• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an impactor (10) for attachment to the power train (6) of a motor vehicle (2) and configured to cooperate with the cradle (8) of said vehicle, located at the rear of said group; the impactor (10) comprises a rear portion (12) adapted to engage with a lower front face (14) of the cradle (8) in case of rearward displacement of the power unit (6) following a shock to the front of the vehicle, so as to ensure retention of said group (6) in a vertical direction. The rear portion (12) comprises a tab (18) extending towards the rear of the vehicle (2). The invention also relates to a motor vehicle (2) comprising such an impactor (10).
    公开号:FR3031950A1
    申请号:FR1550574
    申请日:2015-01-26
    公开日:2016-07-29
    发明作者:Marc Peru
    申请人:Peugeot Citroen Automobiles SA；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION The invention relates to the field of motor vehicles. More particularly, the invention relates to the ability of a motor vehicle to absorb energy in case of front impact. A front shock absorber system for a vehicle is conventionally constituted of a transverse beam fixed at the ends of stretchers, via "crashboxes". Stretchers are two sections of the front structure of the vehicle extending in the extension of the vehicle floor to the front compartment of the vehicle. The front shock absorber system is also conventionally constituted of elements of the front compartment located behind the front transverse beam; these elements, such as the powertrain, the front axle and the engine cradle, participating in the energy absorption by a piling phenomenon in the event of a front impact. These elements, generally connected to each other and being conventionally attached to the stretchers, participate especially in case of shocks before higher speed and during the retreat of the powertrain usually occurring after the deformation of the "crashboxes". A front shock absorber for a vehicle must meet many requirements, including frontal impact tests. Among these tests, there is a frontal impact test at 64 km / h with 40% partial overlap against a barrier composed of a complex structure which represents the "theoretical" deformation of a front block car oncoming. It consists in particular of honeycomb panels. Figure 1 illustrates this shock test. The protocol is the one currently used by the European New Car Assessment Program (Euro NCAP). This test is to satisfy both the left side and the right side. On the occasion of this shock, only one side of the vehicle hits the obstacle and the obstacle is otherwise deformable. Having to absorb all the impact energy on the impacted side alone increases the risk of intrusions into the interior of this side. 3031950 2 A vehicle of the SUV type, acronym for "Sport Utility Vehicle", generally includes a body raised compared to a conventional motor vehicle and this in order to increase its versatility and give the user the opportunity to use without difficulty the vehicle on almost all types of road. The cradle of such a vehicle may, however, be lowered relative to the body so as not to impact the vehicle's handling performance. The realization of such a vehicle, in particular the arrangement of the elements in the engine compartment can negatively impact the ability of the SUV vehicle to absorb the energy of a frontal impact. In particular the height difference between the powertrain linked to the body and the cradle can reduce the energy absorption of the shock by stacking between these two elements. The reduction of its ability to absorb energy can lead to a greater intrusion of the group inside the vehicle to potentially the deformation of the front deck wall acting as a boundary between the engine compartment and the passenger compartment.
    [0002] The patent document WO 2013/072589 A1. Discloses a motor vehicle powertrain comprising an impactor attached to the rear of the group and intended to protect the engine in the event of a frontal impact of the vehicle. The impactor comprises a first protection zone capable of striking the cradle and a second protection zone capable of striking a transmission shaft mounted on the cradle. In particular, the first zone may have a substantially corrugated shape to ensure the hooking of the group to the cradle and thus ensure that the second protection zone remains at the level of the shaft. The solution of this teaching is interesting in that while protecting the engine, the impactor remains attached to the cradle which allows the latter to participate in the absorption of energy in case of impact before the vehicle. The solution is however limited to one embodiment or the lower face of the group is at the level of the cradle; indeed, in this case, the device can be made without risk of folding and without impacting the mass of the vehicle. Patent document FR 2 946 935 A1 discloses a motor vehicle engine cradle comprising an impactor fixed projecting in front of the cradle and intended to come into contact with the power unit in the event of a front impact of the vehicle. The impactor is designed so that it can absorb shock energy; more particularly, it extends forward to anticipate the contact with the group in an initial phase of rearward movement thereof. It further forms a hollow body extending horizontally forward of the front edge of the cradle, the energy being absorbed by compressing said hollow body. The walls of the hollow body may be corrugated to promote crushing of the hollow body and maximize its absorption capacity in time of the shock. The solution of this teaching is interesting in that it allows the cradle to intervene in the energy absorption of the frontal impact of the vehicle and this by contact with the powertrain. However, it applies to a vehicle embodiment for which the group can interfere with the front edge of the cradle on its height so that the impactor can work in compression.
