Reinforcing part for a motor vehicle underbody
Patent Information
- Application Number
- EP2023834259
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2023-01-05
- Filing Date
- 2023-12-04
- Publication Date
- 2025-11-12
AI Technical Summary
Motor vehicles with a base structure featuring a lower floor and upper floors are prone to damage and destabilization during impacts due to the tilting of passengers and protruding upper floors, which can cause sagging of the lower floor and punching of the tunnel, leading to potential integrity issues. Increasing the thickness of walls is not effective as it increases weight and energy consumption.
A reinforcing part with a generally L-shaped cross-section is installed in empty zones between the longitudinal and upper floors, fixedly secured to the longitudinal walls and upper floor, enhancing transverse stiffness to prevent sagging and destabilization, and includes a concave space for improved force absorption.
The reinforcing part effectively limits or prevents tilting and sagging of the lateral areas, protecting the central longitudinal zone and preventing damage to batteries, while maintaining vehicle integrity and reducing weight-related energy consumption.
Smart Images
Figure 1.1
Abstract
Description
DESCRIPTION TITLE: REINFORCEMENT PIECE FOR A MOTOR VEHICLE UNDERBODY Technical field of the invention
[0001] The present invention claims priority from French application 2300117 filed on January 5, 2023, the content of which (text, drawings and claims) is incorporated herein by reference. The invention relates to motor vehicles, and more specifically to the underbodies of such vehicles. State of the art
[0002] Some vehicles, generally of the automobile type, comprise a base comprising a lower floor and two upper floors. In this case, the lower floor may comprise on its upper face longitudinal walls and an upper wall which together define an open tunnel in a central longitudinal zone, and two projecting lateral zones, placed to the right and left of the tunnel and separated from the latter by empty zones, and the upper floors are installed respectively on the lateral zones of the lower floor. These lateral zones and the associated upper floors are arranged so as to support front, right and left seats. Furthermore, these projecting lateral zones are generally defined in order to allow the housing under the lower floor of at least one rechargeable battery.
[0003] In the presence of this type of underbody, when the vehicle is subjected to a front impact, the inertia of the passengers seated on these front seats causes their bodies to tilt forward, which may cause, via these front seats, a collapse of the front parts of the side areas of the lower floor which are located below, which may cause damage to the passengers and to any battery installed under the lower floor. Furthermore, when the vehicle suffers an impact on one of its longitudinal sides at the level of a lateral zone of the upper floor, the fact that the latter is protruding (and therefore that the upper floor is raised) allows the neighboring side member to exert pressure on it, which pushes it against the longitudinal wall of the tunnel and therefore can induce punching and / or destabilization of this tunnel, which is potentially dangerous for the integrity of the vehicle. It should be noted that the situation is aggravated when the upper floor includes seat cross members because they contribute to the punching and / or destabilization of the tunnel.
[0004] While it would be possible to significantly increase the thickness of the longitudinal and upper walls defining the tunnel, this would not prevent the front sections of the lateral areas of the lower floor from sagging. Furthermore, this would lead to an increase in the vehicle's weight, and therefore increases in its energy consumption during travel and its price.
[0005] It would also be possible to significantly increase the thickness of the lateral areas of the lower floor to prevent them from collapsing, but this would not prevent punching and / or destabilization of the tunnel. In addition, this would lead to an increase in the weight of the vehicle, and therefore increases in its energy consumption during travel and its price.
[0006] The invention therefore aims in particular to improve the situation. Presentation of the invention
[0007] For this purpose, it offers in particular a reinforcement part intended to equip a motor vehicle comprising a base comprising:
[0008] - a lower floor comprising longitudinal walls on an upper face and an upper wall defining a tunnel in a central longitudinal zone, and two projecting lateral zones, placed to the right and left of the tunnel, separated from the latter by empty areas, and suitable for supporting front seats, and
[0009] - at least one upper floor installed on one of the side areas.
[0010] This reinforcement piece is characterized by the fact that it has a generally L-shaped cross-section and is suitable for being installed in one of the empty zones by having a first wall fixedly secured to one of the longitudinal walls and a second wall fixedly secured to a lower face of the upper floor, to reinforce a local transverse stiffness of the underbody and to oppose a collapse of a part of the lateral zone located next to this empty zone in the event of an impact suffered by the vehicle.
