JP5237872B2 - Vehicle suspension - Google Patents

Description

  The present invention relates to a vehicle suspension, and more specifically to a vehicle suspension that is disposed on a rear wheel of a vehicle to improve both ride comfort and steering stability.

  As a vehicle suspension, a technique described in Patent Document 1 is known. In the technique described in Patent Document 1, in the double wishbone type rear suspension, the lower arm is supported on the inner end side so as to be swingable by a swing axis inclined at an angle θ toward the outside of the vehicle in a top view, and On the end side, it is swingably supported by a knuckle (wheel support member) that supports a wheel via a bracket having a swing axis inclined in the same direction.

  By the way, in the geometry of the suspension for the vehicle, as shown in FIG. 5, the locus of the wheel center WC (tire rotation center) is set to have a predetermined angle at the rear of the vehicle in the vertical direction and in the side view as shown in FIG. Then, it is known that riding comfort improves.

  By configuring the technique described in Patent Document 1 as described above, this geometry angle can be obtained. Further, by forming the rear arm portion of the lower arm in a leaf spring shape, the vehicle uses the movement of the front arm portion on the swing axis of the vehicle body mounting portion and the deflection of the leaf spring of the rear arm portion when braking the vehicle. Is directed to the toe-in.

JP-A-9-290610

  In the technique described in Patent Document 1, the wheel center is displaced back and forth by bending the lower arm, and the toe-in characteristic is obtained by pulling in the bush axis direction of the front arm portion. In addition, it is necessary to ensure rigidity, and the amount of deflection, that is, the amount of displacement in the longitudinal direction of the wheel center tends to be insufficient, making it difficult to obtain sufficient toe-in characteristics.

  The object of the present invention is to solve the above-mentioned problems, improve steering stability by providing a sufficient toe-in change even when the vehicle is braked, and also ensure the above-mentioned geometry angle to improve the riding comfort performance. It is to provide a suspension for use.

  In order to solve the above-described problem, in the vehicle suspension according to claim 1, a knuckle that supports wheels, an upper arm that supports an upper end of the knuckle on a vehicle body, and a lower portion of the upper arm. A lower arm supported by the vehicle body, the lower arm being positioned on the front side in the front-rear direction of the vehicle and having flexibility in the vehicle width direction and supported by the vehicle body so as to be swingable in the vertical direction. A flexible portion that is connected to the flexible portion on the rear side in the front-rear direction of the vehicle and has higher rigidity than the flexible portion, and swings in the vertical direction of the vehicle via a link arm. And a rigid portion that supports the knuckle so as to be swingable about an axis, and the axis is inclined toward the outside of the vehicle with respect to a line parallel to the longitudinal direction of the vehicle. It was constructed to so that.

  In the vehicle suspension according to claim 2, the rigid portion of the lower arm swings in the vertical direction of the vehicle via the second link arm in the vicinity of a portion connected to the flexible portion. It was configured to be supported as possible.

  The vehicle suspension according to claim 3 includes a bracket provided on one of an upper side and a lower side of the rigid body portion of the lower arm to support the knuckle, and the flexible portion of the lower arm is fixed to the bracket. It was configured as follows.

  In the vehicle suspension according to the first aspect, the lower arm supported by the vehicle body below the upper arm that supports the upper end of the knuckle that supports the wheels on the vehicle body is located on the front side in the vehicle front-rear direction. A flexible portion that is flexible in the vehicle width direction and supported by the vehicle body so as to be swingable in the vertical direction, and is connected to the flexible portion on the rear side in the front-rear direction of the vehicle and compared to the flexible portion. It has a high rigidity and is supported by a link arm so as to be swingable (displaceable) in the vertical direction of the vehicle, while being composed of a rigid body portion that supports the knuckle so as to be swingable around the axis. Is configured to incline toward the outside of the vehicle with respect to a line parallel to the front-rear direction of the vehicle, so that a sufficient toe-in change can be imparted even during braking of the vehicle and steering stability can be improved. , Above Ride comfort performance to ensure even geometry angle can be improved.

  That is, the front side of the lower arm is a flexible portion that is flexible in the vehicle width direction and is supported by the vehicle body so as to be able to swing in the vertical direction. Since it can be pulled in to the side, it is possible to improve the steering stability by ensuring the toe-in change. In addition, the rear part of the lower arm that supports the knuckle is a rigid body, and the lower arm and knuckle are supported so that they can swing (rotate). Riding comfort performance can also be improved.

  In the vehicle suspension according to claim 2, the rigid portion of the lower arm is supported on the vehicle body via the second link arm so as to be swingable in the vertical direction of the vehicle near the portion connected to the flexible portion. In addition to the effects described above, when the wheel receives a lateral force, the second link arm restricts the rigid body part of the lower arm and the connection part of the flexible part from entering the inward side of the vehicle body. It is possible to prevent the alignment from changing excessively.

