JPH01202508A - Supporting structure for suspension member - Google Patents

Abstract

PURPOSE:To prevent over response, in a rear suspension for an automobile mounting a differential provided with a differential limit mechanism, by arranging a plurality of restriction links such that the axes cross in a projection plane of the suspension. CONSTITUTION:A suspension member 18 comprising lateral members 10, 12 and front/rear members 14, 16 is supported by restriction links 20, 22. The restriction links 20, 22 are arranged to the right and left of a central axis extending longitudinally such that the cross point C thereof is in a projection plane of the suspension member 18. The restriction links 20, 22 are jointed rollably around vertical axes to the siderail 25 of the body and the suspension member 18 through pillow ball joints 36, 38. By such arrangement, influence onto the steering characteristic is reduced and over response is prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a support structure for a suspension member, and in particular, in a rear suspension of an automobile, two lateral members arranged laterally with an interval in the longitudinal direction are used. and two front and rear members that are arranged in the front and rear direction with an interval in the lateral direction and that are connected to the lateral member, and that support a suspension member that is connected to the vehicle body via a plurality of cushions. .

(Prior art) Two lateral members arranged in the lateral direction with an interval in the front-rear direction, and two front-and-rear members arranged in the front-rear direction with an interval in the lateral direction and coupled to the lateral members. In a vehicle suspension including a subframe or suspension member (for example, Japanese Patent Publication No. 61-37152), a suspension arm is coupled to a suspension member, and the suspension member is coupled to a vehicle body via a plurality of cushions. As a result, the ease of assembling the suspension arm can be improved, and the vibration reduction function can be improved.

By the way, when a running vehicle turns, a yawing moment is generated in the vehicle in the direction of the turn around the vertical axis passing through its center of gravity. When turning,
Since the driving force is greater than the driving force for the wheels on the inside of the turn, the difference in driving force between the inner and outer wheels causes a moment in the direction that cancels out the yawing moment to be applied to the vehicle. As a result, the vehicle tends to understeer.

- IIQ, it is said that it is preferable to have an understeer tendency in order to improve stability when turning, but this is discussed in comparison with an oversteer tendency, and ideally the rear wheels should be replaced by the front wheels. It should not have any effect on the steering characteristics of the vehicle.

(Problem to be solved by the invention) When the rear wheel is supported by the above-mentioned suspension member via a suspension arm, the rubber cushion interposed between the suspension member and the vehicle body is softened, and the lateral force is applied to the heavy wheel. The entire suspension member can also be displaced by the lateral force so as to counteract the understeer tendency when the lateral force is applied to the vehicle.

However, by making the cushion softer, the mounting rigidity of the suspension member to the vehicle body decreases, and the positioning of the suspension member in the left direction, ift& direction, etc. becomes insufficient. As a result, not only is a steering angle proportional to the left-right difference in driving force generated, but also the suspension members can simultaneously move backward on the left and right sides, so the direction of the instantaneous center of the force that receives lateral force, longitudinal force, etc. is excessive. This results in instability, and the so-called transient response characteristics deteriorate.

An object of the present invention is to provide a differential device with a differential limiting mechanism.
In one vehicle, the influence of the behavior of the rear wheels driven by the differential device on the steering characteristics determined by the front wheels can be reduced without softening the cushion interposed between the suspension member and the vehicle body.
An object of the present invention is to provide a support structure for a suspension member.

(Means for Solving the Problems) The present invention includes two horizontal members disposed laterally with an interval in the front-rear direction; The structure supports a suspension member connected to the vehicle body via a plurality of cushions, and includes at least three restraint links, and these restraint links are The restraint links are arranged on the left and right sides of the central axis extending longitudinally of the vehicle body such that the intersection point of the suspension member in plan view falls within the projection plane of the suspension member in plan view, and each restraint link is connected to the vehicle body at one end and connected to the vehicle body at the other end. The end portion is pivotally coupled to the suspension member about a vertical axis.

In a preferred embodiment, four restraint links are arranged symmetrically about the central axis, and the intersection of the axes in plan view is located on the central axis.

A suspension arm supporting the wheel is coupled to the suspension member such that the axis of rotation of the wheel is located between two transverse members spaced apart from each other.

(Operations and Effects) In a vehicle whose rear wheels are driven by a differential device with a differential limiting mechanism, when turning, the driving force of the wheels on the inside of the turn increases, and the driving force of the wheels on the outside of the turn decreases. , the driving force on the inside is greater than that on the outside, so when the vehicle rotates, for example, counterclockwise, the suspension member is rotated clockwise relative to the vehicle body by the action of the driving force difference and the restraint link, and the driving force on the inside is larger than that on the outside. The wheels turn in a toe-in direction, and the outer wheels turn in a toe-out direction. The degree of rotation of the suspension member is determined so that the steering characteristics of the vehicle do not change due to rear wheel steering at this time.

