JP3120702B2 - Vehicle strut type suspension device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a suspension device for a vehicle, and more particularly, to a strut type suspension device having an alignment control function.

[0002]

2. Related Art Today, strut-type suspensions are frequently used as suspension systems for vehicles. This strut type suspension is generally used for the front wheels for steering the vehicle, particularly because of its structural superiority. In such a strut-type suspension, from a mechanical point of view, it is preferable to arrange the strut on the vehicle body with a predetermined angle inclined forward in the traveling direction, that is, with a caster angle, so that the wheels do not wobble. Thus, the running stability of the vehicle is ensured.

Meanwhile, if the strut-type suspension is applied to the steering wheel, increasing the caster angle, although capable of improving the straight advance running stability, steering at the time of the resistance is increased, and the handle becomes heavy There is a disadvantage that the steering performance is deteriorated. Therefore, by changing the caster angle in accordance with the running state of the vehicle, when in need of straight advance running stability increased caster angle, also a device that reduces the caster angle when it is desired to prioritize steerability, JP JP-A-61-113560 and JP-B-62-3
No. 1641 and the like.

In the apparatus disclosed in Japanese Patent Application Laid-Open No. 61-113560, as shown in FIG. 6, one end of a strut-type suspension 210 having one end connected to a front wheel 201 is provided at an upper part of a vehicle body in an engine room. The slide device 220 is slid in the longitudinal direction of the vehicle to tilt the kingpin axis X, thereby changing the caster angle θc and the caster trail Sc.

In the device disclosed in Japanese Patent Publication No. Sho 62-31641, as shown in FIG. 7, a rear arm 231 extends rearward from a middle position of a lower arm 231 connected between a front wheel 201 and a vehicle body member 202, and extends rearward. Is constituted by a cylinder 240 connected to the lower arm 231 and a piston rod 242 connected to the vehicle body member 205 via a rubber 243. Then, oil is supplied into the cylinder 240 through the port 246 or the port 247 to expand and contract the piston rod 242, thereby displacing the front wheel 201 back and forth, and the caster angle θ
c, The caster trail Sc is changed.

[0006]

DISCLOSURE OF THE INVENTION Problems to be Solved by the Invention
In the apparatus disclosed in Japanese Patent No. 3560, since the slide device 220 is provided in the engine room, a considerable space in the engine room is occupied by the slide device 220. Usually 2 for vehicles
Since the front wheels are provided, the slide device 22
0 and 220 are also provided, and the sliding device 220 includes a sliding range, so that the occupied space is considerably large.

In the device disclosed in Japanese Patent Publication No. Sho 62-31641, the leading rod itself is replaced by the cylinder 240 and the piston rod 242, so that the cylinder 240 is considerably long. . Therefore, the weight is considerably large and the unsprung load is large. When the unsprung load becomes large as described above, this load can be regarded as a part of the load of the front wheel 201, so that when the front wheel 201 vibrates up and down, the vibration is not easily attenuated, and the running stability is impaired. .

The present invention has been made in view of the above-mentioned circumstances, and an object of the present invention is to provide a compact and durable structure while maintaining good suspension functions and to adjust the caster angle with good controllability. It is an object of the present invention to provide a possible vehicle strut type suspension device.

[0009]

To achieve the above object, according to the Invention The invention of Claim 1, in a strut-type suspension apparatus for a vehicle connected by struts and lower arms between the hub carrier and the vehicle body for supporting a wheel The lower arm has one end rotatably connected to the hub carrier, the other end rotatably connected to the vehicle body, and a first end closer to the hub carrier than the lateral arm. from at connecting portions are rotatably connected, and the other end compression arm connected rotatably to the vehicle body at a second connecting portion spaced in the longitudinal direction of the vehicle and the other end of said lateral arm is configured, characterized in that it comprises adjusting means for displacing the other end of the compression arms in the direction of the line connecting the first and second connecting portions It is. Therefore, when the other end of the compression arm by adjusting means is displaced, lateral that compression arm is moved in the direction of the line connecting the first and second connecting portions, connected to the compression arms in the first coupling part The arm swings around the other end of the lateral arm on the vehicle body side as a fulcrum. As a result, the wheels move in the front-rear direction of the vehicle, and at the same time, the hub carrier connected to one end of the lateral arm swings like a pendulum via the strut, so that the caster angle changes. Therefore, optimal running performance of the vehicle according to the situation can be easily obtained.

[0010] In the invention of claim 2, the adjusting means includes:
The compression arm is displaced together with the second connecting portion.
It is something to be done.

Further, in the invention of claim 3 , the first and second connecting portions are each provided with a rubber bush. Therefore, the first and second connecting portions rotate smoothly in a certain vertical or horizontal direction, but relatively easily rotate in other directions due to elastic deformation of the rubber of the rubber bush. The function as a suspension is not impaired. Further, the vibration transmitted through the first and second connecting portions is favorably absorbed by the rubber.

[0012] In the invention of claim 4, wherein the adjusting means, the second connecting portion and said actuator interposed between a vehicle body, the said compression arm by actuating the actuator in the direction of the line Operating means for displacing the other end.
Therefore, when the actuator is operated by the operation means, the compression arm is connected to the first and second connection parts.
It preferably moves in the direction of the line connecting the parts . Further, since the actuator is operated in the direction of the line connecting the first and second connecting portions , the force input from the wheels to the actuator via the compression arm is limited to the operation direction of the actuator. No excessive force acts on

According to a fifth aspect of the present invention, the actuator includes a piston having the second connecting portion and sliding by hydraulic pressure, and the actuating means supplies a hydraulic pressure into the actuator. And a hydraulic pressure supply means for reciprocating the piston. Therefore, a large force is generated in a small and compact actuator, and the compression arm is reliably displaced.

