JPH0737927Y2 - Suspension device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to improvement of a front wheel side suspension device of a rear wheel drive vehicle, and in particular, vibration of left and right opposite phases input from a transverse link is applied to a suspension member and a vehicle body. The present invention relates to a suspension device that is prevented from being transmitted to the inside of a vehicle.

[Conventional technology]

As a conventional suspension device, for example, the actual Kaisho 53
The one described in Japanese Patent No. 64419 is known.

This conventional device includes a suspension member that is long in the left-right direction of a vehicle, a connecting member that is long in the left-right direction along the suspension member, and a left-right direction of the connecting member at the center of the suspension member in the left-right direction. A first bush that connects the central portion, a second bush that individually connects the left and right sides of the connecting member to the suspension member respectively, and a second bush that is individually connected to the left and right ends of the connecting member and is arranged in the left-right direction. And a steering mechanism supported by the connecting member.

In such a conventional device, the vibration transmitted from the wheel side to the connecting member via the transverse link and the steering mechanism is blocked by the first and second bushes and prevented from being transmitted to the vehicle body side. Since there is no vibration gap between the shock absorbing support of the wheel and the steering, there is an effect that steering performance is not adversely affected.

[Problems to be solved by the device]

However, in such a conventional suspension device, since the connecting member that receives the lateral force from the transverse link is simply supported by the bush, when braking or traveling on a rough road surface, etc. In the case where the left and right wheels vibrate in opposite phases at a frequency near 100 Hz and a mode vibration occurs in which the wheel gap opens and closes, the left and right opposite phase vibrations input from the left and right transverse links As a result, the connecting member repeatedly undergoes bending deformation, and the vibration due to the deformation is transmitted from the connecting member to the vehicle body via the bush.

Particularly, in the above-mentioned conventional technique, since the coupling member is simply supported by the bush to isolate the vibration of the coupling member from the vehicle body, it is effective as a general measure against vibration caused by the vertical movement of the wheels. In the prior art, it is not assumed that the left-right vibration is input in the opposite phase as described above. Therefore, when the opposite-phase vibration is input, in the conventional connecting member in which the left and right sides are lower than the central portion to form a bow, the position where the bow becomes larger and the height difference of the bow becomes small. Repeated deformations will occur between and. Therefore, the left and right opposite-phase vibrations are input to the vehicle body via the left and right second bushes, respectively, so that there is a problem in that a "go-on" noise is generated in the vehicle.

This invention was made in view of such a conventional problem, and prevents the suspension member from bending and deforming when a vibration input of left and right reverse phases is input from the left and right transverse links, It is an object of the present invention to provide a suspension device that prevents the vibration caused by the deformation from being transmitted to the inside of the vehicle through the vehicle body and generating a basket noise in the vehicle.

[Means for Solving the Problems]

In view of this, the suspension device of the present invention includes a suspension member that is long in the left-right direction of the vehicle, a connecting member that is long in the left-right direction along the suspension member, and the connecting member is provided at the center of the suspension member in the left-right direction. The first that connects the left and right center parts of the members
, A second bush that individually connects the left and right sides of the connecting member to the suspension member, and a transverse link that is individually connected to the left and right ends of the connecting member and is arranged in the left-right direction. The first bush has high rigidity in the vertical and horizontal directions, and the second bush has high rigidity in the vertical direction and lower rigidity in the horizontal direction.
Moreover, the rigidity of the second bush in the left-right direction is lower than the rigidity of the first bush in the left-right direction.

