COMPOSITE FLOOR, VEHICLE COMPRISING SUCH A FLOOR, METHOD FOR THE PRODUCTION OF THE FLOOR AND METHOD FOR THE PRODUCTION OF THE VEHICLE

Abstract

A vehicle floor includes: an upper floor made from a composite material; and a lower floor made from a composite material. The floor includes between the upper floor and the lower floor a sound-absorbing layer and an air knife.

Claims

1. A vehicle floor, the floor comprising: an upper floor made from a composite material; a lower floor made from a composite material, facing at least one part of the upper floor, the lower and upper floors being bonded to one another along at least one line of attachment and delimiting between them at least one hollow section. wherein the floor includes between the upper floor and the lower floor, within the interior of the or each hollow section, a sound-absorbing layer and an air layer superposed on to the sound-absorbing layer.

2. A floor according to claim 1, wherein the lower and upper floors are directly bonded to one another along at least one of the lines of attachment.

3. A floor according to claim 1, wherein the floor includes at least one stiffening profile disposed between the upper and lower floors.

4. A floor according to claim 3, wherein the stiffening profile is rigidly attached to the upper floor and/or to the lower floor.

5. A floor according to claim 1, wherein the lower floor includes two lateral zones and one central zone that projects out towards the upper floor relative to the two lateral zones, with the central zone being interposed transversely between the two lateral zones and connecting the two lateral zones to each other, with the central zone delimiting a longitudinal tunnel.

6. A floor according to claim 1, wherein one or more of the lines of attachment together define a closed contour, thus delimiting one or more closed hollow sections.

7. A floor according to claim 1, wherein the lines of attachment are effectively sealed against liquids.

8. A floor according to claim 1, wherein the sound-absorbing layer has a thickness comprised between 5 mm and 20 mm.

9. A floor according claim 1, wherein the air layer has a thickness comprised between 5 mm and 50 mm.

10. A vehicle that includes: a chassis; a floor according to claim 1, rigidly attached to the chassis.

11. A vehicle according to claim 10, wherein the floor includes reinforcing members arranged between the upper and lower floors, the vehicle having seats that are directly attached to the reinforcing members.

12. A manufacturing method for manufacturing a floor according to claim 1, the method including the following steps: procuring of at least two parts made out of thermoplastic composite material; forming of the upper and lower floors by means of hot stamping of the two parts.

13. A manufacturing method for manufacturing a vehicle, the method including the following steps: procuring of a floor according to claim 1; gluing the floor on to a metal structure of the vehicle; passing the metal structure and the floor through the cataphoresis process, with an anti-corrosion product being first deposited on the metal structure, and thereafter the metal structure and the floor being subjected to a firing operation, the glue being polymerized during the firing.

14. A method according to claim 13, wherein the process also includes the following steps: over-molding at least one metallic pre-holding part on to the floor; between the step of gluing and the firing operation, locking the floor in position in relation to the metal structure by making use of the or each pre-holding part, the or each pre-holding part being rigidly attached to the metal structure.

Description

[0097] Other characteristic features and advantages of the invention will become apparent from the description that is given here below, purely by way of an indication and without any limitation, with reference being made to the attached figures, among which:

[0098] FIG. 1 is a simplified schematic representation of a motor vehicle that comprises a floor according to the invention;

[0099] FIG. 2 is a longitudinal cross-section of the floor shown in FIG. 1;

[0100] FIG. 3 is a transverse cross-section of one half of the floor shown in FIG. 2.

[0101] FIG. 4 is a transverse cross-section of a floor that incorporates variants of the embodiment of the invention;

[0102] FIG. 5 is a cross-sectional view of the attachment of the floor shown in FIG. 2 on a longitudinal side member of the vehicle; this longitudinal side member element is denoted by the term sill liner;

[0103] FIG. 6 is a step diagram illustrating the manufacturing method of the invention;

[0104] FIG. 7 represents the sound attenuation as a function of the frequency, for various different floors disclosed in the state of the art;

[0105] FIG. 8 is a graphic representation that is similar to that shown in FIG. 7, for various different floors disclosed in the state of the art and for a floor according to the invention; and

[0106] FIGS. 9 and 10 illustrate the variants of the embodiment of the invention.

