ASSEMBLY FOR FRONT STRUCTURE OF A MOTOR VEHICLE AND MOTOR VEHICLE COMPRISING SUCH AN ASSEMBLY

Abstract

The invention relates to an assembly (1) for the front structure of a motor vehicle, said assembly (1) comprising: – a sheet metal hollow body and a liner (5) fixed to said hollow body, said hollow body and said liner (5) being shaped to form a load path (7) of a motor vehicle; – a support cup (9) for a wheel suspension system; – a wheel arch wall (11); the liner (5), the support cup (9) and the wheel arch wall (11) being fixed to each other and joining at a zone (13) referred to as the "assembly node", characterized in that said assembly (1) comprises a reinforcing piece (15) fixed to said liner (5) and disposed opposite said assembly node (13). [Fig. 1]

Description

Title of the invention: ASSEMBLY FOR FRONT STRUCTURE OF MOTOR VEHICLES AND MOTOR VEHICLES INCLUDING SUCH A SET

[0001] The present invention relates generally to assemblies for motor vehicle structures, and more particularly to an assembly for the front structure of a motor vehicle. The invention also relates to a motor vehicle equipped with such an assembly.

[0002] Indeed, in terms of road safety, car manufacturers must take into account multiple concerns and regulations when developing new vehicles in order, on the one hand, to ensure the safety of vehicle passengers in the event of a collision or that of other most vulnerable road users, such as pedestrians, and, on the other hand, to control the costs of repairing vehicles when they suffer urban shocks, known as "repairability shocks" suffered at low speeds of around 15 to 20 kilometers per hour.

[0003] For impacts at higher speeds, on the order of 50 km / h or more, vehicles are designed to deform in order to absorb at least some of the energy released during the impact, thus providing the best possible protection for the passengers. The deformation behavior of a motor vehicle under the effect of an impact is particularly optimized by car manufacturers who strive to prevent any deformation of the vehicle from affecting the passenger compartment and its occupants.

[0004] Moreover, the majority of modern vehicles have a passive protection design based on three paths of force: a first path of force consisting of the side member or frame line, a second path of force, also called the lower path of force, consisting of cradle extensions, and a third path of force which includes an outer hollow body and a lining which closes said outer hollow body.

[0005] It should be noted that this type of structure, i.e., a hollow body enclosed by a lining (for example, a fender), is found at the front pillar of motor vehicles, and therefore on each of the lateral sides of a motor vehicle. The third load-bearing element, the hollow body enclosed by a lining, is generally attached to a front pillar at one of its ends. It should be noted that the other end of the third load-bearing element is connected to a bumper beam and / or a frame rail via the wheel arch. Furthermore, several hood reinforcement pieces, as well as components of the vehicle's (front) fender, are attached to this assembly.

[0006] Thus, the third path of effort extends substantially parallel to the Ion- axis gitudinal of the vehicle, and generally in relation to other elements of the front structure of the vehicle, such as a wheel arch and a support cup for a one-wheel suspension system, hereinafter referred to as the "suspension cup", the third way, and in particular said lining, running alongside the wheel arch and the suspension cup.

[0007] More specifically, the lining, the wheel arch (or at least the sheet metal shaped to serve as a wheel arch), and the suspension strut mount are fixed to each other and meet at an area designated as the "assembly node." As a reminder, a suspension strut mount is configured to accommodate part of a shock absorber and position it relative to the road surface.

[0008] Whereas the wheel arch is a structural or body element whose function is to partially cover the wheel, with in particular a substantially arched portion that covers the top of the wheel and a substantially vertical lateral portion that partially covers the inner face of the wheel. A wheel arch serves in particular as a protective barrier for the interior of the vehicle, and in particular for the components located in the engine compartment, against projections from the wheel.

[0009] In the event of a high-speed frontal impact against an obstacle, such as a vehicle, a rigid wall, a deformable barrier, etc., the third load path is designed to transmit forces and dissipate the impact energy. However, the third path may have weak points related to its design, assembly, or manufacturing constraints, thus compromising its proper functioning.

