JPH0534242Y2 - - Google Patents

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to an automobile suspension used for a front or rear driving wheel or a steering wheel that is a non-driving wheel of an automobile.

(Prior Art) As shown in FIG. 7, the automobile suspension described in U.S. Pat. The tire 5 is moved up and down by the knuckle 6 to which the tire 5 is attached via the roller 4 with the rolling ball bearing 3.
The kingpin shaft 9 is fixedly provided on the body 1 side and is composed of upper and lower joints 7 and 8 for connecting the nutcle 6 to the body 1 side. There is.

Also, Utility Application No. 58-51589 (Utility Application No. 59-156809)
In the suspension system described in the microfilm No. 1, two cylindrical sleeves are vertically slidably attached to a single guide rod hanging vertically on the vehicle body, and each cylindrical sleeve has a nutacle that is a wheel support. The upper and lower parts are connected.

This allows the wheel to bounce and rebound by sliding the nut in the vertical direction along the guide rod, similar to the above-mentioned automobile suspension. In addition, the upper arm and lower arm have been significantly shortened and miniaturized, which has the effect of increasing the degree of freedom in designing and arranging the suspension system.

(Problem to be Solved by the Invention) However, of these technologies, the former automobile suspension had the following problems due to the change in the relative height between the tire 5 and the kingpin shaft 9 (upper and lower joints 7, 8) when the tire 5 bounds or rebounds:

(1) Since the king pin offset e changes as the tire 5 bounces and rebounds, so-called steering torque is generated. For this reason, the straight-line performance becomes poor when riding over protrusions on the road or driving on rough roads.

(2) When the tire 5 bounces significantly, there is a risk that the wheel disc will collide with the joint 8 below. In order to avoid such interference between the joint 8 and the wheel disk, it is necessary to provide the joint 8 closer to the body than the inner periphery of the wheel disk, so the king pin offset e is inevitably set large. Therefore, the steering becomes difficult to operate, the steering torque becomes large, and the steering performance deteriorates, and the vehicle also lacks stability when braking.

In the latter suspension system, the upper and lower ends of the wheel support move up and down along a single guide rod, causing the wheels to bounce and rebound. Therefore, when the wheel bounces or rebounds, the locus of the wheel follows this single guide rod, and no camber or caster changes occur.

Furthermore, since the guide rod in the cited example above constitutes a kingpin shaft, the problem of the kingpin offset changing when the wheel bounces or rebounds occurs similarly to the former automobile suspension.

Therefore, the present invention was developed to use a kingpin shaft as a wheel support in an automobile suspension in which the front or rear wheel support moves vertically along the vehicle body, allowing the tire to bounce and rebound. The technical problem to be solved is to eliminate the above-mentioned problems by setting it on the body side, and to enable free adjustment of alignment changes such as camber changes and caster changes during bounce and rebound.

(Means for solving the problem) Therefore, in the present invention, in order to solve the above problem, a first guide provided on the vehicle body side,
A second guide provided on the vehicle body side is arranged at an angle with the first guide, and a second guide is provided on the vehicle body side and is arranged at an angle with respect to the first guide and the second guide. a first moving body and a second moving body attached to be movable in the vertical direction along a guide; a first joint connecting an upper end of a wheel support to the first moving body; a second joint that connects the lower end of the wheel support to the second moving body, and the first joint and the second joint constitute a kingpin shaft. created a new suspension for

(Function) Now, in the automobile suspension of the present invention having the above configuration, a first guide and a second guide are provided on the vehicle body side, and each guide is further provided with a movable body that can slide in the vertical direction. The upper end and the lower end of the wheel support are separately connected to each moving body. These upper and lower joints constitute a kingpin shaft.

Therefore, the kingpin shaft is set on the wheel support side. This eliminates the problem of the king pin offset changing when the wheel bounces or rebounds, and also eliminates the need to increase the king pin offset due to space constraints.

