MXPA98003853A - A set that includes a wheel and an integrated suspension in the ru - Google Patents

Abstract

The present invention relates to a wheel connection unit for an automobile, the unit comprises a hub for supporting a wheel from the car chassis, the wheel includes a disk defining a plane of the wheel perpendicular to the axis of rotation from the wheel and passing through the center of the contact area with the tire floor mounted on the wheel, the wheel a reference width (LR) and a reference diameter (OR), the unit also comprises a wheel carrier defining a hub rotation axis, a support having a guiding member for guiding the wheel carrier in a translatory movement relative to the support, a mounting means for mounting the support on the chassis, the wheel carrier it is mounted on the guide member by a single elongated rod having two ends and sliding and guiding relative to the guide member so as to be fixed against rotation on the sliding shaft, the wheel carrier mounted on the bar at the two ends of the latter, the unit also comprises a means for supporting the load of the car transmitted by the support to the wheel carrier, characterized in that the wheel carrier, the bar and the guide member are accommodated in a limiting envelope defined radially by the diameter (OR) and axially, on one side, by a limit setting of the disk of the wheel and on the other side, by a virtual plane of the plane tangent to the wheel

Description

SET QU1 INCLUDES A ROAD AND A SUSPENSION INTEGRATED IN THE WHEEL DESCRIPTION OF THE INVENTION The present invention relates to the union of vehicles with the ground. It refers, both to the guidance of a vehicle wheel in relation to the chassis of this vehicle, and to the control of the displacement of the wheel relative to the chassis. It is known that a wheel is mounted in a hub, and that the hub is mounted in a wheel holder by means of a bearing that materializes the axis of rotation of the wheel. The guidance of the wheel consists of allowing a displacement of the wheel carrier in relation to the vehicle, of sufficient width for the suspension of the vehicle. At the same time, the guidance of the wheel must be such that the control of the vehicle's trajectory is ensured with the greatest possible rigor. The movement of displacement of suspension that is sought is of great amplitude in vertical sense. It may be desired to allow a small movement in the longitudinal direction, while, ideally, it is sought to avoid any movement in the transverse direction. REP: 27448? Deaás, the angle of rotation and the variations of angle of fall that could induce all these movements must be rigorously controlled, which also contributes a limitation of conception that the expert in the technique must take into account. If the wheel is called "plane" the plane perpendicular to the axis of rotation of the wheel, which passes through the central part of the wheel or, more precisely, through the center of the area of contact with the ground (footprint) of the wheel. a tire or an elastic tire mounted on said wheel, the control of displacement movements assumes that the guidance must ensure a rigorously controlled position of the plane of the wheel relative to the chassis. In addition to the guiding aspect of the wheel plane, the suspension must also ensure the transmission of the load of the vehicle to the wheel and the control of the amplitude of the movements allowed by the guidance. This is the function usually reserved for the springs and dampers, or for the organs that combine the functions of spring (flexibility) and love (preventing the continuation of oscillations).

All suspensions currently used in vehicles have the common characteristic of being rather bulky. The suspension arms must have a certain length so that their angular movement is not accompanied, for example, by too important track variations (spurious suspension). Even the Mac Pherson strut, which is known that its increased use comes from the larger space it leaves to install a power train in transverse position, brings its share of disadvantages among which is its large height. On the other hand, the search for a compromise, always better, between the comfort of suspension and road behavior, leads to propose suspensions called active or semi-active, whose governance has now been made possible by the progress of electronics. In general, this makes the implantation of the suspension in the vehicle even more bulky, increasing the space occupied by the springs and / or the shock absorbers, even adding complementary organs that form a spring or a shock absorber.

