MOTOR VEHICLE COMPRISING A COMPRESSION-STABILIZED POWERTRAIN ATTACHMENT ANTI-TORQUE ROD

Abstract

The invention relates to a motor vehicle with an anti-torque rod (100), connecting its body and its powertrain, comprising a main frame (2) carrying two elastic articulations (110, 120) aligned horizontally along a base level in the rest position of the vehicle, one comprising a vertical insert (3) guiding a fixing element (11) to the body, and enveloped by an elastic arm (3a) ensuring a continuous connection between the insert (3) and a ring (1) of the main frame (2), this ring (1) and / or this elastic arm (3a) carrying an elastic stop (4) interposed between this ring (1) and this elastic arm (3a) and offset vertically relative to the base level, and arranged to cooperate in abutment support with the elastic arm (3a) and / or the insert (3) and / or the ring (1) when the powertrain is inclined relative to the body. Figure 11

Description

Title of the invention: MOTOR VEHICLE COMPRISING A COMPRESSION-STABILIZED ANTI-TORQUE POWER UNIT FIXING ROD

[0001] The invention relates to a motor vehicle comprising a body carrying a powertrain suspended from said body, or resting on said body, by means of at least one suspension in the direction of the gravity field defining a vertical direction, said powertrain being further connected directly or indirectly to said body, by at least one anti-torque rod.

[0002] The invention relates to the field of fixing a powertrain to the body of a motor vehicle.

[0003] The connection between the powertrain and the body generally comprises a rigid frame which ensures decoupling between a vibrating mechanical component and the structure of the vehicle by means of elastic joints at each end.

[0004] However, it is noted that this type of connecting part, otherwise called an anti-torque rod, can, depending on the architectural parameters (length and position), prove to be unstable when it is subjected to compression with a thrust force which is not aligned with the two elastic joints located at each end.

[0005] A failure can occur when this anti-torque rod, which, in the rest position is horizontal (parallel to the ground), comes to pass from this horizontal position to a vertical position under the effect of the thrust force applied in reaction to the torque transmitted by the powertrain to the wheels of the vehicle, or vice versa by the wheels on the powertrain depending on the driving conditions (reverse gear with pressure on the accelerator or forward gear without pressure on the accelerator or the clutch - if equipped - which corresponds to the engine brake or energy recovery in the case of an electrified vehicle). The support of the anti-torque rod is damaged, displaced upwards. This phenomenon can be described as the pinning effect. This unstable behavior is called "verticalization", and the movement of the powertrain is no longer controlled.

[0006] Only stop elements are known from the prior art for limiting the movements of the engine supports relative to the vehicle body.

[0007] Thus, document CN113696687B describes a perpendicular anti-torque rod, which includes rupture zones, and includes shock absorbers limiting the movements.

[0008] Document FR3067299A1 also describes a perpendicular anti-torque rod comprising arms acting as movement stops.

[0009] This involves improving the stability of the anti-torque rod in compression, and limiting its torsion, which is detrimental to its fatigue resistance. It is also a matter of controlling the kinematics of the powertrain because the instability of the anti-torque rod does not allow this, which can lead to multiple damage to the parts in the environment and immobilizing the vehicle.

[0010] To this end, the invention proposes to improve the connection between the support of the powertrain and the body of a vehicle, by an anti-torque rod, by a displacement of the instantaneous center of rotation of the elastic articulation located at the end on the body side, which instantaneous center of rotation is displaced in such a way that it limits the distance between the thrust force and the reaction force for the benefit of the angular stability of the rod.

[0011] The objective of the present invention is to remedy these drawbacks by proposing an anti-torque rod which is stable in compression.

[0012] To achieve this objective, the invention proposes a motor vehicle comprising a body carrying a powertrain suspended from said body, or resting on said body, by means of at least one suspension in the direction of the gravity field defining a vertical direction, said powertrain being further connected directly or indirectly to said body, by at least one anti-torque link, said anti-torque link being distant from each said suspension in said vertical direction and in a longitudinal horizontal direction, and comprising a main frame carrying two elastic articulations, distant and aligned in said longitudinal horizontal direction in a rest position of the vehicle where they respectively define a first origin and a second origin in said vertical direction,a said primary elastic articulation comprising a vertical primary insert guiding in said vertical direction a primary fixing element for fixing to said body, and said primary insert being enveloped by at least one primary elastic arm ensuring a continuous connection between said primary insert and a primary ring which said frame comprises.

[0013] According to the invention, said primary ring and / or said primary elastic arm carries a primary elastic stop interposed between said primary ring and said primary elastic arm and offset in said vertical direction relative to said first origin, and arranged to cooperate in abutment with said primary elastic arm and / or said primary insert and / or said primary ring when said powertrain is inclined relative to said body to a stop position.

[0014] Thanks to the invention, it is possible to ensure the stability of the anti-torque rod subjected to a compressive force, and the invention can easily be implemented, at very low cost, by modifying a rod according to the prior art.

[0015] More particularly, said main frame carries said primary elastic articulation for direct or indirect connection with said body and a secondary elastic articulation for direct or indirect connection with said powertrain, said primary elastic stop is distant from said primary ring or said at least one primary elastic arm in said rest position, and comprises a first support zone which is arranged to cooperate, during a relative angular movement, in a longitudinal vertical plane, between said powertrain and said body, in a stop position where said powertrain is inclined relative to its said rest position, in stop support with a second support zone, which is respectively comprised by said at least one primary elastic arm or said primary ring or said primary insert,and wherein said main frame comprises at least one arm to which said secondary elastic joint is fixed, guiding a secondary fixing element in a transverse direction in a horizontal plane, and said secondary elastic joint being, in said rest position, aligned in said longitudinal horizontal direction with said first origin on said primary fixing element, and said at least one primary elastic stop is offset by a non-zero value in said vertical direction from said first origin, in the opposite direction to that of the gravity field, to separate from said first origin said first support zone and said second support zone in said vertical direction, in the opposite direction to that of the gravity field,said first support zone and said second support zone defining together when they are in support contact with each other an instantaneous center of rotation during a said relative angular movement, in said longitudinal vertical plane passing through said first origin, between said powertrain and said body, and said first support zone is inclined, in the longitudinal vertical plane passing through said first origin and relative to a horizontal axis passing through said second origin, by an angle of between 3° and 20°.

