JP2001063330A - Vehicular suspension system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make vehicular suspension systems compact and lightweight and improve their degree of freedom in layout by ensuring an almost ideal imaginary kingpin axis. SOLUTION: The lower end of a knuckle member 1 for holding a wheel rotatable is connected to the vehicle body via a lower arm 4. The upper end of the knuckle member 1 connectively carries an upper joint 21 such that it is rotatable only on a vertical shaft. The upper joint 21 connectively supports the lower end of a damper device 6 such that it is rotatable only on a longitudinal shaft 39. An upper arm 5 is connected at one end to the vehicle body via a single point of a rubber bushing 32, and is supported at the other end on the longitudinal shaft 39 or upper joint 21 for rotation only on the longitudinal shaft 39. The lower end of the damper device 6 has a front-rear pair of arm portions, which are coupled to the longitudinal shaft 39 with the upper joint 21 positioned between them in longitudinal directions. In the plan view, the upper joint 21, a support portion 21e for the damper device 6, the damper device 6 and the rubber bushing 32 are practically aligned in vehicle width direction.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle suspension device.

[0002]

2. Description of the Related Art Conventionally, strut-type suspension systems and double wishbone-type suspension systems have been known as front wheel suspension devices for vehicles.

[0003] The strut type suspension device is
Since it has a small number of parts, is lightweight and inexpensive, and has excellent layout properties, it is widely used especially as a front wheel suspension device for FF type vehicles. However, in the strut type suspension device, the virtual kingpin axis which is the steering rotation axis of the wheel is a straight line connecting the connection point between the upper end of the damper device and the vehicle body and the connection point between the lower arm and the wheel support member. This is not desirable in terms of performance. That is, from the viewpoint of the performance of the vehicle, the virtual kingpin axis passes slightly inside the vehicle body than the center line in the width direction of the wheel on the rotation center line of the wheel, and has a slightly negative kingpin offset on the ground contact surface of the wheel. Ideally, it passes slightly outside the center line in the width direction of the wheels, but the virtual kingpin axis of the strut type suspension device is inclined more inward than the ideal virtual kingpin axis. .

On the other hand, in the double wishbone type suspension device, the virtual kingpin axis is a straight line connecting the connection point between the upper arm and the wheel support member and the connection point between the lower arm and the wheel support member. It is possible to approach the ideal kingpin axis by appropriately setting both connection points. However, in the case of a double wishbone type suspension device, two points of connection of the upper arm and the lower arm with the vehicle body are required at each of two locations in order to counter horizontal loads or the like acting on the wheels.
The arrangement of other components is limited accordingly. In particular, if this double wishbone type suspension device is used as a front wheel suspension device in an FF type vehicle having an engine mounted horizontally, this layout restriction becomes an important problem.

In order to combine the advantages of the conventional strut type and the double wishbone type and to eliminate the disadvantages, a number of suspension devices have been proposed.

For example, in Japanese Unexamined Patent Publication No. 2-220904, an upper arm is constituted by a single link member, and a lower end of a damper device is connected to a lower arm so that a load acting on a wheel can be reduced. Have also been supported. According to this configuration, since there is only one connection point between the upper arm and the vehicle body, the degree of freedom of the layout can be increased accordingly.

[0007] In the device disclosed in Japanese Patent Application Laid-Open No. 1-136804, an intermediate member is provided between the wheel support member and the upper arm, and the intermediate member supports the lower end of the damper member. Further, the wheel supporting member is pivotally connected to the intermediate member via a ball joint, and the upper arm is pivotally connected only to vertically swing.