[Action]

When vibrations of opposite phase are input from the left and right transverse links during braking or when traveling on a rough road surface, the vibrations are input to the connecting member interposed between the transverse link and the suspension member. To be done.
Then, the compressive force and the expanding force to the left and right are repeatedly applied to the connecting member, but since the left and right second bushes have low rigidity in the left and right direction, the expansion and contraction of the connecting member is not transmitted to the suspension member, Further, at the center of the connecting member in the left-right direction, vibrations in opposite phases from the left and right are canceled out, so this vibration is not transmitted to the suspension member, and vibrations in the left-right direction that are not in opposite phase are also generated in the second left and right directions. Due to the rigidity of the bush, the second bush does not input to the suspension member, but most of the input is from the central first bush. Therefore, the vibration in the left-right direction is input from one location of the first bush, and therefore the vibration in the opposite phase in the left-right direction is not transmitted to the suspension member. Therefore, the suspension member will not be bent and deformed by the vibration input of the opposite phase to the left and right, and the deformation will be transmitted to the inside of the vehicle through the vehicle body to cause an uncomfortable muffled sound in the vehicle. Of course, the noise during braking or traveling on a rough road is reduced and the riding comfort is improved. On the other hand, since the rigidity of the first and second bushes is high in the vertical direction, the connecting member is prevented from rolling due to the vertical component of the input from the transverse link. It is also possible to prevent changes in the corners.

〔Example〕

 An embodiment of the present invention will be described below with reference to the drawings.

First, the configuration will be described.

In FIG. 1, a suspension member 1 is arranged in the left-right direction on the front wheel side of the vehicle, and the suspension member 1 is bolted to a side member (not shown) of a vehicle body (not shown).

An engine mount bracket 2 for mounting an engine (not shown) is fixed to the upper surface of the suspension member 1.

Inside the suspension member 1, a connecting member 3 is also arranged in the left-right direction of the vehicle along the suspension member 1, and the connecting member 3 is the suspension member 1.
On the other hand, the central portion of the both and the connecting member 3 are connected via bolts and bushes at three positions, which are slightly closer to the center side from both end portions.

As shown in FIGS. 1 and 2, in the central portion of the suspension member 1, a connecting member is connected to the outer cylinder 4a of the first bush 4 formed by adhering the outer cylinder 4a, the inner cylinder 4b, and the rubber 4c. 3, the inner cylinder 4b of the first bush 4 and the suspension member 1 are connected by inserting the bolt 5 into the inner cylinder 4b and tightening the nut 6.

The rigidity of the first bush 4 is sufficiently high in both the left-right direction and the vertical direction in the mounted state.

As shown in FIGS. 1, 3 and 4, the connecting member 3
At a portion slightly closer to the center side from both end portions of the second bush 7, the connecting member 3 is fixed to the outer cylinder 7a of the second bush 7 formed by adhering the outer cylinder 7a, the inner cylinder 7b and the rubber 7c by welding. On the other hand, by inserting the bolt 8 into the inner cylinder 7b and tightening the nut 9, the inner cylinder 7b of the second bush 7 and the suspension member 1 are connected.

The rubber 7c of the second bush 7 has a gap 7d in the left-right direction of the vehicle in the mounted state. Therefore, the rigidity of the second bush 7 is high in the vertical direction of the vehicle, Use a low one in the left-right direction. Also,
The lateral rigidity of the second bush 7 is lower than the lateral rigidity of the first bush 4 in the central portion described above.

Further, in FIG. 1, the transverse links 10 are arranged on both ends of the connecting member 3 in the left-right direction of the vehicle, and the end portions of the connecting member 3 and the transverse link 10 are connected via bolts and bushes. To be done.

As shown in FIGS. 1 and 5, at both ends of the connecting member 3, the outer cylinder 11a of the third bush 11 formed by adhering the outer cylinder 11a, the inner cylinder 11b, and the rubber 11c is transversely crossed. The link 10 is fixed by welding, while the bolt 12 is inserted into the inner cylinder 11b and the nut 13 is tightened to fix the inner cylinder 11b of the third bush 11 and the connecting member 3.

The rigidity of the third bush 11 may be the same as that of the bush connecting the suspension member and the transverse link in the conventional suspension device, and the rigidity thereof is not particularly different between the left-right direction and the up-down direction. It does not have to have one.

Next, the operation of the above embodiment will be described.

