JP2536239B2 - Strut suspension - Google Patents

Description

TECHNICAL FIELD The present invention relates to a suspension of a vehicle such as an automobile,
More specifically, it relates to a strut suspension.

[Prior Art] As one of suspensions of vehicles such as automobiles, for example, the application of the same applicant as the applicant of the present application
As described in Japanese Patent No. 68205, a carrier that rotatably supports wheels, a suspension arm pivotally attached to the carrier at an outer end and pivotally supported at a vehicle body at an inner end, and pivotally supported at a vehicle body at an upper end. A strut pivotally attached to the carrier at its lower end and a strut pivotally connected at its outer end to a lower end of the strut so as to be pivotable about a first axis extending substantially in the vehicle longitudinal direction. A suspension having an intermediate link pivotally connected to a suspension arm about a second axis extending in the vehicle longitudinal direction is already known.
With such a suspension, it is possible to obtain the same alignment change as that of the double wishbone type suspension.

[Problems to be Solved by the Invention] The anti-dive effect in the suspension as described above is determined by the inclination of the strap and the inclination of the axis of the suspension arm on the vehicle body side (hereinafter referred to as the third axis).

However, due to various restrictions such as interference with other members and minimum ground clearance, it is difficult to set the tilt of the strut and the third axis to the tilt that provides the optimum anti-dive effect, and therefore when braking the vehicle. It is not possible to effectively suppress changes in the posture of the vehicle body, that is, pitching.

In view of the above-mentioned problems in the strut suspension as described above, the present invention can achieve good anti-dive without requiring a large design change or addition of members, which makes it possible to reduce a vehicle's braking force. An object of the present invention is to provide an improved strut type suspension capable of effectively suppressing a change in the posture of the vehicle body.

[Means for Solving the Problems] According to the present invention, the above object is to provide a carrier that rotatably supports a wheel, an outer end of which is pivotally attached to the carrier, and an inner end of which is pivotally supported by a vehicle body. Suspension arm,
A strut pivotally supported on the vehicle body at an upper end and pivotally attached to the carrier at a lower end, and an outer end of the strut capable of pivoting about a first axis extending substantially in the vehicle longitudinal direction. A carrier in a strut suspension having an intermediate link connected to a lower end and pivotably about a second axis extending substantially in the vehicle longitudinal direction at an inner end, the intermediate link being connected to the suspension arm. The pivot point between the strut and the strut is located on the outboard side of the first axis, the first axis is located on the outboard side of the second axis, and the first axis is It is substantially horizontal or inclined downward to the front and inclined downward to the second axis so that the pivot point is displaced relative to the rear of the vehicle as the wheels bounce. Strut It is achieved good to suspension.

[Operation of the Invention] In the strut type suspension as described above, the instantaneous center of the carrier is a straight line parallel to the third axis passing through the pivot point between the carrier and the suspension arm when viewed in the lateral direction of the vehicle. It is calculated as the intersection of a straight line drawn from the pivot point between the carrier and the strut to the rear of the vehicle perpendicular to the locus of movement, and the greater the inclination of the straight line connecting the instantaneous center of the carrier and the ground contact point of the wheel, the greater the anti-dive The effect is high. Also, when the wheel bounces, the second axis pivots about the third axis and the first axis pivots about the second axis.
Therefore, if the pivot point between the carrier and the strut can be relatively displaced toward the rear of the vehicle by the relative displacement of the first to third axes associated with the bouncing of the wheels, that is, the trajectory of the pivot point is rearward from the vertical direction. If it can be inclined to, the anti-dive effect can be improved.

In the configuration of the present invention, when the first axis is inclined forward and downward from the horizontal, the first axis is seen from above the vehicle as the wheels bounce, and the first axis is in front of the second axis. It will be in the open state, and thereby the front open state will also be achieved with respect to the third axis. As a result, the struts rotate substantially about their own axis so that the pivot point between the carrier and the carrier does not move forward relative to the second axis when the first axis is above the vehicle. Relative displacement toward the rear of the vehicle compared to the case.

Further, in the configuration of the present invention, when the first axis is substantially horizontal and the second axis is inclined rearward and downward, the first axis is rearward and downward due to the vehicle bouncing. Since it pivots around the second axis, the first axis is also displaced relative to the second axis toward the rear of the vehicle when viewed from above the vehicle, and thus the pivot point between the strut and the carrier is also behind the vehicle. Relative displacement to.

