JP2011020480A - Vehicular suspension - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enlarge a stroke amount of a bump of a suspension and a negative camber angle in bumping, and to improve steering stability. <P>SOLUTION: This vehicular suspension 31 includes a first link 36 with its one end supported to a lower arm 35 so as to be turnable around a vehicle longitudinal direction, a second link 37 connected so as to be turnable to the other end of the first link 36 and a lower end of a damper 34, respectively, and rotatable around the vehicle longitudinal direction, and a third link 38 connected so as to be turnable to the other end of the first link 36 and a knuckle 32n, respectively, and turnable around the vehicle longitudinal direction in which an attachment part at the knuckle side is arranged between the lower end of the damper 34 and an attachment part of the lower arm 35 to the knuckle 32n in a vehicle vertical direction. The suspension is arranged so that an angle formed of the first link 36 and the second link 37 inside in a vehicle width direction and an angle formed of the first link 36 and the third link 38 inside in the vehicle width direction in a flat road rest state become below 180°, respectively. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle suspension capable of obtaining a sufficient amount of bump stroke and a negative camber angle at the time of bump.

  Conventionally, the front suspension of a passenger car employs an independent suspension type in which the left and right front wheels can move independently in order to ensure excellent ride comfort and tire ground contact. As an independent suspension type configuration, there are a wishbone type suspension, a strut type suspension and the like.

As for the strut suspension, a super strut suspension for obtaining a camber angle is disclosed in Patent Document 1.
According to Patent Document 1, a camber that connects a suspension arm (lower arm) that rotatably supports a front wheel on one side with respect to a vehicle body and a connecting rod that is fixed to a lower end of a shock absorber that is fixed to a lower portion of the vehicle body. Control links are pivotally attached to the suspension arm and the connecting rod through ball joints, respectively.

JP-A-4-237611 (paragraphs 0011 to 0016, FIG. 1, FIG. 2, etc.)

By the way, in Patent Document 1, when the wheel moves upward with respect to the vehicle body, that is, when the shock absorber performs a bump stroke (compression operation), the shock absorber is compressed, so that it is fixed to the lower end of the shock absorber. Both connecting rods also move upward. In addition, the suspension arm (lower arm) whose one end is connected to the knuckle of the wheel mounting member moves the wheel upward, so that the end on the vehicle body side where the other end is rotatably connected is the turning center. Swings upward.
At this time, the camber control link having one end connected to the connecting rod and the other end connected to the suspension arm allows both the connecting rod and suspension arm to move upward, and the camber control of the connecting rod. The link mounting side end swings so as to be pulled inward in the vehicle width direction.

As a result, the amount of movement of the connecting point on the camber control link side of the connecting rod toward the inside of the vehicle width direction is made larger than the amount of movement of the attachment point on the knuckle side of the suspension arm during the bump stroke. The wheel can be configured to have a negative camber angle during the bump stroke.
However, if the bump stroke progresses and the camber control link swings to a state that is substantially perpendicular to the vehicle horizontal (vertical) direction, the camber control link moves in the direction in which the shock absorber is pulled downward thereafter. The control link will apply a force in the direction in which the shock absorber is extended, impeding the compression operation of the shock absorber. Therefore, the suspension cannot stroke after the camber control link is substantially vertical.

Therefore, in the mechanism of Patent Document 1, the camber control link may be short, and it is impossible to increase the suspension stroke.
In this way, a camber control like a super strut suspension is added to a conventional normal strut suspension, with a camber control arm having one end attached to the knuckle of the wheel mounting member and the other end attached to the suspension arm side. In the strut, there is a problem that the stroke of the suspension is smaller than that of a normal strut suspension.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle suspension capable of increasing the amount of bump stroke of the suspension, increasing the negative camber angle during the bump, and improving the steering stability.