[0016] Thanks to the invention, operational safety and the absence of collision are ensured; adjusting the angle within the recommended range ensures this proper operation without any special adjustment.

[0017] More particularly, said primary ring comprises a vertical extension located above said first origin in said vertical direction, in the opposite direction to that of the gravity field, so as to constitute a rear support for said at least one primary elastic stop, on the side opposite said primary insert.

[0018] Thus, it is easy to shift, as much as desired, the position of the primary elastic stop. This vertical extension can be obtained by exchanging the primary ring with an extended model, or by installing an added element locally covering the original ring.

[0019] More particularly, said at least one primary insert or said at least one primary elastic arm comprises, at its distal upper part, furthest from said first origin in said vertical direction, in the opposite direction to that of the gravity field, at least one additional primary elastic stop arranged to cooperate in abutment support with said first support zone of said at least one primary elastic stop.

[0020] It is thus possible to improve the stability of the anti-torque link, to avoid play, and to increase the torsional stiffness of the first primary elastic connection.

[0021] More particularly, said primary elastic articulation cooperates with an interface support fixed to said body, said interface support comprising at least one internal stop surface, arranged to limit the angular movement of said anti-torque link relative to a primary pivot axis of said primary elastic articulation.

[0022] This interface support advantageously protects the body, and ensures the functional connection with the anti-torque rod.

[0023] More particularly, said at least one additional primary elastic stop is arranged to cooperate in abutment support with a said inner stop surface of said interface support.

[0024] This prevents any contact between the anti-torque rod and the supporting structure on the body side, in particular an interface support.

[0025] More particularly, said vertical extension carries at least one additional secondary elastic stop, further from said first origin than said primary elastic stop, and located on the side opposite said primary insert, and which is arranged to cooperate in abutment support with a said inner abutment surface of said interface support.

[0026] It is thus possible to directly ensure protection of the contact with the interface support, the primary additional elastic stop then cooperating only with the primary elastic stop.

[0027] More particularly, said anti-torque link comprises a plurality of said primary elastic arms in pairs symmetrical with respect to said longitudinal vertical plane passing through the first origin, and / or said anti-torque link comprises a plurality of said primary elastic stops, in pairs symmetrical with respect to the longitudinal vertical plane passing through the first origin, positioned in said primary ring and / or on said at least one primary elastic arm or on said primary elastic arms when said anti-torque link comprises several said primary elastic arms.

[0028] It is thus possible to reduce functional clearances to the strict minimum.

[0029] More particularly, said secondary elastic articulation comprises, at the end of said at least one longitudinal arm furthest from said primary elastic articulation, a secondary insert for guiding said secondary fixing element, and at least one secondary elastic element positioned between said secondary insert and a secondary frame connected to said powertrain.

[0030] The secondary elastic connection can thus take up part of the torsional forces.

[0031] More particularly, said powertrain is connected directly or indirectly to said body, in a direction substantially perpendicular to said vertical direction, by at least one said anti-torque rod which extends, in said rest position in which said motor vehicle and said powertrain are stationary and in which rest position said motor vehicle is placed on horizontal ground in a horizontal plane orthogonal to said vertical direction, in a rest plane whose normal is inclined by less than 3° relative to said vertical direction.

[0032] The production is then particularly simple, and the geometric verifications are easy.

