EP0988162A1 - Suspension structure in particular for motor vehicle - Google Patents

Suspension structure in particular for motor vehicle

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Publication number
EP0988162A1
EP0988162A1 EP98932218A EP98932218A EP0988162A1 EP 0988162 A1 EP0988162 A1 EP 0988162A1 EP 98932218 A EP98932218 A EP 98932218A EP 98932218 A EP98932218 A EP 98932218A EP 0988162 A1 EP0988162 A1 EP 0988162A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
suspension structure
suspension
arm
longitudinal
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP98932218A
Other languages
German (de)
French (fr)
Inventor
Patrick Pascal Labbe
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0988162A1 publication Critical patent/EP0988162A1/en
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F1/00—Springs
    • F16F1/36—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers
    • F16F1/366—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers made of fibre-reinforced plastics, i.e. characterised by their special construction from such materials
    • F16F1/368—Leaf springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/13—Independent suspensions with longitudinal arms only
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/13—Independent suspensions with longitudinal arms only
    • B60G2200/132—Independent suspensions with longitudinal arms only with a single trailing arm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/14—Independent suspensions with lateral arms
    • B60G2200/142—Independent suspensions with lateral arms with a single lateral arm, e.g. MacPherson type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/11—Leaf spring
    • B60G2202/112—Leaf spring longitudinally arranged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/11—Leaf spring
    • B60G2202/114—Leaf spring transversally arranged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/15—Mounting of subframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/16—Mounting of vehicle body on chassis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/011—Modular constructions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/10—Constructional features of arms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/60—Subframe construction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/60—Subframe construction
    • B60G2206/605—Flexible constructions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/70—Materials used in suspensions
    • B60G2206/71—Light weight materials
    • B60G2206/7101—Fiber-reinforced plastics [FRP]

Definitions

  • the present invention relates to suspensions in particular for a motor vehicle and more particularly - but not exclusively - to four wheels.
  • the traditional solution is to add an anti-roll bar per axle. In addition to the fact that the number of components is increased, it results in additional stiffness to the wheel when it is stressed alone to overcome an isolated obstacle.
  • the Bertin patent FR 2 563 301 proposed a device insensitive to rolling motion, composed of a transverse elastic blade comprised between two rigid end parts.
  • the Bertin patent FR 2,600,016 installs the prestressed blade in a support structure then assembled to the vehicle.
  • the Bertin patent FR 2 624 446 reduces the number of components and erases the perverse effect mentioned above by a law of progressive stiffness.
  • this solution requires - in return - a delicate interlocking at each end of the blade.
  • any transverse blade solution has the major drawback of hampering the installation of the engine block between the wheels of the axle it serves.
  • Such an architecture then requires: -or to position the engine block in cantilever, which has in particular the consequence of increasing the moment of inertia of pitching at the expense of comfort, -or to move the engine block towards the passenger compartment , to the detriment in particular of the space allocated to the occupants of the vehicle and the quality of treatment of the frontal impact.
  • the architectures of traditional suspensions during the relative movements of the wheels relative to the vehicle, produce significant forces at the level of the front block and the rear block which require a high structural rigidity in torsion and in bending. This results in a limitation of the possibilities of reducing the mass of these parts which penalizes the dynamic behavior, the security and the energy consumption.
  • the treatment of the shock can be entrusted - at least partially - to known lightweight and deformable materials, a simplification of the front and rear blocks is possible, to the benefit of the mass of the vehicle.
  • pivots and elastic supports traditionally used can confer - in the context of known architectures - only flexibility limited by the need to maintain an acceptable geometry.
  • a suspension must filter as much as possible the vibrations resulting from the rolling of the tires on the ground.
  • the known architectures connect the suspension to the vehicle structure by two stages of flexible connections via an intermediate cradle which, however, does not contribute to the anisotropy of the stiffness of the assembly thus formed.
  • the present invention proposes to provide a suspension device which overcomes these drawbacks.
  • the elastic suspension structure according to the invention symmetrical with respect to the vertical plane containing the longitudinal axis of the vehicle, flexible mainly vertically and secondarily horizontally, consists of at least three flexible arms, linked together at one end where they merge, the vertically projected surface of said structure being inscribed inside the polygon joining the free ends of the adjacent arms, each of said ends of the suspension structure being linked - directly or indirectly - to a wheel support.
  • Each arm of the elastic structure according to the invention is, in general, linked - between its end linked to the other arms and its end linked to the wheel support - to the passenger compartment of the vehicle.
  • it is a flexible connection with anisotropy of stiffness offering mainly a freedom of movement in rotation around an axis close to a horizontal perpendicular to the arm at this place of connection and, secondarily, a certain freedom of movement suitably chosen on each of the other five axes, in particular in translation along its axis of articulation and in rotation about perpendicular axes.
  • This connection can in particular be produced in the form of a flexible pivot, an oblong support, a couple of elastic supports or any other elastic device with stiffness anisotropy.
  • the ratio of the width to the thickness of the current section of each arm advantageously has at least a minimum in the vicinity of the place of connection of the arm to the passenger compartment of the vehicle and a maximum in the vicinity of the place where the arms merge .
  • each arm in horizontal projection on a vertical plane perhaps - under strong vertical load - substantially straight from its end connected to the wheel support to its place of connection to the passenger compartment of the vehicle. In conditions of high vertical load, this results - in the portion of the arm between its end linked to the wheel support and its connection to the vehicle interior - the cancellation of torsion due to a horizontal force applied at its end linked to the wheel support.
  • each arm may comprise - at its central part, which is between its end linked to the other arms and its connection to the passenger compartment of the vehicle - one or more transverse ribs.
  • At least one additional stiffness - spring or preferably stopper made of elastomeric material, in particular containing a cavity filled with gas under pressure advantageously adjusted to the speed and / or the load of the vehicle - can be installed between the passenger compartment of the vehicle and the central material. of the suspension structure, which is limited by its connections to the passenger compartment of the vehicle.
