BRACKET FOR MOUNTING A CROSSBEAM FOR SUPPORTING A DRIVETRAIN OF A MOTOR VEHICLE, EQUIPPED WITH AN IMPACTOR

Description

[0001] The present invention relates to arrangements of a motor vehicle chassis intended, in the event of an impact sustained essentially longitudinally by the vehicle, to contain its deformation and / or the deformation of a structure mounted on the chassis such as in particular a supporting structure of a powertrain of the vehicle. Such arrangements are essentially intended to protect the passengers installed in the passenger compartment of the vehicle.

[0002] Motor vehicles are equipped with a powertrain that provides the energy needed for propulsion. The powertrain is installed on a supporting structure mounted on the vehicle chassis, such as a commonly arranged cradle. In some cases, the supporting structure includes a powertrain support crossmember that is attached at its ends to the supporting structure via brackets.

[0003] This raises the problem of protecting the vehicle's passengers in the event of an impact sustained by the chassis essentially in its longitudinal direction of extension. Such a longitudinal impact causes potentially significant deformation of the chassis' frame elements and a displacement of the powertrain towards the passenger compartment.

[0004] It is known to limit the movement of the powertrain installed on the supporting structure via a shock impactor, as appears for example from the document published on 26 / 04 / 2013 under number FR 2 981 620 A (PEUGEOT CITROEN AUTOMOBILE). According to this document, the impactor is fixed to the lower part of the powertrain and rests against the supporting structure of the powertrain. In the event of an impact supported by the chassis, a deformation of the impactor absorbs the forces generated by the impact, which makes it possible to limit movement of the powertrain on the supporting structure towards the passenger compartment.

[0005] Furthermore, patent document DE-A1-102014008086 or FR-A1-2997673 discloses a motor vehicle structure in accordance with the preamble of claim 1.

[0006] In this context, the invention relates more specifically to the arrangement of a mounting support on the chassis of a motor vehicle, of a support cross member of a powertrain of said vehicle.

[0007] The aim of the invention is to at least partially resolve the problem posed by a potential displacement of the powertrain towards the passenger compartment of the vehicle, in the event of an impact longitudinally supported by the chassis.

[0008] It is more specifically aimed at providing such a limitation of mobility of the powertrain towards the passenger compartment, including in the case where said impact applied against the chassis is an offset longitudinal impact. An offset longitudinal impact is understood to mean a longitudinal impact substantially inclined relative to the longitudinal direction of the chassis, in the direction of a right or left lateral side of the chassis. Such an offset longitudinal impact then generates a transverse thrust component against the chassis which is potentially significant.

[0009] Another aim of the invention is to solve the problem posed by taking into account constraints likely to make a potential solution prohibitive. Such constraints include in particular, without limitation and individually or in combination: a limitation of the cost of obtaining the vehicle in the context of notoriously severe economic competition in the automotive sector. In particular, the aim is to find a solution that is structurally simple and / or that avoids complicating the methods of mounting the components it implements on the chassis. In particular, the cluttered environment of the engine compartment housing the powertrain must be taken into account. Such a cluttered environment is likely to prevent the installation on the vehicle of a means of solving all or part of the problem posed. a limitation of the mass of the vehicle. In particular, it is necessary to avoid significantly increasing the mass of the vehicle as a result of the provision of a means of solving all or part of the said problem posed.

[0010] Notions are commonly understood in the automotive field, in particular with regard to the directions of extension of a motor vehicle and therefore of the chassis which it comprises. Such notions will be used to describe the invention, in particular with regard to the chassis and / or the relative arrangement on the chassis of the elements or members which it comprises and / or with which it is equipped, unless otherwise specified.

[0011] As a reminder, the directions of extension of a vehicle are commonly defined in an orthonormal reference system identified according to a longitudinal direction, a transverse direction and a vertical direction. The longitudinal concept is considered between the front and the rear of the vehicle in relation to the driver's station which faces the direction of forward movement of the vehicle. The transverse concept is considered according to a direction of extension of the vehicle between its right and left lateral sides considered in relation to the driver's station in the driving position of the vehicle. The vertical concept is considered according to an elevation direction of the vehicle in relation to its rolling plane on the ground. Consequently, the lower and upper concepts, or other related concepts such as under and / or below as well as on and / or above, are relative concepts considered with regard to the concept of verticality in relation to the rolling plane of the vehicle on the ground.

