Impact protection device for an injection rail

Abstract

Fuel Rail Impact Protection Device The invention relates to an impact protection device (1) for a fuel rail comprising a protection means (2) and a support means (3) intended to be mounted on an engine block (10) of a motor vehicle, characterized in that the protection means (2) comprises a contact wall (11) fixed to the support means (3) by fastening means (5) and a cover wall (12) fixed to the support means (3) by additional fastening means (6), the contact wall (11) being intended to come into contact with a crossmember (8) of the motor vehicle in the event of an impact and comprising at least one rounded edge as well as a first vertical end (16) by which said contact wall (11) is extended perpendicularly by the cover wall (12). (Figure 1)

Description

Title of the invention: Shock protection device for an injection rail

[0001] The present invention relates to the automotive field, and more particularly to devices for protecting the fuel rail of motor vehicles against impacts.

[0002] Common rail fuel injection systems are used to supply internal combustion engines with fuel. They include, in particular, a high-pressure fuel storage rail that distributes fuel to the injectors. This rail, called the "common rail," is located outside the engine. It is therefore crucial to protect it to prevent potential fuel leaks due to impacts, for example, during a frontal collision of a vehicle equipped with this type of injection system.

[0003] For this reason, the use of fuel rail protection devices is known. These protection devices may, in particular, take the form of folded sheet metal fixed to the engine, the folded sheet metal having a profile that prevents direct impact on the common fuel rail.

[0004] The engine assembly layout may vary depending on the vehicle model. In some cases, the engine assembly is mounted very low in the chassis, with the vehicle crossmember then located at or above the upper part of the engine assembly. The fuel rail protection device and the fuel rail itself are, in this case, generally positioned at the level of this upper part of the engine assembly.

[0005] In this context, during a frontal impact, and particularly a high-speed collision, the displacement of the engine assembly causes violent contact between the vehicle's crossmember and the protective device. Under the mechanical stresses of the impact, the protective device deforms and can damage the fuel rail. Indeed, the deformation of the protective device can shear the fuel rail connections, thus causing significant damage to the engine assembly. This damage can be dangerous, as it can cause fuel leaks inside the vehicle, thereby increasing the risk of fire.

[0006] The objective of the invention described in this document is therefore to overcome the disadvantages of the prior art by providing a shock protection device for an injection rail. Thanks to its various characteristics, this protective device does not deform or undergoes minimal deformation under the effect of force exerted during an impact. It thus aims to prevent potential damage caused by the protective device itself, in particular to the injection rail.

[0007] The present invention thus has as its main object a device for protecting an injection rail against impacts comprising a protection means and a support means intended to be mounted on an engine casing of a motor vehicle, characterized in that the protection means comprises a contact wall, fixed to the support means by fastening means, and a cover wall, extending substantially perpendicularly said contact wall and fixed to the support means by additional fastening means, said contact wall being intended to come into contact with a crossmember of the motor vehicle in the event of an impact and said protection means having a resistance to deformation greater than the resistance to deformation of the support means.

[0008] During a frontal collision, the engine block of a motor vehicle undergoes a translational movement directed towards a crossmember of the vehicle arranged transversely within the front compartment, that is, substantially perpendicular to the direction of the frontal impact. The protective means and the support means are carried along in this translational movement, since the support means is mounted on the block, until the protective means comes into contact with the vehicle crossmember. As mentioned above, this protective means is therefore only useful if the crossmember and the engine are arranged within the engine compartment in such a way that the movement of the engine causes the crossmember to impact the protective means.

[0009] The protective device, having a resistance to deformation greater than that of the support device, is configured so as not to deform, or to deform very little, during this impact, whereas the support device is designed to undergo significant deformation. The protective device is specifically configured so that its support device experiences a deformation that can be described as a rotational or tilting movement around an axis defined by its means of attachment to a structural element of the vehicle, and in particular an engine casing.

[0010] Consequently, the protective means is able to slide against the crossmember by passing under said crossmember, thereby causing the entire engine assembly to move. During this movement, the force of the impact is dissipated until the protective means becomes wedged against the crossmember, thus limiting the translational movement of the engine assembly housing and, consequently, of the engine assembly itself. Thanks to this configuration, the protective device prevents any damage to the fuel rail caused by the protective means.

[0011] The protective means, as mentioned previously, consists of a cover wall and a contact wall. The cover wall unfolds in a plane parallel to a longitudinal direction and a transverse direction. The longitudinal direction corresponds to the direction of forward movement of the vehicle and therefore to the direction of the main forces in the event of a frontal collision. The transverse direction, on the other hand, runs laterally through the vehicle and is parallel to the ground on which the vehicle rests.

