Source: http://patents.com/us-7900964.html
Timestamp: 2019-10-14 03:56:20
Document Index: 324959972

Matched Legal Cases: ['art.\n3', 'art.\n4', 'art.\n5', 'art.\n7', 'art.\n8', 'art.\n13', 'art 1', 'art 1', 'art 4', 'art 1', 'art 4', 'art 4', 'art 1', 'art 43']

US Patent # 7,900,964. Guided low area for the front of a motor vehicle - Patents.com
United States Patent 7,900,964
Chretien , et al. March 8, 2011
Inventors: Chretien; Jean-Michel (Cheminon, FR), Cocu; Arnaud (Gommegnies, FR), Colmont; Jean-Louis (Cergy Saint Christophe, FR), Derchu; Thierry (Bar le Duc, FR)
Assignee: ArcelorMittal Tubular Products Vitry (Vitry le Francois, FR)
Appl. No.: 11/993,102
PCT Filed: June 06, 2006
PCT No.: PCT/FR2006/001268
371(c)(1),(2),(4) Date: December 19, 2007
PCT Pub. No.: WO2006/136671
PCT Pub. Date: December 28, 2006
Jun 20, 2005 [FR] 05 06222
Current U.S. Class: 280/784 ; 180/274; 296/187.09; 296/193.03
Field of Search: 180/274,232,312 280/784,124.109 188/376,377 296/187.03,187.09,35.2,193.03
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6679523 January 2004 Yamamoto et al.
7066531 June 2006 Tomita
7229099 June 2007 Reim et al.
7380829 June 2008 Kishima
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2 855 805 Dec., 2004 FR
1. A section of a front low area for a motor vehicle comprising: a first elongated part, a rear end of which faces a first structural element of the vehicle; a second structural element of the vehicle; and a first connecting device, wherein a front end of the first elongated part is connected to the second structural element of the vehicle by the first connecting device, wherein, with the rear end of the first elongated part mounted to be movable opposite the first structural element of the vehicle, the first connecting device includes a first connection, which allows movement in a substantially longitudinal direction, and a removable stop member configured to prevent the longitudinal movement, until it is broken off.
2. A section of a front low area according to claim 1, wherein the first connecting device includes a second elongated part, of a substantially vertical orientation, and wherein the first connection is provided between the first elongated part and the second elongated part.
3. A section of a front low area according to claim 2, wherein the first connection includes a longitudinal groove integral with the first elongated part and a journal pin integral with the second elongated part.
4. A section of a front low area according to claim 3, wherein the stop member includes a knob housed in the first elongated part and integral with the second elongated part.
5. A section of a front low area according to claim 4, wherein the knob is substantially calibrated for shear resistance.
6. A section of a front low area according to claim 2, wherein the first connection includes a longitudinal groove on the first elongated part, an intermediate part housed in the groove, and means for fixing the second elongated part to the intermediate part.
7. A section of a front low area according to claim 1, further comprising a second connecting device between the rear of the first elongated part and the first structural element of the vehicle, the second connecting device including guide means for the first elongated part.
8. A section of a front low area according to claim 7, wherein the guide means includes a linear-annular connection.
9. A section of a front low area according to claim 8, wherein the linear-annular connection includes a longitudinal elongated cell configured to accommodate a knob.
10. A section of a front low area according to claim 1, wherein the first elongated part supports a shock absorbing member.
11. A section of a front low area according to claim 1, wherein the first elongated part at least partly supports a transverse beam.
12. A section of a front low area according to claim 11, wherein the shock absorbing member is disposed between the transverse beam and the first elongated part.
13. A section of a front low area according to claim 1, wherein the first elongated part includes a section configured to deform longitudinally in a predictable manner.
14. A section of a front low area according to claim 13, wherein the section is configured to crumple.
15. A front low area for a motor vehicle comprising two sections according to claim 1, wherein a first section of a front low area is connected by a cross bar to a second section of a front low area.
16. A section of a front low area according to claim 15, wherein the stop member is a pin accommodated in the first elongated part and the cross bar.
17. A section of a front low area according to claim 16, wherein the pin is substantially calibrated for shear resistance.
18. A kit for a front low area for a motor vehicle, comprising two area sections each comprising: a first elongated part, a rear end of which faces a first structural element of the vehicle; a second structural element of the vehicle; and a first connecting device, wherein a front end of the first elongated part is connected to the second structural element of the vehicle by the first connecting device, wherein, with the rear end of the first elongated part mounted to be movable opposite the first structural element of the vehicle, the first connecting device includes a first connection, which allows movement in a substantially longitudinal direction, and a removable stop member configured to prevent the longitudinal movement, until it is broken off.
The front of the motor vehicle comprises a cradle (more precisely "front cradle") which supports the front suspension. In one embodiment of the front part of the vehicle, a first elongated part, or extension, extends towards the front of the vehicle, in a generally horizontal (or substantially horizontal) direction, starting from the front cradle, in the lower zone known as the front low area. To this is generally added a second elongated part, or hanger, mounted substantially vertically (or close to the vertical) between the extension and a structural element of the vehicle. More precisely, this latter structural element may be the front part of the front chassis member, where this front part rises (forwards) to surmount the cradle and the extension. As a whole, the front chassis extends substantially over the front part of the vehicle. It will be understood that the extension and the cradle belong to the front low area of the vehicle.