When a lateral force or an equal longitudinal force on the left and right sides is applied to the wheel, the suspension member hardly moves due to the action of the restraint link.

Since the steering characteristic determined by steering the front wheels can be provided without softening the cushion, the mounting rigidity of the suspension member to the vehicle body can be ensured, and deterioration of transient response characteristics can be prevented.

(Example) As shown in FIGS. 1 and 2, the support structure includes two horizontal members 10 arranged laterally with an interval in the front-rear direction.
．． 12, and two front and rear members 14 and 16 arranged in the front and rear directions (including diagonal directions) at intervals in the lateral direction, the structure supporting the suspension member 18,
It includes at least three restraining links 20.22.

The transverse member 10.12 and the front and rear members 14.16 are welded,
A suspension member 18 is configured. There are a plurality of suspension members 18, in the illustrated embodiment, the front and rear members 14.
．． It is attached to the sight rail 25 of the vehicle body via four rubber cushions 24 placed at the front and rear ends of the vehicle.

A suspension arm 30 consisting of two front and rear control rods 26 and 28 is swingably connected to the suspension member 18. A lower portion of a wheel carrier (not shown) is swingably coupled to the suspension arm 30, and an upper portion of the wheel carrier is swingably coupled to an upper suspension arm (not shown). rear wheel 3
2 is supported by a wheel carrier, and this rear wheel 32 is rotated by receiving driving force from a differential device 34 with a differential limiting mechanism attached to the suspension member 18.

The restraining links 20.22 are arranged on the left and right sides of a central axis C extending longitudinally of the vehicle body so that the intersection O of the axes in a plan view falls within the projection plane of the suspension member 18 in a plan view.

In the illustrated embodiment, two restraining links 20 located at the front and two restraining links 22 located at the rear are provided. The front left and right restraint links 20 and the rear left and right restraint links 22 are symmetrical with respect to the central axis C, and the intersection of the restraint link axes in plan view is 0.
is located on the central axis C.

Each restraining link has a pillow ball joint 36 at one end thereof and a pillow ball joint 38 at the other end thereof.
It is coupled via these pillow ball joints to the sight rail 25 of the vehicle body and the suspension member 18 so as to be swingable around a vertical axis.

The connection between each pillow ball joint and the restraint link 22 (the same applies to the restraint link 20) is a screw connection, as shown in FIG. 3, and a locking structure consisting of two nuts 40 is engaged with the screw. That's preferable. This results in
The length between spans can be adjusted and fixed at a specific length.

Since the pillow ball joint is extremely rigid, the movement of the suspension member 18 is sufficiently restricted by the restraining links 20, 22 when the suspension member 18 is subjected to forces in the longitudinal or lateral directions. However, when the suspension member 18 attempts to rotate about the intersection point O, the extremely small displacement (compliance) of the ends of the restraint link 20.22 allows a fairly large angle of rotation. As a result, suspension member 18
The movement in the left-right and front-rear directions is extremely rigid, and sufficient compliance is ensured against movement in the rotational direction.

When the rear wheels 32 are driven by the differential device 34 with a differential limiting mechanism and the vehicle turns to the left, a yaw moment is generated in the vehicle in six directions around the center of gravity G. On the other hand, as a result of the differential of the rear wheels 32 being limited, the driving force of the left rear wheel increases, the driving force of the right rear wheel decreases, and the driving force of the left rear wheel becomes larger than that of the right rear wheel. Therefore, suspension member 18
is rotated clockwise relative to the vehicle body around the intersection point 0 due to the driving force difference and the action of the restraint link 20.22, and the left rear wheel turns in a toe-in direction and the right rear wheel turns in a toe-out direction. do. Thus, a moment that would cancel out the yaw moment is prevented from acting on the vehicle.

[Brief explanation of the drawing]

FIG. 1 is a plan view of the suspension bar support structure, FIG. 2 is a left side view, and FIG. 3 is a plan view showing a mechanism for adjusting the length of the restraining link. 10.12: Lateral member, 14.16: Front and rear members, 18: Suspension member, 20.22; Restraint link, 24: Cushion, 30: Suspension arm, 36.38: Below hole point. Agent Patent Attorney Nobuyuki Matsunaga Figure 1

Claims (1)

[Claims] comprising two lateral members arranged laterally with an interval in the front-rear direction, and two front-rear members arranged in the front-rear direction with an interval in the lateral direction and coupled to the lateral members, A structure that supports a suspension member coupled to a vehicle body via a plurality of cushions, and includes at least three restraint links, and these restraint links have an intersection point of their axes in a plan view at the intersection of the suspension members in a plan view. Each restraint link is arranged on the left and right sides of a central axis extending from front to back of the vehicle body so as to fall within the projection plane, and each restraint link swings about a vertical axis to the vehicle body at one end and to the suspension member at the other end. A support structure for suspension members that is movably coupled.