[0012] Regarding the contact wall, it may, but is not limited to, be arranged in a vertical direction. This vertical direction is perpendicular to the plane in which the cover wall is located, as well as to the ground on which the vehicle rests.

[0013] The fastening means comprise various elements, including holes arranged on the contact surface. These fastening means also include fasteners, such as screws, designed to be inserted through these holes. In addition, the fastening means comprise locking elements, such as nuts.

[0014] Similarly, the support means is equipped with holes. Thus, the fastening elements of the fastening means are designed to fit into the holes of the protective means and the support means. Then, the locking elements are positioned to secure the fastening between these two elements. This configuration thus ensures a solid connection between the protective means and the support means.

[0015] The additional fixing means for the cover wall also include holes, fixing elements and locking elements, thus enabling the fixing of the protective means to the support means.

[0016] The fastening means essentially allow the protective means to be held on the support means and the additional fastening means are arranged and configured to, while maintaining the fastening of the protective means on the support means, transmit the forces suffered at impact by the protective means towards the support means in order to allow the deformation of this support means.

[0017] According to an optional feature of the invention, the contact wall includes at least one rounded edge.

[0018] According to an optional feature of the invention, the contact wall comprises a first part and a second part arranged substantially perpendicular to each other and forming a first rounded shape.

[0019] It is therefore appropriate to understand that the first part and the second part of the contact wall are perpendicular or substantially perpendicular to each other before partial deformation by the impact.

[0020] When positioning the protective device, care must be taken to ensure that the second rounded edge and / or the second part of the contact wall are, before impact, positioned opposite the cross member. Thus, in the event of an impact, this second part comes into contact with the cross member, either directly or via a first contact of the cross member with the first rounded part, and transfers the energy of the impact to the rest of the protective means, and in particular to the support means, via the additional fixing means, which reacts by deforming and tilting around an axis defined by its fixing means on the engine casing.

[0021] The place on the contact wall where the first part and the second part meet forms a rounded shape, referred to here as the first rounded shape.

[0022] This first rounded edge, for example, has a radius of curvature of approximately 34 mm over an angular sector of approximately 95°. During an impact, the first rounded edge is the element of the protective device's contact wall that first comes into contact with the vehicle's crossmember. Thanks to its degree of curvature, the first rounded edge offers a large contact surface during the impact, thus distributing the impact forces. Furthermore, the protective device is made of a material and with a thickness that provides rigidity to the device, which, in combination with the first rounded edge, minimizes its deformation upon impact. The degree of curvature of the first rounded edge also prevents the protective device from piercing the vehicle's crossmember during the impact, which could cause further damage to the vehicle.

[0023] According to an optional feature of the invention, the extension of the contact wall by the cover wall forms a second rounded shape.

[0024] The second rounded edge contributes to providing a larger contact area during impact and improved transmission of the forces exerted upon impact on the crossmember, from the contact wall to the cover wall. This allows for better transfer of forces to the additional fastening means so that these forces are absorbed by the support and thus prevent deformation of the protective element. Furthermore, the second rounded edge also prevents the protective element from penetrating the crossmember during an impact, thereby avoiding significant damage to the vehicle.

[0025] In addition, the second rounding promotes the sliding movement against the cross member of the protective means, thus enabling the deformation of the support means.

[0026] According to an optional feature of the invention, at least one of the additional fixing means comprises a column extending from the cover wall to the support means perpendicular to the cover wall.

[0027] As mentioned previously, the cover wall extends in a plane perpendicular to the vertical direction. The column, being perpendicular to this cover wall, therefore extends in the vertical direction.

[0028] The column is hollow, so that an opening for the additional fastening means is formed by the bore within the column, extending from the cover wall to the support means. This configuration allows a fastening element of the additional fastening means to pass through the column, in order to attach the protective means to the support means.

[0029] The column of the additional fastening means is formed from the same material as the cover wall, which optimizes the transmission of forces between the protective means and the support means. Indeed, since the column is formed from the same material as the protective means, it is more rigid than the support means. The force absorbed by the protective means is therefore transmitted to the support means via the column, which tends to deform the support means.

[0030] According to an optional feature of the invention, at least two columns extend parallel to each other.

[0031] In the case where there are at least two columns extending parallel to each other, each extends from the cover wall to the support means. They are positioned perpendicular to the cover wall, which means that the columns extend in the vertical direction.

[0032] The columns are arranged on either side of a median plane of the first rounded section. More specifically, the columns can be arranged substantially symmetrically with respect to this median plane of the first rounded section. This median plane is formed by the set of bisecting lines of each section of the first rounded section, in a horizontal plane, that is to say, a plane that is parallel to the covering wall.

