Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
  • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
  • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
  • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
  • B60G21/051—Trailing arm twist beam axles
• • 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
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D7/00—Steering linkage; Stub axles or their mountings
  • B62D7/18—Steering knuckles; King pins
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2200/00—Indexing codes relating to suspension types
  • B60G2200/20—Semi-rigid axle suspensions
  • B60G2200/21—Trailing arms connected by a torsional beam, i.e. twist-beam axles
• • 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
  • B60G2200/445—Self-steered wheels
• • 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
  • 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
  • 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
  • B60G2204/10—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
  • 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
  • B60G2206/20—Constructional features of semi-rigid axles, e.g. twist beam type axles
• • 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 an automobile steering axle. It relates more particularly to a steering axle of an automotive vehicle, of the type comprising two arms which extend substantially iongit di ⁇ alement and which are connected by a cross member which extends in a substantially transverse plane, each arm having a first front end, which is connected to the vehicle body, and a second rear end which is connected to a rocket carrier by at least one upper articulation means and a lower articulation means, at least one of the connection means, connecting the 3rd arm to an element of the box or. of the wheel, being able to deform elastically in a first substantially longitudinal direction to introduce a movement of the wheel relative to the body of the vehicle in this direction.
• this type of axle has a link from the arm to the body of the vehicle, the role of which is twofold.
• This link must jointly ensure good directional guidance - that is to say, convey the driver's intentions as well as possible, and good absorption of the vibrations of the train of the vehicle, these vibrations possibly being the consequence of small shocks to the wheel or pavement imperfections.
• These connections having to ensure two distinct mechanical behaviors, namely a great hardness for the guiding behavior and a great flexibility for the behavior in comfort, they represent a difficult element to regulate. If this connection allows too much elastic deformation in order to absorb more vibrations, the road behavior will suddenly be degraded.
• Document WO00 / 74961 describes and represents such a type of axle.
• the stub axle is not rigidly connected to the arm.
• the mobility of the stub axle which results then allows to benefit from a better behavior of road due to the induced steering of the stub axle whose associated rear wheel is stressed.
• This mobility is achieved by connecting the stub axle to the arm, behind the axis of the wheel, and by means of an elastic bearing.
• This document if it meets the expectation of a self-steering axle capable of promoting the induced steering of the rear wheels, does not offer alternatives to loading the articulation of the arm to the body. He is a. object of the invention to present an axle of the type mentioned above, which has different stages of filtration. so that the connection between the front end of the arm and the body can be optimized for guiding or absorbing vibrations.
• the invention proposes a steering axle of the type described above, characterized in that the axle comprises a connecting rod of which a first end is fixed to the stub axle and whose um second end is mounted articulated relative to the cross member near the median plane of this cross member, so that a rotation of the pore-ditch around a substantially longitudinal axis passing through the lower articulation means causes a complementary rotation of the stub axle around a substantially vertical axis.
• the steering axle comprises means of articulation between the vehicle body and the arm, which are capable of elastically deforming the first front end of the arm is connected to the body of the vehicle by a hydroelastic type damping device.
• the upper articulation means between the stub axle and the arm is a hydro-elastic type damping device.
• the connecting rod is mounted articulated with respect to the cross member, by means of a member secured to the cross member, - I means, of higher articulation between the stub axle and the arm is able to deform elastically in a substantially longitudinal direction, which , in a horizontal plane, is oriented towards the outside of the vehicle with a determined angle relative to a longitudinal axis, and in that the first end of the connecting rod is fixed on the stub axle in front of the axis of rotation of the wheel, so that the longitudinal movement of the stub axle at the upper articulation point towards the outside of the vehicle due to the elastic deformation causes a rotation movement of the stub axle around a vertical axis thanks to the connecting rod, by which the front part of the wheel is oriented towards the inside of the vehicle.
• the upper articulation means between the stub axle and the arm is able to deform elastically in a substantially longitudinal direction, which. in a horizontal plane, is oriented towards the interior of the vehicle with a determined angle with respect to a longitudinal axis, and in that the lateral end of the link is fixed on the stub axle behind the axis of rotation of the wheel, so that the longitudinal movement of the stub axle at the upper point of articulation towards the outside of the vehicle due to elastic deformation causes a rotation movement of the stub axle around a vertical axis thanks to the connecting rod , by which the front part of the wheel is oriented towards the interior of the vehicle.
• FIG. 1 is a schematic representation of the left side of a steering axle according to the invention, seen from the rear of the vehicle
• FIG. 2 is a schematic representation seen from above of the Figure 1, in an initial position before a braking force
• Figure 3 is a schematic representation seen from above of Figure 1, similar to Figure 2, in a position during a braking force.
• a flexible axle 1 is formed of two arms 3 substantially longitudinal and connected by a cross member 2 which extends perpendicular to the two arms 3 in a substantially transverse direction.
