JPH08197920A - Front suspension device - Google Patents

Abstract

PURPOSE: To provide a front suspension device that can heighten the layout freedom of a suspension member and improve maneuvering stability. CONSTITUTION: The upper part of a wheel supporting member for supporting a wheel 10 rotatably is connected to a body side member by an I-type upper arm 12 oscillatingly connected to both members, and the lower part of the wheel supporting member is connected to a body side member by first and second I-type lower arms 13, 14 oscillatingly connected to both members. The first and second I-type lower arms are disposed in V-shape from the top view by making the respective axes P2 , P3 intersect in a position away from the end parts of the respective I-type lower arms onto the outside in the cross direction of a vehicle. One I-type lower arm 14 and the wheel supporting member are connected to each other in the relatively oscillating state by a wind-up link 16, and a steering system is further connected to the wheel supporting member.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a front suspension device.

[0002]

2. Description of the Related Art As a conventional suspension device, for example, a prior art disclosed in Japanese Patent Laid-Open No. 3-27909 is known. In this prior art, as shown in FIGS. 6 and 7, one end of an asperm 1 is connected to an upper portion of a wheel supporting member 3 that rotatably supports a wheel 2, and the other end of the upper arm 1 is a member on a vehicle body side. And one end side of the lower link system 4 is connected to the lower portion of the wheel support member 3,
The other end of the lower link system 4 is a suspension device that is connected to a vehicle body side member. The lower link system 4 includes two lower arms 4a extending in the vehicle width direction,
4b is separated in the vehicle front-rear direction, a radius rod 4c is connected to one lower arm 4a located on the front side of the vehicle toward the front of the vehicle, and a wind up link 4d is connected to the radius rod 4c and the wheel support member 3. ing.

With the above structure, vertical movement of the wheel can be freely set, and the ride comfort can be improved by reducing the rigidity with respect to the input in the front-rear direction to the wheel, and the rotational direction of the wheel. On the other hand, by increasing the rigidity of the wheel support member, the stability during braking can be improved.

[0004]

By the way, the kingpin axis K of the above-mentioned prior art is connected to the connecting point Q ₁ of the lower arm 4a and the wheel support member 3 as is apparent from FIG. 7 which is a front view of this suspension device. , The line passing through the wind-up link 4d and the connection point Q ₂ of the wheel support member 3.

Normally, it is desirable to make the kingpin inclination angle small in order to make the offset amount as small as possible and to obtain a proper trail. However, the connecting point Q ₁ of the lower arm 4a and the wheel supporting member 3 of the prior art is set to the braking system ( For example, it can be arranged only inward in the vehicle width direction in order to prevent interference with the brake rotor etc., and as shown in FIG. 7, both the kingpin inclination angle θ ₁ and the offset amount α ₁ become large values, and the kingpin axis K rotation The moment (disturbance) that occurs in is increased.

Further, since the position of the connecting point Q ₁ described above has a great influence on an appropriate arrangement of the kingpin axis K, there is a problem that the degree of freedom of the layout is limited.
The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a front suspension device that enhances the degree of freedom in layout of suspension members and reduces the moment generated around the kingpin axis.

[0007]

SUMMARY OF THE INVENTION According to the present invention, an I-shaped upper arm is coupled between a wheel supporting member that rotatably supports a wheel and an upper portion of the wheel supporting member and a vehicle body side member so as to be swingable. The lower part of the wheel support member and the vehicle body-side member are connected by first and second I-type lower arms that are swingably connected to both of them, and the first and second I The type lower arm is arranged in a plane V shape by intersecting each of these axes at a position away from the end of each I type lower arm to the outer side in the vehicle width direction, and one of the I type lower arm and the wheel support member is arranged. These are characterized in that they are connected to each other by a windup link so as to be capable of relative swinging, and further that a steering device is connected to the wheel supporting member.

[0008]

According to the front suspension device of the present invention, if the intersection point of the axes of the first and second I-shaped lower arms intersects at the outer side in the vehicle width direction, this intersection point is set in the device of the present invention. This is the point where the virtual kingpin axis passes. As a result, the virtual kingpin axis does not match and is irrelevant to the connection points of the first and second I-type lower arms with the wheel support member side, respectively, so that the connection points are arranged on the inner side in the vehicle width direction. It becomes possible.

