JP5267168B2 - Suspension device - Google Patents

Suspension device Download PDF

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JP5267168B2
JP5267168B2 JP2009020541A JP2009020541A JP5267168B2 JP 5267168 B2 JP5267168 B2 JP 5267168B2 JP 2009020541 A JP2009020541 A JP 2009020541A JP 2009020541 A JP2009020541 A JP 2009020541A JP 5267168 B2 JP5267168 B2 JP 5267168B2
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axle
vehicle
link member
side support
support point
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JP2010173580A (en
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雄介 影山
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Nissan Motor Co Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a suspension device allowing reduction of shimmy and improvement of steering responsiveness (turning braking property, in particular) based on a comparatively simple structure. <P>SOLUTION: This suspension device is constituted of an upper arm 2 for connecting a vehicle body side support 6 and an axle carrier 1, first link member 3 and second link member 4 for connecting the vehicle body side support 6 and the axle carrier 1, and a steering rack 5 for connecting the vehicle body side support 6 and the axle carrier 1. The first link member 3 is arranged so that an axle side support point 3b may be located on a vehicle front side of an axle side support point 4b of the second link member 4. The second link member 4 is arranged so that a vehicle body side support point 4a may be located on the vehicle front side of the axle side support point 4b. A virtual rotation center 7 formed by the first link member 3 and the second link member 4 is located in the vehicle width direction inside a brake means installed in the axle carrier 1 in the top view of the vehicle. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

本発明は、とくに車両の前輪に適用して好適なサスペンション装置に関するものであり、車両の走行中に制動力が加えられた場合においてステアリングに生じる操舵する向きの振動を効果的に軽減しようとするものである。   The present invention relates to a suspension device that is particularly suitable for application to the front wheels of a vehicle, and intends to effectively reduce vibration in the steering direction that occurs in the steering when a braking force is applied during traveling of the vehicle. Is.

車両の走行中に制動力が加えられた場合においてステアリングに生じる操舵する向きの振動はシミーとも呼ばれており、とくに１２０ｋｍ／ｈを超えるような高速走行においては運手者に対して安心感を与えるためにシミーの軽減を図ることは必要不可欠な条件になっている。   The vibration of the steering direction that occurs in the steering when a braking force is applied while the vehicle is running is also called shimmy, and gives a sense of security to the operator especially at high speeds exceeding 120 km / h. It is an indispensable condition to reduce Shimmy to give.

かかる振動の軽減を図る従来技術としては、アクスルと車体とを連結する２本のリンクをバネ要素で連結し、該バネ要素の変形により車輪の接地面に加わる車両前後方向の力を調整することにより振動の吸収、軽減するようにした構造のものが知られている（例えば、特許文献１参照）。   As a conventional technique for reducing such vibration, two links that connect the axle and the vehicle body are connected by a spring element, and the force in the vehicle longitudinal direction applied to the ground contact surface of the wheel by the deformation of the spring element is adjusted. There is known a structure in which vibration is absorbed and reduced by (see, for example, Patent Document 1).

特表２００６−５１７８８８号公報JP-T-2006-517888

ところで、上記従来の技術にあっては、構造の複雑化を伴うことからコストの上昇を伴うとともに異音の発生が避けられないこと、また、耐久性を確保して性能（旋回制動性等）の安定化を図るのが難いこと等の種々の問題があり、市販車に採用するのは現実的ではなくその解決が求められていた。   By the way, in the above-mentioned conventional technology, since the structure is complicated, the cost is increased and the generation of abnormal noise is inevitable, and the durability is ensured and the performance (turning braking performance, etc.) There are various problems such as difficulty in stabilizing the vehicle, and it is not practical to employ it in a commercial vehicle, and a solution has been demanded.

本発明の課題は、比較的簡易な構造のもとでシミーの軽減と操舵応答性（とくに旋回制動性）の改善を図ることができるサスペンション装置を提案するところにある。   An object of the present invention is to propose a suspension device that can reduce shimmy and improve steering response (particularly, turning braking performance) under a relatively simple structure.

