ABSORPTION DEVICE WITH SECURE CROSS-BEAM ENDS FOR A LAND VEHICLE

Description

Technical field of the invention

[0001] The invention relates to land vehicles, and more specifically to absorption devices which are intended to equip front or rear parts of land vehicles. State of the art

[0002] Some land vehicles, generally of the automobile type, comprise a front part and / or a rear part comprising a shock-absorbing device concealed by a skin and forming part of a bumper or shield. This absorption device comprises a crossmember (or beam) installed transversely and to which are fixedly attached two energy absorbers having ends coupled to the vehicle. In the event of an impact suffered by the crossmember, these energy absorbers are arranged so as to compress their material in the longitudinal direction of the vehicle, generally by forming folds, in order to absorb at least part of the energy of this impact.

[0003] The crosspiece of some of these absorption devices comprises opposite right and left ends, each comprising a front face and a lateral end face delimited by first edges, one of which is common with the front face.

[0004] The crossmember is entirely hidden by a bumper skin located near its front face and its two end lateral faces. Consequently, during a so-called "repairability" side impact occurring at low speed (typically less than 20 km / h) and at a low angle of attack (typically at an angle of 10° relative to the longitudinal direction of the vehicle), the bumper skin may be pressed against the first edges. When these first edges result from a sharp cut that makes them sharp or cutting, they may mark the bumper skin by inducing at least one convex area and / or at least one cut in at least one place. In all cases, the strength of the bumper skin is reduced and the appearance (convex area(s) and / or cut(s)) is unsightly. In addition, some cuts may extend and cause a potentially dangerous partial or total detachment of the bumper skin.It is therefore recommended to replace the damaged bumper skin with the first edges, which requires a visit to an after-sales service and is relatively expensive.

[0005] Furthermore, when the crossmember is a profile, its front face may comprise at least one groove extending between the opposite end lateral faces and delimited by two second edges. Consequently, during a frontal impact occurring at low speed (typically less than 20 km / h), the bumper skin may be pressed against the front face of the crossmember, and therefore the second edges may mark the bumper skin by inducing at least one convex zone and / or at least one cut in at least one place. This again results in a reduction in the strength of the bumper skin and an unsightly appearance. Furthermore, as in the case of a repairable side impact, certain cuts may extend and cause a potentially dangerous partial or total detachment of the bumper skin, so that it is recommended to replace the damaged bumper skin.

[0006] The invention therefore aims in particular to improve the situation. Document US 2007 / 029824 A1 discloses an absorption device intended to equip a land vehicle corresponding to the preamble of claim 1. Presentation of the invention

[0007] For this purpose, it proposes in particular an absorption device intended to equip a land vehicle and comprising the characteristics of claim 1.

[0008] Thanks to the invention, once the cross member is completely hidden by a bumper skin, the first end wings are inserted between the bumper skin and the corresponding end side faces, and therefore during a side impact for repairability the bumper skin no longer risks being pressed against the first edges which are therefore now harmless since they can no longer mark the bumper skin.

[0009] The absorption device according to the invention may include other characteristics which may be taken separately or in combination, and in particular: each first end wing may be substantially parallel to the corresponding end lateral face; each main part may be extended by an upper wing folded over at least a portion of an upper face of the corresponding end, extending the front face, in order to define a protective screen above this upper face; in the presence of the last option, each upper wing may comprise an edge secured to the upper face by at least one weld bead; also in the presence of the last option, each upper wing may be substantially parallel to the upper face; each main part may be extended by a lower wing folded below at least a portion of a lower face of the corresponding end, extending the front face, in order to define a protective screen below this lower face; the front face of the crosspiece may comprise two grooves extending between the opposite end lateral faces and each delimited by two second edges. In this case, each second end wing may be provided with two sub-parts intended to be housed at least partially and respectively in the corresponding grooves when its external plate is pushed in towards the crosspiece, in order to keep the main part at a distance from the second edges.

[0010] The invention also proposes a land vehicle, possibly of the automobile type, and comprising at least one absorption device of the type presented above.

[0011] For example, the vehicle may include a rear portion having the absorption device. Brief description of the figures

[0012] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the attached drawings (obtained in CAD / CAM (“Computer Aided Design / Computer Aided Drawing”)), in which: [ Fig. 1 ] schematically illustrates, in a perspective view from the front face side, an example of an embodiment of an absorption device according to the invention, before the external plates are secured and therefore before it is fitted to a rear part of a land vehicle, [ Fig. 2 ] schematically illustrates, in a perspective view from the front face side, the right part of the absorption device of the Figure 1 , once the right external plate is secured to the right end of the crosspiece, [ Fig. 3 ] schematically illustrates, in a perspective view, the right external plate of the Figure 2 , before it is secured to the right end of a crosspiece, and [ Fig. 4] schematically illustrates, in a sectional view in a longitudinal and vertical plane, the right part of the absorption device of the Figure 1 , once the right external plate is secured to the right end of the crosspiece. Detailed description of the invention

[0013] The invention aims in particular to propose a DA absorption device intended to be masked by a skin and to form part of a bumper or shield intended to be installed in a front or rear part of a land vehicle.