[0012] The aims of the present invention are achieved in isolation or in combination by applying the following provisions.

[0013] An object of the invention is a motor vehicle structure comprising: a chassis, a crossmember supporting a powertrain of said vehicle, a supporting structure mounted on the chassis and dedicated to receiving the powertrain, and a mounting bracket for the crossmember, each of the ends of the crossmember being fixed via a said bracket to the supporting structure.

[0014] It is understood here that the supports are considered installed on the chassis as just mentioned, to appreciate the characteristics and / or the function(s) of the support, as well as the results it provides.

[0015] In this context according to the invention, at least one said support is provided with a shock impactor which is oriented transversely on the chassis towards at least one structural element equipping the chassis, against which said at least one structural element the shock impactor is able to bear in the event of an impact supported by the chassis essentially along its longitudinal direction of extension.

[0016] It is understood here that said longitudinal impact is potentially an offset longitudinal impact as previously defined. The impact may be a frontal impact applied against the front of the chassis or a rear impact applied against the rear of the chassis, the invention being applicable within the framework of a supporting structure installed in an engine compartment located indifferently at the front or at the rear of the chassis. Said structural element is potentially constituted by a bodywork element covering the chassis and / or a frame element forming for example a reinforcement for fixing an accessory of the vehicle to the chassis.

[0017] The impact impactor forms a brake against mobility of the crossmember on the supporting structure caused by the effect of a thrust force generated by said impact and applied against the chassis and / or against the powertrain. More particularly under the effect of said thrust force, the impact impactor bears longitudinally against the structural element(s) transversely located on the chassis between its lateral side and a longitudinal / vertical extension plane of the chassis bordered by the end of the crossmember.

[0018] The impact impactor then opposes a sliding of the support longitudinally on the chassis along said at least one structural element. The crossmember is retained via the impact impactor against its movement towards the passenger compartment and therefore against a movement of the powertrain towards the passenger compartment. A deformation and / or resistance of said structural element under the effect of the impact that it undergoes via the impact impactor also makes it possible to absorb the energy developed by the impact against the mobility of the crossmember.

[0019] In the frequent case where said impact is an offset longitudinal impact, the impact tends to push back towards the passenger compartment a first end of the crossmember located on the lateral side of the chassis towards which said offset longitudinal impact is oriented, the crossmember then pivoting on the supporting structure at its other second end. The impact impactor then bears against said structural element and consequently opposes a pivoting mobility of the crossmember on the supporting structure at its second end, in particular along the longitudinal / transverse extension plane of the chassis, by retaining the first end of the crossmember against its pushing back towards the passenger compartment.

[0020] According to one embodiment, said at least one structural element is formed of a bodywork element providing a wheel arch of the vehicle. In this case, under the effect of a displacement of the crossmember transversely on the chassis likely to be caused by the thrust force developed by said impact, the impact impactor forms a striker which perforates the bodywork element and consequently causes it to tear against a mobility of the crossmember at least longitudinally on the chassis towards the passenger compartment.

[0021] According to one embodiment, said at least one structural element is formed of a reinforcement for fixing an accessory of the vehicle to the chassis, such as for example a reinforcement for fixing a suspension member of an axle of the vehicle.

[0022] Preferably, relative to the position of the impact impactor on the chassis, said bodywork element is longitudinally closer to the impact impactor than said fixing reinforcement. In other words, said fixing reinforcement is arranged downstream of said bodywork element in the direction of application of said longitudinal impact against the chassis, or in other words in the direction of travel followed by the impact impactor on the chassis under the effect of said potentially offset longitudinal impact.

[0023] For example, in the preferred case where the supporting structure is arranged at the front of the vehicle, said fixing reinforcement is arranged at the rear of said bodywork element following the longitudinal extension of the chassis from front to rear.

[0024] As a result of the relative arrangement on the chassis between the fixing reinforcement and the bodywork element in relation to the impact impactor, the impact impactor first bears against the bodywork element by striking it transversely and deforming it, in particular by longitudinal tearing. Then, depending on the magnitude of the impact, the path pursued by the impact impactor secondarily causes it to bear against said fixing reinforcement. Since the fixing reinforcement is considered more robust than a bodywork element, the fixing reinforcement is better able to stop the path of the impact impactor, which has previously been slowed down by the deformation of the bodywork element.

