JPH04193616A - Suspension device for vehicle - Google Patents

Abstract

PURPOSE:To secure travelling stability with light-weight and compact constitution by providing a lower arm connected pivotally to the lower portion of a wheel supporting member, a shock absorber connected rotatably to the upper portion of the wheel supporting member, and an upper arm connected pivotally to either of the wheel supporting member and the shock absorber. CONSTITUTION:A wheel support 12 as a wheel supporting portion, on which a steering wheel, for example, a right front wheel FR is mounted rotatably, is provided in a suspension device 10. Also, the top of a lower arm 14 is mounted pivotally at the under lower side of the wheel support 12. In addition, the lower portion of a shock absorber 22 is connected rotatably to the top of a mounting piece 18 formed at the inside top end of the wheel support 12 through a rubber bush 20 with the rotating axis of l. Then the top end of an upper arm 28 is mounted at the lower end of the shock absorber 22 pivotally through a ball joint 30, and the base end of the upper arm 28 is connected pivotally to a vehicle body side, i. e., the inside of a tire house through a bush 32.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a vehicle suspension device for suspending wheels.

[Prior Art] Various configurations of suspension devices for suspending steered wheels have been developed and put into practical use. Among these various types of suspension devices, the strut type suspension device is, for example,
As shown in Japanese Patent No. 803, the lower end of the shock absorber is rigidly connected to the wheel rotation support part, so it is lightweight and
It is compact and easy to assemble, and because the upper end of the shock absorber is attached to the vehicle body at a high position, it prevents caster variation, and is widely used in so-called passenger cars.

[Problems to be Solved by the Invention] However, in such a strut-type suspension device, as described above, the lower end of the shock absorber is rigidly connected to the wheel rotation support portion, so the degree of freedom is conversely impaired. Therefore, there are problems in that it is difficult to appropriately control the camber and it is difficult to appropriately change the toe.

On the other hand, in recent years, in order to solve the problems with these strut type suspension devices, double wishbone type suspension devices have come to be used in passenger cars as well. In the double wishbone suspension system applied to this passenger car,
Since the link connecting portion has a large number of shaft supports, the degree of freedom is increased, and the camber can be easily changed as appropriate, and the toe can also be changed appropriately.

However, having a large number of shaft supports, which was cited as the reason for achieving such effects, has the opposite effect, resulting in problems such as increased weight, a complicated structure, and poor assembly performance. On the contrary, it will have.

In particular, with this double wishbone type suspension device, when the link length can be set sufficiently, as in a so-called racing car, the trajectory of the vertical movement of the wheel supported by this suspension device is almost impossible. , can be approximated to a straight line, making it possible to linearly change the wheel posture, such as toe and camber, during bump and rebound of the wheels, thereby ensuring optimal running stability.

However, when applying this double wishbone type suspension device to a passenger car,
Since the space in the tire house is limited, the link length must necessarily be shortened, and as a result, for example,
Although the double wishbone system is adopted, the locus of the vertical movement of the wheels has to be a curve with a large radius of curvature. It is difficult to fully utilize the benefits of adopting this type of engine.In particular, in recent years, with the increase in engine output in passenger cars, the number of auxiliary equipment attached to the engine has increased, making it necessary to expand the engine room. For this reason, tire houses tend to become narrower, and it is impossible to set longer link lengths in passenger cars.

This invention was made in view of the above-mentioned problems, and the purpose of this invention is to create a new system that can achieve a high level of running stability with a lightweight and compact structure comparable to a strut-type suspension device. An object of the present invention is to provide a suspension device for a vehicle having a configuration.

Another object of the present invention is to provide a vehicle suspension system that can obtain camber change characteristics comparable to a double wishbone type with a long arm while taking advantage of the advantages of the strut type. be.

[Means for Solving the Problems] In order to achieve the above-mentioned object, a suspension device for a vehicle according to the present invention includes a wheel support member that rotatably supports a wheel, and one end of which is pivotally connected to the lower part of the wheel support member. and a lower arm whose other end is rotatably supported on the vehicle body side,
a shock absorber rotatably supported on the upper part of the wheel support member so as to be rotatable around a first rotation axis extending substantially along the longitudinal direction of the vehicle; It is characterized by having an upper arm whose one end is pivotally connected and the other end is pivotally connected to the vehicle body.

Further, in the vehicle suspension device according to the present invention, the one end of the upper arm is disposed on a king pin shaft.

Further, in the vehicle suspension device according to the present invention, the wheel support member is pivotally supported by the shock absorber via a bushing disposed on the first rotation axis. .

In the vehicle suspension device according to the present invention, the bushing is comprised of a rubber bushing that can be elastically biased along the extending direction of the first rotation axis.