[0008]

However, such a suspension device also has the following disadvantages.
That is, in Japanese Patent Application Laid-Open No. 2-220904, the lower end of the damper device is connected to the middle portion of the lower arm in the vehicle width direction, so that the upper and lower external forces acting on the wheel during bump rebound of the wheel are reduced. The force (damping force) generated by the damper device needs to be increased by an amount corresponding to the lever ratio. Therefore, it is necessary to increase the size of the damper device and the lower arm connected thereto, which causes an increase in weight. In the case of an FF type vehicle, a drive shaft is arranged to extend in the vehicle width direction on the rotation center line of the wheel. In order to avoid interference between the drive shaft and a damper device formed on a lower arm, a damper device is provided. It is necessary to provide a forked connecting member for passing the drive shaft between the lower end of the motor and the lower arm. Since this connecting member receives all the forces generated by the damper device, it must have a large rigidity, and it becomes large. From this,
There is a disadvantage that the weight increases.

Further, in Japanese Patent Application Laid-Open No. 1-136804, since the wheel supporting member and the intermediate member are connected by a ball joint, a horizontal load (lateral force, longitudinal force) acting on the wheel is damped by a damper device. In this case, two connection points of the upper arm with the vehicle body are required as in the case of the double wishbone type suspension device, and the degree of freedom in layout cannot be increased.

In view of the above circumstances, the present invention aims to improve the performance by bringing the virtual kingpin shaft closer to an ideal one, and to achieve a compact, light-weight and more flexible layout device for a vehicle. The purpose is to provide.

[0011]

In order to achieve the above object, the present invention has the following configuration as a first configuration. That is, as described in claim 1 of the claims, a wheel supporting member that rotatably supports the wheel;
A lower arm having one end connected to the lower end of the wheel support member and the other end connected to the vehicle body; and an upper joint connected to the upper end of the wheel support member so as to be rotatable only about the vertical axis with respect to the wheel support member. And a damper device having an upper end connected to the vehicle body and a lower end connected to the upper joint such that the lower end is rotatable only around the front-rear axis with respect to the upper joint, and one end is provided on the front-rear axis or the upper joint. An upper arm that is supported so as to be rotatable only about the front-rear axis, and has the other end connected to the vehicle body at a single point.The lower end of the damper device is independent of the front and rear sides of the upper joint. A pair of front and rear arm portions is formed, and the lower end of the damper device connects the pair of arm portions to the front and rear shaft. Ri are as are connected as rotatable only around longitudinal axis relative to the upper joint.

In order to achieve the above object, the present invention has the following configuration as a second configuration. That is, as described in claim 5 of the claims, a wheel support member rotatably supporting a wheel, and a lower arm having one end connected to a lower end of the wheel support member and the other end connected to a vehicle body. An upper joint connected to the upper end of the wheel support member so as to be rotatable only about the vertical axis with respect to the wheel support member, an upper end connected to the vehicle body, and a lower end provided only around the front-rear axis with respect to the upper joint. A damper device connected to the upper joint so as to be rotatable, and one end supported on the front-rear axis or so as to be rotatable only about the front-rear axis with respect to the upper joint, and the other end connected to the vehicle body at one point One point with respect to the vehicle body of the upper joint, the damper device, and the upper arm in the vehicle width direction. A connecting portion of, are to be set so as to be positioned substantially collinear, as.

In order to achieve the above object, the present invention has the following configuration as a third configuration. That is, as described in claim 7 of the claims, a wheel support member rotatably supporting a wheel, and a lower arm having one end connected to the lower end of the wheel support member and the other end connected to the vehicle body. An upper joint connected to the upper end of the wheel support member so as to be rotatable only about the vertical axis with respect to the wheel support member, an upper end connected to the vehicle body, and a lower end provided only around the front-rear axis with respect to the upper joint. A damper device connected to the upper joint so as to be rotatable, and one end supported on the front-rear axis or so as to be rotatable only about the front-rear axis with respect to the upper joint, and the other end connected to the vehicle body at one point And an upper arm connected by a vehicle, and on a vehicle width direction line passing through the upper joint,
The connecting portion of the upper arm with respect to the vehicle body at one point is set so as to be located.

