JP2693502B2 - Vehicle suspension device - Google Patents
Vehicle suspension deviceInfo
- Publication number
- JP2693502B2 JP2693502B2 JP19133588A JP19133588A JP2693502B2 JP 2693502 B2 JP2693502 B2 JP 2693502B2 JP 19133588 A JP19133588 A JP 19133588A JP 19133588 A JP19133588 A JP 19133588A JP 2693502 B2 JP2693502 B2 JP 2693502B2
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- trailing arm
- support member
- axis
- wheel support
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
- B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
- B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
- B60G3/22—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid a rigid arm forming the axle housing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
- B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
- B60G3/28—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram at least one of the arms itself being resilient, e.g. leaf spring
- B60G3/285—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram at least one of the arms itself being resilient, e.g. leaf spring the arm being essentially parallel to the longitudinal axis of the vehicle
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は、自動車のサスペンション装置に関するもの
である。Description: TECHNICAL FIELD The present invention relates to an automobile suspension device.
（従来の技術） 従来より、自動車のサスペンション装置として、例え
ば特開昭60−53408号公報に開示されるように、車体を
回転自在に支持する車輪支持部材と、各々車幅方向に延
びかつ外端が上記車輪支持部材に連結された複数本のラ
テラルリンクと、車体前後方向に延び、前端が車体に枢
着され、後端が上記車輪部材に連結されたトレーリング
アームとを備え、車輪のバンプ・リバウンド時における
トー角およびキャンバ角の変化を適宜設定し得るように
したものは知られている。(Prior Art) Conventionally, as a suspension device for an automobile, as disclosed in, for example, Japanese Patent Application Laid-Open No. 60-53408, a wheel support member that rotatably supports a vehicle body, and a wheel support member that extends in the vehicle width direction and is external A plurality of lateral links whose ends are connected to the wheel support member, and a trailing arm which extends in the vehicle front-rear direction, has a front end pivotally attached to the vehicle body, and has a rear end connected to the wheel member, It is known that the changes in the toe angle and the camber angle during bump rebound can be set appropriately.
そして、上記トレーリングアーム後端と車輪支持部材
との連結は、通常、ブレーキ制動時等に車輪に作用する
モーメント荷重に対して抗するために剛結にされてい
る。この場合、車輪のバンプ・リバウンド時に車輪のト
ー角等の変化を許容するために、トレーリングアームを
薄板で構成して車幅方向に撓み変形し得るようにした
り、あるいはトレーリングアームの車体側枢着部に車幅
方向に変形可能なブッシュを設けたりすることがなされ
ているが、これらの方法では、トー角等の変化に対して
かなりの抵抗が生じるという問題があった。Further, the connection between the trailing arm rear end and the wheel support member is usually rigidly connected in order to resist a moment load acting on the wheel during braking or the like. In this case, in order to allow changes in the toe angle of the wheel during bump rebound of the wheel, the trailing arm is made of a thin plate so that it can be flexibly deformed in the vehicle width direction, or the trailing arm body side. Although a bush that is deformable in the vehicle width direction is provided at the pivotal portion, these methods have a problem in that considerable resistance is generated against changes in the toe angle and the like.
そこで、このような問題を解決するために、例えば実
開昭61−59107号公報に開示されるように、上記トレー
リングアーム後端と車輪支持部材との連結部を、上下方
向の軸線回りに回転可能でかつその方向に剛な構造とす
ることにより、ブレーキ制動時等に車輪に作用するモー
メント荷重に対しトレーリングアームでもって支えなが
ら車輪のバンプ・リバウンド時におけるトー角等の変化
を、抵抗を生じることなく許容するようにしたものが提
案されている。Therefore, in order to solve such a problem, for example, as disclosed in Japanese Utility Model Laid-Open No. 61-59107, a connecting portion between the trailing arm rear end and a wheel supporting member is provided around a vertical axis line. A structure that is rotatable and rigid in that direction resists changes in the toe angle during wheel bump / rebound while supporting it with a trailing arm against the moment load that acts on the wheel during braking. It has been proposed to allow the above without causing.
（発明が解決しようとする課題） しかし、車輪のトー角変化は、通常、車輪が車輪支持
部材とラテラルリンクとの連結点により定まる仮想キン
グピン軸回りに回転して起きる。このため、上記提案の
ように、単にトレーリングアーム後端と車輪支持部材と
を上下方向の軸線回りに回転可能に連結しただけでは、
車輪のトー角変化の際この軸線と上記仮想キングピン軸
とのギャップによってトレーリングアームとの車体側枢
着部がこじられ、その箇所のブッシュ等が損傷する虞れ
がある。また、このトレーリングアームの車体側枢着部
でのこじれがトー角変化に悪影響を及ぼすという問題も
ある。(Problems to be Solved by the Invention) However, a change in the toe angle of a wheel usually occurs when the wheel rotates around a virtual kingpin axis defined by the connection point between the wheel support member and the lateral link. Therefore, as in the above proposal, if the trailing arm rear end and the wheel support member are simply rotatably connected about the vertical axis,
When the toe angle of the wheel is changed, the gap between the axis and the virtual kingpin shaft may twist the vehicle body side pivotal joint with the trailing arm, and the bush or the like at that portion may be damaged. There is also a problem that twisting of the trailing arm at the vehicle body side pivotal portion adversely affects the toe angle change.
本考案はかかる点に鑑みてなされたものであり、その
目的とするところは、上記提案の如くトレーリングアー
ム後端と車輪支持部材とを回転可能に連結する構造に対
して更に改良を加えて、車輪のトー角変化の際にトレー
リングアームの車体側枢着部がこじれるのを防止し得る
ようにするものである。The present invention has been made in view of the above points, and an object of the present invention is to further improve the structure for rotatably connecting the trailing arm rear end and the wheel supporting member as described above. The vehicle body side pivotal portion of the trailing arm can be prevented from being twisted when the toe angle of the wheel changes.
（課題を解決するための手段） 上記目的を達成するため、本発明の解決手段は、車両
のサスペンション装置として、車輪を回転自在に支持す
る車輪支持部材と、各々車幅方向に延びかつ外端が上記
車輪支持部材に連結された複数本のラテラルリンクと、
車体前後方向に延び、前端が車体に枢着され、後端が上
記車輪支持部材に連結されたトレーリングアームとを備
えることを前提とする。そして、上記トレーリングアー
ム後端と車輪支持部材とを略上下方向に延びる軸線回り
に回転可能に連結し、該軸線を上記ラテラルリンクと車
輪支持部材との連結点により定まる仮想キングピン軸上
に略一致させて配置する構成とするものである。(Means for Solving the Problem) In order to achieve the above object, a solution means of the present invention is, as a vehicle suspension device, a wheel support member that rotatably supports a wheel and an outer end that extends in the vehicle width direction. A plurality of lateral links connected to the wheel support member,
It is assumed that the vehicle includes a trailing arm that extends in the vehicle front-rear direction, has a front end pivotally attached to the vehicle body, and a rear end connected to the wheel support member. Then, the trailing arm rear end and the wheel support member are rotatably connected to each other about an axis extending in a substantially vertical direction, and the axis is substantially on a virtual kingpin axis defined by a connection point between the lateral link and the wheel support member. The configuration is such that they are aligned and arranged.
（作用） 上記の構成により、本発明では、トレーリングアーム
後端と車輪支持部材とを略上下方向に延びる軸線回りに
回転可能に連結するに当り、該軸線を上記ラテラルリン
クと車輪支持部材との連結点により定まる仮想キングピ
ン軸上に略一致させたことにより、車輪のトー角変化の
際上記軸線と仮想キングピン軸とのギャップに起因して
トレーリングアームの車体側枢着部がこじられるのを防
止できることになる。(Operation) With the above configuration, in the present invention, when the trailing arm rear end and the wheel support member are rotatably connected about the axis extending in the substantially vertical direction, the axis is connected to the lateral link and the wheel support member. By making them substantially coincide with the virtual kingpin axis determined by the connecting point of, the vehicle body side pivotal portion of the trailing arm is twisted due to the gap between the axis and the virtual kingpin axis when the toe angle of the wheel changes. Can be prevented.
