JP2008207771A - Torsion beam type suspension - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a torsion beam type suspension capable of enhancing rigidity in relation to a lateral force without causing the impairement of riding comfort to correct a toe-out tendency. <P>SOLUTION: One-side ends of Panhard rods 8L and 8R are three-dimensionally and rotatably connected to vicinities of rear ends of right and left trailing arms 4L and 4R. A rotary arm 9 rotatable with a shaft c substantially going along a vehicle width direction as a center is fixed and installed to a vehicle body. Other ends of the Panhard rods 8L and 8R are three-dimensionally and rotatably connected to the rotary arm 9. By the Panhard rods 8L and 8R and the rotary arm 9, the lateral force acting on rear wheels 2L and 2R is received, and the oscillation of the same phase and the reverse phase of the trailing arms 4L and 4R is permitted. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a torsion beam suspension used as a suspension mechanism for a rear wheel of a vehicle.

  The torsion beam type suspension used for vehicle rear wheel suspension, etc. has a front end portion of the left and right trailing arms that is substantially along the longitudinal direction of the vehicle body supported by the vehicle body through a rubber bush so as to be swingable. The left and right axles are pivotally supported by each other, and the left and right trailing arms are coupled to each other by a cross beam substantially along the vehicle width direction (see, for example, Patent Document 1).

In this torsion beam suspension, the left and right trailing arms are connected to each other by cross beams, so the left and right trailing arms are stable when the vehicle vibrates up and down without tilting left and right. If the vehicle body swings in the same phase and the vehicle body tilts to the left and right, the cross beam is twisted and the left and right trailing arms swing in the opposite phase.
Japanese Patent Publication No. 5-69002

  In such a torsion beam suspension, the left and right trailing arms are stably swung in the same phase during bouncing to maintain high straight running stability, and the left and right trailing arms are swung in opposite phases during turning. While having the advantage that the characteristics can be maximized, the front ends of the left and right trailing arms are supported by the vehicle body with bushes, so the rigidity is low for large lateral forces during sudden turns, etc. Prone to toe out. For this reason, in this type of torsion beam type suspension, it is necessary to cope with this problem by increasing the rubber hardness of the bush. However, if the rubber hardness of the bush is increased, there is a contradictory problem that the ride comfort is lowered.

  Therefore, the present invention is intended to provide a torsion beam type suspension that can increase the rigidity against the lateral force without reducing the ride comfort and correct the toe-out tendency.

The invention according to claim 1, which solves the above-mentioned problem, is arranged along the substantially front-rear direction of the vehicle body, and the front end side is rotated to the vehicle body via a bush (for example, a rubber bush 3 in an embodiment described later). A pair of left and right trailing arms (for example, trailing arms 4L, 4R in the embodiments described later) that are freely supported and support the wheels (for example, rear wheels 2L, 2R in the embodiments described later) on the rear end side. ) And a cross beam (for example, a cross beam 5 in an embodiment to be described later) that interconnects the left and right trailing arms substantially along the vehicle width direction. A pair of left and right panar rods (for example, panners in the embodiments described later) connected to the rear end of the ring arm in a three-dimensionally rotatable manner. And a rotation arm (for example, a rotation arm 9 in an embodiment described later) that is rotatable about an axis substantially along the vehicle width direction is fixedly installed on the vehicle body, and the pair of left and right The other end of the Panard rod is connected to the rotating arm so as to be three-dimensionally rotatable.
As a result, when the vehicle vibrates up and down without tilting left and right, the rotating arm receives the force in the same direction from the left and right panar rods, and swings up and down in synchronization with both trailing arms. Therefore, the left and right trailing arms swing smoothly in the same phase without being hindered by the panar rod. In addition, when the vehicle is tilted to the left and right, the left and right trailing arms are pivotally displaced upside down around the bush at the front end, and accordingly the torsion around the pivot arms of the left and right Panard rods The angle increases. When the twist angle between the left and right panar rods increases in this way, the inclination angle formed by the two panal rods in the three-dimensional space gradually decreases, so that the displacement of the rear ends of the left and right trailing arms is allowed. become. Therefore, the left and right trailing arms swing smoothly in reverse phase without being hindered by the panar rod. Further, when a lateral force is input to the tire when the vehicle turns, the lateral force is supported by the vehicle body via the panar rod and the rotating arm.

