JPH04292204A - Suspension device for vehicle - Google Patents

Abstract

PURPOSE:To obtain camber change as same as a double wishbone type suspension device even if length of an arm is shortened. CONSTITUTION:A suspension device for vehicle comprises a wheel supporting member 12 for supporting a wheel FR freely to be rotated, and this wheel supporting member 12 is divided into an upper part 12b positioned in the upper and a lower part 12a positioned in the lower, and both the upper and the lower parts 12b, 12a are connected to each other freely to turn around of a first axial line L1 extending along the nearly longitudinal direction of a car body. One end of a lower arm 16 is fitted to the lower of the lower part 12a of this wheel supporting member 12 freely to turn, and the other end thereof is supported by the car body side freely to turn around of a second axial line L2 extending along the nearly longitudinal direction of the car body. One end of an upper arm 20 is fitted to the upper of the upper part 12b of the wheel supporting member 12, and the other end thereof is supported by the car body side freely to turn. One end of a control arm 26 is fitted to any one of the upper part 12b or the lower part 12b of the wheel supporting member 12 freely to turn, and the other end thereof is supported by the car body side or the lower arm 16 or the upper arm 22 freely to turn.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention This invention relates to a vehicle suspension device for suspending wheels.

0002

2. Description of the Related 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, a strut type suspension device is one in which the lower end of a shock absorber is rigidly connected to a wheel rotation support portion, as shown in Japanese Utility Model Application Publication No. 17803/1983, for example. Because of this, it is lightweight, compact, and easy to assemble, and since the upper end of the shock absorber is attached to the vehicle body at a high position, it prevents unevenness in the caster, making it widely used in so-called passenger cars. .

0003

However, in such a strut-type suspension device, the lower end of the shock absorber is rigidly connected to the wheel rotation support portion as described above, so the degree of freedom is conversely reduced. There are problems in that it is difficult to control the camber appropriately and it is difficult to change the toe appropriately.

On the other hand, in recent years, in order to solve the problems of these strut type suspension devices, double wishbone type suspension devices have come to be used in passenger cars as well. The double-width bone type suspension device applied to this passenger car has a large number of shaft supports at the link joint, which increases the degree of freedom and makes it easy to change the camber as appropriate. However, it is also possible to change the toe appropriately.

However, having a large number of shaft supports, which was cited as the reason for achieving such an effect, has the opposite effect, resulting in increased weight, a complicated structure, and poor assembly performance. You will have the opposite problem. In particular, in this double-width bone 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 approximately , can be approximated to a straight line, making it possible to linearly change the wheel posture, such as toe and camber, during bumps and rebounds of the wheels, ensuring optimal running stability.

However, when applying this double-width bone type suspension device to a passenger car, the link length must necessarily be shortened because the space in the tire house is limited. As a result, even though the double-witness bone system is adopted, the locus of the vertical movement of the wheels has to be a curve with a large radius of curvature, and the wheel posture changes significantly. Therefore, it is not possible to fully utilize the merits of adopting the double-witness bone system. In particular, in recent years, as the output of engines in passenger cars has increased, the number of auxiliary devices attached to the engines has increased, making it necessary to enlarge the engine room. For this reason, the tire house tends to become even narrower, and it is impossible to set the link length longer in passenger cars.

This invention was made in view of the above-mentioned problems, and an object of the invention is to provide a lightweight and compact structure comparable to a double wishbone type suspension device without requiring a long arm length. An object of the present invention is to provide a suspension device for a vehicle having a novel configuration that can achieve a high level of running stability.

Another object of the present invention is to provide a vehicle suspension device that can obtain camber change characteristics comparable to a double wishbone type with a long arm.

[0009]

[Means for Solving the Problems] In order to achieve the above-mentioned object, a suspension device for a vehicle according to the present invention has the following features:
A wheel support member that rotatably supports a wheel, and is divided into an upper part located above and a lower part located below, and both the upper and lower parts extend around a first axis along a substantially longitudinal direction of the vehicle body. a wheel support member rotatably connected to the
One end is pivotally connected to the lower part of the lower part of the wheel support member,
a lower arm whose other end is pivotally supported on the vehicle body side so as to be rotatable about a second axis extending substantially in the longitudinal direction of the vehicle body; An upper arm whose end is rotatably supported on the vehicle body side, and one end is pivotally connected to either the upper part or the lower part of the wheel support member, and the other end is rotatable to the vehicle body side, the lower arm, or the upper arm. It is characterized by having a control arm that is pivotally supported by the.