Further, in the vehicle suspension device according to the present invention, the first rotation axis is inclined at a predetermined acute angle in side view with respect to the second rotation axis at the other end of the lower arm. It is said that

Further, in the vehicle suspension device according to the present invention, the first rotation axis is inclined at a predetermined acute angle in plan view with respect to the second rotation axis at the other end of the lower arm. It is said that

Further, in the vehicle suspension device according to the present invention, the one end of the upper arm is pivotally attached to the shock absorber, and the attachment position of the upper arm to the shock absorber is relative to the central axis of the shock absorber. It is characterized by being set offset along the longitudinal direction of the vehicle body.

In the vehicle suspension device according to the present invention, the upper arm is attached in an inclined state with respect to the lateral direction of the vehicle body, and the first rotation axis is a second rotation axis at the other end of the lower arm. It is characterized by being inclined in a twisted position.

Further, in the vehicle suspension device according to the present invention, a coil spring is disposed around the shock absorber, and the center axis of the coil spring is
It is characterized by being offset along the longitudinal direction of the vehicle body with respect to the central axis of the shock absorber.

Further, in the vehicle suspension device according to the present invention, the wheel is a steered wheel, and a tie rod is connected to the wheel support member.

[Function] In the vehicle suspension system configured as described above, the shock absorber and the one-wheel support member are connected to each other, and the connected portion is movable around the rotation axis of the vehicle body in the front and rear direction. In addition, the shock absorber is connected to the vehicle body via the upper arm, so the arm length of the upper arm is sufficiently long (even if it remains short, the bumps and bumps of the wheel The camber change for rebound will be set in a state closer to the ideal shape.

In addition, when this wheel is a steered wheel, the camber of this steered wheel can be set to an arbitrary value including zero degrees when traveling straight, and it can be held at any value, and when the wheel is steered, , this camber can be changed in the optimum direction according to the bump and rebound of the wheel. In this way, it becomes possible to achieve a high level of straight-line running performance of the vehicle, and also to reduce bumps and bumps when turning the steering wheel.
By setting the camber value appropriately, rebound can be dealt with reliably.

[Embodiment] Hereinafter, the configuration of an embodiment of a suspension device for a vehicle according to the present invention will be described in detail with reference to FIGS. 1 to 5 of the accompanying drawings.

As shown in FIG. 1, the suspension device 10 of this embodiment is configured as a front suspension device for suspending a steered wheel, for example, a right front wheel FR in this embodiment, to a vehicle body (not shown). The vehicle is equipped with a wheel support 12 as a wheel support portion to which the right front wheel FR is rotatably attached. The top of a lower arm 14, which is formed in an A shape when viewed from above, is pivotally attached to the lower part of the inner surface of the wheel support 12 via a ball joint (not shown). The bifurcated ends of the lower arm 14 are rotatably supported on the vehicle body (not shown), that is, on the inner surface of the wheel house, via rubber bushes 16a and 16b, respectively. Here, both rubber bushes 16a, 16b are
The rotation axes m extend along the longitudinal direction of the vehicle body, and are set to be aligned with each other.

Moreover, at the upper end of the inner surface of this wheel support 12,
A mounting piece 18 extending upward is integrally formed. The lower part of the shock absorber 22 is attached to the upper end of the mounting piece 18 via a rubber bushing 20 having a rotation axis 2 extending substantially along the longitudinal direction of the vehicle body.
It is rotatably supported around this rotation axis 2. This shock absorber 22 constitutes a buffer mechanism together with a coil spring 24 fitted around its outer periphery.

The upper end of this shock absorber 22 is pivotally attached to the upper end of a tire house (not shown).

In detail, as shown in FIG. 2, the rubber bushing 20 includes a rotation support shaft 20a, a metal inner sleeve 20b fitted externally in close contact with the rotation support shaft 20a, and the inner sleeve. A rubber sleeve 20c is fitted on the outside in close contact with the rubber sleeve 20b, and a metal outer sleeve 20d is fitted on the outside in tight contact with the rubber sleeve 20c.
It is composed of. Furthermore, a mounting bracket 26 for mounting the rubber bushing 20 is fixed to the lower part of the shock absorber 22. This mounting bracket 26 is composed of a pair of mutually parallel support pieces 26a and 26b that extend along the approximate width direction of the vehicle body, and each base end is attached to the shock absorber 22.
It is integrally installed on both sides of the lower end.

