JPH04108012A - Suspension arm in vehicle suspension device - Google Patents
Suspension arm in vehicle suspension deviceInfo
- Publication number
- JPH04108012A JPH04108012A JP22541490A JP22541490A JPH04108012A JP H04108012 A JPH04108012 A JP H04108012A JP 22541490 A JP22541490 A JP 22541490A JP 22541490 A JP22541490 A JP 22541490A JP H04108012 A JPH04108012 A JP H04108012A
- Authority
- JP
- Japan
- Prior art keywords
- arm
- main arm
- suspension
- vehicle body
- vehicle
- 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
Links
- 239000000725 suspension Substances 0.000 title claims abstract description 53
- 238000010008 shearing Methods 0.000 abstract description 4
- 230000008878 coupling Effects 0.000 abstract 1
- 238000010168 coupling process Methods 0.000 abstract 1
- 238000005859 coupling reaction Methods 0.000 abstract 1
- 230000001681 protective effect Effects 0.000 description 10
- 229920002430 Fibre-reinforced plastic Polymers 0.000 description 7
- 239000011151 fibre-reinforced plastic Substances 0.000 description 7
- 238000005452 bending Methods 0.000 description 3
- 229910000831 Steel Inorganic materials 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 206010041662 Splinter Diseases 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 239000011347 resin Substances 0.000 description 1
- 229920005989 resin Polymers 0.000 description 1
- 229910052710 silicon Inorganic materials 0.000 description 1
- 239000010703 silicon Substances 0.000 description 1
- 239000013585 weight reducing agent Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
- B60G3/02—Resilient suspensions for a single wheel with a single pivoted arm
- B60G3/04—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially transverse to the longitudinal axis of the vehicle
- B60G3/10—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially transverse to the longitudinal axis of the vehicle the arm itself being resilient, e.g. leaf spring
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/10—Independent suspensions
- B60G2200/14—Independent suspensions with lateral arms
- B60G2200/142—Independent suspensions with lateral arms with a single lateral arm, e.g. MacPherson type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/11—Leaf spring
- B60G2202/114—Leaf spring transversally arranged
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/14—Mounting of suspension arms
- B60G2204/143—Mounting of suspension arms on the vehicle body or chassis
- B60G2204/1432—Mounting of suspension arms on the vehicle body or chassis by vertical bolts or studs
-
- 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
- B60G2206/10—Constructional features of arms
- B60G2206/124—Constructional features of arms the arm having triangular or Y-shape, e.g. wishbone
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野〉
本発明は車両の懸架装置のサスペンションアームに関し
、特に、繊維強化プラスチック製のり−フスプリングを
使用するのに適するサスペンションアームに関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a suspension arm for a vehicle suspension system, and more particularly to a suspension arm suitable for using a fiber-reinforced plastic rope spring.
（従来の技術）
リーフスプリンタをサスペンションアームとして使用し
、前記リーフスプリングに懸架ばねの機能をも持たせる
ようにした懸架装置か提案されている（実開昭５７−８
８６０７号公報）。この懸架装置では、ストラット式の
懸架装置のサスペンションアームとして、平面形状か二
叉状を呈するいわゆるＡアーム、または真直ぐな平面形
状を呈するいわゆるＩアームを使用し、前者は前後方向
に間隔をおいた２つの内方の端部により、また？ｔｔ−
４はサスペンションアームにストラットバーを結合する
ことにより、サスペンションアームに加わる＠後方向の
曲げモーメントを固定的に受けている。(Prior Art) A suspension system has been proposed in which a leaf splinter is used as a suspension arm and the leaf spring also has the function of a suspension spring (Utility Model No. 57-8).
Publication No. 8607). In this suspension system, the suspension arms of the strut-type suspension system use so-called A-arms that have a planar or bifurcated shape, or so-called I-arms that have a straight planar shape, and the former are spaced apart in the longitudinal direction. Also by the two inner ends? tt-
4 fixedly receives the rearward bending moment applied to the suspension arm by connecting the strut bar to the suspension arm.