（実施例） 以下、本発明の実施例を図面に基づいて説明する。(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.
第１図ないし第３図は本発明の一実施例として４輪操
舵車両のリヤサスペンション装置に適用した場合を示
し、１は車輪（後輪）、２は該車輪１を回転自在に支持
する車輪支持部材、３および４は各々車幅方向に延びる
２本のラテラルリンクであって、該各ラテラルリンク3,
4の内端部はそれぞれ車体の強度部材たるクロスフレー
ム５にラバーブッシュ６を介して上下揺動可能に連結さ
れている一方、外端部は上記車輪支持部材２にボールジ
ョイント７を介して回転可能に連結されている。1 to 3 show a case where the present invention is applied to a rear suspension device of a four-wheel steering vehicle as an embodiment of the present invention, 1 is a wheel (rear wheel), and 2 is a wheel which rotatably supports the wheel 1. The support members 3 and 4 are two lateral links extending in the vehicle width direction, and each of the lateral links 3,
The inner ends of 4 are connected to a cross frame 5, which is a strength member of the vehicle body, via a rubber bush 6 so as to be vertically swingable, while the outer ends thereof rotate on the wheel support member 2 via a ball joint 7. Connected as possible.
また、８は車体前後方向に延びるトレーリングアーム
であって、該トレーリングアーム８は、二枚の薄板8a,8
bを重合して構成されている。上記トレーリングアーム
８の前端部は車体の強度部材たるフレーム９にラバーブ
ッシュ10を介して上下揺動可能に連結されている一方、
後端は上記車輪支持部材２に連結されている。8 is a trailing arm extending in the front-rear direction of the vehicle body. The trailing arm 8 is composed of two thin plates 8a, 8a.
It is composed by polymerizing b. The front end of the trailing arm 8 is connected to a frame 9 as a strength member of the vehicle body through a rubber bush 10 so as to be vertically swingable,
The rear end is connected to the wheel support member 2.
さらに、11は車輪１の上下揺動を減衰させるためのシ
ョックアブソーバ、12は操舵力を車輪１に伝達する車幅
方向に延びるタイロッドであって、該タイロッド11の外
端はボールジョイント13を介して車輪支持部材２に連結
されている。このタイロッド11を介して操舵力が車輪支
持部材２に伝達されたとき、該車輪支持部材２および車
輪１は、上記２つのラテラルリンク3,4と車輪支持部材
２との連結点（ボールジョイント７）同士を結ぶ仮想キ
ングピン軸L1回りに左右に操舵されるようになってい
る。Further, 11 is a shock absorber for damping the vertical swing of the wheel 1, 12 is a tie rod extending in the vehicle width direction for transmitting the steering force to the wheel 1, and the outer end of the tie rod 11 is provided with a ball joint 13. Are connected to the wheel support member 2. When the steering force is transmitted to the wheel supporting member 2 via the tie rods 11, the wheel supporting member 2 and the wheel 1 connect the two lateral links 3 and 4 to the wheel supporting member 2 (ball joint 7). ) It is designed to be steered left and right around the virtual kingpin axis L1 that connects them.
上記トレーリングアーム８後端と車輪支持部材２との
連結は、上下２箇所の部位でボールジョイント15,15を
介してなされている。このボールジョイント15による連
結構造においては、第４図に詳示するように、車輪支持
部材２に形成した貫通穴16に対して球面部17aを有する
ジョイント部材17が挿通されかつその球面部17aがボー
ル受け18を介して回転自在に保持されているとともに、
上記ジョイント部材17の両端にそれぞれトレーリングア
ーム８の薄板8a,8bが固定されている。そして、このよ
うな上下２つのボールジョイント15,15による連結構造
によって、該両ボールジョイント15,15の中心点を結ぶ
軸線L2回りに回転可能でかつその軸線L2方向に剛にトレ
ーリングアーム８と車輪支持部材２とが連結されてお
り、上記軸線L2は、上記仮想キングピン軸L1上に略一致
して配置されている。The rear end of the trailing arm 8 and the wheel supporting member 2 are connected via ball joints 15 and 15 at two upper and lower portions. In the connection structure by the ball joint 15, as shown in detail in FIG. 4, the joint member 17 having the spherical surface portion 17a is inserted into the through hole 16 formed in the wheel support member 2 and the spherical surface portion 17a is formed. While being rotatably held via the ball receiver 18,
The thin plates 8a and 8b of the trailing arm 8 are fixed to both ends of the joint member 17, respectively. With such a connecting structure composed of the upper and lower two ball joints 15 and 15, it is possible to rotate around the axis L2 connecting the center points of the ball joints 15 and 15 and to rigidly move the trailing arm 8 in the direction of the axis L2. The wheel support member 2 is connected to the wheel support member 2, and the axis L2 is arranged substantially coincident with the virtual kingpin axis L1.
