JPH03139406A - Installation structure for suspension link - Google Patents

Abstract

PURPOSE:To facilitate setting of an anti-dive geometry as well as an anti-lift geometry and realize weight reduction by housing a car body side bushing of a suspension link inside a down-facing recess which is formed in such a way that the lower face of a car body side member is recessed upward to be opened downward. CONSTITUTION:A downward recessed part 9b which is recessed upward to be opened downward is formed on the lower face of a suspension member 9 at the position where the bushing 13 of a compression rod part to be fitted to a lower arm compression rod part 12a is installed on the suspension member 9. In this recessed part 9b the compression rod part bushing 13 is housed and fixed together with the lower arm compression rod part 12a. This constitution raises the bushing installation position and facilitates the setting of an anti-dive geometry as well as an anti-lift geometry.

Description

[Detailed Description of the Invention] [Field of Industrial Application] This invention relates to the improvement of the structure of mounting a suspension link on a vehicle, and in particular, the invention relates to improving the structure of mounting a suspension link on a vehicle, and in particular, the invention relates to improving the structure of mounting a suspension link on a vehicle. By storing and fixing it in place, the center of the bush is raised,
The installation of a suspension link is related to structure so that the geometry can be easily set for anti-lift and anti-lift when starting the vehicle, and anti-dive and anti-lift when braking, and to prevent lift, scut, dive, etc.

[Conventional technology]

The structure of conventional suspension link installation is, for example, as described in "R GALANT New Vehicle Manual", 1988
The one described on page 3-3, published by Mitsubishi Motors Corporation in March 2008 is known.

This conventional suspension link installation structure is
As shown in the figure, a rubber 2a is attached to the compression rod portion 1 of the lower arm, which is the suspension link on the front wheel side.
The outer inner metal fitting 2b is inside.

A bushing 2 having an inner internal fitting 2c and a fluid chamber 2d filled with oil or the like is fitted. Then, the bushing 2 is applied to the flat lower surface of the suspension member 3, which is a member on the side of the vehicle body, and the U-shaped bracket 4 and the bolt 5.
It was fixed by tightening with nut 6.

[Problems to be Solved by the Invention] However, in terms of the structure of mounting such a conventional suspension link, the center of the bush 2 of the compression rod portion 1 of the lower arm becomes low. In this case, the instantaneous center of rotation of the front wheel suspension is lowered, and settings such as anti-lift geometry when starting and anti-dive geometry when braking are greatly restricted. There was a problem that it would dive.

In addition, since the force applied to the bushing 2 is received by the bracket 4 and the bolt 5, the bracket 4 and the bolt 5. There is a problem in that it is necessary to use a large nut 6, which increases cost and weight.

This invention was made by focusing on these conventional problems.The mounting position of the bushing of the suspension link is raised, the instantaneous center of rotation is raised, and the anti-dive geometry and anti-lift geometry of the suspension are set. This makes it easier to install the bushings and prevents lifts and scuts when starting the vehicle, and dives and lifts when braking.
The purpose of the suspension link installation is to provide a structure that allows cost and weight reduction.

[Means to solve the problem]

Therefore, the suspension link of the present invention has a structure in which the bushing on the vehicle body side of the suspension link is housed and fixed in a downward recess formed by recessing the lower surface of the vehicle body side member upward and opening the lower part. It is.

[Function] Since the bushing of the suspension link is accommodated and fixed in the recess formed on the lower surface of the vehicle body side member, the mounting position of the bushing is elevated. Therefore, the instantaneous center of rotation of the suspension can be raised, and the anti-dive geometry and anti-lift geometry of the suspension can be easily set. Therefore, when starting, front wheel side lift of FF car + rear wheel side scut of FR car, front wheel side lift or rear wheel side scut of 4WD car, or front wheel side dive and when braking. This can prevent lift on the rear wheel side. Furthermore, since the force applied to the bushing is received by the entire recess of the vehicle body side member, the dimensions of the bracket and bolt can be reduced, reducing costs and weight.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings.

