Protection device against impacts for an injection rail

Abstract

Protection device against impacts for an injection rail The invention relates to a protection device (1) against impacts for an injection rail comprising a protection means (2) and a support means (3) intended to be mounted on a motor vehicle crankcase (10), characterised in that the protection means (2) comprises a contact wall (11) attached to the support means (3) by attachment means (5) and a cover wall (12) attached to the support means (3) by additional attachment 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 rounding as well as a first vertical end (16) via which the said contact wall (11) is extended perpendicularly by the cover wall (12).

Description

[0001] DESCRIPTION

[0002] Protection device against impacts for an injection rail

[0003] The present invention relates to the automotive field, and more particularly to devices for protecting motor vehicle injection rails against impacts.

[0004] Common rail fuel injection systems are used to supply fuel to internal combustion engines. They comprise a high-pressure fuel storage rail that distributes the fuel to the injectors. This rail, known as the "common rail", is located outside the engine. It is therefore crucial to protect it to avoid any fuel leaks due to impacts, for example during a frontal collision of a vehicle equipped with this type of injection system.

[0005] For this reason, the use of injection rail protection devices is well known. In particular, these protection devices can take the form of folded metal sheets fixed to the engine, the folded metal sheet having a profile that prevents direct impact on the common injection rail.

[0006] The layout of the motor unit (“groupe moteur” in French) can vary depending on the vehicle model. In some cases, the motor unit is mounted very low down in the chassis, with the vehicle crossmember at or above the top of the motor unit. The injection rail protection device and the injection rail itself are, in this case, generally positioned at this upper part of the motor unit.

[0007] In this context, during a frontal impact, particularly a high-speed impact, the displacement of the motor unit causes violent contact between the vehicle's crossmember and the protection device. Under the effect of the mechanical stresses of the impact, the protection device deforms and can damage the injection rail. When deformed, the protection device can shear the connections on the injection rail, causing significant damages to the motor unit. These damages can be dangerous, as they can cause fuel to leak inside the vehicle, increasing the risk of fire.

[0008] The aim of the invention described in this document is therefore to overcome the disadvantages of the prior art by presenting a protection device against impacts for an injection rail. Thanks to its various features, this protection device does not deform or undergoes minimal deformation under the effect of the force exerted during an impact. It is therefore designed to prevent potential damages caused by the protection device itself, in particular to the injection rail.

[0009] The main object of the present invention is thus a device for protecting an injection rail against impacts, comprising a protection means and a support means intended to be mounted on a motor vehicle engine crankcase, characterised in that the protection means comprises a contact wall, attached to the support means by attachment means, and a cover wall, extending substantially perpendicularly from the said contact wall and attached to the support means by additional attachment means, the said contact wall being intended to come into contact with a crossmember of the motor vehicle in the event of an impact and the said protection means being intended to come into contact with a crossmember of the motor vehicle in the event of an impact, extending substantially perpendicularly from the said contact wall and attached to the support means by additional attachment means, the said contact wall being intended to come into contact with a crossmember of the motor vehicle in the event of an impact and the said protection means having a resistance to deformation greater than the resistance to deformation of the support means.

[0010] In the event of a frontal impact, the crankcase of the motor unit of a motor vehicle undergoes a translational movement directing it towards a crossmember of the vehicle arranged transversely within the front compartment, i.e. substantially perpendicular to the direction of the frontal impact. The protection means and the support means are carried along in this translational movement, given that the support means is mounted on the crankcase, until the protection means comes into contact with the vehicle crossmember. As mentioned above, this protection means is only of interest if the crossmember and the motor unit are arranged within the engine compartment in such a way that movement of the engine causes the crossmember to impact on the protection means.

[0011] The protection means, having a resistance to deformation greater than that of the support means, is configured so as not to deform, or to deform very little, on impact, whereas the support means is intended to undergo significant deformation. In particular, the protection device is configured so that its support means undergoes a deformation that can be described as a rotational or tilting movement, about an axis defined by its attachment means to a structural element of the vehicle, and in particular a crankcase.

[0012] As a result, the protection means is able to slide against the crossmember, passing under the said crossmember, thus causing the entire motor unit to move. During this movement, the force of the impact is dissipated until the protection means locks against the crossmember, thus limiting the translational movement of the motor unit crankcase and, consequently, of the motor unit itself. Thanks to this configuration, the protection device prevents any damage to the fuel rail by the protection means.

