JPH0231906A - Front suspension mechanism - Google Patents

Front suspension mechanism

Info

Publication number
JPH0231906A
JPH0231906A JP17998188A JP17998188A JPH0231906A JP H0231906 A JPH0231906 A JP H0231906A JP 17998188 A JP17998188 A JP 17998188A JP 17998188 A JP17998188 A JP 17998188A JP H0231906 A JPH0231906 A JP H0231906A
Authority
JP
Japan
Prior art keywords
arm
wheel
tie rod
force
shimmy
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP17998188A
Other languages
Japanese (ja)
Inventor
Yoshio Mizushima
水島　善夫
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mazda Motor Corp
Original Assignee
Mazda Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mazda Motor Corp filed Critical Mazda Motor Corp
Priority to JP17998188A priority Critical patent/JPH0231906A/en
Publication of JPH0231906A publication Critical patent/JPH0231906A/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • B60G3/26—Means for maintaining substantially-constant wheel camber during suspension movement ; Means for controlling the variation of the wheel position during suspension movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/001—Suspension arms, e.g. constructional features
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/016—Constructional features of suspension elements, e.g. arms, dampers, springs allowing controlled deformation during collision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/22—Braking, stopping
    • B60G2800/222—Braking, stopping during collision

Abstract

PURPOSE:To restrain generation of shimmy so as to eliminate displeasure of a driver by making an A-shaped arm of a fiber reinforced resin, and curving front and rear arms in such a way that the instantaneous turning center of a wheel deviates near the other end of a tie rod when a lengthwise force is acted on the wheel. CONSTITUTION:When a wheel 1 rides on a pebble so as to receive a force in an F direction, the force is loaded on the connecting point of a first ball joint 4 in an A-shaped arm 3 via a wheel supporting member 2. The connecting point is moved in an F1 direction around an instantaneous turning center P by the effect of elastical deformation of the arm 3 so that a steering rack 10 is deviated in an F2 direction from a knuckle arm 6 to a tie rod 8. The arm 3 is made of a fiber reinforced resin so as to be excellent in resiliency. A front arm 3a smoothly curves in a reverse S shape and a rear arm 3b circularly curves so that the arm 3 elastically deforms and the turning center moves in a G direction so as to approach a third ball joint 9. Therefore, the deviation of the rack 10 in the F2 direction can be remarkably reduced, thereby restraining shimmy.

Description

【発明の詳細な説明】 （産業上の利用分野） この発明は、自動車のステアリング機構と関連している
フロントサスペンション機構に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a front suspension mechanism associated with a steering mechanism of an automobile.

（従来技術） 自動車のフロントサスペンションは、車輪が方向転換の
ための回動を可能とするために、ステアリング機構と関
連して構成されているため、車輪のアンバランスや、走
行中に小石に乗り上げるなどした場合に生じる振動がス
テアリング機構に伝達されてシミー（ステアリング機構
の振動）が発生し、ステアリングホイールを持つ運転者
に不快感を与えるといった問題があった。(Prior art) The front suspension of an automobile is constructed in conjunction with a steering mechanism to allow the wheels to rotate to change direction. There was a problem in that the vibrations generated when the steering wheel was rotated were transmitted to the steering mechanism, causing shimmy (vibration of the steering mechanism), which caused discomfort to the driver holding the steering wheel.

このシミーの発生のメカニズムを第３図に示す従来のフ
ロントサスペンション機構例で説明すると、車輪（１）
を支持する車輪支持部材（２）がＡ型アーム（３）の先
端に第１ボールジヨイント（４）を介して転舵可能に連
結され、このＡ型アーム（３）の２股に分岐した２本の
アームの他端（５）（５ａ）を車体（図示省略）に上下
動可能に連結し、さらに車輪支持部材（２）から一体的
に延設されているナックルアーム（６）の先端に第２ボ
ールジヨイント（７）を介してタイロッド（８）が連結
され、このタイロッド（８）の他端に第３ボールジヨイ
ント（９）を介して車幅方向に配設されるステアリング
ラック（Ｉｆｆ）の一端が連結され、このステアリング
ラック００）がステア’／ングホイール（図示省略）の
操舵にともなって軸方向に移動してタイロッド（８）、
ナックルアーム（６）を介して車輪支持部材（２）とと
もに車輪（１）を回動させて転舵するものである。To explain the mechanism of this shimmy using an example of a conventional front suspension mechanism shown in Fig. 3, wheel (1)
A wheel support member (2) supporting the A-type arm (3) is steerably connected to the tip of the A-type arm (3) via a first ball joint (4), and this A-type arm (3) is branched into two branches. The other ends (5) (5a) of the two arms are connected to the vehicle body (not shown) in a vertically movable manner, and the tip of a knuckle arm (6) is integrally extended from the wheel support member (2). A tie rod (8) is connected to the steering rack via a second ball joint (7), and a steering rack is provided at the other end of the tie rod (8) in the vehicle width direction via a third ball joint (9). One end of (Iff) is connected, and this steering rack 00) moves in the axial direction as the steering wheel (not shown) is steered, and the tie rod (8),
The wheel (1) is rotated and steered together with the wheel support member (2) via the knuckle arm (6).

