Vehicle towing kit

Abstract

The invention relates to a towing assembly (5) for a motor vehicle (1), configured to mitigate an offset collision inducing a compression force at the rear of said motor vehicle (1). This towing assembly (5) comprises two longitudinal beams (6, 7) designed to extend on either side of a trunk (2) of the motor vehicle (1), two plates (8, 9) each fixed rigidly to one of the two longitudinal beams (6, 7), each plate (8, 9) serving as a mounting support for a mounting bracket (10, 11) and a towing plate (14, 15). A tow bar (12) of the towing assembly (5) extends between the two mounting brackets (10, 11). The tow bar (12) is limited in its lateral movement during the offset collision by the presence of the recovery plates (14, 15), so that the two longitudinal members (6, 7) simultaneously contribute to absorbing the energy generated by the offset collision. Figure to be published with the abbreviation: Fig. 1

Description

Title of the invention: Towing assembly for a motor vehicle

[0001] The technical context of the present invention is that of couplings for motor vehicles, and more particularly couplings for motor vehicles configured to absorb a force due to an impact sudden at the rear of the motor vehicle. More particularly, the invention relates to a towing assembly for a motor vehicle.

[0002] In the state of the art, couplings for motor vehicles are known, comprising a tow bar, the tow bar being fixed, at each of its two ends, to a lateral longitudinal member extending substantially perpendicularly to the tow bar. In this coupling for motor vehicles, the two lateral longitudinal members are configured to absorb a compressive force experienced at the tow bar to which they are fixed, and which is transmitted to them. Thus, such a coupling for motor vehicles has a dual function, since it is configured to tow an object fixed at the tow bar, and it is configured to prevent a collision occurring at the rear of the motor vehicle with which it is fitted, the tow bar and the two associated lateral longitudinal members acting as a bumper.

[0003] The disadvantage of these motor vehicle couplings is that they are designed to absorb collisions centered on the tow bar, in other words for which the two side rails participate together in absorbing the compressive force experienced at the tow bar. These motor vehicle couplings lose effectiveness for an offset collision, in particular a collision that covers less than 70% of the rear of the motor vehicle in an off-center manner. Following the offset collision, the tow bar moves laterally and becomes detached from one of the two side rails. Then, the other of the two side rails alone absorbs the compressive force induced by the offset collision.

[0004] The object of the present invention is to propose a new towing assembly for a motor vehicle in order to respond at least to a large extent to the preceding problems and to further lead to other advantages.

[0005] Another object of the invention is to provide a towing assembly for a vehicle which is reliable in its operation, both as a bumper and as a hitch.

[0006] Another object of the invention is to propose a towing assembly for a vehicle configured to reduce the severity of an offset rear impact at the level of the motor vehicle with which it is fitted.

[0007] Another object of the invention is to propose a towing assembly for a vehicle which is simple, both from the point of view of its implementation and from the point of view of its manufacture or assembly.

[0008] Another object of the invention is to propose a vehicle towing assembly which is inexpensive, so as to limit the cost of such a towing assembly compared to existing motor vehicle hitches.

[0009] Another object of the invention is to provide a vehicle towing assembly which is universal and configured to adapt to different motor vehicles.

[0010] According to a first aspect of the invention, at least one of the aforementioned objectives is achieved with a towing assembly for a motor vehicle, the towing assembly comprising (i) a first longitudinal member intended to extend longitudinally along a first lateral side of a trunk of the motor vehicle, and a second longitudinal member intended to extend longitudinally along a second lateral side of the trunk, opposite the first lateral side, (ii) a first plate fixed integrally to a longitudinal end of the first longitudinal member, and a second plate fixed integrally to a longitudinal end of the second longitudinal member, (iii) a first fixing bracket fixed integrally to the first plate, and a second fixing bracket fixed integrally to the second plate, (iv) a tow bar which extends laterally between the fixing brackets,characterized in that the towing assembly comprises a first take-up plate and a second take-up plate fixed respectively to the first plate and to the second plate, each take-up plate being configured to limit an amplitude of lateral displacement of a lateral end of the tow bar.