The object of the invention is to propose a complete assembly with the ground, easy to integrate into a vehicle, while allowing a suspension whose characteristics of elasticity and damping are well controlled. The invention proposes a joint assembly of a motor vehicle with the ground. Said assembly comprises a hub designed to support a wheel, said wheel essentially comprising a disc and a rim, said rim having a reference width and a reference diameter, said assembly comprising a wheel holder defining the axis of the wheel. rotation of the hub, a support comprising a guiding member for guiding in relative translation the wheel holder relative to the support, the support comprising mounting means to allow mounting of the support in the chassis of the vehicle, the wheel holder being mounted on the guide member by means of a single and elongated bar, sliding relative to, and guided by, the guide member in rotation locked around the sliding axis, the wheel holder being mounted on the rod at both ends thereof, said assembly comprising means for supporting the load of the vehicle transmitted by the support to the wheel holder, in which the wheel holder, the bar, and the guiding member are housed in a boundary envelope delimited, radially, by the reference diameter, and axially, on the one hand, by a limit fixed by the disk of said wheel and, on the other, by a tangent virtual plane to the rim. In the present report, the term "reference" is understood as a dimension of the occupied space that serves as a point of reference for the construction of the assembly, although it can be considered that the wheel itself, being removable, does not form part of said assembly. In practice, the aforementioned assembly will be designed to receive one or several wheels of certain dimensions. The reference in question gives a limit of the space occupied by the organs of the assembly, whatever the precise materialization of the wheel and the associated elastic tire or cover. The invention proposes a set that allows to integrate the necessary guidance for the displacement (according to the geometry of the suspension) of the wheel, and the elements that allow to ensure the required flexibility and control of the displacement, inside the wheel. In this way, the essential functions of the suspension (guidance of the wheel plane, degree of freedom of movement in the desired direction, and control of movement movements) are integrated into the interior of the internal volume of the wheel. Thus, it is possible to join this assembly in a very simple way to the chassis of the vehicle in any convenient way and, especially, rigidly. In the latter case, the invention allows a very simple practical realization, because the union of the assembly to the chassis of the vehicle has no other function than to ensure the transmission of the forces. Preferably, in order to radically reduce the space occupied, the invention aims to implant in the volume available inside the wheel, that is, on one side of the wheel disc and radially inside the rim, as many organs useful for the suspension as possible. The electronic means of assistance that are currently available, allow to govern an electric motor more quickly and directly than a hydraulic or pneumatic organ. For this reason, in a very particularly advantageous variant, the invention proposes using an electric motor, linear or rotary, to control the displacement movements of the wheel. Thus, an arrangement has been proposed which allows such an engine to be housed in the assembly according to the invention, remaining substantially within the limits of the interior space of the wheel. The invention thus presents the advantage of being particularly well suited to the active governance of the suspension characteristics and, more precisely, to the direct electrical control of the suspension characteristics. It is observed that, when the guidance in translation of the bar is "without friction", that is to say it comprises the lowest possible friction, the control of the displacement movement is facilitated because it is not distorted by parasitic frictions whose amplitude is often variable. A guided by bearing is very appropriate. Rollers cooperating with raceways arranged on the bar can be used, the rotating rollers being mounted on the guide member and relative to it. Also, contact surfaces could be conceived in relative sliding, insofar as they had an appropriate treatment or in so far as they were sufficiently lubricated. For example, a fluid support can be used. This variant lends itself particularly well to the control of the displacement, essentially, by means of an electromechanical machine that can be governed for this purpose, because the absence of dry friction simplifies its governance and improves the overall results. The invention applies both to the driving wheels, as to the driving wheels, and to the wheels, at the same time, directives and motors. It allows to implant a pivot and to implant the command point of the angle of rotation. It allows, in the case of guide wheels, to arrange the pivot axis of the wheel in the previously defined wheel plane, that is, to be able to adopt the so-called "pivot on the axle" solution. It allows to implant a transmission organ of a torque (rotation of torque) to the wheel. This organ is attacked by a classic transmission shaft or is directly attacked by a traction motor, for example, an electric motor, which, in this case can also be part of the assembly proposed by the invention. In the latter case, the torque that has to be developed leads to a volume of the engine such that it could be that it protruded more sensitively from the internal volume of the wheel. However, even in this case, the stator of the motor can take support in said assembly, so that the reaction torque is internal to said assembly. This also contributes to the great compactness of the whole, taking into account all the ensured functions, and facilitates the implementation and adaptation to the vehicle. The invention will be better understood with the description that will follow, of examples given without limitation, in relation to the attached drawings, in which: Figure 1 is a partial view and partial section according to II in Figure 2, which represents a first embodiment of the invention; Figure 2 is a partial view and partial section according to II-II in Figure 1, which represents the first embodiment of the invention; Figure 3 is a section according to III-III in Figure 2, which represents the first embodiment of the invention; Figure 4 is a section according to IV-IV in Figure 