As an example, a case where the present invention is applied to a front wheel suspension link of a front-wheel drive vehicle will be described.

First, to explain the configuration, in Figures 3 to 5, jl
A suspension member 9 (also a vehicle body side member) is attached to the side member 8 via a front insulator 10 and a rear insulator 11, and a lower arm 1, which is a suspension link, is attached to the suspension member 9.
2 compression rod part 12a and tension part 1
2b are attached via compression rod bushings 13 and tension bushings 14, respectively.

That is, the lower arm 12 is divided into two parts at its end on the vehicle body side, and has a compression rod part 12a on the rear side of the vehicle and a tension part 12b on the front side.

The tension part bush 14 is constructed by bonding an outer cylinder member 14a and an inner cylinder member 14b with rubber 14c, and the outer cylinder member 14a is attached to the tension part 12 of the lower arm 12.
b, and the inner cylinder member 14b is fixed to a shaft member 9a fixed to the suspension member 9.

As shown in FIGS. 1 and 2, the compression iron bushing 13 attached to the compression iron portion 12a side of the lower arm 12 has an outer internal metal fitting 13b, an inner internal metal fitting 13c and oil etc. inside the rubber 13a. It has a fluid chamber 13d filled with and reinforcing metal fittings 13e and 13f.

Then, the compression rod portion 1 of the lower arm 12
Combination rond part bush I attached to 2a
3 is attached to the suspension member 9, a downward recess 9b is formed by recessing upward and opening the lower part, and the compression rod bushing 13 is attached to the lower arm. 12 compression rod portion 12a, and apply the bracket 15 to the lower surface of the port 1.
6 and nuts 17.

In FIGS. 3 to 5, a ball joint 18 is attached to the wheel side end of the lower arm 12, and a rack mount 19 is attached to the suspension member 9 to support a steering rack housing (not shown). Fixed.

Next, the operation of the above embodiment will be explained.

First, how to find the instantaneous center of rotation of the front wheel suspension.
To explain a strut type suspension as an example, in FIG.
The center of ball joint 4 is B, and the center of ball joint 18 is C. In addition, the lower end of the strut 20 is a ball joint 18.
It coincides with the center C of , and its upper end, which is attached to the vehicle body, is designated D.

In this case, a straight line CE passes through the center C of the ball joint 18 and is parallel to a line connecting the center A of the compression rod bushing 13 and the center B of the tension bushing 14 (indicated by a dashed line in the figure). , and the straight line DE drawn from the upper end of the strut 20 at a right angle to the strut 20. If E is the intersection point with a straight line DE drawn from the upper end of the strut 20 at right angles to the strut 20, then this point E becomes the instantaneous center of rotation of this strut type suspension.

As is clear from the above diagram, if the position of the center A of the compression rod bushing 13 is moved upward, the position of the instantaneous rotation center E becomes higher, and if the position of A is lowered, E becomes lower. Since the compression rod bushing 13 is housed in a recess 9a formed on the lower surface of the suspension member 9 and its position is raised, the instantaneous center of rotation E can be located higher.

Further, to explain how the force works when starting in an FF vehicle with reference to FIG. 7, the driving force Ff is applied to the wheel center of the front wheel, and a load shift of ΔW occurs from the rear wheel side to the front wheel side. The resultant force F of this Ff and ΔW generates a moment around the instantaneous rotation center E of the suspension. In this case, if the instantaneous center of rotation E is on the line of action H of the resultant force F, the lift on the front wheel side of the vehicle body will be zero, and the instantaneous center of rotation E will be on the line of action H of the resultant force F.
If it is below, the front wheels of the vehicle will lift, and if the instantaneous center of rotation E is above the line of action H, the front wheels of the vehicle will sink.

Therefore, the line of action H of the resultant force F becomes the zero lift line.

In the figure, G is the center of gravity of the sprung mass, and h is the height of the center of gravity G above the ground.

