JPH0452081Y2 - - Google Patents
Info
- Publication number
- JPH0452081Y2 JPH0452081Y2 JP1985085591U JP8559185U JPH0452081Y2 JP H0452081 Y2 JPH0452081 Y2 JP H0452081Y2 JP 1985085591 U JP1985085591 U JP 1985085591U JP 8559185 U JP8559185 U JP 8559185U JP H0452081 Y2 JPH0452081 Y2 JP H0452081Y2
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- elastic
- spacer member
- inner cylinder
- outer cylinder
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 125000006850 spacer group Chemical group 0.000 claims description 53
- 239000000725 suspension Substances 0.000 claims description 26
- 238000006073 displacement reaction Methods 0.000 claims description 13
- 239000002184 metal Substances 0.000 description 8
- 229910052751 metal Inorganic materials 0.000 description 8
- 239000000463 material Substances 0.000 description 7
- 230000000694 effects Effects 0.000 description 5
- 229920001875 Ebonite Polymers 0.000 description 4
- 208000035874 Excoriation Diseases 0.000 description 4
- 230000002159 abnormal effect Effects 0.000 description 4
- 238000005299 abrasion Methods 0.000 description 4
- 239000007769 metal material Substances 0.000 description 4
- 238000010586 diagram Methods 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 239000003381 stabilizer Substances 0.000 description 2
- 229920003002 synthetic resin Polymers 0.000 description 2
- 239000000057 synthetic resin Substances 0.000 description 2
- KXGFMDJXCMQABM-UHFFFAOYSA-N 2-methoxy-6-methylphenol Chemical compound [CH]OC1=CC=CC([CH])=C1O KXGFMDJXCMQABM-UHFFFAOYSA-N 0.000 description 1
- 241001247986 Calotropis procera Species 0.000 description 1
- YCKRFDGAMUMZLT-UHFFFAOYSA-N Fluorine atom Chemical compound [F] YCKRFDGAMUMZLT-UHFFFAOYSA-N 0.000 description 1
- 239000000956 alloy Substances 0.000 description 1
- 229910045601 alloy Inorganic materials 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 239000013013 elastic material Substances 0.000 description 1
- 230000001747 exhibiting effect Effects 0.000 description 1
- 239000000835 fiber Substances 0.000 description 1
- 229910052731 fluorine Inorganic materials 0.000 description 1
- 239000011737 fluorine Substances 0.000 description 1
- 239000003365 glass fiber Substances 0.000 description 1
- 238000002156 mixing Methods 0.000 description 1
- 230000001151 other effect Effects 0.000 description 1
- 229920001568 phenolic resin Polymers 0.000 description 1
- 239000005011 phenolic resin Substances 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 229920005989 resin Polymers 0.000 description 1
- 239000011347 resin Substances 0.000 description 1
- 229920002994 synthetic fiber Polymers 0.000 description 1
- 239000012209 synthetic fiber Substances 0.000 description 1
- 229920006303 teflon fiber Polymers 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C11/00—Pivots; Pivotal connections
- F16C11/04—Pivotal connections
- F16C11/045—Pivotal connections with at least a pair of arms pivoting relatively to at least one other arm, all arms being mounted on one pin
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C2326/00—Articles relating to transporting
- F16C2326/01—Parts of vehicles in general
- F16C2326/05—Vehicle suspensions, e.g. bearings, pivots or connecting rods used therein
Landscapes
- Pivots And Pivotal Connections (AREA)
Description
【考案の詳細な説明】
（産業上の利用分野）
一般に自動車用サスペンシヨンにおいては、自
動車が旋回走行する場合、左右のホイール、とり
わけ旋回中心に対して外側のホイールには旋回中
心に向かう横方向荷重（横力）が作用するが、こ
の場合、この横力に対してホイールを走行方向に
向かつて車両内側に向くように変化（トーイン変
化）させることはオーバステアリングを防止して
自動車の走行安定性の向上を図る上において有効
であることは広く知られており、このような技術
思想に立脚する従来技術としては、例えば本出願
人の先出願（特開昭58−188710号）に係るサスペ
ンシヨン構造がある。[Detailed description of the invention] (Industrial application field) In general, in automotive suspensions, when the car is turning, the left and right wheels, especially the outer wheels with respect to the turning center, are A load (lateral force) is applied, but in this case, changing the wheel from facing the direction of travel to facing inward of the vehicle (toe-in change) in response to this lateral force prevents oversteering and stabilizes the vehicle's running. It is widely known that it is effective in improving performance, and as a prior art based on this technical idea, for example, the suspension system related to the applicant's earlier application (Japanese Patent Application Laid-Open No. 188710/1983) There is a structure.
この先出願に係るサスペンシヨン構造は、リヤ
サスペンシヨンアーム等のサスペンシヨン構成部
材とホイールを回転自在に支持するホイール支持
部材との間を、ボールジヨイントと２つの弾性ブ
ツシユとフロート結合し、且つ該各接合部の位置
をホイール中心に対して適切に設定することによ
り、横力に対する弾性ブツシユの変位を有効に利
用し、もつて上記ホイールを的確にトーイン変化
させるようにしたものである。 The suspension structure according to this earlier application has a ball joint, two elastic bushes, and a float connection between a suspension component such as a rear suspension arm and a wheel support member that rotatably supports a wheel. By appropriately setting the position of each joint with respect to the center of the wheel, the displacement of the elastic bushing in response to lateral force is effectively utilized, thereby accurately changing the toe-in of the wheel.
そして、この弾性ブツシユの具体的構造例とし
ては、相互に径方向に重合状態で配置される内筒
と外筒及びこれらの間に配置される弾性部材より
構成するとともに、該弾性部材の一部を、弾性ブ
ツシユのトーアウト方向への変位を規制し得る如
く他の部分よりも剛性の高い硬質ゴム、硬質合成
樹脂等で形成してこれをストツパー部としたもの
が開示されている。 As a specific example of the structure of this elastic bushing, it is composed of an inner cylinder and an outer cylinder arranged in a radially overlapping state, and an elastic member arranged between these, and a part of the elastic member. It has been disclosed that the stopper is made of hard rubber, hard synthetic resin, or the like that has higher rigidity than other parts so as to restrict the displacement of the elastic bushing in the toe-out direction.
