JPH0527285Y2 - - Google Patents
Info
- Publication number
- JPH0527285Y2 JPH0527285Y2 JP1986174517U JP17451786U JPH0527285Y2 JP H0527285 Y2 JPH0527285 Y2 JP H0527285Y2 JP 1986174517 U JP1986174517 U JP 1986174517U JP 17451786 U JP17451786 U JP 17451786U JP H0527285 Y2 JPH0527285 Y2 JP H0527285Y2
- Authority
- JP
- Japan
- Prior art keywords
- leaf spring
- main structure
- center
- leaf
- auxiliary
- 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 - Lifetime
Links
- 239000000725 suspension Substances 0.000 description 8
- 230000000694 effects Effects 0.000 description 4
- 239000002131 composite material Substances 0.000 description 1
- 230000001747 exhibiting effect Effects 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
Landscapes
- Springs (AREA)
Description
【考案の詳細な説明】
〔産業上の利用分野〕
本考案は車両の懸架装置に用いる車両用リーフ
スプリングに関する。[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a leaf spring for a vehicle used in a vehicle suspension system.
従来、車両の懸架装置に用いる車両用のリーフ
スプリングはたとえば実開昭51−129961号公報で
知られるように複数の板ばねをその厚さ方向に重
ね合わせるとともに、その中央部を一括して締め
付けてなり、しかも、前後対称な構成としてあ
る。このため、静的な状態における上下方向のば
ね特性はその前後部分が等しい。
Conventionally, leaf springs for vehicles used in vehicle suspension systems are made by stacking a plurality of leaf springs in the thickness direction and tightening them all at once, as known from, for example, Japanese Utility Model Application Publication No. 51-129961. Moreover, it has a symmetrical structure from front to back. Therefore, the spring characteristics in the vertical direction in a static state are equal in the front and rear portions.
上記従来の車両用リーフスプリングはその前後
側各部分のばね特性が等しいため、車両の制動時
におけるワインドアツプの防止効果が必ずしも優
れているとは言えず、また、剛性を高めるとその
乗り心地が犠牲になつてしまう。
The conventional leaf springs for vehicles mentioned above have the same spring characteristics in their front and rear parts, so it cannot be said that they are necessarily effective in preventing wind-up when braking the vehicle, and increasing the rigidity also reduces the ride comfort. I become a victim.
また、制動時において起きるワインドアツプに
より中央のアクスル受け座が傾きナツクルアーム
を受ける部分が前後に動くため、サスペンシヨン
とステヤリングのリンク干渉を招き、操縦安定性
を損うという欠点があつた。 In addition, the wind up that occurs during braking causes the center axle seat to tilt and the part that receives the knuckle arm to move back and forth, leading to interference between the suspension and steering links, which impairs steering stability.
本考案は上記問題点に着目してなされたもの
で、その目的とするところは良好ななぎさ特性を
確保しながら乗り心地を確保し、さらに、ワイン
ドアツプの防止効果を高め、また、サスペンシヨ
ンとステヤリングのリンク干渉を防止して車両の
操縦安定性を改善できる車両用リーフスプリング
を提供することにある。 The present invention was developed with attention to the above problems, and its purpose is to ensure ride comfort while ensuring good smoothness characteristics, to improve the effect of preventing wind-up, and to improve the suspension. To provide a leaf spring for a vehicle that can improve steering stability of a vehicle by preventing link interference in a steering wheel.
