WO2005023569A1 - Independent pivot axle - Google Patents

Independent pivot axle Download PDF

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Publication number
WO2005023569A1
WO2005023569A1 PCT/FR2004/002277 FR2004002277W WO2005023569A1 WO 2005023569 A1 WO2005023569 A1 WO 2005023569A1 FR 2004002277 W FR2004002277 W FR 2004002277W WO 2005023569 A1 WO2005023569 A1 WO 2005023569A1
Authority
WO
WIPO (PCT)
Prior art keywords
support
train
pivot
suspension arm
lever
Prior art date
Application number
PCT/FR2004/002277
Other languages
French (fr)
Inventor
Pascal Auffrere
Frédéric LE NINDRE
Original Assignee
Renault S.A.S.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Renault S.A.S. filed Critical Renault S.A.S.
Priority to JP2006525859A priority Critical patent/JP2007504999A/en
Priority to EP04787330A priority patent/EP1663676A1/en
Publication of WO2005023569A1 publication Critical patent/WO2005023569A1/en

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00Pivoted suspension arms; Accessories thereof
    • B60G7/008Attaching arms to unsprung part of vehicle
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G15/00Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
    • B60G15/02Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
    • B60G15/06Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
    • B60G15/07Resilient 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
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00Resilient suspensions for a single wheel
    • B60G3/02Resilient suspensions for a single wheel with a single pivoted arm
    • B60G3/04Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially transverse to the longitudinal axis of the vehicle
    • B60G3/06Resilient 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
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00Indexing codes relating to suspension types
    • B60G2200/10Independent suspensions
    • B60G2200/14Independent suspensions with lateral arms
    • B60G2200/142Independent suspensions with lateral arms with a single lateral arm, e.g. MacPherson type
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00Indexing codes relating to suspension types
    • B60G2200/10Independent suspensions
    • B60G2200/17Independent suspensions with a strut contributing to the suspension geometry by being articulated onto the wheel support
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00Indexing codes relating to suspension types
    • B60G2200/40Indexing codes relating to the wheels in the suspensions
    • B60G2200/44Indexing codes relating to the wheels in the suspensions steerable
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00Indexing codes relating to suspension types
    • B60G2200/40Indexing codes relating to the wheels in the suspensions
    • B60G2200/462Toe-in/out
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/30Spring/Damper and/or actuator Units
    • B60G2202/31Spring/Damper and/or actuator Units with the spring arranged around the damper, e.g. MacPherson strut
    • B60G2202/312The spring being a wound spring
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10Mounting of suspension elements
    • B60G2204/12Mounting of springs or dampers
    • B60G2204/129Damper mount on wheel suspension or knuckle
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10Mounting of suspension elements
    • B60G2204/14Mounting of suspension arms
    • B60G2204/148Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/422Links for mounting suspension elements
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/43Fittings, brackets or knuckles
    • B60G2204/4304Bracket for lower cylinder mount of McPherson strut
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/50Constructional 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.

Abstract

An independent pivot axle (1) for a motor vehicle, comprising a first support (10) wherein an upper part (11) thereof is connected to a shock absorbing device (40) and a lower part (12) is connected to a suspension arm (30) which is articulated on the frame of the vehicle. The first support (10) bears a second support (20) which pivots around an axis. The pivoting axis (13) is substantially vertical in relation to the first support (10) and bears a wheel hub (50) of the motor vehicle. The invention is characterized in that the lower part (12) of the first support (10) is linked to the suspension arm (30) by a swivel link (60), and in that the independent pivot axle (1) comprises an anti-rotation device (70) which is connected to the first support (10) and which can block the rotation of the first support (10) according to a substantially vertical axis.

