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
  • B60G11/22—Resilient suspensions characterised by arrangement, location or kind of springs having rubber springs only
  • B60G11/23—Resilient suspensions characterised by arrangement, location or kind of springs having rubber springs only of the torsional-energy-absorption type
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G7/00—Pivoted suspension arms; Accessories thereof
  • B60G7/02—Attaching arms to sprung part of vehicle
• • 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
  • F16F1/38—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers with a sleeve of elastic material between a rigid outer sleeve and a rigid inner sleeve or pin, i.e. bushing-type
  • F16F1/387—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers with a sleeve of elastic material between a rigid outer sleeve and a rigid inner sleeve or pin, i.e. bushing-type comprising means for modifying the rigidity in particular directions
• • 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
  • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
  • B60G2202/10—Type of spring
  • B60G2202/14—Plastic spring, e.g. rubber
  • B60G2202/142—Plastic spring, e.g. rubber subjected to shear, e.g. Neidhart type
  • B60G2202/1424—Torsional
• • 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
  • B60G2204/14—Mounting of suspension arms
  • B60G2204/143—Mounting of suspension arms on the vehicle body or chassis
• • 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
  • B60G2204/14—Mounting of suspension arms
  • B60G2204/143—Mounting of suspension arms on the vehicle body or chassis
  • B60G2204/1434—Mounting of suspension arms on the vehicle body or chassis in twist-beam axles arrangement
• • 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
  • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
  • B60G2204/41—Elastic mounts, e.g. bushings
  • B60G2204/4104—Bushings having modified rigidity in particular directions
• • 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
  • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
  • B60G2204/41—Elastic mounts, e.g. bushings
  • B60G2204/4104—Bushings having modified rigidity in particular directions
  • B60G2204/41042—Bushings having modified rigidity in particular directions by using internal cam surfaces

Definitions

• the present invention relates generally to elastic joints and more particularly to an elastic joint intended to connect a suspension arm to a vehicle body and capable of working in torsion and of carrying a substantial part of the weight. from the cash register.
• the expression “elastic articulation capable of working in torsion and of carrying a substantial part of the weight of the vehicle body” means an articulation having a torsional stiffness, around the axis of the articulation, such that the latter is capable of supporting a substantial part of the weight of the vehicle body without the need to add to the suspension arms of the vehicle wheels strong metal springs or other elastic elements to support the weight of the checkout.
• automobile manufacturers usually require a vertical stiffness, at the level of each wheel, which varies according to passenger vehicles in a range of the order of 8 to 20 N / mm.
• the elastic joints proposed have, depending on the lengths of the wheel suspension arms, a torsional stiffness of between 10 and 40 mN / degree.
• a conventional elastic joint placed in the same place on the same vehicle and designed to work essentially in compression, which does not bear the weight of the vehicle body, generally has a torsional rigidity of less than 1 mN / degree.
• the present invention is applicable in particular, but not exclusively, to an elastic joint with variable radial stiffness, the radial stiffness of which has a minimum value along a first reference axis of a system of three reference axes, including a second reference axis coincides with the axis of rotation of the elastic joint.
• first reference axis is oriented pe endicularly or substantially perpendicular to a horizontal reference plane linked to the vehicle body.
• horizontal reference plane linked to the body is meant here a plane which moves parallel to the ground while the vehicle is running under normal conditions.
• Elastic joints with variable radial stiffness are already well known, in particular by European patent EP 0 956 984 of the applicant.
• the elastic articulation described in this document comprises an internal cylindrical reinforcement, an external cylindrical reinforcement concentrically surrounding the internal reinforcement, and a sleeve of elastomeric material, which is disposed between the internal and external reinforcement and whose inner and outer peripheral surfaces are linked without possibility of sliding to said interior and exterior frames.
• the sleeve of elastomeric material comprises at least one cell, preferably two diametrically opposite cells, which are positioned in such a way that the articulation has a minimum radial stiffness along the first above-mentioned reference axis.
