JPH0546961Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a suspension suitable for use in vehicles, especially automobiles, and particularly relates to a suspension equipped with a camber control mechanism.

[Prior Art] Conventionally, for example, a double wishbone type suspension as shown in FIG. 4 has been used as a front suspension for an automobile.

As shown in Fig. 4, this double-width bone type suspension has a bifurcated upper arm 4 and a bifurcated lower arm 5 that form a pair of upper and lower arms. It is pivotally connected to a vehicle body B via rubber bushes 7A and 7B fitted into the base end.

Further, the upper end of the knuckle 6 is pivotally attached to the tip of the upper arm 4 via a ball joint 8, and the lower end of the knuckle 6 is attached to the tip of the lower arm 5 via a ball joint 9. The wheel 2 is rotatably supported by the knuckle 6.

Further, a coil spring/absorber assembly 3 is interposed between the lower arm 5 and the vehicle body B, and the upper end of the coil spring absorber assembly 3 is attached to the vehicle body, and the lower end of the coil spring absorber assembly 3 is attached to the vehicle body. is attached to the lower arm 5.

Here, the coil spring absorber assembly 3 includes a coil spring 31 and an absorber 3.
It consists of 2.

As shown in FIG. 5, a square link mechanism L' is formed from the upper arm 4, the lower arm 5, the knuckle 6, and the vehicle body B that pivotally supports the upper arm 4 and lower arm 5.

Note that the reference numeral 1 in Fig. 4 indicates an axle shaft, and this axle shaft 1 is rotatably supported by a knuckle 6 when the front wheels are the driving wheels as in a front-wheel drive system, and when the front wheels are the driving wheels as in a rear-wheel drive system. If it becomes a follower wheel, it is fixedly attached to the knuckle 6.

With this configuration, a rectangular link mechanism equipped with an upper arm 4 and a lower arm 5 is constructed.
L' performs a parallelogram-like movement and cooperates with the coil spring absorber assembly 3 to swingably support the vehicle wheel 2.

In addition, the atsupa arm 4 and lower arm 5 are
The rubber bushes 7A and 7B allow minute movements in the vehicle longitudinal direction (front-rear direction), vehicle width direction (left-right direction), and vehicle vertical direction (vertical direction).

[Problems to be solved by the invention] Generally, the upper arm 4 and the lower arm 5 must be set to have different lengths, and in particular, as shown in FIG. The upper arm 4 is often set shorter than the lower arm 5. If the lengths of the upper arm 4 and the lower arm 5 are different in this way, the condition of the vehicle
That is, the camber changes with the movement of the link mechanism L' depending on how many passengers are on the vehicle and the driving state of the vehicle such as when cornering.

In other words, when the wheel 2 moves up and down (bump/rebound) relative to the body B, the link mechanism
L' is indicated by thick chain lines 4', 5', and 5' in FIG.
As shown at 6', when rebounding, the thin chain line 4'',
Of the upper arm 4 and the lower arm 5, which both move up and down by the same amount, the shorter upper arm 4 moves more inward in the vehicle width direction as shown by 5'' and 6''. Therefore, during both bumps and rebounds, the nutcle 6 is pulled inward and tilted by the shorter arm (here, the upper arm 4) as indicated by 6' and 6''. As a result, the camber changes.

Such camber changes are a problem because they affect steering performance and cause uneven tire wear.

The present invention aims to solve these problems by making it possible to change the actual length of the upper arm or lower arm, so that the camber can always be controlled in an optimal state even if the vehicle condition changes. The purpose of the present invention is to provide a suspension with a camber control mechanism.

[Means for Solving the Problems] Therefore, the suspension with a camber control mechanism of the present invention has a knuckle that rotatably supports the wheel, a tip of which is pivotally attached to the upper end of the knuckle, and a base. An atsupah arm whose end is pivoted to the vehicle body side, a lower arm whose tip end is pivoted to the lower end of the knuckle and whose base end is pivoted to the vehicle body side, and the atsupah arm and lower arm are connected to the vehicle body side. a coil spring absorber assembly interposed between the upper arm and the upper arm, and a camber control mechanism for controlling the camber by adjusting the angle of the knuckle. an eccentric cam interposed between the pivot shaft at the tip of the shorter arm of the lower arms and the above-mentioned nut; an eccentric cam interposed between the eccentric cam and the above-mentioned coil spring/absorber assembly; It is characterized by comprising an interlocking lever that rotates the eccentric cam in conjunction with the vertical movement of the wheel relative to the vehicle body.

