Attaching a shock absorber to a wheel support using an inclined rail

Abstract

Assembly (26) for a motor vehicle suspension system, the assembly (26) comprising: a shock absorber (24) with a body (30), a rod (82) adapted to slide within the body (30); a wheel carrier (22) with a wheel mounting area (54) for said motor vehicle; an assembly interface (28) for the shock absorber (24) and the wheel carrier (22). The assembly interface (28) comprises a retaining rail including a retaining profile with a retaining portion having a first width, a connecting portion with a second width smaller than the first width; a retaining groove including a complementary profile conforming to the retaining profile of the retaining rail in order to hold the shock absorber (24) relative to the wheel carrier (22). Figure to be published with the abbreviation: Figure 2

Description

Title of the invention: Fixing a shock absorber to a wheel support using an inclined rail

[0001] The invention relates to the field of motor vehicle suspensions. The invention deals with the mounting of a motor vehicle shock absorber, and more particularly with the mounting between the shock absorber and the wheel support. The invention relates to an assembly for a motor vehicle suspension system. The invention also relates to a motor vehicle.

[0002] Currently, it is known that the majority of motor vehicles have a front axle with independent suspension, for example, of the MacPherson strut type or a derivative thereof. Each half-axle may include a shock absorber, which is connected to the wheel carrier, itself connected to the wheel on one side and to the steering system on the other. The shock absorber is attached to the wheel carrier by means of a connecting piece located at the base of the shock absorber and which is fixed to the wheel carrier by means of two bolts tightened by two nuts. As a result, the shock absorber is secured to the wheel carrier in all directions, while also allowing for easy removal and replacement.

[0003] Furthermore, the wheel's movement results in forces acting vertically on the suspension system components, particularly on the wheel carrier and the shock absorber. Known solutions employ a horizontal, transverse connection between the wheel carrier and the shock absorber. The movement forces are therefore exerted entirely on the regions or elements of the shock absorber and the wheel carrier involved in their attachment. On the one hand, repeated impacts can eventually induce fatigue in the fasteners, potentially leading to their failure. On the other hand, these impacts are likely to be transmitted to the vehicle's structure and felt by its occupants, negatively affecting comfort and perceived quality.

[0004] Such an arrangement is shown, for example, in document FR3045501B1, which describes a wheel assembly comprising a suspension arm connected to the steering knuckle on one side and to deformable shims on the other. This attachment uses two screws and two nuts and requires two machined holes in the connecting piece. The cost of such an assembly becomes significant when used in large-scale production, such as in the manufacture of motor vehicles.

[0005] Document FR2401180A1 describes a method of attaching the shock absorber to the pivot using a single screw, eliminating one screw and one nut compared to the previous configuration, and transforming the pivot into a male interface while the shock absorber becomes an interface female. While this architecture reduces the cost of a suspension system assembly, it does not improve shock absorption or wheel travel forces.

[0006] 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 strength of the assembly between a shock absorber and a wheel support of a motor vehicle. The invention also aims to optimize the positioning accuracy, strength, safety, and ease of assembly of a motor vehicle suspension system.

[0007] According to a first aspect, the invention provides an assembly for a motor vehicle suspension system, the assembly comprising: a shock absorber with a body, a rod adapted to slide in the body; a wheel support with a wheel connection area for said motor vehicle; an assembly interface for the shock absorber and the wheel support; notable in that the assembly interface comprises a retention rail comprising a retention profile with a retention portion having a first width, a junction portion with a second width less than the first width; a retention groove comprising a complementary profile conforming to the retention profile of the retention rail in order to hold the shock absorber relative to the wheel support.

[0008] It will be understood that the invention proposes a shock absorber attached to a wheel support by an interface formed by a rail in a groove. This arrangement allows for better transmission of the wheel's travel forces, particularly thanks to the rail's inclination, which optimizes the strength and robustness of the assembly. The inclined rail design allows for a more homogeneous distribution of forces, thus reducing stress on the components and increasing the system's durability. Furthermore, the use of a single fastening means simplifies assembly and reduces production and maintenance costs.