本発明は、上記従来の課題を解決するためになされたものであり、サスペンション装置を構成する複数のリンクのうち、前記第一リング部材と第二リンク部材とによって形成される仮想回転中心を、アクスルキャリアに設置されたブレーキ手段よりも車両幅方向内側に形成する点に特徴を有する。   The present invention has been made to solve the above-described conventional problems, and among the plurality of links constituting the suspension device, the virtual rotation center formed by the first ring member and the second link member, It is characterized in that it is formed on the inner side in the vehicle width direction than the brake means installed on the axle carrier.

第一リンク部材と第二リンク部材とによって形成される仮想回転中心をアクスルキャリアに設置されるブレーキ手段よりも車両幅方向内側に存在させることで車両に緩い制動力が加わった場合（緩ブレーキ）に該アクスルは仮想中心を起点にアンダーステア方向（トーアウト方向）へ回動し、これと同時に第二リンク部材のアクスル側支持点が車両前方に移動、該第二リンク部材がアクスルを車両幅方向へ押し出すように作用するため、該アクスルはオーバーステア方向（トーイン方向）へ回動することになり、これらの回動は互いに逆向きの回動でありその際の力は相互に打ち消されアクスルはニュートラスステアに保持される結果、車輪の操舵する向きの振動は軽減される。   When a weak braking force is applied to the vehicle by causing the virtual rotation center formed by the first link member and the second link member to be present on the inner side in the vehicle width direction than the brake means installed on the axle carrier (slow brake) The axle rotates in the understeer direction (toe-out direction) starting from the virtual center, and at the same time, the axle-side support point of the second link member moves forward in the vehicle, and the second link member moves the axle in the vehicle width direction. Since it acts to push it out, the axle rotates in the oversteer direction (toe-in direction), and these rotations are opposite to each other. As a result of being held by the truss steer, vibration in the steering direction of the wheel is reduced.

また、車輪に加わる車両前後方向後方への力が大きくなるにしたがい、第二リンク部材のアクスル側支持点と車体側支持点との距離が小さくなり、さらに、車輪に加わる車両前後方向後方への力が大きくなる（高速直進走行、高速旋回走行時において制動力が加えられた場合等）と、第二リンク部材のアクスル側支持点は、車両の前後方向前方に移動し、該第二リンク部材のアクスル側支持点が、車両内側へ変わる軌跡を描いてアクスルが急速にトーアウト側に回動し、その結果、車両はアンダーステア方向に維持され、操舵応答性、とくに旋回制動性が改善される。   Further, as the force in the vehicle longitudinal direction rearward applied to the wheel increases, the distance between the axle side support point and the vehicle body side support point of the second link member decreases, and further, the vehicle longitudinal direction rearward force applied to the wheel decreases. When the force increases (when braking force is applied during high-speed straight traveling or high-speed turning traveling, etc.), the axle-side support point of the second link member moves forward in the front-rear direction of the vehicle, and the second link member The axle-side support point draws a trajectory that changes to the inside of the vehicle, and the axle rapidly turns to the toe-out side. As a result, the vehicle is maintained in the understeer direction, and the steering response, particularly the turning braking performance, is improved.

本発明にしたがうサスペンション装置の実施の形態（実施例）を模式的に示した斜視図である。It is the perspective view which showed typically the embodiment (Example) of the suspension apparatus according to this invention. 図１に示したサスペンション装置の上面視図である。FIG. 2 is a top view of the suspension device shown in FIG. 1. 図１に示したサスペンション装置の前面視図である。It is a front view of the suspension apparatus shown in FIG. 図１に示したサスペンション装置の後面視図である。FIG. 2 is a rear view of the suspension device shown in FIG. 1. 図１に示したサスペンション装置の側面視図である。FIG. 2 is a side view of the suspension device shown in FIG. 1. アクスルと第一リンク部材、第二リンク部材を模式的に示した図である。It is the figure which showed the axle, the 1st link member, and the 2nd link member typically. 図６に示したアクスルにおいて第一リンク部材、第二リンク部材の変化状況の説明図である。It is explanatory drawing of the change condition of a 1st link member and a 2nd link member in the axle shown in FIG. 図６に示したアクスルにおいて第一リンク部材、第二リンク部材の変化状況の説明図である。It is explanatory drawing of the change condition of a 1st link member and a 2nd link member in the axle shown in FIG. 接地点前後力とトー角の関係を示したグラフである。It is the graph which showed the relationship between a contact point longitudinal force and a toe angle.