[0107] The vehicle 1 represented in FIG. 1 includes a body that delimits in the vehicle a passenger compartment 3, an engine compartment 5 located in front of the passenger compartment, and a boot/luggage compartment 7 located in the rear of the passenger compartment. The engine compartment 5 is separated from the passenger compartment by a front body panel 9. The passenger compartment is delimited in the downward direction by a floor 10.

[0108] The front portion of the passenger compartment is the front zone of occupancy by passengers of a motor vehicle. It is delimited in the front by the front body panel 9 and at the rear by a transverse wall referred to as rear seat floor cross member 15.

[0109] Finally, this front portion is delimited in the downward direction by a zone of the floor 10 known as the front floor 11.

[0110] The rear portion of the passenger compartment extends from the base of the rear seat floor cross member (link between the front floor 11 and the rear seat floor cross member 15) at the front up to the rear cross-member of the vehicle (cross-member not represented). This rear portion incorporates the seats of the occupants of row 2 and the boot/luggage compartment. By way of a variant, it incorporates the seats of row 3.

[0111] The rear portion is delimited in the downward direction by a zone of the floor 10 known as the floor of boot/luggage compartment 13, which is slightly elevated relative to the front floor 11. The front floor 11 and the floor of the boot/luggage compartment 13 are connected to each other at the junction between the rear seat floor cross member 15 and the front floor 11.

[0112] The vehicle even includes seats 17, that are rigidly attached to the front floor 11 by means that will be described later.

[0113] In FIG. 1, a seat of the first row is represented as well as a seat of the second row.

[0114] The front floor 11 of the vehicle extends from the front body panel 9 up to the base of the rear seat floor cross member 15 along a longitudinal direction, and extends transversely substantially across the entire width of the vehicle. It is rigidly attached towards the front to the front body panel 9 and/or to any other structural cross-piece present in the zone, towards the rear of the rear seat floor cross member 15 and laterally on the chassis (not represented) of the vehicle, and more precisely on the longitudinal side members. This longitudinal side member element is denoted by the term sill liner.

[0115] The structure of the front floor 11 will now be described. The floor of the boot/luggage compartment 13 has the same structure in the example considered, and thus will not be described in detail.

[0116] As visible in FIGS. 2 and 3, the floor 11 includes: [0117] an upper floor 19 made from a composite material; [0118] a lower floor 21 made from a composite material, facing at least one part of the upper floor; [0119] a sound-absorbing layer 23 that is interposed between the upper and lower floors 19 and 21; [0120] an air layer 24, that is superposed on the sound-absorbing layer 23.

[0121] In the example shown, the floor 11 additionally also includes: [0122] a plurality of stiffening profiles 25, 27, 29, 30 that are interposed between the upper and lower floors 19, 21; and [0123] a layer of carpeting (sound-proofing mat) 31, preferably covering the upper floor 19.

[0124] The lower floor 21 is positioned so as to face the running surface of the vehicle. It defines an external surface of the vehicle, exposed to the atmosphere. Towards the front of the vehicle, it has an edge 33 that is slightly curved, which rises longitudinally from the rear to the front and is rigidly attached to the front body panel 9 of the vehicle (or to any structural cross-piece present in the zone). As is visible in FIGS. 4 and 5, the lower floor 21 has two lateral zones 35, located to the left and to the right of the floor, and one central zone 37 that protrudes out towards the upper floor relative to the two lateral zones 35. The lateral zones 35 and the central zone 37 extend substantially over the entire longitudinal length of the floor. The central zone 37 connects the two lateral zones 35 to one another, and this occurs over the entire length of the floor. As is visible in FIG. 4, the central zone 37 delimits a tunnel, that is open across from the upper floor 19, provided in order to enable the through-passage of the mechanical members of the vehicle and playing the role of reinforcement in frontal impact.

[0125] The upper floor 19 extends longitudinally over substantially the same length as the lower floor. It also features towards the front a raised edge 39, that is pressed against the raised edge of the lower floor (FIG. 2) 33.