[0033] The median plane of the first rounded section can, in particular, coincide substantially with the direction in which the protective device makes contact with the cross member. This positioning of the columns on either side of the median plane thus allows the columns to be aligned perpendicular to the applied force. This characteristic therefore contributes to strengthening the transfer of force between the protective device and the support device. The positioning on either side of the median plane promotes a homogeneous distribution of forces on the columns.

[0034] According to an optional feature of the invention, the cover wall extends the contact wall at a first vertical end of the contact wall and the protection means includes a dropped edge extending a second vertical end of the contact wall opposite the first vertical end.

[0035] The dropped edge has a curvature forming a third rounded edge. This curvature is in the same direction as that in which the contact wall is extended by the cover wall. This creates a protective means structure that can be considered in the form of a U, where the base of the U corresponds One arm of the U-shaped bracket connects to the contact wall, the other arm to the drop edge. The structure of the drop edge provides rigidity to the protective element.

[0036] According to an optional feature of the invention, the protective means has a thickness greater than the thickness of the support means.

[0037] The thickness of the protective means is between 2.9 and 3.1 mm, while the thickness of the support means is between 2.4 and 2.6 mm. These thickness values ​​for the protective means and the support means ensure that the protective means has greater resistance to deformation than the support means. This characteristic ensures that, upon impact, the protective means does not deform, or deforms very little, under the force of the impact and transmits the impact energy to the support means, which will then deform. The protective means is thus able to slide under the crossmember, while retaining substantially its original shape, so that the force of the impact can be dissipated until the protective means locks and stops the translational movement of the drive unit.

[0038] The deformation resistance of the protective means is between 320 and 390 MPa, while the deformation resistance of the support means is between 220 and 280 MPa. The deformation resistance results from both the thickness of these means and the choice of materials used. Various types of materials can therefore be employed, provided they offer adequate deformation resistance. For example, HE 320 D steel can be chosen for the protective means, while HES steel can be used for the support means.

[0039] According to an optional feature of the invention, the protection device includes an anti-vibration means.

[0040] During vehicle operation, the protective device, when consisting solely of the protective element and the support element, can vibrate because the support element is fixed to the housing. This vibration can cause noise and make the driving experience unpleasant. The use of an anti-vibration device proves effective in preventing this problem. It solves this issue by being attached both to the protective element and to a structural element of the engine assembly. This connection then reduces vibrations.

[0041] According to an optional feature of the invention, one of the fastening means is configured to ensure the connection between the protection means, the support means and the anti-vibration means.

[0042] In this case, the means for attaching the protective means has at least one opening on its contact surface, more precisely on its first part. Similarly, the support means and the anti-vibration means each have an opening. A fastener, such as a screw, is designed to fit into these three openings. Then, the The connection between the protective device, the support, and the vibration damping device is secured by a locking element, such as a nut. This configuration allows the existing fastening means used to attach the protective device to the support to also secure the vibration damping device. This leverages a pre-existing fastening method, avoiding the need to develop a new fastening system.

[0043] Other features, details and advantages of the invention will become clearer upon reading the following description on the one hand, and the illustrative and non-limiting examples of embodiments given with reference to the accompanying drawings on the other hand, in which:

[0044] [Fig-1] is a view of an embodiment of a protective device within the meaning of the invention;

[0045] [Fig.2] is a simplified perspective view of the interior of a compartment motor vehicle engine, including a protection device according to the embodiment of [Fig.1];

[0046] [Fig.3] is a simplified, top view of the interior of the compartment engine of the [Fig.2];

[0047] [Fig.4] is a view of a means of protecting the protective device according to the method of embodiment of figures 1 to 3, observed in isolation from the point of view of a cross member of the motor vehicle;

[0048] [Fig.5] is a view of the means of protection of the [Fig.4], from another angle of perspective, allowing observation of a part of the protective means intended to be in contact with a support means;

[0049] [Fig.6] is a perspective view of a means of supporting the protective device according to the implementation method shown in figures 1 to 3;

[0050] [Fig.7] is a perspective view of an anti-vibration means for the device protection according to the embodiment shown in figures 1 to 3.

[0051] The features and variants of the invention can be combined in various ways, provided they are not incompatible or mutually exclusive. In particular, variants of the invention may be conceived comprising only a selection of the features described below, isolated from the other described features, if this selection of features is sufficient to confer a technical advantage and / or to differentiate the invention from the prior art.

[0052] In the figures, the elements common to several figures retain the same reference.

