JPH0524407U - Suspension for automobiles - Google Patents

Abstract

(57) [Summary] [Purpose] To provide an automotive suspension that has the advantages of both the MacPherson strut type and the double wishbone type. [Structure] The strut 2 is connected to the steering knuckle 1 not directly but via a relatively small upper arm 9. The base end of the upper arm 9 is swingably connected to the outer cylinder 6a of the shock absorber 6, while the ball joint 4 is used at the connecting portion with the steering knuckle 1 to allow swinging and rotation. It has become so. The lower end of the strut 2 is formed in a U shape, and both ends thereof are swingably connected to the upper surface of the lower arm 5. Therefore, the strut 2 is allowed to expand and contract but cannot rotate.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a suspension for an automobile used for suspension of front wheels of a passenger car.

[0002]

[Prior Art]

 Currently, two main types of independent suspension type front suspensions for passenger cars are the MacPherson strut type and the double wishbone type.

As shown in FIG. 3, the MacPherson strut type is a strut (strut) 2 rigidly connected to a steering knuckle 1, and a lower arm 5 connecting a lower portion of the steering knuckle 1 and a body 3 via a ball joint 4. It consists of The strut 2 is composed of a shock absorber 6, a coil spring 7, etc., and expands and contracts in the axial direction to buffer and damp vibration. The upper end of the strut 2 is rotatably supported by the body 3 via a thrust bearing 8 so as to allow the turning motion during steering. This suspension is characterized by its simple structure and low cost, and its relatively low unsprung weight giving it a relatively excellent riding comfort.

On the other hand, as shown in FIG. 4, in the double wishbone type, an upper arm 9 and a lower arm 5 connect a steering knuckle 1 and a body 3 to each other. A ball joint 4 is used at a connecting portion between the arms 9 and 5 and the steering knuckle 1 to allow swinging (vertical movement) and turning movement (steering) of the steering knuckle 1. This suspension is characterized in that the suspension geometry (such as the kingpin inclination angle and camber / tread change characteristics) can be adjusted relatively freely by adjusting the lengths of both arms 9 and 5.

[0005]

[Problems to be solved by the device]

 By the way, each of the above-mentioned two types of suspensions has problems. First, in the MacPherson strut type, the kingpin inclination angle, that is, the inclination angle of the strut 2 (indicated by θ in FIG. 3) is structurally increased, and the steering knuckle 1 turns together with the strut 2, so that the steering wheel is rotated. Becomes a negative camber, and the ground contact area of the tire 10 is reduced, and uneven wear, skid, etc. are likely to occur. Also, due to the deviation of the load input axis (the line connecting the grounding point of the tire 10 and the upper end of the strut 2) from the axis of the strut 2, a bending moment acts on the strut 2 and resistance to expansion and contraction occurs. is there. On the other hand, the double wishbone type has a large number of parts, has a complicated structure, and is large in size and weight. Also, since the base point of the upper arm 9 is inside the body 3, the volume of the engine room 11 is smaller than that of the MacPherson strut type, and a lateral engine for F / F (front engine / front drive) vehicles should be installed. Will be very difficult.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an automobile suspension having the advantages of both the MacPherson strut type and the double wishbone type.

[0007]

[Means for Solving the Problems]

 In order to solve this problem, the present invention solves this problem by connecting the lower arm with the base end swingably connected to the body, the rod end connected with the body, and the lower end of the outer cylinder with the middle part of the lower arm. The shock absorber is swingably connected to the shock absorber, the upper end is swingably connected to the outer cylinder of the shock absorber, and the upper end is swingable and rotatable to the tip of the upper arm. And a knuckle arm whose lower end is swingably and rotatably connected to the tip of the lower arm.

[0008]

[Operation] Although the basic structure and physique are substantially the same as the MacPherson strut type, the kingpin center and the like can be freely set as in the double wishbone type.

[0009]

【Example】

 Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In the description of the embodiments, the same members as the above-mentioned conventional members are designated by the same reference numerals, and duplicate explanations are omitted.

FIG. 1 is a front view showing an embodiment in which the present invention is applied to a front suspension of an F / F vehicle, and FIG. 2 is a perspective view thereof. As shown in these drawings, the appearance of the suspension of this embodiment is substantially the same as that of the above-mentioned McFarson strut type. That is, it has a strut 2 whose upper end is supported by the body 3, and a lower arm 5 which connects the lower portion of the steering knuckle 1 and the body 3 via the ball joint 4.

However, the strut 2 of the present embodiment is connected to the steering knuckle 1 not directly but via the relatively small upper arm 9. The upper arm 9 has a base end swingably connected to the outer cylinder 6a of the shock absorber 6, while a ball joint 4 is used at a connecting portion with the steering knuckle 1, so that the swing and rotation can be prevented. It has become acceptable. The lower end of the strut 2 is formed in a U shape, and both ends of the strut 2 are swingably connected to the upper surface of the lower arm 5. Therefore, the strut 2 is allowed to expand and contract but cannot rotate. In the figure, 12 is a drive shaft for transmitting power from a transmission (not shown) to the tire 10.

The operation of this embodiment will be described below. In the case where the tire 10 climbs over a step during straight running, the strut 2 or the shock absorber 6 expands and contracts in the suspension of the present embodiment, similarly to the conventional MacPherson strut type, to absorb and damp vibrations. To perform. Since the struts 2 do not rotate during steering, only the steering knuckle 1 turns around the upper and lower ball joints 4 as fulcrums (ie, kingpins). Therefore, the camber change caused by steering unlike the conventional MacPherson strut type does not occur, and uneven wear and sideslip of the tire 10 are eliminated. The right and left positions of the kingpin and the inclination angle θ can be freely set by appropriately selecting the lengths of both arms 9 and 5, and in this embodiment, the position is set closer to the tire 10 and the inclination angle is set. I made it small.

Although the specific example is finished as described above, the aspect of the present invention is not limited to this example. For example, in the above-described embodiment, the present invention is applied to a MacPherson strut type suspension to provide the same performance as a double wishbone type suspension, but the present invention is applied to a multi-link type suspension or the like to increase the engine room. You may try.

[0014]

[Effect of the device]

 As described above, according to the suspension of this embodiment, the suspension geometry can be set relatively freely like the double wishbone type, while having a configuration and a physique substantially similar to those of the conventional McPherson strut type. It has the effect of becoming.

[Brief description of drawings]

FIG. 1 is a front view showing an embodiment in which the present invention is applied to a front suspension of an F / F vehicle.

FIG. 2 is a perspective view showing an embodiment in which the present invention is applied to a front suspension of an F / F vehicle.

FIG. 3 is a front view showing a conventional MacPherson strut suspension.

FIG. 4 is a front view showing a conventional double wishbone suspension.

[Explanation of symbols]

 1 Steering knuckle 2 Strut 3 Body 4 Ball joint 5 Lower arm 6 Shock absorber 6a Outer cylinder 7 Spring 9 Upper arm 10 Tire 11 Engine room

Claims (1)

[Scope of utility model registration request] 1. A lower arm having a base end swingably connected to a body, a tip of a rod connected to the body, and a lower end of an outer cylinder swingably connected to an intermediate portion of the lower arm. Shock absorber, an upper arm whose base end is swingably connected to the outer cylinder of the shock absorber, an upper end which is swingably and rotatably connected to the tip of the upper arm, and a lower end which is the lower arm. An automotive suspension characterized in that it has a knuckle arm swingably and rotatably connected to the tip of the.