 is made integrally with the impact-absorbing element 14 , for example by molding a polymer material.

[0046] As can be seen in the accompanying drawings, each shock absorber 141, 142 comprises a wall 145 defining a rib extending vertically and perpendicularly relative to the transverse direction, and walls 146, 147 defining a housing that receives the rib and is secured to its vertical or substantially vertical edges. In this case, wall 147 is in continuation of the wall of the impact-absorbing element. Thus, in the example, walls 146, 147 completely surround the rib, over at least a portion of its height (in the case of wall 147) or over the entire height of the rib (in the case of wall 146), this height being measured vertically. Here, walls 146, 147 form a housing having a substantially trapezoidal shape. However, the invention is not limited to this shape, and housings of parallelepiped or similar shapes are also contemplated.

[0047] In the example, the shell is open on the side of the lower face opposite the impact-absorbing element (or in other words, towards the ground), making it easier to produce each of these bumpers by molding (see Figure 7 ).

[0048] By way of example, a buffer having 4 to 6 ribs and the following dimensions:

[0049] - 55mm to 65mm in the X direction,

[0050] - 120mm to 160mm in the Y direction,

[0051] - 40mm to 55mm in the Z direction

[0052] Production can proceed.

[0053] However, the present invention is not limited to any specific number of ribs, size of the buffers, or shape of the buffers, as long as the buffers allow for impact absorption on each side of the radar support. The size, shape, and number of the ribs can be determined by a person skilled in the art through simulations for optimal absorption of X-direction impacts.

[0054] In the embodiment depicted, the front protective molding 10 has a lower part formed by a protective molding skin 12 and an upper part 13 forming a reinforcement, such as Figure 2 The impact absorbing element 14 is fixed to the protective molding skin 12 near the upper part 13. The radar support 16 is fixed to the lower part 12 and the upper part 13 of the protective molding. However, the invention is not limited to any particular number of protective molding parts.

[0055] Generally, regardless of the embodiment, the radar support element 14 can have at least one upper fixing element 162 and at least one lower fixing element (two lower fixing elements 163 and 164 in the depicted example). Preferably, as in the example, the at least one upper fixing element 162 is fixed to both the lower part 12 and the upper part 13 of the protective molding, while the lower fixing elements 163 and 164 are fixed only to the lower part 12. This can improve the robustness of these fasteners, particularly at the junction between the lower and upper parts of the protective molding, which is typically the most forward region of the protective molding in the X direction and therefore subject to greater deformation in the event of an impact. In the example, the at least one upper fixing element 62 is fixed to the protective molding skin above the impact-absorbing element, while the at least one lower fixing element is fixed to the protective molding skin below the impact-absorbing element. As a result, the impact-absorbing element extends partially forward from the impact-absorbing element in the X direction. Generally, in order to face the radar support element in the longitudinal direction, the impact-absorbing element may present a plane or substantially plane face (a face perpendicular or substantially perpendicular to the longitudinal direction) and / or a reduced dimension in the X direction. This makes it possible to further limit the risk of damage to the radar support element in the event of an impact.

[0056] Here, the upper fixing element 162 is formed as a plate with holes so that it can be fixed to the protective molded part skin 12 and the upper part 13. The lower fixing elements 163, 164 are formed as vertical or substantially vertical lugs with holes, which are located substantially in the continuation of the surround 161 for receiving and fixing the radar 18. Here, the radar is located between the upper fixing element 162 and the lower fixing elements 163, 164 (see Figure 2 The use of a support element with a receiving and fixing element in the form of a surrounding element makes it possible to form a support element with a certain flexibility, thereby promoting its plastic deformation in the event of a minor impact and its return to its original position after the impact. However, it is also conceivable to use a receiving and fixing element in the form of a plate or the like, although this is not preferred.

[0057] Preferably, the radar support member is made of a polymer material (eg, ethylene / propylene copolymer), and may contain talc or the like as a filler to achieve greater plasticity.

[0058] In the example depicted, the lower part 12 and the upper part 13 of the protective molding each ultimately have openings 12a, 13a and 13b (see Figure 2 ), these openings accept Figure 1 The presence of grilles is standard practice, and the present invention is not limited by the number and arrangement of openings and grilles.

[0059] Preferably, the protective moulding skin 12 and the upper part of the protective moulding 13 are also made of polymer material.

[0060] The front protective molding 10 described forms Figure 7 and Figure 8 , a portion of a front structure 20 of a motor vehicle is depicted. The front structure 20 has a front crossmember 22 that extends in the transverse direction of the vehicle. The front crossmember 22 typically forms the vehicle's frontmost crossmember. The impact-absorbing element 14 extends along the front crossmember 22 at its front side and faces the front crossmember 22 in the longitudinal direction X of the vehicle.

[0061] Typically, impact-absorbing element 14 is located in close proximity to front crossmember 22 in the X-direction. In the event of a relatively small X-direction impact (less than or equal to 4 km / h), the element contacts the crossmember, preventing further rearward movement. Consequently, impact-absorbing element 14 and buffers 141 and 142 deform and absorb the impact. The presence of the buffers limits deformation of the components located between them (in this case, the radar support).

[0062] exist Figures 6 to 9 In one embodiment depicted, the impact absorbing element 14 is configured such that each cushioning member 141 , 142 is positioned:

[0063] facing the front crossmember 22 over at least a portion of its length measured in the longitudinal direction X,

[0064] - facing the front crossmember 22 over at least a portion of its height measured vertically (in the Z direction).

