JPH01106714A - Suspension device for vehicle - Google Patents

Abstract

PURPOSE:To reduce the change in camber, and to improve transverse rigidity by providing an auxiliary arm 20 as to be in parallel and interlockedly engaged with a trailing arm by means of a link, and by connecting one end thereof to a vehicle body so as to be rockable in the up and down direction. CONSTITUTION:On vehicle-width directional both sides of a vehicle body 2, a pair of trailing arms 3 and a pair of leading arms 4 are arranged in parallel. One end 3a of the trailing arm 3 is supported by the lower part of the vehicle body 2 via a cross member 6 so as to be rockable in the up and down direction, and the other end 3b supports a wheel 7. On the other hand, one end 4a of the leading arm 4 is formed in a fork shape, and making the axis of the fork- shape part parallel to the vehicle-width direction, it is rockably supported by the vehicle body 2 by means of rubber bushings 15 and a pin, while the other end 3b is interlockedly engaged with the end part 3b of the trailing arm via a link 16. By this constitution, the change in camber can be reduced, and the transverse rigidity can be improved.

Description

[Detailed description of the invention] (Industrial application field) The present invention relates to a suspension device for a vehicle.

(Prior art) The suspension system of both I and J was
As shown in Publication No. 007, a pair of trailing arms are swingably supported on both sides of the vehicle body in the vehicle width direction, and a pair of trailing arms is provided on each trailing arm at a position rearward of the heavy object relative to the swing axis of the trailing arm. Some wheels are rotatably supported.

It is generally known that such a suspension device can reduce changes in camber angle, and that the suspension device is excellent in terms of camber angle changes.

(Problem to be Solved by the Invention) However, in the above suspension device, each trailing arm is in a cantilevered state on the supporting point side of the wheel, and the lateral force (inward in the vehicle width direction) when turning is The lateral stiffness against the force (force) had to be low.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a suspension device that can minimize camber change and ensure sufficient lateral rigidity.

(Means for solving the problem 1) In order to achieve this object, in the present invention, a trailing arm and an auxiliary arm are arranged side by side in the longitudinal direction of the heavy body, and the trailing arm has one end thereof. One end of the auxiliary arm is supported to be swingable in the vertical direction with respect to the vehicle body, and a wheel is rotatably supported at the other end, and one end of the auxiliary arm is a forked end. A suspension of a vehicle, wherein the auxiliary arm is supported to be swingable in the vertical direction with respect to the vehicle body with the support direction being the vehicle width direction, and the other end of the auxiliary arm is linked to the trailing arm via a link. This is the configuration of the device.

With the configuration described above, the so-called trailing arm type can be
On the other hand, the trailing arm and the auxiliary arm are linked via a link, effectively forming a single arm with both ends supported, and that arm receiving lateral forces when turning. become. Moreover, at this time, the auxiliary arm is supported by the vehicle body with the forked end, which is the negative end, of the auxiliary arm in the vehicle width direction, so that the auxiliary arm itself becomes extremely strong against lateral forces. For this reason, supplementary 7
The 7-arm supports the trailing arm extremely strongly in the vehicle width direction without hindering the vertical movement of the trailing 7-arm, making it possible to minimize camber changes and providing sufficient lateral support. This ensures rigidity.

Further, in this case, the trailing arm and the auxiliary arm are arranged side by side in the longitudinal direction of the vehicle body, and are not arranged in the vehicle width direction. Therefore, the suspension device according to the present invention can be compactly mounted on both sides in the vehicle width direction. Can be summarized.

(Example) Embodiments of the present invention will be described below based on the drawings.

In FIGS. 1 to 5, l is a suspension device according to the present invention, and the suspension Sat is a suspension device for a commercial vehicle or the like.
It is used as a rear suspension for F cars. In this suspension device l, the width direction of the vehicle body 2 (
@3i, left and right) A pair of trailing arms 3 and a pair of leading arms 4 as auxiliary arms are provided on both sides (one side is shown in the figure, and hereinafter, each side will be referred to as one side). ),
Both 3.4 are lined up in the longitudinal direction of the vehicle body (the left-right direction in FIG. 1).

The trailing arm 3 is provided on the front side of the vehicle body (on the left side in FIG. 1) rather than the leading arm 4, and the trailing arm 3 extends in the longitudinal direction of the vehicle body. This trailing arm 3 has a front part of the vehicle body (
(hereinafter referred to as the front end) 3a is the vehicle body 2 as shown in FIG.
They are each swingably supported by a lower cross member 5 via a bracket 6, and rear wheels 7 are rotatably supported by the rear portion (hereinafter referred to as the rear end portion) 3b of the vehicle body. The supporting relationship between the bracket 6 and the front end portion 3a is such that the bracket 6 has a configuration in which a pin 9 extending in the vehicle width direction is coupled to a pair of support plates 8 facing each other in the vehicle width direction, and the front end portion 3a is shaped like an annular shape. As a body, a pin 9 is fitted into the front end portion 3a via a rubber bush IO.