以上説明したフロントサスペンション機構において、車
輪（１）の位置を決定しているのもはＡ型アーム（３）
であり、走行中に車輪（１）の受ける前後方向の力（Ｆ
）によって車輪（１）を回動させようとする仮想の瞬間
回動中心（Ｐ）は、Ａ型アーム（３）の車体に連結され
ている他端（５）（５ａ）間のほぼ中央位置となる。In the front suspension mechanism explained above, the A-type arm (3) determines the position of the wheel (1).
The force (F) in the longitudinal direction that the wheel (1) receives while driving is
), the virtual instantaneous rotation center (P) at which the wheel (1) is to be rotated is approximately at the center between the other ends (5) and (5a) of the A-type arm (3) connected to the vehicle body. becomes.

そしてタイロッド（８）と、ステアリングラック００）
との連結点である第３ボールジヨイント（９）の位置が
瞬間回動中心（Ｐ）の位置より距離（Ｌ）だけ離れてい
るため、Ａ型アーム（３）の前後方向の揺動によってタ
イロッド（８）が移動し、ステアリングラック（１０）
を軸方向に変位させてシミーの発生となるものである。And tie rod (8) and steering rack 00)
Since the position of the third ball joint (9), which is the connection point with the The tie rod (8) moves and the steering rack (10)
This causes shimmy to occur due to displacement in the axial direction.

従って第３ボールジゴイント〔９）の位置を瞬間回動中
心（Ｐ）の位置に近づける程、言い換えれば距離（Ｌ）
がゼロに近づく程シミーは軽減するものである。Therefore, the closer the position of the third ball point [9] is to the instantaneous rotation center (P), the more the distance (L)
The closer to zero, the more the shimmy is reduced.

このようにして発生するシミーを防止するために従来か
ら種々の対策が採られており、例えば実開昭６１−３０
５０８号公報の如く、上記ボールジヨイント（９）の位
置を瞬間回動中心（Ｐ）の位置と一致させることで解決
するものが開示されているしかしこの方法は、レイアウ
ト上の制約があって、実施困難であるといった問題点が
あった。In order to prevent the shimmy that occurs in this way, various measures have been taken in the past.
No. 508 discloses a method that solves the problem by aligning the position of the ball joint (9) with the position of the instantaneous rotation center (P). However, this method has layout constraints. However, there were problems in that it was difficult to implement.

（発明の目的） この発明は上記した従来の問題点を解消して、車輪に前
後方向の力が作用したときのシミーの発生を抑制できる
フロントサスペンション機構を提供することを目的とす
るものである。(Object of the Invention) It is an object of the present invention to solve the above-mentioned conventional problems and to provide a front suspension mechanism that can suppress the occurrence of shimmy when a longitudinal force is applied to a wheel. .

（発明の構成） 上記の目的を達成するためのこの発明は、一端が車輪支
持部材に転舵可能に連結され、他端が車体に上下揺動自
在に連結されるＡ型アームと、−端が上記車輪支持部材
から一体的に突出するナックルアームに連結され、他端
がステアリングラックに連結されるタイロッドとを備え
たフロントサスペンション機構において、上記Ａ型アー
ムを繊維強化樹脂で形成し、車輪に前後力が加わった際
に、車輪の瞬間回動中心が上記タイロッドの他端近傍に
変位するように、上記Ａ型アームの前後のアームを湾曲
させて構成したフロントサスペンション機構である。(Structure of the Invention) To achieve the above object, the present invention includes an A-type arm whose one end is steerably connected to a wheel support member, and whose other end is connected to a vehicle body so as to be vertically swingable; is connected to a knuckle arm that integrally projects from the wheel support member, and a tie rod whose other end is connected to the steering rack, wherein the A-shaped arm is formed of fiber reinforced resin and is attached to the wheel. This front suspension mechanism is constructed by curving the front and rear arms of the A-type arm so that the instantaneous center of rotation of the wheel is displaced near the other end of the tie rod when a longitudinal force is applied.

