Combined use of a wing and bonnet with an airbag and a wing retention and support device, vehicle wing, vehicle wing module and bonnet

The present invention relates to a use of a fender and a hood combination with an airbag, a retaining means and a wing support, wing, a wing module and a bonnet of a motor vehicle.

We know that car manufacturers are looking to equip their vehicles of pedestrian protection systems. We already know, for example, cushions Inflatable for deploying outside the vehicle to cover areas too rigid, such as the junction hood / windshield, to cushion any impact with the pedestrian.

From rigid and therefore dangerous areas for pedestrians, there is the junction wing / hood, relatively steep due to the juxtaposition of the bonnet edges of the wing.

To protect this wing / bonnet area, known in the prior art, especially in DE 19948181, devices consisting to deploy throughout the joint for the cover, upon detection of an impact.

The problem of such a junction of the guard wing / bonnet is in that it extends over a restricted and very localized area.

Also known in the prior art, especially in DE 10014832, a device of making the hood by the deployment of a airbag. However, during an impact, as the airbag deploys primarily under the hood, the head of the pedestrian strikes the outer surface of the cover, rigid surface that can be dangerous even when an airbag is deployed below.

The present invention is to provide a protection of the fender-hood junction large enough to support all the pedestrian's head and also protect pedestrians more distant rigid parts of the junction, such as the battery or the cups damper.

To this end, the invention relates to a use of a fender and a hood the front of a motor vehicle, providing a fender-hood junction leaving a clearance predetermined between an edge of the hood and an edge of the wing, in combination with a cushion inflatable designed to deploy outside the vehicle, so that during its deployment, the airbag deforms the fender and / or the cover so as to enlarge the game and to create a passage between the edge of the cover and the edge of the wing.

Thus, thanks to the invention, when the air bag deploys, it exerts pressure on the wing or on the cover which, when suitably dimensioned, deform easy way to enlarge the space between the fender and the hood to let out the cushion inflatable and protect a relatively large area.

A particular advantage of the invention is to adapt to any type of vehicle, in particular a vehicle with too little space in the vicinity of the wing to establish pedestrian protection passive system, such as a piece of absorption, while providing greater than passive protection system.

Optionally, the fender and the hood are used in combination with multiple airbags, which expands the protected surface. In a way Optionally, each cushion is sized differently as it is intended to protect an adult or a child.

A use of a fender and of a hood according to the invention can further comprise one or more of the following characteristics:<ul><li>the airbag is designed to deploy in covering the fender-hood junction ; and</li><li>the fender and the hood are used in combination with the retaining means brittle to connect the wing to the vehicle structure.</li></ul>

The invention also relates to a wing of a retaining means before motor vehicle, maintained in normal use position on the vehicle by a holding means, the holding means being separate from the retaining means and being capable of releasing the wing when subjected to a force greater than a predetermined threshold, said retaining means being characterized in that it is adapted to retain the wing freed by the means maintenance.

An advantage of this retaining means is that it avoids that, during deployment the airbag, the wing or wing section is projected outward from the vehicle and risk of injury to any pedestrian or dropped to dangerously middle of the road.

A retaining means according to the invention may further comprise one or more of the following characteristics:<ul><li>it comprises a cable attached to the wing and to a vehicle structural part automotive;</li><li>it comprises a cover attached to the fender and to a structural part of the motor vehicle ;</li><li>the casing is disposed around the inflatable cushion when it is in a rest position, this casing having the advantage of isolating the middle of the cushion outside;</li><li>the envelope is attached near an upper edge of the wing so as to guide the airbag during deployment; and</li><li>the casing has dimensions and a sufficient resistance to accompany the airbag upon deployment and come between the edges wing and cover and cushion to protect it.</li></ul>

The invention also relates to a wing support vehicle front automobile, connecting an upper part of the wing to the vehicle structure, the wing having an edge intended to be adjacent a cover leaving a predetermined clearance with a edge of the cover, characterized in that it comprises a pivot whereby it can be connected to the structure, so as to allow the expansion of the game.

Optionally, the fender support is electrically controlled.

Optionally, the fender support is used in combination with a airbag arranged to push on the media.

The invention also relates to a wing support vehicle front automobile, connecting an upper part of the wing to the vehicle structure, characterized in that it comprises a housing for an inflatable airbag situated between the inside of the wing and the vehicle structure.

Optionally, the wing support comprises, on the side of the structure, soleplate serving as a bearing surface for the inflatable cushion during its deployment.