[0010] Furthermore, in the vehicle suspension device according to the present invention, one end of the control arm may include:
It is characterized in that it is pivotally attached to the upper end of the lower portion of the wheel support member.

[0011] Furthermore, in the vehicle suspension device according to the present invention, the other end of the control arm may include:
It is characterized by being pivotably supported on the vehicle body side.

[0012] Furthermore, in the vehicle suspension device according to the present invention, the other end of the control arm may include:
It is characterized in that it is rotatably supported by the above-mentioned Atsupah arm.

[0013] Furthermore, in the vehicle suspension device according to the present invention, one end of the control arm may include:
It is characterized in that it is pivotally attached to the lower end of the upper portion of the wheel support member.

Further, in the vehicle suspension device according to the present invention, the other end of the control arm may include:
It is characterized by being pivotably supported on the vehicle body side.

[0015] Furthermore, in the vehicle suspension device according to the present invention, the other end of the control arm may include:
It is characterized in that it is rotatably supported by the lower arm.

Furthermore, in the vehicle suspension device according to the present invention, the one end of the control arm is pivotally mounted at a position off the kingpin axis.

In the vehicle suspension device according to the present invention, the lower portion and the upper portion of the wheel support member are rotatable with respect to each other via a bushing disposed on the first rotation axis. It is characterized by being pivoted on.

Furthermore, 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. There is.

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 characterized by the presence of

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 characterized by the presence of

Furthermore, in the vehicle suspension device according to the present invention, the wheels are steered wheels, and a tie rod is connected to a lower portion of the wheel support member.

[0022]

[Operation] In the vehicle suspension device configured as described above, the wheel support member is divided into upper and lower halves, and with the two parts connected to each other, the connected portion extends approximately in the longitudinal direction of the vehicle body. The lower arm is connected to the lower part of the lower part of the wheel support member, and the upper arm is connected to the upper part of the upper part of the wheel support member. Since a control arm for controlling the camber is connected to the support member, even if the arm length of the atsupa arm is not long enough and remains short, the camber will not be affected by bumps and rebounds of the wheel. The change will be set in a state closer to the ideal form that is achieved by a so-called double wishbone suspension system.

[0023] Furthermore, if this wheel is a steered wheel,
The camber of this steered wheel can be set and maintained at any value, including zero degrees, when driving straight, and when the wheel is steered, this camber can be set to an optimal value according to bumps and rebounds of the wheel. This means that it can be changed in the direction of. In this way, it is possible to achieve a high level of straight-line running performance of the vehicle, and it is also possible to reliably respond to bumps and rebounds when turning the steering wheel by appropriately setting the camber value. It becomes possible to do something.

[0024]

[Embodiment] The structure of an embodiment of a vehicle suspension device according to the present invention will be described below with reference to FIGS. 1 and 2 of the accompanying drawings.
This will be explained in detail with reference to .

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, to a vehicle body (not shown). A wheel support 12 is provided as a wheel support portion to which the right front wheel FR is rotatably attached. This wheel support 12 is configured by being divided into an upper and lower part, and includes a lower part 12a that directly rotatably supports the right front wheel FR, and an upper part 12b that is connected to the upper part of this lower part 12a. The lower portion 12a and the upper portion 12b are rotatably connected to each other via a rubber bushing 14 having a first rotation axis L1 extending substantially in the longitudinal direction of the vehicle body.

The top of the lower arm 16, which is formed in an A-shape when viewed from above, is pivotally attached to the lower end of the inner surface of the lower portion 12a of the wheel support 12 via a ball joint (not shown). It is being The bifurcated ends of the lower arm 16 are rotatably supported on the vehicle body (not shown), that is, on the inner surface of the wheel house, via rubber bushes 18a and 18b, respectively. Here, both rubber bushes 18a and 18b are configured to be rotatable about a second rotation axis L2 extending along the longitudinal direction of the vehicle body, and are set in a mutually aligned state. Here, the first rotation axis L1 and the second rotation axis L2 are set substantially parallel to each other.

