• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a front block of a motor vehicle and more particularly to a front block (1) of an automobile vehicle (2) comprising: a transverse beam (3) forming a housing with a steering rack (4) and having at its ends (5) protrusions (6) arranged to be fixed to a reception structure (7) of the vehicle (2); two suspension arms (8), each positioned at one end (5) of the beam (3) transverse, and each having at least one first (9) and a second (10) joints; the front block (1) being characterized in that the transverse beam (3) comprises a fixing interface (11) for receiving a single articulation of each of the suspension arms (8).
    公开号:FR3013669A1
    申请号:FR1361799
    申请日:2013-11-28
    公开日:2015-05-29
    发明作者:Vincent Lavilluniere
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    [0001] FRONT BLOCK FOR A MOTOR VEHICLE TECHNICAL FIELD OF THE INVENTION [0001] The technical field of the invention is that of motor vehicles and in particular front blocks of a motor vehicle. STATE OF THE PRIOR ART [0002] It is already known in general terms, an architecture of a vehicle front block, in particular of the traction type, with a transverse power unit comprising at least: two longitudinal members forming a reception structure, a left and right, these longitudinal members support a large part of the ancillary organs; - a transverse power train suspended on the longitudinal members; a lower train cradle supporting lower suspension arms, a steering rack, and an anti-roll bar. In such a configuration, the lower train cradle has a function of setting geometry of the various members constituting the running gear. Indeed, its relative manufacturing accuracy in comparison with that of the body ensures a minimum of dispersion necessary for the proper operation of the train. In case of crash, including an accidental shock to the front of the vehicle, the energy introduced into the vehicle and partly absorbed by the deformation 30 of the various structural parts of the front block as the longitudinal members. Another part of this energy is transmitted to the rest of the box. In this case, the passageways and absorption of this energy are often two in number: - the high way, materialized by the longitudinal members; - The low path, materialized either by a frame cradle, or a so-called "add-on" element coupled with a mini cradle, said lower channel being made by removable parts not forming part of the structure. This structural scheme corresponds to a very particular architecture, described above. However, such a front block is not always the best compromise mass / cost / benefit. For example, this is a current topology where the steering rack is downstream of the wheel, that is to say behind the axis of the front wheels, and behind the suspension arm . Such an arrangement allows to have a significant vertical compactness, while providing a kinematic compatibility between arm length and steering rod, on almost the entire wheel deflection. However, in some architecture, it becomes very difficult for various reasons of feasibility to position the steering rack behind the suspension arm. In this case, the rack is above the arm, or even in front of this arm. Moreover, in the case of a steering rack in front of the suspension arm, it is almost imperative for reasons of train topology to position the rack outlet as low as possible vis-à-vis the arm of suspension. In some cases too, the low path is made by a structure forming part of the body which can not be disassembled which is binding in case of maintenance. In this case, and particularly shock cases, the replacement of damaged parts becomes problematic. For these reasons the cohabitation of the steering rack and the cradle becomes very difficult, if not impossible. A solution to this problem, in which the cradle is removed, is disclosed in EP 0 794 106. Is in particular described a front block of a motor vehicle comprising: a transverse beam forming a housing with a rack and pinion ; two supports fixed on the one hand at each end of the transverse beam and fixed on the other hand to a reception structure of the vehicle; and - two suspension arms, each of said suspension arms being fixed to one of the supports by means of two joints. However, such a set has the particular disadvantage of requiring the use of massive parts, heavy and expensive. Moreover, these parts to be massive, they play a harmful role in case of crash concerning the energy absorption capacity by the different structural parts of the front block. Indeed, and in case of crash, such massive parts act as a "mask" prohibiting the compacting of the host structure, for example spars. Moreover, because of this configuration, it is proposed a steering rack above the suspension arms between the two joints of the latter. In no case does this solution offer a steering rack positioned in front of the suspension arms. In addition, such a configuration of the transverse beam with these supports and these suspension arms generates a parasitic flexibility which