JPS6030081Y2 - vehicle suspension system - Google Patents

Description

[Detailed explanation of the idea] The present invention relates to a vehicle suspension system.

Vertical movements applied to the wheels while the vehicle is running are damped by buffer absorbers interposed between the vehicle body and suspension arms that support the wheels.

This absorber generally consists of a cylinder and a piston rod that has a piston at its tip that slides inside the cylinder.As the piston rod moves up and down, oil flows through an orifice provided in the piston, and the kinetic energy at that time is A damping force is generated by the disappearance.

Therefore, the damping force changes depending on the moving speed of the piston rod, but does not change depending on the amount of load.

Furthermore, in vehicles equipped with a nonlinear spring for suspending the suspension arm between the vehicle body and the suspension arm in order to suppress changes in vehicle height due to changes in load, when there is a large load, the speed of the piston rod of the absorber decreases, causing warping. This results in a decrease in damping force, resulting in unfavorable results in terms of steering stability.

On the other hand, from the perspective of ride quality, increasing the damping force
In general, the ride quality worsens, but when there is a lot of cargo, the ride quality tends to be good due to warpage.If a damping force characteristic that balances steering stability and ride comfort is provided when there is a lot of cargo, it is possible to reduce the amount of cargo. There is a problem that when the amount is low, the ride comfort deteriorates.

Incidentally, the damping force of the absorber is large when there is a large amount of cargo, and when a nonlinear spring is used and the spring constant is large, it is desirable that the damping force increases accordingly.

In this way, when the damping force changes depending on the amount of cargo,
This is because steering stability and ride comfort can be kept approximately constant regardless of the amount of co-cargo, which is very desirable in terms of vehicle characteristics.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to utilize the fact that the vehicle height changes depending on the amount of cargo to be loaded to change the damping force characteristics, thereby solving the above-mentioned conventional problems.

According to the suspension system of the present invention, the engaging end of the absorber on the suspension arm side can slide one distance in the longitudinal direction of the suspension arm, while the sliding of this absorber is restrained by the restraint link.

Embodiments of the present invention will be described below with reference to the accompanying drawings.

The suspension device 10 of the present invention, for example, as shown in FIG.
It is a wishbone type suspension system.

The upper arm 12 and the lower arm 14 are each swingably connected to the vehicle body 16 at one end, are swingably connected to the knuckle arm 18 at the other end, and are swingably connected to the vehicle body 16 at one end.
Support 0.

The lower arm 14 is a suspension arm of the present invention, and is slidably engaged with an absorber 22 as described later.

A restraint link 24 is engaged with this absorber 22 .

The absorber 22 includes a cylinder 26 and this cylinder 2.
6 and a piston rod 28 having at its tip a piston (not shown) that slides within the piston rod 28, which is known per se.

A piston rod 28 which is one end of this absorber 22
An end portion 29 of is swingably connected to the vehicle body 16.

One end 25 of the restraining link 24 is swingably connected to the vehicle body 16.

The connection end 25 of the restraint link 24 to the vehicle body 16 is located inward in the width direction of the vehicle body from a vertical imaginary line 23 passing through the point where the absorber 22 engages with the lower arm 14, which is a suspension arm, when the vehicle is empty. and is connected to the vehicle body 16.

As a result, as the load increases and the suspension arm swings upward, the restraint link pushes the absorber outward.

The other end of the absorber 22 and the other end of the restraint link 24 are slidable on the lower arm 14, as shown in FIGS. 2 and 3.

An eye 30 is provided at the end of the cylinder 26, which is the other end of the absorber 22, and an eye 32 is also provided at the other end of the restraining link 24.

Both eyes 30 and 32 are connected to a shaft 36 projecting from a carrier 34.
The nut 38 is slidably inserted into the shaft 36 and is prevented from coming off by a nut 38 screwed onto the end of the shaft 36 with a washer 39 interposed therebetween.

2 on the side of the carrier 34 opposite to the side on which the shaft 36 is located.
The stepped book shafts 40 are arranged vertically at intervals.

A roller 42 is rotatably inserted into each stepped shaft 40,
The roller 42 is held in place by a nut 44 threaded onto the end of the shaft.

In this example, the lower arm 14 has an H-shaped vertical cross section, and a roller 42 attached to the carrier 34 is loosely inserted into a recess 46 provided above and below the center.

As a result, the carrier 34, and therefore the absorber 22 and the restraint link 24, are movable in the longitudinal direction of the lower arm.

FIG. 4 shows another example of the engagement portion between the absorber 22 and the restraining link 24. As shown in FIG.

