Reinforcement for a wheel arch of a motor vehicle

Abstract

The invention relates to a reinforcement (1) configured to interact with a smooth wheel arch of a motor vehicle. The reinforcement (1) comprises a base (11) with a generally doubly curved shape, defining a concavity that allows it to couple with the wheel arch by analogy of shape, and a plurality of stiffening elements (12) all extending straight along the transverse axis (Y). The stiffening elements (12) are distributed over the surface of the base (11) and along the longitudinal axis (X), so as to increase the stiffness of the base (11) along a transverse axis (Y) of the reinforcement (1) without increasing the stiffness of the base (11) along the longitudinal axis (X) of the reinforcement (1). Along the longitudinal axis (X), the stiffening elements (12) form structures for dissipating the mechanical energy resulting from a frontal impact, by accordion-like compression. Figure to be published with the abbreviation: Fig. 1

Description

Title of the invention: Reinforcement for a wheel arch of a motor vehicle

[0001] The technical context of the present invention is that of the structural elements of motor vehicles involved in a frontal collision leading to deformation of the chassis structure. More particularly, the invention relates to a reinforcement for a front wheel arch of a motor vehicle.

[0002] In the prior art, it is known

[0003] Modern motor vehicles must comply with numerous safety regulations, especially regarding passive safety. The measures implemented to ensure this passive safety must, in particular, protect vehicle occupants in a high-speed frontal collision and control vehicle repair costs in an urban collision, or in other words, a low-speed collision. Furthermore, the measures implemented for passive safety must also limit the aggressive behavior that the motor vehicle may exhibit towards pedestrians or cyclists.

[0004] In order to ensure that motor vehicles comply with various safety regulations, numerous tests and trials are conducted. However, since safety regulations can vary from one country or continent to another, car manufacturers are seeking technical solutions that are versatile enough to meet a greater number of requirements in different countries and for different situations.

[0005] Thus, in Europe, it is known to perform moderate overlap tests which consist of carrying out frontal impacts using a barrier with an overlap of 40% of the width of the motor vehicle. In such a configuration, the front frame of the motor vehicle as well as the front fender reinforcement piece are stressed.

[0006] In contrast, in the United States, the frontal impact test protocol is described as low overlap, in which a barrier approximately 1.5 m high strikes the motor vehicle, covering 25% of its width. In such a configuration, the front frame rail is no longer directly subjected to the impact, but the front fender reinforcement piece, which is more eccentric, remains so and therefore undergoes the deformation.

[0007] Faced with the requirements of the American protocol for low overlap frontal impacts, the behavior of current motor vehicles on the European market is therefore not entirely satisfactory and needs to be improved.

[0008] For this purpose, we know of document FR3105152 Al which describes a wheel arch reinforcement to mitigate the impact of a low-overlap frontal collision, and document FR2956643 B1 which describes a curved part associated with the front wing of the motor vehicle that defines the wheel arch. The part includes stiffening ribs that reinforce the wheel arch in the event of a side impact.

[0009] However, the reinforcement elements described in these documents are specifically designed to increase rigidity in the event of a lateral impact and specifically meet US regulatory requirements. These reinforcement elements are therefore superfluous or at least not optimal for the French market and the specific requirements of the European market.

[0010] The present invention aims to provide a new reinforcement for a wheel arch in order to address at least largely the previous problems and to lead to other advantages.

[0011] Another objective of the invention is to offer such a reinforcement which is sufficiently versatile to be able to be associated with a type of vehicle marketable on the American or European market without additional costs.

[0012] Another objective of the invention is to offer a more versatile and efficient solution for large-scale industrialization in various regulatory environments.

[0013] Another object of the invention is to reinforce the transverse rigidity of the wheel arch without reinforcing its longitudinal rigidity.

[0014] According to a first aspect of the invention, at least one of the aforementioned objectives is achieved with a reinforcement for a wheel arch of a motor vehicle, the reinforcement comprising:

[0015] - a base with a general conformation doubly curved along a longitudinal axis and a transverse axis of the motor vehicle, so as to delimit a concavity allowing it to be associated with the wheel arch by analogy of shapes;

[0016] - a plurality of stiffening elements configured to reinforce the rigidity of the base along a transverse axis of the reinforcement without reinforcing the rigidity of the base along the longitudinal axis of the reinforcement.

