Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K1/00—Arrangement or mounting of electrical propulsion units
  • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
  • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
  • B62D21/157—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body for side impacts
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
  • B62D25/20—Floors or bottom sub-units
  • B62D25/2009—Floors or bottom sub-units in connection with other superstructure subunits
  • B62D25/2036—Floors or bottom sub-units in connection with other superstructure subunits the subunits being side panels, sills or pillars
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K1/00—Arrangement or mounting of electrical propulsion units
  • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
  • B60K2001/0405—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion characterised by their position
  • B60K2001/0438—Arrangement under the floor
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2306/00—Other features of vehicle sub-units
  • B60Y2306/01—Reducing damages in case of crash, e.g. by improving battery protection
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

• the invention relates to the field of motor vehicles, and more particularly to the structure of motor vehicles with electric traction.
• a motor vehicle includes at least one floor and two longitudinal sill beams positioned on either side of the floor.
• it is common to integrate electric energy storage batteries under the vehicle floor, between the longitudinal sill beams.
• Lateral reinforcements are also positioned between each beam and the batteries, in order to protect the batteries laterally from impact.
• utility vehicles have a large material loading capacity at the rear of the vehicle, these vehicles are, in fact, of a heavier design.
• individuals or companies for essentially ecological reasons, are increasingly turning to electric traction utility vehicles, either 100% electric or hybrid.
• electric traction utility vehicles either 100% electric or hybrid.
• the presence of accumulator batteries leads to an increase in the mass of the vehicle.
• strict standards are in place to determine the damage caused by impacts to newly manufactured vehicles, and more particularly, the damage caused to the passengers of the vehicle.
• high energy accumulates over a small area, leading to significant deformations in the structure of the vehicle.
• the mass additional electric traction utility vehicle causes more damage, especially when the impact is caused to the batteries.
• the intrusion of the pole in the vehicle can cause collisions between modules constituting the batteries, therefore leaks or even fires.
• the aforementioned side reinforcements are not sufficient to ensure effective protection of the batteries, hence the need to reinforce the sill at this level to avoid damage.
• Figure 1 shows a bottom view of an electrically powered utility motor vehicle, as found in the prior art, after a post side impact.
• the utility motor vehicle 1 comprises a floor 3 and at least one tray 5 of batteries 7 of electric energy accumulators serving for the electric traction of the vehicle 1.
• the battery tray 5 7 is integrated into the floor 3.
• this vehicle 1 comprises two longitudinal sill beams 9 positioned on either side of the floor 3.
• one or more lateral reinforcements 11 are positioned between each of the beams 9 and the battery tray 5 7.
• the impacted sill longitudinal beam 9 sinks into the vehicle 1, which results in a depression of the tank 5 and the damage to one or more modules (the modules not being shown in this figure) constituting the batteries 7.
• This damage results in the non-operation of the vehicle 1, or even a fire when the damage caused is greater.
• the modules located near the impact C are more strongly impacted.
• the published patent document FR 3063458 A1 discloses a side impactor for electric energy storage batteries suitable for a hybrid or electric vehicle.
• the side impactor is positioned between one of the longitudinal sill beams and the battery, so as to improve the resistance of the beam to a column side impact.
• This impactor is also formed from a single block of material forming a rigid foam.
• this impactor has a limited kinetic energy absorption capacity and is therefore not very suitable for electric traction utility vehicles which are heavier and cause, during an impact, greater damage due to energy. greater kinetics.
• the published patent document DE 102013008428 B4 discloses an electric energy storage battery tray for a motor vehicle with electric traction and two longitudinal beams on either side of the tray.
• Shock absorbers are positioned successively on each side of said tray, between the tray and the adjacent longitudinal beam.
• Each absorber has a characteristic of variable energy absorption capacity as a function of a degree of compression deformation, in order to improve the resistance to a pole side impact. But these absorbers are of complex construction and therefore potentially expensive.
• the object of the invention is to overcome at least one of the drawbacks of the above-mentioned state of the art. More particularly, the invention aims to reduce the risk of deterioration of the batteries of electric traction vehicles during a pole side impact.
