JP2002362122A - Front suspension device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a front suspension device for improving the layout of a vehicle, improving riding comfort and preventing a decrease in control stability by securing lateral rigidity and camber rigidity. SOLUTION: A transverse link 10 has an axial line P1 connecting a wheel side mounting portion 10a and a body side mounting portion 10b and extending in the approximately cross direction of the vehicle. A compression rod 12 has a wheel side mounting portion 12a located on the front side of a vehicle body with respect to a body side mounting portion 12b and located on the upper side of the vehicle body than the body side mounting portion 12b. The wheel side mounting portion 12a of the compression rod 12 is located on the upside of the vehicle body with respect to the wheel side mounting portion 10a of the transverse link 10.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a lower double joint type front suspension device.

[0002]

2. Description of the Related Art As a lower double joint type front suspension device, for example, Japanese Patent No. 2823854 (Japanese Patent Application Laid-Open No. 01-44308: hereinafter referred to as the first prior art) and Japanese Patent Application Laid-Open No. 05-92711 (hereinafter, referred to as Japanese Patent Application Laid-Open No. 05-92711). , A second prior art). In the first prior art front suspension device, an upper link arm is connected between an upper portion of a hub carrier (wheel supporting member) that rotatably supports wheels and a vehicle body. Further, a wheel-side mounting portion of two lower links separated from each other in the vehicle front-rear direction is connected to a lower portion of the wheel support member, and the vehicle-side mounting portions of these lower links are rotatably connected to the vehicle body. I have. One of the lower links located at the rear of the vehicle body is arranged to extend substantially linearly in the vehicle width direction,
The other lower link located in front of the vehicle body is disposed extending obliquely forward of the vehicle body so as to also act as a radius rod.

In the front suspension device of the second prior art, an upper arm of an A-shaped arm is connected between an upper portion of a carrier (wheel supporting member) for rotatably rotating wheels and a vehicle body. Further, a lower mounting portion of a front lower arm and a rear lower arm, which are separated from each other in a front-rear direction of the vehicle body, are connected to a lower portion of the wheel support member at the same height position in the vehicle vertical direction. The mounting portion is rotatably connected to the vehicle body.
The front lower arm is arranged so as to extend in the vehicle width direction, and the rear lower arm is arranged such that the vehicle body side mounting portion is located rearward of the vehicle body with respect to the wheel side mounting portion.

[0004]

In the first prior art, the other lower link located at the front of the vehicle body extends diagonally forward of the vehicle body, so that the vehicle in the front overhang region of the vehicle body. The layout may be affected. In the second prior art, since the respective wheel-side mounting portions of the front lower arm and the rear rear arm are connected to the wheel support members at the same height position in the vehicle body vertical direction, the ride comfort when riding over the protrusion is improved. The improvement and the improvement of the lateral rigidity and the camber rigidity cannot be achieved at the same time.

The reason for this will be described below. In order to reduce the impact when the vehicle goes over the protrusion, it is necessary to adopt a geometry in which the locus of the wheel center shifts to the rear of the vehicle body with the bounding stroke. In order to realize this geometry, the front lower arm is arranged on the rear side of the vehicle body with respect to the wheels in consideration of the front overhang area which is a problem in the first conventional technique, and the mounting portion of the front lower arm on the vehicle body side is lowered. It is conceivable that the trajectory of the wheel center is shifted to the rear of the vehicle body by raising the wheel-side mounting portion.

However, there is a limit to lowering the mounting portion of the front lower arm on the vehicle body side from the viewpoint of securing a minimum ground clearance. On the other hand, when the wheel-side mounting portion of the front lower arm is raised, the vertical span between the wheel-side mounting portion and the wheel center is shortened. And the camber rigidity cannot be kept high, and there is a possibility that the steering stability is reduced.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to improve the layout of a vehicle, improve the riding comfort, and secure the lateral rigidity and camber rigidity to prevent a decrease in steering stability. It is an object of the present invention to provide a front suspension device capable of performing the following.