[0017] In the context of the present invention, a longitudinal axis, a lateral axis, and a vertical axis are defined with respect to the motor vehicle on which the reinforcement conforming to the first aspect of the invention is intended to be mounted. More particularly, the transverse axis is understood as a direction taken between one lateral side of the motor vehicle and an opposite lateral side of said motor vehicle. In other words, the transverse axis is understood as a direction extending from a passenger side of the motor vehicle to a driver's side of said motor vehicle, or vice versa. The adjectives lateral, inner, and outer refer to reference to such a transverse axis. Furthermore, the longitudinal axis is understood as being taken along a direction extending from the front to the rear or from the rear to the front of the motor vehicle. The longitudinal axis is perpendicular to the transverse axis. The adjectives front, front, and rear refer to this longitudinal axis. Finally, the vertical axis is understood as being taken along an axis extending from the wheels of the motor vehicle to the roof of said motor vehicle, or vice versa, the vertical axis being simultaneously perpendicular to the transverse axis and the longitudinal axis. The adjectives above and below, or lower and upper, refer to this vertical axis.

[0018] In the context of the present invention, the base forms a bottom plate of the reinforcement according to the invention. The base has a general shape similar to that of the wheel arch with which it is intended to be associated. The base is configured to cover all or part of the wheel arch. To this end, the base has a generally doubly curved shape, that is to say, exhibiting a curvature along two directions perpendicular to each other, the transverse axis and the longitudinal axis.

[0019] In the context of the present invention, the stiffening elements extend across the surface of the base. The stiffening elements form raised features extending from the base. By virtue of their shape, orientation, and distribution on the base, the stiffening elements increase the rigidity along a single axis of reinforcement, namely the transverse axis. Conversely, along the longitudinal axis, the stiffening elements have little or no effect, that is, significantly less than the increase in rigidity obtained along the transverse axis. By "significantly less," it is understood that the rigidity obtained along the transverse axis is at least ten times greater than that observed along the longitudinal axis.

[0020] In the context of the present invention, the reinforcement according to the invention is intended to be mounted on a motor vehicle chassis structure, and in particular attached to both a front frame rail and a front wheel assembly. More generally, the reinforcement according to the invention is attached to a simple wheel arch, i.e., a smooth and uniform one, such as is generally designed for the European market. Thus, the reinforcement according to the invention is an additional component attached to motor vehicles solely for the American market, thereby allowing European structural arrangements to be easily, cheaply, and particularly efficiently adapted to meet American requirements.

[0021] Thus, the reinforcement according to the invention solves the technical problem by its versatility and by its general conformation which cleverly makes it possible to meet the requirements of a low overlap barrier test, from a "nominal" wheel arch which, in turn, meets European regulatory requirements.

[0022] The reinforcement according to the first aspect of the invention advantageously comprises at least one of the improvements below, the technical characteristics forming these improvements being able to be taken alone or in combination:

[0023] - the stiffening elements take the form of straight elements which all extend perpendicularly to the longitudinal axis. The stiffening elements are distributed across the base along the longitudinal axis. In particular, the stiffening elements extend from one lateral edge of the base to the other. This advantageous configuration is particularly clever because, along the transverse axis, the stiffening elements effectively fulfill their role of stiffening the base; however, along the longitudinal axis, the arrangement of the stiffening elements provides no significant additional stiffness to the base. In other words, the stiffening elements form a fan shape on the base.

[0024] - along the longitudinal axis, the stiffening elements form components shock absorbers that dissipate mechanical energy that would propagate through the reinforcement according to the invention along the longitudinal axis. Conversely, along the transverse axis, the stiffening elements increase the rigidity of the reinforcement according to the invention;

[0025] - the stiffening elements are formed by stamping the base. This advantageous configuration allows the reinforcement according to the invention to be manufactured at a lower cost;

[0026] - according to a first embodiment, the stiffening elements are of type of ribs that project outwards from the base, each rib forming a fold from the base. Advantageously, all the ribs forming the stiffening elements have the same transverse profile. In other words, they are all identical;

[0027] - according to a second preferred embodiment, the stiffening elements are of the type of grooves forming depressions from the base. Advantageously, all the grooves forming the stiffening elements have the same transverse profile. In other words, they are all identical;