  • the suspension structure can be linked to the passenger compartment of the vehicle by means of a rigid cradle in its plane, symmetrical with respect to the vertical plane containing the longitudinal axis of the vehicle, flexible to the warping and more rigid with respect to stresses other than warping, hollowed out in particular in the manner of a substantially rectangular frame whose sides can however be curved and whose current section advantageously decreases towards the junction points which support the connections to the suspension structure between which the cradle is connected to the vehicle by four connections, two connections called “longitudinal” because located in the longitudinal plane of symmetry of the cradle and two connections called “transverse” because located on a transverse axis which intersects said plane of symmetry at a point suitably chosen at substantially equal distance from the liai longitudinal sounds.
  • these are flexible connections with stiffness anisotropy, each conferring freedom of rotation around respectively longitudinal and transverse axes and also offering a certain freedom of movement suitably chosen on each of the other five axes, in particular by translation along the articulation axis and in rotation around perpendicular axes.
  • connection can in particular be produced in the form of a flexible pivot, an oblong support, a couple of elastic supports or any other elastic device with stiffness anisotropy.
  • the suspension structure and the cradle according to the invention can be made of any material whose ratio of the resistance to fatigue to the flexural modulus is high, preferably in composite material - in particular glass-epoxy - made up of fibers oriented at least two directions embedded in synthetic resin. Characteristics of the invention are specified with reference to FIGS. 1 to 10 for embodiments relating to four-wheeled vehicles:
  • FIG 1 is a longitudinal sectional view along B2-B2 'of Figure 2 of a suspension structure according to the invention shown in the silhouette of a vehicle and Figure 2 is a top view in section along Al -Al 'of fig. 1.
  • FIG. 3 is a view of a suspension structure according to the invention for which a wheel crosses an obstacle
  • FIG. 4 is a top view of this situation.
  • FIG. 5 is a view in longitudinal section along B6-B6 'of FIG. 6 of an elastic suspension structure according to the invention for which a wheel crosses a sidewalk at a given speed
  • FIG. 6 is a view from above this situation.
  • FIG. 7-1 is a front view of an arm of a suspension structure according to the invention and FIG. 7-2 a top view of this same arm, both interrupted at the level where this arm is confused with others.
  • FIG. 8 is a view in longitudinal section along B9-B9 'of FIG. 9 and FIG. 9 a top view in section along A8-A8' of FIG. 8 of a suspension structure according to the invention shown on the silhouette of a vehicle, FIG. 10 representing a detail view in longitudinal section.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Vehicle Body Suspensions (AREA)
  • Springs (AREA)

Abstract

The invention concerns an elastic suspension structure (1), in particular for motor vehicle, preferably made in composite material, consisting of at least three flexible arms (11), (12), (13) mutually connected at one end (19) where they merge. The invention is characterised in that each arm of the elastic suspension structure is connected to a wheel support and to the vehicle passenger space (3) by an articulation with rigidity anisotropy. The suspension structure (1) can be connected to the vehicle passenger space (3) through an elastic cradle (5) with low distorting rigidity to improve the dynamic performance. The invention is applicable in particular to minivans and cross-country vehicles.

Description

Structure de suspension notamment pour véhicule automobile Suspension structure, in particular for a motor vehicle
La présente invention concerne les suspensions notamment pour véhicule automobile et plus particulièrement - mais pas exclusivement - à quatre roues.The present invention relates to suspensions in particular for a motor vehicle and more particularly - but not exclusively - to four wheels.
La technologie connue utilise des moyens distincts pour assurer les fonctions de guidage et de raideur : elle emploie d'une part des pièces dont la fonction est de guider chaque roue dans son mouvement relatif par rapport à la partie suspendue du véhicule (triangles, bras tirés...) et d'autre part des éléments élastiques constituant les ressorts (ressorts hélicoïdaux, barres de torsion...) dont la fonction est de stocker et de restituer l'énergie. Cette technologie a pour inconvénient un nombre important de composants, ce qui implique notamment un coût de montage élevé.Known technology uses separate means to provide the guiding and stiffness functions: it employs parts, the function of which is to guide each wheel in its relative movement relative to the suspended part of the vehicle (triangles, arms pulled ...) and on the other hand elastic elements constituting the springs (helical springs, torsion bars ...) whose function is to store and restore energy. This technology has the disadvantage of a large number of components, which in particular implies a high mounting cost.
Obtenir un bon niveau de confort pour les occupants d'un véhicule nécessite une raideur vue à la roue plus élevée au mouvement de roulis qu'au mouvement de pompageObtaining a good level of comfort for the occupants of a vehicle requires a stiffness seen at the wheel which is higher at the rolling movement than at the pumping movement.
(particulièrement pour les véhicules monocorps qui présentent une forte inertie de roulis), afin d'obtenir un angle de roulis minimal pour une accélération transversale donnée, alors que la raideur de pompage est liée à la fréquence propre de la marche chez l'homme.(particularly for unibody vehicles which have a high roll inertia), in order to obtain a minimum roll angle for a given transverse acceleration, while the pumping stiffness is linked to the natural frequency of walking in humans.
La solution traditionnelle consiste à adjoindre une barre anti-roulis par essieu. Outre le fait que le nombre de composants se trouve augmenté, il résulte une raideur additionnelle à la roue lorsqu'elle est sollicitée seule pour franchir un obstacle isolé.The traditional solution is to add an anti-roll bar per axle. In addition to the fact that the number of components is increased, it results in additional stiffness to the wheel when it is stressed alone to overcome an isolated obstacle.
Ainsi, les efforts transmis à la structure du véhicule se trouvent augmentés d'autant et, par voie de conséquence, la variation d'accélération à laquelle sont soumis les occupants est plus importante, ce qui nuit au confort. D'autre part, cette raideur additionnelle disparait au mouvement de tangage pour lequel elle serait très appréciée afin de limiter l'angle correspondant au freinage, pour une décélération donnée.Thus, the forces transmitted to the structure of the vehicle are increased by the same amount and, consequently, the variation in acceleration to which the occupants are subjected is greater, which is detrimental to comfort. On the other hand, this additional stiffness disappears with the pitching movement for which it would be much appreciated in order to limit the angle corresponding to braking, for a given deceleration.