（発明が解決しようとする手段）
前記懸架装置のように、前後方に基づく曲げモーメント
を固定的に受けると、サスペンションアームの付は根、
またはサスペンションアームとストラットバーとの結合
部に、前後力か加わる都度、せん断力が発生し、また後
者ではバウンド、リバウンド時にねしり力が発生し、耐
久性低下の原因となる。(Means to be Solved by the Invention) When the suspension arm is fixedly subjected to a bending moment based on the front and rear directions, as in the above-mentioned suspension system, the attachment of the suspension arm is at the root,
Alternatively, shearing force is generated each time a longitudinal force is applied to the joint between the suspension arm and the strut bar, and in the latter case, torsional force is generated during bounce and rebound, causing a decrease in durability.
特に、軽量化などの理由から使用が検討されている繊維
強化プラスチック（ＦＲＰ）をサスペンションアームと
して使用した場合、せん断強さが引っ張り強さの４分の
１ないし５分の１程度であり、珪縮強さのほぼ半分しか
ないため、前記せん断力によって耐久性か著しく低下し
てしまう。In particular, when fiber-reinforced plastic (FRP), which is being considered for weight reduction, is used as a suspension arm, the shear strength is about one-fourth to one-fifth of the tensile strength, and silicon Since the compressive strength is only about half, the durability is significantly reduced by the shearing force.
したかって、本発明の目的は、前後力によるせん断力の
発生を少なくてきる車両の懸架装置のサスペンションア
ームを提供することにある。SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a suspension arm for a vehicle suspension system that can reduce the generation of shear force due to longitudinal force.
（、！ 題を解決するための手段）
本発明に係る車両の懸架装置のサスペンションアームは
、車体の横方向に配置されるリーフスプリンクからなる
主アームであって内方の端部が、上下方向へ伸びる軸線
の回りを回転可能Ｃ前記車体に結合され、外方の端部か
車輪支持体に結合される主アームと、前記車体の斜めま
たは前後方向に配置される、前記主アームより剛性の高
い補助アームであって一方の端部が、上下方向へ伸びる
軸線の回りを回転可能に前記主アームに結合され、他方
の端部が、軸線を上下方向に配置した筒状の弾性体のブ
ツシュを介して前記車体に結合される補助アームとを含
む。(,! Means for Solving the Problem) The suspension arm of the vehicle suspension system according to the present invention is a main arm made of a leaf spring disposed in the lateral direction of the vehicle body, and the inner end thereof is arranged in the vertical direction. a main arm rotatable about an axis extending to the vehicle body, the outer end of which is connected to the wheel support; A tall auxiliary arm, one end of which is coupled to the main arm so as to be rotatable about an axis extending in the vertical direction, and the other end of which is a cylindrical elastic bush whose axis is arranged in the vertical direction. and an auxiliary arm coupled to the vehicle body via.
（作用および効果）
サスペンションアームを車両の懸架装置に組み込んで使
用するとき、車輪支持体からサスペンションアームに前
後力に基つくモーメントが加わると、補助アームの車体
との結合部にあるブツシュのたわみの範囲内で、主アー
ムが、車体との結合部の上下方向へ伸びる軸線の回りを
回転する。これにより、せん断力が主アームに働くのを
抑えることができる。(Functions and Effects) When the suspension arm is incorporated into the suspension system of a vehicle and a moment based on longitudinal force is applied to the suspension arm from the wheel support, the bushing at the joint of the auxiliary arm with the vehicle body will deflect. Within this range, the main arm rotates about an axis extending vertically at the connection with the vehicle body. This makes it possible to suppress shearing force from acting on the main arm.
パウンド、リバウンド状態になると、主アームはそのば
ねの作用で仮想中心口りに揺動し、補助アームはブツシ
ュの作用でブツシュの中心口りに揺動する。In the pound and rebound state, the main arm swings toward the virtual center due to the action of its spring, and the auxiliary arm swings toward the center of the bush due to the action of the bush.
前後力に基づくせん断力か主アームに発生しないが、発
生しても小さな値に抑えることか可能であるため、強度
上有利となり、耐久性が向上する。Although shear force due to longitudinal force does not occur in the main arm, even if it does occur, it can be suppressed to a small value, which is advantageous in terms of strength and improves durability.