[0028] - the grooves have a transverse profile in the shape of a “U” or in the shape of a “ V”. The grooves are delimited by lateral edges and by a groove bottom that extends between the two lateral edges. The groove bottom can be a surface or simply an edge;

[0029] - a groove depth measured between the base and a groove bottom is greater at 2 mm, preferably between 3 mm and 8 mm, preferably also equal to 5 mm;

[0030] - a groove width measured between two lateral edges is greater than 5 mm, preferably between 8 mm and 12 mm, preferably also equal to 10 mm;

[0031] - the base has a thickness between 0.5 mm and 2 mm, preferably equal to 1 mm;

[0032] - the reinforcement is formed of a metallic material, preferably comprising steel or a steel alloy;

[0033] - the reinforcement is of the type of a stamped sheet metal.

[0034] According to a second aspect of the invention, a structural arrangement of a motor vehicle is proposed, the structural arrangement comprising:

[0035] - a front stretcher extending along a longitudinal axis;

[0036] - a load-bearing element of a front axle of the motor vehicle;

[0037] - a wheel arch forming a curved wall, the wheel arch being connected, towards the front, to the front stretcher and, towards the rear, to the load-bearing element;

[0038] - a reinforcement conforming to the first aspect of the invention or according to any one of its improvements, the reinforcement being pressed against the wheel arch and integral with said wheel arch.

[0039] In the context of the present invention, each front frame rail is a longitudinal structural component located at the front of the motor vehicle and to which a motor vehicle engine assembly is attached. Each front frame rail extends from front to back within the motor vehicle it equips, relative to the longitudinal axis. Each front frame rail is located under an engine compartment of the motor vehicle, at the front of the motor vehicle, behind a front bumper of the motor vehicle, and along a wheel arch. Each front frame rail extends through the engine compartment and under a passenger compartment of the motor vehicle. Each front frame rail takes the form of a metal support fixed rigidly to a chassis of the motor vehicle. In particular, at the front end of a passenger compartment of the motor vehicle, the front frame rail is fixed rigidly to a subframe of the motor vehicle.Specifically, the front stretcher is fixed securely to the front bulkhead of the motor vehicle. At one rear end, the front stretcher is fixed securely to a side member of the motor vehicle.

[0040] In the context of the invention, the wheel arch has a general conformation similar to that of the reinforcement attached to it. The wheel arch has a generally doubly curved shape, that is to say, exhibiting a curvature along two directions perpendicular to each other, the transverse axis and the longitudinal axis.

[0041] Furthermore, in the context of the present invention, the wheel arch forms a smooth, curved sheet metal. In other words, the wheel arch has no surface irregularities other than those inherent to its surface condition during manufacturing. In other words Furthermore, the wheel arch lacks any reinforcing ribs or grooves. It should be understood that the wheel arch's rigidity is provided by the reinforcement to which it is attached.

[0042] Advantageously, the reinforcement is fixed securely to the wheel arch by a plurality of weld points and / or by at least one weld bead.

[0043] According to a third aspect of the invention, a motor vehicle is proposed comprising two front axles forming a steering axle for the motor vehicle, and a structural arrangement according to the second aspect of the invention and associated with each front axle.

[0044] Various embodiments of the invention are provided, incorporating, according to all their possible combinations, the different optional features set out here.

[0045] Other features and advantages of the invention will become apparent from the following description on the one hand, and from several illustrative and non-limiting examples of embodiments given with reference to the accompanying schematic drawings on the other hand, in which:

[0046] [Fig. 1] illustrates a three-dimensional view of an example of an embodiment of the reinforcement conforming to the first aspect of the invention;

[0047] [Fig.2] illustrates a general view of an example of an implementation of an arrangement of structure including the reinforcement illustrated in [Fig.1];

[0048] [Fig.3] illustrates a detailed view of the structural arrangement shown in [Fig.2].

[0049] Of course, the features, variants, and different embodiments 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 features, described hereafter in isolation from the other described features, if this selection of features is sufficient to confer a technical advantage or to differentiate the invention from the prior art.

[0050] In particular, all the variants and all the embodiments described are combinable with each other if nothing prevents this combination from a technical point of view.

[0051] In the figures, the elements common to several figures retain the same reference.

[0052] In the FIGURES described below, a longitudinal axis X, a lateral axis and a vertical axis Z are defined relative to the motor vehicle on which the reinforcement 1 according to the invention is intended to be mounted.

