JPH0350007A - Suspension device for vehicle - Google Patents

Abstract

PURPOSE:To improve driving comfortableness, prevent brake judder, and control camber variation, by constituting an upper arm out of a first upper arm in the front and rear direction directly fitted its one end to a vehicle body, and a second upper arm extendingly provided in the lateral direction under the former and fitted to a cross member with a lower arm. CONSTITUTION:An upper arm is constituted out of a first upper arm 4 which is extendingly provided in the front and rear direction of a vehicle body B and fitted to the dash panel of the body B and the upper end of a wheel supporting member 2 respectively through rubber bushes 13,14, and a second upper arm 5 which is extendingly provided in the right and left direction of the body B under the first upper arm 4. One end of the second upper arm 5 is fitted to a cross member 10 through a rubber bush 17 and the other end is fitted to the wheel supporting member 2 through a rubber bush 16. A lower arm 7 is also fitted to the cross member 10. By this constitution, driving comfortableness is improved, brake judder can be prevented, and camber variation can be controlled as one wishes.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a suspension device for a vehicle, and more specifically, it is capable of sufficiently absorbing force in the longitudinal direction of a vehicle and improving ride comfort. The present invention relates to a vehicle suspension device that can prevent brake shudder and control camber change as desired, and that can be lightweight.

Prior Art One A-type arm or two straight lower arms;
There is a known vehicle suspension system called the so-called double wishbone system, which is equipped with one A-type arm or two straight upper lateral arms, and supports the wheels with these arms. -18
No. 7904 etc. ).

In the suspension system of such a vehicle, in order to sufficiently absorb the balancing force applied in the longitudinal direction of the vehicle by the upper lateral arms and improve ride comfort, the rubber bushings of the shaft supports of the upper lateral arms are made softer. However, if the rubber bushings are made soft, the support rigidity against forces applied in the lateral direction of the vehicle will decrease, as well as the support rigidity around the rotation axis of the wheel, and as a result, the natural frequency will decrease. There has been a problem in that a so-called brake shudder, which is a phenomenon in which the brake force decreases and causes vibration and resonance in the brake equipment, is likely to occur.

Therefore, Japanese Utility Model Publication No. 62-1762 proposes a suspension device for a vehicle in which a wheel support member is extended above the wheel rim, and an upper lateral arm is attached to the wheel support member above the wheel rim. .

In a vehicle suspension system configured in this way, the distance between the rotational axis of the wheel and the attachment part of the upper lateral arm to the wheel support member increases, so the rotational moment around the rotational axis of the wheel remains the same. If so, the force applied to the axis of the upper lateral arm will be small, and the force applied around the axis of rotation of the wheel can be supported with a small force, preventing brake shudder while also supporting the axis of the upper lateral arm. This has the advantage of making the rubber bushings of the branches softer, allowing them to sufficiently absorb forces in the longitudinal direction of the vehicle and improving ride comfort.

Problems to be Solved by the Invention However, since various parts are arranged above the wheel rim, it is difficult to attach the upper lateral arm to the wheel support member above the wheel rim. In some cases, it is necessary to shorten the length of the upper lateral arm to prevent interference with other parts.
There was a problem in that the camber change during bumps became too large.

Purpose of the Invention The present invention provides a wheel support member that rotatably supports a wheel.
In a suspension system for a vehicle equipped with an upper arm and a lower arm that are swingably supported on the vehicle body, it is possible to sufficiently absorb impact force in the longitudinal direction of the vehicle, improve riding comfort, and prevent brake shudder. It is an object of the present invention to provide a suspension device for a vehicle that is capable of controlling camber changes as desired.

Another object of the present invention is to provide a vehicle suspension device that can be made lighter.

Structure of the Invention An object of the present invention is to provide an upper arm with a first upper arm that is provided at a predetermined distance in the vertical direction of the vehicle body and extends substantially in the longitudinal direction of the vehicle body; This is achieved by attaching the second upper arm and the lower arm to a cross member fixed to the vehicle body, and attaching the first upper arm directly to the vehicle body.