[0014]

According to the first aspect of the present invention, the lower end of the damper device is connected to the upper end of the wheel support member via the upper joint, and does not extend downward to near the rotation center line of the wheel. Therefore, even in the case of the FF type vehicle, the damper device and the drive shaft do not interfere with each other, and it is not necessary to adopt a special structure for avoiding the interference. Also, since the vertical load acting on the wheels is input to the damper device at a ratio of approximately 1 lever ratio,
Since it is not necessary to particularly increase the size of the damper device or the like, the size and weight of the device can be reduced. Further, since only one connection point of the upper arm with the vehicle body is required, the degree of freedom in layout can be increased accordingly.

Further, since the camber change characteristic can be set to be substantially the same as that of the double wishbone type suspension device, the suspension performance can be improved.

Further, the lower end of the damper device is connected to the front-rear shaft via a pair of front-rear arms arranged so as to sandwich the upper joint from the front-rear direction. Is securely received by the damper device, and the vertical movement of the wheel support member is efficiently input as the expansion and contraction movement of the damper device.

According to the second aspect of the present invention, it is preferable to reduce the tilt force acting on the vertical axis of the upper joint, that is, the force in the falling direction as much as possible.
The size of the upper joint can be reduced.

According to the third aspect of the present invention, it is preferable in that the vertical load input from the upper joint to the damper device is transmitted to the damper device as smoothly as possible to effectively obtain the damping action of the damper device. It will be.

According to the invention described in claim 4, the same effect as in claim 3 can be obtained.

According to the fifth aspect of the invention, the same effects as those of the first aspect of the invention can be obtained except for the point relating to the arm portion. In addition, it is preferable to prevent the external force such as twisting as much as possible from being applied to the connection portion at one point to the vehicle body when the upper arm swings up and down while effectively receiving the lateral force by the upper arm. Becomes Further, this is preferable for effectively transmitting the vertical movement through the upper joint to the damper device.

According to the sixth aspect of the present invention, it is possible to obtain the same effect as that of the first aspect. In particular, the front and rear pair of arms are positioned so as to be sandwiched in the front and rear direction with respect to a straight line connecting the upper joint, the damper device, and the connecting portion of the upper arm to the vehicle body at one point, so that the vertical movement from the upper joint is paired with the front and rear. This is preferable in that the power is effectively transmitted to the damper device via the arm portion.

According to the seventh aspect of the invention, the same effects as those of the first aspect of the invention can be obtained except for the point relating to the arm portion. In addition, it is preferable to prevent the external force such as twisting as much as possible from being applied to the connection portion at one point to the vehicle body when the upper arm swings up and down while effectively receiving the lateral force by the upper arm. Becomes

According to the invention described in claim 8, the vertical movement from the upper joint can be effectively transmitted to the damper device. Also, interference between the upper arm and the damper device can be avoided.

[0024]

1 to 4 show a front wheel suspension device for an FF type vehicle according to an embodiment of the present invention. Reference numeral 1 denotes a knuckle member as a wheel supporting member for rotatably supporting a wheel (front wheel) 2. An insertion hole 3 (see FIGS. 1 and 4) through which a drive shaft (not shown) is inserted is formed in the center of the knuckle member 1. 4 is a knuckle member 1
Is a lower arm that connects the lower end of the knuckle member 1 to the vehicle body, 5 is an upper arm that connects the upper end of the knuckle member 1 to the vehicle body, and 6 is a damper device including a shock absorber that buffers the vertical movement of the wheel 2.

The lower arm 4 includes two front and rear link members 11 and 12, and the front link member 11 extends substantially linearly along the vehicle width direction. One end of the link member 11 is pivotally connected to the lower end of the knuckle member 1 via a ball joint 13, and the other end of the link member 11 is
An axis is connected to a cross member 14 (see FIGS. 2 and 3) as a vehicle body strength member via a rubber bush 15 extending in the vehicle front-rear direction so as to be vertically swingable. Also,
The rear link member 12 has a curved shape, and one end of the link member 12 is located at a position close to the lower end of the knuckle member 1 behind the pivot point of the link member 11 (center of the ball joint 13). The other end of the link member 12 is pivotally connected via a ball joint 16 and the link member 1
At a position distant from the first member 1, it is connected to the cross member 14 via a rubber bush 17 so as to be able to swing up and down. Therefore, the axes of the link members 11 and 12 intersect with each other at the outer side O1 of the vehicle body from the pivot point (the center of the ball joints 13 and 16) with the knuckle member 1 (see FIG. 3).

