JPH06127233A - Suspension device for vehicle - Google Patents

Abstract

PURPOSE:To provide a suspension device for vehicle in which layout can be facilitated to enable low slung floor and the freedom degree for setting camber characteristics can be increased. CONSTITUTION:A shock absorbing device 10 is arranged laterally and horizontally relative to a vehicle, and an operating rod 12, an upper arm 30, and a control link 40 of the shock absorbing device 10 are connected to an oscillating member 20 which is pivoted rotatably on a cross-member 4. Thus low slung floor is enabled and the freedom degree for setting camber characteristics is increased.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a suspension device for a vehicle, and more particularly to a suspension device provided in a vehicle width direction.

[0002]

2. Description of the Related Art Conventionally, a strut type suspension, a double wishbon type suspension, a multi-link type suspension, etc.
However, in these conventional suspension devices, since the overall height is large and a large installation space is required, the luggage compartment space (including the vehicle compartment) is narrowed. Although the FF type vehicle was originally put into practical use in order to expand the luggage space, the existing suspension device that takes up a large space as described above is still adopted as the rear wheel suspension device.
The advantages of FF type cars have not been fully realized.

On the other hand, Japanese Laid-Open Patent Publication No. 64-41408 discloses a shock absorber arranged in an inclined shape in the vehicle width direction, an upper lateral link, and an upper trailing link.
A double-wishbon type suspension device for rear wheels is described, which has a bifurcated lower lateral link and a middle lateral link located in a middle position between the upper lateral link and the lower lateral link. In this suspension device, the actuating rod of the shock absorber includes a swing member that is swingable in a substantially vertical plane on the suspension cross member,
It is connected to the wheel support via a connecting rod that connects the swing member to the wheel support. An inner end portion of the upper lateral link is pivotally attached to the suspension cross member or the vehicle body.

[0004]

In the suspension device described in the above publication, the inner end portion of the substantially horizontal up lateral link is pivotally attached to the vehicle body side member, so that the position of the pivot portion becomes high. Since the pivot portion projects into the luggage compartment space, the luggage compartment space is narrowed, and the layout property deteriorates.
It is difficult to increase the degree of freedom in setting the camber characteristics of the rear wheels during bumps and rebounds, and in order to optimize the camber characteristics and suppress fluctuations in the roll center height, the link length of the appal lateral link should be set to a certain degree. There are problems such as things that must be done. The purpose of the present invention is to
It is an object of the present invention to provide a suspension device for a vehicle that can improve the layout property and the flexibility of setting the camber characteristics.

[0005]

A vehicle suspension device according to a first aspect of the present invention is a vehicle suspension device in which a shock absorber is disposed such that its axis is oriented in the vehicle width direction. A suspension cross member, a swing member pivotally attached to the suspension cross member in a substantially vertical plane, an inner end portion pivotally attached to the suspension cross member, and an outer end portion pivotally attached to the swing member. A shock absorber attached thereto, a link member connecting the swing member and the wheel support, an upper arm having an outer end pivotally attached to the wheel support and an inner end pivotally attached to the swing member. It is a thing.

Here, the swinging member, the link member and the upper arm may be constructed so as to have a characteristic that the negative camber angle is reduced during bumping (claim 2), or in this construction, the inner end portion of the upper arm is In some cases, the swing member may be pivotally attached to the suspension member at a position closer to the wheel support than a pivot portion that is pivotally attached to the suspension cross member (claim 3).

A vehicle suspension device according to a fourth aspect is
In a suspension device for a vehicle, in which a shock absorber is disposed so that its axis is oriented in the vehicle width direction, a suspension cross member supported by a vehicle body and the suspension cross member are swingable in a substantially vertical plane. A swing member pivotally attached to the suspension cross member, an inner end portion pivotally attached to the suspension cross member, and an outer end portion pivotally attached to the swing member,
A link member connecting the swinging member and the wheel support, and an upper arm having an outer end pivotally attached to the wheel support and an inner end pivotally attached to the shock absorber.

Here, the swing member, the link member, the upper arm, and the shock absorber are configured so as to have a characteristic that the negative camber angle increases during bumping (claim 5). The angle increase rate may be larger when the bumps are larger than when the bumps are small (claim 6).

