JPS6053412A - Rear suspension of car - Google Patents

Abstract

PURPOSE:To improve the traveling stability of a car by supporting a wheel bearing member with a swing arm extending along the car body and three lateral links extending across the car body and by setting the fitting points of these lateral links to the wheel bearing member about the wheel center away from each other. CONSTITUTION:A swing arm 18 is provided, which is plate-shaped (vertically wide) and extending along the car body and which is fixed, at one end, to the car body via a horizontal transverse shaft 38 in such a manner as to permit free rotation about this shaft and also fixed, at the other end, to a wheel bearing member 12 with a bolt 30. Also the first through third lateral links 20, 22, 24 are provided, each of which is fixed, at one end, to the wheel bearing member 12 via a horizontal shaft extending practically along the car body in such a manner as to permit free rotation about this shaft and also fixed, at the other end, to the car body in the same manner, permitting free rotation. In this case, the fitting point of the second link 22 to the wheel bearing member 12 is set about the wheel center, and the fitting points of the first and third links 20, 24 are arranged under the wheel center, one on the front side and the other on the rear side of the wheel center, and the first link 20 is formed shorter than the third link 24.

Description

[Detailed description of the invention] (Industrial application field) The present invention relates to improvements in suspension suspension for automobiles.

(Prior Art) A system called a trailing arm type or a semi-trailing arm type has been known as an independent rear suspension for automobiles.

This rear suspension system has a trailing arm that extends in the longitudinal direction of the vehicle body and is attached to the vehicle body so that its front end can swing vertically, and a hub support member that supports the wheel hub at the rear end of the trailing arm. is fixed. Further, a damper is arranged between the rear end of the trailing arm and the vehicle body above it. This type of rear suspension has a simple structure and is lightweight, but in order to sufficiently increase the lateral rigidity of the trailing arm, its cross-sectional shape must be made large and the attachment points to the vehicle body must be As proposed by No. 62205, the lateral spacing must be widened, and the trailing arm becomes large. In this proposed structure, the front end of the trailing arm extending in the longitudinal direction of the vehicle body is swingably attached to the vehicle body, and the wheel hub is supported at the rear end.
At the rear end of the trailing arm, two
each outer end of the book lateral link is coupled to a pivot member;
The inner end of the lateral link is rotatably connected to the vehicle body. This type of rear suspension is advantageous in that the rigidity of the trailing arm does not need to be very high, but when the wheel moves vertically relative to the vehicle body, it also moves downward when moving upward, that is, when bumping. Even when the vehicle moves toward the vehicle or rebounds, the wheels tend to move in the toe-out direction, resulting in unstable steering such as oversteer while driving on a curved road.

(Object of the present invention) An object of the present invention is to provide a rear suspension for an automobile that can suppress the toe-out direction caused by vertical movement of a wheel, and can therefore further improve running stability. .

(Configuration of the present invention) In order to achieve the above object, the present invention is configured as follows. That is, the present invention extends in the longitudinal direction of the vehicle body, has one end attached to the vehicle body so as to be swingable in the vertical direction, supports a wheel support member at the other end, and resists forces in the longitudinal direction and in the wheel rotation direction to the wheel support member. A swing arm configured to be able to transmit rotational force, and a swing arm that extends in the lateral direction of the vehicle body independently of each other.
One end of each lateral link is rotatably attached to the wheel support member, and the other end is rotatably attached to the vehicle body. upward position fiE
However, the attachment point of the other lateral link is located below and in front of the wheel center, and the attachment point of the remaining lateral link is located below and behind the wheel center. The vehicle is characterized in that the lateral links attached lower and forward are shorter than the lateral links attached lower and rearward from the center of the wheel.

According to this configuration of the present invention, the posture of the wheel support member, and therefore the wheel, is regulated only by the three lateral links, and the arrangement of the three lateral links, that is, the vertical and vertical directions of each lateral link. By appropriately determining the longitudinal inclination angle, length, mounting position to the wheel support member, and lateral rigidity at the mounting position, it is possible to prevent lateral forces and longitudinal forces from acting on the wheel during bumps, rebounds, etc. It becomes possible to control the toe change and camber angle change of the wheel to a desired tendency when the wheel is moved.

