Motor vehicle body rear portion structure and motor vehicle including such a structure
Patent Information
- Application Number
- EP2023731325
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2022-08-30
- Filing Date
- 2023-05-30
- Publication Date
- 2025-04-23
AI Technical Summary
The rear body structure of motor vehicles, particularly electric and hybrid vehicles, faces challenges in absorbing rear impacts due to the presence of heavy traction batteries and robust electric motors, leading to inefficient energy absorption and potential material damage, while also lacking cost-effective solutions for identical part usage across different vehicle types.
A new rear body part structure featuring elongated spars with reinforcements fixed on both faces, one to limit vertical deformation and the other connected to rear axle suspension elements, enhancing mechanical properties and allowing for identical part usage across thermal, electric, and hybrid vehicles.
This solution improves safety, mechanical properties, and reduces manufacturing costs by enabling identical spars and reinforcements for various vehicle types, optimizing energy absorption during rear impacts and enhancing endurance, vibration resistance, and acoustic performance.
Smart Images
Figure 1.1
Abstract
Description
[0001] Description
[0002] STRUCTURE OF THE REAR PART OF A MOTOR VEHICLE BODY AND VEHICLE COMPRISING SUCH A STRUCTURE
[0003] [1] The present invention claims priority from French application 2205798 filed on June 15, 2022 and French application 2208675 filed on August 30, 2022, the content of which (text, drawings and claims) is incorporated herein by reference. The present invention relates to the structures of the rear part of a motor vehicle body comprising side members and longitudinal members, and relates more particularly to the deformation of the longitudinal members during an impact.
[0004] [2] Indeed, the structure of the rear part of the body of a motor vehicle generally comprises several hollow metal beams such as side members, side members, stretchers, cross members, etc.
[0005] [3] There are generally two rear longitudinal beams that are configured to support a vehicle rear floor, these beams are commonly called side members and extend along the longitudinal axis of the vehicle. The respective rear ends of said side members are generally connected to the vehicle's rear bumper beam. In addition, the side members are generally made up of one or more profiles that may exhibit a certain fragility, particularly during a severe rear impact.
[0006] [4] Side members are of course present in thermal vehicles, in electric vehicles, notably BEV type for the English acronym "Battery Electric Vehicle", equipped with an electric motor, and in hybrid vehicles, notably PHEV type, for the English acronym "Plug-in Hybrid Electric", equipped with both a thermal motor and an electric motor.
[0007] [5] More particularly, [Fig. 1] illustrates a schematic, partial view from below, i.e. in an XY or horizontal plane, of an electric vehicle 1. The electric vehicle 1 comprises several elements arranged in the lower part of the vehicle, including, among others, a traction battery 3, a rear axle structure 5, an electric motor 7, and rear axle arms 9.
[0008] [6] [Fig. 2], for its part, illustrates a schematic, partial and bottom view, that is to say in an XY or horizontal plane, of a hybrid vehicle 1 '. The hybrid vehicle 1 ' also comprises several elements arranged in the lower part, including among others, a traction battery 3, a rear axle structure 5 arranged between a charger 13 and a fuel tank 11. More particularly, the rear axle structure 5 comprises two arms connected to each other by a cross member 17, for example deformable, arranged transversely (that is to say along the width of the vehicle), the cross member 17 being between the tank 11 and the charger 13. The rear part structure of the vehicle further comprises two longitudinal members 15, located partly under the arms of the rear axle.
[0009] [7] The side members 15 have an elongated shape and each of their ends is connected to structural elements of the vehicle, in particular one of their ends, for example rear, is connected to the beam of the rear bumper.
[0010] [8] Thus, in the case of an impact from the rear, it is necessary for the structure, and in particular the side members 15, of the vehicle to deform in a way that limits the risks of injury to the occupants, and material damage to the vehicle components that may present a danger. In the case of the hybrid vehicle 1', we can think in particular of the charger 13, which is a high-voltage electrical component, the tank 11 which contains an inflammable liquid, and the battery 3 (for the electric vehicles 1 and hybrid vehicles 1') which may present fire or chemical risks if the latter is damaged.
[0011] [9] However, in the case of electric vehicles 1 or hybrid vehicles 1 ', unlike thermal vehicles, the presence of a traction battery 3 makes the vehicle heavier and increases the amount of energy that must be absorbed during an impact. Furthermore, the presence of an electric motor 7 and / or a more robust rear axle (therefore heavier and / or bulkier) will reduce the distance over which the rear structure, and in particular the side members, can be compressed to absorb the energy of an impact coming from the rear.
[0012]
[0010] Figures 3 and 4, referenced respectively [Fig. 3] and [Fig. 4], are schematic and enlarged views, in an XZ (or vertical) plane, of a side member 15 of the prior art of a structure of the rear part of a hybrid vehicle body 1 ' (as illustrated in [Fig. 2]).
[0013] The side member 15 is therefore a hollow metal beam extending in a longitudinal direction of the vehicle 1', and which has a rear end 15a configured to be fixed or connected to a beam (not shown) of the rear bumper of the vehicle. The side member 15, in [Fig. 3], is in an initial or "normal operating" configuration.