[0009]

In the suspension device for a vehicle according to the first aspect of the present invention, the swing member is pivotally attached to the suspension cross member so as to be swingable in a substantially vertical plane.
The shock absorber is arranged such that its axis is oriented in the vehicle width direction, its inner end is pivotally attached to the suspension cross member, and its outer end is pivotally attached to the swing member. The swing member and the wheel support are connected by the link member, and the outer arm of the upper arm is pivotally attached to the wheel support and the inner end is pivotally attached to the swing member.

When the wheel support moves up and down during bumping and rebound, the up-and-down movement is transmitted to the rocking member via the link member, and the rocking member rocks. The device provides a cushioning effect. On the other hand, according to the swing of the swing member, the inner end portion of the upper arm is displaced in an arc shape in a substantially vertical plane, and the displacement of the inner end portion of the upper arm affects the camber characteristic. For example, when the inner end of the upper arm is displaced upward during bumping, the negative camber angle is reduced and the roll center height is prevented from decreasing. On the other hand, when the inner end portion of the upper arm is displaced downward during bumping, the negative camber angle is increased and the ground camber angle is maintained at substantially zero, so that the turning performance can be improved. However, the structure of the present claim is suitable for the structure in which the inner end portion of the upper arm is displaced upward during bumping. Depending on the geometry of the swing member, the link member, and the upper arm, the characteristics of the behavior of the inner end portion of the upper arm at the time of bump or rebound,
That is, the camber characteristic can be set freely.

By connecting the inner end of the upper arm to the swing member in this manner, the position of the inner end of the upper arm can be set low, and the layout of the floor can be improved, and the camber can be improved. The degree of freedom in setting the characteristics can be increased. Further, the arm length of the asperm can be shortened if necessary.

When the swing member, the link member and the upper arm are constructed so as to have a characteristic that the negative camber angle is reduced during bumping, fluctuations in roll center height are suppressed. Then, the roll can be suppressed. When the inner end portion of the upper arm is pivotally attached to the swing member at a position closer to the wheel support than the pivot attachment portion that pivotally attaches the swing member to the suspension cross member. Since the inner end portion of the upper arm is displaced upward during bumping, it is possible to reliably suppress the fluctuation of the roll center height.

The vehicle suspension device according to a fourth aspect is different from the first aspect in that the inner end portion of the upper arm is pivotally attached to the shock absorber, but basically the same as the first aspect. Action and effect can be obtained. However, the structure of the present claim is suitable for the structure that the shock absorber swings downward and the inner end portion of the upper arm is displaced downward during bumping.

Here, when the swing member, the link member, the upper arm and the shock absorber are constructed so as to have a characteristic that the negative camber angle increases at the time of bumping, as in claim 5, at the time of bumping or rebounding. The turning performance can be improved by maintaining the ground camber angle at approximately zero. Further, as in claim 6, in the above configuration, when the increase rate of the negative camber angle with respect to the bump is larger when the bump is large than when the bump is small, Similar to the above, the turning performance can be enhanced and the steering stability can be enhanced.

[0015]

Embodiments of the present invention will be described below with reference to the drawings. This embodiment is an example of applying the present invention to a rear suspension device of an FF type vehicle.
The front, rear, left, and right of the vehicle will be described as front, rear, left, and right, and the left and right rear suspension devices have a symmetrical configuration, so the left rear suspension device will be described.

FIG. 1 is a plan view of the rear suspension device 1, and FIG. 2 is this rear suspension device 1.
As shown in FIGS. 1 and 2, a suspension cross member 4 (hereinafter referred to as a suspension cross member 4 for mounting the rear suspension device 1) is provided inside a wheel support 3 that rotatably supports a rear wheel 2 of an automobile. , Cross members) are provided, and the cross members 4 are fixed to the left and right side frames of the vehicle body (not shown) at a plurality of positions via cushioning materials.

The cross member 4 is mainly composed of, for example, an open-bottomed channel-shaped member having an upper wall, a front wall, a rear wall, and end frames at both left and right ends. A general structure such as a structure provided with a pivot bracket for pivotally connecting the members, or a structure mainly including an open upper and lower both sides having a front wall, a rear wall and end frames at both left and right ends belongs to. The rear suspension device 1 includes a shock absorber 10 arranged horizontally in the vehicle width direction, a swing member 20 pivotally attached to a cross member 4 so as to be vertically swingable in a substantially vertical plane, and an upper arm 30.
The first lower arm 50 on the front side, the second lower arm 60 on the rear side, the upper trailing link 70, the lower trailing link 80, and the like.