• one of the reinforcements of the elastic articulation for example the external reinforcement
• the other reinforcement for example internal reinforcement is rigidly linked to the suspension arms.
• the fixing of the external reinforcement to the support part is usually carried out by a press fit or fitting operation of the external reinforcement in a bore of the support part.
• This fitting technique by fitting is relatively complicated. Indeed, it involves controlling the fitting force and, prior to the fitting operation proper, treatments of the external frame and / or the bore of the support part. These treatments may consist, for example, of a lubrication operation to facilitate the insertion of the external frame into the bore of the support piece, and / or of calibration operations of the external peripheral surface of the external frame or of the inner surface of the bore of the support part. These latter calibration operations may be necessary in order to eliminate any surface defect, for example possible ovalization of the external frame and / or of the bore of the support piece, and in order to thus ensure uniform contact, therefore a uniform tightening or shrinking of the external reinforcement in the bore of the support piece, over the entire circumference and over the entire length of the fitting.
• the support piece Since the support piece maintains the external reinforcement by clamping or shrinking, it must therefore be able to withstand the stresses of shrinking in service. This implies that the wall (fabric) of the support piece, which surrounds the outer frame of the elastic joint, has a high thickness.
• the sleeve of elastomeric material of the elastic joint does not have an axisymmetric shape
• an elastic joint with variable radial stiffness such as that described in the application for European patent cited above
• the elastic joint has a minimum radial stiffness along a reference axis
• the external reinforcement of the elastic joint is introduced into the bore of the support part with a precise orientation or azimuth, so that, in service, after fixing the support piece to the body of a vehicle, the reference axis along which the elastic articulation has its minimum radial stiffness is correctly oriented relative to a system of reference axes linked to the vehicle body.
• the present invention therefore aims to remedy the aforementioned problems posed by previously known elastic joints, in which the outer frame of the elastic joint is force fitted into the bore of a support piece.
• the present invention also aims to provide an elastic joint with variable radial stiffness, having improved resistance to fatigue both under compression / traction stresses and under torsional stresses.
• the invention provides an elastic articulation intended to connect a suspension arm to a vehicle body and capable of carrying a substantial part of the weight of the body, comprising an internal frame, an external frame surrounding the internal frame, and a sleeve made of elastomeric material, which is disposed between the interior and exterior reinforcements and the interior and exterior peripheral surfaces of which are linked without the possibility of sliding to said interior and exterior reinforcements.
• the first object of the invention is achieved by the fact that the external frame is shaped so that it can be fixed directly to the body of a vehicle.
• fixed directly is meant here that the external frame is fixed to the body of the vehicle without a rigid intermediate support piece, but it should not be excluded that one or more blocks of rubber or other similar material can be interposed between the external frame and the body.
• said external reinforcement plays both the role of an external reinforcement of a known elastic articulation and the role of the support part in which the external reinforcement of the known elastic joint had previously to be force-fitted to then allow the elastic joint to be fixed to the vehicle body.
• the external reinforcement of the elastic joint can be constituted by a cast or spun piece, in the form of a spar comprising a housing, in which the sleeve made of elastomeric material is formed by molding and adhered directly to the surface of the housing.
• the invention make it possible to remove a mass of material corresponding to that of the 'external reinforcement of the known elastic joint, but in addition the part (fabric) of the spar which surrounds the sleeve of elastomeric material may have a wall thickness less than that of the spar associated with the known elastic joint. Indeed, due to the absence of tight fitting, it suffices that the thickness of the fabric of the beam is dimensioned in relation to the resistance to injection molding pressures and no longer in relation to the resistance to stresses hooping which lead to significant thicknesses of fabric.
• the thickness of the fabric must also be dimensioned to withstand the service constraints.
• the present invention is applicable both to an elastic joint having a constant radial stiffness, and to an elastic joint having a variable stiffness, in particular a minimum stiffness along a radial direction which, after fixing the elastic joint to the body of a vehicle, must have a desired orientation with respect to a system of reference axes linked to the body of the vehicle.
