A motor vehicle assembly comprising a knee-slip limiter device in the dashboard and a vehicle comprising such an assembly

Abstract

A motor vehicle assembly comprising a device to limit knee slippage in the dashboard, and a vehicle comprising such an assembly. The invention relates to a vehicle assembly (25) comprising: - a strut (21) connected to a dashboard crossmember, - a structural insert (13) for a passenger compartment dashboard, - a connecting bracket (19) connected to said strut and said insert. According to the invention, the assembly comprises a clamping element (27) arranged to allow retention between said strut and said insert, having a clamping force that permits relative movement between said insert and said strut when a force is applied to said insert and said force is greater than said clamping force, and ensuring retention between said strut and said insert when said force is less than said clamping force. Figure 3

Description

Title of the invention: Assembly of a motor vehicle comprising a device to limit knee slippage in the dashboard and vehicle comprising such an assembly technical field

[0001] The invention relates to the field of motor vehicles, in particular to the field of passive safety of the motor vehicle in the event of a frontal collision.

[0002] The invention relates more particularly to a motor vehicle assembly and a motor vehicle comprising such an assembly. Previous technique

[0003] The passenger compartment of a motor vehicle includes a dashboard which supports, among other things, a steering wheel.

[0004] Behind the steering wheel, the dashboard includes an ornamental piece having an upper half-sheath, defining the upper part of a trim, and a lower half-sheath, defining a lower part of the trim.

[0005] Behind the ornamental piece, the dashboard includes a technical volume, consisting of a structural insert on which the ornamental piece is fixed.

[0006] A connecting bracket provides the connection between a strut, linking a crossmember of the dashboard to the vehicle tunnel made in the floor of the vehicle, and the structural insert of the dashboard.

[0007] The connecting piece ensures a good fixing between the structural insert and the dashboard in the passenger compartment, improving the quality perceived by the user.

[0008] The occupant of the front row of the vehicle conventionally positions his feet at the bottom of a footwell, either at the bottom of the footrest or at the level of the pedals.

[0009] When the vehicle is involved in a frontal collision, the occupant's knees strike the lower half of the ornamental piece.

[0010] The forces of the impact of the knees on the dashboard are transmitted into the femur, a solid area of ​​the body, which absorbs these forces.

[0011] However, if the tibia also impacts the dashboard during the frontal impact, a translational movement is created between the knee and the tibia, which can cause significant injuries to the knees of the occupants.

[0012] In order to limit this type of injury, in certain configurations of the prior art, it is envisaged to adapt the dashboard so that it has a curved part adapted to avoid any contact between the dashboard and the tibia during a frontal impact, and thus favour a contact only between the dashboard and the knee.

[0013] However, the presence of this curved part impacts the style of the dashboard, thus constraining the design of the dashboard.

[0014] Also, due to the presence of this curved part, the volume of the storage compartment that can be contained in the dashboard is reduced.

[0015] In order to maintain a free style of the dashboard, it is known to make the lower part of the dashboard flexible in order to limit the forces on the shin in the event of a frontal impact.

[0016] However, such flexibility may be perceived by a user as a sign of poor quality of the passenger compartment.

[0017] Another prior art solution consists of providing a fusible line between the part of the structural insert receiving the steering column, and the part of the dashboard bordering laterally the part of the structural insert.

[0018] In the event of a frontal impact on the vehicle, the tibia is supported during its penetration into the dashboard towards the front of the vehicle, thus reducing the forces borne by the tibia.

[0019] In this way, it is not necessary to make the lower part of the dashboard flexible, thus improving the user's perception of quality.

[0020] However, the realization of the fuse line is relatively difficult to develop to ensure an effective tear between the part of the structural insert receiving the steering column, and the part of the dashboard bordering laterally the part of the structural insert.

[0021] Another prior art solution, consisting of providing a knee airbag at the lower part of the dashboard, protects the lower limbs but is not feasible due to its relatively high cost and the significant constraints of its installation within the dashboard. Description of the invention

[0022] The present invention aims to overcome the aforementioned drawbacks, and to this end relates to a motor vehicle assembly, comprising: - a strut, connected on one side to a crossmember of a dashboard and on the other to a tunnel of said vehicle made at the level of a floor of said vehicle, - a structural insert for the dashboard of said vehicle's passenger compartment, adapted to support a decorative piece for said dashboard, - at least one connecting bracket linked, on the one hand, to said strut and, on the other hand, to said structural insert of said dashboard, said assembly being remarkable in that it comprises a clamping element arranged within said assembly so as to allow for retention between said strut and said structural insert and presenting a predetermined clamping force adapted, of a on the one hand, to allow relative movement between said structural insert and said strut when a force is applied to said structural insert and said force is greater than said predetermined clamping force and, on the other hand, to ensure support between said strut and said structural insert when said force is less than said predetermined clamping force.