次に、上記実施例の作用効果について説明するに、タ
イロッド12から車輪支持部材２に操舵力が伝達されたと
き、該車輪支持部材２および車輪１は、各ラテラルリン
ク3,4と車輪支持部材２との連結点（ボールジョイント
７）同士を結ぶ仮想キングピン軸L1回りに回転して、ト
ー角が適宜変化する。Next, when the steering force is transmitted from the tie rod 12 to the wheel support member 2, the wheel support member 2 and the wheel 1 are provided with the respective lateral links 3 and 4 and the wheel support member. The toe angle changes appropriately by rotating around the virtual kingpin axis L1 that connects the connecting points (ball joint 7) with each other.
この際、トレーリングアーム８の後端が上記車輪支持
部材２に対して略上下方向の軸線L2回りに回転可能に設
けられているので、このトレーリングアーム９によりト
ー角変化が規制されることはない。その上、上記軸線L2
は車輪１の転舵中心軸たる仮想キングピン軸L1上に略一
致して配置されているため、車輪１のトー角変化（転
舵）に伴いトレーリングアーム８に対して捩りが作用す
ることはなく、その前端の車体側枢着部たるラバーブッ
シュ10等の破損を防止することができる。At this time, since the rear end of the trailing arm 8 is provided rotatably around the axis line L2 in the substantially vertical direction with respect to the wheel supporting member 2, the trailing arm 9 restricts the change in the toe angle. There is no. Moreover, the above-mentioned axis L2
Are substantially aligned with each other on the virtual kingpin axis L1 which is the turning center axis of the wheel 1, so that the trailing arm 8 is not twisted as the toe angle of the wheel 1 changes (turning). In addition, it is possible to prevent damage to the rubber bush 10 or the like, which is the vehicle body side pivotal portion at the front end thereof.
一方、車両のブレーキ制動時など車輪１に対してその
回転中心軸回りのモーメント荷重が作用する場合、上記
トレーリングアーム８と車輪支持部材２との連結部では
上下の軸線方向に剛結されているので、上記のモーメン
ト荷重に対してはトレーリングアーム９が支え材として
抗する。On the other hand, when a moment load about the rotation center axis is applied to the wheel 1 such as when the vehicle is braked, the connecting portion between the trailing arm 8 and the wheel supporting member 2 is rigidly connected in the vertical axis direction. Therefore, the trailing arm 9 acts as a supporting member against the above moment load.
尚、本発明は上記実施例に限定されるものではなく、
その他種々の変形例を包含するものである。例えば、上
記実施例では、本発明を、車輪１がタイロッド12からの
操舵力により転舵されてそのトー角が変化する場合につ
いて適用したが、この操舵力の代わりに、複数本のラテ
ラルリンクの取付位置などによって車輪１のバンプ・リ
バウンド時に該車輪のトー角を変化されるように構成し
た場合についても適用することができる。なお、この場
合における仮想キングピン軸は、車輪に対する荷重入力
点と各ラテラルリンクまでの距離及び各ラテラルリンク
とバネ定数によって決定付けられることは言うまでもな
い。The present invention is not limited to the above embodiment,
Other various modifications are included. For example, in the above embodiment, the present invention is applied to the case where the wheel 1 is steered by the steering force from the tie rods 12 and its toe angle changes, but instead of this steering force, a plurality of lateral links are used. The present invention can also be applied to the case where the toe angle of the wheel 1 is changed during bump rebound of the wheel 1 depending on the mounting position. It is needless to say that the virtual kingpin axis in this case is determined by the load input point to the wheel, the distance to each lateral link, each lateral link and the spring constant.
