Protective cover for the front shock absorber mount of a motor vehicle

Abstract

The invention relates to an assembly for a motor vehicle suspension system (16). The assembly comprises: a shock absorber (26) with a sleeve (32), a central shaft (30), and a sliding rod adapted to slide within said sleeve along the central shaft (30). The assembly also includes a connecting element (36) fixed to the sleeve (32). The connecting element (36) has a first flange (48) with a first mounting hole, a second flange angularly offset from the first flange (48) about the central shaft (30), and a second flange with a second mounting hole, a first edge facing the sleeve, and a second edge opposite the sleeve (32) and projecting beyond the shock absorber. A protective body (38) is fixed to the second flange and covers the second edge. Figure to be published with the abbreviation: Figure 3

Description

Title of the invention: Protection on the front shock absorber mount of a motor vehicle

[0001] The invention deals with the low-overlap frontal collision of a motor vehicle. The invention relates to a front suspension system for a motor vehicle. The invention relates to an assembly for a motor vehicle suspension system. The invention also relates to a motor vehicle.

[0002] For both passenger comfort and road handling, a motor vehicle is commonly equipped with suspension systems on the front and rear axles. These suspension systems filter out road irregularities to reduce jolts felt in the passenger compartment and improve contact between the wheels and the road. Thus, suspension systems improve directional control when cornering.

[0003] Each suspension system allows for wheel movement within its housing. Suspension systems include suspension arms, also known as suspension triangles. These are mounted to rotate relative to the vehicle body to allow independent vertical wheel movement. The suspension arms may be coupled to the steering system.

[0004] A suspension arm is coupled to a spring whose stiffness limits compression movements. A telescopic shock absorber limits the amplitude of oscillations. The shock absorber dissipates vibration energy during compression and rebound. A suspension arm is also connected to a wheel support, also called a hub carrier.

[0005] In the event of a low-overlap frontal impact (IIHS), the suspension compresses against the front pillar, bordering the associated wheel arch. The shock absorber, and in particular the components attached to it, have a sharp, and therefore potentially penetrating, nature. These components cut into the front pillar, which affects its deformation kinematics. The passenger compartment then deforms randomly and uncontrollably, thus failing to provide the required level of safety for the passengers.

[0006] Document FR2973736A1 describes a suspension device for a steering wheel of a motor vehicle. The device comprises a support fixed to a suspension triangle of said vehicle, said support having a first opening for receiving an upper part of a suspension ball joint. The device further comprises a pivot having an upper part fixed to a load-bearing element of said vehicle and a lower part fixed to said support, said part The lower part comprises a hollow housing receiving the upper portion of the suspension ball joint, the pivot having an opening for receiving a pivot for the rotation of the wheel. The device includes a first means for attaching the support to the suspension pivot. The support further includes a second opening for receiving a portion of a steering billet ball joint.

[0007] 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 safety of a motor vehicle. The invention also aims to optimize safety and assembly, and to enable economies of scale in the production of a motor vehicle.

[0008] According to a first aspect, the invention proposes an assembly for a motor vehicle suspension system; the assembly comprising: a shock absorber with a sleeve, a central axis, a sliding rod adapted to slide in said sleeve along the central axis; the assembly also comprising a connecting element fixed to the sleeve, the connecting element having a first wing with a first fixing hole, a second wing angularly offset with respect to the first wing around the central axis, the second wing comprising a second fixing hole, a first edge towards the sleeve, a second edge opposite the sleeve and projecting from the shock absorber; remarkable in that the assembly includes a protective body fixed to the second wing and covering the second edge.

[0009] The invention provides a protective end cap that encapsulates the sharp edge of the vehicle structure. This reduces the risk of the edge perforating the structure. In the event of a collision, the suspension system's recoil is reduced, improving deformation control. Consequently, safety is enhanced.

[0010] Preferably, the protective body comprises a sphere covering the second edge.

[0011] Preferably, the sphere comprises a radius greater than or equal to 1.50 cm.

[0012] Preferably, the assembly includes a fixing pin inserted into the second fixing hole and fixed to the protective body; and / or along the central axis, the protective body is more elongated than the connecting element.

[0013] Preferably, the sheath comprises an outer surface, the connecting element comprises an arched junction conforming to the outer surface and connecting the first wing to the second wing.

