Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G7/00—Pivoted suspension arms; Accessories thereof
  • B60G7/008—Attaching arms to unsprung part of vehicle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
  • B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
  • B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
  • B60G15/07—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper the damper being connected to the stub axle and the spring being arranged around the damper
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G3/00—Resilient suspensions for a single wheel
  • B60G3/02—Resilient suspensions for a single wheel with a single pivoted arm
  • B60G3/04—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially transverse to the longitudinal axis of the vehicle
  • B60G3/06—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially transverse to the longitudinal axis of the vehicle the arm being rigid
• • 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
  • B60G2200/00—Indexing codes relating to suspension types
  • B60G2200/10—Independent suspensions
  • B60G2200/17—Independent suspensions with a strut contributing to the suspension geometry by being articulated onto the wheel support
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2200/00—Indexing codes relating to suspension types
  • B60G2200/40—Indexing codes relating to the wheels in the suspensions
  • B60G2200/44—Indexing codes relating to the wheels in the suspensions steerable
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2200/00—Indexing codes relating to suspension types
  • B60G2200/40—Indexing codes relating to the wheels in the suspensions
  • B60G2200/462—Toe-in/out
• • 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
  • B60G2202/30—Spring/Damper and/or actuator Units
  • B60G2202/31—Spring/Damper and/or actuator Units with the spring arranged around the damper, e.g. MacPherson strut
  • B60G2202/312—The spring being a wound spring
• • 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
  • B60G2204/12—Mounting of springs or dampers
  • B60G2204/129—Damper mount on wheel suspension or knuckle
• • 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
  • B60G2204/148—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle
• • 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
  • B60G2204/422—Links for mounting suspension elements
• • 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
  • B60G2204/43—Fittings, brackets or knuckles
  • B60G2204/4304—Bracket for lower cylinder mount of McPherson strut
• • 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
  • B60G2206/50—Constructional features of wheel supports or knuckles, e.g. steering knuckles, spindle attachments

