WO2005100100A1 - Set of at least two lower supports for a vehicle bumper and a set of two front blocks - Google Patents

Set of at least two lower supports for a vehicle bumper and a set of two front blocks Download PDF

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Publication number
WO2005100100A1
WO2005100100A1 PCT/FR2005/000640 FR2005000640W WO2005100100A1 WO 2005100100 A1 WO2005100100 A1 WO 2005100100A1 FR 2005000640 W FR2005000640 W FR 2005000640W WO 2005100100 A1 WO2005100100 A1 WO 2005100100A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
lot according
connecting means
lot
low support
Prior art date
Application number
PCT/FR2005/000640
Other languages
French (fr)
Inventor
Laurent Rocheblave
Hugues Cheron
Original Assignee
Compagnie Plastic Omnium
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from EP20040290717 external-priority patent/EP1459941B1/en
Application filed by Compagnie Plastic Omnium filed Critical Compagnie Plastic Omnium
Priority to JP2007503378A priority Critical patent/JP2007529360A/en
Publication of WO2005100100A1 publication Critical patent/WO2005100100A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/04—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects formed from more than one section in a side-by-side arrangement
    • B60R19/12—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects formed from more than one section in a side-by-side arrangement vertically spaced
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
    • B60R2019/1806—Structural beams therefor, e.g. shock-absorbing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
    • B60R2019/1806—Structural beams therefor, e.g. shock-absorbing
    • B60R2019/1833—Structural beams therefor, e.g. shock-absorbing made of plastic material
    • B60R2019/1846—Structural beams therefor, e.g. shock-absorbing made of plastic material comprising a cellular structure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
    • B60R2019/1806—Structural beams therefor, e.g. shock-absorbing
    • B60R2019/1833—Structural beams therefor, e.g. shock-absorbing made of plastic material
    • B60R2019/1853—Structural beams therefor, e.g. shock-absorbing made of plastic material of reinforced plastic material
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians

Definitions

  • the present invention relates to a batch of at least two low supports for a motor vehicle, and a batch of two front blocks of a motor vehicle.
  • low supports intended to protect pedestrians in the event of impacts. These low supports are generally located at the level of the tibia 5 of a pedestrian so as to spare the pedestrian during an impact, by limiting the flexion of his knee. Such low supports are therefore arranged sufficiently forward to find themselves as far back as possible relative to the rest of the vehicle.
  • the models of motor vehicles are more and more varied and that it is interesting, for the manufacturers, not to multiply the parts specific to each of these models, but rather to try to standardize them from one model to another, so as to limit their design and manufacturing costs.
  • the manufacture of low standard supports which can be mounted on vehicles whose front geometry is different, could be particularly economical.
  • the current low supports are specific to the vehicle model on which they are mounted, in particular for the following two reasons. First of all, the shields are more or less curved from one model to another *, and as the low supports must be as far forward as possible to spare the pedestrian, it is necessary to provide low supports whose curve follows as much as possible that of the shield.
  • each low support is designed so that it is not too rigid so as not to destabilize the structures of the vehicle on which it is fixed, while suitably ensuring its protective function for pedestrian impacts.
  • the present invention aims to provide a standard low support, which can be mounted on vehicles whose front unit has a different geometry, without destabilizing these vehicles during high speed impacts.
  • the subject of the invention is a batch of at least two low supports for a motor vehicle, each low support comprising an interchangeable cross member with the cross member of any other low support of the same batch, and means for connecting the cross member to the vehicle structure, characterized in that each low support comprises a part e for adaptation to the geometry of the vehicle, the adaptation parts being different from a low support to another low support for the same batch, and in that the liaiso n means contain plastic.
  • the low support To this standard part of the low support, a part for adapting to the geometry of the vehicle is added, making it possible to preserve the specificity of each low support for the vehicle model on which it is mounted.
  • the connecting means contain plastic, which gives them a capacity for deformation or rupture from a predetermined force threshold
  • the low support according to the invention can be subjected to Danner shocks or high speed, without destabilizing the structure of the vehicle on which it is supported.
  • the division of the low support into several parts makes it possible to optimize the function of each of them, the cross member being made of a material or a set of materials giving it sufficient stability, and the adaptation part in a lighter and easier to shape material.
  • cross member means a structural part which extends along the width of the vehicle over a distance at least equal to that separating the connecting means of the low support on the vehicle structure.
  • interchangeable cross member is meant a cross member which can be isolated, functionally dissociate from the part adapted to the geometry of the vehicle, and mount on a low support of the same batch in place of its original cross member. , without modifying the performances fixed by the specifications of this low support.
  • means for connecting to the vehicle structure is meant a part of the low support which transmits to the vehicle structure the forces received by its crossmember, in particular during an impact. As they include plastic, these connecting means are relatively flexible and do not transmit forces to the vehicle structure which could destabilize it.
  • each cross member is a beam.
  • the beam is standard, it has a curvature and dimensions allowing it to be mounted on different vehicle platforms.
  • this beam is suitable for working in bending during an impact.
  • the cross member is a plate, possibly reinforced.
  • each adaptation part has a different dimension in the direction of movement of the vehicle.
  • each part of adaptation to the geometry of the vehicle comprises a spacer, intended to occupy the space left free between the cross-member and the bumper skin of the vehicle.
  • This spacer placed just behind the bumper skin, is specific to each model of vehicle and can therefore adapt perfectly to its curve.
  • the spacer is configured to work in compression during an impact, to quickly reach a force threshold from which the leg of a pedestrian will be rotated.
  • the spacer can be ribbed, for example so as to be able to absorb energy in the event of impacts.
  • the adaptation part came integrally with a bumper reinforcement, a lower convergent, or an air intake grille of the vehicle.
  • the cross member is more rigid around the areas intended to be located at the level of the structure of the vehicle.
  • these areas are strong enough not to break, and to transmit the forces to the side members in the event of impacts.
  • the ribs of the spacer may be less dense in the region intended to be located at the level of the side members.
  • the spacer is less rigid in these areas, which makes it possible to compensate for the excess rigidity of the crosspiece at this location.
  • the part for adapting to the geometry of the vehicle comprises the means for connecting to the structure of the vehicle.
  • the connecting means are different from one low support to the other and are specific to the model of the vehicle on which it is mounted.
  • each bottom support of the batch can have a different dimension in the transverse direction of the vehicle, which allows two low supports of the same batch to adapt to two vehicles whose transverse dimensions are different, for example two vehicles whose side members are differently spaced.
  • the connection means are interchangeable from one low support to the other.
  • These connecting means comprise soles, arranged between the cross member and each side member of each vehicle. These soles may have dimensions in the transverse direction greater than those of the side members of each vehicle.
  • the soles can be the same from a low support to the other of the same batch, while being able to be arranged in line with longitudinal members whose spacing in the transverse direction is different from one vehicle to another.