Further, at the upper end of the inner surface of the upper portion 12b of this wheel support 12, the top of an upper arm 20 formed in an A shape when viewed from above is connected to a ball joint 22.
is pivotally attached via the A portion corresponding to the bottom side of the upper arm 20 is rotatably supported on the vehicle body side (not shown), that is, on the inner surface of the wheel house, via a rubber bush 24. As described above, in this embodiment, the upper arm 20 and the lower arm 16 are provided at the upper and lower ends of the wheel support 12, respectively.
is installed, and a so-called double-width bone suspension structure is basically adopted.

Although not shown, the lower arm 1
6, the lower part of the shock absorber is rotatably supported. This shock absorber constitutes a buffer mechanism together with a coil spring fitted around its outer periphery. The upper end of this shock absorber is pivotally attached to the upper end of a tire house (not shown).

Further, the lower portion 1 of the wheel support 12
The outer end of a control arm 26 for controlling the camber of the wheel is pivotally attached to the upper part of the inner surface of 2a. In this embodiment, the inner end of the control arm 26 is rotatably supported on the vehicle body side (not shown), that is, on the inner surface of the wheel house, via a rubber bush 28. On the other hand, since the wheel to which this suspension device 10 is applied is the right front wheel FR in this embodiment, the lower portion 12a of the wheel support 12 has a front end surface protruding forward. A knuckle arm 30 is integrally formed, and the outer end of a tie rod 32 is pivotally attached to the tip (ie, front end) of the knuckle arm 30 via a ball joint 34.

It should be noted that the base end of this tie rod 32 (that is,
The inner end (inner end portion) is connected to a steering mechanism (not shown), and is configured to drive a wheel (front right wheel FR) to rotate around a king pin axis KP in response to rotation of a steering wheel (not shown). Here, the king pin axis KP is defined by an axis that connects the attachment position of the lower arm 16 to the wheel support 12 (i.e., the lower portion 12a) and the attachment position of the upper arm 20 to the wheel support 12 (i.e., the upper portion 12b). It is stipulated.

As shown in detail in FIG. 2, the rubber bushing 14 described above includes a rotation support shaft 14a and a rotation support shaft 14a.
A metal inner sleeve 1 is fitted onto the outside in close contact with the
4b, a rubber sleeve 14c fitted externally in close contact with the inner sleeve 14b, and the rubber sleeve 1.
4c, and a metal outer sleeve 14d that is tightly fitted onto the outer sleeve 4c. Further, a mounting bracket 36 for mounting the rubber bushing 14 is fixed to the lower part of the upper portion 12b of the wheel support 12. This mounting bracket 36 is composed of a pair of mutually parallel support pieces 36a and 36b extending substantially along the width direction of the vehicle body, and the base end portions of each support piece 36 are integrally connected to both sides of the lower end of the upper portion 12b. It is set up.

The rotation support shaft 14a of the rubber bush 14 extends substantially in the front-rear direction of the vehicle body, and has both ends spanned over the tips of the support pieces 36a and 36b. , installed. Furthermore, the upper end of the lower portion 12a of the wheel support 12 is integrally joined to the outer periphery of the outer sleeve 14d of the rubber bush 14. Here, on the inner surfaces of both support pieces 36a and 36b facing each other, a stop lever 14e is provided to absorb the impact when the rubber bush 14 is deflected along the axial direction and collides with one of the support pieces 36a and 36b. are attached to each.

In this manner, as described above, the rubber bushing 14 having the first rotation axis L1 extending substantially along the longitudinal direction of the vehicle body is connected to the upper end of the lower portion 12a of the wheel support 12. The lower portion of the upper portion 12b is rotatably supported around the first rotation axis L1.

[0034] Furthermore, the above-mentioned rubber bushes 18a, 18
b, 24 and 28 have the same structure as this rubber bushing 14, respectively. Further, in this embodiment, the attachment position of the control arm 26 to the wheel support 12 (ie, the lower portion 12a) is set so as to be located on the above-mentioned king pin axis KP.

The camber change control operation of the wheel FR in the suspension device 10 configured as above will be explained in detail.

