Structure for a motor vehicle front end

Abstract

The invention concerns a structure for a motor vehicle front end, comprising a crossmember and at least one column (4) rigidly connected to the crossmember, the crossmember extending longitudinally in a so-called main direction, characterised in that said at least one column (4) comprises a first set (10) of reinforcing ribs (11) on at least a portion (12) of an outer surface of said at least one column (4), each reinforcing rib (11) extending in a direction (D) parallel to the main direction of the crossmember.

Claims

1. A structure for a motor vehicle front end, comprising: a cross member; and at least one column rigidly connected to the cross member, the cross member extending longitudinally in a main direction, wherein said at least one column comprises a first set of reinforcing ribs molded on at least one portion of an outer surface of said at least one column, each reinforcing rib extending in a direction parallel to the main direction of the cross member, wherein said at least one column comprises a second set of reinforcing ribs molded on the at least one portion of the outer surface of said at least one column, said reinforcing ribs of the second set extending parallel to each other and being inclined relative to the reinforcing ribs of the first set.

2. The structure as claimed in claim 1, wherein said at least one column comprises at least one reinforcing insert.

3. The structure as claimed in claim 2, wherein said at least one reinforcing insert has a generally S-shaped profile.

4. The structure as claimed in claim 2, wherein said at least one reinforcing insert has a closed profile.

5. The structure as claimed in claim 2, wherein said at least one reinforcing insert is made from a metal or composite material.

6. The structure as claimed in claim 1, wherein said at least one column defines an inner volume at least one portion of which is hollow.

7. The structure as claimed in claim 6, comprising an absorbent material in the hollow portion.

8. The structure as claimed in claim 1, wherein the second set of reinforcing ribs support a plate of the cross member in the event of a front impact, which prevents the cross member from collapsing on the at least one column.

9. The structure as claimed in claim 1, wherein due to each reinforcing rib extending in the direction parallel to the main direction of the cross member, the at least one column deforms axially in a compression mode of the structure, in an event of a collision of the motor vehicle.

10. The structure as claimed in claim 1, wherein each of the at least one column has a length approximately 1.5 times a height of the cross member.

11. The structure as claimed in claim 1, wherein the structure is configured to withstand a deformation force that increases to 15 kN for a displacement of 60 mm.

Description

(1) Further features and advantages of the invention will become apparent on reading the following description. This is given for purely illustrative purposes and must be read with reference to the attached drawings, in which:

(2) FIG. 1 shows a perspective view of a structure for a motor vehicle front end according to the present invention;

(3) FIG. 2 shows a side view of the structure in FIG. 1;

(4) FIG. 3 shows side and cross-sectional views of a detail of the structure in FIG. 2;

(5) FIG. 4 shows side and cross-sectional views of a detail of the structure in FIG. 2 according to a variant:

(6) FIG. 5 shows a perspective view of a detail of the structure in FIG. 2 according to another variant:

(7) FIG. 6 shows side and cross-sectional views of a detail of a structure for a front end according to another embodiment; and

(8) FIGS. 7 and 8 show a change over time in a deformation force of a front end structure of the prior art and of the structure in FIG. 1 respectively.

STRUCTURE FOR A MOTOR VEHICLE FRONT END

(9) The invention relates to a structure 1 for a motor vehicle front end.

(10) As can be seen in FIG. 1, the structure comprises a cross member with reference sign 2 in the figures.

(11) Preferably, this is the upper cross member of the motor vehicle.

(12) The cross member 2 extends longitudinally in a so-called main direction with reference sign P in FIG. 1.

(13) In an installed position in the motor vehicle, the cross member 2 is arranged horizontally in the motor vehicle, and the direction P is horizontal.

(14) In FIG. 1, the cross member 2 comprises a plate formed by a shell 3.

(15) Of course, the invention is not limited to this configuration of the cross member 2. In particular, the cross member 2 can be formed by two shell halves, an upper shell half and a lower shell half.

(16) As can be seen in FIG. 1, the structure 1 also comprises two columns 4 rigidly connected to the cross member 2.

(17) The invention will be described in the scenario in which the two columns 4 are identical.

(18) However, the invention is not limited to this scenario and columns that are different from each other can be envisaged.

(19) In FIG. 1, each of the columns 4 is rigidly connected by one 5 of the ends 5, 6 thereof to one 7 or other 8 of the ends 7, 8 of the cross member 2.

(20) The end 5 is called the upper end.

(21) The columns 4 extend parallel to each other.

(22) The columns 4 are arranged orthogonally to the main direction P of the cross member 2.