Optionally, the wing support comprises a zone rupturable under the thrust of the air bag to release the upper part of the wing.

The invention also relates to a front fender of a motor vehicle comprising a bodywork skin separating the inside and the outside of the wing, complete by an edge intended to be adjacent a hood, characterized in that it comprises a housing for an air bag, located inside the wing and near the edge.

This wing can be made of plastic or sheet metal.

An advantage of the plastics wing is that it is possible to mold complex shapes and thus easily get a consistent conformation with the deployment of the airbag.

A wing according to the invention may further comprise one or more of following features:<ul><li>it comprises a holding means on the vehicle in the normal position use, integral with the skin and having an area which can break;</li><li>it comprises a retaining means of the aforementioned type.</li></ul>

The invention also relates to a wing module before vehicle automobile, comprising a front fender and a fender support of the aforementioned type.

Thus, with this fender module, automakers can integrate, besides holding and appearance, a security feature in the fender module without having to change the style of the vehicle.

Another advantage provided by this fender module is to accelerate the mounting the front of the motor vehicle. Indeed, on the assembly line, the manufacturer does not waste time to mount the airbag since it was previously integrated the fender module.

This fender module may include functional organs media.

Finally, the invention relates to a front hood of a motor vehicle, comprising a deformable edge.

Optionally, the edge of the hood is deformed during deployment an airbag.

Optionally, this cover is made of plastic, sheet metal or hybrid metal / plastic.

The invention will be better understood on reading the description which follows, given by way of example only and with reference to the accompanying drawings in which :<ul><li>Figure 1 is a cross section of a wing and a vehicle bonnet motor according to a first embodiment of the invention;</li><li>Figure 2 is a cross section of the wing and of the cover of Figure 1, once the airbag has been deployed;</li><li>Figure 3 is a cross section of a wing and a vehicle bonnet motor according to a second embodiment of the invention;</li><li>Figure 4 is a cross section of a wing and a vehicle bonnet motor according to a third embodiment of the invention</li><li>Figure 5 is a cross section of a wing and a vehicle bonnet motor according to a fourth embodiment of the invention;</li><li>Figure 6 is a cross section of the wing and of the cover of Figure 5, once the airbag is deployed;</li><li>Figure 7 is a cross section of a wing and a vehicle bonnet motor according to a fifth embodiment of the invention;</li><li>Figure 8 is a cross section of a wing and a vehicle bonnet motor according to a sixth embodiment of the invention;</li><li>Figure 9 is a cross section of a wing and a vehicle bonnet motor according to a seventh embodiment of the invention; </li><li>Figure 10 is a cross section of the wing and a cover of Figure 7, after the deployment of the airbag;</li><li>Figure 11 is a cross section of a wing and a vehicle bonnet automobile according to an eighth embodiment of the invention;</li><li>Figure 12 is a cross section of a wing and a vehicle bonnet motor according to a ninth embodiment of the invention;</li><li>Figure 13 is a cross section of a wing and a vehicle bonnet motor according to a tenth embodiment of the invention; and</li><li>Figure 14 is a perspective diagram of a fender and a hood motor vehicle according to an eleventh embodiment of the invention.</li></ul>

Is shown in Figure 1 the front of a motor vehicle, comprising a cover 10 and a front fender 12, on the left of the driver.

hood by means of a motor vehicle, the bodywork part immediately adjacent the upper edge of the front wing left or right of the vehicle automobile, including what is called the bonnet liner. Usually, but not necessarily, the cover can be opened, at least partially, to access the engine or trunk before.

In the following description, by fusible link means, a bond capable break (fracture, unzipping), and by permanent connection, a non-fusible link.

The front fender 12 has an outer skin 14, intended to be seen from outside the motor vehicle. This skin 14 has a top edge 16 which adjacent to a left edge 18 of the hood, and a lower edge 20, generally connected to the vehicle structure.

The edge 16 of the skin 14 and the edge 18 of the hood 10 are separated by a clearance 22.

The front fender 12 has, perpendicular to its upper edge 16 and the inner side of the front face, a substantially vertical wall 24, a back component wing, allowing on one hand the fixation of the front fender 12 of the vehicle structure and secondly the stiffening wing. The attachment to the structure is achieved through a flange 26 of the end of the vertical wall 24, which is fixed to a structural part 30 by fastening means 28.

For structural part 30 is any element, relatively rigid, connected to vehicle chassis, and able to withstand patches on the motor vehicle, such as flange 12, other body parts, or functional organs. By example, the structural part 30 is an upper left side member of the vehicle.