  • the connecting means comprise two parts, and the contact surface between these two parts is generally a vertical plane, the normal of which intercepts the longitudinal axis of the vehicle in front of said vehicle.
  • the connecting means mounted on the low support have a beveled contact plane which allows the force received by the cross member to be taken up.
  • the force transmitted to the longitudinal members results in an oblique steering force which tends to separate the two extensions from one another.
  • the beveled plane of the extensions is adapted so that this force arrives perpendicular thereto and therefore that the transmission of energy to the longitudinal members is optimal.
  • the crosspieces, the connecting means or the adaptation parts are made of charged polyamides, charged polypropylenes, of thermosetting material, of HTPC composite material, or of plastic material reinforced with a fabric such as the Twintex fabric sold by the company. Vetrotex, possibly in combination with sheet steel or aluminum inserts.
  • the adapter parts or the connecting means can be molded onto the crosspieces.
  • the present invention also relates to a batch of two front blocks of a motor vehicle, each comprising a low support forming part of a batch as previously described, in which the space between the two side members of each front block is different.
  • the present invention relates to a batch of two front blocks of a motor vehicle, each comprising a low support forming part of a batch as previously described, in which the space between each spar and the bumper skin of each vehicle is different.
  • - Figure 1 is a perspective view of a low support belonging to a lot according to a first embodiment of the invention
  • - Figure 2 is a perspective view of a low support belonging to a lot according to a second embodiment of the invention
  • - Figure 3 is a top view of part of a low support belonging to a lot according to a third embodiment of the invention.
  • a low support for a motor vehicle forming part of a batch according to the invention comprises a cross member 10, such as that shown in FIG. 1.
  • This cross member 10 is a curved beam, made of a material allowing it to work in bending.
  • the possible materials for making the beam 10 are filled polyamides, polypropylenes loaded with talc or glass fibers, thermosets, materials similar to those manufactured under the brand TWINTEX, hybrid composite materials (HTPC), in combination or not. with stiffer inserts, for example aluminum sheet.
  • the cross member 10 has ribs so as to strengthen it. It can be seen that the network of ribs is more or less dense, comprising zones 12 of dense ribbing and zones 14 of less dense ribbing.
  • the beam 10 of the low support shown in Figure 1 is interchangeable with a beam of another low support (not shown) forming part of a lot according to the invention. More precisely, it is identical.
  • the low support further comprises a spacer 16, constituting an adaptation part of the low support to the geometry of the vehicle, specific to this vehicle, and therefore different from a spacer of another low support of the batch according to the 'invention.
  • This spacer 16 constitutes an additional element of the low support which is added in front of the beam 10 so as to fill the space between the beam 10 and the bumper shield of the vehicle, and therefore to stick as close as possible of the curve of the shield.
  • the spacer 16 has ribs, so as to increase the rigidity of the bottom support.
  • Certain zones 18 of the spacer 16 have a less dense ribbing. These areas are located to the right of the vehicle side rails. The less dense ribbing zones 18 compensate for the lack of flexibility of the beam 10 in line with the side members. Indeed, the spacer 16 generally does not work in bending but in compression which does not require having a high rigidity in line with the side members of the vehicle.
  • the bottom support of Figure 1 has a standard cross 10, while being able to be mounted on vehicles whose shield is different.
  • the bottom support of FIG. 1 finally comprises means of connection to the structure of the vehicle, comprising a sole 20, arranged on the beam 10, in line with the side members of the vehicle (not shown) and a shock absorber 22.
  • these connecting means are the same as those of another bottom support of the same batch.
  • the soles 20 could be fixed, in different locations from a low support to another low support of the same batch.
  • a low support forming part of a batch according to another embodiment of the invention comprises, as can be seen in FIG.
  • the connecting means of the cross member 24 to the side members of the vehicle include slots 30 made of plastic.
  • the slots 30 have three housings 32, 34, 36, each of which can serve as a support surface for the absorber 28. These slots 30 are the same on all the low supports of the same batch. But the housing serving as a support surface for the absorber 28 can change from a low support to another low support of the same batch.
  • the housing 36 which will serve as a support surface
  • the housing 32 or 34 which will serve as a bearing surface.
  • FIG. 3 one can see a beam 40 similar to that of FIGS. 1 and 2, on which an extension 42 is arranged.
  • the bottom support of this figure comprises a spacer similar to the spacer 16, not shown.
  • the extension 42 is arranged in line with a side member 44 of the vehicle, provided with an absorber 46.
  • the inner face 48 of the extension 42 intended to be opposite the absorber 46, constitutes a sole whose dimension L in the transverse direction Y is greater than the dimension I of the beam 44 or of its absorber 46 in the same direction.
  • the sole 48 is wide enough to still be in line with another beam 44 'and another absorber 46' when the low support is mounted on a vehicle of different model, in which the distance between the two beams is smaller.
  • the sole 48 and the absorber 46 are connected in a plane which is not exactly perpendicular to the longitudinal direction X, but which is slightly oblique, turned towards the interior of the vehicle, so as to be able to best transmit the forces received during an impact to the vehicle side member.
  • the beam 40 receives a considerable force, generally at its center, in the part situated between the two longitudinal members. Under the effect of this force, the beam 40 flexes, absorbs part of the energy, and transmits the rest to the extensions 42, in the form of a force F.
  • the direction of this force n ' is not that of the direction of movement X, it is slightly oblique, due to the bending of the beam 40.
  • the sole 48 of the extension 42 is inclined so that this force F is substantially perpendicular to this sole 48. Thus , the force arrives perpendicular to the surface of the absorber 46 which receives it optimally.
  • the absorber is thus designed to absorb as much of the energy of an impact at high speed as possible, but beyond this energy, the absorber minimizes the forces other than longitudinal to the spar.
  • the cross-member and the adaptation part in very different materials, each being adapted to the function which it will perform.
  • the cross member can be made of a material which is suitable for working in bending, while the spacer can be made of a material offering a fast and relatively low resistance in the case of an impact with the leg of a pedestrian.
  • the bottom supports of a batch according to the invention are relatively compact due to their standardization on vehicles which may have different geometries. Therefore, it is particularly interesting to mount them on vehicles in which the air inlets are large, and the place made for low supports limited.
  • the present invention is not limited to the embodiments previously described.

Abstract

The invention relates to a set of at least two lower supports for a motor vehicle each of which comprises a cross member (10, 24, 40) interchangeable with any lower support of the same set and the elements (20, 22, 28, 30, 42, 46, 46') of the cross member (10, 24, 40) connecting to the vehicle structure (44, 44'). Each lower support is provided with a part (16, 26) matching the vehicle geometry, wherein said matching part (16, 26) of one lower support differs from the matching part of the other lower support of the same set and the connecting elements (20, 22, 28, 30, 42, 46, 46') comprise a plastic material.

Description

OT D'AU MOINS -DEUX APPUIS BAS POUR PARE-CHOC DE VEHICULE AUTOMOBILE, ET LOT DE DEUX BLOCS AVANT OT OF AT LEAST TWO LOW SUPPORTS FOR MOTOR VEHICLE BUMPERS, AND LOT OF TWO FRONT BLOCKS
La présente invention concerne un lot d'au moins deux appuis bas pour véhicule automobile, et un lot de deux blocs avant de véhicule automobile. On connaît déjà, dans l'état de la technique, des appuis bas destinés à protéger les piétons en cas de chocs. Ces appuis bas sont généralement situés à la hauteur du tibia 5 d'un piéton de façon à épargner le piéton lors d'un impact, en limitant la flexion de son genou. De tels appuis bas sont donc agencés suffisamment en avant pour se retrouver le moins possible en retrait par rapport au reste du véhicule. On sait par ailleurs que les modèles de véhicules automobiles sont de plus en plus variés et qu'il est intéressant, pour les constructeurs, de ne pas multiplier les piè ces 10 spécifiques à chacun de ces modèles, mais plutôt d'essayer de les standardiser d'un modèle à l'autre, de façon à limiter leurs coûts de conception et de fabrication. Notamment, la fabrication d'appuis bas standards, pouvant être montés sur des véhicules dont la géométrie avant est différente, pourrait être particulièrement économique. Cependant, les appuis bas actuels sont spécifiques au modèle de véhicule sur 15 lequel ils sont montés, en particulier pour les deux raisons suivantes. Tout d'abord, les boucliers sont plus ou moins galbés d'un modèle à l'autre*, et comme les appuis bas doivent se trouver le plus possible en avant pour épargnesr le piéton, il est nécessaire de fournir des appuis bas dont le galbe suit le plus possible celui du bouclier. 20 Ensuite, il est important, en prévision des chocs Danner (chocs « assurance » à 15Km/H) ou à haute vitesse, que la transmission d'efforts à des longerons bas du véhicule par l'appui bas limite les sollicitations selon des directions autres que la direction longitudinale du véhicule, qui pourraient déstabiliser ces longerons, notamment lorsque le choc a lieu contre un obstacle qui n'est pas perpendiculaire à la direction longitudinale du 25 véhicule, c'est à dire à sa direction de déplacement. A cet effet, on conçoit chaque appui bas de manière qu'il ne soit pas trop rigide pour ne pas déstabiliser la structures du véhicule sur laquelle il est fixé, tout en assurant convenablement sa fonction de protection pour les chocs piétons. Mais si une telle conception est possible pour un modèle donné de véhicule ., en 30 adaptant l'appui bas aux spécificités de sa géométrie, elle n'est μ s reconductible dans la cadre d'une standardisation, où de telles spécificités sont par définition ignorées. La présente invention vise à fournir un appui bas standard, qui peut être monté sur des véhicules dont le bloc avant a une géométrie différente, sans pour autant déstabiliser ces véhicules lors de chocs à haute vitesse. A cet effet, l'invention a pour objet un lot d'au moins deux appuis bas pour véhicul e automobile, chaque appui bas comportant une traverse interchangeable avec la traverse de tout autre appui bas du même lot, et des moyens de liaison de la traverse à l a structure du véhicule, caractérisé en ce que chaque appui bas comporte une parti e d'adaptation à la géométrie du véhicule, les parties d'adaptation étant différentes d'u n appui bas à un autre appui bas du même lot, et en ce que les moyens de liaiso n contiennent de la matière plastique. Ainsi, on obtient grâce à l'invention un lot de deux appuis bas destinés à être installés sur des véhicules dont le bouclier a une géométrie différente, tout en ayant un e partie de cet appui bas, la traverse, commune aux deux véhicules. A cette partie standard de l'appui bas, est ajoutée une partie d'adaptation à la géométrie du véhicule, permettant de conserver la spécificité de chaque appui bas au modèle de véhicule sur lequel il est monté. De plus, comme les moyens de liaison contiennent de la matière plastique, qui leur confère une aptitude à la déformation ou à la rupture à partir d'un seuil d'effort prédéterminé, l'appui bas selon l'invention peut subir des chocs Danner ou haute vitesse, sans déstabiliser la structure du véhicule sur lequel il prend appui. Par ailleurs, la division de l'appui bas en plusieurs parties permet d'optimiser la fonction de chacune d'entre elles, la traverse étant réalisée dans un matériau ou u n ensemble de matériaux lui donnant une stabilité suffisante, et la partie d'adaptation dan s un matériau plus léger et facile à mettre en forme. Par « traverse », on entend une pièce structurelle qui s'étend suivant la largeur d u véhicule sur une distance au moins égale à celle séparant les moyens de liaison d e l'appui bas sur la structure du véhicule. Par traverse « interchangeable », on entend une traverse que l'on peut isoler, dissocier fonctionnellement de la partie d'adaptation à la géométrie du véhicule, et monter sur un appui bas du même lot en lieu et place de sa traverse d'origine, sans modifier les performances fixées par le cahier des charges de cet appui bas. Par « moyens de liaison à la structure du véhicule » , on entend une partie de l'appui bas qui transmet à la structure du véhicule les efforts reçus par sa traverse, notamment lors d'un choc. Comme ils comportent de la matière plastique, ces moyens de liaison sont relativement souples et ne transmettent pas à la structure du véhicule des efforts qui pourraient la déstabiliser. En outre, ces moyens de liaison peuvent comporter des prolonges de longerons ou des absorbeurs de chocs, ce qui leur confère dans ce dernier cas une capacité à absorber une partie de l'énergie reçue. La structure du véhicule peut comprendre les longerons du véhicule, des longerons inférieurs reliés au berceau du véhicule, des bras s'étendant sous les longerons, parallèlement à ceux-ci, des jambages descendants au droit des faces d'appui des longerons, ou encore une face avant technique. Selon un mode de réalisation préféré de l'invention, chaque traverse est une poutre. Ainsi, la poutre est standard, elle a une courbure et des dimensions lui permettant d'être montée sur différentes plates-formes de véhicules. De plus, cette poutre est adaptée pour travailler en flexion lors d'un choc. Selon un autre mode de réalisation, la traverse est une plaque, éventuellement renforcée. Selon un mode de réalisation de l'invention, chaque partie d'adaptation a une dimension différente dans la direction de déplacement du véhicule. Eventuellement, chaque partie d'adaptation à la géométrie du véhicule comporte une entretoise, destinée à occuper l'espace laissé libre entre la traverse et la peau de pare-chocs du véhicule. Cette entretoise, disposée juste derrière la peau de pare-chocs, est spécifique à chaque modèle de véhicule et peut donc s'adapter parfaitement au galbe de celui-ci. L'entretoise est configurée de façon à travailler en compression lors d'un choc, pour atteindre rapidement un seuil d'effort à partir duquel la jambe d'un piéton sera mise en rotation. Par ailleurs, l'entretoise peut être nervurée, par exemple de façon à pouvoir absorber de l'énergie en cas de chocs. Eventuellement, la partie d'adaptation est venue de matière avec un renfort de pare- chocs, un convergent inférieur, ou une grille d'entrée d'air du véhicule. Selon un mode de réalisation particulier, la traverse est plus rigide autour des zones destinées à se trouver au droit de la structure du véhicule. Ainsi, ces zones sont suffisamment résistantes pour ne pas se casser, et pour transmettre les efforts aux longerons en cas de chocs. Par ailleurs, les nervures de l'entretoise peuvent être moins denses dans la région destinée à se trouver au droit des longerons. Ainsi, l'entretoise est moins rigide en ces zones, ce qui permet de compenser l'excès de