JP3014438B2 - Vehicle suspension device - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a suspension device for a vehicle for suspending wheels.

[Related Art] As a suspension device for suspending a steered wheel, various configurations have been conventionally developed and put to practical use. Among these various types of suspension devices, a strut type suspension device is disclosed, for example, in Japanese Utility Model Laid-Open No. 64-1780.
As shown in Japanese Patent Publication No. 3, the lower end of the shock absorber is rigidly connected to the wheel rotation support part, so that it is lightweight, compact, and has good assemblability. As a result, variations in casters are prevented, and the casters are widely used in so-called passenger cars.

[Problems to be Solved by the Invention] However, in such a strut-type suspension device, the lower end of the shock absorber is rigidly connected to the wheel rotation support portion as described above. There is a problem that it is difficult to control the kyamba appropriately, and it is difficult to change the toe appropriately.

On the other hand, in recent years, in order to solve the problems of these strut-type suspension devices, double-wishbone-type suspension devices have been used in passenger cars. In the double whitish bone type suspension device applied to this passenger car, since the link connecting portion has a large number of shaft supports, the degree of freedom is increased, and it is possible to easily change the chamber appropriately. In addition, the toe can be changed appropriately.

However, having a large number of shaft supports, which are cited as the reason for achieving such an effect, works in the opposite way, increasing the weight, increasing the complexity of the structure, and deteriorating the assemblability. You will have the opposite.

In particular, when the link length can be set sufficiently, as in a so-called racing car, this double-wish bone-type suspension device has an almost vertical trajectory of the wheels supported thereby. This makes it possible to approximate a straight line, and it is possible to linearly change the wheel posture, for example, the toe and the kyamba, in the bump / rebound of the wheel, thereby ensuring the optimum running stability.

However, when applying this double-wish bone type suspension device to a passenger car, the space of the tire house is limited, so that the link length must be shortened inevitably. As a result, even if, for example, the double whitish bone type is adopted, the trajectory of the vertical movement of the wheel must be a curve of the radius of curvature, and accordingly, the wheel attitude changes greatly, The advantage of adopting the double whitish bone type cannot be fully demonstrated. In particular, in recent years, with an increase in the output of an engine in a passenger car, the number of accessories attached to the engine has increased, and the engine room has to be expanded. For this reason, the tire house tends to be further narrowed, and it is impossible for a passenger car to set a long link length.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problems, and an object of the present invention is to achieve high-dimensional running stability with a lightweight and compact configuration comparable to a strut-type suspension device. It is an object of the present invention to provide a vehicle suspension device having a novel configuration.

It is another object of the present invention to provide a vehicle suspension device which can obtain a change characteristic of a chamber comparable to that of a double-wishbone type having a long arm while taking advantage of a strut type. It is.

Means for Solving the Problems In order to achieve the above-described object, a vehicle suspension device according to the present invention includes a wheel support member that rotatably supports wheels, and one end pivotally attached to a lower portion of the wheel support member. A lower arm rotatably supported at the other end toward the vehicle body; and a lower arm having a lower end extending only along a first rotation axis extending substantially along the longitudinal direction of the vehicle body above the wheel support member. A shock absorber pivotally supported movably, and an upper arm having one end pivotally attached to one of the wheel support member and the shock absorber at one point and the other end pivotally attached to the vehicle body at one point. It is characterized by having.

Further, in the vehicle suspension device according to the present invention, the one end of the upper arm is disposed on a kingpin shaft.

Further, in the vehicle suspension device according to the present invention, the wheel support member is pivotally supported by the shock absorber via a bush disposed on the first rotation axis. I have.

Further, in the suspension device for a vehicle according to the present invention, the bush is constituted by a rubber bush that can be elastically displaced along an extending direction of the first rotation axis.

In the suspension device for a vehicle according to the present invention, the first rotation axis is inclined at a predetermined acute angle with respect to a second rotation axis at the other end of the lower arm. Features.

In the suspension device for a vehicle according to the present invention, the first rotation axis is inclined at a predetermined acute angle with respect to a second rotation axis at the other end of the lower arm. Features.

Further, in the suspension device for a vehicle according to the present invention, the one end of the upper arm is pivotally attached to the shock absorber, and an attachment position of the upper arm to the shock absorber is set at a center axis of the shock absorber. On the other hand, it is characterized in that it is set in an offset state along the longitudinal direction of the vehicle body.

In the suspension device for a vehicle according to the present invention, the upper arm is attached in a state inclined with respect to a lateral direction of the vehicle body, and the first rotation axis is a second rotation at the other end of the lower arm. It is characterized by being inclined with respect to the axis in a twisted position.