[0014] Preferably the connecting element comprises a sheet welded to the sleeve.

[0015] Preferably, the second edge includes a salient edge and is parallel to the central axis.

[0016] Preferably, the first wing and the second wing define an angle between them between 100° and 140°.

[0017] Preferably, the assembly comprises a wheel support and a cup which are fixed to the sleeve, the connecting element being between the wheel support and the cup.

[0018] Preferably, the assembly includes a suspension arm attached to the wheel support.

[0019] Preferably, along the central axis, the sheath has a first end, a second end, a central section between the first end and the second end and extending over half of said sheath; the connecting element being arranged in the central section.

[0020] Preferably, the protective body comprises steel, plastic or elastomer.

[0021] Preferably, the assembly includes a connecting rod fixed to the first fixing hole of the first wing.

[0022] Preferably, the assembly includes a ball joint fixed to the first fixing hole.

[0023] Preferably, the sheath comprises an upper end and a lower end, the connecting element being between the upper end and the lower end.

[0024] Preferably, the first wing and the second wing are symmetrical.

[0025] Preferably, the second wing is inclined angularly with respect to the first wing.

[0026] Preferably, the second wing comprises a first end against the sheath, a second end opposite the first end and protruding from the shock absorber; the protective body covering the second end.

[0027] Preferably, the second edge extends into the protective body.

[0028] Preferably, the second edge extends along the central axis.

[0029] Preferably, the protective body surrounds the second wing.

[0030] Preferably, the central section extends over one third of the sheath.

[0031] According to another aspect, the invention proposes an assembly for a motor vehicle suspension system; the assembly comprising: a shock absorber with a sleeve, a central axis, a sliding rod adapted to slide in said sleeve along the central axis; the assembly also comprising a connecting element fixed to the sleeve, the connecting element having a first wing with a first fixing hole, a second wing offset angularly with respect to the first wing around the central axis, the second wing comprising a second fixing hole, an end opposite to the sleeve which has a protruding edge; remarkable in that the assembly includes a protective body fixed to the second wing and covering the protruding edge.

[0032] According to another aspect, the invention proposes a motor vehicle comprising a suspension system with an assembly; remarkable in that the assembly conforms to the invention; the motor vehicle comprises a wheel arch with a rear wall, the second wing extending longitudinally towards said rear wall.

[0033] Preferably, the motor vehicle comprises a structure with a front pillar, the second wing extending towards the front pillar.

[0034] Preferably, the motor vehicle includes a steering system with a steering rod fixed to the first wing of the connecting element.

[0035] Preferably, the first wing extends forwards.

[0036] Each feature introduced by the expression "preferably" given in relation to one of the aspects of the invention applies to all other aspects of the invention.

[0037] The invention will be well understood and other aspects and advantages will become clear upon reading the following description, given with reference to the attached figures listed below.

[0038] Fig. 1 is a front view of a motor vehicle according to the invention.

[0039] Figure 2 shows a front axle of a motor vehicle according to the invention, seen from the back.

[0040] Fig. 3 shows the interior of a wheel arch and a suspension system for a motor vehicle according to the invention.

[0041] Fig. 4 is a detail view of a shock absorber and a linking element for a motor vehicle suspension system according to the invention.

[0042] Fig. 5 is a detail view of an assembly for a motor vehicle suspension system according to the invention.

[0043] In the following description, the term "include" is synonymous with "include" and is not limiting in that it permits the presence of other elements in the motor vehicle or the assembly to which it relates. It is understood that the term "include" includes the terms "consist of". The terms "external" and "internal" shall respectively designate what is oriented towards the outside of the vehicle and towards the inside of the vehicle.

[0044] In this description, the terms "longitudinal," "longitudinally," "transverse," and "transversely" are used with respect to the vehicle's frame of reference in the mounting configuration. The term "longitudinal" refers to the principal direction of travel of the vehicle. The term "transverse" refers to a direction perpendicular to the principal direction of travel of the vehicle. The term "front" refers to the principal direction of travel of the vehicle. The term "rear" refers to the opposite of the front of the vehicle.

[0045] 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 right-handed trihedron whose orientation is preserved throughout the figures.

[0046] In this description, the ranges of values ​​include the bounds that delimit them.