[0036] When the wheel FR bumps, the wheel support 12 also shifts upward. The upwardly biased state of this wheel support 12 will be examined in detail. here,
Focusing on the attachment position of the control arm 26 to the lower portion 12a of the wheel support 12, as the entire wheel support 12 shifts upward, the lower portion 12a also shifts upward. However, the locus of movement of the upper end of the lower portion 12a is also restricted by the control arm 26 so that it moves on an arc whose radius is the length of the lower portion 12a, centered on the attachment point on the vehicle body side. . As a result, as the entire wheel support 12 rises, the upper end of the lower portion 12a is pulled inward by the control arm 26 or pushed outward from the vehicle body. In other words, the upper end of the lower portion 12a of the wheel support 12 collapses inward or outward depending on the bump of the wheel FR. Here, the biasing direction of the upper end of the lower portion 12a of the wheel support 12 along the vehicle width direction is determined by the mounting position of the control arm 26 on the vehicle body side and the length thereof.

[0037] In this way, depending on the bump of the wheel FR,
As the upper end of the lower portion 12a of the wheel support 12 is offset along the vehicle width direction, the rubber bush 1 is attached here.
Similarly, the lower end of the upper portion 12b connected via the wheel support 12 is biased along the vehicle width direction, and as a result, the wheel support 12 is bent in a dogleg shape in response to the bump. As a result, the axis of rotation of the wheel support 12 when the front wheel FR is steered deviates from the above-mentioned kingpin axis KP, and therefore, camber is forcibly added, and this additional amount is It will change depending on the bump amount of the FR. In this way, the camber of the wheel FR is appropriately controlled in accordance with the bump.

In other words, as in the conventional double wishbone type, by setting the arm lengths of the lower arm 16 and the upper arm 20 to be long, the camber change in response to bumps and rebounds of the wheel FR can be made ideal. However, as described above, according to this embodiment, the wheel support 12 is divided into upper and lower parts, and the two parts are connected in a state in which they are rotatable about the rotational axis in approximately the longitudinal direction of the vehicle body. Moreover, since the control arm 26 is connected to the wheel support 12, even if the arm length L of the upper arm 20 is not long enough and remains short, the balance against bumps and rebounds of the wheel FR is reduced. The change will be set in a state closer to the ideal form. This is the first feature of this embodiment.

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

First, if we assume that one steered wheel runs onto a bump on the road surface when the vehicle is running straight, that is, when the steering wheel is held in a neutral position, If a camber exists in the steered wheels, so-called canvas thrust occurs, and the steered wheels receive thrust force. Since a normal road surface has such small and continuous ridges, each time one of the steered wheels runs over a ridge, it receives thrust force from this canvas thrust and moves straight. Running stability will be hindered. Therefore, it is desired that this camber change be small when the vehicle is traveling straight. In the conventional double-wishbone type suspension device, the camber angle when the steering wheel is steered is uniquely determined by the king pin axis KP, and cannot be controlled independently.

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 and the upper arm are set to be substantially equal to each other, bumps and rebounds when traveling straight are Therefore, no camber is added, and camber changes due to bumps and rebounds are substantially eliminated, and the camber value is expressed 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.

[0042] By simply setting the camber to approximately zero when driving straight, the conventional double wishbone type suspension system furthermore allows the steering wheel to be steered when the steered wheels are bumped. This Atsupah arm has no necessity to move. That is, simply turning the steering wheel on a flat road surface will not cause a camber change.

However, in this embodiment, when the wheel FR rides on a bump or falls into a hole while the steering wheel is turning, and a bump/rebound occurs in the wheel FR, the following occurs. In this suspension device 10, a camber change occurs.

That is, when the wheel FR bumps or rebounds, the attachment point of the control arm 26 to the lower portion 12a shifts along the vehicle width direction as described above, and the attachment point of the lower arm 16 on the wheel support 12 and the control the attachment point of the arm 26, and
The attachment point of the upper arm 20 is not in a straight line. In this state, when the wheel FR is steered, paying attention to the attachment point of the control arm 26, this point is off the kingpin axis KP, so that the opposite side of the wheel FR is In order to move to the side, it attempts to move on a circular arc trajectory with the kingpin axis KP as the center of rotation, with the offset amount from the kingpin axis KP as the radius. On the other hand, since the base end of the control arm 26 is pivotally supported on the vehicle body side, the attachment point of the control arm 26 is
The arm is restrained to move on an arcuate trajectory with the pivot point on the vehicle body side as the center of rotation, with the arm length as the radius.

