Automotive vehicle suspension arm with bump stop

Abstract

The invention relates to a suspension arm (22), such as a trailing arm for the rear axle of a motor vehicle. The suspension arm comprises a first portion with a wheel connection area; and a second portion with two coaxial pivot joints intended to be connected to the chassis of the motor vehicle; said pivot joints having the same pivot axis (38). The second portion comprises a rotation locking device (44) with: a stator (54) intended to be fixed to the chassis and comprising stator stops (60); a rotor (46) fixed to the suspension arm and comprising rotor stops (52) that are rotatable relative to the stator stops. The rotor stops (52) and the stator stops (60) are adapted to cooperate in order to angularly lock the rotor (46) relative to the stator (54) in two directions of rotation. Figure to be published with the abbreviation: Figure 6

Description

Title of the invention: Motor vehicle suspension arm with stop

[0001] The invention relates to the field of motor vehicle suspension arms. The invention deals with limiting the travel of a motor vehicle suspension arm. The invention relates more specifically to a motor vehicle suspension arm. The invention also relates to a motor vehicle.

[0002] A motor vehicle generally includes suspension systems on the front axle and rear axle. These axles allow road irregularities to be filtered in order to optimize comfort and road holding.

[0003] Suspension systems have suspension arms, also called wishbones. They are mounted so as to be able to rotate relative to the vehicle body in order to allow vertical wheel movement independently. The suspension arms can be integrated into a steering system. A suspension arm is commonly coupled to a spring whose stiffness limits compression movements and to a telescopic shock absorber limiting the amplitude of oscillations.

[0004] The vertical movement of the suspension arm is generally restricted by the presence of stops. These stops prevent the suspension arms from deteriorating or from reaching the body. Most often, these stops are two in number; an attack stop which limits the vertical movement of the suspension arm upwards, so as to prevent the wheel from coming into contact with the body of the vehicle, and symmetrically, a rebound stop which contains the vertical movement of the suspension arm downwards. These stops can be integrated into the shock absorber or the strut, or for example offset on the suspension arm for the attack stop.

[0005] The existence of two stops presents a certain bulk in the environment of the wheel set, which can be a nuisance at a time when more and more sensors must be placed there. In addition, the presence of two stops separated by half-wheel set results in production and assembly costs which, although modest when considered individually, are significantly more considerable when compared to the scale of vehicle production.

[0006] Devices have been devised to combine the attack stop and the trigger stop into a single element.

[0007] Document EP126006B1 presents a motor vehicle suspension. The suspension comprises a stop piece fixed to the upper element of the leg suspension, below the flexible joint which connects this element to the structure of the vehicle. This stop piece cooperates, to limit the movements in "relaxation", with a support piece arranged below it and connected to the structure. Such an arrangement facilitates the presence of a hydraulic wedge, above the flexible joint.

[0008] This suspension optimizes compactness. It facilitates the integration of a hydraulic device above the flexible joint.

[0009] Document EP735294B1 presents an elastic joint comprising an element damping vertical and longitudinal movements and an element filtering small amplitudes, independent and coaxial with the damping element, the two elements being capable of moving relative to each other. This elastic joint is used in particular for mounting a running gear such as the rear axle of a motor vehicle relative to the body of the latter. The joint improves passenger comfort. However, it does not provide any solution specific to a suspension arm. There is a need to further improve compactness.

[0010] The invention aims to address at least one of the problems or drawbacks encountered in the prior art. In particular, the invention aims to improve the compactness of an arm of a suspension system of a motor vehicle. The invention also aims to optimize the compactness, cost and assembly of a motor vehicle suspension arm.