[0033] The invention will be further detailed by the description of non-limiting embodiments, and on the basis of the appended figures illustrating variants of the invention, in which: - [Fig. 1] illustrates schematically and in perspective an anti-torque rod according to the prior art, fixed by a primary elastic articulation to an interface support in the left part of the figure, and comprising a frame with longitudinal arms secured to a ring enclosing the primary elastic articulation, the longitudinal arms together forming a double yoke being articulated, at the level of a secondary elastic articulation on the right of the figure with a secondary frame connected to a powertrain group; - [Fig.2] schematically illustrates in top view according to one direction vertical Z, the connecting rod of [Fig.l], the primary articulation of which comprises a primary insert guiding a primary attachment element for connection with the interface, and the secondary articulation of which comprises a secondary insert guiding a secondary attachment element cooperating with the powertrain, this secondary insert being oriented perpendicular to the primary insert; - [Fig.3] schematically illustrates in section along the section plane AA of [Fig.2], in a longitudinal vertical plane XZ, the same connecting rod; the primary elastic articulation comprises elastic connecting arms between the primary insert and the ring, and a primary elastic stop fixed to the ring and capable of being inserted between the primary insert and the ring, and positioned longitudinally, in a longitudinal horizontal direction X or in a direction inclined by less than 3° relative to this longitudinal horizontal direction X, between the primary insert and the elastic secondary articulation, which comprises a secondary elastic element positioned between the secondary insert and the secondary reinforcement; the connecting rod also comprises, opposite the primary elastic stop and in the left part of the figure, a secondary elastic stop; [Fig.4] illustrates schematically and in perspective in a similar manner to [Fig.l] the same anti-torque link without the interface support, nor the primary fixing element, nor the secondary fixing element; [Fig.5] schematically illustrates in a view from below in the vertical direction Z, the connecting rod of [Fig.4]; [Fig.6] schematically illustrates in section along the section plane BB of [Fig.5], in a plane XZ, the same connecting rod; [Fig.7] illustrates schematically and in side view (in the axis of the wheels of the vehicle) a motor vehicle with the anti-torque link shown from [Fig.l] to [Fig.6], arranged in an articulated manner between a primary articulation with an interface support secured to the body of a vehicle and a secondary articulation with a powertrain suspended by a suspension or a silentblock from this same body or from a cradle which is secured thereto, in a rest position where this link is substantially horizontal in a horizontal plane, that is to say where the positions of the primary articulation and the secondary articulation are aligned on a horizontal longitudinal axis X, respectively defining a first origin 01 on a first horizontal pivot axis Al, and a second origin 02 on a second horizontal pivot axis A2; [Fig.8] illustrates in a similar way to [Fig.7] the position of the anti-torque link under the effect of the application of a torque in the transmission, the secondary articulation being raised, in an upward vertical direction Z orthogonal to the horizontal plane XY, in combination with a horizontal displacement in the longitudinal horizontal direction X, with compression of the link, with a vertical offset relative to the primary articulation; [Fig.9] illustrates in a similar way to [Fig.3] the position of the connecting rod when it is subjected to a torque as in [Fig.8], with an intermediate angular displacement of 5°, during which the primary elastic stop cooperates in support with the elastic connecting arms, defining an instantaneous center of rotation; this instantaneous center of rotation is positioned below the second origin 02, that is to say located closer to the ground than the instantaneous position of the second origin 02, which is a necessary characteristic to lead to instability of the connecting rod; more particularly and not limitingly this instantaneous center of rotation is offset in the vertical direction Z relative to the first origin 01 in the direction opposite to the gravity field; [Fig. 10] illustrates in a similar manner to [Fig. 9] the position of the connecting rod when it is subjected to an even higher torque, with an intermediate angular displacement of 12°, during which the primary elastic stop cooperates in support with the elastic connecting arms, defining an instantaneous center of rotation; as in [Fig. 9] this instantaneous center of rotation is positioned below the second origin 02, that is to say located closer to the ground than the instantaneous position of the second origin 02; more particularly and not limitingly this instantaneous center of rotation is offset in the vertical direction Z relative to the first origin 01 in the direction opposite to the gravity field; during this displacement of 12°, the connecting rod interferes in collision with the interface support; [Fig. 11] illustrates in a similar manner to [Fig. 3] a connecting rod according to the invention, in a basic execution, in which the primary elastic stop is offset, in the vertical direction Z, relative to the first origin 01, in the direction opposite to the gravity field; [Fig. 12] illustrates similarly to [Fig.4] the connecting rod of [Fig. 11]; [Fig. 13] illustrates in a similar way to [Fig.9] the position of the connecting rod of [Fig.1 1] when it is subjected to a torque, with an intermediate angular displacement of 2.5°, during which the primary elastic stop cooperates in support with the elastic connecting arms, defining an instantaneous center of rotation offset in the vertical direction Z with the first origin 01 in the direction opposite to the gravity field, and located further from the ground than the instantaneous position of the second origin 02; [Fig. 14] illustrates in a similar way to [Fig. 13] the position of the connecting rod of [Fig.l 1] when it is subjected to a torque, with an angular displacement of 5°, during which the primary elastic stop cooperates in support with the elastic connecting arms, defining an instantaneous center of rotation offset in the vertical direction Z with the first origin 01 in the direction opposite to the gravity field, and located further from the ground than the instantaneous position of the second origin 02, and where the resistance to compression of the connecting rod opposes the movement of the powertrain which pushes on it, before any contact with the interface support; the horizontal thrust force is then almost aligned with the reaction force, minimizing the torque effect and ensuring the stability of the connecting rod and the prevention of collisions with its environment; [Fig. 15] illustrates in a similar manner to [Fig. 11] a connecting rod according to a first variant of the invention, achievable on the basis of the basic execution of [Fig.l 1], and in which the connecting rod comprises an additional primary elastic stop, carried by the primary insert or a primary elastic arm, comprises, at its distal upper part, the furthest from the first origin 01 in the vertical direction Z, in the opposite direction to that of the gravity field, this additional primary elastic stop being arranged to cooperate in abutment support with a first support zone of the primary elastic stop; [Fig. 16] illustrates similarly to [Fig. 12] the connecting rod of [Fig. 15]; [Fig. 17] illustrates in a similar way to [Fig. 13] the position of the connecting rod of [Fig. 15] when it is subjected to a torque, with an angular movement of 2.5°, during which the primary elastic stop cooperates in support with the primary additional elastic stop, and where the resistance to compression of the connecting rod opposes the movement of the powertrain which pushes on it, and where the inclination is limited by the support of the primary additional elastic stop on the interface support; [Fig. 18] illustrates in a similar manner to [Fig. 15] a connecting rod according to a second variant of the invention, based on the first variant of [Fig. 15], and in which the connecting rod comprises, mounted on the ring above the primary elastic stop, an additional secondary elastic stop, further from said first origin 01 than the primary elastic stop, and located on the side opposite the primary insert, and which is arranged to cooperate in abutment support with an inner abutment surface of the interface support; [Fig.19] illustrates similarly to [Fig.16] the connecting rod of [Fig.18]; [Fig.20] illustrates in a similar way to [Fig. 17] the position of the connecting rod of [Fig. 18] when it is subjected to a torque, with an intermediate angular displacement of 5°, the connecting rod then being distant from the interface support; [Fig.21] illustrates in a similar way to [Fig.20] the position of the connecting rod of [Fig. 18] when it is subjected to a torque, with an angular displacement of 10°, where the contact with the interface support is limited to the support of this additional secondary elastic stop with this support; [Fig.22] illustrates in a similar manner to [Fig. 12] a connecting rod according to a third variant of the invention, achievable on the basis of the basic execution of [Fig.1 1], or of the first variant of [Fig. 15], or of the second variant of [Fig. 18], and in which the connecting rod comprises a plurality of primary elastic stops, in pairs symmetrical with respect to the longitudinal vertical plane XZ, positioned in the primary ring; - [Fig.23] illustrates in a similar manner to [Fig.22] a connecting rod according to a fourth variant of the invention, achievable on the basis of the basic execution of [Fig. 11], or of the first variant of [Fig. 15], or of the second variant of [Fig. 18], and in which the connecting rod comprises a plurality of primary elastic stops, in pairs symmetrical with respect to a longitudinal vertical plane XZ, positioned on primary elastic arms or the primary insert; - [Fig.24] schematically illustrates in section along a horizontal section plane XY passing through the second origin, in its rest position, a fifth variant of connecting rod, achievable on the basis of the basic execution of [Fig. 11], or the first variant of [Fig. 15], or the second variant of [Fig. 18], or the third variant of [Fig.22], or the fourth variant of [Fig.23], where the secondary elastic joint comprises, at the end of the longitudinal arm furthest from the primary elastic joint, a secondary insert for guiding the secondary fixing element, and a secondary elastic element positioned between the secondary insert and a secondary frame connected to the powertrain; - [Fig.25] illustrates in a similar way to [Fig. 12], in a bottom view, the connecting rod of [Fig.24]; - [Fig.26] illustrates in a similar manner to [Fig.1 1] a connecting rod according to another variant of the invention, compatible with the five variants described above, in which the primary additional elastic stop is of small thickness, calculated to never come into contact with the primary insert or with a primary elastic arm, below the first origin 01, whatever the position imposed on the connecting rod by the movement of the powertrain relative to the body, and where only the elastic elements carried by the primary insert and by the ring are likely to come into contact during the movements of the powertrain, and then only in a contact zone limited below by the first origin 01; - [Fig.27] illustrates in a similar manner to [Fig. 12] the connecting rod of [Fig.26].