Further, the upper end and the lower end of the wheel support are separately connected to the moving bodies of the first guide and the second guide, and the first guide and the second guide are arranged at an angle to each other. Because of this, camber changes and caster changes occur during bounce and rebound.

By adjusting the angle between the first guide and the second guide, it becomes possible to freely adjust alignment changes during bounce and rebound.

In this way, it is possible to eliminate the problem of the king pin offset changing during bouncing and rebounding, and to make it possible to freely adjust the alignment change during bouncing and rebounding.

(Example) Next, an example in which the present invention is applied to the front or rear drive wheels of an automobile is shown in Figs.
This will be explained based on FIG.

A tire 13 is attached to a hub 11 via a wheel disk 12 to which rotational force from a drive wheel 10 is transmitted via a universal joint (not shown), and a bearing 14 is attached to the outer periphery of the hub 11.
A wheel support 15, commonly called a knuckle or a wheel carrier, is fitted through the holder.

As shown in FIGS. 1 and 2, the upper and lower ends of the wheel support 15 extend toward the vehicle body at predetermined angles of inclination, and the tip of the lower end extends through a ball joint 16. moving body 1 on the lower side
7, and the tip on the upper end side is configured as a linear ball bearing of a known mechanism via a bar field type fixed universal joint 18 (see Fig. 5 A and B) of a known mechanism provided at that part. It is connected to a moving body 19 on the upper side.

These moving bodies 17 and 19 are each connected to the vehicle body side as follows.

That is, at positions corresponding to the installation portions of the wheel supports 15 on the vehicle body 20, they are provided vertically with a slight inclination toward the vehicle body, and both ends are connected to the vehicle body 20.
A pair of lower guide rails 21 fixed to the lower side are provided parallel to each other and at the same height.
As shown in the figure, one rail 21 is located to the left of the wheel support 15 and the other rail 21 is located to the right of the wheel support 15 when viewed from the side of the vehicle. Two of the four arms 22 protruding from the lower movable body 17 each have a rail 21 integrally provided at the tips of these arms 22.
By being attached to each rail 21 via a linear ball bearing 23 that can move along the lower moving body 17, the lower moving body 17 is linked to the vehicle body so as to be movable in the vertical direction.

As shown in FIG. 3, a coil spring 2 is installed between one of the arms 22 and the vehicle body 20.
4 and a piston cylinder 25, a shock absorber 26 is mounted substantially parallel to the rail 21.

On the other hand, in the middle of the pair of lower side rails 21, as shown in FIG. A side guide rail 27 is provided. As shown in FIG. 5A, this upper side rail 27 is a rail with a non-circular cross section and is provided with a protrusion 28 along the axial direction. It is attached to the outer periphery so that it can only move in the axial direction. rail 2
7 is different from the lower rail 21, its upper end and lower part are rotatably supported by bearings 29, and can rotate around its axis. Note that the center of the universal joint 18 is set on this axis.

As shown in FIG. 4, the lower end of the rail 27 protrudes below the lower bearing 29, and is linked to a tie rod 32 attached to a known steering gear box 31 via a link arm 30 fixed to the rail 27. There is.

This embodiment is constructed as described above and has the following effects.

That is, the moving bodies 17 and 19 on the lower side and the upper side connected to the upper and lower ends of the wheel support body 15 are connected to the rail 2.
1 and 24, the wheels are supported and cushioned by the shock absorber 26 when the vehicle passes over a protrusion on the road or travels on a rough road. As the body 15 moves vertically relative to the vehicle body 20, the tires 13 bounce and rebound.

In addition, at this time, since the inclination angle toward the vehicle body of the lower side rail 21 and the upper side rail 24 is different, the wheel support 15 moves in the lateral direction of the vehicle body using the ball joint 16 of the lower side movable body 17 as a fulcrum. The tire 13 tilts and the camber angle of the tire 13 changes. Therefore, in the system of this embodiment, the bounce of the tire 13 is reduced due to the difference in the relative inclination angle of the rails 21 and 27.
Since the width of the change in camber angle and tread during rebound can be determined, for example, the bounce of the tire can be controlled by the link movement of the control arm, as in the case of conventional double-wishbone suspensions.
Compared to the rebound type, there is a greater degree of freedom in design regarding camber angle and tread changes.