[0008]

According to a first aspect of the present invention, there is provided a front suspension device wherein a lower portion of a wheel supporting member for rotatably supporting a steered wheel is separated in a vehicle longitudinal direction. In a suspension device, which is rotatably supported on a vehicle body at two locations via a first lower link and a second lower link, respectively, the first lower link has a vehicle body-side mounting portion and a wheel-side mounting portion that are substantially car-mounted. A second lower member disposed so as to extend in the width direction and having a wheel-side mounting portion positioned forward of the vehicle-side mounting portion with respect to the first lower link in the vehicle front-rear direction with respect to the first lower link; A link is disposed, a wheel-side mounting portion of the second lower link is disposed above a wheel-side mounting portion of the first lower link in a vehicle body vertical direction, and a wheel side of the second lower link is disposed. Attach the mounting part Vehicle body vertical direction at substantially the same height, or disposed above the vehicle body side mounting portion of the lower link.

According to a second aspect of the present invention, in the front suspension device according to the first aspect, an axis connecting the vehicle-side mounting portion and the wheel-side mounting portion of the second lower link is a vehicle viewed from the front of the vehicle body. It extends so as to be inclined upward toward the outside in the width direction. According to a third aspect of the present invention, in the front suspension device according to the first or second aspect, the first lower link has a vehicle-body-side mounting portion and a wheel-side mounting portion extending horizontally in a substantially vehicle width direction. It was arranged as follows.

[0010]

According to the first aspect of the present invention, the first lower link extends horizontally substantially in the vehicle width direction, and the second lower link is provided at a position rearward of the first lower link in the vehicle longitudinal direction. The arrangement reduces the front overhang of the vehicle body. Therefore, the vehicle layout can be improved.

The wheel-side mounting portion of the second lower link is located above the vehicle body with respect to the wheel-side mounting portion of the first lower link, and the wheel-side mounting portion of the second lower link is also provided. Is disposed at approximately the same height or above in the vehicle body vertical direction with respect to the vehicle body side mounting portion of the second lower link, so that the second lower link can be mounted on the vehicle body side mounting portion of the second lower link when riding over a protrusion on the road surface. When an external force in the vertical direction is input, the external force causes the wheel-side mounting portion of the second lower link to move toward the rear of the vehicle body when viewed from the side of the vehicle body, and the locus of the wheel center shifts to the rear of the vehicle body. Thereby, the input in the front-rear direction of the steered wheels generated when the vehicle goes over the protrusion is reduced, and the shock over the protrusion can be reduced.

Further, the present invention does not have a structure in which the wheel-side mounting portion of the first lower link is raised above the vehicle body as in the conventional device, and therefore, the vehicle body vertical direction between the wheel-side mounting portion and the wheel center. Can be secured to a sufficient length, whereby the lateral rigidity and camber rigidity can be kept high, and a decrease in steering stability can be prevented.

Therefore, the layout of the vehicle can be improved, and the improvement of the riding comfort at the time of overcoming the protrusion and the improvement of the lateral rigidity and the camber rigidity can be achieved at the same time, so that a decrease in the steering stability can be prevented. According to the second aspect of the present invention, the wheel-side mounting portion of the second lower link is located above the vehicle body with respect to the wheel-side mounting portion of the first lower link. Since the axis connecting the vehicle body-side mounting part and the wheel-side mounting part of the link extends with an upward slope toward the outside in the vehicle width direction when viewed from the front of the vehicle body, when the vehicle goes over a bump on the road surface When an external force in the vertical direction is input to the vehicle-side mounting portion of the second lower link, the external force causes the wheel-side mounting portion of the second lower link to move rearward of the vehicle body in a side view of the vehicle body, and the locus of the wheel center moves rearward of the vehicle body. Geometry that moves to This allows
Similarly to the first aspect of the present invention, the input in the front-rear direction of the steered wheels generated when the vehicle goes over the protrusion is reduced, and the shock over the protrusion can be reduced.

As a result, similarly to the first aspect of the invention, the layout of the vehicle can be improved, and the improvement of the riding comfort at the time of overcoming the protrusion and the improvement of the lateral rigidity and the camber rigidity can be achieved at the same time. The drop can be prevented. Furthermore, according to the third aspect of the present invention, the first lower link extends horizontally substantially in the vehicle width direction, so that a minimum ground clearance can be secured.

[0015]

Embodiments of the present invention will be described with reference to the drawings. FIG. 1 to FIG. 3 are diagrams illustrating components of the front suspension device according to the present embodiment, and 2 is a knuckle as a wheel support member. The knuckle 2 is a wheel supporting member for rotatably supporting the left front wheel 4 (see FIGS. 2 and 3), which is one of the steered wheels. The upper end of the A-shaped upper link 6 is rotatably supported via a ball joint 8.

