LAND VEHICLE STRUCTURE WITH REINFORCING PARTS FOR TRANSMITTING A TRANSVERSE FORCE
Reinforcing pieces with high buckling resistance are integrated into land vehicle structures to improve force transmission and reduce deformation during partially frontal impacts, enhancing vehicle behavior and preventing embedding in rigid objects.
Patent Information
- Application Number
- FR2021013697
- Authority / Receiving Office
- FR · FR
- Patent Type
- Patents
- Current Assignee / Owner
- Filing Date
- 2021-12-16
- Publication Date
- 2025-12-26
- Estimated Expiration
- 2041-12-16
Smart Images
Figure 00000010_0000 
Figure 00000011_0000 
Figure 00000011_0001
Abstract
Description
Title of the invention: LAND VEHICLE STRUCTURE WITH REINFORCING PARTS FOR TRANSMITTING A TRANSVERSE FORCE Technical field of the invention
[0001] The invention relates to land vehicles, and more specifically to the structures that are part of the front parts of such vehicles. State of the art
[0002] Some land vehicles, generally of the motor vehicle type, include, as illustrated in [Fig.1], a front part comprising a structure SV including in particular two upper arms BSj, right (j = 1) and left (j = 2), two load-bearing elements EPj, right (j = 1) and left (j = 2), and a transverse stiffener RT.
[0003] The two upper arms BSj each comprise front ends EV and rear ends ER, and are generally located above what those skilled in the art call "stretchers" BRj, right (j = 1) and left (j = 2), which are also part of the structure. It should be noted that the two stretchers BRj are generally placed above what those skilled in the art call "cradle extensions" PBj, right (j = 1) and left (j = 2), as illustrated in [Fig. 1].
[0004] The rear ends ER of the upper arms BSj and of the front suspensions (not shown) are fixedly attached respectively to the two load-bearing elements EPj.
[0005] The transverse stiffener RT has first opposing lateral ends EL1j fixedly attached respectively to the load-bearing elements EPj. It is generally part of a canopy assembly EA, also comprising a collector CA and a transverse strut brace BAT having two second opposing lateral ends EL2j associated respectively with two support pieces PSj which are respectively fixed to the load-bearing elements EPj.
[0006] When the (land) vehicle is traveling at high speed and undergoes a partial frontal (or "low overlap") impact against a rigid object, such as a wall, the front end EV of one of the two upper arms BSj absorbs the impact. This upper arm BSj then transmits a transverse force to the load-bearing element EPj, to which it is fixedly attached. This force deforms the upper arm and causes an upward deformation of the transverse strut brace BAT, which is coupled to its upper face (at the level of its suspension cup CS) via the associated support piece PSj. Since the transverse strut brace BAT cannot properly perform its function, the first lateral end ELlj of the stiffener Transverse RT not being sufficiently resistant to buckling, multiple deformations occur, which promotes the embedding of the vehicle in the object.
[0007] The invention therefore aims, in particular, to improve the situation during a partially frontal (or low overlap) impact against a rigid object. Presentation of the invention
[0008] In particular, it proposes for this purpose a structure intended to be part of a front part of a land vehicle and comprising, firstly, upper arms, right and left, each comprising front and rear extremities, secondly, load-bearing elements, right and left, to which the rear extremities of the upper arms are respectively fixedly attached, and, thirdly, a transverse stiffener having first lateral extremities opposite and fixedly attached respectively to the load-bearing elements.
[0009] This structure is characterized by the fact that it also includes two reinforcing pieces, right and left, shaped to present a high resistance to buckling, and fixedly attached to sub-parts of a load-bearing element and a first associated lateral end in order to allow a transmission between load-bearing elements of part of a transverse force absorbed by one of them in the event of a shock suffered by the front end of the associated upper arm.
[0010] Thanks to this transmission of transverse force suffered between load-bearing elements, during a partially frontal impact of the vehicle at high speed against a rigid object, the behavior of the vehicle is significantly improved and therefore allows the latter not (or very little) to become embedded in this rigid object.