[0013] The protection means, as previously mentioned, is composed of a cover wall and a contact wall. The cover wall extends in a plane parallel to a longitudinal direction and a transverse direction. The longitudinal direction corresponds to the direction of forward travel of the vehicle and therefore to the direction of the main forces in the event of a frontal impact. The transverse direction crosses the vehicle laterally and is parallel to the ground on which the vehicle rests.

[0014] Regarding the contact wall, it can, 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.

[0015] The attachment means comprise various elements, in particular holes arranged on the contact wall. These attachment means also include attachment elements, for example but not limited to screws, designed to be inserted through these holes. The attachment means also include locking elements, such as nuts.

[0016] Similarly, the support means is equipped with holes. In this way, the attachment elements of the attachment means are designed to fit into the holes in the protection means and the support means. The locking elements are then positioned to secure the attachment between these two elements. This configuration ensures a solid connection between the protection means and the support means.

[0017] The additional attachment means of the cover wall also comprise holes, attachment elements and locking elements, enabling the protection means to be attached to the support means.

[0018] The attachment means essentially enable the protection means to be held on the support means and the additional attachment means are arranged and configured so as, while maintaining the attachment of the protection means on the support means, to transmit the forces undergone on impact by the protection means in the direction of the support means in order to allow the deformation of this support means.

[0019] According to an optional feature of the invention, the contact wall comprises at least one rounding.

[0020] 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 rounding.

[0021] It should therefore be understood 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.

[0022] When the protection means is positioned, it must be ensured that the second rounding and / or the second part of the contact wall are positioned opposite the crossmember before impact. Thus, in the event of an impact, this second part comes into contact with the crossmember, either directly or via a first contact of the crossmember with the first rounding, and transfers the energy of the impact to the rest of the protection means, and in particular to the support means, via the additional attachment means, which reacts by deforming and tilting about an axis defined by its means of fixing to the crankcase.

[0023] The point on the contact wall where the first part and the second part meet forms a rounding, referred to here as the first rounding.

[0024] This first rounding has, for example, a radius of curvature of approximately 34 mm over an angular sector of approximately 95°. In the event of an impact, the first rounding is the element of the contact wall of the protection means that first comes into contact with the vehicle crossmember. Thanks to its degree of curvature, the first rounding offers a large contact surface during impact, thus enabling the impact forces to be distributed. In addition, the protection means is made from a material and with a thickness such that it gives the protection means rigidity, which, in combination with the first rounding, minimises its deformation on impact. The degree of curvature of the first rounding also prevents the protection means from piercing the vehicle crossmember during impact, which could cause further damage to the vehicle.

[0025] According to an optional feature of the invention, the extension of the contact wall by the cover wall forms a second rounding.

[0026] The second rounding helps to provide a larger contact surface during impact, and better transmission of the forces experienced during impact on the crossmember, from the contact wall to the cover wall, thus enabling better transfer of the forces to the additional attachment means so that these forces are absorbed by the support means and thus preventing deformation of the protection means. In addition, the second rounding also prevents the protection means from passing through the crossmember in the event of an impact, thereby avoiding major damage to the vehicle. In addition, the second rounding facilitates sliding movement against the crosspiece of the protection means, thereby deforming the support means.

[0027] According to an optional feature of the invention, at least one of the additional attachment means comprises a column extending from the cover wall to the support means perpendicular to the cover wall.

[0028] 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.

[0029] The column is hollow, so that a hole in the additional attachment means is formed by the bore within the column, from the cover wall to the support means. This configuration allows an attachment element of the additional attachment means to pass through the column, in order to attach the protection means to the support means.

[0030] The column of the additional attachment means is made of the same material as the cover wall, which optimises the transmission of forces between the protection means and the support means. In fact, as the column is made of the same material as the protection means, it is more rigid than the support means. The force absorbed by the protection means is therefore transmitted to the support means via the column, which tends to deform the support means.

[0031] According to an optional feature of the invention, at least two columns extend parallel to each other.

[0032] Where there are at least two columns running parallel, 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 a vertical direction.

[0033] The columns are arranged on either side of a median plane of the first rounding. More particularly, the columns can be arranged substantially symmetrically with respect to this median plane of the first rounding. This median plane is formed by all the bisecting lines of each section of the first rounding, in a horizontal plane, i.e. a plane which is parallel to the cover wall.

