JPS5920714A - Rear suspension of motor car - Google Patents

Abstract

PURPOSE:To contrive an improvement of a toe-in effect, by a method wherein mutual relative positions among a ball joint, two rubber bushings, a wheel center and the edge part of a stabilizer and a direction of the rubber bushings are specified for arrangement. CONSTITUTION:A ball joint 11 is arranged in the rear upper part of a wheel center W, and two rubber bushings 12 are arranged lower than the wheel center W respectively, while the surface P including the ball joing 11 and the rubber bushings 12 and 13 is arranged outside of the center W of the right and left of the wheel on a center height CL and on the ground GL, and the front rubber bushing 12 and the rear rubber bushings 13 are arranged forward and rearward respectively, in the vertical surface including the central axle C of the wheel. A connecting part between an end 15a of an arm 15 and an end 16a of a stabilizer is positioned in the rear of the ball joint 11 and the upper part of the center of an oscillation. With this constitution, an improvement of a toe-in effect can be contrived.

Description

[Detailed description of the invention]

The present invention relates to a rear suspension for an automobile, and particularly to a new rear suspension with excellent one-way suspension. In a car's rear suspension, C stands for handling stability,
In order to improve riding comfort, it is desirable to have a vehicle that allows the tires to permeate by 1 inch during driving, especially when cornering. In other words, as is known, when cornering, the centrifugal force exerted on the vehicle body acts as a lateral horn on the suspension, and the tires respond to this lateral force to increase the turning limit G. It is desirable to counter this with a large drag force. This drag force causes the tire to move 1-1 in.C
It can be increased by increasing the slip angle. Additionally, if you cover the rear wheel clips well, you can strengthen the understeer tendency and improve the stability of the car.Furthermore, when you press the accelerator when navigating, you can increase this drag force. When releasing or moving,
When driving force or braking force is applied to the tires, or when the accelerator pedal is released, the tires tend to suddenly toe out, and when the accelerator pedal is depressed, the tires tend to go 1-1 in. As a result, during cornering, the TIE J may toe in or tumble 1-1, resulting in a decline in steering stability (hereinafter referred to as steering stability). Also, when you step on the brake or apply the engine brake, the rubber bushings provided to improve riding comfort are located inside the grounding point J of tie A7, so the braking force will cause This will result in poor steering stability. The softer the rubber bushings, the better the ride quality, so a car with a good ride quality will have poor handling. Therefore, braking force is increased by brakes or engine braking.

[Even in the case of 1.-in, A7→no-pension is desired. However, the V-suspension, which always tends to move one-on-one, allows for extremely stable cornering. Further, the toe-in tendency of the rear suspension is desirable not only when cornering, but also from the viewpoint of high-speed straight running, which is particularly required of sports cars. That is, the road surface is actually not completely flat, but always has irregularities of various sizes, and these irregularities cause disturbances to the tires from various directions. In addition, the wind that the car receives while driving naturally acts as a lateral force when there is a crosswind, but even if there is no crosswind, the i31
Disturbances from all directions act on the tie 17. Even in response to these disturbances, the rear suspension always works to keep the rear wheels in the same position, which stabilizes the car (which tends to understeer). Also, in the end, for tie Aa, -C is the lateral force mentioned above,
It acts as either a braking force or a driving force. Therefore, it is desirable for the rear suspension to have the effect of increasing the tires by 1-1 inches with respect to lateral force, braking force (there are two types: brake and engine brake), and driving force. be. If these external forces are covered by 511 and 1, the lateral force represented by the thrust during cornering is the force that acts on the grounding point of the tie 17 from the outside to the inside, and the braking force when the brake is applied. The force is the force that acts on the tire grounding point from front to rear, and the force due to the single brake is tie A.
The driving force is the force that acts on the wheel center from the front to the front. This can be expressed in a table as shown below. Various types of rear suspension suspensions have been known that have a toe-in effect against lateral forces during cornering, but all of them are structurally somewhat complex. The product described in No. 37649 uses three rubber bushings and the hardness of the bushings is changed, and is described in West Germany Special Publication No. 2.158,931 or No. 2,355,954. The wheel hub supported by a vertical shaft and a spring has a complicated structure.Furthermore, this kind of A7 suspension, which is known in the past, can withstand all of the four types of external forces mentioned above. However, the present invention does not realize a 1-1-in effect, and is mainly effective only against lateral forces. The object of the present invention is to provide a new A7 suspension that effectively brings the wheels in.Furthermore, the present invention has an extremely simple structure that reduces lateral force and braking regardless of whether the vehicle is turning or traveling straight. A completely new type of rear suspension that avoids toe-in of the rear wheels in response to external forces such as horns, engine play, and drive force, making it possible to create a car with a comfortable ride and high handling stability. The A7 suspension of the present invention has a rear wheel support member attached to a swinging member that is partially swingably supported on the vehicle body.
The stabilizer, which is connected via one ball joint and two rubber bushings, and whose center of rotation is aligned in the left-right direction of the vehicle body, and is rotatably supported by the vehicle body via a control link, is connected to the wheel support member. In particular, the hall joint is located in the first or second quadrant of the horizontal-vertical coordinates of the wheel center as seen from the left side of the vehicle body, and at least one of the rubber bushes is located below the wheel center, and these two A plane containing three rubber bushes and a hole joint is placed on a vertical plane including the wheel center axis d3, and is placed outward from the left and right center of the wheel at the height of the wheel center, and the axis of the rubber bush is aligned with the wheel support Bll material. When pole join 1~around i
The swinging member is arranged in such a direction that rotation in the t direction is guided inward in front of the wheel center, and the swinging member is mounted so that the rotation locus of the wheel support member moves inward in the left-right direction of the vehicle body when bumping. The stabilizer is characterized in that the end portion of the stabilizer is connected to the wheel support member at a position J3 behind the ball joint and above the center of swing of the swing member. In the present invention, the swinging member refers to a swinging support member on the vehicle body side that is partially supported on the vehicle body so as to be swingable, such as a semi-trailing arm of a semi-trailing type rear suspension, or a strut-type A7 suspension. This is a general term for the various support openings attached to the vehicle body, such as the struts of the type, the upper and lower arms of the rear suspension of the Type Shuhon type, and the dove ion tubes of the rear suspension of the Doday A type. It is not limited. Further, the term "wheel member" is a general term for members such as wheel hubs that rotatably support tires, and is not limited to a specific wheel hub. In addition, the control link is a link between Brown 1, which supports the middle part of the stabilizer that extends in the left-right direction of the car body, and Brown 1 on the heavy side, in order to allow the stabilizer to move to some extent and support it on the car body. This is a link member connected to. Furthermore, the quadrant defined in the present invention is a quadrant in rectangular coordinates when the rear wheel is viewed from the left side of the vehicle body and the wheel center is the center and the C horizontal and vertical orthogonal axes are imaginary.
It is assumed that each of the fourth quadrants includes the axes at both ends that limit the quadrant (for example, in the first quadrant, the right half of the horizontal axis and the upper half of the vertical axis). In the present invention, the direction of rotation of the wheel support member is also expressed as 1 degree, counterclockwise direction, etc. when viewed from the left side of the vehicle body.According to the A7 suspension of the present invention, cornering When a lateral force is applied, it is possible to effectively tie (/[・-in.) This is because the arrangement of the ball joint rubber bush allows the lateral force to cause the wheel support member to move around the ball joint 1. --This is because rotation is avoided in the in direction, and the stabilizing reaction force exerted on one side bump during cornering is applied at 1° C. so that the wheel support member is displaced by 1 in the direction.Furthermore, according to the present invention, It is possible to effectively move the tie A7 in 1-in when any of the four types of external forces are applied.This is also an effect of the arrangement of the rubber bushing to the above-mentioned pole joint 1.Hereinafter, the present invention will be explained with reference to the drawings. An embodiment of the invention will be explained in detail. Fig. 1 shows the basic structure and its operation of an embodiment of the rear suspension of the present invention.
(Inside) A view from the rear is shown, and projections from the rear, left, and above are shown on the left, right, and bottom, respectively. The ball joint 11 is located above and behind the wheel center W (that is, in the first quadrant of the coordinates), and one of the two rubber bushes 12 and 13 is located below the wheel center W (
That is, it is arranged in the third or fourth quadrant of the coordinates. Also, these two rubber bushes 12゜1
3 and pole join 1-11, and P is a vertical plane containing the wheel center axis C (its projection is shown outside of Figure 1).
, the height of the center of the wheel C [OJ: Hi-Grand 1~
On the GF-, it is located in the center of the left and right wheels and is located outward from the vehicle body. Furthermore, the shafts 12a, 13a of the rubber bushes 12.13
The tire 14 is oriented so that when the wheel half 10 rotates clockwise around the hole joint, it is guided inward in front of the wheel center W.
It is arranged in such a way that it is 1-1 in. That is,
The front rubber bush 12 is oriented forward and inward, and the rear rubber bush 13 is oriented forward and outward. This direction may be reversed if the position of the rubber bushes 12 and 13 is J. However, for example, when the front rubber bush 12 is placed horizontally or diagonally in the upper part of the second quadrant, with the front low and the rear high, the axis 12a will not face forward inward but rearward inward. do. This is for the purpose of displacing the rotation of the wheel hub 10 around the ball joint 11 in the jt7'J direction in the 1-1in direction in any case. In addition, from the wheel hub 10 to ij, -le joint 11
An arm 15 extends rearward through the rear end 1ba of the arm 15, and the front m15a of the front bent portion 16A of the stabilizer 1116 is connected to the rear end 1ba of the arm 15. The center part 16B of the stabilizer 16 extends in the left-right direction of the vehicle body, and has one end 17a supported by the other end 171+ of the control link 17 connected to the Brauns 1 to 18 on the vehicle body via a bracket 19. It is rotatably supported. Therefore, the end 16 of the stabilizer 16
a is the trajectory △ in the vertical direction in the projection view on the left side of Figure 1.
It can move up and down along. On the other hand, the wheel hub 10 is supported by a rocking member that is a support member on the vehicle body side such as a railing arm or the like, which is partially swingably supported by the vehicle body. The rotation locus of the hub is set so that it moves inward in the left-right direction of the vehicle body (as shown by a locus 13 outside of FIG. 1). Further, the end portion 16a of the stabilizer and the wheel huff 1
The connecting portion with the rear end 15a of the arm 15 is located behind the hole joint 11 and above the center of swing of the swing member. Hereinafter, the toe-in effect due to the outer horn will be explained in detail in this embodiment with reference to FIG. In FIG. 1, the vertical imaginary axis passing through ball joints 1 to 11 is L1, the imaginary axis in the width direction of the vehicle body is M1, and the imaginary axis in the longitudinal direction is N. The lateral force (S) acts on the grounding point G of tie A7 from the outside to the inside, the playkino J (B) acts on the grounding point G from the front to the rear, and the engine braking force (E) acts on the grounding point G of the tie A7 from the front to the rear. The driving force (K) acts on the wheel center W from the front to the rear (JC), and the driving force (K) acts on the wheel center W from the rear to the front. When a lateral force (S) acts on the tie A7 during cornering, etc. When viewed from above around the shaft, a rotational moment of 1 ~ is generated in the counterclockwise g1 direction, and the wheel hub 10 is displaced around the ball joint 11 in the 1-1 inch direction due to the elasticity of the rubber bushes 12 and 13. J3, at this time, if the elasticity of the front rubber bush 112 on the inside in the right angle direction and the elasticity of the rear rubber bush 13 on the outside in the right angle direction are increased, a larger 1-in effect can be obtained. Due to the bump on one side, the wheel hub 10 tries to move upward and inward along the trajectory B of the end 15a of the arm 15, but at this time, the upward trajectory A of the end 16a of the stabilizer 16 causes the wheel hub 10 to move outward toward the inside. Reaction force HF is received. Therefore, the rear part of the wheel hub 101;