以下、図面を用いて本発明の実施の形態（実施例）をより具体的に説明する。
図１〜５は本発明にしたがうサスペンション装置の実施の形態（実施例）を模式的に示した図であり、図１は斜視図、図２は上面視図、図３は前面視図、図４は後面視図、そして図５は側面視図である（図中Ｘを車両の前後方向、Ｙを車両の幅方向とする）。 Hereinafter, embodiments (examples) of the present invention will be described more specifically with reference to the drawings.
1 to 5 are diagrams schematically showing an embodiment (example) of a suspension device according to the present invention, where FIG. 1 is a perspective view, FIG. 2 is a top view, and FIG. 3 is a front view. 4 is a rear view, and FIG. 5 is a side view (X in the figure is the longitudinal direction of the vehicle, and Y is the width direction of the vehicle).

図１〜５における番号１は車輪を回転自在に支持する車軸１ａを備えたアクスルキャリア（以下、アクスルキャリアを単にアクスルと記す）、２〜５はサスペンション装置を構成するリンク、６は車体側支持部（サイドフレーム等）である。   1 to 5, reference numeral 1 denotes an axle carrier having an axle 1a for rotatably supporting a wheel (hereinafter, the axle carrier is simply referred to as an axle), 2 to 5 are links constituting a suspension device, and 6 is a vehicle body side support. Part (side frame, etc.).

リンク２〜５は複数本の棒状部材から構成されており、そのうちの２はアッパーアームである。アッパーアーム２は車軸１ａよりも上側に配置されており、その端部２ａ〜２ｃがそれぞれ車体側支持部６とアクスル１において連結している。車体側支持部６では端部２ａ、２ｂの二箇所で揺動可能に連結し、アクスル１側では端部２ｃの一箇所で揺動可能に連結している。   The links 2 to 5 are composed of a plurality of rod-like members, 2 of which are upper arms. The upper arm 2 is disposed above the axle 1a, and its end portions 2a to 2c are connected to the vehicle body side support portion 6 and the axle 1, respectively. The vehicle body side support portion 6 is swingably connected at two locations of the end portions 2a and 2b, and the axle 1 side is swingably connected at one location of the end portion 2c.

また、３は第一リンク部材であり、この第一リンク部材３は車軸１ａよりも下側に配置され、その端部３ａ、３ｂがそれぞれ車体側支持部６とアクスル１において揺動可能に連結している。第一リンク部材３のアクスル側支持点である端部３ｂは、車両上面視（図２参照）において後述する第二リンク部材のアクスル側支持点よりも車両前方に存在している。第一リンク部材３の長さは第二リンク部材よりも長く、車両の幅方向の中心を通る軸線とのなす角度は第二リンク部材の角度よりも小さい。 Reference numeral 3 denotes a first link member. The first link member 3 is disposed below the axle 1a, and ends 3a and 3b of the vehicle body side support portion 6 and the axle 1 are connected to be swingable. doing. End 3 b is axle-side support point of the first link member 3 is present in the vehicle front than the axle-side support point of the second link member, which will be described later in the vehicle top view (see FIG. 2). The length of the first link member 3 is longer than that of the second link member, and the angle formed with the axis passing through the center in the width direction of the vehicle is smaller than the angle of the second link member.

４は第二リンク部材である。この第二リンク部材４は車軸１ａよりも下側に配置されており、端部４ａ、４ｂにおいて車体側支持部材６とアクスル１とを連結するが、第一リンク部材３よりも車両前後方向後方に位置し、車体側支持点である端部４ａが車両上面視においてアクスル側支持点である端部４ｂよりも車両前方に存在している。   4 is a second link member. The second link member 4 is disposed below the axle 1a and connects the vehicle body side support member 6 and the axle 1 at the end portions 4a and 4b. The end portion 4a, which is a vehicle body side support point, is located in front of the vehicle with respect to the end portion 4b, which is an axle side support point, in the vehicle top view.