The invention according to claim 2 is arranged along substantially the front-rear direction of the vehicle body, and the front end side is pivotally supported by the vehicle body via a bush (for example, a rubber bush 3 in an embodiment to be described later). A pair of left and right trailing arms (for example, trailing arms 104L and 104R in the embodiments described later) for supporting the wheels (for example, rear wheels 2L and 2R in the embodiments described later) on the rear end side, A torsion beam suspension including a cross beam (for example, a cross beam 105 in an embodiment described later) that interconnects trailing arms with each other substantially along the vehicle width direction. A beam piece extending from the arm (for example, a beam piece 20L in an embodiment described later) and the other trailing door A beam piece (for example, a beam piece 20R in an embodiment described later) and a hinge member (for example, a beam member connected to both the beam pieces so as to be rotatable about one axis) And a pivoting arm (for example, a pivoting arm 9 in an embodiment described later) that is rotatable about an axis substantially along the vehicle width direction is fixed to the vehicle body. The hinge member is installed and connected to the rotating arm so as to be three-dimensionally rotatable.
As a result, when the vehicle vibrates up and down without tilting left and right, the beam pieces and hinge members of the left and right trailing arms are rotated through the hinge members while facing the direction substantially along the vehicle width direction. Swing the moving arm up and down. Therefore, the left and right trailing arms swing smoothly in the same phase without being hindered by the rotating arms. Also, when the vehicle is tilted left and right, one trailing arm pivots and displaces the rear end up around the front end bushing, while the other trailing arm similarly pushes the front end bushing. The rear end side pivots and displaces downward from the center, and accordingly, the beam pieces extending to the left and right trailing arms are tilted to the left and right around the connecting portion between the hinge member and the swing arm, and Twist about one axis. Therefore, the left and right trailing arms swing smoothly in the opposite phase without being hindered by the rotating arms. Further, when a lateral force is input to the tire when the vehicle turns, the lateral force is supported by the vehicle body via the hinge member and the rotating arm.

  According to the first aspect of the present invention, by the action of the panard rod and the pivot arm, the left and right trailing arms can smoothly swing in the same phase when the vehicle body vertically vibrates and in the opposite phase when the vehicle body tilts left and right. The lateral force input from the wheel to the trailing arm can be supported by the vehicle body, and the rigidity against the lateral force is improved and the toe-out tendency is increased without increasing the rigidity of the bush at the front end of the trailing arm. Can be improved. Therefore, by setting the rigidity of the bush sufficiently low, it is possible to improve the responsiveness and stability of the vehicle by improving the rigidity against the lateral force and improving the toe-out tendency while maintaining a good riding comfort.

  According to the second aspect of the present invention, the swinging of the left and right trailing arms during the vertical vibration of the vehicle body and the reverse phase of the rocking when the vehicle body is tilted are smoothly smoothed by the action of the hinge member and the rotating arm. The lateral force input from the wheel to the trailing arm can be supported by the vehicle body, and the rigidity against the lateral force is improved and the toe-out tendency is increased without increasing the rigidity of the bush at the front end of the trailing arm. Can be improved. Therefore, by setting the rigidity of the bush sufficiently low, it is possible to improve the responsiveness and stability of the vehicle by improving the rigidity against the lateral force and improving the toe-out tendency while maintaining a good riding comfort.

  Embodiments of the present invention will be described below with reference to the drawings. In the following description, unless otherwise specified, up and down and left and right mean up and down and left and right with respect to the vehicle body, and front and rear mean front and rear with respect to the vehicle forward direction.

First, a first embodiment of the present invention shown in FIGS. 1 to 4 will be described. In addition, the arrow F in a figure shall point out the vehicle front.
In the drawings, reference numeral 1 denotes a torsion beam suspension (hereinafter simply referred to as “suspension 1”) according to the present invention, and reference numerals 2L and 2R denote left and right rear wheels attached to the suspension 1.
The suspension 1 has a pair of left and right trailing arms 4L, 4R whose front end is swingably attached to the vehicle body 10 via a rubber bush 3, and extends in the vehicle width direction so that these trailing arms 4L, 4R are connected to each other. The cross wheels 5 are connected to each other, and the rear wheels 2L and 2R are pivotally supported in the vicinity of the rear ends of the trailing arms 4L and 4R.