以上の構成により、車輪に前後方向の力が加わった際に
、Ａ型アームが湾曲して、車輪の瞬間回動中心がタイロ
ッドの他端、すなわちステアリングランクとの連結部の
近傍に変位するため、ステアリングラックを軸方向に変
位させる作用が軽減されて、シミーの発生を抑制して運
転者の不快感を解消することができる。With the above configuration, when a force is applied to the wheel in the longitudinal direction, the A-type arm curves and the instantaneous rotation center of the wheel is displaced to the other end of the tie rod, that is, near the connection part with the steering rank. , the effect of displacing the steering rack in the axial direction is reduced, suppressing the occurrence of shimmy and eliminating the driver's discomfort.

（実施例） 以下、この発明を図面に示す実施例に基づいて説明する
。(Example) The present invention will be described below based on an example shown in the drawings.

第１図はストラット方式のフロントサスペンションにこ
の発明を実施した例を示す斜視図、第２図は要部千両概
要を示す図で、この実施例において第３図に示す従来の
構成と同一の部分には同一符号を付して説明する。Fig. 1 is a perspective view showing an example in which the present invention is applied to a strut-type front suspension, and Fig. 2 is a diagram showing an overview of the main parts. are given the same reference numerals and will be explained.

図において、（１）は車輪で、車輪支持部材（２）に回
転可能に支持されている。In the figure, (1) is a wheel, which is rotatably supported by a wheel support member (2).

この車輪支持部材（２）は、上端を車体（図示省略）に
取り付けられているストラットθ１）の下端に固定され
るとともに、Ａ型アーム（３）の先端に第１ボールジヨ
イント（４）により転舵可能に連結されており、このＡ
型アーム（３）の二股に分岐した前部アーム（３ａ）と
後部アーム（３ｂ）との他端（５）（５ａ）を車体（図
示省略）に上下方向に揺動自在に支持されている。This wheel support member (2) has an upper end fixed to the lower end of a strut θ1) attached to the vehicle body (not shown), and a first ball joint (4) at the tip of an A-type arm (3). They are connected so that they can be steered, and this A
The other ends (5) (5a) of the bifurcated front arm (3a) and rear arm (3b) of the mold arm (3) are supported by the vehicle body (not shown) so as to be swingable in the vertical direction. .

このＡ型アーム（３）は硝子繊維や炭素繊維等で補強さ
れた繊維強化樹脂製とし、平面から見て第２図実線に示
す如く前部アーム（３ａ）は緩い逆Ｓ字形に湾曲し、後
部アーム（３ｂ）は外方に凸出したほぼ円弧上に湾曲し
ている。This A-type arm (3) is made of fiber-reinforced resin reinforced with glass fibers, carbon fibers, etc., and the front arm (3a) is gently curved into an inverted S-shape as shown by the solid line in Figure 2 when viewed from the top. The rear arm (3b) is curved into a substantially circular arc that projects outward.

一方、車輪支持部材（２）から一体的にナックルアーム
（６）が突設されていて、このナックルアーム（６）の
先端に第２ボールジヨイント（７）を介してタイロッド
（８）の一端が回動自在に連結され、さらにこのタイロ
ッド（８）の他端に第３ポールジヨイント（９）を介し
てステアリングラック００）の一端が回動自在に連結さ
れ、このステアリングラックθ０）は車幅方向に配設さ
れてステアリングホイール（図示省略）の操舵により軸
方向に移動して、タイロッド（８）とナックルアーム（
６）とを介して車輪支持部材（２）を回動させ、この車
輪支持部材（２）に取り付けられている車輪（１）を転
舵するものである。On the other hand, a knuckle arm (6) is integrally protruded from the wheel support member (2), and a second ball joint (7) is connected to one end of the tie rod (8) at the tip of the knuckle arm (6). is rotatably connected to the other end of the tie rod (8), and one end of the steering rack 00) is rotatably connected to the other end of the tie rod (8) via the third pole joint (9). The tie rod (8) and knuckle arm (
6) to rotate the wheel support member (2) and steer the wheels (1) attached to this wheel support member (2).