５は車軸１ａよりも下側に配置されるステアリングラックである。このステアリングラック５はその端部５ａ、５ｂがそれぞれ支持点を形成し車体側支持部６とアクスル１に連結している。   A steering rack 5 is disposed below the axle 1a. End portions 5 a and 5 b of the steering rack 5 form support points and are connected to the vehicle body side support portion 6 and the axle 1.

７はサスペンションの仮想回転中心（仮想キングピン下点）である。この仮想回転中心７は第一リンク部材３と第二リンク部材４との組み合わせによって形成されるもの（第一リンク部材の軸線と第二リンク部材の軸線が交差するところに形成される。具体的には、前記第一リンク部材を車両幅方向外側に延長した仮想線と、前記第二リンク部材を車両幅方向外側に延長した仮想線との車両上面視における交点にほぼ一致する位置である。）であって、この仮想回転中心７は車両上面視においてアクスル１に設置されるブレーキ手段Ｂ（図２の仮想線ではブレーキ手段の中心を表示している）よりも車両幅方向内側に位置している。   Reference numeral 7 denotes a virtual rotation center of the suspension (virtual kingpin lower point). The virtual rotation center 7 is formed by a combination of the first link member 3 and the second link member 4 (where the axis of the first link member and the axis of the second link member intersect each other). Is a position that substantially coincides with an intersection point in a vehicle top view of a virtual line that extends the first link member outward in the vehicle width direction and a virtual line that extends the second link member outward in the vehicle width direction. The virtual rotation center 7 is located on the inner side in the vehicle width direction than the brake means B (the virtual line in FIG. 2 indicates the center of the brake means) installed on the axle 1 in the vehicle top view. ing.

図６はアクスル１と第一リンク部材３、第二リンク部材４の位置関係を車両上面視で模式的に示したものであり、仮想回転中心７がブレーキ手段Ｂが設置された位置よりも車両の内側にある本発明にしたがうサスペンション装置においては、緩い制動力が加えられた走行状態にあっては、図７に示すように仮想回転中心７を起点にしてアクスル１がアンダーステア方向（トーアウト方向）に回動し、この時、第二リンク部材４のアクスル側支持点４ｂが車両前方に移動、該第二リンク部材４がアクスル１を車両幅方向へ押し出すように作用するため、該アクスル１はオーバーステア方向（トーイン方向）へ回動することになり、アンダーステア方向に回動させる力、オーバーステア方向に回動させる力は相互に打消し合いニュートラルステアに維持される。ここに第一リンク部材３のアクスル側支持点３ｂの車幅方向の移動量をｄ１とし、第二リンク部材４のアクスル側支持点４ｂの車幅方向に沿う移動量をｄ２とした場合に、ｄ１＜ｄ２とすることによりアクスル１を元の状態に戻すことができる。 FIG. 6 schematically shows the positional relationship between the axle 1, the first link member 3, and the second link member 4 when the vehicle is viewed from above, and the virtual rotation center 7 is located at a position higher than the position where the brake means B is installed. In the suspension device according to the present invention, the axle 1 is in the understeer direction (toe-out direction) starting from the virtual rotation center 7 as shown in FIG. At this time, the axle side support point 4b of the second link member 4 moves forward of the vehicle, and the second link member 4 acts to push the axle 1 in the vehicle width direction. It will rotate in the oversteer direction (toe-in direction), and the force to rotate in the understeer direction and the force to rotate in the oversteer direction cancel each other and neutral steer It is maintained. Here the amount of movement of the vehicle width direction of the first link member 3 of the axle-side support point 3b and d 1, the case where the amount of movement along the vehicle width direction of the second link member 4 of the axle-side support point 4b was d 2 In addition, by setting d 1 <d 2 , the axle 1 can be returned to the original state.