ところが、このようにストツパー部を硬質ゴ
ム、硬質合成樹脂等で形成した場合には、該スト
ツパー部がその機能上、金属製の内筒あるいは外
筒に対して繰り返して当接するものであるところ
からその耐摩耗性が十分でなく、従つて、該スト
ツパー部の摩耗の進行により弾性ブツシユのトー
アウト方向への変位を十分に規制できなくなると
いうおそれがある。 However, when the stopper part is made of hard rubber, hard synthetic resin, etc., the stopper part repeatedly comes into contact with the metal inner cylinder or outer cylinder due to its function. The abrasion resistance thereof is insufficient, and therefore, there is a fear that the displacement of the elastic bushing in the toe-out direction may not be sufficiently restricted due to the progression of abrasion of the stopper portion.
一方、該ストツパー部の耐摩耗性を高めてその
機能を長期に亘つて十分に発揮せしめんとして該
ストツパー部を金属材料で形成した場合には、該
ストツパー部と内筒と外筒が相互に金属接触して
異音（打撃音等）が発生するおそれがあり、好ま
しくない。 On the other hand, when the stopper part is formed of a metal material in order to increase the wear resistance of the stopper part and fully demonstrate its function over a long period of time, the stopper part, the inner cylinder, and the outer cylinder are mutually connected. Metallic contact may cause abnormal noise (such as impact noise), which is undesirable.
（考案の目的）
本考案は上記従来技術の項で指摘した問題を解
決しようとするもので、ホイール支持部材とリヤ
サスペンシヨン構成部材との間に弾性ブツシユを
介在せしめた構成をもつ自動車のサスペンシヨン
において、弾性ブツシユの耐久性の向上と異音の
抑制とを両立っせるとともに、サスペンシヨンの
信頼性を高めることを目的としてなされたもので
ある。(Purpose of the invention) The present invention is an attempt to solve the problems pointed out in the above-mentioned section of the prior art. This was done with the aim of improving the durability of the elastic bushing and suppressing abnormal noise, as well as increasing the reliability of the suspension.
（目的を達成するための手段）
本考案は上記の目的を達成するための手段とし
て、一端を車体に回動自在に支持したサスペンシ
ヨン構成部材と、該サスペンシヨン構成部材の他
端に接続されホイールを回転自在に支持するホイ
ール支持部材と、相互に径方向に重合状態で配置
される内筒と外筒及びこれらの間に配設される弾
性部材から構成されて、且つホイールに作用する
外力によつて該弾性部材が変形することでホイー
ルの姿勢を制御するようにした弾性ブツシユを備
えた自動車のサスペンシヨンにおいて、上記弾性
ブツシユの内筒と外筒との間に、ホイールに特定
方向の外力が作用した時に生じる特定方向への両
者の相対変位を規制するように外表面にフツ素樹
脂層が形成されたスペーサ部材を介在せしめると
ともに、上記弾性部材には該スペーサ部材に当接
して該スペーサ部材の動きを規制する保持部を設
けたことを特徴としている。(Means for Achieving the Object) As a means for achieving the above object, the present invention includes a suspension component whose one end is rotatably supported on the vehicle body, and a suspension component that is connected to the other end of the suspension component. A wheel support member that rotatably supports a wheel, an inner cylinder and an outer cylinder arranged in a radially overlapping state, and an elastic member disposed between these, and an external force acting on the wheel. In an automobile suspension equipped with an elastic bushing that controls the attitude of the wheel by deforming the elastic member, a spring is provided between the inner cylinder and the outer cylinder of the elastic bushing to allow the wheel to move in a specific direction. A spacer member having a fluororesin layer formed on the outer surface is interposed so as to restrict relative displacement between the two in a specific direction when an external force is applied, and the elastic member is provided with a spacer member that is in contact with the spacer member. It is characterized by the provision of a holding portion that restricts the movement of the spacer member.
（作用）
本考案では上記の手段によつて、
(1) 弾性ブツシユの内筒と外筒との間に介在せし
められるスペーサ部材の表面に耐摩耗性に優れ
たフツ素樹脂層が形成されているため、該スペ
ーサ部材の素材そのものが直接上記内筒あるい
は外筒に接触する場合に比して、該スペーサ部
材の摩耗が抑制されることとなる、
(2) 表面にフツ素樹脂層が形成されたスペーサ部
材が内筒と外筒の間に介在せしめられているた
め、例え該スペーサ部材が金属材料で構成され
ていたとしても該スペーサ部材と内筒及び外筒
が相互に金属接触するというようなこともな
く、これらが金属接触構造である場合に比し
て、該スペーサ部材と内筒あるいは該当との接
触に起因する異音発生が可及的に抑制される、
(3) スペーサ部材は、外筒と内筒の間に介在され
た弾性部材の弾性力によつて該外筒と内筒との
間に挟持されると同時に、該弾性部材に形成し
た保持部によつてもその動きが規制されるよう
になつていることから、弾性ブツシユに外力が
かかつて上記弾性部材が変形して上記スペーサ
部材に対する挟持力が低下した状態においても
該スペーサ部材は上記保持部によつて保持さ
れ、その装着状態が維持される、
等の作用が得られる。(Function) In the present invention, by the above means, (1) a fluororesin layer with excellent wear resistance is formed on the surface of the spacer member interposed between the inner cylinder and the outer cylinder of the elastic bushing; (2) A fluororesin layer is formed on the surface. Since the spacer member is interposed between the inner cylinder and the outer cylinder, even if the spacer member is made of a metal material, the spacer member, the inner cylinder, and the outer cylinder come into metal contact with each other. (3) Spacer member is held between the outer cylinder and the inner cylinder by the elastic force of the elastic member interposed between the outer cylinder and the inner cylinder, and at the same time is held by the holding part formed on the elastic member. Since the movement is restricted, even when an external force is applied to the elastic bushing, the elastic member is deformed, and the clamping force for the spacer member is reduced, the spacer member is still held by the holding portion. It is possible to achieve the following effects: the attachment state is maintained.
