• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a suspension arm (1) for a motor vehicle formed of an arm (3), a support element (2) for a ball joint and holding elements (4) forming attachment points of the arm (3). with the support member (2), wherein at least two planes (P1, P2) tangent to the attachment interface at two holding members (4) are distinct.
    公开号:FR3014753A1
    申请号:FR1362502
    申请日:2013-12-12
    公开日:2015-06-19
    发明作者:Fabrice Gandon；Philippe Heurtault；Emmanuel Gallo；Yoann Saudemont
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a suspension arm for a motor vehicle, and to a vehicle equipped with such an arm. Traditionally, a suspension arm is a frame member that connects a wheel support (front or rear) of a vehicle such as a rocket door, the vehicle body or a cradle attached to the body. More specifically, the suspension arm extends transversely from the frame to which it is fixed by a pivot connection or ball joint, towards a wheel of the vehicle to which it is connected via the rocket door, which is adapted to ensure the rotation of wheel. This pivot connection is provided by a ball joint in a housing at the suspension arm, which is connected to the wheel support by means of a tail or rod arm. Such a suspension arm is provided to allow vertical movement and recoil of the wheel relative to the vehicle frame so as to ensure maximum comfort to the occupants by absorbing at least a portion of the static and dynamic transverse and longitudinal forces which exerted on the wheel of the vehicle, in particular during the displacement of the latter. This suspension arm, otherwise known as the wishbone due to its triangular shape, thus comprises two pivot connections with longitudinal and / or vertical axes coinciding on the chassis and the pivot or ball joint connection on the stub axle of the wheel to which it is attached. connected. In order to reinforce the rigidity of this type of suspension arm, it is known that it is formed of an arm, such as for example a lower arm, and a ball joint support element also known as a housing. patella or pallet. The ball support member is mounted integral with an end of the lower arm facing the wheel being fixed by holding elements at a connection zone of the suspension arm. However, this type of suspension arm has a major drawback when the wheel to which it is connected undergoes a lateral or longitudinal impact. Indeed, the energy resulting from such a shock is partly absorbed by the suspension arm at the level of the connection zone which is likely to undergo plastic deformation of folding type then causing the capsule to be uncapped from its housing, this term means a separation of the ball pivot of its housing. Such decapping renders the vehicle inoperative and can be the cause of serious accident because the vehicle becomes uncontrollable after such a shock with the suspension arm mounted at the front of the vehicle.
    [0002] The present invention aims to remedy all or part of the various disadvantages mentioned above. One of the objectives of the invention is therefore to provide a suspension arm for a motor vehicle which makes it possible to avoid this risk of damage, in particular during a lateral or longitudinal impact. An advantage of the suspension arm according to the invention is to present characteristics that allow its implementation for different vehicle models having particular different masses. The invention relates to a motor vehicle suspension arm consisting of an arm, a ball support element and holding elements forming points of attachment of the arm to the support element, in which at least two tangent planes are provided. at the fixing interface at two holding elements are distinct. In other embodiments: the connecting zone has a cross-section in the form of C2; the arm comprises a hollow portion having a bottom provided with an opening; the arm has three ends; each edge has a second wing whose height moves along the arm; the bottom of the hollow part is formed of first and second parts having different depths, which are interconnected by an inner stamp; the connecting zone is formed by mounting regions of the support element and the first end of the arm, which mounting zones have complementary shapes; the arm comprises three attachment parts, two of which are included in the same plane, and the suspension arm has a substantially triangular shape.