acts downward on the rear end 15a of the arm 15 of the wheel hub 10. The vertical component VF of this stabilizer reaction force causes the wheel huff 1o to move around the hole joints 1 to 11 in the g1 direction (when viewed from the left). This clockwise rotation causes the wheel hub 10 to be displaced from the front to the inside and the rear to the outside due to the orientation of the axes of the rubber bushes 12 and 13, as described above, and as a result, the wheel hub 10 is rotated by 1- In this way, during cornering, both the lateral force (S) and the stabilizing reaction force (HF, Vl=) produce the -in effect, effectively increasing the tie A7 by 1. - It is possible to make it one in. Next, play kino J (8), engine braking force (E)
, the toe-in effect due to 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 11 and rubber bush 12
,13. Since the wheel huff 10 is located inside the plane P containing the ball joint 11 (around the L-axis), the wheel huff 10 rotates from above in the counter-11.1f clockwise direction and in the inward direction -1. Displacement vine. - This braking force (B) has the effect of rotating the wheel huff 10 in a counterclockwise direction (from the left) around the N4 axis. As a result, the wheel huff 10 is displaced in the direction l\ from 1-1a. In this case, there is no problem if the braking force (B) around the 1-axis is larger than 1 () because a 1-in effect will be obtained after all, but it is not necessary to design it in this way. Since there is no rubber push-up 112
, 13 on the front side, it is possible to reliably avoid the i-1 in. When the engine braking force (E) acts on the wheel center W from front to back, the pole join h11 is in the first (or second) quadrant, so the tie A'+ rotates counterclockwise around the M axis. Let's try. Rotation in the counterclockwise direction around the N4 axis will cause the wheel huff 10 to be displaced in the i-1-au1~ direction depending on the orientation of the rubber push-pieces ri2 and 13, as in the case of the above-mentioned brake force (B). This is prevented by the above-mentioned steps 1 to 3. On the other hand, at this time, since the wheel center W is located inside the surface 1 which includes the pole joins 1 to 1'1 and the rubber pushers t12 and 13, the brake force (E) is 1. It acts in the -in direction, resulting in a 1.-in effect. Driving force (K) or wheel center ~・~/from the rear 1)r
When r ＼ acts, this is a force in the opposite direction to the engine braking force (g), so the wheel bar /10 is L il
As a result of the combined effects of the 1~-out tendency around +dt and the 1-~in tendency due to the orientation of the rotating rubber bushes 12 and 13 around the M axis, l-1 out is prevented.
~-In effect can be obtained. It is clear from the detailed description of the above embodiment that the present invention is effective against four external forces: lateral force (S), braking force (B), engine braking force (E), and driving force (). On the other hand, it has the effect of bringing tie A7 1-1 in when any external force is applied, and even when one side humps due to cornering etc., the tie A7 on the humped side is moved by the static reaction force
V F , l-I F ), a rear suspension having a toe-in effect can be obtained. Therefore, it is possible to realize a car that constantly stabilizes the car during driving such as cornering and improves handling without compromising ride comfort.Also, this 1-1-in effect is , the practical value of the present invention is extremely high, as it is the first in ten to realize a sports car with excellent straight-line performance at high speed. - Figures 2A, 2B, and 2C show examples applied to railing tie J glue A suspension.
This will be explained with reference to 3rd Δ, 313, 4th, 413, and 5. Figure 2A is a top view of the right rear wheel.
Figure B is a side view of the break from the right side (the tie 17 is shown with an imaginary line -!I'), and Figure 2C is a rear view of tie 1a in Figure A on page 12''C. There are two arms 2OA and 20B extending in a bifurcated shape in front.
Each arm 2OA of the mitraling arm 20 is marked.
, 20B are swingably supported on the vehicle body by shaft supports 21a and 21b, and a wheel hub 22 is supported on the outside of the rear main body 20C via hole joints 1 to 23, a first rubber bushing 24, and a second rubber bushing 25. has been done. Further, an arm 22A extending rearward from the ball joint 23 is integrally provided on the wheel hub 22, and a stabilizer 27 is supported at the rear end of the arm 22A via a roll link 26. The rear ends of the rear bent portions 27A are connected. A cross section of the front rubber bush 24 is shown in Figures 3Δ and 3B. As is clear from these cross-sectional views, the rubber bush 24 is integrally fixed to the wheel huff 22 so as to allow the ij/eel hub 22 to be largely displaced inward of the vehicle body, but not to be allowed to move outward through it. The arm portion 22a and the main body 20 of the semi-1-railing arm 20
The rubber 24 between the shaft portion 20d and the shaft portion 20d that is integrally fixed to c.
．． A is made soft by placing it on the outside of the cow body (13), and made hard with J3 on the inside of the car body.In other words, a hard rubber or (or The arm 22a is located outside/
I am trying to avoid % displacement. The cross section of the rear rubber bush 25 is shown in Figures 1iA and 4B.
~ Of the pair of flanges fixed to the main body 2Oc side of the railing arm, there is a gap 25a between the rear flange 20e and the 77-m 22b on the wheel hub 22 side.
is provided to prevent rearward displacement. FIG. 5 is a detailed cross-sectional view of the pole joint 1-23, showing the arm 22B integrally installed on the wheel hub 22 or the semi-1-ray link arm 20 with one lunge 20f on the main body 2Oc side and φII+ 2 (-) It is rotatably supported on g. This shaft 20Q is
And the ball joins hole 1~. In this actual flow 1 cylinder, there are 4 kinds of external forces a3 on J3, stabilizing reaction force [mirror action] Well, this is completely the same as the embodiment shown in Fig. 1 above, and from the figure it is clear that -C is Therefore, I will omit the explanation. That is, for any of these horns, the tie A7 can be changed by 1.-in, and the desired effect can be achieved.

