JPH023503A - Independent suspension for steering wheel - Google Patents

Abstract

PURPOSE:To improve the connectability of a tire by forming the lower link linking the lower end of a wheel support member to a car body by the front arm extending in the car width direction and the rear arm extending to a slant rear part from a wheel support member side to car body side. CONSTITUTION:Both upper and lower end parts of a knuckle which are wheel support members are respectively linked to both upper and lower links in the multi-link type suspension 10 for a front wheel (steering wheel). In this case, the lower link is formed from both front and rear arms 12, 14, each one end 12a or 14a is linked to each of both front and back ends of a lower end link part 11a of the knuckle and the respective other ends 12b, 14b are linked to a car body as well. The front arm 12 is then extended in the direction orthogo nal with the vehicle front and back direction X, i.e., the car width direction Y at the vehicle straight advance time. The rear arm 14 is extended with the specified angle for the vehicle front and back direction X at a slant rear part from the knuckle side to car body side.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to an independent suspension for steered wheels;
In particular, the present invention relates to a so-called multi-link suspension in which the upper and lower parts of a wheel support member that rotatably supports a steered wheel are attached to a vehicle body via an upper link and a lower link.

(Prior Art) As a vehicle suspension, a double wishbone suspension is known which has high rigidity and a high degree of freedom in designing alignment changes. This conventional double wishbone suspension includes a knuckle, an upper link, a lower link, and the like. The knuckle rotatably supports a wheel around the knuckle spindle, and
The upper end portion and the lower end portion are connected to the knuckle side ends of the upper link and the lower link, respectively, via ball joints.

The upper link and the lower link each have a so-called A-arm shape with the knuckle side end as the apex, and each end of the upper link on the vehicle body side is connected through a rubber bushing, and each end of the lower link on the vehicle body side is also connected through a rubber bushing. Each is attached to the vehicle body side. At this time, each link is capable of swinging with respect to the vehicle body, and the swing shafts, that is, the axes of the rubber bushes are arranged substantially along the longitudinal direction of the vehicle.

Normally, the arm length of the upper link is set shorter than that of the lower link, so the ball joint side of the upper link is drawn closer to the vehicle body than the ball joint side of the lower link, depending on the working angle. The wheels have a negative camber that corresponds to the bump.

(Problems to be Solved by the Invention) Incidentally, F-F vehicles (four-wheel drive vehicles with an engine mounted in the front) tend to lack cornering power from the driving force while the weight shared by the front wheels increases. Therefore, there is a demand for improved driving performance of such vehicles, especially high-speed steering stability.

The change in wheel camber relative to the vehicle body during a bump becomes negative camber, but when the vehicle rolls, the camber relative to the vehicle body will be returned by the amount of the roll. It is necessary to upright the vehicle and improve turning stability. However, in the conventional double wishbone type suspension described above, the wheel side ends of the upper and lower arms are both connected by one ball joint, forming an xA arm shape, so the steered wheel has a kingpin axis. It will be fixed and steered around its axis. Therefore, the camber characteristic of the outer turning wheel during steering is fixed.

The present invention has been made in order to solve the above-mentioned problems, and it increases the camber angle of the turning outer wheel relative to the vehicle body during steering to the negative side according to the steering angle, thereby increasing the grounding performance of the tie 7 and improving high-speed steering stability. An object of the present invention is to provide an improved independent suspension for steering wheels.

(Means for Solving the Problem) In order to achieve the above object, according to the present invention, the lower part of the wheel support member that rotatably supports the wheel is connected to the vehicle body via the lower link. In the suspension suspension, the lower link is composed of a front arm and a rear arm, each of which has a wheel side end connected to a wheel support member at a distance in the longitudinal direction of the vehicle, and the front arm extends substantially in the vehicle width direction. An independent suspension for steered wheels is provided, wherein the rear arm extends diagonally rearward from the wheel support member side toward the vehicle body.