（実施例）
以下、第１図ないし第６図を参照して本考案の
好適な実施例を説明する。(Embodiment) Hereinafter, a preferred embodiment of the present invention will be described with reference to FIGS. 1 to 6.
第１図には本考案実施例に係る自動車のセミト
レーリング方式のサスペンシヨン（リヤ側）の右
側ホイール部分が示されており、同図において符
号１は略Ａ型形状を有するセミトレーリングアー
ム（実用新案登録請求の範囲中のリヤサスペンシ
ヨン構成部材に該当する）であつて、該セミトレ
ーリングアーム１の二又状の一端１ａ，１ａは車
幅方向に配設されたサブフレーム２に対してラバ
ーブツシユ３０，３０を介して上下方向に枢回動
自在に連結されている。また、符号３はホイール
４を回転自在に支持するホイールハブ（実用新案
登録請求の範囲中のホイール支持部材に該当す
る）であり、略三又状に一体形成されている。ま
た符号５はデイフアレンシヤル、６は該デイフア
レンシヤル５と上記ホイールハブ３に支持された
ホイール４とを連結するドライブシヤフト、７は
ストラツトアツセンブリー、８はスタビライザー
である。 FIG. 1 shows the right wheel portion of a semi-trailing suspension (rear side) of an automobile according to an embodiment of the present invention, and in the same figure, reference numeral 1 denotes a semi-trailing arm having an approximately A-shaped shape. (corresponds to a rear suspension component within the scope of the utility model registration claim), and the forked ends 1a, 1a of the semi-trailing arm 1 are attached to a subframe 2 disposed in the vehicle width direction. On the other hand, they are connected via rubber bushes 30, 30 so as to be pivotable in the vertical direction. Further, reference numeral 3 denotes a wheel hub (corresponding to the wheel support member in the scope of the utility model registration claims) that rotatably supports the wheel 4, and is integrally formed in a substantially trifurcated shape. Reference numeral 5 is a differential, 6 is a drive shaft that connects the differential 5 and the wheel 4 supported by the wheel hub 3, 7 is a strut assembly, and 8 is a stabilizer.
さらに、上記ホイールハブ３とセミトレーリン
グアーム１とは、第１図ないし第３図に示す如く
該ホイールハブ３の第１アーム部１１とセミトレ
ーリングアーム１の第１ブラケツト１４の間に設
けられて１点を中心として揺動自在なボールジヨ
イントＰと、ホイールハブ３の第２アーム部１２
とセミトレーリングアーム１の第２ブラケツト１
５の間に設けられて適度に弾性変形可能とされる
第１弾性ブツシユR1と、ホイールハブ３の第３
アーム部１３とセミトレーリングアーム１の第３
ブラケツト１６の間に設けられて適度に弾性変形
可能とされる第２弾性ブツシユR2の合計３つの
支持点によつて連結され、上記ボールジヨイント
Ｐを中心として適度に揺動可能とされている（フ
ロート結合）。 Further, the wheel hub 3 and the semi-trailing arm 1 are provided between the first arm portion 11 of the wheel hub 3 and the first bracket 14 of the semi-trailing arm 1, as shown in FIGS. 1 to 3. a ball joint P that is freely swingable about one point, and a second arm portion 12 of the wheel hub 3;
and second bracket 1 of semi-trailing arm 1
A first elastic bushing R1 provided between the wheel hub 3 and the third elastic bushing R1, which is provided between the wheel hub 3 and the third elastic bushing R1, is provided between the wheel hub 3 and
The arm part 13 and the third part of the semi-trailing arm 1
It is connected by a total of three support points of a second elastic bush R2 which is provided between the brackets 16 and is capable of being appropriately elastically deformed, and is capable of appropriately swinging around the ball joint P. (float connection).
このホイールハブ３とセミトレーリングアーム
１とを連結するボールジヨイントＰと第１弾性ブ
ツシユR1と第２弾性ブツシユR2の配置構造は、
このサスペンシヨンを有効に機能させてホイール
４への横力負荷時にトーイン変化を的確に現出さ
せるための技術的な基礎となるものであり、従つ
て、本考案の主体である第２弾性ブツシユR2（実
用新案登録請求の範囲中の弾性ブツシユに該当す
る）の具体的構成を詳述するに先だつてこれら３
つの支持点の配置構造を第４図を参照して説明す
る。 The arrangement structure of the ball joint P connecting the wheel hub 3 and the semi-trailing arm 1, the first elastic bushing R1 , and the second elastic bushing R2 is as follows.
This is the technical basis for making this suspension function effectively and accurately exhibiting toe-in changes when lateral force is applied to the wheel 4. Therefore, the second elastic bushing, which is the main body of the present invention, Before detailing the specific structure of R 2 (corresponding to the elastic bushing in the scope of claims for utility model registration), these three
The arrangement structure of the two supporting points will be explained with reference to FIG.
第４図は、右側ホイール４を車体側方（即ち、
車内側）から見た場合の簡略図である。この簡略
図においてホイール４のセンター（以下、ホイー
ルセンターという）０を基準とする水平（Ｘ軸）
−垂直（Ｚ軸）座標において、ボールジヨイント
Ｐは第４象限に位置し、第１弾性ブツシユR1は
第１象限に、また第２弾性ブツシユR2は第３象
限にそれぞれ位置している。 In FIG. 4, the right wheel 4 is positioned toward the side of the vehicle body (i.e.
It is a simplified diagram when viewed from the inside of the vehicle. In this simplified diagram, the center of the wheel 4 (hereinafter referred to as the wheel center) is horizontal (X axis) with reference to 0.
- In vertical (Z-axis) coordinates, the ball joint P is located in the fourth quadrant, the first elastic bushing R 1 is located in the first quadrant, and the second elastic bushing R 2 is located in the third quadrant. .