[0126] As is visible in FIG. 4, the upper floor has two lateral portions 41 and 42 arranged on either side of the central zone 37 of the lower floor, and separated from each other by this central zone.

[0127] The upper and lower floors 19 and 21 are attached to one another along a plurality of lines of attachment.

[0128] Along the lines of attachment 43, 45, 47, 49, 50 and 51, the upper and lower floors 19, 21 are attached directly to each other. Along the said lines of attachment, the upper and lower floors 19 and 21 are arranged to be pressed against each other, with possibly interposing of a layer of bonding 53. The upper and lower floors 19 and 21 are arranged to be pressed against each other over the entire length or part thereof of the said lines. They are preferably rigidly attached to each other, in addition to the possible layer of bonding 53, by means of a plurality of attachment members 55, self-piercing rivets in the example shown, and/or by a continuous or discontinuous line of welding. These attachment members are regularly and evenly distributed along the lines of attachment 43, 45, 47, 49, 50 and 51. Only six lines of attachment are represented in the figures, but by way of a variant the floor has other attachment lines that are not represented.

[0129] As is visible in FIG. 2, the line of attachment 43 attaches the front edges 33 and 39, respectively, of the lower floor and the upper floor to each other. The lines of attachment 45 and 47 each attach a relief member 56 arranged in the upper floor to another relief member 56 arranged in the lower floor. The relief members 56 are depressions of transverse orientation, that are convex to each other. As is visible in FIG. 3, the line of attachment 49 attaches the left lateral edges of the upper and lower floors to one another. The right lateral edges of both floors are attached in the same way. The line of attachment 51 attaches a central edge 59 of the portion 41 of the upper floor 19 to the central zone of the lower floor 37. The central edge 59 extends longitudinally and delimits the portion 41 of the upper floor towards the center of the vehicle, that is to say, on the side of the central zone 37. The portion 42 is attached in the same way to the central zone 37.

[0130] The line of attachment 50 attaches an intermediate band 60 of the upper floor 19 to a relief member 61 provided in the lower floor 21. The relief member 61 protrudes out towards the upper floor 19. The intermediate band 60 and the relief member 61 extend longitudinally over the greatest portion of the length of the floor. The relief member 61 has a U-shaped transverse cross section, with a central portion 62 attached to the upper floor 19, and two lateral flanges 63 that are connected to the rest of the lower floor 21.

[0131] Moreover, the upper and lower floors 19 and 21 are attached to one another by means of additional complementary parts along the lines of attachment 64, 65, 66.

[0132] Along the lines of attachment 64 and 65, the upper and lower floors 19 and 21 are attached to each other by means of the profiles 25 and 27. These profiles are of transverse orientation.

[0133] In the example shown in FIGS. 2 to 4, each transverse profile 25, 27 has two sections, located on either side of the central zone 37. One of the sections is interposed between the portion 41 of the upper floor and the lower floor, and the other section between the portion 42 and the lower floor 21. The two sections are disjointed. They are located such that each is an extension of the other along the transverse direction.

[0134] According to a variant of the embodiment shown in FIG. 10, at least one tie-rod T is rigidly attached under the floor. It extends transversely, between and within the extension of the profiles 25 or 27. It is rigidly attached by its transverse ends to two zones 35 of the lower floor, its central portion extending above the central zone 37. Each tie-rod T serves the function of absorbing the lateral forces in the event of a lateral impact or pole impact shock, and of transferring the forces to the side opposite to the impact.

[0135] As is visible in FIG. 2, each of the profiles 25, 27 has, in transverse cross-section, a rectangular central core 67 and two bent-back edges with two flanges 68. The central core 67 is open towards the lower floor 21. It comprises a bottom 69 arranged to be pressed against the upper floor 19, and two lateral walls 70 opposite each other, that are integrally attached to the bottom 69 and substantially perpendicular to the latter. The bent-back edges 68 extend the lateral walls 70 towards the exterior of the profile, opposite the bottom 69. They are arranged to be pressed against the lower floor 21. The bottom 69 of the profile is rigidly attached to the upper floor 19, for example by a layer of glue 71 and/or by welding and/or a plurality of attachment members 72, which are rivets in the example represented.