Further, in another aspect of the present invention, in the independent suspension suspension for steered wheels in which the upper part of a wheel support member that rotatably supports the wheels is connected to the vehicle body via an upper link, the upper link has a side end for each wheel. It is composed of a front arm and a rear arm that are connected to the wheel support member at a distance in the longitudinal direction of the vehicle.The front arm extends diagonally forward from the wheel support member side to the vehicle body side, and the rear arm extends approximately in the vehicle width direction. An independent suspension for a steered wheel is provided, characterized in that the independent suspension extends in the direction of the steering wheel.

(Function) The front arm, the wheel support member, and the rear arm constitute a multi-link, and when the wheel support member is turned during steering, these link components interfere with each other, the front arm extends in the vehicle width direction, and the rear arm extends diagonally rearward from the wheel support member side toward the vehicle body, the intersection of the extension lines of the front arm and the rear arm (instantaneous rotation center) moves outward in the vehicle width direction, and the front arm extends from the wheel support member side to the vehicle body. When the rear arm extends diagonally forward to the side and extends in the vehicle width direction, the instantaneous center of rotation moves inward in the vehicle width direction.

Therefore, when the former is used for the lower link and/or the latter is used for the upper link, the camber angle with respect to the vehicle body increases in the negative side according to the steering angle.

(Embodiment) An embodiment of the present invention will be described in detail below with reference to FIGS. 1 to 3.

FIG. 1 is a schematic configuration diagram of a multi-link suspension for front wheels (steering wheels) to which the present invention is applied. A knuckle 11 of the multi-link suspension 10 rotatably supports a wheel (not shown), and also has upper and lower ends. The upper and lower links are connected to the upper link and the lower link through ball joints, respectively.

More specifically, the lower link is composed of a front arm 12 and a rear arm 14, and the lower end of the knuckle 11 is integrally formed with a lower end link portion 11a that extends substantially in the longitudinal direction of the vehicle (X direction shown in FIG. 2). There is. Front arm I2 and rear arm 14 for each car I-elm side end +2a, ■・1
a is the lower end link of knuckle 11! 1a in the longitudinal direction of the vehicle, that is, connected to the front and rear ends of the lower end link portion 11a via a ball joint. On the other hand, the vehicle body side ends +2b, 14b of the front arm 12 and the rear arm 14 are connected to the vehicle body via elastic rubber bushings.

Front arm (lateral arm) 1 of this lower link
As shown in FIG. 2, when the vehicle is traveling straight (in the neutral steering position), the rear arm (2) extends in a direction substantially perpendicular to the vehicle longitudinal direction The combination link arm) 14 extends diagonally rearward from the knuckle 11 side toward the vehicle body at a predetermined angle with respect to the vehicle longitudinal direction X.

Upper link is front arm I5° and rear arm 1
6, and the upper end of the knuckle 11 is an upper end link portion 11b extending substantially in the longitudinal direction of the vehicle (X direction shown in FIG. 3).
are integrally formed. Each wheel side end 15a, 16a of the front arm 15 and rear arm 16 is connected to the knuckle 11.
There is a distance in the vehicle longitudinal direction at the upper end link portion 11b,
That is, it is connected to the front end and rear end of the upper end link portion 11b via a ball joint. On the other hand, the vehicle body side ends 15b of the front arm I5 and the rear arm 16.

16b is connected to the vehicle body via an elastic rubber bush.

As shown in Fig. 3, the front arm (tensigine arm) 15 of this upper link moves diagonally forward from the knuckle 11 side to the vehicle body side with respect to the vehicle longitudinal direction The rear arm (lateral arm) 16 extends at a predetermined angle, and the rear arm (lateral arm) 16 extends in a direction substantially perpendicular to the vehicle longitudinal direction X, that is, substantially in the vehicle width direction Y.

Reference numeral 18 in FIG. 1 is a knuckle arm whose one end is fixed to the knuckle 11, and the other end of the knuckle arm 18 is connected to a tie rod 19 of the steering linkage. Further, the reference numeral 20 in the figure designates an absorber whose lower end is fixed to the front arm 12 of the lower link and whose upper end is connected to the vehicle body.

