JP4504547B2 - Automobile suspension bushing structure - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a suspension bush structure for an automobile, and more particularly to a suspension bush structure for optimizing a suspension link layout.
[0002]
[Problems to be solved by the invention]
For example, as shown in FIG. 4, the suspension constituted by a plurality of links includes a trailing link 1 extending in the longitudinal direction of the vehicle body, and two front and rear lateral links placed in parallel along the lateral direction of the vehicle body. 2. There is a dual link strut type configured to support the wheel carrier 5 by suspension struts 4 disposed in the vertical direction of the vehicle body.
Generally, an elastic body (for example, rubber) is press-fitted or vulcanized and bonded between the inner and outer cylinders at the supporting points of the trailing link 1, front and rear lateral links 2, 3 and the wheel carrier 5 or the vehicle body. A bush 6 is interposed. The bush 6 has a constant load center, and the torsional characteristics, the axial direction, and the deformation gap in the direction perpendicular to the axis are optimal for the characteristics of the vehicle, so that the ride comfort and the maneuverability are improved.
Reference numeral 7 in the drawing denotes a coil spring for suspension, reference numeral 8 denotes an axle shaft as an axle, and reference numeral 9 denotes a stabilizer for reducing the roll of the vehicle body.
[0003]
By the way, in a suspension of a type that supports a wheel carrier by a plurality of lateral links such as the above-described dual link strut type, while reducing the protrusion to the trunk and the cabin, the effective space is expanded, and the ride comfort and the operability are improved. 5, the front lateral link 2 is arranged behind the wheel center WC and the suspension link is laid out so that the coil spring 7 is attached to the upper side of the front lateral link 2 near the outside of the vehicle body. There is a case.
In this case, since the support point on the outside of the vehicle body by the front lateral link 2 is preferably arranged close to the wheel center WC, the central axis of the coil spring 7 attached to the upper side of the front lateral link 2 is set to the front lateral link. By arranging it so as not to intersect the central axis of the link 2, interference between the coil spring 7 and the axle shaft 8 is avoided.
[0004]
However, by arranging the central axis of the coil spring 7 so as not to intersect the central axis of the front lateral link 2, the virtual link axis when the suspension lateral force of the front lateral link 2 receiving the load from the wheel carrier 5 is input. And the virtual link shaft at the time of coil reaction force input, the front lateral link 2 receives a force in the torsional direction, and the bush 6 at the support point outside the vehicle body of the front lateral link 2 differs in two There is a problem that the load center is generated and the bush 6 is excessively twisted.
Usually, the load center of the bush 6 is constant, and no countermeasures are taken against this extra twist, so that not only the smoothness of the operation of the bush 6 is impaired, but also the durability itself is adversely affected. As a result, the handling and stability of the vehicle are reduced.
[0005]
The present invention has been made to solve the problems of the conventional suspension bushing structure as described above, and has two different load centers on the bushing interposed between the suspension link support points. Even if torsion occurs, the suspension link layout is optimized so as not to hinder the smoothness of the operation of the bush and to prevent the durability of the bush from being disturbed. An object of the present invention is to provide a suspension bush structure capable of improving the stability and stability.
[0006]
[Means for Solving the Problems]
In order to achieve such an object, the present invention provides an automobile suspension bush structure in which an elastic member is interposed between an inner cylinder and an outer cylinder.
On one end surface side of the elastic member, a pair of first straight portions extending a predetermined distance along the axial direction from the one end surface are formed to face each other with the inner cylinder interposed therebetween, and on the other end surface side of the elastic member Is formed so that a pair of second straight portions extending a predetermined distance along the axial direction from the other end face face each other with the inner cylinder interposed therebetween, and the first straight portion and the second straight portion are: It is characterized by being formed in mutually different radial directions.
[0007]
A pair of inner members are disposed opposite to each other on one end face side of the elastic member on which the first straight portion is formed, with the inner cylinder interposed therebetween.
