JPS6064006A - Rear suspension of car - Google Patents

Abstract

PURPOSE:To provide a light weight, high transverse rigidity, and high durability rear suspension by arranging one of three lateral links in the upper side, and two of them in the lower side respectively in front and in the rear and by forming the connection at the outer end of the lateral link placed in the lower rear side with the use of a ball joint. CONSTITUTION:A lateral link 24 is arranged in the upper side, and lateral links 23, 25 in the lower side in front and in the rear respectively, and a wheel support 26 is connected to the outer ends 23a, 24a of the lateral links 23, 24 by use of rubber bushes and also connected to the outer end 25a of the lateral link 25 by use of a ball joint. And the inner ends 23b-25b of the lateral links are connected to the car body using rubber bushes. In this constitution, at the time of bumping and rebounding, the outer ends 23a-25a of the three lateral links are twisted against their inner ends 23b-25b, but the ball joint 25a absorbs this twisting and prevents the action of twist force. Therefore, the durability can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a rear suspension suspension that rotatably supports the rear wheel of an automobile and alleviates vibrations and/or yoke transmitted from the rear wheel. (Prior art) There are several types of car suspension.
Trailing arm type suspension is one type of suspension. Trailing arm type suspension has advantages such as no change in tread or camber, simple structure, does not take up much space, and less shock when overcoming obstacles. Used for rear suspension. In addition, trailing arm type suspensions are rarely used for front suspensions, as the caster changes are large and the nose dive during braking is large. So,
Since the load on the tire is supported by the trailing arm, it is necessary to increase the rigidity of the trailing arm (417i), which requires expanding the arm span and strengthening the arm. It is unavoidable that the arm itself becomes heavier.Increasing the weight of the arm leads to an increase in vehicle weight, which leads to problems such as worsening fuel efficiency and increasing manufacturing costs.

In order to improve such problems, for example,
As disclosed in No. 62205, a suspension structure has been proposed in which the suspension structure is supported by two 414-direction links of two lightweight swing arms arranged in the longitudinal direction of the vehicle body, thereby increasing the lateral rigidity and light weight. There is. Figures 1 to 3
Figure 1 shows a suspension with this structure. Figure 1 is a perspective view taken from diagonally rearward, showing one end 1a (i = swing arm rotatably attached to the vehicle body (not shown)) on the front side. At the other end 1b of 1 are outer ends 3a of two lateral links 4, 4 located above and below the vehicle body and extending in the width direction.

4a is rotatably attached to the inner ends 3b of the upper and lower lateral links 3, 4.

4b is rotatably mounted on the vehicle body.

The other end 1 of the swing arm 1 rotatably supports the carrier wheel 2 and also serves as a wheel support.

The other end 1b of the swing arm 1 is connected to the vehicle body via a yoke absorber (not shown) and a spring (not shown), thereby alleviating vibrations and vibrations from the wheel 2. 1b can move up and down relative to the vehicle body. FIG. 2 is a plan view of this suspension viewed from above the vehicle body, with the upper side in the figure being the front of the vehicle body. FIG. 3 is a front view of this vehicle viewed from the rear of the vehicle. In the figure, the vertical direction is the vertical direction of the vehicle body, and the left-right direction is the width direction of the vehicle body.

The suspension smell configured in this way is the inner end 31 of the upper lateral link 3 and the lower lateral link 4).
, 4b on the vehicle body has the advantage that the camber angle can be adjusted simply by adjusting the entire position. However, when the wheel 2 is lowered with respect to the vehicle body, that is, when there is a bump and a rebound 11, the wheel 2
The center O is supported by the upper and lower lateral links 3 and 4 and traces a substantially arcuate locus as shown by the broken lines of arrows A and B. Therefore, the wheel center O moves up and down with respect to the car body, and also inside the car body (in the car body width direction, in the direction where the lateral link is provided to the wheel, that is, the left wheel for the right wheel, and the right (11
! This is called the inside of the vehicle body. ), that is, move in the direction of arrow C. When the wheel center 0 moves inward to the vehicle body, the swing arm 'no (lh &
1iil b also moves inward into the vehicle body, and thus the swing arm 1 is rotated counterclockwise in FIG. 2 with one end 1a as the center. Therefore, the wheel 2 supported by the other end 1b of the swing arm 1 is also rotated counterclockwise (in the direction of the arrow). In other words, face the direction of toe out.

