Classifications

• • 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
  • B62D21/152—Front or rear frames
• • 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
  • B62D25/08—Front or rear portions

Definitions

• the technical context of the present invention is that of the structural elements that make up the rear of motor vehicles and in particular the rear protective structures that are configured to absorb an impact occurring at the rear of the motor vehicle. More particularly, the invention relates to a shock absorber element for a motor vehicle.
• a disadvantage of these structures lies in the fact that it is not designed to improve any dissipation of energy in the event of a rear impact and that it has no impact on the risk of verticalization of the side member.
• the object of the present invention is to propose a new shock-absorbing element for a motor vehicle in order to at least largely respond to the above problems and also to lead to other advantages.
• Another object of the invention is to provide a shock absorber element for a motor vehicle configured to reduce the severity of a rear impact at the level of the motor vehicle that it equips.
• Another object of the invention is to provide a shock-absorbing element for a motor vehicle which is inexpensive, so as to limit the cost of such a shock-absorbing element compared to the shock-absorbing element for motor vehicles existing.
• Another object of the invention is to provide a shock-absorbing element for a motor vehicle that takes up little space, guaranteeing the compactness and lightness of the motor vehicle.
• Another object of the invention is to provide a shock absorber element for a motor vehicle which is light, so as not to negatively impact the mass of the motor vehicle.
• Another object of the invention is to provide a shock absorber element for a motor vehicle configured to comply with rear impact protocols.
• a shock-absorbing element for a motor vehicle the shock-absorbing element being intended to be assembled on a rear end of a lateral spar of the motor vehicle, the shock-absorbing element comprising (i) a strut comprising a deformable device - called programmed deformation - configured to allow dissipation of mechanical energy in the event of compression of the said strut, ( ii) a fixing member intended to allow the fixing of the strut to the side member of the motor vehicle, (iii) a fixing device intended to allow the fixing of the strut to a rear panel of the motor vehicle.
• the shock absorber element according to the first aspect of the invention is configured to equip a mechanical reinforcement system for a motor vehicle.
• a mechanical reinforcement system comprises a rear panel and a motor vehicle side member.
• a rear end of the lateral spar is fixed integrally to the rear panel and the shock-absorbing element comprises zones for attachment to the lateral spar and to the rear panel.
• the deformable device of the strut is said to be programmed deformation. It is understood that the deformable device of the strut is configured to deform according to an expected configuration in the event of compression of the strut.
• the strut of the shock absorber element according to the invention is compressed in particular during a rear impact to the motor vehicle.
• the deformable device of the strut deforms according to an expected configuration making it possible to dissipate the mechanical energy having induced the compression of the strut and making it possible to transmit the residual mechanical energy in a substantially parallel, advantageously hilly, to the side spar.
• the fixing member is intended to allow the fixing of the strut to the side member of the motor vehicle.
• the fixing member secures the strut to the side spar and allows transmission of mechanical force from the shock absorber element to the spar.
• the fixing device is intended to allow the fixing of the strut to a rear panel of the motor vehicle.
• the fastening device allows a mechanical force coming from the rear of the motor vehicle and transmitted to the rear panel to be transmitted to the strut.
• the shock-absorbing element according to the first aspect of the invention can dissipate a mechanical force originating from said rear panel.
• shock-absorbing element provided with the strut intended to be fixed both to the rear panel of the motor vehicle and to the side rail of the motor vehicle, makes it possible to limit the risk of the side rails being placed at an angle during of a shock occurring at the rear of the motor vehicle equipped with said shock-absorbing element.
• This solution makes it possible to preserve the rear spar from verticalization in the event of a rear impact, while being simple to implement.
• the shock absorber element according to the invention has the advantage of overcoming the drawbacks mentioned above, without having to make any significant modification to the mechanical reinforcement system and/or to the motor vehicle which it equips.
• the shock absorber element in accordance with the first aspect of the invention advantageously comprises at least one of the improvements below, the technical characteristics forming these improvements being able to be taken alone or in combination:
• the strut comprises (i) a lower wall intended to be located opposite a lower face of the spar, (ii) two side walls located on either side of the lower wall, the strut force with a longitudinal profile triangular along a longitudinal direction parallel to an elongation of the spar on which the shock absorber element is intended to be assembled.