The shock absorber 10 is arranged such that its axis is oriented in the vehicle width direction, the shock absorber main body 11 is on the inside, and the actuating rod 12 is on the outside. , Is pivotally attached to the cross member 4 via a pivot 14 oriented in the front-rear direction, and spring receiving members 15 and 16 are fixed to the shock absorber body 11 and the operating rod 12, respectively.
The suspension spring 1 externally mounted on the shock absorber main body 11 and the operating rod 12 between the spring receiving members 15 and 16.
7 is reduced. The oscillating member 20 is formed by connecting two right-angled triangular plate members, and the first apex 21 at the inner end and the lower end of the oscillating member 20 includes a pivot portion 21 including a pivot in the front-rear direction.
The pivot member 22 is pivotally attached to the cross member 4 by a, and the second apex portion 22 at the inner end and the upper end of the swing member 20 has a pivot portion 22a including a pivot shaft oriented in the front-rear direction. The ends are pivoted.

Furthermore, a third member at the outer end and the lower end of the swinging member 20
An inner end portion of the control link 40 is pivotally attached to the top portion 23 by a pivotal attachment portion 23a including a pivot in the front-rear direction and a rubber bush, and an outer end portion of the control link 40 is attached to the wheel support 3 by a ball joint 41. Is pivoted in. The upper arm 30 is composed of a relatively short arm member, and is arranged in a slanting downward direction and in the vehicle width direction. The outer end of the upper arm 30 is pivotally attached to the wheel support 3 by a ball joint 31. Is
Further, the inner end of the upper arm 30 is pivotally attached to an appropriate portion between the second top portion 22 and the third top portion 23 of the swing member 20 by a pivot attachment portion 32 including a pivot in the front-rear direction and a rubber bush. ing. However, the pivot portion 32 needs to be arranged outside the pivot portion 21a. Incidentally, the pivot portion 3
2 can be arranged on the line connecting the pivotally connecting portion 21a and the ball joint 31. In this case, the lateral rigidity of the rear wheel 2 when traveling straight ahead can be increased.

The first lower arm 50 on the front side is arranged substantially horizontally in the vehicle width direction at a position corresponding to the front end of the wheel support 3, and the outer end of the first lower arm 50 has an outer end. Of the first lower arm 50 is pivotally attached to the front end of the cross member 4, and the inner end of the first lower arm 50 is pivotally attached to the cross member 4 by a pivotal attachment 52 including a pivot in the front-rear direction and a rubber bush. .
The rear second lower arm 60 includes the wheel support 3
The outer end of the second lower arm 60 is pivotally attached to the rear end of the wheel support 3 by a ball joint 61 at a position corresponding to the rear end of the wheel support 3. The inner end portion of the second lower arm 60 has a pivotal attachment portion 62 including a pivotal shaft in the front-rear direction and a rubber bush.
Is pivotally attached to the cross member 4.

The upper trailing link 70 is disposed in the front-rear direction and is inclined downward toward the front. The front end portion of the upper trailing link 70 is located above the side frame (not shown) of the vehicle body and extends in the vehicle width direction. Of the upper trailing link 70, and the rear end of the upper trailing link 70 is pivotally connected to the arm 72 at the upper end of the wheel support 3 by a ball joint 73. There is.

The lower trailing link 80 is arranged in a front-rear direction and is inclined forward and upward, and a front end portion of the lower trailing link 80 is disposed below the side frame (not shown) of the vehicle body in the vehicle width direction. The lower trailing link 80 is pivotally attached at its rear end to the arm 82 at the lower end of the wheel support 3 by a ball joint 83. There is.

Next, the operation of the rear suspension device 1 will be described. At the time of bumping, the swing member 20 is swung upward by the control link 40 in accordance with the upward displacement of the wheel support 3, and the pivot portion 32 is moved to the arrow A.
The camber angle changes to the negative camber angle decreasing side because the pivotal attachment portion 32 is displaced upward due to the displacement in the direction. As a result, the roll center height is prevented from decreasing. Further, at the time of rebound, the swinging member 20 is swung downward by the control link 40 in accordance with the downward displacement of the wheel support 3, the pivotally connecting portion 32 is displaced in the arrow B direction, and the pivotally connecting portion 32 is moved downward. Due to the displacement, the camber angle changes to the negative camber angle increasing side. However, the position of the pivotally attached portion 32 can be provided at various positions in the swinging member 20, and a negative camber angle change characteristic according to the position of the pivotally attached portion 32 can be obtained.

