JPH08300922A - Steering driving-wheel suspension system for car - Google Patents

Abstract

PURPOSE: To suppress a variation in roll center height by providing an outside upper control arm, an inside upper control arm connecting the outside control arm to a sub frame, and a lower control arm connecting a wheel support body to the sub frame and a body. CONSTITUTION: A projected part 21 is formed at the rear of a wheel support body 2, and a tie rod 22 is connected to the projected part 21. Also, a body side-end connection part of an outside upper CNT (control arm) 3 is connected to a wheel side connection part 40 of an inside upper CNT4, and a wheel side connection part 30 is connected to the upper end of the wheel support body 2. The inside upper CNT4 is connected pivotally to a sub frame 8. A lower CNT5 connected to a body is formed of two front and rear side arms 50 and 51, and their wheel side connection parts 52 and 53 are connected to the lower side of the wheel support body 2. Then a connection link 6 provided between the outside upper CNT3 and CNT5 is connected to CNT3 and 5 at both end connection parts 60 and 61, respectively.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering drive wheel device for a vehicle such as an automobile, and more particularly to a steering-related geometrical device for producing a virtual kingpin axis during steering by applying a multi-link system. The characteristics can be optimized, and during vertical movement, a virtual control link can be created to optimize the height of the roll center to reduce the rate of change and improve adjustment stability, and to improve design freedom for camber and tread changes. Also, lower the shock absorber mounting area to lower the hood line to secure the driver's field of view and of course lower the hip point to position the entire weight center of the vehicle downwards for stability. TECHNICAL FIELD The present invention relates to a steering drive wheel suspension system for a vehicle that can be enhanced.

[0002]

2. Description of the Related Art Generally, a suspension device for a vehicle such as an automobile is a device for connecting an axle and a frame to absorb vibrations and impacts received from a road surface during traveling to improve a riding feeling and vehicle stability. In order to absorb the impact from the road surface, the vertical connection is flexible, and the horizontal connection must be firm so that it can overcome the driving force, braking force, centrifugal force when turning, etc. generated in the wheel. I have to.

In the case of a passenger car, such a suspension system is mainly an independent suspension system in which the axle is divided so that both wheels work independently of each other so that the riding feeling and stability are improved. Although it is applied, the steering wheel suspension system as described above not only absorbs vibrations and shocks received from the road surface, but of course maintains the correct posture of the vehicle during steering to ensure running stability and stable adjustment during turning. It is designed to be secure. Since the steering wheel suspension device does not perform steering operation, the steering wheel suspension device is installed so that the direction can be changed to the left and right around the kingpin, and the steering wheel suspension device is installed at a geometrical angle as the steering wheel. Can meet the conditions of.

As described above, the steering wheel is installed at a geometrical angle so that the wheel alignment (Wh
The wheel alignment is distinguished by various elements, and it is possible to perform an ideal operation as a steering wheel through mutual complementation of these elements. Among the elements of wheel alignment, the kingpin inclination angle together with the camber reduces the operating force of the steering wheel, absorbs shocks during braking and traveling, and increases the restoring force of the steering wheel. It is possible to secure driving stability and adjustment stability during turning.

A conventional steering wheel suspension system will be briefly described below in consideration of the above contents.

FIGS. 5A and 5B show a general MacPherson Type suspension system. The MacPharson type suspension system is a steering knuckle 1.
00 and shock absorber 1
02 includes a strut arm 104, a lower arm 106, and a ball joint 108.

Such a suspension system has the advantages of a simple structure, a small spring size and mass, and a reduction in the effective volume of the engine room, but it reduces the kingpin offset A or negatively. In order to obtain (-), the upper support point 11 of the strut arm 104 is
0 must be moved to the engine room side, or the ball joint 108 portion must be moved to the outside, but as described above, the upper support point 110 of the strut arm 104 is moved to the engine room side. When moving to the
The effective volume of the engine room decreases and the kingpin angle α
Becomes excessively large, which adversely affects the turning performance. When the ball joint 108 is moved to the outside, it is almost impossible to move the ball joint 108 due to the interference with the break plate formed on the wheel side. There is a problem that it is difficult to reduce the offset A.