rigidité de la traverse à cet endroit. Selon un mode de réalisation de l'invention, la partie d'adaptation à la géométrie du véhicule comprend les moyens de liaison à la structure du véhicule. Ainsi, les moyens de liaison sont différents d'un appui bas à l'autre et sont spécifiques au modèle du véhicule sur lequel il est monté. De plus, les moyens de liaison de chaque appui bas du lot peuvent avoir une dimension différente dans la direction transversale du véhicule, ce qui permet à deux appuis bas du même lot de s'adapter à deux véhicules dont les dimensions transversales sont différentes, par exemple deux véhicules dont les longerons sont différemment espacés. Selon un autre mode de réalisation, les moyens de liaison sont interchangeables d'un appui bas à l'autre. Ces moyens de liaison comprennent des semelles, agencées entre la traverse et chaque longeron de chaque véhicule. Ces semelles peuvent avoir des dimensions dans la direction transversale supérieures à celles des longerons de chaque véhicule. Ainsi, les semelles peuvent être les mêmes d'un appui bas à l'autre du même lot, tout en pouvant être agencées au droit de longerons dont l'espacement dans la direction transversale est différente d'un véhicule à l'autre. Eventuellement, les moyens de liaison comprennent deux parties, et la surface de contact entre ces deux parties est globalement un plan vertical dont la normale intercepte l'axe longitudinal du véhicule à l'avant dudit véhicule. En d'autres termes, les moyens de liaison montés sur l'appui bas ont un plan de contact en biseau qui permet de reprendre l'effort reçu par la traverse. En effet, comme la traverse travaille en flexion, l'effort transmis aux longerons se traduit par une force de direction oblique qui tend à écarter les deux prolonges l'une de l'autre. Le plan biseauté des prolonges est adapté de façon que cette force arrive perpendiculairement à celui-ci et donc que la transmission de l'énergie vers les longerons soit optimale. Eventuellement, les traverses, les moyens de liaison ou les parties d'adaptations sont réalisés en polyamides chargés, polypropylènes chargés, en matériau thermodurcissable, en matériau composite HTPC, ou en matière plastique renforcée par un tissu tel que le tissu Twintex commercialisé par la société Vetrotex, en combinaison éventuellement avec des inserts en tôle d'acier ou d'aluminium. De plus, les parties d'adaptation ou les moyens de liaison peuvent être surmoulés sur les traverses. La présente invention concerne également un lot de deux blocs avant de véhicule automobile, comportant chacun un appui bas faisant partie d'un lot tel que précédemment décrit, dans lequel l'espace entre les deux longerons de chaque bloc avant est différent. Enfin, la présente invention concerne un lot de deux blocs avant de véhicule automobile, comportant chacun un appui bas faisant partie d'un lot tel que précédemment décrit, dans lequel l'espace compris entre chaque longeron et la peau de pare-chocs de chaque véhicule est différent. L'invention sera mieux comprise à la lecture de la description qui va suivre, donnée uniquement à titre d'exemple et faite en se référant aux dessins dans lesquels : - la figure 1 est une vue en perspective d'un appui bas appartenant à un lot selon un premier mode de réalisation de l'invention ; - la figure 2 est une vue en perspective d'un appui bas appartenant à un lot selon un deuxième mode de réalisation de l'invention ; et - la figure 3 est une vue du dessus d'une partie d'un appui bas appartenant à un lot selon un troisième mode de réalisation de l'invention. Un appui bas pour véhicule automobile faisant partie d'un lot selon l'invention comporte une traverse 10, telle que celle représentée sur la figure 1. Cette traverse 10 est une poutre courbée, réalisée dans un matériau lui permettant de travailler en flexion. Les matériaux possibles pour réaliser la poutre 10 sont des polyamides chargés, des polypropylènes chargés en talc ou en fibres de verre, des thermodurcissables, des matériaux similaires à ceux fabriqués sous la marque TWINTEX, des matériaux composites hybrides (HTPC), en combinaison ou non avec des inserts plus raides, par exemple en tôle d'aluminium. La traverse 10 comporte des nervures de façon à la renforcer. On peut voir que le réseau de nervures est plus ou moins dense, comportant des zones 12 de nervurage dense et des zones 14 de nervurage moins dense. Cette variation de densité des nervures est adaptée pour que, lorsque la poutre travaille en flexion, celle-ci ait une grande rigidité autour des zones situées au droit des longerons du véhicule, c'est-à-dire les zones 12, afin d'éviter que cette flexion soit trop grande. La poutre 10 de l'appui bas représenté sur la figure 1 est interchangeable avec une poutre d'un autre appui bas (non représenté) faisant partie d'un lot selon l'invention. Plus précisément, elle est identique. L'appui bas comporte en outre une entretoise 16, constituant une partie d'adaptation de l'appui bas à la géométrie du véhicule, spécifique à ce véhicule, et donc différente d'une entretoise d'un autre appui bas du lot selon l'invention. Cette entretoise 16 constitue un élément additionnel de l'appui bas qui vient s'ajouter devant la poutre 10 de façon à combler l'espace situé entre la poutre 10 et le bouclier de pare-chocs du véhicule, et donc de coller au plus proche du galbe de bouclier. L'entretoise 16 comporte des nervures, de façon à augmenter la rigidité de l'appui bas. Certaines zones 18 de l'entretoise 16 ont un nervurage moins dense. Ces zones sont situées au droit des longerons du véhicule. Les zones 18 de nervurage moins dense permettent de compenser l'absence de flexibilité de la poutre 10 au droit des longerons. En effet, l'entretoise 16 ne travaille globalement pas en flexion mais en compression ce qui ne nécessite pas d'avoir une grande rigidité au droit des longerons du véhicule. Ainsi, grâce à l'entretoise 16, l'appui bas de la figure 1 comporte une traverse standard 10, tout en pouvant être monté sur des véhicules dont le bouclier est différent.The present invention relates to a batch of at least two low supports for a motor vehicle, and a batch of two front blocks of a motor vehicle. Already known in the prior art, low supports intended to protect pedestrians in the event of impacts. These low supports are generally located at the level of the tibia 5 of a pedestrian so as to spare the pedestrian during an impact, by limiting the flexion of his knee. Such low supports are therefore arranged sufficiently forward to find themselves as far back as possible relative to the rest of the vehicle. We also know that the models of motor vehicles are more and more varied and that it is interesting, for the manufacturers, not to multiply the parts specific to each of these models, but rather to try to standardize them from one model to another, so as to limit their design and manufacturing costs. In particular, the manufacture of low standard supports, which can be mounted on vehicles whose front geometry is different, could be particularly economical. However, the current low supports are specific to the vehicle model on which they are mounted, in particular for the following two reasons. First of all, the shields are more or less curved from one model to another *, and as the low supports must be as far forward as possible to spare the pedestrian, it is necessary to provide low supports whose curve follows as much as possible that of the shield. 