Then, the rotation support shaft 20 of the rubber bush 20 mentioned above.
a extends substantially along the longitudinal direction of the vehicle body, and is attached with its both ends hooked to the tips of both support pieces 26a and 26b. Also, rubber bushing 2
The above-mentioned attachment piece 18 is integrally joined to the outer periphery of the outer sleeve 20d. Here, on the inner surfaces of both support pieces 26 a and 26 b that face each other, in order to absorb the impact when the rubber bushing 20 is deflected along the axial direction and collides with one of the support pieces 26 a and 26 b, Stop rubbers 26e are attached to each.

In this way, as described above, the wheel support 12
The lower part of the shock absorber 22 is attached to the upper end of the inner surface of the vehicle through a rubber bush 20 having a rotation axis IJi1° C. extending along the longitudinal direction of the vehicle body, so that the lower part of the shock absorber 22 can be freely rotated around the rotation axis 4. will be supported.

The rubber bushings 16a and 16b described above and the rubber bushing 32 described below have the same structure as this rubber bushing 20.

On the other hand, as shown in FIG. 1 again, the tip of an upper arm 28 is pivotally attached to the lower end of the shock absorber 22 via a ball joint 30. The base end portion of the upper arm 28 is pivotally supported on the vehicle body side, that is, on the inner surface of the tire house, via a rubber bush 32 having a rotation axis extending substantially in the longitudinal direction of the vehicle body.

Further, on the inner surface of the wheel support 12, a knuckle arm 34 extending toward the center of the vehicle body is integrally attached at a position eccentrically rearward/inward from the rotation center of the wheel support 12. At the inner end of 34,
The outer end of the tie rod 36 is pivotally attached via a ball joint 38. The base end of the tie rod 36 is connected to a steering mechanism (not shown), and rotates as the steering wheel (not shown) rotates.
The wheels (front right wheel FR) are driven to rotate around an axis KP. Here, this axis KP is as shown in FIG.
It is defined by an axis that connects the attachment position A of the lower arm 14 to the wheel support 12 and the vehicle body attachment position B of the upper end of the shock absorber 22.

Furthermore, as shown in FIG. 3, the attachment position of the lower arm 14 to the vehicle body side is designated by the symbol C, the attachment position of the upper arm 28 to the shock absorber 22 is designated by the symbol C, and the attachment position of the upper arm 28 to the vehicle body side is designated by the symbol C. E and F denote the attachment position of the shock absorber 22 to the wheel support 12, respectively, and L denotes the arm length of the upper arm 28 (that is, the distance between the dot and E).

In this embodiment, the attachment position of the upper arm 28 to the shock absorber 22 is set so as to be located on the above-mentioned axis KP. Further, if the extension axis of the shock absorber 22 mentioned above, that is, the axis indicating the direction of force absorption, is represented by the symbol p, and the central axis of the coil spring 24 is represented by the symbol q, as shown in FIG. The axis q of the coil spring 24 is arranged to be offset from the axis l91p of the shock absorber 22 along the longitudinal direction of the vehicle body.

That is, in this embodiment, the coil spring 24
The axis q of the shock absorber 22 is arranged so as to coincide with the axis p of the shock absorber 22 without being offset along the width direction of the vehicle body.

The operation of changing the camber of the wheel FL in the suspension device IO configured as above will be explained in detail.

When the wheel FL bumps, the wheel support 12 also moves to the third position.
This results in an upward deviation from the state shown in the figure. The upwardly biased state of this wheel support 12 will be examined in detail.

Here, the shock absorber 2 of the wheel support 12
Focusing on the attachment position F to 2, as the wheel support 12 shifts upward, the shock absorber 22 attached to it via the rubber bushing 20 also shifts upward. However, since the upper end of the shock absorber 22 is pivotally attached to the vehicle body at point B, the shock absorber 22 is deformed in a direction that shortens its length, and the lower end of the shock absorber 22 is deflected upward. Become.

Here, since the lower end of this shock absorber 22 is pivotally connected to the outer end of the upper arm 28 at the point, its upward deflection trajectory is restrained by the arm length of the upper arm 28, and the upper arm 28 A circular arc with a radius will be drawn centered on the installation position E on the vehicle body side. As a result, the dot, which is the connection point between the shock absorber 22 and the upper arm 28, moves along the arc locus to point D.
Move to the position shown in '. From such a point to point D
1 point F increases in height as it moves up to '.

rise in height. On the other hand, as the shock absorber 22 itself moves in an arc from the point to the point D',
It rotates clockwise around point B, and its extension axis is
It rotates by an angle θ from the position indicated by the symbol X1 to the position indicated by the symbol x2. With such rotation of the extension axis of the shock absorber 22, the point F of the wheel support 12 connected thereto is lowered by a height h2.

That is, in this embodiment, as the wheel FL bumps, only h (=h, -hz) rises.

