JP5556447B2 - Vehicle suspension system - Google Patents

Description

  The present invention relates to a vehicle suspension apparatus that independently suspends wheels and exhibits a compliance steering function by adjusting a toe angle.

  Conventionally, a toe control link is set separately from the H arm type lower link, and a bush rigidity difference is given to the H arm type lower link and the toe control link, so that the toe angle can be increased when bounding and when tire force is generated. A vehicle suspension device to be adjusted is known (for example, see Patent Document 1).

JP 2007-8455 A

  However, in the conventional vehicle suspension apparatus, the toe control link is attached so as to connect between the vehicle body side member and the wheel support member. For this reason, the long toe control link occupies a large space in the space between the vehicle body and the wheels, and there is a problem that the packaging efficiency is lowered.

  For example, in the case of an electric vehicle equipped with an in-wheel motor, it is necessary to support a toe control link between the vehicle body and the wheel in addition to the I arm type upper link and the H arm type lower link. In this case, if the required space for the toe control link is to be secured, the motor diameter is reduced due to layout restrictions. Further, in order to secure a space for mounting the toe control link without reducing the motor diameter or increasing the wheel diameter, the attachment point of the toe control link must be moved to the inside of the vehicle body. In this case, it becomes difficult to optimize the toe angle change characteristic because the link length cannot be secured.

  The present invention has been made paying attention to the above problem, and an object of the present invention is to provide a vehicle suspension apparatus capable of improving the packaging efficiency without impairing the toe angle adjusting function.

In order to achieve the above object, the vehicle suspension apparatus of the present invention is a means including a suspension link and a toe control link.
The suspension link is disposed in a vehicle width direction between a vehicle body side member and a wheel support member, and is provided with a front cylindrical bush and a rear cylindrical bush that elastically support the vehicle body side member at a vehicle front-rear position, and the wheel support member. And an elastic support member that elastically supports.
The toe control link is arranged by connecting the suspension link and the vehicle body member, defining an elastic displacement of the suspension link when the input force from the tire to the toe angle generating direction.
One end of the toe control link was attached to the vehicle body side member in the vicinity of the rear cylindrical bush.
The other end portion of the toe control link is attached to the suspension link at the rear of the vehicle from the position of the front cylindrical bush and at the front of the vehicle from the position of the rear cylindrical bush .

The toe control link connects the vehicle body side member and the suspension link . For this reason, compared with the link which connects between a vehicle body side member and a wheel support member, a toe control link can be comprised with a short link with a low space occupation rate.
Further, the toe control link uses an operation locus of the link attachment portion as an arc locus that does not change the link length around the vehicle body attachment portion, and the elastic displacement operation of the suspension link is constrained by this arc locus. Therefore, the elastic displacement of the sub scan pension link is defined in the toe angle generating direction when entering such longitudinal force and the lateral force from the tire. With the elastic displacement of the suspension link, the tire supported by the wheel support member is displaced in the toe-in direction or the toe-out direction.
As a result, the packaging efficiency can be improved without impairing the toe angle adjusting function.
One end of the toe control link is attached to the vehicle body side member in the vicinity of the rear cylindrical bush. The other end of the toe control link is attached to the suspension link at the rear of the vehicle from the position of the front cylindrical bush and at the front of the vehicle from the position of the rear cylindrical bush.
For this reason, when a braking force is applied to the tire, or when an inward lateral force is applied to the tire that is the turning outer wheel, the tire is subject to toe-in compliance steering due to rotational displacement caused by the suspension link bush deformation. Can be made.

1 is a plan view showing a configuration of a vehicle suspension device according to a first embodiment. It is a top view which shows the structure of the vehicle suspension apparatus of a comparative example. In the vehicle suspension device of the first embodiment, the swinging action when the tire bounces or rebounds is shown, (a) shows a plan view, and (b) shows a cross-sectional view in the XX direction of (a). FIG. 3 is a plan view showing a compliance steer that causes a toe change when a braking force is applied to a tire in the vehicle suspension device of the first embodiment. FIG. 3 is a plan view showing a compliance steer that causes a toe change when a lateral force is applied to a tire in the vehicle suspension device of the first embodiment. FIG. 6 is a plan view illustrating a configuration of a vehicle suspension device according to a second embodiment. FIG. 6 is a plan view illustrating a configuration of a vehicle suspension device according to a third embodiment.

