RETRACTABLE DEFORMABLE BOX FOR ALL-TERRAIN MOTOR VEHICLE

Abstract

RETRACTABLE DEFORMABLE BOX FOR ALL-TERRAIN MOTOR VEHICLE The present invention relates to a motor vehicle (2) comprising: - two main longitudinal beams (6) extending forward from a passenger compartment of said motor vehicle; - two main deformable boxes (8) respectively fixed to a front end (6.1) of the two main longitudinal beams; - two secondary longitudinal beams (12) arranged transversely under the two main longitudinal beams; remarkable in that said motor vehicle further comprises two secondary deformable boxes (14) pivotally articulated with respect to a front end (12).1) corresponding of the two secondary longitudinal beams, each of the two secondary deformable boxes being deployable between a retracted position (A) where it is inclined forward and upward, and a deployed position (B) where said secondary deformable box extends longitudinally forward in continuity with the corresponding secondary longitudinal beam. (Figure to be published with the abbreviation: Figure 1).

Description

Title of the invention: RETRACTABLE DEFORMABLE BOX FOR ALL-TERRAIN MOTOR VEHICLE technical field

[0001] The present invention relates to the field of motor vehicles, more particularly to the field of structure for motor vehicles. Previous technique

[0002] Conventionally, the lower part of a motor vehicle bumper is either vertical or inclined. In the case of a traditional sedan, it is vertical, with a system of absorbers extending from longitudinal beams behind the lower part of the bumper, effective in absorbing pedestrian impacts and offering better support in the event of a high-speed frontal collision.

[0003] Conversely, for an off-road vehicle with a higher ground clearance, the lower part of the bumper is angled, which facilitates passage over access ramps or exiting ditches. In this configuration, the shock absorber system is absent due to lack of space, and to maintain the angle necessary for sufficient ground clearance to overcome various off-road obstacles.

[0004] However, although the angled leading edge of the front bumper facilitates off-road driving, it has drawbacks in terms of energy absorption during a frontal collision. Specifically, energy is absorbed only minimally at the beginning of the impact, resulting in suboptimal vehicle deceleration. Furthermore, the angled edge significantly impairs aerodynamics by increasing the amount of air pushed under the vehicle.

[0005] In summary, an inclined front bumper, typical of off-road vehicles, proves to be neither effective in terms of aerodynamics nor in energy absorption during collisions.

[0006] Published patent document US 2008 / 0157547 Al discloses an all-terrain vehicle or pickup truck, comprising an underguard device having an impact plate pivotally attached to two lower ends of a connecting element linked to the structure of the motor vehicle.

[0007] However, the solution proposed by the document has room for improvement, in particular to further strengthen the absorption of frontal impacts, as well as to optimize the aerodynamics of the motor vehicle. Description of the invention

[0008] The present invention aims to overcome at least one of the drawbacks of the aforementioned prior art. More specifically, the invention aims to provide a simple, efficient, and economical solution for improving the absorption of frontal impacts, while maintaining the off-road usability of motor vehicles.

[0009] To this end, the invention relates to a motor vehicle comprising: - two main longitudinal beams extending forward from a passenger compartment of said motor vehicle; - two main deformable boxes respectively fixed to a front end of the two main longitudinal beams; - two secondary longitudinal beams arranged transversely under the two main longitudinal beams; remarkable in that said motor vehicle further comprises two secondary deformable boxes pivotally articulated with respect to a corresponding front end of the two secondary longitudinal beams, each of the two secondary deformable boxes being deployable between a retracted position where it is inclined forward and upward, and a deployed position where said secondary deformable box extends longitudinally forward in continuity with the corresponding secondary longitudinal beam.

[0010] According to one embodiment, said motor vehicle comprising a front bumper wall having at least one deformable portion arranged opposite a corresponding secondary deformable box, capable of deforming elastically so as to extend substantially vertically when said secondary deformable box is in deployed position.

[0011] According to one embodiment, said motor vehicle comprising a front bumper wall provided with at least one pivotally hinged hatch arranged opposite a corresponding secondary deformable box, said at least one hatch being capable of opening and extending substantially vertically when said secondary deformable box is in the deployed position, and being capable of closing to extend at an angle relative to the longitudinal direction when said secondary deformable box is in the retracted position.