In this embodiment, the shock absorber 22 and the wheel support 12 are rotatable around an axis extending substantially in the longitudinal direction of the vehicle body, and the rubber bushing 20
In other words, the wheel support 12 is rotatably supported around the rotation axis 4, so that the points on the shock absorber 22 move in an arcuate trajectory. Rotation around point 8 is allowed as a result of this, and as a result, point F, which is the connection point between shock absorber 22 and wheel support 12, is pulled back by height h2.

In other words, in this embodiment, the shock absorber 22 and the wheel support 12 are connected to each other as in the conventional strut type, but unlike the conventional case, the connection part is not rigidly connected to the vehicle body. The upper arm 2 is connected so as to be movable about the rotational axis in a substantially longitudinal direction, and the shock absorber 22 is connected to the vehicle body side via the upper arm 28.
Even if the arm length of No. 8 is made sufficiently long (and remains short, the camber change due to the bump/rebound of the wheel FL will be set in a state closer to the ideal shape. This is the result of this implementation. This is the first feature in the example.

Next, the second feature of this embodiment will be explained.

First, when fishing on a boat, assuming that one of the steered wheels runs aground on a bump on the road surface when the vehicle is traveling straight, that is, when the steering wheel is held in the neutral position, When a camber exists in the steering wheel, so-called canvas thrust occurs, and the steered wheel receives a thrust force. And the normal road surface is
Because these ridges are small (they seem to be formed continuously), each time one of the steered wheels runs over the ridge, the canvas thrust receives a thrust force that impedes the stability of straight-ahead driving. Therefore, when driving straight, it is desirable that this camber change be small.In addition, in conventional strut type and double wishbone type suspension systems, the camber change when the steering wheel is turned is The angle is uniquely determined by the axis KP and cannot be independently controlled.

On the other hand, in this embodiment, when the camber when traveling straight is set to approximately zero, that is, when the arm lengths of the lower arm 14 and the upper arm 28 are set to be substantially equal to each other, bump and rebound when traveling straight are , no camber is added, and the camber change due to bump/rebound is substantially eliminated, and is represented as a substantially straight line that crosses the zero value of the camber value. In this way, the straight-line stability of the vehicle is ensured.

In this embodiment in which the camber during straight-ahead travel is set to approximately zero, when the steering wheel is further steered, the attachment point of the upper arm 28 to the shock absorber 22 is moved onto the axis KP as described above. Since the upper arm 28 is located at this position, there is no necessity for the upper arm 28 to move even if the steering wheel is turned. That is, simply turning the steering wheel on a flat road surface will not cause a camber change.

However, in this embodiment, the wheels FR may run onto a protrusion while the steering wheel is turning, or
If the wheel FL bumps or rebounds due to falling into a hole, the suspension device 1
At 0, a camber change occurs.

That is, when the wheel FR bumps or rebounds, the attachment point of the upper arm 28 to the shock absorber 22 comes off the axis KP, and points A and B in FIG.
One point is not on the - straight line. In this state, when the wheel FR is being steered, as shown in FIG. In order to position itself on the opposite side of the wheel FR, it attempts to move on an arcuate locus (indicated by symbol A in FIG. 5) with the axis KP as the center of rotation, with the offset amount from the axis KP as the radius. On the other hand, since the dot is pivotally supported on the vehicle body side at point E, it follows a circular arc trajectory (in Fig. 5, reference numeral is (denoted by B) is constrained to move above.

As a result, in this embodiment, if the wheel FR is steered while it is undergoing bump rebound, the light will be
Not only is it located on the opposite side of the wheel FR, but it is also forced to be drawn into the vehicle body in the state shown in FIG. 5, for example. In other words, by bumping and rebounding while the wheel FR is being steered,
The camber of this wheel changes, that is, the camber in a state where the steering angle is zero changes at a predetermined rate as the steering angle changes.

In detail, the rate of change in camber is, for example, as shown in Fig. 5, when the rudder angle changes from 0 degrees, 5 degrees, 10 degrees, and 15 degrees with a bump of 50 mm. The amount of change in camber at the corner is bumped by 100 mm, and the steering angle is 0 degrees.

It is set so that the amount of change in camber at each steering angle in the process of changing from 5 degrees, 10 degrees, and 15 degrees becomes a larger proportion.

Here, the characteristics of the running performance of a vehicle differ depending on the purpose of the vehicle and the difference in driving performance, and the zero setting of the camber when driving straight as described above is just one example. Depending on the situation, when driving straight,
A so-called positive camber in which a camber of a positive value is set, and a so-called negative camber in which a camber of a negative value is set, can be adopted by appropriately setting the arm lengths of the lower arm 14 and the upper arm 28. be.