[0011] The structure according to the invention may include other features which may be taken separately or in combination, and in particular:
[0012] - each of its reinforcing pieces can be shaped to fit respective shapes of sub-parts of the load-bearing elements and associated first lateral end;
[0013] - it may include a transverse strut brace comprising second opposite lateral ends, right and left, and each fixedly attached to an upper face of a support piece, itself fixedly attached to an upper face of an associated load-bearing element. In this case, each of the reinforcing pieces can be installed against an underside face of a sub-part of a first associated lateral end and against an internal face of an associated load-bearing element, and includes a front sub-part fixedly attached by screwing to a sub-part of a corresponding support piece;
[0014] - in the presence of the last option, the front sub-part of each reinforcing piece may have an edge making an acute angle with respect to a transverse direction of the vehicle;
[0015] - each of its reinforcing pieces can be fixedly attached to a load-bearing element and a first lateral end joined by screwing and / or welding;
[0016] - each of its reinforcing pieces may include a lower tab extending downwards and resting against an inner lateral face of the load-bearing element to which it is fixedly attached;
[0017] - each of its reinforcing parts can be made of high-strength steel elastic;
[0018] - each of its reinforcing pieces can have a thickness between 1 mm and 2 mm;
[0019] - each of its reinforcing parts can be shaped by stamping and / or bending.
[0020] The invention also proposes a land vehicle, possibly of the automobile type, and comprising a front part having a structure of the type of that presented above. Brief description of the figures
[0021] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings (obtained using CAD / CAM (“Computer-Aided Design / Computer-Aided Manufacturing”)), in which:
[0022] [Fig-1] schematically illustrates, in a perspective view from the front side, a front part of a land vehicle comprising an example of an embodiment of a structure according to the invention,
[0023] [Fig.2] schematically illustrates, in a perspective view from the front side, a left sub-part of the structure of the [Fig.1],
[0024] [Fig.3] schematically illustrates, in a perspective view from above, a straight reinforcing piece of the structure of [Fig.1], and
[0025] [Fig.4] schematically illustrates, in a perspective view from below, the left reinforcement piece attached to the left load-bearing element and to the first left lateral end of the transverse stiffener of the structure of [Fig.1]. Detailed description of the invention
[0026] The invention aims in particular to provide an SV structure intended to be part of a front part of a land vehicle and allowing an improvement in the behavior of the vehicle during a partially frontal (or low overlap) impact against a rigid object.
[0027] In what follows, it is considered, by way of non-limiting example, that the SV structure is intended to be part of a motor vehicle, such as for example a car. But the invention is not limited to this type of land vehicle. It concerns any land vehicle comprising a front part with a structure designed to withstand impacts, particularly partially frontal (or with little overlap).
[0028] In figures 1 to 4, the X direction is the longitudinal direction of the vehicle, which is parallel to the side sides including the side doors, the Y direction is the transverse direction of the vehicle, which is perpendicular to the longitudinal direction X, and the Z direction is the vertical direction of the vehicle, which is perpendicular to the longitudinal direction X and the transverse direction Y.
[0029] As mentioned in the introductory section, a front part of a vehicle comprising an example of an embodiment of an SV structure according to the invention is schematically illustrated in [Fig. 1]. As partially illustrated in Figures 1, 3 and 4, an SV structure, according to the invention, comprises in particular two upper arms BSj, right (j = 1) and left (j = 2), two load-bearing elements EPj, right (j = 1) and left (j = 2), a transverse stiffener RT, and two reinforcing pieces PRj, right (j = 1) and left (j = 2).
[0030] The two upper arms BSj each comprise front ends EV and rear ends ER, and are here situated above two shafts BRj, right (j = 1) and left (j = 2), which are also part of the structure SV. It should be noted that these two shafts BRj are themselves positioned above two cradle extensions PBj. The front ends EV of the two upper arms BSj are coupled respectively to the front ends of the two shafts BRj.
[0031] In the foregoing and following, the term "front" is defined with respect to the front end of the vehicle, and the term "rear" is defined with respect to the rear end of the vehicle (opposite the front end). Therefore, the front portion of an element is (intended to be) oriented towards the front end of the vehicle, while the rear portion of that element is (intended to be) oriented towards the rear end of the vehicle. Furthermore, a first element is said to be positioned in front of a second element when the first element is located closer to the front end of the vehicle than the second element.
[0032] The rear ends ER of the upper arms BSj are fixedly and respectively attached to the two supporting elements EPj, in an upper end part of the latter (EPj).
[0033] Each load-bearing element EPj includes in particular a side wall PL, substantially vertical, and terminated by a suspension cup CS to which a front suspension of the vehicle is attached.
[0034] The transverse stiffener RT has its greatest extension along the transverse direction Y of the vehicle. It is preferably made of metal, for example steel. or in aluminium. For example, and as illustrated non-limitingly in [Fig.1], the RT transverse stiffener can be part of an EA canopy assembly which also includes a CA collector and a BAT transverse strut brace.