2, which represents the first embodiment of the invention; Figure 5 is a front view with some partial cuts according to a plane perpendicular to the axis of rotation, which • represents a second embodiment of the invention; figure 6 is a partial view with section B-C'B and according to P-P 'in figure 5, which represents the second embodiment of the invention; Figure 7 is a section according to VII-VII in Figure 5; Figure 8 is a partial sectional view according to VIII-VIII in Figure 9, showing a third embodiment of the invention; Figure 9 is a partial sectional view according to IX-IX in Figure 8, showing the third embodiment of the invention; In the different figures, a tire 1 mounted on a rim 10 is recognized, this being made in two parts 11 and 12, axially separable, according to one of the possible techniques that allow to mount a tire 1 on a rim. Other solutions could naturally be adopted, such as a tire permanently attached to its rim, or an elastic tire that is not swollen or non-pneumatic. The rim 10 is attached to a wheel disk 13. The rim 10 and the disc 13 form a wheel 14. This wheel 14 is mounted in a hub 15 thanks to studs 16. A brake disc 17 is integral with the hub 15. The details of the embodiment of the assembly of a wheel and a disc Brake in a bucket are well known to the person skilled in the art and do not need further explanation. It is simply recalled that there may be a very slight fixation between the brake disc 17 and the hub 15, and that the absorption of the service stresses is ensured by the fixation due to the studs 16. A gear wheel 18, whose function will appear later, it is also solidary of the hub 15. The hub 15 and the gear 18 are made integral with each other by a set of bolts 19, in order not only to keep the pieces one on top of the other, but also ensuring the transmission of a pair between the gear 18 and the hub 15. The subassembly just described constitutes the rotating parts of the assembly according to the invention. Its axis of rotation is the axis XX '. These rotating parts are mounted on a wheel holder 3 by means of a bearing 2. The wheel holder 3 forms a flange inserted in the free space located axially between the hub 15 and the gear wheel 18. The outer ring 22 of the bearing 2 is integral with the wheel holder 3, thanks to bolts 23. The wheel holder 3 is in turn secured to a bar 4. The wheel holder 3 comprises two legs 31, 32 fixed to the two ends of said bar 4. The bar 4 illustrating the invention has a longitudinal axis CC '. In addition, it is chosen with a rectangular section (in fact, the section is square - see figures 3 and 4). This type of section, among other possible ones (like any polygonal section), will allow to block the rotation of the bar 4 around its axis CC '. The bar 4 thus comprises four running tracks 41, 42, 43, 44 (FIG. 4). The wheel holder 3 and the bar 4 are arranged and mounted with respect to each other so that the axis CC 'of the bar 4 is perpendicular and secant to the axis XX' of rotation of the wheel 14, the main advantage of the central arrangement being the bar that this potentially maximizes the travel of the suspension. The bar 4 and the wheel holder 3 are part of what is usually called non-suspended members and are non-rotating. The bar 4 is supported on a set of eight rollers 64, which cooperate in pairs with the raceways 41, 42, 43, 44 (see Figure 4). These rollers are mounted rotatably in a guide member 6, in order to allow the translation of bar 4 along its axis CC '. Note that the guide member 6 surrounds the bar 4, and that the wheel holder is mounted on the rod at both ends thereof. The bar is housed in a shell delimited, radially, by the reference diameter FR, and axially, from a limit fixed by the disc of said wheel, by a width corresponding, substantially, to the reference width LR. The bar 4 and the guide member 6 form a slide. Note that the bar 4 can not rotate about the axis CC 'independently of the guiding member 6. The guiding member 6 is in turn rotatable about the axis CC' of the bar 4 and on a support 5, by means of bearings 56. The guide member 6 and the support 5 thus form a pivot whose function is to allow a degree of freedom of rotation of the wheel holder 3 relative to the support 5. Thus, the bar is mounted on a pivot. Note, in addition, that the central arrangement of the bar also facilitates the realization of a pivot: if the longitudinal axis of the bar were displaced relative to the center of the wheel, the implantation of the pivot should preferably be so that In spite of everything, the axis around which the wheel rotates in the transverse direction, remains centered in the wheel, so that the pivot could not be implanted directly around the guide member of the bar. Thus, there is a single degree of freedom between the guide member 6 and the wheel holder 3: a relative translation, along the same axis CC '. This translation is sufficient, both upwards and downwards. This allows, therefore, a sufficient suspension travel both in the expansion, as in the compression. By way of illustration, note that the path can reach a value of the order of half the inner diameter FR of the rim 10. Stops 33, 34 made of an elastic material, such as rubber, avoid the brutal impact of the legs 31 and 32 directly on the edges 60 of the guide member 6, when the displacement of the suspension reaches the end of the stroke. On the other hand, there is a single degree of freedom between the support 5 and the guide member 6: a relative rotation, and this relative rotation occurs around the axis CC '. The amplitude of this rotation is sufficient to ensure the angle of rotation of the wheel 14. This is geometrically limited by the impact of the wheel 14 or the wheel holder 3 with the support, or of the mechanical means of mounting the support in the housing of the vehicle. vehicle or, more precisely, is limited by stops (not shown) to prevent any undesirable contact of the wheel with non-rotating parts. Note also that a lever arm 61 (FIG. 3) is integral with the guide member 6. The lever 61 reaches an attack point 62 to be connected to a steering control rod 63. In the case of a non-steering wheel, the degree of freedom of rotation about the axis CC 'can be blocked by a suitable assembly of a coupling rod at point 62. But, of course, it is also possible to make a guide member which forms a single piece with the support, so that, by mechanical construction, there is no more than a single degree of freedom between the support and the wheel holder, namely the translation along the axis CC 'which provides the suspension movement.