Cette solution connue n'est donc pas satisfaisante.This known solution is therefore not satisfactory.
Obtenir un bon niveau de confort pour les occupants d'un véhicule avec des débattements de suspension limités nécessite une raideur variable : faible au niveau de la position d'équilibre statique et élevée en s'en éloignant, que ce soit en compression ou en détente. Ainsi, une petite variation de position de la roue autour de l'équilibre statique induit une variation d'accélération réduite, au bénéfice du confort. En revanche, un obstacle important demande une raideur élevée afin que les efforts résultants modifient suffisamment la trajectoire du véhicule, créant ainsi les conditions d'un franchissement satisfaisant. Le brevet Bertin FR 2 563 301 a proposé un dispositif insensible au mouvement de roulis, composé d'une lame élastique transversale comprise entre deux parties d'extrémité rigides.Obtaining a good level of comfort for the occupants of a vehicle with limited suspension travel requires variable stiffness: low in the static equilibrium position and high when moving away from it, whether in compression or rebound . Thus, a small variation in the position of the wheel around the static equilibrium induces a variation in reduced acceleration, for the benefit of comfort. On the other hand, a significant obstacle requires a high stiffness so that the resulting forces sufficiently modify the trajectory of the vehicle, thus creating the conditions for satisfactory crossing. The Bertin patent FR 2 563 301 proposed a device insensitive to rolling motion, composed of a transverse elastic blade comprised between two rigid end parts.
Cependant, un tel effet induit aussi, à la roue sollicitée seule, une raideur double de sa raideur au mouvement de pompage, ce qui accroît l'intensité du "coup de raquette" si défavorable au confort. Pour limiter cet effet pervers, une voie consiste à réduire la raideur du dispositif au pompage et à compenser l'importante déflexion statique résultante par une précontrainte de la lame.However, such an effect also induces, at the wheel solicited alone, a stiffness twice its stiffness at the pumping movement, which increases the intensity of the "racket stroke" so unfavorable to comfort. One way to limit this perverse effect is to reduce the stiffness of the device when pumping and to compensate for the large resulting static deflection by prestressing the blade.
Pour ne pas avoir à installer cette précontrainte sur la chaine de fabrication du véhicule, ce qui augmente le temps de montage, le brevet Bertin FR 2 600 016 installe la lame précontrainte dans une structure porteuse ensuite assemblée au véhicule. Cependant, une telle solution présente l'inconvénient d'un grand nombre de composants. Sur la base d'une lame à extrémités rigidifiées, le brevet Bertin FR 2 624 446 réduit le nombre de composants et gomme l'effet pervers précité par une loi de raideur progressive. Cependant, cette solution nécessite - en contrepartie - un délicat emboitement à chaque extrémité de la lame.In order not to have to install this prestress on the vehicle production line, which increases the assembly time, the Bertin patent FR 2,600,016 installs the prestressed blade in a support structure then assembled to the vehicle. However, such a solution has the drawback of a large number of components. On the basis of a blade with stiffened ends, the Bertin patent FR 2 624 446 reduces the number of components and erases the perverse effect mentioned above by a law of progressive stiffness. However, this solution requires - in return - a delicate interlocking at each end of the blade.
Par ailleurs, au delà de ces questions, toute solution à lame transversale présente l'inconvénient majeur de gêner l'implantation du bloc moteur entre les roues de l'essieu qu'elle sert.Furthermore, beyond these questions, any transverse blade solution has the major drawback of hampering the installation of the engine block between the wheels of the axle it serves.
Une telle architecture nécessite alors : -soit de positionner le bloc moteur en porte à faux, ce qui a notamment pour conséquence d'augmenter le moment d'inertie de tangage au détriment du confort, -soit de déplacer le bloc moteur vers l'habitacle, au détriment notamment de l'espace dévolu aux occupants du véhicule et de la qualité de traitement du choc frontal.Such an architecture then requires: -or to position the engine block in cantilever, which has in particular the consequence of increasing the moment of inertia of pitching at the expense of comfort, -or to move the engine block towards the passenger compartment , to the detriment in particular of the space allocated to the occupants of the vehicle and the quality of treatment of the frontal impact.
Les architectures des suspensions traditionnelles, au cours des mouvements relatifs des roues par rapport au véhicule, produisent des efforts importants au niveau du bloc avant et du bloc arrière qui demandent une rigidité structurelle élevée en torsion et en flexion. Il en résulte une limitation des possibilités de réduction de la masse de ces parties ce qui pénalise le comportement dynamique, la sécurité et la consommation d'énergie. Le traitement du choc pouvant être confié - au moins partiellement - à des matériaux connus légers et déformables, une simplification des blocs avant et arrière est envisageable, au bénéfice de la masse du véhicule.The architectures of traditional suspensions, during the relative movements of the wheels relative to the vehicle, produce significant forces at the level of the front block and the rear block which require a high structural rigidity in torsion and in bending. This results in a limitation of the possibilities of reducing the mass of these parts which penalizes the dynamic behavior, the security and the energy consumption. The treatment of the shock can be entrusted - at least partially - to known lightweight and deformable materials, a simplification of the front and rear blocks is possible, to the benefit of the mass of the vehicle.
Corrélativement, il résulterai une réduction générale du dimensionnement induisant également une réduction de masse. Les dispositifs anti-roulis connus (par exemple barre anti-roulis) induisent une raideur au gauchissement du quadrilatère d'appui au sol qui pénalise également la motricité.Correlatively, this will result in a general reduction in sizing, also inducing a reduction in mass. Known anti-roll devices (for example anti-roll bar) induce stiffness in the warping of the quadrilateral bearing on the ground which also penalizes motor skills.