[0008]
The radial direction in which the first straight part is formed and the radial direction in which the second straight part is formed are substantially orthogonal.
[0009]
The first curb portion is formed at a substantially vertical position on one end surface of the elastic member, and the second curb portion is formed at a substantially left and right position on the other end surface of the elastic member. One end surface side of the member is set so that the rigidity in the left-right direction is larger than the rigidity in the vertical direction, and the other end surface side is set so that the rigidity in the vertical direction is larger than the rigidity in the left-right direction. It is characterized by that.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of a suspension bush structure to which the present invention is applied will be described with reference to FIGS. 1 is a plan view illustrating a front lateral link to which the suspension bushing structure of the present invention is applied, FIG. 2 is a plan sectional view of the bush to which the suspension bushing structure of the present invention is applied, and FIG. 1 is a cross-sectional view taken along the line AA in FIG. 1, and (b) is a cross-sectional view taken along the line BB. Since the suspension bushing structure is equally provided on the left and right sides of the vehicle body, the suspension bushing structure on the left side of the vehicle will be described below, and members similar to those in the conventional example are denoted by the same reference numerals.
[0011]
As shown in FIG. 1, the front lateral link 2 to which the suspension structure of the present invention is applied is disposed rearward of the wheel center WC and extends in the left-right direction of the vehicle body, similarly to the suspension layout shown in FIG. The coil spring 7 is attached to a predetermined position on the upper side of the front lateral link 2 that is laterally placed near the outside of the vehicle body. The central axis of the coil spring 7 is placed in a state slightly shifted rearward of the vehicle body so as not to intersect with the central axis of the front lateral link 2 in order to avoid interference with the axle shaft 8 and the like.
[0012]
A vehicle lateral end portion (right side in FIG. 1) of the front lateral link 2 is swingably attached to one side portion of a vehicle body (not shown) via a bush 6 and a vehicle outer end portion (left side in FIG. 1). Is attached to one side of the wheel carrier 5 via the bush 10 so as to be swingable. The virtual link shaft L1 (indicated by the alternate long and short dash line in the figure) at the time of the suspension lateral force input of the front lateral link 2 that receives the load from the wheel carrier 5 is the central axis CL of the front lateral link 2 at the vehicle outer end. In order to shift to the vehicle body front side (indicated by a two-dot chain line in the figure), a load center C1 at the time of suspension lateral force input is generated in the bush 10 near the vehicle body front. Also, the bush 10 has a virtual link axis L2 (indicated by a one-dot chain line in the figure) at the time of coil reaction force input that is shifted to the rear side of the vehicle body from the center axis CL. A load center C2 is generated.
[0013]
As a result, as shown in FIGS. 2 to 3, the elastic body (for example, rubber) 13 that is press-fitted or vulcanized and bonded between the inner cylinder 11 and the outer cylinder 12 constituting the bush 10 is different. In order to cope with the two load centers, the straight portions 14 and 15 are appropriately formed. That is, at the front side of the vehicle body of the elastic body 13 including the load center C1, a pair of straight portions 14 extending backward from the front end surface 13a by a predetermined distance along the axial direction are formed at positions above and below the front end surface 13a. In addition, the elastic body 13 between the inner cylinder 11 and the outer cylinder 12 has a pair of left and right intermediate plates 16 that are separated from the upper and lower portions of a substantially ring-shaped member as an inner member, with the inner cylinder 11 sandwiched therebetween. Opposed. In addition, on the rear side of the vehicle body of the elastic body 13 including the load center C2, a pair of straights 15 extending forward by a predetermined distance along the axial direction from the rear end surface 13b are provided at the left and right positions of the rear end surface 13b. Yes.