[0009] Preferably, the retention rail and the retention groove are inclined relative to the rod at an angle of inclination between 10° and 40°, more preferably between 20° and 30°.

[0010] Preferably, the assembly includes a first stop at one end of the retention rail and / or the retention groove.

[0011] Preferably, the first stop includes a first fixing hole.

[0012] Preferably, the retention rail includes a ribbon forming the retention portion.

[0013] Preferably, the ribbon protrudes on either side of the joining portion.

[0014] Preferably, the assembly includes a fixing pin for the shock absorber to the wheel support, the retention rail extending along said fixing pin.

[0015] Preferably, the fixing axis and the retention rail are parallel.

[0016] Preferably, the shock absorber includes an assembly piece fixed to the body opposite the rod, said assembly piece including a block forming the assembly interface.

[0017] Preferably, the body comprises a sheath.

[0018] Preferably, the wheel support includes an upper arm extending from the wheel linkage area, the upper arm including an upper end forming the assembly interface.

[0019] Preferably, the assembly interface is vertically away from the wheel linkage area.

[0020] Preferably, the retention rail and the retention groove comprise equal lengths.

[0021] Preferably, the retention groove is formed by the wheel support, the retention rail is formed by the shock absorber.

[0022] Preferably, the connecting piece and the fixing arm are traversed by a single fixing axis.

[0023] Preferably, the connecting piece and the fixing arm are joined by a single fixing means.

[0024] Preferably, the single fastening means comprises a screw or a bolt.

[0025] Preferably, the retention rail comprises a first end with a first stop.

[0026] Preferably, the retention groove includes a second end with a second stop.

[0027] Preferably, the wheel support is a single piece.

[0028] According to another aspect, the invention proposes an assembly for a motor vehicle suspension system, the assembly comprising: a shock absorber with a body, a rod adapted to slide in the body; a wheel support, an assembly interface for the shock absorber and the wheel support; remarkable in that the assembly interface includes a retention groove, a retention rail of complementary shape engaged in the retention groove in order to hold the shock absorber relative to the wheel support.

[0029] According to another aspect, the invention proposes an assembly for a motor vehicle suspension system, the assembly comprising: a shock absorber; with a body, a rod adapted to slide in the body; a wheel support; an assembly interface for the shock absorber and the wheel support; notable in that the assembly interface comprises a retention groove having a groove profile with a narrowing, a retention rail with a rail profile having an expansion adapted to be retained by the narrowing in order to hold the shock absorber relative to the wheel support.

[0030] According to another aspect, the invention proposes an assembly for a motor vehicle suspension system, the assembly comprising: a shock absorber with a body, a rod adapted to slide in the body; a wheel support, an assembly interface for the shock absorber and the wheel support; remarkable in that the assembly interface comprises a retention groove, a retention rail inclined relative to the rod at an angle of inclination, and engaged in the retention groove in order to hold the shock absorber relative to the wheel support.

[0031] Preferably, the wheel support includes a wheel connection area for said motor vehicle.

[0032] Preferably, the shock absorber includes a travel direction.

[0033] According to another aspect, the invention proposes a motor vehicle comprising a suspension system with an assembly according to the first aspect.

[0034] Preferably, the suspension system comprises a suspension arm pivotally connected to the wheel support, said suspension arm being vertically at a distance from the assembly interface.

[0035] According to another aspect, the invention proposes a motor vehicle comprising a vertical steering, a shock absorber, a wheel support, an assembly interface for the shock absorber and the wheel support; notable in that the assembly interface comprises a retention groove, a retention rail inclined relative to the vertical steering at a second angle of inclination, and engaged in the retention groove in order to hold the shock absorber relative to the wheel support.

[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 is a view of an assembly for a vehicle suspension system automobile according to an embodiment of the invention.

[0040] Figure 3 shows a view of an assembly part for a system assembly of motor vehicle suspension according to an embodiment of the invention.

[0041] Figure 4 presents a first view of an upper support termination of motor vehicle wheel according to an embodiment of the invention.

[0042] Figure 5 presents a second view of an upper support termination motor vehicle wheel according to an embodiment of the invention.

[0043] In this description, the terms "longitudinal", "longitudinally", "transverse", and "transversely" are used according to the The vehicle's reference frame, in its mounting configuration. The term "longitudinal" refers to the vehicle's main direction of travel. The term "transverse" refers to a direction perpendicular to the vehicle's main direction of travel. The term "front" refers to the vehicle's main direction of travel. The term "rear" refers to the opposite of the front of the vehicle.

[0044] 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.

[0045] 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.

[0046] In this description, the technical characteristics are defined in the assembly mounting configuration, unless otherwise explicitly stated.

[0047] Throughout the description, the different figures use the same reference signs to designate identical or similar entities.

[0048] Figure 1 represents a motor vehicle 10 according to the invention. The motor vehicle 10 comprises energy storage means and at least one motor (not shown) adapted to drive said motor vehicle 10.

[0049] 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, and the engine compartment (not shown). The structure 12 may be formed from an assembly of stamped and welded sheet metal parts.

[0050] The structure 12 connects various parts of the motor vehicle 10, including the openings. The structure 12 forms a mounting support for the powertrain, the suspension systems 14, the steering system 16, and the braking systems (not shown). The suspension systems 14 and the steering system 16 are generally associated with the front wheels, also called the steering wheels. Generally, the steering system can be associated with any wheel 18 of the motor vehicle. Each braking system commonly includes a disc housed in a wheel and a caliper that cooperates by friction with the disc.

[0051] Each suspension system 14 includes at least one suspension arm 20, generally called a suspension triangle. The suspension arm 20 is pivotally mounted to the structure 12 and connected to a wheel support 22. The wheel support 22 is connected to the suspension arm in a rotational manner, notably with a ball joint to allow the movements of the steering system 16.

[0052] The suspension system 14 also includes a shock absorber 24, which is also connected to the wheel support 22. The shock absorber 24 is a device capable of dissipating the energy of the oscillations of the wheel support 22. The shock absorber 24 is a telescopic shock absorber. The wheel support 22 may be a hub carrier. The shock absorber 24 is generally associated with a suspension spring 25. The suspension spring 25 may be a helical spring. The structure 12 rests on said suspension spring 25.

[0053] The suspension system 14 is an independent wheel suspension system in which the left wheel assembly is physically decoupled from the right wheel assembly, and the shock absorber 24 is mounted on the wheel carrier 22. The suspension system 14 may, for example, be of the type known as a "MacPherson strut" or a derivative such as a "pseudo-MacPherson" suspension. The wheel carrier 22 may be a steering knuckle or a steering knuckle. It has a circular opening in its center for the axle of a wheel 18 or a wheel hub. Several arms surround this circular opening and are connected respectively to the steering system 16, the suspension arm 20, and the shock absorber 24.

[0054] The motor vehicle can, for example, be a private motor vehicle or a commercial motor vehicle.

[0055] Figure 2 illustrates an assembly 26 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 Figure 1.

[0056] The assembly 26 comprises a shock absorber 24 and a wheel support 22. The assembly 26 has an assembly interface 28 between the shock absorber 24 and the wheel support 22. The assembly interface 28 provides the mechanical connection between the shock absorber 24 and the wheel support 22.

[0057] The shock absorber 24 comprises a body 30. The shock absorber 24 also comprises a rod 82. The body 30 forms a sleeve 88. The sleeve 88 is tubular. The rod 82 is adapted to slide within the body 30, particularly within the recess of the sleeve 88. It is adapted to extend and retract within the sleeve 88. It is an upper rod. The rod 82 is generally vertical. It comprises an upper end intended to be fixed to the structure of the motor vehicle.