[0034] The invention relates more particularly to a motor vehicle 1000 comprising a device for improving the stability of an anti-torque connecting rod 100 in compression.

[0035] More particularly, the powertrain support comprises at least one anti-torque rod 100, connecting a powertrain 500 to the body 400 of the vehicle 1000.

[0036] More particularly and non-limitingly, the anti-torque link 100 connects the powertrain 500 to the body 400 in a substantially perpendicular manner. It is noted that, in the case of an electric powertrain, there is no need to define or impose the perpendicular nature of the anti-torque link with a more or less vertical engine axis which would be inspired by the orientation of the cylinders specific to an internal combustion engine. An electric motor is composed of a rotor and a stator which are parts of revolution not defining a vertical axis. The invention therefore applies to any relative angular configuration between the anti-torque link 100, the powertrain 500, and the body 400.

[0037] As visible in the figures, the invention relates to a motor vehicle 1000 comprising a body 400 carrying at least one powertrain 500, suspended from the body 400, or resting on the body 400, by means of at least one suspension 510 here represented in a non-limiting embodiment according to the direction of the gravity field defining a vertical direction Z.

[0038] This at least one powertrain 500 is also connected directly or indirectly to the body 400, in a direction X by at least one anti-torque rod 100. More particularly, this direction X is a longitudinal horizontal direction X perpendicular to the vertical direction Z, or in a substantially horizontal direction, that is to say in a direction inclined by less than 3° relative to this longitudinal horizontal direction X, by at least one anti-torque rod 100. The strictly horizontal character is not obligatory. A value of inclination at rest of the rod can extend from 0° to + / -3°.In a particular non-limiting case, the anti-torque rod 100 extends in a horizontal plane XY orthogonal to the vertical direction Z in a rest position in which the motor vehicle 1000 and the powertrain 500 are stationary and in which rest position the motor vehicle 1000 is placed on horizontal ground along such a horizontal plane XY.

[0039] More particularly, in an embodiment illustrated by [Fig.l] to [Fig.6], such an anti-torque link 100 comprises a main frame 2 carrying a primary elastic articulation 110 for direct connection, or indirect connection via an interface support 10 or similar, with the body 400, and a secondary elastic articulation 120 for direct or indirect connection with the powertrain 500. This primary elastic articulation 110 and this secondary elastic articulation 120 are spaced apart along a longitudinal horizontal direction X in the horizontal plane XY. Thus the anti-torque link 100 is connected on the one hand by the primary elastic articulation 110 to an interface 10 on the body side 400 (or cradle) of the vehicle 1000, and on the other hand by the secondary elastic articulation 120 to the powertrain 500. The primary elastic articulation 110 allows the pivoting of the link 100 both around a vertical pivot axis DI parallel to the vertical direction Z, and around a first horizontal pivot axis Al, parallel to a transverse direction Y, perpendicular to the vertical direction Z and to the longitudinal horizontal direction X, and the secondary elastic articulation 120 allows the pivoting of the link 100 around a second horizontal pivot axis A2, extending in this transverse direction Y perpendicular to the longitudinal horizontal direction X.

[0040] The anti-torque link 100 is distant from each suspension 510 in the vertical direction Z and in the longitudinal horizontal direction X.The two elastic articulations 110, 120 are distant and aligned along the longitudinal horizontal direction X in the rest position of the vehicle 1000 where they respectively define a first origin 01 at the level of a first primary elastic articulation 110, and a second origin 02 at the level of a second secondary elastic articulation 120, along the vertical direction Z. The first origin 01 is located on the first horizontal pivot axis A1, as well as on the vertical pivot axis D1, and the second origin 02 is located on the second horizontal pivot axis A2.

[0041] With respect to the body 400 of the vehicle 1000, the first origin 01 is therefore in a fixed position, and the second origin 02, which is aligned horizontally with the first origin 01 in the rest position of the vehicle and the powertrain, is movable around the first origin 01 as a function of the movements of the powertrain 500.

[0042] The primary elastic articulation 110, around the first origin 01, comprises a vertical primary insert 3 guiding in the vertical direction Z a primary fixing element 11 for fixing to the body 400. This primary insert 3 is enveloped by at least one primary elastic arm 3a, 3b, ensuring a continuous connection between the primary insert 3 and a primary ring 1 which the main frame 2 comprises.

[0043] The main frame 2 of the anti-torque rod 100 comprises a ring 1, which is not necessarily circular, and a longitudinal arm or longitudinal arms 2a and 2b.

[0044] The primary elastic articulation 110 comprises a primary insert 3 oriented vertically in the vertical direction Z, and through which a primary fixing element 11 passes, ensuring the connection with the interface 10 (cradle or body), or directly with the body 400. At least one elastic arm, or preferably elastic arms 3a, 3b (two or more in number) ensure the connection between the insert 3 and ring 1, and more particularly, in a transverse direction Y of the XY plane, perpendicular to the longitudinal horizontal direction X.

[0045] Along a direction perpendicular to these elastic arms 3a, 3b, that is to say along the longitudinal horizontal direction X of the plane XY, or in symmetry with respect to this longitudinal horizontal direction X, at least one primary elastic stop 4, or several primary elastic stops 4, is or are positioned on the ring 1 and / or on the primary insert 3 so as to be inserted between the insert 3 and the ring 1.