Le brevet Renault FR 2 640 205 propose une suspension isostatique telle que les charges au sol sont indépendantes du gauchissement du quadrilatère d'appui, dans le but de limiter les contraintes de torsion et de flexion auxquelles est soumise la structure du véhicule. Cependant, outre le fait que les ressorts à lame transversaux sur l'axe des essieux gênent l'implantation du moteur, cette solution demande nombre de composants et de liaisons. Par ailleurs, il résulte de l'énoncé même de la proposition que la trajectoire du véhicule n'est pas modifiée par un tel mouvement relatif des roues par rapport à la partie suspendue du véhicule. Ainsi, un tel déplacement relatif peut aisément atteindre la valeur maximale permise par la géométrie de la suspension et, en conséquence, engendrer un choc. Un tel choc est, d'une part, préjudiciable au confort et d'autre part inflige une sévère contrainte à la structure du véhicule, contrairement au but visé.Renault patent FR 2 640 205 proposes an isostatic suspension such that the ground loads are independent of the warping of the support quadrilateral, in order to limit the torsional and bending stresses to which the vehicle structure is subjected. However, in addition to the fact that the transverse leaf springs on the axle axis interfere with the positioning of the engine, this solution requires a number of components and connections. Furthermore, it follows from the very statement of the proposal that the trajectory of the vehicle is not modified by such a relative movement of the wheels with respect to the suspended part of the vehicle. Thus, such a relative displacement can easily reach the maximum value permitted by the geometry of the suspension and, consequently, generate a shock. Such a shock is, on the one hand, detrimental to comfort and on the other hand inflicts a severe constraint on the structure of the vehicle, contrary to the intended aim.
Il faudrait corriger cela en ajoutant des raideurs complémentaires, ce qui augmente encore le nombre de composants tout en réduisant l'intérêt de la proposition.This should be corrected by adding additional stiffnesses, which further increases the number of components while reducing the value of the proposal.
Enfin, il est nécessaire qu'une suspension dispose d'une flexibilité longitudinale notamment pour borner le niveau extrême des efforts résultants du franchissement d'un obstacle très sévère (comme un trottoir) à une vitesse donnée.Finally, it is necessary for a suspension to have longitudinal flexibility in particular to limit the extreme level of the forces resulting from the crossing of a very severe obstacle (such as a sidewalk) at a given speed.
Les pivots et supports élastiques traditionnellement utilisés ne peuvent conférer - dans le cadre des architectures connues - qu'une flexibilité limitée par la nécessité de conserver une géométrie acceptable.The pivots and elastic supports traditionally used can confer - in the context of known architectures - only flexibility limited by the need to maintain an acceptable geometry.
On connait la structure de suspension Popinet décrite dans le document FR 2 552 718, reliant les quatre roues du véhicule au moyen d'un cadre flexible composé de deux lames transversales et deux lames longitudinales, efficace notamment de ce point de vue. Cependant, une telle architecture présente l'inconvénient de gêner l'implantation du moteur entre les roues d'un essieu et de présenter une raideur de roulis inférieure à la raideur de pompage.We know the Popinet suspension structure described in document FR 2 552 718, connecting the four wheels of the vehicle by means of a flexible frame composed of two transverse blades and two longitudinal blades, effective in particular from this point of view. However, such an architecture has the drawback of hampering the positioning of the motor between the wheels of an axle and of presenting a roll stiffness less than the pumping stiffness.
Enfin, une suspension doit filtrer le plus possible les vibrations résultant du roulement des pneumatiques sur le sol. Les architectures connues relient la suspension à la structure du véhicule par deux étages de liaisons souples via un berceau intermédiaire qui, cependant ne contribue pas à l'anisotropie des raideurs de l'ensemble ainsi constitué.Finally, a suspension must filter as much as possible the vibrations resulting from the rolling of the tires on the ground. The known architectures connect the suspension to the vehicle structure by two stages of flexible connections via an intermediate cradle which, however, does not contribute to the anisotropy of the stiffness of the assembly thus formed.
La présente invention se propose de réaliser un dispositif de suspension qui remédie à ces inconvénients. La structure de suspension élastique selon l'invention, symétrique par rapport au plan vertical contenant l'axe longitudinal du véhicule, flexible principalement verticalement et secondairement horizontalement est constituée de trois bras flexibles au moins, liés entre eux en une extrémité où ils se confondent, la surface projetée verticalement de ladite structure étant inscrite à l'intérieur du polygone joignant les extrémités libres des bras adjacents, chacune desdites extrémités de la structure de suspension étant liée - directement ou indirectement - à un support de roue.The present invention proposes to provide a suspension device which overcomes these drawbacks. The elastic suspension structure according to the invention, symmetrical with respect to the vertical plane containing the longitudinal axis of the vehicle, flexible mainly vertically and secondarily horizontally, consists of at least three flexible arms, linked together at one end where they merge, the vertically projected surface of said structure being inscribed inside the polygon joining the free ends of the adjacent arms, each of said ends of the suspension structure being linked - directly or indirectly - to a wheel support.
Chaque bras de la structure élastique selon l'invention est, d'une manière générale, lié - entre son extrémité liée aux autres bras et son extrémité liée au support de roue - à l'habitacle du véhicule. Le plus généralement, il s'agit d'une liaison souple à anisotropie de raideur lui offrant principalement une liberté de mouvement en rotation autour d'un axe voisin d'une horizontale perpendiculaire au bras en ce lieu de liaison et, secondairement, une certaine liberté de mouvement convenablement choisie sur chacun des cinq autres axes, notamment en translation suivant son axe d'articulation et en rotation autour d'axes perpendiculaires. Cette liaison peut notamment être réalisée sous la forme d'un pivot souple, d'un support oblong, d'un couple de supports élastiques ou de tout autre dispositif élastique à anisotropie de raideur.Each arm of the elastic structure according to the invention is, in general, linked - between its end linked to the other arms and its end linked to the wheel support - to the passenger compartment of the vehicle. Most generally, it is a flexible connection with anisotropy of stiffness offering mainly a freedom of movement in rotation around an axis close to a horizontal perpendicular to the arm at this place of connection and, secondarily, a certain freedom of movement suitably chosen on each of the other five axes, in particular in translation along its axis of articulation and in rotation about perpendicular axes. This connection can in particular be produced in the form of a flexible pivot, an oblong support, a couple of elastic supports or any other elastic device with stiffness anisotropy.