• the azimuth necessary to orient the minimum radial stiffness of the sleeve of elastomeric material relative to the spar constituting the outer frame, therefore relative to the vehicle body can be carried out easily and directly by an appropriate positioning of the impression of the injection mold relative to the spar in the housing of which the elastomeric sleeve is molded.
• the elastic joint according to the invention due to the absence of a fitting connection in the elastic joint according to the invention, the operations of calibration treatment and / or lubrication, which were necessary with the known elastic joints, are eliminated. In particular, the surface of the beam member housing no longer requires specific preparation for fitting. In addition, the problems of resistance to sliding in the axial direction as in the circumferential direction, which arise with known elastic joints comprising a fitting connection between the external reinforcement and the beam, are also completely eliminated. In the elastic joint according to the invention, the resistance to axial and / or torsional stresses to which the joint is subjected in service, is managed by the bonded interface between the sleeve of elastomeric material and the beam.
• the bonded bond between the sleeve of elastomeric material and the beam is provided by adhesives whose resistance to shearing and tearing provides a sufficient margin of safety compared to the maximum values of the stresses seen, in service, by the articulation at the level of the outer diameter of the sleeve of elastomeric material.
• the adhesives used for this purpose can be the same as those which are usually used in the elastic joints known for bonding the sleeve of elastomeric material to the external frame and to the internal frame of the joint.
• the sleeve of elastomeric material may comprise in a manner known per se, in at least one of its end faces, at least one recess which is positioned so that the joint has a minimum radial stiffness along a first reference axis of a system of three reference axes, a second reference axis of which coincides with the axis of rotation of the elastic joint.
• the second object of the invention is achieved by the fact that at least one of the two end faces of the sleeve has a profile which evolves continuously in the circumferential direction of the sleeve of elastomeric material between at least one minimum and at least a maximum.
• the two end faces of the sleeve have a corrugated profile.
• the profile has a substantially sinusoidal or pseudo-sinusoidal shape.
• the profile, in the inner peripheral region of said end face has at least a minimum and at least a maximum which are offset by a predefined angle respectively with respect to at least a minimum and at least a maximum of the profile in the outer peripheral region of said end face when no load is applied to the joint.
• said predefined angle is preferably chosen in such a way that, when the articulation is subjected to a reference load causing a relative rotation of said predefined angle of the internal and external reinforcements with respect to each other, the geometric places of the minima and the geometric places of the maxima of the profile between said inner and outer peripheral regions are oriented substantially radially respectively along the first reference axis and along a third reference axis of the system of three reference axes.
• the beam forming the external reinforcement comprises at least one bearing face, preferably two bearing faces, capable of cooperating with at least one corresponding bearing face on the body of the vehicle, so that, after fixing the beam to said body, the three reference axes of the elastic joint have predefined orientations with respect to a system of reference axes linked to the vehicle body.
• the first reference axis is substantially perpendicular to a horizontal plane linked to the vehicle body.
• FIG. 2 is a perspective view of one of the two elastic joints incorporated in the axle of Figure 1;
• Figure 3 is a horizontal sectional view of the elastic joint of Figure 2;
• FIG. 4 is an elevational view, in the free state, of the sleeve of elastomeric material of the elastic joint of Figures 2 and 3;
• FIG. 5 is a view of the sleeve of elastomeric material along arrow F of Figure 4;
• - Figure 6 is a view similar to Figure 4 and shows the shape of the sleeve of elastomeric material when subjected to a reference torsional load;
• Figure 7 is a view similar to Figure 5, the sleeve of elastomeric material being subjected to the reference torsional load;
• FIG. 8 is a sectional view along the broken line VIII-VIII of Figure 7;
• FIG. 9 is a graph showing the corrugated profile of one of the end faces of the sleeve of elastomeric material in the inner peripheral region and in the outer peripheral region of said sleeve, when the latter is in the free state;
• FIG. 10 is a graph showing the corrugated profile of the end face of the sleeve of elastomeric material in the inner peripheral region and in the outer peripheral region of said sleeve, when the latter is subjected to the reference torsional load.