Effects of the Invention According to the present invention, since the first upper arm extending substantially in the front-rear direction of the vehicle body is attached at a position away from the rotational axis of the wheel, the rubber bushing of the shaft support is softened and the first upper arm extends in the front-rear direction of the vehicle. Even if the impact force is sufficiently absorbed and ride comfort is improved, brake shudder can be sufficiently prevented, and the force applied in the lateral direction of the vehicle is exclusively applied to the lower part of the first flange arm. Since the second upper arm is supported by the second upper arm extending substantially in the lateral direction of the vehicle body, the supporting rigidity against forces applied in the lateral direction of the vehicle does not decrease, and the length of the second upper arm can be made sufficiently long.
It is possible to provide a suspension device for a vehicle that can also control camber changes as desired.

In addition, since the rubber bushing of the shaft support of the first upper arm, which extends approximately in the longitudinal direction of the vehicle body, can be made sufficiently soft, even if the first upper arm is directly attached to the vehicle body, the impact force in the longitudinal direction of the vehicle is transmitted to the vehicle body. This can be sufficiently prevented, and since there is no need to extend the cross member upward and attach the first upper arm to the cross member, the suspension device can be made into a third-class suspension device.

EXAMPLES Hereinafter, examples of the present invention will be described in detail based on the accompanying drawings.

FIG. 1 is a schematic plan view of a right front wheel suspension device for a vehicle according to an embodiment of the present invention, FIG. 2 is a schematic rear view thereof, and FIG. 3 is a schematic side view of the suspension device as seen from the inside of the vehicle body.

1, 2, and 3, a wheel l is rotatably supported by a wheel support member 2 and connected to a vehicle body B via a suspension device 3. As shown in FIGS. Wheel support member 2
extends above the rim 1a of the wheel l.

The suspension device 3 includes a linear first upper arm 4.
and an upper arm 6 consisting of a linear second upper arm 5, an A-shaped lower arm 7, and a shock absorber 8.
It is composed of.

The A-type lower arm 7 extends substantially in the width direction of the vehicle body B;
Right on the top of the mold, it is attached to the lower end of the wheel support member 2 via a rubber bushing 9 so as to be able to swing around a vertical axis, and the two other ends are each fixed to the vehicle body. It is attached to the member 10 via rubber bushes 11, 12 so as to be swingable about a substantially horizontal axis parallel to the axis of the vehicle body B.

The first upper arm 4 extends substantially in the longitudinal direction of the vehicle body B,
Its front end is attached to the upper end of the wheel support member 2 extending above the rim 1a of the wheel 1 via a rubber bushing 13 so as to be swingable about a vertical axis, and its rear end is attached to the vehicle body B. It is attached via a rubber pusher 514 to a darts lower panel (not shown in FIGS. 1 and 2) so as to be swingable about a substantially horizontal axis extending substantially in the width direction of the vehicle body B. Here, the first upper arm 4 is moved downward toward the rear so that the attachment portion of the rear end to the vehicle body B is located below the attachment portion of the front end to the wheel support member 2. The moment of rotation of the wheel 1 is determined by the first upper arm 4 and the axis that restricts the displacement of the wheel support member 2 of the lower arm 7 in the longitudinal direction of the vehicle body, that is, the axis that connects the rubber bushes 11 and 12. The center is located on the rear side of the wheel 1 to realize anti-dive when the wheel 1 is braked.

The first upper arm 4 is provided with a turnbuckle 15, which makes it possible to adjust the caster of the wheel l.

The second upper arm 5 extends substantially in the width direction of the vehicle body B, and its outer end is attached to the wheel support member 2 below the top of the rim 1a of the wheel 1 via a rubber bushing 16 about a vertical axis. It is swingably mounted, and the other end is attached to a rubber bushing 1 to a cross member IQ fixed to the side of the vehicle body.
7, it is mounted so as to be swingable about a substantially horizontal axis extending substantially in the longitudinal direction of the vehicle body B. Here, since the second upper arm 5 is attached to the wheel support member 2 below the top of the rim la of the wheel 1, its length can be made sufficiently long.

The second upper arm 4 is provided with a turnbuckle 18, which allows the camber of the wheel 1 to be adjusted.

The shock absorber 8 includes a coil spring 20 and a damper 21, and extends in the vertical direction, and its lower end is attached to the lower arm 7 so as to be swingable around a substantially horizontal axis extending substantially in the longitudinal direction of the vehicle body B. The upper end is the car body B
is mounted in such a way that rotational displacement is possible.

FIG. 4 is a schematic perspective view seen from the front of the vehicle body showing the structure of the attachment portion of the first upper arm 4 to the vehicle body B and its surroundings, and FIG. 5 is a cross-sectional view of the A-A line.