  Hereinafter, the best mode for realizing a vehicle suspension device of the present invention will be described based on Examples 1 to 3 shown in the drawings.

First, the configuration will be described.
FIG. 1 is a plan view showing the configuration of the vehicle suspension apparatus according to the first embodiment. The configuration will be described below with reference to FIG.

As shown in FIG. 1, the vehicle suspension apparatus according to the first embodiment includes a suspension member 1 (vehicle body side member), an axle hub 2 (wheel support member), a wheel 3, a tire 4, and an I-arm type upper link 5. (Upper link), H arm type lower link 6 (suspension link, lower link), and toe control link 7 are provided.
In FIG. 1, FR represents the front (front of the vehicle), and OUT represents the outer side of the vehicle width direction.

  This suspension system for vehicles is applied to engine vehicles, electric vehicles (electric vehicles and hybrid vehicles), etc., and has a structure that allows a certain degree of deformation and displacement with respect to displacement input, and exhibits compliance steer due to toe angle change. It is. Here, “compliance steer” refers to a passive steering action of a wheel using suspension displacement. This compliance steer is used to stabilize the vehicle behavior and the vehicle attitude against the tire lateral force generated during turning and the tire longitudinal force generated during braking and driving.

  The suspension member 1 is a vehicle body side member that is elastically supported by a side member or the like (not shown).

  The axle hub 2 is a wheel support member that supports the wheel by fixing the wheel 3 on which the tire 4 is mounted.

The I-arm type upper link 5 is disposed in the vehicle width direction at an upper position of the axle hub 2 and connects the suspension member 1 and the axle hub 2. The I arm type upper link 5 includes an I arm 51, a vehicle body side cylindrical bushing 52 elastically supported with respect to the suspension member 1, and a wheel side cylindrical bushing 53 elastically supported with respect to the axle hub 2.
The H arm type lower link 6 is disposed at the lower position of the axle hub 2 in the vehicle width direction, and connects the suspension member 1 and the axle hub 2. The H arm type lower link 6 includes an H arm 61 (link main body portion), a front cylindrical bush 62 (vehicle body side support portion) that elastically supports the suspension member 1 at the vehicle front-rear position, and a rear cylindrical bush 63 (vehicle body). Side support portion), and a front cylindrical bush 64 and a rear cylindrical bush 65 that elastically support the axle hub 2 at the vehicle front-rear position.

The toe control link 7 is arranged by connecting the vehicle body attachment portion of the H arm type lower link 6 and the link attachment portion of the H arm 61. When the longitudinal force or lateral force from the tire is input, the elastic displacement of the H arm type lower link 6 is defined in the toe angle generation direction by coupling with the input.
The toe control link 7 includes a ball joint 71 provided at the vehicle body attachment portion, a ball joint 72 provided at the link attachment portion, and a link main body 73 that connects both ball joints 71 and 72. The ball joint 71 (vehicle body mounting portion) is provided on the stud bolt shaft 11 passing through the inner cylinder of the rear cylindrical bush 63, thereby connecting the two support points S1 and S2 of the two cylindrical bushes 62 and 63 to the vehicle body side. It is arranged at a position that passes through the swing axis SA. A ball joint 72 (link attachment portion) is provided on a flange 66 fixed to the H arm 61.

The toe control link 7 has a link angle θ that inclines a link axis LA connecting both attachment points of the ball joint 71 (vehicle body attachment portion) and the ball joint 72 (link attachment portion) outward in the vehicle width direction with respect to the vehicle longitudinal direction. Is set.
This link angle θ is coupled to the vehicle longitudinal displacement when the tire 4 supported by the axle hub 2 is subjected to vehicle longitudinal displacement, and causes the ball joint 72 (link mounting portion) to generate displacement in the vehicle width direction. Set to an angle.

In the toe control link 7, the position of the ball joint 72 (link mounting portion) is arranged at the vehicle rear position from the position of the front cylindrical bush 62 (vehicle body side support portion in front of the vehicle) of the H arm type lower link 6. .
In this arrangement, when a lateral force is applied to the tire 4 supported by the axle hub 2, an elastic displacement in the vehicle width direction is applied to the front cylindrical bush 62 (the vehicle body side support portion on the non-link side) coupled to the lateral force. It is for generating.

