WHEEL ARCH ASSEMBLY FOR MOTOR VEHICLES AND MOTOR VEHICLES INCLUDING SUCH AN ASSEMBLY

Abstract

The invention relates to an assembly (1) for a front wheel arch of a motor vehicle, said assembly (1) comprising at least one wheel arch (3), a frame (5) fixed to said wheel arch (3), and a front support (7), said front support (7) being fixed to said frame (5) and located opposite one of the ends (3c, 13c) of said wheel arch (3), characterized in that the end (3c, 13c) of the wheel arch (3) located opposite said front support (7) comprises a dropped edge (13d). [Fig. 3]

Description

Title of the invention: WHEEL ARCH ASSEMBLY FOR MOTOR VEHICLE AND MOTOR VEHICLE COMPRISING SUCH A SET

[0001] The present invention relates generally to the deformation of the front structure of vehicles in the event of a frontal impact, and more particularly relates to a front wheel arch assembly for a motor vehicle. The invention also relates to a motor vehicle equipped with such an assembly.

[0002] Nowadays, motor vehicles must comply with many regulations safety regulations, especially regarding passive safety. The means implemented to ensure this safety must in particular allow both to protect the occupants of a vehicle in the event of a frontal collision at high speed, but also to control the costs of repairing the vehicle in the event of an urban collision, or in other words a low-speed collision.

[0003] These safety measures must also make it possible to limit, as much as possible, the aggressive, i.e. lethal or physically damaging, nature that the vehicle may present to pedestrians and therefore to reduce the presence of hard points under the hood and the risks of serious injuries to the legs. In parallel with these safety obligations, ecological and economic reasons also push manufacturers to reduce the overall mass of the vehicle.

[0004] In order to ensure the compliance of vehicles with the various safety regulations, numerous tests and trials are put in place. However, as regulations in the field of safety can vary from one country or continent to another, the solutions provided to satisfy these tests must preferably be adaptable to the different situations encountered.

[0005] Thus, in Europe, it is known to carry out moderate overlap tests ("Moderate Overlap Frontal Crashworthiness Evaluation") which in fact consist of carrying out frontal impacts with an overlap of 40% of the width of the vehicle by a barrier. In such a configuration, the front stretcher of the vehicle as well as the front wing reinforcement part, which constitutes a third force transmission path, are stressed. To do this, these parts are generally sized to meet the requirements of this test protocol.

[0006] In the United States, new safety requirements are imposed by the American IIHS protocol (acronym for "Insurance Institute for Highway Safety"), such as the so-called small overlap frontal impact test protocol ("Small Overlap Frontal Crashworthiness Evaluation").

[0007] According to this test, a barrier approximately 1.5 m high hits the vehicle, covering 25% of its width starting from one side of the vehicle. In such a configuration, the front stretcher is no longer directly stressed by the impact, but the front wing reinforcement part, which is more eccentric, remains and therefore undergoes the deformation.

[0008] Indeed, in the case of a low overlap impact mentioned above, a significant breakage of the front part of the wheel arch is observed during testing, this is notably caused by the impact of the wheel arch with the fascia support. The fact that the fascia support and / or the front part of the wheel arch breaks following a collision is therefore not acceptable, and it is necessary to find a solution to remedy this problem.

[0009] Thus, faced with the requirements of the American protocol for low overlap front impacts, the behavior of current vehicles on the European market is therefore not entirely satisfactory and needs to be improved.

[0010] The present invention thus proposes to remedy at least one of the aforementioned drawbacks by proposing a new type of assembly for the front wheel arch of a motor vehicle, said assembly comprising at least one wheel arch, a stretcher fixed to said wheel arch, as well as a front support, said front support being fixed to said stretcher and located opposite one of the ends of said wheel arch; characterized in that the end of the wheel arch located opposite said front support comprises a fallen edge.