Further, in the vehicle suspension device according to the present invention, a coil spring is disposed around the shock absorber, and a center axis of the coil spring is
It is characterized in that it is offset along the longitudinal direction of the vehicle body with respect to the center axis of the shock absorber.

In the suspension device for a vehicle according to the present invention, the wheel is a steered wheel, and the wheel support member includes:
It is characterized by a tie rod being connected.

[Operation] In the vehicle suspension device configured as described above, in a state where the shock absorber and the wheel support member are connected to each other, the connection portion is rotatable only around the rotation axis in the substantially longitudinal direction of the vehicle body. Connected in a state, and
Since the shock absorber is connected to the vehicle body via the upper arm, even if the arm length of the upper arm is not sufficiently long and remains short, the change in the wheel to bump / rebound is more ideal. It will be set in a state close to the shape.

Further, when the wheel is a steered wheel, the canmber of the steered wheel can be set to an arbitrary value including zero degree during straight running, and can be maintained, and can be maintained when the wheel is steered. This can be changed in an optimal direction according to the bump rebound of the wheel. In this way, the straight running performance of the vehicle can be achieved at a high level, and the bump and rebound of the steered wheels can be reliably dealt with by appropriately setting the kyamba value. Can be done.

[Embodiment] Hereinafter, a configuration of an embodiment of a vehicle suspension device according to the present invention will be described in detail with reference to FIGS. 1 to 5 of the accompanying drawings.

As shown in FIG. 1, a suspension device 10 of this embodiment is a front suspension device for suspending a steered wheel, for example, in this embodiment, a right front wheel FR with respect to a vehicle body (not shown). The right front wheel FR
Is provided with a wheel support 12 as a wheel support portion rotatably mounted. A lower portion of an A-shaped lower arm 14 as viewed from above is pivotably attached to a lower portion of the inner surface of the wheel support 12 via a ball shot (not shown). The lower arm 14 is bifurcated at both ends.
It is rotatably supported on the vehicle body side (not shown), that is, on the inner surface of the wheel house, via 16a and 16b. Here, the rubber bushings 16a and 16b extend along their rotation axis m in the front-rear direction of the vehicle body and are set in a state where they are aligned with each other.

Also, at the upper end of the inner surface of this wheel support 12,
A mounting piece 18 extending upward is integrally formed. A lower portion of the shock absorber 22 is rotatable around the rotation axis l via a rubber bush 20 having a rotation axis l extending along the substantially front-rear direction of the vehicle body at the upper end of the mounting piece 18. It is pivoted on. The shock absorber 22 and the coil spring 24 fitted around the outer periphery of the shock absorber 22 constitute a buffer mechanism. The upper end of the shock absorber 22 is pivotally attached to the upper end of a tire house (not shown).

More specifically, as shown in FIG. 2, the rubber bush 20 includes a rotating support shaft 20a, a metal inner sleeve 20b fitted externally in close contact with the rotating support shaft 20a, and an inner sleeve 20b. The rubber sleeve 20c includes a rubber sleeve 20c that is externally fitted in close contact with the rubber sleeve 20c, and a metal outer sleeve 20d that is externally fitted in close contact with the rubber sleeve 20c. A mounting bracket 26 for mounting the rubber boot 20 is fixed to a lower portion of the shock absorber 22. This mounting bracket 26
Is composed of a pair of parallel support pieces 26a and 26b extending along the substantially width direction of the vehicle body, and their base ends are integrally connected to both sides of the lower end of the shock absorber 22. .

Then, the rotation support shaft 20a of the rubber bush 20 described above
Is extended in the longitudinal direction of the vehicle body, with both ends thereof being hung over the tips of both support pieces 26a, 26b,
Installed. The mounting piece 18 described above is integrally joined to the outer periphery of the outer sleeve 20d of the rubber bush 20. Here, on the inner surfaces of the support pieces 26a and 26b facing each other, when the rubber bush 20 is deflected along the axial direction and collides with one of the support pieces 26a and 26b, the shock absorber 26e is used to absorb the impact. Are affixed respectively.

Thus, as described above, the wheel support 12
A lower portion of a shock absorber 22 is rotatably supported on the upper end of the inner side surface of the vehicle through a rubber bush 20 having a rotation axis l extending substantially in the longitudinal direction of the vehicle body. Will be done.

The rubber bushings 16a and 16b described above and the rubber bushing 32 described later have the same configuration as that of the rubber bushing 20.