補助アームは 主アームより剛性が高いことがら、ステ
ア時のタイヤとの干渉を避ける一方て、＠接方および左
右力によって発生する軸力に耐えられる形状や配置を容
易に選定できる。この通切な選定によりば、補助アーム
にストッパの役目をさせ、懸架装置の全体の剛性を確保
できる。Since the auxiliary arm has higher rigidity than the main arm, it is possible to easily select a shape and arrangement that can withstand the axial forces generated by lateral and lateral forces while avoiding interference with the tires during steering. With this thorough selection, the auxiliary arm can serve as a stopper and the rigidity of the entire suspension system can be ensured.
補助アームの車体との結合部にあるブツシュの剛性を変
えることにより、前後コンプライアンス特性を変更でき
る。By changing the stiffness of the bushing at the connection part of the auxiliary arm to the vehicle body, the front and rear compliance characteristics can be changed.
主アームの両端を上下方向の軸線回りに回転可能に支持
したことにより、主アームに発生する応力の大きさや応
力の方向が、主アームに加わる軸力と上下の曲げ力のみ
て定まる。そのため、主アームをＦＲＰのような異方性
材料で形成した場合、樹脂特性を十分に生かすことがて
きる。Since both ends of the main arm are rotatably supported around the vertical axis, the magnitude and direction of stress generated in the main arm are determined only by the axial force and vertical bending force applied to the main arm. Therefore, when the main arm is formed of an anisotropic material such as FRP, the characteristics of the resin can be fully utilized.
（実施例）
サスペンションアーム１０は、車両の懸架装置１２を構
成するものであって、第１図および第２図に示すように
、主アーム１４と、補助アーム１６とを含む。(Example) The suspension arm 10 constitutes a suspension system 12 of a vehicle, and includes a main arm 14 and an auxiliary arm 16, as shown in FIGS. 1 and 2.
図示の実施例では、懸架装置１２は、車輪支持体１８を
サスペンションアーム１０とストラット２０とによって
支持したストラット式である。In the illustrated embodiment, the suspension system 12 is of a strut type in which a wheel support 18 is supported by a suspension arm 10 and a strut 20.
車輪支持体１Ｂは舵輪２２を駆動可能にかつ操舵可能に
支持しており、ステアリンク装置に連なるタイロッド２
４か車輪支持体１８虹結合されている。The wheel support 1B supports a steering wheel 22 in a drivable and steerable manner, and a tie rod 2 connected to a steering link device.
4 or 18 wheel supports are rainbow-coupled.
主アーム１４は、車体の横方向に配置されるリーフスブ
リンクからなる。主アーム１４の内方の端部は、上下方
向へ伸びる軸線の回りを回転可能に前記車体に結合され
、外方の端部は車輪支持体に結合される。The main arm 14 consists of a leaf link arranged in the lateral direction of the vehicle body. The inner end of the main arm 14 is coupled to the vehicle body so as to be rotatable about an axis extending in the vertical direction, and the outer end is coupled to a wheel support.
図示の実施例ては、主アーム１４はＦＲＰ製である。主
アームの内方の端部１５ａに設けた孔にカラー２６か取
り付けられ、内方の端部１５ａは、カラー２６およびサ
スペンションアーム＼２８を貫通して上下方向に配置さ
れているボルト３０と、ボルト３０にねし込まれたナツ
ト３２とによリサスペンションメンバ２８に結合され、
ボルト３０の軸線回りを回転可能である。サスペンショ
ンメンバ２８は図示しないクツションマウントおよびボ
ルトによって車体３４に結合される。In the illustrated embodiment, the main arm 14 is made of FRP. A collar 26 is attached to a hole provided in the inner end 15a of the main arm, and the inner end 15a has a bolt 30 arranged vertically passing through the collar 26 and the suspension arm \28. It is coupled to the restuspension member 28 by a nut 32 screwed into the bolt 30,
It is rotatable around the axis of the bolt 30. The suspension member 28 is coupled to the vehicle body 34 by a cushion mount and bolts (not shown).