[0023] Thus, by providing an assembly including such a clamping element, when a force is applied to the structural insert of the dashboard, for example by the impact of the tibia against the lower part of the dashboard following a frontal impact suffered by the vehicle, and the applied force is greater than the predetermined clamping force of the clamping element, a relative movement between the structural insert and the strut is permitted.

[0024] In this way, in the event of a frontal impact suffered by the motor vehicle, when the tibia impacts the lower part of the dashboard trim piece, a relative movement between the structural insert and the strut is permitted and the force exerted by the tibia against the trim piece causes the structural insert to sink towards the front of the vehicle, which makes it possible to limit, or even avoid, the transmission of forces from the structural insert to the tibias of the occupants.

[0025] Thus, we avoid generating a translational movement between the knee and the tibia which could cause significant injuries to the knees of the occupants.

[0026] As long as no force greater than the clamping force is applied, the clamping element of the invention ensures the hold between the strut and the structural insert.

[0027] Thanks to the present invention, it is no longer necessary to make the lower part of the dashboard flexible, which can then retain sufficient rigidity, thus preventing degradation of the quality perceived by a user.

[0028] Also, thanks to the present invention, we do not need to provide a fusible line between the part of the structural insert receiving the steering column and the part of the dashboard bordering laterally the part of the structural insert, which is relatively complex to implement.

[0029] Finally, the installation of a knee airbag at the lower part of the dashboard, a solution which is relatively expensive, is also not necessary.

[0030] According to optional features of the assembly according to the invention: - said at least one connecting lug has a guide groove in which said clamping element is received; - said connecting leg comprises a main surface and said guide groove consists of a cutout in said main surface; - said cutout is contained within said main surface or opens outside said main surface; - said cut has an oblong shape; - the length of said cut is greater than 50% of the length of the main surface of said connecting leg; - said clamping element is fixed to said strut or structural insert; - said at least one connecting leg comprises two connecting pieces linked together by said clamping element; - said at least one connecting leg comprises two connecting pieces linked together by said clamping element, one of said connecting pieces being made of plastic material, and said clamping element consists of a ferrule.

[0031] The invention also relates to a motor vehicle comprising an assembly, remarkable in that said assembly is according to the invention. Brief description of the drawings

[0032] Other features, purposes and advantages of the invention will become apparent from the following detailed description, for the understanding of which reference should be made to the accompanying drawings in which:

[0033] [Fig-1] partially shows a dashboard of a passenger compartment according to the invention, viewed from the front to the rear of the vehicle.

[0034] [Fig.2] is a side view of the passenger compartment in which an occupant is seated.

[0035] [Fig.3] schematically shows an assembly according to a first embodiment of the invention.

[0036] [Fig.4] schematically shows an assembly according to a second embodiment of the invention.

[0037] [Fig.5] schematically shows an assembly according to a third embodiment of the invention.

[0038] [Fig.6] schematically shows an assembly according to a fourth embodiment of the invention.

[0039] [Fig.7] schematically shows an assembly according to a fifth mode of realization of the invention.

[0040] [Fig.8] schematically shows an assembly according to a sixth embodiment of the invention.

[0041] [Fig.9] schematically shows an assembly according to a seventh embodiment of the invention. Description of the implementation methods

[0042] In the following description, elements having an identical structure or analogous functions are designated by the same reference.

[0043] By convention, and without limitation, longitudinal, vertical and transverse orientations will be adopted as indicated by the direct trihedron (L, V, T) designating the longitudinal, vertical and transverse axes of the vehicle.

[0044] In what follows, the terms "left", "right", "lower" and "upper" are understood in relation to the vehicle.

[0045] Similarly, the terms "front" and "rear" are understood in relation to the general orientation of the vehicle as taken in its normal direction of travel.

[0046] Reference is made to [Fig. 1] partially showing a dashboard 1 of a passenger compartment 3 according to the invention, viewed from the front to the rear of the vehicle, and to [Fig. 2] showing the passenger compartment 3 viewed from the side, in which an occupant 5 is seated. The occupant 5 in the front row conventionally positions their feet at the bottom of a footwell 6, either at the bottom of the footrest or at the level of the pedals.

