Device for protecting a motor vehicle device

Abstract

The invention relates to a device for protecting motor vehicle equipment. A device (90) for protecting an energy store (20) of a motor vehicle (100), the device comprising: a bracket (30); an energy store (20); at least one first deflector (35) forming part of the carrier (30); and at least one second deflector (25) forming part of the energy store (20); characterised in that the first deflector (35) has a first surface (351) and the second deflector (25) has a second surface (251), the first and second surfaces being arranged such that the longitudinal overlap distance (d1) between the bracket and the energy store (20) increases in the event of a collision that causes a relative longitudinal displacement of the bracket (30) towards the energy store (20).

Description

Technical Field

[0001] This invention relates to a device for protecting equipment in a motor vehicle. It also relates to a vehicle equipped with such a device. Background Technology

[0002] Motor vehicles include shock absorbers, which are designed not only to protect vehicle occupants in the event of a traffic accident, but also to protect equipment that is most expensive to replace or repair. Furthermore, in electric vehicles, high-voltage batteries can pose a fire risk if damaged in a collision.

[0003] Existing shock absorbers, especially those in the front region of vehicles, occupy a significant amount of space. However, automakers are currently developing vehicles with reduced overhangs compared to previous models, particularly for electric vehicles. The aim of reducing overhangs is to compress the front compartment space, maximizing vehicle compactness in this area and maximizing passenger or cargo space while limiting overall vehicle size. Overhang reductions can be on the order of tens or hundreds of millimeters. Consequently, the reduced overhang limits collision energy absorption capacity. Furthermore, for heavy vehicles, the complexity of managing the compression and / or denting of components located at the front of the vehicle is further exacerbated. Summary of the Invention

[0004] The object of this invention is to provide a device for protecting equipment that overcomes the aforementioned disadvantages and improves upon existing equipment protection devices. In particular, this invention provides a simple, reliable, and effective equipment protection device.

[0005] Therefore, the present invention relates to a device for protecting an energy storage device of a motor vehicle, the device comprising:

[0006] - Bracket; and

[0007] - Energy storage device;

[0008] At least one first deflector forms part of the bracket; and at least one second deflector forms part of the energy storage unit;

[0009] The first deflector has a first surface, and the second deflector has a second surface. The first and second surfaces are arranged such that in the event of a collision that causes the bracket to shift relative to the energy storage device in a longitudinal direction, the longitudinal overlap distance between the bracket and the energy storage device is increased.

[0010] In one embodiment, the first and second surfaces are arranged such that, in the event of a collision that causes the bracket to shift relative to the energy storage device in a longitudinal direction, the bracket shifts in a first direction, particularly downward.

[0011] In one embodiment, the first and second surfaces are arranged such that, in the event of a collision that causes the bracket to shift relative to the longitudinal direction of the energy storage unit, the energy storage unit shifts in a second direction, particularly upward, along the vertical direction.

[0012] In one embodiment, the first direction and the second direction are opposite directions.

[0013] In one embodiment, the first and second surfaces are arranged such that, in the event of a collision that causes the bracket to shift relative to the energy storage unit in a longitudinal direction, the vertical dimension of the assembly consisting of the bracket and the energy storage unit increases.

[0014] In one embodiment, the longitudinal overlap distance is measured longitudinally between the rear end of the bracket and the front end of the energy storage unit.

[0015] In one embodiment, the first surface and the second surface have complementary shapes, particularly planar shapes; and the first deflector and the second deflector are arranged such that the first surface and the second surface are substantially parallel to each other and parallel to the lateral axis of the motor vehicle.

[0016] In one embodiment, the first surface and / or the second surface form a first angle with the longitudinal direction, the first angle being greater than 20 degrees, greater than 30 degrees, greater than 40 degrees, or greater than 45 degrees.

[0017] In one embodiment, the at least one first deflector is a first prism, the at least one second deflector is a second prism, and / or

[0018] The first surface is the side surface of the first prism, and the second surface is the side surface of the second prism.