• the flexible Fessieu assembly here having symmetry with respect to the median plane of the vehicle, the description which follows will relate to a left half-axle. By symmetry, the lessons disclosed below are applicable to the right half-axle.
• the arm 3 has a front end 3.1 which is connected to the body, well shown, by means of an articulation means 32.
• the arm 3 also has a rear end 33 on which is fixed a first spring support 34 and i second rocket carrier 35.
• the first support 34 makes it possible to make the connection between the arm 3 and the body, not shown, while the second knuckle support 35 makes it possible to make the connection between a rocket 4, which allows the installation of a wheel not shown, and the arm 3, by means of an upper articulation means 41 and a lower articulation means 42, which ⁇ are each located between the stub axle 4 and the second support 35.
• the half-axle is therefore provided with a movable stub axle 4, held in its lower part by a very stiff lower articulation means 42, and in its upper part by means of higher stiffness 4.1 raised in a substantially transverse direction than in a substantially longitudinal direction.
• the set of articulation means of the invention can be conventional elastic articulations.
• at least one of the articulations, for example the articulation means 32 or the upper articulation means 41, can be replaced by a hydro-elastic articulation to cushion a particular mode. According to one. embodiment of the invention, at least one.
• articulation means of the arm 3 is formed of a hydro-elastic articulation, in which the stiffness in a substantially transverse direction T makes it possible to take charge of the behavioral characteristics of the direction of the train, and in which the flexibility in a substantially longitudinal direction L makes it possible to take up the absorption of vibrations.
• the advantage of such an articulation makes it possible to manage the vibrations of the train at low frequency.
• the shocks which generate high frequencies, present a delicate mode to take into account with a single joint of this type. It is therefore envisaged, as shown for example in FIG. 1, to put in place an articulation means 32 of the hydroelastic type between the body and the arm 3, and upper articulation means 41 between the holder rocket 4 and arm 3 which are conventionally elastic.
• ⁇ î can also be put in place articulation means 32, at the connection between the body and the arm 3, which are conventionally elastic and upper articulation means 41, of hydro-elastic type, between, the door -shell 4 and arm 3.
• articulation means 32 at the connection between the body and the arm 3, which are conventionally elastic and upper articulation means 41, of hydro-elastic type, between, the door -shell 4 and arm 3.
• any combination of a rather filtering articulation means and a rather damping articulation means makes it possible to obtain an embodiment similar to the teachings cited above, namely to obtain double filtration, one of which is dedicated to the continuous damping of the vehicle and the other of which more specifically manages the isolated percussions. As shown in Figures I.
• the axle according to the invention is provided with a substantially transverse clamp rod 50 which is fixed at its first lateral end 51 on the stub axle 4, and which, at its second end 52, is articulated around a vertical axis either in the middle of the cross 2, or to a pa ⁇ onnier 53 aiming to improve the behavior of the axle under transverse force.
• a canvas-rod 50 in. combination with a movable stub axle 4 as described above, makes it possible to generate a phenomenon of clamp during braking, ie an inclination of the front of the wheel towards the interior of the vehicle.
• This combination is optimized by integration, as an upper articulation means 41, a joint, the axis of elastic deformation of which is slightly offset from the longitudinal axis of the vehicle, in this case, during braking, which is modeled by an effort at the foot of the wheel towards the rear of the vehicle, the upper articulation means 41 collects the braking knowing a displacement towards F forward in a direction offset from the longitudinal axis.
• the stub axle 4 is on the one hand carried by the displacement of this upper articulation 41 and on the other hand held by the. connecting rod 50 fixed relative to the axle 1. An orientation of the assembly of the stub axle 4 is therefore generated towards the interior of the vehicle and a. clamp angle is thus obtained.
• the axle may be provided with a connecting rod 50, fixed to the stub axle 4 in front of the axis of rotation of the wheels, and with an upper articulation means 41 whose axis defonation is offset with a positive angle from this elastic deformation axis to the longitudinal axis of the vehicle.
• a reverse architecture namely a connecting rod fixed to the stub axle behind the axis of rotation of the wheels and an upper articulation means whose deformation axis is offset with a negative angle ranging from this deformation axis, elastic to the longitudinal axis of the vehicle.
• This latter architecture would indeed be possible with axles in which the cross member is very far back.
• a complementary effect can be added with a lower articulation means 42 able to deform elastically along an axis which is slightly offset by a determined angle relative to the longitudinal axis of the vehicle. It will be understood that this determined angle can be the opposite of the angle of offset between this same longitudinal axis and the axis according to which the upper articulation means 41 is capable of elastically deforming.
• the lower articulation means. 42 can be combined with an upper articulation means 41 able to deform in a substantially longitudinal direction.
• the lower articulation means 42 collects the braking while experiencing a displacement towards the rear in a direction offset from the axis
• 1.5 is opposite the axis offset angle according to which the upper articulation 41 is able to deform elastically

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Vehicle Body Suspensions (AREA)
• Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=34355381

Family Applications (1)

Country Status (4)

Families Citing this family (9)

Family Cites Families (11)

• 2003
  • 2003-10-10 FR FR0311864A patent/FR2860751B1/fr not_active Expired - Fee Related
• 2004
  • 2004-10-11 WO PCT/FR2004/050497 patent/WO2005035284A2/fr active Application Filing
  • 2004-10-11 EP EP04805740A patent/EP1673244A2/fr not_active Withdrawn
  • 2004-10-11 JP JP2006530464A patent/JP4444291B2/ja not_active Expired - Fee Related

Non-Patent Citations (1)

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