• a triangular longitudinal profile promotes transmission of mechanical energy from the rear panel to the side member.
• the lower wall of the strut forms one side of the triangular profile intended to extend transversely between the rear panel of the motor vehicle and the lower face of the spar.
• the lower wall of the strut forms one side of the triangular profile intended to extend obliquely with respect to the rear panel of the motor vehicle and to the lower face of the spar;
• the programmed deformation device comprises a first cavity - called concave - formed on the lower wall of the strut.
• the first cavity is deformable.
• the first cavity facilitates the programmed deformation of the programmed deformation device.
• the first cavity makes it possible to absorb a mechanical force of compression of the strut.
• the first cavity forms a hollow space of the programmed deformation device with respect to the lower wall of the strut, which is generally planar.
• a first “concave” cavity forms a hollow in the longitudinal profile of the strut.
• the concave cavity forms a depression oriented in the direction of the side spar on which the shock absorber element according to the invention is intended to be assembled;
• the concave cavity is located close to a rear end of the lower wall of the strut intended to be located on the side of the rear panel of the motor vehicle.
• the concave cavity promotes deformation of the programmed deformation device directing the mechanical forces towards the underside of the side spar.
• a concave cavity in a position proximal to the rear panel makes it possible to initiate the programmed deformation in the direction of the side spar in the motor vehicle equipped with the invention
• the concave cavity is formed by stamping the lower wall of the strut.
• the stamping makes it possible to bend the lower wall of the strut to delimit the concave cavity;
• the concave cavity has a bottom delimited by a circular outline;
• the concave cavity has an opening located in the center of said concave cavity.
• the opening is circular and concentric with the circular contour delimiting the bottom of the concave cavity;
• the programmed deformation device comprises a second cavity - called convex - formed on the lower wall of the strut.
• the second cavity is deformable.
• the second cavity facilitates the programmed deformation of the programmed deformation device.
• the second cavity makes it possible to absorb a mechanical force of compression of the strut.
• the second cavity forms a hollow with respect to the lower wall of the strut, which is generally planar.
• a second "convex" cavity forms a bump in the longitudinal profile of the strut.
• the convex cavity forms a depression oriented in the opposite direction to the side spar on which the shock absorber element according to the invention is intended to be assembled;
• the convex cavity forms a depression oriented in a direction opposite to the concave cavity.
• the convex cavity and the concave cavity contribute to program the deformation of the programmed deformation device;
• the convex cavity is formed by stamping the lower wall of the strut. Stamping makes it possible to bend the lower wall of the strut to delimit the concave cavity;
• the convex cavity has a bottom delimited by a circular profile
• the bottom of the convex cavity is parallel to the underside of the spar on which the shock absorber element is intended to be assembled; [34] - dimensions of the convex cavity and/or of the circular profile of the convex cavity are equal to the dimensions of the concave cavity and/or of the circular contour of the concave cavity;
• the programmed deformation device has a initiation zone configured to allow the strut to bend along a fold line bounded by the initiation zone.
• the initiation zone makes it possible to initiate the programmed deformation.
• the initiation zone is a zone particularly sensitive to deformation in the programmed deformation device. In particular, initially, the strut bends along the bend line, so that the programmed deformation device deforms progressively according to the expected configuration. In other words, the initiation zone initiates the programmed deformation when the strut is compressed.
• the initiation zone promotes deformation by bending of the programmed deformation device to dissipate the energy of the rear impact and reduce the mechanical forces transmitted to the side member. Such deformation promotes transmission of mechanical forces to the underside of the side spar;
• the priming zone is located between the concave cavity and the convex cavity;
• each point of the fold line is equidistant from the centers of each of the cavities of the programmed deformation device
• the starting zone has two grooves, each groove being formed at a side edge of the strut formed by a bending zone of the lower wall and of one of the side walls of the strut of strength. Each of the two side edges of the strut joins the bottom wall and one of the side walls of the strut.
• a groove is understood as a hollow, long and narrow indentation.
• a transverse profile of the groove is hollow, such that a groove bottom is the deepest part of the groove.
• the groove is advantageously arranged to have its bottom oriented towards the underside of the side spar, that is to say away from the lower wall of the strut. Such a bottom promotes a collapse of the bend zone by elevation positive.
