• 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 bumper beam of a motor vehicle comprising a frame and comprising at least one horizontal flank and at least one vertical flank extending longitudinally to the beam comprises at least one support member arranged so as to bear on the frame and exerting a reaction force in a direction on said at least one horizontal flank during the absorption of a shock by said beam, said support member being stronger than said at least one horizontal flank in the direction of the reaction force.
    公开号:FR3015941A1
    申请号:FR1363603
    申请日:2013-12-26
    公开日:2015-07-03
    发明作者:Stephane Ginja；Frederic Pierrot；Aurelien Seguela
    申请人:Plastic Omnium SA；
    IPC主号:
    专利说明:

    [0001] The invention relates to the technical field of bumper beams for a motor vehicle. In a motor vehicle bumper, the beam has the role of distributing the force applied by an obstacle during a shock, in particular during a Danner shock (shock insurance performed at a speed of 15km / h), on the entire front surface of the vehicle to avoid any stress concentration on the bumper and the penetration of the obstacle in the bumper to the passenger compartment. It is also known that a bumper comprises a low-speed shock absorption system, to protect the frame and circumscribe to the bumper area of the vehicle damaged by a shock. The absorption systems comprise one or more absorbers. In particular, at the front of the beam, there is an absorber for pedestrian impact (leg shock at a speed of 40 km / h) and, at the rear of the beam, absorbers for the Danner shock. In the case where the absorbers are two in number and are located behind the beam, they are attached to the beams and the beam connects them. These absorbers are intended to dissipate as much as possible the mechanical energy resulting from a collision of the vehicle with an obstacle, so that the mechanical energy transmitted to the driver and to the possible passengers are as small as possible and that the deformation of the chassis is minimal, it is preferable to involve them both in the dissipation of energy in the case of an impact with frontal impact shifted sideways. The beam being located in front of the absorbers, it receives in the first place the mechanical energy resulting from the shock, then transmits it to the two absorbers. In order to optimize shock absorption, it is necessary to maximize the absorption stroke in the longitudinal direction of the vehicle, i.e. the distance between the front face of the bumper and the face back of the absorbers, on which the energy can be dissipated. However, these different parts are subject to geometrical constraints, since the front area of the vehicle comprises many components which must all coexist, and as a result, their bulk must be kept to a minimum and can not therefore be supplied to the vehicle. shock an absorption stroke as big as you want. The invention aims to increase the compressibility of the beam during an impact to increase the absorption stroke of the bumper. For this purpose, according to the invention, a bumper beam of a motor vehicle comprising a chassis is provided, said beam comprising at least one horizontal flank and at least one vertical flank extending longitudinally to the beam, as well as at least one support member arranged to bear on the frame and exert a reaction force in a direction on said at least one horizontal flank when absorbing a shock by said beam, said bearing member being stronger than said at least one horizontal flank in the direction of the reaction force. Thus, some of the horizontal flanks of the beam compress in the longitudinal direction of the vehicle until they rupture, which has the effect of considerably increasing the absorption stroke of the bumper. According to one embodiment, the beam has a W-shaped profile so that it comprises four horizontal flanks and three vertical flanks. According to another embodiment, the beam comprises unidirectional fibers. By providing the horizontal flanks with such fibers, their breaking is facilitated during the absorption of a shock since they are subjected to forces whose direction is perpendicular to the axis of the fibers. According to another embodiment, the beam comprises bidirectional or multiaxial reinforcements in at least some of its vertical flanks, the bidirectional or multiaxial reinforcements being chosen from a list comprising: ribbon, fabric, nonwoven, matt. In combination with unidirectional fibers, such reinforcements make it possible to improve the mechanical properties of the vertical flanks of the beam in at least one of the directions which is not that of the unidirectional fibers and to ensure that they do not break during shock absorption. The fibers are sandwiched between two bidirectional or multiaxial reinforcement plies. Unidirectional fibers and bidirectional or multiaxial reinforcements may be composed of the following materials: glass, carbon, aramid. Advantageously, the support member comprises a part of an absorber arranged to bear on the frame. Depending on the configuration of the vehicle, the absorber is supported on a spar on which it is fixed, the spar being secured to the frame, or the absorber is directly secured to the frame. Preferably, the part of the absorber is a face of this absorber. Preferably, the support member comprises a blade secured on the one hand to the beam and on the other hand to the part of the absorber. The blade thus bears indirectly on the frame thanks to the absorber. Moreover, the blade also participates in the absorption of the mechanical energy of the shock. Advantageously, the blade has generally the shape of a square. Preferably, the support member comprises a vertical flank of the beam, preferably a vertical flank comprising bidirectional reinforcements. Thus, the support member comprising the part of the absorber, the blade and one of the vertical flanks (rigid in the axis of the vehicle) of the beam is supported on the frame and allows to effectively compress the two horizontal flanks adjacent to the vertical flank of the organ. It is preferable that the vertical flank of the support member is located at the rear of the beam (that is to say on the side where the vehicle is) so that the blade can effectively break the two horizontal flanks adjacent. Advantageously, the support member comprises a plurality of blades. This ensures that the support member is much stronger than the horizontal flanks adjacent thereto in the direction of the reaction force, and that the reaction force is better applied to the right side of these flanks.