  The vehicle suspension according to claim 3 includes a bracket that is provided on one of the upper side and the lower side of the rigid body portion of the lower arm and supports the knuckle, and is configured to fix the flexible portion of the lower arm to the bracket. Therefore, the width of the flexible portion in the vehicle vertical direction can be increased, and when a lateral force is applied to the wheel, the rigidity of the flexible portion can be increased, and the flexible portion is twisted around the vehicle longitudinal axis. Can be suppressed, and the strength of the suspension can be improved.

1 is a perspective view of a vehicle suspension according to an embodiment of the present invention. It is the side view which looked at the suspension for vehicles shown in Drawing 1 from the wheel side. FIG. 2 is an enlarged plan view of the vehicle suspension shown in FIG. 1 as viewed from above. FIG. 4 is an enlarged sectional view taken along line IV-IV of the vehicle suspension shown in FIG. 3. It is explanatory drawing of the geometry relevant to the riding comfort of the suspension for vehicles.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for implementing a vehicle suspension according to the present invention will be described with reference to the accompanying drawings.

  In FIG. 1 and the like, reference numeral 10 denotes a vehicle suspension (hereinafter referred to as “suspension”). Specifically, the suspension 10 is a double wishbone type rear suspension disposed on a wheel (rear wheel) 14 of a vehicle (partially shown) 12. In FIG. 1 and the like, symbol S denotes a spring, and O denotes an oil damper (shock absorber).

  The suspension 10 includes a knuckle (wheel support member) 16 that supports the wheel 14, an upper arm 22 that supports the upper end of the knuckle 16 (upper end in the direction of gravity) on the vehicle body of the vehicle 12, and (gravity of the upper arm 22 And a lower arm 24 supported by the vehicle body below (in the direction).

  As shown in FIG. 2, the knuckle 16 includes a box-shaped base 16a, an upper fork 16b to which the upper arm 22 is attached, a rear fork 16c to which a first link arm (described later) is attached, The link arm (the front fork 16d to be described later is provided. The knuckle 16 is attached to the wheel 14 so that the vicinity of the center of the base body 16a coincides with the center 14 of the wheel 14 (Wheel Center; WC).

  The upper arm 22 has a generally wrench shape and has a shape whose center is curved downward. The upper arm 22 is attached to the fork 16b of the knuckle 16 at one end via a joint 22a having a bush (not shown) made of an elastic material such as an inner and outer cylinder and rubber, and the same at the other end as shown in FIG. Are supported by the vehicle body so as to be swingable in the vehicle width direction about the axis 22b1 via a joint 22b having a bush made of an elastic material such as an inner and outer cylinder and rubber.

  The lower arm 24 includes a flexible portion 24a that is located mainly on the front side in the front-rear direction of the vehicle 12, and a rigid body portion 24b that is formed between the rear portion and the vicinity of the end of the flexible portion 24a.

  The flexible portion 24a is made of, for example, a steel material and is thinly formed in a top view. The flexible portion 24a has a length exceeding the radius of the wheel 14, and the rotation center 14a side of the wheel 14 is formed wide and supported by the vehicle body. A joint 24a1 is formed at the end, and is supported by the vehicle body via the joint 24a1.

  More specifically, the joint 24a1 includes inner and outer cylinders and a bush made of an elastic material such as rubber. Therefore, the flexible portion 24a of the lower arm 24 has an axis 24a11 in the vertical direction of the vehicle body via the joint 24a1 as shown in FIG. It is supported so that it can swing around.

  The rigid body portion 24b is made of, for example, a hydroformed material or a pressed steel material, and has a square shape in a cross-sectional view as well shown in FIG. As shown in FIG. 3, the rigid body portion 24b is connected to the flexible portion 24a at a rear portion 24c in the front-rear direction of the vehicle 12 at a portion 24c and has a much higher rigidity than the flexible portion 24a.

  The rigid body portion 24b is supported by the vehicle body via a link arm (the first link arm described above) 26. That is, the link arm 26 is integrally joined to the rigid portion 24b by welding or the like on the opposite side of the portion 24c.

  The link arm 26 includes a joint 26a which is smaller than the flexible portion 24a but has flexibility, and the joint 26a also has a bush made of an inner and outer cylinder and an elastic material such as rubber. For example, as shown in FIG. 3, the rigid body portion 24 b of the lower arm 24 is supported by the vehicle body via the joint 26 a of the link arm 26 so as to be swingable about the axis 26 a 1 in the vertical direction of the vehicle 12.

  Further, the rigid body portion 24b of the lower arm 24 supports the knuckle 16 so as to be swingable about the axis. That is, two joints 24b1 connected to the forks 16c and 16d of the knuckle 16 are formed on the rigid portion 24b.

  As shown in FIG. 4, the joint 24b1 includes an outer cylinder 24b11, a bush 24b12 made of an elastic material such as rubber, and an inner cylinder 24b13, and thus supports the knuckle 16 so as to be swingable around an axis 24b14 (FIG. 3).

  As shown in FIG. 3, the axis 24 b 14 is set so as to be inclined toward the outside of the vehicle 12 with respect to a line L parallel to the front-rear direction of the vehicle 12.