また、上記第１弾性ブツシユR1はその軸心の
向きが車体後方外側に傾斜した方向になるように
配置され、また第２弾性ブツシユR2はその軸心
の向きが車体後方内側に傾斜した方向になるよう
に配置されている。尚、第４図において、上記座
標（Ｘ，Ｚ）に対し、ホイールセンター０基準の
水平左右方向のＹ軸を設定して直角座標系（Ｘ，
Ｙ，Ｚ）が構成されている。また座標系（Ｌ，
Ｍ，Ｎ）は上記座標系（Ｘ，Ｙ，Ｚ）を平行移動
してボールジヨイントＰの中心を原点とした座標
系である。 Further, the first elastic bushing R1 is arranged so that its axis is inclined toward the rear outer side of the vehicle body, and the second elastic bushing R2 is arranged so that its axis direction is inclined toward the rearward inner side of the vehicle body. It is arranged in the direction. In addition, in Fig. 4, for the above coordinates (X, Z), the horizontal Y axis of the wheel center 0 reference is set to create a rectangular coordinate system (X, Z).
Y, Z) are configured. Also, the coordinate system (L,
M, N) is a coordinate system whose origin is the center of the ball joint P, which is obtained by translating the above coordinate system (X, Y, Z).
さらに、上記ボールジヨイントＰ、第１弾性ブ
ツシユR1および第２弾性ブツシユR2の各取付点
（ボールジヨイントＰにあつてはその中心、第１
および第２弾性ブツシユR1，R2にあつてはその
各軸心中央点）を含む三角形の取付面Ｑは、ホイ
ール中心軸を含む鉛直面（即ち、上記座標系
（Ｘ，Ｙ，Ｚ）のYZ面）との交差線ｑにおいて、
ホイール中心軸（Ｙ軸）上でのホイールセンター
０とのオフセツト量をＷ、ホイール接地面上での
オフセツトをＧとし、且つ各々車体内側方向のオ
フセツトをプラス（＋）とすると、上記Ｗがプラ
ス（＋）量（つまり車体内側）で、Ｇがマイナス
（−）量（車体外側）となるように配置されてい
る。 Furthermore, each attachment point of the ball joint P, the first elastic bush R 1 and the second elastic bush R 2 (in the case of the ball joint P, the center, the first
and in the case of the second elastic bushes R 1 and R 2 , the triangular mounting surface Q that includes the central point of each axis) is the vertical plane that includes the wheel center axis (i.e., the coordinate system (X, Y, Z) At the intersection line q with the YZ plane of
If the offset amount from wheel center 0 on the wheel center axis (Y axis) is W, the offset on the wheel contact surface is G, and each offset toward the inside of the vehicle body is plus (+), then the above W is plus. It is arranged so that G is a (+) amount (in other words, inside the vehicle body) and G is a negative (-) amount (outside the vehicle body).
次にその上述の如くボールジヨイントＰと第１
弾性ブツシユR1及び第２弾性ブツシユR2を配置
した場合におけるホイール４のトーイン変化に対
する作用については次の通りである。 Next, as mentioned above, the ball joint P and the first
The effect on the toe-in change of the wheel 4 when the elastic bushing R 1 and the second elastic bushing R 2 are arranged is as follows.
横力Ｓは、ホイール接地点に対して＋Ｙ方向
（車体内側方向）に作用するので、上記ΔPR1
R2の取付面ＱをボールジヨイントＰを中心と
してほぼＬ軸回りに反時計方向に回転させるモ
ーメント力として作用する。このため、上記取
付面Ｑは、ボールジヨイントＰを中心にしてＬ
軸回りを車体内側方向に回転変位し、ホイール
４がトーイン変化することになる。 Since the lateral force S acts in the +Y direction (inward direction of the vehicle body) with respect to the wheel grounding point, the above ΔPR 1
It acts as a moment force that rotates the mounting surface Q of R2 approximately counterclockwise around the L axis around the ball joint P. Therefore, the mounting surface Q is L with the ball joint P in the center.
The wheel 4 is rotationally displaced around the axis toward the inside of the vehicle body, resulting in a toe-in change of the wheel 4.
ブレーキ力Ｂは、ホイール接地点に対し＋Ｘ
方向（車体後方側方向）に作用するので、Ｇの
（−）量によつて取付面Ｑをボールジヨイント
Ｐを中心としてほぼＬ軸回りを反時計方向に回
転させるモーメント力として作用する。このた
め、上記取付面Ｑは、ボールジヨイントＰを中
心として車体内側方向に回転変位し、ホイール
４がトーイン変化することになる。その際、上
記ブレーキ力ＢによるＭ軸回りの反時計方向の
モーメント力により第１弾性ブツシユR1が上
記トーイン効果を妨げる車体内方へ変位するこ
と（つまりホイールの前方移動）を制止するた
めに、該第１弾性ブツシユR1の軸方向前端に
ストツパを設けることはトーイン変化の確実化
の点で好ましい。 Brake force B is +X relative to the wheel grounding point
Since it acts in the direction (towards the rear of the vehicle body), the (-) amount of G acts as a moment force that rotates the mounting surface Q approximately counterclockwise around the L axis around the ball joint P. Therefore, the mounting surface Q is rotationally displaced toward the inside of the vehicle body about the ball joint P, and the wheel 4 undergoes toe-in change. At this time, in order to prevent the first elastic bush R1 from being displaced inward of the vehicle body (that is, forward movement of the wheel) due to the moment force in the counterclockwise direction around the M axis due to the brake force B, which would impede the toe-in effect. It is preferable to provide a stopper at the front end of the first elastic bush R1 in the axial direction from the viewpoint of ensuring the toe-in change.