It has been found that the suspension movement proposed by the present invention is ensured by the possible relative translation between the bar 4 and the guide member 6. It has also been seen that the angle of rotation of the wheel 14 is made possible by the relative rotation between the support 5 and the guide member 6, and is controlled by acting on the lever 61. The support can be mounted rigidly on the chassis of a vehicle, by at least one mounting point arranged on the support this end. This is the least elaborate use of the union with the soil proposed by the invention. However, the assembly illustrating the invention also allows not only a regulation of the angle of fall of the wheel, but also a true permanent control of this angle of fall. In this case, several mounting points of the support are used to define on the support an axis AA 'and a control point B distant from said axis, the axis and the control point being able to receive means of attachment to the chassis arranged in such a way that can act on the angle of fall of the wheel. The support 5 has the appearance of a cylindrical box (figure 1). Two aligned stubs 50 are disposed at one end of the support. This is here the lower end. These stumps 50 define an axis AA '. At the other end (here above) of the support 5, there is an extension 51 (FIG. 2) carrying a stump 52, defining a control point. The stubs 50 and the control point constitute three mounting points of the support. The support 5 is attached to the vehicle body by means of an arm 70 and a bar 75. The arm 70 is mounted on the vehicle body so that it can transmit the weight thereof and transfer it to the support 5. The arm is , for example, embedded in the vehicle box. In this case, a degree of freedom of tilting of the support around the axis AA 'remains. This degree of freedom can be blocked by appropriately joining the bar 75 to the box. But the bar 75 can also be used to impose a chosen relative position of the control point (journal 52) relative to the journals 50, that is, with respect to the axis AA '. In this case, the value of the angle of fall of the wheel 14 can be changed. The aforementioned bar 75 is possibly of adjustable length. Or, for a continuous control during the use of the vehicle, said bar 75 is requested by an appropriate mechanism. The amplitude of variation of the angle of fall allowed by the invention is very broad; it is limited only by the clash of organs of the assembly according to the invention with one or the other of the connecting rods to the box, or by the impact of said organs with the box itself. It has just been described how the connection with the floor proposed by the present invention allows the movement of the wheel 14 in the vertical direction or, more precisely, along the axis CC ', the precise orientation thereof depending on the assembly of the 5 support in the vehicle box. It has also been described how the connection with the proposed floor allows the control of the angle of rotation and the angle of fall of the wheel 14. Thus, a rotating wheel is disposed around the axis XX ', the axis XX' being vertically mobile. It will be described below how the means for controlling the rotation and displacement movements of the wheel can be integrated into the joint assembly with the floor proposed by the invention. It will start by the movement of suspension (displacement of the wheel in the geometry of the suspension). In the example illustrating the invention, the materialization of the means for controlling the displacement of the bar relative to the support is carried out as indicated below. A spring 80 is implanted between a first cup 81 attached to the wheel holder 3 to be vertically movable with the wheel, and a second cup 82 secured to the guide member 6, therefore, immobile vertically relative to the vehicle body. The spring 80 is mounted between two support points (materialized by the cups 80 and 81) offset relative to the axis CC 'of the bar 4, which facilitates its accommodation in the volume available inside the wheel 14, on one side of said bar 4. Note, furthermore, that, thanks to this displaced implantation of the spring 80 with respect to the axis of the bar, the the residual minimum volume of the spring, when it is compressed, does not decrease the travel of the suspension at all, as it results from the guidance of the bar 4. On the other hand, a sufficient volume is available to implant a spring capable of supporting a load corresponding to those found in vehicles, for example, passenger cars. Thus, the spring