  Each of the left and right trailing arms 4L and 4R is formed in a substantially U shape slightly bent in the vehicle body inner direction, and an axle mounting portion for supporting the rear wheels 2L and 2R on the outer surface in the vehicle width direction of the rear end portion. 6 and a cylindrical bush mounting portion 7 into which the rubber bush 3 is press-fitted and fixed to the front end portion. Further, the inner edge of the trailing end of each trailing arm 4L, 4R in the vehicle width direction is the lower end of a suspension spring (not shown) and a hydraulic damper that are interposed between the vehicle body 10 (see FIG. 3). It comes to support.

  The cross beam 5 is disposed in the vicinity of the front end portions of the trailing arms 4L and 4R, and is capable of being twisted and deformed to allow the trailing arms 4L and 4R to swing in the opposite phase. It is made of pipe material.

  In addition, one end of each of the panal rods 8L and 8R having the same length is connected to the rear end portions of the left and right trailing arms 4L and 4R so as to be three-dimensionally rotatable. Hereinafter, these connecting portions are referred to as “connecting portion a” and “connecting portion b”.

Further, the vehicle 10 can be pivoted about an axis c along the vehicle width direction at a substantially intermediate position in the vehicle width direction behind the attachment position (position of the rubber bush 3) on the front end side of the trailing arms 4L and 4R of the vehicle body 10. A rotating arm 9 is fixedly installed. The pivot arm 9 is arranged with its tip end side facing the rear side of the vehicle body about the axis c, and the other ends of the left and right panar rods 8L and 8R are connected to the tip end so as to be three-dimensionally rotatable. ing. Hereinafter, the respective connecting portions are referred to as “connecting portions d and e”.
In the initial state in which the vehicle does not move up and down or tilt, the Panard rods 8L and 8R are inclined at a predetermined angle with respect to the front and the bottom of the vehicle as shown in FIGS. It has become. The Panard rods 8L, 8R have lengths and connecting points to the rotating arm 9 so that the connecting portions a, b, d, e are not always aligned on the same straight line regardless of the displacement of the trailing arms 4L, 4R. The position is set.

When a vehicle equipped with the suspension 1 vibrates up and down without tilting left and right, the Panard rods 8L and 8R move up and down together with the rear end portions of the left and right trailing arms 4L and 4R via the connecting portions a and b. At this time, since the rear end portions of the left and right trailing arms 4L and 4R are displaced in the same direction up and down, the rotating arms are connected via the other connecting portions d and e of the two panal rods 8L and 8R. 9 rotates in the same direction as the trailing arms 4L and 4R. For this reason, the left and right trailing arms 4L, 4R smoothly swing in the same phase without being inhibited by the panar rods 8L, 8R. Note that the trailing ends of the trailing arms 4L and 4R are caused by the fact that the turning center (rubber bush 3) of the trailing arms 4L and 4R and the turning center (axis c) of the turning arm 9 are shifted in the longitudinal direction of the vehicle body. A change in the relative position of the head and the tip of the rotating arm 9 is allowed by appropriately changing the angle formed by the Panard rods 8L and 8R and the rotating arm 9 as shown in FIG.
Therefore, in this suspension 1, when the vehicle vibrates up and down without tilting, the trailing arms 4L and 4R can be smoothly swung in the same phase to maintain high straight running stability.