[0014]
[0011] Then in [Fig. 4], it can be seen that in the event of a rear impact, in particular at high speed, generating a force Fc substantially oriented in the longitudinal direction of the spar 15, there is then the appearance of a folding zone 23 (or a fold) in the zone of the rear end 15a of the spar 15.
[0015]
[0012] This fold causes a “verticalization” (or deformation upwards, or towards the floor of the vehicle) of a part of the side member 15 and stops its compression in line.
[0016] This mechanical behavior has the effect of limiting the absorption efficiency of the side member 15 when the vehicle is subjected to a rear impact. Furthermore, the deformation of the side member can be so significant that it can prevent the rear doors of the vehicle from opening.
[0017]
[0013] Furthermore, it should be noted that for electric vehicles, due to the very high weight of the traction battery, the side members of the rear body structure generally have a reinforced structure and are therefore different from that of a hybrid (or thermal) vehicle.
[0018]
[0014] This therefore implies that the structures of the rear part of the body, and more particularly the side members, of an electric, hybrid and thermal vehicle will be different. This difference in structure is regrettable, because it does not allow costs to be reduced by sharing the use of identical parts between the different types of vehicles.
[0019]
[0015] The present invention thus proposes to remedy at least one of the aforementioned drawbacks by proposing a new type of structure for the rear part of a body for a motor vehicle, said structure comprising at least two side members, each of the side members having an elongated shape and comprising one end, called the first end, configured to be connected to a beam of the rear bumper of the vehicle, characterized in that said structure comprises at least two reinforcements, each of said reinforcements being fixed to one of said side members, said at least one reinforcement of each side member comprising two parts: - a first part, on the one hand, fixed to a first face of said side member and, on the other hand, configured to limit the vertical deformation of the side member during an impact;
[0020] - a second part, on the one hand, fixed on a second face of said spar and, on the other hand, configured to be connected to a rear axle suspension element (such as an anti-roll bar).
[0021]
[0016] The invention makes it possible in particular to propose an improved safety performance (for side members with identical external dimensions and iso-structure) while having side members and reinforcements which can be used both for a rear body part structure of electric, hybrid or thermal vehicles. This also has the advantage of improving the mechanical properties of the rear body part structure with respect to impacts coming from the rear, while optimizing the overall mass of the vehicles and / or reducing the manufacturing cost of the vehicles, whether these vehicles are thermal, electric or hybrid.
[0022]
[0017] Furthermore, the structure of the rear part of the body, and in particular the second part of the reinforcement fixed to the side member, also allows for better resistance to endurance, vibrations, as well as better acoustic performance.
[0023]
[0018] The rear part structure according to the invention thus contributes to the establishment of an identical platform during the production of an electric, hybrid or thermal vehicle despite the different safety constraints linked to the specific elements of each engine (weight distribution, size of the traction battery, charger, fuel tank, etc.).
[0024]
[0019] According to a possible characteristic, for each of said reinforcements, when the rear body part structure is in the mounted position in a vehicle, the first part of said reinforcement is fixed on a vertical face of the side member, while the second part of the reinforcement is fixed on a horizontal face of the side member.
[0025]
[0020] According to another possible characteristic, each of said reinforcements is fixed on the first third in length of the spar which comprises said first end.
[0026]
[0021] According to another possible characteristic, each of the longitudinal members comprises, at its first end, an angle return element, each of said reinforcements being fixed as close as possible to said angle return element, for example at a distance of less than 30 cm from said angle return element, preferably less than 15 cm, and even more preferably less than 5 cm.
[0027]
[0022] An angle transmission element may be a structure intrinsic to the side member or be an additional part fixed to the side member to ensure that the force generated by a rear impact is applied, at most, along the longitudinal axis of the side member (which is itself oriented along the longitudinal axis of the vehicle), this in order to promote the longitudinal compression of said side member during an impact (and therefore the absorption and dissipation of the energy of the impact).
[0028]
[0023] The term “the reinforcement is fixed as close as possible” means that the reinforcement is arranged just after and / or sufficiently close to the angle transmission element to limit the size of a weak zone, and therefore the appearance of a fold which would cause the longitudinal member to become vertical in the event of a rear impact.
[0029]
[0024] According to another possible characteristic, each of said reinforcements comprises a single-piece main body.
[0030] The fact that the reinforcements comprise a single-piece or unitary body reduces the production costs of the reinforcement, facilitates its manufacture, as well as its attachment to a spar. Said main body of the reinforcement advantageously comprises a first and a second wall, the first part of the reinforcement comprising the first wall and the second part of the reinforcement comprising the second wall.
[0031]
[0025] According to another possible characteristic, each of said reinforcements has a substantially L-shaped cross-section.
[0032] The general L-shape of said reinforcements allows for quick and simple attachment of said reinforcements to the side members. It should be noted that it is the main body (and its walls) of each of said reinforcements which has a substantially L-shaped cross-section. Furthermore, the first part corresponds to the vertical bar of the L, while the second part corresponds to the horizontal bar of the L.
[0033]
[0026] According to another possible characteristic, each of said reinforcements is at least partly made of metal sheet.
[0034] It is the main body of the reinforcement which is advantageously made of sheet metal, for example by folding or stamping, in order to guarantee good mechanical properties and limit the manufacturing costs of said reinforcements.