[0025] According to the invention, an edge of the impact impactor oriented towards said structural element is inclined in the longitudinal and transverse plane of extension of the chassis. Said inclined edge of the impact impactor provides a ramp for progressive support of the impact impactor against said at least one structural element under the effect of said impact.

[0026] More specifically, the aforementioned relative positions of the bodywork element and the fixing reinforcement with respect to the impact impactor are taken into account on the one hand and an overall deformation of the support caused under the effect of the longitudinal impact on the other hand. In this context, said inclined edge of the impact impactor provides a ramp for progressive penetration of the impact impactor through said at least one bodywork element under the effect of said potentially offset longitudinal impact on the other hand.

[0027] According to one embodiment, the support is formed from a honeycomb body which is extended by the shock impactor towards said at least one structural element in the transverse direction of extension of the chassis.

[0028] The honeycomb body provides, by its deformation, an absorption of the forces generated by said shock prior to the implementation of the shock impactor, and subsequently causes the shock impactor to bear against said structural element. In the case where the structural element closest to the shock impactor is said bodywork element, the deformation of the honeycomb body thus promotes penetration of the shock impactor through the bodywork element.

[0029] According to one embodiment, the shock impactor is formed of a plate which is integrated into the support and which extends in its plane parallel to the longitudinal and transverse extension plane of the chassis.

[0030] According to a specific embodiment, the particular case of a longitudinal impact offset towards the right lateral side of the chassis is taken into consideration. In this case, the cross member is fixed to the supporting structure via said supports equipping each of its ends respectively. At least the support arranged on the right lateral side of the chassis is provided with said impact impactor.

[0031] The invention also relates to a motor vehicle characterized in that the vehicle comprises a structure as previously described, and is equipped with a powertrain mounted on the supporting structure. The powertrain is more specifically a powertrain of the type comprising at least one electric machine providing at least part of the vehicle's propulsive electrical energy.

[0032] According to one embodiment, the powertrain is supported by the suspended crossmember by being fixed under the crossmember or in other words by being fixed to the face of the crossmember oriented towards the rolling plane of the vehicle.

[0033] An exemplary embodiment of the present invention will be described in relation to the figures of the attached plates, in which: there figure 1 is a perspective illustration of a supporting structure of a powertrain on the chassis of a motor vehicle. figure 2 is a top view of the supporting structure shown in the figure 2 , in the suspension support position of the powertrain. figure 3 is a perspective illustration of a support for fixing a cross member to the supporting structure shown in the figures 1 et 2 . there figure 4 is an illustration of a shock impactor fitted to the support shown in the figure 3 , in the event of impact of a bodywork element during a longitudinal impact supported by the vehicle chassis.

[0034] The figures and their detailed descriptions set forth the invention in particular ways that are not restrictive as to the scope of the invention as defined by the claims. The figures and their detailed descriptions of an exemplary embodiment of the invention may serve to better define it, if necessary in relation to the general description which has just been given.

[0035] On the figures 1 et 2 , a supporting structure 1 is dedicated to the installation of a powertrain 2 on the chassis of a motor vehicle. According to the example illustrated, the supporting structure 1 is configured to be installed in an engine compartment provided by the chassis at the front AV1 of the vehicle.

[0036] The chassis extends in the three directions of an orthonormal reference frame, comprising a longitudinal direction L1 of extension of the chassis between the rear AR1 and the front AV1 of the vehicle 1, a transverse direction T1 of extension of the chassis between its right and left lateral sides and a vertical direction V1 of extension in elevation of the chassis relative to the rolling plane of the vehicle on the ground. Such an orthonormal reference frame is applied to the description of the invention, in particular with regard to the supporting structure 1 as well as the relative positions between different structural elements that comprise and / or equip the chassis.