[0019] In one embodiment, the at least one first deflector is a first triangular prism, and the at least one second deflector is a second triangular prism, particularly the cross-sections of the at least one first deflector and the at least one second deflector along the plane passing through the transverse axis are right-angled triangles;

[0020] The first surface is the side surface of the first prism connecting the two strictly acute angles of the first prism; and

[0021] The second surface of the at least one second deflector is the side surface of the second prism that connects the two strictly acute angles of the second prism.

[0022] In one embodiment, the number of deflectors of the at least one first deflector is equal to the number of deflectors of the at least one second deflector, or the number of deflectors of the at least one first deflector is different from the number of deflectors of the at least one second deflector, and each deflector of the at least one first deflector cooperates with at least one deflector of the at least one second deflector.

[0023] In one embodiment, the energy storage device is a high-voltage battery or a hydrogen tank.

[0024] In one embodiment, the at least one second deflector is fixed to the base of the energy storage housing, which is the lower part of the housing facing the ground.

[0025] The present invention also relates to a motor vehicle that includes the device according to the invention.

[0026] In one embodiment, the vehicle has a reduced overhang, with the overhang being less than 0.9 meters or even less than 0.8 meters. Attached Figure Description

[0027] The accompanying drawings illustrate, by way of example, one embodiment of the device according to the invention.

[0028] Figure 1 A motor vehicle equipped with the device according to the invention is shown schematically.

[0029] Figure 2 An orthogonal reference frame for motor vehicles is defined.

[0030] Figure 3 This is a cross-sectional view of an embodiment of the device according to the present invention.

[0031] Figure 4 A vehicle bracket equipped with two deflectors according to the invention is shown.

[0032] Figure 5 A vehicle device equipped with two deflectors according to the present invention is shown.

[0033] Figure 6 This is a perspective view of an embodiment of the device according to the present invention.

[0034] Figure 7 A cross-sectional view of a first-simulation collision applied to a device including equipment and brackets that does not employ the present invention.

[0035] Figure 8 The image shows a bottom view of a device including the equipment and bracket that does not employ the present invention before a collision simulation.

[0036] Figure 9 The image shows a bottom view of a device including the equipment and bracket that does not employ the present invention after a collision simulation.

[0037] Figure 10 This is a cross-sectional view of a device including the equipment and bracket that does not employ the present invention at the first moment before the collision.

[0038] Figure 11This is a cross-sectional view of a device including the equipment and bracket that does not employ the present invention at a second moment during the collision process.

[0039] Figure 12 This is a cross-sectional view of a device including the equipment and bracket that does not employ the present invention at the third moment after the collision.

[0040] Figure 13 This is a cross-sectional view of the device including the equipment and bracket of the present invention at the first moment before the collision.

[0041] Figure 14 This is a cross-sectional view of the device including the equipment and bracket of the present invention at a second moment during the collision process.

[0042] Figure 15 This is a cross-sectional view of the device including the equipment and bracket of the present invention at the third moment after the collision. Detailed Implementation

[0043] The following is combined Figure 1 An embodiment of a motor vehicle 100 is described. The motor vehicle 100 is any type of motor vehicle, especially a passenger car or a multi-purpose vehicle.

[0044] Motor vehicle 100 is a pure electric or hybrid vehicle: therefore, motor vehicle 100 includes a high-voltage battery 20, which is also referred to as device 20 in the remainder of this document.

[0045] Combination Figure 2 This defines the orthogonal reference system used in the remainder of this paper:

[0046] - The axis of the motor vehicle 100, referred to as the longitudinal axis X, is defined as the axis of symmetry of the vehicle, which is parallel to the axis along which the vehicle travels in a straight line and is oriented toward the rear of the vehicle.

[0047] - The axis of the motor vehicle 100, referred to as the lateral axis Y, is perpendicular to the longitudinal axis X, and together with axis X, defines an XY plane parallel to the vehicle's running surface. The lateral axis Y is oriented towards the right side of the vehicle, and the left and right directions are defined from the driver's perspective;

[0048] - The axis of the motor vehicle 100, referred to as the vertical axis Z, is perpendicular to the axes X and Y and is oriented upwards towards the motor vehicle 100.