• the subject of the invention is a motor vehicle with electric traction, comprising: a floor; an electrical energy storage battery box for electric traction, integrated into the floor; two longitudinal sill beams on either side of the floor; and at least one lateral reinforcement disposed between the tray and one of the two longitudinal sill beams; remarkable in that at least one side brace comprises: a flat structure with an inner edge adjacent to the tray at the height of a bottom of said tray, and an outer edge adjacent to the corresponding longitudinal sill beam; and at least one shock absorbing element fixed to an upper face of the flat structure.
• the flat structure comprises ribs and / or stiffening chambers extending transversely to the vehicle.
• the flat structure comprises a first plate with corrugations transverse to the vehicle and a second plate superimposed and fixed to the first plate, so as to form the transverse stiffening chambers.
• the at least one lateral reinforcement further comprises fixing fingers extending transversely to the vehicle from the inner edge of the flat structure and engaging with the tray. According to an advantageous embodiment of the invention, each of the fingers is engaged in one of the stiffening chambers.
• each of the fingers is engaged in a stiffening chamber at the bottom of the tank.
• the at least one shock-absorbing element comprises a deformable box adjacent to the corresponding longitudinal sill beam.
• the deformable box comprises a U-shaped stamping with a core and two flanges, one of said two flanges being against the flat structure and said web being against the corresponding longitudinal sill beam, and at least one partition transverse to the vehicle and connecting said two soles.
• the at least one shock-absorbing element further comprises a block of honeycomb material adjacent to the deformable box.
• the at least one shock-absorbing element further comprises a square at the inner edge of the flat structure, with a first wing fixed against said flat structure and a second wing fixed against a wall. side of the bin.
• the lateral reinforcement has a length of between 300mm and 400mm.
• the materials used for the various constituent elements of the reinforcement are a foam of polymeric material such as polyurethane with a density of at least 10Og / L, preferably of at least 120g / L and more preferably of at most 150g / L for the shock absorbing element; and metallic materials such as steel, with a thickness between 0.5mm and 3.5mm, for the flat structure and for the deformable box.
• the measures of the invention are advantageous in that they make it possible to reduce the risk of deterioration of the batteries of a motor vehicle with electric traction, and more particularly, of a utility vehicle with electric traction, following a side impact post. .
• This improvement is achieved by adding at least one lateral reinforcement between each of the longitudinal sill beams and the battery tray. electric energy accumulators.
• the addition of this reinforcement makes it possible to limit the intrusion of the post into the battery compartment, thus preventing damage to the modules constituting the battery, even in the event of a severe shock.
• the presence of a shock absorber element makes it possible to improve the absorption of forces at the level of the battery box.
• the lateral reinforcement makes it possible to balance the forces from the start of the impact by improving the transmission of forces to the bottom of the battery compartment, in particular thanks to the presence of fixing fingers.
• the lateral reinforcement also makes it possible to improve energy absorption and cushion the impact of the impact against the battery box, avoiding contact between the different modules constituting the battery.
• brackets made up of metal rebates, improves the overall rigidity of the reinforcement.
• FIG 1 is a bottom view of an electric traction utility motor vehicle as found in the prior art, after a side impact post;
• FIG 2 is an exploded view of a side reinforcement according to the invention.
• FIG 3 is an exploded view of a flat structure and a deformable box of the side reinforcement of Figure 2;
• FIG 4 is a bottom view of the side brace of Figures 2 and 3 mounted on a vehicle;
• FIG 5 is a perspective view of an alternative embodiment of the lateral reinforcement shown in Figures 2 to 4;
• FIG 6 is a diagram showing the alternative side brace of Figure 5;
• FIG 7 is a view from below of a motor vehicle with a reinforcement according to the invention, following a side impact post.
• the arrow x indicates the normal direction of movement of the vehicle (in forward gear).
• the arrow y designates the width of the vehicle, from left to right.
• the arrow z indicates the height of the vehicle, from bottom to top.
• Figures 2 to 7 repeat the numbering of the previous figure for identical or similar elements, the number being however incremented by 100.
• Figures 2 and 3 show exploded views of a side reinforcement (Figure 2) or part of said reinforcement ( Figure 3) according to the invention.