FIGS. 6 (A) and 6 (B) show a general Wishbone Type suspension system. The upper roll arm and the lower control arms 120 and 122 and the operation are shown. Knuckle 124 and shock
A spring assembly 128 including an absorber 126 and the upper and lower control arms 120, 122.
Ball joint 13 connecting the steering knuckle 124
It consists of 0 and 132, and this is also kingpin offset A
To adjust the upper control arm 120
Must be moved to the engine room side, or the ball joint 132 of the lower control arm 122 must be moved to the outside.

However, even in the case of the wishbone type suspension device, when the vehicle body side connecting portion of the upper control arm 120 is moved to the engine room side as in the McFarson type suspension, When the effective volume of the engine room decreases and the kingpin angle α becomes excessively large, which adversely affects the turning performance, when the ball joint 132 of the lower control arm 122 is moved to the outside. , It is almost impossible to move the ball joint 132 due to the interference with the brake plate formed on the wheel side, and the kingpin offset A is made small or a negative (-) value. There is a problem that it is difficult.

Considering such a point, in the conventional MacFerson type suspension device and the wishbone type suspension device, the kingpin offset A is limited to a range in which the degree of freedom in designing the setting of the kingpin angle is extremely small. There is a limit to improving the function of the suspension system because the height cannot be reduced. Also, since the vertical movements of the wheels commonly rotate depending on the control arm having a short length, the height of the roll center changes with a large deviation. There is a problem that running stability is lacking.

[0011]

SUMMARY OF THE INVENTION The present invention devised to solve the above-mentioned conventional problems facilitates setting of a virtual kingpin axis and creates a virtual control link to increase the height of a roll center. The purpose is to reduce the rate of change of the height and improve the adjustment stability. Another object of the present invention is to increase the degree of freedom in design by allowing the camber and tread changes and the kingpin axis to be set independently of each other. Still another object of the present invention is to stabilize the hood by lowering the hood line and ensuring the driver's field of view, and by lowering the hip point and arranging the center of gravity (centroid) of the vehicle body downward. It is to improve sex.

[0012]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention rotatably supports a wheel, a protrusion is formed on the rear side, and a tie rod is connected to a ball joint to operate the wheel. A wheel support that allows the steering to be performed by the operation of the tie rod when facing; and an outer upper control arm whose wheel-side end connection portion is pivotally connected to the upper end of the wheel support. An inner upper control connecting the outer upper control arm and the subframe
The wheel is formed of a luer arm and two front and rear arms.
A lower control arm connecting the support member to the subframe and the vehicle body, a connecting link whose connecting portions are pivotally connected to the middle portion of the outer upper control arm and the lower control arm, and a shock. To provide a steering wheel suspension system for a vehicle, which comprises an absorber and spring assembly and a cushioning member elastically supported between an outer upper control arm and a subframe.

The present invention also provides a pivot joint for connecting the outer upper control arm to the wheel support, and the outer upper control arm for the wheel support and the connecting link. A point where a virtual straight line connecting both end connecting points of the lower control arm intersects with a virtual straight line connecting the instantaneous center of the lower control arm and a hinge point where the lower control arm is connected to the vehicle body. Provided is a steering drive wheel suspension system for a vehicle, wherein a plurality of links are arranged so as to be at an instantaneous center of a wheel with respect to a vehicle body.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A preferred embodiment of the present invention for achieving the above-mentioned object will be described in detail below with reference to the accompanying drawings.

1 to 3 show an embodiment of a suspension device according to the present invention. A wheel support 2 rotatably supports a wheel 1 as in the conventional case, and steering drive is performed. In the case of a wheel, a through hole 20 is formed in the center, a drive shaft is passed through the hole, and a spindle (not shown) is attached to the tip thereof to drive the wheel 1. And the Hui
A protrusion 21 is formed on the rear side of the wheel support 2, and a well-known tie rod 22 is connected to a ball joint so that the wheel support 2 can be steered by the operation of the tie rod 22 during steering. It is formed.

The outer upper control arm 3 is interposed between the wheel support 2 and the inner upper control arm 4, and the vehicle body side end connecting portion thereof is the inner upper control. It is connected to the wheel-side connecting portion 40 of the lure arm 4 via an elastic bush, and the wheel-side end connecting portion 30.
Is ball-joined to the upper end of the wheel support 2. The inner upper control arm 4 for connecting the vehicle body side end of the outer upper control arm 3 to the vehicle body is pivotally connected to the subframe 8 via an elastic bush, and the wheel side connection portion 40 is described above. As described above, the outer side upper control arm 3 is pivotally connected to the vehicle body side end through the elastic bush.

