JPS6033111A - Rear suspension for car - Google Patents

Abstract

PURPOSE:To effectively control the variation of camber by forming a camber control mechanism with the first and the second control links and specifying the position and the center of turn of the second link, in a trailing-arm type suspension apparatus. CONSTITUTION:A camber control mechanism 3 is constituted of the second control link 32 which is connected in turnable ways, by ball joints 34 and 35, between a chassis and one edge of a control link 31 whose the other edge is fixed onto a semitrailing arm 1 and positioned at the rear part of the chassis in relation to the vertical plane including the swing axis line (l) of the semitrailing arm 1 so that the center P of turn on the chassis side is eccetrically positioned by (e) with respect to the swing axis line (l) of the semitrailing arm 1. Therefore, a difference is generated between the locus of turn of the ball joint 34 around the swing axis line (l) and the locus of turn of the second link 32 around the ball joint 35. Therefore, the variation of camber can be effectively controlled in accordance with bump, etc.

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to rear suspensions for automobiles, and particularly to one-to-one-railing arm type suspensions such as semi-trailing arm type and full one-railing arm type. Kitlnbacon 1 during bump and rebound in X7 suspension
- Concerning roll countermeasures.

(Prior Art) Conventionally, as shown in Japanese Unexamined Patent Publication No. 58-128114, such a single or railing arm type suspension supports a wheel rotatably, and the base end is at least t) A trailing arm that is attached to the vehicle body via elastic bushings in two places so as to be able to swing vertically, and one end of which is located behind the wheel support part of the semi-railing arm. The other end is provided with an assist link rotatably connected to the vehicle body, and the wheel has a horizontal horn that is configured to change the wheel by 1-1 inch when the IC is used. Things are not known.

By the way, it is generally known that it is preferable to adjust the camber change of the wheel according to the driving condition of the automobile. For example, it is preferable to set the wheels to a negative I7 position when bumps occur due to cornering since this improves the steering stability 14 during cornering. Also, bumps due to rough roads when driving straight ahead (11), and wheels when rebounding! It is preferable to suppress the change in the steering wheel to a small value because it improves straight running performance.

However, with the conventional full I-railing system rear suspension, there is no camber change in the wheel when bumps or lands occur, and with semi-trailing system systems, there is no camber change in the wheel. At present, the camber change of the wheel during bumps and rebounds is uniquely determined by the inclination of the semi-l-ceiling axis, making it impossible to control the camber according to the driving conditions as described above.

(Object of the Invention) In view of the above, the object of the present invention is to provide a trailing arm type rear suspension as described above by simply installing a link (kisember control mechanism consisting of several parts) at an appropriate position. With this configuration, it is possible to effectively control camber changes according to bumps and rebounds, and it is possible to adapt to driving conditions and make IC calls.

(Structure of the Invention) In order to achieve the above object, the technical solution of the present invention is to provide a rear wheel that rotatably supports the rear wheel, and whose base end is attached to the vehicle body via an elastic bushing so as to be swingable in the vertical direction. 1-In a railing arm-type suspension with a railing arm installed, a first control whose base end is fixed to the trailing arm; a roll link, one end of which is attached to the tip of the first control link; Installing a link mechanism consisting of a second fin 1 to a roll link whose ends are rotatably connected to the vehicle body, and the second control link includes the swing center axis of the trailing arm. ! l) It is arranged in the vertical direction at the rear of the vehicle body on the 11th surface, and the rotation center point on the vehicle body side is set at the RAl angle 1-1 with respect to the swing center axis of the trailing tool 11. .

As a result, when the pan 7 assists and rebounds, the following (i
2nd = 1 center of rotation on the vehicle body side of the control link +
The connection point between the first control link and the 2-1 link by means of the I ID /I fusel-
There is a difference between the rotational locus of the 1-railing arm around the rotational center axis and the rotational locus of the 2nd j control link around the rotational center heat on the vehicle body side, and this difference is caused by the above coupling. It becomes large when the point is rotationally displaced toward the front of the vehicle body or bound, and becomes small when the coupling point is rotationally displaced toward the rear of the vehicle body during a bump. This trajectory difference becomes the A7 boiler's kitonba control amount (between corrections) during bumps and rebounds, and responds to bumps and rebounds under the elastic deformation of the elastic bushing that constitutes the center of swing of the trailing arm. The camber change of the rear wheel is controlled by 1.

(Effects of the Invention) Therefore, according to the present invention, a camber control link mechanism consisting of a first and a second control link is added to an existing trailing arm type rear suspension. Since it is possible to control the change in camber of the wheel, it is possible to perform negative 1F maneuvering during cornering and improve the steering stability, and it is also possible to suppress the change in camber when driving straight to improve driving stability. Therefore, it can greatly contribute to improving the steering stability and running stability of automobiles, and to easily implement them. Doriwa [ノ, Ki [l mba control [1-ru ■] at the time of rebound
There is a lot of force and force, and it decreases when bumping.
It is possible to easily achieve both improved steering stability after cornering and improved running stability when traveling straight on rough roads.

Furthermore, since the camber change is uniquely determined by the semi-trail link arm type, C is able to roll the camber change, reducing the constraints on the placement of the semi-trailing arm. The advantage of this is that it increases the degree of freedom in terms of design.

(Example) Hereinafter, an example as a specific example of the technical means of the present invention will be described based on the drawings.

Figures 1 to 4 show an embodiment in which the present invention is applied to a railing arm type A7 lease suspension, in which 61 points on one vehicle body side are fixed. A suspension structure is shown for the wheel W.

In FIGS. 1 to 4, reference numeral 1 denotes a semi-1 herring arm disposed approximately in the longitudinal direction of the vehicle;
The railing arm 1 includes a channel-shaped front member 11.
and a substantially cylindrical rear member 12 are connected in the front and rear,
The rear member 12 includes a cylindrical rear wheel support portion 121 that rotatably supports the X7 wheel W, and a connection that projects forward from the X7 wheel support portion 121 and is connected to the rear end of the front member 11. a foot roll link fixing portion 123 that protrudes inwardly and forwardly from the connecting portion 122 and to which a base end portion of a first control link 31 (described later) is fixed;
A lateral link attachment part 12 protrudes inward from the leaf wheel support part 121 near the control link fixing part 123 and is used to attach a lateral link 2 to be described later.
4. On the other hand, the front member 11 is connected and fixed at its rear end to the connecting portion 122 of the rear member 12 by bolts 13, and its front end (that is, the trailing end of the semi-trailing arm 1) extends forward at one point ζ. It is attached to the vehicle body via an elastic pusher L14 so as to be able to swing vertically.

Further, 2 is a lateral link disposed between the semi-1-railing arm 1\1 and the vehicle body, and one end of the lateral link 2 is from the side l to the vehicle body peeling point f1 of the railing arm 1. (Elastic bushing 14) J is rotatably connected to the vehicle body via ball joints 1 to 21 at a position inside the vehicle body, and the other end is connected to the above semi-railing arm 1.
It is rotatably connected to the J part 124 (near the tip) via the pole joint 1-22, and provides lateral rigidity against the lateral force acting on the wheel W. It is designed to ensure that this lateral link 2
The structure is such that the semi-1 to railing arm 1 and the rear wheel W are supported so as to be able to swing vertically relative to the vehicle body, and the semi-1 to railing arm '1 A straight line J that connects both vehicle body side attachments Ijλ (elastic pusher]'11 and ball John l-21) of lateral link 2 and lateral link 2.
, the pivot axis p of the trailing arm 1 is inclined at a predetermined angle I with respect to the center line in the longitudinal direction of the vehicle.

Reference numeral 3 denotes a camber control 1 to roll link mechanism, which is disposed between the semi-trailing arm 1 and the lateral link 2 and includes a first control link 31 and a second control I to roll link 32. 1st con 1
- The roll link 31 has its base end connected to the semi-1 to the control 1 of the railing arm 1 to the roll link fixing part 123 (
Bolt 33 (near Boil support part 121)
It is fixed by a stopper, and the tip extends inwardly and downwardly and forwardly. On the other hand, the second control link 32 is
At the time of setting, the semi-trailing arm 1 is located at the rear of the vehicle body in the vertical direction from the vertical plane S (see Fig. 5) including the pivot axis 9 of the semi-trailing arm 1, and its lower end is connected to the first control link 31. is rotatably connected to the tip of the second control link 32 via a pole joint 1-34, and its upper end is rotatably connected to the vehicle body via a pole join 1-35. is the first
In addition, the second control link 1 to the roll link 32 are set at It is offset by "e" in the vertical direction with respect to the central axis p.

The shock absorber 4 has a lower end extending rearward from the rear end of the trailing arm 1, that is, the rear wheel support portion 121. The shock nore 7' is connected to the solenoid part 1a 125, and the coil 4 is connected to the outer periphery of the shock absorber 4. IJ, 6-beam, 17-noxle shaft.

Next, regarding the effects of the above embodiment, ('B;Q) To clarify, the V7 wheel W has a semi-1 railing against the vehicle body. A first control unit swings vertically through the arm 1, and a second control unit connected to the distal end opening of the J-leash link 31, whose base end is fixed to the L-mirror link arm 1. 1 - swinging via the cambercon 1 consisting of the roll link 32 and the roll link mechanism 3)
It moves.

In this case, the above-mentioned cylinder control linkage mechanism 3 is
The second controller I/roll link 32 is arranged in the vertical direction at the rear of the vehicle body (to the right of the vertical plane S in FIG. 5) from the vertical center plane S including the swing center axis 9 of the semi-trailing arm 1, and Side rotation center point P (ball joint 35
) is offset by the set position e with respect to the swing center axis 9 of the semi-trailing arm 1, and as shown in FIG.
The connection point Q (ball joint I-34) with the controller 1 to the roll link 32 rotates around the pivot axis p of the semi-trailing arm 1, and the rotation locus q1 and the second
A difference occurs between the rotation locus q2 of the control link 32 that rotates around the vehicle body side rotation center point P, and a large difference occurs especially when the connecting point Q is displaced toward the IJ body nO or bound. , there will be a small difference at the time of a bump where the connection point Q is displaced toward the rear of the vehicle body. This trajectory difference is based on the camber control lift (correction amount) of -4 for the camber change of the A7 wheel W, which is only slightly affected by the swing 1FJJ of the semi-trailing arm 1.
According to this camber control amount, semi-1
- Due to the swinging of the railing arm 1 only, the J:Ruri 17 wheel W'-1':tF member change occurs due to the elastic deformation of the elastic attachment point (elastic bushing 14) on the vehicle body side of the semi-trailing arm 1. , corrected according to rebound - 1 nt 0
- It will be done.

In this case, when there is a bump due to cornering: lIt
Since the number of wheels ω is small, the camber change becomes large, making it easy to turn the A7 wheel W into a negative r.
It is possible to improve the steering stability during cornering. Also, straight running 1jlRj
It is possible to minimize the camber change of the first wheel W when bumping or rebounding on a rough road, and especially when rebounding, the L- This can improve straight-line running performance. Furthermore, by taking advantage of the difference in A-da between bump stiffness when cornering and bump distance when driving on rough roads, and the fact that the cambercon 1-roll M during bumps is smaller than when rebounding, the I7 wheel W
If it is set to have a negative camber during cornering, the camber change when driving straight on a rough road can be suppressed to a small value, and the above-mentioned combination can be easily achieved.

Moreover, the semi-1-ray link arm 11. i. The proximal end is attached to the vehicle body at one point via the elastic bush 14, and the vicinity of the tip (lateral link attachment portion 124) is attached to the vehicle body via the lateral link 2 at several points, so bumps and rebound are avoided. Not only does it have the advantage that camber control according to the amount of force can be easily performed with the elastic deformation of one elastic bush 14, but it also has the advantage of increasing the lateral rigidity of the rear suspension against lateral forces acting on the rear wheel W. It also has the advantage of being lightweight.

Further, the base ends of the first fins 1 to [1-le links 31 connected to the above-mentioned hinge control unit 1-o-le link mechanism 3 are connected to the rear wheel support portions 121 of the semi-1-railing arms 1.
Fixed in the vicinity (control 1 - roll link fixing part 123),
Further, one end of the lateral link 2 is connected to the semi-1 to the railing arm 1 in the vicinity of the roll link fixing portion 123 (
By connecting to the lateral link attachment part 124), the camber control link mechanism 3 J5 and the lateral link 2 shorten the length of the torsion applied to the semi-1 to railing arm 1. Improvement J
This is effective in reducing the weight by 1'1'.

In addition, like this, Ki17 depending on the bump and rebound.
Since the semi-trailing arm 1 can be rolled, the position of the semi-trailing arm 1 and the direction of the swing center axis can be freely selected so as not to interfere with the vehicle body.A7
The degree of freedom of the suspension stage n1 can be determined by jI'J.

In the above embodiment, the present invention is applied to a semi-trailing arm type V-suspension that has one mounting point on the vehicle body side, but it has been described that the present invention is applied to a semi-trailing arm type V suspension that has one mounting point on the vehicle body side. Semi-trailing arm type or full 1
- It goes without saying that the present invention can be similarly applied to the railing arm type, and in particular, in the case of the full trailing arm type, it is effective for negative camber control of the V-wheel during cornering.

Further, in the above embodiment, the second control link 32 of the camber control link mechanism 3 is disposed in the vertical direction rearward of the vehicle body from the vertical plane S including the swing center axis 9 of the semi-trailing arm 1, and the second control link 32 of the camber control link mechanism 3 link 32
The lower end of the first control 1-roll link 31 was connected to the tip of the first control link 31, and the upper end was rotatably connected to the vehicle body, but conversely, the upper end of the second control H roll link 32 was connected to the tip of the first control link 31, The lower ends may be rotatably connected to the vehicle body, and in short, the second control link 3
2 is placed behind the vehicle body from the above-mentioned vertical plane S, and its rotation center point P on the vehicle body side is set to the set ffi, d frame 1 with respect to the swing center axis 9 of the semi 1 to railing arm 1. That's all there is to it.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention. Fig. 1 is a schematic explanatory diagram showing a λ・j or V suspension structure on the right rear wheel, Fig. 2 is a plan view of the same, and Fig. 3 is a vehicle body. FIG. 4 is a rear view as seen from the rear, FIG. 4 is a side view as seen from inside the vehicle body, and FIG. 5 is a diagram showing the rotation locus of the connection point of the first control link and the second control link. DESCRIPTION OF SYMBOLS 1... Semi-trailing arm, 121... Rear wheel support part, 14... Elastic bushing, 2... Lateral link, 3... Camber control link mechanism, 31... First controller 1- [1-le link, 32...
2nd controller 1~Roll link, W... Rele wheel, p
・・・Semi 1~Railing arm swing center axis, P・
・・Rotation center point on the vehicle body side of the second fin 1-roll link.

Claims (1)

[Scope of Claims] (1) A wheel (ν) is supported on a rotating white stone, and the base end is attached to the vehicle body via an elastic bushing so that it can swing freely in the vertical direction (J
A first control link whose base end is fixed to the railing arm, one end of which is attached to the tip of the first control link, and the other end of which is attached to the vehicle body. and a second control link rotatably connected to each other, and the second control link is located at the rear of the vehicle body from the plane 11j'j including the pivot axis of the railing arm. 17 Respension for automobiles. (2) The rear suspension for an automobile according to claim 1, wherein the base end of the 1-1 control link is fixed near the rear wheel support portion of the 1-railing arm. (311 - The railing arm is attached to the vehicle body at one point via an elastic bushing at its base end, and attached to the vehicle body via a lateral link near its distal end. ) Automobile glue A7 described in section
Suspension. (4) The trailing arm is arranged so that its swing center axis (a) is inclined to the center line in the longitudinal direction of the vehicle body.
- F Claims paragraph (1), (2) or (3)
Rear suspension of the automobile described in section.