A transverse link 10 as a first lower link and a compression rod 12 as a second lower link are supported at the lower part of the knuckle 2 in the vertical direction of the vehicle so as to be steerable. Transverse link 10
Has a wheel-side end connected to a lower portion of the knuckle 2 via a ball joint 14 and a vehicle-body-side end connected to a vehicle body frame 17 as a vehicle body via a bush 16 so as to be vertically swingable.

The compression rod 12 has a wheel end connected to a lower portion of the knuckle 2 via a ball joint 18 and a vehicle body end connected to a vehicle body frame (not shown) via a bush 20. I have. A lower portion of the shock absorber 22 is connected to a position near the left front wheel 4 of the transverse link 10. Shock absorber 22
Has an upper end extending upward and supported by a vehicle body frame (not shown). A suspension spring 24 is mounted on the upper part of the shock absorber 22.

A knuckle arm (not shown) protrudes rearward of the knuckle 2 in the front-rear direction of the vehicle body, and a tie rod 26 of a steering device is connected to a tip end of the knuckle arm. Next, FIGS. 4 to 6 are diagrams schematically showing the front suspension device according to the present embodiment in a skeleton diagram. FIG. 4 is a plan view, FIG. 5 is a side view, and FIG. 6 is a front view of the vehicle body. FIG.

Here, the position where the end of the transverse link 10 on the wheel side is connected to the lower portion of the knuckle 2 via the ball joint 14 is referred to as the wheel-side mounting portion 10a of the transverse link 10, and the vehicle body of the transverse link 10 The position where the side end is connected to the vehicle body frame 17 via the bush 16 is referred to as a vehicle body-side mounting portion 10b of the transverse link 10. The position where the wheel-side end of the compression rod 12 is connected to the lower portion of the knuckle 2 via the ball joint 18 is defined as the wheel-side mounting portion 12a of the compression rod 12, and the compression rod 12
The position at which the vehicle body side end of the compression rod 12 is connected to the vehicle body side frame via the bush 20 is referred to as a vehicle body side attachment portion 12b of the compression rod 12. In these figures, the wheel center is indicated by WC, and the virtual kingpin axis is indicated by Lk.

As shown in these figures, in the transverse link 10 of the present embodiment, an axis P1 connecting the wheel side mounting portion 10a and the vehicle body side mounting portion 10b extends substantially in the vehicle width direction. Thereby, the transverse link 10 is disposed in front of the compression rod 12 in the vehicle body such that the positions of the wheel-side mounting portion 10a and the vehicle-body-side mounting portion 10b in the vehicle longitudinal direction and the vehicle vertical direction are substantially matched.

In the compression rod 12, the wheel-side mounting portion 12a is located on the vehicle body front side with respect to the vehicle-body-side mounting portion 12b, and the wheel-side mounting portion 12a is positioned above the vehicle body on the vehicle-body-side mounting portion 12b. It is arranged to be. In other words, the compression rod 12
An axis P2 connecting the wheel-side mounting portion 12a and the vehicle-body-side mounting portion 12b extends upward from the rear of the vehicle toward the front of the vehicle with an inclination (see side view in FIG. 5), and extends from the inside in the vehicle width direction. It extends with an upward inclination toward the outside in the vehicle width direction (see a front view of the vehicle body in FIG. 6).

The compression rod 12
The wheel-side mounting portion 12a is located above the vehicle body with respect to the wheel-side mounting portion 10a of the transverse link 10.
Next, the operation of the front suspension device having the above configuration will be described.
The effects and the like will be described. In the present embodiment, a wheel side mounting portion 10a and a vehicle body side mounting portion 1 of a transverse link 10 are provided.
0b in the vehicle longitudinal direction and the vehicle vertical direction are substantially matched, that is, the transverse link 10 is disposed in front of the compression rod 12 in a state of extending substantially in the vehicle width direction. Shortening can be realized. In addition, since the vehicle body side mounting portion 10b of the transverse link 10 is not located at the lower part in the vehicle body vertical direction, the minimum ground clearance can be secured. Therefore, the vehicle layout can be improved.

