VEHICLE SUSPENSION

A component or assembly for vehicle suspension comprising inter alia, a hub carrier supporting a wheel carrier, a bracket and one or more of support bodies interposed between the hub carrier and the bracket. The support bodies are supported with respect to or by the base suspension. The one or more support bodies each has a predetermined first rigidity in a first direction and a second rigidity in directions normal to the first direction, wherein the first direction is oriented such that it intersects a longitudinal and vertical plane of the vehicle and wherein the second rigidity is lower than the first rigidity.

Vehicle suspension

ARM FOR A MOTOR VEHICLE INDEPENDENT SUSPENSION AND MOTOR VEHICLE INDEPENDENT SUSPENSION COMPRISING THE SAME

The arm (14) comprises a first transverse connecting element (18), articulated at its transversely outer end to a wheel-carrier (10) by means of a pair of bushes (22, 24) and at its transversely inner end to the vehicle body by means of a bush (20), a second transverse connecting element (28), articulated at its transversely outer end to the wheel-carrier (10) by means of a bush (32) and at its transversely inner end to the vehicle body by means of a bush (30), and a longitudinal interconnecting element (34) which connects the first and the second connecting element (18, 28) to each other at transversely inner portions thereof. The first and the second connecting elements (18, 28) converge towards the outside of the vehicle. The first connecting element (18) is stiff in torsion, whereas the second connecting element (28) and the interconnecting element (34) have cross-sections such that the vertical stiffness of the arm (14) at the point of articulation of the second connecting element ...

Motor-vehicle independent suspension

The suspension comprises a first, a second and a third rod-like connection member ( 10, 11, 12 ), each of which has a first ( 22, 13, 15 ) and a second point of articulation ( 23, 14, 16 ) to the wheel-carrier ( 1 ) and to the vehicle structure, respectively, and is arranged to control one degree of freedom of translation (t, t 1 , t 2 ) along an axis (y, y 1 , y 2 ) substantially passing through its own points of articulation. The first connection member ( 10 ) is arranged to control also a degree of freedom (r 1 ) of rotation about its own axis (y) and a degree of freedom (r 2 ) of rotation about a direction (z) substantially perpendicular to its own axis (y).

Arm for a motor vehicle independent suspension and motor vehicle independent suspension comprising the same

The arm (14) comprises a first transverse connecting element (18), articulated at its transversely outer end to a wheel-carrier (10) by means of a pair of bushes (22, 24) and at its transversely inner end to the vehicle body by means of a bush (20), a second transverse connecting element (28), articulated at its transversely outer end to the wheel-carrier (10) by means of a bush (32) and at its transversely inner end to the vehicle body by means of a bush (30), and a longitudinal interconnecting element (34) which connects the first and the second connecting element (18, 28) to each other at transversely inner portions thereof. The first and the second connecting elements (18, 28) converge towards the outside of the vehicle. The first connecting element (18) is stiff in torsion, whereas the second connecting element (28) and the interconnecting element (34) have cross-sections such that the vertical stiffness of the arm (14) at the point of articulation of the second connecting element ...

Vehicle suspension

A component or assembly for vehicle suspension comprising inter alia, a hub carrier supporting a wheel carrier, a bracket and one or more of support bodies interposed between the hub carrier and the bracket. The support bodies are supported with respect to or by the base suspension. The one or more support bodies each has a predetermined first rigidity in a first direction and a second rigidity in directions normal to the first direction, wherein the first direction is oriented such that it intersects a longitudinal and vertical plane of the vehicle and wherein the second rigidity is lower than the first rigidity.

ARM FOR A MOTOR-VEHICLE INDEPENDENT SUSPENSION AND MOTOR-VEHICLE INDEPENDENT SUSPENSION COMPRISING THE SAME

The arm (12) comprises a pair of transverse rods (16, 18) articulated at their outer ends (24, 28) to the wheel-carrier of a vehicle wheel and at their inner ends (26, 30) to the vehicle body, and at least one pair of connecting elements (20, 22) which connect the rods (16, 18) to one another and are preferably formed as blade-like or plate-like elements, in such a manner that their bending stiffness in a plane is higher than their bending stiffness in a direction perpendicular to that plane. The arm (12) is capable of controlling two translational degrees of freedom (DOFX, DOFy) along the axes of the rods (16, 18) and, by virtue of the geometry and torsional stiffness of the rods (16, 18), as well as of the geometry and bending stiffness of the connecting elements (20, 22) in their plane, a first rotational degree of freedom (DOFθy) about a first, mainly transverse and horizontal axis (ESAy). According to the invention, the rods (16, 18) converge, preferably towards the outside of the ...