[0046] The primary elastic stop 4 is positioned longitudinally between the primary insert 3 and the elastic joint on the powertrain side 500.

[0047] One or more secondary elastic stops 5 may be arranged on the ring 1 and / or the insert 3 on the other side of the elastic arms 3a and 3b. This secondary elastic stop 5 has no impact on the operation of the invention which relates solely to the compression behavior of the anti-torque link 100.

[0048] The ends of the longitudinal arms 2a and 2b are connected to a secondary insert 6 by means of a secondary fixing element 9 passing through the secondary insert 6.

[0049] The secondary insert 6 is oriented perpendicular to the primary insert 3 of the body-side articulation 400 (or cradle).

[0050] A secondary elastic element 7 is positioned between the secondary insert 6 and a secondary frame 8 connected to the powertrain 500.

[0051] An inclined arrangement of the powertrain supports causes a combined X / Z displacement of the secondary frame 8 on the powertrain side.

[0052] A pure vertical arrangement would not cause any Z displacement of the anti-torque link; a small distance between the primary and secondary joints would not be risky because the thrust and reaction forces would be aligned and therefore there would be no torque effect likely to cause uncontrolled inclination of the anti-torque link.

[0053] The shorter the torsion bar, the greater the inclination for the same value of travel Z of the small ring.

[0054] The resistance of the torsion bar to compression and inclination is not sufficient to support the reaction load of the torque; it becomes unstable, the inclination increases until the collision with the cradle.

[0055] The architecture of some vehicles combines the two parameters: inclined arrangement, and short anti-torque link. A static position inclined in the other direction would be useful but is not necessarily feasible due to the size.

[0056] [Fig.7] and [Fig.8] illustrate the kinematics of the anti-torque link 100 under a mechanical stress imposed by the movement of the connected secondary reinforcement 8 to the powertrain 500 when a torque is applied through the transmission, in the case of an inclined arrangement of the supports of the powertrain 500, which is suspended from the body 400 by at least one suspension 510, silentblock or similar, and show the movement of the anti-torque link 100, from the rest position in [Fig.7] under application of a torque in the transmission, towards the position of [Fig.8].

[0057] This movement is characterized by a longitudinal component in X which puts the anti-torque rod 100 in compression and a vertical component in Z which generates an inclination of the anti-torque rod 100 relative to its rest position.

[0058] Taking into account the position of the anti-torque link 100 with the secondary elastic articulation 120 connected to the power unit 500 (also called GMP or EDM) offset relative to the upper suspension 510 of the power unit 500, the movement of this secondary elastic articulation 120 will be both horizontal in a direction X, and vertical in a direction Z orthogonal to the direction X, the direction Y completing the orthogonal trihedron being that of the running gear.

[0059] A vertical displacement in Z of the articulation on the power unit side 500 will induce an inclination of the anti-torque rod 100 which is all the greater the shorter it is.

[0060] This inclination of the connecting rod 100 can generate instability in compression, linked to the fact that the horizontal component in X of the thrust force is not aligned with the connecting rod 100 and therefore creates a torque effect which amplifies the inclination, as visible in [Fig.8].

[0061] [Fig.9] illustrates the start of the movement of the secondary armature 8, and shows the position of the connecting rod 100 when it is subjected to a torque with an intermediate angular movement of 5°, during which the primary elastic stop 4 cooperates in support with the elastic connecting arms 3a, 3b, defining an instantaneous center of rotation CIR which is offset in the vertical direction Z with the first origin 01 in the direction opposite to the gravity field, and located closer to the ground than the instantaneous position of the second origin 02.

[0062] [Fig. 10] illustrates the continuation of the movement of the secondary reinforcement 8: the inclination of the connecting rod 100 increases under the effect of the vertical movement of the secondary reinforcement 8 but also because the compressive strength under the horizontal force decreases. [Fig. 10] illustrates the position of the connecting rod when it is subjected to a torque greater than that applied in [Fig.9], with an intermediate angular displacement of 12°, during which the primary elastic stop 4 cooperates in support with the elastic connecting arms 3a, 3b, defining an instantaneous center of rotation CIR which is offset in the vertical direction Z with the first origin 01, and also during which the connecting rod 100 interferes in collision with the interface support 10.

[0063] The horizontal thrust force FP at the secondary elastic joint 120 is not aligned with the reaction force FR at the elastic connecting arms 3a, 3b. The distance D in the vertical direction Z between these two forces is the origin of a torque effect around the instantaneous center of rotation of the primary elastic joint 110, at the origin of the amplification of the inclination of the link 100, a torque that is all the higher as this distance in Z is important. The torsional stiffness of the joint is not sufficient to counter the effect. The anti-torque link 100 becomes unstable and its movement is limited only with collisions with the environment. Ultimately, the inclination generates additional inclination and the behavior becomes unstable until reaching a so-called pinning effect.

[0064] If, to counteract this phenomenon, the main frame 2 of the anti-torque rod 100 is supported on its immediate environment, namely the cradle, this presents other disadvantages: metal / metal contact, risk of noise and damage.

[0065] The invention also consists of modifying the elastic articulation on the cradle side, that is to say at the level of the primary elastic articulation 110, to move the instantaneous center of rotation CIR as high as possible in Z without modifying the inclination of the anti-torque link 100 at rest, nor its length (because it is generally not possible to play on these parameters given the environmental constraints).

[0066] Thus, the angle between the thrust force applied by the powertrain 500 and the reaction force from the elastic articulation on the cradle side is limited for the benefit of the angular stability of the connecting rod 100. This angle in fact reflects the distance in the vertical direction between the horizontal thrust and reaction forces, which is limited to tend towards an alignment of these forces in the longitudinal horizontal direction, thus canceling the torque effect induced around the transverse direction Y, for the benefit of stability.

[0067] According to the invention, the instantaneous center of rotation of the elastic articulation located at the body-side end is positioned so as to limit the angle between the thrust force and the reaction force for the benefit of the angular stability of the connecting rod.