That is, according to this embodiment, the camber of the wheel can be set and maintained at any value including zero degrees when traveling straight, and the camber can be set to any value including zero degrees when the wheel is being steered. It is possible to change the direction to the optimum direction according to the bump/rebound of. In this way, in this embodiment, it is possible to achieve a high level of straight-line running performance of the vehicle, and it is also possible to appropriately set the camber value for bumps and rebounds during steering. This allows us to respond reliably. This is the second feature of this embodiment.

In addition, in the conventional strut type suspension device, the shock absorber 22 and the wheel support 12
are rigidly connected to each other, so that the shaft 11q of the coil spring 24 is fixed to the vehicle body with respect to the axis p of the shock absorber 22 in order to ensure that the shock absorber 22 cancels the lateral force F input to the wheel FR. Longitudinal direction,
And, they are arranged in an offset manner along the vehicle width direction.

However, in this embodiment, the shock absorber 22 and the wheel support 12 are connected to each other so as to be rotatable about the rotation axis 0, so there is no need to consider forces in the vehicle width direction. As a result, the axis #fAq of the coil spring 24 is as shown in FIG. 4 with respect to the axis I!p of the shock absorber 22.
It is no longer necessary to offset along the width direction of the vehicle body while it is offset only along the longitudinal direction of the vehicle body.

In this way, the degree of freedom in designing the suspension device 10 is increased, and the ease of design is improved.

As described in detail above, in the suspension device 10 of this embodiment, the wheel support 12 and the shock absorber 22 are connected via the rubber bush 20 which is rotatable about the axis C which extends substantially along the longitudinal direction of the vehicle body. The lower end of the shock absorber 22 is rotatably supported, and the lower end of the shock absorber 22 is connected to the vehicle body via an upper link 28. As a result, the attitude of the wheel support 12 is regulated via the upper link 28, although it is rotatably supported by the shock absorber 22. Further, even if the arm length of the upper arm 28 is not sufficiently long and remains short, the camber change in response to the bump/rebound of the wheel PR will be set in a state closer to the ideal shape. Furthermore, the camber of the wheels, when driving straight,
It is possible to set and maintain an arbitrary value including zero degrees, and also to change the camber in the optimum direction at a predetermined rate of change in accordance with the bump and rebound of the wheel when the wheel is steered. This will be possible.

Further, in this embodiment, since the attachment point of the upper link 28 to the shock absorber 22 is located on the axis KP, the steering wheel can be held stationary (that is, the steering wheel cannot be steered when the wheels are not bumping or rebounding). The upper link 28 does not interfere with the camber change of the wheel during wheel steering, and therefore, excessive camber change is prevented.

It goes without saying that the present invention is not limited to the configuration of the one embodiment described above, and can be modified in various ways without departing from the gist of the invention.

For example, in the embodiment described above, the right front wheel FR is used as the wheel to which this suspension device 10 is applied, but the right front wheel may also be used, or in the case of a four-wheel steering vehicle. Furthermore, it goes without saying that it can also be applied to the right rear wheel and the left rear wheel.

Furthermore, in the embodiment described above, it has been explained that a steered wheel can be adopted as the wheel to which this suspension device 1O is applied, but the present invention is not limited to such a configuration. This is also applied to a suspension device for suspending normal rear wheels RL and RR that are not steering wheels.In this case, unlike the above-mentioned embodiment, a ■-shaped lateral link is used instead of the tie rod 36. In this way, when used as a suspension device for wheels other than steered wheels, the first feature in the above-mentioned embodiment is similarly achieved, but the second feature is not achieved. Needless to say.

Furthermore, in the embodiment described above, the upper link 28
has been described as being connected to the lower end of the shock absorber 22, but the present invention is not limited to such a configuration, and for example, as shown as a first modification in FIG. The attachment position of the link 28 is not at the lower end of the shock absorber 22, but in the longitudinal direction (i.e., the axial direction).
It may be any part located in the middle between the two, or it may be the inner part of the shock absorber 22 (that is, the part closest to the vehicle body) in a state away from the axis KP. Incidentally, since the point is set at a position away from the axis KP, the above-mentioned effect of preventing excessive camber change when the steering wheel is turned stationary cannot be achieved.

Further, in the first modification described above, the attachment position of the upper arm 28 to the shock absorber 22 is as follows.
Although it has been explained that the point other than the lower end of the shock absorber 22 may be located on the inner side, the present invention is not limited to such a configuration, and the present invention is not limited to such a configuration. Alternatively, it may be attached to the front part (or the rear part, although not shown) of the shock absorber 22 in a state where it is offset forward (rearward) in the longitudinal direction of the vehicle body from the axis KP.