The knuckle member 1 is integrally formed with an arm portion 1a extending rearward from the vicinity of the drive shaft insertion opening 3 (see FIGS. 1 and 4), and a tie rod 20 of a steering device is provided at the tip of the arm portion 1a. Are linked. An upper joint 21 is attached to an upper end of the knuckle member 1, and the upper arm 21 is connected to an upper arm 5 and a lower end of the damper device 6.

As shown in FIG. 5, the upper joint 21 has a cylindrical first boss 21 having a vertical axis.
a, and an inner cylinder 24 having a shaft hole 24d is coaxially and rotatably provided in the first boss portion 21a via a sliding bush 25 made of resin. On the outer peripheral surface of the inner cylinder 24, a cylindrical surface 24a and an upper conical surface 2 which is continuous with the upper end of the cylindrical surface 24a and whose diameter gradually increases upward.
4b and a lower conical surface 24c that is continuous with the lower end of the cylindrical surface 24a and that gradually increases in diameter downward. The inner peripheral surface of the first boss portion 21a has an inner cylinder 2
4, a cylindrical surface 21b, an upper conical surface 21c, and a lower conical surface 21d which are respectively opposed to the cylindrical surface 24a, the upper conical surface 24b, and the lower conical surface 24c via the sliding bush 25. And the knuckle member 1
The upper joint 21 is attached to the upper end of the inner cylinder 24 by being inserted into the shaft hole 24d of the inner cylinder 24 and being fixed to the upper and lower axes 23. Vertical axis 2
3 is provided so as to be rotatable only around the shaft 3, and a surface resistance between the outer peripheral surface of the inner cylinder 24 and the inner peripheral surface of the first boss portion 21 a against a rotational force about an axis orthogonal to the vertical axis 23. To resist.

One end of the upper arm 5 (the inside end of the vehicle body) swings up and down with respect to a bracket 31 (see FIG. 2) mounted on the cross member 14 through a rubber bush 32 whose axis extends upward and downward in the vehicle body. While being movably connected, the other end of the upper arm 5 (outside end of the vehicle body)
Are formed with a pair of branch portions 5a, 5a branched in a bifurcated manner so as to sandwich the lower end of the damper device 6 from both front and rear sides (see FIGS. 1 and 3). It is vertically swingably connected to the upper joint 21 via a rubber bush 33 extending in the vehicle longitudinal direction.

Further, the upper end of the damper device 6 is
On the other hand, a coil spring 37 is disposed on the outer periphery of the upper part of the damper device 6 by being elastically supported via a rubber mount 36 (see FIGS. 1 and 2). On the other hand, a bracket 38 is pivotally attached to the lower end of the damper device 6,
The bracket 38 has a pair of arms 38a, 38a extending bifurcated from a portion fitted to the damper device 6, and both arms 38a, 38a are connected to both branches 5a of the upper arm 5.
a, 5a, and connected to the upper joint 21 so as to be able to swing up and down around the same axis as the branch portions 5a, 5a.

The structure of the connection between the upper arm 5 (branch portion 5a) and the lower end of the damper device 6 (specifically, the arm portion 38a of the bracket 38) with respect to the upper joint 21 is shown in detail in FIGS.

As is clear from FIGS. 6 and 7, the upper joint 21 has a cylindrical second boss 21e having an axis in the front-rear direction, and a shaft hole 40d is formed in the second boss 21e. Is provided coaxially and rotatably via a sliding bush 41. On the outer peripheral surface of the inner cylinder 40, a cylindrical surface 40a, a front conical surface 40b which is continuous with the front end of the cylindrical surface 40a and gradually increases in diameter toward the front, and continuous with the rear end of the cylindrical surface 40a and A rear conical surface 40c whose diameter gradually increases toward the rear is formed. Also, on the inner peripheral surface of the second boss portion 21e,
A cylindrical surface 21f, a front conical surface 21g, and a rear conical surface 21h are formed opposite to the cylindrical surface 40a, the front conical surface 40b, and the rear conical surface 40c of the inner cylinder 40 via the sliding bush 41, respectively. .