[0034] In particular, the median plane of the first rounding can coincide substantially with the direction in which the protection means comes into contact with the crossmember. This positioning of the columns on either side of the median plane therefore enables the columns to be aligned perpendicular to the force exerted. This feature thus helps to reinforce the transfer of force between the protection means and the support means. Positioning the columns on either side of the median plane helps to ensure that the forces are evenly distributed.

[0035] 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 comprises a fallen edge extending a second vertical end of the contact wall opposite the first vertical end.

[0036] The fallen edge has a curvature forming a third rounding. This curvature is in the same direction as that in which the contact wall is extended by the cover wall. This creates a structure for the protection means that can be envisaged in the form of a U, where the bottom of the U corresponds to the contact wall, one branch of the U to the cover wall, and the other branch of the U to the fallen edge. In particular, the structure of the fallen edge makes it possible to provide rigidity to the protection means. According to an optional feature of the invention, the protection means has a thickness greater than the thickness of the support means.

[0037] The thickness of the protection 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 protection means and the support means ensure that the protection means has greater resistance to deformation than the support means. This feature ensures that, on impact, the protection means does not deform, or very little, under the effect of the impact force and transmits the impact energy to the support means, which will then deform. The protection means is thus able to slide under the crossmember, while substantially retaining its original shape, so that the force of the impact can be dissipated until the protection means locks and stops the translation movement of the motor unit.

[0038] The deformation resistance of the protection means is between 320 and 390 MPa, while the deformation resistance of the support means is between 220 and 280 MPa. The resistance to deformation results both from the thickness of these means and from the choice of materials used. Various types of material can be used, provided they offer adequate resistance to deformation. For example, HE 320 D steel can be chosen for the protection means, while HES steel can be used for the support means. According to an optional feature of the invention, the protection device comprises antivibration means.

[0039] During use of the vehicle, the protection device, when it consists solely of the protection means and the support means, may vibrate as the support means is attached to the crankcase. This vibration can cause noise and make the driving experience unpleasant. The use of an anti-vibration device is an effective way of avoiding this problem. It solves this problem by being attached both to the protection means and to a structural element of the motor unit. This connection reduces vibrations.

[0040] According to an optional feature of the invention, one of the attachment means is configured to provide a connection between the protection means, the support means and the anti-vibration means.

[0041] In this case, the attachment means of the protection means has at least one hole on its contact wall, more precisely on its first part. Similarly, the support means and the anti-vibration means each have a hole. An attachment element, such as a screw, is designed to be inserted into these three holes. The connection between the protection means, the support means and the anti-vibration means is then secured by a locking element, such as a nut. This configuration makes it possible to use the attachment means already used to attach the protection means to the support means to also attach the anti-vibration means. In this way, advantage is taken of a pre-existing attachment means, avoiding the need to develop a new attachment system.

[0042] Other features, details and advantages of the invention will become clearer on reading the following description, on the one hand, and examples of embodiments given by way of indication and non-limitation with reference to the annexed drawings, on the other hand, in which :

[0043] [Fig. 1] is a view of an embodiment of a protection device within the meaning of the invention;

[0044] [Fig. 2] is a simplified perspective view of the interior of a motor vehicle engine compartment, comprising a protection device according to the embodiment of Figure 1 ;

[0045] [Fig. 3] is a simplified top view of the interior of the engine compartment shown in Fig. 2;

[0046] [Fig. 4] is a view of a protection means of the protection device according to the embodiment of Figures 1 to 3, seen in isolation from the point of view of a crossmember of the motor vehicle;

[0047] [Fig. 5] is a view of the protection means of Fig. 4, from another perspective angle, showing a part of the protection means intended to be in contact with a support means;

[0048] [Fig. 6] is a perspective view of a support means of the protection device according to the embodiment of Figures 1 to 3;

[0049] [Fig. 7] is a perspective view of an anti-vibration means of the protection device according to the embodiment of Figures 1 to 3.

[0050] The features and variants of the invention may be associated with one another in various combinations, provided that they are not incompatible or mutually exclusive. In particular, it will be possible to imagine variants of the invention comprising only a selection of the features described below in isolation from the other features described, if this selection of features is sufficient to confer a technical advantage and / or to differentiate the invention from the prior art.