[0010] One of the problems related to this assembly node is that the suspension cup has a rounded shape and the junction of the cup, the lining and the wheel arch is made at a rounded corner of the cup, making it difficult to fix the elements to each other, and resulting in a weak assembly and insufficient mechanical resistance to shocks, particularly during a high-speed frontal impact against a deformable barrier or a rigid wall (offset or centered).

[0011] This weak point leads to premature deformation at the joint between the lining, the suspension cup, and the wheel arch. A solution must be found to remedy this problem.

[0012] The present invention thus aims to remedy at least one of the aforementioned drawbacks by proposing a new type of assembly for the front structure of a motor vehicle, said assembly comprising: - a hollow sheet metal body and a lining attached to said hollow body, said hollow body and said lining being shaped to form a load path for a motor vehicle; - a support cup for a wheel suspension system; - a wheel arch wall; the lining, the support cup and the passage wall being fixed to each other and joining in an area called the "assembly node", characterized in that said assembly includes a reinforcing piece fixed to said lining and arranged opposite said assembly node.

[0013] The assembly according to the invention makes it possible, among other things, to avoid increasing the thickness of the lining or other elements while reinforcing the mechanical resistance of said assembly, thus avoiding an increase in the mass of said assembly, and therefore of the vehicle. Furthermore, it is a simple and modular way to reinforce and stiffen the junction area between the lining, the suspension cup, and the wheel arch, or assembly node, the reinforcing piece being adaptable according to the constraints related to the vehicles (weight, length, materials, etc.).

[0014] Advantageously, the assembly according to the invention makes it possible in particular to offer an improved performance in terms of safety (for elements with identical external dimensions and iso-structure) while having structural elements that can be used both for a front structure of electric, hybrid or thermal vehicles.

[0015] This therefore has the advantage of improving the mechanical properties of the front structure of the vehicle with respect to frontal impacts, while optimizing the overall mass of the vehicles and / or reducing the manufacturing cost of the vehicles, whether these vehicles are thermal, electric or hybrid.

[0016] Furthermore, the assembly according to the invention allows for greater standardization of the vehicle's structural elements, which can contribute to the implementation of an identical platform (or similar platforms) during the production of an electric, hybrid or thermal vehicle, despite the different safety constraints linked to the specific elements of each engine (weight distribution, size of the traction battery, charger, fuel tank, etc.).

[0017] According to another possible feature, the lining has two main opposing faces: a first face in contact with the support cup and the wheel arch wall, and a second face on which the reinforcement piece is fixed. The reinforcement piece is therefore located opposite the assembly node through said lining, said reinforcement piece being configured to overlap with the junction area between the support cup, the passage wall and the lining.

[0018] According to one possible feature, the hollow body and the lining forming the load path have one end configured to be fixed to a front foot of a motor vehicle, and another end configured to be fixed to a bumper beam (and / or to a stretcher line via the wheel arch).

[0019] According to another possible feature, said hollow body is a wing reinforcement and said lining is a wing lining.

[0020] According to another possible feature, the reinforcing piece is only in contact with said lining. Advantageously, the reinforcement piece is only attached to the lining, thus improving the mechanical behavior of the load-bearing area and strengthening the joint zone. Furthermore, only attaching the reinforcement piece to a single element simplifies its integration into the assembly.

[0021] According to another possible characteristic, the reinforcing piece has a thickness of at least 1 mm.

[0022] According to another possible feature, the reinforcing piece is configured to exhibit a form cooperation with the area of ​​the lining where said reinforcing piece is fixed. It is advantageous to optimize the contact and fixing surface, and for example the welding area, between the reinforcement piece and the lining, so that the assembly of these elements behaves like a unit element, particularly in terms of mechanical behavior (during an impact).