Further, at the front end and the rear end of the shaft hole 40d of the inner cylinder 40, recesses 40e, 40e having a diameter larger than the inner diameter of the shaft hole 40d by a predetermined dimension are formed coaxially.
The distal ends of the later-described cylindrical portions 42a of the sleeves 42 are fitted in the recesses 40e. The sleeve 42 includes a cylindrical portion 42a having an inner diameter substantially equal to the inner diameter of the shaft hole 40d of the inner cylinder 40, and a flange portion 42b formed at one end of the cylindrical portion 42a.
The distal end of each arm portion 38a of the bracket 38 attached to the lower end of the damper device 6 is fitted around the outer periphery of 2a, and the distal end of the cylindrical portion 42a of the sleeve 42 is fitted to the inner cylinder 40 of the upper joint 21. As a result, the front and rear end surfaces of the arm portion 38a are in close contact with the end surface of the flange portion 42b of the sleeve 42 and the side end surface of the inner cylinder 40, respectively.
Thereby, the arm portion 38a and the inner cylinder 40 are
2 are rigidly connected.

A single bolt-shaped front-rear shaft 39 penetrates through the shaft hole 40d of the inner cylinder 40 and the sleeves 42, 42 fitted at the front and rear ends thereof.
The inner cylinder 33a of the rubber bush 33 attached to the distal end of each of the branch portions 5a, 5a of the upper arm 5 is inserted so as to be in contact with the outer end surface of the flange portion 42b of each sleeve 42. 33b is a rubber bush 33.
The outer cylinder 33c is a rubber filled between the inner cylinder 33a and the outer cylinder 33b.

As described above, the nut 43 is attached to one end of the front-rear shaft 39 which is attached through the inner cylinders 33a of the two rubber bushes 33, the two sleeves 42, and the inner cylinder 40 of the upper joint 21. Is tightened, thereby
The upper joint 21, the lower end of the damper device 6, and the upper arm 5 are connected to each other so as to be relatively rotatable (vertically swingable) only around the longitudinal axis 39.

The configuration of this embodiment has been described above. Next, the operation and effects of this embodiment will be described.

When the wheel 2 is steered left and right by receiving the steering force from the tie rod 20 via the knuckle member 1, the lower end side of the knuckle member 1, that is, the instantaneous rotation center point of the lower arm 4, constitutes the lower arm 4. Book link member 1
This is the intersection O1 between the axes 1 and 12 (see FIG. 3). In addition, the instantaneous rotation center point on the upper end side of the knuckle member 1 rotates around the vertical axis 23 which is a connection axis with the upper joint 21 and the damper device 6,
A straight line L1 connecting the vehicle body connecting point at the upper end of the damper device 6 (the center point of the rubber mount 36) and the vehicle body connecting point of the upper arm 5 (the center point of the rubber bush 32) with the structure composed of the upper joint 21 and the upper arm 5 ( (See FIG. 2). Since it is rotated around, it becomes an intersection O2 between the axis extension line L2 of the vertical shaft 23 and the straight line L1. Therefore, the virtual kingpin axis is defined by the two intersections O1 and O2.
The virtual kingpin axis L3
On the rotational center line L5 of the wheel 2 passes slightly inside the vehicle body than the center line L4 in the width direction of the wheel 2, and on the contact surface of the wheel 2, the width of the wheel 2 is slightly negative kingpin offset (-△). Since the vehicle approaches the ideal vehicle passing slightly outside the vehicle body than the direction center L4, the suspension performance can be improved.