[0011] The first side member and the second side member take the form of a longitudinal extension beam intended to absorb a compressive force transmitted by the tow bar during a rear impact to the motor vehicle. The first side member and the second side member are intended to be fixed integrally to a chassis of the motor vehicle.

[0012] Advantageously, the first spar and the second spar are of the same construction.

[0013] In the context of the invention, each side member is located on either side of a median axis of the trunk of the motor vehicle: either each side member is located in direct proximity to the corresponding lateral edge of the trunk, or each side member is located in proximity to a corresponding lateral edge of the trunk floor, i.e. in an intermediate position between the side edge of the trunk floor and the side edge of the trunk.

[0014] The first plate and the second plate are fixing plates. The first plate fixes together the first longitudinal member, the first fixing bracket and the first adjustment plate. The second plate fixes together the second longitudinal member, the second fixing bracket and the second adjustment plate.

[0015] Each plate is securely fixed to the side rail located opposite by screwing. Preferably, each plate is securely fixed to the side rail located opposite by four screws located in each corner of said plate. Alternatively, each plate can be fixed to the side rail located opposite by welding.

[0016] Each plate is fixed integrally to the fixing bracket located opposite by welding. Each fixing bracket extends substantially perpendicular to the plate on which it is fixed integrally.

[0017] Each plate is fixed integrally to the adjusting plate located opposite by welding. Each adjusting plate extends substantially perpendicular to the plate on which it is fixed integrally. In other words, each adjusting plate extends substantially to the fixing brackets.

[0018] The first plate and the second plate each take the form of a steel plate. The steel plate forming the first plate and / or the steel plate forming the second plate has a thickness approximately equal to 10 mm. Approximately equal means that said thickness is equal to 10 mm, plus or minus 20%. Advantageously, the first plate and the second plate are of the same construction.

[0019] Each fixing bracket cooperates with one of the lateral ends of the tow bar. Each fixing bracket participates in the fixing of the tow bar.

[0020] The first fixing bracket and the second fixing bracket each take the form of a steel plate. The steel plate forming the first fixing bracket and / or the steel plate forming the second fixing bracket has a thickness substantially equal to 10 mm. By substantially equal is meant that said thickness is equal to 10 mm, plus or minus 20%. Advantageously, the first fixing bracket and the second bracket are of the same construction.

[0021] The first and second adjustment plates are simultaneously located between the first and second fixing brackets. More particularly, the first adjustment plate is located between the first fixing bracket and the second adjustment plate, and the second adjustment plate is located between the first adjustment plate and the second fixing bracket. The first adjustment plate is located near the first fixing bracket; and the second catch plate is located near the second fixing bracket.

[0022] Advantageously, the first adjustment plate and the second adjustment plate are of the same construction.

[0023] In the towing assembly according to the first aspect of the invention, the tow bar is configured to be able to tow an object attached to it. Furthermore, it is also configured to counter impacts, in particular rear-end collisions to the motor vehicle equipped with such a towing assembly, and in particular offset collisions.

[0024] The tow bar takes the form of a mechanically welded tube. The tow bar is formed from a metallic material. Advantageously, the tow bar is made of steel.

[0025] Preferably, the first plate, the first side member, the first fixing bracket and the first adjustment plate are arranged symmetrically with respect to the second plate, the second side member, the second fixing bracket and the second adjustment plate, relative to a plane perpendicular to a main extension axis of the tow bar, called the plane of symmetry. In a motor vehicle incorporating the towing assembly according to the first aspect of the invention, the plane of symmetry is a median plane of said motor vehicle and extending from the rear to the front.

[0026] The invention according to its first aspect thus advantageously makes it possible to maintain each of the two lateral ends of the tow bar in interaction with one and the other of the side members, in particular during an offset collision inducing a lateral displacement of one of the lateral ends of the tow bar. Thus, during a rear impact to the motor vehicle, the tow bar remains connected to the plates of the towing assembly, thus making it possible to transmit a compressive force following this offset collision, both to the first side member and to the second side member. In the towing assembly according to the first aspect of the invention, and thanks to the compensation plates, the two side members participate together in dissipating said force.