The leading arm 4 is connected to the trailing arm 3.
The leading arm 4 is provided on the rear side of the vehicle body (right side in FIG. 1), and the leading arm 4 extends in the longitudinal direction of the vehicle body. One end (the right end in FIG. 1) of this leading arm 4 is a forked end 4a, and the two supporting points of the forked end 4a extend in the vehicle width direction. (in Fig. 1, vertical direction) is the cross member 1 at the bottom of the vehicle body 2.
1 via a bracket 12 so as to be swingable in the vertical direction. Similar to the bracket 6, the supporting relationship between the bracket 12 and the forked end portion 4a is such that the bracket 12 is supported by a pair of support plates 13 facing each other in the vehicle width direction.
A pin 14 extending in the vehicle width direction is coupled to the forked end 4a, and the forked end 4a is an annular body, and the pin 14 is fitted to the forked end 4a via a rubber bushing 15. .

On the other hand, the other end 4b of the leading arm 4 (in FIG.
The left end (left end) extends toward the rear end 3b of the trailing arm 3, and the other end 4 of the leading arm 4
b and the front end 3a of the trailing arm 3 are the link 1
They are connected via 6.

As shown in FIG. 2, a shock absorber 17 is disposed between the trailing arm 3 and the lower part of the vehicle body 2 (tire house) so as to extend in the vertical direction. - The end portion is connected to the axle 18 that supports the rear wheel 7, and the shock absorber 17
The other end is connected to the lower part of the heavy body 2. In this shock absorber/<17, spring receivers 19 are provided at the tip of the cylinder 17a and the piston rod 17b, and both spring receivers 19 are provided with coil springs 2.
0 is inserted.

The front end 3a of the trailing arm 3 is connected to a bracket 6.
It is arranged at a constant interval between both support plates 8 on the inner side in the vehicle width direction (lower side in Fig. 4).
Support plate 8 on the inner side in the vehicle width direction and the trailing arm 3
A coil spring 21 is interposed between the front end portion 3a and the front end portion 3a, as shown in FIG. Further, the pin 9 of the bracket 6 is connected to the support plate 8 on the inner side in the vehicle width direction and the front end portion 3.
A stopper 22 is provided between the pin 9 and the pin 9, and the stopper 22 is provided only on the front side of the pin 9.

Therefore, in the suspension system 221,
The trailing arm 3 and the leading arm 4 will be linked, but since the trailing arm 3 can be swung in the downward direction E using the link 16, it is possible to maintain the trailing arm system. This makes it possible to prevent camber changes from occurring with respect to the vehicle body.

Further, the trailing arm 3 and the leading arm 4 are substantially one arm supported at both ends,
The arm receives lateral force when turning at its longitudinal center. Moreover, in this case, one end of the leading arm 4 is a forked end 4a, and the forked end 4a is fitted to the pin 14 of the bracket 12, so that it can be split into two parts in the vehicle width direction. Since the leading arm 4 is supported at a point, the leading arm 4 is extremely strong against lateral forces. Therefore, the leading arm 4 supports the rear end portion 3b of the trailing arm 3 extremely strongly in the vehicle width direction, and sufficient lateral rigidity is ensured.

Further, in this case, the trailing arm 3 and the leading arm 4 are arranged in parallel in the longitudinal direction of the vehicle body, as shown in FIGS. Therefore, it is possible to make it compact on both sides in the vehicle width direction. As a result, the inner side in the vehicle width direction becomes a free space as shown in FIG. 3, and the floor surface of the vehicle body 2 can be lowered.

This makes it possible to increase the storage space for commercial vehicles and the like, which is very advantageous.

Furthermore, if a lateral force is applied during a turn, a moment will act that causes a toe change toward the outside of the turn. As shown in FIG. 2, when receiving a lateral force F, the front end 3a of the trailing arm 3 is displaced inward in the vehicle width direction compared to the forked upper end 4a of the leading arm 4 due to the above-described configuration. , toe-in changes are more likely to occur.

6 and 7 show the second embodiment, and FIGS. 8 to 1θ
The figure shows a third embodiment.

In each of these embodiments, the same components as those in the previous embodiment are denoted by the same reference numerals, and the explanation thereof will be omitted.

In the second embodiment, as in the previous embodiment, only the front end 3a of the trailing arm 3 is spaced at a constant distance between both support plates 8 on the inner side in the vehicle width direction (lower side in FIG. 6). A pin 9 is tightly fitted into the rubber bush lO in the front end 3a,
The inner rubber bushing 10 and the rubber bushing 15 within the forked end 4a are relatively soft. As a result, when a lateral force is applied during a turn, as shown in FIG. 7, the front end 3a of the trailing arm 3 is moved by the f-shape of the rubber bush 15 (FIG. 7 shows the deformation of the rubber bush lO). It is displaced inward in the vehicle width direction compared to the forked end 4a of the leading arm 4, causing a toe-in change.

In the third embodiment, not only the front end portions 3a of both trailing arms 3 on both sides in the vehicle width direction are supported to be swingable in the vertical direction relative to the vehicle body 2, but also the front end portions 3a are It is rigidly connected to the driving wheel center via a torsion beam 23.