[0053] In the detailed description that follows, the terms "longitudinal direction", "transverse direction" and "vertical direction" are used to Specify the orientation of the protective device according to the invention, as well as its components. The longitudinal direction corresponds to the forward direction of the motor vehicle on which the protective device is placed, that is, the direction of the main forces during a frontal impact. The transverse direction corresponds to a direction perpendicular to the longitudinal direction, in a plane parallel to the ground on which the vehicle rests, and the vertical direction corresponds to a direction perpendicular to the two previously mentioned directions, but also perpendicular to the ground on which the vehicle rests. These directions are respectively labeled "L", "T", and "V" in the following figures.

[0054] Figure 1 shows an embodiment of a protective device 1 according to the invention. This protective device 1 comprises three distinct means, namely a protective means 2, a support means 3, and an anti-vibration means 4. The protective device is particular in that the protective means 2 is distinct from the support means 3. In other words, the protective device 1 is made in two separate parts: one part whose function is to protect an object and the other part whose function is to be fixed to a supporting element of the object to be protected. The element to be protected here is a common injection ramp 40.

[0055] The protection means 2 is the part of the protection device 1 that ensures the protection of the common injection rail 40. The support means 3 is the part of the protection device 1 that is designed to be fixed to an engine assembly equipped with a common injection rail 40. As will be described below, such a configuration makes it possible to provide a protection device 1 particularly suitable for protecting the common injection rail during a violent impact that would tend to bring the engine assembly closer to a structural element of the vehicle, by allowing each of the two parts of the protection device to have different rigidity characteristics.

[0056] Regarding the anti-vibration means 4, it is fixed to the protection means 2 and allows the stabilization of the protection means 2. When a vehicle equipped with this protection device 1 is in motion, the anti-vibration means 4 prevents the transmission to the protection device 1 of the vibrations generated by the engine group, thus avoiding the production of noises that are annoying for the driver.

[0057] The protective means 2 is fixed to the support means 3 by means of fixing means 5 and additional fixing means 6. One of the fixing means 5 is used to fix the protective means 2 to the support means 3, while the other fixing means 5 allows both the protective means 2 to be fixed to the support means 3 and the anti-vibration means 4 to be fixed to the protective means 2.

[0058] As mentioned, it is noteworthy that the protective means 2 exhibits a higher resistance to deformation than the support means 3. This ensures that it is the support means 3 that deforms upon impact, while the protection means 2 will remain substantially undeformed.

[0059] The protective means 2 has rounded edges, some of which are designed to come into contact with the fixed structural element during an impact. This is intended to allow for a better distribution of the forces generated by this contact.

[0060] The particular shapes of the different elements and in particular of the protection means 2 and the support means 3, as well as the fixing means 5 and the additional fixing means 6, will be detailed more precisely in the detailed description of figures 4 to 7.

[0061] It should be noted, however, that the fastening means 5 extend primarily in a horizontal direction, that is, perpendicular to the previously mentioned vertical direction, and in a transverse direction, that is, perpendicular to the principal direction of the forces generated during a frontal impact, while the additional fastening means 6 extend primarily in a vertical direction also perpendicular to the longitudinal direction. Now, the support means 3 has the form of a folded sheet metal, the dimensions of which in the horizontal plane are greater than its thickness in the vertical dimension.Thus, the forces transmitted from the protective means 2 to the support means 3 during an impact via the fastening means 5 are more easily absorbed without deformation by the support means 3 than the forces transmitted from the protective means 2 to the support means 3 during an impact via the additional fastening means 6. The objective is therefore to quickly transfer forces via the additional fastening means to force the support means to deform and bend, so that the protective means can slide under a structural element and rub against it to reduce the movement of the engine assembly to which the protective device is attached. After this sliding movement, the protective means becomes wedged against the structural element of the vehicle and completely stops the movement of the engine assembly.

[0062] Fig. 2 and Fig. 3 illustrate an application of the protection device according to the invention, by presenting simplified views of the interior of an engine compartment 7 of a motor vehicle, comprising a protection device 1 according to the embodiment of Fig. 1.

[0063] This engine compartment 7 includes several components, among them a motor vehicle crossmember 8, an engine structural element 9, an engine casing 10, and the protective device 1 as defined in the invention. It is important to note that the components listed above are only partially represented and that other components of the engine compartment are not illustrated here, in order to simplify understanding and focus on the invention in question.

[0064] The crossmember 8 is a structural element that ensures, in particular, the rigidity of the vehicle at the level of the engine compartment 7. The crossmember 8 is located between the engine compartment and the passenger compartment. Its role is, in particular, to help distribute loads and absorb forces in the event of a frontal impact. The crossmember 8 also serves as an anchor point for various mechanical and electrical components located in the engine compartment 7.