4 and 5, the front side of the engine compartment 30 is composed of a dash upper panel 31 and a dash lower panel 32. Darts lower panel 32, front window 3
A cowl panel 34 and a wheel apron 35 supporting the vehicle 3 are connected with bolts. A cowl box 36 is formed by the dash upper panel 31 and the cowl panel 34. A bracket 37 is attached to the darts lower panel 32 with bolts, and the bracket 36 is further attached to the dash upper panel 31, the darts lower panel 32, the cowl panel 34, the joint 38 of the wheel apron 35, and the wheel apron 35 with bolts. combined.

The rear end of the first upper arm 4 is attached to the bracket 37.
It is attached by a rubber bush 14 so as to be swingable about a substantially horizontal axis extending substantially in the width direction of the vehicle body B.

4 and 5, 39 is a suspension tower upper panel;
0 is a front frame, 41 is a wheel apron reinforcement outer panel, and 42 is a wheel apron reinforcement inner panel.

In the front suspension device according to this embodiment configured in this way, the first upper arm 4 extending substantially in the longitudinal direction of the vehicle body B restricts displacement of the vehicle body B in the longitudinal direction, and the second upper arm 5 and the The displacement of the vehicle body B in the width direction is regulated by the lower arm 7 of the type.
The attitude of the wheel 1 is controlled. In this example, the first
The upper arm 4 is attached to the upper end of the wheel support member 2 extending above the rim 1a of the wheel 1, and its front end is attached to a darts lower panel 32, a dash upper panel 31, a darts lower panel 32, a cowl panel 34, and a wheel apron 35. The rear end portions are attached to the bracket 37 connected to the joint 38 and the wheel apron 35 via rubber bushings 14, respectively, and their positions are adjusted such that the distance from the center of rotation of the wheel 1 is sufficiently long. but,
Therefore, the rubber bush 14 that pivotally connects the first upper arm 4 to the bracket 37 is made sufficiently soft so that it can sufficiently absorb the impact force in the longitudinal direction of the vehicle body B, thereby improving ride comfort. In addition, a second upper arm 4 extending substantially in the width direction of the vehicle body B is provided below the first upper arm 4.
Since the upper arm 5 is provided, it is also possible to prevent the support rigidity of the vehicle body B against lateral forces from decreasing. Furthermore, since the second upper arm 5 is provided below the first upper arm 4, interference with other parts is prevented, and the second upper arm 5 extends substantially in the width direction of the vehicle body B.
It is possible to make the length sufficiently long, and it becomes possible to control the camber change as desired. In addition, since the rubber bushing 14 that pivotally connects the first upper arm 4 to the darts lower panel 32 etc. can be made sufficiently soft, the rear end of the first upper arm 4 can be attached to the rubber bushing 14 on the vehicle body such as the darts lower panel 32. Even if it is directly attached via the bracket 37, the impact force in the longitudinal direction of the vehicle body B is prevented from being transmitted to the vehicle body B. Therefore, the impact force in the longitudinal direction of the vehicle body B is prevented from being transmitted to the vehicle body. , the cross member 10 is extended upward, and the first
Since it is not necessary to attach the rear end portion of the upper arm 4 to the cross member 10, the weight of the suspension device 3 can be significantly reduced. Furthermore, by adjusting the turnbuckle 15 provided on the first upper arm 4 extending substantially in the longitudinal direction of the vehicle body B and the turnbuckle 18 provided on the second upper arm 5 extending substantially in the width direction of the vehicle body B, Caster and camber can be adjusted independently.

FIG. 6 is a schematic plan view of a right rear wheel suspension device for a vehicle according to another embodiment of the present invention, FIG. 7 is a schematic rear view thereof, and FIG. 8 is a schematic side view of the suspension device as seen from the inside of the vehicle body. It is.

In FIGS. 6, 7, and 8, a wheel 51 is rotatably supported by a wheel support member 52 and connected to a vehicle body B via a suspension device 53. The wheel support member 52 extends above the rim 51a of the wheel 51.