上記目的を達成するために本考案の車両用リー
フスプリングは、両端が上向きに湾曲したリーフ
スプリング主構成体、前端部分から中央部分まで
の前側部分が上記リーフスプリング主構成体の下
面に重合配置され且つ中央部分から後端部分まで
の後側部分が上記リーフスプリング主構成体の下
面に沿つて後端部分を自由端として配置されると
共に前端部分及び中央部分がそれぞれ上記リーフ
スプリング主構成体の前部及び中央部にそれぞれ
締結された補助板ばねを備え、上記補助板ばね
は、上記前側部分が中央部分から前端部分に向か
つて次第に薄い厚さとなるテーパリーフ、且つ上
記後側部分がその全長にわたり同一厚さとして形
成され、上記後側部分は軽荷重時に上記リーフス
プリング主構成体の下面から離れ重荷重時に上記
リーフスプリング主構成体の下面に接合するよう
にしたものである。
In order to achieve the above object, the leaf spring for a vehicle of the present invention comprises a leaf spring main component having both ends curved upward, and an auxiliary leaf spring whose front portion from a front end portion to a central portion is arranged overlapping with the underside of the main leaf spring component and whose rear portion from the central portion to a rear end portion is arranged along the underside of the main leaf spring component with its rear end portion as a free end, and whose front end portion and central portion are fastened to the front and central portions of the main leaf spring component, respectively, and the auxiliary leaf spring is a tapered leaf whose front portion becomes gradually thinner from the central portion to the front end portion, and whose rear portion is formed to have the same thickness over its entire length, and the rear portion is separated from the underside of the main leaf spring component under light load and joined to the underside of the main leaf spring component under heavy load.
したがつて、通常の作動範囲での乗り心地を犠
牲にしないで、剛性にアツプが可能である。ま
た、制動時において起きるワインドアツプにより
中央のアクスル受け座が傾きを生じるナツクルア
ームを受ける部分の動きを少なくし、サスペンシ
ヨンとステヤリングのリンク干渉を防止し、操縦
安定性を向上できる。 Therefore, it is possible to increase the rigidity without sacrificing ride comfort in the normal operating range. Additionally, the movement of the part that receives the knuckle arm, which causes the central axle receiving seat to tilt due to the wind-up that occurs during braking, is reduced, preventing link interference between the suspension and steering wheel, and improving steering stability.
以下本考案の実施例を図面にもとづいて説明す
る。図面中は車両用リーフスプリング１を示すも
ので、この車両用リーフスプリング１は第１のリ
ーフスプリング２と第２のリーフスプリング３と
からリーフスプリング主構成体４を構成してな
り、この第１のリーフスプリング２と第２のリー
フスプリング３とは厚さ方向に重合されている。
さらに、第１のリーフスプリング２と第２のリー
フスプリング３の前端と後端とはそれぞれクリツ
プ５，６によりそれぞれ共締めされれている。ま
た、リーフスプリング主構成体４の下面にはこれ
に沿つて配置される補助板ばね７が付設されてい
る。この補助板ばね５の前端部分は上記前側のク
リツプ５により上記リーフスプリング主構成体４
に締結されている。補助板ばね７の中央部分はリ
ーフスプリング主構成体４の中央にセンタボルト
８およびナツト（図示しない）により締結されて
いる。なお、車両用リーフスプリング１中央のア
クスル受け座９の下面には厚さ調整用の板１１が
取着されている。また、前後のスパンの長さは同
じである。
Embodiments of the present invention will be described below based on the drawings. In the drawing, a leaf spring 1 for a vehicle is shown, and this leaf spring 1 for a vehicle has a leaf spring main structure 4 composed of a first leaf spring 2 and a second leaf spring 3. The leaf spring 2 and the second leaf spring 3 are overlapped in the thickness direction.
Furthermore, the front and rear ends of the first leaf spring 2 and the second leaf spring 3 are fastened together by clips 5 and 6, respectively. Further, an auxiliary leaf spring 7 is attached to the lower surface of the leaf spring main structure 4 and is arranged along the lower surface. The front end portion of this auxiliary leaf spring 5 is attached to the leaf spring main component 4 by the front clip 5.
has been concluded. A central portion of the auxiliary leaf spring 7 is fastened to the center of the leaf spring main component 4 by a center bolt 8 and a nut (not shown). Note that a thickness adjustment plate 11 is attached to the lower surface of the axle receiving seat 9 at the center of the vehicle leaf spring 1. Also, the lengths of the front and rear spans are the same.