[0068] For this purpose, the powertrain support comprises an offset internal stop, associated with a counter-stop in order to limit the torsion of the connecting rod. [Fig. 11] and [Fig. 12] illustrate an anti-torque connecting rod 100 according to the invention, based on that illustrated in figures [Fig.l] to [Fig.6], and modified with regard to the position of the primary elastic stop 4, subject to a vertical displacement in the vertical direction Z, in the direction opposite to the gravity field, of the primary elastic stop 4, which may be accompanied by a vertical extension 1b of the ring 1. The broken line in [Fig. 11] shows that, in the rest position, the primary elastic stop 4 is no longer aligned horizontally in the longitudinal horizontal direction X with the secondary elastic joint 120 as was the case in figures [Fig.l] to [Fig.6].

[0069] According to the invention, the primary ring 1 and / or the primary elastic arm 3a, 3b, carries a primary elastic stop 4 interposed between the primary ring 1 and the primary elastic arm 3a, 3b, and which is offset in the vertical direction Z relative to the first origin 01, and which is arranged to cooperate in abutment support with the primary elastic arm 3a, 3b, and / or the primary ring 1, and / or the primary insert 3, when the powertrain 500 is inclined relative to the body 400 to a stop position.

[0070] More particularly, the main frame 2 carries the primary elastic articulation 110 for direct or indirect connection with the body 400 and the secondary elastic articulation 120 for direct or indirect connection with the powertrain 500. The primary elastic stop 4 is distant from the primary ring 1 or from the at least one primary elastic arm 3a, 3b, in the rest position, and comprises a first support zone 43 which is arranged to cooperate, during a relative angular movement, in a longitudinal vertical plane XZ passing through the first origin 01, between the powertrain 500 and the body 400, in a stop position where the powertrain 500 is inclined relative to its said rest position, in stop support with a second support zone 34, 14, which respectively comprises the at least one primary elastic arm 3a, 3b, or the primary ring 1, or the primary insert 3.

[0071] And the main frame 2 comprises at least one arm 2a, 2b, to which is fixed the secondary elastic articulation 120 guiding a secondary fixing element 9 in a transverse direction Y in the horizontal plane XY, and the secondary elastic articulation 120 is, in the rest position, aligned in the longitudinal horizontal direction X with the first origin 01 on the primary fixing element 11.

[0072] And the at least one primary elastic stop 4 is offset by a non-zero value in the vertical direction Z from the first origin 01, in the opposite direction to that of the gravity field, to move the first support zone 43 and the second support zone 34 away from the first origin 01 in the vertical direction Z, in the opposite direction to that of the gravity field, the first support zone 43 and the second support zone 34 defining together when they are in support contact with each other an instantaneous center of rotation during a said relative angular movement, in a longitudinal vertical plane XZ passing through the first origin 01, between the powertrain 500 and the body 400.

[0073] And the first support zone 43 is inclined, in a longitudinal vertical plane XZ and relative to a horizontal axis passing through the second origin 02, by a non-zero angle ANG, between 3° and 20°, more particularly between 3° and 10°. More particularly again, this angle ANG is between 4° and 6°, and notably close to 5°.

[0074] This gives the same stable kinematic behavior in compression as a conventional connecting rod which would be inclined at the same angle in its entirety, that is to say where the reinforcement of the connecting rod composed of elements 1, 2a and 2b would be inclined, whereas in the invention, this is not the case.

[0075] The operating principle is a better relative positioning of the thrust force FP and the reaction force FR. The objective is to align them or to maintain the reaction force FR above the thrust force FP (which is combined with an upward displacement Z, in the opposite direction to that of the gravity field), in order to avoid an induced torque effect around the axis A2 which would generate an increase in inclination which would amplify the phenomenon by entering into an unstable operation (which fails to find an equilibrium position).

[0076] In the horizontal plane XY and in the transverse vertical plane YZ, operation must be ensured over a range of + / -10°.

[0077] [Fig. 13] illustrates in a similar manner to [Fig. 9] the position of the connecting rod 100 of [Fig. 11] according to the invention when it is subjected to a torque, with an intermediate angular displacement of 2.5°, during which the primary elastic stop 4 cooperates in support with the elastic connecting arms 3a, 3b, defining an instantaneous center of rotation CIR offset in the vertical direction Z with the first origin 01 in the direction opposite to the gravity field, and located further from the ground than the instantaneous position of the second origin 02.

[0078] [Fig. 14] illustrates in a similar manner to [Fig. 13] the position of the connecting rod 100 of [Fig.l 1] when it is subjected to a torque, with an angular displacement of 5°, during which the primary elastic stop cooperates in support with the elastic connecting arms, defining an instantaneous center of rotation offset in the vertical direction Z with the first origin 01 in the direction opposite to the gravity field, and located further from the ground than the instantaneous position of the second origin 02. The inclination of the connecting rod 100 increases under the effect of the vertical displacement of the secondary reinforcement 8, but the resistance to compression under the horizontal force is not reduced. And the resistance to compression of the connecting rod 100 opposes the displacement of the powertrain 500 which pushes on it, before any contact with the interface support 10.The horizontal thrust force FP is then almost aligned with the reaction force FR, minimizing the torque effect and ensuring the stability of the connecting rod 100 and the prevention of collisions with its environment. The distance DI in the vertical direction Z between the points of application of these two forces is minimal. Consequently, the torque effect around the instantaneous center of rotation of the primary elastic joint 110 is sufficiently low to be canceled by the . torsional stiffness of the joint which will provide resistance. It may even be zero in the case of perfect alignment between FP and FR. The anti-torque link 100 remains stable and collisions with the environment are avoided, in particular with the interface support 10.

[0079] It can be noted that as long as the direction of FP remains below (i.e. closer to the ground in the vertical direction Z) that of FR according to the orientation of the movement of the secondary reinforcement 8 upwards, no unstable behavior is to be feared because the torque effect induced on the anti-torque link 100 then opposes the direction of movement imposed by the secondary reinforcement 8. It is only when the direction of FP passes above that of FR that there is a risk of instability if the torsional stiffness of the joint is insufficient.

[0080] More particularly and non-limitingly, as visible in [Fig. 11], the primary ring 1 comprises a vertical extension 1b in the vertical direction Z, in the opposite direction to that of the gravity field, so as to constitute a rear support for the at least one primary elastic stop 4, on the side opposite the primary insert 3.