[0049] The motor vehicle includes a device 90, which includes:

[0050] - Bracket 30, the bracket including at least one first deflector 35; and

[0051] - An energy storage device 20, which includes at least one second deflector 25.

[0052] The following is combined Figures 1 to 6 The device 90 is described.

[0053] In one embodiment, the motor vehicle 100 has a reduced overhang, i.e., a reduced distance between the front wheel axle and the front end of the vehicle. For example, in this embodiment, the overhang is less than 900 mm, or even less than 800 mm. More generally, when it is necessary to manage the kinematic characteristics during a collision between the bracket 30 and the device 20, the system 90 can be used to prevent any damage to the device, regardless of the overhang value.

[0054] Preferably, the device 20 and the bracket 30 are generally aligned along the longitudinal axis X of the motor vehicle 100, that is, they have the same or approximately the same dimensions along the vertical axis Z, and they are at the same or approximately the same height along the axis Z.

[0055] In the embodiments described below, device 20 is a high-voltage battery 20 (referred to as battery 20), which is designed to provide the electrical energy required for the operation of an electric or hybrid vehicle. In alternative embodiments, device 20 may be any other type of energy storage device, particularly a hydrogen tank. Device 20 is preferably a device with safety constraints.

[0056] Device 20 is equipped with connector 21, which enables it to connect to a device designed to receive electrical energy. Vehicle design and device technical constraints mean that connector 21 of device 20 is located directly behind vehicle bracket 30, specifically on the front surface 22 of the protective housing 23 of device 20, between device 20 and bracket 30. In other words, bracket 30, device connector, and device 20 are sequentially aligned along the longitudinal axis X of motor vehicle 100. It should be noted that the protective housing 23 of device 20 can also be referred to as a "shell" or "protective box."

[0057] The bracket 30 and the device 20 can be separated from each other by a first distance d0 measured along the longitudinal axis X, the first distance d0 being in Figure 13 As shown in the figure. The first distance d0 can be on the order of a few millimeters or a few centimeters. In the event of a collision that causes the bracket and the equipment to move relatively close (the bracket toward the equipment or the equipment toward the bracket), in the first phase of the relative movement, the bracket and the equipment can move to fill the first distance, that is, they are displaced relative to each other along the longitudinal axis X until they come into contact with each other.

[0058] Advantageously, the shape of the second deflector is complementary to the shape of the first deflector.

[0059] Furthermore, the first surface 351 of the at least one first deflector 35 can cooperate with the second surface 251 of the at least one second deflector 25 such that the longitudinal overlap distance d1 between the bracket and the device increases when a collision occurs that causes the bracket 30 to move relative to the device 20 in the longitudinal direction.

[0060] The overlap distance d1 is advantageously measured longitudinally between the rear end of the bracket 30 and the front end of the device 20, such as Figures 13 to 15 As shown in the image.

[0061] The first and second surfaces are advantageously arranged such that, in the event of a collision that causes the bracket 30 to move relative to the device 20 in a longitudinal direction (more generally, the bracket 30 to move relative to the device 20 in a longitudinal proximity), the bracket deflects in the vertical direction, particularly downward, in a first direction.

[0062] Similarly, the first and second surfaces are advantageously arranged such that, in the event of a collision that causes the bracket 30 to move relative to the longitudinal direction of the device 20 (more generally, the bracket 30 and the device 20 to move closer to each other relative to the longitudinal direction), the device 20 deflects in the vertical direction in a second direction, particularly upward.

[0063] The first direction and the second direction are preferably opposite.

[0064] Therefore, the first and second surfaces can be arranged such that, in the event of a collision that causes the bracket 30 to move relative to the device 20 in a longitudinal direction (more generally, the bracket 30 to move closer to the device 20 in a longitudinal direction), the vertical dimension d2 of the assembly consisting of the bracket and the energy storage device increases. Figures 13 to 15 This shows that the vertical dimension d2 increases when the bracket 30 is displaced relative to the device 20 in the longitudinal direction.