Description

TRAIN A PIVOT INDEPENDANT INDEPENDENT PIVOT TRAIN
L'invention concerne les trains de suspension de véhicule automobile. Elle concerne plus particulièrement les trains à pivot indépendant, du type comportant un premier support dont une partie supérieure est solidaire d'un dispositif d'amortissement et dont une partie inférieure est liée à un bras de suspension qui est articulé sur le châssis du véhicule, ce premier support supportant un deuxième support qui pivote autour d'un axe sensiblement vertical du premier support, et qui porte un moyeu de roue du véhicule.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.
De façon connue, tel que décrit et représenté dans le document EP 1 319 533, ce type de train présente une liaison pivot entre le bras inférieur de suspension du train et le premier support, nommé également porte pivot. Cette liaison pivot permet de bloquer la rotation du premier support autour d'un axe sensiblement vertical. Cependant, cet ensemble est soumis à des efforts longitudinaux, verticaux ou latéraux, externes au véhicule, et, par exemple lors d'un effort de compression, la liaison pivot doit permettre des ajustements pour une bonne interaction des éléments les uns avec les autres. Il est alors connu d'ajouter, dans cette liaison pivot, des pièces en élastomère qui permettent cette mise en position relative. Un inconvénient majeur de ce mode de réalisation est de ne pas engendrer une liaison suffisamment rigide lors d'un fonctionnement sans efforts externes. Or, pour obtenir une performance optimale du train à pivot indépendant, le premier support ne doit pas connaître de mouvements relatifs non contrôlés. Il est donc un objectif de l'invention de disposer d'un train à pivot indépendant doté d'un dispositif de blocage en rotation très rigide, mais qui autorise dans le même temps certains réglages de positionnement des éléments entre eux.In known manner, as described and shown in document EP 1 319 533, 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. However, 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. It is then known to add, in this pivot connection, elastomer parts which allow this positioning in relative position. A major drawback of this embodiment is that it does not generate a sufficiently rigid connection during operation without external forces. However, to obtain optimum performance from the independent pivot train, 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.
Un autre inconvénient des dispositifs représentés dans le document EPAnother drawback of the devices shown in the document EP
1 319 533 est que le bras de suspension nécessaire pour l'intégration de la liaison pivot entre ce bras et le premier support doit présenter une forme modifiée par rapport au bras de suspension réalisé pour les véhicules de série. En effet, les trains à pivot indépendant sont utilisés pour des véhicules délivrant de fortes puissances moteur. Il peut par exemple s'agir de véhicules utilitaires, ou de véhicule de série avec une évolution moteur particulière. Dans ce dernier cas, il est contraignant pour les constructeurs de devoir développer et réaliser un type de bras différent de ceux utilisés de série.1 319 533 is that the 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. Indeed, 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.
L'invention se propose donc de répondre aux inconvénients cités ci- dessus. Dans ce but, il est proposé un train à pivot indépendant du type précédemment décrit, caractérisé en ce que la partie inférieure du premier support est liée au bras de suspension par une liaison rotule, et en ce que le train à pivot indépendant comporte un dispositif anti-rotation qui est solidaire du premier support et qui est apte à bloquer la rotation du premier support selon un axe sensiblement vertical.The invention therefore proposes to respond to the drawbacks mentioned above. For this purpose, an independent pivot train of the type described above is proposed, 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.
Selon une caractéristique de l'invention, le dispositif anti-rotation est formé d'un levier qui, au niveau de la liaison rotule, est intercalé entre le bras de suspension et le premier support, et qui présente une extrémité libre sur laquelle est solidarisée une biellette dont l'extrémité opposée au levier est fixée sur le bras de suspension. Selon une caractéristique de la présente invention, le levier et la biellette s'étendent respectivement dans un plan sensiblement horizontal.According to a characteristic of the invention, 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. According to a characteristic of the present invention, the lever and the link extend respectively in a substantially horizontal plane.
Avantageusement, la droite passant par le centre de la liaison entre le levier et la biellette et par le centre de la liaison rotule entre le bras de suspension et le levier ne coupe pas l'axe de pivot du premier support, de sorte que le dispositif anti-rotation peut générer un couple qui s'oppose aux couples engendrés sur le premier support par les efforts longitudinaux ou latéraux que subit le véhicule.Advantageously, 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.
