FR2923183A1 - Suspension e.g. pseudo MacPherson suspension, for motor vehicle, has coils arranged nearer to end of helical spring of strut, where centers of coils are offset with respect to axis defined by centers of median coils of spring - Google Patents
Suspension e.g. pseudo MacPherson suspension, for motor vehicle, has coils arranged nearer to end of helical spring of strut, where centers of coils are offset with respect to axis defined by centers of median coils of spring Download PDFInfo
- Publication number
- FR2923183A1 FR2923183A1 FR0758806A FR0758806A FR2923183A1 FR 2923183 A1 FR2923183 A1 FR 2923183A1 FR 0758806 A FR0758806 A FR 0758806A FR 0758806 A FR0758806 A FR 0758806A FR 2923183 A1 FR2923183 A1 FR 2923183A1
- Authority
- FR
- France
- Prior art keywords
- coils
- centers
- spring
- suspension
- strut
- Prior art date
- Legal status (The legal status 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 status listed.)
- Granted
Links
- 239000000725 suspension Substances 0.000 title claims abstract description 24
- 230000035939 shock Effects 0.000 claims abstract description 4
- 239000006096 absorbing agent Substances 0.000 claims abstract description 3
- 238000004804 winding Methods 0.000 claims description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
Classifications
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- 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
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/14—Resilient suspensions characterised by arrangement, location or kind of springs having helical, spiral or coil springs only
- B60G11/15—Coil springs resisting deflection by winding up
-
- 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
- B60G15/062—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 spring being arranged around the damper
- B60G15/063—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 spring being arranged around the damper characterised by the mounting of the spring on the damper
-
- 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
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/12—Wound spring
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
La présente invention concerne une suspension de véhicule comprenant une jambe de force elle-même formée d'un amortisseur et d'un ressort hélicoïdal maintenu entre un appui supérieur et un appui inférieur respectivement reliés aux deux parties de l'amortisseur. La difficulté de conception d'une suspension réside dans le fait que tous les efforts opérant dans ladite suspension doivent concourir afin d'assurer l'équilibre de l'ensemble et de minimiser les frottements induits dans l'amortisseur. La suspension est soumise à trois efforts principaux : l'effort à la roue, l'effort du bras de suspension et l'effort développé par le ressort. Pour assurer l'équilibre du système et minimiser les frottements induits dans l'amortisseur il faut donc que l'effort du ressort passe par le point de concours de l'effort à la roue et de l'effort du bras de suspension. The present invention relates to a vehicle suspension comprising a strut itself formed of a damper and a helical spring held between an upper support and a lower support respectively connected to the two parts of the damper. The difficulty of designing a suspension lies in the fact that all the efforts operating in said suspension must compete in order to ensure the balance of the assembly and to minimize the friction induced in the shock absorber. The suspension is subjected to three main efforts: the force to the wheel, the force of the suspension arm and the force developed by the spring. To ensure the balance of the system and minimize the friction induced in the damper must therefore that the spring force passes through the point of concurrence of the force to the wheel and the force of the suspension arm.
Les contraintes des constructeurs automobiles telles que les normes choc piéton, esthétique, etc. poussent les possibilités des suspensions actuelles à leurs limites. Ceci est dû au décalage horizontal toujours plus grand imposé entre la roue et le point de fixation supérieur de la jambe de force. C'est-à-dire que l'angle entre l'axe formé par la jambe de force et l'axe passant entre le point de fixation supérieur de la jambe de force et ledit point de concours des efforts est de plus en plus important. Dans l'état actuel de la technique de tels résultats ne sont obtenus qu'à l'aide de ressorts ayant des formes de spires d'appui complexes ou par des géométries de ressort difficiles à produire avec une reproductibilité satisfaisante. La présente invention se propose d'apporter une solution à la problématique ci-dessus à l'aide d'un ressort ayant des spires proches d'une extrémité décentrées par rapport à l'axe défini par les spires médianes dudit ressort. De la sorte, l'effort du ressort est correctement orienté, la stabilité de l'ensemble est assurée et les efforts de frottement induits dans l'amortisseur sont minimisés. The constraints of car manufacturers such as pedestrian shock standards, aesthetics, etc. push the possibilities of current suspensions to their limits. This is due to the ever larger horizontal offset imposed between the wheel and the upper attachment point of the strut. That is, the angle between the axis formed by the strut and the axis passing between the upper attachment point of the strut and said point of competition efforts is increasingly important . In the current state of the art such results are obtained only with springs having complex bearing turns shapes or by spring geometries difficult to produce with satisfactory reproducibility. The present invention proposes to provide a solution to the above problem by using a spring having turns close to an end off-center with respect to the axis defined by the median turns of said spring. In this way, the spring force is correctly oriented, the stability of the assembly is ensured and the friction forces induced in the damper are minimized.