また、車輪に車両前後方向後方への力が大きくなる、例えば高速走行において制動力が加えられた場合には、第二リンク部材４のアクスル側支持点４ｂは図８に示すように、車両前後方向において車体側支持点４ａに接近しその相互間距離が縮まることとなり、
さらに、第二リンク部材４のアクスル側支持点４ｂは車両の前後方向前方に移動するとともに車両内側へ変わる軌跡を描くようになり、ここにアクスル１は急速にトーアウト側に回動する結果、車両はアンダーステア方向に維持され、高い操舵応答性、とくに旋回制動性が確保される。ここで、第一リンク部材３及び第二リンク部材４の移動について詳しく説明する。車輪の地面との接触面に加わる車両前後方向後向きの力が大きくなるに応じて、前記第一リンク部材３のアクスル側支持点３ｂは、車両上面視において車両前後方向前側に移動して、前記第二リンク部材４のアクスル側支持点４ｂは、車両上面視において車両前後方向前側に移動することにより、第二リンク部材４の車体側支持点４ａに対して車両前後方向前側の位置まで移動する。 Further, when a force is applied to the wheels in the rearward direction of the vehicle, for example, when a braking force is applied during high-speed traveling, the axle-side support point 4b of the second link member 4 is positioned in the vehicle front-rear direction as shown in FIG. In the direction, the vehicle body side support point 4a approaches and the distance between them decreases.
Further, the axle-side support point 4b of the second link member 4 moves forward in the front-rear direction of the vehicle and draws a trajectory that changes to the inside of the vehicle. As a result, the axle 1 rapidly turns to the toe-out side, resulting in the vehicle Is maintained in the understeer direction, and high steering response, especially turning braking performance is ensured. Here, the movement of the first link member 3 and the second link member 4 will be described in detail. As the rearward force in the vehicle longitudinal direction applied to the contact surface of the wheel with the ground increases, the axle side support point 3b of the first link member 3 moves forward in the vehicle longitudinal direction in the vehicle top view, The axle-side support point 4b of the second link member 4 moves to the vehicle front-rear direction front side with respect to the vehicle body-side support point 4a of the second link member 4 by moving to the vehicle front-rear direction front side in the vehicle top view. .

図９は本発明にしたがうサスペンション装置を前輪に備えた車両と、従来形式のサスペンション装置を備えた車両を同一条件の下で走行させ、その走行中に制動力を付加した場合（緩、急）における接地点前後力とトー角の関係を示したグラフである。   FIG. 9 shows a case where a vehicle equipped with a suspension device according to the present invention on the front wheels and a vehicle equipped with a conventional suspension device are run under the same conditions, and braking force is applied during the running (slow, sudden). 5 is a graph showing the relationship between the contact point longitudinal force and the toe angle at.

本発明にしたがうサスペンション装置は、接地点前後力の変動にかかわりなくニュートラルステアが維持され、ステアリングラックを通してステアリングに伝達される振動成分が極めて小さく、シミーの軽減に有効であることが明らかであり、高い制動力が付加された場合にはトー角がつくように変化（トーアウト方向への変化）し、車両がアンダーステア方向に維持されているのが明らかである。   In the suspension device according to the present invention, it is clear that the neutral steer is maintained regardless of the fluctuation of the contact point longitudinal force, the vibration component transmitted to the steering through the steering rack is extremely small, and effective for reducing shimmy. When a high braking force is applied, the toe angle changes (changes in the toe-out direction), and it is clear that the vehicle is maintained in the understeer direction.

比較的簡易な構造のもとでシミーの軽減と操舵応答性（とくに旋回制動性）の改善の両立を図ることができるサスペンション装置が提供できる。   It is possible to provide a suspension device capable of achieving both a reduction in shimmy and an improvement in steering response (particularly turning braking performance) under a relatively simple structure.