20 Next, it is important, in anticipation of Danner shocks (“insurance” shocks at 15 km / h) or at high speed, that the transmission of forces to the lower side members of the vehicle by the low support limit the stresses in directions other than the longitudinal direction of the vehicle, which could destabilize these longitudinal members, in particular when the impact takes place against an obstacle which is not perpendicular to the longitudinal direction of the vehicle, ie to its direction of movement. To this end, each low support is designed so that it is not too rigid so as not to destabilize the structures of the vehicle on which it is fixed, while suitably ensuring its protective function for pedestrian impacts. But if such a design is possible for a given model of vehicle, by adapting the low support to the specificities of its geometry, it cannot be renewed in the context of standardization, where such specificities are by definition ignored. The present invention aims to provide a standard low support, which can be mounted on vehicles whose front unit has a different geometry, without destabilizing these vehicles during high speed impacts. To this end, the subject of the invention is a batch of at least two low supports for a motor vehicle, each low support comprising an interchangeable cross member with the cross member of any other low support of the same batch, and means for connecting the cross member to the vehicle structure, characterized in that each low support comprises a part e for adaptation to the geometry of the vehicle, the adaptation parts being different from a low support to another low support for the same batch, and in that the liaiso n means contain plastic. Thus, one obtains thanks to the invention a set of two low supports intended to be installed on vehicles whose shield has a different geometry, while having a part of this low support, the cross member, common to the two vehicles. To this standard part of the low support, a part for adapting to the geometry of the vehicle is added, making it possible to preserve the specificity of each low support for the vehicle model on which it is mounted. In addition, as the connecting means contain plastic, which gives them a capacity for deformation or rupture from a predetermined force threshold, the low support according to the invention can be subjected to Danner shocks or high speed, without destabilizing the structure of the vehicle on which it is supported. Furthermore, the division of the low support into several parts makes it possible to optimize the function of each of them, the cross member being made of a material or a set of materials giving it sufficient stability, and the adaptation part in a lighter and easier to shape material. By "cross member" means a structural part which extends along the width of the vehicle over a distance at least equal to that separating the connecting means of the low support on the vehicle structure. By “interchangeable” cross member is meant a cross member which can be isolated, functionally dissociate from the part adapted to the geometry of the vehicle, and mount on a low support of the same batch in place of its original cross member. , without modifying the performances fixed by the specifications of this low support. By “means for connecting to the vehicle structure” is meant a part of the low support which transmits to the vehicle structure the forces received by its crossmember, in particular during an impact. As they include plastic, these connecting means are relatively flexible and do not transmit forces to the vehicle structure which could destabilize it. In addition, these connecting means may include extension beams or shock absorbers, which gives them in the latter case an ability to absorb some of the energy received. The structure of the vehicle may include the side members of the vehicle, lower side members connected to the cradle of the vehicle, arms extending under the side members, parallel to these, descending legs in line with the bearing faces of the side members, or a technical front panel. According to a preferred embodiment of the invention, each cross member is a beam. Thus, the beam is standard, it has a curvature and dimensions allowing it to be mounted on different vehicle platforms. In addition, this beam is suitable for working in bending during an impact. According to another embodiment, the cross member is a plate, possibly reinforced. According to an embodiment of the invention, each adaptation part has a different dimension in the direction of movement of the vehicle. Optionally, each part of adaptation to the geometry of the vehicle comprises a spacer, intended to occupy the space left free between the cross-member and the bumper skin of the vehicle. This spacer, placed just behind the bumper skin, is specific to each model of vehicle and can therefore adapt perfectly to its curve. The spacer is configured to work in compression during an impact, to quickly reach a force threshold from which the leg of a pedestrian will be rotated. Furthermore, the spacer can be ribbed, for example so as to be able to absorb energy in the event of impacts. Optionally, the adaptation part came integrally with a bumper reinforcement, a lower convergent, or an air intake grille of the vehicle. According to a particular embodiment, the cross member is more rigid around the areas intended to be located at the level of the structure of the vehicle. Thus, these areas are strong enough not to break, and to transmit the forces to the side members in the event of impacts. Furthermore, the ribs of the spacer may be less dense in the region intended to be located at the level of the side members. Thus, the spacer is less rigid in these areas, which makes it possible to compensate for the excess rigidity of the crosspiece at this location. According to one embodiment of the invention, the part for adapting to the geometry of the vehicle comprises the means for connecting to the structure of the vehicle. Thus, the connecting means are different from one low support to the other and are specific to the model of the vehicle on which it is mounted. In addition, the connecting means of each bottom support of the batch can have a different dimension in the transverse direction of the vehicle, which allows two low supports of the same batch to adapt to two vehicles whose transverse dimensions are different, for example two vehicles whose side members are differently spaced. According to another embodiment, the connection means are interchangeable from one low support to the other. These connecting means comprise soles, arranged between the cross member and each side member of each vehicle. These soles may have dimensions in the transverse direction greater than those of the side members of each vehicle. Thus, the soles can be the same from a low support to the other of the same batch, while being able to be arranged in line with longitudinal members whose spacing in the transverse direction is different from one vehicle to another. Optionally, the connecting means comprise two parts, and the contact surface between these two parts is generally a vertical plane, the normal of which intercepts the longitudinal axis of the vehicle in front of said vehicle. In other words, the connecting means mounted on the low support have a beveled contact plane which allows the force received by the cross member to be taken up. In fact, as the cross-member works in flexion, the force transmitted to the longitudinal members results in an oblique steering force which tends to separate the two extensions from one another. The beveled plane of the extensions is adapted so that this force arrives perpendicular thereto and therefore that the transmission of energy to the longitudinal members is optimal. Possibly, the crosspieces, the connecting means or the adaptation parts are made of charged polyamides, charged polypropylenes, of thermosetting material, of HTPC composite material, or of plastic material reinforced with a fabric such as the Twintex fabric sold by the company. Vetrotex, possibly