[0014] Preferably, before Symbol adjusting means, the operation amount of the actuator is controlled by the running state of the vehicle, its
The caster angle is changed to a value suitable for the running state.

More specifically, in the invention of claim 6 , the control
Sei means includes vehicle speed detecting means for detecting a vehicle speed, detected
The operation amount of the actuator is controlled based on the vehicle speed . Therefore, the caster angle suitably changes according to the vehicle speed that easily affects running stability. Also,
The actuator in the invention of claim 7, wherein the adjusting means includes an actual displacement amount detecting means for detecting an actual displacement amount of the other end of the compression arm, on the basis of the actual displacement amount
The operation amount of the motor is feedback controlled. Therefore, the caster angle is always very appropriate according to the running state of the vehicle.

[0016]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a perspective view of a strut type suspension 10 to which a suspension device according to the present invention is connected to front wheels (steered wheels) of a vehicle having two front wheels and two rear wheels. Hereinafter, the configuration of the strut type suspension 10 will be described with reference to FIG.

First, a strut 11 located above the strut type suspension 10 will be described. As shown in FIG. 1, a strut mount 12 is provided on the upper part of the strut 11, and a plurality of strut mounts 12 are provided. Are fixed to the upper part (not shown) of the vehicle body with the bolts 24. A ball bearing (not shown) is fitted into the center of the strut mount 12 via a damper bar (not shown) so as to face downward in the figure. The tip of the piston rod 15 of the shock absorber 14 is press-fitted into the inner race of the ball bearing.

A spring upper seat 17 and a spring lower seat 18 are fixed to the cylinder 16 of the shock absorber 14 so as to be fitted to each other so as to face each other. A coil spring 19 is provided between the spring seats 17 and 18. Has been curtailed. And
A bracket 20 is fixed to the lower end of the cylinder 16 so as to be fitted outside, and the upper end of a knuckle (hub carrier) 22 is connected to the bracket 20 by a plurality of fasteners. At the center of the knuckle 22, a hub (not shown) is rotatably mounted via a wheel bearing (not shown), and the wheel 1 is mounted on the hub as shown by a two-dot chain line in the figure. Have been. Further, one end of a tie rod (not shown) connected to a steering mechanism (not shown) is rotatably connected to the knuckle 22. The steering mechanism including the connection between the knuckle 22 and the tie rod is provided. Since the configuration is known, the description is omitted here.

The symbol X in FIG. 1 indicates the axis of the strut 11, that is, the kingpin axis. Next, the lower arm unit 30 connected to the lower end of the strut 11 will be described. Referring to FIG. 2, details of the lower arm unit 30 on the right front wheel side of the vehicle are shown.
Referring to FIG. 3, there is shown a sectional view taken along line AA in FIG. Hereinafter, the lower arm unit 30 will be described with reference to FIGS.

As shown in FIG. 3, the lower end of the knuckle 22 is connected to a knuckle connecting portion 40 at the end of the lateral arm 31.
Are fitted to the distal end of a universal joint provided at the ball joint 42, and are fastened by a nut 44.
Due to the presence of the ball joint 42 and the ball bearing, the knuckle 22 is rotatable around the kingpin axis X, and the wheel 1 is steered as shown by a two-dot chain line in FIG.

A cover 46 is provided between the knuckle 22 and the knuckle connecting portion 40 so as to surround the ball joint 42. The inside of the cover 46 is filled with a lubricant, so that the rotating portion of the ball joint 42 is protected from dust and the like, lubricated, and can rotate favorably. At the other end of the lateral arm 31, an annular portion 32 is formed in a cylindrical shape. As shown in FIG. 2, the inside of the annular portion 32
The rubber bush 34 is fixed so as to have the same axis as that of FIG.

On the other hand, as shown in FIG. 2, the member 2, which is a part of the vehicle body,
A pair of plate-shaped mounting brackets 3, 3 each having a through hole 4, 4 protrude in parallel with each other. The bolt 35 penetrates through the through holes 4 and 4 and the rubber bush 34, thereby connecting the lateral arm 31 to the mounting brackets 3 and 3.

A nut 36 is screwed to the tip of the bolt 35 via a washer 37. Therefore, the bolt 35 is held by the mounting brackets 3 without falling off, and the lateral arm 31 is stably supported by the member 2. Since there is no gap between both ends of the rubber bush 34 and the mounting brackets 3, 3, the rubber bush 34 is held between the mounting brackets 3, 3 without play. Further, the rubber bush 34 is securely tightened by the bolt 35, but the lateral arm 31 can be turned around the bolt 35 satisfactorily by the bending of the rubber bush 34.

At a position closer to the knuckle connection portion 40 than at the center of the lateral arm 31, the lateral arm 31 is vertically separated and opened, and a pair of compression arm connection portions 50, 50 are formed from these upper and lower portions. . These pair of compression arm connecting portions 50,
As shown in FIG. 2, the distal end of the compression arm 60, that is, the annular portion 62 is connected to 50.