エンジン制動力Ｅは、ホイールセンター０に
対して＋Ｘ方向（車体後方側）に作用するの
で、Ｗの（＋）量およびＧの（−）量によつて
取付面ＱをボールジヨイントＰを中心としてほ
ぼＭ軸回りに時計方向に回転させるモーメント
力として作用する。その際、第１弾性ブツシユ
R1の軸心が車体後方外向きに、第２弾性ブツ
シユR2の軸心が車体後方側内向きにそれぞれ
配置されていること、および一般に弾性ブツシ
ユの剛性は軸心方向に弾性変形し易い特性を有
することから、上記取付面ＱはＰを中心として
トーイン方向に回転変化してホイール４のトー
イン変化が行なわれることになる。この場合、
第２弾性ブツシユR2には外向きの力がかかり
Ｌ軸回りにトーアウトの動きを生じさせるよう
な力が発生するので、該第２弾性ブツシユR2
の車体外側方向における変位を規制してホイー
ル４のトーアウト方向への移動を阻止するよう
にすれば上記トーイン変化を容易且つ確実に行
なうことができる。このため、後述する如くこ
の第２弾性ブツシユR2には本考案を適用して
上記車体外方への変位を規制し得るようなスペ
ーサ部材（第５図、第６図参照）が設けられて
いる。 Engine braking force E acts in the +X direction (toward the rear of the vehicle body) with respect to wheel center 0, so depending on the (+) amount of W and the (-) amount of G, the mounting surface Q is centered around the ball joint P. It acts as a moment force that rotates clockwise approximately around the M axis. At that time, the first elastic bushing
The axis of R 1 is located outward toward the rear of the vehicle body, and the axis of the second elastic bushing R 2 is located inward toward the rear of the vehicle body. In general, the rigidity of the elastic bushing is such that it easily deforms elastically in the axial direction. Because of this characteristic, the mounting surface Q rotates around P in the toe-in direction, thereby changing the toe-in of the wheel 4. in this case,
An outward force is applied to the second elastic bush R2 , and a force that causes toe-out movement around the L axis is generated, so the second elastic bush R2
If the displacement of the wheel 4 in the outward direction of the vehicle body is restricted to prevent the wheel 4 from moving in the toe-out direction, the toe-in change described above can be easily and reliably performed. For this reason, as will be described later, this second elastic bush R2 is provided with a spacer member (see FIGS. 5 and 6) that can restrict the outward displacement of the vehicle body by applying the present invention. There is.
エンジン駆動力Ｋはホイールセンター０に対
して−Ｘ方向（車体前方側）に作用するので、
Ｗの（＋）量によつて取付面Ｑをボールジヨイ
ントＰを中心としてほぼＬ軸回りに反時計方向
に回転させるモーメント力として作用する。こ
のため、上記ブレーキ力Ｂの場合と同様に、取
付面Ｑが該ボールジヨイントＰを中心にして車
体内側方向に回転変位し、ホイール４がトーイ
ン変化することになる。 Since the engine driving force K acts in the -X direction (towards the front of the vehicle body) with respect to the wheel center 0,
The (+) amount of W acts as a moment force that rotates the mounting surface Q approximately counterclockwise around the L axis around the ball joint P. Therefore, as in the case of the brake force B, the mounting surface Q is rotationally displaced inward of the vehicle body around the ball joint P, and the wheel 4 changes in toe-in.
続いて、上記第２弾性ブツシユR2の具体的な
構造例を第５図及び第６図を参照して説明する。 Next, a specific structural example of the second elastic bush R2 will be explained with reference to FIGS. 5 and 6.
第２弾性ブツシユR2は、上記セミトレーリン
グアーム側の第３ブラケツト１６，１６に取付け
た結合ボルト３４が挿通される内筒３１と、該内
筒３１の外側にその径方向に重合状態で嵌挿され
且つ上記ホイールハブ３の第３アーム部１３のボ
ス部１３ａ内に嵌挿される外筒３２と、該内筒３
１と外筒３２の間に固定的に介在せしめられたラ
バー製の弾性部材３３とを有しており、ホイール
４に負荷される横力を受けることにより上記弾性
部材３３が適度に弾性変形し、上記内筒３１と外
筒３２の径方向における相対変位（即ち、ホイー
ルハブ３とセミトレーリングアーム１の車体内外
方向における相対変位）を許容し得るようになつ
ている。 The second elastic bush R2 has an inner cylinder 31 through which the connecting bolts 34 attached to the third brackets 16, 16 on the semi-trailing arm side are inserted, and an outer side of the inner cylinder 31 in a radially overlapping state. An outer cylinder 32 that is fitted and inserted into the boss part 13a of the third arm part 13 of the wheel hub 3, and the inner cylinder 3.
1 and an outer cylinder 32, the elastic member 33 is appropriately elastically deformed by receiving the lateral force applied to the wheel 4. , the relative displacement of the inner cylinder 31 and the outer cylinder 32 in the radial direction (that is, the relative displacement of the wheel hub 3 and the semi-trailing arm 1 in the inside and outside directions of the vehicle body) can be tolerated.
そして、この場合、この第２弾性ブツシユR2
が自動車の右側リアホイールに適用されるもので
あり、しかもその装着位置が上述のようにボール
ジヨイントＰよりもフロント側に位置せしめられ
ているため、横力負荷時に上記内筒３１に対して
外筒３２がトーアウト方向（第５図のOUT方向）
に相対変位するのを規制（換言すれば、トーイン
方向への相対変位のみを許容）し得るようにする
ことにより、横力負荷時におけるホイール４のト
ーイン変化を的確に行なわせ得ることは前述の通
りである。 And in this case, this second elastic bush R 2
is applied to the right rear wheel of an automobile, and its mounting position is located on the front side of the ball joint P as described above, so that when a lateral force is applied, the inner cylinder 31 The outer cylinder 32 is in the toe-out direction (OUT direction in Figure 5)
As mentioned above, by restricting relative displacement in the toe-in direction (in other words, allowing only relative displacement in the toe-in direction), it is possible to accurately change the toe-in of the wheel 4 when a lateral force is applied. That's right.