As a result, in this embodiment, when the wheel FR is steered during bump rebound, the attachment point of the control arm 26 to the lower portion 12a is simply Not only will it be located on the opposite side, but it will also be forced to be drawn into the vehicle body, for example. In other words, while the wheel FR is being steered, the camber of this wheel changes due to bumps and rebounds, i.e., the camber of this wheel changes from the camber when the steering angle is zero to as the steering angle changes. , will change at a predetermined rate.

[0046] 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 also
This is just one example, and depending on the vehicle, when driving straight, a so-called positive camber is set to a positive camber, and a so-called negative camber is set to a negative camber. Lower arm 16 and Atsupa arm 2
This can be adopted by appropriately setting the arm lengths of 0 and 0.

That is, according to this embodiment, the camber of the wheels can be set and maintained at any value including zero degrees when traveling straight, and when the wheels are turned, this value can be maintained. This allows the camber to be changed in the optimum direction according to the bumps and rebounds of the wheels. 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.

As detailed above, in the suspension device 10 of this embodiment, the wheel support 12 is vertically divided into a lower portion 12a and an upper portion 12b.
Both 12a and 12b are rotatably supported via a rubber bush 14 around a first rotation axis L1 extending substantially in the longitudinal direction of the vehicle body, and the upper end of the lower portion 12a of the wheel support 12 is It is connected to the vehicle body side via a control arm 26. As a result, wheel support 1
The posture of No. 2 is regulated via the control arm 26. In addition, even if the arm length of the Atsupah arm 20 is not long enough and remains short, the wheel FR
The camber change with respect to bump and rebound will be set in a state closer to the ideal shape. Furthermore, when driving straight, the wheel camber can be set and maintained at any value, including zero degrees, and when the wheels are turned, this camber can be set to an optimal value according to the bumps and rebounds of the wheels. This means that it is possible to change the direction at a predetermined rate of change.

Furthermore, in this embodiment, since the attachment point of the control arm 26 to the lower portion 12a is located on the kingpin shaft KP, the steering wheel remains stationary (that is, the wheel does not bump or rebound). The upper arm 20 does not interfere with the camber change of the wheels during steering of the steering wheel, and therefore, excessive camber change is prevented.

It goes without saying that the present invention is not limited to the structure of the above-described embodiment, 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.
Furthermore, in the case of a four-wheel steering vehicle, it goes without saying that the present invention can also be applied to the right rear wheel and the left rear wheel.

Furthermore, in the embodiment described above, the suspension device 10 is applied to steered wheels, but the present invention is not limited to such a configuration. The present invention is also applied to a suspension device for suspending normal left and right rear wheels RL and RR that are not steered wheels. In this case, unlike the above embodiment, an I-type lateral link is used instead of the tie rod 36. It goes without saying that when used as a suspension device for wheels other than steerable wheels, the first feature of the above-described embodiment is similarly achieved, but the second feature is not achieved.

Further, in the embodiment described above, the outer end of the control rod 26 is connected to the wheel support 12.
Although it was explained that it is connected to the inner surface of the lower part 12a of
The present invention is not limited to such a configuration, and as shown in FIG. 3 as a first modification, the wheel support 1
It may also be configured so as to be connected to the inner surface of the upper portion 12b of 2. That is, in this first modification, the outer end of the control arm 26 is connected to the upper portion 12b of the wheel support 12, and the inner end is connected to the vehicle body. In short, in this invention, the control arm 26
The outer end of the wheel support 12 may be connected to the wheel support 12, in other words, the outer end of the lower member 12a or the upper member 12
It is sufficient if it is connected to either of b.

Furthermore, in the embodiment described above, the inner end of the control rod 26 was described as being connected to the vehicle body side, but the present invention is not limited to such a configuration. As shown in a second modification example, it may be configured to be connected to the lower surface of the upper arm 20. That is,
In this second modification, the control arm 26
The outer end is connected to the lower portion 12a of the wheel support 12, and the inner end is connected to the upper arm 20.