• the two grooves make it possible to initiate the deformation by bending the programmed deformation device at the level of the bending line. It is understood that the fold line extends from one groove to the other. In other words, the two grooves form an axis around which the strut is intended to collapse when compressed longitudinally.
• the two grooves are parallel to each other and advantageously hilly;
• the initiation zone is between the two circular profiles delimiting the bottom of each cavity, meaning the concave cavity and the convex cavity;
• each groove is formed by stamping.
• the stamping makes it possible to bend the lateral edge of the strut to delimit the groove of the starting zone;
• the shock absorber element is monolithic.
• the term “monolithic” means the fact that the elements forming the shock-absorbing element according to the invention cannot be separated from each other without affecting all or part of their integrity.
• the shock-absorbing element according to the invention forms an assembly qualified as one-piece consisting of one and the same continuous part, made in one piece and obtained during the same manufacturing process.
• the invention in accordance with its first aspect thus advantageously makes it possible to obtain a prefabricated shock-absorbing element, the manufacture of which is simplified since it does away with any assembly, as well as the presence of fastening means.
• a one-piece shock absorber member can be machined in a variety of different sizes so as to be adapted to different models of motor vehicles. Such a shock-absorbing element is moreover more rigid and lighter;
• the shock absorber element is formed by stamping. Stamping makes it possible to bend a plate forming the shock absorber element to delimit the strut, the fixing member and the fixing device. Thus, stamping makes it possible in particular to form the device with programmed deformation of the strut, the lower wall of the strut and the side walls of the strut; [43] - the shock absorber element is formed of a metal sheet. In general, the shock absorber element is formed by bending the metal sheet;
• a thickness of the metal sheet forming the shock absorber element is between 1 mm and 2 mm.
• the metal sheet forming the shock absorbing element comprises two surfaces, a first surface opposite a second surface, and the thickness of the metal sheet forming the shock absorbing element according to the first aspect of the invention is the distance shorter between the first surface and the second surface of the metal sheet.
• the metal sheet forming the shock absorber element has a thickness equal to 1.2 mm;
• the shock absorbing element is made of metallic material.
• the shock absorber element is preferably formed of steel.
• a mechanical reinforcement system for a motor vehicle comprising (i) a rear panel, (ii) a motor vehicle side rail, one end of which rear is fixed integrally to the rear panel, (iii) a shock-absorbing element in accordance with the first aspect of the invention or according to any one of its improvements, the shock-absorbing element comprising zones for fixing to the side sill and to the back panel.
• the mechanical reinforcement system according to the second aspect of the invention is configured to equip a motor vehicle.
• Such a mechanical reinforcement system provided with the shock-absorbing element in accordance with the first aspect of the invention, makes it possible to limit the risk of the side beam being biased during an impact occurring at the rear of the motor vehicle equipped with said mechanical reinforcement system.
• this solution makes it possible to preserve the rear side member from verticalization in the event of a rear impact.
• the mechanical reinforcement system for a motor vehicle in accordance with the second aspect of the invention advantageously comprises at least one of the improvements below, the technical characteristics forming these improvements being able to be taken alone or in combination:
• the shock absorber element is integrally fixed to the side spar by welding a first side wall of the strut to a side face exterior of said side spar.
• the first side wall of the strut of the shock absorber element is fixed integrally to the outer side face of the side rail by a permanent fixing means.
• Such an attachment ensures that the rear spar and the shock-absorbing element are secured to one another despite compression of the shock-absorbing element and deformation of the deformable device.
• the shock absorber element is fixed integrally to the rear spar by welding a second side wall of the strut to the underside of the said rear spar, the second side wall comprising fixing lugs.
• the fixing lugs of the second side wall of the strut of the shock absorber element are fixed integrally to the underside of the side member by a permanent fixing means. Such attachment ensures that the rear spar and the shock absorber element are secured to each other despite compression of the shock absorber element and deformation of the deformable device.
• the shock absorber element is fixed to the rear panel by welding said rear panel to the strut assembly tabs.
• the shock absorbing element is attached directly to the rear panel.
• the assembly lugs of the strut of the shock absorber element are fixed integrally to the rear panel by a permanent fixing means. Such attachment ensures that the rear panel and the shock absorber element are secured to each other at the time of an impact occurring at the rear of the rear panel.
