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
  • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
  • B60G21/007—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces means for adjusting the wheel inclination
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G3/00—Resilient suspensions for a single wheel
  • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
  • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
  • B60G3/26—Means for maintaining substantially-constant wheel camber during suspension movement ; Means for controlling the variation of the wheel position during suspension movement
• • 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
• • 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
  • B60G2200/143—Independent suspensions with lateral arms with lateral arms crossing each other, i.e. X formation as seen along the longitudinal axis
• • 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
  • B60G2200/144—Independent suspensions with lateral arms with two lateral arms forming a parallelogram
• • 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
  • B60G2200/46—Indexing codes relating to the wheels in the suspensions camber angle
• • 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
  • B60G2204/148—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
  • 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 present invention relates to the ground connection of motor vehicles, in particular the suspension and wheel support devices allowing a camber degree of freedom of the wheel relative to the suspension elements.
• the invention relates more particularly to the suspension of passenger cars and motor racing vehicles.
• the suspension devices have two main functions that must be provided simultaneously at any time during operation. One of these functions is to suspend the vehicle, that is to say allow substantially vertical oscillations of each wheel. The other function of these devices is to guide the wheel, ie to control the angular position of the wheel plane.
• wheel plane is the plane, connected to the wheel, which is perpendicular to the axis of the wheel and which passes through the center of the static contact area on the ground when the wheel is vertical.
• the wheel plane thus defined is therefore integral with the wheel axle and its orientation varies as that of the wheel.
• the angular position of the wheel plane relative to the vehicle body is defined by two angles, the camber angle and the steering angle.
• the camber angle of a wheel is the angle separating, in a transverse plane perpendicular to the ground, the wheel plane of the median plane of the vehicle.
• the steering angle of a wheel is the angle separating, in a horizontal plane parallel to the ground, the wheel plane of the median plane of the vehicle.
• the camber plane can be defined as the plane orthogonal to the ground, transverse to the vehicle and passing through the center of the contact area of the wheel on the ground. This is the plane in which the camber movement takes place.
• Patent application EP 1070609 discloses a suspension device allowing a camber degree of freedom of the wheel substantially independent of the suspension movements. Suspension movements are allowed through a multi-arm or double-triangle system. The camber variations are caused by movements of the articulation points of the arms relative to the vehicle body.
• the international application WO 04/058521 discloses another wheel support device for a camber degree of freedom of the wheel relative to the suspension elements.
• the camber means comprise a triple hinge linked on the one hand to the wheel carrier and on the other hand to the suspension elements, said triple hinge comprising two cheeks and two levers, each of the levers being secured respectively to one of the two cheeks , the levers being linked on the one hand to the wheel carrier and on the other hand to the suspension elements.
• An object of the invention is to provide a suspension device that overcomes at least some of the aforementioned drawbacks.
• a suspension device of a wheel relative to the body of a vehicle said device allowing a substantially vertical suspension movement and a camber movement of the wheel carrier relative to the body of the vehicle.
• vehicle comprising a slide and a lower arm, the slide comprising an upper part and a lower part movable relative to the other, the upper part being connected to the body and the lower part being connected to the carrier.
• wheel the device further comprising a rocker articulated in the camber plane on the one hand to the lower arm and on the other hand via a connecting rod to the wheel carrier, the rocker being further articulated in the plane of camber at the bottom of the slide.
• the connecting rod is articulated respectively to the rocker and the wheel holder via pivot connections. More preferably, the lower part of the slide is articulated to the wheel carrier via a ball joint. In this case, the lower part of the slide is preferably articulated to the rocker by means of a ball joint, a return arm limiting the rotation of the lower part of the slide.