[0027] The towing assembly according to the first aspect of the invention advantageously comprises at least one of the improvements below, the technical characteristics forming these improvements being able to be taken alone or in combination:

[0028] - each fixing bracket and each corresponding catch plate take in a vice and with lateral play the corresponding lateral end of the tow bar. Thus, each lateral end of the tow bar is housed between - and at a distance from - respectively, the first fixing bracket and the first catch plate, and the second fixing bracket and the second catch plate. Each lateral end of the tow bar is thus housed so as to limit the amplitude of lateral displacement induced by an offset collision;

[0029] - the tow bar comprises a flange at each end lateral, each flange being located in an intermediate lateral position between the corresponding fixing bracket and adjustment plate. Each flange consolidates the anchoring of one of the lateral ends of the tow bar between the corresponding fixing bracket and adjustment plate, ensuring that the lateral end of the tow bar does not come out of a vice formed by the fixing bracket and the corresponding adjustment plate;

[0030] - the lateral play between the lateral end of the tow bar on the one hand and, on the other hand the corresponding fixing bracket and adjustment plate, is less than 15 mm. In other words, each adjustment plate is located at a distance of less than 30 mm from the corresponding fixing bracket. Preferably, there is a lateral clearance of between 8 mm and 15 mm between the lateral end of the tow bar, and on the one hand the adjustment plate, and on the other hand the corresponding fixing bracket;

[0031] - according to a first embodiment variant, each catch plate is welded on the opposite plate. According to a second alternative embodiment to the first alternative embodiment, each adjustment plate comprises a base resting against the opposite plate, the base being securely fixed to said plate by screwing. This configuration makes it possible to reinforce the fixing of the adjustment plate on the opposite plate;

[0032] - each catch plate has a C-shaped or L-shaped transverse profile. The profile transverse profile of each catch plate is observed in a direction given by the main extension axis of the tow bar. In particular, in the motor vehicle equipped with the towing assembly according to the first aspect of the invention, the transverse profile is considered along a lateral plane of the motor vehicle. More generally, the transverse profile of each catch plate is similar to the transverse profile of the tow bar, so as to allow insertion - without contact - of the tow bar through the corresponding catch plate;

[0033] - each catch plate comprises a bearing face opposite the bar of towing, the bearing face extending between the tow bar and the plate. During normal use of the towing assembly, the tow bar is located away from the bearing face of the catch plate. In contrast, the tow bar is in contact with the bearing face of the catch plate during the offset collision;

[0034] - there is a non-zero peripheral clearance between at least one side of the bar of towing and each adjustment plate. In particular, there is non-zero clearance between a front side of the tow bar and the bearing face of each adjustment plate and / or between an upper side of the tow bar and the adjustment plate and / or between a lower side of the tow bar and the adjustment plate;

[0035] - there is a non-zero peripheral clearance between all sides of the tow bar and each catch plate. The peripheral clearance is between 5 mm and 10 mm;

[0036] - the catch plates are formed by a metallic material. Advantageously, the catch plates are made of steel;

[0037] - a thickness of each catch plate is equal to 10 mm;

[0038] - in a first exemplary embodiment, a rear longitudinal end of the catch plates is located in an intermediate position between a rear longitudinal end of the fixing brackets and the plates. The rear longitudinal end of the catch plates is thus set back relative to the rear longitudinal end of the fixing brackets in the towing assembly. In a second alternative embodiment to the first embodiment, a rear longitudinal end of the catch plates is located at a rear longitudinal end of the fixing brackets. The rear longitudinal end of the catch plates is then located in line with the rear longitudinal end of the fixing brackets.

[0039] According to a second aspect of the invention, there is provided a motor vehicle comprising a towing assembly according to the first aspect of the invention or according to any of its improvements, the first longitudinal member of the towing assembly extending longitudinally along a first lateral side of the trunk of the motor vehicle, and the second longitudinal member extending longitudinally along a second lateral side of the trunk opposite the first lateral side.