Avantageusement cette géométrie peut-être également appliquée à l'autre extrémité du ressort afin d'obtenir une orientation de l'effort du ressort encore plus précise. Selon les caractéristiques ci-dessus, au moins une spire décalée peut également avoir un rayon d'enroulement variable. En plus d'améliorer l'orientation de l'effort du ressort, ce type de géométrie présente l'avantage d'un encombrement réduit. En effet la longueur de compression maximale peut être réduite en évitant aux spires consécutives d'entrer en contact en permettant leur imbrication des unes dans les autres. Advantageously, this geometry may also be applied to the other end of the spring in order to obtain an orientation of the spring force that is even more precise. According to the above characteristics, at least one offset turn may also have a variable winding radius. In addition to improving the orientation of the spring force, this type of geometry has the advantage of a small footprint. Indeed the maximum compression length can be reduced by avoiding consecutive turns to come into contact by allowing them to nest in each other.
Avantageusement, afin d'orienter l'effort du ressort dans une direction privilégiée, les centres de l'ensemble des spires sont coplanaires. La présente invention s'applique avantageusement aux suspensions de type Mac-Pherson et pseudo Mac-Pherson. Pour mieux appréhender la présente invention, une description est faite des modes de réalisation préférentiels illustrée par les figures suivantes où : - la figure 1 représente une suspension connue montée sur un véhicule, à laquelle peut s'appliquer l'invention, les efforts principaux agissant dans la suspension étant représentés, - la figure 2 représente une vue en coupe d'un ressort selon un mode de réalisation de la présente invention, susceptible d'équiper la suspension de la figure 1, - la figure 3 représente une vue en coupe d'un ressort selon un autre mode de réalisation de la présente invention, susceptible d'équiper la suspension de la figure 1, et - la figure 4 représente le ressort de la figure 3 selon la flèche IV. La figure 1 représente une suspension montée sur un véhicule. Un bras ou triangle de suspension 1 relie la roue 2 à la caisse du véhicule. Une jambe de force 3 relie la roue 2 à la caisse du véhicule via le porte fusée 4. La jambe de force 3 est constituée d'un ressort hélicoïdal 5 et d'un amortisseur 6. Le ressort hélicoïdal 5 est maintenu par les appuis ou coupelles inférieure 7a et supérieure 7b respectivement reliées aux deux parties de l'amortisseur 6. Les trois efforts principaux agissant dans une suspension sont également représentés. L'effort à la roue Fr issue du point I dans la direction verticale ascendante, l'effort du bras de suspension Fb issu du point I vers le point de fixation III du bras à la caisse selon le bras de suspension et l'effort développé par le ressort Fc issu du point de fixation II de la jambe de force à la caisse vers le point I. Afin d'assurer l'équilibre de l'ensemble, il faut que l'effort Fc passe par le point de concours I des efforts Fr et Fb. Autrement dit, il est nécessaire que l'effort Fc soit incliné d'un angle a par rapport à l'axe x de l'amortisseur 6. Advantageously, in order to orient the spring force in a preferred direction, the centers of the set of turns are coplanar. The present invention is advantageously applicable to suspensions of the Mac-Pherson and pseudo Mac-Pherson type. To better understand the present invention, a description is made of the preferred embodiments illustrated by the following figures, in which: FIG. 1 represents a known suspension mounted on a vehicle, to which the invention can be applied, the main forces acting 2 represents a sectional view of a spring according to an embodiment of the present invention, capable of equipping the suspension of FIG. 1; FIG. 3 represents a sectional view of FIG. a spring according to another embodiment of the present invention, capable of equipping the suspension of Figure 1, and - Figure 4 shows the spring of Figure 3 along the arrow IV. Figure 1 shows a suspension mounted on a vehicle. An arm or wishbone 1 connects the wheel 2 to the vehicle body. A strut 3 connects the wheel 2 to the vehicle body via the rocket door 4. The strut 3 consists of a coil spring 5 and a damper 6. The coil spring 5 is held by the supports or lower cups 7a and 7b respectively connected to the two parts of the damper 6. The three main forces acting in a suspension are also shown. The force at the wheel Fr from the point I in the upward vertical direction, the force of the suspension arm Fb from the point I to the attachment point III of the arm to the body according to the suspension arm and the effort developed by the spring Fc from the point of attachment II of the strut to the body towards the point I. To ensure the balance of the whole, the effort Fc must pass through the point of competition I of the Fr and Fb efforts. In other words, it is necessary for the force Fc to be inclined at an angle α with respect to the axis x of the damper 6.