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

[0052] In the following detailed description, the terms "longitudinal direction", "transverse direction" and "vertical direction" are used to specify the orientation of the protection device according to the invention and of its components. The longitudinal direction corresponds to the forward direction of the motor vehicle on which the protection device is placed, i.e. 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 denoted "L", "T" and "V" respectively in the following figures.

[0053] Figure 1 is a view of an embodiment of a protection device 1 within the meaning of the invention. This protection device 1 comprises three separate means, namely a protection means 2, a support means 3 and an anti-vibration means 4. The protection device is special in that the protection means 2 is separate from the support means 3. In other words, the protection device 1 is made in two separate parts, with a part whose function is to protect an object and a part whose function is to be attached to an element carrying the object to be protected. The element to be protected here is a common injection rail 40.

[0054] The protection means 2 is that part of the protection device 1 which provides protection for the common injection rail 40. The support means 3 is the part of the protection device 1 which is designed to be fixed to a motor unit 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 which would tend to bring the motor unit closer to a structural element of the vehicle, by making it possible to give each of the two parts of the protection device different rigidity features.

[0055] The anti-vibration means 4 is fixed to the protection means 2 and stabilises the protection means 2. When a vehicle fitted with this protection device 1 is in motion, the anti-vibration means 4 prevents vibrations generated by the motor unit from being transmitted to the protection device 1 , thereby preventing the production of noise that is annoying for the driver.

[0056] The protection means 2 is attached to the support means 3 by means of attachment means 5 and additional attachment means 6. One of the attachment means 5 is used to attach the protection means 2 to the support means 3, while the other attachment means 5 is used both to attach the protection means 2 to the support means 3 and to attach the anti-vibration means 4 to the protection means 2.

[0057] As mentioned, it is notable that the protection means 2 has a higher resistance to deformation than the support means 3. This ensures that it is the support means 3 that deforms on impact, while the protection means 2 remains substantially undeformed. The protection means 2 comprises roundings, some of which are designed to come into contact with the fixed structural element on impact. The purpose of this is to allow better distribution of the forces generated by this contact.

[0058] The particular shapes of the various elements, and in particular the protection means 2 and the support means 3, as well as the attachment means 5 and the additional attachment means 6, will be described in greater detail in Figures 4 to 7.

[0059] However, it should be noted that the attachment means 5 extend mainly in a horizontal direction, i.e. perpendicular to the vertical direction mentioned above, and in a transverse direction, i.e. perpendicular to the main direction of the forces generated during a frontal impact, whereas the additional attachment means 6 extend mainly in a vertical direction, also perpendicular to the longitudinal direction. The support means 3 is in the form of a folded metal sheet, whose dimensions in the horizontal plane are greater than its thickness in the vertical dimension. In this way, the forces transmitted from the protection means 2 to the support means 3 in the event of an impact via the attachment means 5 are easier for the support means 3 to absorb without deformation than the forces transmitted from the protection means 2 to the support means 3 in the event of an impact via the additional attachment means 6. The aim is therefore to very quickly transmit forces via the additional attachment means to force the support means to deform and bend, so that the protection means can slide under a structural element and rub against it to reduce the movement of the engine assembly to which the protection device is fixed. After this sliding movement, the protection means locks against the structural element of the vehicle and completely stops the movement of the engine assembly.

[0060] Figure 2 and Figure 3 illustrate an application of the protection device according to the invention, showing simplified views of the interior of an engine compartment 7 of a motor vehicle, comprising a protection device 1 according to the embodiment of Figure 1 .

[0061] This engine compartment 7 includes several components, including a motor vehicle crossmember 8, an engine structural element 9, a crankcase 10, as well as the protection device 1 within the meaning of the invention. It is important to note that the components listed above are only partially shown and that other components of the engine compartment are not illustrated here, in order to simplify understanding and to focus on the invention in question.

[0062] The crossmember 8 is a structural element that ensures the rigidity of the vehicle in the engine compartment 7. The crossmember 8 is located between the engine compartment and the passenger compartment. Its role is to help distribute loads and absorb forces in the event of a frontal impact. The crossmember 8 also serves as an anchoring point for various mechanical and electrical components located in the engine compartment 7.

[0063] Structural element 9 is a rigid structural element of the engine compartment, for example an engine mount.