(23) The columns 4 are materially continuous with the cross member 2; in other words, these elements form just a single part.

(24) The columns 4 make it possible to engage with the cross member so as to form a frame for receiving (a) heat exchanger(s) of the motor vehicle.

(25) Preferably, each column 4 has a length approximately 1.5 as great as the height of 25 the cross member 2.

(26) In an installed position in the motor vehicle, the columns 4 are erected approximately vertically.

(27) As can be seen in the figures, and in particular in FIG. 2, each column 4 comprises a first set 10 of reinforcing ribs 11 on at least one portion 12 of an outer surface 13 of the column.

(28) Each reinforcing rib 11 extends preferably in a direction D parallel to the main 35 direction P of the cross member 2.

(29) In position in the motor vehicle, the reinforcing ribs 11 are arranged horizontally.

(30) The reinforcing ribs 11 provide increased strength of the structure 1 in compression of the structure, permitting improved energy absorption in the event of a collision suffered by the motor vehicle.

(31) The reinforcing ribs 11 are also called horizontal ribs 11.

(32) In the embodiments shown, the reinforcing ribs 11 are arranged in a lower portion of the columns 4, that is, in a portion that does not contain the ends 5 for rigid connection of the columns and the cross member 2.

(33) However, it can be envisaged that the reinforcing ribs extend along the entire length of the columns 4, including the end 5 thereof, or that the reinforcing ribs extend solely on an upper portion of the columns 4, including the end 5 thereof.

(34) As can be seen in particular in FIG. 2, each column 4 comprises a second set 14 of reinforcing ribs 15.

(35) The reinforcing ribs 15 extend parallel to each other.

(36) The reinforcing ribs 15 are inclined relative to the horizontal ribs 11 on at least one portion 16 of the outer surface 13.

(37) The reinforcing ribs 15 are also called oblique ribs.

(38) Preferably, the portion 12 of the outer surface 13 on which the first set 10 of reinforcing ribs 11 extends coincides at least partially with the portion 16 of the outer surface 13 on which the second set 14 of oblique ribs 15 extends.

(39) The oblique ribs support the plate of the cross member 2 in the event of a front impact, which prevents the cross member from collapsing on the columns 4.

(40) As can be seen in the figures, the structure 1 is advantageously provided with a 35 reinforcing insert 20.

(41) Preferably, the reinforcing insert 20 is formed from a stronger material than the material forming the columns 4 and the cross member 2.

(42) For example, the reinforcing insert 20 is made from steel, aluminum or a composite material.

(43) Composite material is given to mean a set of at least two non-miscible components, such as for example a combination of a fibrous fabric and a thermoplastic resin matrix.

(44) As shown in FIG. 3, according to a first variant, the reinforcing insert 20 has a generally U-shaped profile.

(45) According to another variant, shown in FIG. 4, according to a first variant, the reinforcing insert 20 has a generally S-shaped profile.

(46) According to another variant, shown in FIG. 5, according to a first variant, the reinforcing insert 20 has a closed profile.

(47) Advantageously, each column 4 defines an inner volume 17, at least one portion of 20 which is hollow.

(48) In the embodiment shown in FIGS. 2 and 3, the end portion 5 defines the hollow volume 17.

(49) The hollow volume 17 provides improved deformability of the column 4 in the event of an impact of the motor vehicle.

(50) Preferably, as shown in FIG. 6, the hollow volume 17 is filled at least partially with an absorbent material 18, such as foam.

(51) The absorbent material 18 increases the energy absorption of the structure 1 in the event of an impact of the motor vehicle.

(52) Manufacturing Process

(53) The structure 1 is manufactured for example by injection of material into a mold.

(54) Preferably, the insert 20 is overmolded, that is, it is preformed and then inserted into the mold before the injection of material.

(55) In a variant, the formation of the insert 20 coincides with the moment of injection of material into the mold.

(56) Simulation

(57) A load applied to a front end structure of the prior art results in a graph 70 (FIG. 7) and a load applied to a front end structure according to the present invention results in a graph 80 (FIG. 8).

(58) According to this graph 70, the structure can withstand a deformation force that increases to 15 kN for a displacement of 60 mm, followed by a drastic reduction in deformation force resulting from the disintegration of the structure.

(59) Conversely, the structure 1 according to the present invention can withstand a deformation force that increases to 40 kN for a displacement of approximately 60 mm, before stabilizing at 40 kN for a displacement of between 60 mm and 200 mm.

(60) Thus, compared to the structure of the prior art, the structure 1 according to the present invention has a greater deformation force and absorbs the energy from a front impact for a greater displacement.