    [0003] The invention also relates to a vehicle comprising such a suspension arm. Other advantages and characteristics of the invention will appear better on reading the description of a preferred embodiment which will follow, with reference to the figures, made by way of indicative and nonlimiting example: FIG. side view of a suspension arm according to the embodiment of the invention; Figure 2 is a bottom view of the suspension arm according to the embodiment of the invention, and Figures 3 and 4 are views of the suspension arm according to the embodiment of the invention, deformed after a shock; FIG. 5 is a schematic view of a partial section along a line A1-A1 of FIG. 1 of an interface for fixing the suspension arm according to the embodiment of the invention, and FIG. 6 is another view. schematic of a partial section of a variant of the attachment interface of the suspension arm according to the embodiment of the invention. In FIGS. 1 and 2, the suspension arm 1 is formed of an arm 3, for example here a lower arm, having the shape of a substantially isosceles triangle and a support member 2 of a ball joint. This suspension arm 1 therefore also has a substantially triangular shape. The lower arm 3 has three ends 5, 6, 7 and a hollow portion 8, and is provided with two lateral flanges 11 which extend from the first end 5 to each of the second 6 and third 7 ends. The second and third ends 6 and 7 are fixed to the frame in rotation about a substantially longitudinal axis, for example by being connected to a beam (not shown) of the frame. The first end 5 of this lower arm 3 is oriented towards the wheel of the vehicle, along an axis extending substantially along the longitudinal axis 30 of this lower arm 3. It comprises a mounting zone provided with orifices, when the Support member 2 of the ball joint must be mounted integral with the lower arm 3 by bolting or riveting, as described below. The suspension arm 1 comprises a connection zone B, visible in FIG. 1, at which the support element 2 is attached to the first end 5 of the lower arm 3. This connection zone B comprises at least two C. These fixing parts C are therefore portions of the connection zone B which are able to cooperate with the holding elements 4 so that the support element 2 is mechanically fixed to the lower arm 3. In this embodiment, this connection zone B comprises three fixing parts C visible in FIG. 2, which parts C each comprise a holding element 4. These holding elements 4 make it possible to assemble the element together. support 2 to the lower arm 3 at the fixing portions C by riveting, bolting or by welding. The hollow portion 8 of the lower arm 3 has the shape of a bowl having a U-shaped cross section. The bottom of this hollow portion 8 is connected by walls 12 to the two lateral flanges 11. This bottom is provided with an opening 10 making it possible, for example, to discharge a fluid such as water, which could be included in the hollow portion 8 of this lower arm 3. The shape of this opening 10 is in a nonlimiting manner substantially triangular. The bottom of this hollow portion 8 consists of two parts 9a, 9b, particularly visible in Figure 2, having different depths and which are interconnected by an inner stamp 9c.
    [0004] The first part 9a of this bottom has a greater depth than that of the second part 9b. In FIG. 2, it will be noted in particular that the depth of the first portion 9a of this bottom is substantially constant while that of the second portion 9b of the bottom decreases as one approaches the first end 5 of the lower arm. 3. This second part 9b is inclined in comparison with the first part 9a of this bottom. Indeed, each of these first 9a and second 9b parts is contained in a plane. These planes form between them an angle of between approximately 0 and 5 degrees, preferably 3 degrees. The definition of this angle makes it possible in particular to configure the impact resistance of the suspension arm 1.
    [0005] In Figures 1 and 2, each flange 11 of the lower arm 3 is formed of two wings 11a, 11b. More specifically, it comprises the first wing 11a being substantially horizontal and / or plane connecting each wall 12 to the second wing 11b substantially vertical and / or flat. Each first wing 11a can be perpendicular to both the second wing 11b and the wall 12 of the hollow portion 8. The second wing 11b is then substantially parallel to the wall 12 of the hollow portion 8 of the lower arm 3 to which it is connected from this first wing 11a. The lower arm 3 is made of metallic material. It is preferably formed of one or more sheets of sheet metal. As we have seen, the support element 2 is mounted integral with the lower arm 3 from holding elements 4 arranged at the fixing portions C of the connecting zone B. This support element 2, visible in FIGS. 3 and 4, is provided with a mounting zone and a housing 15 provided for receiving a ball joint 13.
    [0006] The mounting area of this support member 2 has a shape that is complementary to that of the first end 5 of the lower arm 3. In other words, the mounting area of the support member 2 perfectly matches the shape of the walls 12 and the first two wings 11a present at this first end 5 as well as that of a portion of the second portion 9b of the bottom of the hollow portion 8 located at the mounting area of the lower arm 3.
    [0007] The connection zone B of the suspension arm 1 which is constituted by the assembly of the mounting regions of the support member 2 and the lower arm 3, then has a cross-section in the form of CI which makes it possible to increase the inertia locally at this zone B of the suspension arm 1.