[0047] In the present description, equality between values ​​is not to be understood in the strict sense insofar as each equality allows a variation of at most 10%, preferably at most 5%, more preferably at most 2%, between these values.

[0048] In this description, the terms "vertical" and "horizontal" are not to be understood in their strict sense. Indeed, they allow an inclination of at most 20°, preferably at most 10°, more preferably at most 5°, and even more preferably at most 2°; with respect to the strict meaning of these terms.

[0049] In this description, the technical characteristics are defined in the assembly mounting configuration, unless otherwise explicitly stated.

[0050] Throughout the description, the different figures use the same reference signs to designate identical or similar entities.

[0051] Figure 1 represents a motor vehicle 10 according to the invention. The motor vehicle 10 comprises energy storage means (not shown) and at least one motor, adapted to drive said motor vehicle 10.

[0052] The motor vehicle 10 comprises a structure 12. The structure 12 forms an outer body, or the main frame of the motor vehicle. The structure 12 delineates different compartments of the motor vehicle 10, including the passenger compartment, the cargo area (not shown), and the engine compartment. The structure 12 may be formed from an assembly of stamped and welded sheet metal parts.

[0053] The structure 12 connects different parts of the motor vehicle 10. The structure 12 forms a mounting support for a steering system 14 and suspension systems 16, each associated with one of the wheels; in this case, the front wheels 18. The suspension systems 16 are connected by an engine cradle 20 that supports the engine. The engine cradle 20 is fixed to the underbody of the structure 12.

[0054] Each suspension system 16 comprises a wheel support 22 connected to the structure 12 by a suspension arm 24. The wheel support is further connected to the structure 12 via a shock absorber 26 and a suspension spring (not shown). The suspension arm 24 is pivotally mounted relative to the structure 12. Each wheel support 22 is rotatably connected to the suspension arm 24, notably with a ball joint, to allow movement of the steering system 14.

[0055] The shock absorber 26 is embedded in the wheel support 22. It is fixed to it via a mounting plate. Each shock absorber 26 is a device capable of dissipating the energy of the vertical oscillations of the front wheels 18. The wheel support 22 can be a hub carrier, a steering pivot, or a stub axle.

[0056] The suspension system 16 is an independent wheel suspension system, in which the left half-wheel assembly is physically decoupled from the right half-wheel assembly. The suspension arm 24 is connected to the engine cradle 20 on the side transversely opposite the wheel support 22.

[0057] The motor vehicle can, for example, be a private motor vehicle or a commercial motor vehicle.

[0058] Figure 2 shows a front axle 28 of a motor vehicle, according to an embodiment of the invention. The motor vehicle may correspond to the one shown in relation to Figure 1.

[0059] The front assembly 28 has an engine cradle 20 and an anti-roll bar. The front assembly 28 includes a front axle with two front wheels 18 arranged on either side. The front assembly 28 generally has a symmetrical configuration. In the following description, one side will be used to describe both sides, unless explicitly stated otherwise.

[0060] The front axle 28 has a shock absorber 26. The shock absorber 26 is oriented vertically. It has a central axis 30, also vertical. The central axis 30 is the main axis. The shock absorber 26 is of the telescopic type. It retracts and extends along the central axis 30. The shock absorber 26 is gas-filled. The gas circulation experiences a pressure drop to ensure damping. According to an alternative embodiment of the invention, the shock absorber is an oil-filled shock absorber.

[0061] The shock absorber 26 comprises a sleeve 32 and a sliding rod 34, adapted to slide within said sleeve 32 along the central axis 30, which is also a sliding axis. The sliding rod 34 includes an upper end intended to be fixed to the structure of the motor vehicle. It is generally a movable rod. The sleeve 32 forms a sheath, a tube around the sliding rod 34. It is connected to the wheel support 22 at its lower end.

[0062] The shock absorber 26 is associated with a connecting element 36. They are integrated into a suspension system assembly 16. The assembly also includes a wheel support 22 intended to be rotatably attached to the suspension arm (not shown). The connecting element 36 is attached to the sleeve 32.