[0136] The two bent-back edges with two flanges 68 are rigidly attached to the lower floor 21, by a layer of glue 73, and/or by welding and/or a plurality of attachment members 75, which are rivets in the example represented.

[0137] For example, as is visible in FIG. 2, a groove 77 is formed transversely in the upper floor 19 and delimits a concavity open towards the lower floor. It internally accommodates the profile 25, 27. It presents a form that is substantially complementary to the shape of the profile. This groove 77 advantageously forms a cross-piece, on which are attached the anchorages of the seats of the vehicle. Preferably, this cross-piece is provided in order to absorb the forces generated by a lateral impact to the vehicle. Typically, the groove 77 receives the bottom 69 of the profile, and a part of the lateral walls 70.

[0138] Along the line of attachment 66 (FIG. 3), the upper and lower floors 19 and 21 are attached to each other by means of the profile 30, visible in FIG. 3. This profile is of longitudinal orientation.

[0139] The floor for example comprises two profiles 30, disposed on either side of the central zone 37.

[0140] The profile 30 has a transverse cross section that is substantially S-shaped, with an upper flange attached to the upper floor 19, a lower flange attached to the lower floor, 21, and an inclined core connecting the upper and lower flanges to each other.

[0141] The upper and lower flanges are attached to the upper and lower floors for example by means of a layer of glue and/or by welding and/or by a plurality of attachment members such as rivets, these various means are not represented.

[0142] The lines of attachment 43, 45, 47, 49, 50, 51, 64, 65, 66 altogether define one or more closed contours. These closed contours thus delimit the closed hollow sections 57, provided between the upper floor and the lower floor. The presence of the closed hollow sections 57, and the attachment lines, provides a high degree of rigidity to the floor.

[0143] The seats 17 of the first row of seats in the vehicles are attached to the profiles 25 and 27 by means of tie-rods 78 represented schematically in FIG. 1. The tie-rods 78 pass through the floor mat 31 and the upper floor 19, and are engaged with the profiles 25 and 27.

[0144] According to a variant of the embodiment, the floor includes in addition at least one stiffening profile 96, placed outside the hollow sections 57. In the example shown in FIG. 3, the floor comprises two longitudinal profiles 96, located on either side of the central zone 37.

[0145] Each profile 96 is attached under the lower floor 21, to the right of the relief member 61. As is visible in FIG. 3, the lateral flanges 63 of the relief member 61 each have a longitudinal shoulder 97. The profile 96 has a form that is shaped, its two bent-back edges 98 being rigidly attached to the two shoulders 97. The profile 96 is concave towards the relief member of 61. The relief member 61 and the profile 96 together form a hollow beam with closed section, which is particularly rigid.

[0146] According to one variant of the embodiment represented on FIG. 4, the upper floor 19 includes, in addition to the two lateral portions 41 and 42, a central portion 99, connecting the lateral portions 41 and 42 to each other. The central portion 99 protruding out opposite the lower floor 21 in relation to the lateral portions 41 and 42. It thus forms a boss having a longitudinally elongated form, that extends over virtually the entire length of the floor 1. The central portion 99 covers in a cap-like manner the central zone 37, and is supported against this central zone.

[0147] More precisely, the central portion presents a flattened top 100 and two flanks 101, connecting the flattened top 100 to the lateral portions 41 and 42. The central zone 37 of the lower floor has a similar form, also with a flattened top 103 and two flanks 105 connecting the flattened top 103 to the lateral zones 35. The flattened top 100 is supported against the top 103. It is attached to the latter by means of a layer of glue and/or by welding, for example by ultrasonic or laser welding and/or by mechanical attachment members such as rivets.

[0148] The flanks 101 are parallel to the flanks 105 and are supported against the latter. Each flank 101 is attached to the corresponding flank 105 by means of a layer of glue and/or by welding, for example by ultrasonic or laser welding and/or by mechanical attachment members such as rivets.

[0149] The layer of carpeting (the sound-proofing mat) 31 covers the central portion 99.