[0014]
Thus, according to the present embodiment, the rigidity in the left-right direction can be made larger than the rigidity in the vertical direction in the vicinity of the load center C1 by the straight portion 14 formed at the vertical position of the elastic body 13 closer to the front of the vehicle body. . Further, the intermediate plate 16 disposed on the elastic body 13 can set the spring constant of the elastic body 13 in the left-right direction closer to the front of the vehicle body and can keep the bush torsion spring constant low. Further, the straight portions 15 formed at the left and right positions of the elastic body 13 at the rear of the vehicle body can increase the rigidity in the vertical direction more than the rigidity in the horizontal direction in the vicinity of the load center C2. As a result, the torsional rigidity can be suppressed while keeping the suspension lateral rigidity of the elastic body 13 near the vehicle body high, and the suspension vertical rigidity of the elastic body 13 near the vehicle body can be kept high. Therefore, the torsional characteristics of the bush 10 and the deformation gap in the axial direction and the direction perpendicular to the axis can be optimized. Further, even if the bush 10 is twisted due to the occurrence of two different load centers C1, C2, the smoothness of the operation of the bush 10 is not hindered by this twist, and the durability of the bush 10 is improved. Can be made.
[0015]
As a result, it is possible to obtain an optimum suspension link layout that can increase the effective space by reducing the protrusion to the trunk and the passenger compartment, and improve the ride comfort and the maneuverability.
[0016]
【The invention's effect】
As described above, according to the suspension bushing structure of the present invention, even if the bushing interposed between the support points of the suspension link is twisted due to the occurrence of two different load centers, the smoothness of the bushing operation is achieved. A suspension bushing structure that can optimize the suspension link layout by taking measures so as not to hinder the durability of the vehicle and to improve the maneuverability and stability of the vehicle. be able to.
[Brief description of the drawings]
FIG. 1 is a plan view illustrating a front lateral link to which a suspension bushing structure of the present invention is applied.
FIG. 2 is a plan sectional view of a bush to which the suspension bush structure of the present invention is applied.
3A is a cross-sectional view taken along the line AA in FIG. 1, and FIG. 3B is a cross-sectional view taken along the line BB.
FIG. 4 is a perspective view for explaining a configuration of a dual link strut type which is one type of conventional multi-link suspension.
FIG. 5 is a plan view for explaining an example of a suspension link layout in a dual link strut type.
[Explanation of symbols]
2 Front lateral link 7 Coil spring 10 Bush 11 Inner cylinder 12 Outer cylinder 13 Elastic body 13a Front end face 13b Rear end face 14, 15 Straight part 16 Intermediate plate

Claims (2)

In a suspension bush structure for an automobile in which an elastic member is interposed between an inner cylinder and an outer cylinder, a pair of first straightenings extending from the one end face by a predetermined distance along the axial direction is provided on one end face side of the elastic member. A pair of second straight portions extending a predetermined distance along the axial direction from the other end surface sandwiches the inner cylinder on the other end surface side of the elastic member. The first curb portion and the second curb portion are formed in different radial directions, and the first curb portion is a vehicle on one end surface of the elastic member. The second curb portion is formed at a substantially left and right position of the vehicle on the other end surface of the elastic member, and the one end surface side of the elastic member is formed on the left and right sides of the vehicle in the vertical direction. If the direction stiffness is set to be large The other end surface side of the elastic member, the suspension bushing structure of a motor vehicle, characterized in that it is set as vertical rigidity than the rigidity in the lateral direction of the vehicle is increased. The end portion of the vehicle on which the first curb portion is formed is set so as to increase the rigidity in the left-right direction, and the front side of the bush that constitutes the vehicle outer end portion of the front lateral link of the multilink suspension of the automobile An end portion that is a side portion and that is set so as to increase rigidity in the vertical direction of the vehicle in which the second straight portion is formed is a vehicle outer end portion of a front lateral link of the multilink suspension of the automobile. The suspension bushing structure for an automobile according to claim 1, wherein the suspension bushing is a vehicle rear side portion of the bushing constituting the vehicle.

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