MOTOR VEHICLE CROSS-MEMBER EXTENDING BETWEEN TWO SHOCK ABSORBER CUPS

Abstract

A strut cross-member of a motor vehicle includes a central part and two side ends. Each of the ends includes an interface for attachment to the body of the vehicle and an interface for attachment to shock absorber cups. The cross-member is made of cast aluminum.

Claims

1-10. (canceled)

11. A motor vehicle strut tower brace cross-member comprising: a central part and two lateral ends, each of said ends comprising an interface to be fixed to a body of the vehicle and an interface to be fixed to shock absorber cups, said cross-member being made of cast aluminum.

12. The cross-member as claimed in claim 11, wherein the cross-member is a one-piece component.

13. The cross-member as claimed in claim 11, wherein the interfaces to be fixed to the body of the vehicle comprise at least one orifice for passage of a screw-fastening element and the interfaces to be fixed to the shock absorber cups comprise at least one orifice for passage of a screw-fastening element.

14. The cross-member as claimed in claim 11, further comprising at least one fixing lug projecting from the central part in a direction away from a vehicle interior and forming a mounting interface for a charging device for a battery of a propulsion unit.

15. The cross-member as claimed in claim 14, further comprising two pairs of fixing for the charging device, each pair of fixing lugs comprising a recess formed by an absence of material collaborating with a support mounting of corresponding shape secured to the charging device.

16. The cross-member as claimed in claim 11, further comprising at least one fixing lug projecting from the central part and forming a mounting interface to be mounted to a heating unit.

17. The cross-member as claimed in claim 11, wherein the central part comprises a plurality of projecting parts projecting towards a vehicle interior.

18. The cross-member as claimed in claim 11, wherein each of the ends comprises a fixing interface to be fixed to a water tank and/or a fixing interface to be fixed to a wiper mechanism.

19. A front axle assembly for a motor vehicle comprising an engine compartment delimited by two longitudinal arms, at least a first transverse cross-member connecting said arms, and a body of the vehicle, the front axle assembly comprising: two suspension members each connected to a front wheel of the vehicle via a first end of the suspension member and to a supporting cup by a second end of the suspension member, and the cross-member as claimed in claim 11, the cross-member extending transversely in the engine compartment between the shock absorber cups.

20. A motor vehicle comprising: the front axle assembly as claimed in claim 19.

Description

[0029] Further objects, features and advantages of the invention will become apparent from reading the following description, given solely by way of nonlimiting example, and given with reference to the attached figures in which:

[0030] FIG. 1 is a schematic perspective view of part of a front axle assembly of a motor vehicle comprising a cross-member according to one embodiment of the invention;

[0031] FIG. 2 is a view from beneath of the cross-member of FIG. 1; and

[0032] FIG. 3 is a view from above of the cross-member of FIG. 1.

[0033] In the description that follows, the terms “longitudinal”, “transverse”, “vertical”, “front”, “rear”, “left” and “right” are defined in accordance with the usual orthogonal frame of reference for motor vehicles, depicted in the drawings, and which comprises: [0034] a longitudinal axis X which is horizontal and directed from the front of the vehicle toward the rear; [0035] a transverse axis Y which is horizontal, perpendicular to the longitudinal axis X and oriented from the left of the vehicle toward the right when the vehicle is moving forward; [0036] a vertical axis Z, which is orthogonal to the longitudinal and transverse axes X and Y.

[0037] FIG. 1 depicts part of a motor vehicle front axle assembly 10 comprising an axle comprising two longitudinal arms 11, 12 connected by a first transverse cross-member 13 and which, together with a front bumper cross-member 14 and the body 16 of the vehicle, delimit the engine compartment 15. The arms 11 connect the body of the vehicle (not depicted) to support mountings for wheels (not depicted).

[0038] The engine compartment 15 is separated from the (unreferenced) motor vehicle interior by a wall 16 or bulkhead extending in the YZ plane.

[0039] What is meant by a “transverse” direction is a direction perpendicular to the longitudinal direction X of the vehicle.

[0040] The front axle assembly part 10 further comprises two suspension members, such as suspension springs or shock absorbers (not depicted) which are each connected to a front wheel of the vehicle via one of their ends and to a support mounting or supporting cup (not depicted) by the other of their ends.

[0041] The front axle assembly part 10 comprises a strut tower brace cross-member 20 extending in the engine compartment 15 transversely between the shock absorber cups.

[0042] The strut tower brace cross-member 20 is made of cast aluminum. The strut tower brace cross-member 20 takes the form of a plate with a vertical dimension smaller than the longitudinal dimension.