Selon une caractéristique de l'invention, les dimensions de la biellette et du levier sont telles que le point de fixation de la biellette sur le bras de suspension est situé au voisinage du point d'articulation avant du bras sur la caisse. Un tel agencement permet ainsi une optimisation des variations du plan de la roue en élastocinématique.According to a characteristic of the invention, 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. Such an arrangement thus allows optimization of variations in the plane of the elastokinematic wheel.
Selon une variante de réalisation, le levier et le premier support sont formés d 'une unique pièce.According to an alternative embodiment, the lever and the first support are formed in a single piece.
L'invention porte également sur un véhicule automobile caractérisé en ce qu'il comporte un train de suspension avant et/ou arrière formé d'au moins un train à pivot indépendant selon l'invention.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.
D'autres caractéristiques et avantages de l'invention apparaîtront à la lecture de la description détaillée qui suit pour la compréhension de laquelle on se reportera aux dessins annexés parmi lesquels: - la figure 1 est une vue depuis l'arrière du véhicule d'un train à pivot indépendant selon l'invention, - la figure 2 est une vue de côté d'un train à pivot indépendant tel que représenté à la figure 1 , - la figure 3 est une vue de dessus d'un train à pivot indépendant tel que représentés aux figures 1 et 2, - la figure 4 est une vue en perspective en perspective de trois-quart avant d'un train à pivot indépendant tel que représenté dans les figures précédentes.Other characteristics and advantages of the invention will appear on reading the detailed description which follows for the understanding of which reference will be made to the appended drawings among which: - Figure 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.
Dans la description qui va suivre, on adoptera à titre non limitatif une orientation longitudinale, verticale et transversale selon l'orientation traditionnellement utilisée dans l'automobile et indiquée par le trièdre L, V, T des différentes figures.In the description which follows, a longitudinal, vertical and transverse orientation will be adopted, without limitation, according to the orientation traditionally used in the automobile and indicated by the trihedron L, V, T of the different figures.
La figure 1 décrit et représente un train à pivot indépendant 1 formant un demi train de suspension avant gauche. Il sera compris que par extension, un train à pivot indépendant équivalent peut former un demi train de suspension avant droit ou un train arrière. Un train à pivot indépendant 1 est formé d'un premier support 10, qui présente un réceptacle pour un deuxième support 20 qui est monté pivotant dans le premier support 10 autour d'un axe de pivot 13. Cet axe 13 est formé par les degrés de liberté en rotation des deux liaisons pivot entre le premier support 10 et le second support 20. Le deuxième support 20 est donc lié au premier support 10 et est solidaire d'un levier de direction 3. Il reçoit en outre le montage de roue et en particulier le moyeu de roue 50. Ce deuxième support 20 permet donc la rotation de la roue autour de son axe de roulement, et le braquage de cette roue. Une partie supérieure 11 du premier support 10 est solidaire d'un dispositif d'amortissement 40. Une partie inférieure 12 du premier support 10 est liée à un bras de suspension 30 par l'intermédiaire d'une liaison rotule 60. Le bras de suspension 30 est alors le même que pour un train classique. En effet, l'extrémité du bras 30 sur laquelle est articulée le premier support 10 est classiquement munie d'une liaison rotule 60.Figure 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. In fact, the end of the arm 30 on which the first support 10 is articulated is conventionally provided with a ball joint 60.
Un dispositif anti-rotation 70 permet en combinaison avec la liaison rotule 60 d'empêcher la rotation du premier support 10 autour d'un axe sensiblement vertical. Il sera compris que la présence de la liaison rotule 60 permet de conserver le bras de suspension 30 tel qu'il est réalisé pour des véhicules de série, sans trains à pivot indépendant. Le dispositif anti-rotation 70 peut ainsi être combiné avec une liaison pivot tel que représenté sur le document EPI 319 533.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.