Furthermore, in the first modification described above,
Although it has been described that the inner end of the control rod 26 is connected to the vehicle body side, the present invention is not limited to this configuration, and as shown in a third modification example in FIG. It may be configured to be connected to the top surface. That is, in this third modification, the control arm 2
The outer end of 6 is the upper part 12b of the wheel support 12.
The inner ends are connected to the lower arms 16, respectively.

In short, in this invention, if the outer end of the control arm 26 is connected to either the vehicle body side or the upper arm 20, with the inner end connected to the lower portion 12a, well, and the inner end is the upper part 1
2b, on the vehicle body side and lower arm 1.
It is sufficient if it is connected to any one of 6.

Furthermore, in the embodiment described above, the first rotation axis L1 of the rubber bushing 14 was described as extending along the approximately longitudinal direction of the vehicle body, but the present invention is not limited to such a configuration. Instead, it may be configured as shown in FIG. 6 as a fourth modification. That is, in this fourth modification, as shown in FIG. 1, the second rotation axis L2 that commonly connects the rotation support shafts of the pair of rubber bushes 18a and 18b of the lower arm 16 is As shown, it is set to be inclined by a predetermined acute angle X when viewed from the side. By setting the first rotation axis L1 of the rubber bushing 14 so that it is inclined by a predetermined acute angle X with respect to the second rotation axis L2 when viewed from the side, it is possible to prevent the wheel FR from moving when the wheel FR is bumped, for example. , the attachment point of the control arm 26 to the wheel support 12 will be retracted, but at the time of this retraction, the wheel support 12 can only rotate around this inclined first rotation axis L1. Therefore, as a result, the toe angle of the wheel FR changes.

That is, in this fourth modification, the toe angle of the wheel FR at the time of bump/rebound is determined by changing the first rotation axis L1 of the rubber bushing 14 with respect to the second rotation axis L2 when viewed from the side. By making an extremely simple change to tilt it, it is possible to control it to an appropriate value. Moreover, in this fourth modification, the direction of the inclination angle X and the wheel support 1 of the tie rod 32 are
By appropriately changing the attachment position to 2, it becomes possible to switch between toe-in and toe-out, which greatly improves the degree of freedom in design.

Generally speaking, when trying to change the toe of a wheel, it is necessary to change the position of the tie rod 32 in the height direction.
Changing the height direction position of wheel 2 will greatly affect other geometry of the suspension device, and other wheel alignments will change in an unintended direction, which is undesirable.

However, in this fourth modification, the structure of the suspension device is relatively unaffected by other layout requirements, in other words, it does not cause layout damage to other design elements. Now, pay attention to the rubber bushing 14 at the joint part at the upper and lower dividing position of the wheel support 12, and find its first rotation axis L.
By changing the inclination state of 1, a toe change is attempted, so the degree of freedom in design is dramatically expanded.

[0061] Furthermore, in the fourth modification described above,
Although the first rotation axis L1 has been described as being inclined at an acute angle with respect to the second rotation axis L2 when viewed from the side, the present invention is not limited to such a configuration. It may be configured as shown in the fifth modification example.

That is, in this fifth modification, the second rotation axis L2 that commonly connects the rotation support shafts of the pair of rubber bushes 18a and 18b of the lower arm 16, as shown in FIG.
As shown in the figure, it is set to be inclined by a predetermined acute angle Y in plan view. By setting the first rotational axis L1 of the rubber bushing 14 so that it is inclined by the predetermined acute angle Y with respect to the second rotational axis L2 in plan view, the above-mentioned fourth modification example As already explained, when the wheel FR bumps, for example, the shock absorber 2
The attachment point F of No. 2 to the wheel support 12 will be retracted, and as a result, the toe angle of the wheel FR will change.

That is, in this fifth modification, the fourth
Similar to the modified example, the toe angle of the wheel FR at the time of bump/rebound is extremely simple in that the first rotation axis L1 of the rubber bushing 14 is inclined with respect to the second rotation axis L2 in plan view. By simply making changes, you can control the value to an appropriate value. Moreover, in this fifth modification, as already explained in the configuration of the above-mentioned embodiment, the upper and lower portions 12a of the wheel support 12
, 12b are rotatably supported via a rubber bushing 14 about a first rotation axis L1.