In this embodiment, the wheel-side mounting portion 12a of the compression rod 12 is located above the vehicle body with respect to the wheel-side mounting portion 10a of the transverse link 10, and the axis P2 of the compression rod 12 is Since it is arranged so as to be inclined upward from the rear toward the front of the vehicle body (extended with an inclined upward from the inside in the vehicle width direction to the outside in the vehicle width direction),
As shown in FIG. 7, when an external force F in the vertical direction is input to the compression rod 12 when riding over the protrusion, a rotational moment M1 in the windup direction is generated around the axis of the vehicle body-side mounting portion 12b of the compression rod 12, and the rotational moment M1 Compression rod 1 by
2 moves positively to the rear of the vehicle body, and the geometry of the wheel center WC shifts to the rear of the vehicle body. Thereby, the input in the front-rear direction of the left front wheel 4 generated when the vehicle goes over the protrusion is reduced, and the shock over the protrusion can be reduced.

Moreover, since the transverse link 10 extends substantially in the vehicle width direction, the transverse link 1
The vertical span (S shown in FIG. 7) between the wheel-side mounting portion 10a and the wheel center WC is secured to a sufficient length, whereby the lateral rigidity and camber rigidity can be kept high. A decrease in steering stability can also be prevented.

Therefore, the front suspension device of the present embodiment can improve the vehicle layout, and at the same time, improve the riding comfort when going over a protrusion and the lateral rigidity and camber rigidity, thereby improving the steering stability. The drop can be prevented. In the above embodiment, the case where the suspension spring 24 is attached to the shock absorber 22 is illustrated. However, the shock absorber 22 and the suspension spring 2
4 may be a separate type of front suspension device.

[Brief description of the drawings]

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

FIG. 2 is a schematic plan view of an embodiment according to the present invention.

FIG. 3 is a schematic side view of an embodiment according to the present invention.

FIG. 4 is a skeleton diagram in plan view of one embodiment according to the present invention.

FIG. 5 is a side view skeleton diagram of one embodiment according to the present invention.

FIG. 6 is a skeleton diagram of one embodiment according to the present invention as viewed from the front of the vehicle body.

FIG. 7 is a side view skeleton diagram for explaining the operation of the present invention.

[Explanation of symbols]

 2 Knuckle 4 Left front wheel (steering wheel) 6 A-type upper link 10 Transverse link (first lower link) 10a Wheel side mounting part 10b Vehicle side mounting part 12 Compression rod (second lower link) 12a Wheel side mounting part 12b Body side mounting part M1 Rotation moment P1 Axis of transverse link P2 Axis of compression rod WC Wheel center

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Atsushi Nakamura 2 Takaracho, Kanagawa-ku, Yokohama City, Kanagawa Prefecture Nissan Motor Co., Ltd. (72) Inventor Yoshihiro Kawabe 2 Takaracho 2 Kanagawa-ku, Yokohama City, Kanagawa Nissan Motor Co., Ltd. Terms (reference) 3D001 AA02 AA18 AA41 BA03 BA32 DA04

Claims (3)

[Claims] 1. A lower part of a wheel supporting member, which rotatably supports a steered wheel, in a vertical direction of a vehicle body, is rolled to a vehicle body via a first lower link and a second lower link at two locations separated in a vehicle longitudinal direction. In the suspension device supported in a rudder manner, the first lower link is disposed such that the vehicle body-side mounting portion and the wheel-side mounting portion extend substantially in the vehicle width direction, and the vehicle body is positioned relative to the first lower link. At a rear position in the front-rear direction, a second lower link having a wheel-side mounting portion positioned forward of the vehicle-body-side mounting portion in the vehicle front-rear direction is disposed, and the wheel-side mounting portion of the second lower link is the first The lower link is disposed above the wheel-side mounting portion of the lower link in the vehicle body vertical direction, and the wheel-side mounting portion of the second lower link is positioned in the vehicle body vertical direction with respect to the vehicle body-side mounting portion of the second lower link. At approximately the same height or above Front suspension system, characterized in that. 2. The front suspension device according to claim 1, wherein an axis connecting the vehicle-side mounting portion and the wheel-side mounting portion of the second lower link is upward toward the outside in the vehicle width direction when viewed from the front of the vehicle body. A front suspension device characterized by being extended with an inclination. 3. The front suspension device according to claim 1, wherein the first lower link is disposed such that a vehicle body-side mounting portion and a wheel-side mounting portion extend substantially horizontally in a vehicle width direction. A front suspension device.