[0011] Such a geometry or conformation of the end of the wheel arch facing the fascia support makes it possible, during a collision, to ensure better contact between the wheel arch and the fascia support, this has among other things the consequence of better dissipation of energy and of limiting the risks of breakage of the wheel arch and / or the fascia support. This assembly according to the invention thus makes it possible to meet the requirements of the various standards and regulations, as well as the associated tests, without it being necessary to complicate this assembly or its assembly, by adding one or more parts, to modify the type of material and / or the thicknesses of said elements of the assembly. The assembly according to the invention is therefore a simple and inexpensive technical solution to implement, requiring only minor adaptations of the production and assembly lines.

[0012] According to a possible characteristic, the wheel arch comprises two elements: - a main body fixed to said stretcher, and for example configured to be fixed to a rebate, such as a rebate of a wing reinforcement part; - a reinforcing piece fixed to said stretcher, and for example configured to be fixed to a rebate, such as a rebate of a wing reinforcing piece; the reinforcing piece being joined to the main body and having a free end in which said fallen edge is arranged. It should be noted that the main body and the reinforcement can be considered as the same part, the purpose of splicing the reinforcement part being, among other things, to allow the local increase in thickness at the front of the main body.

[0013] According to another possible characteristic, the main body and / or the reinforcement piece are made of stamped sheet metal. Advantageously, said wheel arch elements are one or more stamped sheets, for example fixed together by splicing.

[0014] According to another possible characteristic, said fallen edge has a radius of at least 4 mm. The dropped edge of the end of the wheel arch, and more particularly of the reinforcing piece, advantageously has a radius of at least 4 mm, and preferably at least 6 mm, in order in particular to optimize the dissipation of energy during a collision and limit the risks of breakage of the fascia support and / or of said reinforcing piece of the wheel arch.

[0015] According to another possible characteristic, said fallen edge is located at a distance of at least 5 mm from the facade support. The fascia support and the fallen edge of the wheel arch are therefore at a distance from each other, for example at least 5 mm apart, and preferably at least 8 mm apart, in order to simplify the assembly of said parts and / or to prevent them from coming into contact during small collisions or due to vibrations.

[0016] According to another possible characteristic, in the mounted position, said dropped edge extends in a substantially vertical plane. The fact that the fallen edge of the wheel arch extends, in the mounted position, substantially vertically makes it possible to promote, during a collision, plane-plane contact between the front support and the fallen edge of the wheel arch, and thus optimize the dissipation of energy resulting from this collision.

[0017] According to another possible characteristic, said fallen edge is continuously extended by a longitudinal edge of said wheel arch. The red passage has on at least one of its longitudinal sides another edge, for example a fixing edge intended to fix the wheel arch to another part, which is continuous with the fallen edge of the wheel arch.

[0018] According to another possible characteristic, said assembly comprises an absorption plate arranged between the fallen edge and the facade support. The absorption plate makes it possible, among other things, to facilitate the fixing of the stretcher and elements on it during the assembly process of the assembly and of the vehicle.

[0019] According to another possible characteristic, said fallen edge has a length of at least 5 mm, and preferably at least 8 mm, and for example a length of between 5 and 15 mm.

[0020] The invention also relates to a motor vehicle, for example thermal, electric or hybrid, characterized in that said vehicle comprises an assembly as defined above.

[0021] The invention will be better understood, and other aims, details, characteristics and advantages thereof will appear more clearly during the following description of a particular embodiment of the invention, given solely for illustrative and non-limiting purposes, with reference to the appended drawings, in which: - [Fig.l] illustrates a very schematic and top view of a front wheel arch assembly according to the invention; - [Fig.2] is an enlarged, partial and perspective view of the whole of [Fig.l]; - [Fig.3] is an enlarged, partial, perspective view of the whole of [Fig.l].

[0022] In the following description, the term "comprise" is synonymous with "include" and is not limiting in that it allows the presence of other elements in the vehicle, or the structure to which it relates. It is understood that the term "comprise" includes the terms "consist of". Similarly, the terms "lower", "upper", "front", "rear", "longitudinal" and "transverse" will be understood in relation to the general orientation of the motor vehicle, unless otherwise indicated. The term "lower" will designate a greater proximity to the ground than "upper" along the vertical axis. Furthermore, it will be noted that in the different figures, the same references designate identical or similar elements.

