JPS5914508A - Rear suspension for motorcar - Google Patents

Abstract

PURPOSE:To control the posture of a wheel and improve the stability of running by a simple structure by a method wherein inward reaction in the left and right direction of a stabilizer is generated upon bumping to displace the ball joint of a wheel hub into reverse camber direction. CONSTITUTION:The pivoting shaft of a semi-trailing arm 1 is not in parallel to the same shaft of the stabilizer 8, therefore, a difference is generated in the pivoting traces and the stabilizer 8 shows a pivoting trace L1 while the coupling part 11 shows the pivoting trace 12 because the coupling part 11 is pivoted forcibly about the pivoting shaft of the arm 1 and the part 11 is located at a positon lower than the pivoting shaft of the arm 1. Accordingly, the inward reaction in the left and right direction of a body is generated in an arm 8b as a rigidity reaction due to the difference of the pivoting traces. Since the coupling part 11 is located at a higher position than the coupling point of the ball joint P, the reaction pulls the hub 4 about the ball joint P and rotates it into reverse camber direction and displaces the wheel into reverse camber thereby improving the stability of running.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a rear suspension installed in an automobile, and particularly to a rear suspension that controls the wheel posture in reverse when the vehicle is bumped.

Generally speaking, in the rear suspension of a car, when turning, a force (lateral force) toward the turning center and a bump load act on the left and right wheels, especially the wheels on the outside of the turning center. It is known that controlling the wheel attitude to toe-in or reverse camber change is preferable in order to prevent oversteering and improve driving stability.

Therefore, conventionally, as a rear suspension that changes the toe-in of the wheel in response to the above-mentioned lateral force, a rear suspension arm whose one end is swingably supported on the vehicle body and a wheel knob that rotatably supports the wheel is Float connection is made at least in two places, front and back, and this connection structure is
The front part is connected with a spring and the rear part is connected with a pin (West German Patent No. 2, '158,931), and the front part spring characteristics are gradually weakened according to the lateral force ( West German Patent No. 2,355,954), or one in which both the front and rear are joined by rubber bushings and the front rubber bushing is softer than the rear rubber bushing has been proposed (Japanese Patent Publication No. 52-3'7649). There is.

However, all of the above conventional methods simply displace the spring or rubber bush in the toe-in direction in response to the lateral force, so they not only cannot effectively exert the toe-in effect against the lateral force, but also have the disadvantage that the toe-in effect is not effectively exerted against the lateral force. However, the wheel posture could not be controlled in any way, and running stability could not be sufficiently improved.

Therefore, the present invention has been made in view of the above, and uses a ball joint and an elastic bushing between a rocking member as a rear suspension component such as the rear suspension arm and a wheel support member such as a wheel hub. At the same time, it uses a stabilizer that functions to increase the roll rigidity at low 1177 in the rear suspension. The purpose is to improve running stability by making it possible to control the driver's posture.

In order to achieve this object, the present invention has a structure in which a swinging member whose one end is swingably supported on a vehicle body, a wheel support member rotatably supporting a wheel, and a combination of the wheel support member and the swinging member are provided. a ball joint that connects the wheel supporting member and the swinging member so as to be swingable about one point; an elastic bushing that connects the wheel support member and the swinging member; a stabilizer whose supported and bent ends are respectively connected to left and right wheel support members, the connection portion of the stabilizer with the wheel support member being located at a higher position than the ball joint connection point of the wheel support member; 75 is located at a lower position than the rotation axis of the swinging member, and when bumping, the connecting portion between the stabilizer and the wheel support member is forcibly rotated around the rotation axis of the swinging member. When a reaction force is generated inward in the left-right direction on the stabilizer, the wheel support member is rotationally displaced in the reverse camber direction around the ball joint, thereby causing the wheel to change the reverse camber.

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 type rear suspension, in which numeral 1 denotes a semi-trailing arm as a swinging member extending substantially in the longitudinal direction of the vehicle body; One end of 1, that is, the forked front end, is vertically attached to a subframe 6 as a vehicle body component disposed in the left-right direction of the vehicle body via elastic bushings 2, 2 having an axis inclined inward toward the rear of the vehicle body. It is supported so that it can swing freely in the direction. Further, 4 is a wheel hub as a wheel support member that rotatably supports the wheel 5, and the wheel 5 has a drive shaft 7 whose one end is connected to the differential 6, and the wheel knob 4 and the semi-tray 1 non-arm. Between the rear end of 1 and the middle IL? It is float-coupled by a ball joint P which can swing freely, and two first and second elastic bodies (R1 and R8) made of rubber bushings or the like.

Roughly speaking, the stabilizer tearer 8 is self-installed in the left-right direction of the vehicle body on the rear side between the left and right wheel legs 4, 4, and the stabilizer 8 has a torsion part 8a extending in the left-right direction of the vehicle body; An arm portion g1 as an end portion bent forward from both ends of the torsion bar portion 8a.
), 8b and d-, and is rotatably supported at the left and right ends of the torsion bolt (part 8a) by elastic bushings 1Q, 10 attached to the vehicle body via control links 9, 9. The front ends of the arm portions 8b, 8b are connected to the left and right wheel knobs 4, 4, respectively.

In addition, the above stabilizer 8 and wheels).

The connecting portion 11 with the wheel hub 4 is located at a higher position than the ball joint (P) connection point of the wheel hub 4, and is located at a lower position than the rotation axis (elastic bushings 2, 2) of the semi-trailer arm 1. It is located in Therefore, the rotation axis of the semi-trailing arm 1 is inclined inward toward the rear of the vehicle body, and the rotation axis of the stabilizer 8 is in the left-right direction of the vehicle body.
By being arranged non-parallel to each other, when bumping,
Connection portion 11 between the stabilizer 8 and the wheel hub 4
is forcibly rotated toward the rotation axis of the semi-trailing arm 1, causing a difference in the rotation trajectory of the two, which causes an inward reaction force in the left-right direction on the arm portion 8b of the stabilizer 8. It is configured. In addition, in Figure 1, 1
2 is a shock absorber consisting of a shock absorber and a coil spring.

Therefore, in the first embodiment, when the wheel 5 bumps, the semi-trailing arm 1 rotates upward about the connecting portion (elastic bushing 2.2) with the vehicle body as the rotation axis, and accordingly A wheel hub 4 connected to the rear end of the semi-trailing arm 1 rotates upward. As a result, the arm portion 8b of the stabilizer 8 connected to the wheel hub 4 rotates upward about the torsion bar portion 8a as a rotation axis, causing twisting to occur in the torsion bar portion 8a. This torsional rigidity increases roll rigidity and exhibits an anti-roll effect.

At this time, the rotation axis of the semi-trailing arm 1 is inclined inward toward the rear of the vehicle body, and the rotation axis of the stabilizer 8 is in the left-right direction of the vehicle body and non-parallel to each other, so that there is a difference in the rotation locus of the two. occurs.

That is, as shown in FIG. 4, the stabilizer 8 has a vertical upward rotation locus L1 in a vertical projection seen from the rear of the vehicle, whereas the wheel hub 4 is constrained and controlled by the rotation of the semi-trailing arm 1. The connecting portion 11 between the stabilizer 8 and the semi-trailing arm 1 is forcibly rotated around the rotation axis of the semi-trailing arm 1, and since the connecting portion 11 is located at a lower position than the rotation axis of the semi-trailing arm 1, The rotation trajectory L2 is inclined upward and outward. As a result, a reaction force directed inward in the left-right direction of the vehicle body is generated in the arm portion 8b of the stabilizer 8 as a rigid reaction force due to the difference in rotation locus.

This inward reaction force in the left-right direction of the stabilizer 8 is caused by the fact that the connecting portion 11 is located at a higher position than the connection point of the ball joint P of the wheel hub 4. By acting as a moment force that pulls the wheel 5 and rotates it in the reverse camber direction, the wheel 5 is caused to change the reverse camber.

Therefore, when bumping, the wheel hub 4 can be rotated about the ball joint P by the inward reaction force in the left and right direction of the stabilizer 8, and the methiwheel 5 can be reversely changed in camber, so that the wheel posture can be changed. Reverse camber control can be performed reliably and effectively, and driving stability can be significantly improved.

Furthermore, the above-mentioned reverse camber control of the wheel attitude can be performed by a float connection with a simple structure by combining the pole joint P and the elastic bush R11R2, and by using the existing stabilizer 8, so the structure can be simplified. At the same time, it can be implemented easily and inexpensively.

Furthermore, since the above-mentioned reverse camber control of the wheel posture is performed by rotational displacement around the ball joint (P), the displacement of the wheel 5 against the reaction force of the stabilizer 80 is small, and the behavior toward reverse camber change is performed stably. Therefore, the reverse camber effect can be made more reliable.

FIG. 2 shows a second embodiment in which the present invention is applied to a strut-type rear suspension. Reference numeral 20 denotes a strut hub as a swinging member that supports a strut 21. The distal ends of two-link suspension arms 22, 22 extending in the direction are connected via elastic bushings 25, 25, and the base ends of each suspension arm 22, 22 are elastic bushings having an axis in the longitudinal direction of the vehicle body. The strut hub 2o is supported by the body bushings 24, 24 so as to be swingable in the vertical direction by being connected to sub-frames 25, 25, which are vehicle body structural members, which are disposed longitudinally in the left-right direction of the vehicle body. has been done. A wheel hub 27 as a wheel support member that rotatably supports the strut hub 20 and the wheel 26.
As in the first embodiment, they are connected by a ball joint P and first and second elastic friches R, , R,. Furthermore, 28 is a stabilizer arranged in the left-right direction of the vehicle body on the rear side between the left and right wheel hubs 27, 27, and the stabilizer 28 has control links 29 + 29 at both ends of its torsion bar part 28a. Elastic bushings attached to the car body through '! 10. The arm portion 28 is rotatably supported on the 50 and serves as a bent end portion.
b, 28 b Left and right wheel hubs 27,
It is connected to 27. And the above stabilizer 2
8 and the wheel hub 27 is located at a position higher than the ball joint P connection point of the wheel hub 27 and at a position higher than the rotation axis of the strut hub 20 (elastic bushing 24°2).
4) The cover is also placed in a low position. In addition, in Figure 2, 6
2 is a differential, and 55 is a drive shaft.

Therefore, also in this embodiment, the strut hub 20
The rotation axis of the stabilizer 28 (elastic bushings 24 and 24) is in the longitudinal direction of the vehicle body, and the rotation axis of the stabilizer 28 (the torsion bar part 2
8a) is non-parallel to each other in the left and right direction of the vehicle body, and the connecting portion 61 between the wheel knob 27 and the metabillizer 28 is located at a lower position than the rotation axis of the strut hub 200, so that when bumping, The connecting portion 1 is forcibly rotated around the rotation axis of the strut hub 20, and a reaction force is generated inward in the left-right direction on the stabilizer 28. As a result, since the connecting portion 61 is located higher than the connection point of the ball joint P of the wheel hub 27, the wheel nozzle 27 moves the ball joint P due to the inward reaction force in the left and right direction of the stabilizer 28. By rotationally displacing the center in the reverse camber direction, the wheel attitude can be changed to reverse the camber.

FIG. 3 shows a third embodiment in which the present invention is applied to a dove ion type rear suspension, in which 4o extends in the left-right direction of the vehicle body;
A rear axle tube as a swinging member into which a rear axle is inserted, which is provided separately from the drive shaft 41;
Tension rods 42° 42 extend in the longitudinal direction of the vehicle body at both ends of the o, and elastic bushings 43.4 are provided at the rear ends of the tension rods 42.
3, each tension rod 42, 42
The front end of the TV is connected to the vehicle body via elastic bushings 44, 44, and the rear axle tube 4o is supported by the vehicle body so as to be swingable in the vertical direction. The rear axle tube 4° and the wheel 4
Similarly, the ball joint P and the wheel hub 46, which is a wheel support member that rotatably supports the wheel 5, are connected to the wheel hub 46 by a ball joint P and first and second elastic bushes R1 and R2. Furthermore, 47 is the left and right wheel hub 46
, 46 in the left-right direction of the vehicle body, and at the torsion bar part 47a, an elastic bushing 48.48
The stabilizer 47 is rotatably supported on the vehicle body via the stabilizer 47, and arm portions 47b, 47b as bent ends of the stabilizer 47 are curved so as to expand rearward and outward. , 471) are connected to the left and right wheel hubs 46., 471), respectively. =46. Furthermore, the connection portion 49 between the stabilizer 47 and the wheel hub 46 is located at a higher position than the ball joint (P) connection point of the wheel hub 46 and from the rotation axis (elastic bushing 44, 44) of the rear axle tube 4o. It is also placed in a low position. In FIG. 3, 5o is a leaf spring that extends in the longitudinal direction of the vehicle body and rides on the rear axle tube 4o, and 51 is a 4-differential.

Therefore, in this embodiment, when the wheel 45 bumps, the rear axle tube 4o rotates upward and the wheel hub 46
rotates upward, and the connecting portion 49 between the wheel hub 46 and the stabilizer 47 is also restrained and controlled by the upward rotation of the rear axle tube 40, so that the rotation axis of the rear axle tube 40 (elastic bushings 44, 44) ) is forced to rotate. At this time, since the connecting portion 49 is located at a lower position than the rotation axis of the rear axle tube 400, the arm portion 47b of the stabilizer 47 is pulled outward from the vehicle body, and as a reaction force of rigidity, the stabilizer 4
A positive reaction force is generated inward in the left-right direction on the arm portion 47 of No. 7. As a result, the connecting portion 49
Since the wheel hub 46 is also located at a higher position than the ball joint P, the wheel hub 46 can be rotated two rotations in the reverse camber direction around the ball joint P to cause the wheel 45 to change the reverse camber.

Next, the ball joint P and the first. Arrangement structure of second elastic bushes R1 and R2 and stabilizer Q
A specific example of the arrangement structure will be explained with reference to FIG.

Fig. 4 is a diagram of the wheel W on the rear right side of the vehicle body viewed from the left side (inside) of the vehicle body, and in the horizontal (Y axis) - vertical (2 axis) coordinates of the wheel center 〇 standard seen from the left side of the vehicle body. The ball joint P is located in the fourth quadrant, the first elastic bushing R1 is located in the first quadrant, and the second elastic bushing is located in the second quadrant.

The first elastic bushing R1 is arranged so that its axis is inclined outward toward the rear of the vehicle, and the second elastic bushing is arranged so that its axis is inclined inward toward the rear of the vehicle. It is located. In addition, in Fig. 4, for the above coordinates (X, Z), set the Y axis in the horizontal left and right direction based on the wheel center 〇 to create a rectangular coordinate system (x + y,
z), and a rectangular coordinate system (L, M, N) whose origin is the center of pole join) P.

Further, the mounting surface including the ball joint P and the first and second elastic bushes R, R2 is arranged in the coordinate system (X
, Y, Z) on the YZ plane (vertical plane that includes the wheel center axis), the wheels are arranged so that in the Y-axis direction (wheel center axis) they are on the inside of the vehicle body from the wheel center 〇, and the wheel contact surface is on the outside of the vehicle body. There is.

In addition, the stabilizer Q is disposed in front of the wheel hub H in the left-right direction of the vehicle body, and is rotatably supported by the vehicle body, and the stabilizer Q and the wheel...
The connecting portion J with the bump H is located forward and at a higher position than the ball joint P, and is also located lower than the rotation axis of the swinging member (semi-trailing arm 1, etc.). When the connecting portion J is forcibly rotated around the rotation axis of the swinging member, the difference between the rotation trajectory of the stabilizer Q and the rotation trajectory of the connection mJ is determined as shown in the YZ plane projection. The stabilizer Q is configured to generate a reaction force T in a diagonally inward and downward direction in the left-right direction.

Therefore, in this case, as described below, the wheel posture at the time of a bump is controlled to reverse camber change and toe-in change, and it is also possible to obtain a toe-in effect with respect to other wheel acting forces. In other words, ■ At the time of a bump, the horizontal inward component T1 of the horizontally diagonally inward and downward reaction force T of the stabilizer Q causes
Turn wheel knob H to L centering on ball joint P.
A moment is generated to rotate the wheel in a counterclockwise direction around the axis or the N-axis, and the moment around the N-axis causes the wheel hub H to rotate around P in the reverse camber direction, causing the wheel W to undergo a reverse camber change. L
Due to the moment around the axis, the wheel hub H is rotationally displaced about P in the toe-in direction, and the wheel W changes in toe-in.

■ Since the lateral force S acts in the +Y direction with respect to the wheel grounding point, the above-mentioned The wheel hub H is rotationally displaced about P in the toe-in direction, and the wheel W changes in toe-in.

■ Since the brake force B acts in the +X direction with respect to the wheel grounding point, it acts as a moment force that rotates the wheel hub H counterclockwise around the L axis around the pole join (P), and the same wheel W changes in toe-in. At that time, the wheel hub H further rotates counterclockwise around the ball joint P around the M axis and changes toe-out.
A stopper is provided at the front end of the first elastic bushing R1 in order to prevent counterclockwise rotation around the axis and to suppress displacement of the first elastic bushing R1 in the first quadrant inward of the vehicle body. is preferred.

■ Since the engine braking force (engine braking force) E acts in the +X direction with respect to the wheel center 〇, it acts as a moment force that rotates the wheel hub H clockwise around the M axis around the ball joint P. do. In this case, the axis of the first elastic bushing is arranged outward toward the rear of the vehicle, and the axis of the second elastic bushing is arranged toward the rear of the vehicle inward, and in general, the rigidity of the elastic bushing is Since the wheel hub H is lower in the direction than the direction perpendicular to the axial center and has a characteristic of being more easily deformed elastically in the axial direction, the wheel hub H is rotationally displaced in the toe-in direction about P,
The toe-in of the wheel W will change.

■ The engine driving force is - wheel center OK.
Since it acts in the X direction, every time it acts as a moment force that rotates the wheel hub H counterclockwise around the L axis around the ball joint P, the wheel W is Toe-in will change.

It should be noted that the present invention is not limited to the embodiments described above, but also includes various other modifications. For example, in the above embodiment, an example was shown in which it is applied to a semi-trailing type, a strut type, and a dove ion type rear suspension, but the present invention is also applicable to various double link type rear suspensions such as the Itshbon type or various swing arm type rear suspensions. It can also be applied to For example, in the case of the Uitschbon type, the connecting knob that connects the two upper and lower arms extending in the left-right direction of the vehicle constitutes the swinging member in the present invention, and the connecting knob and the wheel support member are connected by a ball joint. P and the first and second elastic bushes R, R2, and at the same time connect the stabilizer to the wheel support member.

In addition, it is sufficient that there is at least one elastic bushing, and the elastic bushing is elastically deformed to allow the wheel support member to reverse camber change around the ball joint P due to the inward reaction force in the left and right direction of the stabilizer when bumping. All you have to do is do it.

As explained above, according to the rear suspension of the present invention, the ball joint and the elastic bushing are connected between the swinging member whose one end is swingably supported on the vehicle body and the wheel support member which rotatably supports the wheel. At the same time, the bent ends of the stabilizers arranged in the left-right direction of the vehicle body are connected to the left and right wheel support members, respectively, and the connecting portions between the wheel support members and the stabilizers are connected to the wheel support members. The ball joint connection point is also located at a higher position and lower than the rotational axis of the swinging member, so that when bumping, the connecting part between the wheel support member and the stabilizer is connected to the rotational axis of the swinging member. The structure is such that when the stabilizer is forcibly rotated, it generates an inward reaction force in the lateral direction.With a simple structure, when a bump occurs, the inward reaction force in the lateral direction of the stabilizer changes the wheel posture. It is possible to control the reverse camber change effectively and reliably, and the running stability of the automobile can be greatly improved.

Furthermore, since the reverse camber change of the wheel is performed by rotational displacement around the ball joint, the wheel is less likely to shift and has excellent behavioral stability, and the reverse camber effect can be made more reliable.

Furthermore, since the reverse camber change of the wheel described above can be effectively and reliably performed using the rigid reaction force of the existing stabilizer, the advantage is that it not only improves driving stability but also simplifies the structure. It has the following.

[Brief explanation of the drawing]

The drawings illustrate embodiments of the present invention; FIG. 1 is a schematic perspective view of the first embodiment, FIG. 2 is a schematic perspective view of the second embodiment, and FIG. 3 is a schematic perspective view of the third embodiment. The perspective view and FIG. 4 are schematic explanatory diagrams showing a specific example of the arrangement structure of the ball joint, the first and second elastic bushings, and the stabilizer. 1. Semi-trailing arm, 2. Elastic bushing, 4. Wheel hub, 5. Wheel, 8. Stabilizer, 8a. Part of torsion bar, 8b. Arm portion, 11. Connection portion. , P. Paul joint, to...
First elastic bushing, horse...Second elastic bushing, 20
・・Strut hub, 24・・Elastic bushing, 26・
・Wheel, 27...Wheel hub, 28...Stabilizer, 28a...Part of torsion bar, 28b...Arm part,! +1...Connection part, 40...Rear axle tube, 44...
Elastic bushing, 45..Wheel, 46..Wheel hub, 47..Stabilizer, 49..Connection portion.

Claims (1)

[Claims] (1) A swing member whose one end is swingably supported on the vehicle body, a wheel support member that rotatably supports a wheel, and a swing member that swings freely about one point between the wheel support member and the swing member. an elastic bushing that connects the wheel support member and the swinging member; and an elastic bushing that is disposed in the left-right direction of the vehicle body and is rotatably supported by the vehicle body;
a stabilizer whose bent ends are respectively connected to left and right wheel support members, and the connection portion between the stabilizer and the wheel support member is located at a higher position than the pole joint connection point of the wheel support member, and the swing It is located at a lower position than the rotation axis of the member, and when a bump occurs, the connecting part between the stabilizer and the wheel support member is forcibly rotated around the rotation axis of the swinging member, causing the stabilizer to move inward in the left-right direction. An automobile suspension is characterized in that it is configured to cause a wheel to move in a reverse canon due to the reaction force generated.