Next, when the steering wheel of the automobile is operated, the tie rod 32 moves in the axial direction, and the upper rail 27 rotates around the axis through the swinging of the link arm 30. At this time, moving body 1 on the Atsupa side
Since wheel 9 also rotates together, its rotational force is transmitted to wheel support 15 via universal joint 18. Therefore, the wheel support 15 rotates around an imaginary axis connecting the center of the universal joint 18 connected to its upper end and the center of the ball joint 16 connected to its lower end, that is, the kingpin axis 33, and the tire 13 steering operations are performed.

This kingpin shaft 33 has a predetermined kingpin inclination angle θ1 and kingpin offset as shown in FIG.
e' and a predetermined caster angle θ2 as shown in FIG. Since the relative position does not change and the wheel support 15 and tire 13 move up and down together, the tire 13 remains constant even if it bounces or rebounds. Furthermore, when the tire 13 bounces or rebounds, the lower ball joint 16 and wheel disc 12
Since there is no interference with the ball joint 16
It is also possible to provide the wheel disc 12 at a position deep into the inner circumferential side of the wheel disc 12. That is, since the degree of freedom in designing the kingpin shaft 33 is large, it is possible to avoid problems such as those in the conventional example due to, for example, an excessive kingpin offset.

In the above embodiment, the upper end of the wheel support 15 is connected to the arm 22 via a suitable joint such as a ball joint, and the tie rod 3
2 may be configured to be connected to the wheel support 15 in any suitable manner. In this case, the rail 27 on the upper side is unnecessary. Furthermore, in the above case, the lower rail 21 may be configured with only one rail, or appropriate means may be taken to prevent swinging around the rail 21 while allowing the wheel support 15 to rotate around the kingpin axis. It is possible, provided that

(Effects of the invention) By setting the kingpin axis on the wheel support side, this invention can prevent the kingpin offset from changing when the tire bounces or rebounds, and also increases the degree of freedom in designing the kingpin axis. It is possible to avoid oversetting the set.

Furthermore, since the upper and lower ends of the wheel support are connected to moving bodies of separate guides, and the guides are arranged at an angle with respect to each other, by adjusting this angle, the wheel It becomes possible to freely adjust alignment changes such as camber changes and caster changes during bounce and rebound.

[Brief explanation of the drawing]

Fig. 1 is a view of the essential parts of an embodiment of the present invention viewed from the side of the automobile, Fig. 2 is a longitudinal sectional view thereof, and Fig. 3 is a view of the shock absorber of the embodiment viewed from the rear of the automobile. 4 is a plan view of the same embodiment; FIG. 5A is a horizontal sectional view showing the mounting state of the universal joint to the rail on the upper side and the moving body on the upper side; 5B is a longitudinal sectional view thereof, FIG. 6 is a perspective view showing a steering mechanism portion, and FIG. 7 is a diagram showing a conventional example. 13...Tire, 15...Wheel support, 16...
...Ball joint, 17... Moving object, 18...
Universal joint, 19... Moving object, 20... Vehicle body, 2
1,27...Rail.

Claims (1)

[Claims for Utility Model Registration] A first guide provided on the vehicle body side, a second guide provided on the vehicle body side and arranged at an angle with the first guide, and the first guide. and a first moving body and a second moving body attached to the second guide so as to be movable in the vertical direction along the first guide and the second guide, respectively; a first joint that connects the upper end of the wheel support to the movable body; and a second joint that connects the lower end of the wheel support to the second movable body; A suspension for an automobile, characterized in that a kingpin shaft is formed by the joint and the second joint.