JPH0350008A - Suspension device for vehicle - Google Patents

Abstract

PURPOSE:To improve driving comfortableness, prevent brake judder, and control camber variation, by respectively providing an upper trailing arm in the front and rear direction along an upper arm and a lower trailing arm along a lower arm, and fitting both arms to a vehicle body through a common bracket. CONSTITUTION:A suspension device 3 is constituted out of an upper arm 6 which is composed of a first upper trailing arm 4 linearly extending in the front and rear direction and a second upper arm 5 linearly extending in the right and left direction under the former, a lower arm 10 which is composed of a linear first lower arm 7 and a linear second lower arm 8 and a lower trailing arm 9, and a shock absorber 11. The first upper trailing arm 4 and the lower trailing arm 9 are fitted to a bracket 17 mounted on a vehicle body through respective rubber bushes. By this constitution, driving comfortableness can be improved, brake judder can be prevented, and camber variation can be controlled.

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 changes as desired, which is lightweight and has excellent assembly performance. be.

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 such a suspension system for a vehicle, in order for the upper lateral arm to sufficiently absorb the impact force applied in the longitudinal direction of the vehicle and improve ride comfort, it is necessary to soften the rubber bushing of the shaft support of the upper lateral arm. However, if the rubber bushings are made softer, the support rigidity against forces applied in the lateral direction of the vehicle will decrease, as well as the support rigidity around the rotational axis of the wheel, and as a result, the natural frequency will decrease. However, there is a problem in that brake shudder, a phenomenon that causes vibration and resonance of the brake equipment, is likely to occur.

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

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 bumping 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 into a second suspension system and is easy to assemble.

Structure of the Invention An object of the present invention is to provide an upper arm that is arranged at a predetermined distance in the vertical direction of the vehicle body, and a first upper trailing arm that extends approximately in the longitudinal direction of the vehicle body; the lower arm includes a lower trailing arm, the first upper trailing arm and the lower trailing arm are attached to a bracket, and the bracket is attached directly to the vehicle body. This is achieved by configuring.

Effect of the Invention According to the present invention, since the first upper trailing arm extending substantially in the longitudinal 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 trailing arm extends substantially in the longitudinal direction of the vehicle body. Sufficiently absorbs impact forces in the front and rear directions,
Even if the 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 upper trailing arm, which is located approximately lateral to the vehicle body. Since it is supported by the second upper arm extending in the direction, the support 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, so that camber changes can be controlled as desired. A suspension device for a vehicle can be provided.

In addition, since the rubber bushing of the shaft support of the first upper trailing arm that extends approximately in the longitudinal direction of the vehicle body can be made sufficiently soft, even if the first upper trailing arm is directly attached to the vehicle body, the impact force in the longitudinal direction of the vehicle can be easily applied. It is possible to sufficiently prevent the transmission of the cross member to the vehicle body, and therefore there is no need to extend the cross member upward and attach the first upper trailing arm thereto, thereby reducing the weight of the suspension device. becomes possible.

Furthermore, when attaching the suspension device to the vehicle body, the shock absorber must be attached to the vehicle body along with the first upper trailing arm and the lower trailing arm, which may make assembly difficult. , according to the present invention, the first upper trailing arm and the lower trailing arm are
Since it can be attached to a bracket, when assembling the suspension device, only the bracket and the shock absorber need to be assembled to the vehicle body, making it possible to greatly improve the ease of assembly.

Embodiments Hereinafter, embodiments of the present invention will be described in detail based on the accompanying drawings. ♂ FIG. 1 is a schematic plan view of a right rear wheel suspension device for a vehicle according to an embodiment of the present invention. FIG. 2 is a schematic side view of the vehicle as seen from inside.

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

The suspension device 3 includes an upper arm 6 consisting of a linear first 7X11 arm 4 and a linear second upper arm 5, a linear 10th arm 7, a linear 20th arm 8, and a lower trailing arm 9. The shock absorber 11 is composed of a lower arm IO and a shock absorber 11.

The 10th arm 7 and the 20th arm 8 each extend substantially in the width direction of the vehicle body B, and are connected to the lower end of the wheel support member 2 at the outer end of the vehicle body B via a bushing 12.13. They are mounted to be swingable around a substantially horizontal axis in the longitudinal direction, and their inner ends are connected to the cross members (not shown) fixed to the vehicle body B via rubber bushings 14 and 15, respectively. It is mounted so as to be able to swing around a substantially horizontal axis parallel to the axis.

The lower trailing arm 9 has its rear end attached to the wheel support member 2 via a rubber pusher L16 so as to be swingable around a substantially horizontal axis in the width direction of the vehicle body B, and its front end On the bracket 17 attached to the
It is attached via a rubber bush 18 so as to be swingable about a substantially horizontal axis in the substantially width direction of the vehicle body B.

The first upper trailing arm 4 extends substantially in the longitudinal direction of the vehicle body B, and its rear end is attached to the upper end of the wheel support member 2 extending above the rim 1a of the wheel 1 with a rubber bush 19.
The front end of the front end is attached to the bracket 17 attached to the vehicle body B via a rubber pusher 520 so as to be able to swing around a substantially horizontal axis in the width direction of the vehicle body B. It is attached to be swingable around a substantially horizontal axis extending in the width direction.

Here, the first upper trailing arm 4 has a front end portion that is attached to the vehicle body B, and a rear end portion of the first upper trailing arm 4 that is attached to the vehicle body B.
The first
The instantaneous center of rotation of the wheel l determined by the upper trailing arm 4 and the axis that restricts displacement of the wheel support member 2 of the lower arm 10 in the longitudinal direction of the vehicle body, that is, the axis connecting the rubber bushings 14.15, is on the front side of the wheel 1. Anti-lift during braking of the wheels 1 is achieved by positioning the wheels 1 at .