[0011] According to a first aspect, the invention proposes a motor vehicle suspension arm, the suspension arm comprises a first portion with a wheel connection zone; a second portion with two pivot connections intended to be connected to a chassis of the motor vehicle; said pivot connections having a common pivot axis; remarkable in that the second portion comprises a rotation locking device with: a stator intended to be secured to the chassis and comprising at least one stator stop; a rotor secured to the second portion and comprising at least one rotor stop movable in rotation relative to the at least one stator stop along the pivot axis; the at least one rotor stop and the at least one stator stop being able to cooperate in order to angularly lock the rotor relative to the stator in two directions of rotation.

[0012] The invention adds a rotation locking device sharing the pivot axis of the pivot links of the suspension arm; this rotation locking device having stops distributed over the rotor and the stator. This solution is therefore integrated at the level of the pivot axis, which improves compactness. In addition, the arrangement of the stops optimizes the compactness and rigidity of the angular locking.

[0013] Preferably, the at least one stator stop comprises a plurality of stator stops distributed angularly around the pivot axis; the at least one rotor stop comprises a plurality of rotor stops distributed angularly loosely around the pivot axis and forming an alternation with the stator stops.

[0014] Preferably, perpendicular to the pivot axis, the rotation locking device comprises a first clearance between the at least one rotor stop and the stator; and / or a second clearance between the at least one stator stop and the rotor.

[0015] Preferably, the at least one stator stop extends parallel to the pivot axis; and / or the at least one rotor stop extends parallel to the pivot axis.

[0016] Preferably, the rotor comprises a tube with an internal surface, and the stator comprises a cylindrical body with an external surface in the tube; the at least one stator stop projecting from the external surface, and / or the at least one rotor stop projecting from the internal surface.

[0017] Preferably, the at least one stator stop is angularly thinner than the at least one rotor stop.

[0018] Preferably, the at least one rotor stop comprises a radial end facing the stator, said radial end being curved.

[0019] Preferably, the rotor and the stator comprise metal, the at least one stator stop and / or the at least one rotor stop comprise rubber.

[0020] Preferably, the rotation locking device comprises an annular chamber between the rotor and the stator; the at least one stator stop and the at least one rotor stop being in said annular chamber; the rotation locking device further comprising flanges closing the annular chamber; the at least one stator stop and the at least one rotor stop being between said flanges.

[0021] Preferably, the suspension arm comprises: two branches, each branch being secured to one of the two pivot connections; a crossmember connecting the two branches, the rotation locking device being fixed to said crossmember; preferably, the at least one stator stop and the at least one rotor stop are parallel to said crossmember.

[0022] Preferably, the stator surrounds the rotor.

[0023] Preferably, the at least one stator stop and / or the at least one rotor stop each comprise two stop faces angularly offset around the pivot axis.

[0024] Preferably, the first portion is opposite the second portion.

[0025] Preferably, the rotation locking device comprises at least one circular seal with a first material, the at least one stator stop 60 and the rotor stop 52 comprise a second material different from the first material.

[0026] Preferably, the stator comprises a coupling orifice with internal planes intended to be rigidly connected to the chassis.

[0027] Preferably, the internal planes comprise parallel planes.

[0028] According to another aspect, the invention proposes a motor vehicle suspension arm, the suspension arm comprises a first portion with a wheel connection zone and a second portion with two coaxial pivot connections intended to be connected to a chassis of the motor vehicle; said connections comprising a common pivot axis; remarkable in that the second portion comprises a rotation locking device with a stator intended to be secured to the chassis and having a plurality of stator stops, and a rotor secured to the suspension arm; the rotor being rotatable relative to the stator along the pivot axis and having a plurality of rotor stops distributed angularly around the pivot axis and forming an alternation with the stator stops; said rotor stops and the stator stops being able to cooperate in order to ensure rotation locking in two directions of rotation.

[0029] According to another aspect, the invention proposes a motor vehicle suspension arm, the suspension arm comprises a wheel connection zone; two coaxial pivot connections intended to be connected to a chassis of the motor vehicle; said pivot connections having the same pivot axis; remarkable in that the suspension arm comprises a rotation locking device with a stator intended to be secured to the chassis and comprising at least one stator stop; a rotor secured to the suspension arm and rotatable relative to the stator along the pivot axis and comprising at least one rotor stop angularly offset relative to the at least one stator stop in order to lock an angular movement of the rotor relative to the stator in two directions of rotation.