As described above, since it becomes possible to dispose the connection points of the first and second I-type lower arms with the wheel support member side inward in the vehicle width direction, an appropriate virtual kingpin axis is set. While, the first and second I-type lower arms,
The degree of freedom in layout with the wind up link connected to one of these I-shaped lower arms is improved. Further, the virtual kingpin axis does not coincide with the connection point of the I-type upper arm with the wheel support member side or the connection point of the wind up link with the wheel support member side, and includes the intersection and the axis line of the I-type upper arm. Is set by a line at which the extension surface of the plane intersects with the extension surface of the second plane including the axis of the wind up link.

Since this virtual kingpin axis extends close to the wheel center plane and the kingpin tilt angle and offset amount can be set small, the moment (disturbance) generated around the virtual kingpin axis can be set by such setting. Is greatly reduced.

[0011]

Embodiments of the front suspension device of the present invention will be described below. 1 to 3 are views showing a front suspension device arranged on the left side of a front wheel, and a wheel support member 11 for rotatably supporting a wheel 10.
The I-shaped upper arm 12, the first and second I-shaped lower arms 13 and 14, and the tie rod (steering device) 15 are extended and connected in a substantially vehicle width direction, and are connected to the second I-shaped lower arm 14. A windup link 16 is connected to the wheel support member 11 so as to extend in the vertical direction.

Namely, I type upper arm 12, the wheel-side connecting points on both ends of the axis P ₁ 12a and the vehicle body-side coupling point 1
2b is a link member formed with the wheel-side connecting point 1
The upper part of the wheel support member 11 is swingably connected to 2a via a ball joint, and the vehicle body side member (not shown) is connected to the vehicle body side connection point 12b via an elastic bush to rotate about the axis and move in the vertical direction. It is swingably connected.

The first I-shaped lower arm 13 has wheel-side connecting points 13a and vehicle-body-side connecting points 1 at both ends on the axis P _2.
3b is a link member formed with the wheel-side connecting point 1
The lower part of the wheel support member 11 is swingably connected to 3a via a ball joint, and the vehicle body side member is swingably connected to the vehicle body side connection point 13b via an elastic bush in axial and vertical directions. There is.

[0014] The second type I lower arm 14, the axis P ₃ wheel side coupling point 14a and the body side coupling point to both ends of the 1
4b is a link member formed with the wheel-side connecting point 1
4a is swingably connected to the lower part of the wheel support member 11 on the vehicle body rear side from the wheel side connection point 13a via a ball joint. Then, the vehicle body-side coupling point 14b is connected via the vehicle body-side member and the elastic member bushing, rotatably the axis P ₄ around which extends in the vehicle longitudinal direction through the center of rotation of the body side coupling point 13b Further, it can be swung in the vertical direction, and as shown in FIG. 2, it is arranged in a V shape in a plan view by the first I-shaped lower arm 13.

The wind up link 16 has first and second connecting points 16a and 16b at both ends on the axis P _5.
The first connecting point 16a is swingably connected via a ball joint at a position where the first connecting point 16a intersects the axis P _{3 of} the second I-type lower arm 14, and the first connecting point is formed. 16b is swingably connected to the wheel side support member 11 below the wheel side connection point 12a of the I-shaped upper arm 12 via a ball joint.

Further, the tie rod 15 has one end portion 1
5a is swingably connected to the vehicle body rear side of the wheel support member 11 via a ball joint, and steering input in the vehicle width direction from the steering system is transmitted to the wheel support member 11 via the tie rod 15. It is like this. Next, the position of the kingpin shaft of the front suspension device configured as described above will be described.

First, the lower portion of the wheel support member 11 has two I-shaped lower arms 1 arranged in a V shape in plan view.
Since they are connected at the connection points 13a, 14a by 3, 14, as shown in FIGS. 1 and ₂ , the extension line of the axis P ₂ of the first I-type lower arm 13 and the second I-type lower arm 1 are connected.
Assuming that an intersection point X intersects with the extension line of the axis P ₃ of 4 is the intersection point X, the line passing through this intersection point X is the connecting points 13a, 14a.
It becomes a virtual kingpin axis that does not pass through.

Further, as shown in FIG. 1, the wheel support member 1
Since the upper part of 1 is also connected at two connecting points 12a and 16b by the I-shaped upper link 12 and the windup link 16, the virtual kingpin axis described above does not pass through either of the connecting points 12a and 16b. . That is,
In order to facilitate the description of the virtual kingpin axis position, the first and second I-type lower arms 1 at the time of steering are assumed.
3, 14 are connected to the first and second vehicle body side connecting points 13b, 14
Considering a rigid A-shaped arm having a third connection point (intersection X) with b and a lower arm that does not move up and down due to a change in camber caused by steering, the wheel support member 11 includes an A-shaped arm and an I-shaped upper arm. 12 and Windup Link 1
It will be supported by 6.