• an axle 1 more precisely a rear axle, intended to be mounted on the body 2 of a vehicle by means of elastic joints 3, an advantageous embodiment of which will be described in detail later.
• the X axis is the longitudinal median axis of the vehicle
• the Y axis is a transverse axis, which defines with the X axis the horizontal reference plane mentioned above
• the Z axis is vertical.
• the axle 1 essentially comprises two drawn suspension arms 4 which are connected to the body 2 by elastic articulations 3 capable of working in compression / traction and in torsion so that the two suspension arms 4 can independently have the one from the other, a limited angular movement relative to the body 2 around the axis 6 of the joints 3, which coincides with the axis Y.
• joints 3 which are similar (symmetrical, in general).
• the joint 3 is essentially constituted by a sleeve 7 of elastomeric material, which is disposed between an inner cylindrical frame 8 and an outer frame 9 and which is rigidly fixed to these two frames, without possibility sliding, by the known technique of adhesion.
• each suspension arm 4 carries, on the side of the corresponding elastic articulation 3, a shaft 11 and, on the side opposite to said articulation, a rocket 12 intended to receive a wheel 13, more precisely a rear wheel of the vehicle.
• Each of the two shafts 11, the axes of which are aligned with the axis 6 of the elastic joints 3 and with the axis Y, is rigidly fixed, that is to say without possible relative rotation, to the internal reinforcement 8 of the corresponding elastic joint.
• the fixing of the shaft 11 with internal reinforcement 8 can be carried out by force fitting, by gluing or by any other technique known in this field of the technique.
• a cross-member (not shown) can be provided which connects the two shafts 11 in a U-shaped configuration, or the two arms 4 in a H-shaped configuration.
• the cross-member can have a structure similar to that described in the request for Patent EP 0 956 984 or in patent application WO 97/47 486.
• the outer frame 9 of the elastic joint 3 is here constituted by a beam, made for example in the form of a cast or spun piece of aluminum or aluminum alloy.
• the beam 9 has a housing 14 in which the sleeve 7, made of elastomeric material, of the elastic joint 3 is rigidly fixed.
• the spar 9 has at least one flat support face, preferably two flat support faces 9a and 9b, which are perpendicular to each other and which are intended to serve as a reference surface for mounting the spar 9 on the vehicle body 2.
• the flat face 9b is perpendicular to the axis of the housing 14, therefore also to the axis Y of the elastic joint 3, and is intended to be applied against a vertical support surface of the body 2, which is parallel to the plane 0 defined by the X and Z axes of the reference system linked to the vehicle body.
• the flat support face 9a of the beam 9 is intended to be applied against another flat support surface which is provided on the body 2 of the vehicle and which is parallel to the horizontal plane defined by the two axes X and Y of the system of reference linked to the vehicle body.
• the spar 9 further comprises two holes 15 and 16 whose axes are perpendicular respectively to the flat bearing faces 9a and 9b.
• the holes 15 and 16 are intended to receive screws or bolts (not shown) and constitute, in combination with said screws or bolts, anchoring means for fixing the beam 9 on the abovementioned bearing surfaces of the vehicle body.
• each of the two elastic joints 3 is designed to have a variable radial stiffness in the circumferential direction, that is to say that the stiffness of the joint varies as a function of the polar angle of the radial direction around the Y axis.
• the sleeve 7 can have any known structure or geometry capable of giving it a variable radial stiffness.
• the sleeve 7 may include cells like those of the sleeve of elastomeric material of the elastic joint described in patent application EP 0 956 984.
• the variation in the radial stiffness is obtained preferably by giving at least one of the two end faces 7a and 7b of the sleeve 7 of elastomeric material, preferably at its two end faces, a profile which evolves continuously in the circumferential direction of the sleeve 7 between 5 at least a minimum and at least a maximum, as is particularly visible in Figure 4.