[0012] According to one embodiment, the secondary deformable boxes, in deployed position, comprise a front end aligned transversely with a front end of the main deformable boxes.

[0013] According to one embodiment, said motor vehicle comprising two arched arms fixed at a front end of each of the two secondary deformable boxes, each arched arm cooperating with a structure of said motor vehicle and ensuring guidance and support of said secondary deformable boxes between the deployed and retracted positions.

[0014] According to one embodiment, said motor vehicle further comprising a guide lever pivotally articulated with a structure of said motor vehicle and configured to guide the corresponding secondary deformable box between the deployed and retracted positions.

[0015] According to one embodiment, the guide lever includes a distal part forming a protrusion configured to engage in a corresponding orifice on a lower face of the secondary deformable box in the retracted position, said protrusion forming a transverse support surface receiving the lower face in the deployed position.

[0016] According to one embodiment, the guide lever includes a distal part configured to slide along a guide rail presented on a lateral face of the secondary deformable box between the deployed position and the retracted position.

[0017] According to one embodiment, each secondary deformable box has a substantially rectangular cross-section equal to at least half of a cross-section of the main deformable boxes.

[0018] According to one embodiment, the secondary deformable boxes are configured to be deployed and retracted manually, or automatically depending on a threshold speed of said motor vehicle.

[0019] The measures of the invention are advantageous in that the two secondary deformable boxes articulated between their retracted and deployed position make it possible to considerably improve the absorption of energy in the event of a frontal impact, in particular thanks to a homogeneous distribution of forces between two main deformable boxes of an upper main track of the motor vehicle and its lower secondary track.

[0020] In addition, the front bumper wall locally accompanying each secondary deformable box makes it possible to improve the aerodynamics of the motor vehicle, in particular by reducing the amount of air passing under said vehicle when said box is in deployed position.

[0021] The invention thus makes it possible to reinforce the structure of the motor vehicle without adding extra mass to stiffen the longitudinal beams. Brief description of the drawings

[0022] [Fig.1] schematically illustrates a motor vehicle according to a first embodiment of the invention comprising two secondary deformable boxes pivotally articulated with respect to two secondary longitudinal beams, between a retracted position and a deployed position;

[0023] [Fig.2] illustrates the motor vehicle according to a second embodiment of the invention;

[0024] [Fig.3] illustrates two cross-sectional views along axes AA and BB passing through respectively the secondary deformable chambers of [Fig.2] in the retracted position and the deployed position;

[0025] [Fig.4] illustrates the motor vehicle according to a third embodiment of the invention;

[0026] [Fig.5] represents a cross-sectional view of a motor vehicle of the art previous during a frontal impact protocol;

[0027] [Fig.6] represents a cross-sectional view of the motor vehicle according the invention during the same frontal impact protocol as that of [Fig.5]. Detailed description

[0028] Fig. 1 schematically illustrates a motor vehicle 2 according to a first embodiment of the invention.

[0029] Preferably, this is an all-terrain type motor vehicle comprising an upper main track 4 having two main longitudinal beams 6 extending forward (along the X axis) from a passenger compartment of said vehicle, and two main deformable boxes 8 respectively fixed to a front end 6.1 of the two main longitudinal beams 6.

[0030] The motor vehicle 2 includes a lower secondary track 10 comprising two secondary longitudinal beams 12 arranged transversely (along the Y axis) under the two main longitudinal beams 6. In this configuration, the various longitudinal beams 6 and 12 join at the rear and the side members of the motor vehicle 2 (not shown).

[0031] Advantageously, the motor vehicle 2 comprises two secondary deformable boxes 14 pivotally articulated with respect to a corresponding front end 12.1 of the two secondary longitudinal beams 12.

[0032] Each secondary deformable box 14 will be referred to as "the box" in this description.

[0033] The housing 14 is advantageously deployable between a retracted position A (visible on the left) and a deployed position B (visible on the right).

[0034] With reference to the left part of [Fig.1], the box 14 in retracted position A is inclined forward and upward, and preferably has an angle between 30° and 70° with respect to the longitudinal direction X.

[0035] In this configuration, the housing 14 is located behind a front bumper panel 16, the latter preferably having a hatch 16.1 or a deformable portion 16.1 opposite the corresponding housing 14, the latter remaining inclined at retracted position A, and allows to open or deform elastically in deployed position B.