主アーム１４の内方の端部１５ａを、サスペンションメ
ンバ２８を介することなく、直接車体３４に結合するこ
ともできる。この明細書において、車体に結合するとは
、前記両態採を含む意味である。The inner end 15a of the main arm 14 can also be directly connected to the vehicle body 34 without using the suspension member 28. In this specification, the expression "coupled to the vehicle body" includes both the above-mentioned states.
主アーム１４がＦＲＰ製であることから、主アーム１４
の外方の端部１５ｂは保護部材を介して車輪支持体１８
に結合される。すなわち、第２図および第４図に詳細に
示すように、主アーム１４の外方の端部１５ｂに、断面
がコの字状を呈する保護金物３６を複数のリベット３７
によって堅固に取り付け、この保護金物３６を、コの字
状の断面部分を有する保護部３８に差し込んで、上下方
向に配置される単一のリベット４０によって保護金物３
６と保護部３８とか結合されている。これにより、主ア
ーム１４の外方の端部１５ｂと保護部３８とは相対回転
可能である。Since the main arm 14 is made of FRP, the main arm 14
The outer end 15b of the wheel support 18 is connected to the wheel support 18 via a protective member.
is combined with That is, as shown in detail in FIGS. 2 and 4, a plurality of rivets 37 are attached to the outer end 15b of the main arm 14 with a protective hardware 36 having a U-shaped cross section.
The protective metal fitting 36 is firmly attached by inserting it into the protective part 38 having a U-shaped cross section, and the protective metal fitting 36 is fixed firmly by a single rivet 40 arranged in the vertical direction.
6 and the protection part 38 are combined. Thereby, the outer end 15b of the main arm 14 and the protection part 38 can rotate relative to each other.
保護部３８はボールジヨイント４２によって車輪支持体
１８に結合され・ている。The protection part 38 is connected to the wheel support 18 by a ball joint 42.
補助アーム１６は、車体３４の斜めまたは前後方向に配
置されるものて、主アーム１４より剛性が高くなるよう
に形成される。補助アーム１６の一方の端部は、上下方
向へ伸びる軸線の回りに回転可能に主アーム１４に結合
され、他方の端部は、軸線を上下方向に配置した筒状の
弾性体のブツシュを介して車体に結合される。The auxiliary arm 16 is arranged diagonally or in the longitudinal direction of the vehicle body 34, and is formed to have higher rigidity than the main arm 14. One end of the auxiliary arm 16 is rotatably connected to the main arm 14 about an axis extending in the vertical direction, and the other end is connected to the main arm 14 through a bush of a cylindrical elastic body with the axis extending in the vertical direction. and is connected to the vehicle body.
図示の実施例では、補助アーム１６は鋼製てあり、保護
部３８を一体に有する。補助アーム１６の一方の端部に
ある保護部３８が、前記のとおり、保護部３８を貫通す
るリベット４０によって、主アーム１４に結合されてい
る。補助アーム１６の他方の端部３９はアイとなってお
り、コムの円筒状のブツシュ４４かアイに嵌合されてい
る。補助アーム１６の端部３９は、ブツシュ４４の中央
の孔およびサスペンションメンバ２８を貫通して上下方
向へ伸びるボルト４６にナツト（図示せず）をねじ込ん
でサスペンションメンバ２８に取り付けられ、サスペン
ションメンバ２８を介して車体に結合されている。In the illustrated embodiment, the auxiliary arm 16 is made of steel and has an integral protection part 38. A guard 38 at one end of the auxiliary arm 16 is connected to the main arm 14 by a rivet 40 passing through the guard 38, as described above. The other end 39 of the auxiliary arm 16 is an eye, into which the cylindrical bushing 44 of the comb is fitted. The end portion 39 of the auxiliary arm 16 is attached to the suspension member 28 by screwing a nut (not shown) into a bolt 46 that extends vertically through a hole in the center of the bushing 44 and the suspension member 28. It is connected to the vehicle body through.