[0035] This transverse stiffener RT comprises first lateral ends ELlj opposed to each other and fixedly attached respectively to the load-bearing elements EPj, in the upper end part of the latter (EPj).
[0036] The transverse strut brace BAT has its greatest extension along the transverse direction Y of the vehicle. It is preferably made of metal, for example steel or aluminum. Furthermore, it is preferably welded to the transverse stiffener RT.
[0037] As illustrated, but not limited to, in [Fig. 1], this transverse strut brace BAT comprises two opposing lateral ends EL2j coupled respectively to the load-bearing elements EPj, at the upper end portion of the latter (EPj). For example, this coupling can be achieved via two support pieces PSj. In this case, the two support pieces PSj are fixedly attached respectively to the upper faces of the two load-bearing elements EPj and to the lower faces of the two lateral ends EL2j, as illustrated, but not limited to, in [Fig. 1].
[0038] For example, and as illustrated non-limitingly in [Fig.4], each support piece PSj can be fixedly attached to the upper face of the suspension cup CS of the associated carrier element EPj.
[0039] Each of the two reinforcement pieces PRj is shaped to exhibit high resistance to buckling, and therefore undergoes very little deformation along the longitudinal direction X when subjected to a force (or effort) having a principal component along this longitudinal direction X (which is typically the case during a partially frontal (or low overlap) impact of its structure SV against a rigid object.
[0040] It will be understood that it is primarily the specific conformation of each PRj reinforcement piece that enables it to have high resistance to buckling. For example, in this specific conformation, certain sub-parts may extend mutually at approximately 90°. Also, for example, this specific conformation of each of the PRj reinforcement pieces may result from stamping and / or bending.
[0041] In addition, each of the two reinforcement pieces PRj is fixedly attached to sub-parts of a carrier element EPj and a first lateral end ELlj associated, in order to allow the transmission between carrier elements EPj of part of a transverse force absorbed by one of them in the event of a shock suffered by the front end EV of the associated upper arm BSj.
[0042] It will be understood that when the right-hand load-bearing element EPI experiences a transverse force resulting from an impact on the associated right upper arm BS1, the right-hand reinforcement piece PR1 significantly limits, or even prevents, its deformation, as do the reinforcement pieces of the first and second right-hand lateral ends EL21. This allows the transmission of part of this absorbed transverse force to the left-hand load-bearing element EP2. Conversely, when the left-hand load-bearing element EP2 experiences a transverse force resulting from an impact on the associated left upper arm BS2, the left-hand reinforcement piece PR2 significantly limits, or even prevents, its deformation, as do the reinforcement pieces of the first and second left-hand lateral ends EL12. This allows the transmission of part of this absorbed transverse force to the right-hand load-bearing element EPI.
[0043] Thus, when the vehicle is moving at high speed and is subjected to a partially frontal (or low overlap) impact against a rigid object, such as a wall, the transverse stiffener RT and the possible transverse strut brace BAT can transmit the transverse force suffered by one load-bearing element EPj to the other load-bearing element EPj', which significantly improves the behavior of the vehicle and therefore allows the latter not (or very little) to become embedded in this rigid object.
[0044] As can be seen at least partially in Figures 3 and 4, each of the reinforcement pieces PRj can be shaped to conform to the respective shapes of sub-parts of the associated load-bearing element EPj and first lateral end ELlj. This minimizes the gaps between them and thus further enhances their resistance to mutual deformation, thereby reducing the transmission of transverse force between the load-bearing elements EPj.
[0045] For example, and as illustrated, but not limited to, in [Fig. 4], in the presence of the transverse strut brace BAT described above, each of the reinforcement pieces PRj can be installed against the underside Fil of a sub-part of an associated first lateral end ELlj and against the inner lateral face FI2 (here substantially vertical) of an associated load-bearing element EPj. In other words, each reinforcement piece PRj is installed under the associated first lateral end ELlj and on the inner side of the associated load-bearing element EPj. Each reinforcement piece PRj then comprises a sub-part SP2 attached to the underside Fil of a sub-part of a first lateral end ELlj and another sub-part SP3 attached to the inner lateral face FI2 of a load-bearing element EPj.
[0046] Furthermore, each of the reinforcement pieces PRj may include a front sub-part SP1 which is fixedly attached by screwing to a sub-part of the corresponding support piece PSj. It should be noted that fixed attachment by welding is also possible. This fixed attachment makes it possible to limit (or even prevent) deformation of a reinforcement piece PRj (and therefore of a second lateral end EL2j) that the load-bearing element EPj can generate, and thus increase the capacity for transmitting transverse force between load-bearing elements EPj.