上記補助板ばね７の前側部分は前端側が次第に
薄い厚さとしたテーパリーフであり、また、後端
側部分はその全長にわたり厚さが等しいフラツト
な厚板からなる自由端としてなる。そして、この
補助板ばね７の後端側部分は軽荷重時に上記リー
フスプリング主構成体４の下面から離れている。
また、重荷重時には上記リーフスプリング主構成
体４の下面に接合するようになつている。 The front part of the auxiliary leaf spring 7 is a tapered leaf whose thickness is gradually thinner on the front end side, and the rear end part is a free end made of a flat thick plate having an equal thickness over its entire length. The rear end portion of this auxiliary leaf spring 7 is separated from the lower surface of the leaf spring main component 4 when a light load is applied.
Furthermore, it is adapted to be joined to the lower surface of the leaf spring main component 4 when a heavy load is applied.
しかして、この構成による車両用リーフスプリ
ング１は前半分が線形なばね特性を示し、後半分
が非線形なばね特性を示す。また、上記リーフス
プリング主構成体４の前半分と後半分は共に等し
い線形なばね特性を示す。このため、全体として
非線形なばね特性（なぎさ特性）を示す。 Thus, in the vehicle leaf spring 1 having this configuration, the front half exhibits linear spring characteristics, and the rear half exhibits nonlinear spring characteristics. Further, both the front half and the rear half of the leaf spring main structure 4 exhibit equal linear spring characteristics. Therefore, the spring exhibits nonlinear spring characteristics (Nagisa characteristics) as a whole.
そして、軽荷重時には補助板ばね７の後端側部
分が上記リーフスプリング主構成体４の下面から
離れているため、線形なばね特性を示す前半分の
みが作用する。この前半分のばね特性は小さいの
で、乗り心地を犠牲にしない。また、荷重が増す
と補助板ばね７の後端側部分が上記リーフスプリ
ング主構成体４の下面に中央側から次第に接合
し、ばね定数を大きくする。また、全体として非
線形なばね特性（なぎさ特性）を示すとともに、
このときのばね定数は前側より後側のばね定数が
大きい。 When the load is light, the rear end portion of the auxiliary leaf spring 7 is separated from the lower surface of the leaf spring main structure 4, so that only the front half exhibiting linear spring characteristics acts. The spring characteristics of this front half are small, so ride comfort is not sacrificed. Further, when the load increases, the rear end portion of the auxiliary leaf spring 7 gradually joins to the lower surface of the leaf spring main component 4 from the center side, increasing the spring constant. In addition, it exhibits nonlinear spring characteristics (Nagisa characteristics) as a whole, and
The spring constant at this time is larger on the rear side than on the front side.
したがつて、通常の作動範囲においての乗り心
地を犠牲にしないで、剛性を高めることができ
る。 Therefore, rigidity can be increased without sacrificing ride comfort in the normal operating range.
さらに、走行車両の制動時に起きるワインドア
ツプにおいて上記補助板ばね７の後端側部分が上
記リーフスプリング主構成体４の下面に当るの
で、そのワインドアツプをきわめて有効に防止で
きる。 Furthermore, since the rear end portion of the auxiliary leaf spring 7 comes into contact with the lower surface of the leaf spring main structure 4 in the event of wind-up occurring when the vehicle is braking, the wind-up can be very effectively prevented.