[0040] In the motor vehicle according to the second aspect of the invention, the tow bar of the towing assembly is configured to tow an object attached thereto; and the towing assembly is also configured to counter impacts, in particular rear-end collisions with the motor vehicle, and in particular offset collisions.

[0041] In the motor vehicle according to the second aspect of the invention, the first side member of the towing assembly and the second side member of the towing assembly are for example fixed integrally to a chassis of the motor vehicle.

[0042] During an offset collision, the first side member and the second side member together absorb the compressive force transmitted by the towing bar of the towing assembly. This advantageous configuration allows for better distribution of energy between the two side members during the impact, thus preserving more effectively the trunk and / or the passenger compartment of the motor vehicle. This recovery of force on either side of the trunk secures the motor vehicle in accordance with the second aspect of the invention by limiting the deformation of the towing assembly and the rear of the motor vehicle.

[0043] Various embodiments of the invention are provided, integrating according to all of their possible combinations the different optional characteristics set out here.

[0044] Other characteristics and advantages of the invention will become apparent from the following description on the one hand, and from several examples of embodiment given for informational and non-limiting purposes with reference to the appended schematic drawings on the other hand, in which:

[0045] [Fig-1] illustrates a schematic and top view of a motor vehicle conforming to the second aspect of the invention equipped with a towing assembly according to the first aspect of the invention;

[0046] [Fig.2] illustrates a partial schematic and top view of the assembly of towing according to the first aspect of the invention;

[0047] [Fig.3] illustrates a partial schematic and rear view of the towing assembly in accordance with the first aspect of the invention of [Fig.2];

[0048] [Fig.4] illustrates a schematic and top view of the towing assembly in accordance with the first aspect of the invention prior to an offset collision occurring at the rear of the motor vehicle in accordance with the second aspect of the invention and illustrated in [Fig.5] and [Fig.6];

[0049] [Fig.5] illustrates a schematic and top view of the towing assembly in accordance with the first aspect of the invention following the view illustrated in [Fig.4], during said offset collision;

[0050] [Fig.6] illustrates a schematic and top view of the towing assembly in accordance with the first aspect of the invention, following the view illustrated in [Fig.5], during said offset collision.

[0051] Of course, the features, variants and different embodiments of the invention may be combined with each other, in various combinations, provided that they are not incompatible or mutually exclusive. In particular, variants of the invention may be imagined comprising only a selection of features described below in isolation from the other features described, if this selection of features is sufficient to confer a technical advantage or to differentiate the invention from the prior art.

[0052] In particular, all the variants and all the embodiments described can be combined with each other if nothing prevents this combination from a technical point of view.

[0053] In the figures, the elements common to several figures retain the same reference.

[0054] [Fig. 1] illustrates a motor vehicle 1 in accordance with the first aspect of the invention which is intact, in other words not having suffered any alteration following any collision.

[0055] The motor vehicle 1 illustrated in [Fig.l] comprises a trunk 2, a first lateral side 3 of the trunk 2 and a second lateral side 4 of the trunk 2 opposite the first lateral side 3. The motor vehicle 1 further comprises, at the rear, a towing assembly 5 in accordance with the first aspect of the invention shown in dotted lines, by transparency.

[0056] The towing assembly 5 comprises a first longitudinal member 6 and a second longitudinal member 7, located on either side of the trunk 2 of the motor vehicle 1. The first longitudinal member 6 extends longitudinally along the first lateral side 3 of a trunk 2 of the motor vehicle 1. The second longitudinal member 7 extends longitudinally along the second lateral side 4 of the trunk 2. The first longitudinal member 6 of the towing assembly 5 and the second longitudinal member 7 of the towing assembly 5 extend substantially parallel to each other.

[0057] One of the longitudinal ends 61, 62 of the first longitudinal member 6 of the towing assembly 5 is a front longitudinal end 61, oriented towards the front of the motor vehicle 1. The other of the longitudinal ends 61, 62 of the first longitudinal member 6 of the towing assembly 5 is a rear longitudinal end 62 opposite the front longitudinal end 61 and oriented towards the front of the motor vehicle 1.