A lower control arm 5 for connecting the lower end of the wheel support 2 to the vehicle body is formed by two arms 50, 51 on the front and rear sides, and a wheel side connecting portion 52,
Reference numeral 53 denotes a flat joint integrally formed on the lower side of the wheel support body 2 for ball joint connection, and vehicle body side connection portions 54, 55.
Is pivotally connected to the subframe 8 and the vehicle body via a rubber bush.

A connecting link 6 interposed between the outer upper control arm 3 and the lower control arm 5.
Has connecting portions 60 and 61 formed at both ends thereof, and these connecting portions 60 and 61 connect the intermediate portion of the outer upper control arm 3 and the front arm 50 of the lower control arm 5, respectively. Elastic bush with lower end tilted to wheel side,
Alternatively, they are connected by a pin joint.

The elastic bush for connecting the arms 3, 4, 5, 6 to each other, or the pin joint and the ball joint are the same as those applied to the conventional suspension system. Is a wheel including the wheel support 2
The le 1 can move up and down with respect to the vehicle body. The rubber bush used in the connecting portion has appropriate elasticity to properly control the vertical movement of the control arm.

The cushioning member 7 is a shock absorber 70.
And a spring 71, which is elastically supported between the vehicle body side of the outer upper control arm 3 and the support portion 80 of the sub-frame 8 and is input in the vertical direction of the vehicle body. Support while absorbing and attenuating. Therefore, the amount of displacement of the buffer member 7 can be made smaller than the amount of vertical displacement of the wheel 1, the distance between the mounting points can be shortened and the mounting points can be lowered, and the hood line, that is, Since the front part of the vehicle body can be lowered, the driver's visibility is widened, the driver's hip point is lowered, and the center of the entire body weight (total center of gravity) is lowered to improve stability.

The operation and effect of the present invention configured as described above will be described below with reference to FIG. In addition, the symbols for the respective connecting portions are P1, P2, P3, P4, P5, P6, and P.
7, and only representative symbols are displayed for each arm and link.

That is, when the wheel 1 vibrates up and down or when the vehicle body rolls, the inner upper control arm 4 and the inner upper control arm 4 with respect to the vehicle body are momentarily provided at the instantaneous centers of the parts constituting the suspension system. The momentary center of the lower control arm 5 is the momentary centers of the connecting points P1 and P4 that connect these arms 4 and 5 to the vehicle body. The instantaneous center of the control arm 3 is the inner upper control arm 4 and the outer upper control arm 3
It becomes P2 that connects with and the inner upper control
The instantaneous centers of the wheel 1 with respect to the arm 4 and the lower control arm 5 are connecting points P3 and P5, respectively.

The wheel support 2 and the connecting link 6
The instantaneous center of the outer upper control arm 3 with respect to is the intersection C1 where the extension lines of P3, P5 and the extension lines of P6, P7 meet, and the instantaneous center of the connecting link 6 with respect to the vehicle body is C1, P4. It is an intersection C2 where the extension line and the extension lines of P2 and P1 meet. Therefore, the instantaneous center of the wheel 1 with respect to the vehicle body is the outer upper control arm 3
And C3, which is a connecting line connecting P3 and C2 which is a connecting point between the wheel support 2 and the extension line of P5 and P4 which is a connecting point of the lower control arm 5.

Therefore, the line segment P connecting P3 and C3
3-C3 becomes a virtual swing arm S, that is, a virtual upper control arm. Virtual upper control
The straight line segment P3-C3 is very long, and the turning angle of the straight line segment P3-C3 with respect to the vertical displacement of the instantaneous center C3 is very small. Therefore, the change in the height of the instantaneous center C3 becomes relatively small, and this is the roll center RC which is the intersection of the connecting line between the instantaneous center C3 and the grounding portion of the wheel 1 and the center line CL of the vehicle body. The change in height H of the roll center RC is small, and the fact that the change in height H of the roll center RC is small means that the adjustment stability is relatively high, so that the running stability can be improved.