The suspension device 53 includes an upper arm 56 consisting of a linear first upper arm 54 and a linear second upper arm 55, a lower arm 59 consisting of a linear 10th arm 57 and a linear 20th arm 58, and a trailing link. The tenth arm 57 and the twentieth arm 58 each include a shock absorber 60 and a shock absorber 61, each extending substantially in the width direction of the vehicle body B, and at their outer ends,
Rubber bushings 62 and 63 are attached to the lower end of the wheel support member 52.
are attached to the vehicle body B so as to be swingable around a substantially horizontal axis in the longitudinal direction of the vehicle body B, and the inner ends of the vehicle body B
Rubber bushings 65 are attached to cross members 64 fixed to
．． 66 so that it can swing about a substantially horizontal axis parallel to the axis of the vehicle body B.

The first absorptive arm 54 extends substantially in the front-rear direction of the vehicle body B, and its rear end is connected to the upper end of the wheel support member 2 extending above the rim 51a of the wheel 51 via a rubber bush 67, so that the first absorp arm 54 extends approximately the width of the vehicle body B. The front end is attached to a wheel house (not shown) of the vehicle body B so as to be swingable around a substantially horizontal axis extending substantially in the width direction of the vehicle body B via a rubber bushing 68. installed on. Although not shown, the first upper arm 5
4 is attached to a bracket connected to the wheel house via a rubber bush 68, as in the case of the right front wheel suspension device 3 shown in FIGS. 4, 5, right, and 6. Here, the first upper arm 54 is
It is arranged so that the attachment part to the vehicle body B at the front end is located below the attachment part to the wheel support member 52 at the rear end, that is, it is arranged so as to be inclined downward toward the front, The instantaneous center of rotation of the wheel 51 determined by the first upper arm 54 and the axis that restricts displacement of the wheel support member 52 of the lower arm 56 in the longitudinal direction of the vehicle body, that is, the axis connecting the rubber bushes 65 and 66, is located on the front side of the wheel 51. Anti-lift during braking of the wheels 51 is achieved by positioning the wheels 51 at the same positions.

The second upper arm 55 extends substantially in the width direction of the vehicle body B,
Its outer end is attached to the wheel support member 52 below the top of the rim 51a of the wheel 51 via a rubber bushing 69 so as to be swingable around a horizontal axis in the approximately longitudinal direction of the vehicle body B, and its inner end This section is attached to a cross member 64 fixed to the width of the vehicle body via a rubber bush 70 so as to be swingable about a substantially horizontal axis extending substantially in the longitudinal direction of the vehicle body B. Here, the second upper arm 55 is connected to the wheel 51.
Since it is attached to the wheel support member 52 below the top of the rim 51a, its length can be made sufficiently long.

The shock absorber 61 includes a coil spring 71 and a damper 72, extends in the vertical direction, and has a lower end.
It is attached to the wheel support member 52 so as to be swingable around a substantially horizontal axis extending substantially in the width direction of the vehicle body B, and its upper end portion is attached to the vehicle body B so as to be rotationally displaceable.

The trailing link 60 has its rear end attached to the wheel support member 52 via a rubber bush 73 so as to be swingable around a substantially horizontal axis in the width direction of the vehicle body B, and its front end attached to the vehicle body B. , are attached to the vehicle body B via rubber bushes 74 so as to be swingable around a substantially horizontal axis in the substantially width direction of the vehicle body B.

The right rear wheel suspension device 53 according to this embodiment configured as described above functions in the same manner as the above-described right front wheel suspension device 3, and can produce the same effects as the right front wheel suspension device 3.

The present invention is not limited to the above-mentioned examples, but various modifications can be made within the scope of the invention described in the claims, and these are also included within the scope of the present invention. Needless to say.

For example, in the right front wheel suspension device 3 in the embodiments shown in FIGS. 1 to 5, the lower arm 7 is
Although it is made up of a type arm, instead of this, it can be made up of two linear arms, one of which is made up of a trailing type arm attached to the other.
Alternatively, the two linear arms may be both attached to the wheel support member 2.

Further, the right front wheel suspension device 3 in the embodiments shown in FIGS. 1 to 5 employs a leading type first upper arm 4 extending rearward from the wheel support member 2; It is also possible to adopt a trailing type first upper arm 4 that extends to the front end of the first upper arm 4. In such a case, the front end of the first upper arm 4 can be attached to the wheel apron 35 in the same manner as shown in FIGS. 4 and 5. I can do it. Furthermore, when the trailing type first upper arm 4 is employed, the front end thereof is arranged so as to be inclined upward, so that the center of the amount of 10 rotations of the wheel is located on the rear side of the wheel 1. In this way, anti-dive during braking of the wheels 1 can be realized.