このため、この第２弾性ブツシユR2において
は、上記の技術思想に立脚し、本考案を適用して
上記内筒３１と外筒３２の間のしかも車体内側方
向に位置する個所に、内筒３１に対して外筒３２
が車体外方（第５図，IN方向）に相対変位する
のを規制し得るようにして後述のスペーサ部材４
１を介在せしめている。 Therefore, in this second elastic bushing R2 , based on the above-mentioned technical idea and applying the present invention, an inner cylinder is installed between the inner cylinder 31 and the outer cylinder 32 and located in the inner direction of the vehicle body. 31 vs. outer cylinder 32
The spacer member 4, which will be described later
1 is intervening.
スペーサ部材４１は、その外側面４２ａを上記
外筒３２の内周面に嵌合接触可能なる如く円弧面
とするとともに、その内側面４２ｂを上記内筒３
１の外周面に形成した平坦な受面３１ａに面接触
可能なる如く平坦面とした略三日月状断面をもつ
金属製（この実施例においては焼結合金を採用し
ている）の棒状体よりなる基材４２の上記外側面
４２ａと内側面４２ｂ上に、適宜厚さのフツ素樹
脂層４３を形成して構成されている。尚、このフ
ツ素樹脂層４３は、フツ素樹脂繊維（例えば、デ
ユポン社製のテフロン繊維）と他の合成繊維（例
えば、グラスフアイバー）とを混紡し、さらにこ
れにフエノール樹脂を含浸させて薄板状としたも
のを上記基材４２の外側面４２ａ及び内側面４２
ｂ上に接着することにより形成される。 The spacer member 41 has an outer surface 42a formed into an arcuate surface so as to be able to fit into and come into contact with the inner peripheral surface of the outer cylinder 32, and an inner surface 42b of the spacer member
It is made of a rod-shaped body made of metal (a sintered alloy is used in this embodiment) and has a substantially crescent-shaped cross section with a flat surface so that it can come into surface contact with the flat receiving surface 31a formed on the outer peripheral surface of 1. A fluororesin layer 43 having an appropriate thickness is formed on the outer surface 42a and inner surface 42b of the base material 42. The fluororesin layer 43 is made by blending fluororesin fibers (for example, Teflon fiber manufactured by Dupont) with other synthetic fibers (for example, glass fiber), and further impregnating this with phenolic resin to form a thin plate. The outer surface 42a and the inner surface 42 of the base material 42 are
It is formed by adhering on b.
さらに、このスペーサ部材４１は、上記内筒３
１と外筒３２との間への装着状態においては弾性
部材３３の弾性力によつて該内筒３１と外筒３２
の間に挟持されているが、横力の負荷により上記
弾性部材３３が大きく弾性変形した場合にはこの
弾性部材３３による挟持作用が低下すること、及
び該スペーサ部材４１の表面にはフツ素樹脂層４
３が形成されているがこのフツ素樹脂はその表面
の摩擦係数が小さいことから接着が困難である等
のことから、該スペーサ部材４１がその装着位置
から脱落することも懸念される。このため、この
実施例のものにおいては本考案を適用して、上記
の弾性部材３３のスペーサ部材４１側の両側端部
３３ａ，３３ｂをそれぞれリツプ状に延出形成し
てこれをそれぞれ保持部３３ａ，３３ｂとし、こ
の各保持部３３ａ，３３ｂで常時でスペーサ部材
４１を弾性的に保持することでその脱落を未然に
且つ確実に防止するようにしている。 Furthermore, this spacer member 41
1 and the outer cylinder 32, the elastic force of the elastic member 33 causes the inner cylinder 31 and the outer cylinder 32 to
However, if the elastic member 33 is largely elastically deformed due to a load of lateral force, the clamping action of the elastic member 33 will be reduced, and the surface of the spacer member 41 is coated with fluororesin. layer 4
3 is formed, but this fluororesin has a small coefficient of friction on its surface, making it difficult to adhere.Therefore, there is a concern that the spacer member 41 may fall off from its mounting position. Therefore, in this embodiment, by applying the present invention, both ends 33a and 33b of the elastic member 33 on the side of the spacer member 41 are formed to extend into lip shapes, and these are respectively attached to the holding portions 33a and 33b. , 33b, and the spacer member 41 is always elastically held by the holding portions 33a and 33b, thereby reliably preventing the spacer member 41 from falling off.
上述の如く構成されたスペーサ部材４１を内筒
３１と外筒３２の間に介在せしめた第２弾性ブツ
シユR2においては、スペーサ部材４１の基材４
２が金属材料で構成されているため、該スペーサ
部材４１を例えば硬質ゴム等の比較的弾性をもつ
たもので構成した場合に比べて第２弾性ブツシユ
R2のトーアウト方向への変位が確実に規制され、
また基材４２の表面に耐摩耗性に優れたフツ素樹
脂層が形成されているため該スペーサ部材４１を
硬質ゴム等で形成する場合に比して該スペーサ部
材４１の耐摩耗性（耐久性）が飛躍的に向上する
こととなる。 In the second elastic bush R2 in which the spacer member 41 configured as described above is interposed between the inner cylinder 31 and the outer cylinder 32, the base material 4 of the spacer member 41 is
Since the spacer member 2 is made of a metal material, the second elastic bushing is made of a relatively elastic material such as hard rubber.
The displacement of R 2 in the toe-out direction is reliably regulated,
In addition, since a fluororesin layer with excellent abrasion resistance is formed on the surface of the base material 42, the abrasion resistance (durability) of the spacer member 41 is higher than in the case where the spacer member 41 is made of hard rubber or the like. ) will improve dramatically.
また、スペーサ部材４１が、金属製の基材４２
の表面にフツ素樹脂層４３を形成した構成とされ
ているため、該スペーサ部材４１を金属製の内筒
３１と外筒３２の間に介在させても該スペーサ部
材４１と内筒３１と外筒３２が相互に金属接触す
るということがなく、このため横力の負荷によつ
て内筒３１と外筒３２とが相対変位して該内筒３
１と外筒３２に対してスペーサ部材４１が繰り返
して衝突する場合においても、これらが相互に金
属接触する場合に比してその衝突音（異音）の発
生が可及的に抑制されることとなる。 Further, the spacer member 41 is made of a metal base material 42.