[0047] Behind the steering wheel, the dashboard 1 has an ornamental piece 7, for example made of plastic, having an upper half-sheath 9 defining the upper part of a trim and a lower half-sheath 11 defining a lower part of the trim.

[0048] Behind the decorative piece 7, the dashboard 1 includes a technical volume, consisting of a structural insert 13 made from a structural piece, for example, of plastic material. The structural insert 13 includes, in particular, a cutout 15 allowing the passage of a steering column 17 of the vehicle.

[0049] The ornamental piece 7 is for example fixed by clipping onto the structural insert 13.

[0050] A connecting bracket 19, for example metallic, provides the connection between a strut 21 and the structural insert 13 of the dashboard 1. The strut 21 connects a cross member 23 of the dashboard 1, extending transversely relative to the vehicle, to the tunnel (not shown) made in the floor of the vehicle.

[0051] The connecting bracket 19 has a generally rectangular shape. The connecting bracket 19 extends in a substantially transverse direction relative to the vehicle.

[0052] Reference is made to [Fig.3] schematically showing an assembly 25 according to a first embodiment of the invention.

[0053] The assembly 25 includes the strut 21, connected on one side to the cross member 23 of the dashboard 1 and to the vehicle tunnel, and the structural insert 13 of the dashboard 1 supporting the ornament piece 7.

[0054] According to the invention, the assembly 25 comprises a clamping element 27, for example made by a screw / nut assembly.

[0055] In this first embodiment, the connecting leg 19 is fixedly connected to the strut 21, for example by welding, at a first end 29.

[0056] Alternatively, the connecting leg 19 can be connected at its first end 29 fixedly to the strut 21 by screwing, for example by means of a self-tapping screw (not shown).

[0057] At its second end 31, the connecting tab 19 is fixed to the structural insert 13 by means of the clamping element 27.

[0058] The connecting lug 19 being fixedly connected to the strut 21 at its first end 29, the clamping element 27 connecting the connecting lug 19 to the structural insert 13 allows a hold between the strut 21 and the structural insert 13.

[0059] The clamping element 27 has a predetermined clamping force ensuring a hold between the strut 21 and the structural insert 13 in normal operating conditions of the vehicle, i.e. without frontal impact suffered by the vehicle.

[0060] According to the invention, the clamping force of the clamping element 27 is determined so as to allow relative movement between the structural insert 13 and the strut 21 when a force is applied to the structural insert 13 and the applied force is greater than the clamping force applied to the clamping element 27.

[0061] Thus, when the applied effort is greater than the clamping force applied to the clamping element 27, the clamping element 27 no longer ensures the holding function between the strut 21 and the structural insert 13.

[0062] A relative movement between the structural insert 13 and the strut 21 is then permitted and, in the event of a frontal impact suffered by the motor vehicle, when the tibia 33 (visible in [Fig.2]) impacts the lower half-sheath 11 of the ornamental piece 7 of the dashboard 1, the force exerted by the tibia 33 against the ornamental piece 7 causes the structural insert 13 to sink towards the front of the vehicle, limiting, or even avoiding, the transmission of forces from the structural insert 13 to the tibia 33.

[0063] In the embodiment illustrated in [Fig.3], the connecting lug 19 has a guide groove 35, receiving the clamping element 27, in which the clamping element 27 moves during the relative movement of the structural insert 13 and the strut 21.

[0064] The guide groove 35 consists for example of a cutout in a main surface 37 of the connecting tab 19.

[0065] In the embodiment illustrated in [Fig.3], the cutout is contained within the main surface 37.

[0066] Reference is made to [Fig.4] schematically showing an assembly 25 according to a second embodiment of the invention.

[0067] This second embodiment differs from the first in that the cutout opens outside the main surface 37 of the connecting tab 19, thus making it possible to completely detach the structural insert 13 from the strut 21. Therefore, in the event of prolonged stress, the absence of a stop at the end 39 of the guide groove 35 allows continuation of the relative movement of the strut 21 and the structural insert 13.

[0068] Reference is made to [Fig.5] schematically showing an assembly 25 according to a third embodiment of the invention.

[0069] This third embodiment differs from the first in that the connecting leg 19 is fixedly connected to the structural insert 13 and not to the strut 21.

[0070] The connection between the connecting lug 19 and the structural insert 13 is made at its second end 31 to the structural insert 13 for example by screwing, for example by means of a self-tapping screw 41.

[0071] Alternatively, the connecting tab 19 can be connected at its second end 31 fixedly to the structural insert 13 by welding.