As shown in FIG. 3, a rubber bush 64 is fixed inside the annular portion 62 so as to have the same axis as the annular portion 62. On the other hand, the compression arm connecting portions 50, 50 Through holes 52, 52 are formed in each of them. More specifically, as shown in FIG.
It is provided so as to be located on the extension of the axis Y of the piston 83 of H70. Then, the bolt 54 penetrates through the through holes 52, 52 and the rubber bush 64, whereby the compression arm 60 is connected to the compression arm connection portions 50, 50 (first connection portion ).

As shown in the figure, a nut 56 is screwed to the tip of the bolt 54 via a washer 57, so that the bolt 54 is held by the compression arm connecting portions 50 without falling off. , The compression arm 60 is stably supported by the lateral arm 31. Since there is no gap between both ends of the rubber bush 64 and the compression arm connection parts 50, 50, the rubber bush 64 is held without play between the compression arm connection parts 50, 50. I have. Further, the rubber bush 64 is securely tightened by the bolt 54, but the compression arm 60 can be rotated around the bolt 54 satisfactorily due to the bending of the rubber bush 64.

As shown in FIG. 2, an actuator RH (adjustment means) is provided at the rear end of the compression arm 60.
70 is connected to the actuator RH70.
Is fixed to the member 2 by a pair of bolts 72,72. As the actuator RH70, a known actuator as shown in FIG. 4 is used. Hereinafter, the configuration of the actuator RH70 and the connection relationship between the rear end of the compression arm 60 and the actuator RH70 will be described with reference to FIG.

As shown in FIG. 2, an annular portion 67 is formed at the rear end of the compression arm 60. Inside the annular portion 67, a rubber bushing having the same axis as the annular portion 67 is provided. 68 are fixed. On the other hand, inside the main body 74 of the actuator RH70, the inner surface 7 of the main body 74 is provided.
A connection bracket 80 having a U-shape in which the slide 8 is slidable in the left-right direction on the paper is provided. The pair of parallel portions 81 of the connecting bracket 80 have through holes 8 respectively.
2, 82 are drilled, and bolts 84 pass through these through holes 82, 82 and the rubber bush 68.
Thereby, the rear end of the compression arm 60 is connected to the connection bracket 80 (second connection portion ).

As shown in the figure, a lock nut 86 is screwed to the tip of the bolt 84, so that the bolt 84 is fixed to the connecting bracket 80 without falling off, and the compression arm 60 is stably formed. It is supported by the actuator RH70. Since there is no gap between both ends of the rubber bush 68 and the parallel portions 81, 81 of the connection bracket 80, the rubber bush 68 is held without play between the parallel portions 81, 81. I have. Although the rubber bush 68 and the bolt 84 are tightly connected, the compression arm 60 can be rotated around the bolt 84 by bending of the rubber bush 68 in a manner similar to the relationship between the rubber bush 64 and the bolt 54. It is.

The inner surface 78 of the main body 74 has a pair of grooves 79,
79 are formed. A hemispherical head of the bolt 84 is located in one of the grooves 79, 79, and a lock nut 86 is located in the other, so that the bolt 84 can move freely in the left-right direction on the paper. Further, a piston 83 is integrally connected to the connection bracket 80,
The piston 83 is slidable on the inner surface 91 of the cylinder portion 90 formed on the main body 74 in the left-right direction on the paper. Therefore, when the piston 83 slides inside the cylinder portion 90,
The connection bracket 80 also slides along the inner surface 78, so that the compression arm 60 can be displaced in the left-right direction on the paper as indicated by the outline arrow 250 in the figure.

A cap 100 provided with an oil seal 101 is fitted to the distal end of the cylinder portion 90 by a coupling means such as a screw connection, so that a chamber 106 is formed between the piston 83 and the cap 100. ing. Also,
A partition wall 102 is fitted at the end of the cylinder portion 90 located substantially at the center of the main body 74 so as to fit over the piston 83. The partition 102 is positioned by a stopper 105, whereby a chamber 107 is formed between the piston 83 and the partition 102.

The cylinder 90 has a port 92 on the chamber 106 side and a port 94 on the chamber 107 side. These ports 92 and 94 are respectively connected to control valves 180 and 181 described later (see FIG. 5).
Hydraulic oil is supplied to one of the chambers 106 and 107 via these ports 92 and 94 and discharged from the other. Thus, room 106 or room 10
When the hydraulic oil is supplied into the chamber 7, a pressure difference is generated between the chambers 106 and 107, and the piston 83 slides left or right on the paper according to the pressure difference.

As described above, when the piston 83 slides,
Compression arm 6 via connecting bracket 80
0 is displaced as indicated by a white arrow 250, and the compression arm 60 displaces the compression arm connecting portions 50 and 50 via the rubber bush 64 and the bolt 54 shown in FIG. The bush 34 is swung about the fulcrum. When the lateral arm 31 swings in this manner, the knuckle connecting portion 40 is displaced as shown by a white arrow 252 in FIG. 2, and the position of the wheel 1 changes accordingly in the front-rear direction of the vehicle.
That is, the wheelbase between the front wheel and the rear wheel increases or decreases.

At this time, the knuckle connecting portion 40 swings around the damper bar in the strut mount 12 so that the pendulum oscillates.
Change in position means a change in the caster trail Sc. That is, the sliding of the piston 83 causes the kingpin axis X
, That is, the caster angle θc increases and decreases.