Assuming that the wheel support member 11 is supported only by the A type arm and the I type upper arm 12 without the wind up link 16, the connecting point 12b of the I type upper arm 12 is rotated. When the vehicle is steered without moving, the wheel support member 11 moves around the axis R ₁ connecting the connecting point 12a and the intersection point X, and the rotation angle is in a minute range, as shown in the model diagram of FIG. Then, the wheel support member 1
1 moves at right angles to the axis R ₁ . Also, the connection point 12
When a is steered without rotating, the wheel support member 11
Moves around the axis R ₂ connecting the connecting point 12b and the intersection point X,
In the range where the rotation angle is very small, the wheel support member 11 moves at right angles to the axis R ₂ .

In this way, the wind up link 16
In the absence of the shaft, the wheel support member 11 has a shaft
R₁And axis R₂When the movement around is combined,
The wheel support member 11 has an axis R₁, Axis R₂And type I lower
A plane including the frame 12 (first plane) H₁Existing on
It is possible to move at a right angle to a given axis passing through the point X.
Will be clear. In other words, Wind Uplink 16
In the state where there is no
Axis P of I type upper arm 12₃Plane H containing ₁On top
Therefore, it moves with respect to the axis passing through the intersection point X.

Similarly, assuming that the wheel support member 11 is supported by the A-type arm and the wind-up link 16 without the I-type upper arm 12, the connection point 16a of the wind-up link 16 is rotated. When steering without moving, as shown in the model diagram of FIG. 5, the wheel support member 11 moves around the axis R ₃ connecting the connecting point 16b and the intersection point X, and the rotation angle thereof is small. In the range, the wheel support member 11 moves at right angles to the axis R ₃ . Also, connection point 1
When the steering wheel 6b is turned without turning, the wheel support member 11
Moves around the axis R ₄ connecting the connection point 16a and the intersection point X,
In the range where the rotation angle is very small, the wheel support member 11 moves at right angles to the axis R ₄ .

As described above, in the state where the I-shaped upper arm 12 does not exist, the axis R ₃ is attached to the wheel support member 11.
And the movement about the axis R ₄ is combined, the wheel support member 11 exists on the plane (second plane) H ₂ including the axis R ₃ , the axis R _4, and the windup link 16 and the intersection point. It becomes clear that it moves at a right angle to a given axis passing through X. In other words, in the state where the I-shaped upper arm 12 does not exist, the wheel support member 11 moves with respect to the axis passing through the intersection X on the plane H ₂ including the intersection X and the axis P ₅ of the wind up link 16. Become.

As a result, when both the I-shaped upper arm 12 and the wind up link 16 support the wheel supporting member 11, the extension surface of the above-mentioned plane H ₁ and the plane H ₁ are used.
_The line intersecting with the extended surface of ₂ is the axis about which the wheel support member 11 rotates. Therefore, when the axis Kp obtained by the intersection of the extension surface of the plane H _{1 and} the extension surface of the plane ₂ is shown in FIG. 3, this axis Kp becomes the virtual kingpin axis of this embodiment.

Compared to the prior art kingpin axis K shown in FIG. 7, the virtual kingpin axis Kp extends closer to the wheel center plane S on both the lower side and the upper side of the wheel support member 11. , The kingpin inclination angle θp and the offset amount θp are set to be small. Note that, in reality, the connection point 14a of the second I-type lower arm 14 moves around the virtual kingpin axis Kp along with the turning, and thus the windup connected to the second I-type lower arm 14 is performed. Since the link 16 also moves, the virtual kingpin axis Kp shown in FIG. 3 slightly moves to the vehicle rear side.

Therefore, in the suspension apparatus of this embodiment, the intersection X where the extension lines of the axes P ₂ and P ₃ of the _two I-shaped lower arms 13 and 14 intersect is one point where the virtual kingpin axis Kp passes. Since the virtual kingpin axis Kp does not coincide with the connection points 13a and 14a of the first and second I-type lower arms 13 and 14, the connection points 13a and 14a are arranged on the inner side in the vehicle width direction. It becomes possible to do. In this way, the connection points 13a and 14a can be arranged on the inner side in the vehicle width direction, so that an appropriate virtual kingpin axis Kp can be set, and at the same time, the wheel 10 and the windup link 16 at the time of turning. When a clearance is provided between the first and second I-shaped lower arms 13 and 14 and the wind up link 16,
The layout becomes easier and the layout flexibility is greatly improved.

