JPH07232525A - Suspension device for vehicle - Google Patents

Abstract

PURPOSE:To regulate relative displacement in the car width direction and to expand a space of a car room by installing a first link on an upper end of a carrier supporting a wheel and fixed on a leaf spring free to revolve only around an axis in the car width direction and providing a second link on the other end free to revolve only around the axis in the same way. CONSTITUTION:A carrier 20 on which a spindle 19 to axially support a wheel is erectively provided is provided on a leaf spring 11, and a yoke 22A integrally fixed on a lower end part of a first link 22 is connected to its upper end. A yoke 36A on a lower end of a second link 36 is connected to a yoke 22D on an upper end of the first link 22. A shaft part 36D is fixed on an upper end of the second link 36 and it is connected to a car body free to oscillate around an axis in the car width direction. The leaf spring 11 takes charge of rigidity security against vertical and longitudinal force, and the leaf spring 11 including a shackle 18, the first and the second links 22, 36 incapable of relative displacement in the car width direction and the carrier 20 take charge of left and right rigidity security.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle suspension system having a leaf spring.

[0002]

2. Description of the Related Art Conventionally, various improvements have been made in a vehicle suspension system in order to improve riding comfort and controllability, and an example thereof is shown in Japanese Utility Model Application Laid-Open No. 57-25008.

As shown in FIG. 10, in this suspension system for a vehicle, a leaf spring 70 is attached to the vehicle body along the vehicle front-rear direction, and a pin 72 extending above the leaf spring 70 in the vehicle front-rear direction is used. 7
4 and an upper arm 76 that supports a lateral force applied to a wheel 77. Also, the upper arm 76 is
The vehicle body mounting point R is pivotable about a rotation center in the vertical direction, and the upper end portion 84A of the carrier 84 is provided with a pin 80 extending in the vehicle front-rear direction to allow the upper arm 76 to move.
Is swingably attached to the free end portion 76A. In addition,
The lower end portion 84B of the carrier 84 has a leaf spring 70
The clamp 78 is attached to a substantially central portion 70A of the vehicle longitudinal direction by a bolt or the like so as to be swingable by a pin 82 extending in the vehicle longitudinal direction.

[0004]

However, in this vehicle suspension device, the upper arm 76 is arranged along the vehicle width direction, and it is necessary to avoid the upper arm 76 and dispose the floor panel or the like. However, there is a problem that the space in the vehicle compartment is not good.

In view of the above facts, an object of the present invention is to obtain a vehicle suspension system which can improve the establishment of a space in a vehicle compartment.

[0006]

The present invention according to claim 1 is a suspension system for a vehicle, comprising a leaf spring mounted on a vehicle body in the vehicle front-rear direction, the wheel suspension being rotatably supported at the lower end. The carrier fixed to the leaf spring, the first link attached to the upper end of the carrier so that one end of the carrier is rotatable only about an axis extending substantially in the vehicle width direction, and the one end has a substantially vehicle width. Second link rotatably attached only to the vehicle body about the axis extending in the direction, and the other end rotatably attached to the other end of the first link only about the axis extending in the vehicle width direction. When,
It is characterized by having.

According to a second aspect of the present invention, in the vehicle suspension system according to the first aspect, a connecting portion between the first link and the second link or a connecting portion between the first link and the carrier is provided. At least one of the rotary dampers has a housing and a shaft that are fitted to each other so as to be rotatable relative to each other around a rotation axis, and a rotary damper configured to generate a damping force by relative rotation of the housing and the shaft. I am trying.

[0008]

In the suspension system for a vehicle according to the first aspect of the present invention,
Since the connection between the carrier, the first link, the second link, and the vehicle body is rotatable only around the axis extending in the vehicle width direction, the carrier, the first link, and the second link are With respect to, the relative displacement is substantially restricted in the vehicle width direction. Therefore, when an external force is applied from the road surface to the wheels, relative displacement of the carrier, the first link, and the second link is restricted in the vehicle width direction with respect to the vehicle body, and thus the carrier, the first link, and the second link have the same structure as the upper arm required in the conventional structure. No horizontal arm is needed.