The chamber 106 is provided with the oil seal 1 described above.
01, and the chamber 107 is hermetically sealed by the oil seal 103 fitted on the partition 102 and the oil seal 104 fitted on the inner periphery of the partition 102. There is no leakage.
The main body 74 is attached to the member 2 by a bracket 71.
6 is wrapped around and fixed. Meanwhile, the bracket 71
Are provided with through holes 73, 73. Then, the bolts 72 are fastened to the member 2 so as to pass through the through holes 73, 73, whereby the bracket 7 is
1, that is, the actuator RH70 is fixed to the member 2 as described above.

A stroke sensor RH (actual displacement detecting means) 110 is mounted on the outer surface of the cylinder section 90 of the actuator RH70. A rod 113 extends from the main body 112 of the stroke sensor RH110, and a distal end 114 of the rod 113
16. Therefore, in the stroke sensor RH110, when the connection bracket 80 moves, the rod 113 also moves in response thereto, and based on the movement amount, the stroke amount D of the connection bracket 80 is detected and a stroke signal is output.

Reference numeral 120 in the drawing denotes a rubber-made extensible boot whose one end is externally fitted to the compression arm 60 and the other end is externally fitted to the main body 74 of the actuator RH70.
Foreign matter is prevented from entering the inside, that is, the sliding portion of the connection bracket 80. Referring to FIG. 5, a hydraulic control unit (hydraulic pressure supply means) 130 for operating the above-described actuator RH70 is shown. Hereinafter, the configuration of the hydraulic control unit 130 will be described with reference to FIG. The hydraulic control unit 130 also serves as a hydraulic circuit for power steering, and the configuration of the power steering will be partially described.

As shown in FIG.
At 0, a pump 132 for generating hydraulic pressure is provided. The pump 132 is driven by an engine (not shown), and is constantly driven when the engine is operating. The pipe 13 is provided at the suction port of the pump 132.
The pipe 134 extends to a drain tank 136 in which hydraulic oil is stored. On the other hand, a pipe 138 is connected to the discharge port of the pump 132.
The power steering valve 140 is connected to 38. The power steering valve 140 has a pipe 1
The lines 42, 144 and the line 145 are connected, and the lines 142, 144 are connected to the power cylinder 146, and the line 145 extends to the above-described drain tank 136. The power steering valve 14
0 and the power cylinder 146 are known, and the detailed description thereof is omitted here.

The pipe 138 has a priority valve 1
50 are interposed. This priority valve 15
From 0, the pipe 152 is branched separately from the pipe 138. Normally, the priority valve 150 preferentially allows the flow through the pipe 138, while the hydraulic oil also flows to the pipe 152 when the engine speed increases and the discharge amount of the pump 132 increases. ing.

The pipeline 152 branched by the priority valve 150 further branches into a pipeline 153 and a pipeline 154. The pipeline 153 is connected to the supply port 180a of the control valve RH180, while the pipeline 154 is connected to the control valve LH181.
Are connected to the supply ports 181a. These control valve RH180 and control valve LH181
Are normally-closed four-position solenoid valves. As shown in FIG. 5, based on a signal supplied to a solenoid unit, the solenoid valves shift to respective positions of I, II, III, and IV.
This makes it possible to switch the flow of the hydraulic oil. When the engine is stopped or the key is turned off, no signal is supplied to the solenoid portion. In this case, the position is held at the normally closed position, that is, the position indicated by the reference symbol I (the state shown in the figure).
When the stroke is held after the engine is started (at the time of key-on), the stroke is held at the position indicated by reference numeral III.

The pipe 152 has a priority valve 1
A check valve 156 is provided to allow flow in the direction from port 50 to ports 180a and 181a, while preventing flow in the reverse direction from ports 180a and 181a to priority valve 150. Further, an accumulator 158 is connected to a portion of the pipe 152 between the check valve 156 and the ports 180a and 181a. The accumulator 158 stores the hydraulic oil discharged from the pump 132 while discharging the stored hydraulic oil at a predetermined pressure, whereby the hydraulic oil at the predetermined pressure is stably supplied to the ports 180a and 181a. It is being supplied.

Priority valve 150 in line 152
From the portion between the valve and the check valve 156, a line 160 is branched and extends to the drain tank 136.
A pressure accumulation control valve 162 is interposed in 60. The pressure accumulation control valve 162 is a valve that operates using the downstream pressure of the check valve 156 as a pilot pressure, and opens when the downstream pressure of the check valve 156 becomes equal to or higher than the predetermined pressure. In other words, the pressure accumulation control valve 162 has a function of allowing the hydraulic oil discharged from the pump 132 and flowing into the pipe line 152 to escape to the drain tank 136 when the amount of accumulation in the accumulator 158 reaches a limit.

The discharge port 180 of the control valve RH180
Pipes 163 and 164 extend from b and the discharge port 181b of the control valve LH181, respectively. These pipes 163 and 164 merge with each other and reach the drain tank 136 via the pipe 160. Control valve RH1
80 and the port 180c and the port 181c of the control valve LH181 are connected to a pipe 190 and a pipe 191 respectively. The pipe 190 is connected to the port 92 of the actuator RH70, while the pipe 191 is connected to the actuator LH (FIG. (Not shown).