Le rapport de la largeur sur l'épaisseur de la section courante de chaque bras présente avantageusement au moins un minima au voisinage du lieu de la liaison du bras à l'habitacle du véhicule et un maxima dans un voisinage du lieu où les bras se confondent.The ratio of the width to the thickness of the current section of each arm advantageously has at least a minimum in the vicinity of the place of connection of the arm to the passenger compartment of the vehicle and a maximum in the vicinity of the place where the arms merge .
Le profil de chaque bras en projection horizontale sur un plan vertical peut-être - sous forte charge verticale - sensiblement rectiligne depuis son extrémité reliée au support de roue jusqu'à son lieu de liaison à l'habitacle du véhicule. En condition de forte charge verticale, il en résulte - dans la portion du bras comprise entre son extrémité liée au support de roue et sa liaison à l'habitacle du véhicule - l'annulation de la torsion due à un effort horizontal appliqué à son extrémité liée au support de roue.The profile of each arm in horizontal projection on a vertical plane perhaps - under strong vertical load - substantially straight from its end connected to the wheel support to its place of connection to the passenger compartment of the vehicle. In conditions of high vertical load, this results - in the portion of the arm between its end linked to the wheel support and its connection to the vehicle interior - the cancellation of torsion due to a horizontal force applied at its end linked to the wheel support.
Afin d'accroitre sa capacité à stocker l'énergie, chaque bras peut comporter - en sa partie centrale, laquelle est comprise entre son extrémité liée aux autres bras et sa liaisorr à l'habitacle du véhicule - une ou plusieurs nervures transversales. Au moins une raideur additionnelle - ressort ou préférentiellement butée réalisée en matériau élastomère notamment contenant une cavité remplie de gaz sous pression avantageusement ajustée à la vitesse et/ou à la charge du véhicule - peut être installée entre l'habitacle du véhicule et la matière centrale de la structure de suspension, laquelle est limitée par ses liaisons à l'habitacle du véhicule.In order to increase its capacity to store energy, each arm may comprise - at its central part, which is between its end linked to the other arms and its connection to the passenger compartment of the vehicle - one or more transverse ribs. At least one additional stiffness - spring or preferably stopper made of elastomeric material, in particular containing a cavity filled with gas under pressure advantageously adjusted to the speed and / or the load of the vehicle - can be installed between the passenger compartment of the vehicle and the central material. of the suspension structure, which is limited by its connections to the passenger compartment of the vehicle.
Particulièrement pour les véhicules à quatre roues, la structure de suspension peut être liée à l'habitacle du véhicule par l'intermédiaire d'un berceau rigide dans son plan, symétrique par rapport au plan vertical contenant l'axe longitudinal du véhicule, flexible au gauchissement et plus rigide vis à vis de sollicitations autres que le gauchissement, évidé notamment à la façon d'un cadre sensiblement rectangulaire dont les cotés peuvent cependant être incurvés et dont la section courante va avantageusement décroissante vers les points de jonction lesquels supportent les liaisons à la structure de suspension entre lesquelles le berceau se trouve lié au véhicule par quatre liaisons, deux liaisons dites "longitudinales" car situées dans le plan de symétrie longitudinal du berceau et deux liaisons dites "transversales" car situées sur un axe transversal lequel coupe ledit plan de symétrie en un point convenablement choisi à distance sensiblement égale des liaisons longitudinales.Particularly for four-wheeled vehicles, the suspension structure can be linked to the passenger compartment of the vehicle by means of a rigid cradle in its plane, symmetrical with respect to the vertical plane containing the longitudinal axis of the vehicle, flexible to the warping and more rigid with respect to stresses other than warping, hollowed out in particular in the manner of a substantially rectangular frame whose sides can however be curved and whose current section advantageously decreases towards the junction points which support the connections to the suspension structure between which the cradle is connected to the vehicle by four connections, two connections called "longitudinal" because located in the longitudinal plane of symmetry of the cradle and two connections called "transverse" because located on a transverse axis which intersects said plane of symmetry at a point suitably chosen at substantially equal distance from the liai longitudinal sounds.
D'une manière générale, il s'agit de liaisons souples à anisotropie de raideur conférant chacune une liberté de rotation autour d'axes respectivement longitudinaux et transversaux et offrant également une certaine liberté de mouvement convenablement choisie sur chacun des cinq autres axes, notamment en translation suivant l'axe d'articulation et en rotation autour d'axes perpendiculaires.In general, these are flexible connections with stiffness anisotropy, each conferring freedom of rotation around respectively longitudinal and transverse axes and also offering a certain freedom of movement suitably chosen on each of the other five axes, in particular by translation along the articulation axis and in rotation around perpendicular axes.
Chacune de ces liaisons peut notamment être réalisée sous la forme d'un pivot souple, d'un support oblong, d'un couple de supports élastiques ou de tout autre dispositif élastique à anisotropie de raideur.Each of these connections can in particular be produced in the form of a flexible pivot, an oblong support, a couple of elastic supports or any other elastic device with stiffness anisotropy.
La souplesse ainsi obtenue réduit la raideur de la suspension au mouvement de gauchissement ainsi privilégié, ce qui permet d'optimiser le comportement dynamique et notamment le confort.The flexibility thus obtained reduces the stiffness of the suspension to the warping movement thus favored, which makes it possible to optimize the dynamic behavior and in particular the comfort.
La structure de suspension et le berceau selon l'invention peuvent être réalisés en tout matériau dont le rapport de la résistance à la fatigue au module de flexion est élevé, préférentiellement en matériau composite - notamment verre-époxy - constitué de fibres orientées suivant au moins deux directions noyées dans une résine synthétique. Des caractéristiques de l'invention sont précisées en regard des figures 1 à 10 pour des réalisations concernant des véhicules à quatre roues :The suspension structure and the cradle according to the invention can be made of any material whose ratio of the resistance to fatigue to the flexural modulus is high, preferably in composite material - in particular glass-epoxy - made up of fibers oriented at least two directions embedded in synthetic resin. Characteristics of the invention are specified with reference to FIGS. 1 to 10 for embodiments relating to four-wheeled vehicles:
-la figure 1 est une vue en coupe longitudinale suivant B2-B2' de la figure 2 d'une structure de suspension conforme à l'invention représentée sur la silhouette d'un véhicule et la figure 2 est une vue de dessus en coupe suivant Al -Al' de la fig. 1.FIG 1 is a longitudinal sectional view along B2-B2 'of Figure 2 of a suspension structure according to the invention shown in the silhouette of a vehicle and Figure 2 is a top view in section along Al -Al 'of fig. 1.