By attaching the outer end of the upper arm 28 to the front surface (or rear surface) of the shock absorber 22 in this way, when a lateral force F such as a cornering force is applied to the wheel FR, the shock absorber 22 of the upper arm 28 The mounting position is forward from the shaft KP (or
Since the lateral force F is offset to the rear), the multiple rubber bushes that bear this lateral force F can be distributed in any ratio depending on the amount of offset, increasing the degree of freedom in design. . In particular, in this way, the lateral force F
Since the sharing ratio of the multiple rubber bushings receiving the load can be arbitrarily set, it is possible to vary the amount of elastic deformation of each rubber bushing, and as a result, it is possible to arbitrarily control the toe change based on the elastic deformation of these rubber bushings. It becomes possible to do so.

In short, from this second modification and the above-mentioned first modification,
When the upper arm 28 is attached to the shock absorber 22, its attachment position can be set at any position on the shock absorber 22.

Furthermore, in the embodiment described above, the upper arm 28
Although the outer end in the width direction of the vehicle body has been described as being attached to the shock absorber 22, the present invention is not limited to this configuration, and may be attached to the shock absorber 22 as shown in FIG. 8 as a third modification. Alternatively, it may be configured to be pivotally attached to the inner surface of the wheel support 12 via a ball joint 30.

In this way, in a state in which the outer end of the upper arm 28 is pivotally connected to the inner surface of the wheel support 12, the second feature of the above-described embodiment is achieved, but the shock absorber 22 is The first feature, which is a behavior-based feature, is not achieved in this third variant.

Furthermore, in the embodiment described above, the rubber bush 2
Although the rotational axis 0° C. has been described as extending approximately along the longitudinal direction of the vehicle body, the present invention is not limited to such a configuration, and may be modified as shown as a fourth modification example in FIG. 9. It may be configured as follows. That is, in this fourth modification, as shown in FIG.
6a.

When the axis that commonly connects the pivot shafts of the 16b is represented by the symbol m, as shown in FIG.
It is set to be inclined by a predetermined acute angle X. By setting the rotation axis i of the rubber bush 20 so as to be inclined by a predetermined acute angle X with respect to the axis m in a side view, the wheel support 12 of the shock absorber 22 can be The attachment point F will be retracted, but at the time of retraction, the wheel support 12 can only rotate around this inclined rotation axis β, so as a result, the toe angle of the wheel FR will change. will change.

That is, in this fourth modification, the toe angle at the time of bump/rebound of the wheel PR is determined by the rubber bush 20.
By making an extremely simple change such as tilting the rotation axis C with respect to the axis m in a side view, it is possible to control the rotation axis C to an appropriate value. Furthermore, in this fourth modification, by appropriately changing the direction of this inclination angle The degree of freedom will be greatly improved.

Here, if you try to give a toe change to the wheels in boat fishing, you will have to change the position of the tie rod 36 in the height direction, etc. This will greatly affect other geometry of the suspension device, causing other wheel alignments to change in unintended directions, which is undesirable.

However, in this fourth modification, in the configuration of the suspension device, shocks are placed in locations that are relatively unaffected by other layout requirements, in other words, in locations that do not cause layout damage to other design elements. By focusing on the rubber bush 20 at the joint between the absorber 22 and the wheel support 12, and changing the inclination of its rotation axis ρ, we are trying to give a toe change, which dramatically increases the degree of freedom in design. It will be expanded.

Further, in the fourth modification described above, the rotation axis 2 was described as being inclined at an acute angle with respect to the axis m when viewed from the side, but the present invention is not limited to such a configuration. For example, it may be configured as shown in FIG. 10 as a fifth modification.

That is, in this fifth modification, as shown in FIG. 10, in plan view, with respect to the axis m that commonly connects the pivot shafts of the pair of rubber bushes 16a, 16b of the lower arm 14,
It is set to be inclined by a predetermined acute angle Y. By setting the rotational axis β of the rubber bushing 20 so that it is inclined by a predetermined acute angle Y with respect to the axis m in plan view, as already explained in the fourth modification,
For example, when the wheel FR is in a bumped state, the attachment point F of the shock absorber 22 to the wheel support 12
is pulled in, and as a result, the toe angle of the wheel FR changes.

That is, in this fifth modification, similarly to the fourth modification, the toe angle of the wheel FR at the time of bump/rebound is determined based on the axis m of the rotation axis of the rubber bush 20 in a plan view.
By making an extremely simple change such as tilting it to the opposite direction, it is possible to control the value to an appropriate value. Moreover, in this fifth modification, as already explained in the configuration of the above-mentioned embodiment, the wheel support 12
The shock absorber 22 is rotatably supported around a rotation axis 2 via a rubber bush 20.

