阅读说明：本技术 带有中央通道加强件的车辆以及中央通道加强件 (Vehicle with center tunnel reinforcement and center tunnel reinforcement ) 是由 R·格罗塞 A·科纳费尔 A·塞夫兰 于 2020-03-04 设计创作，主要内容包括：本发明涉及一种机动车辆,包括座椅底板(3)、前部座椅横梁(7)和中央通道(5),所述车辆的特征在于还包括中央通道加强件(9),所述中央通道加强件叠置在所述中央通道(5)的长度的至少一部分上并且具有后部延伸部(11),所述后部延伸部放置成同时抵靠在所述前部座椅横梁(7)上以及所述座椅底板(3)上。本发明还涉及这种中央通道加强件(9)。(The invention relates to a motor vehicle comprising a seat pan (3), a front seat cross member (7) and a central tunnel (5), said vehicle being characterized in that it further comprises a central tunnel reinforcement (9) superimposed on at least a portion of the length of the central tunnel (5) and having a rear extension (11) placed to rest simultaneously on the front seat cross member (7) and on the seat pan (3). The invention also relates to such a central channel reinforcement (9).)

1. Motor vehicle comprising a seat pan (3), a front seat cross member (7) and a central channel (5), characterized in that it further comprises a central channel reinforcement (9) superimposed on at least a portion of the length of the central channel (5) and having a rear extension (11) placed to rest simultaneously on the front seat cross member (7) and on the seat pan (3).

2. Motor vehicle according to claim 1, characterized in that the central channel reinforcement (9) is fixed by its rear extension (11) to the seat pan (3) and to the front seat cross-member (7) simultaneously by the same fixing means, preferably a triple thickness weld.

3. Motor vehicle according to claim 1 or 2, the central channel (5) having a rear extension placed to rest simultaneously on the front seat cross member (7) and on the seat pan (3), characterized in that the rear extension (11) of the central channel reinforcement (9) is at least partially superimposed on the rear extension of the central channel (5) and has at least one fixing tab (13) for fixing the rear extension of the central channel reinforcement simultaneously on the front seat cross member (7) and on the seat pan (3); preferably, said at least one fixing tab (13) is arranged so as not to overlap on the rear extension of said central channel (5).

4. A motor vehicle according to any one of claims 1 to 3, characterised in that the central channel reinforcement (9) has at least one rigid rib (15); preferably, the center tunnel reinforcement (9) has at least one rigid rib (15) extending in the longitudinal direction of the vehicle and at least one rigid rib (15) extending in the transverse direction of the vehicle.

5. The motor vehicle according to any one of claims 1 to 4, characterized in that the central channel reinforcement (9) is fixed on the central channel (5) by welding; and/or the vehicle has an electric or hybrid drive train comprising a power battery arranged below the seat pan (3).

6. Motor vehicle according to any one of claims 1 to 5, the central channel (5) being a stamped metal sheet, characterized in that the central channel reinforcement (9) is a stamped metal sheet having a thickness greater than the thickness of the central channel (5); preferably, the central channel reinforcement (9) is a metal plate with a thickness greater than or equal to 0.8 mm.

7. Motor vehicle according to any one of claims 1 to 6, the front seat cross member (7) comprising an upper wall and a front wall, the central channel (5) comprising side wings having rear ends, characterized in that the rear ends of the side wings of the central channel (5) are placed against the front wall of the front seat cross member (7); preferably, the rear end of the side wing of the central channel reinforcement (9) comprises at least one fixing tab (21) fixed to the front wall of the front seat cross member (7).

8. A motor vehicle according to any one of claims 1 to 7, characterised in that the centre channel reinforcement (9) is made of a two-phase steel comprising a hard phase consisting of bainite and/or martensite distributed in a ductile ferrite matrix.

9. The motor vehicle according to any one of claims 1 to 8, characterized in that the central channel reinforcement (9) comprises an upper wall and a flank, and in that the rear extension (11) is an extension of the upper wall; and/or said rear extension (11) comprises at least one hole for the passage of a fixing screw (19) for fixing the gearbox.