In this way, the above-mentioned Zaspeno/Yon using one swing arm and two lateral links has the advantage of increasing lateral rigidity, reducing weight, and making camber control easy. However, I could not fully control the changes in the tires during compression and rebound, and while driving, the wheels changed 1 and 1 during compression and rebound, and the vehicle was unable to run. There is a problem of stability. In view of this problem, we have created a structure that uses one swing arm and three lateral links to have high lateral rigidity, and is lightweight.
The applicant has devised a suspension mechanism that not only makes it easy to adjust the toe angle, but also allows full control of changes in toe angle during no-pull and no-pull. An example of this rear suspension is shown in FIGS. 4 to 7, and the control of toe angle change will be explained using these figures.

Of these figures, Figure 4 is a perspective view of the Q91 viewed diagonally from behind, Figure 5 is a plan view from above the vehicle body, Figure 6 is a front view viewed from the right side of the vehicle body, and Figure 7 is a view from the rear of the vehicle body. This is a side view as seen from the right side in Figures 5 and 6.
In the figure, perpendicular to the plane of the paper, the front and rear of the vehicle are shown, respectively. As shown in these figures, the rear wheel 12 is rotatably supported by a wheel support 16. This wheel support 16 has a tip ψiA of the swing arm 11.
i 1 l b is fixed, and the base end 1.1 a is attached to the vehicle body 10 so that the swing arm 11 is positioned in the longitudinal direction of the vehicle body. Further, the base end 11a is attached so that the swing arm 11 can swing in the vertical direction of the vehicle body around I. For this reason, the wheel support 16 and the rear wheel I2 are able to move in the vertical direction of the vehicle body, but the coil spring whose lower end is attached to the wheel support 16 and whose upper end is attached to the vehicle body 10 has an appropriate vertical movement of the vehicle body. vibrations and shocks transmitted from the wheels are reduced. The wheel support 16 includes three first, second, and third lateral links arranged in the lateral direction of the vehicle body] :3,
] /I, J 5 outer end] 3 a, l 4
a + l 5 r" is attached by a ranokuf nonyu, and these 13 lateral links 13, 14.1
5 inner ends 13b, 14b.

15b is attached to the vehicle body 10 by means of a lever. In this case, the first lateral link 13 is connected to the other two
Book lateral link 14.

It is located further forward of the vehicle body than 15, and is set shorter than the two lateral links 14.15.

The second lateral link 14 is located behind the first lateral link 13 and above the third lateral link 15, and is set longer than the first lateral link 13 and shorter than the third lateral link 15.

FIG. 8 is a schematic representation of the Yazaspen 7Y/, which is constructed in this way, when viewed from the rear of the vehicle body, and with reference to this figure, let us consider the situations when bumps and IJ bounds occur. The rear wheel 12 moves upward relative to the vehicle body when bumping, and moves downward when rebounding. For this reason, the first
, 2nd and 3rd lateral linok 13.

Each outer end of 1 4 and 1 5 1 3 a + I /I
a r 1 5 a is the radius of each link and each inner end]. 3+).

14b, 15b are all centered on the broken lines E, II' and G in the figure.
Move along the trajectory shown. Therefore, at the time of bump or rebound, the outer path j of the first lateral link 13
L 3; I f': Move the J knee downward and move inward to the vehicle body, and the outer end 1 4 of the second lateral link 14;
I tJ: At the time of a bump, it moves upward and into the vehicle body, and at the time of rebound, it moves downward, moving outward from the vehicle body until the link becomes horizontal, and then moving inside the vehicle body. Third
Outside 141a l 5 au of lateral link 15,
When bumping, the link moves up and outwards from the vehicle body until the link becomes horizontal, and then moves toward the inside of the vehicle, and when rebounding, it moves downward and moves toward the inside of the vehicle.For this reason, during bumps and rebounds, each outer end 1.3a of.

Comparing the positional relationship of 14a, 15a and the positional relationship of each outer end when stationary, it is found that the outer end 13 of the first lateral link during bumps and rebounds due to the difference in length of each link.
The tire a is located further inside the vehicle body than the other two outer ends 14 a + 15 a, and the tire faces the toe-in side. In addition, at the time of a bump and rebound, the center of the wheel 12 normally moves inward of the vehicle body due to the movement of the three lateral wheels in the vehicle width direction, so the center of the wheel 12 is moved in the same way as shown in the examples of Figures 1 to 3. (+111
However, this can be offset by the above-mentioned change to the toe-in side. That is, the first, second . Third
Lateral links 13 , 14 .

