Structural elements of a vehicle comprising elements with varying stiffness

Abstract

The invention relates to a vehicle comprising a structural member (SV) comprising an element (ES) comprising a first portion (P1) and a second portion (P2) which prolong each other at a weld line (LS) location and which have a first stiffness and a second stiffness, respectively, the second stiffness being strictly greater than the first stiffness. The first portion (P1) and the second portion (P2) together define a housing (LI) which houses a reinforcement insert (IR) which extends on either side of the weld line (LS) in order to move the weld line (LS) away from a stress to which the element (ES) is subjected in the event of a collision, while moving the stress into the first portion (P1).

Description

Technical Field

[0001] This invention claims priority to French application 2100283, filed on January 13, 2021, the contents of which (text, drawings and claims) are incorporated herein by reference.

[0002] The present invention relates to vehicles of optional motor types, and more precisely to structural components included in such vehicles. Background Technology

[0003] Many vehicles of the typical motor type include structural components comprising at least one (structural) element, which includes a first portion and a second portion extending from each other at a weld line location. In some of these structural components, the first and second portions of the element have a first stiffness and a second stiffness, respectively, with the second stiffness being significantly greater than the first stiffness, so that the element deforms differently in the event of a collision in the substantially lateral direction. This is the case, for example, when the structural element is a center pillar, because it is desirable that in the event of a lateral collision, the first portion of the structural element (extending to the height at which the passenger's pelvis is located) deforms more than the second portion of the structural element (extending to the height at which the passenger's abdomen and chest are located). This is also the case when the structural element is, for example, a front or rear pillar, a roof arch, or a longitudinal beam.

[0004] Sometimes, the second portion of the structural element is forced to have a gradually tapering form, thus the cross-section of the structural element typically decreases progressively. In this case, a reinforcing insert (or "reinforcing member") is forced to be housed within a receiving portion included in the second portion of the structural element to increase the second stiffness of the second portion and thereby ensure the integrity of the second portion in the event of a lateral collision. For example, when the structural element is a central strut, this can preserve survival space for adjacent passengers during a lateral collision.

[0005] However, as particularly described in patent document EP2310246B1, the reinforcing insert currently extends substantially into the second portion of the structural element up to the weld line (the junction with the first portion). Therefore, during a collision, deformation concentrates around the weld line, which could cause the structural element to break at that location, whereas the desired outcome is to maximize deformation at the location of the first portion. In other words, the presence of the reinforcing insert makes the performance of the structural element during lateral impacts difficult to control.

[0006] To better control this performance, it has been proposed to implement the structural element as a single part (without weld lines), which can have multiple different thicknesses either through controlled rolling or multiple different stiffnesses through different local heat treatments. However, both solutions have proven to be very expensive, and thus lead to a significant increase in the manufacturing cost of the structural component. Summary of the Invention

[0007] The object of the present invention is therefore particularly to improve the situation without causing a significant increase in the manufacturing cost of the structure.

[0008] Therefore, the present invention provides a vehicle comprising a structural member, the structural member comprising at least one element, the at least one element comprising a first portion and a second portion, the first portion and the second portion extending from each other at a weld line location and having a first stiffness and a second stiffness respectively, the second stiffness being strictly greater than the first stiffness.

[0009] The vehicle is characterized in that a first portion and a second portion of the element together define a receiving portion for a reinforcing insert that extends on both sides of the weld line so as to move the weld line away from the stress experienced by the element in the event of a collision, while simultaneously diverting the stress into the first portion.

[0010] With this reinforcing insert (which also extends beyond the weld line in the first part of the structural element), during a collision, the deformation is concentrated in the first part (which is most susceptible to deformation) and therefore there is no longer a risk of the structural element breaking at the location of the weld line.