[Brief explanation of drawings]

Fig. 1 is a conceptual diagram without showing the main parts of the rear suspension of the present invention in detail, and includes a perspective view of the right rear wheel viewed from the left rear vise, and a perspective view of the rear suspension of the present invention.
Fig. 2A shows the present invention in the register 1~
Partially cutaway top view of the right rear wheel showing an example of applying it to the Railing Taino' Nori 17 Respension.
A side view of the example in Figure A, looking through tie 1 from the right external force,
Fig. 2C is a view of Fig. 2A viewed from the left, Fig. 3A is a vertical cross-sectional view of the rubber bushing 2/l on the front side, Fig. 3B is a cross-sectional view of the center thereof, and Fig. 4A is a view of the rubber bushing 25 on the rear side. The longitudinal cross-sectional view, Figure 4B is the medium-heat cross-sectional view, and Figure 5 (,!・
There is a vertical cross-sectional view C of r.-Ruchoin 1-23. 10...Wheel frame 11, 23...Small joint 1-12.73, 24.25...Rubber bush 14...Tie 1715.22A...A -
1116.27...Stabilizer 17.26...Con 1-1 Call link 20...Semi-trailing 7-m Fig. 2A 22 24 Fig. 28 1i3A Fig. 38 Maro No. 5D! J2B

Claims (1)

[Claims] A part of the rocking part (A) is supported at three points on this rocking member via a ball joint and two rubber bushes, and the rear wheel is The ball joint comprises a rotatably supported wheel support part II, and a stabilizer having a center of rotation in the left-right direction of the vehicle body and rotatably supported on the vehicle body via a roll link. It is arranged in the first or second quadrant of the horizontal-vertical coordinates based on the wheel center as seen from the left side of the vehicle body, at least one of the two rubber bushes is arranged below the wheel center, and three of the two rubber bushes and the pole joint The surface containing the rubber bushing is located at the height of the wheel center in a vertical plane containing the wheel center axis ['] The shaft of the rubber bushing is placed at the height of the wheel center from the left and right center of the wheel, and the axis of the rubber bushing rotates clockwise around the pole joint of the wheel support member at the height of the wheel center. The swinging member is mounted in such a way that it moves inward in the left-right direction of the vehicle along the rotation locus of the wheel support part (A) during a bump, and the swinging member is mounted so as to move inward in the left-right direction of the vehicle during a bump. A rear suspension for an automobile, characterized in that an end portion is connected to a wheel support member at J5 behind the pole join 1 and above the swing center of the swing member.