Front frame assembly with suspension attachment structure for motor vehicle

Abstract

To reduce dimensions, design constraints, weight and cost of a duct to counteract heat generated by a braking device.SOLUTION: A front frame assembly for a motor vehicle includes a suspension attachment structure (12), a suspension (3) of the motor vehicle, and an absorption component to absorb a front crash of the motor vehicle. The absorption component is fixed relative to the suspension attachment structure (12) and extending in a projecting manner relative to the suspension attachment structure (12) along a first straight axis line until ending with one end opposite the suspension attachment structure (12). The assembly comprises a channel (20) extending with continuity through the absorption component and the suspension attachment structure (12) between an inlet opening (21) obtained at the end along the first axis and an outlet opening (22) obtained in the suspension attachment structure (12) along a second axis line transversal to the first axis line.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] [Cross - reference to Related Applications] This patent application claims the priority of Italian Patent Application No. 102022000002435 filed on February 10, 2022, the entire disclosure of which is incorporated herein by reference.

[0002] The present invention relates to a front - frame assembly comprising a suspension mounting structure for an automobile, particularly a sports car.

Background Art

[0003] As is known, the front frame of an automobile serves both to support body components, i.e., exterior plates such as bumpers and bonnets, or various connecting brackets, and to absorb frontal collisions, i.e., collisions in the forward direction of the automobile.

[0004] Specifically, in order to absorb frontal collisions, the frame includes an absorption box, also known in English as a "crash box", which includes a pair of girders extending parallel to the forward direction and a cross - bar fixed to the front - end of each girder just behind the bumper.

[0005] In some cases, this girder extends directly from a suspension mounting structure, also known in English as a "shock tower", which particularly includes fittings for the front suspension of the automobile.

[0006] The front suspension couples the front wheel hub of the automobile to the suspension mounting structure.

[0007] The wheel hub is usually, often, braked by a braking device which includes a disk brake, or more generally, components that generate braking torque on the wheel hub by contacting each other through friction.

[0008] Braking systems are known to generate heat when their components come into contact with each other while braking the wheels. In fact, this heat is a direct result of the frictional force that underlies the braking torque.

[0009] The heat generated extends to the area of ​​the front wheel hub, as well as to the front suspension and its suspension mounting structure.

[0010] Therefore, the areas affected by heat, particularly the components of the braking system that come into contact with each other, are typically cooled by directing fresh air from outside the vehicle towards those areas and the components that come into contact with each other.

[0011] For this purpose, the front frame also includes two ducts that extend alongside the girders, each having dimensions similar to those of the girders.

[0012] Each duct has two opposing ends, one end terminated with a vent on a crossbar, and the other end terminated with a diffuser configured to diffuse air toward the area to be cooled.

[0013] The vents on the crossbar correspond to other vents on the bumper that are aligned with the diffuser, so that as the vehicle moves, outside air passes through the aligned vents and thus along the ducts, spreading out to the areas to be cooled via the diffuser.

[0014] Although essential for dissipating the heat generated by the braking system, these ducts are quite bulky and disadvantageous in terms of weight, cost, and design flexibility for the front frame.

[0015] In light of the above, it is necessary to improve known automobiles, particularly by reducing dimensions, design constraints, weight, and cost. [Overview of the project] [Problems that the invention aims to solve]

[0016] The object of the present invention is to satisfy the above requirements while continuously and effectively suppressing the heat generated by the braking device, preferably by a simple and reliable method.

Means for Solving the Problem

[0017] This object is achieved by the front frame assembly for a motor vehicle according to claim 1.

[0018] Each dependent claim defines a specific embodiment of the present invention.

Brief Description of the Drawings

[0019] To better understand the present invention, one embodiment thereof will be described below by way of non-limiting examples with reference to the accompanying drawings.

[0020] [Figure 1] It is a schematic perspective view of the front part of a motor vehicle equipped with a frame assembly according to the present invention. [Figure 2] It is a broken view of a part of the frame assembly.

Modes for Carrying Out the Invention

[0021] In FIG. 1, reference numeral 1 is used to indicate the motor vehicle as a whole.

[0022] Similar to any motor vehicle, the motor vehicle 1 has a normal forward direction and includes a passenger compartment for accommodating at least one driver and, optionally, one or more passengers.

[0023] The motor vehicle 1 includes a body cell 2 that defines or surrounds the passenger compartment. For example, this body cell 2 may have an integral structure. Further, the body cell can include carbon fiber or can be made of carbon fiber.

[0024] The motor vehicle 1 further comprises at least one, several, or all of the typical components such as the suspension 3, the knuckle 4, the wheel hub 5, the axle shaft 6, and the steering gear or steering box 7.

[0025] The wheel hub 5 has a portion fixed to the knuckle 4 and a portion that rotates around an axis A transverse to the forward direction.

[0026] The fixed portion is supported by the knuckle 4, while the rotating portion is coupled to the axle shaft 6 so as to be rotationally driven by the axle shaft 6.

[0027] The axle shaft 6 extends along a straight axis B that is parallel to but not necessarily coincident with the axis A.

[0028] The steering box 7 extends along a further straight axis C parallel to the axes A and B, or transversely, more precisely, orthogonally to the forward direction.

[0029] The steering box 7 is a well-known device coupled to the wheel hub 5 and has the function of steering the fixed portion of the wheel hub 5, in particular, the function of converting the rotational movement of the steering wheel (not shown) of the motor vehicle 1 into a linear movement along the axis C useful for steering the fixed portion of the wheel hub 5.

[0030] In fact, the steering box 7 is more generally part of the steering unit of the motor vehicle 1 that is configured to steer the fixed portion of the wheel hub 5 and includes, for example, the steering wheel.

[0031] Furthermore, the motor vehicle 1 comprises a braking device 13 configured to brake the wheel hub 5, or more precisely, its rotating portion.

[0032] The braking device 13 includes a first braking component 14, such as a disc, fixed to the rotating portion of the wheel hub 5, and a second braking component 15, such as a brake caliper, supported by the fixed portion of the wheel hub 5 or the knuckle 4.

[0033] The second braking component 15 can be actuated, for example, via a known actuator (not shown) to contact the first braking component 14, thereby generating a braking torque on the rotating portion of the wheel hub 5 due to the frictional force generated by the contact between the braking components 14 and 15.

[0034] Furthermore, the automobile 1 includes a front frame assembly 11 which is fixed to the body cell 2 and helps to support the main components of the automobile 1, namely exterior panels or exterior plates such as the bumper 8, fender 9, and hood 10.

[0035] This assembly 11 includes a suspension mounting structure 12, also known in English as a "shock tower."

[0036] This structure 12 is fixed to the body cell 2 by a detachable fastening device 28, which for example includes a threaded member such as a bolt. In other words, the structure 12 is fixed to the body cell 2.

[0037] The structure 12 serves to support the suspension 3. In fact, the assembly 11 also includes a number of mounting parts, or mounting sections 19, configured to allow the suspension 3 to be coupled to the structure 12 within an area for locating the suspension 3. This area can also be considered suitable for locating the knuckle 4, the wheel hub 5, and the braking device 13, respectively.

[0038] The mounting portion 19 is located within the area of ​​the structure 12 and can generally be considered part of its structure.

[0039] The structure 12 can preferably be a single part, manufactured, for example, using casting technology, or more precisely, die-casting technology.

[0040] Therefore, in the embodiments shown in Figures 1 and 2, the assembly 11 actually includes two structures 12, preferably identical to each other, located at the lateral ends of the body cell 2 in directions perpendicular to the forward and horizontal directions. For brevity, only one of the structures 12 will be referred to in the following description, but all teachings described will be understood to apply to the other structure 12 as well.

[0041] The suspension 3 supports the knuckle 4 and, consequently, the wheel hub 5. Furthermore, the suspension 3 is coupled to the structure 12 via a mounting portion 19, particularly in a manner that allows it to move relative to the structure 12. In addition, the knuckle 4 is movable relative to the suspension 3.

[0042] Assembly 11 comprises at least one absorbent component 16 for absorbing a frontal collision of the vehicle 1. This absorbent component 16 comprises a girder, i.e., a box-shaped beam, or more precisely, a girder, extending parallel to the forward direction of the vehicle 1.

[0043] This component 16 is different from the structure 12.

[0044] Furthermore, component 16 is fixed to the structure 12, that is, to the structure.

[0045] Component 16 extends along a straight axis D parallel to the forward direction of the automobile 1.

[0046] Component 16 extends from the structure 12; that is, it extends outward from the structure 12, particularly toward the bumper 8, or so that it protrudes, and terminates at one end 16a on the opposite side of the structure 12. Specifically, component 16 extends directly from the structure 12; that is, it either protrudes directly from the structure 12 or so that it protrudes.

[0047] In practice, assembly 11 is preferably identical to the one described above and also includes another absorbent component 17 that protrudes from the other structure 12 parallel to axis D, but this will not be described in detail.

[0048] For the sake of brevity, the following explanation will refer only to absorbent component 16 of absorbent components 16 and 17, but it is understood that all teachings described apply to absorbent component 17 as well.

[0049] In practice, the two parts of assembly 11, defined by absorbent parts 16 and 17, each accompanied by a structure 12, may be identical to each other, that is, they may have the same properties. More precisely, each property of one part may be applicable to the other part.

[0050] Furthermore, assembly 11 includes a third absorbent component 18 for absorbing a frontal collision of the vehicle 1. The absorbent component 18 extends laterally with respect to the forward direction of the vehicle 1 and, more precisely, includes, or rather is, a crossbar, i.e., a beam, particularly a box beam, that is horizontally perpendicular to the crossbar.

[0051] Component 18 has two ends 18a and 18b, which are fixed to components 16 and 17, respectively.

[0052] End portion 18a is fixed to end portion 16a.

[0053] Elements 16, 17, and 18 are each part of the absorption box of assembly 11. The absorption box is also called a "crash box" in English.

[0054] The assembly 11 includes a flow path 20 that extends continuously through the absorber 16 and the structure 12 between an inlet opening 21 obtained at the end 16a along axis D and an outlet opening 22 obtained within the structure 12 along axis H toward an area for locating the suspension 3 or toward the braking device 13.

[0055] Specifically, axis H is perpendicular to axis D, or more precisely, perpendicular to it.

[0056] The absorbent component 18, more precisely the end portion 18a, has through holes 23, particularly along the axis D, which are suitable for transporting air through the inlet opening 21 into the flow path 20.

[0057] More specifically, the through-hole 23 is aligned with the opening 21 along axis D.

[0058] In practice, the through-hole 23 is adjacent to or coincides with the opening 21.

[0059] Similarly, the bumper 8 has through holes 24, which are particularly suitable for transporting air to the through holes 23 along axis D.

[0060] More specifically, the through-hole 24 is aligned with the through-hole 23 along axis D.

[0061] In practice, the through-hole 24 is adjacent to or coincides with the through-hole 23.

[0062] The flow path 20 extends along direction 27, and in particular includes at least two segments 25, 26, of which segment 25 is parallel to or more precisely coincides with axis D. Segment 26 is, for example, a connection between axis D and axis H, i.e., it connects axes D and H.

[0063] More specifically, the flow path 20 is defined by segments 25 and 26.

[0064] Segment 25 is a straight section of the flow path 20. This straight section extends along axis D, and in particular along axis D, for a length equal to the length of the absorbent component 16.

[0065] In other words, this straight section extends from the opening 21 to the structure 12.

[0066] Therefore, the absorbent component 16 is tubular and crosses the segment 25 from left to right along axis D.

[0067] Segment 26 is a curved end that extends entirely within the structure 12 and terminates at the opening 22.

[0068] More generally, the channel 20 may include a curved end that is smaller than the entire segment 26. In either case, this curved end is located inside the structure 12 and terminates at the opening 22.

[0069] This is not strictly limited, as the flow path 20 may include a straight end that terminates at the opening 22 along the axis H, as well as a curved intermediate portion between the opening 21 or segment 25 and the straight end.

[0070] Preferably, the curved end includes branch segments, such as an end segment ending at the opening 22, or an intermediate segment between the end segment and segment 25.

[0071] This is not strictly limited. In practice, the flow path 20 can generally include one or more branching segments, which may be linear or curved. Each branching segment may extend through the absorbent component 16 or structure 12.

[0072] In this case, the entire segment 26 branches out, but it is also possible that only one end of it branches out to the opening 22.

[0073] Therefore, the branch segment terminates, in particular, at opening 22.

[0074] As shown in Figure 2, preferably, the curved end is defined by wall portions 31, 32 connected to a connecting portion 29 having an increasing radius along the curved end toward the opening 22.

[0075] Conveniently, the assembly 11 further comprises a joining interface 30 fixed to the structure 12 and positioned around the opening 22.

[0076] In particular, the joining interface 30 includes a bracket fixed to the structure 12. More specifically, the bracket defines a frame that completely encloses or seals the opening 22.

[0077] The joining interface 30 is configured to allow a diffuser device, which is known in itself and not shown, to be fixed to the structure 12. The function of the diffuser device is to direct the air flowing out from the opening 22 toward the braking device 13.

[0078] As mentioned above at the beginning of the explanation, in the prior art, the diffuser device is typically used to guide air out through an outlet opening of a dedicated duct, which is completely separate from the structure 12 and the absorbent component 16, rather than through an opening obtained through the absorbent component 16 and the structure 12. This duct is clearly different from the flow path 20, is not present in the assembly 11, and more generally, is not present in the automobile 1.

[0079] In particular, the diffuser device can be fixed to the structure 12 by a joining interface 30 at a position where the diffuser device communicates with the opening 22, so that the diffuser device can perform its function.