-la figure 3 est une vue d'une structure de suspension conforme à l'invention pour laquelle une roue franchit un obstacle, et la figure 4 est une vue de dessus de cette situation.FIG. 3 is a view of a suspension structure according to the invention for which a wheel crosses an obstacle, and FIG. 4 is a top view of this situation.
-la figure 5 est une vue en coupe longitudinale suivant B6-B6' de la figure 6 d'une structure de suspension élastique conforme à l'invention pour laquelle une roue franchit un trottoir à une vitesse donnée, et la figure 6 est une vue de dessus de cette situation.FIG. 5 is a view in longitudinal section along B6-B6 'of FIG. 6 of an elastic suspension structure according to the invention for which a wheel crosses a sidewalk at a given speed, and FIG. 6 is a view from above this situation.
-la figure 7-1 est une vue de face d'un bras d'une structure de suspension conforme à l'invention et la figure 7-2 une vue de dessus de ce même bras, toutes deux interrompues au niveau où ce bras se confond avec les autres.FIG. 7-1 is a front view of an arm of a suspension structure according to the invention and FIG. 7-2 a top view of this same arm, both interrupted at the level where this arm is confused with others.
-la figure 8 est une vue en coupe longitudinale suivant B9-B9' de la figure 9 et la figure 9 une vue de dessus en coupe suivant A8-A8' de la figure 8 d'une structure de suspension conforme à l'invention représentée sur la silhouette d'un véhicule, la figure 10 représentant une vue de détail en coupe longitudinale. FIG. 8 is a view in longitudinal section along B9-B9 'of FIG. 9 and FIG. 9 a top view in section along A8-A8' of FIG. 8 of a suspension structure according to the invention shown on the silhouette of a vehicle, FIG. 10 representing a detail view in longitudinal section.

Claims

Revendications claims
1. Structure de suspension (1) selon l'une quelconque des revendications 2 à 6, caractérisée en ce qu'au moins une raideur additionnelle (7) - ressort ou préférentiellement butée réalisée en matériau élastomère notamment contenant une cavité remplie de gaz sous pression avantageusement ajustée à la vitesse et/ou à la charge du véhicule - est installée entre l'habitacle du véhicule (3) et la matière centrale (199) de la structure de suspension (1), laquelle est limitée par les liaisons (6) à l'habitacle du véhicule (3).1. Suspension structure (1) according to any one of claims 2 to 6, characterized in that at least one additional stiffness (7) - spring or preferably stopper made of elastomeric material in particular containing a cavity filled with gas under pressure advantageously adjusted to the speed and / or the load of the vehicle - is installed between the passenger compartment of the vehicle (3) and the central material (199) of the suspension structure (1), which is limited by the connections (6) to the passenger compartment of the vehicle (3).
2.Structure de suspension (1) selon l'une quelconque des revendications 1 à 7, caractérisée en ce qu'elle comporte quatre bras (11), (12), (13) et (14) , chaque bras étant associé à une roue (2) ou (2') du véhicule.2. Suspension structure (1) according to any one of claims 1 to 7, characterized in that it comprises four arms (11), (12), (13) and (14), each arm being associated with a wheel (2) or (2 ') of the vehicle.
3. Structure de suspension (1) selon la revendication 8, caractérisée en ce qu'elle est liée à l'habitacle du véhicule (3) par l'intermédiaire d'un berceau (5) symétrique par rapport au plan vertical contenant l'axe longitudinal du véhicule, rigide dans son plan, flexible au gauchissement et plus rigide vis à vis d'autres sollicitations, évidé notamment à la façon d'un cadre sensiblement rectangulaire dont les cotés peuvent cependant être incurvés et dont la section courante va avantageusement décroissante vers les points de jonction lesquels supportent les liaisons (6) à la structure de suspension (1) entre lesquelles le berceau (5) se trouve lié au véhicule par quatre liaisons, deux liaisons (41) dites "longitudinales" car situées dans le plan de symétrie longitudinal du berceau et deux liaisons (42) dites "transversales" car situées sur un axe transversal lequel coupe ledit plan de symétrie en un point convenablement choisi à distance sensiblement égale des liaisons longitudinales.3. Suspension structure (1) according to claim 8, characterized in that it is linked to the passenger compartment of the vehicle (3) by means of a cradle (5) symmetrical with respect to the vertical plane containing the longitudinal axis of the vehicle, rigid in its plane, flexible to warping and more rigid with respect to other stresses, hollowed out in particular in the manner of a substantially rectangular frame whose sides may however be curved and whose current section is advantageously decreasing towards the junction points which support the connections (6) to the suspension structure (1) between which the cradle (5) is linked to the vehicle by four connections, two connections (41) called "longitudinal" because located in the plane of longitudinal symmetry of the cradle and two connections (42) called "transverse" because located on a transverse axis which intersects said plane of symmetry at a point suitably chosen at a substantially equal distance from the longitudinal links.
4.Structure de suspension (1) selon la revendication 9, caractérisée en ce que chaque liaison du berceau dite "longitudinale" (41) ou "transversale" (42) est une liaison souple à anisotropie de raideur offrant principalement une liberté de mouvement en rotation autour d'un axe respectivement longitudinal ou transversal et, secondairement, une certaine liberté de mouvement sur chacun des cinq autres axes, notamment en translation suivant son axe d'articulation et en rotation autour d'axes perpendiculaires.4. Suspension structure (1) according to claim 9, characterized in that each connection of the cradle called "longitudinal" (41) or "transverse" (42) is a flexible connection with anisotropy of stiffness offering mainly freedom of movement in rotation about a respectively longitudinal or transverse axis and, secondarily, a certain freedom of movement on each of the other five axes, in particular in translation along its axis of articulation and in rotation around perpendicular axes.