If the length and position of 15 are set appropriately, it is possible to control the 1.- change in rebound 1 (I).

However, at the bump and rebound 119, the wheel 12 and the wheel support J6 move up and down with respect to the vehicle body lO, so the wheel support J6
The base end 11ai of the swing arm 11 moves up and down along an ellipsoidal arc-shaped trajectory. At this time: three lateral links 13 r 14.1.5 C-, 11, inner end attached to vehicle body 10]: 31), J 41),
] 5 b is fixed whereas the outer end attached to the wheel support], :3 a) 14
Since the a r15a moves along the arc-shaped locus, the outer end is twisted with respect to the inner end. Lateral link”
3v 14 + 15 is 1lill 1 body, so
This twisting is absorbed by the deformation of the rubber bushings at both ends of the lateral reel. However, in order to absorb this torsion, it is necessary to make the rubber bushings softer, but in order to fully support the lateral force of the wheel, the rubber bushings cannot be made softer, and this torsional deformation causes Durability of rubber bushings! There is a problem in that the durability of the suspension decreases, and the durability of the suspension decreases.

To completely prevent this torsional deformation, a ball joint could be used instead of a rubber bushing, but ball joints have the property of increasing friction during high-frequency minute vibrations and becoming almost the same as a rigid connection. This poses a problem in that high-frequency minute vibrations from the wheel side are directly transmitted to the vehicle body, increasing road noise while driving. The overall purpose of the present invention is to provide a suspension that can control changes and one-to-one changes, is durable, and has good road noise insulation.

(Structure of the Invention) The rear suspension vehicle of the present invention rotatably supports the rear wheel by a wheel support, the entire swing arm is positioned in the longitudinal direction of the vehicle body, and the base end of the swing arm is attached to the wheel support at the tip of the swing arm. is attached to the vehicle body, and the front BQ tip is made to be able to swing freely in the vertical direction of the vehicle body with the entire base end as the center, and it is designed to receive the rotational force from the rear wheel and the front and rear. In the rear suspension of an automobile, the three lateral links are arranged in the width direction of the vehicle body, and the outer ends of the vehicle are connected to three points spaced apart from each other on the vehicle body. Outside ψ;1.
: At least one of the side connecting parts is formed by a ball joint, and furthermore, these three lateral links are such that one is upward and the other two are
The book is arranged so as to be located below and in front and behind this one book, and the outer end connecting part of the lateral link arranged below and at the rear is formed by a ball joint. It is something to do.

(Effects of the Invention) According to the present invention, the swing arm arranged in the longitudinal direction of the vehicle body turns the wheel support into an oil for swinging the vehicle body up and down.
In addition, since the wheels are supported by three lateral links arranged in the lateral direction, they are lightweight and have high rigidity, and camber and camber can be easily controlled. Furthermore, the outer end 11111 of the lateral link
Since the connection part is formed by a pole/joint, the twist caused in the connection part at the time of bang and rebound can be absorbed by the ball joint, and it is possible to achieve a highly durable rear suspension. The ball joint node is installed only on the outer end side connection part, so
High-frequency minute vibrations from the wheels are transmitted to the lateral link via the ball joint, which is a rigid body connection, but it can be absorbed by the inner end connection, so road noise does not increase. It is generally known that the larger the unsprung load of the spring that supports the sea lion against the wheel support, the smaller the rotor noise will be. By making the end side connection part a hole joy/1, high frequency minute vibration (1,5 (fJ, hole/joint is almost a rigid body connection, 4), the lateral link is 1-1j body connected to the wheel support. This has the advantage that the spring's ←]" fall (;:fiTI-) becomes larger and road noise can be suppressed.

(Example) Embodiment fJ of the present invention will be described below with reference to the drawings.

Figure 9 shows a preferred embodiment of the present invention.
ON"J" II indicates -'J-1, middle J, body +
It is the 31J side. The swing arm 2J swings in the vertical direction of the vehicle body with the base end 2J21 as the fixed center.
], a is connected to the vehicle body (not shown).

