JPS58188708A - Rear suspension - Google Patents

Abstract

PURPOSE:To realize effective toe-in change of a wheel correspondingly to lateral force by floatingly joining a rear suspension component member with a wheel hub by means of a ball joint and two elastic bushes with mutually different directions of the axial center line. CONSTITUTION:When this contrivance is applied to a semitrailing type rear suspension, a semitrailing arm 1 has its fork-like end parts rotatably supported by means of a subframe 2. A wheel hub 3 is floatingly joined to the other end part of this semitrailing arm 1 by means of a ball joint P allowed to freely swing round one point and two elastic bushes R1, R2 consisting of a rubber bush and the like with an axial center line which is about in parallel with longitudinal direction of a car body. Then, arrangement is made so that the ball joint P is positioned in the fourth quadrant, while elastic bushes R1, R2 are positioned in the first and the second quadrant respectively and also their axial center lines directed toward the rear outside and the inside of the car body respectively.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a rear suspension installed on a vehicle, and more particularly to a rear suspension that changes a wheel by 1.-in in response to various wheel acting forces such as lateral force.

In general, in the rear suspension installed on a vehicle, when the vehicle turns, a force (lateral force) toward the center of the turn acts on the left and right wheels, especially the wheels on the outside of the center of the turn. On the other hand, it is known that changing the toe-in of the wheels so that they face inward with respect to the running direction is preferable in order to prevent oversteering and improve running stability.

Conventionally, rear suspension toe-in changes the wheel in response to such lateral forces, and one end of the rear suspension is rotatably supported on the vehicle body, or a rear suspension arm that rotatably supports the wheel is connected between the rear suspension arm and the wheel that rotatably supports the wheel. are float-coupled in at least two places, front and rear, and this coupling structure is coupled with a spring at the front and a pin at the rear (West German Patent No. 2158931), and the characteristics of the front spring are adjusted according to the lateral force. (West German Patent No. 2355954), or the front and rear rubber bushings are joined together and the front rubber bushing is softer than the t-side rubber bushing (hour 1152-3).
No. 7649) has been proposed.

However, in all of the above-mentioned conventional devices, the toe-in effect against the lateral force cannot be effectively exerted because the lateral force is simply displaced in the toe-in direction of the spring or rubber bush. Furthermore, toe-in effects cannot naturally be expected for wheel acting forces other than lateral forces, such as braking force, engine braking force, and engine driving force.

In view of this, the present invention provides a ball joint and two elastic bushings between the rear suspension component such as the rear suspension suspension arm and the wheel support member that rotatably supports the wheel. Float coupling, and fX7. of each coupling part. By appropriately setting the position relative to the center of the wheel, it is possible to reliably change the toe-in of the wheel in response to lateral force, and to reduce the amount of force acting on the wheel other than lateral force, that is, braking force and engine braking force. It is also an object of this invention to be able to change toe-in also with respect to engine driving force.

In order to achieve this object, the configuration of the present invention includes a rear suspension component whose one end is rotatably supported on the vehicle body;
A wheel support member that rotatably supports a wheel, a ball joint that connects the wheel support member and a suspension suspension component member so as to be swingable about one point, and a configuration of the wheel support member and rear suspension. a first elastic bushing that connects the wheel support member and the rear suspension component; and a second elastic bushing that connects the wheel support member and the rear suspension component; Located in the fourth quadrant of the horizontal-vertical coordinates of the center reference, the F distribution 1 elastic bushing is located in the first quadrant of the coordinates, and is arranged so that its axis is directed outward to the rear of the heavy body, 2nd above
The elastic bushing is located in the second quadrant of the above coordinates and is arranged so that its axis is directed inward toward the rear of the vehicle body,
Furthermore, the above-mentioned first elastic unit and hole joint are arranged so that, in a vertical plane including the wheel center axis, the first elastic unit and the hole joint are located inside the vehicle body from the wheel center on the wheel center/axis, and outside the vehicle body on the ground contact surface. It is characterized by the fact that it is located As a result, the mounting surface including the above three connection points is rotated in the toe-in direction around the ball joint in response to lateral force, brake engine braking force, and engine driving force, and the wheel toe-in is changed. It is something.