10. A central channel reinforcement (9), characterized in that it has an upper wall and a flank, the central channel reinforcement (9) being dimensioned to at least partially cover a central channel (5) of a motor vehicle according to any one of claims 1 to 9, so as to be in contact with the central channel (5) at least through its upper wall, and also having a rear extension (11) configured for being placed against both a front seat cross member (7) and a seat pan (3); preferably, the central channel reinforcement (9) also has at least one rigid rib (15).

Technical Field

The invention relates to a vehicle structure comprising a central tunnel (tunnel central) and a front seat cross member. The invention also relates to a vehicle equipped with such a structure.

Background

The motor vehicle has a central channel for the passage of the coupling or for integrating the drive shaft between the rear axle and the front engine. For vehicles having a thermodynamic type of power system, the central passage also receives an exhaust pipe to exhaust the exhaust gases resulting from the combustion of the fuel. The central channel is formed from stamped sheet metal that forms the vehicle body. The central passage extends along a longitudinal axis of the vehicle. In the central position, the central tunnel separates the front seats and longitudinally traverses a portion of the passenger compartment. The intermediate positioning of the central passage allows some control devices, such as gear levers, to be fixed thereon.

In vehicles with a powertrain of the electric or hybrid type, the central tunnel and the front bracket have a reduced length with respect to vehicles with a thermodynamic powertrain. This allows the power cells to be placed under the floor, for example under the front passenger seats (i.e. the first row). However, shortening of these longitudinal structural elements affects the stiffness of the entire front structure. It has therefore been found that in the event of a frontal collision, the central tunnel may sometimes lift on the part located inside the cabin under a set of forces. This situation is unacceptable from the standpoint of the safety of the vehicle occupants. Therefore, a solution to this problem still needs to be found.

It is known to reinforce the central tunnel of a vehicle. An example of a central channel reinforcement is given by document JP 2002154459. This document describes a central channel reinforcement of a vehicle having a thermodynamic power system, which is superimposed on the thermodynamic power system so as to form a hollow body therewith. In the proposed architecture, the reinforcement spans the front seat cross member and overlaps the belt fixing element. Holes are provided to enable welding between them of structural elements of the vehicle arranged below the reinforcement. The solution provided is advantageous but not adapted to vehicles with a hybrid or electric type of power system. Furthermore, this solution means that the seat cross beam spans the central passage, which is not necessarily the case in vehicles with thermodynamic power systems, since it is also known to divide the front seat cross beam into two parts extending on both sides of the central passage.

Finally, this solution does not allow a satisfactory response to acoustic and organoleptic quality problems encountered by vehicles in which vibrations of the gearbox fixed to the central tunnel may generate noise pollution and/or be detrimental to the organoleptic quality of the users of the vehicle.

Disclosure of Invention

It is an object of the present invention to provide a response that overcomes at least one of the problems and disadvantages encountered in the prior art. In particular, the object of the present invention is to provide a solution to improve the safety of vehicles with a power system of the hybrid or electric type, since it reduces or even eliminates the risk of the central tunnel lifting in the event of a frontal collision. It is also an object of the invention to provide a solution to reduce the possibility of generating vibrations while improving the safety of the vehicle.

To this end, according to a first aspect, the invention aims to provide a motor vehicle comprising a seat pan, a front seat cross-member and a central channel, characterized in that it further comprises a central channel reinforcement superimposed on at least a portion of the length of the central channel and having a rear extension placed to rest simultaneously on the front seat cross-member and on the seat pan.

The invention is particularly suitable for motor vehicles with an electric or hybrid drive train. Preferably, the object of the invention is also a vehicle with an electric or hybrid power system, comprising a seat pan, a front seat cross member, a central tunnel and a power battery placed under the seat pan, characterized in that the motor vehicle also comprises a central tunnel reinforcement, which is superimposed on at least part of the length of the central tunnel and has a rear extension placed to rest simultaneously on the front seat cross member and on the seat pan.

As can be understood from reading the definition given immediately above, the invention aims to equip the junction area of the central tunnel with the front seat cross-beam with a reinforcement arranged to rest against the floor to keep the central tunnel in position. The presence of the reinforcement allows an integral joining of the joining region and avoids a too sudden lifting of the central channel from this region in the event of a frontal impact. When the vehicle has an electric or hybrid powertrain, the first portion of the central channel is sized to not extend beyond the front seat rail and thus form a T-shaped structure with the front seat rail. This configuration enables the power battery to be positioned under a floor, which is thus cut into a plurality of portions, the portion of the seat pan arranged to be raised relative to the front floor portion receiving the central channel. The seat pan is arranged at the same height relative to the ground as the upper wall of the front seat rail.