goes against a desired reception stiffness. DESCRIPTION OF THE INVENTION The device described hereinafter is intended to remedy all or some of the disadvantages of the state of the art and in particular to simply and reliably produce a front block that does not require a cradle to improve its compactness while respecting a desired train topology, while allowing, in case of shock, a good absorption of the resulting energy. [0017] To this end, a first block of a motor vehicle comprising: a transverse beam forming a casing with a steering rack and having, at its ends, protuberances arranged to be fixed at a vehicle reception structure; two suspension arms, each positioned at one end of the transverse beam, and each having at least a first and a second joint, the front block being characterized in that the transverse beam comprises a fixing interface for receiving a only hinge of each of the suspension arms. Such a front block, in which the suspension arms are connected to the transverse beam by a single joint reduces its size and thus to promote the compacting of the vehicle reception structure, so its ability to absorb a energy resulting from a shock, for example during an accident. This receiving structure may be formed 5 for example of longitudinal members or comprise extensions. According to a particular characteristic, each of the suspension arms comprises: the first articulation fixed to the fixing interface; and the second articulation fixed to the vehicle's reception structure. In such a configuration, only the hinge attached to the attachment interface requires precise assembly. This precision is necessary to reduce the kinematic dispersion between the parts. Thus the second hinge attached to the host structure does not require such a precise positioning. The cost of manufacture is thus decreased and the improved reception stiffness as well as the security. Advantageously, the suspension arms are located at a horizontal level closest to the level of the steering rack. This physical principle can be applied to any type of topology consisting of suspension arms and steering rack and rod. [0024] Advantageously, the front block comprises a front part intended to be directed towards the front of a vehicle and a rear part intended to be directed towards the rear of the vehicle, the steering rack being located at the rear of the vehicle. forward compared to the suspension arms. This configuration allows compactness of the front block. It is the consequence of reducing the distance between the front axle axle and the driver's position. It facilitates the organization of the steering column, the pedal, and the ergonomics of the driving position. Indeed, the rack at the end of the steering column is advanced (and the driver also, relative to the axis of the front axle). It ends up in front of the suspension arm that does not move relative to the wheel. The present invention thus allows the feasibility of this compactness and enhances this new rack position. This innovation can be applied to any type of independent wheeled front axle: Classic Mac-Pherson pseudo, Pseudo MacPherson semi-fictive pivot (lower arm consisting of two connecting rods), double triangulated, semi-fictional double-wishbone or fictitious independent pivot train, etc .... According to another technical feature, the first articulation is located at the front relative to the second articulation. The first articulation thus designates an anterior articulation and the second articulation, a posterior articulation. In such a configuration, the energy absorption capacity in case of shock is improved. In a particular configuration, each of the second hinges is attached to a yoke, said yoke being welded to the receiving structure. Preferably, the first and second joints comprise bearings to ensure their rotational movement, preferably a horizontal rotational movement. According to a particular advantage, the steering rack is carried by a rack bar, said steering rack bar being guided in the housing by flanges. Preferably, two flanges are provided, each being positioned at one end of the beam, preferably still in a tubular portion of each of the protuberances, and each carrying a bearing guide traversed by the rack bar for bonding said rack bar to the flange and thus guide it in its transverse translation movement. In a particular embodiment, these flanges are fixed to the housing beam by screwing, in particular by means of a plurality of screws. The front block also comprises a steering pinion carried by a steering column, the steering gear being guided in the housing by a bearing and a needle cage. Steering bellows may be provided to seal between the housing beam and rods directions at the ends of the bar of the steering rack. Preferably, each of these bellows is fitted onto one of the flanges and is held integral with the casing beam by means of a fixing collar fixed to said casing beam, preferably by screwing the collar into one of the casings. excrescences. To facilitate the attachment of the bellows to the transverse beam, one