in combination with sheet steel or aluminum inserts. In addition, the adapter parts or the connecting means can be molded onto the crosspieces. The present invention also relates to a batch of two front blocks of a motor vehicle, each comprising a low support forming part of a batch as previously described, in which the space between the two side members of each front block is different. Finally, the present invention relates to a batch of two front blocks of a motor vehicle, each comprising a low support forming part of a batch as previously described, in which the space between each spar and the bumper skin of each vehicle is different. The invention will be better understood on reading the description which follows, given solely by way of example and made with reference to the drawings in which: - Figure 1 is a perspective view of a low support belonging to a lot according to a first embodiment of the invention; - Figure 2 is a perspective view of a low support belonging to a lot according to a second embodiment of the invention; and - Figure 3 is a top view of part of a low support belonging to a lot according to a third embodiment of the invention. A low support for a motor vehicle forming part of a batch according to the invention comprises a cross member 10, such as that shown in FIG. 1. This cross member 10 is a curved beam, made of a material allowing it to work in bending. The possible materials for making the beam 10 are filled polyamides, polypropylenes loaded with talc or glass fibers, thermosets, materials similar to those manufactured under the brand TWINTEX, hybrid composite materials (HTPC), in combination or not. with stiffer inserts, for example aluminum sheet. The cross member 10 has ribs so as to strengthen it. It can be seen that the network of ribs is more or less dense, comprising zones 12 of dense ribbing and zones 14 of less dense ribbing. This variation in density of the ribs is adapted so that, when the beam works in flexion, the latter has great rigidity around the zones located to the right of the side members of the vehicle, that is to say the zones 12, in order to avoid that this bending is too great. The beam 10 of the low support shown in Figure 1 is interchangeable with a beam of another low support (not shown) forming part of a lot according to the invention. More precisely, it is identical. The low support further comprises a spacer 16, constituting an adaptation part of the low support to the geometry of the vehicle, specific to this vehicle, and therefore different from a spacer of another low support of the batch according to the 'invention. This spacer 16 constitutes an additional element of the low support which is added in front of the beam 10 so as to fill the space between the beam 10 and the bumper shield of the vehicle, and therefore to stick as close as possible of the curve of the shield. The spacer 16 has ribs, so as to increase the rigidity of the bottom support. Certain zones 18 of the spacer 16 have a less dense ribbing. These areas are located to the right of the vehicle side rails. The less dense ribbing zones 18 compensate for the lack of flexibility of the beam 10 in line with the side members. Indeed, the spacer 16 generally does not work in bending but in compression which does not require having a high rigidity in line with the side members of the vehicle. Thus, thanks to the spacer 16, the bottom support of Figure 1 has a standard cross 10, while being able to be mounted on vehicles whose shield is different.
En effet, l'entretoise 16 peut être plus ou moins grande dans les directions longitudinale X et transversale direction Y, de façon à compenser les diversités de dimensions des différents modèles. L'appui bas de la figure 1 comporte enfin des moyens de liaison à la structure du véhicule, comprenant une semelle 20, agencée sur la poutre 10, au droit des longerons du véhicule (non représentés) et un absorbeur de chocs 22. Dans ce mode de réalisation, ces moyens de liaison sont les mêmes que ceux d'un autre appui bas du même lot. Cependant, selon un autre mode de réalisation, les semelles 20 pourraient être fixées, en des emplacements différents d'un appui bas à un autre appui bas du même lot. Un appui bas faisant partie d'un lot selon un autre mode de réalisation de l'invention comporte, comme on peut le voir sur la figure 2, une poutre 24, une entretoise 26 et un absorbeur de chocs 28, similaires à ceux de la figure 1. Outre l'absorbeur de chocs 28, les moyens de liaison de la traverse 24 aux longerons du véhicule, dans ce mode de réalisation, comportent des créneaux 30 en matière plastique. Les créneaux 30 comportent trois logements 32, 34, 36, pouvant chacun servir de surface d'appui de l'absorbeur 28. Ces créneaux 30 sont les mêmes sur tous les appuis bas d'un même lot. Mais le logement servant de surface d'appui à l'absorbeur 28 peut changer d'un appui bas à un autre appui bas du même lot. Ainsi, pour un appui bas destiné à être monté sur un petit véhicule, ce sera le logement 36 qui servira de surface d'appui, alors que pour un véhicule de catégorie supérieure, dans lequel les longerons bas sont davantage espacés entre eux, ce sera le logement 32 ou 34 qui servira de surface d'appui. Sur le mode de réalisation de la figure 3, on peut voir une poutre 40 similaire à celle des figures 1 et 2, sur laquelle est agencée une prolonge 42. L'appui bas de cette figure comporte une entretoise similaire à l'entretoise 16, non représentée. La prolonge 42 est agencée au droit d'un longeron 44 du véhicule, muni d'un absorbeur 46. La face intérieure 48 de la prolonge 42, destinée à être en regard de l'absorbeur 46, constitue une semelle dont la dimension L dans la direction transversale Y est supérieure à la dimension I du longeron 44 ou de son absorbeur 46 dans la même direction. Comme on peut le voir sur la figure, la semelle 48 est suffisamment large pour être encore au droit d'un autre longeron 44' et d'un autre absorbeur 46' lorsque l'appui bas est monté sur un véhicule de modèle différent, dans lequel la distance entre les deux longerons est plus faible. On peut voir sur la figure que la semelle 48 et l'absorbeur 46 se raccordent selon un plan qui n'est pas exactement perpendiculaire à la direction longitudinale X, mais qui est légèrement oblique, tourné vers l'intérieur du véhicule, de façon à pouvoir transmettre au mieux les efforts reçus lors d'un choc au longeron du véhicule. En effet, lors d'un choc, la poutre 40 reçoit une force considérable, généralement en son centre, dans la partie située entre les deux longerons. Sous l'effet de cette force, la poutre 40 fléchit, absorbe une partie de l'énergie, et transmet le reste aux prolonges 42, sous forme d'une force F. Comme on le voit sur la figure la direction de cette force n'est pas celle de la direction de déplacement X, elle est légèrement oblique, en raison de la flexion de la poutre 40. La semelle 48 de la prolonge 42 est inclinée de façon que cette force F soit sensiblement perpendiculaire à cette semelle 48. Ainsi, la force arrive perpendiculairement à la surface de l'absorbeur 46 qui la reçoit de façon optimale. L'absorbeur est ainsi conçu pour absorber le plus possible de l'énergie d'un choc à haute vitesse, mais au-delà de cette énergie, l'absorbeur minimise les efforts autres que longitudinaux au longeron. Parmi les avantages de l'invention, on notera que l'on peut réaliser la traverse et la partie d'adaptation dans des matériaux très différents, chacun étant adapté à la fonction qu'il va assurer. En effet, la traverse peut être réalisée dans un matériau qui est adapté pour le travail en flexion, alors que l'entretoise peut être réalisée dans un matériau offrant une résistance rapide et relativement faible pour la cas d'un choc avec la jambe