Arm for a motor-vehicle independent suspension system and a motor-vehicle independent suspension system comprising the arm

In a motor-vehicle independent suspension system, an arm interposed between a respective wheel carrier and the vehicle body comprises at least two flexible beam-like elements in the form of blades which are articulated to the wheel carrier and to the body by means of bushes and are interconnected by at least one torsionally stiff longitudinal tubular element. The inertial characteristics of the cross-sections of the blades are such that the blades are compliant with respect to bending in a direction substantially perpendicular to their axis. By virtue of their inherent flexibility, the blades provide the arm with a third, structural degree of freedom with respect to a shear axis having a predetermined orientation.

Vehicle independent suspension

An independent suspension (10) of a vehicle includes a knuckle (22) intended to carry a wheel (W), a damper (12) connected at a bottom end thereof to the knuckle (22), and a plurality of arms (14, 24) connected to a body (B) of the vehicle and the knuckle (22). A hinge device (30; 34) is interposed between the damper (12) and knuckle (22) to allow the damper (12) and knuckle (22) to rotate relative to each other about an axis of articulation (H) that is oriented to form an acute angle with a horizontal. A torsional stiffness control device (32; 34; 34, 70) is interposed between the damper (12) and knuckle (22) to control torsional stiffness of an articulated connection between the damper (12) and knuckle (22) about the axis of articulation (H).

Vehicle suspension

A suspension system is disclosed which controls the movement of a wheel carrier relative to the body of a vehicle. The suspension system includes one or more links ( 10, 20, 30, 40 ) connected at one end to the wheel carrier and at the other end to the vehicle body as to define a linkage. The linkage is so constructed and arranged that the stiffness or reaction of the suspension to longitudinal forces applied at the wheel contact patch is greater than the stiffness or reaction of the suspension to longitudinal forces applied substantially at the axis of rotation of the wheel.

Arm for a motor-vehicle independent suspension and motor-vehicle independent suspension comprising the same

The arm (12) comprises a pair of transverse rods (16, 18) articulated at their outer ends (24, 28) to the wheel-carrier of a vehicle wheel and at their inner ends (26, 30) to the vehicle body, and at least one pair of connecting elements (20, 22) which connect the rods (16, 18) to one another and are preferably formed as blade-like or plate-like elements, in such a manner that their bending stiffness in a plane is higher than their bending stiffness in a direction perpendicular to that plane. The arm (12) is capable of controlling two translational degrees of freedom (DOFx, DOFy) along the axes of the rods (16, 18) and, by virtue of the geometry and torsional stiffness of the rods (16, 18), as well as of the geometry and bending stiffness of the connecting elements (20, 22) in their plane, a first rotational degree of freedom (DOFy) about a first, mainly transverse and horizontal axis (ESAy). According to the invention, the rods (16, 18) converge, preferably towards the outside of the vehicle ...

Arm for a motor-vehicle independent suspension system and a motor-vehicle independent suspension system comprising the arm

In a motor-vehicle independent suspension system, an arm interposed between a respective wheel carrier and the vehicle body comprises at least two flexible beam-like elements in the form of blades which are articulated to the wheel carrier and to the body by means of bushes and are interconnected by at least one torsionally stiff longitudinal tubular element. The inertial characteristics of the cross-sections of the blades are such that the blades are compliant with respect to bending in a direction substantially perpendicular to their axis. By virtue of their inherent flexibility, the blades provide the arm with a third, structural degree of freedom with respect to a shear axis having a predetermined orientation.

Independent suspension for a motor vehicle

The suspension comprises at least one lower arm (14, 18; 42; 14) connected (24, 34; 24) to the vehicle body and at least one upper link (16; 58; 60, 62; 64; 66; 16, 68) connected (30; 63; 67; 30,71) to the vehicle body (20). The lower arm (14, 18; 42; 14) carries at least two substantially blade-like flexible members (22, 23; 22, 23, 25), which are connected (36, 37; 36, 37, 39) to the wheel carrier of the wheel (12) and the planes of which intersect along one common axis (T1) of predetermined orientation defining a first shear axis of the suspension. The at least one lower arm (14, 18; 42; 14) is configured so as to define a second shear axis (T2) of predetermined orientation acting in series with the first axis (T1), in such a manner that when the wheel carrier is subject to an external force acting in a substantially horizontal plane the displacement of the wheel carrier (12) results from the combination of the rotations of the wheel carrier about the two shear axes (T1, T2).