補助アーム１６はブツシュ４４のたわみの範囲で、前後
、左右および上下に変位する。したかって、ブツシュ４
４の硬軟により、主アーム１４の回転の程度やサスペン
ションアーム１０の全体の剛性などを広い範囲で定める
ことがてきる。The auxiliary arm 16 can be displaced back and forth, left and right, and up and down within the range of deflection of the bush 44. I want it, Bush 4
4, the degree of rotation of the main arm 14 and the overall rigidity of the suspension arm 10 can be determined over a wide range.
第５図および第６図に示す実施例では、サスペンション
アームｌＯが、ＦＲＰ製のリーフスプリングからなる主
アーム１４と、鋼て形成された補助アーム１６とを備え
る点で前記実施例と同しである。The embodiment shown in FIGS. 5 and 6 is the same as the previous embodiment in that the suspension arm IO includes a main arm 14 made of an FRP leaf spring and an auxiliary arm 16 made of steel. be.
第５図および第６図に示した実施例では、保護金物５０
が両側に、断面がコの字状を呈する連結部５１ａ、５１
ｂを有し、主アーム１４が一方の連結部５１ａに複数の
リベット３７によって堅固に結合されている。補助アー
ム１６の端部４８は肉厚に形成されており、内筒５４お
よび外筒５６を接着したゴムのブツシュ５２が端部４８
に圧入されている。端部４８はボールジヨイント４２を
介して車輪支持体に結合される。内筒５４を保護金物５
０の連結部５１ｂに配置し、内筒５４と連結部５１ｂと
に上下方向へ伸びるボルト５８を貫通させ、ボルト５８
にナツト６０をねし込んで、端部４８か保護金物５０に
結合されている。これにより、主アーム１４と補助アー
ム１６とは相対回転可能である。In the embodiment shown in FIGS. 5 and 6, the protective hardware 50
are on both sides, and the connecting portions 51a, 51 have a U-shaped cross section.
b, and the main arm 14 is firmly connected to one connecting portion 51a by a plurality of rivets 37. The end portion 48 of the auxiliary arm 16 is formed thickly, and a rubber bushing 52 to which the inner cylinder 54 and the outer cylinder 56 are bonded is attached to the end portion 48.
is press-fitted into the The end 48 is connected to the wheel support via a ball joint 42. Protective hardware 5 for inner cylinder 54
A bolt 58 extending vertically is passed through the inner cylinder 54 and the connecting portion 51b, and the bolt 58
The end portion 48 is connected to the protective hardware 50 by screwing in a nut 60 . This allows the main arm 14 and the auxiliary arm 16 to rotate relative to each other.
このように、主アーム１４と補助アーム１６との間にゴ
ムのブツシュ５２を介在させねば、路面振動をブツシュ
５２によって低減でき、また前後コンプライアンスの調
整幅を広げることかてきる。In this manner, by interposing the rubber bushing 52 between the main arm 14 and the auxiliary arm 16, road vibration can be reduced by the bushing 52, and the range of adjustment of longitudinal compliance can be expanded.
前記いずれの実施例の場合にも、主アーム１４および補
助アーム１６の結合は１前後力Ｆによって、主アーム１
４かブツシュ４４のたわみの範囲内で上下方向に伸びて
いる軸３０の軸線の回りに回転するが、バウンド、リバ
ウンド時には、主アーム１４と補助アーム１６との間お
よび主アーム１４と車体との間に、上下方向の実質的な
相対変位が生じないように行う。In any of the above embodiments, the main arm 14 and the auxiliary arm 16 are connected by one longitudinal force F.
4 rotates around the axis of the shaft 30 extending in the vertical direction within the range of deflection of the bush 44, but during bounce and rebound, the movement between the main arm 14 and the auxiliary arm 16 and between the main arm 14 and the vehicle body occurs. This is done so that no substantial relative displacement occurs in the vertical direction.