On the other hand, as shown in FIG. 1 again, the tip of an upper arm 28 is pivotally attached to the lower end of the shock absorber 22 via a ball joint 30. The base end of the upper arm 28 is pivotally supported on the vehicle body side, that is, the inner surface of the tire house, via a rubber bush 32 having a rotation axis extending substantially in the front-rear direction of the vehicle body.

A knuckle arm 34 extending toward the center of the vehicle body is integrally attached to the inner surface of the wheel support 12 at a position eccentric rearward and inward from the center of rotation of the wheel support 12. The outer end of a tie rod 36 is pivotally attached to the inner end via a ball joint 38. The base end of the tie rod 36 is connected to a steering mechanism (not shown) so as to rotate the wheel (right front wheel FR) about the axis KP in accordance with the rotation of a steering wheel (not shown). . In FIG. 3, the axis KP is defined by an axis connecting the mounting position A to the lower arm 14 and the wheel support 12 and the vehicle mounting position B at the upper end of the shock absorber 22.

Further, as shown in FIG. 3, the position where the lower arm 14 is attached to the vehicle body is denoted by C, the position where the upper arm 28 is mounted on the shock absorber 22 is denoted by D, and the upper arm
The reference numeral E indicates the mounting position of the shock absorber 22 on the vehicle body side, and the reference numeral F indicates the mounting position of the shock absorber 22 on the wheel support 12, respectively.
Is L (that is, the distance between the points D and E).

Here, in this embodiment, the mounting position D of the upper arm 28 to the shock absorber 22 is set so as to be located on the axis KP described above. Assuming that the extension axis of the above-described shock absorber 22, that is, the axis indicating the direction of force absorption is represented by a symbol p, and the center axis of the coil spring 24 is represented by a symbol q, as shown in FIG. ,
The axis q of the coil spring 24 is aligned with the shock absorber 22
Is arranged so as to be offset along the longitudinal direction of the vehicle body with respect to the axis p. That is, in this embodiment, the axis q of the coil spring 24 is arranged so as not to be offset along the axis p of the shock absorber 22 along the vehicle width direction, but to be coincident therewith.

The operation of changing the chamber of the wheel FL in the suspension device 10 configured as described above will be described in detail.

When the wheel FL bumps, the wheel support 12 also shifts upward from the state shown in FIG. The upwardly biased state of the wheel support 12 will be examined in detail. Here, paying attention to the mounting position F of the wheel support 12 to the shock absorber 22, as the wheel support 12 is deflected upward, the shot absorber 22 mounted via the rubber bush 20 is also deflected upward. become. However, since the upper end of the shock absorber 22 is pivotally connected to the vehicle body at point B, the shock absorber 22 is deformed in a direction to shorten its length, and the lower end of the shock absorber 22 is biased upward. Become.

Here, since the lower end of the shock absorber 22 is pivotally connected to the outer end of the upper arm 28 at the point D, its upward trajectory is restricted by the arm length L of the upper arm 28, and An arc having a radius L is drawn about the mounting position E on the vehicle body side.
As a result, the point D, which is the connection point between the shock absorber 22 and the upper arm 28, moves to the position indicated by the point D 'according to the arc trajectory. Such points with the movement from D to point D ', point F rises by a height h _1. On the other hand, these points along with the movement arcuate from D to point D ', to poke absorber 22 itself rotates in the clockwise direction about the point B, the extending Dejikusen, the position indicated by the symbol X ₁ From the sign
Situated angle θ rotated to that shown in X _2. Such attempt with the rotation of the extending Dejiku lines poke absorber 22, F point of the wheel support 12 connected thereto will be lowered by a height h _2.

That is, in this embodiment, only h (= h ₁ −h ₂ ) rises due to the bump of the wheel FL.

In this embodiment, the shock absorber 22 and the wheel support 12 are connected to each other via a rubber bush 20 while being rotatable around an axis extending substantially in the front-rear direction of the vehicle body. For example, since the wheel support 12 is rotatably supported around the rotation axis l, the rotation around the point B accompanying the circular movement of the point D in the shock absorber 22 is allowed. as a result, F point are mutually connected point between to stick absorber 22 and the wheel support 12, so that the drawn back by a height h _2.