Further, the lower end of the damper device 6 is connected to the upper end of the knuckle member 1 via the upper joint 21 and does not extend downward to near the rotation center line L5 of the wheel 2, so that the damper device 6 and the drive shaft And do not interfere. Therefore, it is not necessary to adopt a special structure for avoiding the interference, and the structure can be simplified, and the device can be reduced in size and weight. Further, since the vertical load acting on the wheel 2 is input to the damper device 6 at a ratio of substantially the lever ratio of 1, the damper device 6 is required to generate a damping force corresponding to the vertical load. It is not particularly necessary to increase the size, and it is possible to further reduce the size and weight.

Further, since only one connection point of the upper arm 5 with the vehicle body is required, the degree of freedom in layout can be increased accordingly.

In addition, the arm 38a of the bracket 38 fixed to the lower end of the damper device 6 and the front-rear shaft 39
And the arm portion 38a
Are not directly pivotally attached to the front-rear shaft 39, but each arm portion 38 a and the inner cylinder 40 of the upper joint 21 are rigidly connected via a sleeve 42, respectively, and the front-rear shaft 39 is attached to the sleeve 42 and the inner cylinder 40. Because of the inserted configuration, the arm 38 with respect to the upper joint 21
There is no backlash or slippage at the connecting part of a.
Since the vibration due to the swing of 8a is not directly transmitted to the front-rear shaft 39, the nut 43 fastened to the front-rear shaft 39 is not likely to be loosened by the vibration.

Further, before the rubber bush 33 and the front-rear shaft 39 are mounted, the sub-assembly is performed with the arm 38a at the lower end of the damper device 6 attached to the inner cylinder 40 of the upper joint 21 via the sleeve 42. Therefore, there is also an advantage that the ease of assembling the suspension device is improved.

The embodiment will be further described. First, as shown in FIG. 5, the upper and lower shafts 23 of the upper joint 21 are provided so as to protrude upward from the upper end of the wheel supporting member 1. The lower shaft 23 is set at the lower part of the upwardly protruding portion from the wheel support member 1, that is, at a position as close as possible to the wheel support member 1. As shown in FIG. , The damper device 6 (the second boss portion 21e serving as a support portion) and the rubber bush 32 serving as a connecting portion of the upper arm 5 to the vehicle body at one point are located on substantially the same straight line in the vehicle width direction. . The pair of front and rear arms 38 a is connected to the front and rear shafts 39 at substantially equal intervals in the front and rear direction with respect to the upper joint 21.
Further, the upper arm 5 is shaped so as to bypass the damper device 6 in the front-rear direction in order to avoid interference with the damper device 6, and the shape of the bypass portion is set as a forked shape in the embodiment.

Next, when the vertical shaft 23 is inclined with respect to the vertical direction (vertical direction) and the longitudinal axis 39 is inclined with respect to the horizontal direction or the longitudinal direction of the vehicle body, respectively, About the effect,
This will be described with reference to FIG.

As shown in FIG. 8 (a), when the vertical shaft 23 is inclined backward with respect to the vertical direction when viewed from the side of the vehicle body, the upper end of the wheel 2 becomes 2
By turning around 3, the caster angle of the wheel 2 increases (see FIG. 8B). Further, the camber angle of the wheel 2 changes in the negative direction as the caster angle increases.

As shown in FIG. 9A, when the vertical shaft 23 is inclined forward with respect to the vertical direction when viewed from the side of the vehicle body, the upper end of the wheel 2 is
By turning around 3, the caster angle of the wheel 2 is reduced (see FIG. 9B). In addition, the camber angle of the wheel 2 changes in the positive direction as the caster angle decreases.

As shown in FIG. 10, when the vertical shaft 23 is inclined toward the inside of the vehicle body when viewed from the front-rear direction of the vehicle body, the same change as in FIG. The caster angle increases.

As shown in FIG. 11, when the upper and lower shafts 23 are inclined to the outside of the vehicle body when viewed from the front and rear direction of the vehicle body, the same change as in FIG. The caster angle decreases.