  In order to achieve the above object, a vehicle suspension according to claim 1 of the present invention includes a knuckle that rotatably supports a wheel and a knuckle that is interposed between the knuckle and the vehicle body so that the knuckle is swingably supported by the vehicle body. A suspension for a vehicle including a lower arm that is disposed between a vehicle body and a knuckle and that cushions the impact of the vehicle body, wherein a first end of the vehicle suspension is supported so as to be rotatable around the vehicle longitudinal direction. A link, a second link rotatably connected to the other end of the first link and the lower end of the damper, and a second link rotatable around the vehicle longitudinal direction, and a second link rotatable to the other end of the first link and a knuckle. A third ring is connected and rotatable around the longitudinal direction of the vehicle, and the knuckle-side attachment portion is provided between the lower end of the damper and the attachment portion of the lower arm to the knuckle in the vertical direction of the vehicle. And an angle formed by the first link and the second link with respect to the inner side in the vehicle width direction, and an angle formed by the first link and the third link with respect to the inner side in the vehicle width direction. However, it arrange | positions so that it may become respectively less than 180 degree | times.

  The vehicle suspension according to claim 2 of the present invention is configured such that in the vehicle suspension according to claim 1, the length of the third link is shorter than that of the first link and the second link.

  The vehicle suspension according to claim 3 of the present invention is the vehicle suspension according to claim 1 or 2, wherein the first link is longer than the second link or the third link.

  According to the configuration of the first aspect, since a large rotation area of the first link can be ensured at the time of bumping, and the bump stroke amount of the damper can be increased, the negative camber angle can be increased at the time of bumping. It is possible to improve steering stability.

  According to the configuration of the second aspect, since a large rotation area of the first link can be ensured at the time of bumping, and the bump stroke amount of the damper can be increased, the negative camber angle is increased at the time of bumping. It is possible to improve the steering stability.

  According to the structure of Claim 3, since the 1st link is longer than the 2nd link or the 3rd link, the bump stroke amount of a damper can be taken large, the negative camber angle can be made large at the time of bump, and steering stability is further improved. Improvements can be made.

(a) is the principal part schematic diagram which looked around the suspension for vehicles of a 1st embodiment concerning the present invention when the vehicle is still on a flat road from the front of the vehicle, and (b) FIG. 3 is a schematic view of a main part of a vehicle suspension as viewed from the front of the vehicle in a dumped state in which a front wheel moves upward relative to a vehicle body and a strut compresses. (a) is the A direction arrow directional view of Fig.1 (a), (b) is a B direction arrow directional view of Fig.1 (a). (a) is the principal part schematic diagram which looked around the suspension for vehicles of the comparative example from the front of the vehicle when the vehicle of the comparative example is still on a flat road, and (b) is the vehicle of the comparative example of (a). FIG. 5 is a schematic view of a main part of the suspension for a vehicle viewed from the front of the vehicle in a dumped state in which a front wheel moves upward relative to a vehicle body and a strut compresses. (a) is the principal part schematic diagram which looked around the suspension for vehicles of a 2nd embodiment in the state where a vehicle is still on a flat road from the front of a vehicle, and (b) is the 2nd embodiment of (a). FIG. 3 is a schematic view of a main part of a vehicle suspension as viewed from the front of the vehicle in a dumped state in which a front wheel moves upward relative to a vehicle body and a strut compresses.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
<< First Embodiment >>
<Overall configuration of vehicle suspension 1>
FIG. 1A is a schematic view of a main part of a vehicle suspension 1 according to the first embodiment of the present invention viewed from the front of a vehicle such as a passenger car when the vehicle is stationary on a flat road. FIG. 1B shows a dumping state in which the front wheel 2 rides on the convex portion of the road surface and moves upward with respect to the vehicle body and the strut 4 is compressed (bump stroke) from the front of the vehicle. It is the principal part schematic seen.