• the shock absorbing element is attached to the rear panel by through a side sill mounting plate securing the side sill to the rear panel, with strut mounting tabs being welded to the side sill mounting plate.
• the shock absorbing element is fixed indirectly to the rear panel.
• a motor vehicle comprising a mechanical reinforcement system in accordance with the second aspect of the invention or according to any of its improvements.
• FIG.1 illustrates a schematic view of a motor vehicle according to the third aspect of the invention
• FIG.2 illustrates a schematic view of a shock absorber element for a motor vehicle according to the first aspect of the invention, seen from below;
• FIG.3 illustrates the shock absorber element for a motor vehicle shown in FIGURE 2, seen from above;
• FIG.4 illustrates the shock-absorbing element for a motor vehicle shown in FIGURE 2, fitted to a mechanical reinforcement system for a motor vehicle according to the second aspect of the invention according to a first angle of view, lateral;
• FIG.5 illustrates the shock absorber element for a motor vehicle shown in FIGURE 4, according to a second angle of view, from below;
• FIG.6 illustrates an implementation of the shock absorber element according to the first aspect of the invention.
• FIGURE 1 illustrates a schematic view of a motor vehicle 1 according to the third aspect of the invention.
• a frame of reference is defined in which a longitudinal axis OX, a transverse axis OY and a vertical axis OZ are defined.
• the longitudinal axis OX corresponds to a trajectory of the motor vehicle when it is in forward gear, in a straight line and on a flat road.
• the longitudinal axis OX corresponds to a direction going from the front to the rear of the motor vehicle, and it is oriented from the front to the rear of the motor vehicle.
• a longitudinal direction parallel to the longitudinal axis OX is also defined, the adjectives "front”, “rear” or “frontal” refer to this reference direction, the term “length” also.
• the transverse axis OY corresponds to the axis around which the wheels of the motor vehicle rotate, and the direction of the axis OY is oriented from a passenger side to a driver's side, in the non-Anglo-Saxon standard.
• the vertical axis OZ is an axis perpendicular simultaneously to the axis OX and to the axis OY, and which is oriented from a floor of the motor vehicle towards a roof of said motor vehicle, the adjectives "upper” and “lower” refer to this reference direction, the term “height” also.
• FIGURE 1 shows that the motor vehicle 1 according to the third aspect of the invention comprises a mechanical reinforcement system 2 according to the second aspect of the invention, in this case two systems 2 of mechanical reinforcement.
• the motor vehicle 1 further comprises two side rails 3 extending longitudinally on either side of a rear compartment 4 of the motor vehicle 1, the rear compartment 4 being between a rear bumper 5 of the motor vehicle 1 and a cabin 6 of the motor vehicle 1.
• FIGURE 1 shows that each of the side rails 3 of the motor vehicle 1 according to the third aspect of the invention comprises a rear end 7 opposite a front end 8.
• the rear end 7 of the side rail 3 considered is located in a position proximal to a rear panel 9 of the mechanical reinforcement system 2 in accordance with the second aspect of the invention.
• the rear end 7 of each of the side rails 3 is fixed to the rear panel 9 of the system 2 of mechanical reinforcement according to the second aspect of the invention.
• An elongation 10 of each of the side rails 3 of the motor vehicle 1 extends in the longitudinal direction.
• each of the side rails 3 of the motor vehicle 1 comprises an outer side face 11 opposite an inner side face 12.
• FIGURE 1 shows that the mechanical reinforcement system 2 according to the second aspect of the invention comprises the rear panel 9, one of the side rails 3 of the motor vehicle 1 according to the third aspect of the invention and an element shock absorber 13 according to the first aspect of the invention.
• FIGURES 2 and 3 illustrate a schematic view of the shock absorber element 13 for motor vehicle 1 according to the first aspect of the invention.
• the shock-absorbing element 13 is seen from below in FIGURE 2 and is seen from above in FIGURE 3.
• FIGURES 4 and 5 illustrate this same shock-absorbing element 13 placed in the motor vehicle 1 in accordance with the third aspect of the invention and included in the system 2 of mechanical reinforcement according to the second aspect of the invention.
• FIGURES 2 and 3 show that the shock absorber element 13 comprises a strut 14, a fixing member 15 intended to allow the fixing of the strut 14 to one of the side rails 3 of the vehicle motor vehicle 1 and a fastening device 16 intended to allow the fastening of the strut 14 to the rear panel 9 of the motor vehicle 1.