As a result, the rubber bush 14 itself can be deflected within a limited range along the first rotation axis L1 based on the elastic deformation of the rubber inner sleeve 14b. Therefore, in this fifth modification, when the wheel FR receives a moment or a brake is activated and receives a force in the longitudinal direction of the vehicle body, elastic deformation occurs in the inner sleeve 14b of the rubber bush 14 described above. , the wheel support 12 is biased along this first rotation axis L1.

[0065] Here, in this fifth modification, the first rotation axis L1 is inclined at a predetermined acute angle Y with respect to the second rotation axis L2 in plan view. Based on the deviation of the wheel support 12 along the first rotation axis L1, the toe of the wheel FR changes. In this way, in this fifth modification, the first rotation axis L1
is inclined with respect to the second rotation axis L2 in a plan view, and the wheel support 1 is attached via the rubber bush 14.
By connecting the upper and lower parts 12a and 12b of 2, 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 L1 is inclined with respect to the second rotation axis L2 when viewed from the side and when viewed from the front. When you take these together, it means that they are set in a state where they intersect three-dimensionally due to the so-called twist position relationship. Further, in the above-described embodiment and fifth modification, the upper and lower portions 12a of the wheel support 12
, 12b has been described so as to be rotatably supported around the first rotation axis L1 via the rubber bushing 14. However, the present invention is not limited to such a configuration. 6, the upper and lower parts 12a and 12b of the wheel support 12 are rotatably attached via a rigid bushing 40 that is prohibited from deflecting along the first rotation axis L1. It may be configured so that

That is, as shown in FIG. 8, 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 a bearing 40b (not shown) fitted on the rotation support shaft 40a. It consists of a metal outer sleeve 40c that is fitted around the outer race.

The pivot shaft 40a of the above-mentioned rigid type bushing 40 is attached with its both ends spanned over the tips of both support pieces 36a, 36b of the mounting bracket 36. Further, the upper end of the lower portion 12a described above is integrally joined to the outer sleeve 40c of the bush 40.

By using the bearing 40 in which deflection along the first rotation axis L1 is prohibited in this way, in this sixth modification, the first rotation axis L1 can be moved along the second rotation axis L1.
The toe of the wheel FR changes only based on the fact that it is tilted in plan view with respect to the rotation axis L2 of the wheel FR.

[0070]

As described in detail above, the vehicle suspension device according to the present invention is a wheel support member that rotatably supports a wheel, and includes an upper portion located above and a lower portion located below. A wheel support member whose upper and lower parts are rotatably connected around a first axis extending substantially along the longitudinal direction of the vehicle body, and one end of which is pivoted to the lower part of the lower part of the wheel support member. a lower arm, the other end of which is pivotally supported on the vehicle body side so as to be rotatable about a second axis extending substantially in the front-rear direction of the vehicle body; , an upper arm rotatably supported at the other end on the vehicle body side, one end pivotally attached to either the upper portion or the lower portion of the wheel support member, and the other end rotated to the vehicle body side, the lower arm, or the upper arm. It is characterized by having a control arm that is pivotally supported for free movement.

[0071] Furthermore, in the vehicle suspension device according to the present invention, one end of the control arm may include:
It is characterized in that it is pivotally attached to the upper end of the lower portion of the wheel support member.

Further, in the vehicle suspension device according to the present invention, the other end of the control arm may include:
It is characterized by being pivotably supported on the vehicle body side.

Further, in the vehicle suspension device according to the present invention, the other end of the control arm may include:
It is characterized in that it is rotatably supported by the above-mentioned Atsupah arm.

[0074] Furthermore, in the vehicle suspension device according to the present invention, one end of the control arm may include:
It is characterized in that it is pivotally attached to the lower end of the upper portion of the wheel support member.

[0075] In the vehicle suspension device according to the present invention, the other end of the control arm may include:
It is characterized by being pivotably supported on the vehicle body side.

Further, in the vehicle suspension device according to the present invention, the other end of the control arm may include:
It is characterized in that it is rotatably supported by the lower arm.

Furthermore, in the vehicle suspension device according to the present invention, the one end of the control arm is pivotally mounted at a position off the kingpin axis.

Further, in the vehicle suspension device according to the present invention, the lower portion and the upper portion of the wheel support member are rotatable with respect to each other via a bushing disposed on the first rotation axis. It is characterized by being pivoted on.

Furthermore, 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. There is.

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 characterized by the presence of

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 characterized by the presence of

Furthermore, in the vehicle suspension device according to the present invention, the wheels are steered wheels, and a tie rod is connected to a lower portion of the wheel support member.

Therefore, according to the present invention, a high level of running stability can be achieved with a lightweight and compact configuration comparable to a double-width bone type suspension device without requiring a long arm length. A vehicle suspension device with a new configuration that can perform the following steps will be provided.

Further, according to the present invention, there is provided a vehicle suspension device that can obtain camber change characteristics comparable to a double wishbone type with a long arm length.

[Brief explanation of drawings]

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 plan cross-sectional view showing the structure of a rubber bushing employed in the suspension device shown in FIG. 1;

FIG. 3 is a perspective view schematically showing the configuration of a first modified example of the suspension device of this embodiment.

FIG. 4 is a perspective view schematically showing the configuration of a second modified example of the suspension device of this embodiment.

FIG. 5 is a perspective view schematically showing the configuration of a third modified example of the suspension device of this embodiment.

FIG. 6 is a front view schematically showing the configuration of a fourth modified example of the suspension device of this embodiment.

FIG. 7 is a plan view schematically showing the configuration of a fifth modified example of the suspension device of this embodiment.

FIG. 8 is a plan sectional view showing the configuration of a rigid type bushing according to a sixth modification of the suspension device of this embodiment.

[Explanation of symbols]

10 Suspension device, 12 Wheel support, 12a Lower part, 12b Upper part, 14 Rubber butt, 16 Lower arm, 18a; 18b Rubber bush, 20 Atsupa arm, 22 Ball joint, 24 Rubber butt, 26 Control arm, 28 Rubber butt, 30 Natsukuru arm, 32　　　　Tie rod, 34 Ball joint, 36 Mounting bracket, 36a, 36b support pieces, and 40 It is a rigid type bushing.

Claims (13)

[Claims] [Claim 1] A wheel support member rotatably supporting a wheel, which is divided into an upper portion located above and a lower portion located below, and both the upper and lower portions extend substantially along the longitudinal direction of the vehicle body. a wheel support member rotatably connected around a first axis; one end of the wheel support member is pivotally connected to the lower part of the lower portion of the wheel support member, and the other end extends toward the vehicle body along approximately the longitudinal direction of the vehicle body; a lower arm rotatably supported around a second axis; an upper arm having one end pivotally attached to the upper portion of the upper portion of the wheel support member and the other end rotatably pivotally supporting toward the vehicle body; The control arm is characterized by comprising a control arm having one end pivotally connected to either the upper part or the lower part of the wheel support member and the other end rotatably supported on the vehicle body side, a lower arm, or an upper arm. Vehicle suspension device. 2. The suspension device for a vehicle according to claim 1, wherein one end of the control arm is pivotally connected to an upper end of a lower portion of the wheel support member. 3. The vehicle suspension device according to claim 2, wherein the other end of the control arm is rotatably supported on the vehicle body side. 4. The vehicle suspension device according to claim 2, wherein the other end of the control arm is rotatably supported by the upper arm. 5. The suspension device for a vehicle according to claim 1, wherein one end of the control arm is pivotally connected to a lower end of an upper portion of the wheel support member. 6. The vehicle suspension device according to claim 5, wherein the other end of the control arm is rotatably supported on the vehicle body side. 7. The vehicle suspension device according to claim 5, wherein the other end of the control arm is rotatably supported by the lower arm. 8. The vehicle suspension device according to claim 1, wherein the one end of the control arm is pivotally mounted at a position off the kingpin axis. 9. A lower portion and an upper portion of the wheel support member are rotatably supported relative to each other via a bushing disposed on the first rotation axis. A suspension device for a vehicle according to claim 1. 10. The vehicle suspension device according to claim 9, wherein the bushing is comprised of a rubber bushing that is elastically biasable along the extending direction of the first rotation axis. . 11. 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 device. 12. 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 device. 13. The suspension device for a vehicle according to claim 1, wherein the wheel is a steered wheel, and a tie rod is connected to a lower portion of the wheel support member.