[0065] In an embodiment where the bracket is offset downwards, the first surface and the second surface each form a first angle α1 with a corresponding orientation. Alternatively, in an embodiment where the bracket trajectory is offset upwards, the first surface and the second surface each form another first angle α1 with respect to the longitudinal axis X, which is also defined accordingly.

[0066] In some embodiments, the absolute value of the first angle a1 formed with the longitudinal axis X is greater than 20 degrees, greater than 30 degrees, greater than 40 degrees, or greater than 45 degrees.

[0067] Preferably, such as Figure 13 As shown, the first surface 351 is planar (or approximately planar), inclined at an angle α1 relative to the horizontal plane (defined by the longitudinal axis X and the transverse axis Y). Advantageously, 20° <a1<45°。

[0068] Preferably, such as Figure 13As shown, the second surface 251 is planar (or approximately planar), inclined at an angle α1 relative to the horizontal plane (defined by the longitudinal axis X and the transverse axis Y). Advantageously, 20° <a1<45°。

[0069] Preferably, the first surface and the second surface are arranged to be in contact with each other (in a conventional configuration, i.e., when the device is not subjected to collision). Figure 13 (As shown in the diagram). Alternatively, the first and second surfaces can be arranged (in the conventional configuration, i.e., when the device is not subjected to a collision):

[0070] -Separated from each other; and

[0071] - This ensures that when the bracket and the equipment are relatively close to each other along the horizontal longitudinal axis X (under the impact), they come into contact with each other.

[0072] Figures 3 to 6 An embodiment is shown, wherein the at least one first deflector 35 is a first prism (especially equipped with a ramp), the at least one second deflector 25 is a second prism (especially equipped with a ramp), a first surface 351 is a side surface of the first prism, and a second surface 251 is a side surface of the second prism. The term "ramp" can also be used to describe the shape of the deflectors 25 and 35.

[0073] In particular, Figures 3 to 6 The first deflector 35 and the second deflector 25 shown are triangular prisms. In one embodiment, the cross-section of the at least one first deflector 35 and / or the at least one second deflector 25 along a plane passing through the transverse axis Y may be a right triangle. In this embodiment, the first surface 351 of the first deflector 35 is the side surface of the first prism connecting the two strictly acute angles of the first prism; the second surface 251 of the at least one second deflector 25 is the side surface of the second prism connecting the two strictly acute angles of the second prism.

[0074] exist Figures 3 to 6 In the illustrated embodiment, device 20 and bracket 30 are each equipped with the same number of deflectors, i.e., each is equipped with two deflectors. In an alternative embodiment, the number and size of the deflectors equipped on device 20 and bracket 30 may differ. For example, bracket 30 may be equipped with a single first deflector, and device 20 may be equipped with multiple second deflectors. In this case, the single first deflector is large enough along the transverse axis Y to allow the single first deflector to mate with each second deflector.

[0075] Conversely, the device may be equipped with a single deflector, and the bracket may be equipped with multiple deflectors that cooperate with the single deflector of the device.

[0076] In summary, the number of deflectors of the at least one first deflector is equal to the number of deflectors of the at least one second deflector, or the number of deflectors of the at least one first deflector is different from the number of deflectors of the at least one second deflector, and each deflector of the at least one first deflector cooperates with at least one deflector of the at least one second deflector.

[0077] In one embodiment, the at least one second deflector 25 is fixed to the base 24 of the protective housing 23 of the device 20, the base 24 being the lower part of the protective housing 23 facing the ground. Advantageously, the base 24 is made of a material with significant impact resistance. Therefore, the base 24 will not deform when a force is applied to the at least one second deflector 25 due to the retraction of the bracket 30.

[0078] When the motor vehicle 100 collides with another vehicle, especially in a frontal collision, the bracket 30 moves longitudinally toward the device 20 by a distance D. The longitudinal distance D is the distance projected onto the longitudinal axis X. The distance D depends particularly on the collision energy experienced by the vehicle.

[0079] Figures 7 to 12 The first simulation S1 of a collision between a vehicle and a wall without the present invention is shown, with the collision occurring in the longitudinal direction X of the motor vehicle 100.