Due to its position, the central channel reinforcement also acts as a gearbox reinforcement which allows to reduce or even eliminate vibrations which may be generated in the gear lever and/or which may generate undesired noise.

According to a preferred embodiment, the central channel reinforcement is fixed to the central channel by welding. The reinforcement does not form a hollow body with the central passage. Welding is the simplest and most secure way of fixing. Welding is also advantageously used for the fixing of the reinforcement on the seat pan and on the front seat cross member.

Advantageously, the central channel reinforcement is fixed by its rear extension to the seat pan and to the front seat cross member simultaneously by the same fixing means. Preferably, the fixing part is a triple thickness weld.

Desirably, the central channel has an upper wall and a flank, wherein the central channel stiffener has an upper wall and a flank overlying the central channel such that the upper wall of the stiffener rests against the upper wall of the central channel; preferably, the side wing portions of the stiffener are in contact with the side wing portions of the central channel.

It is also preferred that the junction between the upper wall of the central channel and the side wing portions has rounded corners and that the central channel reinforcement has the same rounded corners at the location of the junction between its upper wall and the side wing portions, so that the central channel reinforcement is in contact with the central channel at these rounded corner locations.

Advantageously, the central channel reinforcement comprises an upper wall and a flank, and the rear extension is an extension of the upper wall; and/or the rear extension comprises at least one hole for the passage of a fixing screw for fixing the gearbox.

The welded reinforcement is arranged at the node point where forces are transmitted in the event of a frontal collision. The reinforcement at least partially covers the central channel to ensure its performance and is arranged to rest on the front seat cross member and the seat pan to prevent lifting of the central channel in the event of a frontal collision. This property is enhanced by the attachment of the reinforcement to the seat pan and/or to the front seat cross member.

Advantageously, the central channel has a rear extension placed to rest simultaneously on the front seat cross member and on the seat pan, characterized in that the rear extension of the central channel reinforcement is at least partially superimposed on the rear extension of the central channel and has at least one fixing tab for fixing the rear extension of the central channel reinforcement simultaneously on the front seat cross member and on the seat pan. Preferably, said at least one fixing tab is arranged so as not to overlap on the rear extension of said central channel. According to the invention, the central channel and its reinforcement are fastened to the front seat cross member and to the seat pan by different means.

Preferably, the front seat cross member includes an upper wall and a front wall, the central channel includes a side wing portion having a rear end, characterized in that the rear end of the side wing portion of the central channel is placed against the front wall of the front seat cross member. Preferably, the rear end of the wing portion of the central channel reinforcement comprises at least one fixing tab placed against the front wall of the front seat cross member. More preferably, the rear end of the wing portion of the center channel reinforcement includes at least one securing tab secured to the front wall of the front seat rail.

The reason for the rear end of the central channel being placed against the front seat rail is the shortened length of the central channel (in order to mount the power battery under the floor and to lift the seat floor relative to the front floor). The fixing tabs of the flank portions of the reinforcement reinforce the retention of the central channel, while avoiding flaring of the central channel under the forces to which it is subjected in the event of a frontal collision. The fastening of the central channel reinforcement to the front wall of the front seat cross member is advantageously carried out by welding.

According to a preferred embodiment of the invention, the central channel reinforcement has at least one rigid rib. Preferably, the center tunnel reinforcement has at least one rigid rib extending in a longitudinal direction of the vehicle and at least one rigid rib extending in a lateral direction of the vehicle. The association of the different rigid ribs forms a network of rigid ribs. Advantageously, therefore, the central channel stiffener has a rigid rib network comprising at least one rigid rib extending along a longitudinal direction of the stiffener and at least one rigid rib extending along a transverse direction of the stiffener. The function of this rigid rib network is twofold. On the one hand, it contributes to the rigidity of the central channel reinforcement. On the other hand, it can eliminate vibration that may be generated in the shift lever.

