JPS6033112A - 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 first and the second control links 31 and 32. The control link 32 is turnable between a chassis and the top edge of the control link 31 by means of ball joints 34 and 35, and vertically positioned in the vertical plane including the swing axis line (l) of a semi-trailing arm 1 so that the ball joint 35 is eccentrically positioned by (e) in the vertical direction with respect to the swing axis line (l). 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 control 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 (Field of Industrial Application) The present invention relates to a rear suspension in an automatic vehicle, and particularly to a trailing arm type A7 suspension such as a semi-trailing arm type or a full trailing arm type.
Concerning measures for camber control during bumps and rebounds.

(Prior art) Conventionally, as shown in the above-mentioned 1 to 1 ring arm type (ν suspension, special 1) I' [lB58 12811 publication, a wheel is rotatably supported,
A semi-trailing arm whose base end is attached to the vehicle body via elastic bushings in at least two places so as to be able to swing vertically; one end is located behind the wheel support portion of the semi-trailing arm, and the other end is It is known that the wheels are provided with assist links rotatably connected to the vehicle body, and are configured to change the toe-in of the wheels when a lateral force is applied to the wheels.

By the way, it is generally known that it is preferable to control the camber change of the wheel depending on the driving condition of the automobile. For example, when a bump occurs when turning, it is best to set the wheel to negative 17.
N151! It is preferable to have longitudinal stability in 4 directions. It is preferable to keep the camber change of the wheel small when driving in a straight line (during bumps caused by rough roads, etc.) and rebounding, as this improves straight-line driving performance.

However, the conventional full 1-ray link arm type glue (2
In the case of respension, rebound l;'
11.7 A camber change occurs in the T-wheel, and in the case of the railing arm type, the camber change of the wheel during bump 1111 and rebound is uniquely determined by the inclination of the semi-trailing axis. As shown above, the camber is adjusted according to the driving condition.
-The current situation is that it is not possible to do so.

(Object of the Invention) In view of the above, the object of the present invention is to
``l-Railing arm style pension smell C
The link mechanism J mechanism has a simple structure of installing and covering the link mechanism J mechanism.
It is possible to effectively control camber changes in response to bumps and rebounds, and to enable camber control adapted to driving conditions.

(Structure of the invention) - In order to achieve the above object, the technical solution of the present invention is as follows:
It is equipped with a trailing arm that rotatably supports the rear wheel and whose base end is attached to the vehicle body via an elastic bushing so as to be able to swing vertically.
In the suspension, a first controller 1~roll link whose base end is fixed to the above 1-railing arm, one end is attached to the tip of the first controller 1~roll link, and the other end is movable to the vehicle body. and a second control link connected to each other, and the second roll link is vertically arranged in a vertical plane that aligns the pivot axis of the railing arm. At the same time, the rotational center point on the vehicle body side is set a set amount offset from the rocking center axis of the railing arm.

As a result, the A offset 1 to the center point of rotation of the railing arm on the vehicle body side is , the same size difference at bump and rebound O3 (b is the first
The rotation locus centered on the pivot axis of the 1-railing arm at the connection point between the 1st [1-le link and the 22nd 1-[1-le link] and the roll link to the 2nd controller 1. A difference occurs between the rotation locus centered on the rotation center point on the vehicle body side, and this locus difference becomes the camber control [l-ru amount (correction ff1)] of the rear wheel during bumps and rebounds.
I. In response to bumps and rebounds under the elastic deformation of the elastic bushing that constitutes the center of swing of the railing arm -C
This allows the camber change of the relay wheel to be easily controlled.

(Effects of the invention) Therefore, if the present invention is applicable to the existing 1 to 1 ring arm type) 7 respension, the first and second additions:
C1 has a simple configuration by adding a 4-11 member control link mechanism consisting of 1 point [1 link].
Since it is possible to effectively control the 7-toe camber change in response to bumps and rebounds, and with the same amount of correction during bumps and rebounds, it is possible to perform negative swings when turning, improving steering stability. It is possible to suppress the camber change when driving straight and improve the driving stability, and therefore it can greatly contribute to the improvement of the steering stability and driving stability of the automobile and the ease of implementation. It is.

Furthermore, in the case of a semi-trailing arm type in which the camber change is determined uniquely, it is possible to roll the camber in a single direction, reducing restrictions on the arrangement of the semi-trailing arm and giving freedom in designing the rear suspension. It also has disadvantages that can be enhanced.

(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 semi-trailing arm type rear suspension in which one lI body side attachment point is shifted to the right. In contrast, the structure of Ruri-174J Spendi-31 is shown.

1 to 4, reference numeral 1 denotes a semi-trailing arm disposed approximately in the longitudinal direction of the vehicle body, and the semi-trailing arm 1 has a tunnel-shaped front side portion 4A11.
and a substantially cylindrical rear member 12 are connected in the front and rear,
The rear member 12 includes a circular rear wheel support portion 121 that rotatably supports the ski wheel W, and a connecting portion that projects forward from the A7 boiler support portion 121 and is connected to the rear end of the front member 11. 122, and one of the first control links 31, which will be described later, protrudes inwardly and forwardly from the connecting portion 122.
．． Control link fixing part 12 to which four ends are fixed
3rd, a lateral link attachment for protruding inwardly from the wheel support part 121 in the vicinity of the control [1-le link fixing part 123] and taking the later-described lateral link 2 (-J l). 1. On the other hand, the rear end of the front member 11 is fixed to the connecting portion 122 of the rear member 12 with a bolt 13, and the rear end of the front member 11 is (That is, the base end of the semi-trailing arm 1) extends forward and is attached to the vehicle body at one point via an elastic bushing 14 so as to be swingable in the vertical direction.

Reference numeral 2 denotes a lateral link disposed between the semi-trailing arm 1 and the vehicle body, and one end of the lateral link 2 has an elastic bush 14 attached to the vehicle body side of the semi-trailing arm 1. ) is rotatably connected to the vehicle body via pole joints 1 to 21 at a position inside the vehicle body, and the other end is connected to the lateral link attachment portion 124 (near the tip portion) of the semi-trailing arm 1 with a pole joint 2.
The A7 wheels are rotatably connected to each other via A7 wheels W to ensure lateral rigidity against the lateral forces acting on the A7 wheels. Further, the lateral link 2 and the semi-trailing arm 1 are configured to support and cover the rear wheel W so as to be able to swing vertically relative to the vehicle body.
Attachment points on both vehicle body sides of railing arm 1 and lateral link 2 (elastic bushing 14 and ball joint 21)
), that is, the swing center axis p of the semi-trailing arm 1 is inclined at a predetermined angle with respect to the center line in the longitudinal direction of the vehicle body.

3 is connected to the first connector 1 disposed between the semi-1 herering arm 1 and the lateral link 2.
This is a camber link mechanism consisting of a link 31 and a second link 32.
The +y part is the :1 point of the above semi-trailing arm 1 [
] - It is fixed to the link fixing part 123 (that is, near the A7 wheel support part 121) with a bolt 33, and the tip part extends inwardly and downwardly toward the front. On the other hand, the second roll link 32 is located within the vertical plane S (see Fig. 5) that includes the swing center axis 9 of the semi-railing arm 1 during the retching. The lower end is rotatably connected to the tip of the link 31 via a ball joint 34, and the upper end is connected to the vehicle body with a ball joint. 3
The length of the control link 32 is set shorter than the length of the first control link 31.

Further, the second controller 1 to the roll link 32 are set such that their rotation center point P (ball joint 35) on the vehicle body side is set downward with respect to the intersection of the swing center axes of the semi-1 and railing arm 1. The question is offset by Φe.

In addition, 4 is a shock absorber arranged in the vertical direction,
The shock absorber 4 has its lower end connected to the rear end portion 1 of the semi-trailing arm 1.
Shock absorber mounting part 125 protruding rearward from 1
The upper end is connected to the vehicle body. Further, 5 is a coil spring arranged around the outer periphery of the shock absorber 4;
6 beam \7 axle shaft 1-.

Next, to explain the effects of the above embodiment, when the rear wheel W bumps or rebounds, the
7 Wheel W swings vertically with respect to the vehicle body via a semi-trailing arm 1, and is connected to a first roller link 31 whose base end is fixed to the semi-trailing arm 1 and its tip. A key consisting of a second control link 32 and a second control link 32 Link Ia
It swings through the horizontal 3.

In this case, the Kitomba control link mechanism 3 is
The second control link 32 is vertically arranged in a vertical plane S that includes the swing center axis 9 of the semi-1 to railing arm 1, and its rotation center point P (ball joint 35) on the vehicle body side is located in the semi-1 ~ By setting the A fret between E and A with respect to the pivot axis 9 of the railing arm 1, as shown in FIG. Connection point Q between controller 1 and roll link 32
(Ball joint 34>) Rotation locus q1 in which the semi-trailing arm 1 rotates around the pivot axis 9, etc. The rotation center point on the heavy body side of the second control link 32 A rotation locus that rotates around P (12 and
Differences occur even when the size is the same during bump assist and rebound. This trajectory difference is semi-1 - railing arm 1
Only the oscillation of Nyorori-kan 7-boil W's 4" II inverter change corresponds to J-Kirenbar's 1-troll suspension (correction amount).
Depending on the amount of this control, the camber change of the A1 wheel W is caused by the swing of the semi-trailing arm 1 only, and the elastic bushing 14) which is attached to the vehicle body side of the semi-railing arm 1 Under elastic deformation, the correction controller 1 is effectively rolled in response to bumps and rebounds, and with the same magnitude during bumps and rebounds.

As a result, the rear wheel W can be made into a negative camber when bumps occur due to cornering, and the steering stability when traveling hk times can be improved. In addition, the camber change of the rear wheel W can be equally suppressed to a small level when the vehicle is traveling straight, when there is a bump due to a rough road, or when there is a rebound, and the straight traveling performance can be effectively improved. Furthermore, if you set the rear wheel W so that it has a negative camber when cornering by using the difference in A-da between the bump suspension when cornering and the bump Φ when running on a rough road, you can use it when driving straight on a rough road. The camber change during driving can be suppressed to a small level, and the above-mentioned properties can be achieved.

Moreover, the semi-railing arm 1 to the semi-railing arm 1 is attached to the vehicle body at one point at its base end via the elastic bushing 14, and near the tip (lateral link attachment portion 12'1.)
is attached to the vehicle body via the lateral link 2, so the camber control has the advantage of being easily adjusted in response to bumps and rebounds due to the elastic deformation of one elastic bushing. Not only is it irritating, but it also resists the lateral force acting on the rear wheel W.
7 The lateral stiffness of the suspension can be reduced by f'11,
I'm going to look into Toshisada, who can make the weight lighter.

Furthermore, since the control is used to control (changes in movement) in response to bumps and rebounds, it is possible to prevent the position of the trailing arm 1 from interfering with the intermediate position of the swing center axis 9. The rear suspension can be freely selected (i5H + freedom 1α).

In the above embodiment, the second control link 32 of the roll link fi IM 3 is as follows:
The second control link 32 is arranged in the vertical direction, and its rotational center point P on the vehicle body side is set above the connection point Q with the first control link 31. As a result, the length of the second control link 32 is relatively short. In combination with this, the attachment point of the cambercon 1 to roll link * IM 3 on the vehicle body side can be raised, the layout of the roll 7 suspension becomes upper right, and the load acting on the second control link 32 is directed in the tensile direction. This makes it more advantageous for being strong and thin.

In addition, in the above embodiment, the first control link 31
The base end of the semi-trailing arm 1 is located near the A wheel support section 121 (con 1 ferro link fixing section 123).
), and one end of the lateral link 2 is connected to the semi-1 railing arm 1 near the roll link fixing part 123 (the second lateral link mounting part 124), and the J-ri By shortening the torsional length of the semi-railing arm 1 to the railing arm 1 by the cambercon 1 ferro link (groove 3 and lateral link 2), it is effective to improve torsional rigidity and reduce weight accordingly.

In addition, in the embodiment described in -■-, the present invention was applied to a railing arm type rear 1 nose suspension having one mounting point on the vehicle body side, but when two mounting points on the vehicle body side were It goes without saying that the semi-railing arm type (or full I-railing arm type) can also be applied in the same way, especially in the case of the Nord trailing arm type. It has 6 effects on the negative camber control of the Tokiriya wheel.

In the above embodiment, the second controller 1 to the roll link 32 of the control link mechanism 3 of the control link mechanism 3 are vertically arranged in the vertical plane S including the swing center axis ρ of the semi-trailing arm 1, and The lower end of the 2nd roll link 32 is rotatably connected to the tip of the 1st roll link 31, and the upper end is rotatably connected to the vehicle body.
The end of the control link 32 may be rotatably connected to the tip of the first control link 31 and the lower end to the vehicle body. In short, the second control link 32 may be connected to the above-described vertical It suffices if it is arranged in a downward direction within the plane S, and its rotation center point P on the vehicle body side is set at a set amount A offset 1 to tQ with respect to the swing center axis 9 of the semi-trailing arm 1. .

[Brief explanation of the drawing]

The drawings represent an embodiment of the present invention, so Fig. 1 is a schematic explanatory diagram showing the rear suspension structure for the right rear wheel, Fig. 2 is a plan view of the same, and Fig. 3 is a rear view as seen from the rear of the vehicle body. , Figure 4 is a side view seen from inside the vehicle body, Figure 5 is the first view.
It is a diagram showing the rotation locus of the connection point of the controller 1 to L]-roll link and the second controller (roll link).

Claims (1)

[Claims] (1) A trailing arm that rotatably supports the wheel, and whose base end is attached to the vehicle body via an elastic bushing so that it can swing freely in the upward f direction, and whose base end is attached to the above-mentioned trailing arm. It comprises a fixed first control link and a second control link, one end of which is connected to the tip of the first control link and the other end of which is rotatably connected to the vehicle body, The second control 1-roll link is arranged vertically in a vertical plane including the pivot axis of the 1-railing arm, and the pivot center point on the vehicle rear side is This automatic suspension is characterized by being installed with a set offset from the center axis of the movement.