[0011] Thanks to the invention, in the event of an impact suffered by the vehicle on a longitudinal side, the central longitudinal zone of its underbody is protected, thus preserving its integrity, and in the event of an impact suffered by the front of the vehicle, the forward tilting of the front seat is greatly limited, or even completely prevented, which makes it possible to prevent the lateral zone from collapsing and therefore damage to any battery installed under the latter.
[0012] The reinforcement part according to the invention may include other characteristics which may be taken separately or in combination, and in particular:
[0013] - its second wall may include a stamped area defining a concave space;
[0014] - in the presence of the first option, in a first embodiment the concave space can extend longitudinally, parallel to the central longitudinal zone;
[0015] - in the presence of the last sub-option, the second wall may comprise a longitudinal edge which is suitable for being fixedly secured by welding to the lower face of the upper floor;
[0016] - in the presence of the first option, in a second embodiment the concave space can have the shape of a rectangular bowl, being delimited on three closed sides respectively by three sub-parts of the second wall and on a partially open side, intended to be oriented towards the tunnel, by a downward extension of the first wall;
[0017] - in the presence of the last sub-option, the three sub-parts may have an upper end folded so as to define an edge suitable for being fixedly secured by welding to the lower face of the upper floor;
[0018] - it can be made of steel;
[0019] - in the presence of the last option, it can have a thickness between 1 mm and 2 mm.
[0020] The invention also proposes a motor vehicle comprising a base comprising, on the one hand, a lower floor comprising longitudinal walls on an upper face and an upper wall defining a tunnel in a central longitudinal zone, and two projecting lateral zones, placed to the right and left of the tunnel, being separated from the latter by empty zones and suitable for supporting front seats, and two upper floors installed respectively on the lateral zones, and, on the other hand, at least one reinforcement piece, right or left, of the type presented above, and fixedly secured to one of the longitudinal walls and to a lower face of one of the upper floors.
[0021] For example, one (each) upper floor may comprise an internal longitudinal edge extending longitudinally to the right or left of the tunnel and folded upwards in order to be fixedly secured by welding to one of the reinforcing pieces. Brief description of the figures
[0022] 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:
[0023] [Fig. 1] schematically illustrates, in a perspective view from the left longitudinal side, a part of a first example of a motor vehicle underbody, comprising a first example of embodiment of a reinforcement part according to the invention and an upper floor,
[0024] [Fig. 2] schematically illustrates, in a perspective view, the base part of Figure 1, without the upper floor,
[0025] [Fig. 3] schematically illustrates, in a sectional view in a transverse and vertical plane, the base part of figure 1,
[0026] [Fig. 4] schematically illustrates, in a perspective view from above, the reinforcement piece of figures 1 to 3,
[0027] [Fig. 5] schematically illustrates, in a perspective view from the left longitudinal side, a part of a second example of a motor vehicle underbody, comprising a second example of embodiment of a reinforcement part according to the invention and an upper floor,
[0028] [Fig. 6] schematically illustrates, in a perspective view, the base part of Figure 5, without the upper floor,
[0029] [Fig. 7] schematically illustrates, in a perspective view, the reinforcement piece of figures 5 and 6, fixedly secured to the left longitudinal wall of the basement tunnel, in the absence of the left crosspiece,
[0030] [Fig. 8] schematically illustrates, in a perspective view, the reinforcement piece of figures 5 to 7, fixedly secured to the left longitudinal wall of the basement tunnel and to the left crosspiece, and
[0031] [Fig. 9] schematically illustrates, in a sectional view in a transverse and vertical plane, the base part of Figure 5. Detailed description of the invention
[0032] The invention aims in particular to propose a PR reinforcement part allowing an SV underbody of a motor vehicle to better absorb forces during an impact suffered by the latter.
[0033] In the following, it is considered, by way of non-limiting example, that the reinforcement part PR is intended to be part of a motor vehicle of the car type. However, the invention is not limited to this type of motor vehicle. It in fact relates to any motor vehicle comprising a structure comprising a base comprising a longitudinal tunnel in a central part and upper floors installed above a lower floor.
