JPS60199708A - Suspension for car - Google Patents

Abstract

PURPOSE:To obtain a desired steering characteristic by providing a controller that drives and controls an actuator in the direction in which the toe variation in the toe-in direction is increased according to an increase of assigning the weight of a car body to rear wheels. CONSTITUTION:Plungers 15L and 15R are reciprocated by the pressure difference between the central hydraulic chamber 131 and left and right hydraulic chambers 132 and 133 partitioned in the cylinder of an actuator 13. This pressure difference is controlled by a hydraulic control circuit consisting of a pump 21, relief valve 23, directional control valve 25, etc. and the switching control of the directional control valve 25 is performed by a controller 27. The controller 27 calculates the ratio of (Wf/Wr) of a load Wr based on the detection signal supplied from axial load sensors 29 and 31 that are provided at front and rear wheels and sets the solenoid 25a of the directional control valve 25 by the control signal output from the controller 27 and then controls the pressure-sending direction of oil.

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to an automobile suspension, and in particular to a suspension system that improves running stability and steering performance by changing the toe angle depending on the loading condition. It is about pensions.

(Prior Art) Changes in toe angle at the wheels of an automobile affect steering characteristics. In this steering characteristic, if the understeering tendency is strengthened, the running stability is improved, and on the other hand, when the understeering tendency is weakened, the maneuverability is improved.

Here, for example, regarding the rear wheels, increasing the bump-in strengthens the understeering and improves driving stability, and weakening the reverse hump-in improves the maneuverability. Therefore, desired running stability and maneuverability can be obtained by appropriately changing the toe angle of the wheels.

To perform such 1-angle control, for example, Utility Model Application No. 56-1
As shown in Japanese Patent No. 3267, the suspension geometry l-IJ in the suspension device may be changed. That is, in the device shown in the above-mentioned published utility model publication f[3], the suspension arm that is in contact with the wheel is moved in a direction parallel to the rotational axis of the wheel (horizontal direction).
By moving the toe angle, the toe angle is directly changed. However, if the 1-angle is directly changed in this way, a force of B100 is required to drive the suspension. Furthermore, directly changing 1/one direction in this way improves running stability.
This is not desirable as it may cause the problem to occur.

First, the steering characteristics change depending on the loading condition of the vehicle. Now, of the total vehicle weight W, the weight distributed to the front wheels is wr, and the weight distributed to the rear wheels is W.
If this is the case, as 'vV f / W r increases, the tendency to understeering becomes stronger, and in the opposite case, oversteering tends to occur. For example, product 6:I,
When the number of passengers increases, is it generally loaded on the rear wheel side? i:j weight is L
As a result, the shared load Wr of the rear wheels increases, and W r /W r decreases, resulting in a tendency to oversteering. Unless such fluctuations in steering characteristics due to loading conditions are compensated for, it is not possible to always obtain optimal steering characteristics.

(Object of the Invention) The object of the present invention has been made in view of the above points, and is an object of the present invention, which is an automobile capable of controlling the 1-angle so that desired steering characteristics can be obtained without being affected by the loading condition of the automobile. The purpose is to propose the suspension of

(Structure of the Invention) According to the present invention, each wheel is supported by a plurality of the suspension links attached to the vehicle body so as to be able to swing in the vertical direction of the vehicle body. In order to change the rocking trace of at least one wooden the suspension link among the plurality of the suspension links, in which the suspension of the automobile is constructed so as to cause a toe change in the wheel. , change the 111 points above and below the car body side weir of the suspension link.
1 actuator, a load sensor for detecting the vertical load acting on at least the rear wheel in addition to the vertical load applied to the wheels, and an output section for the load sensor; Ihi + (Continued to drive and control the actuator in the direction in which the 1 - change in the 1 - 1 incre direction increases in accordance with the increase in the share to the rear wheels.) It is assumed that there are i pieces.