[0023] According to another possible feature, the reinforcing piece is monobloc. The fact that the reinforcement piece is a single piece or unit reduces the production costs of said piece, facilitates its manufacture, as well as its attachment to said lining.

[0024] According to another possible feature, the reinforcing piece is fixed by welding to said lining. Welding, for example by means of spot welds and / or at least one weld bead, the reinforcement piece to said lining is a quick and economical method, while allowing good mechanical strength of the assembly.

[0025] According to another possible feature, the reinforcing piece is made of a steel which has a high yield strength, for example a steel having a yield strength greater than 300 MPa and a tensile strength greater than 400 MPa. The reinforcement piece is advantageously made of sheet steel with a high elastic limit, for example by bending or stamping, in order to guarantee good mechanical properties and limit the manufacturing costs of said reinforcement piece.

[0026] According to another possible feature, the reinforcing piece includes at least one fixing tab. The said reinforcement piece may also include one or more fixing tabs allowing the attachment of third-party elements, such as cables, cable trays, etc. conduits, etc.

[0027] According to another possible feature, said reinforcing piece includes at least one dropped edge. Advantageously, said reinforcing piece includes one or more dropped edges which reinforce the inertia and resistance of said piece, and by extension the inertia and resistance of the area of ​​the assembly node.

[0028] According to another possible feature, the reinforcing piece has flat areas. The flat areas make it easier to fix (for example by welding) the reinforcement piece onto the lining, by providing the largest possible contact areas.

[0029] According to another possible feature, the reinforcing piece includes stiffening ribs. The presence of stiffening ribs helps to improve the mechanical resistance of said reinforcement piece, and therefore of the area where the assembly node is located.

[0030] According to another possible characteristic, the thickness of said reinforcement piece has a thickness greater than the thickness of the lining on which the reinforcement piece is fixed, and / or the material constituting the reinforcement piece has a mechanical resistance greater than the material constituting the lining on which the reinforcement piece is fixed.

[0031] The invention also relates to a motor vehicle, characterized in that said vehicle comprises an assembly for the front structure of a motor vehicle as defined above.

[0032] According to one possible feature, said vehicle comprises two assemblies as defined above, one for each of the front lateral sides of said vehicle.

[0033] The invention will be better understood, and other objects, details, features and advantages thereof will become more apparent from the following description of a particular embodiment of the invention, given solely by way of illustration and not limitation, with reference to the accompanying drawings, in which: - Fig. 1 illustrates a schematic, partial, and side perspective view of an assembly for the front structure of a front vehicle according to the invention; - [Fig.2] illustrates another schematic, partial and perspective view of the whole of [Fig.1]; - [[Fig.3]] illustrates a schematic and perspective view of a reinforcement piece of the assembly of [Fig.1] and [Fig.2].

[0034] In the following description, the term "include" is synonymous with "include" and is not limiting in that it permits the presence of other elements in the vehicle, or the structure to which it relates. It is understood that the term "include" includes the terms "consist of". Similarly, the terms "lower", "upper", "front", "rear", "longitudinal" and "transverse" shall be understood in relation to the general orientation of the motor vehicle, whether it is thermal, hybrid or electric.

[0035] The term "lower" will denote a closer proximity to the ground than "upper" along the vertical axis. Furthermore, it should be noted that in the various figures, the same reference numerals designate identical or similar elements.

[0036] Furthermore, an orthogonal XYZ frame of reference 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 defining a vertical XZ plane.

[0037] In this application, it should be noted that "substantially parallel" means a direction deviating by no more than 20°, or even by no more than 10° or 5°, from a parallel direction. It should also be noted that "substantially orthogonal" means a direction deviating by no more than 20°, or even by no more than 10° or 5°, from an angle of 0°.

[0038] Figure 1 illustrates a schematic, partial, side perspective view of a front structure assembly 1 according to the invention intended to equip a motor vehicle (not shown). Figure 2, for its part, is another schematic, partial, side perspective view of the assembly of Figure 1.

