JPH0568702U - Car suspension - Google Patents

Abstract

(57) [Summary] [Purpose] To reduce the camber change during steering by minimizing the kingpin inclination angle as much as possible. [Structure] An upper end portion of a strut 2 and a body 3 are connected to each other, and a swing bracket 12 is provided which can offset a turning center at the time of steering with respect to an operating point at the time of a stroke of the strut 2 to the outside of the body as much as possible. ..

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]

 The MacPherson strut type is well known as an independent suspension type front suspension for passenger cars.

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 and the like, and expands and contracts in the axial direction to buffer and dampen 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 a simple structure, a large engine room 11 and a small unsprung weight, which provides a relatively excellent riding comfort (see Japanese Patent Laid-Open No. 63-112205, etc.). ).

[0004]

[Problems to be solved by the device]

 However, in the above-mentioned MacPherson strut type, the kingpin inclination angle, that is, the inclination angle of the strut 2 (indicated by θ in FIG. 3) becomes structurally large, and the steering knuckle 1 rotates integrally with the strut 2. However, during steering, a negative camber occurs, and the ground contact area of the tire 10 is reduced, so that uneven wear and skid easily 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.

Therefore, an object of the present invention is to provide a suspension for an automobile in which the kingpin inclination angle can be made as small as possible to suppress the change in the camber during steering.

[0006]

[Means for Solving the Problems]

 In order to achieve the above-mentioned object, the structure of the present invention is an automobile suspension including a strut member having an upper end attached to the body side and suspending a wheel to be steered on the body through a knuckle member. It is characterized in that a connecting member is provided which connects the upper end of the member and the body, and can offset the turning center at the time of steering to the outside of the body as much as possible with respect to the operating point at the time of the stroke of the strut member.

[0007]

[Action]

 According to the above configuration, the camber change of the outer wheel during steering is small, and uneven wear and skid are prevented.

[0008]

【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 showing a main part 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, a strut 2 having an upper end supported on the body 3 side and a lower end connected to an upper part of the steering knuckle 1, and a lower arm 5 connecting the lower part of the steering knuckle 1 and the body 3 via a ball joint 4 are provided. is doing.

However, the strut 2 of the present embodiment is connected to the body 3 not directly but via the swing bracket 12 as a connecting member.

As shown in FIG. 2, the swing bracket 12 has arms 12b and 12b extending from both sides of a base 12a and is formed into a bifurcated shape. The base 12a therein faces the body 3. It is supported by bolts 13 and nuts 14 rotatably around the kingpin axis through rubber bushes or the like.

On the other hand, the tip of the piston rod 6a of the shock absorber 6 constituting the strut 2 is rotatably supported in a vertical plane between both arm portions 11b, 11b extending inward of the body.

In the illustrated example, a block 15 is fixed to the tip of the piston rod 6a with a tightening nut 16, and pin portions 15a protruding from both sides of the block 15 are provided with support holes 17 formed in the both arm portions 11b and 11b. Are fitted and supported via a bearing 18 and a snap ring 19. Reference numeral 20 in the figure denotes a drive shaft that transmits 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.

During steering, the steering knuckle 1 turns with the strut 2 around the kingpin axis. At this time, the turning center (that is, the bolt 13 support portion) of the strut 2 is moved by the swing bracket 12. Since the kingpin inclination angle θ is set as small as possible by being offset to the outside of the body 3 with respect to the point (that is, the pin portion 15a of the block 15), it is caused by conventional steering. A large change in camber did not occur, and uneven wear and sideslip of the tire 10 were eliminated.

Further, in the present embodiment, since the ground contact center point of the tire 10 and the road surface intersecting the kingpin axis line are aligned with each other, there is an advantage that the tire 10 is easily cut.

It is needless to say that the present invention is not limited to the above-described embodiment, and various changes such as changing the shape of the connecting member can be made without departing from the scope of the present invention.

[0018]

[Effect of the device]

 As described above, according to the present invention, since the kingpin inclination angle is made as small as possible, a large camber change at the time of steering can be avoided, so that uneven wear of the tire, skid, etc. are eliminated.

[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 of essential parts 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.

[Explanation of symbols]

 1 Steering Knuckle 2 Strut 3 Body 4 Ball Joint 5 Lower Arm 6 Shock Absorber 6a Piston Rod 7 Spring 10 Tire 11 Engine Room 12 Swing Bracket

Claims (1)

[Scope of utility model registration request] 1. In an automobile suspension having a strut member having an upper end attached to a body side, and a wheel to be steered suspended from the body through a knuckle member, the upper end of the strut member is connected to the body. ,
An automotive suspension characterized by comprising a connecting member capable of offsetting a turning center at the time of steering to the outer side of the body as much as possible with respect to an operating point at the time of strut member stroking.