[0027] According to another characteristic, the first part and the second part, in particular the first wall and the second wall, form substantially a right angle (or an angle of 90°) with each other.
[0035]
[0028] According to a possible characteristic, each of said reinforcements is fixed to one of said longitudinal members by welding.
[0036] Welding the reinforcement to the spar is a quick and economical method, while still providing good mechanical strength for the assembly.
[0037]
[0029] According to another possible characteristic, each of said reinforcements comprises a junction between the first part and the second part, said junction having a rounded shape.
[0038] The rounded junction between the first and second part of a reinforcement provides inertia to the reinforcement, that is to say that it will make it more difficult to deform mechanically during an impact or during mechanical stress.
[0039] It is in particular the junction of the two parts of the L (in cross section) which has a rounded shape.
[0040]
[0030] According to another possible characteristic, each of said reinforcements comprises a junction between the first part and the second part, said junction between the first part and the second part being substantially orthogonal.
[0041] The orthogonal (or perpendicular) junction, i.e. presenting approximately an angle of 90°, between the first and second parts of a reinforcement provides mechanical inertia, i.e. it makes it more difficult to deform mechanically during impacts.
[0042]
[0031] According to another possible characteristic, for each of said reinforcements, the second part comprises a connecting element configured to be fixed to a vehicle rear axle suspension element. This mechanical connection between the reinforcement and a vehicle rear axle suspension element improves the vibration and acoustic resistance of the vehicle rear axle.
[0043]
[0032] According to another possible characteristic, said connecting element is configured to be fixed to an anti-roll bar, said connecting element comprising a ring configured to grip a vehicle anti-roll bar, as well as a fixing member configured to fix said ring to the first part of said reinforcement.
[0033] According to another possible characteristic, said connecting element comprises an elastic block which is arranged outside the side member and which is configured to be in contact with at least one part of the vehicle rear axle.
[0044] The fact that part of the vehicle's rear axle comes into contact with or rests on the elastic block improves the acoustic behavior of said axle, as well as its resistance to vibrations.
[0045]
[0034] According to another possible characteristic, said connecting element comprises a spacer fixed, for example by welding, to the first part of the reinforcement, said spacer being configured to secure the connecting element to the first part, while at least one part of the connecting element (in particular the fixing member) extends through an opening provided in the second part of the reinforcement.
[0046] It will be noted that at least a portion of said connecting element also advantageously extends through an opening provided in the spar to which the reinforcement is fixed, for example through an opening provided in a peripheral wall of said spar (horizontal peripheral wall in the mounted position).
[0047]
[0035] According to another possible characteristic, said spacer is arranged inside the spar.
[0048] The term "inside the spar" means that the spacer is arranged in a volume at least partially delimited by the walls (and for example the internal faces of said walls), in particular peripheral walls, of said spar.
[0049]
[0036] According to another possible characteristic, the fixing member comprises the spacer, as well as a fixing means (for example a thread and a screw), arranged on the spacer or linked at least partially to it, which allows the said ring to be secured to at least one part of the main body of the reinforcement (in particular the first part, for example at the level of the first wall).
[0050]
[0037] According to another possible characteristic, the elastic block is arranged between the ring and the second wall of the second part.
[0051]
[0038] According to another possible characteristic, the thickness of each of said reinforcements has a thickness greater than the thickness of the spar to which the reinforcement is fixed, and / or the material constituting the reinforcement has a mechanical resistance greater than the material constituting the spar to which the reinforcement is fixed.
[0052] The metal sheet which forms the main body of the reinforcement has, for example, a thickness of between 1.8 mm and 2.6 mm, and preferably greater than 2 mm, the main body of the reinforcement being advantageously made of FP60 steel. While the metal spar is advantageously made of DP780 steel and has, for example, a thickness of between 1.5 and 1.9 mm.
[0053]
[0039] According to another possible characteristic, each of said side members has two opposite longitudinal ends, each of said ends being configured to be fixed to separate structural elements of the vehicle. The first end is configured to be fixed to the rear bumper beam, while the second end is configured to be fixed to a structural element of the vehicle, for example to the underbody.
[0054] It should also be noted that the side members serve, for example, as a framework for the rear part of the vehicle, and are fixed to the rear panel (i.e. a sheet metal between the ends of the side members), to the trunk floor, to the wheel arch and in particular to a cross member between the seat floor and the trunk floor.
[0055]
[0040] According to another possible characteristic, each of the side members comprises an anti-roll bar bearing which is, on the one hand, configured to house an anti-roll bar, and on the other hand, fixed at two fixing points to one of said side members. The anti-roll bar bearing forms a connecting element configured to be fixed to a vehicle rear axle suspension element, the suspension element being an anti-roll bar.
[0056]
[0041] Having an anti-roll bearing fixed at two separate points on each of said side members makes it possible to reinforce the mechanical strength of the area of the side member between the two fixing points of said anti-roll bar bearing. In addition, during an impact, the forces are no longer supported by the side member alone, but also by the anti-roll bar bearing, in particular the part of the bearing located between the two fixing points.
[0057]
[0042] It will also be noted that the rear part structure according to the invention can be applied to any type of vehicle, thermal, hybrid or electric, thus contributing to the establishment of an identical platform during the production of an electric, hybrid or thermal vehicle despite the different safety constraints linked to the specific elements of each engine (weight distribution, size of the traction battery, charger, fuel tank, etc.).