Further, in the vehicle suspension system according to the second aspect of the present invention, when the leaf spring moves up and down due to suspension stroke such as vertical movement of wheels, for example, the first link and the second link are connected. When the leaf spring moves up and down when the rotary damper is interposed in the section, the first and second links pivot in opposite directions about the rotation axis of the rotary damper, whereby the housing and the shaft are moved. Rotating in opposite directions about the rotation axis, the rotary damper generates a damping force. Also, for example, when the leaf damper moves upward when the rotary damper is interposed in the connecting portion between the first link and the carrier, the first link is moved downward by the second link around the rotation axis of the rotary damper. When the leaf spring is pivoted in the upward direction and conversely the leaf spring is moved downward, the first link is pivoted upward by the second link around the rotation axis of the rotary damper, so that the leaf spring is moved upward or downward. Even when moving in the direction, the housing and the shaft are rotated in opposite directions about the rotation axis, so that the rotary damper generates a damping force.

That is, the rotary damper is incorporated in a pivotally-attached portion of the suspension arm on the vehicle body side such that its rotation axis and the pivot axis of the suspension arm are aligned with each other, and one of the housing and the shaft is moved to the other by pivoting of the suspension arm. The relative rotation angle of the housing and the shaft with respect to the suspension stroke can be increased as compared with the case of being configured to rotate relative to each other, and the damping force can be generated with good response.

[0011]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of a vehicle suspension system of the present invention is shown in FIGS.
This will be described with reference to FIG.

In the figure, an arrow FR indicates a vehicle front direction, an arrow IN indicates a vehicle width inside direction, and an arrow UP indicates a vehicle upward direction.

As shown in FIG. 1, the vehicle suspension system 10 of this embodiment includes a leaf spring 11 mounted on the vehicle body along the vehicle front-rear direction. The leaf spring 11 includes a first leaf 12 and a second leaf 14, which are superposed together with a plurality of other helper leaves (not shown) and fixed to each other by a clip 16. Further, fixing eye portions 12A, 12B are provided at both longitudinal end portions of the first leaf 12, and these eye portions 12A, 12B are so-called Berlin eye type and are bent in a circular shape.

As shown in FIG. 2, the eye portion 12A at the front end of the first leaf 12 is directly attached to a shaft 23 extending in the vehicle width direction and mounted on a bracket 21 fixed to the lower surface 15A of the front portion of the rear side member 15. It is connected. Further, the eye portion 12B at the rear end of the first leaf 12 is connected to a shackle 18, and the shackle 18 extends along the vehicle width direction installed on a bracket 25 fixed to the rear lower surface 15B of the rear side member 15. As shown by the alternate long and short dash line in FIG. 2, the shaft 27 is swingably supported in the vehicle front-rear direction.

As shown in FIG. 1, the leaf spring 1
At the center of the vehicle in the vehicle front-rear direction, a carrier 20 in which a spindle (not shown) is erected and a spindle 19 for supporting a wheel is erected is installed. The springs 11 are fixed by bolts 31 to the lower surfaces of a pair of clips 16 which are arranged so as to sandwich the central portion in the vehicle front-rear direction. In addition, the carrier 20
An upper portion where the spindle 19 is erected is extended toward the upper side of the vehicle, and a pipe-shaped portion 20A whose axial direction is oriented in the vehicle width direction is integrally fixed to the upper end. A yoke 22A integrally fixed to the lower end of the first link 22 is connected to the pipe-shaped portion 20A.

As shown in FIG. 3, the pipe-shaped portion 20A of the carrier 20 is inserted into the yoke 22A of the first link 22 and is pivotally supported by the bolt 28. In the bolt 28, the axis 28A extends substantially in the vehicle width direction, and the screw portion has arm portions 22B, 22 of the yoke 22A.
It penetrates through the through holes 24 and 26 formed in C and the collar 21 arranged on the inner peripheral portion of the pipe-shaped portion 20A, and is fixed to the yoke 22A by a nut 30.

Between the pipe-shaped portion 20A and the collar 21, a pair of cylindrical bushes 32 made of hard resin or the like are arranged with a gap 34 between the end portions 32A. Further, the other end portions 32B of the pair of tubular bushes 32 are widened toward the outer peripheral side, and both end surfaces 20B of the pipe-shaped portion 20A,
The arm portions 22B, 22 of the yoke 22A of the first link 22
It is inserted between C and.