さらに、荷重が小さい時には上記補助板ばね７
の後端側部分が上記リーフスプリング主構成体４
の下面に当らず、前側部分のばね定数が大きく後
側部分のばね定数はこれに比べて小さい。また、
荷重が増加すると、上記補助板ばね７の後端側部
分が上記リーフスプリング主構成板４の下面に当
るので、後側のばね定数が前側部分のものに比べ
て大きくなる。つまり、補助板ばね７の後端側部
分が上記リーフスプリング主構成体４の下面に当
るまでは前半分の変形量が大きく、補助板ばね７
の後端側部分が上記リーフスプリング主構成体４
の下面に当つた後は後半分の変形量が大きくな
る。この過程におけるアクスル受け座９の傾きを
見ると、荷重が小さいときと増加したときとでは
その傾きが反転し、このため、アクスル受け座９
がナツクルアームを受ける部分の動きが打ち消さ
れ、サスペンシヨンとステヤリングのリンク干渉
を防止する。このため、車両の操縦安定性を改善
できる。また、ばね定数の小さくワインドアツプ
を起しやすいリーフ、エヤー複合サスペンシヨン
車等に有効である。 Furthermore, when the load is small, the auxiliary leaf spring 7
The rear end side portion is the leaf spring main component 4.
The spring constant of the front part is large and the spring constant of the rear part is small compared to this. Also,
When the load increases, the rear end portion of the auxiliary leaf spring 7 comes into contact with the lower surface of the leaf spring main component plate 4, so that the spring constant on the rear side becomes larger than that on the front side. That is, until the rear end side portion of the auxiliary leaf spring 7 comes into contact with the lower surface of the leaf spring main component 4, the amount of deformation of the front half is large, and the auxiliary leaf spring 7
The rear end side portion is the leaf spring main component 4.
After hitting the lower surface of , the amount of deformation in the latter half increases. Looking at the inclination of the axle receiving seat 9 during this process, the inclination is reversed when the load is small and when the load increases.
The movement of the part that receives the Katsukuru arm is canceled out, preventing link interference between the suspension and steering wheel. Therefore, the steering stability of the vehicle can be improved. It is also effective for leaf, air composite suspension vehicles, etc., which have a small spring constant and are prone to wind up.
以上説明したように、本考案は、補助板ばね
が、前側部分をテーパ状に後側部分を同一厚さと
した前後非対称な構成とされ、且つ、前端部分及
び中央部分がリーフスプリング主構成体と結合さ
れているため、補助板ばねの横ズレが防止される
と共に、軽荷重時には前側部分のばね定数が後側
部分のばね定数より大きく、荷重が増えると軽荷
重時に離れていた後側部分が、リーフスプリング
主構成体と接合して後側部分のばね定数が前側部
分のばね定数より大きくなる。従つて、本考案で
は、通常の作動範囲である軽荷重時、良好な乗り
心地が得られると共に、剛性のアツプが可能とな
る。
As explained above, in the present invention, the auxiliary leaf spring has an asymmetric structure in which the front part is tapered and the rear part has the same thickness, and the front end part and the center part are connected to the leaf spring main component. Because they are connected together, the auxiliary leaf springs are prevented from shifting laterally, and when the load is light, the spring constant of the front part is larger than that of the rear part, and when the load increases, the rear part, which was separated when the load was light, becomes stiffer. , the spring constant of the rear part becomes larger than that of the front part by joining with the main leaf spring component. Therefore, with the present invention, good riding comfort can be obtained under light loads, which is the normal operating range, and rigidity can be increased.
また、重荷重時には、補助板ばねの後側部分が
リーフスプリング主構成体との接合長さが増加す
るに従つて、徐々にばね定数のアツプを図ること
ができる。この重荷重時のパウンド・リバウンド
により後側部分が、リーフスプリング主構成体か
ら離れた場合でも、後側部分がリーフスプリング
主構成体から離れた状態では前側部分の剛性が充
分確保されているため、車軸の回りに制動時と逆
のワインドアツプが発生することがなく操縦安定
性を損なうことがないという効果を奏する。 Further, when a heavy load is applied, the spring constant can be gradually increased as the length of the connection between the rear portion of the auxiliary leaf spring and the main leaf spring component increases. Even if the rear part separates from the leaf spring main structure due to pound rebound under heavy loads, the front part maintains sufficient rigidity while the rear part is separated from the leaf spring main structure. This has the effect that no wind-up occurs around the axle in the opposite direction to that during braking, and steering stability is not impaired.