[0150] In the example of the embodiment illustrated in FIG. 4, the central zone 37 of the lower floor has two recessed zones C, that preferably extend longitudinally over the entire length of the floor. These recessed zones C are concave toward the upper floor 19. They are located for example at the level of the junctions between the flattened top 103 and the flanks 105. They each define with the upper floor a closed hollow section, increasing the rigidity of the floor in the upper part of the tunnel.

[0151] According to one variant of the embodiment represented in FIG. 4, the relief member 61 and the profile 96 are replaced by a longitudinal profile 106. The longitudinal profile 106 presents substantially the same form as the profiles 25 and 27. It is placed between the lower floor 21 and the upper floor 19. It is attached to the lower floor 21 and to the upper floor 19 like the profiles 25 and 27.

[0152] Furthermore, the sill liners 107 of the chassis of the vehicle linings are represented in FIGS. 4 and 5. These sill liners 107 extend longitudinally, one on the right and the other on the left of the vehicle. They are part of the chassis of the vehicle.

[0153] According to one variant of the embodiment, the respective exterior edges 109 and 111 of the upper and lower floors are not attached to each other, but instead are rigidly attached to the sill liners 107.

[0154] More precisely, as shown in FIG. 4, the upper floor 19 is delimited laterally by two edges 109, one situated on the left and the other on the right of the floor. The lateral edges 109 extend longitudinally substantially over the entire length of the floor. In a similar fashion, the lower floor 21 is delimited laterally by two lateral edges 111, one situated on the left and the other on the right of the vehicle. The lateral edges 111 extend over the entire longitudinal length of the floor.

[0155] Each of the two edges 109 of the upper floor 19 is rigidly attached on to a sill liner 107, for example by means of a layer of bonding 113 and/or by mechanical attachment members 115 such as rivets. In a similar fashion, each of the two lateral edges 111 is attached to one of the sill liners 107 by means of a layer of bonding 117 and by mechanical attachment members 119 such as rivets.

[0156] In the example represented, the sill liner has a C-shaped profile, with a central core 121, which presents two bent-back edges 123. The lateral edges 109 and 111 of the upper and lower floors 19 and 21 are each directly attached to one bent-back edge 123. The core 121 has a substantially vertical orientation, that is to say, substantially perpendicular to the running plane of the vehicle.

[0157] In this example of embodiment, there thus exists at least one closed hollow section 125 to the left of the central zone 37, and one closed hollow section 127 to the right of the central zone 37, which are each partially delimited by a sill liner 107. More precisely, the hollow sections 125 and 127 are delimited in the upward direction by the upper floor 19 in the downward direction by the lower floor 21, towards the interior of the vehicle by the longitudinal side member 106 and toward the exterior of the vehicle by the sill liners 107.

[0158] The sound-absorbing layer 23 extends across all the hollow sections 57, 125, 127. Preferably, it covers the entire surface of the lower floor 21, with the exception of the zones occupied by the stiffening profiles 25, 27, 29, 30, 106, and the central zone 37. By way of a variant, a sound-absorbing strip is placed within the interior of each profile.

[0159] The sound-absorbing material is a foam or a felt made of cellulose fibers, polyester fibers, or polyamide fibers.

[0160] The air layer 24 is a layer that covers the entire sound-absorbing layer 23, that is to say, 100% of the surface of the sound-absorbing layer. The profiles 25, 27, 29, 30, 106 are also filled with air.

[0161] The sound-absorbing layer 23 presents at any point a thickness comprised between 5 mm and 20 mm. Preferably this thickness is comprised between 7 mm and 15 mm.

[0162] The air layer 24 presents at any point a thickness comprised between 5 mm and 50 mm. Preferably this thickness is comprised between 10 mm and 30 mm.

[0163] In the variant embodiment illustrated in FIG. 9, the floor 10 includes elements that is over-molded on to the lower floors 21 and/or the upper floors 19. These elements are, for example, stiffening ribs, 170, feed-through ducts/raceways for running cables 171 housings or enclosures 172 intended to accommodate various equipment units (calculators, connectors, etc.), or even clips 174 meant for attachment of the floor on to the vehicle. These elements are made out of a material typically comprising a thermoplastic resin and short fibers embedded in the resin. The resin is preferably the same as the resin of which the lower and/or upper floors are formed.