Hereinafter, the present invention will be described in detail based on embodiments shown in the drawings.

FIG. 1 shows a first embodiment in which the present invention is applied to a semi-trailing suspension suspension system, where 1 indicates approximately the vehicle body i'1.
1. A semi-trailing arm as a rear suspension component extending in the rear direction, and one end of the semi-trailing arm 1, that is, a forked front end, is connected to a subframe as a vehicle body component disposed in the left-right direction of the vehicle body. It is rotatably supported by 2. Further, S is a wheel hub as a wheel support member that rotatably supports the wheel 4, and one end of the wheel 4 is attached to the differential 5.
The other end of the drive shaft 6 is connected to the drive shaft 6 . In addition, in FIG. 1, 7 is a shock absorber, 8 is a coil spring, and 9 is a stabilizer.

Between the wheel hub 6 and the semi-trailing arm 1, as shown in FIG. Second elastic body R1 and R2
and are float-coupled. In addition, this ball joint P and the first. Second elastic body/yuR,,R,
The arrangement structure will be described later.

Further, FIG. 2 shows a second embodiment in which the present invention is applied to a strut-type suspension pennoyon, and 1o indicates a strut 1.
1, the strut hub 10 is a two-link suspension arm 12 extending in the left-right direction of the vehicle body.
12, it is rotatably supported by sub-frames 15 and 14, which serve as heavy body structural members, which are arranged front and rear in the left-right direction of the vehicle body. The strut hub 1o and the wheel 15
As in the first embodiment, between the ball joint P and the wheel hub 16 as a wheel support part that rotatably supports the ball joint P and the first and R21 elastic bodies R+
, "2.

In FIG. 2, 17 is a stabilizer, 18 is a dino differential, and 19 is a drive shaft.

First, FIG. 3 shows a third embodiment in which the present invention is applied to a tochiion type suspension suspension, in which reference numeral 20 extends in the left-right direction of the vehicle body, and a rear axle provided separately from the drive shaft 21 is inserted through the suspension suspension. The rear axle tube 20 is rotatably supported on the vehicle body via two tension rods 22, 22 extending in the longitudinal direction of the vehicle body. Similarly, between the end of the rear axle tube 20 and the wheel support member that rotatably supports the wheel 25 (both wheels 24), there is a ball joint P and the first and second elastic bodies. In FIG. 3, reference numeral 25 denotes a leaf spring extending in the front-rear direction of the vehicle body and on which the extraction shaft tube 20 rests, the front end being the eye 26, the rear end The ends are each rotatably connected to the vehicle body via a shaft 2. Further, 28 is a differential.

Next, the arrangement structure of the ball joint P and the first and second elastic bushes R1° in the first to third embodiments will be explained with reference to FIG.

Figure 4 shows wheel 4 on the rear right side of the vehicle (father's wheel is 15°25)
This is a diagram viewed from the left side (inside) of the vehicle body, and the ball joint P is located in the fourth quadrant in the horizontal (Y axis) - vertical (Y axis) coordinates of the wheel center 〇 standard seen from the left side of the vehicle body. The first elastic bush R1 is in the first quadrant and the second elastic bush R1 is in the first quadrant.
The elastic body bushes are located in the second quadrant.

Further, the first elastic body bushing R1 is arranged so that its axis is inclined toward the rear and outer side of the vehicle body, and the second elastic body bushing is arranged in a direction opposite to the first elastic body bushing R1. It is arranged so that the axis is oriented toward the rear and inside of the vehicle body. In addition, in Fig. 4, for the above coordinates (X, Z), the horizontal Y axis of the wheel center ○ reference is set to create a rectangular coordinate system (x, y,
z) is constructed, and the coordinate system (L, M, N
) is a one-point reference system in which the above coordinate system is translated in parallel to the center full thickness of the ball joint P.

Furthermore, - each attachment point of the ball joint P, the first elastic bushing R1, and the second elastic bushing brown (in the case of six ball joints PK, the center thereof, the first and second elastic bushings R, R, , , the center point of each axis)
The triangular mounting surface Q, which includes
- The offset acid with the wheel center 〇 at In other words, it is arranged so that G is negative (Lm (outside the vehicle body)).