Furthermore, in the right rear wheel suspension device shown in FIGS. 6 to 8, the tenth arm 57 and the second
The 0th arm 58 is arranged so as to extend substantially in the width direction of the vehicle body B, but the 20th arm 58 is
It may also be configured by a trailing type arm attached to the tenth arm 57.

Further, in the right rear wheel suspension device shown in FIGS. 6 to 8, the first upper arm 54 is configured by a trailing type arm, and the 20th upper arm 58 is configured in the substantially width direction of the vehicle body B. Although these are arranged so as to extend from one side to the other, they may each be configured by a leading type arm. In this case as well, the front end of the first upper arm 54 is attached to the panel of the vehicle body B in the same manner as shown in the fourth figure and FIG. Each arm is arranged so as to be located in front of the.

Furthermore, in the right front wheel suspension system @3 in the embodiments shown in FIGS. 1 to 5, the first flange arm 4
The rear end is attached to the darts lower panel 32, the dash upper panel 31, the darts lower panel 32, and the cowl panel 3.
4, the connecting portion 38 of the wheel apron 35 and the wheel apron 35, and when the first upper arm 4 is configured as a trailing type arm, the front end of the first upper arm 4 is connected to the wheel apron 35, and the front end of the first upper arm 4 is connected to the wheel apron 35. In the right rear wheel suspension device shown in FIGS. 6 to 8, the front ends of the first upper arms 54 are respectively attached to the wheel houses.
These are examples, and the vehicle body B
The first upper arm 4 or the first
It is also possible to attach one end of the upper arm 54 to another part of the vehicle body B.

Effects of the Invention According to the present invention, impact force in the longitudinal direction of the vehicle can be sufficiently absorbed, ride comfort can be improved, brake shudder can be prevented, and camber changes can be controlled as desired. Therefore, it is possible to provide a suspension device for a vehicle that can be reduced in weight.

[Brief explanation of drawings]

FIG. 1 is a schematic plan view of a right front wheel suspension device for a vehicle according to an embodiment of the present invention, FIG. 2 is a schematic rear view thereof, and FIG. 3 is a schematic side view of the suspension device as seen from the inside of the vehicle body. FIG. 4 is a schematic perspective view seen from the front of the vehicle body showing the structure of the attachment portion of the first upper arm to the vehicle body B and its surroundings, and FIG. 5 is a cross-sectional view of the line AA. FIG. 6 is a schematic plan view of a right rear wheel suspension device for a vehicle according to another embodiment of the present invention, FIG. 7 is a schematic rear view thereof, and FIG. 8 is a schematic side view of the suspension device as seen from the inside of the vehicle body. It is. B...Vehicle body. 1...Wheel, 1a...Wheel rim, 2
...Wheel support member, 3.Suspension device, 4.First upper arm, 5.Second upper arm, 6.Upper arm6. 7...Lower arm, 8...Shock absorber, 9.11.12.13.14. 16.17... Rubber bush, 10... Cross member 15.18... Turnbuckle, 20... Coil spring, 21... Damper 30... Engine room, 31... Dash upper panel, 32 ...Dass lower panel, 33...Front window, 34...Cowl panel, 35...Wheel apron, 36...Cowl box, 37...Bracket, 38...Joining part, 39.・・Suspension tower upper panel, 40・
...Front frame, 41...Wheel apron reinforcement outer panel, 42...Wheel apron reinforcement inner panel, 51...Wheel, 51a...Wheel rim, 52...Wheel support member, 53... Suspension device, 54... First upper arm, 55... Second upper arm, 56... Upper arm, 57... 10th arm, 58... 20th arm, 59... Lower arm , 60... Trailing link, 61... Shock absorber, 62.63.65.66.67.68.69.70.7
3.74...Rubber bushing, 64...Cross member, 71...Coil spring, 72...Damper. BN body) Figure 1 Figure 4

Claims (1)

[Claims] In a vehicle suspension device comprising an upper arm and a lower arm that swingably support a wheel support member that rotatably supports a wheel on a vehicle body, the upper arm is provided at a predetermined distance apart in the vertical direction of the vehicle body, and the The structure includes a first upper arm extending substantially in the longitudinal direction of the vehicle body, and a second upper arm extending substantially laterally of the vehicle body below the first upper arm, and the second upper arm and the lower arm are fixed to the vehicle body. A suspension device for a vehicle, characterized in that the first upper arm is attached directly to the vehicle body.