is housed in a boundary envelope delimited, radially, by the reference diameter FR, and axially, on the one hand, by a limit fixed by the disk of said wheel and, on the other hand, by a virtual plane tangent to the rim. The bar 4 comprises a rack 45 at the intersection between the raceways 42 and 43. A pinion 85 is in direct intake with said rack. The pinion 85 transmits its rotational movement to the rotor 86 of an electromechanical machine 87 whose stator 88 is integral with the guide member 6. The linear movement of the rod 4 is thus transformed into a rotary movement, on which it is operated by means of the 87 electromechanical machine to provide the necessary damping function, or any other more elaborate function that intends to provide the suspension with an active character by means of an adequate command of said electromechanical machine 87. The conception of such an elaborated function is not part, in yes, of the present invention, which aims to provide the mechanical and electromechanical means that make it possible. To complete, simply add that a simple way to ensure a damping is to connect the electromechanical machine to a resistive load, and slow down the rotation of your rotor according to the same principle as the electric retarders, well known, that equip certain road vehicles, such as passenger transport coaches. The invention thus allows to realize an assembly in which the means for controlling the displacement of the suspension are housed in an overall envelope and delimited, radially, by the reference diameter FR, and axially, from a limit set by the disc of said wheel, for a width less than twice the reference width LR, which allows a good compactness of the assembly to be achieved. After the spring and damper functions or equivalent functions, the implantation of the braking means will be examined. It is recalled that a brake disc 17 is integral with the hub 15. The braking effort is applied to the brake disc 17 by a bracket 90 integral with the wheel holder 3. The brake callus 90 (not visible in figure 2 for do not recharge it) is offset relative to the CC axis of the bar 4, which allows it to be accommodated in the volume available inside the wheel 14, on the side of said bar 4 not occupied by the spring 80. The bar 4 is central and single and the bracket 90 and the spring are mounted relative to the bar 4 on both sides of the latter, substantially inside the volume delimited by the wheel. The bracket 90 allows, at will, to clamp the brake disc 17 by an appropriate control, for example, hydraulic or electric, not forming the said command, itself, part of the present invention. Naturally, this type of disk brake is only a constructive variant and, more generally, the invention can use braking means comprising a piece of revolution provided with at least one braking track, belonging to the said piece of revolution to said assembly and being integral with the hub, said assembly comprising a braking member for applying a friction material on said track, said braking member being integral with the wheel holder, said braking member being mounted and said spring in relation to the bar on either side thereof. The invention is illustrated in its application to a driving wheel. For this reason, the assembly comprises, in this particular case, a toothed wheel 18 integral with the hub 15. The gear wheel 18 meshes with a pinion 95 mounted rotatably on the wheel holder 3. This pinion 95 is integral with a transmission shaft so that it can be apply a torque to said hub, through the gear 18. In this example, the torque is supplied by a motor integrated in the assembly proposed by the invention. In this case, an electric motor 97, called traction, whose stator is integral with the wheel holder 3. An electric motor of this kind can be controlled, not only to apply a torque, but also a braking torque, to the hub 15, As a variant, the transmission could be mechanical, the said pinion then comprising means for receiving a mechanical transmission shaft so that a torque can be applied to said hub, through the gear wheel. It is known to make transmission shafts that accommodate variations in length that would cause the wheel to move and, if necessary, its angle of rotation. The invention allows a construction of the connection with the particularly compact floor. In the example described, it is seen that the electric traction motor is also housed in an overall envelope V delimited, radially, by the reference diameter FR, and axially, from a limit fixed by the disc of said wheel , for a width