[Function] In the above-mentioned suspension with a camber control mechanism of the present invention, when the wheel moves up and down with respect to the vehicle body, the upper arm and the lower arm rotate with respect to the knuckle. While the shorter arm of the lower arm operates to pull the knuckle into the vehicle body, in the camber control mechanism, the eccentric cam is linked to the above-mentioned turning movement through the interlocking lever, and moves the nut to the outside of the vehicle body. The eccentric shaft is rotationally driven to move inward from the vehicle body from the eccentric state. This alleviates the above-mentioned retraction movement of the shorter arm.

[Example] Below, a suspension with a camber control mechanism as an embodiment of the present invention will be explained with reference to the drawings. Fig. 1 is a schematic diagram showing its overall configuration, and Fig. 2 shows its camber control mechanism. The perspective view and FIG. 3 are schematic diagrams for explaining the action of the camber control mechanism.
3, the same reference numerals as in FIG. 4 indicate substantially the same parts.

This embodiment also relates to a double wish bone type front suspension.

In other words, in this double-width bone type suspension, as shown in FIG.
The upper arm 4 and the lower arm 5 are pivotally connected to the vehicle body B side through rubber bushings 7A and 7B fitted into their base ends, respectively. In FIG. 1, the reference numeral 2A indicates a tire wheel, 2B indicates a hub, and the upper arm 4 and lower arm 5 are the first
Although not shown in the figure, both are bifurcated (see FIG. 4), and the upper arm 4 is set shorter than the lower arm 5.

The lower end of the nutcle 6 is pivotally attached to the tip of the lower arm 5 via a ball joint 9, as in the past, but the length of the nut is set shorter than that of the lower arm 5. The upper end of a knuckle 6 is pivotally attached to the tip of the upper arm 4 via a camber control mechanism 20. Note that the wheel 2 is rotatably supported on this knuckle 6.

Additionally, a coil spring/absorber assembly 3 is interposed between the lower arm 5 and the vehicle body B.
The coil spring absorber assembly 3 is loaded, and its upper end is attached to the vehicle body B side, and its lower end is attached to the lower arm 5.

Note that the coil spring/absorber assembly 3 includes a coil spring 31 and an absorber 32 as in the conventional case.

As shown in FIGS. 1 and 2, the camber control mechanism 20 includes a pivot shaft 12 connected to the tip end 4a of the upper arm 4 via a ball joint (pillow ball) 11, and both ends of this pivot shaft 12. An eccentric cam 14 is rotatably attached to the pivot hole 13 formed in the nutcle 6, and the eccentric cam 14 and the coil spring
The interlock lever 15 is provided between the absorber assembly 3 side and the absorber assembly 3 side.

The interlocking lever 15 has a base end integrated with the eccentric cam 14, and is mounted with the tip facing inward into the vehicle body. The lower end of a connecting rod 16 whose upper end is attached to the upper end of the coil spring absorber assembly 3 is pivotally connected to the tip of the interlocking lever 15.
The eccentric cam 14 is rotationally driven via the interlocking lever 15 by the movement of the cam with respect to the vehicle body B.

The length of the connecting rod 16 is set so that the interlocking lever 15 and the eccentric cam 14 are maintained at the neutral position when the vehicle body B is under a set load and no external force is applied to the vehicle body B. Note that the neutral position of the interlocking lever 15 and the eccentric cam 14 is
The neutral position of the interlocking lever 15 is as shown by the solid line in FIGS.
This is the position where the eccentric cam 14 is most eccentric toward the outside of the vehicle.

Further, the pivot shaft 12 and the pivot hole 13 are formed substantially toward the vehicle length direction.

Then, there is a vehicle body B that pivotally supports these upper arms 4, lower arms 5, knuckles 6, upper arms 4 and lower arms 5, and an eccentric cam 14 attached to these.
A pentagonal link mechanism L is formed by adding the eccentric arm of the link element to the link element.

Since the suspension with a camber control mechanism according to the present embodiment is configured as described above, when the wheel 2 moves up and down (bump/rebound) with respect to the vehicle body B, the upper arm 4 and the lower arm 5 move upward and downward accordingly. As shown by the chain line in Fig. 1, it rotates relative to the knuckle 6, and along with this rotation,
As shown by the chain line in FIG. 3, the interlocking lever 15
The eccentric cam 14 is rotated relative to the pivot hole 13 of the knuckle 6.