    [0002] The invention will be better understood on reading the appended figures, which are provided by way of example and are not limiting in nature, in which: FIGS. 1 and 2 are perspective views of one end of a beam and its support member according to the invention, respectively before and after the absorption of a shock. FIGS. 3 and 4 are cross-sectional views of the beam respectively of FIGS. 1 and 2; FIG. 5 is a graph illustrating the temporal evolution of the force applied to a beam of which no horizontal flank breaks, and FIG. 6 is a graph similar to that of FIG. 5 for a beam of which some of the horizontal flanks break. In the following description, one places oneself in the frame of reference of a motor vehicle which is equipped with a Cartesian frame R (0, x, y, z), in which 0 is the central point of the volume defined by the vehicle. the axis (Ox) corresponds to the principal axis of the vehicle and to the X direction, the axis (Oy) corresponds to the horizontal direction perpendicular to the main axis of the vehicle and to the direction Y, and the axis (Oz) is the vertical of the place and corresponds to the direction Z. For the sake of clarity of Figures 1 and 2, it shows only the left side of the bumper. However, both sides of the bumper consist of exactly the same parts and behave in the same way. In the description that follows, we will therefore reason only on the left side of the bumper, knowing that we can deduce the right side by symmetry with respect to the plane (Oxz). With reference to FIGS. 1 and 3, a bumper of the vehicle is provided with a beam 2 extending in the direction Y. This beam comprises four horizontal flanks 4 and three vertical flanks 6, each of these flanks comprising unidirectional fibers. For example, carbon and glass fibers, which are very strong in the direction of their axis which coincides with the Y direction but considerably less in any direction perpendicular to their axis. The vertical flanks further comprise bidirectional reinforcements, such as ribbon, fabric, mat or nonwoven (stitched reinforcements), which sandwich the fibers included in these flanks so as to make the latter resistant. at any effort following the direction of the main axis of the vehicle.
    [0003] As an exemplary embodiment, such a beam can be produced by a pultrusion method. The horizontal flanks may have in their thickness carbon fibers representing a thickness of 2 mm, or 2.10-3 m, taken between two layers of glass fibers 1 mm thick, ie 1.10-3 m. The vertical flanks may have in their thickness carbon fibers representing a thickness of 1.4 mm, ie 1.4 × 10 -3 m, taken between two layers of glass fibers representing a thickness of 0.4 mm or 4.10 -4. m, these three layers of fibers being sandwiched between two plies of tape each having a thickness of 0.4 mm, or 4.10-4 m. The bumper is also provided with an absorber 12 attached to a spar (not shown) of the vehicle through fastening means 18, the spar itself being fixed to a chassis of the vehicle which is not illustrated here. The absorber is intended to absorb a maximum of mechanical energy generated by a shock, in order to deform the frame as little as possible. The absorber is overmolded on one end of the beam 2. In addition, a blade 14 having an overall square shape is secured on the one hand to a face 13 of the absorber and on the other hand to a particular sidewall 16 among the vertical flanks of the beam. Such a configuration on the one hand allows the beam to bear indirectly on the chassis, and on the other hand allows the blade to participate in the absorption of shock. The face 13, the blade 14 and the flank 16 constitute a support member 10.