[0011] Vehicles according to the invention may include other features, either individually or in combination, in particular:

[0012] - In a first embodiment, the second portion of the element may include a first sub-portion and a second sub-portion, the first sub-portion extending the first portion and the second sub-portion extending the first sub-portion. In this case, the reinforcing insert includes an intermediate portion located in the first sub-portion, the intermediate portion having a third stiffness and inserted between a first end and a second end, the first end and the second end being located in the first portion and the second sub-portion respectively and having a fourth stiffness and a fifth stiffness respectively, the fifth stiffness being strictly greater than the third stiffness;

[0013] - In this first embodiment, the fourth stiffness may be strictly greater than the third stiffness;

[0014] -In also in this first embodiment, the reinforcing insert may include a first wall having a cross section having a first reduction in the intermediate portion and a subsequent first increase at a selected first distance, such that the third stiffness of the intermediate portion is strictly less than the fifth stiffness;

[0015] - In the case of the last alternative implementation, the reinforcing insert may further include a second wall having a cross section having a second reduction in the intermediate portion and a second increase at a selected second distance, such that the third stiffness of the intermediate portion is strictly less than the fifth stiffness;

[0016] - In the case of the two sub-optional implementations mentioned above, the first distance may be strictly greater than the second distance, or the first distance and the second distance may be the same;

[0017] - In a second embodiment, the second portion of the element may include a first sub-portion and a second sub-portion, the first sub-portion extending the first portion and having the second stiffness, and the second sub-portion extending the first sub-portion and having a third stiffness, the third stiffness being strictly greater than the second stiffness;

[0018] -The reinforcing insert may extend in the first portion up to a selected distance from the weld line;

[0019] -The element may be an intermediate support;

[0020] - The vehicle may be of a motor type. Attached Figure Description

[0021] Other features and advantages of the invention will become clearer from the following detailed description and accompanying drawings (obtained via CAD / CAO, in which some grayscale levels are present):

[0022] - Figure 1 The left side portion of an example of a vehicle structural component according to the invention is schematically shown in a side view.

[0023] - Figure 2 The first perspective view is shown transparently and schematically. Figure 1 Structural components of vehicle structural parts,

[0024] - Figure 3 The second perspective view is shown transparently and schematically. Figure 1 Structural elements of vehicle structural components, and

[0025] - Figure 4 The third perspective view is shown transparently and schematically. Figure 1Structural elements of vehicle structural components. Detailed Implementation

[0026] The present invention is particularly intended to provide a vehicle V, the vehicle including a structural member SV, the structural member including at least one (structural) element ES, the at least one (structural) element including a first portion P1 and a second portion P2, the first portion and the second portion extending from each other at a weld line LS position, the at least one (structural) element having controllable (mechanical) properties during a lateral collision.

[0027] In the following text, as an illustrative example, vehicle V is considered to be of the motor type. The vehicle, for example, refers to an automobile, such as... Figure 1 The above is not a limiting illustration. However, the invention is not limited to this type of vehicle. In fact, the invention relates to any type of vehicle including structural members comprising at least one structural element, the at least one structural element comprising a first portion and a second portion extending from each other at a weld line location.

[0028] Furthermore, in the following text, as an illustrative example, the structural element ES is considered to be the intermediate support of the structural component SV of the vehicle V. However, the invention is not limited to this type of structural element ES. The invention actually relates to any type of structural element comprising a first portion and a second portion extending from each other at a weld line location. Thus, when the structural component is part of a motor vehicle, the structural element may also be, for example, a front support PV or a rear support PR or a roof arch or longitudinal beam.

[0029] exist Figures 1 to 4 Above, the X direction is the longitudinal direction of the vehicle V, which is parallel to the side including the side door; the Y direction is the lateral direction of the vehicle V, which is perpendicular to the X direction; and the Z direction is the vertical direction of the vehicle V, which is perpendicular to both the longitudinal direction X and the lateral direction Y.

[0030] exist Figure 1 The diagram above schematically illustrates the left side of an example structural element SV of a vehicle V according to the invention. As shown, the structural element SV includes a structural element ES (here, a central support) on its left side, the structural element comprising a first portion P1 and a second portion P2, the first and second portions extending from each other at the weld line LS. Note that the structural element SV includes another structural element ES (a central support) on its right side, the other structural element having the same type as the structural element on the left side.

[0031] The first part P1 and the second part P2 are welded together by welding line LS. The first part P1 has a first stiffness r1. The second part P2 has a second stiffness r2 that is significantly greater than the first stiffness r1, so that it deforms less than the first part P1 in the event of a (lateral) collision. Note that in vehicles, the part (which consists of the welded first part P1 and the second part P2 and is part of the intermediate strut ES) is sometimes referred to as a "strut reinforcement".