    [0003] The object of the invention is to propose a solution that overcomes at least one of the drawbacks of the state of the art, in particular the state of the art mentioned above. More particularly, the invention aims to provide a solution to reduce intrusion in the event of a frontal impact of the vehicle, more particularly of the SUV type vehicles.
    [0004] The invention relates to an impactor intended to be attached to the power unit of a motor vehicle and configured to cooperate with the cradle of said vehicle, located at the rear of said group; remarkable in that the impactor comprises a rear portion adapted to engage with a lower face before the cradle in case of rearward movement of the powertrain following a shock in the front of the vehicle, so as to ensure restraint said group in a vertical direction. According to particular embodiments, the impactor may comprise one or more of the following features, taken individually or in any technically possible combination: the rear portion comprises a tab extending towards the rear of the vehicle; - The impactor is extended so as to extend longitudinally under the powertrain; the impactor comprises means of attachment to the power unit, said means being distributed over the length of said impactor; 3031950 4 - the impactor comprises a front portion extending upwardly so as to be able to take a rearward directed support on the powertrain; the impactor comprises a strip of metal sheet intended to extend longitudinally under the power unit, and a casing, preferably made of plastic and / or composite material, extending on one of the faces of said strip; the sheet may have a thickness of between 1 and 3 mm, preferably between 2 and 2.5 mm; the sheet may be steel; - The sheet metal strip comprises a front portion curved so as to form a bearing zone directed rearwardly on the power unit.
    [0005] The invention also relates to a motor vehicle comprising a power unit housed at the front of the vehicle; a cradle behind the power train; an impactor located between the powertrain and the cradle and intended to promote the absorption of energy from the vehicle in the event of a front impact; remarkable in that the impactor is in accordance with the invention.
    [0006] According to an advantageous embodiment of the invention, the impactor is located at an average distance from the median longitudinal axis of the vehicle which is less than 10 cm, preferably 5 cm. This distance can be zero, in which case the impactor is aligned with the median axis. According to an advantageous embodiment of the invention, the impactor is located in a central zone 20 of the vehicle preferably comprising fixing holes receiving said impactor. According to an advantageous embodiment of the invention, the rear portion of the impactor is situated vertically at a level lower than that of the lower front face of the cradle. The measurements of the invention are interesting in that the impactor makes it possible to limit the intrusion into the vehicle in the event of a frontal impact at 64 km / h. Indeed, during the shock and the subsequent rearward displacement of the powertrain, the rear portion of the impactor hangs the underside of the cradle so as to prevent the group from moving above the cradle. The cradle thus secured to the group can absorb shock energy which limits the intrusion of the group towards the rear of the vehicle.
    [0007] Other features and advantages of the present invention will be better understood from the description and drawings in which: FIG. 1 is a view of a vehicle according to the invention in an offset frontal impact situation; at 40% and at 64km / h against a deformable barrier; Figure 2 is a longitudinal sectional view of the vehicle of Figure 1; - Figure 3 is a perspective view from below of the vehicle of Figure 1; - Figure 4 is a perspective view of an impactor according to the invention of the vehicles of Figures 1 to 3; FIG. 5 is a sectional view of the vehicle of FIG. 1 in the initial phase of frontal impact; - Figure 6 is a sectional view of the vehicle of Figure 1 in intermediate phase of frontal impact; - Figure 7 is a sectional view of the vehicle of Figure 1 in the final phase of frontal impact; FIG. 1 is a view of a vehicle 2 according to the invention and in a frontal impact shifted at 40% and at 64km / h against a deformable barrier 4. This view was described during the discussion of the state of the art. Figure 2 is a longitudinal sectional view of the vehicle 2 according to the invention. The vehicle 2 comprises a power unit 6 housed at the front of the vehicle; a cradle 8 behind the power train 6. An impactor 10 is located between the power train 6 and the cradle 8. The impactor 10 is attached to the power train 6 and is configured to cooperate with the cradle 8. More specifically, the impactor 10 comprises a rear portion 12 adapted to engage with a lower front face 14 of the cradle 8 in case of rearward displacement of the powertrain 6 following the impact at the front of the vehicle, so as to ensure a retention of said group 6 in a vertical direction. It can be seen in the image that the rear portion 12 comprises a pattel8 extending towards the rear of the vehicle 2 and which is adapted to hook the lower front face 14 of the cradle 8 in case of rearward displacement.