Therefore, as shown in FIG.
0 and the first link 22, the bolt 28 has its axis 28A.
Since it is extended in the vehicle width direction and has a predetermined length, it can swing substantially only around the axis 28A (arrow A and arrow B directions in FIG. 4).

As shown in FIG. 1, the first link 22 is
A yoke 22D that extends diagonally upward from the lower end of the vehicle toward the upper end and is integrally fixed to the upper end
A yoke 36A integrally fixed to the lower end of the second link 36 is connected to the.

As shown in FIG. 5, the yoke 36A of the second link 36 is inserted in the yoke 22D of the first link 22, and the yoke 22D of the first link 22 and the yoke 36A of the second link 36 are connected to each other. The axis of rotation 38
A rotary damper 38 in which a shaft 41 forming A is disposed substantially in the vehicle width direction is interposed.

As shown in FIG. 6, the rotary damper 38
The cross-sectional shape of the housing 39 as viewed from the axial direction is such that both end portions 39A are hexagonal, and the intermediate portion 39B is circular with the diameter expanded from both end portions 39A. Further, both ends 39A of the housing 39 are connected to the yoke 3 of the second link 36.
6A of arm portions 36B and 36C and a pair of brackets 4
4 and the brackets 44 are attached to the arm portions 36B and 36C, respectively.
It is fixed at 2.

As shown in FIG. 5, the housing 39 and the shaft 41 are allowed to rotate relative to each other.
A pair of bearings 46 is provided at both ends of the rotary damper 38.
Is intervening. The arm portions 36B and 36C sandwich the both ends of the rotary damper 38 with the pair of brackets 44 so as to align with the pair of bearings 46 as seen in FIG. The shaft 41 of the rotary damper 38 is fixed to the arm portions 22E and 22F of the yoke 22D of the first link 22 by bolts 52 and 54, and these bolts 52 and 54 are the arm portions 22E and 2F of the yoke 22D.
It penetrates through holes 48 and 50 formed in 2F and is screwed into both end surfaces of the shaft 41.

Therefore, the housing 39 of the rotary damper 38 is fixed to the second link 36, and the shaft 41 of the rotary damper 38 is fixed to the first link 22, so that the first link 22 and the second link 22 are fixed. 36 is
Substantially only the rotation axis 38A is rotatable (arrow C direction and arrow D direction in FIG. 6). Further, as described above, the arm portions 36B and 36C have the rotary damper 38.
The housing 39 is supported by both ends of the arm, and the distance L to the arm portions 22E and 22F is shortened. The fitting portion of the housing 39 and the shaft 41 has a clearance due to the bearing 46 and the like, but the second portion fixed to the housing 39 and the shaft 41.
The clearance is increased when the link 36 and the first link 22 are relatively displaced, and is increased as the distance L is increased. Here, the rotary damper is generally a mechanism that generates a damping force by relative rotation of the housing and the shaft, but as described above, movements other than relative rotation such as relative displacement between the housing and the shaft due to the clearance cause an appropriate damping force. Inhibit the occurrence of. However, in this embodiment, the rotary damper 38 generates an appropriate damping force by making the distance L short.

As shown in FIG. 1, the second link 36 is
When viewed in a direction from the lower end to the upper end, the vehicle extends obliquely upward in the front side of the vehicle, and a shaft portion 36D having an axis 36F oriented in the vehicle width direction is integrally fixed to the upper end.

As shown in FIG. 2, the shaft portion 36D of the second link 36 is connected to the bracket 56 fixed to the rear lower surface 15B of the rear side member 15, and the connecting portion between the carrier 20 and the first link 22. At a higher position, it is swingably connected to the vehicle body around an axis extending in the vehicle width direction.

That is, as shown in FIG. 7, the bracket 5
A through hole portion 58 is formed in a substantially central portion of the side surface of the plate 6, and a notch 60 communicating with the through hole portion 58 is formed in a lower portion of the bracket 56.