Le dispositif anti-rotation 70 est composé essentiellement d'un levier 71 et d'une biellette 72. Le levier 71 est intercalé entre le bras de suspension 30 et la partie inférieure 12 du premier support 10, et est rendue solidaire de ce premier support 10 par des moyens de fixation non représentés. La biellette 72 est fixée à l'extrémité du levier 71, à l'opposée de la liaison rotule 60. Cette biellette 72 s'étend dans un plan sensiblement horizontal, et est fixée à son extrémité libre 73 sur le bras inférieur de suspension 30. La fixation de la biellette 72 sur le bras de suspension 30 permet de s'affranchir des mouvements relatifs du bras 30 qui sont générés lors d'efforts longitudinaux, verticaux ou latéraux.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.
Afin que cette biellette 72 et ce levier 71 permettent un blocage en rotation optimal du premier support 10 selon un axe sensiblement vertical, certaines caractéristiques géométriques doivent se rapprocher des conditions suivantes. Ainsi, des caractéristiques optimales sont obtenues lorsque les dimensions de la biellette 72 et du levier 71 sont telles que le point de fixation de la biellette 72 sur le bras de suspension 30 est situé au voisinage du point d'articulation avant A du bras 30 sur le châssis. De plus, la dimension de la biellette 72 doit permettre une implantation correcte pour que les microbraquages en pompage (c'est à dire en vibration verticale) de l'ensemble formé par le premier support 10 et le dispositif d'amortissement 40 soient limités.So that 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. Thus, 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. In addition, 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.
Des caractéristiques optimales peuvent également être obtenues lorsque la droite, passant d'une part par le centre de la liaison entre la biellette 72 et le bras de suspension 30 et d'autre part par le centre de la liaison rotule 60 entre le bras de suspension 30 et le levier 71 ne coupe pas l'axe de pivot 13 du premier support 10. L'axe de pivot 13 est déterminée par l'orientation du premier support 10, cet axe 13 passant par les deux liaisons pivots qui relient le premier support 10 au second support 20. Ainsi, pour que le dispositif antirotation 70 puisse générer un couple qui s'oppose aux couples engendrés sur le premier support 10 par les efforts externes que subit le véhicule, l'axe principal du dispositif anti-rotation 70 ne doit pas couper l'axe de pivot 13 du premier support 10, de sorte que l'effort auquel est soumis le dispositif anti-rotation 70 puisse produire un moment autour du premier support 10.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. Thus, so that 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.
Il sera compris que le mode de réalisation décrit ci dessus n'est qu'un exemple de réalisation et que des variantes peuvent être compris dans le contexte de l'invention. A titre d'exemple, le levier 71 et le premier support 10 peuvent ne former qu'une seule pièce, le dispositif anti-rotation 70 étant alors formé de la biellette 72 et d'un bras 71 appartenant au premier support 10. Les avantages d'une telle amélioration de train à pivot indépendant sont nombreux. Les trains selon l'invention permettent ainsi d'avoir une liaison plus rigide entre le bras de suspension 30 et le premier support 10, dit porte pivot, ce qui permet un fonctionnement du train 1 sans mouvement non contrôlé du premier support 10. Mais ils autorisent dans le même temps de petits mouvements en compression, ce qui permet d'améliorer le réglage de l'épure en compression, c'est à dire le fait que le pneu s'ouvre vers l'extérieur du virage.It will be understood that the embodiment described above is only an exemplary embodiment and that variants can be understood in the context of the invention. By way of example, 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.
Les trains selon l'invention offrent également une très bonne compacité : en effet, la longueur d'une liaison pivot classique, entre le bras de suspension 30 et le premier support 10, empêche le braquage de l'ensemble formé par le moyeu 50 et le disque de frein. Dans ces solutions, et puisqu'on ne peut pas avancer indéfiniment la roue vers l'extérieur du véhicule, on doit alors reculer un peu l'ensemble du train à pivot indépendant vers le plan médian du véhicule : or, ceci est contraire à l'effet principal recherché dans un train à pivot indépendant, qui est la diminution du déport fusée, c'est à dire la distance d, dans le plan transversal du véhicule et au niveau de l'axe de la roue, entre la projection de l'axe de pivot 13 et un plan vertical passant par le centre de la roue. 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. In these solutions, and since we cannot advance the wheel indefinitely towards the outside of the vehicle, we must then move the whole of the independent pivot train back a little towards the median plane of the vehicle: however, this is contrary to the main effect sought in an independent pivot train, which is the reduction in rocket offset, i.e. the distance d, in the transverse plane of the vehicle and at the level of the wheel axis, between the projection of l pivot axis 13 and a vertical plane passing through the center of the wheel.