[0063] The connecting element 36 comprises a first wing inclined relative to a second wing. The first wing is oriented forwards, while the second wing is oriented backwards. The first and second wings protrude from the shock absorber 26. They extend radially from the central axis 30. The same The unit, including a shock absorber and a connecting element, can be mounted on the left or right. This prevents reversed installation and assembly errors. Furthermore, this feature promotes economies of scale.

[0064] The assembly comprises a protective body 38 fixed to the second wing and covering its free end. This configuration limits the blunt force of the second wing and preserves the surface opposite the connecting element 36 during a low-overlap frontal collision.

[0065] Along the central axis 30, the sleeve 32 has a first end 42, a second end, and a central section between the first and second ends, extending over half of the sleeve. The connecting element 36 is arranged in the central section.

[0066] The sheath 32 comprises an upper end and a lower end. These form the first end 42 and the second end, which are vertically opposed. The connecting element 36 is between the upper end and the lower end.

[0067] The motor vehicle includes a steering system 14 with a steering rod 40 fixed to the first wing of the connecting element 36, therefore opposite the protective body 38. Thus, the connecting element 36 allows a part of the steering system 14 to be held.

[0068] Figure 3 shows a portion of a suspension system 16 arranged in a wheel arch 46 of a motor vehicle, according to an embodiment of the invention. The wheel arch 46 is combined with a front pillar 74 which is located in front of the passenger compartment. The motor vehicle may correspond to the one shown in relation to one of Figures 1 to 2.

[0069] The suspension system 16 comprises an assembly with a shock absorber 26 and a connecting element 36. The connecting element 36 forms a fastening interface. It is fixed to a connecting rod, for example a steering rod 40. The steering rod 40 is inclined with respect to the central axis 30. The connecting element 36 is integral with the sleeve 32. The sliding rod (not shown) is intended to slide along the connecting element 36, inside the sleeve 32.

[0070] The connecting element 36 comprises a first wing 48 with a first mounting hole to which the steering rod 40 is attached. The first wing 48 forms a fin on the sleeve 32. It is located in the front half of the shock absorber 26. In the rear half, the latter has a second wing that also forms a fin. The first wing 48 and the second wing are vertically aligned. They are angularly offset from each other. They converge towards the central axis 30.

[0071] The second wing comprises a first edge towards the sleeve 32, a second edge opposite the sleeve 32 and projecting from the shock absorber 26. A body Protective element 38 is attached to the second wing. The protective element 38 covers the second edge. Thus, the protective element 38 forms an end cap encapsulating the second wing. It physically isolates the sharp edge. It limits its blunt and penetrating nature in anticipation of the possibility of a low-overlap frontal collision.

[0072] The assembly, including the shock absorber 26, is equipped with a wheel support 22 and a cup 50, which are attached to the sleeve 32. The second end 44, or lower end, of the sleeve 32 is within the wheel support 22. The cup 50 is, for example, intended to provide a support seat for a suspension spring. It is an upper cup. The connecting element 36 is located between the wheel support 22 and the cup 50. The protective body 38 is positioned vertically between the wheel support 22 and the cup 50. This configuration optimizes compactness.

[0073] The wheel arch 46 forms a housing open laterally and downwards. The wheel arch has a rear wall 52. The rear wall 52 optionally forms the structure of the motor vehicle. It is vertical and transverse. The second wing extends longitudinally towards the rear wall 52. The second wing extends from the sleeve 32 towards the rear wall 52. The structure 12 has a front pillar 74 formed partially by the rear wall 52. The front pillar 74, also called the front support, extends vertically from the rear wall 52.

[0074] The connecting element 36, preferably the protective body 38, is arranged in the central section 72 of the sleeve 32. The central section 72 is vertically centered on the center of the sleeve 32. The central section 72 extends over half, preferably one third, more preferably one quarter of the height of the sleeve 32. This configuration of the protective body 38 centers its effect and increases its effectiveness.

[0075] Figure 4 shows a shock absorber 26 supporting a connecting element 36 of a motor vehicle suspension system, according to an embodiment of the invention. The motor vehicle may correspond to the one shown in relation to one of Figures 1 to 3. The protective body is not shown for clarity. The steering tie rod 40 is shown as a reference point. The steering tie rod 40 is generally a lower tie rod.