[0030] According to another aspect, the invention provides a suspension arm with a shock absorber and / or a wheel, remarkable in that the assembly is in accordance with the invention.

[0031] According to another aspect, the invention provides a motor vehicle comprising a wheel, a chassis, a suspension arm connecting the wheel to the chassis; remarkable in that the suspension arm is in accordance with the invention, and the chassis comprises a coupling wing connected to the stator.

[0032] Preferably, the wheel is a rear wheel.

[0033] Preferably, the pivot axis is transverse.

[0034] Preferably, the pivot axis is parallel to the axis of rotation of the wheel; and / or inclined by at most 10° relative to the axis of rotation of the wheel.

[0035] Preferably, the pivot axis is in front of the wheel.

[0036] According to another aspect, the invention provides a motor vehicle comprising an assembly; remarkable in that the assembly is in accordance with the invention.

[0037] Each characteristic introduced by the expression “preferably” given in relation to one of the aspects of the invention applies to all the other aspects of the invention.

[0038] The invention will be well understood and other aspects and advantages will appear clearly on reading the description which follows, given with reference to the figures appended and listed below.

[0039] [Fig.l] is a side view of a motor vehicle according to the invention.

[0040] [Fig.2] shows an assembly for a motor vehicle suspension system according to the invention.

[0041] [Fig. 3] is a top view of a second portion of a motor vehicle suspension arm according to the invention.

[0042] [Fig. 4] shows a rotor of a device for locking the rotation of a motor vehicle suspension arm according to the invention.

[0043] [Fig. 5] shows a stator of a device for locking the rotation of a motor vehicle suspension arm according to the invention.

[0044] [Fig. 6] is a section perpendicular to the pivot axis of a device for locking the rotation of a motor vehicle suspension arm according to the invention.

[0045] In the following description, the term "comprise" is synonymous with "include" and is not limiting in that it allows the presence of other elements in the motor vehicle or suspension arm to which it relates. It is understood that the term "comprise" includes the terms "consist of".

[0046] In the present description, the term “longitudinal”, the term “longitudinally”, the term “transverse”, and the term “transversely” are used according to the reference frame of the vehicle, in the mounting configuration. The term “longitudinal” corresponds to the main direction of movement of the vehicle. The term “transverse” corresponds to a direction perpendicular to the main direction of movement of the vehicle. The term “front” refers to the main direction of movement of the vehicle. The term “rear” designates the opposite of the front of the vehicle.

[0047] In the present description, the terms "stator" and "statoric" are used in relation to entities which are fixed relative to the chassis of the motor vehicle. The terms "rotor" and "rotoric" are used in relation to entities which are mobile in rotation relative to the chassis of the motor vehicle.

[0048] The X axis represents the longitudinal direction, the Y axis represents the transverse direction, and the Z axis represents the vertical direction of the motor vehicle. These three axes define a direct trihedron whose orientation is preserved throughout the figures.

[0049] In the present description, the ranges of values include the limits which delimit them.

[0050] In the present description, the equalities between the values are not to be understood in the strict sense insofar as each equality authorizes a variation of at most 10%, pre preferably at most 5%, more preferably at most 2%, between these values.

[0051] In the present description, the term "vertical" and the term "horizontal" are not to be understood in the strict sense of the term. Indeed, they allow an inclination of at most 20°, preferably at most 10°, more preferably at most 5°, even more preferably at most 2°; compared to the strict sense of these terms.

[0052] In this description, the technical characteristics are defined in the assembly configuration of the assembly unless explicitly stated otherwise.

[0053] Throughout the description, the different figures use the same reference signs to designate identical or similar entities.