[0081] [Fig. 15] and [Fig. 16] illustrate an anti-torque link 100 according to a first variant, derived from the basic execution of [Fig. 11], where the at least one primary insert 3 or the at least one primary elastic arm 3a, 3b, comprises, at its distal upper part, furthest from the first origin 01 in the vertical direction Z, in the opposite direction to that of the gravity field, at least one first additional primary elastic stop 4b arranged to cooperate in abutment support with the first support zone 43 of the at least one primary elastic stop 4. This additional elastic stop 4b is thus attached to the primary insert 3 so as to contribute to the positioning of the instantaneous center of rotation as high as possible. The higher this instantaneous center of rotation is positioned, the more the passage of the direction FP above FR will be pushed back, to the benefit of the stability of the anti-torque link 100.

[0082] This additional primary elastic stop 4b also makes it possible to avoid the play existing at rest between the primary elastic stop 4 and the primary insert 3. The instantaneous center of rotation is thus moved upwards from the start of the movement of the secondary armature 8 connected to the power unit 500, thus ensuring immediate effectiveness and contributing to reducing the angular movement of the anti-torque link 100, as visible in [Fig. 17]. It also makes it possible to increase the torsional stiffness of the elastic joint, and also to ensure elastic contact in the vertical direction between the vertical extension 1b of the ring 1 and the interface support 10 to avoid contact between two rigid parts which could generate unacceptable noise.

[0083] More particularly, the primary elastic articulation 110 cooperates with an interface support 10 fixed to the body 400, the interface support 10 comprising at least one inner stop surface 130, 140, arranged to limit the angular movement of the anti-torque link 100 relative to a primary pivot axis A1 of the primary elastic joint 110. More particularly, the at least one additional primary elastic stop 4b is arranged to cooperate in stop support with such an inner stop surface 130, 140, of the interface support 10.

[0084] [Fig. 18] to [Fig.21] illustrate an anti-torque link 100 according to a second variant, based on the first variant of [Fig. 15], and in which the link 100 comprises, mounted on the primary ring 1 above the primary elastic stop 4, an additional secondary elastic stop 4c, further from the first origin 01 than the primary elastic stop 4, and located on the side opposite the primary insert 3, and which is arranged to cooperate in abutment support with an inner abutment surface 130, 140, of the interface support 10.

[0085] The elastic contact in the vertical direction 7 between the vertical extension 1b of the ring 1 and the interface support 10 is then not ensured by the additional stop 4b, but directly by this additional secondary elastic stop 4c arranged on the upper part of the vertical extension 1b, as visible in the figures [Fig.20] and [Fig.21] illustrating the kinematics when the connecting rod 100 is subjected to a torque, respectively with an intermediate angular movement of 5° where the connecting rod 100 remains distant from the interface support 10, and with an angular movement of 10°, where the contact with the interface support 10 is limited to the support of this additional secondary elastic stop 4c with this interface support 10.

[0086] More particularly, as visible in the figure [Fig.l 1] the anti-torque link 100 comprises a plurality of primary elastic arms 3a, 3b, in pairs symmetrical with respect to the longitudinal vertical plane XZ passing through the first origin 01.

[0087] More particularly, as visible in the figure [Fig.22] in a third variant the anti-torque link 100 comprises a plurality of primary elastic stops 4, in pairs symmetrical with respect to the longitudinal vertical plane XZ passing through the first origin 01, positioned in the primary ring 1, and / or, as visible in the figure [Fig.23] in a fourth variant on the at least one primary elastic arm 3a, 3b, or on primary elastic arms 3a, 3b, when the anti-torque link 100 comprises several primary elastic arms 3a, 3b.

[0088] [Fig.24] and [Fig.25] illustrate a fifth variant of connecting rod 100, which can be produced on the basis of the basic execution of [Fig. 11], or of the first variant of [Fig. 15], or of the second variant of [Fig. 18], or of the third variant of [Fig.22], or of the fourth variant of [Fig.23], where the secondary elastic articulation 120 comprises, at the end of the at least one longitudinal arm 2a, 2b, the most distant from the primary elastic articulation 110, a secondary insert 6 for guiding the fixing element secondary 9, and at least one secondary elastic element 7 positioned between the secondary insert 6 and a secondary frame 8 connected to the powertrain 500.

[0089] More particularly, this at least one secondary elastic element 7 is integrated into the main frame 2.

[0090] [Fig.26] and [Fig.27] illustrate another variant of the invention, compatible with the five variants described above, in which the primary elastic stop 4 is of small thickness, calculated to never come into contact with the primary insert 3 or with a primary elastic arm 3a, 3b, below the first origin 01, whatever the position imposed on the connecting rod 100 by the movement of the powertrain 500 relative to the body 400, and where only the elastic elements carried by the primary insert 3 and by the primary ring 1 are likely to come into contact during the movements of the powertrain 500, and then only in a contact zone limited below by the first origin 01, above a horizontal plane passing through this first origin 01. The gap E is such that any contact between the primary elastic stop 4, and the primary insert 3 or a primary elastic arm 3a, 3b, is impossible below this plane.

[0091] The invention provides numerous advantages: the possibility of retaining a suspension architecture of the pendulum powertrain adapted to the existing interface constraints of a multi-energy platform, and allowing standardization of the interfaces between the powertrain on the one hand and the body or the cradle on the other hand, the possibility of using a reduced length of link (distance between the articulations at each end) which adapts to the installation constraints (small space available between the powertrain and the cradle), the control of the movements of the powertrain and its peripherals without risk of damage, and the cancellation of the risk of verticalization of the anti-torque link which would inevitably lead to an immobilizing breakdown of the vehicle and potentially to numerous damages.

[0092] The invention allows easy adaptation to the environmental constraints induced by the architecture of the powertrain.

Claims

1.