(Effect of wood scale) In the automobile suspension of the present invention, which has been achieved in this 2J-), depending on the change in the vehicle weight distributed between the front, rear and rear 4Ii, -ζ at least l wood゛Suvention arm 1.0JJF body (JJ11 mounting point is changed - U, suspension suspension geometry 1~1 is changed. As a result, each wheel's hump 11.1 or 8I bow that goes down at 1 rebound) Is it the movement trajectory of the self-supporting point? 1):1
It changes according to the ratio of the lead front - IF acting on the wheels and the rear wheel, and it can be changed by 1 - 1 angle. It is possible to obtain excellent driving stability and maneuverability.

Further, according to the present invention, the actual change in the 1/- angle is made using the pumping or rehounding force of the wheel, and the actuator determines the position of the suspension arm's body-side weir point at ji'+-. Therefore, the force required to change the 1-angle is reduced by 1/1 compared to the case where the conventional device directly steers the wheels to change the I-angle. Since it is about 10, it can be reduced to 10 kg. Furthermore, compared to the case where the l-angle is directly changed, safety in the event of an abnormality in the device is increased.

(Embodiment) Hereinafter, a suspension of an automobile according to a preferred embodiment of the present invention will be described with reference to the accompanying drawings.

First, with reference to FIGS. 1 to 3, the principle of 1.-change in the suspension of an automobile according to the present invention will be explained by taking the left rear wheel as an example.

In Figures 1 and 2, the symbol -8w is a passenger car on ground G! iii (hereinafter ji1 will not be referred to as a wheel), and this wheel W is supported by first and second suspension links L and l that are vertically swingable. 1st
As is clear from the figure and No. 21'2], in this example, the first suspension link I is set longer than the second suspension link I.

this? The wheel-side attachment points Ll and AI of the eye and second suspension links I5 and β are arranged on the same horizontal plane 1lri as shown in FIG. l& (=1
point I-2, the vehicle body side weir of the second suspension link β (=111 from point I XZU
It is set to the S position. Also, this car body side weir attachment point 1
2υ: 1, car body [up and down + for 3] + J-no-ni-tori-i - (there is).

(In the 111 configuration, when the hulk side pickup point of the second respension link β is at the position marked by β2, the hump II, 1 -C car'!Q side pickup point is・J point L1, n+ is the 11th Q-; 1. in Figure 2. Move to the position shown in Figure 2. Humpt 1, in rebound 1, out 1, attack'L 1'1 etc.(・1.ru).
) 1. When the vehicle body side I & (= J point is lowered to the position 42., the vehicle body side mounting point, n, will be lowered at the time of hump.
The wheel W moves to the position indicated by All, and the wheel W becomes in the state shown by the dashed dotted line. Therefore, as shown by the dashed dotted line HQ in FIG.
A bump-in/rebound toe-out characteristic with a strong tendency towards this can be obtained. On the other hand, when the vehicle body side attachment point is raised to the position 12□, the wheel side attachment points L+ and 6+ move to the position G indicated by □ and β1□ during hump, and therefore, as shown in FIG. hump indicated by a two-dot chain line)
- Out rebound toe-in characteristics are jifed.

Incidentally, here, it can be considered that the hump) - out (Kawamukai) is a case where the hump)\buttoin is weakened to 1,1゛.

In the 4111 formation and action as described above, i;
Sharing the rear wheels with respect to the wheels 4i: When the height is large, the second
The point ρ2 of the suspension link p on the vehicle body side
If you lower it to the 21 position, it will be strengthened 1・-in・1・-
Since the Auro and 11 characteristics are (S), the tendency to understeering is strengthened, and therefore driving stability is improved.-Power,
When the rear wheel lO front car is small, attach the above mounting point g on the car body side.
2 to β2□ place: j′j''-, then toau 1-・
Since the 1-1 in (I) 1 direction is 1J, the understeering tendency is weakened, or the oversteering tendency becomes 1Vi direction, and the performance is improved.

Next, referring to FIGS. 4 and 9, the suspension system having the above structure will be explained by taking a rear wheel suspension as an example.