The ports 180d and 181d of the control valve RH180 and the control valve LH181 have
Pipe 192 and pipe 193 are connected, respectively.
Line 192 is connected to port 94 of actuator RH 70 described above, while line 193 is similarly connected to actuator LH (not shown). Further, the pipeline 190 and the pipeline 192 extending from the control valve RH180 are connected to each other by a pipeline 196, and the pipeline 191 and the pipeline 193 extending from the control valve LH181 are also connected to each other by a pipeline 197. And these conduits 196, 197
Are communication valves 198, 1 each being an electromagnetic on-off valve.
99 are interposed.

The hydraulic control unit 130 is provided with an electronic control unit (ECU) 200 as control means. On the input side of the ECU 200, a vehicle speed sensor 210 for detecting a vehicle speed V, a steering wheel angle sensor 212 for detecting a steering wheel angle θ, a lateral G sensor 214 for detecting a lateral acceleration GY acting on the vehicle, and a vehicle A longitudinal G sensor 216 for detecting the longitudinal acceleration GX acting,
The above-described stroke sensor RH110 and the stroke sensor LH111 installed on the actuator LH are connected, and various input signals are supplied.

On the output side of the ECU 200, the solenoids of the control valve RH180, the control valve LH181, and the communication valves 198 and 199 are connected, and the valves on the output side correspond to input signals. An output signal is provided. More specifically, the control valve RH1
80 and the control valve LH181, the required stroke amount of the piston 83 of the actuator RH70 is the maximum required stroke amount D1, the standard required stroke amount D2,
Three types are set in advance such as the minimum required stroke amount D3 (D1>D2> D3), and the ECU 200 determines the vehicle speed V,
The required stroke amounts D1, D2, D3 are selected according to the steering wheel angle θ, the lateral acceleration GY, and the longitudinal acceleration GX.
Then, the ECU 200 calculates the difference ΔD between the selected required stroke amounts D1, D2, D3 and the actual stroke amounts D detected from the stroke sensors RH110 and LH111 (D1-D, D2-D, D3). −
D), when the difference ΔD is positive (ΔD> 0), the control valve RH180 and the control valve LH181 are supplied with a drive signal S1 for shifting their positions from the position III to the position II in FIG. I do. On the other hand, when the difference ΔD is negative (ΔD <0), the driving signal S2 for setting the position to the position of the symbol IV is supplied. As a result, the supply direction and supply amount of the hydraulic oil into the chambers 106 and 107 of the actuator RH70 are appropriately adjusted, so that the actual stroke amount D always matches the required stroke amounts D1, D2, and D3. As a result, the compression arm 60
Is controlled.

When the actual stroke amount D matches the required stroke amounts D1, D2, D3, the drive signal S1 or S2
The supply of 2 is stopped, and the positions of the control valve RH180 and the control valve LH181 are returned to the position indicated by the reference numeral III. As a result, the flow of the hydraulic oil is cut off, the hydraulic pressure in the chambers 106 and 107 of the actuator RH70 is maintained, and the actual stroke amount D is maintained at the required stroke amounts D1, D2 and D3.

Regarding the communication valves 198 and 199, when the vehicle speed V, the steering wheel angle θ, the lateral acceleration GY and the longitudinal acceleration GX are each equal to or less than predetermined values, the communication valves 198 and 199 are opened. When a valve signal is supplied and any one of the vehicle speed V, the steering wheel angle θ, the lateral acceleration GY, and the longitudinal acceleration GX is larger than a predetermined value, a valve closing signal is supplied to the communication valves 198 and 199. .

Hereinafter, the operation of the suspension device configured as described above will be described for each traveling state of the vehicle with reference to FIGS. Here, the description will be given mainly on the right front wheel side, but the same operation is performed on the left front wheel side. During middle-speed running (normal running): Based on a signal from the vehicle speed sensor 210, the vehicle speed V is between predetermined values V1 and V2 (V1 <
V <V2), when it is determined that the vehicle is traveling at medium speed, the ECU 200 in FIG.
The drive signal S1 or S2 is supplied to 0 and the control valve LH181 in accordance with the difference (ΔD = D2−D) between the standard required stroke amount D2 and the actual stroke amount D.

When .DELTA.D is positive (.DELTA.D> 0) and the drive signal S1 is supplied, the positions of the control valve RH180 and the control valve LH181 are switched to the position indicated by the reference numeral II. And port 18
0c, the port 181a and the port 181c communicate with each other. Then, regarding the right front wheel, the hydraulic oil in the accumulator 158 is supplied into the chamber 106 of the actuator RH70, and the piston 83 is moved at a predetermined pressure in the accumulator 158.
Is pushed to the left in FIG. At this time, port 18
0b and the port 180d communicate with each other, the hydraulic oil in the chamber 107 of the actuator RH70 is supplied to the control valve RH
It is discharged to the drain tank 136 via 180. Therefore, the piston 83 moves to the left in FIG. 4 until the actual stroke amount D reaches the standard required stroke amount D2, and the compression arm 60 has a displacement amount corresponding to the standard required stroke amount D2. Until it is pushed out through the connecting bracket 80.