[0064] In particular, the crankcase 10 is used to contain the engine oil needed to lubricate the internal components of the motor unit, thereby ensuring their smooth operation. In this figure, only an upper part of the crankcase 10 is shown.

[0065] The protection device 1 is fixed both to the upper part of the crankcase 10 and to the structural element 9. More specifically, the support means 3 of the protection device 1 is fixed to the upper part of the crankcase 10 in a zone in the vicinity of the common injection rail 40 to be protected. In addition, the anti-vibration means 4 is fixed to the structural element 9. This arrangement enables the protection means 2 to be positioned facing the vehicle crossmember 8. In addition, the use of the anti-vibration means prevents the protection device from vibrating and therefore does not affect the driving quality perceived by the user. The anti-vibration means 4 is also designed to prevent breakage of the ramp protection system.

[0066] In the event of a violent impact, particularly a frontal impact, the position of the protection means 2 facing the vehicle crossmember 8 is essential. In the event of such an impact, the motor unit, including the upper part of the crankcase 10, moves in translation in the longitudinal direction. This movement of the upper part of the crankcase 10 carries with it the support means 3 in a similar translational movement. This action moves the assembly of the protection device 1 and in particular the protection means 2 towards the vehicle crossmember 8. The crossmember 8, being a robust component of the vehicle, stops the movement of the protection means 2. As the protection means 2 is more rigid than the support means 3, the arrangement of these two parts together means that the forces resulting from contact between the protection means 2 and the crossmember 8 are transmitted to the support means 3, causing little or no deformation of the protection means 2. Under the effect of these forces, the support means 3 will deform by bending substantially around an axis defined by these attachment means to the crankcase, which will cause the protection means 2 to pivot so that it slides under the crossmember 8. This sliding movement with the crossmember 8 reduces the speed of movement of the motor unit until the protection means 2 locks against the crossmember 8 and completely stops the translational movement of the motor unit. In Figure 2, the injection rail 40 of the motor unit is represented by dotted lines, whereas in Figure 3 it is illustrated in greater detail. As can be seen in particular from the top view in Figure 3, the protection means 2 is arranged so as to protect the injection rail 40. As a result, in the event of deformation of the protection device 1 , and particularly of the protection means 2, the said protection means 2 could damage the injection rail by sectioning, leading to risks of leakage and thus increasing the fire hazard. It is therefore important to be able to control the movement of the parts of the protection device and the deformation of the protection means 2, which acts as a shell around the injection rail, and to this end the protection means 2 has a high resistance to deformation.

[0067] Figure 4 is a view of the protection means 2 of the protection device 1 according to the embodiment of Figures 1 to 3, seen in isolation from the point of view of the crossmember 8. In other words, the faces of the protection means visible in this figure 4 consist of external faces of the protection means intended to be turned towards the crossmember 8 when the protection device is installed on the vehicle.

[0068] As mentioned previously, it is important that the protection means 2 has a high resistance to deformation. To achieve this, the thickness of the protection means 2 varies between 2.9 mm and 3.1 mm. The material chosen for its manufacture must offer a deformation resistance of between 320 MPa and 390 MPa (2.5mm). Any material capable of meeting this requirement can be considered. Preferably, high yield strength steels such as HE 320 D are recommended. These specifications for thickness and resistance to deformation make it possible to prevent any deformation of the protection means 2 during an impact and to ensure that the absorption of forces by deformation is instead achieved by the means of support 2. In this way, it is possible to stop the translational movement of the engine as a whole, while retaining the bonnet-like shape of the protection means 2 before the impact and therefore maintaining the protection function of the injection rail.

[0069] The protection means 2 comprises a contact wall 1 1 and a cover wall 12. The contact wall 1 1 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 rounding 15 placed at their junction. The second part 14 extends in a transverse-vertical plane, making it perpendicular to the longitudinal direction, i.e. the direction of the force generated by a frontal impact. The first part 13 lies in a longitudinal-vertical plane, making it parallel to the longitudinal direction.