[0023] In addition, an orthogonal reference frame XYZ is defined with respect to the vehicle, namely: - an X axis, defining a longitudinal and horizontal direction of the vehicle, - a Y axis, defining a transverse and horizontal direction, which with the X axis defines a horizontal XY plane, - a Z axis, defining a vertical direction, orthogonal to the horizontal XY plane, the Z axis with the X axis or with the Y axis defining a vertical XZ or YZ plane.

[0024] In the present application, it will be noted that "substantially parallel" means a direction deviating by at most 20°, or even by at most 10° or by at most 5° from a parallel direction. It will also be noted that "substantially orthogonal" means a direction deviating by at most 20°, or even by at most 10° or by at most 5° from an angle of a value of 90°.

[0025] [Fig.l] thus illustrates a very schematic and top view of an assembly 1 for a front wheel arch intended to be mounted or integrated into a motor vehicle (not shown), for example a thermal, electric or hybrid vehicle, in particular in the front part of the vehicle.

[0026] Said wheel arch assembly 1 comprises at least: a wheel arch 3 front (or front wheel arch part), a stretcher 5 fixed to said wheel arch 3, and a front support 7 fixed to said stretcher 5. It will be noted that the assembly 1 according to the invention comprises two front wheel arches 3, respectively left and right, each fixed to a separate stretcher 5, the front support 7 being connected to each of said stretchers 5.

[0027] Said assembly 1 may also comprise one or more absorption plates 9 located between each of the stretchers 5 and the front support 7. Furthermore, it will be noted that the following description is made with reference to one of said wheel arches 3 and to a stretcher 5, but may be generalized mutatis mutandis to the other.

[0028] Generally, the wheel arches 3, the stretchers 5 and the front support 7 have a substantially elongated shape. The wheel arches 3, the stretchers 5 thus extend, in the mounted position, in a substantially horizontal plane (or XY plane) in the direction of the front support 7 (and therefore the front of the vehicle) which extends, in the mounted position, substantially along the Y axis (or transversely to the longitudinal axis of the vehicle). Thus, a wheel arch 3 fixed on a stretcher 5, extends to the front support 7, without being fixed thereon.

[0029] [Fig.2] and [Fig.3] are enlarged, partial and perspective views of the assembly 1 of [Fig.l], and more particularly of one of said wheel arches 3.

[0030] In addition, the wheel arches 3 therefore have at least two longitudinal sides 3a and 3b, respectively first and second longitudinal sides, each being intended to be fixed to an element of the vehicle, the first side 3a is thus fixed to one of said stretchers 5, while the second side 3b is configured to be fixed to a wing reinforcement part (not shown), for example at the level of a rebate of a wing reinforcement part.

[0031] Each of the wheel arches 3 therefore has a free end 3c located, in the mounted position, opposite the front support 7. The free end 3c of the wheel arch 3 is therefore next to the longitudinal sides 3a and 3b, or framed by these sides 3a and 3b.

[0032] Furthermore, each of the wheel arches 3 comprises two sub-elements 11 and 13: a main body 11 and a reinforcing piece 13 which are fixed to one of said stretchers 5. The reinforcing piece 13 is further fixed to said main body 11 and together form a wheel arch 3.

[0033] It will be noted that the stretchers 5, the front support 7 and the wheel arches 3, including the main body 11 and the reinforcing piece 13, are formed by one or more stamped and / or folded metal sheets (for example steel sheets, such as steel or a steel alloy, advantageously FB60 or DP780 steel). In addition, the reinforcing piece 13 is advantageously fixed to the main body 11 by splicing.

[0034] Said main body 11 and the reinforcing piece 13 are further advantageously configured to be fixed, at the first side 3a, to a rebate, such as a rebate of a wing reinforcement part (not shown), for example by welding.

[0035] Thus, the reinforcing piece 13 is a separate, added piece, which is fixed, preferably by splicing, to the main body 11. Said reinforcing piece 13 is advantageously a single piece or unitary, and has, for example, the shape of a trapezium in which a through opening is arranged (opening arranged orthogonally to the main extension plane of said reinforcing piece 13).

[0036] Said reinforcing piece 13 has, for example, a minimum thickness (or a minimum average thickness) greater than or equal to 1 mm, preferably greater than 1.5 mm, and advantageously has a thickness of between 1 and 3 mm.

[0037] The reinforcing piece 13 thus has several sides, including two opposite sides 13a and 13b, forming at least in part the longitudinal sides 3a and 3b of the wheel arch 3, these opposite sides 13a and 13b comprising edges or borders to allow the fixing, for example by welding, of the wheel arch (and therefore of the reinforcing piece 13) to the stretcher 5 and to a rebate of the wing reinforcing piece.

[0038] The reinforcing piece 13 also comprises a free end 13c which is identified with the free end 3c of the wheel arch, therefore located, in the mounted position, opposite the front support 7, as well as the absorption plate 9.

[0039] In addition, said reinforcing piece 13 comprises a flanged edge 13d which is arranged or shaped at the free end 13c of said reinforcing piece 13 (or the free end 3c of the wheel arch). Said flanged edge 13d extends, in the mounted position, in a substantially vertical plane (i.e. substantially in a YZ plane), the main extension plane of said flanged edge 13d being substantially parallel to the face closest to the front support 7 (face of the front support coming into contact with said flanged edge during a collision).

[0040] Said fallen edge 13d of the free end 13c of the reinforcement piece 13 (and therefore of the wheel arch 3) has: - a length of at least 5 mm, and preferably at least 8 mm; - a radius of at least 4 mm, and preferably at least 6 mm.

[0041] Furthermore, the front support 7 and the fallen edge 13d (and therefore the free end 3c, 13c) of the wheel arch 3 are advantageously located at a distance, for example at least 5 mm apart, and preferably at least 8 mm apart, and for example a length of between 5 and 15 mm.

[0042] Furthermore, it will be noted that said fallen edge 13d is continuously extended by a fixing edge which extends over one of the longitudinal sides of the reinforcing piece 13, here the fixing edge arranged at the level of the second side 3b.

Claims

Claims

1. Assembly (1) for a front wheel arch of a motor vehicle, said assembly (1) comprises at least one wheel arch (3), a stretcher (5) fixed to said wheel arch (3), as well as a front support (7), said front support (7) being fixed to said stretcher (5) and located opposite one of the ends (3c, 13c) of said wheel arch (3); characterized in that the end (3c, 13c) of the wheel arch (3) located opposite said front support (7) comprises a fallen edge (13d).

2. Assembly (1) according to the preceding claim, characterized in that the wheel arch (3) comprises two elements (11, 13): - a main body (11) fixed to said stretcher (5); - a reinforcing piece (13) fixed to said stretcher (5); the reinforcing piece (13) being joined to the main body (11) and having a free end (3c, 13c) in which said fallen edge (13d) is arranged.

3. Assembly (1) according to the preceding claim, characterized in that the main body (11) and / or the reinforcing piece (13) are made of stamped sheet metal.

4. Assembly (1) according to any one of the preceding claims, characterized in that said fallen edge (13d) has a radius of at least 4 mm.

5. Assembly (1) according to any one of the preceding claims, characterized in that said fallen edge (13d) is located at a distance of at least 5 mm from the front support (7).

6. Assembly (1) according to any one of the preceding claims, characterized in that, in the mounted position, said fallen edge (13d) extends in a substantially vertical plane.

7. Assembly (1) according to any one of the preceding claims, characterized in that said fallen edge (13d) is continuously extended by a longitudinal edge of said wheel arch (3).

8. Assembly (1) according to any one of the preceding claims, characterized in that said assembly (1) comprises an absorption plate (9) arranged between the fallen edge (13d) and the front support (7).

9. Assembly (1) according to any one of the preceding claims, characterized in that said fallen edge has a length of at least 5 mm.

10. Motor vehicle, characterized in that said vehicle comprises a assembly (1) according to any one of the preceding claims.

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