[0080] Figures 13 to 15 A second simulation S2 of the same collision is shown, except that the simulated vehicle is equipped with the device 90 according to the invention. Based on the first simulation S1 and the second simulation S2, the impact of the collision on the device 20 is analyzed, especially comparing the impact of a collision on a motor vehicle not equipped with the device 90 of the invention (see...). Figure 11 and Figure 12 The impact of a collision when the motor vehicle 100 is equipped with the device 90 according to the invention (see...) Figure 14 and Figure 15 ).

[0081] Advantageously, S1 and S2 are defined as simulating a frontal collision that occurs when the motor vehicle 100 is traveling at a speed within a given range of longitudinal speeds, for example, between 50 and 56 km / h, which may be slightly expanded, for example, to 60 km / h.

[0082] Advantageously, speeds within a given range:

[0083] - On the one hand, it is high enough to cause the bracket to retract in a way that could potentially damage equipment 20; and

[0084] - On the other hand, it is low enough that a collision will not produce significantly more serious consequences than damage to device 20.

[0085] In other words, within a given speed range, the consequences of damage to device 20 in a longitudinal collision are more severe than other risks arising from such collisions.

[0086] Figure 7 This is a cross-sectional view of a vehicle not equipped with the present invention. The arrows schematically indicate the displacement of the bracket 30 in a frontal collision. This displacement includes a longitudinal component toward the rear of the vehicle and a vertical component toward the upper part of the vehicle. Both components cause damage to the device 20 and its connector 21, which could lead to a fire hazard.

[0087] Figure 8 and Figure 9 This is a bottom view of the vehicle, simulating the first moment before the collision. Figure 8 ) and the second moment after the collision ( Figure 9 The deformation and displacement of the bracket 30 between the two points, and the moment when the collision ends corresponds to the moment when the vehicle stops and no longer deforms.

[0088] Figure 9 The bracket is shown pressed against the front surface 22 of the device 20. In particular, the bracket 30 is pressed against the front surface 22 of the support connector 21.

[0089] Figures 10 to 12 The first simulation S1 is also shown, but this time it is shown in a cross-sectional view:

[0090] - Figure 10 The view shown is the view before the collision;

[0091] - Figure 11 The view shown is an intermediate view during the collision process; and

[0092] - Figure 12 The view shown is the final view after the collision.

[0093] Figure 11 and Figure 12 In particular, it is permissible to observe a first vertical deformation of the bracket 30 when the vehicle is not equipped with the device 90 according to the invention. In the first simulation S1, it is observed that the bracket bends at its middle, which causes the rear surface 32 of the bracket 30 to rise in the direction of the vertical axis Z (oriented towards the upper part of the vehicle). Figure 12 As shown more specifically, the rear surface 32 of the bracket is embedded into the front surface 22 of the device 20 and then collides with the connector 21 of the device 20.

[0094] Figures 13 to 15 A second simulation S2 involving the same collision is shown, this time a collision between a vehicle equipped with the present invention and a wall.

[0095] The relative longitudinal proximity displacement of the bracket and equipment, expressed as a value D, is represented by the distance between the two:

[0096] - The first vertical line L1 passing the rear end of bracket 30 before the collision ( Figure 13 and Figure 15 As shown); and

[0097] - After the collision, the second vertical line L2 passes through the rear end of bracket 30 ( Figure 15 (as shown in the image).

[0098] Figure 14 and Figure 15 In particular, a second vertical deformation of the bracket 30 can be observed when the vehicle is equipped with the device 90 according to the invention. In the second simulation, a slight bending of the bracket in its middle was observed, but the degree of bending was much less than in the first simulation. Furthermore, the at least one deflector 35 fixed to the rear surface 32 of the bracket 30 guides the displacement of the rear surface 32 below the base of the device 20. Thus, by means of the deflectors 35, 25, the vertical component of the trajectory of the rear surface 32 of the bracket 30 is oriented downward.

[0099] In other words, with the help of the present invention, the rear surface 32 of the bracket 30 is moved below the device 20, instead of impacting the connector and / or front surface of the device 20.

[0100] Therefore, in the event of a collision (frontal collision, or even a rear-end collision) that results in a relative longitudinal proximity displacement of D for the bracket and equipment, the following can be observed:

[0101] - The first possible stage of elimination from distance d0; then...