[0054] [Fig.l] represents a motor vehicle 10, according to one embodiment of the invention. The motor vehicle 10 comprises energy storage means and at least one motor (not shown) adapted to drive said motor vehicle 10.

[0055] The motor vehicle 10 comprises a structure 12. The structure 12 forms an outer body, or even a main frame of the motor vehicle. The structure 12 delimits different compartments of the motor vehicle 10, including the passenger compartment, the cargo compartment, the engine compartment (not shown). The structure 12 may be formed from an assembly of stamped sheets welded to each other.

[0056] The structure 12 connects different parts of the motor vehicle 10 including the openings. The structure 12 forms a mounting support for the powertrain, the suspension systems, the steering system, the braking systems.

[0057] The structure 12 comprises the bodywork 14 and the chassis 16 of the motor vehicle 10. The bodywork 14 forms the outer skin. It deflects and guides the flow of ambient air during the movement of the motor vehicle 10. It materializes the outer surface, and contributes to the perceived quality. The chassis 16 forms the underbody. It connects the front axle 18 and the rear axle 20. Its rigidity contributes to road holding, and therefore to safety.

[0058] The wheels of the front axle 18 and the rear axle 20 are associated with suspension assemblies. The suspension assemblies comprise suspension arms 22. The suspension arms 22 are also called suspension triangles. They are pivotally mounted relative to the chassis 16.

[0059] The motor vehicle may, for example, be a private motor vehicle or a utility motor vehicle.

[0060] [Fig. 2] shows a motor vehicle suspension assembly, according to one embodiment of the invention. The motor vehicle may correspond to that shown in relation to [Fig. 1]. The suspension assembly may correspond to a rear axle suspension assembly, with trailing arm.

[0061] The suspension assembly comprises a suspension arm 22, said arm having a first portion 30 having a connection zone 32 for a wheel. The connection zone 32 receives a wheel support 24, to which a wheel 26 is attached. The wheel support 24 is a mounting plate for the wheel 26. It is fixed to the first portion 30.

[0062] A shock absorber 28 is also connected to the wheel support 24, at the first portion 30. The shock absorber 28 is a device capable of dissipating the energy of the oscillations of the wheel support 24. The wheel support 24 may be a hub carrier. The shock absorber 28 is generally associated with a suspension spring 27. The suspension spring 27 may be a helical spring. The structure bears on said suspension spring 27, which has the effect of pushing the wheel 26 downwards.

[0063] The suspension arm 22 also has a second portion 34 with two coaxial pivot links 36 intended to be connected to the chassis of the motor vehicle, thus having the same pivot axis 38. Preferably, the common pivot axis 38 is transverse. According to an alternative of the invention, the pivot axis is longitudinal.

[0064] The first portion 30 is opposite the second portion 34. The first portion 30 and the second portion 34 may have equal lengths. They may each extend over half of the suspension arm 22. These lengths and sizes are measured perpendicular to the pivot axis 38. According to an alternative of the invention, the first portion is transversely opposite the second portion.

[0065] The suspension arm 22 comprises in its second portion 34 two branches 40, each branch 40 being integral with one of the two pivot links 36; a cross member 42 connects the two branches 40 so as to stiffen them. The branches 40 are spaced apart along the pivot axis 38. The suspension arm 22 has a vertical passage between the branches 40. The pivot links 36 are each placed at the free end of the branches 40, at the junctions of said branches 40 with the cross member 42. The cross member 42 is parallel to the pivot axis 38. The cross member 42 optimizes the rigidity and compactness of the suspension arm 22.

[0066] The suspension arm 22 comprises a forged assembly. It may comprise welded and stamped metal sheets.

[0067] The second portion 34 of the suspension arm 22 comprises a rotation locking device 44 coaxial with the pivot links 36. The rotation locking device 44 is between the pivot links 36. The pivot axis 38 passes through its center. The rotation locking device 44 is fixed to the cross member 42. Preferably the rotation locking device 44 is fixed in the middle of the cross member 42, along the pivot axis 38.