• the corrugated profile has, for example, a sinusoidal or pseudo-sinusoidal shape with two minima and two maxima on the circumference of the sleeve 7.
• the elastic joint is intended to work not only in compression / traction, but also in torsion to carry a substantial part of the weight of the body and to ensure a spring suspension function, it is preferable that the two minima mj and the two maxima Mj corrugated profile Pj in the inner peripheral region of the end face 7a or 7b are angularly shifted by a predetermined angle ⁇ respectively with respect to both minimum e m and two maxima m e corrugated profile P e in the outer peripheral region of the end face 7a or 7b when the sleeve 7 is not subjected to any load, as shown in FIGS. 5 and 9.
• the geometrical locations 17 of the minima of the corrugated profile of the end face 7a or 7b of the sleeve 7 extend obliquely with respect to a radial direction, as shown in FIG. 5.
• the li them geometric 18 of the maxima of the corrugated profile of the end face 7a or 7b extend obliquely with respect to another radial direction, as is also shown in FIG. 5.
• the value of the predefined angle ⁇ is chosen from such that, when the elastic joint 3 is subjected to a reference load causing a relative rotation of this angle ⁇ , for example of the internal reinforcement 8 relative to the external reinforcement 9 (spar), the sleeve 7 undergoes a torsion and deforms in such a way that the minima m. ⁇ and the maxima Mj of the corrugated profile P; in the inner peripheral region of the end face 7a or 7b are aligned radially respectively with the minima m e and the maxima M e of the corrugated profile P e in the outer peripheral region of the end face 7a or 7b, as shown in FIGS. 7 and 10.
• the geometric locations 17 of the minima and the geometric locations 18 of the maxima of the corrugated profile on each of the two end faces 7a and 7b of the sleeve 7 are then oriented substantially radially respectively along the two reference axes X 'and Z' of a system of three reference axes X ', Y, Z' linked to each elastic joint 3.
• the two axes X 'and Z' are perpendicular to the Y axis of the two elastic joints 3, which is also designated by reference 6 in FIG. 1.
• the aforementioned reference load which determines the value of the angle ⁇ as well as a reference attitude of the vehicle comprising the axle 1 of FIG.
• the reference load can be defined for example as being the load applied to each of the two wheels 13 of the axle 1 for a vehicle in running order in current use.
• This reference load will naturally vary from one vehicle model to another and its definition may itself vary from one vehicle manufacturer to another.
• the reference load can be defined as being a quarter of the sum of the empty weight of the vehicle, the weight of two mannequins of 75 kg each, and a weight of fuel corresponding to a half full fuel tank.
• the axial length of the sleeve 7 of elastomeric material has a minimum value £ corresponding to the geometrical locations 17 of the minima of the corrugated profile of the two end faces 7a and 7b, that is to say in the plane defined by the two axes Y and Z ', and a maximum value L corresponding to the geometrical locations 18 of the maxima of the corrugated profile of the two end faces 7a and 7b, that is ie in the plane defined by the two axes Y and X ′, as shown respectively in the left and right halves of FIG. 8.
• the elastic joint 3 described above will therefore have a minimum radial stiffness along the axis Z 'and a maximum radial stiffness along the axis X', when the sleeve is subjected at the expense of the ref in this.
• the axes X 'and Z' of each articulation 3 are oriented, by virtue of the abovementioned bearing surfaces 9a and 9b of the side members 9 and of the body 2, so as to be respectively parallel to the axes X and Z of the system of axes X, Y, Z linked to the body 2 of the vehicle. That is to say that the axis X 'is horizontal and the axis Z' vertical. It is in this position that the performances of the two elastic joints 3 in acoustic filtering prove to be the best.
• each articulation 3 is oriented strictly vertically and its orientation may be between the limits of + 45 ° and - 45 ° with respect to a perpendicular to the horizontal plane defined by the X and Y axes of the reference system linked to the vehicle body.