On the other hand, when ΔD is negative (ΔD <0) and the drive signal S
When 2 is supplied, the positions of the control valve RH180 and the control valve LH181 are switched to the position of the symbol IV, and in this position, the port 180a communicates with the port 180d and the port 181a communicates with the port 181d. As for the right front wheel, the hydraulic oil in the accumulator 158 is supplied to the chamber 107 of the actuator RH70.
The piston 83 is pressed by a predetermined pressure from the accumulator 158 to the right in FIG. At this time,
Since the ports 180b and 180c communicate with each other, the hydraulic oil in the chamber 106 of the actuator RH70 is discharged to the drain tank 136. Therefore, the piston 83
Is that the actual stroke amount D is the standard required stroke amount D2
4, the compression arm 60 is pushed back via the connecting bracket 80 until the compression arm 60 reaches a displacement amount corresponding to the standard required stroke amount D2.

When the actual stroke amount D matches the standard required stroke amount D2, as described above, the drive signal S1
Alternatively, the supply of S2 is stopped, and the positions of the control valve RH180 and the control valve LH181 are returned to the position indicated by the reference numeral III. As a result, the actual stroke amount D of the piston 83 is maintained at the standard required stroke amount D2, and the compression arm 60 is maintained at a displacement position corresponding to the standard required stroke amount D2.

When the displacement amount of the compression arm 60, that is, the displacement position is controlled as described above, the lateral arm 31 swings with the rubber bush 34 as a fulcrum,
The wheel 1 is at a position (standard position) indicated by a solid line in FIG. At this time, the caster angle θc of the wheel 1 is maintained at, for example, 4 °. The caster angle θc of 4 ° is a caster angle of a normally employed vehicle, and therefore, at the time of this medium speed running, a normal running state in which the straight running stability and the steering performance are appropriately balanced is realized. Is done.

During high-speed running: When the ECU 200 receives a signal from the vehicle speed sensor 210 and determines that the vehicle speed V is equal to or higher than the predetermined value V1, the control valve RH180 and the control valve LH18.
1, the drive signal S1 is supplied in accordance with the difference between the maximum required stroke amount D1 and the actual stroke amount D (.DELTA.D = D1-D).
Thereby, as described above, the control valve RH180
And the position of the control valve LH181 is switched and the compression arm 60 is pushed out,
The lateral arm 31 swings in the forward direction of the vehicle with the rubber bush 34 as a fulcrum, and the wheel 1 is displaced from the standard position shown by the solid line in FIG. The displacement amount ΔSF is a value corresponding to the required stroke amount D1, and is, for example, 40 mm.

As a result, during high-speed running, the wheelbase becomes longer and the caster angle θc is increased to, for example, 7 ° as compared with the above-mentioned medium-speed running, so that the straight running stability of the vehicle is improved, and Stability will be ensured.
Although not shown, the wheel 1 is attached to the knuckle 22 with a camber angle. Therefore, when the caster angle θc is increased to, for example, 7 °, when the steering wheel is turned and the steering wheel is turned, if the wheel 1 is a turning outer wheel, the wheel 1 and the ground are substantially perpendicular to each other, Turning performance is also improved.

At low speed traveling: When the vehicle speed V is smaller than the predetermined value V1 (V <V1) and it is determined that the vehicle is traveling at low speed, the ECU 200 sends the minimum required stroke to the control valve RH180 and the control valve LH181. The drive signal S2 is supplied according to the difference between the amount D3 and the actual stroke amount D (ΔD = D3−D). As a result, the positions of the control valve RH180 and the control valve LH181 are switched and controlled as described above, and the compression arm 60 is retracted toward the actuator RH70. As a result, the lateral arm 31 swings rearward in the vehicle around the rubber bush 34 as a fulcrum. As shown in FIG. 2, the wheel 1 is displaced from the standard position (solid line) by a displacement amount ΔSR from the position indicated by the dashed line. This displacement amount ΔSR is a value corresponding to the required stroke amount D3.

As a result, during low-speed running, the wheelbase becomes shorter and the caster angle θc becomes smaller, for example, 2 °, than during the middle-speed running. Therefore, when the vehicle is traveling at a low speed on a curved road or the like,
The operation of the steering wheel becomes lighter, the steerability is improved, and reliable and favorable turning travel is possible. In addition, the above low speed, medium speed,
The common actual stroke amount D is constantly detected by the stroke sensors 110 and 111 during high-speed traveling, whereby the actual stroke amount D always coincides with the required stroke amount D1, D2 or D3, and ΔD becomes zero. Feedback control.

[0058] a straight advance running time: also be in the medium or low speed range the vehicle speed V is, for example, (V <V2),
The steering wheel angle θ is smaller than the predetermined value θ1 (θ <θ1), and the lateral acceleration GY and the longitudinal acceleration GX are the predetermined values GY1,
If it is smaller than GX1 (GY <GY1, GX <GX1),
That is, when the vehicle is such that the medium or low speed straight advance traveling, communication valve 198 and 199 is supplied the opening signal to open.

When the communication valves 198 and 199 are opened,
Even when the positions of the control valve RH180 and the control valve LH181 are at the position indicated by the reference numeral III and the supply and discharge of the hydraulic oil are not performed at all, the pipelines 196 and 19
The circulation of the hydraulic oil between the chamber 106 and the chamber 107 is permitted through the port 7. As described above, when the hydraulic oil flows back and forth between the chamber 106 and the chamber 107, the actuator RH70 has a function as a damper having a low damping force. In
The longitudinal vibration of the wheels 1 caused by the force is well absorbed, and the running stability of the vehicle is improved.

