JPH01278809A - Suspension device - Google Patents

Abstract

PURPOSE:To aim at simplifying the structure of a suspension device composed of an upper arm, a lower arm and a trailing link and at making the same lightweight by journalling the lower arm to a wheel support section, swingably in vertical and horizontal directions. CONSTITUTION:The inner ends of an I-shaped upper arm 7, a trailing link 14 and a lower arm 212 are journalled to a subframe 3 through the intermediary of a rubber bushing 8, a bracket 13 and a rubber bushing 23, respectively. The outer ends of the upper arm 7 and the trailing link 14 are journalled to a wheel support member 10 through the intermediary of a rubber bushing 11 and a pillow ball 17, respectively. Further, a bifurcated part 21b is formed at the outer end of the lower arm 21, and is journalled to journalling parts 30, 31 projected from the wheel support member 10 by means of a cross shape joint member 32. With this arrangement, it is possible to exhibit an advantageous point of an wishbone type suspension device and to aim at simplifying the structure thereof and at making the same lightweight.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a suspension device including an arm and a link.

(Prior Art) In general, as a suspension device for an automobile, the outer end is fixed to a wheel support member that rotatably supports a wheel, and the inner end is A trailing arm is connected to the vehicle body via an elastic member so as to be swingable (rotatable) in the vertical direction, and the outer end is fixed to the outer end (wheel support member side) of the trailing arm. a control arm, a control link whose lower end is rotatably connected to the inner end of the control arm via a pillow ball, and whose upper end is rotatably connected to the vehicle body via a pillow ball, and the wheel support. A lateral link having an outer end rotatably connected to the member via a ball joint, and a lateral link having an inner end rotatably connected to the vehicle body via a ball joint, and the wheel is suspended on the vehicle body. The trailing arm type is well known.

In addition, as other suspension devices of the trailing arm type as mentioned above, for example,
As disclosed in Publication No. 3, the outer ends of two I-shaped upper arms and two lower arms are rotatably connected to the upper and lower ends of the wheel support member via ball joints. On the other hand, there is also a wishbone type vehicle in which the inner end portion of the upper arm branching in the front-rear direction and the inner end portion of each lower arm are rotatably connected to the vehicle body via elastic members. In this case, one inner end of each of the lower arms is connected to a subframe that extends in the front-rear direction and is connected to the vehicle body.

Here, comparing the above two, in the case of the trailing type, when the inner and outer wheels bump or rebound during cornering, the inner end of the control arm (the connecting part on the control link side) moves vertically. An angle change is caused in the control arm, and as a result of this angle change, the trailing arm swings up and down using the inner end (connection part on the vehicle body side) as a fulcrum, and the center of the wheel that is integrated with the training arm. By tilting the surface with respect to the vertical line, the camber angle of the wheel changes and the camber is controlled. In other words, since the outer ends of the training arm and control arm are fixed to the wheel support member, even if the training arm is swung up and down as the angle of the control arm changes, the camber control amount, that is, the camber The drawback is that the setting range cannot be widened.

On the other hand, in the case of the Wishbone type, when the inner and outer rings rebound due to the bump, both upper arms and both lower arms, which are longer than the upper arms, move in the vertical direction using their inner ends as fulcrums. The camber angle of the wheel changes and the camber is controlled by tilting the center plane of the wheel with respect to the vertical line due to the difference in the rocking trajectories of both upper and lower arms. That is, since both upper arms and both lower arms are each constituted by four independent arms rotatably connected to the wheel support member, each arm
- Since the arm length and arrangement can be freely changed to increase the difference in the swing loci of each arm, there is an advantage that the camber setting range can be widened.

(Problem to be Solved by the Invention) However, in the case of the double wishbone type, the suspension device is composed of four arms (links) consisting of both upper arms and both lower arms, so the arrangement of each link is difficult. The problem is that it becomes very complex.

In addition, the inner end of one of the lower arms is more effective in the longitudinal direction of the vehicle than the inner end of the other lower arm in resisting loads from the longitudinal direction that act on the wheels during acceleration and deceleration. Since the vehicle is connected to a separate subframe, the subframe must be extended in the front-rear direction, resulting in an increase in vehicle weight.

The present invention has been made in view of the above points, and its purpose is to appropriately improve the Wishbone type suspension device, provide the functions (advantages) of the Wishbone type suspension device, and improve the links. The aim is to reduce the number of links to simplify the arrangement of each link, and to shorten the subframe in the longitudinal direction of the vehicle to reduce the weight of the vehicle.