[0032] Furthermore, the first portion P1 and the second portion P2 together define a receiving portion LI for accommodating the reinforcing insert (or reinforcement) IR, which extends on both sides of the weld line LS. This configuration allows the stress experienced by the structural element ES to be moved away from the weld line LS in the event of a (lateral) collision, while simultaneously shifting the stress into the first portion P1. In other words, the parts (P1, P2) constitute a hollow body defining the receiving portion LI, in which the reinforcing insert IR is mounted. Because the reinforcing insert is located simultaneously in the first portion P1 and the second portion P2, it prevents the weld line LS from being subjected to the stress of the collision, which is effectively shifted to the less rigid first portion P1 to provide maximum deformation during the collision. Thus, the risk of fracture of the structural element ES at the location of the weld line LS is eliminated.

[0033] Note that the stiffness difference between the (welded) first part P1 and the second part P2 can be caused by materials with different ductility.

[0034] It is also noted that the reinforcing insert IR can extend within the first section P1 to a selected distance from the weld line LS. This distance selection allows for precise control over the area of ​​the first section where stress concentration is desired in the event of a lateral collision.

[0035] When the structural element ES is the intermediate pillar of the motor vehicle V, it is desirable to provide a maximum deformation level in the first portion P1 (that is, at the region ZB where the passenger's pelvis is located), a moderate deformation level in the first sub-part SP1 of the extension of the first portion P1 of the second portion P2 (that is, at the region ZA where the passenger's abdomen is located), and a minimum deformation level in the second sub-part SP2 of the extension of the first sub-part SP1 of the second portion P2 (that is, at the region ZT where the passenger's chest is located). At least two embodiments are conceivable so that the structural element ES can have three different deformation levels (and therefore three different stiffnesses).

[0036] In the first embodiment, as Figures 2 to 4As illustrated without limitation above, the reinforcing insert IR may comprise a first end PE1, a second end PE2 and an intermediate portion PI, said first end and said second end are located respectively in the first portion P1 and in the second sub-portion SP2 of the second portion P2, said intermediate portion is located in the first sub-portion SP1 of the second portion P2 and inserted between the first end PE1 and the second end PE2. In this case, the intermediate portion PI has a third stiffness r3, and the first end PE1 and the second end PE2 have a fourth stiffness r4 and a fifth stiffness r5 respectively, said fifth stiffness r5 being strictly greater than the third stiffness r3. Thus the following relationships exist: r1<r2, r3<r5 and (r1, r4)<(r2, r3). Accordingly, the combination of the first stiffness r1 and the fourth stiffness r4 allows a maximized deformation level in the pelvic region ZB associated with (P1, PE1), the combination of the second stiffness r2 and the third stiffness r3 allows a medium deformation level in the abdominal region ZA associated with (SP1, PI), and the combination of the second stiffness r2 and the fifth stiffness r5 allows a minimized deformation level in the thoracic region ZT associated with (SP2, PE2).

[0037] For example, the fourth stiffness r4 may be strictly greater than the third stiffness r3. But this is not mandatory. In fact, it is important that the stiffness combination (r1, r4) is strictly less than the stiffness combination (r2, r3), and said stiffness combination (r2, r3) is strictly less than the stiffness combination (r2, r5).

[0038] In order to obtain these stiffness variations (and thus deformation variations), as Figure 3 As illustrated without limitation above, the reinforcing insert IR may comprise a first wall PP1 having a specific shape, said first wall is substantially contained in the plane YZ. More specifically, the first wall PP1 may have a cross-section (along the plane XY) that has a first reduction in the intermediate portion PI and a subsequent first increase at a selected first distance, such that the third stiffness r3 of the intermediate portion PI of the reinforcing insert IR is strictly less than the fifth stiffness r5 of the second end PE2 of the reinforcing insert IR. In Figure 3 above, said first reduction followed by said first increase corresponds to a first recess (denoted d1) of the first wall PP1.