[0058]
[0043] According to another possible characteristic, one of said fixing points of the anti-roll bar bearing on the side member is located on the reinforcement of the side member.
[0059] This mechanical connection between the reinforcement and a rear suspension element of the vehicle, such as an anti-roll bar, improves the vibration and acoustic resistance of the rear axle of the vehicle.
[0060]
[0044] According to another possible characteristic, one of said fixing points of the anti-roll bar bearing on the side member is located on the angle return element of the side member. The second fixing and connection point between the anti-roll bar bearing is advantageously located on the angle return element of the side member, because it improves the mechanical strength of the side member during an impact, and in particular at the level of a weak zone located between the reinforcement and said angle return element of the side member.
[0061]
[0045] According to another possible characteristic, the angle return element of each of the side members is located at its first end.
[0062]
[0046] According to another possible characteristic, said anti-roll bar bearing comprises a ring configured to grip (at least partially) a vehicle anti-roll bar.
[0063]
[0047] According to another possible characteristic, said anti-roll bar bearing comprises a main body comprising a fixing member, called the first fixing member, configured to fix said anti-roll bar bearing to said side member, for example to the first part of said reinforcement.
[0064]
[0048] According to another possible characteristic, said ring comprises a fixing member, called a second fixing member, allowing the fixing of said anti-roll bar bearing to the side member, in particular to the angle return element of said side member.
[0065]
[0049] According to other possible characteristics:
[0050] - said anti-roll bar bearing comprises an elastic block arranged between said anti-roll bar bearing and the side member, in particular between the first fixing member and the reinforcement of the side member;
[0066]
[0051] - said fixing points of said anti-roll bar bearing are located on either side of said anti-roll bar (and advantageously aligned along the longitudinal axis of the vehicle), in order to take advantage of the mechanical properties of said bar during an impact.
[0067]
[0052] The invention also relates to a motor vehicle, for example thermal, electric or hybrid, comprising a rear body part structure comprising all or part of the characteristics set out above.
[0068]
[0053] According to another possible characteristic, said vehicle comprises at least one rear axle, in particular a rear running gear and / or a rear axle suspension element.
[0069]
[0054] The invention will be better understood, and other aims, details, characteristics and advantages thereof will appear more clearly during the following description of a particular embodiment of the invention, given solely for illustrative and non-limiting purposes, with reference to the appended drawings, in which:
[0070] - [Fig.1] illustrates a partial schematic view from below of an electric motor vehicle;
[0071] - [Fig. 2] illustrates a schematic view from below of a hybrid electric motor vehicle;
[0072] - [Fig. 3] is a schematic, enlarged, and partial view of a side member of the vehicle of [Fig. 2];
[0073] - [Fig. 4] is a view of the side member of [Fig. 3] during a rear impact;
[0074] - [Fig. 5] illustrates a schematic, side, and partial view of a side member of a rear body part structure according to the invention;
[0075] - [Fig. 6] is an enlarged schematic perspective view of the spar of [Fig. 5];
[0076] - [Fig. 7] is a schematic, enlarged and perspective view of a reinforcement of the spar of [Fig. 5] and [Fig. 6];
[0077] - [Fig. 8] is a schematic, perspective view from below, enlarged and partial of a rear body part structure according to the invention. - [Fig. 9] illustrates a schematic, side, and partial view of a rear body structure according to the invention;
[0078] - [Fig. 10] is an enlarged schematic view, from below and in perspective, of the structure of [Fig. 9];
[0079]
[0055] In the following description, the term "comprise" is synonymous with "include" and is not limiting in that it allows the presence of other elements in the vehicle, or the structure to which it relates. It is understood that the term "comprise" includes the terms "consist of". Similarly, the terms "lower", "upper", "front", "rear", "longitudinal" and "transverse" will be understood in relation to the general orientation of the motor vehicle, whether it is hybrid or electric.
[0080]
[0056] The term "lower" will designate a greater proximity to the ground than "upper" along the vertical axis. Furthermore, it will be noted that in the different figures, the same references designate identical or similar elements.
[0081]
[0057] In addition, an orthogonal reference frame XYZ is defined with respect to the vehicle, namely:
[0082] - an X axis, defining a longitudinal and horizontal direction of the vehicle,
[0083] - a Y axis, defining a transverse and horizontal direction, which with the X axis defines a horizontal XY plane,
[0084] - a Z axis, defining a vertical direction, orthogonal to the horizontal XY plane, the Z axis with the X axis defining a vertical XZ plane.
[0085]
[0058] In the present application, it will be noted that "substantially parallel" means a direction deviating by at most 20°, or even by at most 10° or by at most 5° from a parallel direction. It will also be noted that "substantially orthogonal" means a direction deviating by at most 20°, or even by at most 10° or by at most 5° from an angle of a value of 90°.
[0086]
[0059] [Fig. 5] thus illustrates a schematic side view, more particularly in an XZ plane or vertical plane, of a side member 30, of a reinforcement 40 of a rear body part structure (not shown) according to the invention intended to equip an electric or hybrid vehicle.