As a result, this rubber bush 20 itself is the rotation axis! ! i
Although it is within a limited range along the direction n, it is in a deflectable state based on the elastic deformation of the rubber inner sleeve 20b. Therefore, in this fifth modification, when the wheel FR receives a moment or the brake is activated and receives a force in the longitudinal direction of the vehicle body, elastic deformation occurs in the inner sleeve 20b of the rubber bush 20 described above, The wheel support 12 is biased along this rotational axis.

Here, in this fifth modification, the rotation axis IJil ff is at a predetermined acute angle Y with respect to the axis 11 m in plan view.
Since the wheel support 120 mentioned above
Based on the deviation along the rotation axis °C, the toe of the wheel FR will change. In this way, in this fifth modification, the rotation axis line is inclined with respect to the axis m in plan view, and the wheel support 12 and the shock absorber 22 are connected via the rubber bush 20. By doing so, it is possible to reliably change the toe of the wheel FR.

In short, from the fourth and fifth modifications described above, the first rotation axis β is inclined with respect to the second rotation axis m in a side view and in a front view, respectively. This means that, when taken together, they are set in a three-dimensional intersecting state due to the so-called twist position relationship.

Further, in the above-mentioned embodiment and fifth modification,
Although it has been explained that the wheel support 12 and the shock absorber 22 are rotatably supported around the rotation axis 2 via the rubber bush 20, the present invention is not limited to such a configuration. As shown in the figure as a sixth modification, the wheel sabot 12 and the shock absorber 22 are rotatably attached via a rigid bushing 4o that is prohibited from deflecting along the rotational axis β. It may be configured so that

That is, as shown in FIG. 11, this bushing 40 includes a rotation support shaft 40a, a bearing 40b having an inner race (not shown) fitted onto the rotation support shaft 40a, and an outer race (not shown) of the bearing 40b. It is composed of an outer sleeve 40c made of metal and fitted onto the outside.

The pivot shaft 40a of the above-mentioned rigid type bushing 40 is attached with its both ends hooked to the tips of both support pieces 26a, 26b of the mounting bracket 26.

In addition, the outer sleeve 40c of this bushing 40 includes
The above-mentioned attachment piece 18 is integrally joined.

By using the bearing 40 in which deflection along the rotational axis ρ is prohibited in this way, in this sixth modification, the rotational axis ρ can be changed to the axis 1! ! The toe of the wheel FR changes only based on the fact that it is inclined in plan view with respect to m.

[Effects of the Invention] As detailed above, the vehicle suspension device according to the present invention includes a wheel support member that rotatably supports a wheel, one end of which is pivotally connected to the lower part of the wheel support member, and the other end of which is pivoted to the lower part of the wheel support member. A lower arm rotatably supported on the vehicle body side; and a shock absorber rotatably supported on the upper part of the wheel support member about a first rotation axis extending substantially in the longitudinal direction of the vehicle body. and an upper arm, one end of which is pivotally connected to either the wheel support member or the shock absorber, and the other end of which is pivotally connected to the vehicle body.

Further, in the vehicle suspension device according to the present invention, the one end of the upper arm is disposed on a king pin shaft.

Further, in the vehicle suspension device according to the present invention, the wheel support member is pivotally supported by the shock absorber via a bushing disposed on the first rotation axis. .

Further, in the vehicle suspension device according to the present invention, the bushing is comprised of a rubber bushing that can be elastically deflected along the extending direction of the first rotation axis.

Further, in the vehicle suspension device according to the present invention, the first rotation axis is inclined at a predetermined acute angle in side view with respect to the second rotation axis at the other end of the lower arm. It is said that

Further, in the vehicle suspension device according to the present invention, the first rotation axis is inclined at a predetermined acute angle in plan view with respect to the second rotation axis at the other end of the lower arm. It is said that

Further, in the vehicle suspension device according to the present invention, the one end of the upper arm is pivotally attached to the shock absorber, and the attachment position of the upper arm to the shock absorber is relative to the central axis of the shock absorber. It is characterized by being set offset along the longitudinal direction of the vehicle body.

Further, in the vehicle suspension device according to the present invention, the upper arm is attached in an inclined state with respect to a lateral direction of the vehicle body, and the first rotation axis is a second rotation axis at the other end of the lower arm. It is characterized by being inclined in a twisted position.

In the vehicle suspension device according to the present invention, a coil spring is disposed around the shock absorber, and the central axis of the coil spring is
It is characterized by being offset along the longitudinal direction of the vehicle body with respect to the central axis of the shock absorber.