According to a preferred embodiment, the central channel is a stamped metal sheet, characterized in that the central channel reinforcement is a stamped metal sheet having a thickness greater than the thickness of the central channel. Preferably, the central channel reinforcement is a metal plate having a thickness of greater than or equal to 0.7mm, more preferably greater than or equal to 0.8mm, and even more preferably greater than or equal to 0.9 mm.

Preferably, the central channel reinforcement is made of a two-phase steel comprising a hard phase composed of bainite and/or martensite distributed in a ductile ferrite matrix. The use of such steel is advantageous in that it has a hardness.

According to a second aspect, the object of the invention is a central channel reinforcement, characterized in that it has an upper wall and a flank, the central channel reinforcement being dimensioned to at least partially cover a central channel of a motor vehicle according to the first aspect so as to be in contact with the central channel at least through the upper wall of the central channel reinforcement, and in that it also has a rear extension intended to be placed against both a front seat cross member and a seat pan; preferably, the central channel reinforcement further has at least one rigid rib.

Drawings

Other features and advantages of the invention will become more apparent upon reading the following detailed description, given by way of example, and with reference to the accompanying drawings, in which:

figure 1 shows a perspective view of an arrangement according to the invention comprising a central tunnel, a central tunnel reinforcement, a front seat cross beam and a seat pan.

Fig. 2 is a view similar to fig. 1 from a different viewing angle.

Detailed Description

In the description that follows, the term "including" is synonymous with "including" and is not limiting, as it allows for the presence of other elements in the vehicle. It is to be understood that the term "comprising" includes the term "consisting of … ….

Likewise, the terms "lower", "upper", "front", "rear", "longitudinal" and "transverse" are to be understood with respect to the general orientation of the vehicle in its normal direction of travel. Thus, "lower" means closer to the ground along the vertical axis than "upper". Likewise, the term "front" denotes a position oriented toward the front of the vehicle in the horizontal direction and the normal traveling direction of the vehicle, and the term "rear" denotes a position oriented toward the rear of the vehicle in the same direction.

The invention is particularly applicable to motor vehicles having a powertrain of the hybrid or electric type. The invention will therefore be described by means of a motor vehicle having a hybrid or electric type of power system, but the person skilled in the art can adapt the invention to vehicles having a thermodynamic power system.

Fig. 1 shows a front portion of the floor of a motor vehicle with a power system of the hybrid or electric type. It can be seen that the floor (1, 3) of the vehicle is cut into different parts, which are arranged at different heights with respect to the ground. The central passage 5 is arranged at the position of the front floor segment 1. The seat pan 3 is raised relative to the front pan 1. This arrangement enables power batteries (not shown) to be located beneath the seat pan 3 and optimizes the space available for the batteries, providing them with a maximum footprint. The front seat cross member 7 is arranged between the front floor 1 and the seat floor 3 and forms a step. Advantageously, the front seat cross member 7 is a stamped steel profile having a substantially straight S-shape, i.e. it has a vertical front wall and horizontal lower and upper walls. As will be described below, the central channel reinforcement 9 is arranged to abut and preferably be fixed to the upper wall of the front seat cross member 7 by its rear extension 11, and also to abut and optionally be fixed to the seat pan 3. The center tunnel reinforcement 9 is additionally fastened to the front wall of the front seat cross member 7 by means of vertical fastening tabs arranged at the rear ends of its side walls.

In order to be able to place the battery under the floor, the central channel 5 is dimensioned to extend in the longitudinal direction of the vehicle until it is placed facing and preferably against the front wall of the front seat cross member 7. According to a preferred embodiment of the invention, the front portion of the central channel 5 does not extend beyond the front seat cross member 7.

According to the invention, the vehicle also comprises a central channel reinforcement 9, which is superimposed over at least part of the length of the central channel 5 and has a rear extension 11, which is placed to rest simultaneously on the seat cross member 7 and on the seat pan 3.

The central channel reinforcement 9 is a stamped metal plate preferably made of steel. The central channel reinforcement 9 is made of a two-phase steel comprising a hard phase consisting of bainite and/or martensite distributed in a ductile ferrite matrix. The use of such a steel is advantageous in terms of its hardness and also in terms of its good properties in a stamping operation. Such steels are commercially available, for example, under the trade name Dual-Phase.

Advantageously, the thickness of the central channel reinforcement 9 is greater than or equal to the thickness of the central channel 5. For example, the center tunnel reinforcement 9 is a steel plate having a thickness of 0.7mm or more, more preferably 0.8mm or more, and still more preferably 0.9mm or more.