In this embodiment, since the position of the instantaneous rotation center E can be raised, the instantaneous rotation center E can be brought closer to the line of action of the resultant force F to reduce the amount of lift on the front wheel side of the vehicle body, or the instantaneous rotation center E can be raised. The anti-lift geometry can be easily set, such as by making it coincide with the line of action of the resultant force F and making the lift zero.

Furthermore, since the compression rod bushing 13 is accommodated in the recess 9a of the suspension member 9, the force applied to the compression rod bush 13 is received by the entire recess 9a, and therefore the dimensions of the bracket 15 and bolt 16 are reduced. This reduces cost and weight.

In addition, the thickness of the internal fittings 13b and 13C of the compression rod bushing 13 can be made thinner, and the fluid chamber 13 can also be made thinner.
d can be increased, and sound vibration performance can be improved.

Furthermore, the entire compression rod bushing 13 is connected to the recess 9a of the suspension member 9 and the bracket 15.
This prevents the ingress of water and prevents the generation of abnormal noises due to the stick-slip phenomenon that accompanies the ingress of water.

In the above-described embodiment, a case has been described in which the compression rod bushing of the lower arm of the front wheel suspension of a front-wheel drive vehicle is applied as the bushing of the suspension link accommodated in the recess on the lower surface of the vehicle body side member. In addition, when the vehicle starts, the rear wheel suspension of a rear wheel drive vehicle is slit, the front wheel suspension of a four-wheel drive vehicle is lifted and the rear wheel suspension is cut, or the front wheel suspension dives and the rear wheel suspension is cut during braking. It can be applied to bushes at the vehicle body side ends of each suspension link that contribute to the setting of each anti-dive geometry and anti-lift geometry, such as a lift.

(Effects of the Invention) As explained above, according to the structure, the suspension link of the present invention is installed by recessing the lower surface of the body-side member of the bushing on the vehicle body side of the suspension link upward and opening the lower part. Because it is housed in a downward recess and fixed, it is easy to raise the instantaneous center of rotation of the suspension, making it easy to set the anti-dive geometry and anti-lift geometry of the suspension, which makes it easier for front-wheel drive vehicles to Reduces front wheel lift, rear wheel scant in FR vehicles, front wheel lift and rear wheel scut in 4WD vehicles, as well as front wheel dive and rear wheel lift during braking. , or these can be made zero.Also, since the force acting on the bushing is received by the entire recess, the dimensions of the bracket and bolt can be reduced, cost and weight can be reduced, and workability can be improved. This effect can be obtained.

[Brief explanation of the drawing]

Fig. 1 is a sectional view taken along line I-1 in Fig. 2 showing an embodiment of the suspension link installation structure of the present invention, Fig. 2 is a cut side view of the above embodiment, and Fig. 3 is a plan view of the lower arm. Figure 4 is a side view of Figure 3 showing the relationship between the suspension member and the bushing, and Figure 5 is a side view showing the relationship between the suspension member and the bushing.
A front view seen from direction V in the figure, Figure 6 is a schematic diagram to explain how to find the instantaneous center of rotation of the suspension, and Figure 7 explains the relationship between the force acting on the suspension and the instantaneous center of rotation when starting. FIG. 8 is a sectional view similar to FIG. 1 showing the structure of a conventional suspension link. 8... Vehicle body side member, 9... Suspension Menno 1
(Vehicle body side member), 9a... Shaft member, 91]... Recess, 12... Lower arm, 12a... Combretion rod throat part (suspension link), 13... Combretion Rond part Bush, 13a...Rubber, 1
3b...Outer internal fitting, 13c...Inner internal fitting,
13d...Fluid chamber, 14...Tension part bush, 15...Bracket, 16...Bolt, 17...
・Natsuto. Figure 6

Claims (1)

[Claims] A suspension link mounting structure in which a bushing on the vehicle body side of the suspension link is accommodated and fixed in a downward recess formed by recessing the lower surface of the vehicle body side member upward and opening the lower part.