[0039] Said assembly 1 comprises as follows: - a hollow body (not shown) made of sheet metal and a lining 5 fixed to said hollow body, said hollow body and said lining 5 being shaped to form a load path 7 of a motor vehicle; - a support cup 9 for a wheel suspension system, hereinafter referred to as the "suspension cup"; - a wheel arch wall 11.

[0040] Said lining 5, the suspension cup 9 and the wheel arch wall 11 are fastened to each other, for example by welding, and join at a zone 13 referred to as the "assembly node". Said assembly 1 further includes a reinforcing piece 15 fixed to said lining 5 and which is positioned opposite said assembly node 13.

[0041] It should be noted that the suspension cup 9 and the wheel arch wall 11 are two separate structural elements, each made of sheet metal (stamped and / or folded) and assembled together by welding.

[0042] The suspension cup 9 is generally a relatively thick sheet metal part, with a thickness of around 2 to 3 millimeters, due to its function of receiving the efforts of the suspension system (not visible), while the wheel arch 11 is made of thinner sheet metal, with a thickness of around one millimeter, sometimes reinforced locally by an additional reinforcing element, also made of sheet metal, attached in particular by welding to the wheel arch 11.

[0043] The reinforcement piece 15 is therefore located opposite the assembly node 15, said reinforcement piece 15 being configured to overlap with the junction area between the suspension cup 9, the passage wall 11 and the lining 5.

[0044] It will be noted that in the mounted position, the lining 5 runs along the suspension cup 9 and the wheel arch wall 11, the lining 5 having a main extension plane (which is substantially parallel to the XZ plane in the mounted position), and therefore two main opposite faces: a first face, called the "internal face", which is directed towards the interior of the vehicle, and a second face, called the "external face", which is directed towards the exterior of the vehicle (and towards the hollow body).

[0045] It should be noted that assembly 1 illustrated in [Fig. 1] and [Fig. 2] is more specifically intended to equip the left side of a vehicle, but that the vehicle may include an assembly 1 according to the invention for each of its front side panels, the assembly 1 described herein applying mutatis mutandis to the right side of a motor vehicle. Furthermore, in the embodiment of the invention described herein, said hollow body is a fender reinforcement and said lining 5 is a fender lining, these elements and 5 forming a load path, usually referred to as the third load path.

[0046] Said hollow body is advantageously a metal profile (and therefore substantially a hollow metal beam), for example made of steel, while said lining 5 is generally a metal profile which extends at least partially (and longitudinally) into the hollow body and which is fixed to said hollow body by closing at least partially one of its faces.

[0047] Thus, the hollow body and said lining 5 each have an elongated shape and together form opposite longitudinal ends, called first (not shown) and second 7b ends, for the load path 7.

[0048] Thus, the first end is configured to be connected to a bumper beam (not shown), such as a front bumper beam, and / or to a stretcher line via the wheel arch 11, while the second end 7b is configured to be attached to a front foot 17 of a motor vehicle.

[0049] The second end 7b of the load path 7 can be considered as a junction zone between the load path 7, therefore between, on the one hand, the hollow body 3 and the lining 5 and, on the other hand, the front foot 11. In the mounted position of the assembly 1, the hollow body and said lining 5 therefore each have a longitudinal axis which is substantially parallel to the longitudinal axis of the vehicle (or X axis).

[0050] Furthermore, said reinforcement piece 15 also has an elongated shape, for example a substantially rectangular plate shape, and is fixed to the outer face of the lining 5.

[0051] Thus, in the mounted position of the assembly 1, the reinforcing piece 15 extends substantially in a vertical plane (or in a plane substantially parallel to the plane XZ).

[0052] Figure 3 illustrates, for its part, a schematic and side perspective view of the Reinforcing piece 15 of assembly 1. Reinforcing piece 15 is for example one piece (or unit) and / or is made of steel having a high yield strength, such as DP780 steel or FP60 steel, and for example a steel having a yield strength greater than 300 MPa and a tensile strength greater than 400 MPa.