Claims

REVENDICATIONS
1. Train à pivot indépendant (1) pour véhicule automobile, comportant un premier support (10) dont une partie supérieure (11) est solidaire d'un dispositif d'amortissement (40) et dont une partie inférieure (12) est liée à un bras de suspension (30) qui est articulé sur le châssis du véhicule, ce premier support (10) supportant un deuxième support (20) qui pivote autour d'un axe, dit axe de pivot (13), sensiblement vertical du premier support (10), et qui porte un moyeu de roue (50) du véhicule, caractérisé en ce que la partie inférieure (12) du premier support (10) est liée au bras de suspension (30) par une liaison rotule (60), et en ce que le train à pivot indépendant (1) comporte un dispositif anti-rotation (70) qui est solidaire du premier support (10) et qui est apte à bloquer la rotation du premier support (10) selon un axe sensiblement vertical.1. Independent pivot train (1) for a motor vehicle, comprising a first support (10), an upper part (11) of which is secured to a damping device (40) and of which a lower part (12) is linked to a suspension arm (30) which is articulated on the chassis of the vehicle, this first support (10) supporting a second support (20) which pivots about an axis, called pivot axis (13), substantially vertical of the first support (10), and which carries a wheel hub (50) of the vehicle, characterized in that the lower part (12) of the first support (10) is linked to the suspension arm (30) by a ball joint (60), and in that the independent pivot train (1) comprises an anti-rotation device (70) which is integral with the first support (10) and which is capable of blocking the rotation of the first support (10) along a substantially vertical axis.
2.Train à pivot indépendant selon la revendication 1, caractérisé en ce que le dispositif anti-rotation (70) est formé d'un levier (71), solidaire du premier support (10), qui, au niveau de la liaison rotule (60), est intercalé entre le bras de suspension (30) et la partie inférieure (12) du premier support (10), et qui présente une extrémité libre sur laquelle est solidarisée une biellette (72) dont l'extrémité (73) opposée au levier (71) est fixée sur le bras de suspension (30). 2. Independent pivot train according to claim 1, characterized in that the anti-rotation device (70) is formed by a lever (71), integral with the first support (10), which, at the level of the ball joint connection ( 60), is interposed between the suspension arm (30) and the lower part (12) of the first support (10), and which has a free end on which is secured a link (72) whose opposite end (73) the lever (71) is fixed to the suspension arm (30).
3. Train à pivot indépendant selon la revendication 2, caractérisé en ce que le levier (71) et la biellette (73) s'étendent respectivement dans un plan sensiblement horizontal.3. Independent pivot train according to claim 2, characterized in that the lever (71) and the link (73) extend respectively in a substantially horizontal plane.
4. Train à pivot indépendant selon la revendication 2 ou 3, caractérisé en ce que la droite passant par le centre de la liaison entre le bras de suspension (30) et la biellette (72) et par le centre de la liaison rotule entre le bras de suspension (30) et le levier (71) ne coupe pas l'axe de pivot (13) du premier support (10), de sorte que le dispositif anti-rotation (70) puisse générer un couple qui s'oppose aux couples engendrés sur le premier support (10) par les efforts longitudinaux ou latéraux que subit le véhicule.4. Independent pivot train according to claim 2 or 3, characterized in that the straight line passing through the center of the connection between the suspension arm (30) and the link (72) and through the center of the ball joint connection between the suspension arm (30) and the lever (71) does not cut the pivot axis (13) of the first support (10), so that the anti-rotation device (70) can generate a torque which is opposed to the torques generated on the first support (10) by the longitudinal or lateral forces to which the vehicle is subjected.
5. Train d'articulation à pivot indépendant selon Tune des revendications 2 à 4, caractérisé en ce que les dimensions de la biellette (72) et du levier (71) sont telles que le point de fixation (73) de la biellette (72) sur le bras de suspension (30) est situé au voisinage du point d'articulation avant (A) du bras (30) sur la caisse.5. Joint pivot independent train according to one of claims 2 to 4, characterized in that the dimensions of the link (72) and the lever (71) are such that the point of attachment (73) 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 body.
6.Train d'articulation à pivot selon la revendication 2, caractérisé en ce que le levier (71) et le premier support (10) sont formés d'une unique pièce.6. Pivot joint according to claim 2, characterized in that the lever (71) and the first support (10) are formed in one piece.
7.Véhicule automobile caractérisé en ce qu'il comporte un train de suspension avant formé d'au moins un train à pivot indépendant (1) selon Tune des revendications 1 à 6. 7.A motor vehicle characterized in that it comprises a front suspension train formed by at least one independent pivot train (1) according to one of claims 1 to 6.
8. Véhicule automobile caractérisé en ce qu'il comporte un train de suspension arrière formé d'au moins un train à pivot indépendant (1) selon l'une des revendications 1 à 6. 8. Motor vehicle characterized in that it comprises a rear suspension train formed by at least one independent pivot train (1) according to one of claims 1 to 6.
PCT/FR2004/002277 2003-09-09 2004-09-08 Independent pivot axle WO2005023569A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2006525859A JP2007504999A (en) 2003-09-09 2004-09-08 Independent pivot suspension for automobile
EP04787330A EP1663676A1 (en) 2003-09-09 2004-09-08 Independent pivot axle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0310590 2003-09-09
FR0310590A FR2859411B1 (en) 2003-09-09 2003-09-09 INDEPENDENT PIVOT TRAIN

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WO2005023569A1 true WO2005023569A1 (en) 2005-03-17

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JP (1) JP2007504999A (en)
FR (1) FR2859411B1 (en)
WO (1) WO2005023569A1 (en)

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JP2007269139A (en) * 2006-03-31 2007-10-18 Honda Motor Co Ltd Strut type suspension system for vehicle
EP1958797A1 (en) 2007-02-14 2008-08-20 Audi Ag Wheel suspension for the articulated wheels of a motor vehicle
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FR2890602A1 (en) * 2005-09-13 2007-03-16 Renault Sas Wheel suspension device for motor vehicle, has suspension arm connected to support, carrying wheel hub, by horizontally oriented ball and socket joint connection whose tail section is formed in attachment that vertically extends support
JP4939310B2 (en) * 2007-06-07 2012-05-23 本田技研工業株式会社 Strut suspension system
JP5237474B2 (en) * 2012-02-21 2013-07-17 本田技研工業株式会社 Strut suspension system

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Publication number Priority date Publication date Assignee Title
JP2007269139A (en) * 2006-03-31 2007-10-18 Honda Motor Co Ltd Strut type suspension system for vehicle
EP1958797A1 (en) 2007-02-14 2008-08-20 Audi Ag Wheel suspension for the articulated wheels of a motor vehicle
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DE202015101887U1 (en) 2015-04-10 2015-05-06 Ford Global Technologies, Llc Suspension for a vehicle
DE102015206443A1 (en) 2015-04-10 2016-10-13 Ford Global Technologies, Llc Suspension for a vehicle
DE102015206446A1 (en) 2015-04-10 2016-10-13 Ford Global Technologies, Llc Suspension for a vehicle
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US11376909B2 (en) 2020-06-22 2022-07-05 Hyundai Motor Company Suspension joining structure

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FR2859411A1 (en) 2005-03-11
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EP1663676A1 (en) 2006-06-07

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