[0058] One of the longitudinal ends 71, 72 of the second longitudinal member 7 of the towing assembly 5 is a front longitudinal end 71, oriented towards the front of the motor vehicle 1. The other of the longitudinal ends 71, 72 of the second longitudinal member 7 of the towing assembly 5 is a rear longitudinal end 72 opposite the front longitudinal end 61 and oriented towards the front of the motor vehicle 1.

[0059] The towing assembly 5 comprises a first plate 8 fixedly attached to a longitudinal end 61, 62 of the first side member 6 of the towing assembly 5 corresponding to the rear longitudinal end 62 of the first side member 6 of the towing assembly 5. The first plate 8 of the towing assembly 5 extends its largest dimension laterally to the motor vehicle 1. In this case, the first plate 8 of the towing assembly 5 extends perpendicularly to the first side member 6 of the towing assembly 5.

[0060] The towing assembly 5 comprises a second plate 9 fixed integrally to a longitudinal end 71, 72 of the second side member 7 of the towing assembly 5 corresponding to the rear longitudinal end 72 of the second side member 7 of the towing assembly 5. The second plate 9 of the towing assembly 5 extends its largest dimension laterally to the motor vehicle 1. In this case, the second plate 9 of the towing assembly 5 extends perpendicularly to the second side member 7 of the towing assembly 5 and aligns with the first plate 8 of the towing assembly 5.

[0061] The towing assembly 5 comprises a first fixing bracket 10 securely connected to the first plate 8 of the towing assembly 5, and a second fixing bracket 11 securely connected to the second plate 9 of the towing assembly 5. The first fixing bracket 10 of the towing assembly 5 extends in the extension of the first longitudinal member 6 of the towing assembly 5. The second fixing bracket 11 of the towing assembly 5 extends in the extension of the second longitudinal member 7 of the towing assembly 5.

[0062] The towing assembly 5 comprises a tow bar 12. The tow bar 12 of the towing assembly 5 extends its largest dimension laterally, between the fixing brackets 10, 11 of the towing assembly 5 and along a main extension axis 13. The tow bar 12 of the towing assembly 5 is located at the rear of the motor vehicle 1 over a major part of the width of the motor vehicle 1 so as to perform a bumper function and thus protect said motor vehicle 1 from a collision that may occur at the rear of the motor vehicle 1, whether this collision is centered or offset relative to the rear of the motor vehicle 1.The towing assembly 5 is generally centered on the motor vehicle 1, in the sense that the towing bar 12 of the towing assembly 5 protects the rear of the motor vehicle 1 as a whole, between the two side members 6, 7 of the towing assembly 5 framing the trunk 2 of the motor vehicle 1.

[0063] The towing assembly 5 comprises a first take-up plate 14 and a second take-up plate 15, fixed respectively to the first plate 8 of the towing assembly 5 and to the second plate 9 of the towing assembly 5. According to the invention, each take-up plate 14, 15 is configured to limit an amplitude of lateral displacement of a lateral end 17, 18 of the tow bar 12 of the towing assembly 5 as illustrated in [Fig.6].

[0064] With reference to FIGURES 2 and 3, the towing assembly 5 is shown partially. The towing assembly 5 is symmetrical with respect to a plane of symmetry 16, perpendicular to the main extension axis 13 of the tow bar 12 of the towing assembly 5, as illustrated in [Fig.l]. Thus, the description of FIGURES 2 and 3 for the first longitudinal member 6 of the towing assembly 5, the first plate 8 of the towing assembly 5, the first fixing bracket 10 of the towing assembly 5, the first adjustment plate 14 of the towing assembly 5 and one of the lateral ends 17, 18 of the towing bar 12 of the towing assembly 5 applies for, respectively, the second longitudinal member 7 of the towing assembly 5, the second plate 9 of the towing assembly 5, the second fixing bracket 11 of the towing assembly 5, the second adjustment plate 15 of the towing assembly 5 and another of the lateral ends 17, 18 of the towing bar 12 of the towing assembly 5.