[0034] In Figures 1 to 9, the X direction is the longitudinal direction of the vehicle (automobile), which is substantially parallel to the lateral (or longitudinal) 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 directions X and transverse directions Y.
[0035] In the foregoing and following, the concept of "front" is defined in relation to the front end of the vehicle, and the concept of "rear" is defined in relation to the rear end of the vehicle (opposite the front end). Therefore, the front part of an element is (intended to be) oriented towards the front end of the vehicle, while the rear part of that element is (intended to be) oriented towards the rear end of the vehicle.
[0036] Furthermore, in the above and below, the notion of "lower" is defined in relation to the ground on which the vehicle is located, and therefore designates a face of an element oriented towards the ground, and the the notion of “upper” designates a face of an element oriented upwards and therefore opposite the lower face of this same element.
[0037] Diagrammatically illustrated in Figures 1 and 5 are parts of first and second examples of SV underbody of motor vehicles, respectively comprising first and second examples of embodiment of PR reinforcement parts according to the invention.
[0038] It should be noted that the first example of SV base is suitable for front seats with so-called low seating positions, while the second example of SV base is suitable for front seats with so-called high seating positions.
[0039] As partially illustrated, each SV base includes a lower floor PI, at least one upper floor PLS, and at least one reinforcement piece PR.
[0040] The lower floor PI comprises on an upper face FS a central longitudinal zone ZLC and two projecting lateral zones ZLS.
[0041] The central longitudinal zone ZLC comprises longitudinal walls PLT (right and left) and an upper wall PST which together define a tunnel open on its lower face (facing downwards).
[0042] The two lateral zones ZLS are placed to the right and left of the tunnel and are separated from the latter by empty zones ZV. In addition, these two lateral zones ZLS are suitable for supporting front seats. For this purpose, they each have convex stamped parts and / or longitudinal and / or transverse elements which extend upwards from the upper face FS of the lower floor PL
[0043] It will be noted that at least one of these lateral zones ZLS can be arranged (projecting) so as to allow the housing under the lower floor PI of a rechargeable battery.
[0044] The (each) upper floor PLS is installed on one of the side areas ZLS, and therefore above the lower floor PI. It is intended to allow the attachment of a front seat on its upper face.
[0045] As best seen in Figures 2 to 4 and 6 to 9, the (each) reinforcement piece PR has a cross-section (in a transverse (Y) and vertical (Z) plane) in the general shape of an L. In addition, the (each) reinforcement piece PR is suitable for being installed in one of the empty zones ZV by having a first wall P1 fixedly secured to one of the longitudinal walls PLT and a second wall P2 fixedly secured (at least) to the lower face Fl of the upper floor PLS. For example, these fixed connections can be made by welding. But they could also be made by screwing (or bolting).
[0046] This arrangement is intended to reinforce the local transverse stiffness (along the transverse direction Y) of the SV underbody and to oppose a collapse of a part of the lateral zone ZLS located next to this empty zone ZV in the event of an impact suffered by the vehicle. This makes it possible to reinforce the passive safety of the vehicle.
[0047] It will be understood that in the event of an impact suffered by the vehicle on a longitudinal side located near a reinforcement piece PR (and therefore comprising a main component in the transverse direction Y), the presence of this reinforcement piece PR makes it possible to significantly limit, or even completely prevent, the upper floor PLS from pushing into the longitudinal wall PLT of the tunnel and therefore causing punching and / or destabilization of this tunnel. This makes it possible to preserve the integrity of the vehicle by protecting the central longitudinal zone ZLC from its base SV, including when the upper floor PLS includes seat crossmembers.
[0048] Similarly, in the event of an impact suffered by the front of the vehicle (and therefore comprising a main component following the longitudinal direction X), the presence of the PR reinforcement piece makes it possible to significantly limit, or even completely prevent, the front seat from tipping over. forward due to the inertia of the passenger and therefore causes a sinking of the corresponding ZLS side zone. This prevents damage to any battery installed under this ZLS side zone by local deformation of the lower PL floor
[0049] For example, and as illustrated non-limitingly in Figures 1 and 2, and 5 and 6, the SV base may comprise two crosspieces TS, right and left, each installed between a longitudinal member LS (located on a right or left longitudinal side) and the first wall P1 of a right or left reinforcement piece PR or the right or left side wall PLT of the tunnel (in the absence of a reinforcement piece PR). In this case, the second wall P2 of a reinforcement piece PR may also be secured to the lower face of the upper wall of a corresponding crosspiece TS. For example, this fixed connection may be achieved by welding. But it could also be achieved by screwing (or bolting).
