JPS5812814A - Trailing-arm type suspension - Google Patents

Abstract

PURPOSE:To reduce the toe-out directing angle of a wheel by constituting the trailing-arm type suspension for wheel so that the high-ridigity axis lines of the connection part are elongated in the longitudinal direction of a chassis and are allowed to intersect each other at the back of the chassis from the swing axis line. CONSTITUTION:The both leg parts of the bracket 3 which connects a trailing arm 1 to a chassis are so arranged as to be elastically deformable in the lateral direction of the chassis, and inclined in a horizontal plane by alpha and alpha' in relation to the line perpendicular to the swing axis line 6 of the trailing arm, and the high-regidity axis lines 8 and 8' are extended in the longitudinal direction of the chassis by the angle other than a right angle to the swing axis line 6 of the trailing arm, and allowed to intersect each other at the point P behind the force acting point of a wheel 5 and located in the rearward of the chassis from the swing arm 6. With such a constition, when a lateral external force F acts onto the wheel 5, the trailing arm 1 and the wheel 5 operate around the point P, and the toe-out directing angle on the wheel 5 can be reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a trailing arm suspension.

This type of suspension usually has a trailing arm l as shown in Figure 1, with its base end at least at
Usually 2 places) /a, pushco in ttl,
It is normally configured such that it is connected to the vehicle body via λ' and brackets J and J' so that it can swing vertically, and a wheel I is rotatably attached to the tip of a trailing arm.

In such a trailing gear type 5 suspension,
When the wheel I receives a lateral external force 1 such as when turning, the trailing arm/it wheel! Mainly with Pushko, J.
Due to the elastic deformation of ', the vehicle tends to be displaced laterally.

However, in the conventional suspension of this type, the low rigidity shaft II at the proximal connection part of the trailing arm L
II&- corresponds to the center axis 1 m of the pushco, λ' (swing axis of the trailing arm) 4, and the high rigidity shaft Sp,
7' is located within the plane perpendicular to the axis of the push rod and the axis of the wheel j, so that the center of behavior of the trailing arm l and the wheel j at the time of the above displacement is above the trailing arm swing axis and the bushes J, J Therefore, when the trailing arm l and the wheel j receive a lateral external force y, the wheel j behaves so as to produce a turning angle of 0 in the toe-out direction, as shown by the imaginary line in the figure.

However, in order to extract sufficient cornering power and to improve running stability during cornering, the turning angle θ of the wheel j in the toe-out direction should be small, preferably so that it produces a turning angle in the toe-in direction. This is intended to provide a trailing arm type suspension suspension, and specifically, the proximal end connection part of the trailing arm is positioned so that each high-rigidity shaft is positioned farther back than the trailing arm swing shaft. We offer a trailing arm type suspension that is arranged so that they intersect, with the center of behavior of the trailing arm and wheels shifted rearward.

Hereinafter, the present invention will be described in detail with reference to the illustrated embodiments. FIGS. Then,
The base ends /a, /b of the trailing arm l are the same as before, and the connection part that swings in one direction upwards to the vehicle body via the pushcoat, co' and brackets J and J'f has the following special configuration. .

That is, each bracket constituting a part of the connection part is perpendicular to the trailing arm swing axis 1.
In contrast, the gate is tilted at 6 in the horizontal plane as shown by α and α' in Fig. 2, and both brackets in the longitudinal direction of the vehicle body)
The high-rigidity axes t and t' of J and J' extend in the longitudinal direction of the vehicle body so as to form an angle other than right angles to the trailing arm swing line t. So, the above angle α,
High rigidity axis with different α′−? , l' and the trailing arm swing axis 4 is J! 4, and align these high-rigidity axes r and r' to the point of force of the wheel j at the rear of the vehicle body from the trailing arm swing axis t (
Intersect at a point P rearward from the center of the ground contact surface with the road surface.