[0043] Specifically, this is because the current designs of engine compartments for electrically powered vehicles do not allow for the integration of a tubular cross-member between the two shock absorber cups.

[0044] The strut tower brace cross-member 20 comprises a central part 21 and two lateral ends 22, 23.

[0045] The strut tower brace cross-member 20 is fixed, by screw-fastening elements, at its two ends 22, 23, to the body of the vehicle and to a respective shock absorber cup. Said cross-member thus ensures the dynamic handling stiffness of the shock absorber cups.

[0046] Each of the ends 22, 23 has a fixing interface 24, 25 for fixing to the body of the vehicle and a fixing interface 26, 27 for fixing to the shock absorber cups.

[0047] As illustrated, the fixing interfaces 24, 25 for fixing to the vehicle body comprise two orifices 24a, 24b and 25a, 25b for the passage of a screw-fastening element. As an alternative, a number of orifices different than two per end, for example greater than or equal to three, could be provided.

[0048] As illustrated, the fixing interfaces 26, 27 for fixing to the shock absorber cups comprise two orifices 26a, 26b and 27a, 27b for the passage of a screw-fastening element. As an alternative, a number of orifices different than two per end, for example greater than or equal to three, could be provided.

[0049] Entirely nonlimitingly, each of the ends 22, 23 comprises a fixing interface 29a, 29b for fixing a water tank (not depicted) and a fixing interface 30 for fixing a wiper mechanism (not depicted).

[0050] The central part 21 of the strut tower brace cross-member 20 is delimited by a rear face 21a facing toward the vehicle interior and a front face 21b on the opposite side to the rear face 21a, facing away from the vehicle interior.

[0051] As illustrated, the rear face 21a comprises a plurality of projecting parts 31 projecting toward the vehicle interior and mutually spaced apart. Said projecting parts 31 are intended to collaborate with the bulkhead of the motor vehicle.

[0052] Such projecting parts are cut out in such a way as to suit the shape of other components of the motor vehicle.

[0053] As an alternative, provision could be made for the rear face 21a to have other cut-out shapes so as to suit all types of motor vehicle.

[0054] As illustrated, the front face 21a of the cross-member 20 comprises fixing lugs 32, 33, 34, 35, in this instance four of them.

[0055] The fixing lugs project from the front face 21a. These fixing lugs may project in the direction away from the vehicle interior. In an embodiment variant which has not been illustrated, said fixing lugs may project in the opposite direction.

[0056] Each pair of fixing lugs 32, 33; 34, 35 comprises a recess formed by an absence of material 32a, 33a; 34a, 35a intended to accept a support mounting 40, 41 of corresponding shape, secured to a charging device 42 for the battery of the propulsion unit.

[0057] The strut tower brace cross-member 20 thus also has the function of ensuring the dynamic stiffness of the charging device 42.

[0058] The support mountings 40, 41 for the charging device 42 are configured to break in the event of a frontal impact to the motor vehicle and thus to direct the charging device in a vertical rather than longitudinal direction.

[0059] Each of the fixing lugs 32, 33; 34, 35 comprises a fixing interface 32b, 33b; 34b, 35b for fixing to a heating unit 50 of HVAC type.

[0060] As an alternative, provision could be made for one of the pairs of fixing lugs to comprise a fixing interface for fixing to the heating unit 50.

[0061] Thus, the heating unit 50 is sited in the engine compartment 15 rather than in the vehicle interior as is the case in known motor vehicles.

[0062] As illustrated in detail in FIG. 3, the strut tower brace cross-member 20 comprises a plurality of stiffening ribs 60 notably provided in the central part 21 of the cross-member.

[0063] The ribs 60 here have closed contours.

[0064] As a variant, other forms of stiffening rib 60 could be provided.

[0065] As illustrated, the strut tower brace cross-member 20 is not symmetrical about the longitudinal axis X.

[0066] The strut tower brace cross-member 20 is a substantially flat and not extruded one-piece component.

[0067] The strut tower brace cross-member 20 is advantageously produced by casting aluminum in a mold followed by recutting in order to be able to suit a large number of motor vehicles.

[0068] Thus, using one single mold, it is possible to create a strut tower brace cross-member that is modular so that it can suit a number of vehicles.

[0069] The strut tower brace cross-member 20 is able to support a plurality of mechanical components of the motor vehicle such as, in particular, although not exclusively, the shock absorber cups, the charging device and the heating unit, and do so while all the while maintaining the dynamic stiffness of the elements and reducing the costs of manufacture of the cross-member.