The swing member 20 and the control link 4
0 and the geometry of the upper arm 30, it is possible to freely set the characteristic of the behavior of the inner end portion of the upper arm 30 during bumping or rebounding, that is, the camber characteristic. For example, when the pivotal portion 32 is brought closer to the pivotal portion 22a, the rising rate of the pivotal portion 32 at the time of bumping becomes smaller, and the pivotal portion 32 is lowered to the first top portion 21 and the first top portion 21. When it is located between the three tops 23, the rate of rise of the pivotally attached part 32 at the time of bumping becomes large. In this way, the shock absorber 1
In the rear suspension device 1 in which the axis center of 0 is arranged in the vehicle width direction, the pivotal attachment portion 32 of the upper arm 30 is connected to the swinging member 20, so that the upper arm 30
By lowering the position of the pivotally connecting portion 32, it is possible to enhance the layout property that allows the floor to be lowered and increase the degree of freedom in setting the camber characteristics.

Next, a modified example in which a part of the above embodiment is modified will be described. As shown in FIG. 3, the swing member 2
0A is formed into a trapezoidal shape, a first top portion 21A pivotally attached to the cross member 4 is provided at a position inside the second top portion 22A in the vehicle width direction, and an inner end portion of the upper arm 30 is By the pivoting portion 32, the rocking member 20A is pivotally attached to a portion between the first top portion 21A and the third top portion 23A lower than the first top portion 21A in the same manner as described above. In this case, when the swinging member 20A swings upward during bumping, the inner end portion of the upper arm 30 is displaced substantially vertically upward, so that the camber angle changes to the negative camber angle decreasing side, and the negative camber angle decreasing rate is reduced. It is larger than that in the above embodiment.

Next, a rear pension device 1A according to another embodiment will be described. However, the same components as those in the above-described embodiment are designated by the same reference numerals and the description thereof will be omitted. 4 and 5
As shown in, since the inner end portion of the upper arm 30A is pivotally attached to the shock absorber main body 11 of the shock absorber 30A, the upper arm 30A is formed long so as to extend to the middle of the shock absorber main body 11, and the upper arm 30A is Swing member 2
A front arm portion 33 and a rear arm portion 34 that branch off on the upper side of 0 are provided. A pair of front and rear pivot blocks 35 are fixed to the middle of the shock absorber body 11,
The inner end portion of the front arm portion 33 is pivotally attached to the front pivot block 35 by a pivot portion 36 including a pivot in the front-rear direction and a rubber bush, and the rear arm portion 3 is also provided.
The inner end portion of 4 is pivotally attached to the rear pivot block 35 by a pivot portion 37 including a pivot in the front-rear direction and a rubber bush. The rest of the configuration is the same as in the above embodiment.

The operation of the rear suspension device 1A will be described. When the swing member 20 swings upward during bumping, the second top portion 22, that is, the pivotally attached portion 22a is displaced in the arrow C direction, so that the inner end portion of the upper arm 30, that is, the pivotally attached portions 36 and 37, moves in the arrow D direction. Displace. As a result, the camber angle changes to the negative camber angle increasing side. Further, when the swing member 20 swings downward during rebound, the second top portion 22, that is, the pivotally attached portion 22a is displaced in the arrow E direction, so that the inner end portion of the upper arm 30, that is, the pivotally attached portion 3 is moved.
6, 37 are displaced in the arrow F direction. As a result, the camber angle changes to the negative camber angle decreasing side. Therefore,
When bumping or rebounding, the ground camber angle can be maintained at approximately zero, improving turning performance and steering stability.

As shown in FIG. 6, the negative camber angle change characteristic is set so that the change rate of the camber angle is small when the bump amount is small and the change rate of the camber angle is large when the bump amount is large. It This allows
The turning performance and steering stability can be improved.