Due to the vertical wall 24 molded into the edge 16 of the wing 12 and the edge 18 of the hood 10, which may additionally also include an inner rim, the zone consisting by the edges 18, 16, and by the clearance 22, can be particularly dangerous. Indeed, in Accident with a pedestrian in front of the vehicle, the pedestrian's head may impact.

To cushion the impact, the front of the motor vehicle comprises a airbag 32, folded in a housing 34.

The airbag 32 is commonly referred to by the trademark "Airbag". Upon impact, not shown detecting means located generally on the front bumper of the vehicle, activate the air bag 32 in a manner known per se. Once activated, the airbag 32 fills gas in order to deploy to outside the vehicle, to cover part of the body and cushion the impact between this part and the pedestrian.

In the embodiment of Figure 1, the air bag 32 is attached to the structural part 30, so as to have its base, when it is deployed generally brutal, firmly attached to the vehicle.

A part 31 is firmly secured to the structural part 30 so as to separate the portion of the front face having the air bag 32 from the rest of the face before. With this piece, during its deployment, the cushion is oriented game 22. This part 31 can be a functional member of the front end. She is not essential to the deployment of the cushion outwards, the latter can be guided by special stitching.

We can see in Figure 2 that the cushion 32, once deployed, covers Hazardous edges 18, 16. During its deployment, the airbag 32 has had a pressure on the various members surrounding it, including the cover 10, the part 31 and the wall 24 of the wing 12 which is plastic. The flange 12 being softer than the hood, it presented less resistance than other organs and distorted first, under this pressure. Specifically, the vertical wall 24 of the wing has pivoted about its edge 26, secured to the structural part 30.

The fixing means 20 of the lower part of the wing are permanent, and the deformed wing is held on the vehicle structure through such means as well as the wall 24.

In this embodiment, the cover 10 is steeper than the flange 12 and the latter was not deformed.

However, one can see in Figure 3 that for a cover 11 having a zone of flexibility, a part thereof, in particular its edge 18, is deformed in the deployment of the airbag 32.

According to another embodiment shown in FIG 4, the vehicle comprises a cap 13 and a flange 15 such that the flange 15 is more resistant than the cap 13. Then, upon deployment of the airbag, the edge 18 of the cover 13 only which is deformed to enlarge the clearance 22.

One can see in Figure 5 that the air bag 32 is located within the front fender 12. Thus, the housing 34 is attached under the wing 12 between the vertical wall 24 and the inner surface 36 of the flange 12. Optionally, the inner surface 36 may be covered with a protective film (not shown) to anticipate the risk of rupture to the surface of the wing 12.

The flange 26 of the vertical wall 24 is fixed to the structural part 30, through a fuse fastening means 38 sufficiently strong to maintain the wing but not enough to withstand the pressure of the airbag 32 upon deployment. The way to fuse attachment 38 is for example a plastic rivet.

When the airbag 32 inflates, it presses on inner surface 36 of the skin 14 and the wall 24, so on the fastening means 38, to the point of breaking.

Then, as seen in Figure 6, the flange 26 of the wing 12 is disengaged of the structural part 30 so as to increase the clearance 22 so that the airbag 32 covers the end 18 of the hood 10. After the release of the flange 26, the flange 12 has deformed to leave the cushion 32 to deploy. However, by fixing Standing 20, the wing 12 is retained to the structure, thus avoiding any danger of projection outward of the vehicle.

In the embodiment of Figure 7, one can see that the flange return is constituted by a wall 25 having a thickness of 40 necking near the edge 16 and fastened to the structural part 30 by permanent fixation 28.

To cause breakage in the necked region 40, reinforcements 42 and 44 are arranged inside the wing 12 adjacent the edge 16 and flange 26.

Thus, when the airbag 32 is deployed inside the fender 12, it exerts pressure on the inner surface 36 and the wall 25, in particular at the thickness necking 40. Under this pressure and because of the fragility of the wall at the constriction 40, the wall 25 is broken, which allows the air bag 32 out from the vehicle, enlarging the clearance 22.

The upper wing 12 is released by the rupture zone 40, but is maintained on the motor vehicle through the attachment point 20.

In the embodiment of Figure 8, the fender 12 is fixed to the structure vehicle through an arm 46, pivotally mounted about a rotation axis 48 fixed to the vehicle structure. The arm 46 is rigidly fixed to the wing 12 at the edge 16, for example by gluing, screwing or welding. The arm 46 serves as an attachment means the wing to the vehicle structure.