Next, the operation will be described.
First, “the problem of the comparative example” will be described. Subsequently, the actions in the vehicle suspension device of the first embodiment are as follows: "Improvement of packaging efficiency", "Oscillation action of the H arm type lower link", "Toe-in action when braking force is applied to the tire", The explanation will be divided into “toe-in action when lateral force is applied to the tire”.

[About the problem of the comparative example]
In Comparative Example 1, the toe angle by the longitudinal force is adjusted by dividing the H-arm type lower link into a front link and a rear link and adjusting the rigidity of the connect bush connecting the front link and the rear link. (Refer to Unexamined-Japanese-Patent No. 2008-254568).
However, in the case of this comparative example 1, since the H arm type lower link is divided into the front side link and the rear side link and the connection bush is provided, the number of parts increases, and the cost and weight increase. In addition, the structure becomes complicated.

  In Comparative Example 2, as shown in FIG. 2, a toe control link is set separately from the I arm type upper link and the H arm type lower link, and the bush rigidity of the H arm type lower link and the bush rigidity of the toe control link are set. By giving a difference to the toe angle, the toe angle at the time of bouncing and tire force generation is adjusted.

  In the case of this comparative example 2, it is necessary to support the toe control link between the vehicle body and the wheels in addition to the I arm type upper link and the H arm type lower link. For this reason, the space occupancy rate of the long toe control link is increased, and when trying to set various parts such as a steering system in the space between the vehicle body and the wheel, the packaging efficiency is improved so that the layout cannot be neatly arranged. descend.

In particular, in the case of an electric vehicle equipped with an in-wheel motor, if an attempt is made to secure the necessary space for the toe control link, the motor diameter is reduced due to layout restrictions.
Further, in order to secure a space for mounting the toe control link without reducing the motor diameter or increasing the wheel diameter, the attachment point of the toe control link must be moved to the inside of the vehicle body. In this case, it becomes difficult to optimize the toe angle change characteristic because the link length cannot be secured.

[Improvement in packaging efficiency]
As described above, when the compliance steering function is added to the suspension, it is important to keep the necessary space for the toe control link as small as possible without impairing the toe angle adjusting function. Hereinafter, the improvement effect | action of the packaging efficiency of Example 1 reflecting this is demonstrated.

  The toe control link 7 connects the vehicle body attachment portion of the H arm type lower link 6 and the link attachment portion of the H arm 61. For this reason, as in the comparative example 2, the toe control link 7 can be configured by a short link having a low space occupancy compared to the toe control link that connects the vehicle body side member and the wheel support member.

  In addition, the toe control link 7 uses an operation locus of the ball joint 72 (link attachment portion) as an arc locus that does not change the link length around the ball joint 71 (vehicle body attachment portion), and this arc locus causes an H arm type lower link. The elastic displacement operation of 6 is constrained. For this reason, the elastic displacement of the H arm type lower link 6 is defined in the toe angle generation direction by coupling with the input when inputting the longitudinal force and the lateral force from the tire 4. Along with the elastic displacement of the H arm type lower link 6, the tire 4 supported by the axle hub 2 is displaced in the toe-in direction and the toe-out direction.

As described above, in the first embodiment, the toe control link 7 that connects the vehicle body attachment portion of the H arm type lower link 6 and the link attachment portion of the H arm 61 is used. And the structure which prescribes | regulates the elastic displacement of the H arm type lower link 6 in the toe angle generation direction by coupling with the input at the time of input from the tire 4 was adopted.
Therefore, the toe control link 7 can be configured with a shorter link than the comparative example 2. Further, at the time of input from the tire 4, the toe angle change to the tire 4 is ensured by the toe control link 7 without giving a difference in bush rigidity as in the comparative example 2.
For this reason, it is possible to improve the packaging efficiency without impairing the toe angle adjustment function while maintaining a configuration that does not increase the number of parts as in the first comparative example.

[Oscillating action of H-arm type lower link]
FIG. 3 shows the swinging action when the tire bounces or rebounds in the vehicle suspension device of the first embodiment. Hereinafter, the swinging action of the H arm type lower link 6 in the first embodiment will be described with reference to FIG.