[0014] In the following, it is considered, by way of non-limiting example, that the DA absorption device is intended to be part of a land vehicle of the automobile type, such as for example a car. However, the invention is not limited to this type of land vehicle. It in fact relates to any land vehicle comprising a front or rear part which must include an absorption device.

[0015] Furthermore, it is considered in the following, by way of non-limiting example, that the DA absorption device is intended to be part of a bumper or a shield, itself intended to be installed in a rear part of a motor vehicle. But the DA absorption device can also be intended to be part of a front part of a land vehicle.

[0016] On the figures 1 to 4 the X direction is the longitudinal direction of the vehicle, which is parallel to the lateral sides comprising the side doors, the Y direction is the transverse direction of the vehicle, which is perpendicular to the longitudinal direction X, and the Z direction is the vertical direction of the vehicle, which is perpendicular to the longitudinal direction X and transverse direction Y.

[0017] It has been schematically illustrated on the Figure 1a part of an exemplary embodiment of a DA absorption device according to the invention, before the joining of the external plates PEj and therefore before it equips a part (here rear) of a land vehicle (here automobile).

[0018] As illustrated at least partially on the Figures 1 and 2 , an absorption device DA, according to the invention, comprises in particular a crosspiece TA and two external plates PEj right (j = 1) and left (j = 2). It also comprises two energy absorbers ABj right (j = 1) and left (j = 2).

[0019] The cross member TA has its greatest extension along the transverse direction Y of the vehicle. It is preferably made of metal, for example steel or aluminum, and is preferably in the form of a profile. Furthermore, the cross member TA comprises in particular a front face FV intended to be oriented towards a bumper skin (or shield) and extended in its upper part by an upper face FS and in its lower part by a lower face FI opposite the upper face FS.

[0020] In addition, the crosspiece TA has two ends Ej (one right E1 and the other left E2), opposite each other, and to which the two external plates PEj are secured by welding respectively. Each of the ends Ej has a lateral end face FLE which is delimited by first edges A1, one of which is common with the front face FV of its crosspiece TA. For example, each lateral end face FLE is substantially perpendicular to the front face FV, upper face FS and lower face FI. These first edges A1 may, for example, result from a clean cut of a profile in which the crosspiece TA has been made.

[0021] Each energy absorber ABj is fixedly secured to one of the two ends Ej of the cross member TA, for example by welding, and is intended to be coupled to the vehicle (here to its rear part, preferably to a structural part). Each energy absorber ABj is preferably made of metal, for example steel or aluminum.

[0022] For example, and as illustrated without limitation on the Figures 1 and 2 , the coupling between each energy absorber ABj and the part (here rear) of the vehicle can be done via a fixing plate PFj. The latter (PFj) can, for example, be welded to one of the ends of the associated energy absorber ABj and screwed onto the part (here rear) of the vehicle.

[0023] Each energy absorber ABj is arranged so as to compress its material along the longitudinal direction X of the vehicle in the event of an impact suffered by the cross member TA.

[0024] Each external plate PEj is secured by welding to the corresponding end Ej by having a main part PP which is placed in front of the front face FV and extended by a first end wing AE1. As illustrated in the Figure 2 , each first end wing AE1 is folded in front of at least a part of the corresponding end lateral face FLE in order to define a protective screen in front of at least a part of the first edges A1 of this end lateral face FLE (and in particular that which is common to the front face FV and end lateral face FLE).

[0025] Thus, when the cross member TA is entirely hidden by a bumper skin located near its front face FV and its two end lateral faces FLE, the first end wings AE1 are interposed between the bumper skin and the corresponding end lateral faces FLE (and therefore their first edges A1). Consequently, during a lateral repairability impact, the bumper skin no longer risks being pressed against the first edges A1 (and in particular the one which is common to the front face FV and end lateral face FLE), and therefore these first edges A1 are now harmless since they can no longer mark the bumper skin.

[0026] For example, each PEj external plate can be made of metal, particularly steel or aluminum.

[0027] Preferably, each first end wing AE1 is substantially parallel to the corresponding end lateral face FLE. This in fact makes it possible to avoid creating new edges which could cause marking of the bumper skin.

[0028] Also for example, and as illustrated non-limitingly and at least partially on the figures 2 to 4 , each main part PP of an external plate PEj can be extended by an upper wing AS which is folded over at least a part of the upper face FS of the corresponding end Ej, in order to define a protective screen above this upper face FS.