When the vehicle speed V is in the high speed range, the communication valves 198 and 199 are closed to increase the damping force, thereby preventing shimmy vibration and the like. When turning: the steering wheel angle θ is equal to or larger than a predetermined value θ1 (θ ≧ θ
1) or the lateral acceleration GY is equal to or more than a predetermined value GY1 (GY ≧ GY
1) or the longitudinal acceleration GX is equal to or greater than a predetermined value GX1 (GX ≧ GX
In the case of 1), that is, when the vehicle is turning, the communication valves 198 and 199 are supplied with a valve closing signal and closed.

As a result, the flow of the hydraulic oil between the chamber 106 and the chamber 107 is interrupted, the damping force is increased, and the actuator RH70 is made equal to the rigid body. Therefore, the wheel 1 is satisfactorily held without being displaced in the front-rear direction, and the cornering force (turning force) appropriately acts on the vehicle without wobbling of the wheel 1, whereby a good turn is performed, and the vehicle turns. The running stability of the vehicle when it is running is ensured.

As described above in detail, by using the suspension device of the present invention, it is possible to increase the unsprung load without increasing the size of the mechanism, making the space in the engine room invalid. Without having a compact structure, the caster angle θc of the front wheels can be suitably changed according to the running state of the vehicle, and alignment control can be performed. As a result, when the vehicle is traveling at high speed, the caster angle θc can be easily increased with good controllability, and the wheelbase can be lengthened to improve the straight running stability of the vehicle. On the other hand, when the vehicle is running at a low speed, the caster angle θc can be easily reduced, and the wheelbase can be shortened to give priority to the steerability of the vehicle.

Further, the suspension device of the present invention can be easily configured by only slightly changing the structure of the mounting portion of the actuator RH70 while keeping the structure of the mounting point of the lateral arm 31 unchanged. Therefore, the conventional vehicle body structure can be suitably used for the suspension device of the present invention, and the production cost can be reduced.

Further, the rotation center of the compression arm 60 and the lateral arm 31 is positioned on the extension of the axis Y of the piston 83 of the actuator RH70, and a rubber bush 68 is provided at the connecting portion between the actuator RH70 and the compression arm 60. I decided to use
Forces other than the sliding direction of the piston 83 acting on the actuator RH70 can be reliably eliminated by utilizing the elastic action of the rubber. Therefore, no excessive force is applied to the actuator RH70, and the actuator RH70 has sufficient durability. Also, even if the actuator RH70 should break down, the actuator RH70 is small, and the maintenance property such as replacement is extremely good.

By the way, when the wheel 1 is displaced in the vertical direction of the vehicle, structurally, the lateral arm 31 is supported by the bolt 35 penetrating the mounting brackets 3, 3, while the compression arm 60 is provided by the bolt provided on the actuator RH70. The rotation is performed in different rotation directions with the fulcrum 84 as a fulcrum. Thereby, the connecting part between the lateral arm 31 and the compression arm 60 is twisted.
However, in the above embodiment, since the rubber bush 64 is used for the connecting portion, the rubber absorbs the torsion well, and does not hinder the displacement of the wheel 1 in the vertical direction. Therefore, even in the strut type suspension 10 including the suspension device, the function as the suspension is not impaired.

In the above embodiment, the lateral arm 3
The rubber bush 64 is rotatable using a rubber bush 64 at the connection between the compression bush 1 and the compression arm 60.
A similar effect can be obtained even if a ball joint is used instead of. Further, in the above-described embodiment, the same control is performed for both the right front wheel and the left front wheel.However, the hydraulic control unit is divided into the right front wheel and the left front wheel, whereby each front wheel is controlled. Right and left independent control may be performed.

[0067]

As described in the foregoing, according to the strut-type suspension apparatus for a vehicle according to claim 1, in the strut-type suspension apparatus for a vehicle connected by struts and lower arms between the hub carrier and the vehicle body for supporting a wheel The lower arm has one end rotatably connected to the hub carrier, the other end rotatably connected to the vehicle body, and one end turned at a first connection portion of the lateral arm near the hub carrier. The other end of the lateral arm is movably connected to the compression arm and the other end of the lateral arm is rotatably connected to the vehicle body at a second connection portion separated in the front-rear direction of the vehicle. since to comprise adjusting means for displacing the other end in the direction of the line connecting the first and second connecting portions, child size of the mechanism Without also without invalidating the space of the engine room, and more without increasing the unsprung load can be in the compact configuration it is suitably changed caster angle of the wheel. In addition, since the wheels move at the same time in the front-rear direction of the vehicle, in a vehicle having front wheels and rear wheels, the wheel base can also be suitably changed. Therefore, optimal running performance of the vehicle according to the situation can be obtained.

Further, according to the strut type suspension device for a vehicle of the second aspect, the adjusting means has a compression mechanism.
The arm is displaced together with the second connecting portion.
ing.

[0069] Further, according according to strut type suspension device for a vehicle in claim 3, since the first and second connecting portions each rubber bush is interposed, the first and second
In the connecting portion , while being smoothly rotated in a certain vertical or horizontal direction, it can be relatively easily rotated in other directions by elastic deformation of rubber of a rubber bush, and does not impair the function as a suspension. I can do it. Further, the vibration transmitted through the first and second connecting portions can be favorably absorbed by the rubber.

According to the strut type suspension device for a vehicle of the fourth aspect , the adjusting means comprises an actuator interposed between the second connecting portion and the vehicle body, and a compression arm by operating the actuator in the direction of the line. because comprising an actuating means for displacing the said other end,
By operating the actuator by the operating means, the compression arm can be appropriately displaced in the direction of the line connecting the first and second connecting portions , and further, the force input to the actuator from the wheel via the compression arm can be obtained. It is possible to limit the operation direction of the actuator, and it is possible to secure the durability of the actuator without applying an excessive force to the actuator.