[0065] Structural element 9 is a rigid structural element of the engine compartment, for example an engine mount.

[0066] The engine casing 10 serves, in particular, to contain the engine oil necessary for lubricating the internal components of the engine assembly, thus ensuring their proper operation. In this figure, only the upper part of the engine casing 10 is shown.

[0067] The protective device 1 is fixed to both the upper part of the engine casing 10 and the structural element 9. More specifically, the support means 3 of the protective device 1 is fixed to the upper part of the engine casing 10 in an area near the common rail 40 to be protected. Furthermore, the anti-vibration means 4 is fixed to the structural element 9. This arrangement allows the protective means 2 to be positioned facing the vehicle crossmember 8. In addition, the use of the anti-vibration means prevents vibrations of the protective device and thus avoids affecting the driving experience as perceived by the user. The anti-vibration means 4 is also designed to prevent damage to the rail protection system.

[0068] In the event of a violent impact, particularly a frontal one, the position of the protective device The position of the protective device 2 facing the vehicle's crossmember 8 is essential. During such an impact, the engine assembly, including the upper part of the engine casing 10, moves translationally in the longitudinal direction. This movement of the upper part of the engine casing 10 carries the support means 3 with it in a similar translational movement. This action displaces the entire protective device 1, and in particular the protective means 2, towards the vehicle's crossmember 8. The crossmember 8, being a robust component of the vehicle, stops the movement of the protective means 2. The protective means 2, being more rigid than the support means 3, allows, thanks to the arrangement of these two parts, that the forces resulting from the contact between the protective means 2 and the crossmember 8 are transmitted to the support means 3, resulting in little or no deformation of the protective means 2.Under the effect of these forces, the support means 3 will deform by bending substantially around an axis defined by its fixing means on the engine casing, which will cause the protection means 2 to pivot so that it slides under the cross member 8. This sliding movement with the cross member 8 results in a decrease in the speed of movement of the engine assembly until the means of . protection 2 locks against the cross member 8 and completely stops the translational movement of the motor group.

[0069] In this [Fig. 2], the injection rail 40 of the engine unit is represented by dashed lines, while in [Fig. 3] it is illustrated more precisely. As can be seen in particular from the top view of [Fig. 3], the protective means 2 is arranged to protect the injection rail 40. Consequently, if the protective device 1, and particularly the protective means 2, is deformed, said protective means 2 could damage the injection rail by shearing, leading to a risk of leakage and thus increasing the danger of fire. It is therefore important that the movement of the parts of the spray device and the deformation of the protective means 2, which acts as a casing around the injection rail, can be controlled; and for this purpose, the protective means 2 has high resistance to deformation.

[0070] Figure 4 is a view of the protection means 2 of the protection device 1 according to the embodiment of figures 1 to 3, observed in isolation from the point of view of the cross member 8. In other words, the faces of the protective means visible on this [Fig.4] consist of external faces of the protective means intended to be turned towards the cross member 8 when the protective device is installed on the vehicle.

[0071] As mentioned previously, it is important that the protective means 2 exhibit high resistance to deformation. To achieve this, the thickness of the protective means 2 varies between 2.9 mm and 3.1 mm. The material chosen for its manufacture must offer a resistance to deformation between 320 MPa and 390 MPa (2.5 mm). Any material capable of meeting this requirement can be considered. Preferably, high-yield-strength steels, such as HE 320 D, are recommended. These thickness and resistance to deformation specifications prevent any deformation of the protective means 2 upon impact and ensure that the absorption of deformation forces is primarily achieved by the support means 2.In this way, the translational movement of the engine as a whole can be stopped, preserving the hood shape of the protective means 2 before the impact and thus preserving the protective function of the injection rail.

[0072] The protective means 2 comprises a contact wall 11 and a cover wall 12. The contact wall 11 itself comprises a first part 13 and a second part 14. The first part 13 and the second part 14 are perpendicular to each other and thus form a right angle, softened by a first rounded edge 15 placed at their junction. The second part 14 extends in a transverse-vertical plane, which makes it perpendicular to the longitudinal direction, i.e., the direction of the force generated by a frontal impact. The first part 13 is arranged in a longitudinal-vertical plane, which makes it parallel to the longitudinal direction.

[0073] This first rounded edge 15 has a radius of curvature of approximately 34 mm over an angular sector of about 95°. Upon impact, the first rounded edge 15 and / or the second part 14 of the contact wall come into contact with the vehicle's crossmember 8. If the first rounded edge 15 were absent, replaced by a conventional right angle, there would be a risk that the protective element 2 would pierce the crossmember 8 due to this angle upon impact, since the protective element 2 has high resistance to deformation. Furthermore, the curvature of the first rounded edge 15 allows for a rapid increase in the contact area when the first rounded edge 15 makes contact with the crossmember 8, which has the effect of promoting a better distribution of forces during impact.