  As shown in FIG. 1 (a), in the vehicle suspension 1 of the first embodiment, one end 5a is freely rotatable about a front wheel 2 on one side and a support shaft S1 of a chassis (not shown) (FIG. 1 (a)). Is supported by a lower arm 5 supported in the direction of the arrow α1) so as to be rotatable around a support shaft S1, and can be moved up and down by a strut 4 having a coil spring 3a and a shock absorber 3b in the vertical direction (of FIG. 1 (a)). (In the direction of arrow α2).

  The vehicle suspension 1 includes three first links 6, second links 7, and third links 8 that are rotatably connected to each other around the link support axis J <b> 1. Are attached to a strut mounting bracket 4b fixed to the knuckle and a knuckle 2n that rotatably supports the front wheel 2. As a result, as shown in FIG. 1B, when the front wheel 2 rides on the convex portion of the road surface, the dump stroke of the strut 4 can be increased, and the negative camber angle of the front wheel 2 during dumping (FIG. 1B). The angle θ3) shown in FIG.

Hereinafter, the configuration of the vehicle suspension 1 will be described in detail.
<Detailed configuration of vehicle suspension 1>
The lower arm 5 shown in FIG. 1 (a) has one end 5a rotatably supported around the chassis support shaft S1 and the other end 5b supported by the knuckle 2n rotatably supporting the front wheel 2 around the axis j1. It is connected freely. By this lower arm 5, the front wheel 2 is rotatably supported around the support shaft S1 of the chassis of the vehicle body via the shaft j1. The support shaft S1 that rotatably supports the lower arm 5 is substantially horizontal with respect to the road surface, and extends substantially parallel to the traveling direction of the vehicle (perpendicular to the plane of FIG. 1 (a)). Yes.

2A is a view in the direction of arrow A in FIG. 1A, and FIG. 2B is a view in the direction of arrow B in FIG. 1A.
A strut 4 shown in FIG. 1A includes a coil spring 3a for applying an elastic force between the vehicle body and the front wheel 2 and a viscosity of oil or the like in order to reduce the impact caused by the unevenness of the road surface to the vehicle body and improve the ride comfort. And a shock absorber 3b for applying a viscous damping force. The upper end of the strut 4 is rotatably supported by the vehicle body via a strut mount or the like (not shown).

  On the other hand, the lower end portion of the strut 4 is rotatably supported by the strut mounting bracket 4b fixed to the strut 4 via the bearing B1, as shown in FIGS. 2 (a) and 2 (b). The knuckle 2n is rotatably attached. The strut 4 supports the front wheel 2 through the knuckle 2n so as to be movable up and down with respect to the vehicle body.

The first link 6 shown in FIG. 1 (a) has one end portion 6a connected to the arm central portion 5c of the lower arm 5 so as to be rotatable about the axis j2, while the other end portion 6b has one link support shaft. The second link 7 and the third link 8 are rotatably supported around J1.
As shown in FIGS. 1 (a) and 2 (a), one end 7a of the second link 7 is rotatable around an axis j3 to a strut mounting bracket 4b fixed to the lower end of the strut 4. On the other hand, the other end 7b is rotatably supported around the one link support axis J1 together with the first link 6 and the third link 8.
It is.

As shown in FIG. 1 (a), one end 8a of the third link 8 is connected to a knuckle 2n on which the front wheel 2 is rotatably supported while being rotatable about an axis j4. 8b is rotatably supported together with the first link 6 and the third link 8 around one link support axis J1.
Here, as shown in FIG. 1A, the length of the second link 7 and the length of the third link 8 are substantially the same length, and the length of the first link 6 is the same as that of the second link 7. The length and the length of the third link 8 are set longer.
In addition, the angle θ1 formed by the first link 6 and the second link 7 with respect to the inner side in the vehicle width direction and the first link 6 and the third link 8 in the flat road stationary state shown in FIG. Each angle θ2 formed with respect to the inner side in the width direction is set to be less than 180 degrees.