As shown in FIG. 12A, when the front-rear shaft 39 is inclined forward and upward with respect to the horizontal direction when viewed from the side of the vehicle body, when the wheel 2 is bumped, the upper end of the wheel 2 is Since it rotates around 39, the caster angle of the wheel 2 decreases (see FIG. 12B). The caster angle of the wheel 2 also decreases when the wheel 2 rebounds.

As shown in FIG. 13 (a), when the front-rear shaft 39 is inclined forward and downward with respect to the horizontal as viewed from the side of the vehicle body, when the wheel 2 is bumped, the upper end of the wheel 2 is Since the wheel 2 rotates around 39, the caster angle of the wheel 2 increases (see FIG. 13B). Also, when the wheel 2 rebounds, the caster angle of the wheel 2 increases.

As shown in FIG. 14 (a), when the front-rear shaft 39 is inclined forward and inward with respect to the vehicle front-rear direction when viewed from above the vehicle body, the upper end of the wheel 2 Since the wheel 2 rotates around the axis 39, the caster angle of the wheel 2 decreases (see FIG. 14B). Also, wheel 2
Also at the time of rebound, the caster angle of the wheel 2 decreases.

As shown in FIG. 15 (a), when the front-rear shaft 39 is inclined forward and outward with respect to the front-rear direction of the vehicle body when viewed from above the vehicle body, when the wheel 2 is bumped, the upper end side of the wheel 2 By rotating around the shaft 39, the caster angle of the wheel 2 increases (see FIG. 15B). Also, wheel 2
When the vehicle rebounds, the caster angle of the wheel 2 also increases.

In the above embodiment, the upper joint 21, the upper arm 5, and the damper device 6 are used.
Is connected around a single front-rear shaft 39 extending in the vehicle front-rear direction. The upper joint 21 is connected to the lower end of the damper device 6 so as to be vertically swingable about the front-rear shaft. May be pivotally attached to the upper joint 21 and the damper device 6 so as to be able to swing up and down around a connecting shaft different from the connecting shaft.

Further, the present embodiment is a case where the present invention is applied to a suspension device for a front wheel of an FF type vehicle. However, it is needless to say that the present invention can be applied to suspension devices of various vehicles.

[Brief description of the drawings]

FIG. 1 is a perspective view of a suspension device according to an embodiment of the present invention.

FIG. 2 is a front view showing a part of the vehicle body as viewed from the front, in section.

FIG. 3 is a plan view of the same.

FIG. 4 is a side view of the same.

FIG. 5 is a sectional view showing a connection structure between a knuckle member and an upper joint.

FIG. 6 is a sectional view showing a connection structure between an upper joint, an upper arm, and a damper device.

FIG. 7 is an enlarged sectional view showing a main part of FIG. 6;

FIG. 8 is an explanatory diagram for explaining an effect of a tilt of a vertical axis on a wheel alignment of a wheel.

FIG. 9 is an explanatory view of the same.

FIG. 10 is an explanatory view of the same.

FIG. 11 is an explanatory view of the same.

FIG. 12 is an explanatory diagram for describing an effect of a tilt of a front-rear axis on a wheel alignment of a wheel.

FIG. 13 is an explanatory view of the same.

FIG. 14 is an explanatory view of the same.

FIG. 15 is an explanatory view of the same.

[Explanation of symbols]

1: Knuckle member (wheel support member) 2: Wheel (front wheel) 4: Lower arm 5: Upper arm 6: Damper device 11, 12: Link member 21: Upper joint 21e: Second boss portion (support portion for front and rear shaft) 23 : Upper and lower shafts 32: Rubber bush (connection part of the upper arm to the vehicle body at one point) 38 a: A pair of front and rear arms 39: Front and rear shafts

Claims (8)