Further, when the vehicle is tilted to the left or right during turning, the left and right trailing arms 4L and 4R are rotated and displaced in the opposite directions around the rubber bush 3 at the front end, and accordingly the left and right trays are moved. The separation distance between the rear ends of the ring arms 4L and 4R changes. At this time, if the left and right trailing arms 4L and 4R are rotated in the opposite directions, the panal is moved by the three-dimensional rotational displacement of the respective panal rods 8L and 8R via the connecting portions a, d and b and e. The torsion angle between the rods 8L and 8R increases, and accordingly, the inclination angle formed by the two panal rods 8L and 8R in the three-dimensional space gradually decreases, and the separation distance between the rear ends of the left and right trailing arms 4L and 4R Increases. For this reason, the left and right trailing arms 4L and 4R smoothly swing in the reverse phase without being hindered by the panar rods 8L and 8R.
Therefore, in this suspension 1, when the vehicle is inclined, the trailing arms 4L and 4R can be smoothly swung in the opposite phase to maximize the tire performance.

As described above, the suspension 1 can obtain the same basic characteristics as those of the conventional torsion beam type suspension. Furthermore, when a large lateral force acts on the rear wheels 2L and 2R during turning or the like, The lateral force is reliably supported by the vehicle body 10 via the panard rods 8L and 8R and the rotating arm 9. That is, the lateral force applied to the rear ends of the trailing arms 4L and 4R from the rear wheels 2L and 2R is input to the rotating arm 9 via the panar rods 8L and 8R. Since the vehicle body 10 is fixedly installed in a state in which displacement in the vehicle width direction is restricted, the lateral force input from the Panard rods 8L and 8R can be reliably received. Therefore, this makes it possible to increase the contact point rigidity that is important for the responsiveness of the vehicle, and to force a toe angle that is important for the stability of the vehicle to a toe-in tendency.
And since this suspension 1 can receive a lateral force reliably by the panar rods 8L and 8R and the pivot arm 9, the rigidity of the rubber bush 3 attached to the front ends of the trailing arms 4L and 4R is sufficient. By setting it to a low value, the ride comfort of the vehicle can be improved.

  In the suspension 1, the change in the toe angle during the up / down stroke of the rear wheels 2L, 2R can be adjusted by setting the inclination angles of the panal rods 8L, 8R with respect to the rotating arm 9 in the initial state.

  Next, a second embodiment of the present invention shown in FIGS. 5 and 6 will be described. In addition, the arrow F in a figure shall point out the vehicle front.

  In the drawings, reference numeral 101 denotes a torsion beam suspension (hereinafter simply referred to as “suspension 101”) according to the present invention. The suspension 101 is supported at the front end of trailing arms 104L and 104R disposed substantially along the longitudinal direction of the vehicle on the left and right sides of the vehicle so as to be swingable on the vehicle body via the rubber bush 3. The rear wheels 2L and 2R are supported at the rear end portion of 104R. Further, beam pieces 20L and 20R extending toward the inner side in the vehicle width direction are integrally formed at the rear end portions of the trailing arms 104L and 104R, and the tip portions of both the beam pieces 20L and 20R are hinge members 21. Are connected to the same axis so as to be rotatable. That is, the hinge member 21 is interposed between the beam pieces 20L and 20R, and couples the beam pieces 20L and 20R so as to be rotatable about one axis. The hinge member 21 has a substantially triangular arm 22 extending outward in the radial direction. The hinge member 21 constitutes a cross beam 105 that connects the body portions of the trailing arms 104L and 104R together with the beam pieces 20L and 20R on both sides.

  On the other hand, a pivot arm 9 that is pivotable about an axis c along the vehicle width direction is fixedly installed at a position behind the hinge member 21 of the vehicle body. The pivot arm 9 is arranged with its tip end side facing the front of the vehicle body about the axis c, and an arm 22 of the hinge member 21 is connected to the tip end of the pivot arm 9 so as to be three-dimensionally rotatable. Hereinafter, each connecting portion is referred to as a “connecting portion f”. In the initial state where the vehicle does not move up and down or tilt, the arm 22 of the hinge member 21 and the rotating arm 9 are tilted by a predetermined angle as shown in FIG.