less than twice the reference width LR. The compactness of the set is important, given the number of functions performed. A joint assembly of a vehicle with the ground has just been described, which is the most elaborate version of the invention. This version integrates in the internal volume of a wheel the guidance that ensures the required displacement. It also integrates the spring function and the damping function, being able to take these sophisticated forms to perform an active suspension. This version integrates a disc brake with its stirrup and also integrates a motorization function. It also provides a pivot to allow the angle of rotation, and lends itself to an assembly in the box that allows to vary the angle of fall. Figures 5, 6 and 7 represent a variant embodiment that offers all the functions described above, except for the variation of the angle of fall. In the drawings and in the description referred to them, the same references have been taken when the organs are identical or comprise only minor differences, and the main constructive differences are underlined, which are, in summary, the following: the axis of the bar 4 and the axis of rotation of the hub holder 15 are offset, the pivot axis being defined by pivot points arranged in the guide member laterally with respect to the axis of the bar. It thus turns out that the pivot axis PP1 is not confused in this case with the sliding axis CBC'B of the bar 4. This makes it possible to perform the pivoting with spherical plain bearings 56B1 and 56B2 instead of using bearings (see bearing 56 of the first embodiment), while arranging the organs to offer, at the same time, a sufficient displacement and a great compactness. The support 5B is designed to be mounted directly on the chassis of a vehicle. On the side of the assembly proposed by the invention, said support 5B is connected to the guide member 6B by two ball joints 56B1 and 56B2 defining the pivot axis PP '. The support 5B ends in a fork, which looks very good in figure 6, closed at its end, which favors rigidity. Inside the fork, you can see the electromechanical machine used to suspend the wheel. As in the previous example, the pivot axis PP 'is to dry it with the axis XX' of rotation of the wheel and is arranged, substantially, in the middle plane V-V of the wheel. But the guiding member 6B which guides the sliding of the bar 4 is, in this case, clearly displaced in relation to the ball joints 56B1 and 56B2, which is very well seen in figures 5 and 7. Thus, the sliding axes CBC'B / on the one hand, and pivoting PP ', on the other, they are displaced. The spring 80 and the brake yoke 90 are both housed on the same side of the bar 4. Apart from this, there are substantially the same bodies, mainly the rollers 64, which cooperate with running tracks arranged in the bar 4 to guide it. It is also an electric traction motor 97. The spring 80 is implanted between a first cup 81 attached to the wheel holder 3 to be vertically movable with the wheel, and a second cup 82 integral with the guide member 6B, therefore immobile vertically in relation to the vehicle body. The spring 80 is also mounted, in this variant, between two points of support (materialized by the cups 80 and 81) offset relative to the axis CBC'B of the rod 4, which is favorable for compactness. The assembly is housed in the same envelope delimited as before. The bar 4 is housed in a place where the available site is just lower than the inner diameter FR of the rim 10. The translation of the bar 4 within the guide member 6B is sufficient, both upwards and downwards. This allows, therefore, a sufficient suspension travel, both in the expansion, as in the compression. Note, too, that a lever 61B (figures 5 and 7) is integral with the guide member 6B. The lever 61B reaches an attack point 62B to join a steering rod 63B. In this lever, the cup 82 is also mounted, which is integral with the guide member, thus transferring to the interior of the wheel the reference of the chassis in relation to which the wheel is to be moved. Figures 8 and 9 show a third variant very close to the first, except that this does not allow the variation of the angle of fall. In the drawings and in the associated description, the same references have been taken when the organs are identical or comprise only minor differences, and the main constructive differences are underlined, which are, in summary, the following: the variation illustrated illustrates , essentially, to the traction, that is to say, to the application of a pair to the cube.