(Means for Solving the Problems) In order to achieve the above object, the solving means of the present invention is a suspension device in which each outer end is connected to a wheel support member that supports a wheel, and the inner end is connected to a vehicle body. The vehicle includes an I-shaped upper arm and a lower arm, and a trailing link having an outer end connected to a wheel support member, an inner end extending substantially in the vehicle width direction, and rotatably connected to the vehicle body. Each end of the lower arm is pivotally supported to the wheel support member and the vehicle body by a plurality of pivot joints provided in front and rear thereof, and the pivot joint of the outer end of the lower arm is vertically supported relative to the wheel support member. It is configured to be pivotally supported via a substantially longitudinal axis to a connecting member connected via a longitudinal axis.

(Function) With the above configuration, in the present invention, the load that acts on the wheel support member in the longitudinal direction during acceleration/deceleration driving, etc.
The load acting on the wheel support member in the rotational direction during braking or the like is regulated by a plurality of pivot joints provided at the front and rear of each end of the lower arm.

In this case, when the outer end of the lower arm (wheel support member side) is pulled in the front-rear direction due to the load acting on the lower arm, and a rotational force is applied to the wheel support member, the trailing link extending approximately in the width direction of the vehicle The end (wheel support member side) is inwardly connected to the wheel support member by a connecting member that allows the wheel support member to rotate around an axis in the vertical direction despite a load acting in the front-rear direction. The toe-in direction is set so that the front end of the wheel when viewed from above changes its toe angle and points slightly inward.

Further, during cornering or the like, the load acting on the wheel support member in the lateral direction (vehicle width direction) is regulated by the upper arm or the lower arm. In this case, the lateral load acting on the upper arm or the lower arm also acts on the trailing link, and even though the outer end of the trailing link is connected to the wheel support member, the wheel support member By means of the connecting member that is rotatable around an axis in the vertical direction, the wheel can be smoothly drawn inward with respect to the wheel support member, and set in the toe-in direction.

Furthermore, the camber angle of the inner and outer rings during bump and rebound is controlled over a wide range by vertically swinging the inner ends of the upper and lower arms as fulcrums.

Moreover, since the lower arm is a single piece with both ends made up of multiple connecting parts arranged in the front-rear direction, there is no need to extend the trailing link in the front-rear direction to support the front-rear load, and the sub-arm There is no need to extend the frame in the longitudinal direction of the vehicle body.

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

1 and 2 show a suspension device according to an embodiment of the present invention, in which reference numeral 1 denotes a cross member as a member on the vehicle body side extending in the vehicle width direction, and a side end portion of the cross member 1 (see FIG. In the figure, only the left side of the vehicle body is shown) is provided with an extending portion 2 that extends upward. The rear end portion of a subframe 3 extending in the longitudinal direction of the vehicle body is joined to the upper end of the extension portion 2 of the cross member 1 by welding. Device 4
, 5 to the vehicle body (not shown).

At the rear end of the sub-frame 3, there is a substantially U-shaped first frame having a hole (not shown) and a front and rear end bent outward.
A bracket 6 is joined to the first bracket 6, and the inner end of a square-shaped upper arm 7 is attached via a first rubber bush 8. The first rubber bushing 8 includes an outer cylinder 8a, an inner cylinder 8b located inside the outer cylinder 8a, and an elastic body 8c fitted between the outer cylinder 8a and the inner cylinder 8b. The outer cylinder 8a of the first rubber bushing 8 is fixed to the inner end of the upper arm 7 by welding, and the inner end of the tenth arm 7 is connected to the elastic body 8c of the first rubber bushing 8. through the inner cylinder 8b
By fastening a first bolt 9 inserted therein, the subframe 3 is elastically pivotally connected to the first bracket 6 at the rear end of the subframe 3. On the other hand, the outer end of the upper arm 7 is
It is attached to the upper end of a generally disc-shaped wheel support member 1o that supports the wheel A via a second rubber bush 11. The outer end of the upper arm 7 has the second
The outer cylinder 11a of the rubber bushing 11 is fixed by welding, and the outer end of the tenth arm 7 is fastened with the second bolt 12, which is inserted into the inner cylinder 11b via the elastic body 11c of the second rubber bushing 11. is elastically pivotally connected to the upper end of the wheel support member 1°.