• the lateral reinforcement 111 comprises a flat structure 113 composed of at least a first plate 115 and a second plate 117.
• the first plate 115 comprises corrugations 115A transverse to the vehicle (the vehicle not being shown in FIGS. 2 and 3), therefore oriented in the y direction. Ribs can also be produced on this plate 115 (this alternative embodiment of the invention not being shown in these figures).
• the second plate 117 is flat, it can include an embossing. In FIG. 2, it can be seen that the second plate 117 is superimposed and fixed to the first plate 115, thus forming transverse stiffening chambers 119 to the vehicle.
• the flat structure 113 may comprise the ribs and / or the transverse stiffening chambers 119.
• the flat structure 113 is preferably made of metallic materials, and more preferably of steel.
• the thickness of each of the plates (115, 117) is between 1 mm and 2mm.
• the plates (115, 117) are preferably stamped, or, in the case of the first plate 115 only, folded.
• the lateral reinforcement 111 further comprises at least one shock absorbing element 121 fixed on an upper face 113A of the flat structure 113, therefore, more particularly, on the second plate 117 of the flat structure 113.
• the shock absorbing element 121 comprises a deformable box 123, itself constituted by a stamped 125 in the form of a U.
• This stamped 125 comprises a core 125A and two upper flanges 125B and lower 125C, the lower flange 125C being in contact. with the flat structure 113.
• the lower sole 125C has a central recess, so that said sole 125C forms two lateral tongues (125C.1, 125C.2).
• the deformable box 123 further comprises at least one transverse partition 127 to the vehicle.
• the deformable box 123 comprises two transverse partitions 127, connecting the upper flange 125B, the lower flange 125C and the core 125A of the stamped 125 together.
• each of the transverse partitions 127 is fixed to one of the tongues (125C.1, 125C.2) of the lower flange 125C of the stamped 125.
• each transverse partition 127 comprises fixing portions 127A to the stamped 125.
• the deformable box 123 is partially positioned outside the flat structure 113, so that at most 40% of the deformable box 123 is positioned beyond the flat structure 113.
• the box deformable 123 is preferably made of metallic materials, and more preferably of steel.
• the thickness of the stamping 125 is between 0.5mm and 1 5mm, the fixing preferably being carried out by welding, or using fixing elements (not shown in these figures).
• the shock-absorbing element 121 further comprises a block 129 of honeycomb material, adjacent to the deformable box 123.
• This block 129 is preferably made of polyurethane foam, with a density of at least 10Og / L, preferably one. density of at least 120 g / L, and more preferably still a maximum density of 150 g / L, so as to have an absorbent and damping effect. It is advantageously positioned on the upper face 113A of the flat structure 113. It extends over the entire width of said structure 113, and over a length of between 40% and 70% of the length of the structure 113.
• This block 129 in honeycomb material advantageously comprises a first portion 129A whose height is similar to that of the deformable box 123, and a second portion 129B internal to the first portion 129A, positioned opposite the deformable box 123, the second portion 129B being of a height and a length less than those of the first portion 129A.
• the shock absorbing element 121 further comprises a bracket 131 positioned on an inner edge 113B of the flat structure 113.
• the bracket 131 comprises a first wing 131 A fixed to the flat structure 113, and more particularly, to the second plate 117 of the flat structure 113.
• the square 131 comprises a second wing 131 B perpendicular to the first wing 131 A, the square 131 being positioned on the side of the second portion 129B of the block 129 of honeycomb material.
• the shock absorbing element 121 further comprises an additional bracket 133 with a first wing 133A fixed to the flat structure 113 and positioned below the block 129 of honeycomb material, and a second wing 133B extending between said block 129 and the adjoining deformable box 123.
• the two brackets (131, 133) are intended to reinforce the reinforcement 111 by allowing good transmission of the forces following the impact.
• the brackets (131, 133) are preferably made of metallic materials, such as steel.
• the bracket 131 is advantageously made with a thickness of between 2.5mm and 3.5mm, the additional bracket 133 with a thickness of between 1mm and 2mm.
• Figure 4 shows a perspective view of the side brace according to the invention, mounted in the vehicle.