The arm 46 is also connected to the structural part 30 by a bar 50, perpendicular to the arm. This bar 50 is attached fuse to the part 30. The pad Air bag 32 is, in this embodiment, fastened to the structural part 30 between a vertical wall 51 thereof and the arm 46, above the bar 50.

The pad 32 could also, in other embodiments (not shown), be fixed to the bar 50 or arm 46.

When the bag deploys, it exerts pressure on the Bar 50, on arm 46 and on the inner face of the cap 10. This pressure increase, the fuse mounting the bar 50 to the part 30 yields, the arm 46 is pushed outwardly of the vehicle, leading to deformation of the wing 12 plastic. The bar rotates around the pin 48 and the clearance 22 between the edge 18 of the hood 10 and the edge 16 of the wing increases, leaving a passage for the airbag.

According to another embodiment (not shown), the pivoting arm 46 is a pivotable wall about an axis of rotation related to the structure, and the bar 50 is a horizontal wall.

According to another embodiment (not shown), the pivoting arm 46 is electrically controlled. Thus, following detection of an impact with a pedestrian, when a signal is sent to the airbag so that it fires, another signal automatically controls the pivoting of the arm 46 about the axis 48. Then, the wing 12 is not only deformed by the pressure of the air bag 32 but also by movement of the arm 46. The deployment of the airbag 32 from the vehicle is thus facilitated.

In the embodiment of Figure 9, the flange 26 of the vertical wall 24 is connected to the structural part 30 by a fuse attachment means 38. The housing 34 of the bag 32 is arranged between the wall 24 of the wing and its inner surface 36. In this embodiment, the housing 34 is not directly attached to the structural part 30 but wrapped in an envelope 52 and on the vehicle with the wing 12.

This envelope 52 is made of a relatively flexible material, sheet aluminum or plastic. It is fixed to the structural part 30 through a permanent attachment 54. It is also attached to the vertical wall 24 of the wing 12 by a permanent attachment 56.

The casing 52 surrounds the bag 32 in the rest position so that when it deploys, the sheath 52 is interposed between the cushion and sharp edges he met for protection. Thus, the ends of the sheath 52 are sufficiently large to cover the edges 16 and 18.

Optionally, you can add other permanent connection means or no (gluing, gluing, welding) between the casing 52 and the surface 36 of the wing to to ensure the unity of all aile- -coussin envelope.

When the airbag 32 inflates, as shown in Figure 10, it exerts pressure on the entire surface of the casing 52 and pulls the fuse fixing 38. The envelope 52 being more resistant to the pressure that the attachment 38, the deployment the airbag 32 breaks the attachment 38. Then, the fender 12 is deformed so that its vertical wall 24 undergo a movement outwardly enlarging the clearance 22 for the air bag 32 covers the edge 18 of the cover and continue its deployment outside the vehicle.

During deployment of the cushion, the envelope 52 is stretched, so as to guide the bag 32 outwardly of the vehicle and prevent it from seeping inside the wing.

Furthermore, the sheath 52 allows to retain the end 26 of the wing 12 of the motor vehicle. Indeed, the fasteners 54 to the structure part 30 and 56 to the wall 24 Wing 12 are strong enough not to be broken when deploying cushion 32. Thus, the end 26 of the wing 12 is not completely free, which avoids the projection of the flange 12 or to its outward end and therefore a danger for other pedestrians.

In addition, the casing 52 has a dual role of protection. On the one hand, it protects the airbag 32 upon deployment, being large enough to cover the sharp edges he meets and prevent it from tearing. For this purpose, the casing las plate is on sharp edges when opened. On the other hand, it protects the fender 12 when the blast due to the outbreak of the cushion. Indeed, it unfolds initially in the envelope, and then deforms the wing, thereby avoiding that the latter does broken due to the deflagration. In addition, the sheath 52 protects the pad 32 of external environment, when the latter is in the rest position.

In the embodiment of Figure 11, the casing 52 is no longer attached to the structural part 30 but the flange return, specifically a wall 27, by means of Permanent fasteners 58 and 60. The wall 27, fixed to the structural part 30 by fixing Permanent 28 has a thickness of necking at an area 62 located between both permanent fasteners 58 and 60.