  In the first embodiment, the ball joint 71 provided on the vehicle body attachment portion of the toe control link 7 is provided on the stud bolt shaft 11 that passes through the inner cylinder of the rear cylindrical bush 63, whereby the vehicle body attachment portion of the toe control link 7 is provided. A configuration is adopted in which the vehicle is disposed at a position that passes through the vehicle body side swing axis SA.

  Therefore, as shown in FIG. 3B, the rotation center of the toe control link 7 (= vehicle body side swing axis SA) and the rotation center of the H arm type lower link 6 (= vehicle body side swing axis SA) are. Almost match. Then, the swing trajectory (point A trajectory) of the ball joint 72 provided at the link mounting portion of the toe control link 7 and the swing trajectory of the rear cylindrical bush 65 provided at the wheel side support portion of the H arm type lower link 6. (LWR LINK OTR trajectory) and interference are eliminated.

  For this reason, when the H arm type lower link 6 swings about the vehicle body side swing axis SA by bouncing or rebounding the tire 4, the cylindrical bushes 62, 63, 64 of the H arm type lower link 6. Unnecessary deformation and twisting of 65 can be suppressed, and deterioration of riding comfort and unnecessary toe change can be prevented.

[Toe-in effect when braking force is applied to the tire]
FIG. 4 shows a compliance steer that causes a toe change when a braking force is applied to the tire in the vehicle suspension device of the first embodiment. Hereinafter, the toe-in action when a braking force is applied to the tire 4 will be described with reference to FIG.

  In the first embodiment, the toe control link 7 has a link axis LA connecting both the attachment points of the ball joint 71 provided on the vehicle body attachment portion and the ball joint 72 provided on the link attachment portion in the vehicle width direction with respect to the vehicle longitudinal direction. A configuration in which the link angle θ tilted outward is set.

Therefore, when a braking force is applied to the tire 4, as shown in FIG. 4, the H-arm type lower link 6 is displaced rearward of the vehicle and the toe control link 7 is inclined by the link angle θ from the vehicle longitudinal direction. As a result, the ball joint 72 provided at the link mounting portion of the toe control link 7 is displaced by the displacement amount δ in the vehicle outward direction.
That is, the swing (A → A ′) of the ball joint 72 centering on the ball joint 71 provided at the vehicle body mounting portion of the toe control link 7 and the displacement toward the rear of the vehicle applied to the tire 4 supported by the axle hub 2. , A displacement in the vehicle width direction is generated in the H arm type lower link 6. As a result, the H-arm type lower link 6 is displaced in the direction of the arrow in FIG. 4 along with the deformation of the bush, so that the tire 4 is displaced from the solid line position to the dotted line position in FIG. Is generated.

  For this reason, when a braking force is applied to the tire 4, the tire 4 can generate compliance steer due to toe-in by being rotationally displaced by the bush deformation of the H arm type lower link 6.

[Toe-in effect when lateral force is applied to the tire]
FIG. 5 shows a compliance steer that causes a toe change when a lateral force is applied to the tire in the vehicle suspension device of the first embodiment. Hereinafter, the toe-in action when a lateral force is applied to the tire 4 will be described with reference to FIG.

  In the first embodiment, the toe control link 7 employs a configuration in which the position of the ball joint 72 provided in the link attachment portion is disposed at the vehicle rear position from the position of the front cylindrical bush 62 of the H arm type lower link 6.

  Therefore, when a lateral force is applied to the H arm type lower link 6 during turning, the lateral displacement due to the bush deformation of the rear cylindrical bushing 63 (the side where the toe control link 7 is mounted) of the H arm type lower link 6 is caused by the toe control link. 7. On the other hand, the lateral displacement due to bush deformation of both the cylindrical bushes 64 and 65 on the wheel side of the H arm type lower link 6 and the front cylindrical bush 62 (the non-mounting side of the toe control link 7) increases. As a result, the H-arm type lower link 6 is displaced in the direction of the arrow in FIG. 5 along with the deformation of the bush, so that the tire 4 is displaced from the solid line position in FIG. 5 to the dotted line position. Is generated.

  For this reason, at the time of turning, a lateral force in the in-vehicle direction acts on the H arm type lower link 6 at the turning outer wheel, so that compliance steer due to toe-in can be generated in the tire 4 serving as the turning outer wheel. When turning the vehicle, the wheel load of the turning outer wheel becomes larger than the wheel load of the turning inner wheel due to the movement of the center of gravity due to the centrifugal force, and the contribution rate to the turning traveling stability is higher for the turning outer wheel.