[0072] At its first end 29, the connecting lug 19 is fixed to the strut 21 by means of the clamping element 27.

[0073] The clamping element 27 can be received in the guide groove 35.

[0074] Reference is made to [Fig. 6] schematically showing a set 25 according to a fourth embodiment of the invention.

[0075] This fourth embodiment differs from the third in that the cut opens outside the main surface 37 of the connecting leg 19, thus making it possible to completely decouple the structural insert 13 from the strut 21. Thus, in the event of prolonged stress, the absence of a stop at the end 43 of the guide groove 35 allows the relative movement of the strut 21 and the structural insert 13 to continue.

[0076] Reference is made to [Fig.7] schematically showing an assembly 25 according to a fifth embodiment of the invention.

[0077] The connecting leg 19 here comprises two connecting pieces 45, 47 linked together by the clamping element 27.

[0078] Each connecting piece 45, 47 partially overlaps and has the guide groove 35 receiving the clamping element 27. Each guide groove 35 consists of a cutout in the main surface 37 of the connecting lug 19 contained within the main surface 37.

[0079] The connecting piece 45 is fixedly connected to the strut 21, for example by welding, at the first end 29 of the connecting lug 19. Alternatively, the connecting piece 45 can be fixedly connected at the first end 29 of the connecting lug 19 to the strut 21 by screwing, for example by means of a self-tapping screw (not shown).

[0080] The connecting piece 47 is fixedly connected to the structural insert 13 at the second end 31 of the connecting lug 19, for example by screwing, for example by means of a self-tapping screw 4L. Alternatively, the connecting piece 47 can be fixedly connected at the level of the second end 31 of the connecting leg 19 to the structural insert 13 by welding.

[0081] The connecting leg 19 being fixedly connected to the strut 21 at its first end 29 and to the structural insert 13 at its second end 31, the clamping element 27 connecting the connecting parts 45, 47 of the connecting leg 19 allows a hold between the strut 21 and the structural insert 13.

[0082] Thus, when the applied force exceeds the clamping force applied to the clamping element 27, the clamping element 27 no longer performs its retaining function between the connecting parts 45, 47 of the connecting bracket 19, and therefore no longer retains the strut 21 and the structural insert 13. Relative movement between the structural insert 13 and the strut 21 is then permitted, and in the event of a frontal impact on the motor vehicle, when the tibia 33 (visible in [Fig. 2]) strikes the lower half-sheath 11 of the decorative piece 7 of the dashboard 1, the force exerted by the tibia 33 against the decorative piece 7 causes the structural insert 13 to be pushed forward, limiting, or even preventing, the transmission of forces from the structural insert 13 to the tibia 33.

[0083] Reference is made to [Fig.8] schematically showing an assembly 25 according to a sixth embodiment of the invention.

[0084] This sixth embodiment differs from the fifth in that the cut opens outside the main surface 37 of the connecting leg 19, thus making it possible to completely decouple the structural insert 13 from the strut 21. Thus, in the event of prolonged stress, the absence of a stop at the end 43 of the guide groove 35 allows the relative movement of the strut 21 and the structural insert 13 to continue.

[0085] According to another arrangement common to all the preceding embodiments, the shape of the cutout is oblong. Also, the cutout extends longitudinally relative to the main surface 37 of the connecting tab 19. For example, the cutout is rectangular in shape.

[0086] According to another arrangement common to all the preceding embodiments, the length of the cut can be greater than 50% of the length of the main surface 37 of the connecting tab 19. This makes it possible to limit the restrictions of relative movement so as to allow good insertion of the structural insert 13.

[0087] Reference is made to [Fig.9] schematically showing an assembly 25 according to a seventh embodiment of the invention.

[0088] The connecting leg 19 here comprises two connecting pieces 49, 51 partially overlapping.

[0089] One of the connecting parts 49, 51 is made of metallic material while the other of the connecting parts 49, 51 is made of plastic material.

[0090] The connecting parts 49, 51 are linked together by the clamping element 27, consisting of a ferrule.

[0091] The connecting piece 49 is fixedly connected to the strut 21, for example by welding, at the first end 29 of the connecting lug 19. Alternatively, the connecting piece 49 can be fixedly connected at the first end 29 of the connecting lug 19 to the strut 21 by screwing, for example by means of a self-tapping screw (not shown).