[0053] More specifically, the transverse axis Y is understood as a direction taken between one lateral side of the motor vehicle and an opposite lateral side of said vehicle automobile. In other words, the transverse Y-axis is understood to be a direction extending from a passenger side of the motor vehicle to a driver's side of said motor vehicle, or vice versa. The adjectives lateral, interior, and exterior refer to such a transverse Y-axis.

[0054] Furthermore, the longitudinal axis X is understood to be taken along a direction extending from front to rear or rear to front of the motor vehicle. The longitudinal axis X is perpendicular to the transverse axis Y. The adjectives front, front, and rear refer to this longitudinal axis X.

[0055] Finally, the vertical axis Z is understood as being taken along an axis which extends from the wheels of the motor vehicle and towards the roof of said motor vehicle, or vice versa, the vertical axis Z being simultaneously perpendicular to the transverse axis Y and to the longitudinal axis X. The adjectives above and below, or lower and upper, refer to this vertical axis Z.

[0056] With reference to [Fig. 1], the invention addresses a reinforcement 1 for a wheel arch 23 of a motor vehicle, the reinforcement 1 comprising:

[0057] - a base 11 with a general doubly curved shape along the axis longitudinal X and the transverse axis Y, so as to delimit a concavity allowing it to be associated with the wheel arch 23 by analogy of shapes;

[0058] - a plurality of stiffening elements 12 configured to enhance the stiffness of the base 11 along a transverse axis Y of the reinforcement 1 without reinforcing the rigidity of the base 11 along the longitudinal axis X of the reinforcement 1.

[0059] As can be seen in FIGURES 2 and 3, the curved shape of the base 11 along the transverse axis Y and the longitudinal axis X allows it to couple with the wheel arch 23 of the structural arrangement 2. Indeed, the wheel arch 23 also has a doubly curved shape along the transverse axis Y and along the longitudinal axis X, so that the base 11 can be affixed against said wheel arch 23.

[0060] The wheel arch 23 has a smooth surface. This configuration is particularly well-suited to European regulatory requirements, for example. When combined with the reinforcement 1, the rigidity of the wheel arch 23 is increased along the transverse Y axis, the structural arrangement 2 thus becoming more rigid in the face of a low-overlap frontal impact than in the absence of the reinforcement 1. Therefore, the structural arrangement 2 conforming to the second aspect of the invention is particularly well-suited to American regulatory requirements, for example. Furthermore, it is easy and inexpensive to convert from a European structural arrangement 2 to an American structural arrangement 2 by adding the reinforcement 1, which is attached securely to the wheel arch 23.

[0061] In a particularly effective manner, the reinforcement 1 is welded against the wheel arch 23. More specifically, a portion of the base 11 of the reinforcement 1 located on the side of the concavity is applied against wheel arch 23, and the reinforcement 1 thus positioned is welded onto the wheel arch 23 located below.

[0062] As can be seen in [Fig. 1], the stiffening elements 12 extend from and over the base 11. All the stiffening elements 12 extend in a straight line over the base 11, and they are all oriented along the transverse axis Y in order to reinforce the stiffness of the reinforcement 1 along the transverse axis Y. The stiffening elements 12 are distributed along the longitudinal axis X between a front edge 111 and a rear edge of the reinforcement 1. The stiffening elements 12 all extend parallel to each other.

[0063] The stiffening elements 12 extend between two lateral edges of the base 11, either along a single segment or along two collinear segments. In particular, as can be seen in [Fig. 1], the stiffening elements 12 comprise a first segment located on a lateral face 113 of the base 11, and a second segment located on a superior face 114 of the base 11.

[0064] In the embodiment illustrated in [Fig. 1], the stiffening elements 12 take the form of grooves 121 formed from the base 11. Each groove 121 thus forms a channel preferably obtained by stamping. The transverse profile of each groove 121 is rectangular or rounded, or even V-shaped. All the grooves 121 have substantially the same transverse profile and the same transverse dimensions.

[0065] In order to effectively reinforce the wheel arrangement to which it is associated, the reinforcement 1 is formed of a steel sheet, with a thickness of approximately 1 mm.