Tip 21 b td of swing arm 2j, wheel-
! J-Haw 1-26, this wheel support 26 rotatably supports the wheel 22'f1, and also supports the J and second lateral links 23, 24.
The third lateral link 25 is connected to the outer end 25a of the third lateral link 25 and the vehicle body through a ball joint node through outer ends 23a and 24a of the third lateral link 25 and rubber butts/yu. 1st. 2nd and 3rd
Lateral link 23+ 24.25 white neck: i 2 J
b 124b, 251) are connected to the vehicle body via Rahabunyu, respectively. Although not shown further,
A coil spring and a damper unit similar to those shown in FIGS. 4 to 7 are installed in a part 27 of the wheel support to support the vehicle body against the wheel support 26, and vibrations transmitted from the wheel are mounted. And/Yotsuku is now softened.

In the rear suspension configured as above, the three lateral links 23+
24. Outer Z with respect to the inner ends 23b, 24b, 25b of 25
A'i 23 a.

2' 4 a+ 25 a is twisted. At this time, the third
Since the outer end 25 of the lateral link 25 is a ball joint, torsional sound is absorbed here, and no torsional force is applied to the rubber bushing at the inner end 25b, improving durability. Note that in this embodiment, the first. Second didecyl link 23
゜24 has rubber bumpers on both the inner and outer sides, but as shown in this diagram, the configuration and suspension are similar to those of the 32nd model.
Since Chirallik 25 receives the largest amount of damage, the rubber bush L/igl of 3rd lateral + J/ri 23° 24, the rubber fin/x J Nili (
2 because I often need to be convenient. That is, when both 411 of the third lateral link 25 are connected, the stress required to make the rubber bushing hard is large, and the reduction in stain resistance is large, whereas the first and second lateral links 23 Since the comparative conditions of the rubber bushing of 0.24 are good, the stress generated in the rubber bushing due to the torsion that occurs during bumps and rebound is relatively small, so the durability does not deteriorate much. For this reason, this embodiment shows an example in which only the outer end 25a of the third lateral link 25 is made into a ball joint, but of course the present invention is not limited to this embodiment only; 2J If at least one or more of the inner ends 23b to 251) is a ball joint, all of them are included in the present invention.

Furthermore, since a ball joint is used only at the outer end connection part and a rubber bushing is used for the inner φ;11:, vibrations transmitted from the wheel are absorbed by the inner end rubber bushing and are less likely to be transmitted to the car body. , road noise does not increase.

In addition, if the outer end 25b (i7 ball joint is used), when high-frequency minute vibrations are transmitted from the wheel, the ball joint becomes a rigid body connection, and the third lateral link 25 becomes in a state of integral connection with the wheel support 26. Therefore, the third lateral link 25 adds to the unsprung load of the coil spring supporting the vehicle body against the wheel support 26, increasing the unsprung load and reducing road noise.

[Brief explanation of the drawing]

FIGS. 1 to 3 show all examples of a conventional rear suspension with two lateral links, FIG. 1 is a perspective view, FIG. 2 is a plan view, and FIG. 3 is a front view. Figures 4 to 8 show all examples of conventional rear suspensions with three lateral links. Figure 4 is a perspective view, Figure 5 is a plan view, Figure 6 is a front view, and Figure 7 is a front view. The figure is a side view, and Figure 8 is a top view. Figure 9 is a plan view showing an embodiment of the rear suspension of the present invention. 11.21... Swing arm 12, 22...
Point 13.23...First lateral link
14.24...Second Lateran Link 15+25...
3rd lateral link 16.2 + Juice...Wheel support 81 Figure 2 Figure 63 Figure 4 Figure 15+') 010a No. 61! ! ! 1 Figure 7 Figure 8 1 Figure 9

Claims (1)

[Scope of Claims] 1) A wheel support that rotatably supports a rear wheel, and a wheel support disposed in the front-rear direction of the vehicle body with a base end attached to the vehicle body and a tip end covered with the wheel support, and located at the entire center of the base end. The light ψ1゛1.1 is swingable in the vertical direction of the vehicle body and receives the rotational force from the rear wheel as well as the front and back, and each outer end is connected to three points separated from each other on the wheel support. and three lateral links arranged in the lateral direction of the vehicle body, each inner end of which is connected to three points spaced apart from each other on the vehicle body, and at least one of the outer end side connecting portions of the three lateral links One is formed by a ball joint.'
2) When the three lateral links are connected to each other, one is upward and the other two are
The books are arranged below and in front and behind the book, and the outer end connecting portion of the lateral link arranged below and at the rear is formed of a ball joint. The automobile suspension pen/yield as described in Scope 1.