[0036] In this respect, the deformable portion 16.1 can be made of flexible material or waterproof fabric, for example, flexible canvas. Alternatively, the hatch 16.1 can be made of plastic and have an opening mechanism defined by a pivot axis 16.2 formed with the bumper wall 16.

[0037] With reference to the right of [Fig. 1], we can see the hatch 16.1 or the deformable portion 16.1 extending vertically (along the Y axis), this makes it possible to improve the aerodynamics of the motor vehicle 2 by reducing the amount of air under said vehicle.

[0038] The box 14 is here in deployed position B, it includes a front end 14.1 aligned transversely with a front end 8.1 of the main deformable box 8. This arrangement makes it possible to considerably improve the absorption of energy in the event of a frontal impact, thanks to a homogeneous distribution of forces between the main track 4 and the secondary track 10.

[0039] Preferably, the motor vehicle 2 comprises for each box 14, an arched arm 16 mounted to slide relative to the structure 3 and cooperating with it, while being fixed at the front end 14.1 so as to ensure guidance and support of said box 14 between the deployed position B and retracted position A.

[0040] Preferably, the arched arm 16 comprises a radius of curvature equivalent to a total length of the box 14 presented between a pivot axis 14.2 and its front end 14.1. For this purpose, the arm 16 is arched along a pivot trajectory t of the box 14.

[0041] Advantageously, the housing 14 can be configured to be deployed and retracted manually. For example, it can remain permanently in the deployed position B and be manually retracted when the motor vehicle 2 is used off-road. Alternatively, the housing 14 can be configured to be deployed and retracted automatically, for example, depending on the speed of the motor vehicle 2. Preferably, when the speed is greater than or equal to approximately 50 km / h (±10 km / h), the housing 14 is deployed in such a way as to improve the aerodynamics of the motor vehicle 2 while ensuring its protection in the event of a frontal impact. In this respect, the rotation of the housing 14 around its axis 14.2 can be driven by an electric motor, a shape-memory structure, or a bistable structure.

[0042] As an alternative to the first embodiment, the box 14 can be guided between the two positions A and B by means of a guide lever according to two other embodiments which will be detailed respectively in Figures 2 and 4.

[0043] Figure [Fig. 2] illustrates the motor vehicle 102 according to a second embodiment of the invention.

[0044] Identical elements between the different embodiments retain their numbering, while elements with differences will have their number incremented by 100.

[0045] Preferably, guide lever 118 includes a distal part 118.1 forming a protrusion 120 configured to engage, when in the retracted position A, in an orifice 115 disposed near the axis 114.2 on an inferior face 114.3 of the housing 114.

[0046] With reference to the left part of figures 2 and 3, in the cross-sectional view along axis AA, the protuberance 120 engaged in the orifice 115 can be seen. This secures the assembly in the retracted position A.

[0047] Each box 114 preferably has a cross-sectional profile having a substantially rectangular shape and comprising a total section equal to at least half of a cross-section of the main box 8, and at most the same section of said main box 8. This is also valid for the boxes of the other embodiments of the invention.

[0048] With reference to the right-hand side of Figures 2 and 3, it can be seen that the protrusion 120 forms a transverse support surface 120.1 receiving the lower face 114.3 of the housing 114 in the deployed position A. This advantageously provides greater stability during a frontal impact, in particular by maintaining the housing 114 in a longitudinal orientation. This prevents it from deviating from this direction during the impact, thus improving energy absorption.

[0049] Fig. 4 illustrates the motor vehicle 202 according to a third embodiment of the invention, in which the guide lever 218 comprises a distal part 218.1 configured to slide along a guide rail 215 presented on a lateral face 214.4 of the housing 214 between the deployed position B and the retracted position A.

[0050] Fig. 5 represents a cross-sectional view of a prior art motor vehicle 1 during a frontal impact protocol, preferably against a barrier or wall M having a transverse overlap with the motor vehicle 1 of approximately 40% and which can go up to 100%.

[0051] It can be seen that the secondary track 10, lacking a deformable box, does not allow the impact to be initiated like the main box 8. This will have a detrimental impact on the structural integrity of the motor vehicle 1, because the secondary longitudinal beams 12 will suffer significant damage.