In other words, in this embodiment, although the shock absorber 22 and the wheel support 12 are connected to each other as in the conventional strut type,
The connecting portion is not rigidly connected, but is connected so as to be freely movable around the rotation axis in the substantially longitudinal direction of the vehicle body, and adopts a configuration in which the shock absorber 22 is connected to the vehicle body via the upper arm 28. Therefore, even when the arm length L of the upper arm 28 is not sufficiently long and is kept short, the change in the chamber with respect to the bump rebound of the wheel FL is set in a state closer to the ideal shape. This is the first feature of this embodiment.

 Next, a second feature of the embodiment will be described.

First, in general, assuming that one steered wheel rides on a bump on a road surface in a straight running state of a vehicle, that is, in a driving state in which a steering wheel is held at a neutral position, the steered wheel riding on this bump is considered. If there is a canba, a so-called canvas last occurs, and the steered wheels receive a thrust force. And, on a normal road surface, such a raised portion is formed small and continuous, so each time one of the steered wheels rides on the raised portion, it receives a thrust force by the canvas last and goes straight. Running stability will be impaired. For this reason,
When traveling straight ahead, it is desired that this change in kyamba is small. In the conventional strut-type and double-wishbone-type suspension devices, the chamber angle when the steering wheel is steered is uniquely determined by the axis KP and cannot be independently controlled.

On the other hand, in this embodiment, when the chamber is set to substantially zero when traveling straight, that is, when the arm lengths of the lower arm 14 and the upper arm 28 are set to be substantially equal to each other,
No bump is applied to the bump rebound when traveling straight, and the change in the bump to the bump rebound substantially disappears, and is represented as a substantially straight line crossing the zero value of the bump value. In this way, the straight running stability of the vehicle is ensured.

As described above, in this embodiment in which the chamber is set to substantially zero during straight running, when the steering wheel is further steered, the attachment point D of the upper arm 28 to the shock absorber 22 is located on the axis KP as described above. Since it is located, even if the steering wheel is steered, the upper arm 28 does not need to move. In other words, simply turning the steering wheel on a flat road surface does not cause a change in kyamba.

However, in this embodiment, during steering of the steering wheel, the wheel FR climbs over the bump,
If bumps and rebounds of the wheel FL occur due to dropping into a hole or the like, the suspension device 10 causes a change in the chamber as described below.

That is, when the wheel FR bumps or rebounds, the shock absorber 22 of the upper arm 28 in FIG.
The mounting point D is shifted from the axis KP, and the points A, B, and D are
It does not exist on a straight line. In this state,
If the wheel FR is steered, and attention is paid to a point D, as shown in FIG. 5, this point D is off the axis KP. Try to be on the side,
An attempt is made to move on an arc locus (indicated by a symbol A in FIG. 5) around the axis KP with the offset amount from the axis KP as a radius. On the other hand, since the point D is pivotally supported on the vehicle body side at the point E, an arc locus around the point E as a center of rotation with the length L, which is the arm length of the upper arm 28, as a radius (in FIG. B.) It is constrained to move on.

As a result, in this embodiment, when the wheel FR is steered during the bump rebound, the point D becomes:
Not just on the opposite side of the wheel FR, for example,
In the state shown in FIG. 5, the vehicle is forced into the state of being drawn into the vehicle body. In other words, while the wheel FR is being steered, by bumping and rebounding, the chamber of this wheel changes, that is, from the chamber in the state where the steering angle is zero, the change in the steering angle , At a predetermined rate.

In detail, the rate of change of the kyamba is, for example, as shown in FIG.
In the process of changing to 15 and 15 degrees, the process of changing the steering angle to 0, 5, 10, 15 and 15 degrees with the amount of change of the kyamba at each steering angle bumped 100 mm. , The change amount of the kyamba at each steering angle is set to be a larger ratio.

Here, the traveling characteristics of the vehicle are different depending on the use of the vehicle and the difference in the athletic performance, and the zero setting of the kyamba during the straight running as described above is merely one example, and the vehicle is merely an example. According to this, when traveling straight ahead, a so-called positive kyamba with a positive value of the kyamba or a so-called negative kyamba with a negative value of the kyamba is provided by the lower arm 14 and the upper arm 28. This can be adopted by appropriately setting the length.

That is, according to this embodiment, when driving straight ahead, it is possible to set the kyamba of the wheel to an arbitrary value including zero degree, and to maintain this value, and at the time of turning the wheel,
This can be changed in the optimum direction according to the bump and rebound of the wheel. In this manner, in this embodiment, it is possible to achieve the straight traveling performance of the vehicle at a high level, and to appropriately set the kyamba value for the bump and rebound at the time of turning. Thus, it is possible to surely respond. This is the second feature of this embodiment.