or more windows may be provided locally on a wall of the growths. Clamping of the bellows clamp will then be facilitated and improved and the beam material will be saved. According to a particular technical configuration, the front block comprises an anti-roll bar. This anti-roll bar stabilizes the vehicle by reducing the effects of bends and unevenness of the road, thus improving handling. [0036] Advantageously, this anti-roll bar is fixed to the housing by means of holding collars to hold the anti-roll bar on fixed bearings, preferably by screwing, on the protuberances of the housing. Advantageously, the housing is monobloc. This has the particular advantage of improving the rigidity of the assembly by avoiding any parasitic flexibility and thus improve the mechanical strength of the various parts. It is also proposed according to another aspect of the invention, a motor vehicle characterized in that it comprises a front block having all or part of the aforementioned characteristics. The invention is described in the foregoing by way of example. It is understood that the skilled person is able to realize different embodiments of the invention, for example by combining different characteristics taken alone or in combination according to his need, without departing from the scope of the invention. invention. BRIEF DESCRIPTION OF THE FIGURES [0040] Other characteristics and advantages of the invention will emerge on reading the description which follows, given solely by way of example, with reference to the appended figures, which illustrate: FIG. diagram of the front of a vehicle; FIGS. 2A and 2B, two perspective views from below and from above of a transverse beam fixed to a reception structure according to one embodiment; - Figure 3, a partially exploded perspective view of a transverse beam and a receiving structure according to this embodiment; - Figure 4, a perspective view of an oscillating arm attached to a beam and a reception structure of a vehicle according to this embodiment; - Figure 5, a perspective view of a beam according to this embodiment; - Figures 6A and 6B, two sectional views of a housing beam of a steering rack according to this embodiment and a guide means of said steering rack according to one embodiment; - Figure 7, an exploded perspective view of a transverse beam according to this embodiment. For the sake of clarity, identical or similar elements are marked by identical reference signs throughout the figures. DETAILED DESCRIPTION OF EMBODIMENT [0042] FIG. 1 illustrates a diagram of a front portion of a motor vehicle 2 equipped with a front block 1, said automobile vehicle 2 traveling on a CH road in a longitudinal direction. X. The CH roadway defines a horizontal plane and a vertical axis Z is defined as being perpendicular to this horizontal plane. Figures 2A, 2B, 3 and 4 illustrate a beam 3 transverse and a reception structure 7 of a vehicle 2 automobile. In particular, the host structure 7 30 here comprises two substantially parallel longitudinal members 71 and directed along a longitudinal axis X with respect to the vehicle 2 automobile. The transverse beam 3 is here formed in one piece, that is to say in one piece, so reduce parasitic flexibility during the use of the vehicle 2 and further forms a housing with a steering rack 4 The beam 3 extends, in a position fixed to the receiving structure 7, between the two longitudinal members 71 and along a transverse axis Y of the vehicle 2, which axis Y is orthogonal to said two longitudinal members 71. The transverse beam 3 presents a tubular central portion 31 (see FIG. 6A) open at its ends and inside which said steering rack 4 is arranged. [0046] The transverse beam 3 has at its ends 5 protrusions 6 arranged to be fixed to the reception structure 7 of the vehicle 2 and thus ensure the mechanical connection between the beam 3 and the longitudinal members 71. These protuberances 6 extend substantially in the extension of the beam 3 and also have a portion 61 sense tubular portion delimiting an interior space, this interior space being in communication with the interior of the tubular central portion 31. The front block 1 comprises two suspension arms 8, each of said arms being positioned at one of the ends 5 of the transverse beam, and each having at least a first 9 and a second 10 joints. In the figures, there is shown only one suspension arm 8 so as to improve the readability of the figures. The suspension arms 8 provide a connection between unsprung masses of the vehicle, such as vehicle wheels, and suspended masses such as its body. These suspension arms 8 form, in general, in combination with a spring and a damper (not shown in the figures), the suspension of the vehicle. More specifically, each of the suspension arms 8 comprises for attachment with the unsprung masses of the vehicle 2: - a first hinge 9 fixed to an interface 11 for fixing the transverse beam 3; and - a second articulation 10 fixed to the reception structure 7 of the vehicle 2; the transverse beam 3 being connected to the suspension arms 8 