[0070] This first rounding 15 has a radius of curvature of the order of 34 mm over an angular sector of approximately 95°. On impact, the first rounding 15 and / or the second part 14 of the contact wall come into contact with the vehicle crossmember 8. If the first rounding 15 were absent, replaced by a conventional right angle, the risk would be that the protection means 2 would pierce the crossmember 8 because of this angle on impact, since the protection means 2 is highly resistant to deformation. In addition, the curvature of the first rounding 15 makes it possible to rapidly increase the contact surface when the first rounding 15 comes into contact with the crossmember 8, which has the effect of promoting a better distribution of forces on impact.

[0071] The contact wall 11 of the protection means 2 also comprises 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 both at the first part 13, at the second part 14 and at the first rounding 15 of the contact wall 11 .

[0072] The first vertical end 16 is extended by the cover wall 12. The cover wall 12 is perpendicular to the entire contact wall 11 . In the example described, this cover wall 12 is therefore arranged in a longitudinal-transverse plane.

[0073] The extension of the first vertical end 16 by the cover wall 12 forms a second rounding

[0074] 18 where the cover wall 12 and the contact wall 1 1 meet. This second rounding 18 plays a similar role to the first rounding by preventing perforation of the crossmember 8 in the event of an impact. Thanks to its curvature, it facilitates the passage of the protection means 2 under the crossmember when forces are transmitted to the support means and the latter deforms and causes the protection means to pivot in a substantially unchanged shape. In addition, this second rounding 18 facilitates the transfer of forces from the contact wall to the cover wall and therefore accelerates the transfer of forces to the additional attachment means which will be described in more detail below.

[0075] As described in the description of Figure 1 , the protection means 2 comprises attachment means 5 and additional attachment means 6. The attachment means are positioned at the contact wall 11 , while the additional attachment means are positioned at the cover wall 12.

[0076] The attachment means 5 are more particularly positioned at the first part 13 of the contact wall 11 . These attachment means 5 are two in number in this embodiment and comprise holes 19 formed through the contact wall 11 , attachment elements and locking elements. The attachment elements are designed to be inserted into the holes

[0077] 19 and then locked by the locking elements to secure the fixing. It should be noted that, for ease of understanding, only the holes 19 are shown in this figure. The attachment elements are typically screws, while the locking elements are typically nuts. The holes 19 can take the form of round or oblong holes.

[0078] In this embodiment, a first attachment means 51 is configured to allow only the protection means 2 to be attached to the support means 3. This first attachment means 51 is in this case the attachment means 5 closest to the first rounding 15. The first attachment means 51 comprises a hole 19 in the form of a round hole.

[0079] The second attachment means 52 is designed, on the one hand, to attach the protection means 2 to the support means 3 in a complementary manner to the first attachment means and, on the other hand, to attach the anti-vibration means 4 to the protection means 2. This second attachment means 52 comprises a hole 19 in the form of an oblong hole, in particular to enable the position of the two attachment means to be adjusted relative to each other. In the example shown, this second attachment means 52 is the attachment means 5 furthest away from the first rounding 15.

[0080] It should be noted that these two attachment means 5 are aligned parallel to the transverse direction, without this being limiting of the invention.

[0081] The additional attachment means 6, of which there are also two here, comprise holes 20 formed through the cover wall 12, attachment elements and locking elements. It should be noted that only the holes 20 are shown in this figure.

[0082] The additional attachment means 6 and their holes 20 are arranged on the cover wall. They are aligned on the cover wall 12 in a plane perpendicular to a median plane of the first rounding 15, this median plane comprising all the bisectors B, visible in Figure 4, of the curves defined by each section of the first rounding in the longitudinal- transverse plane. In addition, the additional attachment means 6 and their holes 20 are positioned at an equal distance from this median plane B.

[0083] The median plane B may correspond approximately to the direction of impact of the protection means 2 against the crossmember 8. Thus, thanks to this symmetrical arrangement with respect to the median plane B, the additional attachment means 6 allow better distribution of forces and more effective transmission of impact energy from the protection means 2 to the support means 3.

[0084] The positioning of the holes 19, 20 on their respective walls enables the attachment means and the additional attachment means to be oriented along perpendicular axes. The attachment means 5 are thus oriented so that they extend mainly in a horizontal direction, here transversely, while the additional attachment means 6 extend vertically, perpendicularly to the longitudinal direction. Since the dimensions of the support means 3 in the horizontal plane are greater than its thickness in the vertical dimension, said support means 3 is more resistant to the forces applied by the attachment means 5 than to the forces transmitted by the additional attachment means 6. This feature facilitates controlled deformation and bending of the support means 3, thus enabling the protection means 2 to slide under the crossmember 8, before locking and completely stopping the movement of the engine assembly.