When the vehicle is braking or when the vehicle travels on a rough road surface, there is a vibration mode in which the left and right wheels vibrate in the left-right direction in opposite phases at a frequency near 100 Hz to open and close the gap between the wheels. When such left-right opposite-phase vibrations are input from the left and right transverse links 10, the vibrations are input from the left and right ends of the connecting member 3 and cancel out in the connecting member 3. The lateral rigidity of the second bush 7 that connects the suspension member 1 and the connecting member 3 at the left and right positions is greater than the lateral rigidity of the first bush 4 that connects the suspension member 1 and the connecting member 3 at the central portion. Since it is set low, most of the force transmitted from the transverse link 10 to the connecting member 3 is transmitted to the suspension member 1 at one central portion. Therefore, the left-right opposite-phase vibration input from the transverse link 10 is not transmitted to the suspension member 1. Therefore, the suspension member 1 does not bend and deform due to the left-right opposite-phase vibration, and the deformation does not occur. It is prevented that the noise is transmitted to the inside of the vehicle via the so-called go-around sound inside the vehicle, so that the generation of noise during braking or when traveling on a rough road surface is prevented and the riding comfort is improved. improves.

Since the vertical rigidity of the second bush 7 is set to be high, the connecting member 3 does not roll due to the lateral force acting on the transverse link 10.

[Effect of device]

As described above, according to the suspension device of the present invention, the left and right second bushes have low rigidity in the left-right direction even when the opposite-phase vibrations are input in the left-right direction from the left-right transverse links. The left and right vibrations of the connecting member are not transmitted to the suspension member from the left and right second bushes, and the opposite phase vibrations from the left and right are canceled at the center of the connecting member in the left and right direction. Vibration that is not transmitted to the suspension member and that is not offset or that is in the left-right direction that is not the opposite phase is not input to the suspension member from the second bush due to the rigidity of the left and right second bushes, and Will be input only from the first bush in the center. Therefore, the vibration in the left-right direction is input from one portion of the first bush, and therefore the vibration in the opposite phase in the left-right direction is not transmitted to the suspension member. Therefore, the suspension member will not be bent and deformed due to the vibration input of the opposite phase to the left and right, and the deformation will be transmitted to the inside of the vehicle to cause an uncomfortable basket noise in the vehicle. In addition, noise during braking or traveling on a rough road surface is reduced and riding comfort is improved. On the other hand, since the rigidity of the first and second bushes is high in the vertical direction, the connecting member is prevented from rolling due to the vertical component of the input from the transverse link.
There is an effect that the change of the camber angle can be prevented.

[Brief description of drawings]

1 is a front view showing the construction of an embodiment of the suspension device of the present invention, FIG. 2 is a sectional view taken along line II-II of FIG. 1, and FIG. 3 is a sectional view taken along line III-III of FIG. 4 and FIG. 4 are sectional views taken along the line IV-IV in FIG. 3, and FIG.
It is sectional drawing in the VV line of a figure. 1 ... Suspension member, 3 ... Connection member, 4 ... First
Bush, 4a ... Outer cylinder, 4b ... Inner cylinder, 4c ... Rubber, 7 ... Second
Bush, 7a ... Outer cylinder, 7b ... Inner cylinder, 7c ... Rubber, 7d ... Void, 10 ... Transverse link, 11 ... Third bush,
11a ... Outer cylinder, 11b ... Inner cylinder, 11c ... Rubber.

Claims (1)

[Scope of utility model registration request] 1. A suspension member that is long in the left-right direction of a vehicle, a connecting member that is long in the left-right direction along the suspension member, and a left-right direction of the connecting member at the center of the suspension member in the left-right direction. A first bush that connects the central portion, a second bush that individually connects the left and right sides of the connecting member to the suspension member respectively, and a second bush that is individually connected to the left and right ends of the connecting member and is arranged in the left-right direction. The first bush has high rigidity in the vertical and horizontal directions, and the second bush has high rigidity in the vertical direction and lower rigidity in the horizontal direction. Moreover, the rigidity of the second bush in the left-right direction is made lower than the rigidity of the first bush in the left-right direction. Suspension device according to claim and.