5.Structure de suspension (1) selon l'une quelconque des revendications 1 à 10, caractérisée en ce qu'elle est réalisée en un matériau constitué de fibres orientées suivant au moins deux directions et noyées dans une résine synthétique.5. Suspension structure (1) according to any one of claims 1 to 10, characterized in that it is made of a material consisting of fibers oriented in at least two directions and embedded in a synthetic resin.
6.Suspension de roue caractérisée en ce qu'elle comporte au moins un bras appartenant à une structure de suspension (1) selon l'une quelconque des revendications 1 à 11. 6. Wheel suspension characterized in that it comprises at least one arm belonging to a suspension structure (1) according to any one of claims 1 to 11.
7.Suspension, notamment pour véhicule automobile, comportant une structure élastique (1) selon les revendications 1 à 11.7.Suspension, in particular for a motor vehicle, comprising an elastic structure (1) according to claims 1 to 11.
8Néhicule automobile comportant une suspension selon la revendication 13. 8A motor vehicle comprising a suspension according to claim 13.
REVENDICATIONS MODIFIEESAMENDED CLAIMS
[reçues par le Bureau international le 26 novembre 1998 (26.11.98); revendications originales 1-8 remplacées par les revendications 1-14 modifiées (3pages)][received by the International Bureau on November 26, 1998 (26.11.98); original claims 1-8 replaced by amended claims 1-14 (3pages)]
1. Structure de suspension élastique pour véhicule, notamment automobile, symétrique par rapport au plan vertical contenant l'axe longitudinal du véhicule (3), flexible principalement verticalement et secondairement horizontalement, caractérisée en ce qu'elle est constituée de trois bras flexibles au moins (11,12,13), liés entre eux en une extrémité (19) où ils se confondent, la surface projetée verticalement de ladite structure (1) étant inscrite à l'intérieur du polygone joignant les extrémités libres1. Elastic suspension structure for a vehicle, in particular a motor vehicle, symmetrical with respect to the vertical plane containing the longitudinal axis of the vehicle (3), flexible mainly vertically and secondarily horizontally, characterized in that it consists of at least three flexible arms (11,12,13), linked together at one end (19) where they merge, the vertically projected surface of said structure (1) being inscribed inside the polygon joining the free ends
(15,16,17) des bras adjacents, chacune desdites extrémités étant liée - directement ou indirectement - à un support de roue.(15,16,17) of the adjacent arms, each of said ends being connected - directly or indirectly - to a wheel support.
2. Structure de suspension selon la revendication 1, caractérisée en ce que chaque bras (11,12,13) est lié - entre son extrémité (19) liée aux autres bras et son extrémité (15,16,17) liée au support de roue - à l'habitacle du véhicule (3) par une liaison (6).2. Suspension structure according to claim 1, characterized in that each arm (11,12,13) is linked - between its end (19) linked to the other arms and its end (15,16,17) linked to the support of wheel - to the passenger compartment of the vehicle (3) via a link (6).
3. Structure de suspension selon l'une des revendications 1 ou 2, caractérisée en ce que chaque bras (11,12,13) est lié à l'habitacle du véhicule (3) par une liaison souple (6) à anisotropie de raideur lui offrant principalement une liberté de mouvement en rotation autour d'un axe voisin d'une horizontale perpendiculaire au bras en ce lieu de liaison et, secondairement, une certaine liberté de mouvement sur chacun des cinq autres axes, notamment en translation suivant son axe d'articulation et en rotation autour d'axes perpendiculaires. 4. Structure de suspension selon l'une des revendications 2 ou 3, caractérisée en ce que le rapport de la largeur sur l'épaisseur de la section courante d'au moins un bras (11,12,13) présente au moins un minima au voisinage du lieu de la liaison (6) du bras à l'habitacle du véhicule (3) et un maxima dans un voisinage du lieu (19) où les bras se confondent. 3. Suspension structure according to one of claims 1 or 2, characterized in that each arm (11,12,13) is connected to the passenger compartment of the vehicle (3) by a flexible connection (6) with stiffness anisotropy mainly offering it a freedom of movement in rotation around an axis close to a horizontal perpendicular to the arm at this connection point and, secondarily, a certain freedom of movement on each of the other five axes, in particular in translation along its axis d 'articulation and rotation around perpendicular axes. 4. Suspension structure according to one of claims 2 or 3, characterized in that the ratio of the width to the thickness of the current section of at least one arm (11,12,13) has at least a minimum in the vicinity of the place of connection (6) of the arm to the passenger compartment of the vehicle (3) and a maximum in the vicinity of the place (19) where the arms merge.
5. Structure de suspension selon l'une des revendications 2 à 4, caractérisée en ce que le profil d'au moins un bras ( 1 1 , 1 2, 1 3) en projection horizontale sur un plan vertical est - sous forte charge verticale - sensiblement rectiligne depuis son extrémité ( 1 5) liée au support de roue jusqu'à son lieu de liaison (6) à l'habitacle du véhicule (3).5. Suspension structure according to one of claims 2 to 4, characterized in that the profile of at least one arm (1 1, 1 2, 1 3) in horizontal projection on a vertical plane is - under strong vertical load - substantially straight from its end (1 5) linked to the wheel support to its place of connection (6) to the passenger compartment of the vehicle (3).
6. Structure de suspension selon l'une des revendications 2 à 5, caractérisée en ce que au moins un bras ( 1 1 , 1 2, 1 3) comporte en sa partie centrale, comprise entre son extrémité ( 1 9) liée aux autres bras et sa liaison (6) à l'habitacle du véhicule (3), au moins une nervure transversale.6. Suspension structure according to one of claims 2 to 5, characterized in that at least one arm (1 1, 1 2, 1 3) has in its central part, between its end (1 9) connected to others arm and its connection (6) to the passenger compartment of the vehicle (3), at least one transverse rib.