    [0004] It is considered that the bumper is subjected to impact with partial frontal impact (that is to say shifted laterally) on its left side. Figures 2 and 4 illustrate the state of the beam 2 and the support member 10 respectively before and after the complete absorption of the shock by the vehicle. The obstacle with which the vehicle collides thus generates a force applying to the bumper in the X direction, directed towards the rear of the vehicle. This force is propagated in particular to the support member 10, which on the one hand will partly absorb the energy through the absorber, and on the other hand will generate a reaction force applying particularly on the surface formed by the sidewall 16, in the X direction towards the front of the vehicle. Because this flank is thin in the direction of the reaction force and includes bidirectional reinforcements, it will dissipate only a small fraction of the impact energy, and the reaction force will particularly apply to both horizontal flanks. adjacent 4, which then compress until they break, which has the effect of considerably increasing the absorption stroke of the bumper. FIG. 4 shows in particular that the lower horizontal flank 4, adjacent to the vertical flank 16 of the support member, has broken following absorption of the impact, which has made it possible to reduce the incompressibility of the beam as shown by the vertical broken line.
    [0005] FIGS. 5 and 6 show the evolution of the force applied during a collision between an obstacle and the beam as a function of the displacement, in the reference system of the vehicle, of a point of contact between the obstacle and the bumper, respectively if none of the horizontal flanks are broken (curve 20) and if the two horizontal flanks adjacent to the vertical flank forming part of the support member are broken (curve 22).
    [0006] Both shocks are simulated under the same experimental conditions. Thus, the areas under each of these two curves, which represent the total mechanical energy dissipated, are equal. An essential feature of the bumper is the maximum effort that is subjected to it during the absorption of shock. Note that the value that takes this maximum effort on the one hand is reached at a displacement of about 215 mm, or 2,15.10-1 m, and secondly that it is different depending on whether there is a break or not the beam. It is read on the curve 20 that it is about 1.5 × 10 5 N if the horizontal flanks do not break, and on the curve 22 that it is about 1.4 × 10 5 N if the support member breaks the two horizontal flanks which are adjacent to it. This represents a difference of 1.104 N between the two cases, which is not a negligible value. If the beam breaks locally, there is less effort transmitted to the chassis, which is then much less deformed, and the cabin housing the driver and potential passengers. Of course, we can bring to the invention many changes without departing from the scope thereof.
    [0007] The beam may have a profile different from that described above. The different flanks may comprise materials other than those described above. In particular, the horizontal flanks may comprise bidirectional reinforcements, but less than the vertical flanks so that the latter remain more resistant than the horizontal flanks in the direction of the force applied during an impact. The thicknesses and the distribution of the thicknesses in the flanks may be different from those described in the foregoing. The blade can be replaced by a plurality of blades and it can be expected that these blades directly support the horizontal flanks to break.
    [0008] The absorber can be secured to the frame.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. Bumper beam (2) of a motor vehicle comprising a frame, said beam comprising at least one horizontal flank (4) and at least one vertical flank (6) extending longitudinally to the beam, characterized in that it comprises at least one support member (10) arranged to bear on the frame and exert a reaction force in a direction on said at least one horizontal flank during the absorption of a shock by said beam, said support member being stronger than said at least one horizontal flank in the direction of the reaction force.
    [0002]
    2. Beam according to the preceding claim, having a W-shaped profile so that it comprises four horizontal flanks and three vertical sides.
    [0003]
    Beam according to at least one of the preceding claims, wherein the beam comprises unidirectional fibers.
    [0004]
    A beam according to at least one of the preceding claims, wherein the beam comprises bidirectional or multiaxial reinforcements in at least some of its vertical flanks, the bidirectional or multiaxial reinforcements being selected from a list comprising: ribbon, fabric, non-woven, matte
    [0005]
    5. Beam according to at least one of the preceding claims, wherein the support member comprises a portion of an absorber (12) arranged to bear on the frame.
    [0006]
    6. Beam according to the preceding claim, wherein the portion of the absorber 20 is a face of this absorber.
    [0007]
    7. Beam according to at least one of the preceding claims, wherein the support member comprises a blade (14) secured on the one hand to the beam and on the other hand to the part of the absorber.
