Suspension for a steerable wheel of a motor-vehicle with a semi-virtual steering axis

Patent metadata

Field	Value
Publication number	US-9844991-B2
Application number	US-201615260377-A
Country	US
Kind code	B2
Filing date	Sep 9, 2016
Priority date	Sep 11, 2015
Publication date	Dec 19, 2017
Grant date	Dec 19, 2017

Abstract

In a suspension for a steerable wheel of a vehicle with a semi-virtual steering axis, a wheel support is connected to vehicle structure by an upper arm and two lower rods, one supporting lateral loads, whereas the other supporting longitudinal loads and being located forwardly relative to the rod supporting lateral loads. In a non-steered wheel condition, an articulated joint connecting the lower rod supporting the longitudinal loads is located more outwardly. The arrangement is such that during steering with a wheel being on an outer side of the curve, an intersection point of projections on a horizontal plane of the lower rods is displaced more inwardly. In a steered wheel condition, with said wheel being on an inner side of the curve, projections on the horizontal plane of said lower rods meet at a point displaced longitudinally forwardly relative to the intersection point in the non-steered wheel condition.

First claim

What is claimed is:

1. A suspension for a steerable wheel of a motor vehicle, with a semi-virtual steering axis, comprising:
a wheel support,
an upper oscillating arm, having one end connected to the wheel support by a first articulated joint and an opposite end connected to a vehicle structure by at least one second articulated joint,
a first lower oscillating rod arranged along a direction having at least a component parallel to a longitudinal direction of the motor vehicle, for supporting longitudinal loads to which the wheel is subjected, said first lower oscillating rod having a first end connected to the vehicle structure by a third articulated joint and an opposite end connected to the wheel support by a fifth articulated joint,
a second lower oscillating rod arranged along a direction substantially transverse to the longitudinal direction of the motor vehicle, for supporting lateral loads to which the wheel is subjected, said second lower oscillating rod having a first end connected to the vehicle structure by a fourth articulated joint and an opposite end connected to the wheel support by a sixth articulated joint,
wherein said fifth and sixth articulated joints connecting said respective first and second lower oscillating rods to the wheel support are spaced apart from each other, so that a steering axis of the wheel is a semi-virtual axis passing through the first articulated joint for connection of the upper oscillating arm to the wheel support and through a first point which corresponds approximately to an intersection point between projections of the first and second lower oscillating rods on a horizontal plane,
wherein relative positions of the fifth and sixth articulated joints of said respective first and second lower oscillating rods being such that:
in a condition of non-steered wheel, said intersection point of said first and second lower oscillating rods on the horizontal plane is more spaced away from a longitudinal vertical median plane (λ) of the motor vehicle with respect to said first articulated joint connecting the upper oscillating arm to the wheel support, so that, in a transverse view, the steering axis of the wheel is inclined and forms a kingpin angle (α) with respect to a vertical direction and converges upwards in a direction of the longitudinal vertical median plane of the motor vehicle,
in a condition of steered wheel, with said wheel being on an outer side of a curved path of the motor vehicle, projections on the horizontal plane of said first and second lower oscillating rods meet at a second point closer to the vertical longitudinal median plane of the motor vehicle with respect to a position of said intersection point in the condition of non-steered wheel, so that, in the transverse view, the steering axis of the wheel assumes a less inclined orientation, during steering, with respect to the vertical direction, which results in a lower kingpin angle,
in the condition of steered wheel, with said wheel being on an inner side of the curved path of the motor vehicle, projections on the horizontal plane of said first and second lower oscillating rods meet at a third point more spaced away from the longitudinal vertical median plane of the motor vehicle with respect to the position of said intersection point in the condition of non-steered wheel, so that, in the transverse view, the steering axis of the wheel assumes a more inclined orientation, during steering, with respect to the vertical direction, which results in a greater kingpin angle,
wherein relative positions of the fifth and sixth articulated joints of said respective first and second lower oscillating rods are such that in the condition of steered wheel, with said wheel being on the inner side of the curved path of the motor vehicle, the projections on the horizontal plane of said first and second lower oscillating rods meet at a fourth point located longitudinally more forwardly with respect to the position of said intersection point in the condition of non-steered wheel, in such a way that, in a lateral view, the steering axis forms a caster angle (Δ) with respect to the vertical direction that is greater than a value of the same angle in the condition of non-steered wheel,
wherein said third and fourth articulated joints of the first and second lower oscillating rods are substantially aligned with each other along a direction parallel to the longitudinal direction of the motor vehicle,
wherein said second lower oscillating rod is substantially orthogonal to said longitudinal direction of the motor vehicle in the condition of non-steered wheel,
wherein said first lower oscillating rod has a length (L 1 ) greater than a length (L 2 ) of the second lower oscillating rod,
wherein said fifth articulated joint of the first lower oscillating rod is positioned closer to the longitudinal median plane of the motor vehicle relative to the sixth articulated joint of the second lower oscillating rod in the condition of non-steered wheel,
wherein a ratio between the length of said first lower oscillating rod and a first distance (b) of said fifth articulated joint of said first lower oscillating rod from said intersection point amounts at least to 5,
wherein a ratio between the length of the second lower oscillating rod and a second distance (a) of said sixth articulated joint of said second lower oscillating rod from said intersection point amounts at least to 5.

2. The suspension according to claim 1 , wherein values of the lengths L 1 , L 2 of the respective first and second lower oscillating rods, values of said first and second distances (b, a) and values of angles (γ, e, φ) formed by respective projections on the horizontal plane of said first and second lower oscillating rods with respect to the longitudinal direction of the motor vehicle are selected so as to satisfy the following relation:

(

L
⁢

⁢
1

+
b

)

*
b

sin
⁢

⁢
γ
*
L
⁢

⁢
1

>

(

L
⁢

⁢
2

+
a

)

*
a

⁢

sin
⁢

⁢
φ
*
L
⁢

Assignees

• Fca Italy Spa

Inventors

• Dusini Luca
• Battaglia Gaetano

Classifications

• B60G2200/44

  steerable · CPC title

• B60G2200/464

  Caster angle · CPC title

• B60G7/008

  Attaching arms to unsprung part of vehicle (B60G7/005, B60G7/006 take precedence) · CPC title

• B60G2200/10

  Independent suspensions · CPC title

• B60G13/005

  characterised by the mounting on the axle or suspension arm of the damper unit · CPC title