[0052] Whereas when the motor vehicle 2, 102, 202 (visible in [Fig. 6]) is following one of the three embodiments of the invention, the box 14, 114, 214 allows the impact against the barrier M to be initiated parallel to the main box 8. This advantageously preserves the structure 3 of the vehicle, and in particular the secondary track 10.

[0053] Thus, the present invention makes it possible to strengthen the structure of motor vehicles, without increasing their overall mass, which results in a decrease in consumption.

[0054] It should be noted that each detail described according to one of the embodiments of the present invention is combinable with another embodiment, for example, the deformable portion or the hatch of the bumper wall can be applied to all three embodiments.

Claims

Demands

1. Motor vehicle (2; 102; 202) comprising: - two main longitudinal beams (6) extending forward from a passenger compartment of said motor vehicle; - two main deformable boxes (8) respectively fixed to a front end (6.1) of the two main longitudinal beams (6); - two secondary longitudinal beams (12) arranged transversely under the two main longitudinal beams (6); characterized in that said motor vehicle (2; 102; 202) further comprising two secondary deformable boxes (14; 114; 214) pivotally articulated with respect to a corresponding front end (12.1) of the two secondary longitudinal beams (12), each of the two secondary deformable boxes (14; 114; 214) being deployable between a retracted position (A) where it is inclined forward and upward, and a deployed position (B) where said secondary deformable box (14;114;214) extends longitudinally forward in continuity with the corresponding secondary longitudinal beam (12).

2. Motor vehicle (2; 102; 202) according to claim 1, comprising a front bumper wall (16) having at least one deformable portion (16.1) arranged opposite a corresponding secondary deformable box (14; 114; 214), capable of deforming elastically so as to extend substantially vertically when said secondary deformable box (14; 114; 214) is in the deployed position (B).

3. A motor vehicle (2; 102; 202) according to claim 1, comprising a front bumper panel (16) having at least one pivotally hinged hatch (16.1) arranged opposite a corresponding secondary deformable box (14; 114; 214), said at least one hatch (16.1) being capable of opening and extending substantially vertically when said secondary deformable box (14; 114; 214) is in the deployed position (B), and being capable of closing to extend at an angle to the direction longitudinal when said secondary deformable box (14; 114; 214) is in retracted position (A).

4. Motor vehicle (2; 102; 202) according to any one of claims 1 to 3, wherein the secondary deformable boxes (14; 114; 214), in deployed position (B), comprise a front end (14.1; 114.1; 214.1) aligned transversely with a front end (8.1) of the main deformable boxes (8).

5. Motor vehicle (2) according to any one of claims 1 to 4, comprising two arched arms fixed (18) at a front end (14.1) of each of the two secondary deformable boxes (14), each arched arm (18) cooperating with a structure (3) of said motor vehicle (2) and ensuring guidance and support of said secondary deformable boxes (14) between the deployed (B) and retracted (A) positions.

6. Motor vehicle (102; 202) according to any one of claims 1 to 4, further comprising a guide lever (118; 218) pivotally articulated with a structure (3) of said motor vehicle (102; 202) and configured to guide the corresponding secondary deformable box (114; 214) between the deployed (B) and retracted (A) positions.

7. Motor vehicle (102) according to claim 6, wherein the guide lever (118) comprises a distal portion (118.1) forming a protrusion (120) configured to engage in a corresponding orifice (115) on a lower face (114.3) of the secondary deformable box (114) in the retracted position (A), said protrusion (120) forming a transverse bearing surface (120.1) receiving the lower face (114.3) in the deployed position (B).

8. Motor vehicle (202) according to claim 6, wherein the guide lever (218) comprises a distal portion (218.1) configured to slide along a guide rail (215) presented on a lateral face (214.4) of the secondary deformable box (214) between the deployed position (B) and the retracted position (A).

9. Motor vehicle (2; 102; 202) according to any one of claims 1 to 8, wherein each secondary deformable box (14; 114; 214) has a substantially rectangular cross-section equal to at least half of a cross-section of the main deformable boxes (8).

10. Motor vehicle (2; 102; 202) according to any one of claims 1 to 9, wherein the secondary deformable boxes (14; 114; 214) are configured to be deployed and retracted manually, or automatically depending on a threshold speed of said motor vehicle (2; 102; 202).

Images