On the other hand, as shown in FIG. 1, a ball joint 30 connecting the outer upper control arm 3 and the wheel support 2, an extension line of the front lower control arm 50 and a rear lower control. The kingpin K is a virtual line connecting the intersection of the extension lines of the lure arm 51 and the kingpin offset can be maintained at 0 or negative (-).

[0026]

As described above, since the suspension device according to the present invention commonly uses a plurality of arms or links, it is possible to change the geometrical characteristics depending on the arrangement state. As a result, the kingpin, camber, and tread change relating to the alignment of the steered wheels can be easily set. In addition, the position change of the roll center can be set arbitrarily, and the arrangement state of multiple arms and links can be freely designed in a given space.
In addition to increasing the degree of freedom in design, the hood line of the vehicle body and the hip point of the driver can be lowered to secure visibility and improve driving stability.

[Brief description of drawings]

FIG. 1 is a perspective view of a suspension device according to the present invention.

FIG. 2 is a rear view of the suspension device according to the present invention.

FIG. 3 is a side view of a suspension device according to the present invention.

FIG. 4 is an explanatory diagram of an effect obtained by the operation of the present invention.

5A and 5B are configuration diagrams of a conventional suspension device.

6 (A) and 6 (B) are configuration diagrams of a conventional suspension device.

[Explanation of symbols]

 1 wheel 2 wheel support 3 outer upper control arm 4 inner upper control arm 5 lower control arm 6 connecting link 7 cushioning member 8 subframe

Claims (7)

[Claims] 1. A wheel that rotatably supports a wheel, a protrusion is formed on a rear side of the wheel, and a tie rod is connected to a ball joint so that steering can be performed by the operation of the tie rod during steering. And a wheel support, an outer upper control arm having a wheel side end connection portion pivotally connected to an upper end of the wheel support, and an outer upper control arm and a subframe. A lower control arm which is formed of an inner upper control arm and two front and rear arms to connect the wheel support to a subframe and a vehicle body.
The outer upper control consists of a shock absorber and a spring assembly, and a connecting link whose both ends are pivotally connected to the middle part of the outer upper control arm and the lower control arm. A steering drive wheel suspension system for a vehicle, comprising a cushioning member elastically supported between a luer frame and a subframe. 2. The steering drive wheel suspension system for a vehicle according to claim 1, wherein the connecting link is connected such that the upper end portion is inclined toward the wheel side from the lower end portion. 3. An imaginary line connecting the wheel support to pivot joints connected to the outer upper control arm and the lower control arm, respectively, and the connecting link to the outer upper control. -The outer upper control arm for the wheel support and the connecting link is at a point where a virtual straight line connecting pivot joints connected to the lower arm and the lower control arm respectively intersect. The steering drive wheel suspension system for a vehicle according to claim 1, wherein the steering center drive wheel suspension system is virtually generated as an instantaneous center point of the vehicle. 4. An imaginary straight line connecting a hinge point at which the inner upper control arm is connected to a vehicle body and a pivot joint of the outer upper control arm, and the wheel support. The moment of the connecting link with respect to the vehicle body at the point where the instantaneous center of the outer upper control arm with respect to the connecting link intersects with the virtual straight line connecting the hinge point with which the lower control arm is connected with the vehicle body. The steering drive wheel suspension device for a vehicle according to claim 1, wherein the steering drive wheel suspension device is virtually generated as a center point. 5. A pivot joint for connecting the outer upper control arm with the wheel support, and an instantaneous center of the outer upper control arm with respect to the wheel support and the connecting link. And the lower control
The point at which the virtual straight line connecting the connecting points at both ends of the lower control arm intersects the virtual straight line connecting the hinge with the vehicle body to the hinge point is the instantaneous center of the wheel with respect to the vehicle body. The steering drive wheel suspension system for a vehicle according to claim 1, wherein a plurality of links are arranged so that 6. The instantaneous center and wheel of the wheel relative to the vehicle body
The steering wheel drive suspension system for a vehicle according to claim 1, wherein a roll center is formed at a point where an imaginary straight line connecting with a ground contact portion of the vehicle is aligned with a center line of the vehicle body. 7. A virtual connecting a joint connecting the outer upper control arm and the wheel support, and a virtual point where extension lines of the two lower control arms intersect. The steering drive wheel suspension system for a vehicle according to claim 1, wherein the line segment is formed by a virtual kingpin axis.