    [0008]
    8. Beam according to the preceding claim, wherein the blade has a generally square shape.
    [0009]
    9. Beam according to at least one of claims 5 to 8, wherein the support member comprises a vertical flank (16) of the beam.
    [0010]
    10. Beam according to at least one of claims 7 to 9, wherein the support member comprises a plurality of blades.
    类似技术:
    公开号 | 公开日 | 专利标题
    EP3086984B1|2019-04-17|Increase of the compressibility of a bumper beam
    EP1874613B1|2016-03-30|Rear floor of a motor vehicle
    EP2930067B1|2017-03-01|Bumper beam for a vehicle, associated bumper assembly and vehicle
    EP2135775B1|2015-08-12|Bumper assembly and corresponding automobile
    FR2791628A1|2000-10-06|COMBINATION OF A BUMPER SKIN AND AN ENGINE FAIRING FOR A VEHICLE
    FR2954738A1|2011-07-01|BUMPER ASSEMBLY FOR MOTOR VEHICLE, MOTOR VEHICLE END PART COMPRISING SUCH AN ASSEMBLY AND MOTOR VEHICLE
    EP1693283B1|2008-01-23|Front structure for a motor vehicle
    EP1972527A1|2008-09-24|Reinforced engine protection shielding for a vehicle
    FR2902068A1|2007-12-14|STRUCTURE PIECE FOR FRONT BLOCK OF MOTOR VEHICLE
    FR3063458A1|2018-09-07|DEVICE FOR THE LATERAL PROTECTION OF THE PROPULSION BATTERY OF A HYBRID OR ELECTRIC VEHICLE
    FR3074750A1|2019-06-14|IMPACT ABSORPTION SYSTEM FOR MOTOR VEHICLE
    FR2882327A1|2006-08-25|Front structure for motor vehicle, has rear case extending vertically between frame and girder, where case is formed of profile soldered to frame and girder so as to form connection between two force absorption channels
    FR3071808B1|2019-09-13|FRONT FOOT REINFORCED VEHICLE
    FR3041580A1|2017-03-31|VEHICLE STRUCTURE COMPRISING A REINFORCEMENT DEVICE AND VEHICLE COMPRISING SUCH A STRUCTURE
    FR3074461A1|2019-06-07|ENHANCED ENERGY ABSORBER ASSEMBLY FOR VEHICLE
    FR3021944A1|2015-12-11|FRONT PART OF THE STRUCTURE OF A MOTOR VEHICLE
    EP3003832B1|2019-01-30|Front portion of the structure of a motor vehicle
    FR3059957A1|2018-06-15|FRONT FRAME STRUCTURE OF MOTOR VEHICLE
    EP2928759B1|2017-09-27|Floor and self supporting framework for vehicle
    EP3661814A1|2020-06-10|Bumper assembly for motor vehicle
    FR3089163A1|2020-06-05|VEHICLE DASHBOARD WITH REINFORCEMENT PIECE INTERCALED BETWEEN THE FRAME AND A PANEL
    FR2989348A1|2013-10-18|MOTOR VEHICLE COMPRISING A MEANS FOR REINFORCING A FRONT HOOD
    FR3081423A1|2019-11-29|VEHICLE WITH ABSORPTION DEVICE WITH INCREASING IMPACT SURFACE DURING SHOCK.
    FR2931418A1|2009-11-27|Adjustable device i.e. armature, for mounting bumper on body shell of automobile, has transversal section placed along rolling axis of vehicle, and rigidification units placed inside section to limit deformation of bumper during shock
    FR3063709A1|2018-09-14|BODY STRUCTURE OF A MOTOR VEHICLE.