In the present invention, the intersection point (P in the illustrated example) of the high-rigidity axes of the brackets J and J' is positioned far behind the vehicle body from the trailing arm swing axis 4 as described above. From the point on the outside of the vehicle body (or in the present invention, each bracket) j and J' are connected to a line perpendicular to the trailing arm swing axis -4 at β and β' in Fig. 3.
As shown in the figure, the high-rigidity axes of both brackets J and J' extending in the vertical direction of the vehicle body are tilted even in the vertical plane.
', and the intersection point Q') is positioned below the railing arm swing axis t.
□Thus, in the present invention, the center of rigidity of the proximal end connecting portion of the trailing arm l in the lateral direction of the vehicle body becomes the intersection point P of the high rigidity axes @t and r' of the brackets J and J', and the wheel! When the is subjected to a lateral external force F, the trailing arm L and the wheel! moves around this intersection point P'', but since the intersection point P is located at the rear of the vehicle body than the trailing arm swing axis 6, the wheels are affected by the external force F in the direction of failure. The turning angle 0 in the toe-out direction (see FIG. 1) can be reduced, cornering power can be effectively extracted, and running stability during cornering can be improved.

In addition, if the intersection point P is located at the rear of the vehicle body than the point of force applied to the wheel j as shown in the illustrated example, the trailing arm l and the wheel!
Due to the lateral external force F, the steering wheel behaves so as to produce a turning angle -θ in the toe-in direction as shown by the imaginary line in Figure C, which makes it possible to draw out sufficient cornering power and further improve running stability when cornering. can. Also, as shown in the example, the intersection P is a wheel! If it is located outside the vehicle body from the point of force application of wheel j, then this intersection point will be located in front of the vehicle body from the point of force application of wheel j,
Regardless of whether it is located at the rear of the vehicle, the braking force when braking the vehicle causes the wheel j to be cut in the toe-out direction.
If the braking force is large, a turning angle of -0 in the toe-in direction can be obtained (see Figure 1), and the intersection point can be set from the trailing arm swing axis far away. By locating it at the rear, the above-mentioned effects can be achieved even more significantly. Furthermore, if the intersection point Q is shifted below the vehicle body from the trailing arm swing axis as shown in the example, the wheels! reduces the tendency to rub the positive camber field due to lateral external force F, and
As already shown in the figure, the wheel can be displaced so as to produce a negative camber angle -', which can promote the effect that the turning angle of the wheel is corrected in the toe-in direction by the lateral external force F as described above, and the above effect can be achieved. The effect becomes even more pronounced. In addition,
This example shows an example in which the high-rigidity axes @1, 1' and 2' intersect at points P and Q, but they do not need to intersect strictly like this, and they may intersect. This is common to other embodiments to be described later.

(Figures 1 to 4 are brackets) j and j' have the same structure as before, and the trailing arm l is connected to the vehicle body in the same way as before, but the trailing arm I is
Another example of the present invention is shown in which the connecting proximal end of is specially configured to achieve the desired purpose.

In this example, the U-shaped plate spring 10 clearly shown in FIG. Attach to the base of ring arm l, leaf spring leg 10&
, 10b constitute the base end of the trailing arm l. The leaf spring legs 10h and 10b are pushco, respectively.
-' and connected to the vehicle body via brackets 3, 3',
A trailing arm l is attached to a vehicle body so that it can swing vertically around an axis t. And the leaf spring leg/i7a
, 1011I is inclined at right angles to the trailing arm swing axis 4 in a horizontal plane with respect to the line as shown in Fig.
The high-rigidity axes 10b and 10b intersect at a point R at the rear of the vehicle body from the trailing arm swing axis mA, preferably at a point R rearward and outward from the force application point of the wheel j.

In addition, in this example, both leaf spring legs /71, /□b are connected to a line perpendicular to the trailing arm swing axis @1 at δ,
As shown by δ', both legs are tilted in the vertical plane.
The high-rigidity axes /J, /J' extending in the vertical direction of the vehicle body of 10&, IO'b intersect, and their intersection S is located below the trailing arm swing axis.