2. Claims Motor vehicle (1000) comprising a body (400) carrying a powertrain (500) suspended from said body (400), or resting on said body (400), by means of at least one suspension (510) in the direction of the gravity field defining a vertical direction Z, said powertrain (500) also being connected directly or indirectly to said body (400) by at least one anti-torque link (100), said anti-torque link (100) being distant from each said suspension (510) in said vertical direction Z and in a longitudinal horizontal direction X, and comprising a main frame (2) carrying two elastic articulations (110, 120) distant and aligned in said longitudinal horizontal direction X in a rest position of the vehicle (1000) where they respectively define a first origin 01 and a second origin 02 in said vertical direction Z,a said primary elastic articulation (110) comprising a primary vertical insert (3) guiding in said vertical direction Z a primary fixing element (11) for fixing to said body (400), and said primary insert (3) being enveloped by at least one primary elastic arm (3a, 3b) ensuring a continuous connection between said primary insert (3) and a primary ring (1) which comprises said main frame (2), characterized in that said primary ring (1) and / or said primary elastic arm (3a, 3b) carries a primary elastic stop (4) interposed between said primary ring (1) and said primary elastic arm (3a, 3b) and offset in said vertical direction Z relative to said first origin 01, and arranged to cooperate in abutment support with said primary elastic arm (3a,3b) or / and said primary insert (3) or / and said primary ring (1) when said powertrain (500) is inclined relative to said body (400) to a stop position., Motor vehicle (1000) according to claim 1 characterized in that said main frame (2) carries said primary elastic articulation (110) for direct or indirect connection with said body (400) and a secondary elastic articulation (120) for direct or indirect connection with said powertrain (500), in that said primary elastic stop (4) is distant from said primary ring (1) or from said at least one primary elastic arm (3a, 3b)

3. in said rest position, and comprises a first support zone (43) which is arranged to cooperate, during a relative angular movement, in a longitudinal vertical plane XZ, between said powertrain (500) and said body (400), in a stop position where said powertrain (500) is inclined relative to its said rest position, in stop support with a second support zone (34, 14) which respectively comprises said at least one primary elastic arm (3a, 3b) or said primary insert (3) or said primary ring (1), and where said main frame (2) comprises at least one arm (2a, 2b) to which said secondary elastic articulation (120) is fixed, guiding a secondary fixing element (9) in a transverse direction Y in a horizontal plane XY, and said secondary elastic articulation (120) being, in said rest position,aligned in said longitudinal horizontal direction X with said first origin 01 on said primary fixing element (11), and in that said at least one primary elastic stop (4) is offset by a non-zero value in said vertical direction Z from said first origin 01, in the opposite direction to that of the gravity field, to move away from said first origin 01 said first support zone (43) and said second support zone (34) in said vertical direction Z, in the opposite direction to that of the gravity field, said first support zone (43) and said second support zone (34) defining together when they are in support contact with each other an instantaneous center of rotation during a said relative angular movement, in said longitudinal vertical plane XZ passing through said first origin 01, between said powertrain (500) and said body (400), and in that said first support zone (43) is inclined,in the longitudinal vertical plane XZ passing through said first origin 01 and relative to a horizontal axis passing through said second origin 02, by an angle (ANG) between 3° and 20°., Motor vehicle (1000) according to claim 1 or 2 characterized in that said primary ring (1) comprises a vertical extension (1b) located above said first origin 01 in said vertical direction Z, in the opposite direction to that of the gravity field, so as to constitute a rear support for said at least one primary elastic stop (4), on the side opposite to said primary insert (3).

4. Motor vehicle (1000) according to claim 2 or according to claim 3 taken in combination with claim 2, characterized in that said at least one primary insert (3) or said at least one primary elastic arm (3a, 3b) comprises, at its distal upper part, furthest from said first origin 01 in said vertical direction Z, in the opposite direction to that of the gravity field, at least one additional primary elastic stop (4b) arranged to cooperate in abutment support with said first support zone (43) of said at least one primary elastic stop (4).

5. Motor vehicle (1000) according to any one of claims 1 to 4 characterized in that said primary elastic articulation (110) cooperates with an interface support (10) fixed to said body (400), said interface support (10) comprising at least one internal stop surface (130, 140) arranged to limit the angular movement of said anti-torque link (100) relative to a primary pivot axis (Al) of said primary elastic articulation (110).

6. Motor vehicle (1000) according to claims 4 and 5 characterized in that said at least one additional primary elastic stop (4b) is arranged to cooperate in stop support with a said inner stop surface (130, 140) of said interface support (10).

7. Motor vehicle (1000) according to claims 3 and 5 characterized in that said vertical extension (1b) carries at least one additional secondary elastic stop (4c), further from said first origin 01 than said primary elastic stop (4), and located on the side opposite said primary insert (3), and which is arranged to cooperate in abutment support with a said inner abutment surface (130, 140) of said interface support (10).

8. Motor vehicle (1000) according to claim 2 and according to any one of claims 1 to 7 characterized in that said anti-torque link (100) comprises a plurality of said primary elastic arms (3a, 3b) in pairs symmetrical with respect to said longitudinal vertical XZ passing through the first origin, and / or in that said anti-torque link (100) comprises a plurality of said primary elastic stops (4), in pairs symmetrical with respect to said longitudinal vertical plane XZ passing through said first origin 01, positioned in said primary ring (1) and / or on said at least one primary elastic arm (3a, 3b) or on said primary elastic arms (3a, 3b) when said anti-torque link (100) comprises several said primary elastic arms (3a, 3b).

9. Motor vehicle (1000) according to claim 2 or according to any one of claims 3 to 8 taken in combination with claim 2, characterized in that said secondary elastic articulation (120) comprises, at the end of said at least one longitudinal arm (2a, 2b) furthest from said primary elastic articulation (110), a secondary insert (6) for guiding said secondary fixing element (9), and at least one secondary elastic element (7) positioned between said secondary insert (6) and a secondary frame (8) connected to said powertrain (500).

10. Motor vehicle (1000) according to any one of claims 1 to 9 characterized in that said powertrain (500) is connected directly or indirectly to said body (400), in a direction substantially perpendicular to said vertical direction Z, by at least one said anti-torque rod (100) which extends, in said rest position in which said motor vehicle (1000) and said powertrain (500) are stationary and in which rest position said motor vehicle (1000) is placed on horizontal ground along a horizontal plane XY orthogonal to said vertical direction Z, along a rest plane whose normal is inclined by less than 3° relative to said vertical direction Z.

Images