That is, when the wheel 2 is in a bump state in which it moves upward with respect to the vehicle body B, the knuckle 6 rises and falls together with the wheel 2, and accordingly, the upper arm 4 and the lower arm 5 are approximately shown in FIG. ，
5'). At this time, the interlocking lever 15 also tilts in the same direction as the upper arm 4 and lower arm 5, as shown in FIG.
Since the arm length of the interlocking lever 15 is significantly shorter than that of the upper arm 4, the degree of tilting of the interlocking lever 15 is more remarkable than that of the upper arm 4. Due to the movement of the camber control mechanism 20, the shorter one of the arms 4 and 5, the upper arm 4, and the tip end 4a of this upper arm 4,
The pivot shaft 12 connected to the pivot shaft 12 operates as shown by thick chain lines (see symbols 4' and 12') in FIG.
The pivot shaft 12' moves above the neutral position (see reference numeral 12) and toward the inside of the vehicle body. As a result,
When bumping, the distance between the center of the pivot hole 13 of the knuckle 6 and the base end of the Atsupa arm 4 on the vehicle body side is determined by the pivot shaft 1.
The length increases by the length dl compared to when the upper arm 2 is in the neutral position, and the substantial (apparent) length of the upper arm 4 is extended.

On the other hand, during rebound when the wheel 2 moves downward relative to the vehicle body B, the camber control mechanism 2
Due to the movement of 0, the upper arm 4 and the lower arm 5 tilt as shown by the thin chain lines in FIG. 12 operate as shown by the thin chain lines (see numerals 4'' and 5'') in Fig. 3, and the pivot shaft 12'' moves below the neutral position (see numeral 12) and toward the inside of the vehicle body. As a result, the length dl increases during rebound as well as during bumps.
Actual (apparent) of Atsupa Arm 4
The length will increase.

In this way, when the wheel 2 bumps or rebounds, the substantial (apparent) length of the atsupah arm 4 is appropriately extended by the camber control mechanism 20, so that the vehicle width of the atsupah arm 4 at the time of bump or rebound is The amount of movement inward in the direction can be made equal to the amount of movement of the lower arm 5, and changes in the camber angle are suppressed.

Therefore, it becomes possible to maintain an optimal camber at all times, which has the effect of improving steering performance and reducing wear and tear on various parts of the vehicle, including tires.

Note that the connecting rod 16 may be omitted depending on the relative positional relationship between the coil spring absorber assembly 3 and the tip of the interlocking lever 15.

Furthermore, if the lower arm 5 is shorter in length than the upper arm 4 and the lower arm 5, the camber control mechanism 20 may be installed at the tip of the lower arm 5.

Furthermore, the present suspension can be applied to rear suspensions, and furthermore, the present invention can be similarly applied to vehicles other than automobiles.

[Effects of the invention] As detailed above, according to the suspension with a camber control mechanism of the invention, the pivot shaft at the tip of the shorter arm of the upper arm and the lower arm is connected to the knuckle. an eccentric cam interposed therebetween; and an interlocking lever provided between the eccentric cam and the coil spring absorber assembly and rotating the eccentric cam in conjunction with the vertical movement of the wheel relative to the vehicle body. With a simple configuration that includes a built-in camber control mechanism, it is now possible to adjust the camber angle to always maintain it in an optimal state, improving the vehicle's driving performance and improving the performance of each part of the vehicle. This has the effect of reducing wear and tear.

[Brief explanation of the drawing]

1 to 3 show a suspension with a camber control mechanism as one embodiment of the present invention. FIG. 1 is a schematic diagram showing the overall structure of the suspension. FIG.
FIG. 3 is a perspective view showing the camber control mechanism, FIG. 4 is a schematic diagram for explaining the operation of the camber control mechanism, and FIG. 5 shows a typical double wishbone type suspension, FIG. 4 is a schematic diagram showing the overall configuration, and FIG. 5 is a schematic diagram showing the operation. 1...Axle shaft, 2...Wheel, 2A...
... tire wheel, 2B... hub, 3... coil spring absorber assembly, 4... upper arm, 4a... tip of arm, 5... lower arm, 6... knuckle, 7A, 7B... rubber bushing, 9... ball joint, 11... ball joint (pillow ball), 12... pivot shaft,
13: pivot hole, 14: eccentric cam, 15: interlocking lever, 16: connecting rod, 20: camber control mechanism, 31: coil spring, 3
2...absorber, B...body, L...
...Link mechanism.

Claims (1)

[Scope of utility model registration request] A knuckle that rotatably supports a wheel; an upper arm having a distal end pivotally attached to the upper end of the knuckle and a base end pivoted to the vehicle body; and a lower arm whose base end is pivotally connected to the vehicle body, and a coil spring interposed between the vehicle body and either the upper arm or the lower arm.
The absorber assembly is provided with a camber control mechanism for controlling the camber by adjusting the angle of the knuckle, and the camber control mechanism is connected to the tip of the shorter arm of the upper arm and the lower arm. an eccentric cam interposed between the pivot shaft and the nutcle, and an eccentric cam provided between the eccentric cam and the coil spring absorber assembly to prevent the eccentric cam from moving up and down with respect to the vehicle body. A suspension with a camber control mechanism, which is characterized by being composed of an interlocking lever that rotates in conjunction with each other.