JPH01197106A - Suspension device for vehicle - Google Patents

Abstract

PURPOSE:To make a steering wheel towed out and secure the running stability by dividing a wheel supporting member into halves, coupling them around an oscillating axis, and tilting the oscillating axis so that its becomes high toward the outside. CONSTITUTION:A knuckle 1 which supports a steering wheel 10 through a spindle 9 is divided into halves, i.e. an upper knuckle 1A and a lower knuckle 1B. On the other hand, respective inside ends of the upper and lower suspension arms 2 and 3 are coupled with a body 6 through respective elastic bushings 4 and 5. Respective outside ends of the upper and lower suspension arms 2 and 3 are also coupled with respective upper and lower ends of respective upper and lower knuckles 1A and 1B through respective ball joints 7 and 8. At this time, respective upper and lower knuckles 1A and 1B are mutually coupled above the spindle 9 through a plural number of ball joints 32 and 33. An oscillating axis beta which couples respective ball joints 32 and 33 is also tilted by a predetermined angle theta1 against the rotating center line alpha of the steering wheel 10.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a vehicle suspension device for supporting steered wheels.

(Prior art) In a suspension device that supports a steered wheel, the suspension arm has a knuckle as a wheel support member that is supported by the insect body so as to be movable downward and steerable, and the steering wheel is attached to this knuckle. A ring is attached. The knuckle further includes a knuckle arm, and the steered wheels are steered by applying a steering force to the knuckle arm.

By the way, in the suspension system of a vehicle, from the point of view of ensuring steering stability and ride comfort, it is desirable that the 1F wheel be able to move relatively easily in the [) 11 rearward direction when subjected to longitudinal force. Conversely, it is desirable to prevent the wheels from moving on their own when subjected to lateral forces. This kind of thing is
The same requirement applies when wheel J is a steered wheel.

-1 From the perspective of series 1, US Patent Specification 4.
155.566 and 2,882.065 have been proposed. In each of these U.S. patent specifications, the knuckle is divided into two parts, a 1-split knuckle and an upper split knuckle, and the F lower split knuckle is split in the front-rear direction by using an elastic member. It is bonded so that it is soft in the lateral direction and hard in the lateral direction.

More specifically, U.S. Patent Specification r”F4.155°56
6, the upper split knuckle is provided with a spindle (attachment part for the steering wheel) and a knuckle arm, and a connecting shaft extending inward in the narrow width direction is formed, and with respect to this connecting shaft, the "-divided" The do end of the knuckle is rotatably connected. A support tube is integrally formed in the upper split knuckle so as to surround the lower end of the upper split knuckle, and an elastic member is interposed between the support tube and the split knuckle. As a result, the upper divided knuckle can easily swing around the connecting shaft within the range of elastic deformation of one elastic member, while the upper divided knuckle is less likely to tilt with respect to the axis of the connecting shaft. . In other words, the fact that rocking around the connecting shaft of the upper split knuckle is likely to occur means that the steered wheel can easily move upward when subjected to longitudinal force. if
The fact that the upper split knuckle is difficult to tilt with respect to the connecting shaft means that the lateral movement of the steered wheel when receiving a lateral force is restricted.

In addition, the above-mentioned U.S. Patent Specification No. 882,065 also has a knuckle consisting of a single split knuckle and an upper split knuckle.
In addition to providing a spindle and a knuckle arm for the upper split knuckle, the upper split knuckle has a connecting shaft extending inward in the width direction, and the lower end of the upper split knuckle is connected to the connecting shaft. Connects rotatably.
On the other hand, a support part is provided to surround the upper split knuckle at least from the front and back directions, and an elastic member is attached between the support part and the split knuckle, that is, after 1γ with the upper split knuckle in between. It is an intervention.

As a result, as in US Patent Specification 10% 4,155,566, relative change in the lateral direction is restricted while allowing the upper split knuckle to swing with respect to the upper split sole.

In the two U.S. patent specifications, the upper split knuckle is connected to the vehicle body via an upper suspension arm, and the upper split knuckle is connected to the vehicle body via a lower suspension arm.

(Problems to be Solved by the Invention) Recently, from various viewpoints, it has become possible to actively cause a toe-out change or to suppress a toe-in change in the steered wheels when passing through a gap in the road surface or during braking. desired.

To explain this point in detail, when the steered wheels are the front wheels, it is effective to strengthen the understeering tendency when passing through a gap in the road surface or when braking, and toe out to ensure stability when turning. Additionally, due to suspension geometry settings, the tendency of the steered wheels to toe-in may be accentuated when passing through gaps in the road surface or when braking, but it is desirable to counteract this tendency to toe-in (
toe change suppression).

The present invention has been made in consideration of the above-mentioned circumstances, and includes a wheel support member that supports the steered wheels as two divided bodies in order to ensure ride comfort. As a suggestion,
By adding a very simple method to the way these two divided bodies are connected, we have developed a vehicle suspension system that can cause toe-out changes in the steered wheels when passing through gaps in the road surface or during braking. It is about providing.

(Seven steps and actions for solving the problem) In order to achieve the above-mentioned object, the present invention has the following configuration. That is, the heavy wheel support member that supports the steered wheels also serves as an attachment part for the steered wheels, and is connected to the vehicle body via the first side wheel support member that is connected to the vehicle body via the upper suspension arm and the lower suspension arm. Concatenated second division f
The first and second divided wheel support members are connected to each other so that they can swing about a predetermined swing axis extending substantially in the vehicle width direction. and the swing axis is inclined with respect to the rotational center line of the steered wheel so that the steered wheel toes out when the attachment portion of the steered wheel is displaced rearward.

With such a configuration, the pivot axis of the steered wheel and the rotation center line of the steered wheel are set at an angle, so that the steered wheel is displaced backward, that is, pivoted backward about the predetermined pivot axis. When the camber changes and the toe out changes.

More specifically, in order to achieve toe-out, it is assumed that the mounting portion of the steered wheel is provided on the first splitting wheel support member, and - the above-mentioned swing axis is set relative to the rotation center line of the steered wheel. , it may be set to be higher as it goes outward in the vehicle width direction (outward rising), or to be located rearward as it goes outward in the river width direction (outward rearward).

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

In Figures 1 and 2, ■ is a knuckle as a wheel support member, which is divided into a knuckle IA as a first shoulder wheel support member and a knuckle IA as a second shoulder wheel support member. It has a two-part configuration with the upper split knuckle IB. Further, 2 is a lower suspension arm, 3 is an upper suspension arm, and both 2 and 3 are so-called A-type arms extending in the width direction of the vehicle. The upper suspension arms 2.3 each have a bifurcated inner end in the vehicle width direction that is centered on an axis fit or β2 that extends 1 wheel rearward via an elastic bush 4 or 5. is rotatably connected to. - The outer end of the upper suspension arm 2 in the width direction 11i is connected to the upper end of the upper split knuckle IA via the ball joint 7, and the outer end of the lower suspension arm 3 in the vehicle width direction is connected to the ball joint 7. It is connected to the lower end of the upper split knuckle IB via the int 8.

An Okihiru spindle 9 is provided on the upper split knuckle IA to project outward in the vehicle width direction, and a steered wheel 10 as a front wheel is rotatably attached to the spindle 9 as a center of rotation. .

In the embodiment, the case where the steered wheel 10 is a driven wheel is shown. Further, as shown in FIG. 2, the upper split knuckle IA is provided with a knuckle arm 11 extending in the front-rear direction at its lower end, and a ball joint 12 is connected to the tip of the knuckle arm ti. A tie rod 13, which constitutes a part of the steering mechanism, is connected thereto.

The upper split knuckle IA and the upper split knuckle IB are connected as follows. First, the F of the upper split knuckle 1Δ
The upper split knuckle I has a forked end portion and is slightly below the spindle 9 via an elastic bush 31.
B and, above the spindle 9, via two ball joints 32, 33 to the upper split knuckle IB. Upper split knuckle lA
The above-mentioned bifurcated portions sandwich the upper divided knuckle 13 so as to have play in the front-back direction with respect to the upper divided knuckle 1B, and both knuckles IA and IB are separated by this play. It is designed to be able to move easily in the front and rear directions. In addition, the elastic bushing 31 has an axial center that extends approximately in the 1st direction, and is hard in the radial direction (and soft in the axial direction). Since various types of elastic bushings have been known in the past, a detailed explanation thereof will be omitted.

The two ball joints 32 and 33 of the front J are spaced apart from each other in the vehicle width direction and are located on the outside.
2 is located at a slightly higher position than the ball joint 33 located on the inside. A straight line β connecting the spherical centers of these two ball joints 32 and 33 becomes a predetermined swing axis,
The swing wheel line β is set to be inclined by an inclination angle θl (θ1>0°) with respect to the rotation center line α of the steered wheels, that is, to become higher toward the outside in the river width direction. When viewed from the bottom as shown in Figure 3, this α
The line and the β line are parallel to each other.

The connection between the divided wheel support members lΔ and IB by the L ball joints 32 and 33 will be described in more detail with reference to FIG. 3. First, each ball joint 32
(33) represents the spherical portion 32a (33a) and the spherical portion 32
a (33a) and an integral shaft portion 32b (33b). This spherical portion 32a (33a) is fitted into a recess 34 (35) formed in the first portion side wheel support member 1Δ so as to be able to rotate without rattling and not to come off. Further, the shaft portion 32b (33b) passes through the upper divided wheel support member IB through the notch without rattling, and the shaft portion 32b (33b)
33b) is removed by the nut 36 (37).
It's hidden. Note that 38 (39) is a dust boot.

Next, the operation of the above configuration will be explained. Now, let us consider a case where there is a human force behind the steering wheel 10.

In this case, a rearward external force acts on the spindle 9. At this time, the spindle 9 is displaced rearward while the wheel support member l is deformed into a dogleg shape so as to be convex rearward about the swing axis β as the bending center. Conversely, when there is a forward human force on the steering wheel 10, the spindle 9 swings forward. In this way, in response to an external force in the longitudinal direction, the spindle 9, that is, the steering wheel 10, is displaced toward the target or rearward, thereby preventing a large impact from being transmitted to the insect body 6, and improving riding comfort. Ru.

Now, let's consider when passing through a gap in the road surface or when braking. In this case, the spindle 9 is displaced rearward in response to an external force in the 4-direction direction, and is oscillated rearward relative to the oscillation axis β. In this case, by setting the above-mentioned inclinations between the a-line and the β-line, the steering wheel 10 is changed in the toe-out direction while the kinver changes in the negative camber direction. As a result, the tendency to understeering is strengthened, and stability during turning is ensured. Further, in a case where a toe-in tendency occurs when the steered wheels 10 are displaced rearward due to suspension geometry settings, this toe-in tendency is canceled.

FIG. 4 shows another embodiment of the present invention, and the same reference numerals are used for the same components as in the previous embodiment, and the explanation thereof will be omitted.

In this embodiment, the swing axis β is set as follows with respect to the rotation center line a.
As you move towards the outside in the vehicle width direction, it will be located at the rear.
It is inclined by an inclination angle of 02 (θ2>0°). In this embodiment, as in the first embodiment, the steered wheels 10 are toeed out when passing through a gap in the road surface and during braking, and the camber is changed toward positive camber. Of course, the inclination angle θl shown in FIG. 1 may or may not exist.
(the a-line and the β-line may be parallel).

Although the embodiments have been described above, the present invention can be similarly applied even when the rear wheels are the steered wheels (for example, in the case of a four-wheel steering system) or when the steered wheels are the drive wheels. . Further, the upper suspension arm 2 may be of a strut type.

(Effects of the Invention) As is clear from what has been described below, the present invention effectively relieves the longitudinal force input to the steered wheels and improves ride comfort while passing through gaps in the road surface. It is possible to change the toe-out of the steered wheels when braking or braking.

In particular, the toe-out change described in - requires only the predetermined connection of the two split wheel support members to ensure ride comfort, so the structure is simple and there is freedom in setting the suspension geometry. The degree also increases.

[Brief explanation of the drawing]

1 and 2 show a first embodiment of the present invention, with FIG. 1 being a front view and FIG. 2 being a side view. 3 is a sectional view taken along line Δ-A in FIG. 2. FIG. 4 is a sectional view corresponding to FIG. 3, showing a second embodiment of the present invention. 1: Knuckle (wheel support member) 1A: Upper divided knuckle (first divided wheel support member) 1B = Lower divided knuckle (second divided Φ wheel support member) 2: Upper suspension arm 3: Lower suspension arm 6: @Body 9 Niss spindle (steering wheel attachment part) lO: Steering wheel 31: Elastic bushing 32.33: Ball joint (for swing axis configuration) α: Rotation center line β: Swing axis Fig. 1 (--□-) Figure 2

Claims (1)

[Claims] (1) A wheel support member that supports a steered wheel has a first split wheel support member that has a steering wheel attachment portion and is connected to the vehicle body via an upper suspension arm, and a first split wheel support member that is coupled to the vehicle body via a lower suspension arm. and a second split wheel support member, the first and second split wheel support members being able to swing about a predetermined swing axis extending substantially in the vehicle width direction. a vehicle, wherein the swing axis is inclined with respect to the rotational center line of the steered wheel so that the steered wheel toes out when the attached portion of the steered wheel is displaced rearward. suspension equipment.