Therefore, according to the configuration of the present invention, the anti-dive effect is improved by the relative displacement of the pivot point between the strut and the carrier not only in the upward direction but also in the vehicle rear direction as the wheel bounces.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

[Embodiment] FIG. 1 is a schematic perspective view showing one embodiment of a strut suspension according to the present invention as a skeleton diagram,
FIG. 2 and FIG. 3 are schematic views seen from above and inboard side of the vehicle to show the operation of the embodiment shown in FIG. 1, respectively.

In FIG. 1, reference numeral 10 denotes a carrier that rotatably supports a wheel 14 by a spindle 12. Further, in FIG. 1, reference numerals 16 and 18 respectively denote a front arm and a rear arm which extend substantially in the lateral direction of the vehicle and are spaced from each other in the longitudinal direction of the vehicle. The front arm 16 and the rear arm 18 are pivotally attached to the lower end of the carrier 10 by ball joints 20 and 22 at the outer ends, respectively, and jointed at the inner end.
It is pivotally supported on the body 28 by 24 and 26. Joint 20
The distance between 22 and 22 is much smaller than the distance between joints 24 and 26, so that arms 16 and 18 extend toward each other from the inner end toward the outer end.

Further, in FIG. 1, reference numeral 30 designates a strut pivotally supported on the vehicle body 28 by the upper support 32 at the upper end. The strut 30 is a shock absorber that extends substantially in the vertical direction, and is not shown in the figure between the upper end of the rod portion or the upper seat fixed to the upper support 32 and the lower seat fixed to the cylinder. The suspension spring is mounted on the. A link 34 is fixed near the lower end of the strut 30, and the tip of the link is pivotally attached to the upper end of the carrier 10 by a ball joint 36. An intermediate link 50 is pivotally connected between the link 38 fixed to the lower end of the strut and the link 40 fixed to the front arm 16 by joints 42 and 44 and joints 46 and 48, respectively.

Joints 42 and 44 define a first axis 52, which is the axis between link 38 and intermediate link 50, and joints 46 and 48, a second axis, which is the axis between link 40 and intermediate link 50. Axis 54 of the joint and joints 24 and 26 are
56 is demarcated. The joint 36 is located on the outboard side of the first axis 52, and the first axis 52 is the second axis 54.
It is located on the outboard side. In the illustrated embodiment, the second axis 54 and the third axis 56 are substantially parallel to each other and the first axis 52 is inclined forward and downward relative to the horizontal and relative to the second axis 54. It is inclined downward.

When the wheels 14 bounce in this embodiment, the carrier
10 is displaced upwards and pivots arms 16 and 18 substantially upwards about a third axis 56, which causes second axis 54 to pivot upwards about third axis 56. , The first axis 52 pivots upward about a second axis 54. Therefore, as shown in FIG. 2, the first and second axes are designated by reference numeral 5 respectively.
Displaced to the positions indicated by 2 ', 54', the ball joint 36 rotates clockwise around the struts not shown in FIG. 2 in the figure, and is thereby indicated by 36 '. As described above, the vehicle is relatively displaced behind the vehicle.

Therefore, as the wheel bounces and rebounds, the ball joint 36 draws a locus of movement which is inclined rearward from the vertical direction when viewed in the lateral direction of the vehicle, as indicated by reference numeral 58 in FIG. Thus, the instantaneous center of the carrier, which is obtained as the intersection O of the straight line 60 passing through the ball joint 36 and perpendicular to the movement trajectory 58 thereof, and the straight line 62 passing through the ball joint 20 and parallel to the third axis 56, is the first axis 52 and The second axis 54 is substantially parallel to the third axis 56 and thus the locus of motion 58.
Is located closer to the carrier than in the case where it is substantially vertical, so that the instantaneous center O and the ground contact point P of the wheel are
The inclination of the straight line 64 connecting with and becomes large, which improves the anti-dive effect.

4 is a schematic perspective view similar to FIG. 1 showing another embodiment of the strut suspension according to the present invention as a skeleton diagram, and FIG. 5 shows the operation of the embodiment shown in FIG. It is the solution seen from the upper part of the vehicle for showing. In these drawings, the same members as those shown in FIGS. 1 and 2 are designated by the same reference numerals as those shown in FIGS. 1 and 2.

Also in this embodiment, the joint 36 is located on the outboard side of the first axis 52, and the first axis 52 is located on the outboard side of the second axis 54. However, in this embodiment, the first axis 52 is substantially horizontal and the second axis 54 is inclined rearward and downward from horizontal.