• the minima and maxima of the corrugated profile of each of the two end faces 7a and 7b of the sleeve 7 are angularly equidistant along the circumference.
• the maximum radial stiffness (longitudinal stiffness along X) of each articulation 3 can be approximately 3,500 N / mm, and the minimum radial stiffness (vertical stiffness along Z) of around 2,200 N / mm.
• the elastic joint 3 with variable radial stiffness according to the invention has, with respect to the elastic joints with variable radial stiffness previously known, better resistance to fatigue both when the joint works in compression / traction than when it works in torsion. We can think that this is due to the continuous and regular evolution of the corrugated profile of its two end faces 7a and 7b, which means that, in service, the compressive / tensile stresses and the torsional stresses do not remain concentrated. in localized areas of the sleeve 7, but can be more easily distributed in the heart of said sleeve, over its entire circumference.
• the sleeve 7 made of elastomeric material has been shown with a longitudinal section which preferably has substantially the shape of a trapezoid, the large base of which is situated on the side of the internal frame 8 and the small base on the side of the outer frame 9, and with inner peripheral lips 7c and 7d and outer peripheral lips 7e and 7f on the end faces 7a and 7b, as shown in particular in FIG. 2, the longitudinal section of the sleeve 7 could for example have a rectangular shape.
• the number of minima and the number of maxima in the profile along the circumference of the or each of the faces end of the sleeve of elastomeric material is not necessarily equal to two. This number can be equal to one or greater than two depending on the number of radial directions along which it is desired that the sleeve of elastomeric material have respectively a minimum radial stiffness and a maximum radial stiffness.
• the peak-to-peak amplitude of the ripple (difference in amplitude between the minima and the maxima) of the profile Pi in the inner peripheral region of a face of end 7a or 7b of the sleeve 7 is equal to or substantially equal to the peak-to-peak amplitude of the undulation of the profile P e in the outer peripheral region of said end face 7a or 7b
• the two profiles Pi and P e can have different peak-to-peak amplitudes and, in a borderline case, one of the two profiles Pj and P e may have a peak to peak amplitude zero or almost zero.
• the profile of the end face or faces of the sleeve which evolves continuously in the circumferential direction of the sleeve, can be combined with a continuous variation of the thickness.
• radial of said sleeve along the circumference of the latter, so that the cross section of the housing 14 of the beam 9 and / or the cross section of the frame 8 are not necessarily circular, but may for example have an elliptical shape or oval, or a shape with one or more flats.
• Such non-circular shapes can also be made necessary for various other reasons, such as for example the type of connection between the frame 8 and the arm 4.
• the circular or cylindrical configuration of the housing 14 and of the inner frame 8 remains the most favorable in terms of fatigue, because the constraints prevailing in service in the sleeve 7 are the most homogeneous there.
• connection of the external reinforcement or spar 9 to the body 2 by two bearing surfaces and two perpendicular screws represents only a very particular case of mounting. More generally, it is possible to anchor or embed the beam on the body in various ways. Screw connection is a possibility (in this case, the minimum is a screw, therefore a through hole, by joint). Mention may also be made of welding or bonding as other fixing possibilities.

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

Applications Claiming Priority (3)

Publications (1)

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• 2001
  • 2001-07-27 EP EP01960840A patent/EP1305176A1/de not_active Withdrawn
  • 2001-07-27 CN CN01802863A patent/CN1392842A/zh active Pending
  • 2001-07-27 JP JP2002516112A patent/JP2004505214A/ja active Pending
  • 2001-07-27 AU AU2001282237A patent/AU2001282237A1/en not_active Abandoned
  • 2001-07-27 WO PCT/FR2001/002468 patent/WO2002009960A1/fr not_active Application Discontinuation
• 2002
  • 2002-03-28 US US10/109,404 patent/US20030155698A1/en not_active Abandoned

Non-Patent Citations (1)

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