• the lower part of the slide can be articulated to the rocker via a pivot connection.
• the lower arm is a triangle, the rocker being hinged to the triangle by means of a ball joint, the device further comprising a steering rod acting directly on the rocker.
• the suspension spring acts within the slide.
• the invention also relates to a vehicle axle comprising for each wheel of the axle a suspension device according to the invention.
• the axle further comprises camber connecting means making the camber of each wheel depending on the camber of the other wheel of the axle.
• the camber connecting means also provide the anti-roll function of the axle.
• the anti-roll function is provided by a transverse bar antiroulis biased in torsion, the camber connection being provided by a transverse movement of the anti-roll bar relative to the body.
• the invention also relates to a motor vehicle comprising an axle according to the invention.
• Figures 1 to 3 schematic views in a longitudinal direction of the suspension device of the invention in three different camber positions.
• Figures 10 and 11 are perspective views of a preferred embodiment of the device.
• FIG. 12 is an exploded perspective view of the embodiment of FIGS. 10 and 11.
• FIGS. 13 to 20 are schematic perspective views of axles according to various preferred embodiments of the invention.
• FIG 1 there is shown a suspension device according to the invention.
• the device 1 comprises a slide 5 and a lower arm 6.
• the slide 5 comprises an upper part 52 connected to the body 8 and a lower part 51 connected to the wheel carrier 3.
• the vertical suspension movement of the wheel 2, c ' that is to say the vertical movement of the wheel carrier 3 relative to the body 8 of the vehicle is allowed by the relative movement of the two parts of the slide.
• the suspension system further comprises a rocker 4 articulated in the camber plane on the one hand to the lower arm 6 and on the other hand to the wheel carrier 3 via a connecting rod 7.
• the rocker 4 is moreover articulated in the camber plane at the lower part 51 of the slide.
• the camber is represented as zero (that is, the plane of the wheel PR corresponds to the vertical plane PV perpendicular to the ground S).
• Figures 2 and 3 show the device of Figure 1 in different camber positions.
• the wheel is inclined towards the inside of the vehicle (the camber is negative).
• the wheel is inclined towards the outside of the vehicle (the camber is positive).
• the camber movement of the wheel relative to the body is related to oscillations of the rocker 4 relative to the slide 5 and the lower arm 6.
• the suspension spring 9 can be associated with the slide 5 and thus constitute a strut in a manner known per se.
• the suspension spring 9 can be independent of the slide 5 and act for example directly between the body 8 and the lower arm 6.
• the lower portion 51 of the slide comprises a first ball joint 241 with the rocker 4 and a second ball joint 251 with the wheel carrier 3.
• the rod 71 comprises a first link pivot along the axis 27 with the rocker 4 and a second pivot connection along the axis 28 with the wheel carrier 3.
• the axes 27 and 28 are preferably parallel and substantially horizontal. These two pivot connections making it possible to transmit the steering forces of the wheel carrier to the lower arm 6 and the rod 61 via the connecting rod 71.
• the axis 23 is the axis about which the rocker 4 oscillates relative to the lower arm 6 and steering rod 61.
• the upper attachment point 54 of the slide to the vehicle body is aligned with the ball joints 241 and 251 and with the axis A of the slide.
• This geometric condition ensures that camber movements and suspension movements remain independent of the rotation of the strut.
• the lower portion 51 of the strut may include a torque recovery arm 53 adapted to limit said rotation (and therefore its effects).
• the recovery arm 53 can be supported on the rocker 4 via a suitable connection. Although there is shown here a ball joint 242, a simple support is sufficient and avoids any hyperstatism. The stiffness of this connection can be much lower than that of the ball 241.
• the recovery arm 53 can be rigidly connected to the slide as shown here but it can also be articulated on the slide, provided that the arm can limit the rotation from the slide.
• Figure 8 shows an alternative embodiment to that of Figure 7.
• the difference is precisely the articulation of the strut (that is to say its lower part 51) on the rocker 4.
• This articulation uses here a pivot 243 operating along an axis 24.
• This pivot thus ensures the rotational holding of the slide instead of the arm 53 of Figure 7.
• This configuration requires, because of its hyperstatic character, good accuracy in the realization of the pivots and kneecaps.
• the axes 23, 24, 27 and 28 are parallel and substantially horizontal.
• the configuration of Figure 9 also uses a pivot connection 243 of axis 24 between the lower portion 51 of the strut and the rocker 4 but further a pivot connection 252 of axis 25 between the strut and the wheel carrier 3.