    同族专利:
    公开号 | 公开日
    US20160332587A1|2016-11-17|
    EP3086984A1|2016-11-02|
    WO2015097410A1|2015-07-02|
    JP6548653B2|2019-07-24|
    FR3015941B1|2017-04-07|
    JP2017501931A|2017-01-19|
    EP3086984B1|2019-04-17|
    KR20160125356A|2016-10-31|
    US10017141B2|2018-07-10|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB2344794A|1998-12-18|2000-06-21|Ford Global Tech Inc|Vehicle bumper assembly|
    EP1426242A2|2002-11-29|2004-06-09|Compagnie Plastic Omnium|Bumper beam with twin shells and a stiffening element|
    GB2422136A|2005-01-12|2006-07-19|Lotus Car|A bumper assembly for an automobile having a composite crush can|CN109923001A|2016-11-08|2019-06-21|马自达汽车株式会社|The impact absorbing structure of vehicle|US4413856A|1981-08-07|1983-11-08|General Motors Corporation|Hardbar energy absorbing bumper system for vehicles|
    JPH0620743B2|1985-12-26|1994-03-23|日本板硝子株式会社|Composite long fiber reinforced thermoplastic resin stampable sheet and bumper beam formed by molding the same|
    JPH06305377A|1993-04-27|1994-11-01|Nissan Motor Co Ltd|Automobile bumper|
    EP0651003A1|1993-10-29|1995-05-03|Azdel, Inc.|Fiber reinforced functionalized polyolefin composites|
    US6971690B2|2003-06-18|2005-12-06|Netshape International, Llc|Bumper system with “W” beam and energy absorber|
    CN101965278B|2008-03-05|2014-02-26|日轻金Act株式会社|Bumper structure|
    JP2011051360A|2009-08-31|2011-03-17|Nikkeikin Aluminium Core Technology Co Ltd|Bumper structure|
    JP5462674B2|2010-03-17|2014-04-02|日軽金アクト株式会社|Bumper stay|
    IT1401982B1|2010-09-28|2013-08-28|Tres Srl|POLYMERIC IMPACT ABSORPTION ELEMENT FOR A VEHICLE AND BUMPER STRUCTURE.|
    JP5875449B2|2012-04-04|2016-03-02|Ｊｆｅスチール株式会社|Bumper member for vehicles|
    DE102013222923B4|2013-11-11|2021-12-30|Hyundai Motor Company|Manufacturing method for an impact-resistant structural component for a motor vehicle, impact-resistant structural component for a motor vehicle which is produced by this method and using the same|KR101683395B1|2015-09-14|2016-12-07|엘지하우시스|Crash box for vehicle and vehicle back beam having the same|
    DE102015224457A1|2015-12-07|2017-06-08|Bayerische Motoren Werke Aktiengesellschaft|Pedestrian protection device for a motor vehicle|
    FR3044986B1|2015-12-11|2019-05-17|Compagnie Plastic Omnium|IMPACT BEAM FOR A MOTOR VEHICLE COMPRISING A TRAVERSE AND A SHOCK ABSORBER|
    US11110875B2|2016-02-19|2021-09-07|A.G. Simpson , Inc|Vehicle frame tie bar|
    JP6299842B1|2016-11-08|2018-03-28|マツダ株式会社|Vehicle shock absorption structure|
    法律状态:
    2015-12-23| PLFP| Fee payment|Year of fee payment: 3 |
    2016-12-26| PLFP| Fee payment|Year of fee payment: 4 |
    2017-12-19| PLFP| Fee payment|Year of fee payment: 5 |
    2018-12-20| PLFP| Fee payment|Year of fee payment: 6 |
    2020-10-16| ST| Notification of lapse|Effective date: 20200905 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1363603A|FR3015941B1|2013-12-26|2013-12-26|INCREASE IN THE COMPRESSIBILITY OF A BUMPER BEAM|FR1363603A| FR3015941B1|2013-12-26|2013-12-26|INCREASE IN THE COMPRESSIBILITY OF A BUMPER BEAM|
    US15/107,938| US10017141B2|2013-12-26|2014-12-23|Increase of the compressibility of a bumper beam|
    JP2016543015A| JP6548653B2|2013-12-26|2014-12-23|Increased compressibility of bumper beam|
    KR1020167020133A| KR20160125356A|2013-12-26|2014-12-23|Increase of the compressibility of a bumper beam|
    PCT/FR2014/053543| WO2015097410A1|2013-12-26|2014-12-23|Increase of the compressibility of a bumper beam|
    EP14831021.2A| EP3086984B1|2013-12-26|2014-12-23|Increase of the compressibility of a bumper beam|
    [返回顶部]