[0065] [Fig. 2] illustrates the towing assembly 5 according to the first aspect of the invention in a partial view, between the rear longitudinal end 62 of the first side member 6 of the towing assembly 5 and the lateral end 17 of the towing bar 12 of the corresponding towing assembly 5.

[0066] The lateral end 17 of the towing bar 12 of the towing assembly 5 comprises a flange 19. The flange 19 of one of the lateral ends 17, 18 of the towing bar 12 of the towing assembly 5, here on the first side member 6 side, is located in an intermediate lateral position between, in this case, the first fixing bracket 10 of the towing assembly 5 and the first adjustment plate 14 of the towing assembly 5.

[0067] The first fixing bracket 10 of the towing assembly 5 and the first adjustment plate 14 of the towing assembly 5 grip the flange 19 of one of the lateral ends 17, 18 of the towing bar 12 of the towing assembly 5, here on the first side member 6 side. A lateral clearance 20 remains between the first adjustment plate 14 of the towing assembly 5 and the flange 19 of one of the lateral ends 17, 18 of the towing bar 12 of the corresponding towing assembly 5, here on the first side member 6 side.

[0068] The tow bar 12 of the towing assembly 5 is held fixed between the first fixing bracket 10 of the towing assembly 5 and the second fixing bracket 11 of the towing assembly 5, not visible in [Fig. 2], by means of an adjustment shim 21. The adjustment shim 21 of the towing assembly 5 is positioned by force, between the first fixing bracket 10 of the towing assembly 5 and the flange 19 of one of the lateral ends 17, 18 of the tow bar 12 of the corresponding towing assembly 5, here on the first side member 6 side. Thus, when assembling the tow bar 12 of the towing assembly 5 with the other elements of the towing assembly 5, the adjustment shim 21 of the towing assembly 5 makes it possible to laterally block said tow bar 12 against the fixing brackets 10, 11 via the flanges 19.

[0069] The first adjustment plate 14 of the towing assembly 5 comprises a rear longitudinal end 141 which is free and oriented towards the rear of the motor vehicle 1. The rear longitudinal end 141 of the first adjustment plate 14 of the towing assembly 5 is located in an intermediate position between a rear longitudinal end 101 of the first fixing bracket 10 of the towing assembly 5, also free and oriented towards the rear of the motor vehicle 1, and the first plate 8 of the towing assembly 5.

[0070] [Fig. 3] illustrates the towing assembly 5 according to the first aspect of the invention according to [Fig. 2], seen from the rear of the motor vehicle 1.

[0071] In the towing assembly 5 illustrated in [Fig. 3], the first adjustment plate 14 has a C-shaped transverse profile. The C-shaped transverse profile houses the towing bar 12 of the towing assembly 5 so that a non-zero peripheral clearance 22 remains between at least one side 121, 122, 123 of the towing bar 12 of the towing assembly 5 and the first adjustment plate 14 of the towing assembly 5. In this case, the peripheral clearance 22 is non-zero at three sides 121, 122, 123 of the towing bar 12 of the towing assembly 5 and the first adjustment plate 14 of the towing assembly 5.These are an upper side 121 of the tow bar 12 of the towing assembly 5, a lower side 122 of the tow bar 12 of the towing assembly 5 opposite the upper side 121 of the tow bar 12 of the towing assembly 5, and a front side 123 of the tow bar 12 of the towing assembly 5 located opposite the first plate 8 of the towing assembly 5. The upper side 121 is visible in [Fig.2] and [Fig.3] and the front side 123 is visible in [Fig.2].

[0072] The towing bar 12 of the towing assembly 5 and the adjustment shim 21 of the towing assembly 5, here not visible due to the viewing angle, are secured to the fixing bracket 10, 11 of the towing assembly 5 by screwing with at least one screw, not shown. An orifice 23 of the flange 19 of one of the lateral ends 17, 18 of the towing bar 12 of the towing assembly 5, here on the first side member 6 side, is shown in [Fig.3] allows the insertion of said screw.