• the rod 72 can then be articulated between the rocker and the wheel holder by simple point connections (ball joints or functional equivalents).
• the steering forces of the wheel are transmitted from the wheel carrier 3 to the lower arm 6 and the rod 61 through the lower portion 51 of the slide.
• the connecting rod 71 which ensures this transmission.
• the axes 23, 24 and 25 are parallel and substantially horizontal.
• FIGS 10 to 12 there is shown in different views an embodiment of the suspension device according to the invention.
• This embodiment corresponds more particularly to the principle described in Figure 7, it is here specially adapted for a front wheel drive and director of a passenger vehicle.
• the wheel is not shown to simplify the reading of the drawings, but the skilled person can rely on the position of the brake disc to understand the layout of the various elements.
• the lower suspension arm is here a triangle 6 and the steering of the wheel is controlled by a steering rod 61 placed in front of the triangle.
• the lower part 51 of the strut 5 comprises a horn 55 extending to its articulation ( by a ball 251) on the wheel carrier 3. This horn is also articulated in its central part to the rocker 4 by means of a ball 241.
• the lower portion 51 of the slide 5 comprises a recovery arm 53 also linked The role of this arm is to control the rotation of the slide as described in Figure 7.
• the lower portion 51 comprises in a manner known per se a clevis assembly with the combined spring-damper. To establish the comparison with the principles shown in Figures 1 to 4, note that the lower portion 51 of the slide 5 here includes the horn 55, the arm 53 and the body of the damper.
• the upper part 52 essentially corresponds to the rod of the telescopic damper. These two parts are movable relative to each other to provide the degree of freedom of vertical suspension of the vehicle. In addition, the turning of the wheel is accompanied by a rotation of the lower part 51 around the rod of the strut.
• the connecting rod 71 connects the rocker 4 to the ratchet 3 via the axes 27 and 28 and thus ensures the transmission of the steering forces from the wheel carrier to the steering rod 61.
• the steering rod 61 is connected via a ball joint 232 to the rocker 4.
• the rocker is further linked to the lower triangle 6 by a ball 231.
• the axis 23 is defined by these two ball joints, this is the axis around which can rock the rocker relative to the box. It is also seen (particularly in Figure 11) that this configuration allows the passage of a transmission shaft between the horn 55 and the arm 53 and in the center of an obviously provided in the rocker 4.
• Figure 12 shows an exploded view of the essential elements of this embodiment to facilitate understanding of this preferred configuration.
• the ball 232 of the steering rod 61 is fixed in the clevis 233 of the rocker 4
• the lower ball 251 of the wheel carrier 3 is fixed to the end 253 of the horn 55
• the ball 241 of the horn 55 is fixed to the eye 243 of the rocker 4
• the lower ball 231 of the rocker 4 is fixed to the end 234 of the lower arm 6
• the recovery arm 53 is connected to the rocker 4 by the hinge 242 and the connecting rod 71 is fixed by its axis 28 to the wheel carrier 3 and by its axis 27 to the rocker 4.
• articulation 242 which links the recovery arm 53 to the rocker 4.
• This joint is preferably elastomeric and relatively flexible to allow small movements without generating significant effort .
• the ball joints 241, 231 and 251 are preferably very rigid because they condition the precision of the wheel guidance, in particular in camber and steering.
• the pivots of the rod 71 on the rocker 4 and on the wheel carrier 3 are preferably of high rigidity, for example made by plain bearings or ball bearings, needle or roller.
• FIG. 13 to 18 show particular examples of axles according to the invention.
• An axle according to the invention comprises for each wheel a suspension device (1 and 1 ') according to the invention.
• the camber movements of the two wheels of the axle are further linked by means of camber connecting means, for example as those described in the published application WO 05/021294 or in the application filed under the number FR 04/06930. More preferably, the camber connection is provided by means of the translation of the anti-roll bar of the axle.
• FIGS. 13 to 18 various embodiments of a preferred characteristic of the suspension devices according to the invention, which relate the camber movements of one wheel relative to the other wheel of the same, have thus been represented.
• Figures 13 to 18 show axles taking for each wheel of a front or rear train the diagram of Figure 7. Let us assume that the front of the vehicle is on the right of the figures.
• an anti-roll bar 100 connects the lower triangles 6 and 6 'in order to transfer a portion of the load from one wheel to the other in case of different suspension travel in known manner per se .