[0087] Thus, said rear body part structure according to the invention generally comprises at least two side members 30 connected to each other by means of at least one cross member (not shown).
[0088]
[0060] Each of the side members 30 has an elongated shape and two opposite longitudinal ends, one of the ends 30a, called the first end, being configured to be connected to a beam of the rear bumper of the vehicle (not shown), while the other end (not visible), called the second end, is configured to be fixed to another structural element of the vehicle, such as the underbody or a side member.
[0089]
[0061] It will be noted that each of the side members 30 can be fixed to other structural elements of the vehicle, as long as these are distinct and contribute to the mechanical strength of said rear body part structure during a rear impact.
[0090]
[0062] In the mounted position in a hybrid or electric vehicle, or even a thermal vehicle, the side members 30 of the rear body part structure extend substantially along the longitudinal axis of the vehicle (or X axis). The cross member(s), which connect said at least two side members 30 to each other, extend transversely to said side members 30 (or in a direction substantially orthogonal to the longitudinal axis of the vehicle or of the side members).
[0091]
[0063] The side members 30 are generally hollow metal beams and comprise, near their respective first ends 30a, an angle return element 32 (or side member extension elements).
[0092]
[0064] Said angle return element 32 (or extension elements of the spar) is generally an intrinsic structure or an additional part fixed, for example by welding, to the spar 30 to ensure that the force generated by a rear impact is applied as best as possible along the longitudinal axis of the spar 30, that is to say that the force of the impact is applied substantially parallel to the longitudinal axis of the spar 30 (and thus maximize the energy absorbed by the longitudinal compression of the spar during an impact).
[0093]
[0065] Each of said reinforcements 40 is fixed, for example by welding, to the spar 30. The reinforcement 40 is fixed at the first end 30a of the spar 30, and advantageously fixed as close as possible to said angle return element 32 of the spar 30.
[0066] The fact that the reinforcement 40 is “fixed at the first end” means that the reinforcement 40 is fixed to the first third of the spar 30 (i.e. at most at a distance of one third of the total length of the spar from its first end 30a).
[0094] Furthermore, by "as close as possible" is meant the fact that the reinforcement 40 is arranged just after and / or sufficiently close to the angle return element 32 to limit the appearance of a fold which would cause the "verticalization" of the spar 30 in the event of a rear impact (while limiting the size of a weak zone). Advantageously, said reinforcement 40 is arranged at a distance of less than 30 cm from the angle return element 32 of the spar 30, preferably at a distance of less than 15 cm, and even more preferably at a distance of less than 5 cm.
[0095]
[0067] In addition, each of said longitudinal members 30 advantageously comprises at least one lining (not shown), arranged inside the longitudinal member 30, on which the reinforcement 40 is fixed. Said lining is generally a metal profile which extends at least partially (and longitudinally) in the longitudinal member 30 and which is fixed on internal faces of the walls of the longitudinal member 30. Said lining thus provides better mechanical inertia to the longitudinal member 30 while limiting the quantity of material to be used.
[0096]
[0068] Each of said reinforcements 40 is therefore fixed, for example by welding, at least partially to the lining of the spar 30, as well as to (peripheral) walls, for example vertical and horizontal, of the spar 30. It is advantageous for the lengths and / or welding zones (therefore the solid connection) between the reinforcement 40 and the different elements of the spar 30 to be at least 10 mm, and preferably at least 20 mm, in order to avoid any break in inertia detrimental to the “anti-verticalization” role of said reinforcements 40.
[0097]
[0069] Furthermore, each of said reinforcements 40 is fixed to the peripheral walls of the longitudinal member 30, in particular as illustrated in [Fig. 5], [Fig. 6] or [Fig. 9], on the external (or external) faces of said peripheral walls (for example vertical and horizontal). Thus, the reinforcement 40 is therefore arranged at least partially outside the longitudinal member 30, this arrangement facilitating its positioning and fixing during the manufacture of a rear part structure of a body for a motor vehicle.
[0070] [Fig. 6], [Fig. 8] and [Fig. 10] are, for their part, enlarged, partial and perspective views of the longitudinal member 30 of [Fig. 5] on which the reinforcement 40 is fixed.
[0098]
[0071] Said reinforcement 40 of each of the longitudinal members 30 thus comprises two parts 42 and 44:
[0099] - a first part 42, on the one hand, located on a first face 30b of said spar 30 and, on the other hand, configured to limit the vertical deformation of the spar 30 during an impact;
[0100] - a second part 44, on the one hand, arranged on a second face 30c of said longitudinal member 30 and, on the other hand, configured to be connected to a rear axle suspension element of a motor vehicle, such as an anti-roll bar 61 illustrated in [Fig. 9] and [Fig. 10].
[0101]
[0072] The longitudinal members 30 generally have four faces which can be defined, when the longitudinal member 30 is in the mounted position, as two vertical faces, called respectively the outer face and the inner face, and two horizontal faces, called respectively the upper face and the lower face.
[0102]
[0073] Thus, when the side member 30 is in the mounted position, the first face 30b is advantageously a vertical face, that is to say substantially included in a plane XZ, advantageously oriented towards the outside of the vehicle (or is an external face, as opposed to the face arranged towards the inside of the vehicle).