[0050] Also for example, and as illustrated non-limitingly in figures 1, 3, 5 and 9, the upper floor PLS, which is associated with a reinforcement piece PR, may comprise an internal longitudinal edge Bl extending longitudinally to the right or left of the tunnel, folded upwards and fixedly secured by welding to the first wall P1 of this reinforcement piece PR. This makes it possible to secure the upper floor PLS to the longitudinal wall PLT of the tunnel via the reinforcement piece PR, and thus to increase the quality of the anchoring of the front seat concerned on the underbody SV.
[0051] Also for example, and as illustrated non-limitingly in Figures 2 to 4 and 6 to 9, the second wall P2 of the (each) reinforcement part PR may comprise a stamped zone ZE which defines a concave space EC. This stamping is intended, at least, to reinforce the force absorption capacity of the reinforcement part PR in the event of an impact.
[0052] It will be noted that in the first embodiment the concave space EC can extend longitudinally (along the direction longitudinal X), parallel to the central longitudinal zone ZLC, as illustrated non-limitingly in Figures 2 to 4. In this case, at least the capacity of the reinforcement part PR to absorb transverse forces in the event of a lateral impact is reinforced.
[0053] Also for example, and as illustrated non-limitingly in Figures 2 to 4, the second wall P2 of the (each) reinforcement piece PR may comprise a longitudinal edge BL which is suitable for being fixedly secured by welding to the lower face Fl of the upper floor PLS. It will be understood that this longitudinal edge BL is folded in a substantially horizontal plane (XY). This makes it possible to increase the connection surface between the second wall P2 and the upper floor PLS, and therefore to have a better distribution of the forces absorbed in the event of an impact. In addition, this makes it possible to optimize the integrity of at least the longitudinal positioning of the reinforcement piece PR.
[0054] The first example of realization illustrated in figures 2 to 4 results from stamping and cutting operations, as well as possibly folding.
[0055] Also for example, and as illustrated non-limitingly in Figure 4, in the first embodiment the second wall P2 may comprise on a front “transverse” edge a coupling tab PC folded downwards (but this could be upwards) and intended to be fixedly secured by welding to the rear face of the transverse wall of an associated crosspiece TS. This makes it possible to increase the integrity of the longitudinal and transverse positioning of the reinforcement piece PR.
[0056] It will also be noted that in the second embodiment, the concave space EC may, as illustrated non-limitingly and at least partially in Figures 6 to 9, have the shape of a rectangular bowl. In this case, the concave space EC is delimited on three closed sides respectively by three sub-parts of the second wall P2 of its reinforcement part PR and on a partially open side, intended to be oriented towards the tunnel, by a downward extension of the first wall P1 of its PR reinforcement piece. In this case, not only is the PR reinforcement piece's capacity to absorb transverse forces in the event of a side impact reinforced, but also the PR reinforcement piece's capacity to absorb longitudinal forces in the event of a front impact. This also optimizes the integrity of the PR reinforcement piece's longitudinal and transverse positioning.
[0057] In an alternative embodiment, the concave space EC could be delimited on four sides closed respectively by four sub-parts of the second wall P2 of its reinforcing part PR which extend one another, substantially at 90°. This alternative is currently technically feasible when the reinforcing part PR is manufactured by molding, whereas the second example embodiment illustrated in Figures 6 to 9 results from cutting and stamping operations, as well as possibly folding. It will be understood that stamping is very difficult to reconcile with the definition of a concave space EC delimited on four sides closed respectively by four sub-parts of the second wall P2.