[0058] The body 30 includes a lower base 90. The lower base 90 forms the lower end of the shock absorber 24. The shock absorber 24 includes an assembly part 32. The assembly part 32 is fixed to the body 30 opposite the rod 82, preferably vertically opposite. The assembly part 32 includes a block forming the assembly interface 28.

[0059] The shock absorber 24 may be a gas shock absorber. It opposes a force against the movements of the rod 82, said force being proportional to the speed of movement of the rod 82. The shock absorber 24 further includes a cup 52 for receiving the suspension spring (not shown). The cup 52 is horizontal and integral with the lower base 90. The cup 52 surrounds the shock absorber 24, in particular the sleeve 88. The cup 52 surrounds the body 30.

[0060] The wheel support 22 includes an upper arm 34. The wheel support 22 also includes a lower arm 38 and a longitudinal arm such as a rear arm 40. The upper arm 34, the lower arm 38, and the rear arm 40 surround a connection area 54 for a wheel (not shown) of the motor vehicle with the wheel support 22. The connection area 54 includes, for example, a bore for mounting bearings. It may include a mounting surface for a spindle. It receives an axle.

[0061] The upper arm 34 is elongated. It forms a connecting arm. It allows for vertical and / or transverse offset of the shock absorber 24 relative to the connection zone 54. The upper arm 34 extends vertically from the connection zone 54. The upper arm 34 includes an upper termination 36 forming the assembly interface 28.

[0062] The wheel support 22 is a single piece. The upper arm 34 is formed from the same material as the lower arms 38 and rear arms 40 of the wheel support 22. Preferably, the wheel support 22 is made of metal, for example steel or aluminum. It can be cast or forged.

[0063] The assembly interface 28 is formed by the assembly part 32 on the shock absorber 24 and the upper end 36 of the wheel support 22. The assembly interface 28 is vertically spaced from the rod and the connecting area 54. The assembly interface 28 is transversely spaced from the body 30 and the connecting area 54. The assembly interface 28 is located between the lower base 90 and the upper arm 34. The assembly interface 28 is a fixed interface. In the motor vehicle, the assembly interface 28 is vertically spaced from the suspension arm.

[0064] In the assembly interface 28, the assembly piece 32 and the upper end 36 are inclined with respect to a vertical axis. The assembly piece 32 and the upper end 36 are inclined with respect to the rod 82 at an angle of inclination 84 between 10° and 40°; preferably, the assembly piece 32 and the upper end 36 are inclined with respect to the rod at an angle of inclination 84 between 20° and 30°.

[0065] The assembly interface 28 comprises at least one fixing pin 42. According to a preferred embodiment of the invention, the fixing pin 42 is a fixing pin unique. The fixing axis 42 passes through the assembly interface 28. The fixing axis 42 passes through the assembly part 32 and the upper termination 36. According to a preferred embodiment of the invention, the fixing axis 42 is inclined with respect to a vertical axis at an angle of inclination 84 between 10° and 40°, preferably at an angle of inclination 84 between 20° and 30°.

[0066] The fixing pin 42 is closed by a reversible fastening means. According to a preferred embodiment, the fastening means is a single fastening means. Said fastening means may comprise a screw or a bolt.

[0067] According to an alternative of the invention, the fixing axis 42 is horizontal.

[0068] Figure 3 shows a view of an assembly part 32 of a shock absorber 24 of a motor vehicle. The motor vehicle may correspond to the one shown in relation to one of Figures 1 to 2.

[0069] On the side of the damper 24, the assembly interface 28 includes the assembly part 32. The assembly part 32 includes a retaining rail 44. The retaining rail 44 has a retaining profile 46. Generally, the retaining profile 46 is dovetailed. Preferably, the retaining rail 44 has a T-shaped profile. The retaining profile 46 includes a retaining portion 48 having a first width; the retaining profile 46 also includes a connecting portion 50 having a second width, said second width being less than the first width. The retaining portion 48 is formed by a strip 56. The strip 56 projects on either side of the connecting portion 50. The retaining rail 44 is a male rail of the assembly interface 28.