As shown in FIG. 8, the second link 36 passes through the notch 60, and the small diameter portions 36E formed at both ends of the shaft portion 36D are inserted into the through hole portion 58.
These small diameter portions 36E are rotatably supported by the plug 64 via bearings 62, respectively. Plug 6
The outer peripheral surface 64A of No. 4 is in contact with the inner peripheral surface 58A of the through hole portion 58, and the end surface 64B of the plug 64 is formed with a notch 66 for preventing rotation. A retainer 69 fixed to both side surfaces 56A and 56B of the bracket 56 with a bolt 67 and a nut 68 is engaged with the notch 66.

Accordingly, the second link 36 and the bracket 56
Since the small diameter portion 36E is rotatably supported around the axis 36F by the bearing 62 at the joint portion with, it is possible to rotate substantially only around the axis 36F (arrow E direction and arrow F direction in FIG. 7). Has become. Further, as shown in FIG. 8, since a pair of bearings 62 support two ends of the small diameter portion 36E extending in the vehicle width direction at two points, the structure is configured to receive a lateral force moment.

As shown in FIG. 2, the rear side member 1
5, a bounce stopper 43 is provided in front of the bracket 56 on the rear lower surface 15B of the rear lower surface 15B, and a lower end portion 43A of the bounce stopper 43 is provided when the leaf spring 11 bends upward due to wheel bounce. Further, by contacting the upper surface of the leaf spring 11, the wheel is prevented from bouncing further.

Next, the operation of the vehicle suspension system of this embodiment will be described. In the vehicle suspension device 10 of this embodiment, when the leaf spring 11 is bent upward due to the wheel bouncing and the carrier 20 is integrally moved upward, as shown in FIG.
As indicated by the alternate long and short dash line, the first link 22 and the second link 3
6 and 6 swing around each other's connecting portions in directions toward each other. Therefore, the housing 39 and the shaft 41 of the rotary damper 38 are rotated about the rotation axis 38A relative to each other, and the rotary damper 38 generates a damping force.

On the contrary, when the wheel rebounds, the leaf spring 11 bends downward, and the carrier 2 is integrated.
When 0 moves downward, the first link 22 and the second link 36 oscillate in the direction away from each other around their connecting portions, as indicated by the chain double-dashed line in FIG. Therefore, the housing 39 and the shaft 41 of the rotary damper 38 are relatively rotated with respect to each other, and the rotary damper 38 generates a damping force.

Further, the leaf spring 11 is responsible for ensuring the rigidity against the vertical and longitudinal forces as the suspension device, and the leaf spring 11 including the shackle 18 and the lateral direction for ensuring the rigidity against the lateral force. It is handled by the first link 22, the second link 36, and the carrier 20, which cannot be displaced relative to each other.

Therefore, as shown in FIG. 2, the vertical interval M1 between the spindle 19 and the leaf spring 11 is reduced, and the spindle 19 and the pipe-shaped portion 2 of the carrier 20 are reduced.
The vertical distance M2 from 0A is large.

Here, as described above, in the vehicle suspension system 10 of this embodiment, the upper end of the carrier 20 and the first link 2 are connected.
2, the second link 36, and the connection of the vehicle body, the axis 28A extending in the vehicle width direction, the rotation axis 38A, and the axis 3
The carrier 20 is rotatable only around 6F.
The relative displacement in the vehicle width direction of the wheel (not shown) attached to the vehicle is substantially restricted. Therefore, the lateral arm such as the upper arm, which is required in the conventional structure, is not required, and the establishment of the space inside the vehicle is improved.

Further, in the vehicle suspension system 10 of the present embodiment, when the leaf spring 11 moves up and down due to the suspension stroke such as the up and down movement of the wheel, the connecting portion between the first link 22 and the second link 36 is connected. Rotary damper 3
Since 8 is interposed, when the leaf spring 11 moves up and down, the first link 22 and the second link 36 are rotated in the opposite directions about the rotation axis 38A of the rotary damper 38, so that the damping force is reduced. It can be generated with good responsiveness.

In the above, the present invention has been described in detail with respect to specific embodiments, but the present invention is not limited to such embodiments, and various other embodiments within the scope of the present invention. It is obvious to a person skilled in the art that
For example, as shown in FIG. 9, a shock absorber 67 may be attached to the carrier 20 instead of the rotary damper 38.