[0074] The contact wall 11 of the protective means 2 also includes a first vertical end 16 and a second vertical end 17, which mark the limits of this contact wall 11 in the vertical direction. This first vertical end 16 and this second vertical end 17 are present at the first part 13, the second part 14, and the first rounded end 15 of the contact wall 11.

[0075] The first vertical end 16 is extended by the cover wall 12. The cover wall 12 is perpendicular to the whole of the contact wall 11. This cover wall 12 is therefore in the described example arranged in a longitudinal-transverse plane.

[0076] The extension of the first vertical end 16 by the cover wall 12 forms a second rounded edge 18 where the cover wall 12 and the contact wall 11 meet. This second rounded edge 18 plays a similar role to the first rounded edge by preventing perforation of the cross member 8 during an impact. Thanks to its curvature, it facilitates the passage of the protective means 2 under the cross member when forces are transmitted to the support means, which deforms and causes the protective means, whose shape remains substantially unchanged, to pivot. Furthermore, this second rounded edge 18 facilitates the transfer of forces from the contact wall to the cover wall and thus accelerates the transfer of forces to the additional fastening means, which will be described in more detail below.

[0077] As described in the description of [Fig.1], the protective means 2 comprises fastening means 5 and additional fastening means 6. The fastening means are placed at the contact wall 11, while the additional fastening means are positioned at the cover wall 12.

[0078] The fastening means 5 are more particularly positioned at the level of the first part 13 of the contact wall 11. These fastening means 5 are two in number in this embodiment and comprise orifices 19 formed through the The contact wall 11, fasteners, and locking elements. The fasteners are designed to be inserted into the holes 19 and then locked in place by the locking elements to secure the connection. It should be noted that, for clarity, only the holes 19 are shown in this figure.

[0079] The fasteners are typically screws, while the locking elements are conventionally nuts. The openings 19 can be round or oblong holes.

[0080] In this embodiment, a first fastening means 51 is configured to allow only the fastening of the protective means 2 onto the support means 3. This first fastening means 51 is here the fastening means 5 closest to the first rounded end 15. The first fastening means 51 includes an orifice 19 in the form of a round hole.

[0081] The second fastening means 52 is intended to secure, on the one hand, in addition to the first fastening means, the protective means 2 to the support means 3, and on the other hand, to secure the anti-vibration means 4 to the protective means 2. This second fastening means 52 includes an oblong hole 19, in particular to allow adjustment of the position of the two fastening means relative to each other. In the illustrated example, this second fastening means 52 is the fastening means 5 furthest from the first rounded end 15.

[0082] It should be emphasized that these two fastening means 5 are here aligned parallel to the transverse direction, without this being limiting of the invention.

[0083] The additional fastening means 6, also two in number here, comprise openings 20 formed through the cover wall 12, fastening elements, and locking elements. It should be noted that only the openings 20 are shown in this figure.

[0084] The additional fastening means 6 and their openings 20 are arranged on the cover wall. They are aligned with the cover wall 12 in a plane perpendicular to a median plane of the first rounded section 15, this median plane comprising all the bisectors B, visible in [Fig. 4], of the curves defined by each section of the first rounded section in the longitudinal-transverse plane. Furthermore, the additional fastening means 6 and their openings 20 are positioned equidistant from this median plane B.

[0085] The median plane B can correspond approximately to the direction of impact of the protective means 2 against the cross member 8. Thus, thanks to this symmetrical arrangement with respect to the median plane B, the additional fastening means 6 allow a better distribution of forces and a more efficient transmission of the energy of the impact of the protective means 2 to the support means 3.

[0086] The positioning of the openings 19, 20 on their respective walls allows the fastening means and the additional fastening means to be oriented along perpendicular axes. The fastening means 5 are thus oriented so that they extend primarily in a horizontal direction, here transversely, while the additional fastening means 6 extend vertically, perpendicular to the longitudinal direction. Since the support means 3 has dimensions in the horizontal plane that are greater than its thickness in the vertical dimension, said support means 3 resists the forces applied by the fastening means 5 better than the forces transmitted by the additional fastening means 6. This characteristic facilitates controlled deformation and bending of the support means 3, thus allowing the protective means 2 to slide under the cross member 8, before locking and completely stopping the movement of the motor assembly..

[0087] Fig. 5 is a view of the protection means 2 of the protection device 1 according to the embodiment of figures 1 to 4, allowing observation of the part of the protection means 2 intended to be in contact with the support means 3.