Further, in the conventional strut-type suspension device, since the shock absorber 22 and the wheel support 12 are rigidly connected, the lateral force F input to the wheel FR is applied.
To ensure that the shock absorber 22 cancels, the axis q of the coil spring 24 is offset from the axis p of the shock absorber 22 in the vehicle longitudinal direction and the vehicle width direction, respectively. Has been established.

However, in this embodiment, the shock absorber 22 and the wheel support 12 are connected to each other so as to be rotatable around the rotation axis l, so that it is not necessary to consider the force in the vehicle body width direction. As a result,
The axis q of the coil spring 24 is aligned with the shock absorber 22
As shown in FIG. 4, there is no need to offset along the vehicle body width direction with the axis p being offset only along the vehicle longitudinal direction as shown in FIG. In this way,
In the design of the suspension device 10, the degree of freedom is increased, and the ease of designing is improved.

As described in detail above, in the suspension device 10 of this embodiment, the wheel support 12 and the shock absorber 22 are connected to the rubber bush 20 that is rotatable around an axis l extending along the vehicle body substantially in the front-rear direction. The lower end of the shock absorber 22 is connected to the vehicle body via an upper link 28. As a result, the attitude of the wheel support 12 is regulated via the upper link 28 although it is rotatably supported by the shock absorber 22. Further, even in a state where the arm length L of the upper arm 28 is not sufficiently long and is kept short, the change in the camber with respect to the bump rebound of the wheel FR is set in a state closer to a strange shape. Furthermore, when the vehicle is traveling straight ahead, it can be set to an arbitrary value including zero degree, and can be maintained, and at the time of turning the wheel, the vehicle can be optimally adjusted according to the bump rebound of the wheel. Can be changed in the direction at a predetermined change rate.

Further, in this embodiment, since the attachment point D of the upper link 28 to the shock absorber 22 is located on the axis KP, the steering wheel is stationary (that is, the steering wheel is stationary).
The upper link 28 does not interfere with the change in the wheel's chamber during steering (steering of the steering wheel in a state where the wheel does not rebound), and therefore, the excessive change of the chamber is prevented.

It is needless to say that the present invention is not limited to the configuration of the above-described embodiment, and can be variously modified without departing from the gist of the present invention.

For example, in the above-described embodiment, the right front wheel FR has been described as the wheel to which the suspension device 10 is applied.However, the right front wheel may be used, or in the case of a four-wheel steering vehicle. Needless to say, the invention can be applied to the right rear wheel and the left rear wheel.

Further, in the above-described embodiment, the steered wheels are used as the wheels to which the suspension device 10 is applied. However, the present invention is not limited to such a configuration. The present invention is also applied to a suspension device for suspending normal rear wheels RL and RR which are not steering wheels. In this case, unlike the above-described embodiment, an I-type lateral link is used instead of the tie rod 36. When used as a suspension device for a wheel that is not a steered wheel in this way, it goes without saying that the first feature in the above-described embodiment is similarly achieved, but the second feature is not achieved.

In the embodiment described above, the upper link 28
Has been described as being connected to the lower end of the shock absorber 22, but the present invention is not limited to such a configuration. For example, as shown in FIG.
The mounting position D of the upper link 28 may be an arbitrary part located at an intermediate position in the longitudinal direction (that is, the axial direction), not at the lower end of the shock absorber 22, or may be a shaft KP
The inner part of the shock absorber 22 in a state of being separated from the vehicle body (that is, the part closest to the vehicle body) may be used. By setting the point D at a position deviated from the axis KP, the effect of preventing an excessive change in the chamber when the steering handle is stationary is not achieved.

Further, in the first modified example described above, it has been described that the mounting position D of the upper arm 28 to the shock absorber 22 may be an inner portion as a point other than the lower end of the shock absorber 22. 7A and 7B, the shock absorber is offset from the axis KP forward (rearward) in the vehicle longitudinal direction as shown in FIG. 7A and FIG. 7B as a second modification.
It may be attached to the front part (or the rear part, not shown) of the 22.

By attaching the outer end of the upper arm 28 to the front part (or the rear part) of the shock absorber 22 in this manner, when a lateral force F such as a cornering force acts on the wheel FR, the shock absorber of the upper arm 28 is made. Since the attachment position D to the shaft 22 is offset forward (or rearward) from the axis KP, it is possible to share a plurality of rubber bushes bearing the lateral force F at an arbitrary ratio depending on the offset amount. It is possible to do so, and the degree of freedom in design is increased. In particular, since the sharing ratio of the plurality of rubber bushes receiving the lateral force F is arbitrarily set, it is possible to make the elastic deformation amounts of the respective rubber bushes different, and as a result, based on the elastic deformation of the rubber bush, It is possible to arbitrarily control the toe change.

In short, from the second modified example and the first modified example described above, when the upper arm 28 is mounted on the shock absorber 22, the mounting position D can be set at an arbitrary position of the shock absorber 22. It is.

In the above-described embodiment, the upper arm 28
The outer end of the vehicle body in the width direction is a shock absorber.
Although the present invention has been described as being attached to the 22, the present invention is not limited to such a configuration, and as shown in FIG. 8 as a third modification, a ball joint 30 is provided on the inner surface of the wheel support 12. May be configured so as to be pivotally attached via the.

In the state where the outer end of the upper arm 28 is pivotally connected to the inner surface of the wheel support 12, the second feature of the above-described embodiment is achieved. The first feature, which is a behavior-based feature, is not achieved in this third modification.

In one embodiment described above, the rubber bushing is used.
Although the description has been made so that the twenty rotation axes l extend substantially in the front-rear direction of the vehicle body, the present invention is not limited to such a configuration, and is shown in FIG. 9 as a fourth modification. May be configured. That is, in the fourth modification, as shown in FIG. 1, a pair of rubber bushings 16a,
When an axis line commonly connecting the rotation support shafts 16b is represented by a symbol m, with respect to this axis line m, as shown in FIG.
It is set so as to be inclined by a predetermined acute angle X. By setting the rotation axis l of the rubber bush 20 so as to be inclined by the predetermined acute angle X with respect to the axis m in a side view, the wheel support 12 of the shock absorber 22 can be mounted when the wheel FR is bumped, for example. Attachment point F will be retracted, but at this time,
Since the wheel support 12 can rotate only around the tilted rotation axis l, as a result, the toe angle of the wheel FR changes.

That is, in the fourth modified example, the toe angle at the time of the bump / rebound of the wheel FR is changed only by making a very simple change such that the rotation axis l of the rubber bush 20 is inclined with respect to the axis m in a side view. Thus, it can be controlled to an appropriate value. Moreover, in the fourth modified example, the toe-in / to-out can be switched and set by appropriately changing the direction of the inclination angle X and the position at which the tie rod 36 is attached to the wheel support 12. The degree of freedom will be greatly improved.

Here, in general, when trying to give a toe change to the wheel, it is necessary to change the position in the height direction of the tie rod 36, but if the position in the height direction of the tie log 36 is changed, This has a significant effect on other geometries of the suspension device, and undesirably changes other wheel alignments in unintended directions.

However, in the fourth modified example, the configuration of the suspension device is relatively unaffected by other layout requirements, in other words, is a location that does not cause layout damage to other design elements. Attention is paid to the rubber bushing 20 at the joint between the shock absorber 22 and the wheel support 12, and by changing the state of inclination of the rotation axis l of the rubber bush 20, a toe change is intended to be given, so that the degree of freedom in design is dramatically increased. It will be expanded to.

In the above-described fourth modification, the rotation axis l
Has been described to be inclined at an acute angle with respect to the axis m in a side view. However, the present invention is not limited to such a configuration. For example, the configuration shown in FIG. May be.

That is, in the fifth modified example, as shown in FIG. 10, in a plan view, a predetermined acute angle Y with respect to an axis m that commonly connects the rotation support shafts of the pair of rubber bushes 16a and 16b of the lower arm 14. It is set to incline. By setting the rotation axis l of the rubber bush 20 so as to be inclined by the predetermined acute angle Y with respect to the axis m in a plan view, the wheel can be moved in the same manner as described in the fourth modified example. When the FR is bumped, for example, the mounting point F of the shock absorber 22 to the wheel support 12 is drawn in, and as a result, the toe angle of the wheel FR changes.

That is, in the fifth modified example, similarly to the fourth modified example, the toe angle at the time of bump / rebound of the wheel FR is inclined with respect to the axis m of the rubber bush 20 in a plan view. That is, it can be controlled to an appropriate value by making a very simple change. Moreover, in the fifth modified example, the wheel support 12 and the shock absorber 22 are rotatable about the rotation axis l via the rubber bush 20 as already described in the configuration of the above-described embodiment. Is supported in a proper state.

As a result, the rubber bush 20 itself is in a state where the rubber bush 20 can be displaced, though within a limited range along the rotation axis l, based on the elastic deformation of the rubber inner sleeve 20b. Therefore, in the fifth modified example, when the wheel FR receives a moment or a brake is actuated and receives a force in the longitudinal direction of the vehicle body, elastic deformation occurs in the inner sleeve 20b of the rubber bush 20 described above. The wheel support 12 is deviated along the rotation axis l.

Here, in the fifth modified example, since the rotation axis l is inclined at a predetermined acute angle Y with respect to the axis m in plan view, the above-described deviation of the wheel support 12 along the rotation axis l , The toe of the wheel FR changes. Thus, in the fifth modification, the rotation axis l
By tilting the wheel support 12 and the shock absorber 22 through the rubber bush 20 in a plan view with respect to the axis m, the toe of the wheel FR can be reliably changed. Will be.

In short, from the fourth and fifth modifications described above, the first rotation axis l is viewed from the side with respect to the second rotation axis m, and
The fact that each of them is inclined when viewed from the front means that when these are combined, they are set in a state of three-dimensionally intersecting due to the so-called twist position.

In the above-described embodiment and the fifth modification, the wheel support 12 and the shock absorber 22 are rotatably supported around the rotation axis l via the rubber bush 20. The present invention is not limited to such a configuration. As shown as a sixth modification in FIG. 11, the wheel support 12 and the shock absorber 22 are prohibited from being displaced along the rotation axis l. It may be configured to be rotatably attached via a rigid type bush 40.

That is, as shown in FIG. 11, the bushing 40 includes a rotating support shaft 40a, a bearing 40b in which an inner race (not shown) is externally fitted to the rotating support shaft 40a, and an outer race (not shown) of the bearing 40b. The outer sleeve 40c is made of a metal and is externally fitted.

The rotation support shaft 40a of the rigid type bush 40 is attached with both ends thereof being hung over the distal ends of both support pieces 26a and 26b of the attachment bracket 26. In addition, the outer sleeve 40 of this bush
The attachment piece 18 described above is integrally joined to c.

In this sixth modification, the rotation axis l is inclined with respect to the axis m in plan view by using the bearing 40 in which the deviation along the rotation axis l is prohibited. Only on this basis, the toe of the wheel FR changes.

[Effects of the Invention] As described above, the vehicle suspension device according to the present invention has an axle support member that rotatably supports wheels, one end pivotally attached to a lower portion of the wheel support members, and the other end connected to the vehicle body. A lower arm rotatably supported on the side, and a lower end thereof rotatably supported on an upper portion of the wheel support member only around a first rotation axis extending substantially along the longitudinal direction of the vehicle body. A shock absorber, and an upper arm having one end pivotally attached to one of the wheel support member and the shock absorber at one point and the other end pivotally attached to the vehicle body at one point. I have.

Further, in the vehicle suspension device according to the present invention, the one end of the upper arm is disposed on a kingpin shaft.

Further, in the vehicle suspension device according to the present invention, the wheel support member is pivotally supported by the shock absorber via a bush disposed on the first rotation axis. I have.

Further, in the suspension device for a vehicle according to the present invention, the bush is constituted by a rubber bush that can be elastically displaced along an extending direction of the first rotation axis.

In the suspension device for a vehicle according to the present invention, the first rotation axis is inclined at a predetermined acute angle with respect to a second rotation axis at the other end of the lower arm. Features.

In the suspension device for a vehicle according to the present invention, the first rotation axis is inclined at a predetermined acute angle with respect to a second rotation axis at the other end of the lower arm. Features.

Further, in the suspension device for a vehicle according to the present invention, the one end of the upper arm is pivotally attached to the shock absorber, and an attachment position of the upper arm to the shock absorber is set at a center axis of the shock absorber. On the other hand, it is characterized in that it is set in an offset state along the longitudinal direction of the vehicle body.

In the suspension device for a vehicle according to the present invention, the upper arm is attached in a state inclined with respect to a lateral direction of the vehicle body, and the first rotation axis is a second rotation at the other end of the lower arm. It is characterized by being inclined with respect to the axis in a twisted position.

Further, in the suspension device for a vehicle according to the present invention, a coil spring is disposed around the shock absorber, and a center axis of the coil spring is aligned with a center axis of the shock absorber in a vehicle longitudinal direction. It is characterized by being offset.

In the suspension device for a vehicle according to the present invention, the wheel is a steered wheel, and the wheel support member includes:
It is characterized by a tie rod being connected.

Therefore, according to the present invention, there is provided a vehicle suspension device having a novel configuration capable of achieving high-dimensional running stability with a lightweight and compact configuration comparable to a strut type suspension device. Will be provided.

Further, according to the present invention, there is provided a vehicle suspension device capable of obtaining a kyamba change characteristic comparable to that of a double-wish bone type suspension device having a long arm length while taking advantage of a strut type. Will be done.

[Brief description of the drawings]

1 is a perspective view schematically showing a configuration of a vehicle suspension device according to an embodiment of the present invention; FIG. 2 is a cross-sectional view showing a rubber bushing taken out; FIG. 3 is a configuration of the suspension device; FIG. 4 is a side view schematically showing an arrangement state of a shock absorber and a coil spring; and FIG. 5 is a diagram showing a state where a wheel is steered. FIG. 6 is a plan view showing the state of movement of the outer end of the upper arm of FIG. 6; FIG. 6A is a front view showing the state of attachment of the upper arm to a shock absorber according to a first modification of the suspension device of this embodiment; FIG. 7 and FIG. 7B are a front view and a side view, respectively, showing a state in which an upper arm is attached to a shock absorber according to a second modification of the suspension device of the embodiment; FIG. FIG. 9 is a front view showing a state in which an upper arm is attached to a wheel support according to a third modification of the suspension device of the embodiment; FIG. 9 is a perspective view of a rubber bushing according to a fourth modification of the suspension device of the embodiment; FIG. 10 is a side view and a plan view showing the tilted state of the rotation axis l, respectively; FIG. 10 is a plan view showing the tilted state of the rotation axis l of the rubber bush according to the fifth modification of the suspension device of the embodiment; FIG. 11 is a sectional view showing the structure of a bearing according to a sixth modification of the suspension device of the embodiment. In the figure, 10 ... suspension device, 12 ... wheel support, 14 ... lower arm, 16a; 16b ... rubber bush, 18 ... mounting piece, 20 ... rubber bush, 20a ...
... Rotating support shaft, 20b ... Inner sleeve, 20c ... Outer sleeve, 22 ... Shock absorber, 24 ... Coil spring, 26 ... Mounting bracket, 26a; 26b ... Support piece, 28 ... Apper arm, 30 …… ball joint, 32
…… Rubber bush, 34 …… Control rod, 36…
... Tyrod, 38 ... Ball joint, 40 ... Bearing, 40a ... Rotating support shaft, 40b ... Bearing, 40c ...
It is an outer sleeve.

Claims (10)

(57) [Claims] A wheel support member rotatably supporting a wheel; a lower arm pivotally connected at one end to a lower portion of the wheel support member and rotatably supported at the other end toward a vehicle body; A shock absorber rotatably supported on an upper part of the member so as to be rotatable only around a first rotation axis whose lower end extends substantially in the longitudinal direction of the vehicle body; and one of the wheel support member and the shock absorber And an upper arm having one end pivotally connected at one point to the vehicle body and the other end pivotally connected to the vehicle body at one point. 2. The suspension system according to claim 1, wherein said one end of said upper arm is disposed on a kingpin shaft. 3. The shock absorber according to claim 1, wherein the wheel support member is supported by the shock absorber via a bush disposed on the first rotation axis. Vehicle suspension device. 4. The vehicle according to claim 3, wherein said bush comprises a rubber bush which can be elastically displaced along an extending direction of said first rotation axis. Suspension device. 5. The apparatus according to claim 1, wherein the first rotation axis is inclined at a predetermined acute angle with respect to a second rotation axis at the other end of the lower arm in a side view. A vehicle suspension device according to claim 1. 6. The apparatus according to claim 1, wherein said first rotation axis is inclined at a predetermined acute angle with respect to a second rotation axis at the other end of said lower arm. A vehicle suspension device according to claim 1. 7. The one end of the upper arm is pivotally attached to the shock absorber, and a device for attaching the upper arm to the shock absorber extends in a vehicle longitudinal direction with respect to a center axis of the shock absorber. 2. The vehicle suspension device according to claim 1, wherein the suspension device is set in an offset state. 8. The upper arm is mounted to be inclined with respect to the lateral direction of the vehicle body, and the first rotation axis is twisted relative to a second rotation axis at the other end of the lower arm. The vehicle suspension device according to claim 1, wherein the vehicle is inclined in the state of (1). 9. A coil spring is disposed around the shock absorber, and a center axis of the coil spring is offset from a center axis of the shock absorber in a longitudinal direction of the vehicle body. The vehicle suspension device according to claim 1, wherein: 10. The vehicle suspension device according to claim 1, wherein the wheel is a steered wheel, and a tie rod is connected to the wheel support member.