FIG. 1 shows a front part, of a known kind, for a motor vehicle. This figure shows a terminal section 1 which is the front part of an elongated structural element 2 of the vehicle, an element which may be referred to as the front chassis member (hereinafter referred to as the "chassis member" for short). The chassis member 2 passes over a structural element 3 of the vehicle which may be referred to as the front cradle (hereinafter known as the "cradle" for short). This cradle 3 generally comprises a platform provided with fixings (not shown) intended to support the front suspension of the vehicle and itself linked to the front axle.
The front part 1 of the chassis member 2 and cradle 3 generally extend in planes which are parallel to one another. The front part 1 of the chassis member 2 extends beyond the cradle 3 in its length. The chassis member 2 has here a rear part 4 which extends parallel to the front part 1 of the chassis member 2, at a height close to the height of the cradle 3, by higher values in this case. The cradle 3 may be rigidly fixed to the rear part 4 of the chassis member 2, for example by welding, riveting or bolting. In this case the cradle 3 may be referred to as "unfiltered". In other case the cradle 3 may be connected to the rear part 4 of the chassis member 2 via a flexible system that filters vibrations, such as a "flexible mounting". The cradle is then generally referred to as being "filtered".
The front part 1 of the chassis member 2 supports one side of a median bumper cross bar 13 via the absorber 9. The extension 5 partly supports a lower bumper cross bar 15 via the absorber 11. The cross bar 15 is sometimes referred to as the "pedestrian cross bar" or "pedestrian beam". The cross bars 13 and 15 may be made in the form of sections which are longitudinally curved. As shown in FIGS. 1A and 1B, the cross bar 13 may carry one or more additional elements 16 for absorbing "soft" impacts, i.e. theoretically deformable. These absorbers may take the form of a profile made of foam or a plurality of cuboid parts made of foam or semi-soft plastics. The cross bars 13 and 15 are covered with a transverse shell or shield 17. More precisely, the soft absorber 16 is accommodated in a cavity formed in the shield 17, thus helping to support the shield 17. The cross bar 15 is inserted in another cavity which is also provided in the shield 17. The cross bar 15 does not necessarily help to support the shield 17, i.e. it may be housed in the cavity with some play.
The assembly comprising the extensions 5, the cross bar 15, optionally the absorbers 11, and the cradle 3 is generally referred to as the (front) low area. The assembly comprising the chassis members 1, cross bar 13, absorbers 9 and deformable element 16 is generally referred to as the (front) median area, while it should be noted that there may be a "top (front) area" above it. Moreover, as already mentioned, the term "section" will be used hereinafter to designate one of the sides of an area taken separately.
In FIG. 2, a first connecting device 19 is mounted between the extension 5 and the hanger 7. The device 19 is arranged so as to allow movement of the extension relative to the hanger 7. Here, this movement is essentially longitudinal, the word "longitudinal" referring here to the axis that runs through the vehicle in the longitudinal direction.
The extension 5 may be of the so called "programmed deformation" type, i.e. wherein the law of deformation under the effect of a compressive force and couples of perpendicular axis to a plane passing through this axis has been determined. More particularly, this law may comprise an energy absorption phase followed by destruction of the extension as described in French Patent Application FR-A-2855805. The use of an extension 5 of this kind makes it possible on the one hand to predict the quantity of energy that may be dissipated by the extension. It also makes it possible to discover the geometry of the extension once the energy has been dissipated.
In the embodiment described, the device 21 is in the form of an annular linear connection comprising a spindle 41 arranged transversely with respect to the extension 5 and capable of engaging in a (longitudinal) elongated cellular part 43 integrally fixed to the cradle 3 during the movement of the extension 5. Other solutions which ensure the guiding function may be envisaged. In particular, it is possible to provide a "finger" in the form of a spindle exceeding the length of the extension 5 and engaging in a bore of suitable diameter provided in the cradle 3.
FIG. 11 first of all illustrates the case of frontal impact at very low speed, referred to as "pedestrian impact". The maximum speed is about V1=4 km/h. At speed V1 there is a longitudinal force F substantially achieving a first threshold value F1. In the example, F1=700 daN at 4 km/h. The calibration of the removable stop member (knob 35 or pin 55) corresponds to F1. More precisely, the pin 55 (or the knob 35) is of such a size as to present a shear strength of about F1.
The quantity of energy dissipated by the extension 5 is known when the extension 5 is of the "programmed deformation" type. In this case the length of the extension 5 deformed is also known. Other types of extension 5 may crumple.
The invention relates particularly to a vehicle fitted with a so called "short" cradle, i.e. a vehicle in which an extension may be put into position. Vehicles with a so called "long" cradle have not sufficient space at the front end to accommodate an extension 5. However, it should be noted that the expression "long" cradle is sometimes used to denote the assembly of cradle plus extension, in which case the invention is still of interest.
The description uses terms of the art which may vary from one country to another and from one motor manufacturer to another, for example. Thus: the hanger may also be referred to as the drop, the word "shaft" is sometimes used to refer to the front part of the chassis member, or a more extended part of this same chassis member, the cross bars are sometimes referred to as girders, the extension may also be referred to as an extension or add-on.
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