Next, to explain its effects, (1) Since the full force S acts in the +Y direction with respect to the wheel grounding, - the mounting surface Q of the above ΔPR,R, is approximately L axis centered on the ball joint P. By acting together with a moment force that causes the wheel to rotate counterclockwise, the toe attachment Q is rotationally displaced around the L axis around P in the toe-in direction, and the toe-in of the wheels 4 (15, 25) changes. It turns out. At this time, a force directed outward from the heavy body is generated in the F distribution 1 elastic body bushing R1, and a force directed toward the inside of the vehicle is generated in the second elastic body bushing, so that the axis of the first elastic body bushing R1 is generated. 1wJ11 note in the outward direction orthogonal to the heart,
Alternatively, if the rigidity of the second elastic bushing in the inward direction orthogonal to the axis is made lower than other parts, the toe-in change indicated by -F can be easily and reliably performed.

Since the brake force B acts in the +X direction with respect to the wheel grounding point, the (-) force of G creates a moment force that rotates the mounting part Q counterclockwise approximately around the L axis around pole join) P. As a result of the closing action, the mounting portion Q rotates in the toe-in direction with P set to medium and L. The toe-in of the wheels 4 (15, 25) changes. At that time, - M$11 due to the above brake force B
In order to prevent the first elastic bushing R1 from being displaced inward due to the counterclockwise moment force of the rotation, a stopper may be provided at the front end of the first elastic bushing R1, which prevents the toe-in effect. This is preferable in terms of ensuring toe-in changes.

('') Engine braking force E is x 1 at wheel center 〇
Since it acts in the +X direction, the (+) amount of W and the (-) amount of 0 make the mounting part Q approximately M4+ with P as the center.
It acts as a moment force that rotates it clockwise at 11IOJ. In this case, the axis of the first elastic body R1 should be arranged outward to the rear of the vehicle, and the axis of the second elastic body R1 should be arranged inward to the rear of the vehicle body, and generally Since the rigidity is lower in the axial direction or in the direction orthogonal to the axis and has the property of being more likely to be elastically deformed in the axial direction, the 612 mounting Q rotates around P in the toe-in direction. Then, a toe-in change of wheel 4 (15, 25) is performed.

(4) Since the engine and &MlrK act on the wheel center 〇 in the -X direction, the (+) force of W causes the moment force to rotate the mounting part Q counterclockwise around the L axis approximately around P. As a result, the wheel 4 (15,
25) will change in toe-in. Also in this case, it is preferable to provide a stopper at the front end of the first elastic bush R1.

Next, for example, the specific structure of the first embodiment (semi-trailing type suspension suspension) will be explained with reference to FIGS. 5 to 7. The rear end of the semi-trailing arm 1, which is rotatably supported at X, K) are float-coupled by a ball joint P located in the fourth quadrant, a first elastic bush R3 located in the first quadrant K, and a second elastic bush R2 located in the second quadrant. Further, as described above, the axis of the first elastic body bushing R1 is arranged outward toward the rear of the vehicle, and the axis of the second elastic body bushing R2 is disposed inward toward the rear of the vehicle body. 2 Elastic body Butnoyu R
, , R, (mounting part Q) or wheel center axis (Y axis) in the vertical direction including the center axis (Y axis).
Axis) Inside the vehicle body from the upper wheel center〇 (W>O)
In addition, it is arranged so that it is located on the outside of the heavy body (G<0) on the ground contact surface.

As shown in detail in FIG. 8, the ball joint P includes a casing 62 provided at the tip of the first arm portion 51 protruding from the wheel hub 6 in the fourth quadrant direction;
Bracket 6 with U-shaped cross section on semi-trailing arm 1
It is pivoted through 5, and there is a cable in the center! A support shaft 64 having a spherical portion 54a that is removably fitted into +2
, and the casing 5 is centered around the spherical portion 54a.
By freely rotating the semi-trailing arm 1 and the wheel hub 5, the semi-trailing arm 1 and the wheel hub 5 are swingably connected about one point (the center of the spherical portion 54a).

