Mechanical reinforcement for a central tunnel of a motor vehicle
The mechanical reinforcement for central tunnels in vehicles addresses deformation and vibration issues by connecting non-aligned tunnel portions with a metallic plate, enhancing rigidity and reducing noise, providing a cost-effective and weight-efficient solution.
Patent Information
- Application Number
- FR2022010843
- Authority / Receiving Office
- FR · FR
- Patent Type
- Patents
- Current Assignee / Owner
- Filing Date
- 2022-10-20
- Publication Date
- 2025-09-26
- Estimated Expiration
- 2042-10-20
AI Technical Summary
Existing mechanical reinforcements for central tunnels in vehicles with electric or hybrid engines are inadequate, leading to deformation and vibration issues during impacts, and do not address acoustics and perceived quality concerns.
A mechanical reinforcement comprising a plate with angled ends and lateral walls that fits within the central tunnel, connecting non-aligned parallel portions to enhance rigidity and reduce vibrations, using a metallic material like steel.
The reinforcement effectively increases the mechanical rigidity and reduces deformation and vibrations of the central tunnel without altering the interior architecture, offering a cost-effective and weight-saving solution.
Smart Images
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Abstract
Description
Title of the invention: Mechanical reinforcement for a central tunnel of a motor vehicle Technical field to which the invention relates
[0001] The present invention relates to a mechanical reinforcement for a central tunnel of a motor vehicle. Technological background
[0002] As is known, motor vehicles have a central tunnel for the passage of connections or for the incorporation of a transmission shaft between the rear axle and the front engine.
[0003] For vehicles with thermal engines, the central tunnel also receives the exhaust pipe for the evacuation of exhaust gases resulting from the combustion of the fuel. The central tunnel is formed by stamped sheets forming the body of the vehicle. It extends along the longitudinal axis of the vehicle.
[0004] In the central position, it separates the front seats and crosses part of the passenger compartment longitudinally. Its central location allows controls, such as the gear lever, to be attached.
[0005] In vehicles with electric or hybrid engines, the central tunnel and the front side rails have a shorter length than in vehicles with thermal engines. This makes it possible to place a propulsion battery under the floor, for example under the front passenger seats, known as row 1.
[0006] Unfortunately, the shortening of the longitudinal structural elements has an impact on the rigidity of the entire front structure. It has thus been found that in the event of a frontal impact, under the effect of the forces involved, the central tunnel could sometimes lift in its portion internal to the passenger compartment.
[0007] In order to prevent this phenomenon, it is known to reinforce the central tunnels of vehicles. An example of the embodiment of such a central tunnel reinforcement is given by document JP2002154459. This document describes a central tunnel reinforcement of a thermal engine vehicle which is superimposed on the latter so as to form a hollow body with it. In the proposed architecture, the reinforcement will span the front seat crossmember and superimpose itself on the seat belt anchoring elements. Openings are provided to be able to weld together the structural elements of the vehicle arranged under said reinforcement. The proposed solution is interesting, but is not suitable for vehicles with hybrid or electric engines.
[0008] Furthermore, this solution implies that the seat crossmember spans the central tunnel, which is not necessarily the case even in vehicles with thermal engines. since it is also known to split the front seat crossmember into two parts extending on either side of the central tunnel.
[0009] Finally, it does not respond satisfactorily to the problems of acoustics and perceived quality encountered on certain vehicles in which a vibration of the gear control box fixed to the central tunnel can generate noise pollution and / or is unfavorable to the quality perceived by the user of the vehicle.
[0010] The invention aims to provide a solution to at least one of the problems and drawbacks encountered in the prior art. In particular, the invention aims to propose a solution making it possible to limit the phenomenon of deformation of the central tunnel of a motor vehicle, in the event of a frontal impact or a side impact suffered by the motor vehicle, as well as to reduce the vibrations of the central tunnel. Subject of the invention
[0011] For this, the invention proposes a mechanical reinforcement for a central tunnel of a motor vehicle, comprising a plate delimited by an upper face and a lower face opposite each other, the plate extending along a longitudinal axis between a first end and a second end, the plate comprising a central part between these two ends.
[0012] The invention is remarkable in that the first end of the plate is oriented in a first direction of rotation, so as to form an acute angle with the longitudinal axis, and in that the second end of the plate is oriented in a direction of rotation opposite to the first direction of rotation, so as to form an acute angle with the longitudinal axis, and in that each lateral edge of the plate, extending along the longitudinal axis, is extended by a lateral wall and in that the lateral walls are opposite each other.
[0013] Advantageously, the first and second ends of the plate form angles of opposite sign with the longitudinal axis, so as to allow said ends to bear against a wall of a central tunnel of a motor vehicle, said wall comprising two portions which are parallel or substantially parallel to each other, but not aligned. In other words, the particular shape of the mechanical reinforcement makes it possible to mechanically connect two portions of a central tunnel which are not aligned, but parallel or substantially parallel to each other. Thus, the mechanical reinforcement according to the invention makes it possible to increase the mechanical rigidity of the central tunnel between these two portions.
[0014] The mechanical reinforcement is intended to be positioned against an upper wall of a central tunnel of a motor vehicle, which upper wall is intended to be parallel or substantially parallel to the floor of a motor vehicle. The mechanical reinforcement is also arranged in the central tunnel so that its longitudinal axis is parallel or substantially parallel to the longitudinal axis of the central tunnel. Positioned in this way, the mechanical reinforcement makes it possible to locally reinforce the rigidity of the central tunnel, in order to prevent deformation of the tunnel between said portions, in the event of a frontal impact suffered by a motor vehicle equipped with said tunnel.
[0015] According to another advantage, the side walls of the mechanical reinforcement are adapted to also bear against the side walls of the central tunnel. The side walls extend the edges of the upper wall of the central tunnel. Thus, the side walls of the mechanical reinforcement increase the mechanical resistance of the tunnel during a lateral impact. In other words, the side walls of the mechanical reinforcement make it possible to limit the twisting of the central tunnel, in the event of a lateral impact between the two portions mentioned above.
[0016] According to another advantage, by locally reinforcing the mechanical rigidity of the tunnel, the mechanical reinforcement also limits the vibration phenomena between the portions mentioned above.
[0017] Advantageously, the mechanical reinforcement therefore makes it possible to locally increase the mechanical rigidity of a central tunnel for a motor vehicle, without impacting the interior architecture of the passenger compartment of a motor vehicle, because the mechanical reinforcement is fixed inside the central tunnel. The solution proposed by the invention is thus more economical in terms of parts, the proposed solution is therefore more economical and offers a significant weight saving compared to current solutions.
[0018] According to another embodiment of the invention, the plate has a substantially rectangular shape, the largest dimension of which is parallel or substantially parallel to the longitudinal axis.
[0019] According to another embodiment of the invention, the edges of the side walls which are opposite the plate are notched. Advantageously, the notches make it possible to increase the mechanical rigidity of the side walls.
[0020] According to another embodiment of the invention, each side wall forms with the lower face of the plate, an angle whose value is between 85° and 120°, preferably between 90° and 110°.
[0021] According to another embodiment of the invention, the first end of the plate and / or the second end of the plate forms with the longitudinal axis an angle whose absolute value is between 5° and 40°, preferably between 10° and 20°.
[0022] According to another embodiment of the invention, the upper face or the lower face of the plate comprises at least one groove extending parallel to the longitudinal axis. Advantageously, these characteristics make it possible to increase the mechanical rigidity of the plate.
[0023] According to another embodiment of the invention, the upper face or the lower face of the plate comprises at least one protrusion extending parallel to the longitudinal axis. Advantageously, these characteristics make it possible to increase the mechanical rigidity of the plate.
[0024] According to another embodiment of the invention, the length of the first end and / or the second end of the plate, measured along the longitudinal axis, corresponds between 10% and 30% of the length of the central part of the plate, preferably between 15% and 25% of the length of the central part of the plate measured along the longitudinal axis.
[0025] According to another embodiment of the invention, the height of the side walls, measured perpendicular to the longitudinal axis, is between 5% and 20%, preferably between 10% and 15% of the length of the plate measured along the longitudinal axis.
[0026] According to another embodiment of the invention, the length of the plate, measured along the longitudinal axis, is between 20 cm and 100 cm, preferably between 40 cm and 80 cm.
[0027] According to another embodiment of the invention, the thickness of the plate is between 1 mm and 2 mm, preferably between 1.5 mm and 1.8 mm.
[0028] According to another embodiment of the invention, the plate is made from a metallic material such as steel.
[0029] According to another embodiment of the invention, the central plate portion comprises at least one passage, allowing the insertion of a fixing means through the plate in order to hold the mechanical reinforcement against at least one internal face of a central tunnel for a motor vehicle.
[0030] Of course, the various features, variants and embodiments mentioned above can be combined with each other in various combinations, provided that they are not incompatible or mutually exclusive.
[0031] The invention also relates to a central tunnel equipped with mechanical reinforcement as described above.
[0032] Preferably, the mechanical reinforcement is held in a central tunnel so that the upper face of the mechanical reinforcement bears against an upper wall of the central tunnel, which upper wall is intended to be parallel or substantially parallel to the floor of a motor vehicle. The mechanical reinforcement is also arranged in the central tunnel so that its longitudinal axis is parallel or substantially parallel to the longitudinal axis of the central tunnel. The side walls of the mechanical reinforcement also bear against the side walls of the central tunnel. The side walls of the tunnel extend the edges of the upper wall of the central tunnel. The mechanical reinforcement may be held in the tunnel by screwing, welding or gluing. Description of figures
[0033] The invention will be better understood, thanks to the following description, which relates to preferred embodiments, given as non-limiting examples, and explained with reference to the appended schematic drawings, in which:
[0034] [Fig-1] illustrates a longitudinal section of a first embodiment of a mechanical reinforcement according to the invention;
[0035] [Fig.2] illustrates a perspective view of a mechanical reinforcement represented by [Fig.l];
[0036] [Fig.3] illustrates a cross-section of a mechanical reinforcement represented by [Fig.l];
[0037] [Fig.4] illustrates a longitudinal section of a central tunnel of a motor vehicle comprising a mechanical reinforcement represented by [Fig.l]. Detailed description of the invention
[0038] As a reminder, the invention proposes a solution making it possible to limit the phenomenon of deformation of a central tunnel of a motor vehicle, in the event of a frontal impact or a lateral impact suffered by the motor vehicle, as well as to reduce the phenomenon of vibrations of the central tunnel.
[0039] Figures 1 to 3 illustrate a non-limiting embodiment of a mechanical reinforcement according to the invention. As illustrated by [Fig.l], the mechanical reinforcement 2 comprises a plate 4 delimited by an upper face 6 opposite a lower face 8. The plate 4 extends along a longitudinal axis 10, between a first end 12 and a second end 14. Between the two ends is present a central part 16 of the plate.
[0040] As illustrated in [Fig.2], the plate is rectangular or substantially rectangular in shape. The length of the plate, measured along the longitudinal axis 10, is between 20 cm and 100 cm, preferably between 40 cm and 70 cm. The width of the plate is between 10 cm and 50 cm, preferably between 15 cm and 30 cm. The plate is preferably made of metal, for example steel, and its thickness is between 1 mm and 2 mm, preferably between 1.5 mm and 1.8 mm.
[0041] As illustrated by [Fig. 3], the plate 4 comprises at least one reinforcing line 18 for example in the form of a groove, preferably at least two reinforcing lines parallel or substantially parallel to the longitudinal axis 10. The reinforcing lines 18 extend over the entire length of the plate and, according to the present example, correspond to a stamping of the upper surface 6 of the plate, so as to form a groove at the level of said upper surface, and a protrusion at the level of the lower surface of said plate. The width as well as the depth of the groove can be between a few millimeters and a few tens of millimeters. The reinforcement lines 18 advantageously make it possible to reinforce the mechanical rigidity of the plate 4 along the longitudinal axis 10.
[0042] As illustrated by [Fig.l], the plate 4 comprises at least one passage 20 connecting its upper face 6 to its lower face 8. The passage 20 is configured to allow the insertion through the plate of a holding means such as a screw or a bolt.
[0043] Remarkably, the first end 12 of the plate is inclined with respect to the central part 16 of the plate, in a first direction of rotation, so that the first end 12 forms an acute angle 22 with the longitudinal axis 10. The second end 14 is also inclined with respect to the central part 16 of the plate, in a direction of rotation opposite to the first direction of rotation, so as to form an acute angle 24 with the longitudinal axis 10.
[0044] In other words, the angles 22 and 24 formed by the ends of the plate are of opposite sign. The absolute value of these angles can be between 5° and 40°, preferably between 10° and 20°.
[0045] Preferably, the ends of the plate are connected to its central part 16 by a junction line or zone 26, extending perpendicularly or substantially perpendicularly to the longitudinal axis 10. The junction zones 26 may correspond to folding lines or zones of the plate.
[0046] According to another remarkable characteristic of the invention, each lateral edge of the plate, extending along the longitudinal axis 10, is extended by a lateral wall 28. The lateral walls are opposite each other and extend from the lower face 8 of the plate. More precisely, each lateral wall 28 forms with the lower face 8 of the plate, an angle whose value is between 85° and 120°. The height of the lateral walls, measured in a direction perpendicular or substantially perpendicular to the lower face 8, can be between 5 cm and 30 cm, preferably between 10 cm and 20 cm.
[0047] According to another characteristic of the invention, the edges 30 of the side walls 28, opposite the lower face 8 of said plate, are notched. The notches 32 may be in the form of crenellations or, preferably, in the form of a sinusoid.
[0048] Thus, advantageously, as illustrated by [Fig. 4] the mechanical reinforcement 2 can be placed in a central tunnel 34 of a motor vehicle, in order to locally reinforce the mechanical rigidity of the central tunnel between two portions. More precisely, the mechanical reinforcement 2 is intended to be held in the central tunnel so that the upper face 6 of the mechanical reinforcement is opposite an upper wall 36 of the central tunnel. The upper wall 36 is intended to be parallel or substantially parallel to the floor of a motor vehicle.
[0049] The mechanical reinforcement 2 is arranged in the central tunnel 34 so that its longitudinal axis 10 is parallel or substantially parallel to the longitudinal axis of the central tunnel.
[0050] Advantageously, the first end 12 and the second end 14 of the mechanical reinforcement 2 bear against two portions 38 and 40 of the upper wall 36 of the central tunnel, parallel or substantially parallel to each other, but not aligned. In other words, the particular shape of the mechanical reinforcement 2 makes it possible to mechanically connect the two portions 38 and 40 of the central tunnel which are not aligned, but parallel or substantially parallel to each other. Thus, the mechanical reinforcement according to the invention makes it possible to increase the mechanical rigidity of the central tunnel between these two portions, in the event of a frontal impact suffered by a motor vehicle equipped with said tunnel.
[0051] The mechanical reinforcement may be held by a bolt inserted through the plate via a passage 20 mentioned above.
[0052] The width of the plate 4 is configured so that the side walls 28 of the mechanical reinforcement also bear against the side walls of the central tunnel 34. The side walls of the central tunnel extend the edges of the upper wall 36 of the central tunnel, the side walls of the central tunnel are intended to be perpendicular or substantially perpendicular to the floor of a motor vehicle. Thus, the mechanical reinforcement 2 according to the invention makes it possible to increase the mechanical rigidity of the central tunnel 34 between these two portions 38 and 40, in the event of a lateral impact suffered by a motor vehicle equipped with said tunnel.
[0053] Advantageously, the mechanical reinforcement 2 therefore makes it possible to locally increase the mechanical rigidity of the central tunnel 34 for a motor vehicle, without impacting the interior architecture of the passenger compartment of a motor vehicle, because the mechanical reinforcement is fixed inside the central tunnel. The solution proposed by the invention is thus more economical in terms of parts, the proposed solution is therefore more economical and offers a significant weight saving compared to current solutions.
Claims
Claims
1. Motor vehicle comprising a central tunnel (34) equipped with a mechanical reinforcement (2), said mechanical reinforcement (2) comprising a plate (4) delimited by an upper face (6) and a lower face (8) opposite each other, the plate (4) extending along a longitudinal axis (10) between a first end (12) and a second end (14), the plate (4) comprising a central portion (16) between these two ends (12, 14), the first end (12) of the plate being oriented in a first direction of rotation, so as to form an acute angle with the longitudinal axis (10), and in that the second end (14) of the plate being oriented in a direction of rotation opposite to the first direction of rotation, so as to form an acute angle with the longitudinal axis (10), and in that each lateral edge of the plate (4), extending along the longitudinal axis (10), is extended by a lateral wall (28) and in that the side walls are opposite each other,the reinforcement being positioned inside the central tunnel (34), the central tunnel (34) comprising an upper wall (36) with two portions (38, 40), characterized in that said portions (38, 40) are parallel or substantially parallel to each other, but not aligned; the first end (12) and the second end (14) each bear respectively against one of said portions (38, 40).
2. Motor vehicle according to claim 1, characterized in that the edges (30) of the side walls which are opposite the plate (4) are notched.
3. Motor vehicle according to claim 1 or 2, characterized in that each side wall (28) forms with the lower face (8) of the plate (4), an angle whose value is between 85° and 120°.
4. Motor vehicle according to one of claims 1 to 3, characterized in that the first end (12) of the plate and / or the second end (14) of the plate forms with the longitudinal axis (10) an angle whose absolute value is between 5° and 40°.
5. Motor vehicle according to one of claims 1 to 4, characterized in that the upper face (6) or the lower face (8) of the plate comprises at least one groove extending parallel to the longitudinal axis (10).
6. Motor vehicle according to one of claims 1 to 5, characterized in that the upper face (6) or the lower face (8) of the plate comprises at least one protrusion extending parallel to the longitudinal axis (10).
7. Motor vehicle according to one of claims 1 to 6, characterized in that the length of the first end (12) and / or the second end (14) of the plate (4), measured along the longitudinal axis (10), corresponds between 10% and 30% of the length of the central part (16) of the plate (4), measured along the longitudinal axis (10).
8. Motor vehicle according to one of claims 1 to 7, characterized in that the height of the side walls, measured perpendicular to the longitudinal axis (10), is between 5% and 20% of the length of the plate (4) measured along the longitudinal axis (10).
9. Motor vehicle according to one of claims 1 to 8, characterized in that the central part (16) of the plate comprises at least one passage (20), allowing the insertion of a fixing means through the plate (4) in order to hold the mechanical reinforcement (2) against at least one internal face of a central tunnel (34) for a motor vehicle.