by an attachment interface 11 to receive a single articulation of each of the suspension arms 8. [0051] These suspension arms form substantially triangles whose base 80 carries the first and second joints 9, 10 and which is located at the top 81 a ball 82 fixing for its attachment to suspended masses of the vehicle 2, for example with a stub axle itself in connection with a hub of one of the wheels of the vehicle 2. [0052] Furthermore, the front block 1 comprises a front portion AV intended to be directed towards the front of the vehicle 2 and a rear portion AR intended to be directed towards the rear of the vehicle 2 along its longitudinal axis X , the first hinge 9 being located at the front with respect to the second hinge 10 so that the first hinge 9 defines an anterior hinge and the second hinge a hinge later. The fixing interface 11 has substantially a U-shaped section comprising two fixing walls between which is placed the first hinge 9. This U-shaped is substantially oriented in the transverse direction Y and open to the opposite of the tubular medial portion 31 of the beam 3, that is to say outwardly relative to the transverse beam 3. This first hinge 9 carries a bearing 13 and is fixed to the interface 11 for fixing by a screw / nut assembly 19 passing through at least the two fixing walls and the bearing 13, the screw forming a local shaft of rotation of the first articulation 9 relative to the transverse beam 3 about an axis Al contained in a plane parallel to the horizontal plane and substantially parallel to the longitudinal axis X of the vehicle. In this embodiment, the attachment interface 11 is carried by the protrusion 6 of the beam 3 and placed behind it relative to the longitudinal axis X. Similarly, each of the second articulations 10 suspension arms 3 is fixed to a yoke 12, said yoke 12 being welded to the receiving structure 7. In the same way as the integral fastening interfaces 11 of the protrusions 6 at the ends 5 of the transverse beam 3 the yokes 12 also have substantially a U-shaped section comprising two attachment walls between which is placed the second hinge 10. [0058] This U-shape is also oriented in the transverse direction Y and outwardly relative to to the receiving structure 7. Another bearing 13 is provided at each of the second hinges 10, so that these second hinges 10 are each kept rotated relative to the hinge structure. 1 7 by means of another screw / nut assembly 19 passing through at least the two fixing walls of the yoke 12 and this other bearing 13 forming a rotation shaft about an axis A2. In an assembled configuration, the first and second joints 9, 10 form each pivot connection with the beam 3 and the reception structure 7, respectively. The suspension arms 8 are each pivotally connected to an axis parallel to the longitudinal axis X. [0061] The axis A2 of rotation of the second articulation 10 relative to the reception structure 7 is parallel and more precisely collinear with the axis Al of rotation of the first articulation 9 of the same suspension arm 8 with respect to the transverse beam 3, these axes A1 and A2 being in the extension of one another and consequently merged into one and same axis of rotation. However, in other configurations, these axes of rotation A1, A2 may be offset while remaining parallel to each other. Furthermore, with respect to the reception structure 7, and in particular with respect to the longitudinal members 71, or the plane formed by the longitudinal members 71, and depending on the different performance / cost / performance compromises, the axes of rotation A1, A2 may be in other relative orientations with respect to the plane formed by said longitudinal members 71, see orthogonal. For example the first or second articulation 9, 10 may be vertical axis. In a fixed position, the suspension arms 8 are located at a horizontal level above a level of the steering rack 4. In other words the suspension arms have a height along the vertical axis Z greater than the height of the steering rack 4. [0063] In addition, in this embodiment, the steering rack 4 is arranged so that it is located at the front with respect to the suspension arms 8. [ [0064] More precisely, and as illustrated in detail in FIGS. 5, 6A and 6B, the steering rack 4 is carried by a rack bar 14, said steering rack rod 14 being guided in the housing by two flanges 15. [ 0065] Each of these two flanges is located at one end 5 of the transverse beam 3, the inside of the tubular portion 61 of each of the protuberances 6. The flanges 15 each have a guide orifice 34 arranged to be traversed by the rod 14 of the steering rack, said flanges being placed coaxially with respect to the transverse axis Y. These flanges 15 are fixed to the transverse beam by four screws 35 uniformly distributed around the form of revolution of the flange 15. [0066 In particular, each of the interior spaces of the tubular portions 61 of the protuberances 6 communicates with the internal space of the tubular median portion by a cylindrical portion contain a ring 36 forming a