Next, the effect will be described.
In the vehicle suspension device of the first embodiment, the effects listed below can be obtained.

(1) It is arranged in the vehicle width direction between the vehicle body side member (suspension member 1) and the wheel support member (axle hub 2), and is connected to the link main body (H arm 61) and the vehicle body side member (suspension member 1). A vehicle body side support portion (front side cylindrical bush 62, rear side cylinder bush 63) that elastically supports and a wheel side support portion (front side cylindrical bush 64, rear side cylindrical bush 65) that elastically supports the wheel support member (axle hub 2). A suspension link (H arm type lower link 6),
The suspension link (H arm type lower link 6) has a vehicle body attachment part (ball joint 71) and a link attachment part (ball joint 72) of the link body part (H arm 61) connected to each other. A toe control link 7 for defining an elastic displacement of the suspension link (H arm type lower link 6) in a toe angle generating direction by coupling with an input;
Equipped with.
For this reason, it is possible to improve the packaging efficiency without impairing the toe angle adjusting function.

(2) The toe control link 7 includes the vehicle body attachment portion and the link attachment portion as ball joints 71 and 72, and the vehicle body attachment portion (ball joint 71) as the suspension link (the H arm type lower link 6). ) At a position passing through the vehicle body side swing axis SA.
For this reason, in addition to the effect of (1), when the suspension link (H arm type lower link 6) swings due to the bounce or rebound of the tire 4, the elastic support portion (each of the suspension links (H arm type lower link 6)) Unnecessary deformation and twisting of the cylindrical bushes 62, 63, 64, and 65) are suppressed, and deterioration of riding comfort and unnecessary toe change can be prevented.

(3) The toe control link 7 has a link axis LA connecting both attachment points of the vehicle body attachment portion (ball joint 71) and the link attachment portion (ball joint 72) outside in the vehicle width direction with respect to the vehicle longitudinal direction. It was set with a link angle θ inclined to
Therefore, in addition to the effect of (2), when a longitudinal force (braking force or driving force) is applied to the tire 4, the tire 4 is rotated and displaced by the bush deformation of the suspension link (H arm type lower link 6). Compliance steer can be generated.

(4) The toe control link 7 is configured so that the position of the link mounting portion (ball joint 72) is set to two vehicle body side support portions (front cylindrical bush 62, rear cylinder) of the suspension link (H arm type lower link 6). Among the bushes 63), the bushing 63) is disposed at the vehicle rear position from the position of the vehicle body side support portion (front cylindrical bush 62) in front of the vehicle.
For this reason, in addition to the effect of (2) or (3), when a lateral force is applied to the tire 4 during turning, the tire 4 is rotated and displaced by the bush deformation of the suspension link (H arm type lower link 6). Compliance steer can be generated.

(5) The toe control link 7 includes two front-side cylindrical bushes 62 and rear-side cylindrical bushings 63 that are elastically supported at the vehicle front-rear position with respect to the vehicle-body-side member (suspension member 1). The bolt shaft (stud bolt shaft 11) penetrating the inner cylinder of the cylindrical bush 63 was used as the vehicle body mounting portion (ball joint 71).
For this reason, in addition to the effect of (3) or (4), when braking force is applied to the tire 4, or when inward lateral force is applied to the tire 4 that is the turning outer wheel, compliance by toe-in is applied to the tire 4. Steer can be generated.

  Example 2 is an example in which the vehicle suspension device of Example 1 is applied to a suspension of an electric vehicle equipped with an in-wheel motor.

First, the configuration will be described.
FIG. 6 is a plan view showing the configuration of the vehicle suspension device of the second embodiment. The configuration will be described below with reference to FIG.

  As shown in FIG. 6, the vehicle suspension apparatus according to the second embodiment includes a suspension member 1 (vehicle body side member), an axle hub 2 (wheel support member), a wheel 3, a tire 4, and an I-arm type upper link 5. (Upper link), H arm type lower link 6 (suspension link, lower link), toe control link 7 and in-wheel motor 8 are provided. In FIG. 6, FR represents the front (front of the vehicle), and OUT represents the outer side of the vehicle width direction.