In the above configuration, when the vehicle vibrates up and down without tilting, the beam pieces 20L and 20R of the left and right trailing arms 104L and 104R and the hinge member 21 are arranged in the direction along the vehicle width direction, The left and right trailing arms 104 </ b> L and 104 </ b> R are integrally displaced up and down, and the turning arm 9 connected to the hinge member 21 via the connecting portion f rotates together with the up-and-down displacement of the hinge member 21. For this reason, the left and right trailing arms 104L and 104R smoothly swing in the same phase without being hindered by the hinge member 21 and the rotating arm 9. It should be noted that the pivot center (rubber bush 3) of the trailing arms 4L and 4R and the pivot center (axis c) of the pivot arm 9 are displaced in the longitudinal direction of the vehicle body and the connecting portion of the axis center of the hinge member 21. The change in the relative position of f is allowed by appropriately changing the inclination angles of the arm 22 of the hinge member 21 and the rotating arm 9.
Therefore, the vehicle employing this suspension 101 can maintain high straight running stability.

  Further, when the vehicle is tilted to the left or right during turning, the left and right trailing arms 104L and 104R are pivotally displaced in the opposite directions around the rubber bush 3 at the front end, and accordingly the left and right beams The pieces 20L and 20R are inclined to the left and right of the vehicle body about the connecting portion f between the rotation arm 9 and the hinge member 21 and are relatively rotated (twisted) about the axis c of the hinge member 21. For this reason, the left and right trailing arms 104L and 104R are smoothly swung in reverse phase without being hindered by the hinge member 21 and the rotating arm 9. Therefore, in a vehicle employing this suspension 101, tire performance can be maximized when turning.

  The suspension 101 can obtain the basic characteristics described above, and when a large lateral force acts on the rear wheels 2L and 2R during turning or the like, the suspension 101 is used to transfer the lateral force to the hinge member 21 and the rotating arm 9. It can be reliably supported by the vehicle body. Therefore, in this suspension 101, it is possible to improve the contact point rigidity and correct the toe-out tendency by reliably receiving the lateral force while setting the rigidity of the rubber bush 3 sufficiently low. It is possible to achieve both comfort performance and vehicle response and stability.

  In addition, this invention is not limited to said embodiment, A various design change is possible in the range which does not deviate from the summary.

The top view of the suspension of a 1st embodiment of this invention. The rear view of the suspension of the embodiment. The typical sectional view showing the embodiment and corresponding to Drawing 1A-A section. The typical perspective view of the suspension of the embodiment. The typical perspective view of the suspension of a 2nd embodiment of this invention. FIG. 3 is a schematic cross-sectional view of the suspension according to the embodiment.

Explanation of symbols

1,101 ... Torsion beam suspension 2L, 2R ... Rear wheels (wheels)
3 ... Rubber bush (bush)
4L, 4R, 104L, 104R ... Trailing arm 5, 105 ... Cross beam 8L, 8R ... Panar rod 9 ... Rotating arm 20L, 20R ... Beam piece 21 ... Hinge member

Claims (2)

A pair of left and right trailing arms arranged along substantially the front-rear direction of the vehicle body, the front end side being pivotally supported on the vehicle body via a bush and supporting the wheels on the rear end side;
In a torsion beam type suspension comprising a cross beam that interconnects the left and right trailing arms substantially along the vehicle width direction,
While providing a pair of left and right panar rods, one end of which is three-dimensionally connected in the vicinity of the rear end of each trailing arm,
A rotating arm that can be rotated around an axis that is substantially along the vehicle width direction is fixedly installed on the vehicle body,
A torsion beam type suspension characterized in that each of the other end portions of the pair of left and right panar rods is connected to this rotating arm so as to be three-dimensionally rotatable. A pair of left and right trailing arms arranged along substantially the front-rear direction of the vehicle body, the front end side being pivotally supported on the vehicle body via a bush and supporting the wheels on the rear end side;
In a torsion beam type suspension comprising a cross beam that interconnects the left and right trailing arms substantially along the vehicle width direction,
The cross beam is coupled to a beam piece extending from one of the left and right trailing arms, a beam piece extending from the other trailing arm, and the two beam pieces so as to be rotatable about one axis. And a hinge member that couples both beams to each other,
A rotating arm that can be rotated around an axis that is substantially along the vehicle width direction is fixedly installed on the vehicle body,
A torsion beam suspension characterized in that the hinge member is connected to the rotating arm so as to be three-dimensionally rotatable.

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