[0103]
[0074] Furthermore, still when the side member 30 is in the mounted position, the second face 30c is a horizontal face, that is to say substantially included in an XY plane, and is advantageously a lower face, that is to say located as close as possible to the ground (as opposed to an upper face, located above and which is for example intended to support the floor of the vehicle).
[0104]
[0075] The anti-roll bar 61, also referred to as a stabilizer bar or anti-roll bar, is a bar which is generally located under the chassis and which connects the two suspensions of each axle of the vehicle.
[0105]
[0076] The anti-roll bar prevents the mass of the vehicle from transferring from left to right, restricting the car's inclinations when cornering, and therefore limits the chances of a vehicle overturning. The anti-roll bar is, for example, a solid tube made of forged steel, having a high coefficient of elasticity. Furthermore, the anti-roll bar is generally connected to at least one suspension arm on each opposite lateral side of the vehicle and has an arched or straight shape.
[0106]
[0077] [Fig. 7] is thus a schematic and enlarged view of the reinforcement 40 of [Fig. 6], in which it can be seen that the reinforcement 40 comprises a main body 41, advantageously in one piece or in a unit.
[0107]
[0078] The main body 41 is made of sheet metal, for example steel, such as FP60 steel. Said reinforcement 40 is therefore at least partially made of sheet metal, for example by folding or stamping.
[0108]
[0079] It will also be noted that the thickness of each of said reinforcements 40 has, for example, a thickness greater than the thickness of the spar 30 to which the reinforcement 40 is fixed, and / or the constituent material, such as steel, of the reinforcement 40 has a mechanical strength greater than the constituent material, such as steel, of the spar 30 to which the reinforcement 40 is fixed. A person skilled in the art will choose the thickness of the reinforcements 40 according to the stiffening requirements.
[0109]
[0080] The metal sheet which forms the main body 41 of the reinforcement 40 has, for example, a thickness of between 1.8 mm and 2.6 mm, and preferably greater than 2 mm. While the metal spar 30, advantageously made of DP780 steel, has a thickness of, for example, between 1.5 and 1.9 mm.
[0110]
[0081] In addition, said main body 41 of the reinforcement 40 comprises a first wall 42a and a second wall 44a, the first part 42 comprising the first wall 42a and the second part 44 comprising the second wall 44a.
[0111]
[0082] Furthermore, said reinforcement 40, and for example the main body 41, has a substantially L-shaped cross-section. Thus, the first wall 42a of the reinforcement 40 corresponds to the vertical bar of the L, while the second wall 44a of the reinforcement 40 corresponds to the horizontal bar of the L.
[0112]
[0083] The reinforcement 40 also comprises a junction 46 of the first and second parts 42 and 44, in particular of their respective walls 42a and 44a (or junction at the level of the bars of the L), said junction 46 advantageously having a rounded shape. In addition, the first part 42 and the second part 44, in particular respectively the first wall 42a and the second wall 44a, are substantially orthogonal (or having an angle of 90°) with each other. The first and second walls 42a and 44a are therefore located outside the spar 30.
[0113]
[0084] [Fig. 8] illustrates a spar 30 on which a reinforcement 40 is fixed and the second part 44 of which is intended to be connected to a rear axle suspension element, for example an anti-roll bar 61 as illustrated in [Fig. 10].
[0114]
[0085] The second part 44 thus comprises a connecting element 52 configured to be fixed to a rear axle suspension element, such as for example the anti-roll bar 61 of the vehicle (electric, hybrid or even thermal). The connecting element is for example an anti-roll bar bearing 52.
[0115] Said connecting element 52 comprises a ring 52a configured to grip the anti-roll bar 61, as well as a fixing member 54 configured to connect said ring 52a to the spar 30 while being configured to be connected to the first part 42 of said reinforcement 40.
[0116]
[0086] As can be seen in [Fig. 7] and [Fig. 8], said connecting element 52, and in particular the connecting member 54, comprises a spacer 50 fixed, for example by welding, to the first part 42, in particular at the level of the first wall 42a, on which a fixing means (not shown), such as a screw, a bolt, etc. can cooperate with a complementary thread to fix the ring 52a to the spacer 50.
[0117]
[0087] It will be noted that the spacer 50 can be fixed directly to the first part 42, for example on the internal face of the first wall 42a (in the case of direct fixing, an opening is provided in the peripheral wall of the longitudinal member 30 so that the spacer 50 can be positioned inside said longitudinal member 30 when fixing the reinforcement 40 to the longitudinal member 30).
[0118]
[0088] However, the spacer 50 may also be indirectly fixed to said first part 42 of the reinforcement 40, in particular by means of a peripheral wall of the spar 30, which peripheral wall is itself fixed to the first part 42 of said reinforcement 40. Thus, in the case of indirect fixing, the spacer 50 is therefore fixed to the internal face of a peripheral wall (for example vertical) of the spar 30, while the first part 42 (for example the first wall 42a) of the reinforcement 40 is fixed to the external face of a peripheral wall (for example vertical) of the spar 30.
[0089] In addition, at least a part of the connecting element 52, for example the fixing member 54, extends through an opening provided in the second part 44 of the reinforcement, for example through a through hole provided in the second wall 44a (the second wall 44a which is also substantially parallel to the horizontal peripheral wall of said spar 30).