Next, to explain the operation, the lower link constitutes a multi-link by the front arm 12, the lower end link portion 11a of the knuckle 11, and the rear arm 14, and these link components interfere with each other when the vehicle body is bumped or steered. It moves in the vehicle longitudinal direction X and the vehicle width direction Y. Now, if the knuckle 11 is rotated by an angle θ in the right direction (clockwise direction) in FIG. 2 via the tie rod 19 (at this time, the wheel on the lower link side shown in FIG. 2 becomes the outer turning wheel), Since the front arm 12 and the rear arm 14 each extend in the above-mentioned directions, each link member
The instant rotation center LC, where the extension lines of the front arm 12 and the rear arm 14 intersect, moves to a position LC'' diagonally rearward and outward in the vehicle width direction.

On the other hand, the upper link constitutes a multi-link by the front arm 15, the upper end link portion 11b of the knuckle 11, and the rear arm 16, and when the vehicle body is bumped or steered, these link components interfere with each other and the and move in the vehicle width direction Y. Then, when the upper link is rotated in the same direction as the lower link (toward the right in Fig. 3) by the same angle θ, the front arm 15
Since the rear arms 15 and 16 extend in the directions mentioned above, each link component moves to the position shown by the broken line in FIG. The vehicle is moved to a position U C' diagonally rearward and inward in the vehicle width direction.

In this way, when steering, the instantaneous center of rotation U on the upper link side
C is the instantaneous center of rotation LC on the lower link side inward in the vehicle width direction
moves outward in the vehicle width direction, the instantaneous center of rotation LC, U
The caster angle of the virtual kingpin axis passing through C with respect to the vehicle body increases to the negative side, improving the ground contact of the wheels.
As a result, the steering stability of the vehicle is improved.

In the above-mentioned embodiment, the movement of the instantaneous rotation centers LC and UC in the longitudinal direction of the vehicle is substantially circular, so it hardly affects the caster angle. If the configuration is as shown in FIG. 5 and FIG. 5, the caster angle characteristics can also be improved.

That is, in the independent suspension suspension for steered wheels according to another aspect of the present invention, the upper and lower end link portions of the wheel support member are arranged to open forward when the vehicle is traveling straight. More specifically, each wheel side end 12°a, 14°a of the front arm 12' and rear arm 14' of the lower link shown in FIG. That is, it is connected to the front end and rear end of the lower end link part 11'a via a ball joint, and each vehicle body side end 12
'b and 14°b are connected to the vehicle body via elastic rubber bushings. This lower link front arm 12°
As shown in Fig. 4, the rear arm 14 extends in a direction substantially perpendicular to the vehicle longitudinal direction It extends at a predetermined angle with respect to the front-rear direction X.

The wheel side ends 15°a and 16°d of the front arm 15' and rear arm 16° of the upper link are knuckles 11
' is connected to the upper end link part 11'b at a distance in the rear direction of the vehicle 11q, that is, connected to the front end and rear end of the upper end link part 11'b via a ball joint, and each vehicle body side end 15
"b" and 16'b are connected to the vehicle body via elastic rubber bushings.As shown in Figure 5, the front arm 15' of this upper link also extends diagonally forward from the knuckle 11° side toward the vehicle body. The rear arm 16 extends at a predetermined angle with respect to the direction X, and the rear arm 16° also extends in a direction substantially perpendicular to the vehicle longitudinal direction X, that is, substantially in the vehicle width direction Y.

On the other hand, in the knuckle 11°, the front 1 (12'a) of the lower end link portion 11'a is arranged outward in the vehicle width direction from the rear end (14'a), that is, opened to the front (Fig. 4). , the front end (15°a) of the upper end link portion 11'b is disposed outward in the vehicle width direction from the rear end (16'a), that is, opened to the front (fifth
figure).

Now, when the knuckle is rotated by an angle θ in the right direction (clockwise direction) in FIG. 'Lower end link part 11'
Since the front arm a is arranged to open forward, each link component moves to the position shown by the broken line in FIG. 4, and the front arm 1
2° and the extension line of the rear arm 14' intersect at a position LC' where the instantaneous center of rotation LC is diagonally rearward and outward in the vehicle width direction.
Move to.

On the other hand, since the front arm 15° and the rear arm 16' of the upper link extend in the above-mentioned directions, and the upper end link portion 11'b of the wheel support member l is arranged to open forward, each link component member is moved to the position shown by the broken line in Fig. 5, and the front arm 15' and rear arm 16'
The instantaneous rotation center UC where the extension lines intersect is located diagonally rearward and inward in the vehicle width direction and moves to C'.