sliding bearing, this ring 36 being held in this cylindrical portion, and abutment along the transverse axis Y: - on one side, against a portion of the cylindrical portion locally having a reduced diameter section, and; - On the other side, against one of the flanges 15. [0067] The steering rack bar 14 is thus in sliding connection along the transverse axis Y, its translation being guided by the flanges 15 and controlled by a steering pinion 20 carried by a steering column 26. Said pinion gear 20 is guided in the beam 3 forming a housing by a bearing 21 and a needle cage 22. The bearing 21 and the needle cage 22 are held directly in a housing. housing of said beam 3 (see Figure 6B). To maintain the mechanical connection between the steering pinion 20 and the steering rack 4, there is provided a pusher 31 exerting pressure on the rack bar 14 opposite the connection, and a push screw 32 allowing to maintain the pusher 31 in contact with and abut against said bar 14. The pusher screw 32 and the pusher 31 are held in an orifice 33 of the beam 3 forming a housing, this orifice forming communication between the interior space of the central tubular portion 31 in which is housed the steering rack 4 and an outer space. This orifice is oriented substantially radially with respect to the transverse axis Y and preferably substantially along the longitudinal axis X. Thus, the transmission of the movement printed by the driver is done on the steering column 26 fixed in the center of a steering wheel, which steering column 26 drives the steering rack 4 in translation along the transverse axis Y by the rotation of the steering gear 20, said steering bar 14 then transmitting the torque to steering rods 24 located at the ends of the steering rack 4 and acting directly on the wheel. At the two ends of the steering rod 14 are provided end stops 37. Two steering bellows 23 are provided to ensure the seal between the beam 3 and the steering rods 24, each of the two bellows 23 being fitted on one of the flanges 15. More specifically, the bellows are held integral with the beam 3 by means of a fastening collar 25 fixed to said beam 3 by screwing said collar 25 on one of the protuberances 6 A window 27 arranged in each of the protuberances 6 is here provided to facilitate access to the fastening means of the bellows with the beam 3. Each of the windows 27 is here open vertically on a vertically uppermost wall of said protuberance 6 associated, in order to facilitate greater access. Furthermore, the beam 3 is fixedly secured relative to the host structure 7 by means of connecting elements 28. In effect, each of the longitudinal members 71 has a platform 29 extending towards a delimited internal space. by the two longitudinal members 71, this platform 29 being fixed to said longitudinal members by welding with an intermediate element 30 forming a square, which intermediate element is welded to said spar 71 associated. In this embodiment, the transverse beam 3 forming a housing is fixed by means of screws 38 passing through said transverse beam 3 to be screwed into the platform 30 of the receiving structure 7. [0076] Furthermore, the block front includes an anti-roll bar 16 so as to limit the roll of the vehicle 2 by providing a flexible connection between the left and right components of the train. In particular, the anti-roll bar 16 is fixed to the transverse beam forming a casing by means of holding collars 17 to hold the anti-roll bar 16 on bearings 18 fixed by screwing on the projections 5 of the beam 3. In FIG. other words, these bearings 18 are held by the collars 17, the collars 17 being screwed directly into the beam 3 forming a housing. Reception faces receiving these collars 17 are formed in one piece with the protuberances 6 of said beam 3. [0078] A front block as described above therefore allows: - to enhance the transverse beam forming a housing to ensure maintaining the front articulations of the suspension arms improving the compactness and simplicity of the structure of the front block; - Evaluate the transverse beam forming the housing to maintain the anti-roll bar also improving the compactness and simplicity of the structure of the front block; - To allow the positioning of the steering rack upstream of the suspension arm; - Allow positioning of the axis of the rack in the plane of the suspension arm or even at a lower height depending on the topology of the desired train; to reduce the non-deformable mask in the event of a crash and to allow the energy absorption more efficiently by the deformation of the reception structure; to avoid massive and expensive parts made of expensive materials by ensuring a more compact, light and less expensive structure; and - to have a greater stiffness of the rear articulation improving the strength of the structure and thus the safety of the vehicle. The invention is described in the foregoing by way of example. It is understood that the skilled person is able to achieve different embodiments of the invention without departing from the scope of the invention.