[0088] This figure facilitates observation of the additional fastening means 6. These additional fastening means 6 include, in addition to orifices 20, fastening and locking elements, also at least one column 21, here two in number.

[0089] The column(s) 21 extend from the cover wall 12 in the vertical direction until they reach the support means 3, as can be seen in particular in Figures 1 or 2.

[0090] The orifices 20 are formed here by bores made within the columns 21. This hollow configuration of the columns 21 is designed so that the fastener, intended to be inserted into the orifice 20 hollowing out the column 21, is protected by the column 21 in the event of an impact. Thus, during an impact, the columns 21 and the fasteners can transfer the shock via the support 3. Without the columns 21, only the fasteners would have transmitted the shock, which then presents a significant risk of breaking these fasteners. In this embodiment, the columns 21 are formed from the same material as the cover wall 12 of the protective means 2.

[0091] Furthermore, the presence of at least one column 21 increases the amount of force transmitted to the support means 3, thereby increasing the forces transmitted along a vertical component, which promotes the sagging of the support means 3 in that direction. Thus, the substantially undeformed protective means 2 is simultaneously rotated to pass under the cross member 8.

[0092] The protective means 2 also includes a dropped edge 22. More specifically, the second vertical end 17, opposite the first vertical end 16 of the contact wall 11, is extended by this dropped edge 22 which thus forms a third rounded edge 23 of the protective means 2. It should be specified that the dropped edge 22 extends the second vertical end 17 in the same direction as the first vertical end 16 is extended by the covering wall 12.

[0093] The combination of the dropped edge 22, the contact wall 11 and the cover wall 12 generates a particular configuration of the protective means, similar to a "U" which helps to increase the resistance to deformation of said protective means 2.

[0094] The dropped edge 22 is located on the second vertical end 17 of the contact wall 11, at the level of its first part 13 and the first rounded edge 15. At the level of the second part 14, the dropped edge 22 is only partially present on the second vertical end 17 of the contact wall 11. Thus, the absence of a dropped edge at the level of the second part 14 forms a fillet 24 at the place where the dropped edge 22 is not present, which allows it to adapt to the shape on which the protective device 1 is to be mounted.

[0095] Fig. 6 is a perspective view of the support means 3.

[0096] This support means 3 has a multi-level structure. It comprises a The mounting plate 25 extends in a plane parallel to both the transverse and longitudinal directions. Consequently, the mounting plate 25 lies in a plane parallel to that of the cover wall 12 of the protective device 2. The distance between the plane of the mounting plate 25 and the plane of the cover wall 12 corresponds to the distance over which the columns 21 of the protective device 2 extend. Thus, when the protective device 2 and the support device 3 are assembled together, the columns 21 rest on the mounting plate 25.

[0097] It should be noted that the plane in which the fixing plate 25 evolves corresponds to a first level of the structure of the support means 3.

[0098] This mounting plate 25 has two holes 26 designed to receive the fastening elements of the additional fastening means 6. The fastening elements of the additional fastening means 6 then pass through the holes 20 in the columns 21, then through the holes 26 in the mounting plate 25 and are held in place by the locking elements. The mounting plate 25 also includes other holes for fastening other elements.

[0099] The support means 3 also includes a first connecting plate 27 and a second connecting plate 28. Each of these connecting plates is provided with an opening 29 for receiving a fastening element, thus allowing the support means to be fixed to the upper part of the engine casing 10. The first connecting plate 27 and the second connecting plate 28 therefore serve to fix the means support 3, and therefore the protective device 1, to the engine housing 10. The first connecting plate 27 is arranged in a second level, this level being further from the cover wall 12 than the first level, when the protective means 2 and the support means 3 are assembled. The second connecting plate 28 is, for its part, arranged in a third level, which is further from the cover wall 12 than the second level, when the protective means 2 and the support means 3 are assembled.

[0100] The support means 3 also includes a fixing wall 30, which is a perpendicular extension of the fixing plate 25. It extends in a plane parallel to the vertical and transverse directions. When the support means 3 and the protective means 2 are mounted together, it is thus designed to be positioned parallel to the first part 13 of the contact wall 11 of the protective means 2.

[0101] This fixing wall 30 has openings 31, designed to complement the openings 19 of the first part 13 of the contact wall 11, when the protective means 2 and the support means 3 are mounted together. Therefore, the fastening elements of the fixing means 5 are designed to pass through the openings 31 of the fixing wall 30 and the openings 19 of the contact wall 11, and then to be locked by the locking elements, in order to fix the support means 3 and the protective means 2 together. The support means 3 is in the form of a folded sheet metal, with a lower resistance to deformation than the protective means 2. Its resistance to deformation can thus vary between 220 MPa and 280 MPa. This resistance is mainly due to the type of material used, which can be HES steel, and the thickness of the support medium, which is between 2.4 mm and 2.6 mm.