１ アクスルキャリア
１ａ 車軸
２ アッパーアーム
３ 第一リンク部材
４ 第二リンク部材
５ ステアリングラック
６ 車体側支持部材
７ 仮想回転中心（仮想キングピン下点）
Ｂ ブレーキ手段 DESCRIPTION OF SYMBOLS 1 Axle carrier 1a Axle 2 Upper arm 3 First link member 4 Second link member 5 Steering rack 6 Car body side support member 7 Virtual rotation center (virtual kingpin lower point)
B Brake means

Claims (3)

車輪を回転自在に支持する車軸を備えたアクスルキャリアと、このアクスルキャリアから車体幅方向に沿って伸延し該アクスルキャリアと車体側支持部とを相互に連結する複数のリンクとを備え、
前記複数のリンクが、少なくとも、車軸よりも下側で、車体側支持部とアクスルキャリアとを連結する第一リンク部材と、車軸よりも下側で、車体側支持部とアクスルキャリアとを連結し、かつ、該第一リンク部材よりも車両前後方向後側に位置する第二リンク部材と、からなり、
前記第一リンク部材は、車両上面視において第二リンク部材のアクスル側支持点よりも車両前方にアクスル側支持点を有し、かつ、該第一リンク部材のアクスル側支持点が車両上面視において該第一リンク部材の車体側支持点より車両前後方向後側に配置され、
前記第二リンク部材は、車両上面視において車体側支持点よりも車両後方にアクスル側支持点を有し、
前記第一リンク部材と第二リンク部材とによって形成される仮想回転中心が、車両上面視においてアクスルキャリアに設置されたブレーキ手段よりも車両幅方向内側に位置し、
前記車輪の地面との接触面に加わる車両前後方向後向きの力が大きくなるに応じて、前記第一リンク部材のアクスル側支持点は、車両上面視において車両前後方向前側に移動して、前記第二リンク部材のアクスル側支持点は、車両上面視において車両前後方向前側に移動することにより、前記第二リンク部材のアクスル側支持点は該第二リンク部材の車体側支持点に対して車両前後方向前側の位置まで移動することを特徴とするサスペンション装置。 An axle carrier having an axle that rotatably supports the wheel, and a plurality of links extending from the axle carrier along the vehicle body width direction and interconnecting the axle carrier and the vehicle body side support portion;
The plurality of links connect the vehicle body side support portion and the axle carrier at least below the axle and a first link member that connects the vehicle body side support portion and the axle carrier, and below the axle. And a second link member located on the rear side in the vehicle longitudinal direction from the first link member,
The first link member has an axle-side support point in front of the vehicle relative to the axle-side support point of the second link member in the vehicle top view, and the axle-side support point of the first link member is in the vehicle top view. It is arranged on the rear side in the vehicle longitudinal direction from the vehicle body side support point of the first link member,
The second link member has an axle side support point on the vehicle rear side relative to the vehicle body side support point in the vehicle top view,
The virtual rotation center formed by the first link member and the second link member is located on the vehicle width direction inner side than the brake means installed on the axle carrier in the vehicle top view ,
As the rearward force in the vehicle front-rear direction applied to the contact surface of the wheel with the ground increases, the axle-side support point of the first link member moves forward in the vehicle front-rear direction in the vehicle top view, and The axle-side support point of the two link members is moved forward in the vehicle front-rear direction in the vehicle top view, so that the axle-side support point of the second link member is the vehicle front-rear direction with respect to the vehicle body-side support point of the second link member. A suspension device that moves to a position on the front side in the direction . 前記仮想回転中心は、前記第一リンク部材を車両幅方向外側に延長した仮想線と、前記第二リンク部材を車両幅方向外側に延長した仮想線との車両上面視における交点であることを特徴とする請求項１記載のサスペンション装置。   The virtual rotation center is an intersection in a vehicle top view of a virtual line extending the first link member outward in the vehicle width direction and a virtual line extending the second link member outward in the vehicle width direction. The suspension device according to claim 1. 前記複数のリンクとして、車軸よりも上側で、車体側支持部とアクスルキャリアとを連結するアッパーアームと、車軸よりも下側で、車体側支持部とアクスルキャリアとを連結するステアリングラックと、を有する、請求項１又は請求項２に記載のサスペンション装置。 As the plurality of links, an upper arm that connects the vehicle body side support portion and the axle carrier above the axle, and a steering rack that connects the vehicle body side support portion and the axle carrier below the axle. The suspension device according to claim 1 , wherein the suspension device has a suspension device.
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