サスペンションアーム１０を車両の懸架装置に組み込ん
で使用するとき、車輪支持体からサスペンションアーム
１０に前後力Ｆに基づくモーメントか加わると、第７図
に示すように、補助アーム１６の車体との結合部にある
ブツシュ４４のたわみの範囲内で、主アーム１４が、車
体との結合部の上下方向へ伸びる軸線３０の回りを六方
向に回転する。When the suspension arm 10 is used by being incorporated into a vehicle suspension system, when a moment based on the longitudinal force F is applied to the suspension arm 10 from the wheel support, the connection portion of the auxiliary arm 16 with the vehicle body is damaged as shown in FIG. Within the range of deflection of the bushing 44 at , the main arm 14 rotates in six directions about an axis 30 extending in the vertical direction of the connection with the vehicle body.
パウンド、リバウンド状態になると、主アーム１４はそ
のばねの作用で仮想中心０の回りに仮想回転半径Ｒて揺
動じ、補助アーム１６はブツシュ４４の作用で軸４６の
中心回りに揺動する。In the pound and rebound state, the main arm 14 swings around the virtual center 0 with the virtual rotation radius R under the action of its spring, and the auxiliary arm 16 swings around the center of the shaft 46 under the action of the bushing 44.
したがって、仮想中心０を通って主アーム１４に直交す
る線上に軸４６の中心がくるように配列すわば、バウン
ド、リバウンド時に主アーム１４にねしり力か発生する
のを防ぐことがてきる。Therefore, by arranging the shaft 46 so that its center is on a line passing through the virtual center 0 and perpendicular to the main arm 14, it is possible to prevent the generation of torsional force on the main arm 14 during bounce and rebound.
なお、前記実施例では、車輪支持体は駆動輪かつ操舵輪
用であるが、これに代え、車輪支持体か非駆動輪用また
は非操舵輪用であっても、本発明は実施できる。In the embodiments described above, the wheel supports are for driving wheels and steered wheels, but the present invention can be practiced even if the wheel supports are for non-driving wheels or non-steering wheels instead.
また、ストラット式懸架装置に代えて、ダブルウィツシ
ュボーン式懸架装置においても、アッパアームまたはロ
アアームとして本発明に係るサスペンションアームを使
用することにより、実施できる。Further, instead of the strut type suspension system, a double wishbone type suspension system can also be implemented by using the suspension arm according to the present invention as the upper arm or the lower arm.
補助アーム１６は車体に斜めに配置しであるが、これに
代え、前後方向に配置することもてきる。この補助アー
ム１６はトレーリンクアームとして使用する。Although the auxiliary arm 16 is arranged diagonally on the vehicle body, it can alternatively be arranged in the front-rear direction. This auxiliary arm 16 is used as a tray link arm.
第１図は本発明に係るサスペンションアームを組み込ん
た懸架装置の斜視図で一部を破断して示し、第２図は本
発明に係るサスペンションアームの平面図、第３図は第
２図の３−３線に沿って切断した拡大断面図、第４図は
第２図の４−４線に沿って切断した拡大断面図、第５図
は本発明に係るサスペンションアームの別の実施例の平
面図で一部を破断して示し、第６図は第５図の６−６線
に沿って切断した拡大断面図、第７図は作用を示すもの
で、ａは平面図、ｂは背面図を示す。
１０ サスペンションアーム、
１２ 懸架装置、
１４、主アーム、
１６ 補助アーム、
３６．５０ 保護金物、
３８．４８ 保護部、
４４ ブツシュ。
第１図FIG. 1 is a partially cutaway perspective view of a suspension system incorporating a suspension arm according to the present invention, FIG. 2 is a plan view of the suspension arm according to the present invention, and FIG. 4 is an enlarged sectional view taken along line 4-4 in FIG. 2, and FIG. 5 is a plan view of another embodiment of the suspension arm according to the present invention. The figures are partially cut away, and Fig. 6 is an enlarged sectional view taken along the line 6-6 in Fig. 5, and Fig. 7 shows the operation, where a is a plan view and b is a rear view. shows. 10 Suspension arm, 12 Suspension device, 14 Main arm, 16 Auxiliary arm, 36.50 Protective hardware, 38.48 Protective part, 44 Bush. Figure 1
Claims (1)
アームであって内方の端部が、上下方向へ伸びる軸線の
回りを回転可能に前記車体に結合され、外方の端部が車
輪支持体に結合される主アームと、前記車体の斜めまた
は前後方向に配置される、前記主アームより剛性の高い
補助アームであって一方の端部が、上下方向へ伸びる軸
線の回りを回転可能に前記主アームに結合され、他方の
端部が、軸線を上下方向に配置した筒状の弾性体のブッ
シュを介して前記車体に結合される補助アームとを含む