[0037] The supporting structure 1 is formed of a cradle for receiving the powertrain 2, which is provided with lateral stretchers 3a, 3b extending substantially longitudinally on the chassis. A cross member 4 is mounted on the supporting structure 1 via its ends 4a, 4b along the main direction of extension of the cross member 4, by means of supports 5a, 5b which are jointly fixed to the stretchers 3a, 3b and to the ends 4a, 4b of the cross member 4 to which the supports 5a, 5b are respectively assigned.

[0038] As illustrated on the figure 2 , the cross member 4 supports in suspension the power unit 2, which is fixed under the cross member 4 with its face oriented towards the rolling plane of the vehicle. The power unit 2 is in particular of the electrical energy generator type which is used to provide at least part of the energy necessary for the propulsion of the vehicle.

[0039] On the figures 1 et 2 , a first support 5a is arranged at a first end 4a of the crossmember 4, being mounted overlapping the upper face of the first end 4a of the crossmember 4 and on the upper face of the stretcher 3a assigned to it. In other words, relative to the rolling plane of the vehicle, the first support 5a is fixed in an overhanging position and in contact against the upper faces of the first end 4a of the crossmember 4 and of the stretcher 3a assigned to it. A second support 5b is arranged at a second end 4b of the crossmember 4, being fixed jointly at the end of the second end 4b of the crossmember 4 and against a lateral face of the stretcher 3b assigned to it. The supports 5a, 5b are in particular fixed to the crossmember 4 and to the stretchers 3a, 3b, such as by bolting or screwing.

[0040] On the figure 2 , the first support 5a is placed transversely T1 close to structural elements 6, 7 mounted on the chassis, comprising a bodywork element 6 and a fixing reinforcement 7 of an accessory of the vehicle. The bodywork element 6 is located at the front AV1 of the fixing reinforcement 7 along the longitudinal extension L1 of the vehicle.

[0041] The bodywork element 6 provides a wheel arch 6a of the vehicle, and is arranged transversely T1 opposite the first support 5a. The fixing reinforcement 7 is longitudinally L1 offset towards the rear AR1 relative to the first support 5a, and is dedicated to the fixing on the chassis of a suspension member of a front axle of the vehicle.

[0042] In this context, in the event of an accident suffered by the vehicle, a frontal impact C1 is considered, applied at the front AV1 against the chassis and / or the powertrain 2, essentially along the longitudinal direction L1 of extension of the chassis. As illustrated, such an impact C1 is potentially offset towards the right lateral side CLD1 of the chassis considered with regard to the driver at the driving position of the vehicle. In this case, the impact C1 generates a thrust force against the chassis and / or against the powertrain 2, essentially, essentially along a longitudinal thrust component CL1 and potentially also along a transverse thrust component CT1.

[0043] As more particularly visible on the figure 3 , the first support 5a is formed of a honeycomb body 8 incorporating a shock impactor 9. The shock impactor 9 is formed of a plate 10 oriented in its plane parallel to the longitudinal extension plane L1 and transverse T1 of the chassis. The shock impactor 9 extends transversely from the body 8 of the first support 5a in the direction of the right lateral side CLD1 of the chassis, substantially from the stretcher 3a towards the bodywork element 6 forming the wheel arch 6a.

[0044] The body 8 is generally of parallelepiped conformation and the cells 8a, 8b which the body 8 comprises pass through it vertically V1. Cells 8a formed in the corner of the body 8 have a bottom and are used for fixing the first support 5a on the crosspiece 4 and on the stretcher 3a. Cells 8b formed in the central zone of the body 8 extend essentially transversely T1.

[0045] Such a configuration of the body 8 favors its crushing under the effect of the shock C1, the body 8 thus partially absorbing the energy developed by the shock C1. As referenced on the figure 2 , the thrust generated by the shock C1 and experienced by the chassis and / or the powertrain 2, tends to cause a pivoting P1 of the cross member 4 on the supporting structure 1 at its second end 4b, and consequently to push R1 the first end 4a of the cross member 4 longitudinally L1 towards the passenger compartment of the vehicle.

[0046] Under the effect of the impact C1, the deformation of the body 8 and / or the pushing back R1 of the first end 4a of the crossmember 4 generates an initiation of a transverse displacement T1 of the impact impactor 8 towards the right lateral side CLD1 of the chassis, and therefore towards the bodywork element 6 forming the wheel arch 6a. Such a transverse displacement T1 of the impact impactor 9 is all the more pronounced when the impact C1 is offset to the right.