    [0008] When the support member 2 is mounted integral with the lower arm 3 by bolting, it is then provided with orifices at its mounting area.
    [0009] In such a configuration, the holding elements 4 are screws cooperating with nuts, which screws are able to pass through the orifices provided in the mounting zones of the lower arm 3 and the support element 2 when the orifices of each zone are arranged coaxially with each other. Thus, the connection zone B formed by the assembly of these mounting zones then comprises the fixing portions C each comprising an orifice. The outer surfaces of these fastening parts C which correspond to those of these mounting areas, are able to cooperate with the screws inserted in these holes and the nuts mounted on these screws. In fact, during this assembly, a first screw allows to set the mounting area of the support member 2 to the portion of the second portion 9b of the bottom of the hollow portion 8 constituting the mounting area of the lower arm 3. Two other screws also allow to assemble the area of mounting the support member 2 to the flanges 11, including the first wings 11 a. In Figures 1 and 2, the holding elements 4 form with the fastening parts C with which they cooperate, fixing points: a central attachment point and two peripheral attachment points. The fixing parts C and thus the attachment points are offset in height due to the particular shape of the connection zone B of the suspension arm 1. In fact, at least two fixing parts C are included in plans P1 , P2 which are then tangent to an attachment interface at the level of the holding elements 4. The term "attachment interface" means a surface at which the lower arm 3 and the support member 2 of the ball joint are in position. contact especially at the points of attachment.
    [0010] These planes P1, P2 visible in Figure 5, may be parallel and then have a gap H of about 5 to 10 mm and preferably 7 mm. In this configuration of the connection zone B, where the two fixing parts are included in parallel planes P1, P2, the difference H corresponds to the distance between the two planes P1, P2.
    [0011] In a configuration of the connection zone B visible in FIG. 6, where the two fixing parts are included in non-parallel planes P1, P2, the difference H corresponds to the smallest of the distances between the fixing points measured perpendicularly. to each of the planes P1, P2. In addition, they have an angular deviation p which is between about 10 and 45 degrees, preferably 30 degrees.
    [0012] The two holding elements 4 cooperating with these fixing parts C resulting from the assembly of the mounting area of the support element 2 with the first wings of the flanges 11 of the lower arm 3, form the two peripheral fixing points which are included in the same P2 plan. The holding element 4 cooperating with the fixing part formed by the assembly of the mounting area of the support element 2 with the portion of the second part 9b of the bottom of the hollow part 8 forms the central attachment point . Thus, this central attachment point is in the plane PI having the gap H with the plane P2 including the peripheral attachment points. In FIG. 2, the central fixation point exhibits with each of the peripheral attachment points respectively substantially similar deviations d1 and d2 which are from about 30 mm to 50 mm and preferably 35 mm. The sum of these differences d1 and d2 corresponds to the distance d between the peripheral fixing points. When in an alternative, only two fixing points provide the integral mounting of the support member 2 on the lower arm 3, they then correspond to central and peripheral attachment points. Such a configuration is particularly suitable for side impacts that may be experienced by the wheel and by extension the suspension arm 1 to which it is connected. It will thus be understood that the integral assembly of the support member 2 with the lower arm 3 is in a staggering of the fixing points and thus of the holding elements 4 cooperating with the fixing parts C. Thus, as we have seen previously, the support member 2 comprises the housing 15 provided to receive the ball 13. The housing 15 is illustrated in Figures 3 and 4 on which the ball 13 has not been shown so that the housing 15 can be shown.