[0065] In other words, the distance D1 of each buffer 141, 142 is the distance that the buffer overlaps with the front cross member 22 in the X direction, and the distance D2 of each buffer is the distance that the buffer overlaps with the front cross member 22 in the Z direction ( Figure 8This particular arrangement makes it possible to prevent the impact of the impact-absorbing element 14 in the event of an impact, in particular when the lower face 143 of the impact-absorbing element 14 (from which these buffers project) is positioned facing the cross member 22 in the longitudinal direction X (e.g. Figure 8 The bumper rotates relative to the front cross member 22 when the front cross member 22 is rotated (as depicted). The fact that the bumper does not pivot improves its ability to absorb impacts in the X direction, thereby better protecting the radar support. Overlaps D1 and D2 of 10 mm or greater are sufficient to prevent the bumper from pivoting even in the event of a minor impact.

[0066] It should be noted that if the lower face 143 of the impact-absorbing element 14 extends in the same horizontal plane as the lower face 23 of the front crossmember 22, it is sufficient for each damper 141, 142 to face the front crossmember 22 over at least a portion of its length measured in the longitudinal direction X, in order to avoid pivoting of the dampers in the event of an impact. An important factor in avoiding pivoting of the dampers is that, in the transverse section, the dampers 141, 142 and the impact-absorbing element should define an L-shape, such as Figure 8 This L-shape faces the corner of the front cross member 22.

[0067] An X overlap D1 of 10 mm or more is sufficient to prevent the bumper from rotating and improve the bumper's impact absorbing behavior in the X direction.

[0068] Figure 6 and Figure 7 The figure shows the deformation of the protective molding caused by a maximum impact of an impactor 30 according to regulation ECE42. The bumpers 141, 142 are partially pressed against the front cross member 22 but do not pivot. The radar support 16 is tilted, and despite the deformation of the lower part of the protective molding, it remains intact due to the impact absorption provided by the bumpers.

[0069] The present invention thus makes it possible in a simple manner to provide effective protection for the radar support element in the event of minor impacts in the X direction.

Claims

1. A front protective moulding (10) for a motor vehicle, the front protective moulding having an inner face (10a) and an outer face (10b), and having a transverse direction, a longitudinal direction and a vertical direction corresponding respectively to the transverse direction, the longitudinal direction and the vertical direction of the motor vehicle when the protective moulding is mounted on the motor vehicle, the protective moulding comprising: - a protective moulding skin (12), an impact-absorbing element (14) extending in the transverse direction and fixed to the protective molding skin (12) on the side of the inner face (10a) of the protective molding, a radar support (16) which, when the protective molding is mounted on the motor vehicle, is located at the front and extends below the impact-absorbing element (14) and is fixed to the inner face of the protective molding, Characterized in that the impact absorbing element (14) has two impact absorbing buffers (141, 142), which are located on each side of the radar support (16) in the transverse direction, and are fastened to the lower surface (143) of the impact absorbing element. The protective molding comprises a lower part formed by the protective molding skin and an upper part (13) forming a reinforcement, the impact-absorbing element (14) being fixed to the protective molding skin near the upper part (13), and the radar support (16) being fixed to the lower part of the protective molding.

2. The front protective molding (10) according to claim 1, characterized in that The buffers (141, 142) project from a vertical face (144) of the impact-absorbing element, the vertical face being situated on the side opposite to the protective molding skin.

3. The front protective molding (10) according to claim 1 or 2, characterized in that These buffer parts (141, 142) are produced integrally with the impact absorbing element (14).

4. The front protective molding (10) according to any one of claims 1 to 3, characterized in that Each buffer (141, 142) has walls (145) defining ribs extending vertically and perpendicularly relative to the transverse direction and walls (146, 147) defining a shell receiving the ribs and being secured to the vertical or substantially vertical edges of the ribs.

5. The front protective molding (10) according to claim 4, characterized in that The housing is open at a lower face opposite the impact absorbing element.

6. The front protective molding (10) according to any one of claims 1 to 5, characterized in that The radar support comprises at least one upper fixing element (162) and at least one lower fixing element (163, 164), each of the at least one upper fixing element and the at least one lower fixing element being fixed to the protective molding skin (12).

7. The front protective molding (10) according to claim 6, characterized in that The at least one upper fixing element (162) is also fixed to the upper part of the protective molding.

8. The front protective molding (10) according to claim 6, characterized in that The radar support also includes a surrounding piece (161) for receiving and fixing the radar, wherein the surrounding piece is located between the upper fixing element and the lower fixing element.

9. The front protective molding (10) according to any one of claims 1 to 8, characterized in that The impact absorbing element (14) and the radar support (16) are made of polymer material.

10. The front protective molding (10) according to claim 9, characterized in that The upper part of the protective molding is made of polymer material.

11. The front protective molding (10) according to claim 1, characterized in that The radar support is located at or near the center of the protective molding in the lateral direction.

12. A front structure (20) of a motor vehicle, characterized in that The front structure of the motor vehicle comprises a front protective molding (10) as claimed in any one of claims 1 to 11, and a front cross member (22) for supporting the front protective molding, the impact absorbing element extending along the front cross member, and when the front structure is mounted on the motor vehicle, the impact absorbing element faces the front cross member in the longitudinal direction of the motor vehicle.

13. The front structure (20) of a motor vehicle according to claim 12, characterized in that Each buffer (141, 142) is positioned facing the front cross member (22) over at least a portion of its length measured in the longitudinal direction.

14. A front structure (20) for a motor vehicle according to claim 12 or 13, characterized in that Each bumper (141, 142) is positioned facing the front cross member over at least a portion of the height of the front cross member measured vertically when the front structure is mounted on the motor vehicle.

15. A motor vehicle comprising a front protective moulding as claimed in any one of claims 1 to 11 or a front structure as claimed in any one of claims 12 to 14.

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