Further, the leading arms 4 on both sides in the vehicle width direction are not only supported so as to be able to swing vertically relative to the vehicle body 2, but also have a forked end 4a on one of the leading arms 4 as shown in FIG. A notch 24 is formed in a certain range in the circumferential direction, and one end of a torsion beam 25 is rotatably fitted into the inner periphery of the forked end 4a. The end is rigidly connected to the other leading arm 4. This torsion beam is provided with a protrusion 26 on the outer periphery of one end thereof, and the protrusion 26 has a notch 24 as shown in FIG.
protrudes inward. In this embodiment, when the trailing arm 3 swings in the vertical direction within a certain stroke range, the protrusion 26 is attached to the forked end 4a of the leading 7-m 4. Notch surface 24 in
a does not come into contact with each other, and when the trailing arm 3 swings in the vertical direction by a certain stroke amount it or more, the notch surface 24a of the leading arm 3 touches the protrusion 2.
6 to rotate the torsion beam 25 around its axis.

Therefore, as shown in FIG. 1O, when the trailing arm 3 swings within a certain stroke amount 11 and the leading arm 4 swings in conjunction with this, the torsion beam 25 is not twisted and the torsion beam 25 is not twisted. Only the torsion beam 23 is twisted, and only the repulsive force of the torsion beam 23 is obtained.

On the other hand, the trailing arm 3 has a constant stroke of both fL1
When the torsion beams 23 and 25 are oscillated, the torsion beams 23 and 25 are twisted.
The repulsive force increases as the stroke amount increases, as shown in Figure 810.

In this way, in the above embodiment, the repulsive force based on the torsion beams 23, 25 can be adjusted in two steps.

Although the embodiments have been described above, the present invention includes the following.

■Applying the present invention to a coupled link axle.

■In order to facilitate toe-in changes when turning, the rubber bush 10 is made to protrude inward in the vehicle width direction from the front end 3a of the trailing arm 3.
O*The inner side in the vertical direction should be brought into contact with the support plate 8.

As a result, the front end 3a side of the trailing arm 3 comes into contact with the support plate 8 via the rubber bush 1O, while the forked end 4a itself of the leading arm 4 comes into contact with the support plate 13. The front end 3a side of the trailing arm 3 is more likely to be displaced inward in the vehicle width direction than the forked end 3a of the leading arm 4.

Also, the structure of the bracket 12 is similar to that of the bracket 6, so that the forked end 4a of the leading arm 4 and both support plates are spaced apart by a certain distance, and the rubber bush 15 of the forked end 4a is Protruding inward in the width direction, the inward side in the vehicle width direction of the rubber bush 15 is brought into contact with the support plate 13;
Attach the inward side in the vehicle width direction of the rubber bush 10 of the trailing arm 7 to the rubber bush 15 of the leading arm 4.
It may be made softer than the inner side portion in the vehicle width direction, and the same effects as those described above can also be obtained.

■In another embodiment, a repulsion force adjustment g1 mechanism similar to the forked end 4a side of the leading arm 4 is provided on the front end 3a side of the trailing arm 3, so that the repulsion force between the torsion beams 23 and 25 is adjusted. shall be adjusted in three stages.

(Effects of the Invention) As described above, the present invention can ensure sufficient lateral rigidity while minimizing camber change, and furthermore,
The suspension device can be compactly assembled on both sides in the vehicle width direction.

[Brief explanation of the drawing]

FIG. 1 is an explanatory diagram illustrating one side of the suspension device according to the present invention in a plan view. FIG. 2 is an explanatory diagram illustrating one side of the suspension device according to the present invention from the side of the vehicle body, FIG. 3 is an explanatory diagram illustrating the suspension device according to the present invention viewed from the rear side of the vehicle body, and FIG. 4 is a tray diagram. FIG. 5 is an enlarged cross-sectional view showing the front end of the ring arm; FIG. 5 is an operating state diagram of FIG. 4; FIG. 6 is an enlarged sectional view showing the front end of the trailing arm according to the second embodiment. Fig. 7 is an operating state diagram of Fig. 6, Fig. 8 is an explanatory diagram explaining one side of the suspension device according to the third embodiment in plan view, and Fig. 9 shows the forked end of the leading arm. The enlarged vertical cross-sectional view and FIG. 1O are characteristic diagrams showing the relationship between the repulsive force based on the torsion beam and the trailing arm manufactured by Stroke. l: Suspension device 2: Vehicle body 3: Trailing arm 3a: Front end 3b: Rear end 4: Leading arm 4a: Forked end 4b: Other end of leading arm 7: Rear wheel 16: Link

Claims (1)

[Claims] (1) A trailing arm and an auxiliary arm are arranged in parallel in the longitudinal direction of the vehicle body, and the trailing arm has one end supported so as to be able to swing vertically with respect to the vehicle body, and a rotating wheel at the other end. The auxiliary arm has a forked end at one end, and the forked end is supported so as to be swingable in the vertical direction with respect to the vehicle body with the support direction being the vehicle width direction. A suspension device for a vehicle, wherein the other end of the auxiliary arm is linked to the trailing arm via a link.