    [0013] The housing 15 has a substantially cylindrical and hollow shape and has an opening 10 at its top. This housing 15 and in particular its bottom 16, visible in Figure 2, is substantially in the same plane as the second portion 9b of the bottom of the hollow portion 8 of the mounting zone of the lower arm 3. This housing 15 also comprises a support element 14 constituting an end of the support element 2, which is situated projecting from the periphery of the cylindrical wall of the housing 15. It will be noted that this support element 14 is suitable in particular during a lateral impact undergone by the wheel, to be supported on an inner surface of a brake disc mounted at the wheel and facing the interior of the vehicle facing the stub axle and the support member 2. Such an element The ball joint 13, which is arranged movably in this housing 15, is connected to the knuckle by means of a tail or a swivel arm in order to ensure the correct deformation of the suspension arm 1. a pivot connection with the latter. It will be appreciated that the ball joint 13 and the support member 2 have longitudinal axes which are substantially perpendicular. The support element 2 is made of metal material, for example cast iron or forged steel. With reference to FIG. 1, the suspension arm 1 may comprise a reinforcing element 17. This reinforcing element 17 is preferably arranged at the level of the lower arm 3 and in particular, each of its ends is fixed on a flange 11 of the lower arm 3, in particular on the first flange 11a of this flange 11. In Figures 3 and 4 are shown views of the suspension arm 1 deformed following an impact.
    [0014] As we have already mentioned, this shock can be longitudinal or lateral. When the wheel suffers such a shock, it crashes against the suspension arm 1 by absorbing a certain portion of the energy of the impact. Under the effect of this shock, the suspension arm 1 is deformed.
    [0015] In FIG. 3, the illustrated suspension arm 1 has been deformed under the action of a longitudinal impact and that represented in FIG. 4, under that of a lateral impact.) Such a deformation of the suspension arm 1 is directed in a fictitious line 18 of visible deformation in these Figures 3 and 4. This dummy line 18 of deformation passes through the lower arm 3 at the edges 11 and the opening 10 of the latter. This fictitious line 18 of deformation is included in a so-called fusibility zone which is located at the level of the lower arm 3 and not at the level of the connection zone B of the suspension arm 1, as is the case in the prior art. . More specifically, this fusibility zone A is located on the lower arm 3 between the end of the zone B and the joints 6 and 7 and more precisely in the zone 9c. The location of this dummy line 18 in the fusibility zone A results in part from the shifting of the holding elements 4 which are included in the distinct planes P1, P2 and tangent to the fixing interface. Indeed, this shift resulting from the fact that at least two fixing parts C are included in the different planes P1, P2 makes it possible to bring inertia at the connection zone B of the suspension arm 1.
    [0016] It is therefore clear that this connection zone B has a lateral and longitudinal impact resistance of the suspension arm 1 which is important in comparison with the other parts of this arm 1, especially those located at the opening 10. Thanks to this configuration, it removes the fusibility zone A of the suspension arm 1 of the support member 2 and therefore the ball 13 thus avoiding its uncapping of the housing 15. Thus, with a fusible zone A located at the lower arm 3 the connection of the suspension arm 1 with the knuckle carrier is retained after a lateral or longitudinal impact. Advantageously, when the suspension arm 1 is deformed it is no longer necessary to change it completely to repair a vehicle that has suffered a lateral or longitudinal impact. Indeed, a simple change of the lower arm is then sufficient because the support member 2 of the suspension arm 1 is not damaged. Furthermore, the dimensioning of the suspension arm 1 can be configured so that the dummy line 18 of deformation is preferentially included in this fusibility zone A. Indeed, the height h and the length L of the second wing 11b of each 11, the size and / or shape of the opening 10 or the angle formed by the planes comprising the first 9a and second 9b parts 30 of the bottom of the lower arm 3 can be configured so as to define the fictitious line 18 deformation which is included in the fusibility zone A and thus obtain during a longitudinal or lateral shock a programmed deformation. In addition, the reinforcing element mentioned above can also be added in order to contribute to the definition of this fictitious line 18 of deformation. Regarding the second wing 11b, it will be noted that increasing its height h increases the resistance to the effort of the part of the lower arm 10 3 where is included this second wing 1b, and decreasing this height h on then gets an opposite effect. Likewise for the opening 10, by increasing its size, the resistance to the force resulting from a shock of the lower arm 3 is decreased and conversely, when this size is decreased, the resistance to effort of the lower arm 3 increases. The present invention is not limited to the embodiment which has been explicitly described, but it includes the various variants and generalizations thereof within the scope of the claims hereinafter.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. Suspension arm (1) for a motor vehicle formed of an arm (3), a support element (2) of the ball joint and holding elements (4) forming attachment points of the arm (3) with the element of support (2), characterized in that at least two planes tangent to the attachment interface at two holding elements (4) are distinct.
    [0002]
    2. Suspension arm (1) according to the preceding claim, characterized in that the connecting zone (B) has a cross section in the form of Q.
    [0003]
    3. Suspension arm (1) according to any one of the preceding claims, characterized in that the arm (3) has a hollow portion (8) having a bottom provided with an opening (10).
    [0004]
    4. Suspension arm (1) according to any one of the preceding claims, characterized in that the arm (3) has three ends (5, 6, 7).
    [0005]
    5. Suspension arm (1) according to the preceding claim, characterized in that each flange (11) comprises a second flange (11b) whose height (h) evolves along the arm (3).
    [0006]
    6. Suspension arm (1) according to any one of claims 3 to 5, characterized in that the bottom of the hollow portion (8) is formed of first (9a) and second (9b) parts having different depths, which are interconnected by an inner stamp (9c).
    [0007]
    7. Suspension arm (1) according to any one of the preceding claims, characterized in that the connecting zone (B) is formed by mounting regions of the support element (2) and the first end ( 5) of the arm (3), which mounting areas have complementary shapes.
    [0008]
    8. Suspension arm (1) according to any one of the preceding claims, characterized in that it comprises three fixing portions (C), two of which are included in the same plane (P2).
    [0009]
    9. Suspension arm (1) according to any one of the preceding claims, characterized in that it has a substantially triangular shape.
    [0010]
    10. Vehicle comprising a suspension arm (1) according to any one of claims 1 to 9.20
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    同族专利:
    公开号 | 公开日
    CN105793076A|2016-07-20|
    RU2681421C1|2019-03-06|
    CN105793076B|2019-01-18|
    EP3148823B1|2021-04-21|
    BR112016009320A2|2018-05-02|
    FR3014753B1|2017-03-31|
    EP3148823A1|2017-04-05|
    WO2015086962A1|2015-06-18|
    引用文献:
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    JPH05112111A|1991-10-22|1993-05-07|Yorozu:Kk|Suspension arm for car|
    EP2399765A1|2010-06-22|2011-12-28|Benteler Automobiltechnik GmbH|Motor vehicle suspension arm|
    DE4330103C2|1992-09-22|1998-09-10|Suzuki Motor Co|Suspension arm for the suspension of a motor vehicle|
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    DE102010031891A1|2010-07-21|2012-01-26|Benteler Automobiltechnik Gmbh|wishbone|
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    DE102013203817A1|2012-04-12|2013-10-17|Ford Global Technologies, Llc|Wishbone for a vehicle|FR3041569B1|2015-09-30|2017-10-20|Renault Sas|LOWER ARM WITH FUSE REINFORCEMENT|
    FR3042444B1|2015-10-16|2017-11-03|Renault Sas|SUSPENSION ARM HAVING DIFFERENT THICKNESSES|
    FR3043375B1|2015-11-10|2018-05-25|Renault S.A.S|DEVICE FOR DETECTING SHOCK ON A WHEEL OF A MOTOR VEHICLE|
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    RU203588U1|2021-01-15|2021-04-13|Общество с ограниченной ответственностью "ОДИ ТУЛИНГ"|The lower arm of the car suspension|
    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 3 |
    2016-12-22| PLFP| Fee payment|Year of fee payment: 4 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 5 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 7 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 8 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1362502A|FR3014753B1|2013-12-12|2013-12-12|SUSPENSION ARM FOR MOTOR VEHICLE|FR1362502A| FR3014753B1|2013-12-12|2013-12-12|SUSPENSION ARM FOR MOTOR VEHICLE|
    BR112016009320A| BR112016009320A2|2013-12-12|2014-12-05|suspension arm for automotive vehicle, and, vehicle|
    EP14827474.9A| EP3148823B1|2013-12-12|2014-12-05|Suspension arm for a vehicle|
    CN201480065014.XA| CN105793076B|2013-12-12|2014-12-05|Suspension link for motor vehicles|
    PCT/FR2014/053185| WO2015086962A1|2013-12-12|2014-12-05|Suspension arm for a motor vehicle|
    RU2016128072A| RU2681421C1|2013-12-12|2014-12-05|Suspension arm for a motor vehicle|
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