The central channel reinforcement 9 advantageously has a shape complementary to the shape of the central channel 5. The central channel 5 has an upper wall and lateral wings forming an omega-shaped or inverted U-shaped section open towards the ground. The central channel reinforcement 9 also has an upper wall and lateral wings and its rear extension 11 is an extension of its upper wall. The central channel reinforcement 9 is sized to at least partially cover the central channel 5 and to overlie and be in contact with the same; preferably, the contact surface is as large as possible, for example, the contact surface is greater than 50% of the surface of the central channel stiffener, more preferably greater than 70% of the surface of the central channel stiffener. Ideally, the junction between the upper wall of the central channel 5 and the side wing portions has rounded corners, and the central channel reinforcement 9 has the same rounded corners at the location of the junction between its upper wall and the side wing portions, so that these rounded corners can also be in contact. Advantageously, the central channel reinforcement 9 does not form a hollow body with the central channel 5. Their contact enables the reinforcement 9 to be fixed to the central channel 5 by welding.

The length of the central channel reinforcement 9 is less than or equal to the length of the central channel 5. For example, the length of the central channel reinforcement is less than or equal to 80% of the length of the central channel, preferably less than or equal to 50% of the length of the central channel 5. Likewise, the height of the central channel reinforcement 9 is less than or equal to the height of the central channel 5. For example, the height of the center tunnel reinforcement is less than or equal to 90% of the height of the center tunnel so as not to extend to the front floor 1. These reduced dimensions of the central channel reinforcement 9 enable the overall mass of the vehicle to be limited, while enabling the reinforcement 9 to fulfill its function.

The rear extension 11 of the central channel reinforcement 9 is substantially flat and arranged to rest both on the apex of the front seat cross member 7 and on the seat pan 3. The rear extension 11 is not provided with a flank portion. This rear extension advantageously covers the rear extension (not shown) of the central channel 5 which is placed against both the front seat cross member 7 and the seat pan 3. Preferably, the rear extension 11 of the central channel reinforcement 9 has at least one fixing tab 13 for fixing said central channel reinforcement simultaneously on the front seat cross member 7 and on the seat pan 3. The one or more fixing tabs 13 are arranged so as not to overlap the rear extension 11 of the central channel 5. The center tunnel reinforcement 9 is thus fixed by the same fixing means to both the seat pan 3 and the front seat cross member 7 by the fixing tabs 13 of its rear extension 11. Preferably, the fixing part is a triple thickness weld.

As described above, the rear end of the central passage 5 is placed facing and even against the front wall of the front seat cross member 7. Preferably, therefore, the rear ends of the side wing portions of the center tunnel reinforcement 9 are also placed against the front wall of the front seat cross member 7. To this end, the rear end of the side wing portion of the reinforcement 9 comprises at least one fixing tab 21 (visible on fig. 2) arranged vertically and placed against the front wall of the front seat cross member 7. The fastening of the central channel reinforcement to the front wall of the front seat cross member 7 is advantageously carried out by welding.

According to a preferred embodiment of the invention, the central channel reinforcement 9 has at least one rigid rib 15. Preferably, the centre channel reinforcement 9 has at least one rigid rib 15 extending in the longitudinal direction of the vehicle and at least one rigid rib 15 extending in the transverse direction of the vehicle, so as to form a grid on said reinforcement. These rigid ribs 15 extend both on the upper wall of the stiffener and on its flanks. Preferably, the rear extension 11 also has a rigid rib 15.

According to a preferred embodiment of the invention, the rear end of the rear extension 11 of the central channel reinforcement 9 is positioned facing the seat reinforcement 17, i.e. facing the transversal reinforcement 17 to which the passenger and driver's seat is fixed and optionally to which the seat belt device is fastened. Advantageously, the central channel reinforcement 9 and the seat reinforcement 17 are not in contact.

The central channel reinforcement 9 also has the function of a gearbox reinforcement. To this end, the central channel reinforcement comprises at least one hole for the passage of a fixing screw 19 for fixing the gearbox. Advantageously, at least one fixing screw 19 for fixing the gearbox passes through a hole present on the rear extension of the central channel reinforcement 9.