[Claims] 1. A wheel support member rotatably supporting a wheel, a lower arm having one end connected to a lower end of the wheel support member and the other end connected to a vehicle body, and a wheel support provided at an upper end of the wheel support member. An upper joint connected to the member so as to be rotatable only around the vertical axis, an upper end connected to the vehicle body, and a lower end connected to the upper joint such that the lower end is rotatable only around the front-rear axis with respect to the upper joint; And a damper device, one end of which is supported so as to be rotatable only on the longitudinal axis or around the longitudinal axis with respect to the upper joint,
An upper arm having the other end connected to the vehicle body at one point; a lower end of the damper device is formed with a pair of front and rear arm portions independently extending on both front and rear sides of the upper joint; A vehicle suspension device, wherein a lower end is connected to the upper joint so as to be rotatable only around the front-rear axis by connecting the pair of arms to the front-rear axis. 2. The vehicle according to claim 1, wherein a vertical axis extending in a vertical direction of the upper joint is set to extend upward from an upper end of the wheel supporting member. A support portion for the front-rear shaft is formed, and the height position of the support portion in the vertical direction is a position close to the upper end of the wheel support member below the protruding portion of the vertical shaft protruding from the upper end of the wheel support member. A suspension device for a vehicle, which is set as follows. 3. The vehicle according to claim 1, wherein a support portion of the front-rear shaft is formed on an inner side of the upper joint in a vehicle width direction, and when viewed in a plan view, the upper joint, the support portion and the support portion in the vehicle width direction. A suspension device for a vehicle, wherein the suspension device and the damper device are set so as to be located on substantially the same straight line. 4. The vehicle according to claim 1, wherein a support portion for the front-rear shaft is formed on an inner side of the upper joint in a vehicle width direction, and the pair of front and rear arms are substantially equal to the support portion in the front-rear direction. Connected to the longitudinal axis so as to be spaced,
A suspension device for a vehicle, comprising: 5. A wheel supporting member for rotatably supporting a wheel, a lower arm having one end connected to a lower end of the wheel supporting member and the other end connected to a vehicle body, and a wheel supporting member mounted on an upper end of the wheel supporting member. An upper joint connected to the member so as to be rotatable only around the vertical axis, an upper end connected to the vehicle body, and a lower end connected to the upper joint such that the lower end is rotatable only around the front-rear axis with respect to the upper joint; And a damper device, one end of which is supported so as to be rotatable only on the longitudinal axis or around the longitudinal axis with respect to the upper joint,
An upper arm having the other end connected to the vehicle body at one point, and when viewed in a plan view, the upper joint, the damper device, and a connection portion of the upper arm at one point with respect to the vehicle body are substantially co-linear in the vehicle width direction. A suspension device for a vehicle, wherein the suspension device is set to be located in a vehicle. 6. The front and rear shaft support portion according to claim 5, wherein a support portion of the front / rear shaft is formed on an inner side in the vehicle width direction of the upper joint, and a pair of front and rear portions are provided at a lower end of the damper device so as to sandwich the upper joint from the front / rear direction. The lower end of the damper device is connected to the upper joint so as to be rotatable only around the front-rear axis by connecting the pair of arm parts to the front-rear axis. A suspension device for a vehicle, comprising: 7. A wheel support member rotatably supporting a wheel, a lower arm having one end connected to a lower end of the wheel support member and the other end connected to a vehicle body, and a wheel support provided at an upper end of the wheel support member. An upper joint connected to the member so as to be rotatable only around the vertical axis, an upper end connected to the vehicle body, and a lower end connected to the upper joint such that the lower end is rotatable only around the front-rear axis with respect to the upper joint; And a damper device, one end of which is supported so as to be rotatable only on the longitudinal axis or around the longitudinal axis with respect to the upper joint,
An upper arm having the other end connected to the vehicle body at a single point, and when viewed in a plan view, the connection portion of the upper arm at one point with respect to the vehicle body is set on a vehicle width direction line passing through the upper joint. A suspension device for a vehicle. 8. The vehicle according to claim 7, wherein when viewed in a plan view, the damper device is located on an inner side in the vehicle width direction than the upper joint and on the vehicle width direction line passing through the upper joint. A suspension device for a vehicle, wherein the suspension device is formed so as to bypass the damper device in the front-rear direction so as not to interfere with the damper device.