7. Structure de suspension selon l'une quelconque des revendications 2 à 6, caractérisée en ce qu'au moins une raideur additionnelle (7) - ressort ou préférentiellement butée réalisée en matériau élastomère notamment contenant une cavité remplie de gaz sous pression avantageusement ajustée à la vitesse et/ou à la charge du véhicule - est installée entre l'habitacle du véhicule (3) et la matière centrale ( 1 99) de la structure de suspension ( 1 ), laquelle est limitée par les liaisons (6) à l'habitacle du véhicule (3) .7. Suspension structure according to any one of claims 2 to 6, characterized in that at least one additional stiffness (7) - spring or preferably stopper made of elastomeric material in particular containing a cavity filled with gas under pressure advantageously adjusted to the speed and / or the load of the vehicle - is installed between the passenger compartment of the vehicle (3) and the central material (1 99) of the suspension structure (1), which is limited by the connections (6) to the vehicle interior (3).
8. Structure de suspension selon l 'une quelconque des revendications 1 à 7, caractérisée en ce qu'elle comporte quatre bras ( 1 1 , 1 2, 1 3, 1 4) , chaque bras étant associé à une roue (2,2' ) du véhicule.8. Suspension structure according to any one of claims 1 to 7, characterized in that it comprises four arms (1 1, 1 2, 1 3, 1 4), each arm being associated with a wheel (2,2 ' ) of the vehicle.
9. Structure de suspension selon les revendications 2 et 8 prises conjointement, caractérisée en ce qu'elle est liée à l'habitacle du véhicule (3) par l 'intermédiaire d'un berceau (5) symétrique par rapport au plan vertical contenant l 'axe longitudinal du véhicule, rigide dans son plan, flexible au gauchissement et plus rigide vis à vis d'autres sollicitations, évidé notamment à la façon d 'un cadre sensiblement rectangulaire dont les cotés peuvent cependant être incurvés et dont la section courante va avantageusement décroissante vers les points de jonction lesquels supportent les liaisons (6) à la structure de suspension ( 1 ) entre lesquelles le berceau (5) se trouve lié au véhicule par quatre liaisons, deux liaisons (41 ) dites "longitudinales" car situées dans le plan de symétrie longitudinal du9. Suspension structure according to claims 2 and 8 taken together, characterized in that it is linked to the passenger compartment of the vehicle (3) by means of a cradle (5) symmetrical with respect to the vertical plane containing l longitudinal axis of the vehicle, rigid in its plane, flexible to warping and more rigid vis-à-vis other stresses, hollowed out in particular in the manner of a substantially rectangular frame whose sides can however be curved and whose current section goes advantageously decreasing towards the junction points which support the connections (6) to the suspension structure (1) between which the cradle (5) is linked to the vehicle by four connections, two connections (41) called "longitudinal" because located in the longitudinal plane of symmetry of the
FEUILLE MODIFIEE (ARTICLE 19l) berceau et deux liaisons (42) dites "transversales" car situées sur un axe transversal lequel coupe ledit plan de symétrie en un point convenablement choisi à distance sensiblement égale des liaisons longitudinales.MODIFIED SHEET (ARTICLE 19l) cradle and two connections (42) called "transverse" because located on a transverse axis which intersects said plane of symmetry at a point suitably chosen at substantially equal distance from the longitudinal connections.
1 0. Structure de suspension selon la revendication 9, caractérisée en ce que chaque liaison du berceau dite "longitudinale" (41 ) ou "transversale"1 0. Suspension structure according to claim 9, characterized in that each connection of the cradle called "longitudinal" (41) or "transverse"
(42) est une liaison souple à anisotropie de raideur offrant principalement une liberté de mouvement en rotation autour d'un axe respectivement longitudinal ou transversal et, secondairement, une certaine liberté de mouvement sur chacun des cinq autres axes, notamment en translation suivant son axe d'articulation et en rotation autour d'axes perpendiculaires.(42) is a flexible connection with stiffness anisotropy mainly offering freedom of movement in rotation about a respectively longitudinal or transverse axis and, secondarily, a certain freedom of movement on each of the other five axes, in particular in translation along its axis of articulation and rotation around perpendicular axes.
1 1 . Structure de suspension selon l'une quelconque des revendications 1 à 1 0, caractérisée en ce qu'elle est réalisée en un matériau constitué de fibres orientées suivant au moins deux directions et noyées dans une résine synthétique. 1 1. Suspension structure according to any one of claims 1 to 1 0, characterized in that it is made of a material consisting of fibers oriented in at least two directions and embedded in a synthetic resin.
1 2. Suspension de roue, caractérisée en ce qu'elle comporte au moins un bras appartenant à une structure de suspension ( 1 ) selon l'une quelconque des revendications 1 à 1 1 .1 2. Wheel suspension, characterized in that it comprises at least one arm belonging to a suspension structure (1) according to any one of claims 1 to 1 1.
1 3. Suspension, notamment pour véhicule automobile, comportant une structure élastique ( 1 ) selon l'une des revendications 1 à 1 1 . 1 3. Suspension, in particular for a motor vehicle, comprising an elastic structure (1) according to one of claims 1 to 1 1.
1 4. Véhicule automobile comportant une suspension selon la revendication 1 3. 1 4. Motor vehicle comprising a suspension according to claim 1 3.
EP98932218A 1997-06-16 1998-06-16 Suspension structure in particular for motor vehicle Withdrawn EP0988162A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9707416A FR2764546B1 (en) 1997-06-16 1997-06-16 SUSPENSION FOR VEHICLE MAINLY WITH FOUR WHEELS, WITH ELASTIC STRUCTURES PREFERABLY MADE OF COMPOSITE MATERIAL INTEGRATING GUIDANCE AND DIFFERENTIATED STRAIGHTNESSES
FR9707416 1997-06-16
PCT/FR1998/001266 WO1998057814A1 (en) 1997-06-16 1998-06-16 Suspension structure in particular for motor vehicle

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EP0988162A1 true EP0988162A1 (en) 2000-03-29

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AU8219598A (en) 1999-01-04
CN1265068A (en) 2000-08-30
KR20010013819A (en) 2001-02-26
BR9810140A (en) 2000-08-08
WO1998057814A1 (en) 1998-12-23
FR2764546A1 (en) 1998-12-18
CA2295166A1 (en) 1998-12-23
FR2764546B1 (en) 1999-10-15
JP2001508726A (en) 2001-07-03

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