    权利要求:
    Claims (12)
    [0001]
    REVENDICATIONS1. Front block (1) of a vehicle (2) comprising: - a transverse beam (3) forming a housing with a steering rack (4) and having at its ends (5) protrusions (6) arranged to be fixed to a reception structure (7) of the vehicle (2); two suspension arms (8), each positioned at one of the ends (5) of the transverse beam (3), and each having at least one first (9) and a second (10) articulation, the front block ( 1) being characterized in that the transverse beam (3) comprises an attachment interface (11) for receiving a single articulation of each of the suspension arms (8).
    [0002]
    2. Front block (1) according to claim 1, characterized in that each of the suspension arms (8) 20 comprises: - the first hinge (9) fixed to the interface (11) of attachment; and the second articulation (10) fixed to the reception structure (7) of the vehicle (2). 25
    [0003]
    3. Front block (1) according to claim 1 or 2, characterized in that the suspension arms (8) are located at a horizontal level closest to the level of the steering rack (4). 30
    [0004]
    4. Front block (1) according to any one of claims 1 to 3, characterized in that it comprises a front portion (AV) intended to be directed towards the front of the vehicle (2) and a rear portion (AR) intended to be directed towards the rear of the vehicle (2), the steering rack (4) being located at the front with respect to the suspension arms (8).
    [0005]
    5. Front block (1) according to the preceding claim, characterized in that the first hinge (9) is located at the front relative to the second hinge (10).
    [0006]
    6. Front block (1) according to any one of the preceding claims, characterized in that each of the second hinges (10) is fixed to a yoke (12), said yoke (12) being welded to the host structure 15 (7).
    [0007]
    7. Front block (1) according to any one of the preceding claims, characterized in that the first and second joints (9, 10) comprise bearings (13) to ensure their rotational movement.
    [0008]
    8. Front block (1) according to any one of the preceding claims, characterized in that the steering rack (4) comprises a bar (14) of rack, said rod (14) of rack of direction (4) being guided in the casing beam by flanges (15).
    [0009]
    9. Front block (1) according to any one of the preceding claims, characterized in that it comprises an anti-roll bar (16).
    [0010]
    10. Front block (1) according to the preceding claim, characterized in that the anti-roll bar (16) is fixed to the transverse beam (3) forming a housing by means of clamps (17) for holding the stabilizer bar (16) on bearings (18) fixed, preferably by screwing, on the protuberances (5) of the beam (3).
    [0011]
    11. Front block (1) according to any one of the preceding claims, characterized in that the transverse beam (3) forming a housing is monobloc.
    [0012]
    12. Vehicle (2) automobile characterized in that it comprises a front block (1) according to any one of the preceding claims.
    类似技术:
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    同族专利:
    公开号 | 公开日
    EP3074249A1|2016-10-05|
    US9796423B2|2017-10-24|
    WO2015079136A1|2015-06-04|
    US20170001666A1|2017-01-05|
    FR3013669B1|2017-07-14|
    EP3074249B1|2019-01-02|
    引用文献:
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    US20120235397A1|2009-09-10|2012-09-20|Thyssenkrupp Presta Ag|Front Axle Support Having an Integrated Steering Gear Housing|CN110949523A|2018-09-27|2020-04-03|本田技研工业株式会社|Vehicle body front structure|JPS57501917A|1980-11-19|1982-10-28|
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    法律状态:
    2015-11-19| PLFP| Fee payment|Year of fee payment: 3 |
    2016-11-18| PLFP| Fee payment|Year of fee payment: 4 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 5 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 7 |
    2021-08-06| ST| Notification of lapse|Effective date: 20210705 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1361799A|FR3013669B1|2013-11-28|2013-11-28|FRONT BLOCK FOR A MOTOR VEHICLE|FR1361799A| FR3013669B1|2013-11-28|2013-11-28|FRONT BLOCK FOR A MOTOR VEHICLE|
    PCT/FR2014/052826| WO2015079136A1|2013-11-28|2014-11-06|Vehicle suspension cradle structure|
    US15/039,767| US9796423B2|2013-11-28|2014-11-06|Vehicle suspension cradle structure|
    EP14809469.1A| EP3074249B1|2013-11-28|2014-11-06|Suspension subframe structure of vehicle|
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