[0102] Fig. 7 is a perspective view of the previously mentioned anti-vibration means 4.

[0103] The anti-vibration means 4 comprises a first section 32 and a second section 33. The first section 32 is intended for attaching the anti-vibration means 4 to the protective means, while the second section 33 is intended for fixing the anti-vibration means 4 to the structural motor element 9.

[0104] The first section 32 extends in a plane parallel to the vertical and transverse directions. The first section 32 therefore extends in a plane parallel to the plane formed by the first part 13 of the contact wall 11.

[0105] The first section 32 includes a mounting hole 34 and a positioning hole 35. The mounting hole 34 is designed to accommodate the fastening element of the fastening means 5; therefore, in this embodiment, it is oblong in shape. The positioning hole 35, on the other hand, is a round hole with a larger diameter than the mounting hole 34 and is provided to facilitate the positioning of the anti-vibration means. during factory assembly. The two holes partially overlap, creating a wider space at the positioning hole 35 to allow easy adjustment of the anti-vibration means 4 before the fixing element is inserted into the fixing hole 34.

[0106] The second section 33 of the anti-vibration means 4 extends in a plane parallel to the lateral and transverse directions. The second section 33 is thus a perpendicular extension of the first section 32 of the anti-vibration means 4. Furthermore, the second section 33 is positioned opposite the location on the anti-vibration means 4 where the mounting hole 34 and the positioning hole 35 are located.

[0107] The second section 33 also includes a fixing hole 36 for fixing the anti-vibration means 4 to the structural element 9, thus making it possible to reduce the vibrations of the protective device 1.

[0108] As described above, particularly with reference to a preferred embodiment, the present invention achieves its objectives by providing a protective device for a motor vehicle fuel rail comprising a protective means and a support means. The design of the projection device with these two parts allows for adjustments to the shape and physical characteristics of each part of this protective device to ensure that the part forming the protective shell for the fuel rail remains substantially undeformed during a frontal impact and that it can slide under the engine compartment crossmember towards which the engine assembly moves during this impact. In this way, the protective device protects the fuel rail without risking damage due to deformation and without damaging other vehicle parts.

[0109] The present invention is not limited to the means and configurations described and illustrated herein and also extends to any equivalent means and configuration as well as to any technically operative combination of such means.

Claims

Demands

1. A protective device (1) for an injection rail against impacts comprising a protective means (2) and a support means (3) intended to be mounted on an engine casing (10) of a motor vehicle, characterized in that the protective means (2) comprises a contact wall (11), fixed to the support means (3) by means of fastening (5), and a cover wall (12), extending substantially perpendicularly said contact wall (11) and fixed to the support means (3) by means of additional fastening (6), said contact wall (11) being intended to come into contact with a crossmember (8) of the motor vehicle in the event of an impact and said protective means (2) having a resistance to deformation greater than the resistance to deformation of the support means (3).

2. Protective device (1) according to claim 1, wherein the contact wall (11) includes at least one rounded part.

3. Protective device (1) according to any one of claims 1 or 2, wherein the contact wall (11) comprises a first part (13) and a second part (14) arranged substantially perpendicular to each other and forming a first rounded part (15).

4. Protective device (1) according to any one of claims 1 to 3, wherein the extension of the contact wall (11) by the cover wall (12) forms a second rounded (18).

5. Protective device (1) according to any one of claims 1 to 4, wherein at least one of the additional fixing means (6) comprises a column (21) extending from the cover wall (12) to the support means (3) perpendicular to the cover wall (12).

6. Protective device (1) according to claim 5 in combination with claim 3, wherein at least two columns (21) extend parallel to each other.

7. A protective device (1) according to any one of claims 1 to 6, wherein the cover wall (12) extends the contact wall (11) at a first vertical end (16) of the contact wall (11) and wherein the means

8.

9.

10. of protection (2) includes a dropped edge (22) extending a second vertical end (17) of the contact wall (11) opposite the first vertical end (16). Protective device (1) according to any one of claims 1 to 7, wherein the protective means (2) has a thickness greater than the thickness of the support means (3). Protective device (1) according to any one of claims 1 to 8, comprising an anti-vibration means (4). Protective device (1) according to claim 9, wherein one of the fastening means (5) is configured to provide the connection between the protective means (2), the support means (3) and the anti-vibration means (4).

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