Comparing the moving direction and amount of movement of the instantaneous rotation centers LC and tlc shown in FIGS. 4 and 5, it can be seen that the movement of the instantaneous rotation center UC of the upper link backward in the vehicle longitudinal direction X is the instantaneous rotation center of the lower link. This is larger than that of the LC, which allows the caster angle to be increased in accordance with the steering angle.

In the above-mentioned embodiment, the top end and bottom end of the knuckle are both connected by the upper link and the lower link. However, the present invention is not limited to this, and the instantaneous movement of the upper link system during steering The center of rotation only needs to move inward in the vehicle width direction relative to the instantaneous center of rotation of the lower link system, and either the upper or lower end of the knuckle is connected by a link component consisting of a front arm and a rear arm. and the other side has a conventional shape, for example, an A-arm shape, and the wheel side end is 1
It is also possible to connect the two ball joints using separate ball joints.

(Effects of the Invention) As detailed above, according to the independent suspension suspension for steered wheels of the present invention, the lower part of the wheel support member that rotatably supports the wheel is connected to the vehicle body via the lower link, and the lower link consists of a front door 1 whose side end of each wheel is connected to a wheel support member at a distance in the longitudinal direction of the vehicle, and a rear arm, the front arm extending substantially in the width direction of the vehicle, and the rear arm supporting the wheel. It is characterized by extending obliquely rearward from the member side to the vehicle body side.

In another aspect of the present invention, the upper part of the wheel support member is connected to the vehicle body via an upper link, and each wheel side end of the upper link is connected to the wheel support member at a distance in the longitudinal direction of the vehicle. The front arm extends obliquely forward from the wheel support member side toward the vehicle body, and the rear arm extends in the width direction of the vehicle.

When the suspension is configured in this way, when the wheel support members are turned during steering, the link components interfere with each other, causing the instantaneous rotation center of the upper link to move inward in the vehicle width direction relative to the instantaneous rotation center of the lower link. It can be moved in either direction. Therefore, the camber angle relative to the vehicle body increases toward the negative side in accordance with the steering angle, and the ground contact performance of the tires can be increased.

[Brief explanation of the drawing]

FIG. 1 is a perspective view showing a schematic t# configuration of an independent suspension for steered wheels according to the present invention, and FIG. 2 is a skeletal diagram showing the displacement state of each link component when the lower link system turns.
FIG. 3 is a skeletal diagram showing the displacement state of each link component when the upper link system turns, and FIG. 4 shows the displacement state of each link component of the lower link system according to another aspect of the present invention.
FIG. 2 is a circular skeletal diagram, and FIG. 5 is a circular skeletal diagram, and FIG. 3 is a circular skeletal diagram showing displacement states of each link component of an upper link system according to another embodiment of the present invention. lO...Independent suspension for steering wheels, 11.
・Knuckle (wheel support member), 12.12' ・・
Front arm, 14, 14°...Rear arm, 15
゜15'...Front arm, 16.16'...
・Rear arm, 18...knuckle arm, 19...
Tie rod. Figure 3

Claims (2)

[Claims] (1) In an independent suspension suspension for steered wheels in which the lower part of a wheel support member that rotatably supports a wheel is connected to the vehicle body via a lower link, the lower link has a distance between each wheel side end in the longitudinal direction of the vehicle. The vehicle is comprised of a front arm and a rear arm that are respectively connected to the wheel support member, with the front arm extending substantially in the vehicle width direction, and the rear arm extending diagonally rearward from the wheel support member side toward the vehicle body. Independent suspension for steering wheels. (2) In an independent suspension suspension for steered wheels in which the upper part of a wheel support member that rotatably supports the wheel is connected to the vehicle body via an upper link, the upper link has a distance between each wheel side end in the longitudinal direction of the vehicle. The vehicle is comprised of a front arm and a rear arm that are connected to the wheel support member, respectively, with the front arm extending diagonally forward from the wheel support member side toward the vehicle body, and the rear arm extending substantially in the vehicle width direction. Independent suspension for steering wheels.