JPS5911905A - Rear suspension of automobile - Google Patents

Abstract

PURPOSE:To realize a car comfortable to ride in and with high stable driveability, by providing a mechanism, in which a rear wheels are faced in the toe in direction for all of the lateral force, brake force, engine brake force and the driving force regardless of a running condition of the car at turning or straight running motion, to a rear suspension. CONSTITUTION:A plane P containing two rubber bushes 19, 20 and a ball joint 21 in a twin link suspension of strut type is arranged in the inner of a car body from wheel lateral centers W in height CL of the wheel center while in the outer of the car body on the ground GL in a vertical face containing a wheel center shaft C. Further shafts 19a, 20a of the rubber bushes 19, 20 are arranged in the direction of facing a tire 12 to toe in when a wheel hub 18 is rotated clockwise around the ball joint. That is, the front rubber bush 19 is faced in the rear direction while the rear rubber bush 20 is faced in the rear outer direction.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a 17+j suspension for a motor vehicle, particularly a 1.
- In effect 1 is related to a new and excellent respension.

For the A7 respension car and the J5 car, it is desired that the tires be rotated one to nine times during driving, especially when cornering, in order to improve steering stability and ride comfort. 1- As is well known, when using a cope link, centrifugal force is applied to the car body or acts as a lateral force on the suspension, and the tires are strong against this lateral force in order to increase the turning limit G. It is hoped that they will counter it with their anti-horns. This drag force can be reduced by moving the tires 1-in to increase the slip angle (thereby increasing the slip angle.Also, by improving the grip of the 7C, the understeer tendency can be strengthened. It is possible to improve the stability of the car.Furthermore, when you press and release the accelerator during cornering, driving force and braking force are applied to the tires, but it is possible to improve the stability of the car. The Taihachi 7 has a tendency to suddenly toe out 1-hi and to go 1-1 in when the accelerator is depressed.This causes the tires to toe in or toe out during cornering, resulting in poor handling stability (hereinafter referred to as steering stability). Also, when you step on the brakes or apply engine braking, the rubber bushings installed to improve ride comfort are located inside the tire's ground contact point. The braking force causes the vehicle to shift towards 1, which worsens the steering stability.The softer the rubber bushings, the better the ride comfort, so a car with a good ride will have poor steering stability. In the past, it became desirable to have a rear suspension that could increase the braking force by brakes or engine braking (1-1 in) even when the vehicle was under pressure.In other words,
A rear suspension that always has a 1-in direction will always achieve stable cornering.Also, the toe-in tendency of the 7-in suspension is not limited to cornering. This is desirable from the viewpoint of high-speed straight-line performance, which is especially required for sports cars.In other words, the road surface is not completely flat in reality, and there are always bumps and dents of varying sizes. are disturbances from various directions against the tires.Also, when the wind that the car receives while driving is a crosswind, it acts as a lateral force, or when the wind is not a crosswind, it acts on the car instead of a crosswind. This causes disturbances from all directions and acts on the tie. Even in response to these disturbances, the rear 4 bussing system always acts to move the rear wheels 1-1 in. The vehicle becomes stable with a tendency to understeer. Regardless of the cause of these disturbances (J), in the end, they act as one of the aforementioned lateral forces, braking horns, and driving forces.

Therefore, it is desired that the rear suspension has the effect of reducing C to (-1) in terms of lateral force, braking force (there are two types: brake and engine brake), and driving force. To explain these external forces in detail, the lateral force represented by the thrust load during the nori jig is applied from the outside to the inside at the grounding point of the tie 1), and the braking force when the brake is applied is the tire force. The force that acts on the grounding point from O to the rear, the force that acts from the engine brake from front to rear on the wheel center of J tie A7, and the driving force that acts on the wheel center from the back to the front. It is.

The deviation from this table is as follows.

Conventionally, various types of suspensions have been known that have a 1-1 effect on lateral force during cornering, but all of them are somewhat complex in structure.

For example, the I-komono described in Japanese Patent Publication No. 52-37Ci49 uses three rubber bushings and the hardness of the bushings is changed, and West German Patent Publication No. 2.1'58,9
The wheel hub described in No. 31 or No. 2,355,954 is one in which a wheel hub is supported via a vertical shaft and a spring.

In addition, this kind of rear suspension that has been known in the past does not achieve an effect against all of the four types of external forces mentioned above, but is mainly effective only against the lateral horns. (7Xru.

The purpose of the present invention is to provide a system that effectively allows the rear wheels to move in against external forces during cornering, using a very simple IFiS structure. Further, the present invention has an extremely high degree of resistance to the external horns of lateral force, play-1 = force, engine braking force, and driving force, regardless of whether turning or going straight. The aim is to provide a completely unique type of vehicle that allows the rear wheels to be lowered and provides a comfortable ride and good handling.7-The purpose is to provide a lease pension. It is.

The glue A71 nospensicon of the present invention has a swinging member (a two-wheeled wheel support part) whose one end is swingably supported on the vehicle body.
A is connected to one ball jaw 1 through two rubber pushers 1, and a wheel 11' is connected to a wheel support member to a stabilizer 1 through. 7 Viewed from the left side of the vehicle towards pole join 1
8 Placed in the 4th quadrant of the horizontal-heavy white outside mark based on the wheel center, at least one of the rubber bushings placed in front of the wheel center, and a plane that includes these two rubber bushings and hole joins 1 to 3. In a vertical plane including the wheel center axis, the height of the wheel center is located inward of the vehicle body from the left and right center of the wheel, and outward of the vehicle body on the ground, and the axis of the rubber bushing is placed at the left side of the vehicle body around the pole joint 1 of the wheel support member. Guiding the rotation in the t1 direction from the center to the inward direction δ at the front hIZ Jj of the wheel center 7
Further, the -1-1-U-rurotsu 1~ is arranged so as to be inclined downwardly and outwardly, and is connected to the wheel support member at the rear of the hole join 1~. It is something.

In the present invention, the swinging member refers to a swinging support member on the vehicle body side whose one end is swingably supported on the vehicle body. 1 - The slats of the rat type rear suspension, the upper A3 J of the small rear suspension, the lower arm of the rear suspension, and the door ion cove of the dove ion type rear suspension were installed on the vehicle body side. This is a general term for various types of support members, and is not limited to a specific type.

In addition, the wheel support member is a tie A7 such as a wheel hub.
This is a general term for the members that support the rotating white stone ('), and is not limited to a specific wheel huff.

In addition, the con J ~ roll rod is a link member connected between the end of the stabilizer and a part of the wheel support part (A) in order to transfer the stabilizing reaction force of the stabilizer to the wheel support member. , I 11'lJ +L stabilizer reaction force is transmitted.

In addition, the quadrant defined in the present invention is defined by looking at the rear wheel from the left side of the body, with the wheel center in the middle, and then imagining the horizontal and vertical horizontal and vertical axes. >(Pu quadrant, from the first to the fourth 831 limits ('C) On the axes at both ends that limit the quadrant (for example, the first quadrant - rt, the right half of the L horizontal axis and the vertical axis, (upper half).

In addition, in the present invention, the rotation direction of the wheel support member is also changed from expressions such as chronological direction, anti-tlN: 1 direction, etc. when viewed from the left side of the vehicle body. When the side horns are applied to J-Riringuro, it is possible to effectively toe-in from tie to 7. This is due to the arrangement of the hole joint and the rubber pusher, which prevents the side horn or wheel support part 44 from rotating in the 1-1 direction to the hole joint 1. This is because the force acts to displace the wheel support member in the 1-in direction via the 1-t. Further, according to the present invention, the above-mentioned 4
The tire can be effectively moved 1-1 even when any external force is applied. This is also an effect of the arrangement of the rubber pushers in the hole join described above.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a perspective view showing an example in which the present invention is applied to a twin link suspension of the S1-S1 type. Brackets i to 13 that support wheel hubs 18 of tires 12 are connected to the rear ends of 1-railing links 11 extending rearward from the ends of the vehicle frame 10. This bracket 1
13 is coupled to the lower end of the shock absorber 25, and -
It is connected to the tip of the lateral link 14 of the T-1.

Further, a drive shaft 17 extending laterally from a differential 77 cylinder case 16 fixed to the cross member 15 is rotatably supported on the wheel huff 18 by an IJ shaft.

The brackets 1 to 13 are attached to the wheel hub 18 and two rubber bushes 19, 2 (+), which are rotatably displaceable around the hole joint 1 to 21 via the hole joint 21. An extending arm 22 is integrally provided at the rear, and the rear end 22 of this node 22
A shaft rod 24, one end of which is connected to the end 23a of the stabilizer IY23, is connected to the stabilizer IY23.
This is done so that the stabilizing reaction force of the three arms is transmitted to the arm 22.

The hole joint 1-21 is located in the fourth quadrant of the horizontal-vertical coordinates of the wheel, which is located from the left side of the vehicle body, and one of the two rubber bushes 19, 20 is located forward of the wheel center. Also] control rod 2
4 is arranged to be inclined downward and outward, and the wheel hub 18
An arm 22 extending rearward from the wheel hub 18 is connected to the arm 22, which directs the stabilizing reaction force outward (transmits it to the wheel hub 18).

The main parts of Fig. 1 are shown in detail in Fig. 2. 4-0 Fig. 1 is a view of the i rear wheel seen from the left front, and Fig. 2 is a view of the right rear wheel seen from the left (inside) rear. 2, corresponding members are designated by the same reference numerals, and as clearly shown in FIG. ), and one of the two rubber bushes 19, 20 is located forward of the wheel center W (ie, in the second or third quadrant of the coordinates).

Including the three parties of Le Joint 21 P+,! In the vertical plane containing the wheel center axis C (its projection is shown in the second fixed figure), at the height CL of the wheel center, the wheel left and right center W
It is arranged more inwardly within the vehicle body, and on the outer side of the vehicle body on the clamp GL.

Furthermore, the shafts 19a, 20a of the rubber bushes 19.20
is arranged in such a direction that when the wheel hub 18 rotates clockwise around the ball joint, the wheel hub 18 is guided inward in front of the wheel center W, that is, the tire 12 is moved 1-1 in. There is. That is, the front rubber bush 119 is oriented rearward inward, and the rear rubber bush 20 is oriented rearward outward. This direction may be reversed depending on the position of the rubber bush 19.20. In other words, for example, if the front rubber bush 19 is placed horizontally or diagonally toward the bottom of the third quadrant, the axis 19a will not point backward inward but forward inward. shall be.

This is for the purpose of displacing the clockwise rotation of the wheel hub 18 around the ball joint 21 in the toe-in direction in either case.

Hereinafter, the l-in effect on the outer horn will be explained in detail in the case of the embodiment shown in FIG.

In FIG. 2, the vertical imaginary axis passing through the ball joints 1 to 21 is 1, the imaginary axis in the width direction of the vehicle body is M, and the imaginary axis in the longitudinal direction is N.

The lateral force (S) acts on the tire's ground point Gc from the outside to the inside, and the brake force (B) acts on the ground point G from the front to the rear. The driving force <K) acts on the wheel center W from the front to the rear ('J).

When lateral force (S) acts on the tie during cornering, etc.,
Rotating moment 1 from above around the axis in the counterclockwise direction
~ is generated, and the wheel hub 18 changes IQ in the toe-in direction around the hall joint 21 due to the elasticity of the rubber bushing 19.20. In J3, if you reduce the elasticity of the front rubber bushing by reducing the elasticity of the rear rubber bushing x20, you can obtain an even more appealing 1-in effect. At the same time, the stabilizing reaction force F from the stabilizer 23 due to the one-sided hump during cornering acts diagonally downward and outward on the rear end of the arm 22 of the wheel hub 18 via the wheels 1 to 24. The vertical component VF of the stabilizer reaction force F causes the wheel hub 18 to rotate clockwise (as viewed from the left) around the ball joint 21, and the horizontal component 1-IF of the stabilizer reaction force F causes the rear to deviate. Displaced to -. This clockwise rotation bends the wheel hub 18 in the direction of the axis of the rubber bushing 19.20, bending the front inward and the rear outward, and as a result displaces the wheel hub 18 in the 1-in direction. let Similarly, due to the outward action of the horizontal corner IF, the wheel hub 18
receives a force in the 1-1 inch direction, and is effectively displaced in the 1-1 inch direction.

In this way, during cornering, both the lateral force (S) and the stabilization reaction force (F) produce a 1-1-in effect, making it possible to effectively toe-in the tie A7.

Next, brake force (B), engine brake force (E)
, the (~-in effect) due to the driving force (K) will be explained.

When the brake force (B) acts on the grounding point G from front to rear,
Grounding point G is ball joint 21 and rubber bush 1
9. Since it is inside the plane P that includes 20, the wheel hub 18 (Yo ball sea 1 in (・21 (around the L axis) from above) -1 rotational displacement (1, -c, this braking force (B)
has the effect of rotating the wheel hub 18 in the counterclockwise direction (viewed from the side) around the M axis. As a result, the wheel hub 18 is positioned in the Ij direction from 1--Ara1. At this time, if the effect of the braking force (B) around the L axis is larger, there is no problem because a toe-in effect can be obtained after all, but this is not necessarily the case.
Since it is not possible to move, press the rubber push button 7, 19.2.
By installing a stopper on the front side of one of the wheels, toe-in can be ensured.

When the engine braking force (E) acts on the wheel center W from front to back, the tie X tries to rotate clockwise around the 4th axis. Rotation in the force direction around the M axis (t) causes the wheel hub 18 to be displaced in the 1-1 in direction depending on the orientation of the rubber bushing 19.20, as in the case of the stabilizer reaction force (g) described above. However, at this time, the wheel center W is at the ball joint 21 and the rubber bush 19.2
(The plane containing + [] J: Since it is located on the outside, the engine braking force (, E ) acts around the L axis in the direction of ! - around 1 ~. However, in this case, around the M axis The toe-in effect due to the rotation of is 1 @, 1, 1 ~
- Greater than out effect (rubber bush 19.2
0 means that the bush deforms more in the axial direction than in the thickness direction.
(The Δ offset j~ from the ball joint 21 of the wheel center W is due to the fact that there are six people in the upper F direction than in the lateral direction), so a 1-1-in effect can be obtained after all.

When the driving force (K) acts on the wheel center W from the rear to the front, this is a force in the opposite direction to the engine brake force ([), so the wheel hub 18 has a toe-in tendency around the L axis and an M axis. As a result of the overall effect of the rotation around the rubber bush and the orientation of the rubber bushing 19.20, it tends to toe out. Therefore, the rubber bush 19.2
By providing a stopper on either one of the shafts to restrict the rotational displacement in the counterclockwise direction around the M-axis, it is possible to ensure that the The wheel hub 18 can be displaced in the toe-in direction around the line connecting the .

As is clear from the detailed description of the above embodiments, 4 (d; Irf, '411i force (S), brake force (
13) For the four external forces of engine braking force (E) and driving force (1〈), if any of the external forces is 1'1 and lJ, then the effect of making b tie ■ 1-1 in is 4 right. What the hell?
When cornering, etc., the vertical component of the stabilizing reaction force (F) is V
Fa3 Yohi horizontal component force 1-1 causes the effect of 1 to 1 to be applied to the rear suspension, which is 1 (1). Therefore, it is necessary to support the car during driving such as navigating, etc.
Moreover, it is possible to realize a car that improves handling performance without using IC to improve ride comfort. Also, this 1~~in effect is
Since it is advantageous in realizing a sports car with excellent straight-line performance at high speed, the practical value of the Ruri 17 Lease Pension according to the present invention is extremely high.

Next, an embodiment in which the present invention is applied to semi-1 to rail link type suspensions A will be described with reference to FIGS. J3Δ, 3B, and 3C. Figure 3A is a top view of the right rear wheel.
Figure 3B is a side view of it viewed from the outside right (however, the tie
3C is a view of FIG. 3A viewed from the left.

Two wooden arms 30△, 30 extending in a bifurcated shape in front
The front ends of each arm 3OA and 30B of the semi-1 to railing arm 30 having +3 are attached to the vehicle body with shaft supports 31a and 31.
b, and a wheel hub 32 is supported on the outside of the rear main body 30G via ball joints 1 to 33, a first rubber bushing 34d5, and a second rubber bushing 35. Further, an arm 32A extending rearward is integrally provided on the wheel hub 32, and the lower end of a control rod 36 is connected to the rear end of this arm 32A. , is connected to the front end of a forward bent portion 38A of a stabilizer 38 supported by a bracket 37 on the vehicle body.

In this configuration, except for the arrangement of the front rubber pusher 7, that is, the second rubber pusher 35, the arrangement of all other members is necessarily the same as in the embodiment shown in FIG. The second rubber grip 35 is lower than the first rubber grip 34J, and is located in the third quadrant (the definition of the quadrant is the same as above), and is caused by the stabilizer reaction force to move the wheel hub 32 clockwise (71' when viewed from the left). 1, ;; (that is, when viewed from the opposite direction to that in FIG. 3B) is arranged upwardly and inwardly so as to guide the rotation inwardly.

In this example, the actions of the four types of external forces and stabilizing reaction forces on the vertical and horizontal horns are the actual hI! shown in FIG. 2 above. This is exactly the same as Example i, and is obvious from the figure, so the explanation will be omitted. In other words, any of these horns can be changed into a tie to achieve the effect of 111J.

[Brief explanation of drawings]

Fig. 1 is a perspective view of an example in which the present invention is applied to the twin link → no suspension of Slack 1 - Tights, and Fig. 2 is a principle diagram showing the square part in detail. Fig. 3A shows a perspective view and a three-way projection view thereof, and Fig. 3A shows an example in which the present invention is applied to a semi-railing type rear suspension. A partially cutaway top view of the rear wheel, Figure 3B is a side view of the example shown in Figure 3A with the tie A7 seen through from the right outside, and Figure 3C is a side view of the example shown in Figure 3A.
Figure C is a view of Figure A from the left. 12...Tie A714...Late Silk Link 18.32...Wheel Hub 19, 20.34.35...Rubber Push-in 121,
33... Hole joint 22.32A...F
A23.38...Staji riser 24.36...Control rond 30...Semi-trailing arm Fig. 3C Fig. 38

Claims (1)

[Scope of Claims] A swinging part (A, supported at 33 points on this swinging member via a ball joint and two shifter bushes J, with one end swingably supported on the vehicle body, supporting the toe rotatably) The wheel support member consists of a stabilizer connected to this wheel support part via a stabilizer joint 1~1'' which transmits the J5 horizontal reaction force, and the hole joint 1~ is connected from the J side of the vehicle body to the stabilizer. The wheel is arranged in the fourth quadrant of the horizontal-vertical 1"-reference of the wheel pink standard, at least one of the two rubber bushes is arranged forward of the wheel center, and the three-way connection between these two rubber bushes and the ball joint 1 The surface including the wheel center axis is a3 in the vertical direction including the wheel center axis.At the height of the wheel center, it is located inward of the vehicle body from the left and right center of the wheel, and on the ground, it is located outside the vehicle body, and the axis of the rubber bush is located at the wheel support portion H. (Viewed from the left side of the car body around the hole joint)
It is arranged in such a direction that rotation in the 51 direction is guided inward in front of the wheel center, and
A rear-to-front suspension of an automobile, characterized in that a roll rod 1 is disposed so as to be inclined downwardly and outwardly, and is connected to a wheel support shrine at the rear of a ball joint 1.