[0070] The retaining rail 44 is inclined relative to the rod at an angle of inclination 84 between 10° and 40°; preferably, the retaining rail 44 is inclined relative to the rod at an angle of inclination 84 between 20° and 30°. The retaining rail 44 extends at a distance along the fixing axis 42.

[0071] According to an alternative of the invention, the retention rail is parallel to the fixing axis.

[0072] The retention rail 44 comprises a first end 58 and an opposite end 60, opposite to the first end 58. The first end 58 is an upper end.

[0073] According to a preferred embodiment of the invention, the assembly comprises a first stop 62. The first stop 62 is integral with the shock absorber 24. The first stop 62 is formed by the assembly part 32. It is arranged at the first end 58 of the retention rail 44. The first stop 62 includes a first fixing hole 64. The first fixing hole 64 is traversed by the fixing pin 42.

[0074] The assembly part 32 includes a bearing edge 72 extending along the joining portion 50. The bearing edge 72 extends parallel to and at a distance from the retention portion 48. The support edge 72 extends on both sides of the retention portion 48. The support edge 72 is flat.

[0075] According to an alternative or option of the invention not shown, the retention rail includes a first stop at the opposite end.

[0076] According to an alternative of the invention not shown, the retention rail includes an angle bracket.

[0077] According to an alternative or option of the invention not shown, the retention rail is perpendicular to the direction of travel.

[0078] According to an alternative embodiment of the invention, the shock absorber comprises a rail against the sleeve. For example, the rail is welded directly to the sleeve.

[0079] Figure 4 shows a view of the upper termination 36 of the wheel support 22 of a motor vehicle, from a first point of view. The motor vehicle may correspond to the one shown in relation to one of figures 1 to 3.

[0080] The assembly interface 28 includes a retention groove 66. In the present embodiment, the retention groove 66 is formed by the wheel support 22. On the side of the wheel support 22, the assembly interface 28 includes the upper termination 36 of the upper arm 34. The retention groove 66 extends from the upper termination 36.

[0081] The retention groove 66 shows a complementary profile 86 to the retention profile of the retention rail carried by the shock absorber assembly. The complementary profile 86 forms the conjugate of the retention profile of the retention rail. They fit together. The profiles are interlocked. The retention profile of the retention rail fills the complementary profile 86. The retention groove 66 is a female groove in the assembly interface 28, which cooperates with the male retention rail to hold the shock absorber relative to the wheel support.

[0082] The retention groove 66 is delimited by retention wings 68. The wheel support 22 includes the retention wings 68. The retention wings 68 extend towards each other. They are designed to cooperate with a retention rail of the assembly interface 28. The retention wings 68 are parallel. The retention wings 68 form open hooks to ensure retention of the retention rail. The retention wings 68 improve retention stability.

[0083] The retention groove 66 is inclined relative to the stem at an angle of inclination 84 between 10° and 40°; preferably, the retention groove 66 is inclined relative to the stem at an angle of inclination 84 between 20° and 30°. The retention groove 66 extends along the fixing axis 42.

[0084] The upper arm 34 includes a second fixing hole 70. The second fixing hole 70 is traversed by the fixing axis 42.

[0085] According to an alternative of the invention, the retention groove is parallel to the fixing axis.

[0086] Figure 5 shows a second view of the upper termination 36 of the wheel support 22 of a motor vehicle. The motor vehicle may correspond to the one shown in relation to one of Figures 1 to 4.

[0087] The retention groove 66 comprises a bottom surface 74 and an opposing zone 76 transversely opposite the bottom surface 74. The bottom surface 74 is formed by the upper arm 34, while the opposing zone 76 is delimited by the retention wings 68. Generally, the bottom surface 74 and the opposing zone 76 are typically a first portion and a second portion. They form layers. The bottom surface 74 acts as a support for the retention portion of the retention rail in the assembly interface.

[0088] The retaining wings 68 comprise a flat surface 78 opposite the opposing area 76. In the mounted assembly interface, the flat surface 78 conforms to the bearing edge of the shock absorber assembly part. This interaction improves the retention stability and robustness of the assembly interface.