[0039] In order to enhance said stiffness variations (and thus deformation variations), as Figure 4As shown in the above non-limiting description, the reinforcing insert IR may also include a second wall PP2 having a particular form, which is generally contained within another plane YZ. More specifically, the second wall PP2 may have a cross-section (along the plane XY) having a second reduction in the intermediate portion PI and a subsequent second increase at a selected second distance, such that the third stiffness r3 of the intermediate portion PI of the reinforcing insert IR is strictly less than the fifth stiffness r5 of the second end PE2 of the reinforcing insert IR. Figure 4 Above, followed by the second reduction corresponding to the second recess (labeled d2) of the second wall PP2.

[0040] Note that, Figure 3 and Figure 4 In the non-limiting example shown above, the first distance (here along the vertical direction Z) is strictly greater than the second distance. In other words, the first recess d1 and the second recess d2 are asymmetrical to facilitate deformation in the abdominal region ZA, which is not entirely lateral (i.e., along the lateral direction Y). In fact, here, the first wall PP1 is closer to the front of the vehicle V and thus facilitates deformation in the abdominal region ZA with a lateral component and a forward (i.e., along the longitudinal direction X) longitudinal component. However, in a first variant not shown, the first distance may be strictly smaller than the second distance to facilitate deformation in the abdominal region ZA with a lateral component and a rearward longitudinal component.

[0041] In a second variation (not shown), the first distance and the second distance can be the same. In this case, the first recess d1 and the second recess d2 are identical to facilitate deformation in the abdominal region ZA, which is entirely lateral.

[0042] In a second embodiment (not shown), the second portion P2 of the structural element ES may include a first sub-portion SP1 and a second sub-portion SP2. The first sub-portion extends the first portion P1 and has a second stiffness r2, and the second sub-portion extends the first sub-portion SP1 and has a third stiffness r3, which is strictly greater than the second stiffness r2. It is understood that in this second embodiment, it is not necessary to change the stiffness of the reinforcing insert IR because changes in the stiffness of the first sub-portion SP1 and the second sub-portion SP2 in the second portion P2 of the structural element ES are performed, for example, by changing the thickness of the first and second sub-portions (through controlled rolling) or by applying different heat treatments to the first and second sub-portions.

Claims

1. A vehicle (V) comprising a structural member (SV), the structural member comprising at least one element (ES), the at least one element comprising a first portion (P1) and a second portion (P2), the first portion and the second portion extending from each other at a weld line (LS) and having a first stiffness and a second stiffness respectively, the second stiffness being substantially greater than the first stiffness, characterized in that, The first portion (P1) and the second portion (P2) together define a receiving portion (LI) for accommodating a reinforcing insert (IR), the reinforcing insert extending on both sides of the weld line (LS) to move the weld line (LS) away from the stress experienced by the component (ES) in the event of a collision, while simultaneously shifting the stress into the first portion (P1). The second portion (P2) of the element (ES) includes a first sub-portion (SP1) and a second sub-portion (SP2), the first sub-portion extending the first portion (P1) and the second sub-portion extending the first sub-portion (SP1), and the reinforcing insert (IR) includes an intermediate portion (PI) located in the first sub-portion (SP1), the intermediate portion having a third stiffness and inserted between a first end (PE1) and a second end (PE2), the first end and the second end being located in the first portion (P1) and the second sub-portion (SP2) respectively and having a fourth stiffness and a fifth stiffness respectively, the fifth stiffness being strictly greater than the third stiffness. Furthermore, the reinforcement insert (IR) includes a first wall (PP1) having a cross section having a first reduction in the intermediate portion (PI) and a subsequent first increase at a selected first distance, such that the third stiffness of the intermediate portion is strictly less than the fifth stiffness.

2. The vehicle according to claim 1, characterized in that, The fourth stiffness is strictly greater than the third stiffness.

3. The vehicle according to claim 1, characterized in that, The reinforcement insert (IR) includes a second wall (PP2) having a cross section having a second reduction in the intermediate portion (PI) and a subsequent second increase at a selected second distance, such that the third stiffness of the intermediate portion is strictly less than the fifth stiffness.

4. The vehicle according to claim 3, characterized in that, The first distance is strictly greater than the second distance.

5. The vehicle according to claim 3, characterized in that, The first distance and the second distance are the same.

6. The vehicle according to any one of claims 1 to 5, characterized in that, The reinforcement insert (IR) extends in the first portion (P1) to a selected distance from the weld line (LS).

7. The vehicle according to any one of claims 1 to 5, characterized in that, The element (ES) is the intermediate support.

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