（発明の効果） 以上の如く、本発明における車両のサスペンション装
置によれば、トレーリングアーム後端と車輪支持部材と
を回転可能に連結する軸線を車輪の仮想キングピン軸と
一致させたことにより、車輪のトー角変化の際トレーリ
ングアームの車体側枢着部がこじられるのを確実に防止
することができ、その部位のラバーブッシュ等の破損お
よびトー角変化への悪影響を防止することができる。(Effects of the Invention) As described above, according to the vehicle suspension device of the present invention, the axis line that rotatably connects the trailing arm rear end and the wheel support member is made to coincide with the virtual kingpin axis of the wheel. When the toe angle of the wheel changes, it is possible to reliably prevent the vehicle body side pivotally-attached portion of the trailing arm from being damaged, and it is possible to prevent damage to the rubber bush or the like at that portion and adverse effects on the toe angle change. .
図面は本発明の実施例を示すもので、第１図はサスペン
ション装置の平面図、第２図は車体後方から見た同背面
図、第３図は同側面図、第４図は第３図のＡ−Ａ線にお
ける拡大断面図である。 １……車輪、２……車輪支持部材、3,4……ラテラルリ
ンク、８……トレーリングアーム、L1……仮想キングピ
ン軸、L2……軸線。The drawings show an embodiment of the present invention. Fig. 1 is a plan view of a suspension device, Fig. 2 is a rear view of the suspension device seen from the rear of the vehicle, Fig. 3 is a side view of the same, and Fig. 4 is Fig. 3. It is an expanded sectional view in the AA line of. 1 ... wheel, 2 ... wheel support member, 3,4 ... lateral link, 8 ... trailing arm, L1 ... virtual kingpin axis, L2 ... axis.
Claims (1)
と、各々車幅方向に延びかつ外端が上記車輪支持部材に
連結された複数本のラテラルリンクと、車体前後方向に
延び、前端が車体に枢着され、後端が上記車輪支持部材
に連結されたトレーリングアームとを備えた車両のサス
ペンション装置において、上記トレーリングアーム後端
と車輪支持部材とは略上下方向に延びる軸線回りに回転
可能に連結され、該軸線は上記ラテラルリンクと車輪支
持部材との連結点により定まる仮想キングピン軸上に略
一致して配置されていることを特徴とする車両のサスペ
ンション装置。1. A wheel support member for rotatably supporting a wheel, a plurality of lateral links each extending in a vehicle width direction and having outer ends connected to the wheel support member, and a front end extending in a vehicle body front-rear direction. In a vehicle suspension device pivotally mounted on a vehicle body and having a trailing arm whose rear end is connected to the wheel supporting member, the trailing arm rear end and the wheel supporting member are provided around an axis extending in a substantially vertical direction. A suspension device for a vehicle, wherein the suspension device is rotatably connected, and the axis line thereof is arranged substantially coincident with a virtual kingpin axis defined by a connection point between the lateral link and the wheel support member.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19133588A JP2693502B2 (en) | 1988-07-29 | 1988-07-29 | Vehicle suspension device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19133588A JP2693502B2 (en) | 1988-07-29 | 1988-07-29 | Vehicle suspension device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0238115A JPH0238115A (en) | 1990-02-07 |
| JP2693502B2 true JP2693502B2 (en) | 1997-12-24 |
Family
ID=16272848
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP19133588A Expired - Lifetime JP2693502B2 (en) | 1988-07-29 | 1988-07-29 | Vehicle suspension device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2693502B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05104921A (en) * | 1991-10-18 | 1993-04-27 | Nissan Motor Co Ltd | Trailing arm type double wishbone suspension device |
| FR3055878B1 (en) * | 2016-09-14 | 2018-10-12 | Peugeot Citroen Automobiles Sa | REAR TRAIN OF A VEHICLE, IN PARTICULAR A MOTOR VEHICLE |
-
1988
- 1988-07-29 JP JP19133588A patent/JP2693502B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0238115A (en) | 1990-02-07 |
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