In the present invention, one of the three lateral links is attached to the wheel support member at the upper blade than the wheel center, and the other two are attached to the wheel support member below the wheel center. Since the links are located at the front and rear of the wheel center, toe changes during bumps and rebounds of the wheel are controlled by these two lower lateral links. Of the two lower lateral links, the one at the front is shorter than the one at the rear, so when the front lateral link swings in the vertical direction, the displacement of the outer end inward toward the inside of the vehicle is caused by the displacement of the rear lateral link. can be larger than the displacement of the outer edge of the wheel, giving the wheel a slight toe-in change, or at least suppressing toe-out details. The swing arm only needs to have the strength and rigidity to transmit the force in the longitudinal direction of the vehicle body and the rotational force in the wheel rotation direction, and it is necessary that it does not restrict the wheel attitude control by the three lateral links. There is. To achieve this, it is necessary to reduce the lateral rigidity of the swing arm so that it can flex laterally during bumps, rebounds, etc., or to attach the swing arm so that it can be displaced laterally relative to the vehicle body, or to The swing arm may be configured to allow displacement of the wheel support member in the bridge direction by, for example, coupling the arm and the wheel support member such that relative displacement is possible.

(Effects of the Invention) According to the present invention, three lateral links extending in the lateral direction of the vehicle body are provided, and the attachment points of these lateral links to the vehicle body support member are above the wheel center, and the attachment points of the other two lateral links are above the wheel center. is positioned below the wheel center, and one of the lower two lateral links is positioned forward and the other behind the wheel center, so the toe change of the wheel is It is now regulated only by these two lower lateral links. Of the two lower lateral links, the one on the front side is made shorter than the one on the rear side, so it is possible to effectively suppress the tendency of wheels to bump or rebound.

(Description of Embodiments) Referring to FIGS. 1 to 5, a wheel lO is rotatably supported by a wheel support member 12, and a suspension device 1
4 to the vehicle body 16. The suspension device 14 includes a swing arm 18, a first lateral link 20, a second lateral link 22, and a third lateral link 2.
4 and a shift absorber 26. The swing arm 18 has a medium-wide plate shape on the top and bottom, extends in the longitudinal direction of the vehicle body, and the front end is rotatable around a horizontal axis in the lateral direction of the vehicle body by a rubber bush 39 integrated with the swing arm 18 on a bracket 29 provided on the main frame 28 of the vehicle body. The rear end is fixed to the wheel support member 12 with a bolt 30. The first lateral link 20 extends substantially transversely to the vehicle body, and has one end attached to the wheel support member 12 via a rubber bushing 20a so as to be rotatable around a horizontal axis in the longitudinal direction of the vehicle body, and the other end to the vehicle main frame 28. Similarly, it is mounted via a rubber bushing 20b so as to be rotatable around a horizontal axis extending substantially in the longitudinal direction of the vehicle body. The second lateral link 22 and the third lateral link 24 have one end connected to the wheel support member 12 through a rubber bush 22a224a, respectively.
It is mounted rotatably around a horizontal axis in the longitudinal direction of the vehicle body, and is similarly mounted rotatably around a horizontal axis in the longitudinal direction of the vehicle body via rubber bushes 22b and 24b to the rear subframe 32 on the vehicle body side. There is. The shock absorber 26 is equipped with a coil spring 34 and a damper 36, extends in the vertical direction, and has a lower end attached to the wheel support member 12 so as to be rotatable around a horizontal axis in the lateral direction of the vehicle body, and an upper end attached to the vehicle body 16. Mounted to allow rotational displacement. The mounting position of each lateral link 20, 22, 24 on the wheel support member 12 is in a positional relationship that is not in a straight line within a vertical plane. The first lateral link also slopes slightly rearwardly and outwardly in the plane of FIG. 1, and slopes slightly outwardly and downwardly in the rear view of FIG. The first lateral link 20 is
The link length is configured to be shorter than that of the third lateral link 24.

When the wheel 10 receives a force in the vertical direction, the wheel 10 is displaced in the vertical direction, and the swing arm 18 swings around the bolt 38 for attaching its front end to the vehicle body.

Therefore, the wheel center 40 is displaced along an arcuate trajectory centered on the bolt 3B at the front end of the swing arm 18. In this case, since the wheel support member 12 is laterally supported by the three lateral links 20.22.24, the lateral links 20.22.24 also swing vertically, and their outer ends swing. Displaces laterally with movement. In the illustrated embodiment of the lateral link arrangement, the first lateral link 20 is slanted laterally outwardly and slightly posteriorly downward, and has the shortest length among the three lateral links. shellfish. The second lateral link 22 is laterally outwardly inclined slightly forward and upwardly, and the third lateral link 24 is laterally outwardly inclined slightly downwardly. With this arrangement, if we consider a case in which the wheels are displaced in two directions, the outer end of the first lateral link 20 will be slightly displaced outward along the curve 20c in FIG. Since it has a rearward inclination, the amount of outward displacement is small.