• the member fixing device 15 fixes the strut 14 to the rear end 7 side rail 3 of the motor vehicle 1 and the fixing device 16 fixes the strut 14 to the rear panel 9.
• FIGURES 2 and 3 show that the shock absorber element 13 is monolithic, formed of a sheet metal 17 shaped by stamping.
• FIGURES 2 and 3 show that the strut 14 comprises a deformable device called device 18 with programmed deformation.
• the programmed deformation device 18 is configured to allow dissipation of mechanical energy in the event of compression of the strut 14.
• device 18 is configured to allow dissipation of mechanical energy in the event of compression of the strut 14.
• FIGURE 2 shows that strut 14 has a triangular longitudinal profile 19 along the longitudinal direction.
• the triangular longitudinal profile 19 is formed of three sides: a rear side 20 intended to be oriented vis-à-vis the rear panel 9 of the motor vehicle 1, an upper side 21 intended to be oriented opposite the side beam 3 and a lower side 22.
• FIGURES 2 and 3 show the strut 14 has a bottom wall 23 and two side walls 24, 25 located on either side of the bottom wall 23, an outer side wall called the first side wall 24 and a internal side wall called second side wall 25, located in the background in FIGURE 2.
• Two side edges 26, 27 of the strut 14, a first side edge 26 and a second side edge 27 connect the lower wall 23 to the one of the side walls 24, 25 of the strut 14, respectively to the first side wall 24 and to the second side wall 25.
• FIGURES 2 and 3 show that the lower wall 23 of the strut 14 comprises a rear end 28 and a front end 29.
• the front end 29 is transverse to the rear end 28 and coplanar with the upper side 21 of the triangular longitudinal profile 19.
• the front end 29 of the lower wall 23 the strut 14 is included in the fixing member 15.
• the lower wall 23 the strut 14 is located opposite a lower face 30 of the side spar 3.
• the front end 29 of the lower wall 23 the strut 14 is fixed to the side spar 3.
• FIGURES 2 and 3 show that the programmed deformation device 18 comprises a first cavity 31 and a second cavity 32, both formed on the lower wall 23 of the strut 14.
• the dimensions of the convex cavity 32 are equal to the dimensions of the concave cavity 31.
• FIGURES 4 and 5 show that the concave cavity 31 is located proximal to the rear panel 9 of the motor vehicle 1 and the convex cavity 23 is located distal to the rear panel 9 of the motor vehicle 1.
• FIGURES 4 and 5 show that the concave cavity 31 forms a depression oriented in the direction of the side spar 3 on which the shock absorber element 13 is assembled.
• the convex cavity 32 forms a depression oriented in a direction opposite to the side spar 3 on which the shock absorber element 13 is assembled.
• FIGURES 2 and 3 show that the concave cavity 31 has a flat bottom 33, delimited by a circular outline 35 and a circular opening 37, the opening 37 being centered on said bottom 33 and concentric with the circular outline 35.
• FIGURES 4 and 5 show that the bottom 33 of the concave cavity 31 is parallel to the underside 30 of the side spar 3.
• FIGURES 2 and 3 show that the convex cavity 32 has a flat bottom 34 delimited by a circular profile 36.
• FIGURES 4 and 5 show that the bottom 34 of the convex cavity 32 is parallel to the lower face 30 of the spar lateral 3.
• FIGURES 2 and 3 show that the programmed deformation device 18 comprises an initiation zone 38 located between the concave cavity 31 and the convex cavity 32.
• the initiation zone 38 is configured to allow the strut 14 to bend along a fold line 39 bounded by the initiation zone 38.
• the fold line 39 shown in dotted lines, bounded by the priming zone 38 extends across the lower wall 23 of the strut 14 and between the two side walls 24, 25 of the strut 14.
• FIGURES 2 and 3 show that the boot zone 38 has two grooves 40, each groove 40 being formed at one of the side edges 26, 27 of the strut 14. Only one of the grooves 40 is seen in FIGURE 3.
• FIGURE 3 shows that the shock absorber element 13 according to the invention comprises fixing zones 41 to the side spar 3.
• the first side wall 24 of the strut 14 of the shock absorber element 13 forms one of the fixing zones 41 to the lateral spar 3.