[0076] The connecting element 36 has a first wing 48 with a first mounting hole 54, and a second wing 56 that is angularly offset from the first wing 48 about the central axis 30. The second wing 56 includes a second mounting hole 58. The first wing 48 and the second wing 56 are generally symmetrical, in particular along a plane of symmetry passing through the central axis 30. This feature provides compatibility for use on the left and right sides of the shock absorber 26 and its connecting element 36.

[0077] The second wing 56 comprises a first edge 60 towards the sleeve 32, a second edge 62 opposite the sleeve 32 and therefore opposite the first edge 60. The second edge 62 projects beyond the shock absorber 26. The second edge 62 forms a free end of the second wing 56. The second edge 62 is a sharp edge. It includes, in particular, a ridge; such as a sharp edge, a projecting edge.

[0078] The first edge 60 is a first boundary, for example formed by a fold. It is against the sleeve 32. The second edge 62 forms a second boundary, opposite the first boundary. The second boundary forms a free edge. The second fixing hole 58 is between the first edge 60 and the second edge 62. The second edge 62 extends along the central axis 30. They are parallel.

[0079] The sleeve 32 comprises an outer surface 64. The outer surface 64 is generally cylindrical. The central axis 30 forms its axis of symmetry. The connecting element 36 comprises an arched junction 66. The arched junction 66 connects the first wing 48 to the second wing 56. The arched junction 66 connects them longitudinally. It follows the contour of the sleeve 32. It conforms to the outer surface 64.

[0080] Preferably, the connecting element 36 comprises a sheet metal plate welded to the sleeve 32. This embodiment optimizes strength and cost. The thinness of the sheet metal contributes to compactness. The connecting element 36 is made of steel or aluminum. The connecting element 36 has a thickness of between 0.65 mm and 5.00 mm; preferably between 0.80 mm and 2.00 mm.

[0081] The arched junction 66 forms an angular segment of the tube. It extends angularly over a third of a turn around the central axis 30. For example, it extends from 100° to 140°. These dimensions optimize the fixing surface against the sheath 32, and the compactness.

[0082] The first wing 48 is a first connecting wing. The second wing 56 is a second connecting wing.

[0083] The first wing 48 and the second wing 56 define an angle between them between 90° and 170°; preferably between 100° and 140°; more preferably between 110° and 130°. The angle is, for example, measured around the central axis 30. It is measured in a plane perpendicular to the central axis. It is a mean angle. It forms an angle of inclination between the wings; which is distinct from the angle of angular offset around the central axis.

[0084] According to an alternative of the invention, the connecting element is glued to the sheath.

[0085] According to an alternative of the invention, the first wing and the second wing are parallels.

[0086] According to one option of the invention, the assembly includes a ball joint fixed to the first fixing hole.

[0087] Figure 5 shows an assembly for a motor vehicle suspension system, according to an embodiment of the invention. The motor vehicle may correspond to the one shown in relation to one of Figures 1 to 4.

[0088] The assembly comprises a protective body 38 attached to the second wing 5 and covering the second edge 62. The protective body 38 forms a cap that masks the second edge 62. This reduces the sharp and piercing characteristics of the latter. By becoming less aggressive towards its surroundings, it protects the structure in the event of a collision. The structure maintains its level of safety despite the complexity of the geometry of the connecting element 36 and its left-right reversibility.

[0089] The protective body 38 surrounds the second wing 56. It is generally solid. It includes a slot into which the second wing 56 is inserted. The protective body 38 encloses the second edge 62. It is at a distance from the first wing 48. The second edge 62 is within the protective body 38. The second wing 56 extends into the protective body 38.

[0090] The protective body 38 comprises a sphere. The sphere comprises a radius 68 greater than or equal to 1.50 cm, preferably greater than or equal to 2.00 cm, more preferably greater than or equal to 2.5 cm. The radius 68 is an average radius. Vertically and / or along the central axis, the protective body 38 is more extensive than the connecting element 36.

[0091] The size of the radius 68, or generally of the protective body 38, increases the contact surface of the protective body 38, thereby reducing its aggressiveness. The protective body 38 has a width of at most 10 cm, preferably at most 8 cm. This contributes to its compactness.

[0092] The assembly includes a fixing pin 70 inserted into the second fixing hole 58. The fixing pin 70 is fixed to the protective body 38. The fixing pin 70 is a screw or a pin.