[0058] Also for example, and as illustrated non-limitingly and at least partially in Figures 6 to 9, the three (or four) sub-parts of the second wall P2 may each have an upper end which is folded so as to define an edge BS suitable for being fixedly secured by welding to the lower face F1 of the upper floor PLS. It will be understood that this edge BS is folded in a substantially horizontal plane (XY). This makes it possible to increase the connection surface between the second wall P2 and the upper floor PLS, and therefore to have a better distribution of the forces absorbed in the event of an impact.
[0059] Preferably, in the presence of a TS crosspiece, the transverse part of the BS edge which is located furthest forward is secured by welding to the lower face of the upper wall of this TS crosspiece.
[0060] It should also be noted that each PR reinforcement piece can be made from a chosen steel, for example DP590. In this case, each PR reinforcement piece can, for example and preferably, have a thickness of between 1 mm and 2 mm. For example, this thickness can be equal to 1.3 mm.
[0061] It should also be noted that in figures 1 to 9 only the left PR reinforcement piece appears (attached to the left longitudinal PLT wall of the tunnel). But the SV base can comprise two PR reinforcement pieces, right and left, each fixedly attached to one of the longitudinal PLT walls of the tunnel and to a lower face Fl of one of the upper PLS floors.
Claims
CLAIMS
1. Reinforcing part (PR) suitable for equipping a motor vehicle comprising a base (SV) comprising i) a lower floor (PI) comprising on an upper face (FS) longitudinal walls (PLT) and an upper wall (PST) defining a tunnel in a central longitudinal zone (ZLC), and two projecting lateral zones (ZLS), placed to the right and left of said tunnel while being separated from the latter by empty zones (ZV), and suitable for supporting front seats, and ii) at least one upper floor (PLS) installed on one of said lateral zones (ZLS), characterized in that it has a generally L-shaped cross-section and is suitable for being installed in one of said empty zones (ZV) by having a first wall (P1) fixedly secured to one of said longitudinal walls (PLT) and a second wall (P2) fixedly secured to a lower face (Fl) of said upper floor (PLS),to reinforce a local transverse stiffness of said base (SV) and to oppose a collapse of a part of the lateral zone (ZLS) located next to this empty zone (ZV) in the event of an impact suffered by said vehicle.,
2. Reinforcing piece according to claim 1, characterized in that said second wall (P2) comprises a stamped zone (ZE) defining a concave space (EC).
3. Reinforcing piece according to claim 2, characterized in that said concave space (EC) extends longitudinally, parallel to said central longitudinal zone (ZLC).
4. Reinforcing piece according to claim 3, characterized in that said second wall (P2) comprises a longitudinal edge (BL) suitable for being fixedly secured by welding to said lower face (Fl) of the upper floor (PLS).
5. Reinforcing piece according to claim 2, characterized in that said concave space (EC) has the shape of a rectangular bowl, being delimited on three closed sides respectively by three sub-parts of said second wall (P2) and on a partially open side, intended to be oriented towards said tunnel, by a downward extension of said first wall (P1).
6. Reinforcing piece according to claim 5, characterized in that said three sub-parts have an upper end folded so as to define an edge (BS) suitable for being fixedly secured by welding to said lower face (Fl) of the upper floor (PLS).
7. Reinforcing piece according to one of claims 1 to 6, characterized in that it is made of steel.
8. Reinforcing piece according to claim 7, characterized in that it has a thickness of between 1 mm and 2 mm.
9. Motor vehicle comprising a base (SV) comprising i) a lower floor (PI) comprising on an upper face (FS) longitudinal walls (PLT) and an upper wall (PST) defining a tunnel in a central longitudinal zone (ZLC), and two projecting lateral zones (ZLS), placed to the right and left of said tunnel while being separated from the latter by empty zones (ZV), and suitable for supporting front seats, and ii) two upper floors (PLS) installed respectively on said lateral zones (ZL), characterized in that said base (SV) further comprises at least one reinforcing piece (PR), right or left, according to one of the preceding claims, fixedly secured to one of said longitudinal walls (PLT) and to a lower face (Fl) of one of said upper floors (PLS).
10. Motor vehicle according to claim 9, characterized in that an upper floor (PLS) comprises an internal longitudinal edge (Bl) extending longitudinally to the right or left of said tunnel and folded upwards in order to be fixedly secured by welding to one of said reinforcing pieces (PR).