Also, as shown in FIGS. 9 and 10, a bracket 65 with a U-shaped cross section is attached to the semi-trailing arm 1.
A support shaft 56 that is rotatably supported through the support shaft 56, and a side wall of the bracket 55 that is rotatably fitted to the support shaft 56! 15a, 3
The inner cylinder 67 interposed and restrained between 5a and the wheel...
an outer cylinder 59 that is fixed to the tip of a second arm part 58 that projects in the first quadrant direction, is fitted onto the inner cylinder 57 and is shorter in axial length than the inner cylinder 57; A rubber 40 made of rubber or the like is filled and fixed between the semi-trailing arm 1 and the wheel hub 6, and is configured to be connected to the semi-trailing arm 1 and the wheel hub 6 for full rotation. Further, between the outer cylinder 59 on the front side in the axial direction (1 μm 1 on the right in FIG. 9) and one side wall 55a of the bracket 55, a material made of hard rubber, 12-quality synthetic resin, etc., which is more rigid than the rubber 40, is provided. A stopper member 41 is interposed, and by restricting the forward movement of the outer cylinder 59, when the brake force B and the engine driving force are applied, elastic deformation of the bushing R1 in the forward inward direction is suppressed and the mounting surface is stopped. Rotation around the M axis of the Q is prevented from occurring, and toe-in changes around the L axis of the mounting surface Q are ensured.

Furthermore, the second elastic body R2 is made of rubber, and as shown in detail in FIGS. 11 and 12,
Bracket 4 with U-shaped cross section on semi-trailing arm 1
2, and side walls 42a, 4 of the bracket 42 rotatably fitted to the support shaft 45.
The inner cylinder 44 is interposed and restrained between 2a, and the 11 inner cylinders are fixed to the tip of the third arm part 45 protruding from the wheel pro in the second quadrant direction. An outer cylinder 46 having an axial length shorter than that of 44, and an outer cylinder 46 and an inner cylinder 4.
Consisting of rubber, etc., filled and fixed between the
and is configured to connect the semi-trailing arm 1 and the wheel 5 in a rotatable manner. Further, 1:' is perpendicular to the axial direction of the rubber 47.
The part in the +I+1 direction (lower side in Figure 12) outside the body is made of hard rubber, hard synthetic resin, etc. that has higher rigidity than other parts, and is perpendicular to the axial direction of the horse. A stopper cap 48 is configured to restrict elastic deformation in the outward direction, so that when a lateral force S is applied, the bunonyu can be easily displaced in the direction of the vehicle body, and toe-in can be easily changed.

Therefore, due to the arrangement structure of the ball joint P and the first and second elastic bodies R1 and R2 as described above, the mounting surface is Q or ball join l-p
Rotating around and displacing the wheel 4 (15, 2!
The toe-in change in 1) can be reliably performed, thereby preventing oversteering and significantly improving the running stability of the vehicle.

Moreover, the first and second elastic bodies Bunonyu R,,R.

(is located in the first and second quadrants on the −L side from the wheel center 〇, and is located in the fourth quadrant below the ball joint P or the wheel center 〇, which is the center of rotation, is the yellow force S and For braking force B, each of the corresponding parts/
Only an acting force with a lever ratio of approximately 1:1 acts on the levers R, , R2, and the center of rotation P is north of the wheel center 〇, and each bush R, , R, is below the wheel center 〇. Since the acting force is about half as small as that in the case, the strength design of each core bush R, , R2 is not strict and easy to remove, and its durability can be increased.

Furthermore, since the center of rotation P is located in the fourth quadrant and the distance in the 1- and 0-directions to the point of application (contact point) of the lateral force S and brake force B is relatively short, the wheel 4 (15, 25) operation is less,
Since the movement in the toe-in direction can be performed stably, the toe-in effect can be further ensured.

Furthermore, by combining the ball joint P and the first and second elastic bodies R, R, with a simple structure of float connection, a toe-in effect can be obtained by increasing the above-mentioned various wheel acting forces by 'X1. , the rear suspension structure can be significantly simplified compared to the case where a toe-in mechanism is provided for each acting force.

It should be noted that the present invention is not limited to the above embodiments,
It also includes various other modifications. For example, in the above embodiment, it is a semi-trailing type.