[0068] [Fig. 3] shows a top view of a second portion 34 of arm of 22 motor vehicle suspension. The motor vehicle may correspond to that shown in relation to one of Figures 1 to 2. The suspension assembly may correspond to a rear axle suspension assembly, with trailing arm.

[0069] The branches 40 of the suspension arm 22 are connected to the chassis of the vehicle by the pivot connections 36. A pivot connection 36 is understood as a connection with one degree of freedom, allowing rotation. The branches 40 extend longitudinally behind the pivot connections 36. They form a fork in which the rotation locking device 44 is arranged. The branches 40, and with them the suspension arm 22 as well as the wheel 26, can oscillate vertically in a tilting movement around the pivot axis 38.

[0070] The crosspiece 42 carries the rotation locking device 44. Said device is aligned with the pivot links 36 along the pivot axis 38. The crosspiece 42 is located between the two branches 40, behind the pivot links 36 and the pivot axis 38. The position of the rotation locking device 44 between the pivot links 36 optimizes compactness.

[0071] The rotation locking device 44 comprises a rotor secured to the suspension arm and a stator intended to be secured to the chassis 16. This facilitates the fixing of the rotation locking device 44.

[0072] The frame 16 includes a coupling wing 72 connected to the stator of the rotation locking device 44. The coupling wing 72 is horizontal. It extends between the pivot connections 36, which optimizes compactness. In the present illustration, the coupling wing 72 extends longitudinally. A pin (not shown) locks the stator in rotation relative to the coupling wing 72.

[0073] [Fig.4] shows a rotor 46 of a device for locking the rotation of the arm of motor vehicle suspension. The motor vehicle may correspond to that shown in relation to one of figures 1 to 3.

[0074] The rotor 46 comprises a tube 48 with an internal surface 50, and at least one rotor stop 52 intended to be movable in rotation about the pivot axis 38. The tube 48 forms a sleeve. It has a recess along the pivot axis 38. The internal surface 50 is cylindrical. It passes through the rotor 46. It delimits a passage.

[0075] Preferably, the at least one rotor stop 52 comprises a plurality of rotor stops 52 distributed angularly around the pivot axis 38. Each rotor stop 52 projects from the internal surface 50 of the rotor 46 and extends parallel to the pivot axis 38. Each rotor stop 52 extends radially towards the pivot axis 38. Preferably, the rotor stop(s) 52 are parallel to the crosspiece and to the pivot axis 38.

[0076] According to an alternative of the invention, the rotor comprises a square body with a tubular recess, intended to receive the stator.

[0077] The rotor 46 comprises metal at its tube 48. The at least one rotor stop 52 comprises rubber; preferably, the at least one rotor stop 52 comprises elastomer. The elastomer is a synthetic rubber.

[0078] The tube 48 is fixed to the cross member, or more generally to the second part of the suspension arm, so as to make the rotor 46 integral with said suspension arm. The tube 48 is coaxial with the pivot axis 38.

[0079] The or each rotor stop 52 each comprises two stop faces 74 angularly offset around the pivot axis 38. The stop faces 74 are opposite according to the thickness of the rotor stop 52. They are intended to cooperate with two stator stops, during rotations in both directions of the rotation locking device. The stop faces 74 may be stop planes, the pivot axis 38 being in the extension of said planes.

[0080] Along the pivot axis 38, each rotor stop 52 extends at least over one half of the rotor 46, and optionally has a profile. The at least one rotor stop 52 comprises a radial end 76. Each radial end 76 is radially facing the stator. The radial end 76 is curved. It is preferably concave in order to fit the stator.

[0081] [Fig. 5] shows a stator 54 of a device for locking the rotation of a motor vehicle suspension arm according to an embodiment of the invention. The motor vehicle may correspond to that shown in relation to one of FIGS. 1 to 4.

[0082] The stator 54 comprises a cylindrical body 56 with an outer surface 58. The outer surface 58 is circular, preferably cylindrical. The stator 54 comprises at least one stator stop 60. The at least one stator stop 60 projects from the outer surface 58 and extends parallel to the pivot axis 38. Each stator stop 60 extends at least over one half of the stator 54 along the pivot axis 38. The stator stop 60 projects radially from the cylindrical body 56, opposite the pivot axis 38.

[0083] Preferably, the at least one stator stop 60 comprises a plurality of stator stops 60 distributed angularly around the pivot axis 38. Preferably, the stator stop(s) 60 are parallel to the crosspiece and to the pivot axis 38. They are parallel to the at least one rotor stop.

[0084] The stator 54 is connected to the chassis of the vehicle so as to remain fixed relative to said chassis.

[0085] The stator 54 includes a coupling orifice 62 with internal planes intended to be rigidly connected to the frame. The coupling orifice 62 may pass through the stator 54 along the pivot axis 38. It has parallel internal planes. In the present illustration, it has a square profile. However, it may have any other profile.

[0086] The two lateral ends of the cylindrical body 56 are delimited by flanges 64 perforated at the level of the coupling orifice 62. The flanges 64 are perpendicular to the stator stops 60 and / or to the pivot axis 38. They comprise a diameter greater than the diameter measured at the tops of the stator stops 60. This protects them.

[0087] The coupling orifice 62 is coaxial with the pivot axis 38. The diameter of the flanges 64 is greater than that of the cylindrical body 56, so as to encircle the thickness of the stator stops 60. Preferably, the diameter of the flanges 64 is substantially greater than the diameter of the cylindrical body assembly 56 carrying the stator stops 60.

[0088] The stator 54 comprises metal at its cylindrical body 56 and flanges 64. The at least one stator stop 60 comprises rubber, preferably the at least one stator stop 60 comprises elastomer.

[0089] The or each stator stop 60 each comprises two stop faces 74 angularly offset around the pivot axis 38. The stop faces 74 are angularly opposite according to the thickness of the stator stop 60. These stop faces 74 are intended to cooperate with the stop faces of the rotor in order to ensure rotational locking in at least one direction of rotation, preferably in both directions of rotation around the pivot axis 38.

[0090] [Fig. 6] shows a section perpendicular to the pivot axis 38 of a rotation locking device 44 of a suspension arm 22 of a motor vehicle according to an embodiment of the invention. The motor vehicle may correspond to that presented in relation to one of Figures 1 to 5.

[0091] The rotation locking device 44 comprises a rotor 46 surrounding a stator 54. The rotor 46 is integral with the suspension arm 22 and is fixed to the cross member 42. The stator 54 is integral with the chassis of the vehicle. The rotor 46 can pivot relative to the stator 54; for example by at least 10°; preferably by at least 15°; more preferably by at least 20°; even more preferably in two directions of rotation from a reference position.

[0092] The reference position may correspond, in the mounted state, to the lowering of the motor vehicle in response to a predefined load. In the reference position, the stator stops 60 are separated from the rotor stops 52 by circumferential clearances 78. The circumferential clearances 78 are around the pivot axis 38. The circumferential clearances 78 are angular spacings. It will be understood that when the rotor 46 rotates, the circumferential clearance 78 on one side of a stator stop 60 expands, while the circumferential clearance 78 on the other side shortens.

[0093] The rotor stops 52 are distributed angularly around the pivot axis 38 and extend parallel thereto, on the inner surface 50 of the rotor 46. Stator stops 60 are distributed angularly around the pivot axis 38 and parallel thereto, on the outer surface 58 of the stator 54. The rotor stops 52 and the stator stops 60 are in the form of cords. The rotor stops 52 are distributed alternately with the stator stops 60. In the present embodiment, the rotation locking device 44 comprises four stops of each type; however, any other number may be chosen.

[0094] Rotor stops 52 and stator stops 60 are able to cooperate, by material engagement, in order to angularly block the rotor 46 relative to the stator 54 in the two opposite directions of rotation around the pivot axis 38. When they reach each other, they form pairs. The rotor stops 52 and the stator stops 60 are able to meet in order to stop each other during a movement of the rotor 46.

[0095] The stator stops 60 are angularly thinner than the rotor stops 52, in particular along the circumference. They can be inserted radially into the cylindrical bodies of the stator. The rotor stops can be wider, which increases their attachment surface to the rotor.

[0096] The nesting of the stator 54 in the rotor 46 forms an annular chamber 66 radially between the rotor 46 and the stator 54. The rotor 52 and stator 60 stops are in this annular chamber 66. They extend radially and axially along the pivot axis 38. The annular chamber 66 is closed by the flanges of the stator 54. The annular chamber 66 defines a closed loop around the pivot axis 38. It forms a circular space.

[0097] According to one option of the invention, the outside diameter of the flanges is substantially smaller than the inside diameter of the tube 48 of the rotor 46. In order to protect the assembled rotation locking device 44 from dust and external elements, the length along the pivot axis 38 of the tube 48 is equal to that of the assembly formed by the cylindrical body 56 assembled to the flanges (not shown) of the stator 54, so as to completely contain the stator 54.

[0098] Preferably, a circular seal (not shown) at each of the two ends of the tube 48 ensures sealing with the cylindrical body 56, on each side of the rotation locking device 44. This circular seal comprises in particular elastomer, the composition of said seal being adapted so as to allow rotation of the rotor 46 around the stator 54 while allowing sliding.

[0099] According to an alternative of the invention, each seal is fixed to the edge of the flanges and cooperates with the edge of the tube so as to allow rotation of the rotor around the stator.

[0100] The circular seal comprises a first material, the at least one stator stop 60 and the rotor stop 52 comprise a second material. These materials are different. The second material may be harder than the first material, which optimizes the thrust stiffness. The first material may have greater abrasion resistance than the second material. The first material may have greater resistance to chemical attack than the second material.

[0101] Perpendicular to the pivot axis 38, the rotation locking device 44 comprises a first clearance 68 between the at least one rotor stop 52 and the stator 54; and / or a second clearance 70 between the at least one stator stop 60 and the rotor 46. The first clearance 68 is between the external surface 58 and each stop face. The first clearance 68 and the second clearance 70 are radial clearances. Radial clearance is understood to mean a clearance measured perpendicular to the pivot axis 38. The clearances can be equal. They reduce friction.

[0102] In the presence of an obstacle on the road, the wheel associated with the suspension arm 22 will be projected upwards and the shock absorber of the suspension system is likely to be compressed to the maximum. In order to prevent the wheel from coming into contact with the structure of the vehicle, the travel of the suspension arm 22 is limited by the circumferential clearances 78 between the rotor stops and the stator stops. The rotor 46 will pivot in a first direction of rotation, at least one rotor stop 52 will come into contact with at least one stator stop 60, which will block the rotation in the first of the suspension arm 22 around the pivot axis 38 and block the vertical upward movement of the wheel.

[0103] Conversely, in the presence of a dip or a hole in the road, the wheel is pushed downwards by the spring, and the shock absorber of the suspension system is relaxed to the maximum. In order to limit this relaxation, the travel of the suspension arm 22 is limited by an angular approximation of the rotor stops and the stator stops. The rotor 46 will pivot in the second direction of rotation, at least one rotor stop 52 will come into contact with at least one stator stop 60, which will block the rotation in the second direction of the suspension arm 22 around the pivot axis 38 and stop the vertical movement of the wheel downwards.

[0104] According to an alternative of the invention, the stator comprises a tube, and the rotor comprises a cylinder in the tube.