    [0008] Figure 3 is a perspective view from below of the motor vehicle 2 comprising the impactor 10 according to the invention. The impactor 10 is shown dashed, it is elongate and extends longitudinally under the power unit 6 in a central zone 19 of the vehicle 2 with respect to the transverse direction of the vehicle. It can be seen in the image the longitudinal axis "L" median vehicle and the impactor 10 extending in this case in this axis. An arrow to the right of the image indicates the front direction of the vehicle 2. The impactor 10 is fixed to the group 6 by fastening means (not shown) distributed along the length of the impactor 10. The central zone 19 of the vehicle at the level of the power train 6 may comprise fixing holes (not shown) receiving the attachment means of the impactor 10; the attachment of the impactor can, for example, be achieved by screws. We can observe the rear portion 12 of the impactor 10 behind the powertrain 6; it is also possible to observe a front portion 20 which extends to the front of the group and upwards so as to be able to take a rearward bearing on the front face of the power unit 6. FIG. 4 is a view in perspective of the impactor 10 according to the invention. The impactor extends from the back to the front (from left to right in the image). The impactor 10 comprises a metal sheet strip 22 and a housing 24, the latter being mounted on one face of the sheet metal strip 22. The housing 24 is made 20 to connect the power unit to the sheet metal strip 22 who finds himself thus at a distance from the group. This arrangement allows that the rear portion 12 of the impactor 10, in particular the retaining tab 18 is located at a level vertically lower than that of the lower front face of the cradle. This arrangement is particularly interesting for an SUV type vehicle as presented in the prior art discussion. For such a vehicle, the presence of the impactor 10 compensates for the positioning of the group slightly offset in height relative to the cradle. The housing 24 of the impactor 10 may be of plastic material and / or composite material. The sheet metal strip 22 may have a thickness of between 1 and 3 mm, preferably between 2 and 2.5 mm; the sheet may be steel. The sheet metal strip 22 comprises in this case a front portion 20 curved so as to form a bearing zone directed rearwardly on the power unit as seen in relation to the 3031950 7 figure 3. We can finally see the fastening means 21 of the impactor 10 to the power unit, made in the form of fixing lugs. FIG. 5 is a sectional view of the vehicle 2 according to the invention in the initial phase of frontal impact against the deformable barrier 4. At this phase of the impact, the vehicle 2 deforms on a zone in front of the powertrain 6. We can see the rear portion 12 of the impactor 10 away from the cradle 8. Figure 6 is a sectional view of the vehicle 2 according to the invention in the intermediate phase of frontal impact against the barrier. At this phase of the shock, the powertrain 6 is moved backwards. We can see the rear portion 12 of the impactor 10 towards the cradle 8. Figure 7 is a sectional view of the vehicle 2 according to the invention in the final phase of frontal impact against the barrier. In this phase of the shock, the power train 6 is moved further back, the impactor 10 coming into contact with the cradle 8. It can be seen the lug 18 of the impactor 10 being housed under the front lower face 14 of the cradle 8 so as to retain the group 6 and avoid its movement over the cradle. We can also see the rear portion 12 of the impactor 10 and the rear face 24 of the power unit 6 in contact with the front face of the cradle 8. At this shock stage, the cradle 8 is able to collaborate with the powertrain 6 moving backwards and thus absorb shock energy and reduce the intrusion of the group 6 in the vehicle 2.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. Impactor (10) to be attached to the power train (6) of a motor vehicle (2) and configured to cooperate with the cradle (8) of said vehicle, located at the rear of said group; characterized in that the impactor (10) comprises a rear portion (12) adapted to engage with a lower front face (14) of the cradle (8) in case of rearward displacement of the power train (6) following a shock at the front of the vehicle, so as to ensure retention of said group (6) in a vertical direction.
    [0002]
    2. Impactor (10) according to claim 1, characterized in that the rear portion (12) comprises a tab (18) extending towards the rear of the vehicle (2).
    [0003]
    3. Impactor (10) according to one of claims 1 and 2, characterized in that the impactor (10) is elongated so as to extend longitudinally under the powertrain (6).