Further, in the vehicle suspension device according to the present invention, the wheel is a steered shaft, and a tie rod is connected to the wheel support member.

Therefore, according to the present invention, the structure is lightweight and compact and comparable to a strut type suspension device.
A suspension system for a vehicle with a new configuration that can achieve a high level of running stability will be provided.

Further, according to the present invention, there is provided a vehicle suspension system that can obtain camber change characteristics comparable to a double wishbone type suspension system with a long arm while taking advantage of the advantages of a strut type suspension system. It's going to happen.

[Brief explanation of the drawing]

FIG. 1 is a perspective view schematically showing the structure of an embodiment of a vehicle suspension device according to the present invention; FIG. 2 is a cross-sectional view showing the structure of a rubber bush; FIG. 3 is a perspective view showing the structure of the suspension device; A configuration diagram schematically showing the attachment points of each arm; Figure 4 is a side view schematically showing the arrangement of the shock absorber and coil spring; Figure 5 is a diagram showing the upper arm when the wheels are steered. FIG. 6 is a front view showing how the upper arm is attached to the shock absorber according to the first modification of the suspension device of this embodiment; FIG. 7A and FIG. 7B is a front view and a side view, respectively, showing how the upper arm is attached to the shock absorber according to a second modification of the suspension device of this embodiment; FIG. 8 is a third modification of the suspension device of this embodiment. A front view showing a state in which the upper arm is attached to the wheel support according to a modification example; FIG. 9 shows an inclination state of the rotation axis ρ of a rubber bush according to a fourth modification example of the suspension device of this one embodiment. Side view and top view; 1st
FIG. 0 is a plan view showing the inclination of the rotational axis of the rubber bushing according to a fifth modification of the suspension device of this embodiment; and FIG. 11 is a sixth modification of the suspension device of this embodiment. It is a sectional view showing the composition of the bearing concerning this. In the figure, 10...Suspension device, 12...Wheel support, 14...Lower arm, 16a; 16b
...Rubber bushing, 18...Mounting piece, 20.
...Rubber bushing, 20a...Rotation shaft, 20b.
...Inner sleeve, 20c...Outer sleeve, 2
2...Shock absorber, 24...Coil spring, 26...Mounting bracket, 26a; 26b
...Support piece, 28...Upper arm, 30...Ball joint, 32...Rubber bush, 34...
・Control rod, 36...Tie rod, 38・
...Ball joint, 40...Bearing, 40a
...Rotation shaft, 40b...Bearing, 40c...
・It is an outer sleeve.

Claims (10)

[Claims] (1) a wheel support member that rotatably supports a wheel; a lower arm that has one end pivoted to the lower part of the wheel support member and the other end rotatably supported on the vehicle body side; a shock absorber rotatably supported on the upper part of the vehicle body so as to be rotatable around a first rotation axis extending substantially along the longitudinal direction of the vehicle body; and one end pivotally connected to either the wheel support member or the shock absorber. , and an upper arm whose other end is pivotally connected to the vehicle body side. (2) The vehicle suspension device according to claim 1, wherein the one end of the upper arm is disposed on a kingpin shaft. (3) The vehicle according to claim 1, wherein the wheel support member is pivotally supported by the shock absorber via a bush arranged on the first rotation axis. suspension equipment. (4) The suspension device for a vehicle according to claim 3, wherein the bush is constituted by a rubber bush that can be elastically biased along the extending direction of the first rotation axis. . (5) The first rotation axis is inclined at a predetermined acute angle in side view with respect to the second rotation axis at the other end of the lower arm. vehicle suspension equipment. (6) The first rotation axis is inclined at a predetermined acute angle in plan view with respect to the second rotation axis at the other end of the lower arm. vehicle suspension equipment. (7) The one end of the upper arm is pivotally attached to the shock absorber, and the attachment position of the upper arm to the shock absorber is offset along the longitudinal direction of the vehicle with respect to the central axis of the shock absorber. 2. The suspension device for a vehicle according to claim 1, wherein the suspension device is set in a state where (8) The upper arm is attached in an inclined state with respect to the lateral direction of the vehicle body, and the first rotation axis is in a twisted position with respect to the second rotation axis at the other end of the lower arm. 2. The suspension device for a vehicle according to claim 1, wherein the suspension device is inclined at an angle of . (9) A coil spring is disposed around the shock absorber, and the center axis of the coil spring is offset along the longitudinal direction of the vehicle with respect to the center axis of the shock absorber. A suspension device for a vehicle according to claim 1. (10) The vehicle suspension device according to claim 1, wherein the wheel is a steered wheel, and a tie rod is connected to the wheel support member.