Although examples have been shown in which the present invention is applied to strut type and dove ion rear suspension suspensions, the present invention can also be applied to other types of double link type rear suspensions such as the Uitunyubon type or various types of swing arm type rear suspensions. For example, in the case of the Uitz 7 Yubon type, the connecting hub that connects the two arms extending in the left and right direction of the heavy body constitutes the rear suspension component as referred to in the present invention, and the connecting hub and the wheel support member are connected to the pole joint P. and the first and second elastic bodies R++ R2.

Furthermore, although the right wheel at the rear of the vehicle body has been described in FIGS. 4 to 7, it goes without saying that the same can be said for the left wheel at the rear of the vehicle body.

As explained below, according to the present invention, one end of the wheel support member rotatably supports the vehicle body and the wheel support member rotatably supports the wheel.
A ball joint is float-coupled with two first and second elastic bushings, and the ball joint is located in the fourth quadrant in the horizontal-vertical coordinates of the wheel center reference when viewed from the left side of the heavy body. and a second elastic body Bunonyu are located in the first and second quadrants, respectively, and their respective axes are arranged outwardly behind the heavy body and inwardly behind the heavy body, and further includes three connecting points of the hinge. A simple structure in which the sensor is placed on the vertical plane including the wheel center axis, inside the center of the wheel and on the axis, and on the outside of the vehicle body on the ground contact surface, reduces lateral force, braking force, engine braking force, and The toe-in of the wheels can be changed in response to various wheel acting forces of the driving force of the engine 5, which greatly contributes to improving the running stability of the vehicle and simplifying the rear suspension structure.

Furthermore, in response to wheel acting forces such as lateral forces, the ball joint located in the fourth quadrant in the coordinates based on the wheel center is rotated and displaced, so each elastic body in the first and second quadrants responds to lateral forces, etc. The acting force of the bushing is small, improving its durability, and
This has the advantage that wheel displacement due to acting force is small, stability of behavior in the toe-in direction is excellent, and the toe-in effect can be made more reliable.

[Brief explanation of drawings]

The drawings illustrate embodiments of the present invention, FIG. 1 is a schematic oblique view showing the first embodiment, FIG. 2 is a schematic perspective view showing the second embodiment, and FIG. 3 is a third embodiment. A schematic perspective view, FIG. 4 is a schematic explanatory diagram showing the arrangement structure of the ball joint and the first and second elastic bodies, and FIG. 5 is a detailed plan view showing the specific structure of the first embodiment. Figure 6 is a side view as seen from the right side of the oncoming vehicle, Figure 7 is a rear view as seen from the rear of the four east body, and Figure 8 is a rear view of the vehicle as seen from the rear.
The figures are an enlarged cross-sectional view taken along the vm-■ line in FIG. 7, FIG. 9 is an enlarged cross-sectional view taken along the ff-IX line in FIG. 5, FIG. The figure is an enlarged cross-sectional view taken along the line ■-■ in Figure R6, and FIG. 12 is a cross-sectional view taken along the line ■-■ in FIG. 1. Semi-trailing arm, 2. Subframe,
6. Wheel hub, 4. Wheel, 1o. Strut hub, 12. Suspension arm, 16.14
...Subframe, 15..Wheel, 16..Wheel hub, 20..1 axle tube, 22..Tension rod, 25..Wheel, 24..Wheel hub, P..
Pole join), R, 1st elastic body butt 7jL, FL
i°m2 elastic body 7yu, O... wheel center.

Claims (1)

[Claims] +1+ A rear suspension component whose one end is rotatably supported on the vehicle body, a wheel support member which rotatably supports a wheel, and a structure that is swingable about one point between the wheel support member and the rear suspension component. a ball joint that connects to the ball joint; - the ball joint is located in the fourth quadrant in the horizontal-vertical coordinates of the wheel center reference when viewed from the left side of the vehicle, and the first elastic body The L distribution 2 elastic body button is located in the second quadrant of the above coordinates, and the axis is oriented outward toward the rear of the vehicle body. Furthermore, the first elastic bushing, the second elastic bushing, and the pole joint are arranged inwardly of the vehicle body from the wheel center in a vertical plane including the wheel center axis. , a rear suspension characterized by being located on the outside of the vehicle body on the ground contact surface.