An eye 30 is provided at the lower end of the absorber 22.

On the other hand, a portion between both ends of the restraint link 24 is formed into a flat portion 48, and a through hole 50 is bored in this flat portion 48.

A bolt 52 is inserted between the eye 30 and the through hole 50, and the absorber 2
The absorber 22 and the restraint link 24 are inserted through each other so as to be able to swing relative to each other, and a nut 54 is screwed onto this bolt 52, so that the absorber 22 and the restraint link 24 are connected to each other, and this portion serves as the engagement point to the suspension arm. It has become.

In this example, the lower end portion 56 of the restraining link 24 is formed into a T-shape.

On the other hand, the lower arm 14 is provided with a substantial dovetail groove 58 in which the T-shaped lower end 56 of the restraint link 24 slides.

Contrary to FIG. 4, a T-shaped portion may be provided at the lower end of the absorber 22, and the other end of the restraint link 24 may be swingably connected to a portion of the absorber 22 above the T-shaped portion. good.

When using the suspension system of the present invention, when the load is small, the engagement point 60 of the absorber 22 with the lower arm 14 is
As shown in FIG.
Therefore, the vertical movement height hl of the engagement point 60 is small compared to the constant vertical movement height H of the wheel grounding point 21.

Therefore, the piston rod speed of the absorber 22 is small.

However, as the load increases, the height of the vehicle decreases, so
The piston rod of the absorber 22 is retracted, and at the same time the engagement point 60 of the absorber 22 is connected to the wheel 2 by the restraint link 24.
As shown in FIG.

Therefore, for a constant vertical movement height H of the wheel grounding point 21, the vertical movement height of the engagement point 60 is as shown in the figure.
becomes larger than 1.

This means that the engagement point 60 of the absorber 22 takes a larger stroke for a constant vertical movement height H of the wheel grounding point 21, and the engagement point 60 moves faster.

As a result, the damping force exerted by the absorber 22 increases.

In the above example, a wishbone type suspension system is shown, and the lower arm is a suspension arm according to the present invention.

However, the present invention can be applied to any suspension device in which an absorber is connected to a swing arm.

For example, in a trailing type or McPherson type suspension system, each swing arm is nothing but a suspension arm in the sense of the present invention, so an absorber is slidably connected to this suspension arm, and a restraint link is used to connect the absorber to the suspension arm. can be configured to restrain sliding.

However, in the McPherson type suspension system, the absorber also serves as the strut shaft, so when applying the present invention, a telescopic rod with no damping force is placed as the strut shaft, and the damping force is determined by the present invention. It is generated by an absorber configured according to the following.

According to the suspension system of the present invention, the damping force that suppresses the vertical movement of the wheels changes appropriately depending on the loading conditions, so it is easy to achieve both steering stability and ride comfort under a wide range of loading conditions.

In addition, increasing the damping force when the wheels bounce is effective in preventing so-called bottoming when driving on rough roads or uneven roads, and even if bottoming occurs, the impact at that time can be kept small.

In implementing the present invention, by changing the position of the connection point of the restraint link to the vehicle body and/or the length of the restraint link, the range of movement of the point of engagement of the absorber with the suspension arm can be changed considerably.

Further, by appropriately arranging the connection points of the restraint link and the absorber to the vehicle body, it is possible to set the damping force of the absorber to change only in the vicinity of full pound.

[Brief explanation of the drawing]

Fig. 1 is an explanatory diagram showing the outline of the suspension system of the present invention, Fig. 2 is a partially sectional front view showing main parts of the invention, Fig. 3 is an exploded perspective view of the configuration shown in Fig. 2, and Fig. 3 is an exploded perspective view of the configuration shown in Fig. 2. FIG. 4 is a partially sectional front view showing another example of the main part of the present invention, and FIGS. 5 a and 5 b are explanatory diagrams showing the operating principle of the present invention. 10: M frame device, 14: Lower arm (suspension arm), 16: Vehicle body, 20: Wheel, 22: Absorber, 24: Restraint link, 34: Carrier, 60: Engagement point.

Claims (1)

[Scope of utility model registration request] An absorber and a restraint link are respectively interposed between the vehicle body and the suspension arm, one end of the absorber is swingably connected to the vehicle body, and the other end is slidable in the longitudinal direction of the suspension arm. The restraint link is engaged with the suspension arm, and one end of the restraint link is swingable toward the vehicle body inward in the width direction of the vehicle body from a vertical imaginary line passing through the engagement point of the absorber with the suspension arm when the vehicle is empty. A suspension system for a vehicle, wherein the other end or a portion between the two ends is swingably engaged with the absorber.