Since the fluororesin layer 43 is formed on the surface of the spacer member 41, even if the spacer member 41 is interposed between the metal inner cylinder 31 and the outer cylinder 32, the spacer member 41, the inner cylinder 31, and the outer cylinder The cylinders 32 do not come into metal contact with each other, and therefore the inner cylinder 31 and the outer cylinder 32 are displaced relative to each other by the load of lateral force, and the inner cylinder 3
Even when the spacer member 41 repeatedly collides with the spacer member 1 and the outer cylinder 32, the generation of collision noise (abnormal noise) is suppressed as much as possible compared to the case where these are in metallic contact with each other. becomes.
さらに、弾性部材３３に形成した保持部３３
ａ，３３ｂによつてスペーサ部材４１の脱落が確
実に防止されることから、該スペーサ部材４１を
設けたことによる上述の如き本考案に特有の作用
効果が長期に亘つて安定的に維持されることとな
るものである。 Furthermore, a holding portion 33 formed on the elastic member 33
Since the spacer member 41 is reliably prevented from falling off by the spacer members a and 33b, the effects peculiar to the present invention as described above due to the provision of the spacer member 41 can be stably maintained over a long period of time. It is a matter of fact.
（考案の効果）
本考案の自動車のサスペンシヨンは、一端を車
体に回動自在に支持したサスペンシヨン構成部材
と、該サスペンシヨン構成部材の他端に接続され
ホイールを回転自在に支持するホイール支持部材
と、相互に径方向に重合状態で配置される内筒と
外筒及びこれらの間に配設される弾性部材から構
成されて、且つホイールに作用する外力によつて
該弾性部材が変形することでホイールの姿勢を制
御するようにした弾性ブツシユを備えた自動車の
サスペンシヨンにおいて、上記弾性ブツシユの内
筒と外筒との間に、ホイールに特定方向の外力が
作用した時に生じる特定方向への両者の相対変位
を規制するように外表面にフツ素樹脂層が形成さ
れたスペーサ部材が介在せしめるとともに、上記
弾性部材には該スペーサ部材に当接して該スペー
サ部材の動きを規制する保持部を設けたことを特
徴とするものである。(Effect of the invention) The automobile suspension of the invention includes a suspension component whose one end is rotatably supported on the vehicle body, and a wheel support which is connected to the other end of the suspension component and rotatably supports the wheel. , an inner cylinder and an outer cylinder arranged in a radially overlapping state, and an elastic member disposed between these, and the elastic member is deformed by an external force acting on the wheel. In an automobile suspension equipped with an elastic bushing that controls the attitude of the wheel by controlling the attitude of the wheel, the movement in a specific direction that occurs when an external force in a specific direction is applied to the wheel is created between the inner cylinder and the outer cylinder of the elastic bushing. A spacer member having a fluororesin layer formed on the outer surface is interposed so as to regulate the relative displacement between the two, and the elastic member has a holding portion that comes into contact with the spacer member and regulates the movement of the spacer member. It is characterized by having the following.
従つて、本考案の自動車のサスペンシヨンによ
れば、
(1) 弾性ブツシユの内筒と外筒との間に介在せし
められるスペーサ部材の表面に耐摩耗性に優れ
たフツ素樹脂層が形成されているため、該スペ
ーサ部材の素材そのものが直接上記内筒あるい
は外筒に接触する場合に比して、該スペーサ部
材の摩耗が抑制され、延いては弾性ブツシユの
耐摩耗性の向上が図れる、
(2) 表面にフツ素樹脂層が形成されたスペーサ部
材が内筒と外筒の間に介在せしめられているた
め、例え該スペーサ部材が金属材料で構成され
ていたとしても該スペーサ部材と内筒及び外筒
が相互に金属接触するというようなこともな
く、これらが金属接触構造である場合に比し
て、該スペーサ部材と内筒あるいは該当との接
触に起因する異音発生が可及的に抑制され、そ
れだけサスペンシヨン装置としての商品価値が
向上する、
(3) スペーサ部材は、外筒と内筒の間に介在され
た弾性部材の弾性力によつて該外筒と内筒との
間に挟持されると同時に、該弾性部材に形成し
た保持部によつてもその動きが規制されるよう
になつていることから、弾性ブツシユに外力が
かかつて上記弾性部材が変形して上記スペーサ
部材に対する挟持力が低下した状態においても
該スペーサ部材は上記保持部によつて保持され
ることとなり、この結果、該スペーサ部材の装
着状態が長期に亘つて適正状態維持され、延い
てはサスペンシヨンとしての信頼性が高められ
る、
等の効果が得られるものである。 Therefore, according to the automobile suspension of the present invention, (1) a fluororesin layer with excellent wear resistance is formed on the surface of the spacer member interposed between the inner cylinder and the outer cylinder of the elastic bushing; Therefore, compared to the case where the material of the spacer member itself directly contacts the inner cylinder or the outer cylinder, wear of the spacer member is suppressed, and the wear resistance of the elastic bushing can be improved. (2) Since the spacer member with a fluororesin layer formed on its surface is interposed between the inner cylinder and the outer cylinder, even if the spacer member is made of a metal material, the spacer member and the inner cylinder There is no metal contact between the cylinder and the outer cylinder, and compared to the case where they have a metal contact structure, abnormal noises due to contact between the spacer member and the inner cylinder or the corresponding object are more likely to occur. (3) The spacer member allows the outer cylinder and the inner cylinder to be connected by the elastic force of the elastic member interposed between the outer cylinder and the inner cylinder. At the same time, the movement of the elastic member is restricted by the holding portion formed on the elastic member, so that when an external force is applied to the elastic member, the elastic member deforms and the elastic member deforms. Even when the clamping force on the spacer member is reduced, the spacer member is held by the holding portion, and as a result, the spacer member is kept properly attached for a long period of time, and the suspension is maintained properly for a long period of time. This will improve the reliability of the system, among other effects.