• the vehicle 101 is partially shown in this figure.
• a tray 105 of batteries 107 of electric energy accumulators (shown in dotted lines), and, more particularly, a side wall 105A and a bottom 105B of said tray 105 are visible in this figure.
• the inner edge 113B of the flat structure 113 of the lateral reinforcement 111 is disposed adjacent to the battery tray 105 107, and more particularly at the height of the bottom 105B of said tray 105.
• This bottom 105B also has stiffening chambers 105B .1.
• the flat structure 113 further comprises an outer edge 113C adjacent to the longitudinal beam 109 of the corresponding sill.
• it is the deformable box 123 which is adjacent to the left longitudinal beam 109, and, preferably, the web 125A of the stamped 125 of the deformable box 123 is preferably positioned against said beam 109.
• This longitudinal beam 109 rocker panel includes a section transverse U-shaped lying, with a vertical wall 109A and two upper walls 109B and lower 109C.
• the deformable box 123 is partially inserted into the lying U-shaped cross section of the longitudinal beam 109, over at least 20% of its length.
• the web 125A of the stamped 125 is positioned against the vertical wall 109A of the longitudinal beam 109, and the outer edge 113C of the flat structure 113 adjoins the lower wall 109C of the beam 109.
• the second wing 131 B of the bracket 131 is fixed against the side wall 105A of the tank 105.
• Figures 5 and 6 show an alternative embodiment of the lateral reinforcement according to the invention.
• the lateral reinforcement 111 comprises fixing fingers 135 which extend transversely to the vehicle (not visible in FIGS. 5 and 6) from the inner edge 113B of the flat structure 113, the fingers 135 engaging with the vehicle. battery compartment 105 (not visible in figures 5 and 6).
• each finger 135 is engaged in one of the stiffening chambers 119 of the flat structure 113, and in one of the stiffening chambers 105B.1 of the bottom 105B of the tank 105.
• the fingers 135 can be of different shapes, such as shape. cylindrical or parallelepipedal.
• the fingers 135 are welded to the flat structure 113, by means of welding points 135A.
• Figure 7 shows a bottom view of the motor vehicle with the lateral reinforcement according to the invention, after a side impact post.
• Figure 7 will be described with reference to Figures 2 to 6.
• the post C side impact is caused at the batteries 107 of the vehicle 101.
• the post pushes the floor 103 and the longitudinal beam 109 of the corresponding sill, the beam 109 then coming into contact with the longitudinal reinforcement 111 according to the invention above.
• the flat structure 113 of the reinforcement 111 firstly allows the transmission of forces to the bottom 105B of the battery tray 105 107.
• the presence of the fixing fingers 135 helps in the transmission of forces.
• the shock absorbing element 121 sinks, so as to absorb and dampen the shocks.
• the deformable box 123 will initially absorb the shock C thanks to the deformation of the metal elements, therefore of the stamped 125, of the partitions. transverse 127 and the flat structure 113.
• the block 129 of honeycomb material will absorb the shock.
• the post does not damage the battery tray 105 107, in particular the modules directly affected by the impact, positioned in the battery 107 located centrally in the vehicle 101.
• the stress energy caused by the impact on the modules is reduced by 75%, compared to the energy produced on vehicles not comprising the lateral reinforcement 111 according to the invention and shown in FIG. 1.
• the various components of the lateral reinforcement 111 are fixed together by welding, gluing or using fasteners (not shown in these figures). It is understood that the lateral reinforcement 111 can be found in several copies in the same vehicle 101, at different positions between each of the longitudinal beams 109 and the tray 105 of the batteries 107.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Body Structure For Vehicles (AREA)
• Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=73038018

Family Applications (1)

Country Status (4)

Family Cites Families (7)

• 2020
  • 2020-05-12 FR FR2004639A patent/FR3110115B1/fr active Active
• 2021
  • 2021-04-07 CN CN202180034556.0A patent/CN115551730A/zh active Pending
  • 2021-04-07 WO PCT/FR2021/050610 patent/WO2021229159A1/fr unknown
  • 2021-04-07 EP EP21722970.7A patent/EP4149779A1/de active Pending

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