Further, the virtual kingpin axis Kp does not coincide with the connection point 12a of the I-shaped upper arm 12 and the connection point 16b of the windup link 16, and the intersection X and the plane H ₁ including the axis P ₁ of the I-shaped upper arm 12 are included. Extension plane and intersection X
And a plane H ₂ including the axis P ₅ of the windup link 16
The line that intersects with the extension surface of is the imaginary kingpin axis Kp, which extends in the vicinity of the wheel center plane S and the kingpin inclination angle θ.
Since p and the offset amount αp are set small, the moment (disturbance) generated around the virtual kingpin axis Kp
Is significantly reduced, the occurrence of shimmy due to the self-excited vibration phenomenon is prevented, the torque steer is improved, and the steering stability can be improved.

[0027]

As described above, in the front suspension device of the present invention, the intersection of the axes of the two I-shaped lower arms intersecting at the outer side in the vehicle width direction is the virtual kingpin axis of the device of the present invention. Since there is only one passing point, the virtual kingpin axis does not correspond to the connecting points on the wheel supporting member side of the two I-shaped lower arms and becomes irrelevant, and the connecting points are arranged on the inner side in the vehicle width direction. It becomes possible.

Therefore, it is possible to improve the layout flexibility of the two I-type lower arms and the wind up link connected to one of the I-type lower arms while setting an appropriate virtual kingpin axis. Also, the virtual kingpin axis does not coincide with the connection point between the wheel support member side of the I-type upper arm and the wheel support member side of the windup link, and the axes of the two I-type lower arms are the vehicle width. It is set by a line that intersects with the intersection point that intersects outside the direction and the extension surface of the first plane that includes the axis of the I-shaped upper arm, and the intersection point and the extension surface of the second plane that includes the axis of the windup link. Therefore, since the virtual kingpin axis extends close to the wheel center plane and the kingpin tilt angle and offset amount are set small, the moment (disturbance) generated around the virtual kingpin axis is significantly reduced, and It is possible to prevent the occurrence of shimmy due to the excited vibration phenomenon, improve the torque steering, and improve the steering stability.

[Brief description of drawings]

FIG. 1 is a perspective view showing a front suspension device of the present invention.

FIG. 2 is a schematic plan view of the front suspension device of the present invention.

FIG. 3 is a schematic front view of the front suspension device of the present invention.

FIG. 4 is a model diagram showing a moving range of a wheel support member when a wind up link is not present to show a virtual kingpin axis arrangement.

FIG. 5 is a model diagram showing a moving range of a wheel support member when an I-shaped upper arm is not present to show the arrangement of virtual kingpin axes.

FIG. 6 is a perspective view showing a conventional suspension device in which a line passing through connecting points on the upper side and the lower side is a kingpin axis.

FIG. 7 is a front view of a conventional suspension device.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 wheel 11 wheel support member 12 I type upper arm 12a connection point of I type upper arm with wheel support member 13 first I type lower arm 13a connection point of first I type lower arm with wheel support member 14 second I type Lower arm 14a Connection point between second I-type lower arm and wheel support member 15 Tie rod (steering device) 16 Windup link 16a Connection point between windup link wheel support member 16b Connection point between windup link and I-type lower arm P ₁ I-type upper arm axis P ₂ 1st I-type lower arm axis P ₃ 2nd I-type lower arm axis P ₅ Windup link axis X 1st I-type lower arm and 2nd I-type lower arm axis first plane H ₂ intersections and windup links including how to axis of intersection H ₁ intersecting point and the I-type upper arm of Kingpin axis S wheel center plane θp kingpin inclination αp offset amount of the second plane Kp virtual including the axis

Claims (1)

[Claims] 1. A wheel supporting member for rotatably supporting a wheel and an upper portion of a vehicle body side member are connected by an I-shaped upper arm which is swingably connected to any of these members, and the wheel supporting member is The lower part and the vehicle body-side member are connected by first and second I-type lower arms that are swingably coupled to both of them, and the first and second I-type lower arms are connected to each of these axes. Are arranged in a plane V shape so as to intersect at a position away from the end of each I-type lower arm to the outside in the vehicle width direction, and these I-type lower arms and one of the wheel support members are rocked relative to each other. A front suspension device characterized in that a windup link is connected as much as possible, and a steering device is further connected to the wheel support member.