In the 412+4 case, the arrival number 1 indicates the suspension handle (-1) extending in the direction of the car body 1ljEi, and the number 1 indicates the suspension handle (-1) extending in the direction of the car body 1ljEi. It is fixed to the vehicle body by i'.
+P is rotatable around 31 and 3L.
Type 5 arms 5R and 5L are provided. Both of these)--mu 5, the end 7 of the 7jζ flat part of R551-
Lower links 9I and 91-, which are second suspension links, are rotatably carried in 7L, respectively. The connection part between the two is the vehicle body side weir (=J point β2).

In addition to Il tear links 9L and 9R, I::j are connected to the left, right jlJ ll'l, and i sides, respectively, where j is not shown. This connection is the point J (β1).

On the other hand, the end 111 of the vertical part of the L-shaped arm 5R15L,
ILL includes a plunger 151 of the actuator 13 for moving the end 7R17L of the arm 15" downward.
L are rotatably connected to each other. Above mounting base 1
On the rear surface IB, lower links 17 R117L, which are first suspension links, are rotatably arranged at one end of the lower links 17 and 117L, which are the first suspension links.
The other end of 7R117■2 is connected to a wheel (not shown).

The wheel side connection part of this loader link is connected to the wheel side
There is a J point, and the body side connection part is the above body side attachment point 1-
It is 2.

Next, an example of a specific structure of the actuator 13 will be explained with reference to FIG. As shown, actuator 1
3 is composed of a hydraulic cylinder, and has a central hydraulic chamber 131 and left and right hydraulic chambers 132 and 133 defined within the cylinder.
Due to the pressure difference between the pistons 151-+, l sR, .
Both the branchers 15L and 15R reciprocate in the direction of the arrow.

Pressure difference LJ between hydraulic chambers, pump 21, relief valve 23,
The direction control valve 25 is controlled by a hydraulic control circuit formed by (li, +7), and the switching control of the direction control valve 25 is performed by the controller 27.
・The roller 27 is arranged on the n;) wheel and the rear wheel and acts on the saw axle load -j based on the detection No. 43 supplied from the saw axle load -j. Vertical load W
f and the effect of the vertical load Wr acting on the rear wheels/1~
Calculate lr. Based on this calculation result,
- Control output from the controller 27 (i turns on the solenoid 25.1 of the force control η1j valve 25,
As a result, the direction of oil pumping is changed to fiilJWj.

2) During control, when the pressure at the center of the f'111 pressure cylinder increases, both plungers 151-115R are moved in the direction of separating from each other.This movement The pistons 15R+, 151-+ are outside the hydraulic chamber 132, 133, and the flange 132a, 1
33.3 until row i is hit. This Ki fortune-telling, left and right L shape 1' J-1 & i 31. ．． 3rN turns 6; the connecting portions 714.7R of the lower links 9L and 9R, which are their horizontal ends, move downward by a predetermined amount.F'JJ-!].

On the other hand, when the pressure in the hydraulic chamber 131 of the hydraulic cylinder becomes lower than the left and right hydraulic chambers 132 and 133, both plungers 1
5I5.15R are moved in the direction closer to each other, and both pistons 15RI and 15L hit the stopper 131a in the hydraulic chamber 131 by 11.i! Becomes a voice. As a result,"
Contrary to the double series, the connecting parts 7L and 7 of the double arms 5L and 5R
Move upward by a predetermined amount.

Lower link 91, which is the second suspension link mentioned above.
91- car body A (1 connection part, Zunawara connection part 7 [
The shade of L 7 may be switched to two stages at a predetermined shared load ratio W r / W +, for example, as shown by the solid line a in Fig. 6, or alternatively, as shown by the broken line, G may be changed linearly according to vehicle speed,
Or, as shown by the dashed line C, the load ratio W f / W
It may be changed in a higher order function according to r. In addition,
- In the above embodiment, if the positions of the connecting points can be continuously connected as shown by lines b and c, a hydraulic pressure holding means is required.

- In the embodiment shown in FIG. 51 above, a case was explained where a hydraulic cylinder was used as the actuator, but
It is also possible to use a type that uses a screw allowance structure as in the example shown in Figure 1.In addition, according to the actuator that uses this screw frame structure, the height of the connection point described above can be reduced. Linear control has the advantage of being able to perform 11 steps.