• the anti-roll bar 100 is guided in rotation and in translation along the axis AB relative to the body by supports 101 and 101 'and connected to each triangle by vertical tie rods 102 and 102'.
• the anti-roll bar also provides a camber link function.
• horizontal tie rods 103 and 103 ' bind the anti-roll bar to the two rockers 4 and 4'.
• the camber oscillations of the rockers cause a translation (along the axis AB) of the anti-roll bar and are thus made dependent on one another.
• the pivot axis AB of the anti-roll bar is in front of the axle and the horizontal tie rods act on the vertical tie rods.
• the anti-roll bar is behind the axle and the horizontal tie rods (103, 103 ') act directly on the bar, not far from its pivot axis AB.
• the anti-roll bar is in front of the axle and the horizontal tie rods (103, 103 ') are connected to the wheel carriers 3 and 3'. They act on the bar via the vertical tie rods (102, 102 ').
• the horizontal tie rods (103, 103 ') are connected to the lower portions 51 and 51' of the slides. They act on the bar via the vertical tie rods (102, 102 '), that is to say that they use them as lever amplifying the forces transmitted to the bar and reducing the transverse stroke of the bar in its supports.
• the horizontal tie rods (103, 103 ') are connected to the rockers 4 and 4'. They act directly on the bar.
• the vertical tie rods (102, 102 ') are connected to the lower part of the strut, for example to the body of the damper.
• the anti-roll bar is behind the axle. It is directly related to the lower parts 51 and 51 'without pulling, neither vertical nor horizontal.
• the supports of the anti-roll bar relative to the body are also different in that they use substantially vertical rods 104 and 104 '.
• a cylinder 110 capable of influencing the oscillating movements of the link 104, that is to say the translation of the anti-roll bar 100 and thus the camber movements of the wheels of the wheel, is shown in FIG. 'axle.
• This jack may be a controlled actuator (for example depending on vehicle running parameters) or a simple passive damper.
• FIGS 13 to 18 illustrate some possible configurations of the camber connection made through the translation of the anti-roll bar, many other configurations are possible.
• This camber linking principle can in fact be applied to any wheel camber suspension device, such as those described in patent applications published under the numbers WO 01/072572, EP 1247663, EP 1275534, WO 04/052666, WO 04/058521 or WO 05/021294 or in the applications filed under the numbers FR 04/06930, FR 04/07409 or FR 05/04271.
• FIG. 19 shows the example of a camber connection made by means of the translation of the anti-roll bar in the case of a suspension device according to the applications WO 01/072572, WO 04 / 058521, FR 04/06930 or
• the camber movements of the wheel 2 are related to those of the opposite wheel 2 '(right in this figure) through the translation of the anti-roll bar 100 in the supports 101 and 101 '.
• FIG. 20 shows the example of a camber connection made by means of the translation of the anti-roll bar in the case of a suspension device according to the applications WO 04/052666, FR 04 / 07409 or FR 05/04271.
• the anti-roll bar 100 is here linked by a vertical tie rod 102 to the lower arm and a horizontal tie rod 103 links the end of the vertical tie rod to one of the camber levers (here lever 54).
• the camber movements of the wheel 2 (left in this figure) are related to those of the opposite wheel
• a lower arm 6 in the form of a triangle.
• This triangle can of course, in a manner known per se, be replaced by two arms arranged in a triangle.
• the lower arm can of course take the form of a trapezium and ensure alone steering wheel (ie without using a rod of clip 61).
• pivot denotes indifferently a connection allowing both a rotation about an axis and a translation along the same axis (generally referred to as “ sliding pivot ”) and a connection allowing only the rotation about the axis (which is generally referred to as” non-sliding pivot ").
• sliding pivot a connection allowing both a rotation about an axis and a translation along the same axis
• non-sliding pivot a connection allowing only the rotation about the axis

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

Priority Applications (5)

Applications Claiming Priority (2)

Publications (1)

Family

ID=36330044

Family Applications (1)

Country Status (7)

Families Citing this family (17)

Citations (5)

Family Cites Families (14)

• 2005
  • 2005-09-28 FR FR0510061A patent/FR2891197B1/fr not_active Expired - Fee Related
• 2006
  • 2006-09-28 AT AT06793879T patent/ATE553945T1/de active
  • 2006-09-28 JP JP2008532781A patent/JP4990901B2/ja not_active Expired - Fee Related
  • 2006-09-28 WO PCT/EP2006/066822 patent/WO2007036547A1/fr not_active Ceased
  • 2006-09-28 CN CN2006800355093A patent/CN101272923B/zh not_active Expired - Fee Related
  • 2006-09-28 EP EP06793879A patent/EP1931527B1/fr not_active Not-in-force
  • 2006-09-28 US US11/992,794 patent/US7793946B2/en not_active Expired - Fee Related

Patent Citations (5)

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