Definitions

• the invention relates to motor vehicle suspension trains. It relates more particularly to independent pivot trains, of the type comprising a first support, an upper part of which is secured to a damping device and a lower part of which is linked to a suspension arm which is articulated on the chassis of the vehicle, this first support supporting a second support which pivots about a substantially vertical axis of the first support, and which carries a wheel hub of the vehicle.
• this type of train has a pivot connection between the lower suspension arm of the train and the first support, also called pivot carrier.
• This pivot connection makes it possible to block the rotation of the first support around a substantially vertical axis.
• this assembly is subjected to longitudinal forces, vertical or lateral, external to the vehicle, and, for example during a compression force, the pivot link must allow adjustments for good interaction of the elements with each other.
• a major drawback of this embodiment is that it does not generate a sufficiently rigid connection during operation without external forces.
• the first support must not experience uncontrolled relative movements. It is therefore an objective of the invention to have an independent pivot train provided with a very rigid rotation blocking device, but which at the same time allows certain adjustments of positioning of the elements between them.
• suspension arm necessary for the integration of the pivot link between this arm and the first support must have a modified shape compared to the suspension arm produced for series vehicles.
• independent pivot trains are used for vehicles delivering high engine power. It may for example be utility vehicles, or a serial vehicle with a particular engine evolution. In the latter case, it is binding for manufacturers to have to develop and produce a type of arm different from those used as standard.
• an independent pivot train of the type described above characterized in that the lower part of the first support is linked to the suspension arm by a ball joint, and in that the independent pivot train comprises a device anti-rotation which is integral with the first support and which is capable of blocking the rotation of the first support along a substantially vertical axis.
• the anti-rotation device is formed by a lever which, at the ball joint connection, is interposed between the suspension arm and the first support, and which has a free end on which is secured a link whose end opposite the lever is fixed on the suspension arm.
• the lever and the link extend respectively in a substantially horizontal plane.
• the straight line passing through the center of the connection between the lever and the link and through the center of the ball joint connection between the suspension arm and the lever does not cut the pivot axis of the first support, so that the device anti-rotation can generate a torque which opposes the torques generated on the first support by the longitudinal or lateral forces to which the vehicle is subjected.
• the dimensions of the link and of the lever are such that the point of attachment of the link on the suspension arm is located in the vicinity of the front articulation point of the arm on the body.
• the lever and the first support are formed in a single piece.
• the invention also relates to a motor vehicle characterized in that it comprises a front and / or rear suspension train formed by at least one independent pivot train according to the invention.
• FIG. 1 is a view from the rear of the vehicle of an independent pivot train according to the invention
• - Figure 2 is a side view of an independent pivot train as shown in Figure 1
• - Figure 3 is a top view of an independent pivot train as shown in Figures 1 and 2
• - Figure 4 is a perspective perspective view of three-quarter front of an independent pivot train as shown in the previous figures.
• FIG. 1 describes and shows an independent pivot train 1 forming a half left front suspension train. It will be understood that by extension, an equivalent independent pivot train can form a half front right suspension train or a rear train.
• An independent pivot train 1 is formed of a first support 10, which has a receptacle for a second support 20 which is pivotally mounted in the first support 10 around a pivot axis 13. This axis 13 is formed by the degrees freedom of rotation of the two pivot connections between the first support 10 and the second support 20.
• the second support 20 is therefore linked to the first support 10 and is secured to a steering lever 3. It further receives the wheel mounting and in particular the wheel hub 50. This second support 20 therefore allows the rotation of the wheel around its rolling axis, and the turning of this wheel.
• An upper part 11 of the first support 10 is integral with a damping device 40.
• a lower part 12 of the first support 10 is linked to a suspension arm 30 by means of a ball joint 60.
• the suspension arm 30 is then the same as for a conventional train.
• the end of the arm 30 on which the first support 10 is articulated is conventionally provided with a ball joint 60.
• An anti-rotation device 70 makes it possible, in combination with the ball joint 60, to prevent the rotation of the first support 10 around a substantially vertical axis. It will be understood that the presence of the ball joint 60 makes it possible to keep the suspension arm 30 as it is produced for mass-produced vehicles, without trains with independent pivot.
• the anti-rotation device 70 can thus be combined with a pivot link as shown in the document EPI 319 533.
• the anti-rotation device 70 is essentially composed of a lever 71 and a link 72.
• the lever 71 is interposed between the suspension arm 30 and the lower part 12 of the first support 10, and is made integral with this first support 10 by fixing means not shown.
• the link 72 is fixed at the end of the lever 71, opposite the ball joint 60. This link 72 extends in a substantially horizontal plane, and is fixed at its free end 73 on the lower suspension arm 30 The attachment of the link 72 to the suspension arm 30 makes it possible to overcome the relative movements of the arm 30 which are generated during longitudinal, vertical or lateral forces.
• this link 72 and this lever 71 allow optimal locking in rotation of the first support 10 along a substantially vertical axis, certain geometrical characteristics must approach the following conditions.
• optimal characteristics are obtained when the dimensions of the link 72 and of the lever 71 are such that the point of attachment of the link 72 on the suspension arm 30 is located in the vicinity of the front articulation point A of the arm 30 on the chassis.
• the dimension of the link 72 must allow correct implantation so that the microbracking in pumping (that is to say in vertical vibration) of the assembly formed by the first support 10 and the damping device 40 are limited.
• Optimal characteristics can also be obtained when the straight line, passing on the one hand through the center of the connection between the link 72 and the suspension arm 30 and on the other hand through the center of the ball joint 60 between the suspension arm 30 and the lever 71 does not cut the pivot axis 13 of the first support 10.
• the pivot axis 13 is determined by the orientation of the first support 10, this axis 13 passing through the two pivot connections which connect the first support 10 to the second support 20.
• the anti-rotation device 70 can generate a torque which opposes the torques generated on the first support 10 by the external forces which the vehicle undergoes, the main axis of the anti-rotation device 70 does not must not cut the pivot axis 13 of the first support 10, so that the force to which the anti-rotation device 70 is subjected can produce a moment around the first support 10.
• the lever 71 and the first support 10 can form a single piece, the anti-rotation device 70 then being formed by the link 72 and an arm 71 belonging to the first support 10.
• the advantages of such an independent pivot train improvement are numerous.
• the trains according to the invention thus make it possible to have a more rigid connection between the suspension arm 30 and the first support 10, called the pivot door, which allows operation of the train 1 without uncontrolled movement of the first support 10. But they at the same time allow small movements in compression, which improves the adjustment of the compression working, that is to say the fact that the tire opens towards the outside of the turn.
• the trains according to the invention also offer a very good compactness: in fact, the length of a conventional pivot link, between the suspension arm 30 and the first support 10, prevents the steering of the assembly formed by the hub 50 and the brake disc.

Landscapes

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

Applications Claiming Priority (2)

Publications (1)

Family

ID=34178856

Family Applications (1)

Country Status (4)

Families Citing this family (11)

Family Cites Families (8)

• 2003
  • 2003-09-09 FR FR0310590A patent/FR2859411B1/fr not_active Expired - Fee Related
• 2004
  • 2004-09-08 WO PCT/FR2004/002277 patent/WO2005023569A1/fr active Application Filing
  • 2004-09-08 JP JP2006525859A patent/JP2007504999A/ja active Pending
  • 2004-09-08 EP EP04787330A patent/EP1663676A1/de not_active Withdrawn

Non-Patent Citations (1)

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