VEHICLE INDEPENDENT SUSPENSION

An independent suspension (10) of a vehicle includes a strut (22) intended to carry a wheel (W), a damper (12) connected at a bottom end thereof to the strut (22), and a plurality of arms (14, 24) connected to a body (B) of the vehicle and the strut (22). A hinge device (30; 34) is interposed between the damper (12) and strut (22) to allow the damper (12) and strut (22) to rotate relative to each other about an axis of articulation (H) that is oriented to form an acute angle with a horizontal. A torsional stiffness control device (32; 34; 34, 70) is interposed between the damper (12) and strut (22) to control torsional stiffness of an articulated connection between the damper (12) and strut (22) about the axis of articulation (H).

A vehicle suspension

A component or assembly for vehicle suspension comprising inter alia, a hub carrier supporting a wheel carrier, a bracket and one or more of support bodies interposed between the hub carrier and the bracket. The support bodies are supported with respect to or by the base suspension. The one or more support bodies each has a predetermined first rigidity in a first direction and a second rigidity in directions normal to the first direction, wherein the first direction is oriented such that it intersects a longitudinal and vertical plane of the vehicle and wherein the second rigidity is lower than the first rigidity.

VEHICLE SUSPENSION SYSTEM

Vehicle suspension

A component or assembly for vehicle suspension comprising inter alia, a hub carrier (10) supporting a wheel carrier (109), a bracket (20) and one or more of support bodies (1, 2, 3) interposed between the hub carrier (10) and the bracket (20). The support bodies (1, 2, 3) are supported with respect to or by the base suspension. The one or more support bodies (1, 2, 3) each has a predetermined first rigidity in a first direction (110, 120, 130) and a second rigidity in directions normal to the first direction (110, 120, 130), wherein the first direction (110, 120, 130) is oriented such that it intersects a longitudinal and vertical plane of the vehicle and wherein the second rigidity is lower than the first rigidity. Figure 4.

CONNECTION BASE FOR A MOTOR VEHICLE SUSPENSION.

Vástago (10; 110) de conexión para una suspensión de un automóvil, que comprende: un único cuerpo rígido (11; 111) alargado que tiene un eje longitudinal, primeros asientos (12, 13; 112, 113) de articulación para la conexión articulada del vástago (10; 110) de conexión con un buje y una estructura del vehículo, respectivamente, una pareja de elementos flexibles (14, 15; 114, 115) sujetos a los extremos opuestos del cuerpo rígido (11; 111), y segundos asientos (16, 17; 116, 117) de articulación para la conexión articulada del vástago (10; 110) de conexión con el buje y la estructura del vehículo, respectivamente; por lo cual el vástago (10; 110) de conexión es capaz de controlar un grado de libertad rotacional del buje respecto a la estructura del vehículo en virtud de la flexibilidad de los elementos flexibles (14, 15; 114, 115); caracterizada porque los ejes de articulación de los primeros asientos (12, 13; 112, 113) de articulación son perpendiculares al eje longitudinal del cuerpo rígido(11; 111). Connecting rod (10; 110) for a car suspension, comprising: a single elongated rigid body (11; 111) having a longitudinal axis, first articulation seats (12, 13; 112, 113) for connection articulated of the rod (10; 110) connecting with a bushing and a vehicle structure, respectively, a pair of flexible elements (14, 15; 114, 115) attached to opposite ends of the rigid body (11; 111), and second articulation seats (16, 17; 116, 117) for the articulated connection of the rod (10; 110) of connection with the bushing and the structure of the vehicle, respectively; whereby the connecting rod (10; 110) is capable of controlling a degree of rotational freedom of the bushing with respect to the structure of the vehicle by virtue of the flexibility of the flexible elements (14, 15; 114, 115); characterized in that the articulation axes of the first articulation seats (12, 13; 112, 113) are perpendicular to the longitudinal axis of the rigid body (11; 111).

Motor-vehicle independent suspension

The suspension comprises a first, a second and a third rod-like connection member (10, 11, 12), each of which has a first (22, 13, 15) and a second point of articulation (23, 14, 16) to the wheel-carrier (1) and to the vehicle structure, respectively, and is arranged to control one degree of freedom of translation (t, t1, t2) along an axis (y, y1, y2) substantially passing through its own points of articulation. The first connection member (10) is arranged to control also a degree of freedom (r1) of rotation about its own axis (y) and a degree of freedom (r2) of rotation about a direction (z) substantially perpendicular to its own axis (y).