The in-wheel motor 8 is installed inside the wheel hub of the wheel 3 and the tire 4. The I-arm type upper link 5 and the H-arm type lower link 6 use the motor case of the in-wheel motor 8 as a wheel support member.
Since other configurations are the same as those in FIG. 1 of the first embodiment, the corresponding components are denoted by the same reference numerals and description thereof is omitted.

Next, the operation will be described.
As described in the problem of Comparative Example 2 above, in the case of an electric vehicle equipped with an in-wheel motor, the toe angle change characteristic is appropriate by reducing the motor diameter or securing the link length due to layout restrictions. It becomes difficult to make it.

  On the other hand, in the case of the second embodiment, the toe control link 7 connects the vehicle body attachment portion of the H arm type lower link 6 and the link attachment portion of the H arm 61. Therefore, the short toe control link 7 with a low space occupancy is obtained, and the toe control link 7 can be disposed at a position where it does not interfere with the in-wheel motor 8 as shown in FIG.

For this reason, a sufficient space for mounting the in-wheel motor 8 inside the hub is secured, and it is possible to prevent the motor diameter of the in-wheel motor 8 from being reduced and toe angle change characteristics. Optimization can be ensured.
Since other operations are the same as those of the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the vehicle suspension device according to the second embodiment, the following effects can be obtained.

(6) an in-wheel motor 8 installed inside the hub of the wheel (wheel 3, tire 4);
The vehicle body side member (upper link (I arm type upper link 5) for connecting the suspension 1 and the wheel support member (motor case)) is disposed in the vehicle width direction at an upper position of the in-wheel motor 8;
The suspension link is arranged at the lower position of the in-wheel motor 8 in the vehicle width direction to form a lower link (H arm type lower link 6).
In the upper link (I arm type upper link 5) and the lower link (H arm type lower link 6), a motor case of the in-wheel motor 8 is used as a wheel support member.
For this reason, in addition to the effects (1) to (5) of the first embodiment, the reduction of the motor diameter of the in-wheel motor 8 can be prevented, and the optimization of the toe angle change characteristic can be ensured. .

  In the first and second embodiments, the toe control link 7 is set to the vehicle body side support portion on the rear side of the vehicle, whereas in the third embodiment, the toe control link 7 is set to the vehicle body side support portion on the vehicle front side.

First, the configuration will be described.
FIG. 7 is a plan view showing the configuration of the vehicle suspension apparatus of the third embodiment. The configuration will be described below with reference to FIG.

  As shown in FIG. 7, the vehicle suspension device of the third embodiment includes a suspension member 1 (vehicle body side member), an axle hub 2 (wheel support member), a wheel 3, a tire 4, and an I-arm type upper link 5. (Upper link), H arm type lower link 6 (suspension link, lower link), and toe control link 7 are provided.

As in the first embodiment, the toe control link 7 includes a ball joint 71 provided at the vehicle body attachment portion, a ball joint 72 provided at the link attachment portion, and a link main body 73 that connects the ball joints 71 and 72. Have. Then, by providing a ball joint 71 (vehicle body mounting portion) on the stud bolt shaft 12 that passes through the inner cylinder of the front cylindrical bush 62, the vehicle body side swing connecting the two support points S1, S2 of the two cylindrical bushes 62, 63 is achieved. It arrange | positions in the position which passes along the dynamic axis SA.
Since other configurations are the same as those of the first embodiment, the corresponding components are denoted by the same reference numerals and description thereof is omitted.

Next, the operation will be described.
In the third embodiment, the vehicle body attachment portion of the toe control link 7 is the position of the front cylindrical bush 62. For this reason, when a braking force is applied to the tire 4, the tire 4 can generate compliance steer due to toe-out by being rotationally displaced by the bush deformation of the H-arm type lower link 6. Further, when a lateral force in the vehicle inward direction is applied to the tire 4 during turning, the compliance steer due to toe-out can be generated in the tire 4. Since other operations are the same as those of the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the vehicle suspension device of the third embodiment, the following effects can be obtained.

(7) In the toe control link 7, the front cylinder bush 62 and the rear cylinder bush 63 are two vehicle body side support portions that elastically support the vehicle body side member (suspension member 1) at the vehicle front-rear position. The bolt shaft (stud bolt shaft 12) penetrating the inner cylinder of the bush 62 was used as the vehicle body mounting portion (ball joint 71).
For this reason, in addition to the effect of (3) or (4), when braking force is applied to the tire 4, or when inward lateral force is applied to the tire 4 that is the turning outer wheel, compliance by toe-out is applied to the tire 4. Steer can be generated.