[0164] The manufacturing method for manufacturing the floor 11 or 13 preferably includes the following steps: [0165] procuring of at least two parts made out of thermoplastic composite material; [0166] forming of the upper and lower floors 19, 21 by means of hot stamping of the two parts.

[0167] The hot stamping process is known per se. It will thus not be described in detail here. Each part is made out one of the thermoplastic materials described here above.

[0168] The hot stamping step makes it possible to give the upper 19 and lower 21 floors their virtually definitive shapes.

[0169] In addition, the method includes the following steps: [0170] attachment of the stiffening profiles 25, 27, 30, 106 to the lower floor 21; [0171] installation of the sound-absorbing layer 23 in place on the lower floor 21; [0172] installation in place of the upper floor 19; [0173] attachment of the upper floor 19 to the lower floor 21, along the lines of attachment 43, 45, 47, 49, 50 and 51; [0174] attachment of the upper floor, 19 to the longitudinal profiles 25, 27, 30, 106; [0175] by way of a variant, attachment of the profile 96 to the lower floor; [0176] as may be appropriate, attachment of the upper and lower floors 19, 21 to the sill liners 107.

[0177] As may be appropriate, the method includes a step of over-molding of elements made out of thermoplastic material such as the elements 170, 171, 172, 174 on to the lower floor 21 and/or the upper floor 19.

[0178] The manufacturing method for manufacturing a vehicle incorporating the floor 11 will now be described with reference made to FIGS. 5 and 6.

[0179] The method includes: [0180] a step 131, during the course of which a floor 10 is obtained that has the characteristic features described here above. [0181] preferably an over-molding step 132 for over-molding at least one metallic pre-holding part 141 on to the floor; [0182] a gluing step 133 for gluing of the floor 10 on to the metal structure of the vehicle; [0183] preferably, an attachment step 134 for attaching the or each pre-holding part for holding the floor 10 in place on the metal structure. [0184] a cataphoresis step 135 for passing the metal structure and the floor 10 through the cataphoresis treatment process.

[0185] The metal structure typically comprises the chassis of the vehicle. This chassis includes the sill liners 107. The chassis and the floor together constitute the body in white of the vehicle.

[0186] During the step 132, typically a plurality of pre-holding parts 141 are over-molded. The said parts 141 are typically pads of which a portion 144 protrudes out relative to the floor 10.

[0187] The over-molding step 132 makes it possible to integrally attach each pre-holding part 141 to the floor. Such an over-molding is well-known and will not be described in detail herein.

[0188] The gluing step 133 is carried out by depositing a layer of glue 145 on the floor 10 and/or on the metal structure, and by positioning the floor 10 to be pressed flat against the metal structure with interposing of the glue layer 145. This movement makes it possible to simultaneously position each pre-holding part 141 to be pressed up against the metal structure, as is visible in FIG. 5.

[0189] During the step 134 each pre-holding part 141 is attached by means of resistive spot welding, seam welding, rivet welding, such as the rivet 147 represented in FIG. 5, by bolt welding and/or by any other suitable method.

[0190] The cataphoresis step 135 for passing the components through the cataphoresis treatment process includes two sub-steps: [0191] sub-step 149: depositing of an anti-corrosion product over the metal structure; [0192] sub-step 151: subjecting the metal structure and the floor 10 to a firing operation.

[0193] As is known per se, the body in white passes through a cataphoresis bath during the sub-step 149, with the anti-corrosion product being deposited with an electrostatic process on to the metal parts. During the sub-step 151, the anti-corrosion product is subjected to a firing process in a heat chamber, with the adhesive bond being polymerized during the firing. The adhesive bond rigidly attaches the floor to the metal structure only once the polymerization has been brought about.

[0194] Between the bonding step 133 and the firing operation, the floor 10 is locked in position in relation to the metal structure by making use of the pre-holding parts 141.