Further, in this embodiment, the rotary damper 38
Although the rotary damper 38 is provided only at the connecting portion between the first link 22 and the second link 36, the rotary damper 38 may be provided only at the connecting portion between the first link 22 and the carrier 20, or may be provided at both connecting portions. good.

Further, in this embodiment, the rotary damper 38 is used.
The housing 39 of the rotary damper 38 is fixed to the second link 36, and the shaft 41 of the rotary damper 38 is fixed to the first link 22. Instead of this, the housing 3 of the rotary damper 38 is fixed.
9 may be fixed to the first link 22, and the shaft 41 of the rotary damper 38 may be fixed to the second link 36.

In the present embodiment, the internal structure of the rotary damper may be any structure as long as a damping force is generated by the relative rotation of the shaft and the housing. For example, a vane is provided on the shaft. One that is provided to generate a damping force inside the rotary damper by viscous resistance of the fluid, or one that is provided with a coupling inside the rotary damper to generate a damping force due to shear resistance of the fluid may be used.

[0040]

According to the suspension system for a vehicle of the first aspect of the present invention, the relative displacement of the first link, the second link and the carrier in the vehicle width direction with respect to the vehicle body is restricted, so that the vehicle width of the wheel is reduced. Since the movement in the direction is restricted and the lateral arm that has been used in the conventional structure is not required, there is an excellent effect that the space establishment in the vehicle compartment can be improved.

Further, in the vehicle suspension system according to the second aspect of the present invention, since the housing and the shaft of the rotary damper are rotated about the rotation axis in opposite directions, the response of the damping force generation is improved. Has excellent effect.

[Brief description of drawings]

FIG. 1 is a perspective view of a suspension system for a vehicle according to an exemplary embodiment of the present invention as viewed from an obliquely rearward inside of the vehicle.

FIG. 2 is a side view showing a vehicle suspension device according to an embodiment of the present invention.

3 is a sectional view taken along line 3-3 of FIG.

FIG. 4 is a side view as seen from the right side of the paper surface of FIG.

FIG. 5 is a first suspension device for a vehicle according to an embodiment of the present invention.
It is a rear view which shows the upper end connection part of a link.

6 is a side view as seen from the right side of the paper surface of FIG.

FIG. 7 is a second suspension device for a vehicle according to an embodiment of the present invention.
It is a side view which shows the upper end coupling part of a link.

FIG. 8 is a second vehicle suspension device according to an embodiment of the present invention.
FIG. 8 is a front view showing a right half portion of the upper end connecting portion of the link taken along line 8-8 in FIG.

FIG. 9 is a perspective view of a suspension system for a vehicle according to another embodiment of the present invention, as viewed from an obliquely rearward inside of the vehicle.

FIG. 10 is a front view showing a vehicle suspension device according to a conventional example.

[Explanation of symbols]

 10 Vehicle Suspension Device 11 Leaf Spring 20 Carrier 22 First Link 28A Axis 36 Second Link 36F Axis 38 Rotary Damper 38A Rotation Axis 39 Housing 41 Shaft

Claims (2)

[Claims] 1. A suspension system for a vehicle, comprising a leaf spring mounted on a vehicle body in the longitudinal direction of the vehicle, comprising:
A carrier that rotatably supports wheels and is fixed to the leaf spring at the lower end, and a first link that is attached to the upper end of the carrier so as to be rotatable only around an axis extending substantially in the vehicle width direction at one end. , One end of which is attached to the vehicle body so as to be rotatable only about an axis extending substantially in the vehicle width direction, and the other end of which is rotated only about an axis extending substantially in the vehicle width direction with the other end of the first link. Second mounted possible
A suspension system for a vehicle, comprising: a link. 2. A housing which is fitted to at least one of a connecting portion between the first link and the second link or a connecting portion between the first link and the carrier so as to be relatively rotatable around a rotation axis. 2. The vehicle suspension system according to claim 1, further comprising a rotary damper having a shaft and configured to generate a damping force by relative rotation of the housing and the shaft.