（Ｐ）は車輪が走行中に受ける前後方向の力（Ｆ）の作
用で回動しようとするときの仮想の瞬間回動中心で、Ａ
型アーム（３）の他＠（５）と（５ａ）との間のほぼ中
央に位置しており、この瞬間回動中心（Ｐ）の位置は、
タイロッド（８）とステアリングラック０■とを連結し
ている第３ボールジヨイント（９）の位置より距離（■
、）だけレイアウトの関係で離れている。(P) is the virtual instantaneous center of rotation when the wheel attempts to rotate due to the force (F) in the longitudinal direction that it receives while driving, and A
It is located approximately in the center between the mold arm (3) and (5) and (5a), and the position of this instantaneous rotation center (P) is
The distance (■) from the position of the third ball joint (9) connecting the tie rod (8) and steering rack 0■
, ) are separated due to layout.

今この状態で車輪（１）が小石に乗り上げる等によりＦ
矢印の方向の力を受けたとき、その力は車輪支持部材（
２）を経て、Ａ型アーム（３）の第１ボールジヨイント
（４）による連結点に負荷され、この連結点を瞬間回動
中心（Ｐ）を中心とするＦ１矢印の方向にＡ型アーム（
３）を弾性変形させて移動させ、この移動によりナック
ルアーム（６）からタイロッド（８）を経てステアリン
グラック０ωをＦ２矢印の方向に変位させようとするが
、この時Ａ型アーム（３）は繊維強化樹脂で構成されて
弾力性に富んでいるとともに、平面から見て前部アーム
（３ａ）が緩い逆Ｓ字形に湾曲し、後部アーム（３ｂ）
も外向に凸出したほぼ円弧上に湾曲しているため、それ
ぞれが２点鎖線で示す如く弾性変形して瞬間回動中心（
Ｐ）の位置がＧ矢印の方向に移動し、第３ボールジヨイ
ント（９）の位置に接近することとなり、この第３ポー
ルジヨイント（９）の近傍が瞬間回動中心（Ｐ）となる
ことから、ステアリングラック００）のＦ２矢印方向の
変位が大幅に低減されてステアリングホイールを回動さ
せる振動すなわちシミーが抑制されて、運転者に与える
不快感を無くすることができるもの４゜ である。In this state, the wheel (1) may run onto a pebble, causing an F.
When a force is received in the direction of the arrow, the force is transferred to the wheel support member (
2), the load is applied to the connection point by the first ball joint (4) of the A-type arm (3), and the A-type arm (
3) is elastically deformed and moved, and this movement attempts to displace the steering rack 0ω from the knuckle arm (6) through the tie rod (8) in the direction of arrow F2, but at this time, the A-type arm (3) It is made of fiber-reinforced resin and has high elasticity, and when viewed from above, the front arm (3a) is gently curved into an inverted S-shape, and the rear arm (3b)
Since each curved into an almost circular arc protruding outward, each of them is elastically deformed as shown by the two-dot chain line, and the momentary rotation center (
The position of P) moves in the direction of arrow G and approaches the position of the third ball joint (9), and the vicinity of this third pole joint (9) becomes the instantaneous center of rotation (P). Therefore, the displacement of the steering rack 00) in the direction of the F2 arrow is significantly reduced, and the vibration or shimmy that causes the steering wheel to rotate is suppressed, thereby eliminating the discomfort caused to the driver. .

なお、本実施例はストラットタイプのものについて示し
たが、ダブルウィツシュボーンタイプのものであっても
同様に実施可能なものである。Although this embodiment has been shown for a strut type, it can be implemented similarly for a double wishbone type.