第１図は本考案の実施例に係るサスペンシヨン
をもつ自動車の右側リアホイール部分の斜視図、
第２図は第１図に示したサスペンシヨン部分の平
面図、第３図は第２図の−矢視図、第４図は
リヤサスペンシヨン構成部材とホイール支持部材
とを結合するボールジヨイントと弾性ブツシユの
配置構造を示す概念図、第５図は第１図に示され
た弾性ブツシユの拡大横断面図、第６図は第５図
の−縦断面図である。
１……セミトレーリングアーム、２……サブフ
レーム、３……ホイールハブ、４……ホイール、
５……デイフアレンシヤル、６……ドライブシヤ
フト、７……ストラツトアツセンブリー、８……
スタビライザー、３１……内筒、３２……外筒、
３３……弾性部材、３３ａ……保持部、３３ｂ…
…保持部、３４……結合ボルト、４１……スペー
サ部材、４２……基材、４３……フツ素樹脂層、
R1……弾性ブツシユ、R2……弾性ブツシユ。
FIG. 1 is a perspective view of the right rear wheel portion of an automobile having a suspension according to an embodiment of the present invention;
Figure 2 is a plan view of the suspension part shown in Figure 1, Figure 3 is a view taken from the - arrow in Figure 2, and Figure 4 is a ball joint that connects the rear suspension component and the wheel support member. FIG. 5 is an enlarged cross-sectional view of the elastic bush shown in FIG. 1, and FIG. 6 is a vertical cross-sectional view of FIG. 5. 1...Semi-trailing arm, 2...Subframe, 3...Wheel hub, 4...Wheel,
5... differential, 6... drive shaft, 7... strut assembly, 8...
Stabilizer, 31...inner cylinder, 32...outer cylinder,
33...Elastic member, 33a...Holding section, 33b...
... Holding part, 34 ... Connection bolt, 41 ... Spacer member, 42 ... Base material, 43 ... Fluorine resin layer,
R1 ...Elastic bushing, R2 ...Elastic bushing.
Claims (1)
ン構成部材と、該サスペンシヨン構成部材の他端
に接続されホイールを回転自在に支持するホイー
ル支持部材と、相互に径方向に重合状態で配置さ
れる内筒と外筒及びこれらの間に配設される弾性
部材から構成されて、且つホイールに作用する外
力によつて該弾性部材が変形することでホイール
の姿勢を制御するようにした弾性ブツシユを備え
た自動車のサスペンシヨンにおいて、上記弾性ブ
ツシユの内筒と外筒との間には、ホイールに特定
方向の外力が作用した時に生じる特定方向への両
者の相対変位を規制するように外表面にフツ素樹
脂層が形成されたスペーサ部材が介在せしめられ
ており、上記弾性部材には該スペーサ部材に当接
して該スペーサ部材の動きを規制する保持部が設
けられていることを特徴とする自動車のサスペン
シヨン。 A suspension component whose one end is rotatably supported on the vehicle body, and a wheel support member which is connected to the other end of the suspension component and rotatably supports a wheel, are arranged in a radially overlapping state with each other. An elastic bushing is composed of an inner cylinder, an outer cylinder, and an elastic member disposed between these, and the elastic member is deformed by an external force acting on the wheel to control the attitude of the wheel. In the automobile suspension equipped with the above-mentioned elastic bushing, there is a rubber bushing on the outer surface between the inner cylinder and the outer cylinder so as to restrict relative displacement between the two in a particular direction when an external force is applied to the wheel in a particular direction. An automobile characterized in that a spacer member on which a fluororesin layer is formed is interposed, and the elastic member is provided with a holding portion that comes into contact with the spacer member and restricts movement of the spacer member. suspension.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1985085591U JPH0452081Y2 (en) | 1985-06-05 | 1985-06-05 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1985085591U JPH0452081Y2 (en) | 1985-06-05 | 1985-06-05 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61200708U JPS61200708U (en) | 1986-12-16 |
| JPH0452081Y2 true JPH0452081Y2 (en) | 1992-12-08 |
Family
ID=30636129
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1985085591U Expired JPH0452081Y2 (en) | 1985-06-05 | 1985-06-05 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0452081Y2 (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5541373A (en) * | 1978-09-18 | 1980-03-24 | Matsushita Electric Ind Co Ltd | Liquid fuel combusting apparatus |
| JPS58188710A (en) * | 1982-04-29 | 1983-11-04 | Mazda Motor Corp | Rear suspension |
-
1985
- 1985-06-05 JP JP1985085591U patent/JPH0452081Y2/ja not_active Expired
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5541373A (en) * | 1978-09-18 | 1980-03-24 | Matsushita Electric Ind Co Ltd | Liquid fuel combusting apparatus |
| JPS58188710A (en) * | 1982-04-29 | 1983-11-04 | Mazda Motor Corp | Rear suspension |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61200708U (en) | 1986-12-16 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JPS59966Y2 (en) | Automotive rear wheel suspension system | |
| US7270340B2 (en) | Strut with an elastic wheel carrier mount | |
| JPS646425Y2 (en) | ||
| US4046403A (en) | Strut type independent suspension system for automobiles | |
| US4681342A (en) | Wheel suspension | |
| CA1191163A (en) | Independent wheel suspension for motor vehicles | |
| US20060082094A1 (en) | Independent wheel suspension system | |
| JPS6245084B2 (en) | ||
| JPH0452081Y2 (en) | ||
| JPH0357528Y2 (en) | ||
| CN207416462U (en) | A kind of control arm welding assembly | |
| JPS61263809A (en) | Rear suspension | |
| JPH057202B2 (en) | ||
| JP2528603B2 (en) | Car suspension | |
| JPH0428805Y2 (en) | ||
| JPS6144691B2 (en) | ||
| JPH0544163Y2 (en) | ||
| JPH0313364Y2 (en) | ||
| KR960003495Y1 (en) | Rear axle suspension device of a vehicle | |
| JP2696552B2 (en) | Automotive wheel suspension | |
| JPH0224321Y2 (en) | ||
| JPH0126483Y2 (en) | ||
| JPS6143208B2 (en) | ||
| JPS6144690B2 (en) | ||
| JPS6143205B2 (en) |