[0119]
[0090] In addition, at least a portion of said connecting element 52, for example the fixing member 54, also extends through an opening provided in the longitudinal member 30 on which the reinforcement 40 is fixed. The opening provided in the longitudinal member 30 is for example located in a peripheral wall of said longitudinal member 30 (such as a horizontal wall, in the mounted position).
[0120]
[0091] The fixing member 54 of the connecting element 52 therefore extends, in the mounted position, vertically (i.e. along the Z axis), from the inside of the spar 30 towards the outside of said spar 30, and extends inter alia through openings provided respectively in the spar 30 and the reinforcement 40 (said openings therefore being opposite one another).
[0121]
[0092] Said spacer 50 of each of said reinforcements 40 is therefore arranged or located inside one of said longitudinal members 30. “Inside the longitudinal member” means that the spacer 50 is arranged in a volume at least partially delimited by the walls (and for example their internal faces), in particular peripheral walls, of the longitudinal member 30.
[0122]
[0093] It may also be considered that the spacer 50 of each of said reinforcements 40 is arranged or located inside the reinforcement 40, the interior of the reinforcement 40 being the volume delimited by the faces of said walls 42a and 44a oriented towards the interior of the vehicle 1 or of the side member 30.
[0123]
[0094] Furthermore, the second part 44 advantageously comprises an elastic block 52b (or “silent block” in English) which is arranged outside the spar 30, and therefore the reinforcement 40.
[0124]
[0095] The elastic block 52b is arranged between the ring 52a and the second wall 44a. The elastic block 52b, for example of cylindrical shape, is thus in abutment against the ring 52a and the second wall 44a, in particular by means of two of the opposite faces of said block 52b.
[0096] In a variant, the elastic block 52b is for example configured to be in contact with at least a portion of the rear axle 60 of the vehicle. It will also be noted that one of the ends of the ring 52a can be configured to be fixed to a structural element of the vehicle, such as the side member 30 (in particular to the angle transmission element 32).
[0125]
[0097] In a variant embodiment of the invention not shown, the first part 42 and the second part 44 of the reinforcement 40 are two elements distinct from one another. This variant embodiment allows in particular more flexibility in the fixing of the reinforcement 40 on the side member 30 and to adapt more easily the dimensions, the thickness and / or the material of the reinforcements 40 according to constraints specific to the vehicle.
[0126]
[0098] In another variant embodiment of the invention, not shown, each of the first and second parts 42 and 44 of said reinforcements 40 are located inside the spar 30, the reinforcement 40 being fixed (in particular by means of the first and second walls 42a and 44a) at the level of the internal faces of the walls (for example peripheral) of the spar 30.
[0127]
[0099] [Fig. 9] illustrates a schematic, partial, side view, more particularly in an XZ plane or vertical plane, of the rear part structure with the presence of an anti-roll bar 61.
[0128]
[0100] Said rear part structure comprises the side member 30, the reinforcement 40, as well as an anti-roll bar bearing 52 which is, on the one hand, configured to house an anti-roll bar 61, and on the other hand, fixed at two fixing points to the side member 30. The anti-roll bar bearing 52 forms the connecting element 52. The anti-roll bar 61 is a rear suspension element of the vehicle.
[0129]
[0101] In the embodiment presented in [Fig. 9] and [Fig. 10], the anti-roll bar bearing 52 is configured to be fixed at two fixing points, distinct and at a distance from each other, on the side member 30. For example, the fixing points of the bearing 52 on the side member 30 are respectively located on the reinforcement 40 and on the angle transmission element 32 of the side member 30. In a variant, said fixing points of said anti-roll bar bearing 52 are located on either side of said anti-roll bar 61 (the position of the fixing points is for example chosen so that the straight line passing through these two fixing points is for example substantially parallel to the longitudinal axis of the vehicle or substantially orthogonal to the anti-roll bar).
[0130]
[0102] Said anti-roll bar bearing 52 comprises the ring 52a configured to enclose (at least partially) the vehicle anti-roll bar 61. Said ring 52a is for example located between the fixing points of the bearing 52 on the side member 30 so that the fixing points of said anti-roll bar bearing 52 are located on either side of said anti-roll bar 61.
[0131]
[0103] The anti-roll bar bearing 52 further comprises a first fixing member 54 and a second fixing member 55 (partially shown in [Fig. 9] and [Fig. 10]) configured to allow the fixing of said bearing 52 at certain points on the spar 30. The first fixing member 54 and second fixing member 54 are for example any means allowing the bearing 52 to be connected and / or fixed to the spar 30, for example by welding, by gluing, by complementary mechanical means, such as screws, bolts, etc., cooperating with a complementary thread... The second fixing member 55 is arranged (or located) for example on the ring 52a.
[0132]
[0104] The first fixing member 54 is thus configured to fix said anti-roll bar bearing to said spar 30, for example to the first part 44a of said reinforcement 40, while the second fixing member 55 is configured to allow the fixing of said anti-roll bar bearing 52 to the spar 30, in particular to the angle return element 32 of said spar 30.