• the second side wall 25 of the strut 14 of the shock absorber element 13 comprises fixing lugs 42, 43 of the fixing member 15 which form zones of attachment 41 to the side spar 3.
• the attachment lugs 42, 43 of the attachment member 15 extend perpendicularly to the main extension plane of the second side wall 25 of the strut 14.
• two mounting lugs 42, 43, a front mounting lug 42 and a rear mounting lug 43 are two mounting lugs 42, 43, a front mounting lug 42 and a rear mounting lug 43.
• FIGURE 4 shows that the first side wall 24 of the strut 14 is fixed integrally, by welding, on the outer side face 11 of said side spar 3.
• FIGURE 5 shows that the pat Front fixing te 42 and rear fixing lug 43 of second side wall 25 of strut 14 are fixed integrally, by welding, to underside 30 of side spar 3.
• FIGURE 3 shows that the shock absorber element 13 according to the invention comprises fixing zones 44 to the rear panel 9.
• FIGURES 4 and 5 show that the assembly tabs 45, 46 of the leg of force 14 are fixed integrally to the rear panel 9, via a fixing plate 50 of the side spar 3 fixing the side spar to the rear panel 9.
• the assembly lugs 45, 46 of the strut 14 are fixed by welding to the fixing plate 50.
• the fixing plate 50 of the side rail 3 is fixed to the rear panel 9 by screws 51.
• FIGURES 2 and 3 show that a rear edge 47 connecting the lower wall 23 of the strut 14 to the lower assembly bracket 45 comprises two stiffeners 48.
• the stiffeners 48 prevent a deformation of the strut 14 in the longitudinal direction.
• FIGURES 2 and 3 show that the fixing member 15 comprises an orifice 49 provided in the front end 29 of the lower wall 23 of the strut 14.
• the orifice 49 is intended to fix the strut 14 to the lateral spar 3 of the motor vehicle 1, the lateral spar 3 considered being perforated concentrically to the orifice 49 to accommodate therein a rivet for fixing the strut 14 to the lateral spar 3 of the motor vehicle 1.
• FIGURE 6 schematically shows a deformation kinetics initiated by the strut 14 of the shock absorber element 13 according to the invention following an impact occurring behind the rear panel 9.
• a mechanical force due to the rear impact is represented by a first arrow 611. This mechanical force is transmitted to the side spar 3 and to the shock absorber element 13 according to the invention.
• a second inset 602 of FIGURE 6 shows that the priming zone 38 tends to deform by folding along the folding line 39, thanks to the two grooves 40, not shown. By bending along the fold line 39, the strut 14 absorbs part of the mechanical force due to the impact.
• the strut 14 undergoes a programmed deformation corresponding to an elevation of the fold line 39 as represented by a second arrow 612.
• the boot zone 38 allows the strut 14 to collapse in the direction of the lateral spar 3.
• the strut 14 allows the mechanical forces due to the impact to be dissipated, and the residual mechanical forces transmitted to the lateral spar 3 to be oriented parallel and to colinear way to the side beam 3 so as to compress it horizontally and avoid its verticalization.
• a third arrow 613 represents the mechanical forces transmitted to the side spar 3 after dissipation at the level of the shock absorber element 13 according to the invention.
• the invention relates to a shock-absorbing element 13 for a motor vehicle 1.
• the shock-absorbing element 13 is intended to be assembled on a rear end 7 of a side member 3 of the motor vehicle 1.
• the shock absorber element 13 comprises a strut 14, a fixing member 15 intended to allow the fixing of the strut 14 to the side member of the motor vehicle 1 and a fixing device 16 intended to allow the fixing of the strut force 14 to a rear panel 9 of the motor vehicle 1.
• the strut 14 comprises a deformable device - called programmed deformation device 18 - configured to allow energy dissipation mechanical in case of compression of said strut 14.

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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)

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• 2021
  • 2021-06-09 FR FR2106063A patent/FR3123875A1/fr active Pending
• 2022
  • 2022-05-03 EP EP22724812.7A patent/EP4351953A1/de active Pending
  • 2022-05-03 CN CN202280041171.1A patent/CN117529431A/zh active Pending
  • 2022-05-03 WO PCT/FR2022/050853 patent/WO2022258898A1/fr active Application Filing

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