[0080] For example, a diffuser device can be coupled to an interface by known fastening devices such as screw members.

[0081] Similarly, the joining interface 30 can be fixed to the structure 12 by known fastening devices such as screw members.

[0082] The advantages of the assembly 11 according to the present invention are clear from the above.

[0083] In fact, assembly 11 results in a flow path 20 integrated with the absorbent component 16 and the structure 12. Therefore, the typical flow path dedicated to cooling, as in known automotive braking systems, is no longer necessary, resulting in savings in space, cost, and weight.

[0084] In particular, since the absorption component 16 can usually originally include a box-shaped beam, constructing the flow path 20 is simple, and therefore it is sufficient to simply obtain an opening 21 in order to obtain a segment 25 inside the beam.

[0085] Furthermore, segment 26 can also be easily manufactured during the production of the structure 12 by casting, or more precisely, by die-casting.

[0086] Finally, the shape of the flow path 20 is optimized to effectively deliver air from outside the automobile 1 to the braking system 13.

[0087] Finally, it is clear that modifications and variations can be made to the assembly 11 according to the present invention without departing from the scope of protection defined by the claims.

[0088] In particular, the number and shape of the components described and illustrated in this specification may differ, and specifically, they can be modified with a great degree of freedom.

Claims

1. A front frame assembly (11) for a motor vehicle (1), comprising: a suspension mounting structure (12) fixable to a body cell (2) defining a passenger compartment of the motor vehicle (1); one or more mounting parts (19) fixed to the suspension mounting structure (12) and configured to allow the suspension (3) of the motor vehicle (1) to be coupled to the suspension mounting structure (12) in an area for locating the suspension (3); an absorber (16) for absorbing a frontal collision of the motor vehicle (1), the absorber (16) being fixed to the suspension mounting structure (12), extending so as to project relative to the suspension mounting structure (12) along a first straight axis (D), and terminating at an end (16a) opposite the suspension mounting structure (12); a flow path (20) extending continuously through the absorber (16) and the suspension mounting structure (12) between an inlet opening (21) obtained at the end (16 a) along the first axis (D) and an outlet opening (22) obtained at the suspension mounting structure (12) along a second axis (H) transverse to the first axis (D) towards the area for placing the suspension (3).

2. The assembly of claim 1, wherein the flow passage (20) is internal to the suspension mounting structure (12) and includes a curved end (26) that terminates at the outlet opening (22).

3. The assembly of claim 2, wherein the curved end (26) comprises a bifurcated segment.

4. 4. The assembly of claim 3, wherein the branch segment terminates at the outlet opening (22).

5. 2. The assembly according to claim 1, wherein the flow path comprises a straight segment (25) extending along the first axis (D) over a length along the first axis (D) equal to the length of the absorbent part (16).

6. 2. An assembly according to claim 1, comprising a crossbar (18) fixed at said end (16a) to said absorbent element (16) and having through holes (23) for conveying air through said inlet opening (21) and into said flow path (20).

7. 2. The assembly of claim 1, further comprising a joining interface (30) fixed to the suspension mounting structure (12), arranged around the outlet opening (22), and configured to allow the diffuser device to be fixed to the suspension mounting structure (12) at a position where the diffuser device is in communication with the outlet opening (22), so that the diffuser device can direct air flowing out of the outlet opening (22) towards a braking device (13).

8. 10. The assembly of claim 1, wherein the absorbent element (16) comprises or is defined by a spar.

9. The assembly of claim 1, wherein the suspension mounting structure (12) is a single piece.

10. An assembly as described in claim 9, wherein the suspension mounting structure (12) is a single part manufactured by die casting.

11. A motor vehicle (1), The car compartment and a body cell (2) defining the vehicle interior; Suspension (3), a wheel hub (5) supported by the suspension (3); a braking device (13) configured to brake the wheel hub (5); A front frame assembly (11) according to any one of claims 1 to 10, A motor vehicle (1), wherein the suspension mounting structure (12) of the front frame assembly (11) is fixed to the body cell (2), the suspension (3) is connected to the mounting part (19), the first axis (D) is parallel to the forward direction of the motor vehicle (1), and the outlet opening (22) faces the braking device (13).

12. a mating interface (30) fixed relative to the suspension mounting structure (12) and disposed around the outlet opening (22); a diffuser device secured to the suspension mounting structure (12) via the mating interface (30) at a location communicating with the outlet opening (22); 12. The motor vehicle of claim 11, wherein the diffuser device is configured to direct air exiting the outlet opening (22) towards the braking device (13).

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