[0092] The connecting piece 51 is fixedly connected to the structural insert 13 at the second end 31 of the connecting lug 19 for example by screwing, for example by means of a self-tapping screw 4L. Alternatively, the connecting piece 51 can be fixedly connected at the second end 31 of the connecting lug 19 to the structural insert 13 by welding.

[0093] The connecting leg 19 being fixedly connected to the strut 21 at its first end 29 and to the structural insert 13 at its second end 31, the clamping element 27 connecting the connecting parts 49, 51 of the connecting leg 19 allows a hold between the strut 21 and the structural insert 13.

[0094] When the applied force is greater than the clamping force applied to the clamping element 27, the clamping element 27, consisting of the stud, is sheared, and no longer ensures the holding function between the connecting parts 49, 51 of the connecting leg 19, and therefore of holding between the strut 21 and the structural insert 13. The stud thus defines a pin, which can be broken off in case of impact.

[0095] A relative movement between the structural insert 13 and the strut 21 is then permitted and, in the event of a frontal impact suffered by the motor vehicle, when the tibia 33 (visible in [Fig.2]) impacts the lower half-sheath 11 of the ornamental piece 7 of the dashboard 1, the force exerted by the tibia 33 against the ornamental piece 7 causes the structural insert 13 to sink towards the front of the vehicle, limiting, or even avoiding, the transmission of forces from the structural insert 13 to the tibia 33.

[0096] According to a provision common to all embodiments of the invention, several connecting lugs 19 can equip the assembly 25.

[0097] Reference is again made to [Fig. 1]. According to another arrangement common to all embodiments of the invention, the assembly 25 may optionally include a fusible line 53 provided between a part 55 of the structural insert 13 receiving the steering column 17 and a part 57 of the dashboard 1 bordering laterally the part 55 of the structural insert 13.

[0098] According to another arrangement common to all embodiments of the invention, the main surface 37 of the connecting leg 19 may include a stamping extending longitudinally relative to the main surface 37 of the connecting leg 19.

[0099] As will be understood, the present invention is not limited to the embodiments of this motor vehicle assembly and of this motor vehicle comprising such an assembly, described above solely by way of illustrative examples, but on the contrary it encompasses all variants involving the technical equivalents of the means described as well as their combinations if these fall within the scope of the invention.

Claims

Demands

1. Assembly (25) of a motor vehicle, comprising: - a strut (21), connected on one side to a crossmember (23) of a dashboard (1) and to a tunnel of said vehicle formed in the floor of said vehicle, - a structural insert (13) of a dashboard (1) of the passenger compartment of said vehicle, adapted to support a decorative piece of said dashboard (1), - at least one connecting bracket (19) connected, on the one hand, to said strut (21) and, on the other hand, to said structural insert (13) of said dashboard (1), said assembly (25) being characterized in that it comprises a clamping element (27) arranged in said assembly (25) so as to allow retention between said strut (21) and said structural insert (13) and having a predetermined clamping force adapted, on the one hand,to allow relative movement between said structural insert (13) and said strut (21) when a force is applied to said structural insert (13) and said force is greater than said predetermined clamping force and, on the other hand, to ensure support between said strut (21) and said structural insert (13) when said force is less than said predetermined clamping force.

2. Assembly (25) according to claim 1, characterized in that said at least one connecting lug (19) has a guide groove (35) in which said clamping element (27) is received.

3. Assembly (25) according to claim 2, characterized in that said connecting tab (19) comprises a main surface (37) and in that said guide groove (35) consists of a cutout of said main surface (37).

4. Assembly (25) according to claim 3, characterized in that said cutout is contained within said main surface (37) or opens outwards from said main surface (37).

5. Assembly (25) according to any one of claims 3 or 4, characterized in that said cut has an oblong shape.

6. Assembly (25) according to any one of claims 3 to 5, characterized in that the length of said cut is greater than 50% of the length of the main surface (37) of said connecting leg (19).

7. Assembly (25) according to any one of claims 1 to 6, characterized in that said clamping element (27) is fixed to said strut (21) or said structural insert (13).

8. Assembly (25) according to any one of claims 1 to 6, characterized in that said at least one connecting lug (19) comprises two connecting pieces (45, 47) linked together by said clamping element (27).

9. Assembly (25) according to claim 1, characterized in that said at least one connecting lug (19) comprises two connecting pieces (49, 51) linked together by said clamping element (27), one of said connecting pieces (49, 51) being made of plastic material, and in that said clamping element (27) consists of a ferrule.

10. Motor vehicle comprising an assembly (25), characterized in that said assembly (25) is according to any one of claims 1 to 9.

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