    [0004]
    4. Impactor (10) according to claim 3, characterized in that it comprises fastening means (21) to the powertrain (6), said means being distributed over the length of said impactor (10).
    [0005]
    5. Impactor (10) according to one of claims 3 and 4, characterized in that it comprises a front portion (20) extending upwardly so as to take a support directed rearward on the group power train (6).
    [0006]
    6. Impactor (10) according to one of claims 1 to 5, characterized in that it comprises a sheet metal strip (22) intended to extend longitudinally under the power unit (6), and a housing (24). ), preferably of plastic material and / or composite, extending on one side of said strip (22).
    [0007]
    7. Impactor (10) according to claim 6, characterized in that the sheet metal strip (22) comprises a front portion (20) curved so as to form a bearing zone directed rearwardly on the power unit ( 6).
    [0008]
    8. Motor vehicle (2) comprising: - a power unit (6) housed at the front of the vehicle; 3031950 9 - a cradle (8) behind the powertrain (6); an impactor (10) located between the powertrain (6) and the cradle (8) and intended to promote the energy absorption of the vehicle (2) in the event of a front impact; Characterized in that the impactor (10) is according to one of claims 1 to 7.
    [0009]
    9. Motor vehicle (2) according to claim 8, characterized in that the impactor (10) is located at an average distance from the median longitudinal axis (L) of the vehicle (2) which is less than 10 cm, preferably 5 cm.
    [0010]
    10. Motor vehicle (2) according to one of claims 8 and 9, characterized in that the rear portion (12) of the impactor (10) is located vertically at a level lower than that of the front lower face ( 14) of the cradle (8).
    类似技术:
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    同族专利:
    公开号 | 公开日
    FR3031950B1|2018-05-18|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2315422A1|1975-06-27|1977-01-21|Chrysler France|MOTOR VEHICLE SAFETY DEVICE|
    DE4230722A1|1991-09-26|1993-04-01|Volkswagen Ag|Motor vehicle with front wheel drive and transversely mounted engine - has transversely mounted engine and gearbox cross-member to force engine downwards in crash circumstances|
    US6276484B1|1999-09-30|2001-08-21|Daimlerchrysler Corporation|Impact bar|
    FR2921032A1|2007-09-19|2009-03-20|Peugeot Citroen Automobiles Sa|SHOCK IMPACTOR FOR MOTOR POWERTRAIN GROUP|
    DE102011008300A1|2011-01-11|2011-09-22|Daimler Ag|Device for limiting movement of e.g. drive train, during front collision of car, has stop element arranged at distance to body structure element, such that stop element is fastened, where displacement of component is limited by stop element|US20180208247A1|2017-01-26|2018-07-26|Toyota Jidosha Kabushiki Kaisha|Vehicle front structure|
    EP3375649A3|2017-03-13|2018-11-07|Ford Global Technologies, LLC|An engine assembly|
    FR3094286A1|2019-03-26|2020-10-02|Psa Automobiles Sa|AUTOMOTIVE VEHICLE FRONT IMPACT IMPACTOR AND COUNTER-IMPACTOR KIT|
    法律状态:
    2015-12-22| PLFP| Fee payment|Year of fee payment: 2 |
    2016-07-29| PLSC| Publication of the preliminary search report|Effective date: 20160729 |
    2016-12-21| PLFP| Fee payment|Year of fee payment: 3 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 4 |
    2018-06-29| CA| Change of address|Effective date: 20180312 |
    2018-06-29| CD| Change of name or company name|Owner name: PEUGEOT CITROEN AUTOMOBILES SA, FR Effective date: 20180312 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 6 |
    2020-12-17| PLFP| Fee payment|Year of fee payment: 7 |
    2021-12-15| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1550574A|FR3031950B1|2015-01-26|2015-01-26|ACTIVE CINEMATIC IMPACTOR FOR FRONTAL IMPACT OF A MOTOR VEHICLE COMPATIBLE WITH A ENHANCED VEHICLE|
    FR1550574|2015-01-26|FR1550574A| FR3031950B1|2015-01-26|2015-01-26|ACTIVE CINEMATIC IMPACTOR FOR FRONTAL IMPACT OF A MOTOR VEHICLE COMPATIBLE WITH A ENHANCED VEHICLE|
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