さらに、制動時のワインドアツプ対しては、補
助板ばねの後側部分が効果的に車軸回りのねじれ
を吸収する等の種々の格別な作用効果を奏するも
のである。また、サスペンシヨンとステヤリング
のリンク干渉を防止して車両の操縦安定性を改善
できる車両用リーフスプリングを提供できる。 Furthermore, in response to wind-up during braking, the rear portion of the auxiliary leaf spring exhibits various special effects, such as effectively absorbing twisting around the axle. Furthermore, it is possible to provide a leaf spring for a vehicle that can prevent link interference between the suspension and the steering ring and improve the steering stability of the vehicle.
図面は本考案の一実施例の車両用リーフスプリ
ングを示す側面図である。
１……車両用リーフスプリング、４……リーフ
スプリング主構成体１、５……補助板ばね。
The drawing is a side view showing a leaf spring for a vehicle according to an embodiment of the present invention. 1...Leaf spring for vehicle, 4...Leaf spring main component 1, 5...Auxiliary leaf spring.
Claims (1)
成体、前端部分から中央部分までの前側部分が上
記リーフスプリング主構成体の下面に重合配置さ
れ且つ中央部分から後端部分までの後側部分が上
記リーフスプリング主構成体の下面に沿つて後端
部分を自由端として配置されると共に前端部分及
び中央部分がそれぞれ上記リーフスプリング主構
成体の前部及び中央部にそれぞれ締結された補助
板ばねを備え、上記補助板ばねは、上記前側部分
が中央部分から前端部分に向かつて次第に薄い厚
さとなるテーパリーフ、且つ上記後側部分がその
全長にわたり同一厚さとして形成され、上記後側
部分は軽荷重時に上記リーフスプリング主構成体
の下面から離れ重荷重時に上記リーフスプリング
主構成体の下面に接合するようにしたことを特徴
とする車両用リーフスプリング。 A leaf spring main structure having both ends curved upward, the front part from the front end part to the center part is overlapped with the lower surface of the leaf spring main structure, and the rear part from the center part to the rear end part is the leaf spring main structure. an auxiliary leaf spring disposed along the lower surface of the main structure with its rear end portion as a free end, and whose front end portion and center portion are respectively fastened to the front and center portions of the leaf spring main structure; The auxiliary leaf spring is formed such that the front part has a tapered leaf that gradually becomes thinner from the center part to the front end part, and the rear part has the same thickness over its entire length, and the rear part has a tapered leaf that gradually becomes thinner from the center part to the front end part. A leaf spring for a vehicle, characterized in that the leaf spring is separated from the lower surface of the spring main component and is joined to the lower surface of the leaf spring main component when a heavy load is applied.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1986174517U JPH0527285Y2 (en) | 1986-11-13 | 1986-11-13 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1986174517U JPH0527285Y2 (en) | 1986-11-13 | 1986-11-13 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6379203U JPS6379203U (en) | 1988-05-25 |
| JPH0527285Y2 true JPH0527285Y2 (en) | 1993-07-12 |
Family
ID=31112973
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1986174517U Expired - Lifetime JPH0527285Y2 (en) | 1986-11-13 | 1986-11-13 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0527285Y2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6914599B2 (en) * | 2017-10-10 | 2021-08-04 | 日野自動車株式会社 | Leaf suspension device |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58164412A (en) * | 1982-03-25 | 1983-09-29 | Nissan Motor Co Ltd | Leaf spring |
-
1986
- 1986-11-13 JP JP1986174517U patent/JPH0527285Y2/ja not_active Expired - Lifetime
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58164412A (en) * | 1982-03-25 | 1983-09-29 | Nissan Motor Co Ltd | Leaf spring |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6379203U (en) | 1988-05-25 |
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