d'un piéton. On notera également comme avantage que les appuis bas d'un lot selon l'invention sont relativement compacts du fait de leur standardisation sur des véhicules qui peuvent avoir des géométries différentes. Par conséquent, il est particulièrement intéressant de les monter sur des véhicules dans lesquels les entrées d'air sont grandes, et la place faite aux appuis bas restreinte. On notera enfin que la présente invention ne se limite aux modes de réalisation précédemment décrits. In fact, the spacer 16 can be more or less large in the longitudinal X and transverse direction Y directions, so as to compensate for the dimensional differences of the different models. The bottom support of FIG. 1 finally comprises means of connection to the structure of the vehicle, comprising a sole 20, arranged on the beam 10, in line with the side members of the vehicle (not shown) and a shock absorber 22. In this embodiment, these connecting means are the same as those of another bottom support of the same batch. However, according to another embodiment, the soles 20 could be fixed, in different locations from a low support to another low support of the same batch. A low support forming part of a batch according to another embodiment of the invention comprises, as can be seen in FIG. 2, a beam 24, a spacer 26 and a shock absorber 28, similar to those of the Figure 1. In addition to the shock absorber 28, the connecting means of the cross member 24 to the side members of the vehicle, in this embodiment, include slots 30 made of plastic. The slots 30 have three housings 32, 34, 36, each of which can serve as a support surface for the absorber 28. These slots 30 are the same on all the low supports of the same batch. But the housing serving as a support surface for the absorber 28 can change from a low support to another low support of the same batch. Thus, for a low support intended to be mounted on a small vehicle, it will be the housing 36 which will serve as a support surface, while for a vehicle of higher category, in which the low side members are more spaced apart, the housing 32 or 34 which will serve as a bearing surface. In the embodiment of FIG. 3, one can see a beam 40 similar to that of FIGS. 1 and 2, on which an extension 42 is arranged. The bottom support of this figure comprises a spacer similar to the spacer 16, not shown. The extension 42 is arranged in line with a side member 44 of the vehicle, provided with an absorber 46. The inner face 48 of the extension 42, intended to be opposite the absorber 46, constitutes a sole whose dimension L in the transverse direction Y is greater than the dimension I of the beam 44 or of its absorber 46 in the same direction. As can be seen in the figure, the sole 48 is wide enough to still be in line with another beam 44 'and another absorber 46' when the low support is mounted on a vehicle of different model, in which the distance between the two beams is smaller. It can be seen in the figure that the sole 48 and the absorber 46 are connected in a plane which is not exactly perpendicular to the longitudinal direction X, but which is slightly oblique, turned towards the interior of the vehicle, so as to be able to best transmit the forces received during an impact to the vehicle side member. Indeed, during an impact, the beam 40 receives a considerable force, generally at its center, in the part situated between the two longitudinal members. Under the effect of this force, the beam 40 flexes, absorbs part of the energy, and transmits the rest to the extensions 42, in the form of a force F. As can be seen in the figure, the direction of this force n 'is not that of the direction of movement X, it is slightly oblique, due to the bending of the beam 40. The sole 48 of the extension 42 is inclined so that this force F is substantially perpendicular to this sole 48. Thus , the force arrives perpendicular to the surface of the absorber 46 which receives it optimally. The absorber is thus designed to absorb as much of the energy of an impact at high speed as possible, but beyond this energy, the absorber minimizes the forces other than longitudinal to the spar. Among the advantages of the invention, it will be noted that it is possible to produce the cross-member and the adaptation part in very different materials, each being adapted to the function which it will perform. Indeed, the cross member can be made of a material which is suitable for working in bending, while the spacer can be made of a material offering a fast and relatively low resistance in the case of an impact with the leg of a pedestrian. It will also be noted as an advantage that the bottom supports of a batch according to the invention are relatively compact due to their standardization on vehicles which may have different geometries. Therefore, it is particularly interesting to mount them on vehicles in which the air inlets are large, and the place made for low supports limited. Finally, it should be noted that the present invention is not limited to the embodiments previously described.

Claims

REVENDICATIONS
1. Lot d'au moins deux appuis bas pour véhicule automobile, chaque appui bas comportant une traverse (10, 24, 40) interchangeable avec la traverse de tout autre appui bas du même lot, et des moyens de liaison (20, 22, 28, 30, 42, 46, 46') de la traverse (10, 24, 40) à la structure (44, 44') du véhicule, caractérisé en ce que chaque appui bas comporte une partie d'adaptation (16, 26) à la géométrie du véhicule, les parties d'adaptation (16, 26) étant différentes d'un appui bas à un autre appui bas du même lot, et en ce que les moyens de liaison (20, 22, 28, 30, 42, 46, 46') contiennent de la matière plastique. 1. Lot of at least two low supports for a motor vehicle, each low support comprising a crosspiece (10, 24, 40) interchangeable with the crosspiece of any other low support of the same batch, and connecting means (20, 22, 28, 30, 42, 46, 46 ') from the crossmember (10, 24, 40) to the structure (44, 44') of the vehicle, characterized in that each low support comprises an adaptation part (16, 26 ) to the geometry of the vehicle, the adaptation parts (16, 26) being different from a low support to another low support of the same batch, and in that the connecting means (20, 22, 28, 30, 42, 46, 46 ') contain plastic.
2. Lot selon la revendication 1 , dans lequel les appuis bas sont destinés à être installés sur deux véhicules automobiles dont le bouclier a une géométrie différente. 2. Lot according to claim 1, wherein the low supports are intended to be installed on two motor vehicles whose shield has a different geometry.
3. Lot selon la revendication 1 ou 2, dans lequel chaque traverse est une poutre (10, 24, 40). 3. Lot according to claim 1 or 2, wherein each cross is a beam (10, 24, 40).
4. Lot selon la revendication 1 ou 2, dans lequel chaque traverse est une plaque renforcée. 4. Lot according to claim 1 or 2, wherein each crosspiece is a reinforced plate.
5. Lot selon l'une quelconque des revendications 1 à 4, dans lequel chaque partie d'adaptation (16, 26) a une dimension différente dans la direction de déplacement du véhicule (X). 5. Lot according to any one of claims 1 to 4, wherein each adaptation part (16, 26) has a different dimension in the direction of movement of the vehicle (X).
6. Lot selon la revendication 5, dans lequel chaque partie d'adaptation à la géométrie du véhicule comporte une entretoise (16, 26), destinée à occuper l'espace laissé libre entre la traverse (10, 24, 40) et la peau de pare-chocs du véhicule. 6. Lot according to claim 5, wherein each part of adaptation to the geometry of the vehicle comprises a spacer (16, 26), intended to occupy the space left free between the crosspiece (10, 24, 40) and the skin bumper of the vehicle.