L'architecture des suspensions actuelles nécessite un angle a de plus en plus important. Selon la présente invention, il est possible d'obtenir un angle a de 15° avec une forme de ressort simple (par rapport à l'art antérieur) présentant une répétabilité de réalisation satisfaisante. La figure 2 représente un premier mode de réalisation de la présente invention. Ce premier mode de réalisation fait appel à un ressort 5a dont les centres Cl et C2 des deux spires supérieures S1 et S2 sont décalés par rapport à l'axe D défini par les centres C3 et C4 des spires médianes S3 et S4. Toutes les spires sont de même diamètre. Le nombre et la configuration des spires décalés ne sont évidemment pas limités par cet exemple. La figure 3 représente un second mode de réalisation de la présente invention. Ce second mode de réalisation reprend les caractéristiques du premier mode de réalisation avec les spires décalées ayant des diamètres différents. En plus de permettre un angle d'inclinaison a important, ces diamètres différents permettent notamment à la spire S2 de pouvoir s'imbriquer entre la spire S1 et la spire S3. Ceci permet une longueur en compression réduite par rapport aux ressorts de conception classique. La figure 4 est une vue de la figure 3 selon la flèche IV. Cette vue de dessus montre le décalage entre les centres des spires. Dans le cas illustré, l'ensemble des centres des spires Cl, C2, C3, C4, etc. sont coplanaires. The architecture of the current suspensions requires an angle a more and more important. According to the present invention, it is possible to obtain an angle α of 15 ° with a simple spring shape (with respect to the prior art) having satisfactory completion repeatability. Fig. 2 shows a first embodiment of the present invention. This first embodiment uses a spring 5a whose centers C1 and C2 of the two upper turns S1 and S2 are offset with respect to the axis D defined by the centers C3 and C4 of the median turns S3 and S4. All turns are of the same diameter. The number and the configuration of offset turns are obviously not limited by this example. Fig. 3 shows a second embodiment of the present invention. This second embodiment incorporates the features of the first embodiment with offset turns having different diameters. In addition to allowing a significant angle of inclination, these different diameters allow in particular the turn S2 to be interlocked between the turn S1 and the turn S3. This allows a reduced compression length compared to conventionally designed springs. Figure 4 is a view of Figure 3 along the arrow IV. This view from above shows the offset between the centers of the turns. In the illustrated case, the set of centers of turns C1, C2, C3, C4, etc. are coplanar.
Claims (5)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0758806A FR2923183B1 (en) | 2007-11-06 | 2007-11-06 | SUSPENSION EQUIPPED WITH A HELICOIDAL SPRING |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0758806A FR2923183B1 (en) | 2007-11-06 | 2007-11-06 | SUSPENSION EQUIPPED WITH A HELICOIDAL SPRING |
Publications (2)
Publication Number | Publication Date |
---|---|
FR2923183A1 true FR2923183A1 (en) | 2009-05-08 |
FR2923183B1 FR2923183B1 (en) | 2012-12-28 |
Family
ID=39402869
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
FR0758806A Active FR2923183B1 (en) | 2007-11-06 | 2007-11-06 | SUSPENSION EQUIPPED WITH A HELICOIDAL SPRING |
Country Status (1)
Country | Link |
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FR (1) | FR2923183B1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2015040297A1 (en) | 2013-09-23 | 2015-03-26 | Peugeot Citroen Automobiles Sa | Suspension device comprising cylindrical abutments |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1386762A1 (en) * | 2001-04-13 | 2004-02-04 | Mitsubishi Steel Mfg. Co., Ltd. | Suspension coil spring |
US20040084821A1 (en) * | 2002-11-06 | 2004-05-06 | Bottene Marlon V | Coil spring with lateral bias |
-
2007
- 2007-11-06 FR FR0758806A patent/FR2923183B1/en active Active
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1386762A1 (en) * | 2001-04-13 | 2004-02-04 | Mitsubishi Steel Mfg. Co., Ltd. | Suspension coil spring |
US20040084821A1 (en) * | 2002-11-06 | 2004-05-06 | Bottene Marlon V | Coil spring with lateral bias |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2015040297A1 (en) | 2013-09-23 | 2015-03-26 | Peugeot Citroen Automobiles Sa | Suspension device comprising cylindrical abutments |
Also Published As
Publication number | Publication date |
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FR2923183B1 (en) | 2012-12-28 |
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