[0102] - The second stage is characterized by an increase in the longitudinal overlap distance d1 and the vertical dimension d2.

[0103] With the aid of the device according to the invention, as described above, surfaces 251 and 351 will come into contact with each other and slide relative to each other upon the occurrence of a collision. This tends to cause the bracket and the device (at least partially) (along the vertical axis Z) to pass over or on the other, as... Figures 13 to 15 As shown; the result is an increase in the vertical dimension (along the vertical axis Z) of the assembly consisting of the bracket and the equipment.

[0104] The greater the collision energy, the greater the distances D, d1, and d2.

[0105] Finally, with a reduction in the overhang of the motor vehicle 100, the device according to the invention can protect the equipment contained therein in the event of a frontal collision. In other words, the device according to the invention facilitates the feasibility of reducing the overhang of a motor vehicle.

Claims

1. A device (90) for protecting an energy storage device (20) of a motor vehicle (100), the device comprising: - Bracket (30); - Energy storage device (20); At least one first deflector (35) forms part of the bracket (30); and at least one second deflector (25) forms part of the energy storage unit (20); The first deflector (35) has a first surface (351), and the second deflector (25) has a second surface (251). The first and second surfaces are arranged such that when a collision occurs that causes the bracket (30) to move relative to the energy storage device (20) in the longitudinal direction, the longitudinal overlap distance (d1) between the bracket and the energy storage device (20) is increased.

2. The apparatus (90) according to the preceding claim, characterized in that, The first surface (351) and the second surface (251) are arranged such that in the event of a collision that causes the bracket (30) to shift relative to the energy storage unit (20) in a vertical direction, the bracket shifts in a first direction, particularly downward.

3. The apparatus (90) according to claim 1 or 2, characterized in that, The first surface (351) and the second surface (251) are arranged such that in the event of a collision that causes the bracket (30) to shift relative to the longitudinal direction of the energy storage unit (20), the energy storage unit (20) shifts in a second direction, particularly upward, along the vertical direction.

4. The apparatus (90) according to claims 2 and 3, characterized in that, The first direction and the second direction are opposite directions.

5. The apparatus (90) according to any one of the preceding claims, characterized in that, The first surface (351) and the second surface (251) are arranged such that the vertical dimension (d2) of the assembly consisting of the bracket and the energy storage unit increases when a collision occurs that causes the bracket (30) to move relative to the energy storage unit (20) in the longitudinal direction.

6. The apparatus (90) according to any one of the preceding claims, characterized in that, The longitudinal overlap distance (d1) is measured longitudinally between the rear end of the bracket (30) and the front end of the energy storage unit (20).

7. The apparatus according to any one of the preceding claims, characterized in that, The first surface (351) and the second surface (251) are complementary in shape, especially planar in shape; and the first deflector (35) and the second deflector (25) are arranged such that the first surface (351) and the second surface (251) are substantially parallel to each other and parallel to the transverse axis (Y) of the motor vehicle.

8. The apparatus (90) according to any one of the preceding claims, characterized in that, The first surface (351) and / or the second surface (251) form a first angle (a1) with the longitudinal direction, the first angle being greater than 20 degrees or greater than 30 degrees or greater than 40 degrees or greater than 45 degrees.

9. The apparatus (90) according to any one of the preceding claims, characterized in that, The at least one first deflector (35) is a first prism, the at least one second deflector (25) is a second prism, and / or The first surface (351) is the side surface of the first prism, and the second surface (251) is the side surface of the second prism.

10. The apparatus (90) according to the preceding claim, characterized in that, The at least one second deflector is fixed to the base (24) of the protective shell (23) of the energy storage unit (20), the base (24) being the lower part of the protective shell facing the ground.

11. A motor vehicle (100), characterized in that, The motor vehicle includes the device (90) according to any one of the preceding claims.

12. The motor vehicle (100) according to the preceding claim, characterized in that, The motor vehicle has a reduced overhang, which is less than 0.9 meters, or even less than 0.8 meters.

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