[0085] Figure 5 is a view of the protection means 2 of the protection device 1 according to the embodiment of Figures 1 to 4, showing the part of the protection means 2 intended to be in contact with the support means 3.

[0086] This figure makes it easier to observe the additional attachment means 6. In addition to holes 20, these additional attachment means 6 comprise attachment and locking elements and at least one column 21 , of which there are two here.

[0087] The column(s) 21 extend(s) from the cover wall 12 in the vertical direction to reach the support means 3, as can be seen in Figures 1 or 2 in particular.

[0088] The holes 20 are formed here by bores made in the columns 21. This hollow configuration of the columns 21 is designed so that the attachment element, intended to be inserted into the hole 20 hollowing out the column 21 , is protected by the column 21 in the event of an impact. In this way, in the event of an impact, the columns 21 and the attachment elements can transfer the shock to the support means 3. Without the columns 21 , only the attachment elements would have transmitted the impact, which then presents a significant risk of breaking these attachment elements. In this embodiment, the columns 21 are made of the same material as the cover wall 12 of the protection means 2.

[0089] In addition, the presence of at least one column 21 makes it possible to increase the quantity of forces to be transmitted to the support means 3, so that the forces transmitted in a vertical component are increased, which makes it possible to promote the collapse of the support means 3 in this direction. In this way, the substantially undeformed protection means 2 is simultaneously pivoted so that it passes under the crossmember 8.

[0090] The protection means 2 also comprises a fallen edge 22. More specifically, the second vertical end 17, opposite the first vertical end 16 of the contact wall 11 , is extended by this fallen edge 22, thus forming a third rounding 23 of the protection means 2. It should be pointed out that the fallen edge 22 extends the second vertical end 17 in the same direction as the first vertical end 16 is extended by the cover wall 12.

[0091] The combination of the fallen edge 22, the contact wall 1 1 and the cover wall 12 creates a particular configuration of the protection means, similar to a "U", which helps to increase the resistance to deformation of the said protection means 2. The fallen edge 22 is located on the second vertical end 17 of the contact wall 1 1 , at its first part 13 and the first rounding 15. At the second part 14, the fallen edge 22 is only partially present on the second vertical end 17 of the contact wall 11 . Thus, the absence of a fallen edge at the second part 14 forms a softened end 24 where the fallen edge 22 is not present, which makes it possible to adapt to the shape on which the protection device 1 is to be mounted.

[0092] Figure 6 is a perspective view of support means 3.

[0093] This support means 3 has a multi-level structure. It comprises a fixing plate 25 which extends in a plane parallel to the transverse direction and to the longitudinal direction. Consequently, the fixing plate 25 lies in a plane parallel to that in which the cover wall 12 of the protection means 2 extends. The distance between the plane in which the fixing plate 25 is located and the plane in which the cover wall 12 is located corresponds to the distance over which the columns 21 of the protection means 2 extend. Thus, when the protection means 2 and the support means 3 are assembled together, the columns 21 rest on the fixing plate 25.

[0094] It should be noted that the plane in which the mounting plate 25 moves corresponds to a first level of the structure of the support means 3.

[0095] This fixing plate 25 has two holes 26 designed to receive the attachment elements of the additional attachment means 6. The attachment elements of the additional attachment means 6 then pass through the holes 20 present in the columns 21 , then pass through the holes 26 of the fastening plate 25 and are locked by the locking elements. The fixing plate 25 also has other holes for fixing other components.

[0096] The support means 3 also comprises a first connection plate 27 and a second connection plate 28. Each of these connection plates is provided with a hole 29 for receiving an attachment element, thus enabling the support means to be fixed to the upper part of the crankcase 10. The role of the first connection plate 27 and the second connection plate 28 is therefore to fix the support means 3, and therefore the protection device 1 , to the crankcase 10. The first connecting plate 27 is arranged in a second level, this level being further away from the cover wall 12 than the first level, when the protection means 2 and the support means 3 are assembled. The second connecting plate 28 is located in a third level, which is further away from the cover wall 12 than the second level, when the protection means 2 and the support means 3 are assembled.