Further, the front end of the subframe 3 is formed with a facing surface 3a that faces the wheel support member 10, and the facing surface 3a has front and rear ends having holes (not shown). A substantially U-shaped second bracket 13 that is bent in response to an off-road force (toward the wheel support member 10) is joined. An inner end portion of a trailing link 14, which is longer than substantially the entire length of the upper arm 7, is attached to the second bracket 13 via a third rubber bush 15. and,
The outer cylinder 15a of the third rubber bushing 15 is fixed to the inner end of the trailing link 14 by welding, and the inner end of the trailing link 14 is fixed to the inner end of the trailing link 14 through the elastic body 15c of the third rubber bushing 15. By fastening a third bolt 16 inserted into the inner cylinder 15b, the subframe 3 is elastically pivotally connected to the second bracket 13 at the front end of the subframe 3. On the other hand, the outer end of the trailing link 14 is attached to a pillow ball 1 at the front end of the wheel support member 10.
It is rotatably attached via 7.

Furthermore, first and second boss portions 18 and 19 are provided on the front and rear surfaces of the side end portions of the cross member 1, respectively, and project in the front and rear direction.
A through hole (not shown) is formed between the boss portions 18 and 19 to extend from the front to the rear. 1st above
And the second boss portion 18°19 has a ■-shaped lower arm 21.
The inner ends of are attached via fourth and fifth rubber bushings 22,23. At the inner end of the lower arm 21, an inner branching portion 21a is provided which branches in the front-rear direction. Then, the inner branch part 21 of the lower arm 21
At the inner end of a, the above-mentioned No. 4. Fifth rubber bush 22.
23 outer cylinders 22a, 23a are fixed by welding, and the inner branch part 21a of the lower arm 21 is connected to the elastic bodies 22c, 23 of the fourth and fifth rubber bushes 22.23.
It is elastically pivoted to the first and second boss portions 18.19 at the side ends of the cross member 1 by fastening the first long bolts 24 inserted into each of the inner cylinders 22b and 23b through the inner cylinders 22b and 23b. combined.

At the lower end of the wheel support member 10, there are first and second pivot parts 30.3 located below the road and facing each other.
1 are formed to protrude inward, respectively, and first and second holes 30a, 31a are formed in each of the pivot parts 30, 31, respectively. The first and second pivot parts 3
The upper and lower ends of a cross-shaped connecting member 32 extending in the front-rear direction and up-down direction are attached to each of the 0.31 mm holes 30a and 31a via bushings 33a and 33b, and the connecting member 32 is connected to a wheel. It is pivotally connected to the support member 10 through a pair 17 so as to be rotatable in the vertical axis direction.

A through hole 32a penetrating in the front and back direction is formed at the front and rear ends of the connecting member 32, and the outer end of the lower arm 21 is connected to the sixth and seventh rubber pushers 34.
．． It is attached via 35. Lower arm 21 above
An outer branch portion 21b that branches in the front-rear direction is provided at the outer end portion.

The outer end of the outer branch portion 21b of the lower arm 21 is provided with the sixth and seventh rubber pushers 34 and 35.
The outer cylinders 34a and 35a are integrally fixed by welding, and the outer branch part 21b of the lower arm 21 is connected to the sixth outer cylinder 34a, 35a.
and an elastic body 34c of the seventh rubber pushbutton 34.35,
By fastening the second long bolt 36 inserted into each inner cylinder 34b, 35b via 35c, the wheel support member 1
The connecting member 32 is pivotally connected to the front and rear ends of the connecting member 32, which is pivotally connected to the connecting member 32 via the upper and lower ends thereof. Further, a virtual kingpin axis m extending in the downward direction of the road that connects the outer end of the upper arm 7 and the outer end of the lower arm 21 is located on the rear side of the rotation center O of the wheel A.

38 is a shock absorber whose lower end is supported by the lower arm 21 near the wheel support member 10 via an eighth rubber bush 39.

Next, the functions and effects of the above-mentioned embodiment will be explained.
The load acting in the rotational direction on the lower arm 21 is applied to the fourth. The inner branch 21a via the fifth rubber bushing 22.23, and the sixth. 7th rubber push 34.35
It is regulated by the outer branch part 21b via the outer branch part 21b. In this case, when the outer branch portion 21b (wheel support member 10 side) of the lower arm 21 is pulled in the front-rear direction due to the load acting on the lower arm 21, and a force in the rotational direction is applied to the wheel support member 10,
The outer end of the trailing link 14 extending substantially in the vehicle width direction (
Despite the fact that a load is acting on the wheel support member (0 side) in the front-rear direction.

The connecting member 32 that allows the wheel support member 10 to rotate around an axis in the vertical direction allows the wheel support member 10 to be smoothly drawn inward with respect to the wheel support member 10, thereby changing the toe angle of the front end of the wheel A when viewed from above. Therefore, the toe-in direction is set slightly inward.