  Further, the rigid body portion 24b of the lower arm 24 is connected to the vehicle body via a second link arm (toe control arm) 30 in the vicinity of a portion 24c connected to the flexible portion 24a. That is, two brackets 24b15 project from the rigid portion 24b, and one end of the second link arm 30 is pivotally supported between the two brackets 24b15 via the bolts 24b16.

  A joint 30 a is formed at the other end of the second link arm 30. Although illustration is omitted, the joint 30a also has a bush made of an elastic material such as an inner and outer cylinder and rubber, so that the rigid body portion 24b of the lower arm 24 extends in the front-rear direction of the vehicle 12 via the joint 30a of the second link arm 30. It is supported so as to be swingable about the axis 30a1.

  Further, as shown in FIG. 4, the rigid body portion 24b of the lower arm 24 includes a knuckle bracket (bracket) 24b17 that is provided on one of the upper side and the lower side, more specifically, on the upper side and supports the knuckle 16. The flexible part 24a of the lower arm 24 is fixed to 24b17.

  In the vehicle suspension 10 according to this embodiment, as described above, the knuckle 16 that supports the wheel (rear wheel) 14, the upper arm 22 that supports the upper end of the knuckle 16 on the vehicle body of the vehicle 12, and the upper arm 22 The lower arm 24 is supported by the vehicle body below the vehicle body, and the lower arm 24 is positioned on the front side in the front-rear direction of the vehicle 12 and has flexibility in the vehicle width direction. A flexible portion 24a that is supported, and connected to the flexible portion 24a on the rear side in the front-rear direction of the vehicle 12, and has a higher rigidity than the flexible portion 24a, via the link arm 26 The vehicle 12 is supported so as to be swingable in the front-rear direction of the vehicle 12, and includes a rigid body portion 24b that supports the knuckle 16 so as to be swingable around the axis 24b14. Since it is configured to be inclined toward the outside of the vehicle 12 with respect to the line L parallel to the front-rear direction, an appropriate toe angle, camber angle and other geometric angles can be set according to the stroke. it can.

  Further, since the lower arm 24 and the knuckle 16 are connected so as to be able to rotate (swing) in the vertical direction of the vehicle 12, the rotation center (wheel center WC) described above can be used as shown in FIG. It is possible to secure a geometric angle for setting the locus X of 14a in the vertical direction and to have a predetermined angle behind the vehicle 12 in the side view, and the riding performance can be improved.

  In this case, as shown in FIG. 2, even if the joint 24a1 on the front end side of the flexible portion 24a on the front side of the lower arm 24 is made lower than the rotation center 14a of the wheel 14 by the distance D, the locus X can be realized. It becomes possible to increase the space of the passenger compartment by lowering the floor.

  Further, since the rigid body portion 24b of the lower arm 24 is connected to the vehicle body via the second link arm 30 in the vicinity of the portion 24c connected to the flexible portion 24a, when the wheel 14 receives a lateral force, The link arm 30 can restrict the rigid body portion 24b of the lower arm 24 and the connection portion 24c of the flexible portion 24a from entering the vehicle body inward side, and can prevent the alignment from changing excessively.

  Since the knuckle bracket 24b17 is provided on one of the upper and lower sides of the rigid portion 24b of the lower arm 24 and supports the knuckle 16, and the flexible portion 24a of the lower arm 24 is fixed to the knuckle bracket 24b17. The width of the flexible portion 24a in the vehicle vertical direction can be increased, and when a lateral force is applied to the wheel 14, the rigidity of the flexible portion 24a can be increased. Twist around can be suppressed, and the strength of the suspension can be improved.

  10 Vehicle Suspension, 12 Vehicle, 14 Wheel (Rear Wheel), 16 Knuckle, 22 Upper Arm, 22a, 22b Joint, 24 Lower Arm, 24a Flexible Part, 24a1 Joint, 24b Rigid Body Part, 24b1 Joint, 24b14 Axis, 24c Connection Part, knuckle bracket (bracket) 24b17, 26 Link arm, 30 Second link arm, 30a, 30b Joint

Claims (3)

  A knuckle for supporting wheels, an upper arm for supporting the upper end of the knuckle on a vehicle body, and a lower arm supported on the vehicle body below the upper arm, wherein the lower arm is arranged in the longitudinal direction of the vehicle. A flexible part located on the front side and having flexibility in the vehicle width direction and supported by the vehicle body so as to be able to swing in the vertical direction, and connected to the flexible part on the rear side in the longitudinal direction of the vehicle And a rigid body that has higher rigidity than the flexible portion and is supported so as to be swingable in the vertical direction of the vehicle via a link arm, while supporting the knuckle so as to be swingable about an axis. The vehicle suspension is characterized in that the axis is inclined toward the outside of the vehicle with respect to a line parallel to the front-rear direction of the vehicle.   The rigid body portion of the lower arm is supported by the vehicle body via a second link arm in a vicinity of a portion connected to the flexible portion so as to be swingable in the vertical direction of the vehicle. The vehicle suspension described.   3. The bracket according to claim 1, further comprising a bracket that is provided on one of an upper side and a lower side of the rigid body portion of the lower arm and supports the knuckle, and the flexible portion of the lower arm is fixed to the bracket. Vehicle suspension.

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