（発明の効果） 以上説明したこの発明に係るフロントサスペンション機
構によれば、Ａ型アームを繊維強化樹脂製とするととも
に、その形状を、車輪に前後方向の力が作用した際に、
車輪の瞬間回動中心が、タイロッドとサスペンションラ
ックとの連結点近傍に変位するように前部アームと後部
アームとを湾曲させたことにより、繊維強化樹脂の持つ
弾性を利用してシミーを大幅に抑制し、ステアリングホ
イールの回転方向の振動を軽減して運転者に与える不快
感を無（する効果が得られるものである。(Effects of the Invention) According to the front suspension mechanism according to the present invention described above, the A-type arm is made of fiber-reinforced resin, and its shape changes when a longitudinal force is applied to the wheel.
By curving the front and rear arms so that the center of momentary rotation of the wheel is displaced near the connection point between the tie rod and suspension rack, the elasticity of the fiber-reinforced resin is utilized to significantly reduce shimmy. This has the effect of suppressing vibrations in the direction of rotation of the steering wheel and eliminating discomfort for the driver.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図はこの発明のフロントサスペンション機構の一実
施例を示す斜視図、第２図は同じく要部概略平面図、第
３図は従来のフロントサスペンション機構の要部概要平
面図である。 １　・ ３　・ ３ｂ・ ６　・ １０・ Ｐ　・ 車輪　　　２・・車輪支持部材 Ａ型アーム　　３ａ・・前部アーム 後部アーム　　５，５ａ・・他端 ナックルアーム　　８・・タイロント ステアリングラック 瞬間回動中心FIG. 1 is a perspective view showing an embodiment of the front suspension mechanism of the present invention, FIG. 2 is a schematic plan view of the main parts, and FIG. 3 is a schematic plan view of the main parts of a conventional front suspension mechanism. 1 ・ 3 ・ 3b ・ 6 ・ 10 ・ P ・ Wheel 2...Wheel support member A-type arm 3a...Front arm rear arm 5, 5a...Other end knuckle arm 8...Tyront steering rack instantaneous rotation center

Claims (1)

【特許請求の範囲】 一端が車輪支持部材に転舵可能に連結され、他端が車体
に上下揺動自在に連結されるＡ型アームと、一端が上記
車輪支持部材から一体的に突出するナックルアームに連
結され、他端がステアリングラックに連結されるタイロ
ッドとを備えたフロントサスペンション機構において、 上記Ａ型アームを繊維強化樹脂で形成し、車輪に前後力
が加わった際に、車輪の瞬間回動中心が上記タイロッド
の他端近傍に変位するように、上記Ａ型アームの前後の
アームを湾曲させたことを特徴とする、フロントサスペ
ンション機構。[Scope of Claims] An A-type arm whose one end is steerably connected to the wheel support member and whose other end is connected to the vehicle body in a vertically swingable manner, and a knuckle whose one end projects integrally from the wheel support member. In a front suspension mechanism that includes a tie rod connected to an arm and the other end connected to a steering rack, the A-shaped arm is made of fiber-reinforced resin, and when a longitudinal force is applied to the wheel, the wheel instantaneously rotates. A front suspension mechanism characterized in that the front and rear arms of the A-type arm are curved so that the center of motion is displaced near the other end of the tie rod.
JP17998188A 1988-07-18 1988-07-18 Front suspension mechanism Pending JPH0231906A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP17998188A JPH0231906A (en) 1988-07-18 1988-07-18 Front suspension mechanism

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP17998188A JPH0231906A (en) 1988-07-18 1988-07-18 Front suspension mechanism

Publications (1)

Publication Number Publication Date
JPH0231906A true JPH0231906A (en) 1990-02-01

Family

ID=16075369

Family Applications (1)

Application Number Title Priority Date Filing Date
JP17998188A Pending JPH0231906A (en) 1988-07-18 1988-07-18 Front suspension mechanism

Country Status (1)

Country Link
JP (1) JPH0231906A (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5267751A (en) * 1991-04-05 1993-12-07 Nhk Spring Co., Ltd. Suspension system for a vehicle
EP2759423A1 (en) * 2013-01-28 2014-07-30 Gestamp Umformtechnik GmbH Suspension arm made of fibre-reinforced plastic for a wheel suspension of a vehicle

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5267751A (en) * 1991-04-05 1993-12-07 Nhk Spring Co., Ltd. Suspension system for a vehicle
EP2759423A1 (en) * 2013-01-28 2014-07-30 Gestamp Umformtechnik GmbH Suspension arm made of fibre-reinforced plastic for a wheel suspension of a vehicle
US9168801B2 (en) 2013-01-28 2015-10-27 Gestamp Umformtechnik Gmbh Transverse link made of fibre-reinforced plastics material for a wheel suspension of a vehicle

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