[0029] Thus, when the TA cross member is entirely hidden by a bumper skin, the upper wing AS is inserted between the bumper skin and the upper face FS (and therefore the edge located at the interface between the front face FV and the upper face FS). Consequently, during a small frontal impact (here from the rear) the bumper skin no longer risks being pressed against the edge located at the interface between the front face FV and the upper face FS, and therefore this edge is now harmless since it can no longer mark the bumper skin.

[0030] It will be noted, as illustrated without limitation on the figures 2 And 4, that each upper wing AS may comprise an edge BP secured to the upper face FS by at least one weld bead CS. Each weld bead CS is therefore spaced relative to the front face FV of the corresponding end Ej, which makes it possible to reduce its stress in the event of an impact. It will be understood in fact that by moving each weld bead CS away from the edge which is located at the interface between the upper face FS and the front face FV of the corresponding end Ej, in the event of an impact suffered by an external plate PEj its edge BP exerts pressure on each weld bead CS substantially in the horizontal plane XY and not in a substantially vertical plane YZ, thus preventing the upper part of this external plate PEj from tilting backwards (or towards the neighboring energy absorber ABj).This results, in the event of an impact suffered by an external plate PEj, in less stress on each CS weld bead which secures it to the upper face FS, and therefore a very low probability of tearing off each CS weld bead and consequently an almost certain guarantee that this external plate PEj will correctly perform its function.

[0031] It should also be noted that in the example illustrated without limitation on the Figure 2 the edge BP of each upper flange AS is secured to the upper face FS by at least two weld beads CS spaced apart from each other. But the number of weld beads CS, ensuring the securing of an edge BP to the upper face FS, can take any value greater than or equal to one.

[0032] It will also be noted, as illustrated without limitation on the Figure 4, that each CS weld bead may have a cross-section in the general shape of a right triangle. In this case, the right angle (and therefore the substantially vertical face) of a CS weld bead is located against the edge BP of the upper flange AS concerned, which makes it possible to maximize the contact surface of this CS weld bead with the edge BP concerned, and therefore to define a quality stop for the latter (BP). But each CS weld bead could have a cross-section having other general shapes, and in particular an L or a rectangle.

[0033] Preferably, each upper wing AS is substantially parallel to the upper face FS. This in fact makes it possible to avoid creating new edges which could cause marking of the bumper skin.

[0034] Also for example, and as illustrated non-limitingly and at least partially on the figures 2 to 4, each main part PP of an external plate PEj can be extended by a lower wing AI which is folded below at least a part of the lower face FI of the corresponding end Ej, in order to define a protective screen below this lower face FI.

[0035] Thus, when the TA cross member is entirely hidden by a bumper skin, the lower wing AI is interposed between the bumper skin and the lower face FI (and therefore the edge located at the interface between the front face FV and the lower face FI). Consequently, during a small frontal impact (here from the rear) the bumper skin no longer risks being pressed against the edge located at the interface between the front face FV and the lower face FI, and therefore this edge is now harmless since it can no longer mark the bumper skin.

[0036] It will be noted, as illustrated without limitation on the Figure 4, that each lower wing AI may comprise an edge secured to the lower face FI by at least one weld bead CS'. Each weld bead CS' is therefore spaced relative to the front face FV of the corresponding end Ej, which makes it possible to reduce its stress in the event of an impact for a reason identical to that mentioned above for the edge BP.

[0037] It will also be noted, as illustrated without limitation on the Figure 4 , that each CS' weld bead may have a cross-section in the general shape of a right triangle, which makes it possible to maximize its contact surface with the edge concerned, and therefore to define a quality stop for the latter. But each CS' weld bead could have a cross-section having other general shapes, and in particular an L or a rectangle.

[0038] In accordance with the invention, and as illustrated non-limitingly in the figures 1, 2 And 4, the front face FV of the crosspiece TA comprises at least one groove Rk extending between the opposite end lateral faces FLE and delimited by two second edges A2. The crosspiece can thus be a profile comprising upper and lower sub-parts connected to each other by an intermediate wall which allows the definition of an open space between them. In this case, and as illustrated non-limitingly on the figures 1 to 4, each main part PP is extended by a second end wing AE2 which is opposite the first end wing AE1 and folded towards the front face FV. In addition, each second end wing AE2 is provided with at least one sub-part SPk which is intended to be housed at least partially in a corresponding groove Rk when its external plate PEj is pushed in towards the crosspiece TA. This advantageously makes it possible to keep the main part PP at a distance from the second edges A2, while limiting the probability of it moving vertically and therefore deforming significantly. Furthermore, in the event of a lateral repairability impact, each sub-part SPk is forced to translate into the corresponding groove Rk, which limits the probability of the main part PP moving vertically and therefore deforming significantly.