[0073] With reference to FIGURES 4 to 6, chronological views of the towing assembly 5 according to the first aspect of the invention are illustrated. These views are representative of a collision taking place at the rear of the motor vehicle 1 illustrated in [Fig.4] and allow a better understanding of the interest of the adjustment plates 14, 15 essential to the invention. The towing assembly 5 according to the first aspect of the invention is as described in [Fig.l]. The description in [Fig.l] applies mutatis mutandis and reference may be made thereto to understand and implement the invention.

[0074] [Fig. 4] shows an object 50 in translational movement, the direction of which is given by a wide arrow 51. Said object 50 is intended to collide with the rear of the motor vehicle 1, in an offset configuration, that is to say in an off-center manner relative to the plane of symmetry 16 of the towing assembly 5.

[0075] [Fig. 5] and [Fig. 6] illustrate the stage of the offset collision. The latter transmits a compressive force onto the towing assembly 5 according to the invention. The compressive force of the offset collision is, in accordance with the invention, transmitted by the tow bar to the first side member 6 and to the second side member 7. The chronology of this absorption of the compressive force is broken down in [Fig. 5] and [Fig. 6].

[0076] In [Fig.5], we see that the compression force is initially absorbed by the side member of the towing assembly 5 opposite the object 50.

[0077] In this case, the compression force is first perceived at the level of the towing bar 12 of the towing assembly 5 and transmitted to the second side member 7 of the towing assembly 5, as indicated by a first arrow 52.

[0078] Concomitantly, the tow bar 12 of the towing assembly 5 is pushed by the object 50. On the side of the first longitudinal member 6, the at least one screw which held the flange 19 of one of the lateral ends 17, 18 of the tow bar 12 of the towing assembly 5 fixed, here on the side of the first longitudinal member 6, to the first fixing bracket 10 of the towing assembly 5, breaks by shearing induced by the movement of the tow bar 12. As a result, the tow bar 12 of the towing assembly 5, pushed by the object 50, is offset relative to its main extension axis 13, the initial position of which is shown in [Fig.5] and [Fig.6].

[0079] Even if the at least one screw breaks, the flange 19 of one of the lateral ends 17, 18 of the towing bar 12 remains housed between the first fixing bracket 10 of the towing assembly 5 and the first adjustment plate 14 of the towing assembly 5, held in a vice by the first adjustment plate 14 of the towing assembly 5. The flange 19 of one of the lateral ends 17, 18 of the towing bar 12 of the towing assembly 5, here on the first side member 6 side, remains contained close to the first plate 8 of the towing assembly 5 throughout the offset collision, as illustrated in [Fig.6].

[0080] [Fig. 6] shows that, even when the offset collision induces a plastic deformation of the towing bar 12 of the towing assembly 5, the flange 19 of one of the lateral ends 17, 18 of the towing bar 12 of the towing assembly 5, here on the first side member 6 side, remains housed between the first fixing bracket 10 of the towing assembly 5 and the first adjustment plate 14 of the towing assembly 5.

[0081] The plastically deformed tow bar 12 of the towing assembly 5 is brought into contact with a bearing face 143, 153 of the take-up plate 14, 15. The bearing face 143, 153 of the take-up plate 14, 15 is located opposite the tow bar 12 of the towing assembly 5 and is illustrated in dotted lines in [Fig. 6]. Therefore, in a particularly advantageous manner according to the invention, the compressive force is transmitted and also absorbed by the longitudinal member which is not opposite the object 50, in this case the first longitudinal member 6, as illustrated by a second arrow 53. The compressive force is thus distributed over the two longitudinal members 6, 7 of the towing assembly 5, and both absorb it. The two longitudinal members 6, 7 of the towing assembly 5 absorb, for example, the compression force by plastic deformation, in particular by crushing as shown in [Fig.6].