[0093] The protective body 38 comprises steel, plastic or elastomer.

[0094] According to a preferred embodiment, the protective body 38 is made of a Plastic or composite material. The plastic material may include a thermoplastic or thermosetting material. In a preferred embodiment, the plastic material is selected from the group comprising polypropylene, polyamide, polyphthalamide, polyetheretherketone, polyphenylene sulfide, polyamide-imide, polyetherimide, polyarylamide, polyepoxide, unsaturated polyester, vinyl ester, or polyester-vinylester resins. For example, the composite material comprises a matrix of a plastic material as described above with reinforcement. For example, the reinforcement comprises glass or carbon fibers.

[0095] The protective body 38 comprises at least 10% by weight of recycled plastic material based on the total weight of the plastic material; preferably from 10 to 80% in weight; more preferably 20 to 60% by weight or 30 to 40% by weight. The use of recycled plastic material reduces the vehicle's environmental footprint.

[0096] According to an alternative embodiment of the invention, the protective element comprises a plate perpendicular to the second fender and against the second edge. It includes a mounting tab connected to the second mounting hole.

[0097] The invention comprises the combination of all the embodiments illustrated by all the figures.

[0098] Figures 2 to 5 are isometric views. They each respect a specific scale, real angles and real proportions.

Claims

Demands

1. Assembly for a motor vehicle (10) suspension system (16); the assembly comprising: a shock absorber (26) with a sleeve (32), a central shaft (30), a sliding rod (34) adapted to slide in said sleeve (32) along the central shaft (30); the assembly also comprising a connecting element (36) fixed to the sleeve (32), the connecting element (36) having a first wing (48) with a first fixing hole (54), a second wing (56) angularly offset with respect to the first wing (48) about the central shaft (30), the second wing (56) having a second fixing hole (58), a first edge (60) towards the sleeve (32), a second edge (62) opposite the sleeve (32) and projecting from the shock absorber (26); characterized in that the assembly comprises a protective body (38) fixed to the second wing (56) and covering the second edge (62).

2. Assembly according to claim 1, characterized in that the protective body (38) comprises a sphere covering the second edge (62); preferably, the sphere comprises a radius (68) greater than or equal to 1.50 cm.

3. Assembly according to any one of claims 1 to 2, characterized in that the assembly comprises a fixing pin (70) inserted into the second fixing hole (58) and fixed to the protective body (38); and / or along the central axis (30), the protective body (38) is more elongated than the connecting element (36).

4. Assembly according to any one of claims 1 to 3, characterized in that the sleeve (32) comprises an outer surface (64), the connecting element (36) comprises an arched junction (66) conforming to the outer surface (64) and connecting the first wing (48) to the second wing (56); preferably the connecting element (36) comprises a sheet welded to the sleeve (32).

5. Assembly according to any one of claims 1 to 4, characterized in that the second edge (62) comprises a projecting edge and is parallel to the central axis (30); and / or the first wing (48) and the second wing (56) define an angle between them of between 100° and 140°.

6. Assembly according to any one of claims 1 to 5, characterized in that the assembly comprises a wheel support (22) and a cup (50) which are fixed to the sleeve (32), the connecting element (36) being between the wheel support (22) and the cup (50); preferably, the assembly includes a suspension arm (24) attached to the wheel support (22).

7. Assembly according to any one of claims 1 to 6, characterized in that along the central axis (30), the sleeve (32) has a first end (42), a second end (44), a central section (72) between the first end (42) and the second end (44) and extending over one half of said sleeve (32); the connecting element (36) being arranged in the central section (72).

8. Assembly according to any one of claims 1 to 7, characterized in that the protective body (38) comprises steel, plastic or elastomer.

9. Motor vehicle (10) comprising a suspension system (16) with an assembly; characterized in that the assembly conforms to any one of claims 1 to 8; the motor vehicle (10) comprises a wheel arch (46) with a rear wall (52), the second wing (56) extending longitudinally towards said rear wall (52); preferably, the motor vehicle (10) comprises a structure (12) with a front pillar (74), the second wing (56) extending towards the front pillar (74).

10. Motor vehicle (10) according to claim 9, characterized in that the motor vehicle (10) comprises a steering system (14) with a steering rod (40) fixed to the first wing (48) of the connecting element (36).

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