A vehicle suspension

A component or assembly for vehicle suspension comprising inter alia, a hub carrier supporting a wheel carrier, a bracket and one or more of support bodies interposed between the hub carrier and the bracket. The support bodies are supported with respect to or by the base suspension. The one or more support bodies each has a predetermined first rigidity in a first direction and a second rigidity in directions normal to the first direction, wherein the first direction is oriented such that it intersects a longitudinal and vertical plane of the vehicle and wherein the second rigidity is lower than the first rigidity.

Assembly unit for wheel carrier element in motor vehicle

Lenker für eine unabhängige kraftfahrzeugaufhängung und unabhängige kraftfahrzeugaufhängung damit

Lenker für eine unabhängige kraftfahrzeugaufhängung und diesen umfassende unabhängige kraftfahrzeugaufhängung

Radaufhängungslenker und unabhängiges kraftfahrzeugaufhängungssystem mit einem solchen lenker

Struttura di supporto per un portaruota di un autoveicolo.

車輛懸掛臂以及具有懸掛臂的機動車輛獨立懸掛系統

Montageanordnung für einen radträger eines kraftfahrzeugs

Fahrzeugaufhängungssystem

Verbindungsstange für eine kraftfahrzeugaufhängung

Braccio per una sospensione automobilistica a ruote indipendenti e sospensione automobilistica a ruote indipendenti comprendente tale bracci

Wahacz do układu niezależnego zawieszenia samochodu i układ niezależnego zawieszenia samochodu

Radaufhängungslenker und unabhängiges Kraftfahrzeugaufhängungssystem mit einem solchen Lenker

Montageanordnung für einen radträger eines kraftfahrzeugs

Asta di collegamento per una sospensione automobilistica.

Arm for a motor-vehicle independent suspension and motor-vehicle independent suspension comprising the same

The arm (12) comprises a pair of transverse rods (16, 18) articulated at their outer ends (24, 28) to the wheel-carrier of a vehicle wheel and at their inner ends (26, 30) to the vehicle body, and at least one pair of connecting elements (20, 22) which connect the rods (16, 18) to one another and are preferably formed as blade-like or plate-like elements, in such a manner that their bending stiffness in a plane is higher than their bending stiffness in a direction perpendicular to that plane. The arm (12) is capable of controlling two translational degrees of freedom (DOFx, DOFy) along the axes of the rods (16, 18) and, by virtue of the geometry and torsional stiffness of the rods (16, 18), as well as of the geometry and bending stiffness of the connecting elements (20, 22) in their plane, a first rotational degree of freedom (DOFθy) about a first, mainly transverse and horizontal axis (ESAy). According to the invention, the rods (16, 18) converge, preferably towards the outside of the vehicle, in such a manner that the arm has an elastic centre (EC) located outside its physical envelope and is thus capable of controlling, by virtue of the geometry and bending stiffness of the rods (16, 18), as well as of the geometry and bending stiffness of the connecting elements (20, 22) in the direction perpendicular to their plane, a second rotational degree of freedom (DOFθz) about a second, mainly vertical axis (ESAz).

Arm for a motor-vehicle independent suspension and motor-vehicle independent suspension comprising the same

The arm (12) comprises a pair of transverse rods (16, 18) articulated at their outer ends (24, 28) to the wheel-carrier of a vehicle wheel and at their inner ends (26, 30) to the vehicle body, and at least one pair of connecting elements (20, 22) which connect the rods (16, 18) to one another and are preferably formed as blade-like or plate-like elements, in such a manner that their bending stiffness in a plane is higher than their bending stiffness in a direction perpendicular to that plane. The arm (12) is capable of controlling two translational degrees of freedom (DOFx, DOFy) along the axes of the rods (16, 18) and, by virtue of the geometry and torsional stiffness of the rods (16, 18), as well as of the geometry and bending stiffness of the connecting elements (20, 22) in their plane, a first rotational degree of freedom (DOFθy) about a first, mainly transverse and horizontal axis (ESAy). According to the invention, the rods (16, 18) converge, preferably towards the outside of the vehicle, in such a manner that the arm has an elastic centre (EC) located outside its physical envelope and is thus capable of controlling, by virtue of the geometry and bending stiffness of the rods (16, 18), as well as of the geometry and bending stiffness of the connecting elements (20, 22) in the direction perpendicular to their plane, a second rotational degree of freedom (DOFθz) about a second, mainly vertical axis (ESAz).

Zespół montażowy do łączenia trzpienia obrotowego koła pojazdu silnikowego z elementem konstrukcyjnym zawieszenia tego koła