Even with this configuration number of this example, the trailing arm l
The center of rigidity of the base end connecting portion in the vehicle body lateral direction and vehicle body vertical direction is at the high rigidity shaft 11 at the intersections R and /J of /C and lCo'.
, /J', and since these are at the same positions as in the example described above, when wheel j receives a lateral external force, either the turning angle in the toe-out direction is reduced or the turning angle is reduced in the toe-in direction. It behaves in such a way that it produces the same effect as in the example described above, and the desired purpose can be achieved.

In addition, in the example of FIG. 3 and FIG. 3, the bracket J is used.

Although the object of the present invention was achieved by making both of the brackets 3' have the above-mentioned special structure, the object could also be achieved simply by making only one of the brackets have the special #I structure, and tI! Diagram J7 shows this idea, where the assist link # is connected to the vehicle body and the trailing arm.
An example of application to a hot-type trailing arm type suspension installed between the tip of the In this example, the bracket J' is left as the conventional one, and the bracket 3 has the same structure as that described above in the examples shown in FIGS. 2 and 3. axis t
, and hold the intersection point of t' behind the trailing arm swing axis 1 as shown by T. In such a configuration, the assist link lμ connects to the trailing arm l at the connection point /j
Wheels whose behavior is centered on (behind the center of rotation of the wheels!) In order to cause the wheel to behave so that a turning angle occurs in the toe-in direction due to the lateral external force F, the wheel! When is subjected to a lateral external force F, the trailing arm l and the wheel j will behave around the midpoint between the connection point ij and the intersection T, and the toe-in angle change effect of the assist link/l - the wheel j will be The object of the present invention can be achieved as in the case of the above-mentioned two embodiments.

[Brief explanation of drawings]

Fig. 1 is a plan view of a conventional trailing arm type suspension, Fig. 2 is a plan view showing a simple example of the trailing arm type suspension of the present invention, and Fig. 3 is the same (a front view seen from the front of the vehicle, Figure μ is a plan view similar to Figure 1 showing another example of the present invention, Figure 5 is the same (a front view seen from the front of the vehicle), Figure 4 (1 is a perspective view of a leaf spring used in the same example). , FIG. 7 is a plan view similar to FIG. 1 showing still another example of the present invention. l... Trailing arm 1.2. J'... Bushing, 3.3'... Bracket, reference... car body!...
・Wheel %'+1', /ko, lλ'... Highly rigid axis in the longitudinal direction of the vehicle body, ri, 2'. /J, /J'...High rigidity axis in the vertical direction of the vehicle body, lO
...Plate spring, l reference Assist link, P, Q, R,
S, T...Intersection of high rigidity axes. Figure 1 Figure 3 θ'

Claims (1)

[Scope of Claims] L A trailing arm type having a trailing arm, the base end of which is connected to the vehicle body via a bushing at least at one point so that it can swing vertically, and a wheel is rotatably attached to the tip. In the suspension, the proximal end connecting portion of the trailing arm is configured and arranged so that each high-rigidity axis extends in the longitudinal direction of the vehicle body and intersects with the trailing arm swing axis at the rear of the vehicle body. Trailing arm suspension. Of the trailing arm type % type % & trailing arm base end connection portion according to claim 1, wherein the intersection of the high rigidity axes of each of the Lm is located on the outer side of the vehicle body from the force application point of the wheel. The vehicle body side bracket has each high-rigidity axis extending in the front and rear direction of the vehicle body,
The trailing arm suspension according to claim 1, wherein the trailing arm swing axis intersects with the trailing arm swing axis at the rear of the vehicle body. 4. The trailing arm type suspension according to claim 3, wherein the intersection of the high-rigidity axes of the vehicle body side bracket is located on the outer side of the vehicle body from the force application point of the wheel. 4 Of the base end connecting portions of the trailing arms, the base ends of the trailing arms themselves are each composed of plate blades, and these plate blades have their respective high-rigidity axes located at the front and rear of the vehicle body,
A trailing arm type suspension according to claim 1, wherein the trailing arm is configured and arranged so as to intersect with the swing axis of the trailing arm at the rear of the vehicle body. (a) The trailing arm type suspension according to claim 5, wherein the intersection of the high-rigidity axes of the plate springs is located on the outer side of the vehicle body than the force application point of the wheel.