[0133]
[0105] In an alternative embodiment, the first fixing member 54 extends through an opening provided in the second part 44 of the reinforcement, for example through a through hole provided in the second wall 44a and also extends through an opening provided in the longitudinal member 30 on which the reinforcement 40 is fixed, as illustrated in [Fig. 7], so as to be fixed on the spacer 50.
[0134]
[0106] Said anti-roll bar bearing 52 further comprises an elastic block 52b disposed between said anti-roll bar bearing 52 and the side member 30, in particular between the first fixing member 54 and the reinforcement 40 of the side member 30.
[0135]
[0107] The elastic block 52b is advantageously arranged between the ring 52a and the second wall 44a. The elastic block 52b, for example of cylindrical shape, is thus in abutment against the ring 52a and the second wall 44a, in particular respectively by means of two of the opposite faces of said block 52b. As a variant, the elastic block 52b is configured to be in contact with at least one part of the vehicle's rear axle, such as an anti-roll bar 61.
[0108] In an alternative embodiment, the anti-roll bar bearing 52 comprises a single-piece (or unitary) main part. The first and second fixing members 54 and 55, and / or the ring 52a are for example arranged or shaped in said main part of said bearing 52. In another variant, the main part comprises interfaces cooperating with the first and second fixing members 54 and 55 so as to fix the anti-roll bar bearing to the side member 30, at two separate points.
Claims
Demands
1. Rear body structure for an electric or hybrid motor vehicle, said structure comprising at least two side members (30), each of the side members (30) having an elongated shape and having an end (30a) configured to be connected to a beam of the rear bumper of the vehicle, characterized in that said structure comprises at least two reinforcements (40), each of said reinforcements (40) being fixed to one of said side members (30), said at least one reinforcement (40) of each side member (30) comprising two parts (42 and 44): - a first part (42), on the one hand, fixed on a first face (30b) of said longeron (30) and, on the other hand, configured to limit the vertical deformation of the longeron (30) during an impact; - a second part (44), on the one hand, fixed on a second face (30c) of said longitudinal member (30) and, on the other hand, configured to be connected to a rear axle suspension element.
2. Structure according to the preceding claim, characterized in that for each of said reinforcements (40), when the rear body structure is in the mounted position in a vehicle, the first part (42) of said reinforcement (40) is fixed on a vertical face of the side member (30), while the second part (44) of the reinforcement (40) is fixed on a horizontal face of the side member (30).
3. Structure according to any one of the preceding claims, characterized in that each of said reinforcements (40) comprises a monobloc main body (41) and / or in that each of said reinforcements (40) has a substantially L-shaped cross-section.
4. Structure according to any one of the preceding claims, characterized in that, for each of said reinforcements (40), the second part (44) includes a linking element (52) configured to be attached to a rear axle suspension element of a vehicle.
5. Structure according to the preceding claim, characterized in that the connecting element (52) comprises a spacer (50) fixed to the first part (42) of the reinforcement, said spacer (50) being configured to secure the connecting element (52) to the first part (42) of the reinforcement, while at least a part of the connecting element (52) extends through an opening provided in the second part (44) of the reinforcement.
6. Structure according to the preceding claim, characterized in that said spacer (50) is disposed inside the stringer (30).
7. Structure according to any one of claims 4 to 6, characterized in that said connecting element (52) is configured to be fixed to an anti-roll bar, said connecting element (52) comprising a ring (52a) configured to enclose an anti-roll bar (61) of a vehicle, and a fastening member (54) configured to fix said ring (52a) to the first part (42) of said reinforcement (40).
8. Structure according to any one of claims 4 to 7, characterized in that said connecting element (52) comprises an elastic block (52b) which is disposed outside the side member (30) and which is configured to be in contact with at least a part of the rear axle (61) of the vehicle.
9. Structure according to any one of claims 1 to 9, characterized in that each of the side members (30) comprises an anti-roll bar bearing (52) forming a connecting element configured to be fixed to a rear axle suspension element of a vehicle, the suspension element being an anti-roll bar (61), the anti-roll bearing (52) being, on the one hand, configured to house said anti-roll bar (61), and on the other hand, fixed at two fixing points to one of said side members (30).
10. Structure according to the preceding claim, characterized in that one of said fixing points of the anti-roll bar bearing (52) on the long member (30) is located on the reinforcement (40) of the long member (30).
11. Structure according to any one of claims 10 to 11, characterized in that each of the side members (30) comprises an angle return element (32), one of said attachment points of the anti-roll bar bearing (52) on the side member (30) being located on the angle return element (32) of the side member (30).
12. Structure according to any one of claims 10 to 12, characterized in that said anti-roll bar bearing (52) comprises a ring (52a) configured to at least partially enclose a vehicle anti-roll bar (61).
13. Structure according to the preceding claim, characterized in that said anti-roll bar bearing (52) comprises a main body including a fastening member (54), referred to as the first fastening member (54), configured to fix said anti-roll bar bearing to said stringer (30), preferably to the first part (42) of said reinforcement (40).
14. Structure according to the preceding claim, characterized in that said ring (52a) comprises a fixing member (55), referred to as second fixing member (55), allowing the fixing of said anti-roll bar bearing to the longitudinal member (30), preferably to the angle drive element (32).
15. Motor vehicle, characterized in that it comprises a rear body section structure according to any one of the preceding claims.