、車両の懸架装置のサスペンションアーム。A main arm consisting of a leaf spring arranged in the lateral direction of the vehicle body, the inner end of which is coupled to the vehicle body so as to be rotatable around an axis extending in the vertical direction, and the outer end of which is connected to the wheel support. a main arm coupled to the vehicle body; and an auxiliary arm that is more rigid than the main arm and is disposed diagonally or in the longitudinal direction of the vehicle body, one end of which is rotatable around an axis extending in the vertical direction. A suspension arm for a vehicle suspension system, the auxiliary arm being coupled to the main arm and having the other end coupled to the vehicle body via a cylindrical elastic bush whose axis is arranged in the vertical direction.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22541490A JPH04108012A (en) | 1990-08-29 | 1990-08-29 | Suspension arm in vehicle suspension device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22541490A JPH04108012A (en) | 1990-08-29 | 1990-08-29 | Suspension arm in vehicle suspension device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH04108012A true JPH04108012A (en) | 1992-04-09 |
Family
ID=16828999
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP22541490A Pending JPH04108012A (en) | 1990-08-29 | 1990-08-29 | Suspension arm in vehicle suspension device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH04108012A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1080953A1 (en) * | 1999-09-03 | 2001-03-07 | Ford Global Technologies, Inc., A subsidiary of Ford Motor Company | Motor vehicle wheel suspension with a wheel guiding leaf spring |
| CN102753371A (en) * | 2010-02-15 | 2012-10-24 | 雷诺卡车公司 | Suspension assembly for an automotive vehicle and automotive vehicle comprising such a suspension assembly |
| JP2013189189A (en) * | 2012-03-14 | 2013-09-26 | Fiat Group Automobiles Spa | Motor-vehicle suspension system with transverse control arms and central leaf spring connecting the arms |
| US8733246B2 (en) | 2009-06-09 | 2014-05-27 | Ihi Corporation | Offset printing apparatus which can attain high positional accuracy |
| WO2014192081A1 (en) * | 2013-05-28 | 2014-12-04 | 東レ株式会社 | Vehicle link component, and manufacturing method therefor |
| DE102022121454B3 (en) | 2022-08-25 | 2024-01-18 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Independent suspension of a two-track vehicle |
-
1990
- 1990-08-29 JP JP22541490A patent/JPH04108012A/en active Pending
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1080953A1 (en) * | 1999-09-03 | 2001-03-07 | Ford Global Technologies, Inc., A subsidiary of Ford Motor Company | Motor vehicle wheel suspension with a wheel guiding leaf spring |
| US8733246B2 (en) | 2009-06-09 | 2014-05-27 | Ihi Corporation | Offset printing apparatus which can attain high positional accuracy |
| CN102753371A (en) * | 2010-02-15 | 2012-10-24 | 雷诺卡车公司 | Suspension assembly for an automotive vehicle and automotive vehicle comprising such a suspension assembly |
| CN102753371B (en) * | 2010-02-15 | 2016-11-23 | 沃尔沃卡车集团 | Suspended rack assembly and the motor vehicles including this suspended rack assembly for motor vehicles |
| JP2013189189A (en) * | 2012-03-14 | 2013-09-26 | Fiat Group Automobiles Spa | Motor-vehicle suspension system with transverse control arms and central leaf spring connecting the arms |
| WO2014192081A1 (en) * | 2013-05-28 | 2014-12-04 | 東レ株式会社 | Vehicle link component, and manufacturing method therefor |
| JPWO2014192081A1 (en) * | 2013-05-28 | 2017-02-23 | 東レ株式会社 | LINK PARTS FOR VEHICLE AND MANUFACTURING METHOD THEREOF |
| DE102022121454B3 (en) | 2022-08-25 | 2024-01-18 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Independent suspension of a two-track vehicle |
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