[0047] As illustrated in the figure 4 in the event of an impact C1, the impact impactor 9 then strikes and passes through the bodywork element 6 forming the wheel arch 6a. The impact impactor 9 penetrates inside the wheel arch 6a, with the effect of deforming the bodywork element 6 by obstructing the displacement R1 of the crossmember 4 towards the passenger compartment.

[0048] As illustrated on the figures 1 à 3 , the edge 9a of the impact impactor 9 oriented towards the bodywork element 6 is inclined relative to the longitudinal direction L1 of extension of the chassis. The inclination of the edge 9a of the impact impactor 9 gives the impact impactor 9 a blade configuration whose cutting edge is inclined in a longitudinal plane L1 and transverse plane T1. Such a blade provides a ramp for progressive support of the impact impactor 6 against the bodywork element 6. As a result, the penetration of the impact impactor 9 through the bodywork element 6 towards the wheel arch 6a and its tearing by the impact impactor 9 are facilitated, until the body 8 of the impact impactor 9 abuts against the bodywork element 6.

[0049] Coming back to the figure 2and in the event of a high-amplitude impact C1, the displacement R1 of the first end 4a of the crossmember 4 is accentuated. The first support 5a is then driven by the crossmember 4 longitudinally L1 towards the passenger compartment. As a result, the impact impactor 9 is displaced longitudinally L1 and causes the bodywork element 6 to tear in the direction of the fixing reinforcement 7. The impact impactor 9 continues its travel towards the fixing reinforcement 7 which it strikes, with the effect of slowing down or even stopping the travel of the impact impactor 9, and therefore the displacement R1 of the first end 4a of the crossmember 4 towards the passenger compartment.

Claims

1. Motor vehicle structure comprising: - a chassis, - a cross member (4) supporting a power unit (2) of said vehicle, - a supporting structure (1) mounted on the chassis and dedicated to receiving the powertrain (2), - and a support (5a,5b) for mounting the crosspiece (4), each of the ends (4a,4b) of the crosspiece (4) being fixed via a said support (5a,5b) to the structure carrier (1), at least one said support (5a) being provided with a shock impactor (9) which is oriented transversely (T1) on the chassis towards at least one structural element (6,7) equipping the chassis, against which said at least one structural element (6,7) the shock impactor (9) is able to bear in the event of an impact (C1) supported by the chassis essentially along its longitudinal direction (L1) of extension, characterized in that an edge (9a) of the impact impactor (9) oriented towards said structural element (6,7) is inclined in the longitudinal plane (L1) and transverse plane (T1) of extension of the chassis, said inclined edge (9a) of the impact impactor (9) providing a progressive support ramp for the impact impactor (9) against said at least one structural element (6,7) under the effect of said impact (C1).

2. Vehicle structure according to claim 1, characterized in that said at least one structural element (6,7) is formed of a bodywork element (6) providing a wheel arch (6a) of the vehicle.

3. Vehicle structure according to any one of claims 1 and 2, characterized in that said at least one structural element (6,7) is formed of a fixing reinforcement (7) on the chassis of an accessory of the vehicle.

4. Vehicle structure according to claims 2 and 3, characterized in that with respect to the position of the impact impactor (9) on the chassis, said bodywork element (6) is longitudinally (L1) closer to the impact impactor (9) than said fixing reinforcement (7).

5. Vehicle structure according to any one of claims 1 to 5. 4, characterized in that the support (5a) is formed of a honeycomb body (8) which is extended by the shock impactor (9) towards said at least one structural element (6,7) following the transverse direction (T1) of extension of the chassis.

6. Vehicle structure according to any one of claims 1 to 6. 5, characterized in that the shock impactor (9) is formed of a plate (10) which is integrated into the support (5a) and which extends in its plane parallel to the plane longitudinal (L1) and transverse (T1) extension of the chassis.

7. Vehicle structure according to one of the preceding claims, characterized in that at least the support (5a) arranged on the right lateral side (CLD1) of the chassis is provided with said shock impactor (9).

8. Motor vehicle characterized in that the vehicle comprises a structure according to one of the preceding claims, and is equipped with a power unit (2) mounted on the supporting structure (1).