The 5C bracket is designed to be mounted directly on the chassis of a vehicle. The gear 18 integral with the hub 15 is again found, so as to ensure the transmission of a torque between the gear 18 and the hub 15. The axis of rotation is the axis XX '. Figure 8 shows two electric motors 971 and 972, known as traction motors, whose stators are integral with the wheel holder 3. The rotors of the motors 971 and 972 drive the pinions 951 and 952, in turn engaging the gear 18 These electric motors 971 and 972 can be governed, not only to apply a torque to the hub 15, but also a braking torque. Thus, it is seen that sufficient space is available to accommodate several traction motors, whatever the type of motor (electric, hydraulic, for example). Preferably, electric traction motors designed for a high maximum rotational speed are used, which, with constant predicted results, decreases the required torque and, therefore, decreases the volume of the motor. Naturally, this type of motor, with a high maximum rated speed, can be used alone. You can also reach a higher torque using several engines, each of small volume. Likewise, the implantation of an electric motor whose rotor directly attacks the toothed wheel 18, thus offering a multiplication of the torque supplied by the electric motor, is an arrangement, in itself, interesting. All the proposed construction provisions contribute to the great compactness of the whole and facilitate the implementation and adaptation to the vehicle. According to the vehicle to be equipped, even according to the position of the wheel on the vehicle to be equipped, simpler versions can be constructed, which also constitute other applications of the invention. The existence, especially of a pivot and the motorization function, are obviously not required in all cases. On the basis of what has just been explained, the person skilled in the art will be able to proceed, also, to adaptations according to his own wishes, without departing from the framework of the present invention. Instead of a mechanical spring, a pneumatic spring can be used. It is possible to implant a classic hydraulic shock absorber inside the bar, because it can easily be foreseen that this, in an elongated and slender way, is made with a light that allows to transfer to the inside of the bar a support point integral with the bar. Guiding organ. Instead of a classic hydraulic damper integrated in the bar, it can also be envisaged to integrate in this a linear electromechanical machine capable of being governed for this purpose, whose stator is attached to the guide member and whose mobile equipment is attached to the bar . In the assembly according to the invention, a hydraulic jack acting on a hydro-pneumatic or pneumatic block can also be implanted. The implantation of such a jack can be internal to the bar, as has been said for a classical hydraulic shock absorber, or, on the other hand, the implantation can be ensured in said assembly, for example, in the same place as the spring. The invention, which offers a basic element that integrates all the essential functions of joining a vehicle with the ground, allows, of course, to fix the said connection with the ground by means of filtering elements of the vibrations (rubber elastic blocks) that they assure the assembly of the point, or of the points, of assembly of the assembly in the chassis. If desired, the anchoring elements to the chassis can also offer a certain longitudinal flexibility in the connection of that assembly to the chassis. The invention offers the advantage of providing a suspension system whose kinematics is pure, which facilitates its implantation in a vehicle by arranging the sliding axis in the chosen attitude, for example, to give an angle of advance of the predetermined pivot, which facilitates its use in combination with other means that provide more elaborate functions, such as, for example, a horizontal suspension (allowing a true longitudinal displacement of the mounting points of the support relative to the vehicle body) or, also, for example, a control of the angle of fall. It is noted that in relation to this date, the best method known by the applicant to carry out the aforementioned invention, is the conventional one for the manufacture of the objects or products to which it refers. Having described the invention as above, property is claimed as contained in the following:

Claims (16)

1. Assembly of joining a motor vehicle with the ground, characterized in that said assembly comprises a hub designed to support a wheel, said wheel essentially comprising a disk and a rim, said rim having a reference width (LR) and a reference diameter (FR), said assembly comprising a wheel holder defining the axis of rotation of the hub, a support comprising a guide member for guiding in relative translation the wheel holder with respect to the support, the support comprising mounting means for allowing its assembly in the chassis of the vehicle, the wheel holder being mounted on the guide member by means of a single and elongated bar, which slides relative to the guide member to rotate and guided by it, locked around the sliding axis, being the wheel holder mounted on the bar at both ends thereof, said assembly comprising means for supporting the load of the transmitted vehicle. The support for the wheel holder, in which the wheel holder, the rod, and the guide member are housed in a boundary envelope delimited, radially, by the reference diameter (FR), and axially, on the one hand, by a limit fixed by the disc of the said wheel and, on the other, by a virtual plane tangent to the rim.

2. Assembly according to claim 1, characterized in that the means for supporting the load comprise a spring mounted between two points of support, arranged one in the wheel holder and the other in the support, said support points being offset with respect to the axis of the bar.

3. Assembly according to claim 2, characterized in that the spring is housed in said boundary envelope.

4. Assembly according to one of claims 1 to 3, characterized in that the guidance in translation of the bar by the guiding member, is a guide essentially without friction, said assembly comprising means of movement control comprising, essentially, a machine linear electromechanical that can be governed for this purpose, whose stator is connected to the guide element and whose mobile device is connected to the rod.

5. Assembly according to one of claims 1 to 3, characterized in that the guidance in translation of the bar by the guide member, is a guide essentially without friction, said assembly comprising means of control of movement comprising, essentially, a rack arranged on the bar, with which a pinion rotatably mounted on the guide member engages, the rotation of said pinion being controlled by a rotary electromechanical machine capable of being controlled for this purpose.

6. Assembly according to one of claims 4 or 5, characterized in that the rollers cooperate with runways provided in the bar, said rotating rollers being mounted in the guide member in order to guide without friction, by a bearing, the translation of the bar.

7. Assembly according to one of claims 4 to 6, characterized in that the displacement control means are housed in a global envelope (V) delimited, radially, by the reference diameter (FR), and axially, from a limit fixed by the disc of said wheel, by a width less than twice the reference width (LR).

8. Assembly according to one of claims 1 to 7, characterized in that a gear wheel is integral with the hub, said gear wheel engaging with a pinion rotatably mounted in the wheel holder, the movement of said pinion being controlled by a traction motor whose stator It is integral with the wheel holder, whose rotor carries the said pinion in a direct connection, so that it can apply a torque to said hub, through the gear wheel.

9. Assembly according to claim 8, characterized in that an electric traction motor is housed in a global envelope (V) bounded, radially, by the reference diameter (FR), and axially, from a limit set by the disk of said wheel, for a width less than twice the reference width (LR).

10. Assembly according to one of claims 1 to 7, characterized in that a sprocket is integral with the hub, said sprocket engaging with a pinion rotatably mounted on the wheel holder, said sprocket comprising means for receiving a mechanical transmission shaft so that can apply a pair to the mentioned cube, through the cogwheel.

11. Assembly according to one of claims 1 to 10, characterized in that the guide member and the support form a pivot that allows a degree of freedom of rotation of the wheel holder relative to the support, and in which the guide member comprises an arm lever whose end can receive a steering control rod.

12. Assembly according to claim 11, characterized in that the guide member surrounds the bar and in which the bar axis and the axis of rotation of the hub carrier are secant, the pivot axis being confused with the axis of the bar so that said bar is slidably mounted on said pivot.

13. Assembly according to claim 11, characterized in that the guide member surrounds the bar and in which the axis of the bar and the axis of rotation of the hub carrier are offset, the pivot axis being defined by pivoting points arranged in the guide member laterally with respect to the axis of the bar.

14. Assembly according to one of claims 2 to 13, characterized in that a lever integral with the guide member reaches a point of attack to join a steering rod, one of the two points of support of the spring being likewise mounted. on the aforementioned lever.

15. Assembly according to one of claims 1 to 14, characterized in that said hub is designed to support braking means, the braking means comprising a piece of revolution provided with at least one braking track, said part belonging to revolution to said assembly and being integral with the hub, said assembly comprising a braking member for applying a friction material on said track, said braking member being integral with the wheel holder.

16. Assembly according to one of claims 1 to 15, characterized in that the point, or points, of mounting the support define in the support an axis (AA ') and a control point (B) distant from said axis, being able to receive the axis and the control point means of attachment to the chassis arranged so that they can act on the angle of fall of the wheel.