[0047] Also, for example, and as illustrated without limitation in Figures 3 and 4, the front sub-part SP1 of each reinforcement piece PRj can have an edge BS that forms an acute angle with respect to the transverse direction Y. This further reduces the possibilities of mutual deformation and thus further increases the capacity for transmitting transverse force between load-bearing elements EPj. In addition, each front sub-part SP1 thus defines a "wing" projecting forward from the lower face Fil of the first associated lateral end ELlj and facilitating the attachment of the associated reinforcement piece PRj.
[0048] The acute angle can, for example, be between 20° and 60°. As an illustrative example, it can be approximately 45°.
[0049] Also, for example, each of the reinforcement pieces PRj can be fixedly attached to a load-bearing element EPj and a first lateral end ELlj by screwing and / or welding. For example, each of the reinforcement pieces PRj can be fixedly attached to a load-bearing element EPj by welding and to a first lateral end ELlj by screwing and welding.
[0050] Also, for example, and as illustrated without limitation in Figures 3 and 4, each of the reinforcement pieces PRj may include a lower tab PI that extends downwards and bears against the inner lateral face FI2 of the load-bearing element EPj to which it is fixedly attached. This increases the bearing surface of each load-bearing element EPj on the associated reinforcement piece PRj, and thus further reduces its potential for deformation, without significantly increasing the weight of this reinforcement piece PRj.
[0051] Also, for example, each of the PRj reinforcement pieces can be made of high-yield-strength (or HLE) steel, that is to say, typically greater than 355 MPa. The steel may be very high-yield-strength (or THLE) or ultra-high-yield-strength (or UHLE).
[0052] Also, for example, each of the PRj reinforcement pieces can have a thickness between 1 mm and 2 mm. As an illustrative example, this thickness can be equal to 1.2 mm.
Claims
Demands
1. Structure (SV) suitable for equipping a land vehicle and comprising a front part having i) upper arms (BSj), right and left, each comprising front (EV) and rear (ER) extremities, ii) load-bearing elements (EPj), right and left, to which said rear extremities (ER) are respectively fixedly attached, and iii) a transverse stiffener (RT) having first lateral extremities (ELlj) opposed and fixedly attached respectively to said load-bearing elements (EPj), characterized in that it further comprises two reinforcing pieces (PRj), right and left, shaped so as to exhibit high resistance to buckling,and fixedly attached to sub-parts of a load-bearing element (EPj) and a first lateral end (ELlj) associated in order to allow transmission between load-bearing elements (EPj) of a part of a transverse force absorbed by one of them in the event of an impact suffered by the front end (EV) of said associated upper arm (BSj), and in that each of said reinforcement pieces (PRj) comprises a lower tab (PI) extending downwards and bearing against an inner lateral face of said load-bearing element (EPj) to which it is fixedly attached.
2. Structure according to claim 1, characterized in that each of said reinforcing pieces (PRj) is shaped to fit respective shapes of sub-parts of said associated load-bearing element (EPj) and first lateral end (ELlj).
3. Structure according to claim 1 or 2, characterized in that it comprises a transverse strut brace (BAT) comprising opposing second lateral ends (EL2j), right and left, and fixedly attached each to an upper face of a support piece (PSj), itself fixedly attached to an upper face of an associated load-bearing element (EPj), and in that each of said reinforcement pieces (PRj) is installed against an under face (Fil) of a sub-part of an associated first lateral end (EL1j) and against an internal lateral face (FI2) of an associated load-bearing element (EPj), and comprises a front sub-part (SP1) fixedly attached by screwing to a sub-part of a corresponding support piece (PSj).
4. Structure according to claim 3, characterized in that said front sub-part (SP1) of each reinforcement piece (PRj) has an edge (BS) making an acute angle with respect to a transverse direction of said vehicle.
5. Structure according to any one of claims 1 to 4, characterized in that each of said reinforcing pieces (PRj) is fixedly attached to a load-bearing element (EPj) and a first lateral end (ELlj) joined by screwing and / or welding.
6. Structure according to any one of claims 1 to 5, characterized in that each of said reinforcing pieces (PRj) is made of high yield strength steel.
7. Structure according to any one of claims 1 to 6, characterized in that each of said reinforcing pieces (PRj) has a thickness between 1 mm and 2 mm.
8. Structure according to any one of claims 1 to 7, characterized in that each of said reinforcement pieces (PRj) is formed by stamping and / or bending.
9. Land vehicle comprising a front part, characterized in that said front part comprises a structure (SV) according to any one of the preceding claims.