[0089] The assembly includes a second stop 80. The second stop is integral with the wheel support; preferably with the upper arm 34. The second stop 80 is located at a second end of the retention groove 66. The second end is a lower end. The second stop 80 extends between the two retention wings 68; it extends preferably longitudinally. The second stop 80 connects the bottom surface 74 to the opposite area 76.

[0090] The retention groove 66 has a length equal to the length of the retention rail.

[0091] According to the embodiment of the invention, the retention groove 66 is formed by the wheel support 22, and the retention rail is formed by the shock absorber. According to an alternative of the invention (not shown), the retention groove is formed by the shock absorber, in particular by the assembly part; and the retention rail is formed by the wheel support.

[0092] According to an alternative of the invention, the retaining rail and the retaining groove are perpendicular to the rod.

[0093] According to an alternative of the invention, the fastening means include adhesive in the retention groove.

[0094] The invention comprises the combination of all the embodiments illustrated by all the figures.

[0095] Figures 2 to 5 are isometric views. They each respect a specific scale, real angles and real proportions.

Claims

Demands

1. Assembly (26) for a suspension system (14) of a motor vehicle (10), the assembly comprising: a shock absorber (24) with a body (30), a rod (82) adapted to slide in the body (30); a wheel support (22) with a wheel (18) connection area (54) of said motor vehicle (10); an assembly interface (28) of the shock absorber (24) and the wheel support (22); characterized in that the assembly interface (28) comprises a retention rail (44) comprising a retention profile (46) with a retention portion (48) having a first width, a junction portion (50) with a second width less than the first width; a retention groove (66) comprising a complementary profile (86) conforming to the retention profile (46) of the retention rail (44) in order to retain the shock absorber (24) relative to the wheel support (22).

2. Assembly (26) according to claim 1, characterized in that the retention rail (44) and the retention groove (66) are inclined relative to the rod (82) at an angle of inclination (84) between 10° and 40°, preferably between 20° and 30°.

3. Assembly (26) according to any one of claims 1 to 2, characterized in that the assembly (26) comprises a first stop (62) at one end of the retention rail (44) and / or the retention groove (66); preferably, the first stop (62) comprises a first fixing hole (64).

4. Assembly (26) according to any one of claims 1 to 3, characterized in that the retention rail (44) comprises a ribbon (56) forming the retention portion (48); preferably, the ribbon (56) protrudes on either side of the joining portion (50).

5. Assembly (26) according to any one of claims 1 to 4, characterized in that the assembly (26) comprises a fixing pin (42) of the shock absorber (24) to the wheel support (22), the retention rail (44) extending along said fixing pin (42); preferably, the fixing pin (42) and the retention rail (44) are parallel.

6. Assembly (26) according to any one of claims 1 to 5, characterized in that the shock absorber (24) comprises an assembly piece (32) fixed to the body (30) opposite the rod (82), said assembly piece (32) comprising a block forming the assembly interface (28); preferably, the body (30) comprises a sleeve (88).

7. Assembly (26) according to any one of claims 1 to 6, characterized in that the wheel support (22) comprises an upper arm (34) extending from the wheel (18) connection zone (54), the upper arm (34) comprising an upper termination (36) forming the assembly interface (28); preferably, the assembly interface (28) is vertically distanced from the wheel (18) connection zone (54).

8. Assembly (26) according to any one of claims 1 to 7, characterized in that the retention rail (44) and the retention groove (66) comprise equal lengths.

9. Assembly (26) according to any one of claims 1 to 8, characterized in that the retention groove (66) is formed by the wheel support (22), the retention rail (44) is formed by the shock absorber (24).

10. Motor vehicle (10) comprising a suspension system (14) with an assembly (26), characterized in that the assembly (26) conforms to any one of claims 1 to 9; preferably, the suspension system (14) comprises a suspension arm (20) pivotally connected to the wheel support (22), said suspension arm (20) being vertically distanced from the assembly interface (28).

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