The second upper arm 5 extends substantially in the width direction of the vehicle body B, and its outer end is connected to the wheel support member 2 below the top of the rim la of the wheel l via a rubber bushing 21 in the substantially longitudinal direction of the vehicle body B. The inner end thereof is attached to a cross member (not shown) fixed to the vehicle body B via a rubber bushing 22 so as to be able to swing around a substantially horizontal axis extending approximately in the longitudinal direction of the vehicle body B. It is movably mounted. In this way, since the second upper arm 5 is attached to the wheel support member 2 below the top of the rim 1a of the wheel 1, its length can be made sufficiently long.

The shock absorber 11 includes a coil spring 23 and a damper 24, and extends in the vertical direction.
It is attached to the wheel support member 2 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 width of the vehicle body so as to be rotationally displaceable.

A stud 25 is formed on the upper mold of the part of the vehicle body B to which the bracket 17 is attached so that the bracket 17 can be easily attached to a predetermined position. A notch 26 having a shape corresponding to the shape is formed. Therefore, the first upper trailing arm 4 and the lower trailing arm 9 are attached to the bracket 17 via the rubber bushings 20.18 in advance, and then,
By engaging the notch 26 of the bracket 17 with the stud 25, the bracket 17 can be positioned at a predetermined position on the vehicle body B, and can be attached to the vehicle body B with a bolt.

In the right rear wheel suspension device according to this embodiment configured as described above, the first upper trailing arm 4 extending substantially in the longitudinal direction of the vehicle body B restricts displacement of the vehicle body B in the longitudinal direction. The second upper arm 5, the tenth arm 7, and the twentieth arm 8 restrict displacement of the vehicle body B in the width direction, and control the attitude of the wheel 1. In this embodiment, the first upper trailing arm 4 has its rear end attached to the upper end of the wheel support member 2 extending above the rim 1a of the wheel 1, and its front end attached to the vehicle body B. The first upper trailing arm 4 is attached to the bracket 17 via the rubber bushing 20, and its position is set so that the distance from the center of rotation of the wheel 1 is sufficiently long. Even if the rubber bushing 20 pivoted to the brake bushing 17 is made sufficiently soft so that it can sufficiently absorb the impact force in the longitudinal direction of the vehicle body B, and the riding comfort is improved, the occurrence of brake jug cannot be effectively prevented. can be prevented and also the first
Since the second upper arm 5 extending substantially in the width direction of the vehicle body B is provided below the upper trailing arm 4, it is possible to prevent the support rigidity of the vehicle body B against lateral forces from decreasing. Furthermore, the second upper arm 5,
Since it is provided below the first upper trailing arm 4, interference with other parts can be prevented and the length of the second upper trailing arm 5 extending substantially in the width direction of the vehicle body B can be made sufficiently long. It becomes possible to control the camber change as desired. Furthermore, since the rubber bushing 20 that pivotally connects the first upper trailing arm 4 to the bracket 17 can be made sufficiently soft, the front end of the first upper trailing arm 4 can be attached to the rubber bushing 20 along the vehicle body.
Even if it is directly attached via the bracket 17, 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 not transmitted to the vehicle body. Since it is not necessary to extend the cross member upward and attach the front end portion of the first upper trailing arm 4 to the cross member, the weight of the suspension device 3 can be significantly reduced. Furthermore, since the first upper trailing arm 4 and the lower trailing arm 9 can be attached to the bracket 17 in advance and then attached to the vehicle body, it is not necessary to attach the shock absorber 11 to the vehicle body at the same time. It becomes possible to assemble the suspension device 3 to the vehicle body B extremely easily.

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 above-mentioned embodiment, the explanation was given for the right rear wheel suspension device 3, but the present invention can be applied not only to the left rear wheel suspension device but also to a front suspension device.

Further, in the embodiment, the tenth arm 7, the second
The lower arm IO is composed of the 0-arm 8 and the lower trailing arm 9, and the lower arm 9 is composed of the A-type lower arm and the lower trailing arm 9.
may be configured.

Further, in the embodiment, both the tenth arm 7 and the twentieth arm 8 are arranged to extend substantially in the width direction of the vehicle body B, but the twentieth arm 8 is attached to the tenth arm 7. It may also be configured with a trailing type arm.

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 made lighter and easier to assemble.

[Brief explanation of drawings]

FIG. 1 is a schematic plan view of a right rear wheel suspension device for a vehicle according to an embodiment of the present invention, and FIG. 2 is a schematic side view of the suspension device as seen from the inside of the vehicle body. B...Vehicle body. l...Wheel, 1a...Wheel rim, 2
...Wheel support member, 3.Suspension device, 4.First upper trailing arm, 5.Second
Upper arm, 6... Upper arm, 7... 10th arm, 8... 20th arm, 9... Trailing arm, IO... Lower arm 11... Shock absorber, 12.13.14. 15.16.18.19.20.2
1.22... Rubber bush, 17... Bracket, 23... Coil spring, 24... Damper 25... Stud, 26... Notch. Figure 1

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 the vehicle body, the upper arm is provided at a predetermined distance apart in the vertical direction of the vehicle body, and a first upper trailing arm that extends in a substantially longitudinal direction; and a second upper arm that extends in a substantially lateral direction of the vehicle body below the first upper arm; the lower arm includes a lower trailing arm; The upper trailing arm and the lower trailing arm are
A suspension device for a vehicle, characterized in that it is attached to a bracket, and the bracket is directly attached to a vehicle body.