[0105] The invention comprises the combination of all the embodiments illustrated by all the figures.

[0106] Figures 2 to 6 are isometric views. They each respect a specific scale, real angles and real proportions.

Claims

Claims

1. Suspension arm (22) of a motor vehicle (10), the suspension arm (22) comprises a first portion (30) with a connecting zone (32) of a wheel (26); a second portion (34) with two pivot connections (36) intended to be connected to a chassis (16) of the motor vehicle (10); said pivot connections (36) having a common pivot axis (38); characterized in that the second portion (34) comprises a rotation locking device (44) with: a stator (54) intended to be secured to the chassis (16) and comprising at least one stator stop (60); a rotor (46) secured to the second portion (34) and comprising at least one rotor stop (52) movable in rotation relative to the at least one stator stop (60) along the pivot axis (38);the at least one rotor stop (52) and the at least one stator stop (60) being able to cooperate in order to angularly block the rotor (46) relative to the stator (54) in two directions of rotation.;

2. Suspension arm (22) according to claim 1, characterized in that the at least one stator stop (60) comprises a plurality of stator stops (60) distributed angularly around the pivot axis (38); the at least one rotor stop (52) comprises a plurality of rotor stops (52) distributed angularly around the pivot axis (38) and forming an alternation with the stator stops (60).

3. Suspension arm (22) according to one of claims 1 or 2, characterized in that perpendicular to the pivot axis (38), the rotation locking device (44) comprises a first clearance (68) between the at least one rotor stop (52) and the stator (54); and / or a second clearance (70) between the at least one stator stop (60) and the rotor (46).

4. Suspension arm (22) according to one of claims 1 to 3, characterized in that the at least one stator stop (60) extends parallel to the pivot axis (38); and / or the at least one rotor stop (52) extends parallel to the pivot axis (38).

5. Suspension arm (22) according to one of claims 1 to 4, characterized in that the rotor (46) comprises a tube (48) with an internal surface (50), and the stator (54) comprises a cylindrical body (56) with an external surface (58) in the tube (48); the at least one stator stop (60) projecting from the outer surface (58), and / or the at least one rotor stop (52) projecting from the inner surface (50).

6. Suspension arm (22) according to one of claims 1 to 5, characterized in that the at least one stator stop (60) is angularly thinner than the at least one rotor stop (52); preferably, the at least one rotor stop (52) comprises a radial end (76) facing the stator (54), said radial end (76) being curved.

7. Suspension arm (22) according to one of claims 1 to 6, characterized in that the rotor (46) and the stator (54) comprise metal, the at least one stator stop (60) and / or the at least one rotor stop (52) comprise rubber.

8. Suspension arm (22) according to one of claims 1 to 7, characterized in that the rotation locking device (44) comprises an annular chamber (66) between the rotor (46) and the stator (54); the at least one stator stop (60) and the at least one rotor stop (52) being in said annular chamber (66); the rotation locking device (44) further comprising flanges (64) closing the annular chamber (66); the at least one stator stop (60) and the at least one rotor stop (52) being between said flanges (64).

9. Suspension arm (22) according to one of claims 1 to 8, characterized in that the suspension arm (22) comprises: two branches (40), each branch (40) being integral with one of the two pivot connections (36); a crosspiece (42) connecting the two branches (40), the rotation locking device (44) being fixed to said crosspiece (42); preferably, the at least one stator stop (60) and the at least one rotor stop (52) are parallel to said crosspiece (42).

10. Motor vehicle (10) comprising a wheel (26), a chassis (16), a suspension arm (22) connecting the wheel (26) to the chassis (16); characterized in that the suspension arm (22) is in accordance with one of claims 1 to 9, and the chassis (16) comprises a coupling wing (72) connected to the stator (54); preferably, the wheel (26) is a rear wheel and / or the pivot axis (38) is transverse.