In the vehicle suspension 1 having the above-described configuration, as shown in FIG. 1B, when the front wheel 2 rides on a convex portion of the road surface and receives an upward force F1, the strut 4 is compressed and the lower arm 5 is 1 (b) is rotated in the direction of arrow β0, and the first link 6 is rotated around the support shaft S1 of the chassis in the direction of arrow β1 in FIG. 1 (b). At this time, due to the operation of the first link 6, the second link 7, and the third link 8, the strut 4 moves in the direction of arrow β2 (the center direction of the vehicle) in FIG. A negative camber having an angle θ3 with respect to the vertical direction is generated.
According to this configuration, there is an effect that the angle θ3 of the negative camber of the front wheel 2 can be increased with respect to the stroke during the compression operation of the strut 4.

<< Comparative Example >>
Next, a comparative example of the first embodiment will be described with reference to FIG.
FIG. 3A is a schematic view of the main part of the comparative example when the vehicle of the comparative example is viewed from the front of the vehicle suspension 21 when the vehicle is stationary on a flat road, and FIG. FIG. 5 is a schematic view of a main part of a vehicle suspension 21 of a comparative example a) as viewed from the front of a vehicle in a dumping state in which a front wheel 22 moves upward with respect to a vehicle body and a strut 24 compresses (bump stroke).
As shown in FIG. 3A, the vehicle suspension 21 of the comparative example has a longer second link 27 and third link 28 than the vehicle suspension 1 of the embodiment shown in FIG. The first link 26 is configured shorter than the two links 27 and the third link 28. The angle θ4 formed by the first link 26 and the second link 27 in the flat road stationary state shown in FIG. 3A with respect to the inner side in the vehicle width direction is set close to 180 degrees.

This comparative example has a configuration similar to that of Patent Document 1 in that the first link 26 is configured to be short. Since the other configuration is the same as that of the first embodiment shown in FIG. 1, the same configuration is denoted by reference numerals in the 20th order, and detailed description thereof is omitted.
As shown in FIG. 3A, since the first link 26 is configured to be shorter than the second link 27 and the third link 28, the first link 26 and the second link 27 in a flat road stationary state. The angle θ4 formed with respect to the inner side in the vehicle width direction is already close to 180 degrees.

  Therefore, as shown in FIG. 3B, in the dumped state in which the strut 24 is compressed, the swing angle θ5 of the first link 26 is large with respect to the stroke of the compression operation of the strut 24, and the first link 26 , The second link 27 and the third link 28 are largely moved inward in the vehicle width direction (in the direction of arrow β3 in FIG. 3B) via the link support shaft J1. As a result, the knuckle 22n receives a force from the bearing B1 and the shaft j4 and is greatly moved toward the inner side in the vehicle width direction (the direction of the arrow β3 in FIG. 3B), whereby the negative camber angle θ6 of the front wheel 22 is obtained. Can be greatly increased.

However, when the strut 24 is compressed and the relative angle between the first link 26 and the second link 27 is 180 degrees, the strut 24 can no longer perform the compression operation. This is because when the relative angle between the first link 26 and the second link 27 exceeds 180 degrees, the second link 27 moves the strut 24 via the axis j3 as compared to when the relative angle is 180 degrees. This is because a downward pulling force is applied and the compression operation of the strut 24 is inhibited.
That is, in the comparative example of FIG. 3, the angle θ6 of the negative camber can be increased, but the stroke of the strut 24 cannot be increased.

<< Second Embodiment >>
Next, a second embodiment will be described with reference to FIG.
FIG. 4A is a schematic view of the main part of the vehicle suspension 31 according to the second embodiment viewed from the front of the vehicle when the vehicle is stationary on a flat road, and FIG. In the vehicle suspension 31 according to the second embodiment of the present invention, a dumping state in which the front wheel 32 rides on the convex portion of the road surface and moves upward with respect to the vehicle body and the strut 34 performs compression operation is shown in a schematic view of a main part as viewed from the front of the vehicle. is there.