Next, a modified example in which a part of the above embodiment is modified will be described. However, the same components as those in the above-mentioned embodiment are designated by the same reference numerals and the description thereof will be omitted. 1) As shown in FIG. 7, the shock absorbing device 10 is arranged in a gentle incline so as to descend inward. 2) As shown in FIG. 8, the spring 17 of the shock absorber 10 is omitted, and instead, a leaf spring 18 extending over the left and right rear suspension devices is provided, and its end is connected to the wheel support 3 via a control link 19. Link.

3) As shown in FIG. 9, the swing member 20B
Is pivotally attached to the cross member by a pivoting portion 21a at the lower part of the central portion in the vehicle width direction, and the inner end portion of the upper arm 30 is pivotally attached to the inner end portion of the swinging member 20B by the pivoting portion 32 and swings. The inner end of the control link 40 is pivotally attached to the outer end of the moving member 20B. With this configuration, when the swinging member 20B rotates clockwise during bumping, the pivotally connecting portion 3
Since 2 is displaced downward, the camber angle changes to the negative camber angle increasing side, and at the time of rebound, it becomes the opposite. With this configuration, the same operation as that of the suspension device 1A shown in FIGS. 4 and 5 can be obtained.

The shape and structure of the rocking member are not limited to those of the above-described embodiment, but various shapes and structures can be used, and the positional relationship between the rocking member and the shock absorber is also various. For example, the shock absorber may be arranged at the same level as the swing member, and the shape and structure of the upper arm may be various forms (for example, two upper arms, a bifurcated A arm, or a curved shape). The trailing links 70 and 80 may be various existing ones, and these may be arranged so as to extend rearward from the wheel support 3; Various existing ones can be adopted for the two lower arms 50, 60,
Further, this rear suspension device is not inapplicable as a front suspension device.

[Brief description of drawings]

FIG. 1 is a plan view of a rear suspension device according to an embodiment.

FIG. 2 is a rear view of the rear suspension device of FIG.

FIG. 3 is a rear view of a modified rear suspension device.

FIG. 4 is a plan view of a rear suspension device according to another embodiment.

5 is a rear view of the rear suspension device of FIG.

FIG. 6 is a camber change characteristic diagram of the rear suspension device of the another embodiment.

FIG. 7 is a schematic rear view of a rear suspension device according to a modification.

FIG. 8 is a schematic rear view of a rear suspension device according to another modification.

FIG. 9 is a schematic rear view of a rear suspension device according to another modification.

[Explanation of symbols]

 1, 1A Rear suspension device 4 Suspension cross member 10 Shock absorber 20, 20A, 20B Swing member 21a Pivot part 30 Upper arm 40 Control link

Claims (6)

[Claims] 1. A suspension device for a vehicle, in which a shock absorber is arranged such that its axis is oriented in the vehicle width direction, and a suspension cross member supported by a vehicle body, and the suspension cross member having a substantially vertical plane. A swinging member pivotally mounted in the swinging member; a shock absorber having an inner end portion pivotally mounted to the suspension cross member and an outer end portion pivotally mounted to the swinging member; and the swinging member and the wheel support. A suspension device for a vehicle, comprising: a link member for connecting the wheel support and an upper arm having an outer end pivotally attached to a wheel support and an inner end pivotally attached to a swing member. 2. The suspension device for a vehicle according to claim 1, wherein the swing member, the link member, and the upper arm are configured to have a characteristic that a negative camber angle is reduced during bumping. 3. The inner end portion of the upper arm is pivotally attached to the swing member at a position closer to the wheel support than a pivot portion for pivotally attaching the swing member to the suspension cross member. 1. The vehicle suspension device according to 1. 4. A suspension device for a vehicle, in which a shock absorber is disposed such that its axis is oriented in the vehicle width direction, and a suspension cross member supported by a vehicle body, and the suspension cross member having a substantially vertical plane. A swinging member pivotally mounted in the swinging member; a shock absorber having an inner end portion pivotally mounted to the suspension cross member and an outer end portion pivotally mounted to the swinging member; and the swinging member and the wheel support. A suspension device for a vehicle, comprising: a link member that connects the wheel support and an upper arm that has an outer end pivotally attached to a wheel support and an inner end pivotally attached to a shock absorber. 5. The vehicle suspension device according to claim 4, wherein the swing member, the link member, the upper arm, and the shock absorber are configured to have a characteristic that a negative camber angle increases during bumping. . 6. The increase rate of the negative camber angle with respect to the bump is larger when the bump is larger than when the bump is small.
The vehicle suspension device described in.