In this embodiment as well, when the wheel 14 bounces, the carrier 10 is displaced upwards and the arms 16 and 18 are pivoted substantially about the third axis 56, thereby causing the second axis 54 to move. Pivots upwards about a third axis 56 and the first axis 52 pivots upwards about a second axis 54. Therefore, as shown in FIG. 5, the second axis 54 is displaced to the position 54 'and the first axis is accordingly displaced to the position 52'. The ball joint 36
Is displaced relative to the rear of the vehicle.

Therefore, also in this embodiment, the ball joint 36 moves along the trajectory of FIG.
Similar to 58, draw a motion trajectory that tilts backward from the vertical direction,
As a result, the inclination of the straight line connecting the instantaneous center O of the carrier and the ground contact point P of the wheel becomes large, and the anti-dive effect is improved.

In the case of the embodiment shown in FIGS. 1 to 3 and any of the embodiments shown in FIGS. 4 and 5, the front arm and the rear arm are independent of each other between the carrier and the vehicle body. Since the wheels 14 are pivotally connected, when the wheels 14 are turning outer wheels, as in the case of the invention described in Japanese Patent Application No. 2-126307, which was filed by the same applicant as the applicant of the present application, The ball joints 20 and 22 are displaced toward the front of the vehicle, and the caster trail is increased accordingly, so that the steering wheel can be properly returned at the end of turning.

When the first axis 52 is inclined forward and downward from the horizontal and the second axis 54 is inclined backward and downward from the horizontal,
As shown in FIG. 6, the second axis 54 is displaced in the same way as in the embodiment shown in FIG. 4 with the bouncing of the wheels, but the first axis 52 is from above the vehicle. When viewed, it is displaced in the inboard direction and rearward while remaining substantially parallel. Therefore, the join 36 is also displaced rearward in the inboard direction, which improves the anti-dive effect.

In the above, the present invention has been described in detail with respect to specific embodiments, but the present invention is not limited to these embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.

For example, arms 16 and 18 are one so-called A-shaped arm or I
A mold arm, and joints 42 and 44,
Joints 46 and 48 may be replaced by sleeve-type joints consisting of a sleeve extending along axes 52 and 54, respectively, and a U-shaped bracket carrying a shaft inserted therethrough.

[Effects of the Invention] As is apparent from the above description, according to the present invention,
Since the pivot point between the strut and the carrier is displaced relative to the rear of the vehicle as well as the upward movement as the wheel bounces, the undiving effect is improved, effectively suppressing changes in the body posture during braking of the vehicle. can do. Further, in this case, it is not necessary to make a large design change or addition of members to the strut suspension as described in, for example, Japanese Utility Model Laid-Open No. 1-68205, so that the anti-dive effect can be improved at low cost. can do.

[Brief description of drawings]

FIG. 1 is a schematic perspective view showing one embodiment of a strut suspension according to the present invention as a skeleton diagram, and FIGS. 2 and 3 are vehicles for showing the operation of the embodiment shown in FIG. 1, respectively. And FIG. 4 is a schematic perspective view showing another embodiment of the strut suspension according to the present invention as a skeleton diagram, and FIG. 5 is shown in FIG. FIG. 6 is a view from above of the vehicle to show the operation of another embodiment, and FIG. 6 is a view from above of the vehicle to show the operation of yet another embodiment of the present invention. 10 …… Carrier, 12 …… Spindle, 14 …… Wheels, 16, 18
…… Arm, 20, 22 …… Ball joint, 24,26 …… Joint, 28 …… Body, 30 …… Strat, 32 …… Upper support, 34 …… Link, 36 …… Ball joint, 38,4
0 …… link, 42 to 48 …… joint, 50 …… intermediate link, 52 …… first axis, 54 …… second axis, 56 …… third axis

Claims (1)

(57) [Claims] 1. A carrier for rotatably supporting wheels, a suspension arm pivotally attached to the carrier at an outer end and pivotally supported by a vehicle body at an inner end, and a suspension arm pivotally supported by the vehicle body at an upper end and a lower end. And a strut pivotally attached to the carrier, and an outer end that is pivotally connected to a lower end of the strut so as to be pivotable about a first axis extending substantially in the vehicle front-rear direction. In a strut suspension having an intermediate link pivotally connected to the suspension arm about a second axis extending in the vehicle front-rear direction,
The pivot point between the carrier and the strut is located on the outboard side of the first axis, the first axis is located on the outboard side of the second axis, and the first The axis is substantially horizontal or inclined forwardly downward and downwardly inclined with respect to the second axis, so that the pivot point is relatively displaced rearward of the vehicle as the wheel bounces. Strut suspension.