[0082] In summary, the invention relates to a towing assembly 5 for a motor vehicle 1, configured to counter a collision, in particular an offset collision, inducing a compressive force at the rear of said motor vehicle 1. This towing assembly 5 comprises two longitudinal members 6, 7 intended to extend on either side of a trunk 2 of the motor vehicle 1, two plates 8, 9 each fixed integrally to a longitudinal end of one of the two longitudinal members 6, 7, each plate 8, 9 serving as a fixing support for a fixing bracket 10, 11 and a catch plate 14, 15. A tow bar 12 of the towing assembly 5 extends between the two fixing brackets 10, 11.The tow bar 12 of the towing assembly 5 is limited in its lateral movement during the offset collision, by the presence of the catch plates 14, 15, thus allowing the two side members 6, 7 to simultaneously contribute to absorbing the energy generated by said offset collision.

[0083] Of course, the invention is not limited to the examples which have just been described and numerous adjustments can be made to these examples without departing from the scope of the invention. In particular, the different characteristics, forms, variants and embodiments of the invention can be associated with each other in various combinations insofar as they are not incompatible or mutually exclusive. In particular, all the variants and embodiments described above can be combined with each other.

Claims

Claims

1. Towing assembly (5) for a motor vehicle (1), the towing assembly (5) comprising: - a first longitudinal member (6) intended to extend longitudinally along a first lateral side (3) of a trunk (2) of the motor vehicle (1), and a second longitudinal member (7) intended to extend longitudinally along a second lateral side (4) of the trunk (2), opposite the first lateral side (3); - a first plate (8) fixed integrally to a longitudinal end (62) of the first longitudinal member (6), and a second plate (9) fixed integrally to a longitudinal end (72) of the second longitudinal member (7); - a first fixing bracket (10) fixedly connected to the first plate (8), and a second fixing bracket (11) fixedly connected to the second plate (9); - a tow bar (12) which extends laterally between the fixing brackets (10, 11);characterized in that the towing assembly (5) comprises a first take-up plate (14) and a second take-up plate (15) fixed respectively to the first plate (8) and to the second plate (9), each take-up plate (14, 15) being configured to limit an amplitude of lateral displacement of a lateral end (17, 18) of the tow bar (12).;

2. Towing assembly (5) according to the preceding claim, in which each fixing bracket (10, 11) and each corresponding catch plate (14, 15) grip the corresponding lateral end (17, 18) of the tow bar (12) in a vice and with lateral play (20).

3. Towing assembly (5) according to the preceding claim, in which the tow bar (12) comprises, at each lateral end (17, 18), a flange (19), each flange (19) being located in an intermediate lateral position between the fixing bracket (10, 11) and the corresponding adjustment plate (14, 15).

4. A towing assembly (5) according to any one of claims 2 or 3, wherein the lateral clearance (20) between the lateral end (17, 18) of the tow bar (12) on the one hand and, on the other apart from the fixing bracket (10, 11) and the corresponding catch plate (14, 15), is less than 15 mm.

5. A towing assembly (5) according to any preceding claim, wherein each take-up plate (14, 15) has a C-shaped or L-shaped transverse profile.

6. Towing assembly (5) according to the preceding claim, in which each catch plate (14, 15) comprises a bearing face (143, 153) opposite the tow bar (12), the bearing face (143, 153) extending between the tow bar (12) and the plate (8, 9).

7. Towing assembly (5) according to the preceding claim, in which there is a non-zero peripheral clearance (22) between at least one side (121, 122, 123) of the tow bar (12) and each take-up plate (14, 15).

8. Towing assembly (5) according to the preceding claim, in which there is a non-zero peripheral clearance (22) between all the sides (121, 122, 123) of the tow bar (12) and each take-up plate (14, 15).

9. Towing assembly (5) according to any one of the preceding claims, in which a rear longitudinal end (141) of the catch plates (14, 15) is located in an intermediate position between a rear longitudinal end (101) of the fixing brackets (10, 11) and the plates (8, 9).

10. Motor vehicle (1) comprising a towing assembly (5) according to any one of the preceding claims, a trunk (2), the first longitudinal member (6) of the towing assembly (5) extending longitudinally along a first lateral side (3) of the trunk (2) of the motor vehicle (1), and the second longitudinal member (7) extending longitudinally along a second lateral side (4) of the trunk (2), opposite the first lateral side (3).

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