When bag deployment 32, it exerts pressure on all the casing 52 and on a portion of wall 27, and pulls on the constriction 62. As a result pressure, this constriction 62 is broken, so as to leave a passage for the cushion 32 which then expands the clearance 22 to inflate on the outside of the vehicle. Like the ends of the housing 52 overlap when the cushion is at rest, they surrounding the latter during its deployment to protect it from the outside.

In this embodiment also, the casing 52 provides a means for guiding the airbag when it is deployed and a retaining means the free end of the wing 12 when the wall 27 has been broken.

According to another embodiment (not shown), the casing 52 is also replaced by a cable attached to the wing and optionally the structural component 30. In this case, the cable does not have the guiding function brings the envelope 52, it has only a function of retaining the end of the wing 12 to the vehicle structure.

In the embodiments of Figures 12 and 13, the wing 12 is connected to the structural part 30 by means of a wing medium respectively 64 and 66. In addition their support function, wing supports 64 and 66 have a support function and guide the airbag 32.

In these two embodiments, the casing 52 is always willing around the airbag 32. It is fixed to the supports 64, 66 and the structure 30 through mounting brackets. With these legs the housing 34, and therefore the bag 32 during deployment, are not in contact with the jacket fastening means 52 on the vehicle, thus preventing risk of bag 32 tear.

In Figure 12, the support 64 is a plate secured to the workpiece structure 30. The rim 26 of the wing 12 is attached to support 64 by fixing a fuse 68. A fixing lug of the casing 52 is properly secured to the vertical wall 24 through an attachment 56. A second leg fixing the casing 52 is fixed to reinforcement 64, for permanent attachment 72.

When deploying the airbag 32, it puts pressure on the entire envelope 52 and indirectly on the fixing means 68 which fuse breaks, creating a passage for the bag 32 so that it extends outwardly by enlarging the clearance 22.

The support 66 of Figure 13 is attached to the structural part 30 using a permanent attachment 74. In this embodiment, the wing 12 does not have a inner vertical wall but just a ledge 75 under the edge 16. The support 66 is also attached to the rim 75 by an attachment means 76, also permanent.

The support 66 includes a tray 80 arranged directly on the part of 30 and a vertical wall structure 82, perpendicular to this plate 80 is directed towards the above, between the plate 80 and the flange 75. This vertical wall 82 has a zone 84 necking, where the thickness of plastic is smaller than on the rest of the wall 82.

A fixing lug of the casing 52 is integral with the vertical wall 82 by means of the permanent attachment 76, and another fastening tab is secured to the tray 80 through 78 permanent attachment.

When 32 bag deployment, it puts pressure on the entire surface of the casing 52 and on the necked region 84. This zone 84 ruptures and leaves a passage for the pad 32 extends outwardly of the vehicle, enlarging the game 22. The remaining portion of the wall 82 serves to guide the bag 32 outward and prevents the inflation of the cushion under the hood 10.

One advantage of the supports 64 and 66 is that they constitute a housing support 34 of cushion 32. Thus, during assembly of the vehicle, the cushion 32, the housing 34, and the casing 52 are directly fixed to the support 64 or 66, which is then attached to the wing 12 by means of fasteners 68 and 76. Then, the wing 12 with the cushion 32, is fixed to the vehicle, particularly on the structural part 30. This method allows thereby limiting the number of assembly operations on the vehicle structure, decreasing occupation thereof on the assembly line.

Moreover, the wing 12 having such supports 64 or 66 with the cushion can be an inflatable fender module, on which are also reported other supports functional parts, such as support housing washer, a support optical, etc. This fender module is then fixed to the motor vehicle, has the advantage of present a "ready to assemble" module for the automaker.

Finally, in the embodiment of Figure 14, one can see that the vehicle has three air bags (88, 90, 92).

The juxtaposition of these airbags can cover a good area most of the fender-hood junction, including other dangerous areas such as transom front end module, the shock absorber cup, the battery, the supports optical, the canopy area with axes and windshield wiper squeegees.

According to an embodiment not shown, the airbags dimensioned differently depending on their position on the vehicle and more precisely along the fender-hood junction. Indeed, we know that the fender-hood junction of the area near bumper to protect a pedestrian to the size of a child, while the area more back toward the windshield should rather protect a pedestrian to adult size. Therefore, the cushion 88 may be a smaller or soft cushion to protect a child and cushion 92 a stiffer cushion and more to protect an adult. Note that this feature may be present in the front of a vehicle without requiring the airbag magnifies the clearance left by the cap and wing.

Finally, it is noted that the invention is not limited to the embodiments described above.