[0039] It should be noted that in the example illustrated without limitation on the figures 1, 2And 4 , the front face FV of the crosspiece TA comprises two grooves Rk (k = 1 or 2) extending between the opposite end lateral faces FLE and each delimited by two second edges A2. In this case, and as illustrated non-limitingly on the figures 1 to 4, each second end wing AE2 may be provided with two sub-parts SPk intended to be housed at least partially and respectively in the corresponding grooves Rk when its external plate PEj is pushed in towards the crosspiece TA, in order to keep the main part PP at a distance from the second edges A2. This makes it possible to keep the main part PP even better at a distance from the second edges A2, while further limiting the probability of it moving vertically and therefore significantly deforming. Furthermore, in the event of a lateral repairability impact, the two sub-parts SPk are forced to translate respectively in the two corresponding grooves Rk, which further limits the probability of the main part PP moving vertically and therefore significantly deforming.

[0040] In order to facilitate the definition and folding of the first end wing AE1, upper wing AS, lower wing AI and second end wing AE2 (with each sub-part SPk) of each external plate PEj, cutouts DP can be made in the plate in which the latter is made (PEj). It will be noted, as illustrated non-limitingly on the Figures 3 and 4 , that the cutout DP made between the upper wing AS and the second end wing AE2 (and therefore here the first sub-part SP1) can be chosen so as to allow a downward inclination of the first sub-part SP1 relative to a horizontal plane XY. Similarly, and as illustrated non-limitingly on the Figures 3 and 4, the cutout DP made between the lower wing AI and the second end wing AE2 (and therefore here the second sub-part SP2) can be chosen so as to allow an upward inclination of the second sub-part SP2 relative to a horizontal plane XY. This in fact allows the first SP1 and second SP2 sub-parts, in the event of an impact, to easily fit respectively into the first R1 and second R2 grooves.

[0041] Furthermore, and as illustrated without limitation on the Figures 3 and 4, the cutouts DP made between the upper wing AS and the second end wing AE2 and between the lower wing AI and the second end wing AE2 can be chosen so as to allow the second end wing AE2 to make a chosen angle (non-zero) with respect to a vertical and longitudinal plane XZ. This in fact allows the first SP1 and second SP2 sub-parts, in the event of an impact, to come to be crushed (or flatten) respectively in the first R1 and second R2 grooves without being blocked in the longitudinal direction X. For example, this angle can be between approximately 20° and approximately 25°.

Claims

1. Absorption device (DA) intended to be fitted to a land vehicle and comprising a cross-member (TA) comprising opposite ends (Ej) and each comprising a front face (FV) and an end side face (FLE) delimited by first edges (A1) one of which is common with said front face (FV), further comprising two outer plates (PEj) joined by welding and respectively to said ends (Ej) each having a main part (PP) placed in front of said front face (FV) and extended by a first end wing (AE1) folded in front of at least a part of said end side face (FLE) in order to define a protective screen in front of at least a part of said first edges (A1), wherein said front face (FV) comprises at least one groove (Rk) extending between said opposite end lateral faces (FLE) and delimited by two second edges (A2), and wherein each main part (PP) is extended by a second end wing (AE2) opposite said first end wing (AE1), folded in management with said front face (FV) and provided with at least one sub-part (SPj) intended to be housed at least partially in a groove (Rk) corresponding when its outer plate (PEj) is pushed into management with said cross member (TA), in order to keep said main part (PP) at a distance from said second edges (A2).

2. Device according to claim 1, characterised in that each first end wing (AE1) is substantially parallel to said corresponding end side face (FLE).

3. Device according to Claim 1 or 2, characterised in that each main part (PP) is extended by an upper wing (AS) folded over at least one part of an upper face (FS) of the corresponding end (Ej), extending said front face (FV), in order to define a protective screen above this upper face (FS).

4. Device according to Claim 3, characterised in that each upper wing (AS) comprises an edge (BP) secured to the said upper face (FS) by at least one weld bead (CS).

5. Device according to Claim 3 or 4, characterised in that each upper wing (AS) is substantially parallel to the said upper face (FS).

6. Device according to one of Claims 1 to 5, characterised in that each main part (PP) is extended by a lower wing (Al) folded below at least one part of a lower face (FI) of the corresponding end (Ej), extending said front face (FV), in order to define a protective screen below this lower face (FI).

7. Device according to one of Claims 1 to 6, characterised in that the said front face (FV) comprises two grooves (Rk) extending between the said opposite end lateral faces (FLE) and each delimited by two second edges (A2), and in that each second end wing (AE2) is provided with two subparts (SPj) intended to be housed at least partially and respectively in the said corresponding grooves (Rk) when its outer plate (PEj) is pushed in at the management of the said cross-member (TA), in order to keep the said main part (PP) at a distance from the said second edges (A2).

8. Land vehicle, comprising at least one absorption device (DA) according to one of the previous claims.

9. Vehicle according to claim 8, comprising a rear part comprising said absorption device (DA).