[0066] Furthermore, as can be seen in [Fig.1], the reinforcement 1 has an opening 13 forming a hole that opens through the base 11. The opening 13 collaborates with a depression formed on the wheel arch 23 and thus allows for easier placement of the reinforcement 1 on said wheel arch 23.

[0067] With reference to FIGURES 2 and 3, the invention also addresses a structural arrangement 2 of a motor vehicle, the structural arrangement 2 comprising:

[0068] - a front stretcher 21 extending along a longitudinal axis X;

[0069] - a load-bearing element 22 of a front axle of the motor vehicle;

[0070] - a wheel arch 23 forming a curved wall, the wheel arch 23 being connected, forwards, to the front stretcher 21 and, backwards, to the load-bearing element 22;

[0071] - a reinforcement 1 as described above, the reinforcement 1 being pressed against the passage wheel 23 and integral with said wheel arch 23.

[0072] In summary, the invention relates to a reinforcement 1 configured to collaborate with a smooth wheel arch 23 of a motor vehicle, the reinforcement 1 comprising a base 11 with a generally doubly curved shape so as to define a concavity allowing it to couple with the wheel arch 23 by analogy of shape, and a plurality of stiffening elements 12 which all extend in a straight line along the transverse axis Y, the stiffening elements 12 being distributed over the surface of the base 11 and along the longitudinal axis X, so as to reinforce the stiffness of the base 11 along a transverse axis Y of the reinforcement 1 without reinforcing the stiffness of the base 11 along the longitudinal axis X of the reinforcement 1. Along the longitudinal axis X, the stiffening elements 12 form structures for dissipating the mechanical energy resulting from a frontal impact, by accordion-like crushing.

[0073] Of course, the invention is not limited to the examples just described, and many modifications can be made to these examples without departing from the scope of the invention. In particular, the various features, forms, variants, and embodiments of the invention can be combined with one another in various ways, provided they are not incompatible or mutually exclusive. Specifically, all the variants and embodiments described above are combinable.

Claims

Demands

1. Reinforcement (1) for a wheel arch (23) of a motor vehicle, the reinforcement (1) comprising: - a base (11) of general conformation doubly curved along a longitudinal axis (X) and a transverse axis (Y) of the motor vehicle, so as to delimit a concavity allowing it to be associated with the wheel arch (23) by analogy of shapes; - a plurality of stiffening elements (12) configured to reinforce the rigidity of the base (11) along a transverse axis (Y) of the reinforcement (1) without reinforcing the rigidity of the base (11) along the longitudinal axis (X) of the reinforcement (1).

2. Reinforcement (1) according to the preceding claim, wherein the stiffening elements (12) take the form of straight elements which all extend perpendicularly to the longitudinal axis (X).

3. Reinforcement (1) according to any one of claims 1 or 2, wherein the stiffening elements (12) are of the type of ribs that project outwards from the base (11), each rib forming a fold from the base (11).

4. Reinforcement (1) according to any one of claims 1 or 2, wherein the stiffening elements (12) are of the groove type (121) forming depressions from the base (11).

5. Reinforcement (1) according to the preceding claim, wherein the grooves (121) have a transverse profile in the shape of a “U” or in the shape of a “V”.

6. Reinforcement (1) according to any one of the preceding claims, wherein the base (11) has a thickness between 0.5 mm and 2 mm, preferably equal to 1 mm.

7. Reinforcement (1) according to any one of the preceding claims, wherein the reinforcement (1) is formed of a metallic material, preferably comprising steel or a steel alloy.

8. Structural arrangement (2) of a motor vehicle, 1” structural arrangement (2) comprising: - a front frame (21) extending along a longitudinal axis (X); - a load-bearing element (22) of a front axle of the motor vehicle;

9.

10. - a wheel arch (23) forming a curved wall, the wheel arch (23) being linked, towards the front, to the front shaft (21) and, towards the rear, to the load-bearing element (22); - a reinforcement (1) according to any one of the preceding claims, the reinforcement (1) being pressed against the wheel arch (23) and integral with said wheel arch (23). Structural arrangement (2) according to the preceding claim, wherein the reinforcement (1) is fixed securely to the wheel arch (23) by a plurality of weld points and / or by at least one weld bead. Motor vehicle comprising two front axles forming a steering axle for the motor vehicle, and a structural arrangement (2) according to any one of claims 8 or 9 and associated with each front axle.

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