7. Lot selon la revendication 6, dans lequel l'entretoise (16, 26) est nervurée. 7. Lot according to claim 6, wherein the spacer (16, 26) is ribbed.
8. Lot selon la revendication 7, dans lequel les nervures (18) de l'entretoise (16, 26) sont moins denses dans la région destinée à se trouver au droit des longerons du véhicule. 8. Lot according to claim 7, wherein the ribs (18) of the spacer (16, 26) are less dense in the region intended to be located in line with the side members of the vehicle.
9. Lot selon l'une quelconque des revendications 6 à 8, dans lequel l'entretoise est venue de matière avec un renfort de pare-chocs, un convergent inférieur ou une grille d'entrée d'air du véhicule. 9. Lot according to any one of claims 6 to 8, wherein the spacer is integrally formed with a bumper reinforcement, a lower convergent or an air intake grille of the vehicle.
10. Lot selon l'une quelconque des revendications 1 à 9, dans lequel la partie d'adaptation à la géométrie du véhicule comprend les moyens de liaison à la structure du véhicule. 10. Lot according to any one of claims 1 to 9, wherein the part for adapting to the geometry of the vehicle comprises the means of connection to the structure of the vehicle.
11. Lot selon la revendication 10, dans lequel les moyens de liaison de chaque appui bas du lot a une dimension différente dans la direction transversale du véhicule (Y). 11. Lot according to claim 10, wherein the connecting means of each bottom support of the lot has a different dimension in the transverse direction of the vehicle (Y).
12. Lot selon l'une quelconque des revendications 1 à 1 1 , dans lequel les moyens de liaison (20, 22, 28, 30, 42, 46, 46') sont interchangeables d'un appui bas à l'autre. 12. Lot according to any one of claims 1 to 1 1, wherein the connecting means (20, 22, 28, 30, 42, 46, 46 ') are interchangeable from one low support to another.
13. Lot selon la revendication 12, dans lequel les moyens de liaison (20, 22, 28, 30, 42, 46, 46') de chaque appui bas comprennent des semelles (20, 32, 34, 36, 48), agencées entre la traverse (10, 24, 40) et chaque longeron (44, 44') de chaque véhicule. 13. Lot according to claim 12, wherein the connecting means (20, 22, 28, 30, 42, 46, 46 ') of each bottom support comprise soles (20, 32, 34, 36, 48), arranged between the cross member (10, 24, 40) and each beam (44, 44 ') of each vehicle.
14. Lot selon la revendication 13, dans lequel les semelles (48) de chaque appui bas ont des dimensions (L) dans la direction transversale supérieures à celles (I) des longerons de chaque véhicule. 14. Lot according to claim 13, wherein the soles (48) of each low support have dimensions (L) in the transverse direction greater than those (I) of the side members of each vehicle.
15. Lot selon l'une quelconque des revendications 1 à 14, dans lequel les moyens de liaison comportent des prolonges (42) de longerons. 15. Lot according to any one of claims 1 to 14, wherein the connecting means comprise extensions (42) of beams.
16. Lot selon l'une quelconque des revendications 1 à 15, dans lequel les moyens de liaison comportent des absorbeurs de chocs (22, 28, 46, 46'). 16. Lot according to any one of claims 1 to 15, wherein the connecting means comprise shock absorbers (22, 28, 46, 46 ').
17. Lot selon l'une quelconque des revendications 1 à 16, dans lequel les moyens de liaison comprennent deux parties (42, 46), et la surface de contact (48) entre ces deux partes est globalement un plan vertical dont la normale intercepte l'axe longitudinal (X) du véhicule à l'avant dudit véhicule. 17. Lot according to any one of claims 1 to 16, wherein the connecting means comprise two parts (42, 46), and the contact surface (48) between these two parts is generally a vertical plane whose normal intercepts the longitudinal axis (X) of the vehicle at the front of said vehicle.
18. Lot selon l'une quelconque des revendications 1 à 17, dans lequel la traverse (10, 24, 40) est plus rigide autour des zones (12) destinées à se trouver au droit de la structure du véhicule. 18. Lot according to any one of claims 1 to 17, wherein the crosspiece (10, 24, 40) is more rigid around the areas (12) intended to be located at the right of the vehicle structure.
19. Lot selon l'une quelconque des revendications 1 à 18, dans lequel les traverses (10, 24, 40), les moyens de liaison (20, 22, 28, 30, 42, 46, 46') ou les parties d'adaptation (16, 26) sont réalisés en polyamides chargés, polypropylènes chargés, en matériau thermodurcissable, en matériau composite HTPC, ou en matière plastique renforcée, en combinaison éventuellement avec des inserts en tôle d'acier ou d'aluminium. 19. Lot according to any one of claims 1 to 18, wherein the crosspieces (10, 24, 40), the connecting means (20, 22, 28, 30, 42, 46, 46 ') or the parts of 'adaptation (16, 26) are made of charged polyamides, charged polypropylenes, thermosetting material, HTPC composite material, or reinforced plastic, possibly combined with sheet steel or aluminum inserts.
20. Lot selon l'une quelconque des revendications 1 à 19, dans lequel les parties d'adaptation (16, 26) ou les moyens de liaison (20, 30, 42) sont surmoulés sur les traverses (10, 24, 40). 20. Lot according to any one of claims 1 to 19, wherein the adaptation parts (16, 26) or the connecting means (20, 30, 42) are molded onto the crosspieces (10, 24, 40) .
21. Lot de deux blocs avant de véhicule automobile, comportant chacun un appui bas faisant partie du lot selon l'une quelconque des revendications 1 à 20, dans lequel l'espace entre les deux longerons de chaque bloc avant est différent. 21. Lot of two motor vehicle front blocks, each comprising a low support forming part of the batch according to any one of claims 1 to 20, in which the space between the two side members of each front block is different.
22. Lot de deux blocs avant de véhicule automobile, comportant chacun un appui bas faisant partie du lot selon l'une quelconque des revendications 1 à 20, dans lequel l'espace compris entre chaque longeron et la peau de pare-chocs de chaque véhicule est différent. 22. Lot of two front blocks of a motor vehicle, each comprising a low support forming part of the lot according to any one of claims 1 to 20, in which the space between each side member and the bumper skin of each vehicle is different.
PCT/FR2005/000640 2004-03-16 2005-03-16 Set of at least two lower supports for a vehicle bumper and a set of two front blocks WO2005100100A1 (en)

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JP2007503378A JP2007529360A (en) 2004-03-16 2005-03-16 An assembly comprising at least two lower supports for a vehicle bumper and an assembly comprising two front blocks

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EP20040290717 EP1459941B1 (en) 2003-03-20 2004-03-16 Batch of at least two lower support for bumper of a vehicle and batch of two front blocks
EP04290717.0 2004-03-16

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