  As mentioned above, although the suspension apparatus for vehicles of the present invention has been described based on the first to third embodiments, the specific configuration is not limited to these embodiments, and it relates to each claim of the claims. Design changes and additions are allowed without departing from the scope of the invention.

  In the first to third embodiments, an example in which the H arm type lower link 6 is used as the suspension link is shown. However, the suspension link may be an example of one swing link without being divided into an upper and a lower, or may be of a type other than the H arm type lower link, for example, an A arm type link.

  The suspension devices according to the first to third embodiments can be applied to either a front wheel or rear wheel suspension of a vehicle, or to front and rear wheel suspensions.

  In the first to third embodiments, the front cylindrical bush 62 (third embodiment) and the rear cylindrical bush 63 (first and second embodiments) that elastically support the vehicle body side mounting portion of the toe control link 7 with respect to the suspension member 1 at the vehicle front-rear position. An example of 2) is shown. However, an example in which the vehicle body side mounting portion of the toe control link 7 is set at a position between the cylindrical bushes 62 and 63 and in the vicinity of the vehicle body side swing axis SA.

  As a vehicle provided with the suspension device according to the first to third embodiments, any vehicle such as an engine vehicle (gasoline engine vehicle, diesel engine vehicle, etc.) or an electric vehicle (electric vehicle, hybrid vehicle, fuel cell vehicle, etc.) can be used. Even applicable. In particular, when applied to an electric vehicle (IWM-EV) equipped with an in-wheel motor, it is useful in that the packaging efficiency is improved while exhibiting a compliance steering function by adjusting the toe angle.

1 Suspension member (vehicle body side member)
11 Stud bolt shaft (bolt shaft)
12 Stud bolt shaft (bolt shaft)
2 Axle hub (wheel support member)
3 Wheel
4 tires (wheels)
5 I-arm type upper link (upper link)
6 H arm type lower link (suspension link)
61 H arm (link body)
62 Front cylindrical bush (vehicle body side support)
63 Rear cylindrical bush (vehicle body side support)
7 Toe control link 71 Ball joint (body mounting part)
72 Ball joint (link mounting part)
8 In-wheel motor SA Car body side swing axis LA Link shaft θ Link angle

Claims (4)

A suspension link disposed in the vehicle width direction between the vehicle body side member and the wheel support member;
A front cylindrical bush and a rear cylindrical bush that elastically support the suspension link with respect to the vehicle body side member at a vehicle front-rear position;
An elastic support member for elastically supporting the suspension link with respect to the wheel support member;
Wherein the vehicle body-side member is arranged by connecting the suspension link includes a toe control link that defines the elastic displacement of the suspension link when the input force from the tire to the toe angle generating direction, and
One end of the toe control link is attached to the vehicle body side member in the vicinity of the rear cylindrical bush,
The vehicle suspension characterized in that the other end portion of the toe control link is attached to the suspension link at a position rearward of the vehicle from the position of the front cylindrical bush and a position forward of the vehicle from the position of the rear cylindrical bush. apparatus. The vehicle suspension device according to claim 1,
A ball joint is provided at a position where the toe control link is attached to the vehicle body side member and a position where the toe control link is attached to the suspension link, and the ball joint provided at a position where the toe control link is attached to the vehicle body side member A vehicle suspension device characterized by being arranged at a position passing through a moving shaft. In the vehicle suspension apparatus according to claim 2,
A vehicle suspension apparatus , wherein a link shaft that connects both attachment points of the ball joint of the toe control link is set with a link angle that is inclined outward in the vehicle width direction with respect to the vehicle longitudinal direction. In the vehicle suspension device according to any one of claims 1 to 3 ,
An in-wheel motor installed inside the wheel hub,
An upper link that is disposed in the vehicle width direction at an upper position of the in-wheel motor and connects the vehicle body side member and the wheel support member ;
Before SL is disposed in the vehicle width direction on the lower position of the in-wheel motor, and a lower link connecting the wheel supporting member and the vehicle body member,
The lower link is the suspension link ,
The vehicle suspension device , wherein a motor case of the in-wheel motor is used as a wheel support member for the upper link and the lower link .

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