  As shown in FIG. 4 (a), the vehicle suspension 31 of the second embodiment is configured such that the first link 36 and the second link 37 are longer than the third link 38, and the first suspension is in a flat road stationary state. An angle θ7 formed by the link 36 and the third link 38 on the inner side in the vehicle width direction is set to less than 180 degrees with respect to the angle exceeding 180 degrees of the comparative example shown in FIG. Further, an angle θ8 formed by the first link 36 and the second link 37 with respect to the inner side in the vehicle width direction is set to less than 180 degrees. Since other configurations are the same as those of the first embodiment shown in FIG. 1, the same configurations are denoted by reference numerals in the 30th order, and detailed description thereof is omitted.

  As described above, the vehicle suspension 31 of the second embodiment shown in FIG. 4 (a) is configured such that the first link 36 and the second link 37 are longer than the third link 38, and the vehicle is flat. In the stationary state, an angle θ7 formed by the first link 36 and the third link 38 with respect to the inner side in the vehicle width direction is set to less than 180 degrees. As a result, the angle θ8 formed by the first link 36 and the second link 37 with respect to the inner side in the vehicle width direction is set to a small angle of less than 180 degrees, and the compression stroke of the strut 34 is reduced as shown in FIG. It is a configuration that can be taken greatly.

Further, as shown in FIG. 4B, the desired camber angle θ9 of the front wheel 32 by the compression stroke of the strut 34 can be obtained.
From the above, the camber change amount of the front wheel 32 (negative camber angle θ9 in FIG. 4B) is large when the length of the first link 36 is long and small when the length is short. That is, the setting of the change of the negative camber angle θ9 (see FIG. 4B) can be controlled by the length of the first link 36.

<< Action and effect >>
Therefore, the angle formed on the inner side in the vehicle width direction of the first link (6, 36) and the second link (7, 37) serving as the control link, and the first link (6, 36) and the third link (8 38), the angle formed on the inner side in the vehicle width direction is less than 180 degrees. By making the first link and the second link longer than the third link, the negative camber angle (angle θ3 in FIG. 1B, FIG. A suspension type that increases the angle θ9) in (b) can be obtained.

  In the above embodiment, the strut type suspension has been described as an example. However, the configuration of the present invention can be applied to other double wishbone type suspensions, trailing arm type suspensions, and the like. Of course, the invention is not limited to strut suspensions.

1,31 Vehicle suspensions 2,32 Front wheels
2n, 32n Knuckle 4, 34 Strut 5, 35 Lower arm 6, 36 First link 7, 37 Second link 8, 38 Third link j1 axis (attachment portion of lower arm to knuckle)
j4 shaft (mounting part on the knuckle side of the third link)
θ1, θ8 angles (the angles formed by the first link and the second link on the inner side in the vehicle width direction)
θ2, θ7 angle (angle formed by the first link and the third link on the inner side in the vehicle width direction)

Claims (3)

A knuckle that rotatably supports the wheel,
A lower arm interposed between the knuckle and the vehicle body and swingably supporting the knuckle on the vehicle body;
A vehicle suspension comprising: a damper provided between the vehicle body and the knuckle to reduce the impact of the vehicle body;
A first link supported at one end of the lower arm so as to be rotatable around the vehicle longitudinal direction;
A second link rotatably connected to the other end of the first link and a lower end of the damper, and rotatable around the vehicle longitudinal direction;
The other end of the first link and the knuckle are rotatably connected to each other and turnable in the vehicle front-rear direction, and the knuckle-side mounting portion includes a lower end of the damper and the lower arm A third link provided between the attachment part to the knuckle,
In a flat road stationary state, an angle formed by the first link and the second link with respect to the inner side in the vehicle width direction, and an angle formed by the first link and the third link with respect to the inner side in the vehicle width direction A suspension for a vehicle characterized by being arranged so that each angle is less than 180 degrees.   2. The vehicle suspension according to claim 1, wherein the length of the third link is shorter than that of the first link and the second link.   The vehicle suspension according to claim 1, wherein the first link is configured to be longer than the second link or the third link.

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