[0053] The reinforcing piece 15 is advantageously made of sheet steel having a high yield strength, for example by bending or stamping. The sheet steel of the reinforcing piece 15 has, for example, a thickness of at least 1 mm.

[0054] Furthermore, the reinforcement piece 15 is configured to have a form-like interaction with the lining area 5, particularly its outer face, where said reinforcement piece 15 is fixed. The reinforcement piece 15 further advantageously includes flat areas that serve as fixing areas between the reinforcement piece 15 and the lining 5.

[0055] The reinforcing piece 15 is advantageously fixed by welding to said lining 5, by means of spot welds and / or at least one weld bead, for example at the level of the flat areas of said reinforcing piece 15. Moreover, advantageously, the reinforcing piece 15 is only in contact with said lining 5, that is to say that the reinforcing piece 15 is only fixed on the lining 5.

[0056] Said reinforcement piece 15 advantageously includes stiffening ribs 15a which extend for example substantially parallel to the longitudinal axis of the reinforcement piece 15 and / or lining 5 (said ribs have an extension which is preferably substantially parallel with the direction of compression of the load path 7 during an impact, therefore to the axis X in the mounted position).

[0057] In addition, the reinforcing piece 15 may also include: - one or more dropped edges 15b configured to exhibit a form cooperation with said lining 5, the longitudinal extension of said dropped edges 15b being preferably substantially parallel to the longitudinal axis of said lining 5 (or X axis in mounted position); - one or more 15c fixing tabs configured to fix a third element, such as a cable, a trunking, a conduit, etc.

[0058] In another embodiment not shown, the thickness of the reinforcing piece 15 is greater than the thickness of the lining 5 to which the reinforcing piece 15 is fixed, and / or the constituent material, such as steel, of the Reinforcing piece 15 has a mechanical resistance greater than the constituent material, such as steel, of the lining 5 to which the reinforcing piece 15 is fixed.

Claims

Demands

1. Assembly (1) for front structure of motor vehicle, said assembly (1) comprising: - a sheet metal hollow body and a lining (5) fixed to said hollow body, said hollow body and said lining (5) being shaped to form a load path (7) of a motor vehicle; - a support cup (9) for a wheel suspension system - a wheel arch wall (11); the lining (5), the support cup (9) and the arch wall (11) being fixed to each other and joining in an area (13) referred to as the "assembly node", characterized in that said assembly (1) comprises a reinforcing piece (15) fixed to said lining (5) and disposed opposite said assembly node (13).

2. Assembly (1) according to the preceding claim, characterized in that the lining (5) has two main opposing faces: a first face in contact with the support cup (9) and the wheel arch wall (11), and a second face on which the reinforcement piece (15) is fixed.

3. Assembly (1) according to any one of the preceding claims, characterized in that said reinforcing piece (15) comprises at least one dropped edge (15b).

4. Assembly (1) according to any one of the preceding claims, characterized in that said hollow body is a wing reinforcement and said lining (5) is a wing lining.

5. Assembly (1) according to any one of the preceding claims, characterized in that the reinforcing piece (15) is only in contact with said lining (5).

6. Assembly (1) according to any one of the preceding claims, characterized in that the reinforcing piece (15) has a thickness of at least 1 mm.

7. Assembly (1) according to any one of the preceding claims, characterized in that the reinforcing piece (15) is configured to exhibit form cooperation with the area of ​​the lining (5) where said reinforcing piece (15) is fixed.

8. Together (1) according to any one of the preceding claims, characterized in that the reinforcing piece (15) is one piece.

9. Assembly (1) according to any one of the preceding claims, characterized in that the reinforcing piece (15) comprises stiffening ribs (15a).

10. Motor vehicle, characterized in that said vehicle comprises an assembly (1) for front structure of motor vehicle according to any one of the preceding claims.

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