[0097] The support means 3 also comprises 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 protection means 2 are mounted together, it is thus designed to be positioned parallel to the first part 13 of the contact wall 1 1 of the protection means 2.

[0098] This fixing wall 30 is provided with holes 31 , designed to be complementary to the holes 19 of the first part 13 of the contact wall 1 1 , when the protection means 2 and the support means 3 are mounted together. As a result, the attachment elements of the attachment means 5 are designed to pass through the holes 31 of the fixing wall 30 and the holes 19 of the contact wall 11 , and then to be locked by the locking elements, in order to attach the support means 3 and the protection means 2 together. The support means 3 is in the form of a folded metal sheet, with a lower resistance to deformation than the protection means 2. Its resistance to deformation can therefore vary between 220 MPa and 280 MPa. This resistance is mainly due to the type of material used, which can be HES steel, and to the thickness of the support means, which is between 2.4 mm and 2.6 mm.

[0099] Figure 7 is a perspective view of the aforementioned anti-vibration device 4.

[0100] 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 protection means, while the second section 33 is intended for attching the anti-vibration means 4 to the motor structural element 9.

[0101] The first section 32 extends in a plane parallel to the vertical direction and to the transverse direction. The first section 32 therefore extends in a plane parallel to the plane formed by the first part 13 of the contact wall 11 .

[0102] The first section 32 comprises a fixing hole 34 and a positioning hole 35. The fixing hole 34 is designed to receive the attachment element of the attachment means 5; in this embodiment, it is therefore oblong in shape. Positioning hole 35, on the other hand, is a round hole with a larger diameter than fixing hole 34 and is designed to facilitate 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 attachment element is inserted into the fixing hole 34.

[0103] The second section 33 of the anti-vibration means 4 extends in a plane parallel to the lateral direction and the transverse direction. The second section 33 is thus a perpendicular extension of the first section 32 of the anti-vibration means 4. In addition, the second section 33 is positioned opposite the location on the anti-vibration means 4 where the fixing hole 34 and the positioning hole 35 are located. The second section 33 also comprises a fixing hole 36 for fixing the anti-vibration means 4 to the structural element 9, thereby reducing the vibrations of the protection device 1 .

[0104] As described herein, particularly with reference to a preferred embodiment, the present invention achieves its stated aims by proposing a protection device for a motor vehicle injection rail comprising a protection means and a support means. The design of the protection device with these two parts makes it possible to play on the shape and physical features of each of the parts of this protection device to ensure that the part forming the protection shell for the injection rail remains substantially undeformed during a frontal impact and that it can slide under the crossmember of the engine compartment in the direction towards which the engine assembly is approaching during this impact. In this way, the protection device makes it possible to protect the injection rail without the risk of damaging it due to its deformation and without damaging other parts of the vehicle. However, the present invention is not limited to the means and configurations described and illustrated herein and extends equally to any equivalent means and configurations and to any technically operative combination of such means.

Claims

CLAIMS1. Protection device (1 ) against impacts for an injection rail, comprising a protection means (2) and a support means (3) intended to be mounted on a motor vehicle crankcase (10), characterised in that the protection means (2) comprises a contact wall (1 1 ), attached to the support means (3) by attachment means (5), and a cover wall (12), extending substantially perpendicularly the said contact wall (1 1 ) and attached to the support means (3) by additional attachment means (6), the 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 the said protection means (2) having a resistance to deformation greater than the resistance to deformation of the support means (3).

2. Protection device (1 ) according to claim 1 , wherein the contact wall (1 1 ) comprises at least one rounding.

3. Protection 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 rounding (15).

4. Protection 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 rounding (18).

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

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

7. Protection device (1 ) according to any one of claims 1 to 6, wherein the cover wall (12) extends the contact wall (1 1 ) at a first vertical end (16) of the contact wall (1 1 ) and wherein the protection means (2) comprises a fallen edge (22) extending a second vertical end (17) of the contact wall (11 ) opposite the first vertical end (16).

8. Protection device (1 ) according to any one of claims 1 to 7, wherein the protection means (2) has a thickness greater than the thickness of the support means (3).

9. Protection device (1 ) according to any one of claims 1 to 8, comprising an antivibration means (4).

10. Protection device (1 ) according to claim 9, wherein one of the attachment means (5) is configured to provide the connection between the protection means (2), the support means (3) and the anti-vibration means (4).

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