In Fig. 7, a threaded portion is formed over a predetermined range on the outer 1711 surface of both plungers 1515 and 151, and is screwed into the sleeve naso 1-61. 3, and is rotated by the rotational force of the motor 69 transmitted through the gear 1-rain 67.Here, the threaded portions of both 1-run gears are rotated in opposite directions. The sleeves are provided, and by rotating the sleeve naso 1 to 61, those 1iliJ
The plunger moves one time in the opposite direction to the right of the crab. Thousand-ri 69 1-14 movement 4111 is 21st 1.
1'lJ-ra 27. This controller 2
7 is composed of, for example, a microphone computer,
The ROM contains the ratio Wf/Wr of the shared load between the front and rear wheels.
The correspondence table of the connection part position for is expanded,
The drive of the motor 69 is controlled so that the connecting portion reaches the position determined based on the outputs of both sensors 29, 31.

According to the present embodiment configured in this way, it is possible to obtain a more suitable steering characteristic for the loaded state with the ratio W f /W r of the shared load between the front and rear wheels.

Next, in the above-mentioned embodiment, the case where the axle load sensor →) was used to detect the 7::1 load of the TIL wheel after hiJ was explained, or the load 1 can be directly measured in this way. Alternatively, the height of the vehicle body may be measured and the load may be detected from the variation thereof. Also, 7tJ'i n:j, East]
The load ratio W f /W r of the front and rear wheels becomes smaller depending on whether the load is shared between 11 people or the rear JZ wheels. Therefore, as in the embodiment shown in FIG. 8, the load is detected on the rear wheel, and the 1-angle is controlled based on the variation in the load. 11 may be used.

In Fig. 8, the vertical load acting on the 81 &; The ratio (the detection 1r, -'; of the sensor 81 is input to the positive side of the detector 82, and the reference value is input to the negative side, 5:i, i). Voltage or mark) JH and C are present.

For example, the value of the voltage is set to be equal to the voltage output from the sensor 81 when the load acting on iJ is W r 6. As a result of the second, the comparator 82 The output of 711 that acts on the rear wheel reaches a high level when it exceeds the vertical force of 711 or W r □. , the collector is connected to the solenoid 25 ζ solenoid)"25;] is excited.The other configurations are the same as the embodiment shown in FIG. 4'=: If the i weight wr is used as a variable and the angle exceeds W r O, the height of the link connection part will be increased by 1.

[Brief explanation of drawings]

FIG. 1 shows an outline of a suspension link attached to a wheel for detailed explanation of the present invention. 2 is a schematic plan view of the suspension link shown in FIG. 1, and FIG. 3 is a rear view of the suspension link shown in FIGS. Figure 4 is a graph showing an example of a change in the angle of 1. , FIG. 4 is a partial 1tJr side view showing in detail one example of the actuator of the controller Jil shown in FIG. 4, and FIG. 6 is a front y(
Regarding the example of controlling the height of the link connection part for the ratio ζ
The intestinal diagram shown in FIG. 7 does not show other examples of actuators, but some tLII
r side view, Figure 8 shows another embodiment of the present invention. ′
・It is a single drawing. L, ff Rispen soyon link, ff 2 Vehicle side connection part, 5-L type earth l7-link connection part, 9 River core link, 1 ((-Akuunayukota, is-plunge, 27-con 1~roller , 29.3L3'11-Senry-0

Claims (1)

[Claims] Each wheel is supported by a plurality of suspension links attached to the vehicle body so as to be able to swing in the direction of the lower edge of the vehicle body, and the (j) motion trajectory of each link is It is an automobile suspension that is raised so that a toe change occurs in the wheels due to the difference. Therefore, an actuator that changes the suspension link's vehicle body position (= J point) in the vertical direction, a load sensor that detects the vertical load that acts on at least the rear wheel in addition to the vertical M weight that acts on the ILF wheels, and a load sensor that detects the vertical load that acts on at least the rear wheel In response to the output signal, the controller drives the actuator in a direction that increases the amount of change in the toe-in direction in accordance with the increase in the share of the vehicle weight to the rear wheels. Characteristic automobile suspension.