According to the strut-type suspension device for a vehicle of the fifth aspect , the actuator is provided with the second connection.
A piston is provided inside which has a portion and slides by hydraulic pressure, and the operating means is composed of hydraulic pressure supply means for supplying hydraulic pressure to the actuator and reciprocating the piston, so that a small and compact actuator can be made large. A force can be generated, and the compression arm can be displaced reliably.

Further, according to the strut type suspension device for a vehicle of the present invention , the adjusting means is capable of adjusting the running state of the vehicle.
Monodea for controlling the operation amount of the actuator in accordance with the state
Is desirable.

That is , according to the vehicle strut type suspension device of the sixth aspect , the adjusting means includes the vehicle speed detecting means for detecting the vehicle speed, and the actuation is performed based on the detected vehicle speed.
Controls the amount of operation of the heater. Therefore, the caster angle can be suitably changed according to the vehicle speed that easily affects running stability. For example, in the case the wheel is a steered wheel, the vehicle speed to ensure straight advance running stability by increasing the caster angle when large, whereas, to ensure steerability by reducing the caster angle when the vehicle speed is low be able to.

Further, according to the strut-type suspension apparatus according to claim 7, adjusting means includes an actual displacement amount detecting means for detecting an actual displacement amount of the other end of the compression arm, actuation of the actuator based on the actual displacement amount Since the amount is feedback-controlled, the caster angle can always be made extremely appropriate according to the running state of the vehicle.

[Brief description of the drawings]

FIG. 1 is a perspective view showing a strut type suspension to which an embodiment of the present invention is applied.

FIG. 2 is a top view showing a lower arm unit of the strut type suspension shown in FIG. 1;

FIG. 3 is a vertical sectional view of the lower arm unit taken along line AA in FIG. 2;

FIG. 4 is a longitudinal sectional view showing the actuator in FIG. 2;

FIG. 5 is a schematic diagram showing a hydraulic control unit that operates an actuator in FIG. 2;

FIG. 6 is a schematic view showing a conventional strut type suspension.

FIG. 7 is a schematic view showing another conventional strut type suspension.

[Explanation of symbols]

 Reference Signs List 1 wheel 2 member (vehicle body) 10 strut type suspension 11 strut 22 knuckle (hub carrier) 30 lower arm unit 31 lateral arm 34 rubber bush 60 compression arm 64 rubber bush 68 rubber bush 70 actuator RH (adjustment means) 83 piston 110 stroke sensor RH (Actual displacement amount detection means) 111 Stroke sensor LH (Actual displacement amount detection means) 130 Hydraulic control unit (Hydraulic pressure supply means) 200 Electronic control unit (Control means) 210 Vehicle speed sensor (State quantity detection means) 212 Handle angle sensor ( State quantity detection means) 214 Horizontal G sensor (state quantity detection means) 216 Front and rear G sensor (state quantity detection means)

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-59-67111 (JP, A) JP-A-2-306815 (JP, A) JP-A-3-67205 (JP, U) (58) Survey Field (Int.Cl. ⁷ , DB name) B60G 3/28 B60G 17/015

Claims (7)

(57) [Claims] 1. A vehicle comprising a hub carrier supporting wheels and a vehicle body .
In the strut-type suspension apparatus for a vehicle connected by struts and lower arms between said lower arm, while having one end pivotally connected to said hub carrier, lateral arm whose other end is pivotally connected to the vehicle body One end is rotatably connected to a first connecting portion of the lateral arm near the hub carrier, and the other end is connected to a second connecting portion separated from the other end of the lateral arm in the front-rear direction of the vehicle. It said body being composed of a rotatably linked compression arm, comprise adjusting means for displacing the other end of the compression arms in the direction of the line connecting the first and second connecting portions Te A strut type suspension device for a vehicle. 2. The compression means according to claim 1 , wherein
The strut-type suspension device for a vehicle according to claim 1 , wherein an arm is displaced together with the second connecting portion . Characterized in that wherein the first and respectively the rubber bush to the second connecting portion is interposed, the strut-type suspension apparatus for a vehicle according to any one of claims 1 to 2. Wherein said adjusting means, said actuator interposed between the second connecting portion between the vehicle body, actuating means for displacing the other end of the compression arm by actuating the actuator in the direction of the line The strut type suspension device for a vehicle according to any one of claims 1 to 3 , comprising: 5. The actuator includes a piston having the second connecting portion and sliding by hydraulic pressure, and the actuating means supplies a hydraulic pressure into the actuator to supply the hydraulic pressure to the actuator. The strut type suspension device for a vehicle according to claim 4 , comprising a hydraulic pressure supply means for reciprocating a piston. 6. The adjusting means includes a vehicle speed detecting means for detecting a vehicle speed, and based on the detected vehicle speed,
The strut type suspension device for a vehicle according to claim 5 , wherein an operation amount of the vehicle is controlled . 7. The adjustment means includes an actual displacement amount detecting means for detecting an actual displacement amount of the other end of the compression arm, and feedback-controls an operation amount of the actuator based on the actual displacement amount. To claim
The strut type suspension device for a vehicle according to any one of claims 5 and 6 .