The outer end of the second lateral link 22 is displaced inward as the wheel is displaced upward. Further, although the outer end of the third circumferential link 24 is displaced along the curve C in FIG. 2, the amount of displacement in the lateral direction of the vehicle body is extremely small. Since the outer end of the first lateral link 20 is located forward of the outer end of the third lateral link 24, there is almost no toe-in change as a whole, and the outer end of the second lateral link 22 is positioned upwardly relative to the other links. Because of this, the camber angle will decrease. A downward displacement or rebound of the wheel results in a slight toe-in and a slight increase in the camber angle.

That is, in response to vertical displacement of the wheel, a toe angle change occurs as shown by curve a in FIG. 6, and a camber angle change has a tendency as shown in FIG. 6 C. The curved line in FIG. 6 shows the toe angle change in the suspension of Utility Model Application No. 56-62205, and from this figure, the excellent effect of toe angle control in this embodiment can be recognized. Due to this change in the attitude of the wheel, the rubber bushing 39 that attaches the swing arm 18 to the vehicle main frame 28 is displaced in the axial direction, and therefore the swing arm 18 is subjected to a necessary amount of lateral displacement. arise.

Note that when a lateral force is applied to the wheels such as when traveling on a curved road, the rubber bushes 2Qa, 22a, and
24a, but by making the rigidity of these rubber bushings the same, it is possible to prevent almost any toe angle change from occurring against lateral force, and the rigidity of these rubber bushings can be changed as necessary. By this,
It is also possible to produce a slight toe-in in response to inward lateral forces and a slight toe-out in response to outward lateral forces.

Furthermore, with this arrangement, there is almost no change in toe angle in the front and rear directions.

FIG. 5 shows another embodiment of the present invention, in which the same parts as in the previous example are indicated by the same reference numerals. In this example, the arrangement of the three-tree lateral links 20, 22, and 24 is changed. Referring to FIG. 5, the mounting positions of the lateral links 20, 22, 24 on the wheel support member 12 are not aligned in a vertical plane in the longitudinal direction of the vehicle body, and the first lateral link 20 is Axle 40
The second lateral link 22 is above and in the n:1 force position relative to the axle 40, and the third lateral link 24 is below and rearward relative to the axle 40. Europe is attached to each position. Even with this arrangement, the effect is the same as the previous example.

The present invention is not limited to the arrangement of the embodiments described above, but by variously changing the arrangement of the lateral link, the position and rigidity of the attachment point to the wheel support member, the camber angle and toe angle of the wheel can be changed as desired. It is possible to make it a trend.

[Brief explanation of drawings]

FIG. 1 is a plan view of an embodiment of the suspension of the present invention;
Fig. 2 is a rear view, Fig. 3 is a perspective view, Fig. 4 is a sectional view taken along line A-A in Fig. 2 is a chart showing changes in toe angle when the vehicle is subjected to Description of symbols 10... Wheel, 12... Wheel support member, 14... Suspension device, 18... Swing arm, 20... First lateral link, 22... Second lateral link, 24 ...Third lateral link, 26...Shock absorber, 28...Vehicle main frame. Figure 1 Figure 2 24c''-20c Figure 3 Figure 4

Claims (1)

[Claims] It extends in the longitudinal direction of the vehicle body, has one end attached to the vehicle body so as to be swingable in the vertical direction, supports a wheel support member at the other end, and is configured to be capable of transmitting force in the longitudinal direction and rotational force in the wheel rotation direction to the wheel support member. and three lateral links that extend in the lateral direction of the vehicle body independently of each other, one end of each lateral link is rotatably attached to the wheel support member, and the other end is rotatably attached to the vehicle body, and the wheel support member For the member, the attachment point of one lateral link is located above the wheel center, the attachment point of another lateral link is located below and in front of the wheel center, and the attachment point of the remaining lateral link is located above the wheel center. is arranged so as to be located below and to the rear of the wheel center, and is characterized in that the lateral links that are installed below and in front of the wheel center are shorter than the lateral links that are installed below and to the rear of the wheel center. car rear suspension.