Further, during cornering or the like, the load acting on the wheel support member 10 in the lateral direction (vehicle width direction) is regulated by the upper arm 7 or the lower arm 21. In this case, the lateral load acting on the upper arm 7 or the lower arm 21 also acts on the trailing link 14, and the outer end of the trailing link 14 associated with lateral loads acting on the

A similar connection member 32 allows the wheel support member 10 to be smoothly drawn inward and set in the toe-in direction.

Furthermore, the camber angles of the inner and outer wheels during bumps and rebounds can be controlled over a wide range by swinging in the vertical direction using the inner ends of the upper arm 7 and the lower arm 21 as fulcrums.

As a result, the Witschborn suspension system
It can be made simple by arranging the upper arm 7, the lower arm 21, and the trailing link 14. Furthermore, since the lower arm 21 is a single piece whose inner and outer ends are constituted by inner and outer branch parts 21a and 21b, which branch in the front-rear direction, the sub-frame 3 can be used to support the front-rear load of the vehicle body. There is no need to extend the trailing link 14 in the front-rear direction, and the sub-frame 3 becomes shorter in the front-rear direction of the vehicle body, making it possible to reduce the weight of the vehicle.

In the above embodiment, the outer end of the lower arm 21 is pivotally supported by the front and rear ends of the connecting member 32, which is pivotally connected to the wheel support member 10 so as to be rotatable in the vertical axis direction.
Of course, a connecting member such as a ball joint may also be used.

(Modification) FIG. 5 shows a modification of the present invention, in which only the outer end of the lower arm 21 is connected to the wheel support member 10 in the above embodiment.
The outer end of the upper arm is also pivotally connected to the wheel support member so as to be rotatable in the vertical axis direction in the same way as the outer end of the lower arm. It is designed to be combined. Note that the same parts as in the above embodiment are given the same reference numerals, and detailed explanation thereof will be omitted.

That is, in this example, the upper arm 7 is rotatably supported at the upper end of the connecting member 40 extending in the vertical direction, and the lower arm 21 is rotatably supported at the lower end of the connecting member 40. Then, the wheel support member 10 is inserted into a through hole (not shown) that vertically passes through the front end of the connecting member 40.
It is constructed by inserting a long bolt 41 through the upper and lower ends of the holder.

In addition, in this example as well, the same functions and effects as in the above embodiment can be obtained.

(Effects of the Invention) As described above, the suspension device of the present invention acts on each connecting portion at both ends of the lower arm. The toe-in direction is set by loads in the longitudinal direction and rotational direction during acceleration, deceleration, and braking, and also acts on the trailing link as well as the upper arm or lower arm. By setting in the toe-in direction due to lateral loads such as during cornering,
In addition to improving handling stability, the bumps on the inner and outer wheels
The setting range of the camber angle during rebound can be controlled over a wide range. As a result, the Wishbone type suspension device can be made simple by arranging three elements: an upper arm, a lower arm, and a trailing link. Moreover, since the force in the longitudinal direction is received by a single lower arm with multiple connecting parts at both ends, there is no need to extend the trailing link in the longitudinal direction, and the subframe is moved in the longitudinal direction of the vehicle body. This makes it possible to reduce the weight of the vehicle.

[Brief explanation of the drawing]

Figures 1 to 4 show embodiments of the present invention, with Figure 1 being a rear view of the suspension device, Figures 2 and 3 being a side view and plan view of the same, and Figure 4 being an enlarged exploded view of the main parts. It is a diagram. Further, FIG. 5 shows a modification of the present invention, and is a schematic diagram corresponding to FIG. 1. 1...Cross member, 3...Subframe, 7...
・Upper arm, 8...1st rubber bush, 10・
... Wheel support member, 14 ... Trailing link, 1
5...Third rubber bush, 18...First boss part,
1...Second boss part, 21...Lower arm, 22.
...Fourth rubber bush, 23...Fifth rubber bush, 30...First pivot joint, 31...Second pivot joint, 3
2.40... Connecting member, 34... Sixth rubber pusher, 35... Seventh rubber pusher, A... Wheel. “---2

Claims (1)

[Claims] (1) I-shaped upper and lower arms, each having an outer end connected to a wheel support member that supports a wheel and an inner end connected to the vehicle body; an outer end connected to the wheel support member;
The lower arm has a trailing link whose inner end extends substantially in the vehicle width direction and is rotatably connected to the vehicle body, and each end of the lower arm supports wheels by a plurality of pivot joints provided at the front and rear thereof. The outer end of the lower arm is pivotally supported by the member and the vehicle body, and the pivoting portion of the outer end of the lower arm is pivotally supported by the connecting member which is connected to the wheel support member via the vertical axis via a substantially longitudinal axis. A suspension device characterized by: