JPS5914509A - 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 an outward force in the left and right direction of a stabilizer is generated upon bumping to rotate and displace a wheel hub into the direction of reverse camber about a ball joint. 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 L2 because the coupling part 11 is pivoted forcibly about the pivoting shaft of the arm 1 and the part 11 is located at a lower position than the pivoting shaft of the arm 1. Accordingly, the outward 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 lower position than the coupling point of the ball joint P, the reaction rotates the hub about the ball joint P into the direction of reverse camber and displaces the wheel 5 into the direction of reverse camber, therefore, the reverse camber control of the posture of the wheel may be effected surely and the stability of running may be improved.

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 performs reverse camber control on wheel posture when bumping.

In general, 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 posture to change toe-in or reverse camber is preferable in order to prevent oversteering and improve driving stability. Therefore, conventionally, controlling the wheel posture to change toe-in or reverse camber is preferable in order to prevent oversteering and improve driving stability. As a rear suspension that changes toe-in, a rear suspension arm whose one end is swingably supported on the vehicle body and a wheel hub which rotatably supports a wheel are float-coupled at least at two places, front and rear, and this coupling 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. 2.158,931). Patent No. 2,355,954), or the front and rear rubber bushings are joined together with the front rubber bushing being softer than the rear rubber bushing (Japanese Patent Publication No. 1).
No. 11i52-37649) has been proposed.

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, it was not possible to control the wheel attitude in any way, and it was not possible to sufficiently improve driving stability.

Therefore, the present invention has been made in view of the above, and includes a pole 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. When the float is connected to the rear suspension, a stabilizer that increases roll rigidity during rolling is used, and by generating a stiffness reaction force in the left and right direction on the stabilizer when bumping, the wheel posture is reversed to camber when bumping. The purpose of this is to improve driving stability by making it possible to control the vehicle.

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 pole joint that connects the wheels so as to be swingable about one point; an elastic bush that connects the wheel support member and the swinging member; and a stabilizer whose bent ends are connected to left and right wheel support members, respectively, and the connection portion between the stabilizer and the wheel support member is located at a lower position than the pole joint connection point of the wheel support member, and It is located at a higher position than the rotation axis of the swinging member, and when bumping, 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 left and right. By generating an outward reaction force, the wheel support member is rotationally displaced in the reverse camber direction about the pole joint, causing the wheel to undergo a reverse camber change.

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 almost inside the rear 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. A wheel hub 4 is a wheel support member that rotatably supports the wheel 5. The wheel 5 has one end connected to a differential 6 and the other end of a drive shaft 7 connected to the wheel 5.

The wheel hub 4 and the rear end of the semi-trailing arm 1 have a pole joint P that is swingable about one point, and two first and second elastic bushings R that are made of rubber bushings or the like. , and R2.

Furthermore, 8 is a stabilizer disposed in the left-right direction of the vehicle body on the rear side between the left and right wheel hubs 4.4, and the stabilizer 8 includes a torsion bar portion 8a extending in the left-right direction of the vehicle body, and a torsion bar portion 8a extending in the left-right direction of the vehicle body. Arm portions 6b, Bb as ends bent forward from both ends of part 8a
The left and right ends of the torsion bar part 8a are rotatably supported by elastic bushings io, -io attached to the vehicle body via control links 9.9, and each of the arm parts The front ends of Bb and Bb are connected to left and right wheel barbs 4, 4, respectively.

In addition, the connection portion 11 between the stabilizer 8 and the wheel knob 4 is located at a lower position than the ball joint (P) connection point of the wheel hub 4, and the rotation of the semi-trailing arm 1 is Shaft (elastic bushing 2.
2) It is located at a higher position. 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 day 8 is disposed non-parallel to each other in the left-right direction of the vehicle body. The connecting portion 11 between the stabilizer 8 and the wheel hub 4 is forcibly rotated around the rotation axis of the semi-trailing arm 1, resulting in a difference in the rotation locus of the two, which causes the arm portion 8b of the stabilizer 8 to rotate. The structure is such that an outward reaction force is generated in the left and right direction. In FIG. 1, reference numeral 12 denotes 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 as an axis for rotating the connection part (elastic bushings 2, 2) with the heavy body, 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, and a screw is generated in the torsion bar portion 8a. This torsional rigidity increases the roll rigidity and exhibits an anti-roll effect.

At that 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 80 is in the left-right direction of the vehicle body and non-parallel to each other, so there is a difference in the rotation trajectory of the two. arise.

That is, as shown in FIG. 4, the stabilizer 8 has a vertical upward rotation locus LL in a vertical projection seen from the rear of the vehicle, whereas the wheel hub is constrained and controlled by the rotation of the semi-trailing arm 1. 4 and the stabilizer 8 is forcibly rotated around the rotation axis of the semi-trailing arm 1, and the connection portion 11 is located at a higher position than the rotation axis of the semi-trailing arm 1. The rotation trajectory L2 is upwardly inclined inwardly. As a result, due to this rotation locus difference, a reaction force directed outward 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.

The outward reaction force in the left and right direction of the stabilizer 8 is caused by the fact that the connecting portion 11 is located at a lower position than the connection point of the pole joint P of the wheel hub 4. By acting as a moment force that rotates the wheel 5 in the reverse camber direction, the wheel 5 is caused to change the reverse camber.

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

Moreover, the above-mentioned reverse camber control of the wheel posture can be performed by a simple structure of float coupling by combining the pole joint P and the elastic bushes R1+R2, and by using the existing stabilizer 8, so the structure can be simplified. It can be implemented easily and at low cost.

Furthermore, since the reverse camber control of the wheel posture is performed by rotational displacement around the pole joint P, the displacement of the wheel 5 against the reaction force of the stabilizer 8 is small, and the behavior toward reverse camber changes is stable. 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 120 denotes a strut hub as a swinging member that supports the strut 21. The distal ends of two-link suspension arms 22.22 extending in the left-right direction of the vehicle body are connected via elastic bushings 23.23, and the base ends of each suspension arm 22, 22 are aligned with the axis in the longitudinal direction of the vehicle body. The strut hub 20 is connected to a sub-frame 25.25 as a vehicle body component disposed longitudinally in the left-right direction of the vehicle body through elastic bushings 24.24, so that the strut hub 20 can swing vertically relative to the vehicle body. Supported. A pole joint P and first and second elastic bushes R are connected between the strut hub 20 and a wheel hub 27 serving as a wheel support member that rotatably supports the wheel 26, as in the first embodiment. , , is connected to R2 by a bus. 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
Both ends of the torsion bar portion 28a are rotatably supported by elastic bushings 30.30 attached to the vehicle body via control links 29.29, and the arm portion 28b serves as a bent end. , 28b
are connected to left and right wheel hubs 27, 27, respectively. The connection portion 61 between the stabilizer 28 and the wheel hub 27 is located at a lower position than the pole joint (P) connection point of the wheel hub 27 and the strut hub 20.
It is located at a higher position than the rotation axis (elastic bushing 24°24). In addition, in FIG. 2, 62 is a differential, and 66 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 because the struts are non-parallel to each other in the left-right direction of the vehicle body, and the connecting portion 61 between the wheel knob 27 and the stabilizer 28 is located at a higher position than the rotation axis of the strut hub 20, so that when bumping, The connecting portion 61 is forcibly rotated around the rotation axis of the strut hub 20, and a reaction force outward in the left-right direction is generated on the stabilizer 28. As a result, since the connecting portion 61 is located at a lower position than the pole joint (P) connection point of the wheel hub 27, the wheel hub 27 is moved around the pole joint P due to the outward reaction force in the left and right direction of the stabilizer 28. By rotationally displacing in the reverse camber direction, the wheel posture can be changed to reverse camber.

FIG. 3 shows a third embodiment in which the present invention is applied to a dove ion type rear suspension, in which 40 extends in the left-right direction of the vehicle body;
A rear axle tube as a swinging member into which a rear axle is pushed through, which is provided separately from the drive shaft 41;
Tension rods 42 and 42 extend in the longitudinal direction of the vehicle body, respectively, and elastic bushings 43 and 42 are provided at both ends of the vehicle.
3, each of the tension rods 42, 42
The front end of the rear axle tube 40 is connected to the vehicle body via an elastic bushing 44, 44, and the rear axle tube 40 is supported by the vehicle body so as to be swingable in the vertical direction.
Similarly, the wheel knob 46, which is a wheel support member that rotatably supports the ball joint P, is connected to the wheel knob 46 by a ball joint P and first and second elastic bushes R1 and R2. Furthermore, 47 is the left and right wheel knob 4.
6. , 46 in the left-right direction of the vehicle body, and at the torsion bar part 47a, an elastic bushing 48.
The stabilizer is rotatably supported on the vehicle body via a stabilizer 48, and is curved so as to expand outward after arm portions 47b and 47bR as bent ends of the stabilizer 47. The rear end portions of the portions 47b and 47b are connected to the left and right wheel huffs 46.46, respectively.The connection portion 49 between the stabilizer 47 and the wheel hub 46 is connected to the pole joint (P connection point) of the wheel hub 46. Also in a low position and rear axle tube 4o
It is arranged at a higher position than the rotation axis (elastic bushings 44, 44). In FIG. 3, 5o is a leaf spring that extends in the longitudinal direction of the vehicle and rides on the rear axle tube 4o, and 51 is a differential.

Therefore, in this embodiment, when the wheel 45 bumps, the rear axle tube 40 rotates upward and the wheel hub 46
rotates upward, and the wheel hub 46 and the stabilizer
47 is also restrained and controlled by the upward rotation of the rear axle tube 40 and forced to rotate around the rotation axis (elastic bushings 44, 44) of the rear axle tube 40. At this time, since the connecting portion 49 is located at a higher position than the rotation axis of the rear axle tube 40, the arm portion 47b of the stabilizer 47 is pressed inward to the vehicle body, and as a rigid reaction force, the stabilizer 4
A reaction force outward in the left-right direction is generated on the arm portion 47b of No. 7. Similarly, since the connecting portion 49 is located at a lower position than the pole joint (P), the wheel hub 46 is rotationally displaced in the reverse camber direction around the pole joint P, and the wheel 45 is moved into the reverse camber direction. It can be changed.

Next, the above-mentioned pole joint P and the first. An optimal specific example of the arrangement structure of the second elastic bushings R1*R2 and the arrangement structure of the stabilizer Q 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 side) of the vehicle body, and in the horizontal (X axis)-vertical (Z axis) coordinates of the wheel center 〇 standard seen from the left side of the vehicle body. The pole joint P is located in the fourth quadrant, the first elastic bush R1 is located in the first quadrant, and the second elastic bush R2 is located in the first quadrant.
are located in the second quadrant.

The first elastic bush R1 is arranged so that its axis is inclined outward toward the rear of the vehicle, and the second elastic bush R2 is arranged so that its axis is inclined inward toward the rear of the vehicle. It is located in In addition, in Fig. 4, a rectangular coordinate system (X, Y, Z) is constructed by setting the Y-axis in the horizontal left and right direction based on the wheel center 0 with respect to the above coordinates (X, Z), and the pole join) A rectangular coordinate system (L, M, N) is constructed with the center of P as the origin.

Furthermore, the mounting surface including the pole joint P, the first and second elastic bushes R+, Rt is based on the coordinate system (
X, Y, Z) yz plane (vertical plane including the wheel center axis)
In the Y-axis direction (wheel center axis), the wheels are arranged on the inside of the vehicle body from the wheel center 〇, and on the wheel ground contact surface, they are placed on the outside of the vehicle body.

In addition, the stabilizer Q is disposed behind the wheel hub H in the left-right direction of the vehicle body and is rotatably supported by the vehicle body, and the connecting portion J between the stabilizer Q and the wheel hub H is the above-mentioned pole join). It is located at a lower position behind P and at a higher position than the rotational axis of the swinging member (semi-trailing arm 1, etc.), and when bumping, the connecting part J prevents the rotation of the swinging member. When the stabilizer Q is forcibly rotated around the axis, as shown in the YZ plane projection, the difference between the rotation trajectory L1 of the stabilizer Q and the rotation trajectory L2 of the connecting portion J causes a reaction force T in the horizontal direction, diagonally outward, and downward direction to the stabilizer Q. is configured so that it occurs.

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. That is, ■ At the time of a bump, due to the horizontal outward component force T of the horizontal, diagonally outward, and downward reaction force T of the stabilizer Q,
A moment is generated that rotates the wheel hub H counterclockwise around the L axis or the N axis with P as the center, and the moment around the N axis causes the wheel hub H to rotate in the reverse camber direction with P as the center. As a result of the displacement, the wheel W undergoes a reverse camber change, and the moment around the L axis causes the wheel bald H to rotate in the toe-in direction about P, causing the wheel W to undergo a toe-in change.

Furthermore, the vertical downward component force T2 of the reaction force T of the stabilizer Q causes the wheel hub H to join the pole joint l-P.
A moment is generated that rotates the wheel hub H clockwise around the M axis, and the wheel hub H is rotationally displaced backward. At that time, the axis of the first elastic bush R is directed outward toward the rear of the vehicle body.
The axial center of the second elastic bushing R2 is disposed toward the rear and inward of the vehicle body, and the stiffness of the elastic bushing is generally lower in the axial direction than in the direction perpendicular to the axial center, so that it is elastic in the axial direction. Since it has a characteristic of being easily deformed, as the wheel rotates backward around the wheel hub H1riP, the first. To change the rotation in the toe-in direction by elastic deformation of the second elastic bushes R1 and R2, and thereby more reliably and effectively change the toe-in of the wheel W in combination with the toe-in effect due to the horizontal outward component force T. I can do it.

■ Since the lateral force S acts in the +Y 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 ball joint) P. H rotates around P in the toe-in direction, and the wheel W changes toe-in.

■ Brake force B acts in the +X direction with respect to the wheel grounding point, so by acting as a moment force that rotates the wheel hub H counterclockwise around the L axis around the ball joint P, the brake force B also acts on the wheel W. The toe-in changes. At this time, the wheel hub H further rotates counterclockwise around the M axis around the ball joint (P) and attempts to change 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. Preferably round.

■ Engine IIJ power (engine brake force) E acts on the wheel center 〇 in the +X direction, so it acts as a moment force that rotates the wheel hub H clockwise around the M axis around the ball joint P. By this, the vertical downward component force T of the stabilizer Q
Similarly to the case according to No. 2, the wheel W changes in toe-in.

■ Wheel center is OK for x Nshin Kakeru 1f'J force.
Since it acts in the -X direction on the other hand, it acts as a moment force that rotates the wheel hub H counterclockwise around the L axis around the ball joint P, similar to the case of the brake force B above. The toe-in of the wheel W will change.

Note that the present invention is not limited to the above-described embodiments, but also includes various other modifications. EXAMPLES In the above embodiments, examples were shown in which the rear suspensions were applied to semi-trailing type, strut type, and dove ion type rear suspensions, but the present invention is also applicable to other types of rear suspensions, such as the Itshpon type, various double link types, and various swing arm types. It can also be applied to the rear suspension of

For example, in the case of a fishpon type, a connecting hub that connects two upper and lower arms extending in the left-right direction of the vehicle body constitutes the swinging member in the present invention, and the connecting hub and the wheel support member are connected to a ball joint P and a third arm. 1 and 2nd elastic bush R
, , R2, and also connect the stabilizer to the wheel support member.

Further, it is sufficient to have 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 outward 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 disposed in the left-right direction of the vehicle body are connected to the left and right wheel support members, respectively, and the connecting portion between the wheel support members and the Subirai f- is connected to the wheel support. It is arranged at a lower position than the pole joint connection point of the member and at a higher position than the rotation axis of the swinging member, so that the connection part between the wheel support member and the stabilizer rotates around the rotation axis of the swinging member in the event of a bump. The structure is such that the stabilizer is forcibly rotated to generate an outward reaction force in the left and right direction, so the simple structure allows the wheel posture to be effectively adjusted by the outward reaction force in the left and right direction of the stabilizer when bumping. Moreover, it is possible to control the reverse camber change reliably, and the running stability of the automobile can be greatly improved.

Further, 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 behavior stability, making the reverse camber effect 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, it is possible to not only improve driving stability but also simplify the structure. It has the advantage of being able to

[Brief explanation of drawings]

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 views showing a specific example of the arrangement structure of the pole 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... Torsion bar L8b... Arm part, 11... Connection part, P...・Ball joint, R1...
First elastic bushing, R2...Second elastic bushing, 2
0... Strut hub, 24... Elastic bushing, 26
...Wheel, 27..Wheel hub, 28..Stabilizer, 28a..Part of torsion bar, 28b..Arm part, 61..Connection part, 40..Rear axle shaft, 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 between the wheel support member and the swinging member; a stabilizer connected to a wheel support member, and the connection portion between the stabilizer and the wheel support member is located at a position lower than the pole joint connection point of the wheel support member and from the rotation axis of the swing member. is also placed at a high position, so when bumping,
The connecting portion between the stabilizer and the wheel support member is forcibly rotated around the rotation axis of the swinging member, and a reaction force outward in the left and right direction is generated on the stabilizer, so that the wheel is reversely cambered. The rear suspension of a car is characterized by: