JPS61200015A - Constitution for installing stabilizer of suspension for car - Google Patents

Abstract

PURPOSE:To improve a shock absorbing function by rotatably installing the arm of the center rod of a stabilizer on the lower end of a connecting link the upper end of which is rotatably installed on a shock absorbing device, positioning its rotation point on the opposite side of said center rod with respect to the axis of said shock absorbing device, and making its shortest distance from said axis of shock absorbing device to be the maximum when a wheel is in the neutral position. CONSTITUTION:The arm part 47 of the center rod part 46 of a stabilizer 1 is rotatably installed 55 on the lower end of a connecting link 56 at the rear side of a car with respect to the axis 11 of a shock absorbing device 12. The upper end of the connecting link 56 is rotatably installed 57 on the cylinder of the shock absorbing device 12. The rotating point 55 of the arm part 47 is positioned on the opposite side of the center rod 46 with respect to the axis 11 of the shock absorbing device 12, in the neutral position of a wheel 3, to make the shortest distance between the rotating point 55 and the axis 11 of the shock absorbing device 12 maximum in the neutral position of the wheel 3, while it is gradually reduced with the displacement of the wheel. Thereby, bending moment which acts on the shock absorbing device due to the reactional force of the link is reduced, improving a shock absorbing function.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a suspension for a vehicle such as an automobile, and more particularly to a mounting structure for a stabilizer in a suspension.

2. Description of the Related Art As one type of suspension for vehicles such as automobiles, for example, a MacPherson strut type suspension, there is a shock absorber whose upper end is pivotally connected to a heavy body and whose lower end rotatably supports a wheel, and the lower end of the shock absorber. a suspension arm that is pivotally connected between the shock absorber and the vehicle body and guides the vertical displacement of the wheel; and a link that is pivotally connected between the lower end of the shock absorber and the vehicle body and restricts the displacement of the wheel in the longitudinal direction of the vehicle. Such suspensions are already known and widely used as rear suspensions for various vehicles.

Such suspensions also generally incorporate a stabilizer that increases the roll rigidity of the vehicle and improves the handling stability of the vehicle. The stabilizer is a rod-shaped elastic member having a substantially U-shape and having a central rod portion oriented in the vehicle width direction and two arm portions integrally provided at both ends of the central rod portion; It is heavily supported at two positions close to the arm part of the central rod part so as to be able to rotate freely around its axis, and is connected to a suspension arm at the tips of the two arm parts, and when the vehicle is rolling, etc. The center rod section is pivoted relative to the central rod section about its axis, thereby elastically twisting the central rod section, and the resulting spring force biases the suspension arm toward its normal position. act.

In order to improve the effectiveness of the stabilizer incorporated in such a suspension, it is preferable that the tip of the arm portion of the stabilizer be connected at a position as far away as possible from the pivot point of the suspension arm on the city side. In this way, by improving the effect of the stabilizer, the steering stability of the vehicle is further improved, and the rubber bushings incorporated in the pivot joints at both ends of the suspension arm become excessively elastic due to the reaction force from the stabilizer arm. For the purpose of avoiding deformation and thereby improving the ride comfort of the vehicle, for example, as shown in FIG. As shown, the tip of the arm of the stabilizer is connected to the shock absorber by a connecting link which is pivotally attached to the tip of the arm of the stabilizer at one end and rigidly fixed to the cylinder of the shock absorber at the other end. This is already being done on some vehicles.

Problems to be Solved by the Invention In a suspension in which a stabilizer is incorporated in the structure described above, the vertical displacement when the wheel bounces or rebounds is transmitted to the tip of the arm of the stabilizer via the shock absorber and the connecting link. As a result of the transmission, the central rod portion of the stabilizer is twisted elastically, thereby generating a spring force, which increases with increasing vertical displacement of the wheel. The spring force thus generated acts on the shock absorber via the connecting link, thereby biasing the shock absorber in a direction that reduces the vertical displacement of the wheel. In this case, the spring force that acts on the shock absorber via the connection link (hereinafter referred to as link reaction force) does not act along the axis of the shock absorber (because it acts along the axis of the connection link, the shock absorber subjected to bending moment.

When the link m111 that regulates the displacement of the wheel in the longitudinal direction of the vehicle is a member disposed substantially in the longitudinal direction of the vehicle, such as a strut rod, this bending moment is
The product of the shortest distance from the intersection of the link axis and the vertical line passing through the center of rotation of the wheel to the axis of the connecting link (hereinafter referred to as arm length of bending moment) when projected in the vehicle width direction and the link reaction force. The links that regulate the displacement of the wheels in the longitudinal direction of the vehicle are located at two or more positions substantially spaced apart in the longitudinal direction of the vehicle at the end of the vehicle, such as an A-shaped arm. In the case of a member whose other end is pivotally connected to the lower end of the shock absorber, the connection between the link and the vehicle body passes through the pivot point between the link and the shock absorber when projected in the vehicle width direction. It is proportional to the product of the link reaction force and the shortest distance from the intersection of a straight line parallel to the axis between the two and a vertical line passing through the center of rotation of the wheel to the axis of the connecting link (also referred to as the arm strength of the bending moment).

However, in conventional suspensions, as will be explained in detail later with reference to the drawings, the stabilizer is structured such that the arm length of the bending moment increases as the upward or downward displacement of the wheel increases. is incorporated. Since the link reaction force also increases as the vertical displacement of the wheel increases, the bending moment becomes significantly larger as the vertical displacement of the middle wheel increases. Nosuri e l! There is a problem in that the frictional resistance becomes large, and as a result, the shock absorber is unable to fully perform its original function, and the ride comfort of the vehicle deteriorates.

In view of the above-described problems in conventional suspensions in which a stabilizer is incorporated with the above-described structure, the present invention reduces the bending moment that acts on the shock absorber due to link reaction force, thereby reducing the shock absorber. The object of the present invention is to provide a mounting structure for a stabilizer in a suspension that is improved so that the stabilizer can fully demonstrate its original function.

Means for Solving the Problems According to the present invention, the above-mentioned objects extend substantially vertically along an axis, are pivotally connected to a heavy body at an upper end, and are rotatable to a wheel at a lower end. a supporting shock absorber; a suspension arm pivotally connected between the lower end of the shock absorber and the vehicle body to guide vertical displacement of the wheel; and a suspension arm between the lower end of the shock absorber and the vehicle body. In a vehicle suspension having a link pivotally connected therebetween to restrict displacement of the wheel in the longitudinal direction of the vehicle, a central rod portion extending in a narrow width direction and a link provided integrally with the central rod portion at both ends of the central rod portion. The mounting structure of the stabilizer is substantially U-shaped and has two arm portions arranged at the center rod, and the central rod portion is rotatably supported by the vehicle body around its axis, and the arm portion is mounted at one end. connected to the shock absorber by a connection link that is pivotally attached to the tip of the arm section and pivoted to the shock absorber at the other end, and between the arm section and the connection link when viewed in the vehicle width direction; The pivot point is located below the pivot point between the shock absorber and the connection link, and is on the opposite side of the central rod portion with respect to the axis of the shock absorber when the wheel is in the neutral position. The pivot point between the arm portion and the connection link is such that a short R distance from the pivot point to the axis of the shock absorber increases the vertical displacement of the wheel from the neutral position. In a vehicle suspension configured to be displaced along a trajectory of movement having an area that becomes smaller as the area increases, the mounting structure of the stabilizer extends substantially in the vertical direction along the axis and pivots to the vehicle body at the upper end. a shock absorber rotatably supporting a wheel at a lower end thereof; a suspension arm pivotally connected between the lower end of the shock absorber and the vehicle body and guiding vertical displacement of the wheel; A suspension for a vehicle includes a link pivotally connected between the lower end portion of the wheel and the vehicle body to restrict displacement of the wheel in the longitudinal direction of the vehicle, the center rod portion extending in the vehicle width direction; A stabilizer mounting structure is provided at both ends of the rod portion and two arm portions provided at the -0 body to form a substantially U-shape, and the central rod portion is rotatable around its axis. l
ii, the arm part is connected to the shock absorber by a connecting link that is pivotally connected to the tip of the arm part at one end and to the shock absorber at the other end, The pivot point between the arm portion and the connection link is located above the pivot point between the shock absorber and the connection link, and when the wheel is in the neutral position, the pivot point between the arm portion and the connection link is located above the pivot point between the shock absorber and the connection link. The central rod portion is located on the same side of the axis, and the pivot point between the arm portion and the connecting link is such that the shortest distance from the pivot point to the axis of the shock absorber is the wheel. This is achieved by a mounting structure for a stabilizer in a vehicle suspension that is configured to be displaced along an M motion trajectory having a region that increases as the vertical displacement from the neutral position increases.

Functions and Effects of the Invention According to the present invention, the pivot point between the arm portion of the stabilizer and the connection link is located below the pivot point between the shock absorber and the connection link, and the skewer wheel is in the neutral position. The center rod of the stabilizer is located on the opposite side of the axis of the shock absorber when The stabilizer is configured to be displaced along a movement trajectory having an area that becomes smaller as the vertical displacement of the stabilizer increases, or the pivot point between the arm portion of the stabilizer and the connection link is the pivot point between the shock absorber and the connection link It is located above the center rod of the stabilizer and on the same side as the center rod of the stabilizer with respect to the axis of the shock absorber when the wheel is in the neutral position, and the pivot point between the arm and the connecting link is located above the shock absorber. Since the structure is configured such that the shortest distance to the axis of the link increases as the vertical displacement from the neutral position of the wheel increases, the distance between the axis of the link and the wheel increases when viewed in the vehicle width direction. The shortest distance from the intersection with the vertical line passing through the center of rotation to the axis of the connecting link, or the line passing through the pivot point between the link and the shock absorber and parallel to the axis between the link and the vehicle body and the rotation of the wheel. There is a region in which the shortest distance from the intersection with the vertical line passing through the center to the axis of the connecting link, ie, the arm length of the bending moment, decreases as the vertical displacement of the wheel increases. Therefore, the bending moment acting on the shock absorber is smaller than in the conventional case, and the sliding friction resistance between the piston and cylinder of the shock absorber and between the piston rod and rod guide is reduced, and the shock absorber is Since the system can function well, the ride comfort of the vehicle can be improved compared to the conventional system.

In Naoki's m9J, "link axis" means a straight line passing through the center of the pivot joints at both ends of the link, and "connecting link axis" means a straight line passing through the center of the pivot joints at both ends of the connection link. It means a straight line passing through the term, so the links and connecting links do not necessarily have to be straight members.

The invention will now be explained in more detail by way of example embodiments, with reference to the accompanying figures.

Embodiment FIG. 1 is a plan view showing a dual link strut type rear suspension for a front wheel drive vehicle in which a stabilizer is incorporated according to one embodiment of the mounting structure according to the present invention, and FIG.
Figures 1 and 3 are an elevational view of the suspension shown in Figure 1 viewed from the rear of the vehicle, and an elevational view projected from the inboard side of the vehicle in the vehicle width direction, respectively. The figure shows the manner in which the force acts on the suspension shown in Figures 1 to 3 when the wheels are in their green permissible bound position, projected from the inboard side of the vehicle in the vehicle width direction. This is an illustration.

The dual link strut type rear suspension shown in Figures 1 to 3 reduces the amount of elastic deformation of the rubber bushings incorporated at both ends of the strut rod when the vehicle turns, thereby improving ride comfort when the vehicle turns. In order to improve the performance, the present invention is constructed in accordance with the invention disclosed in U.S. Pat.

In FIGS. 1 to 3, reference numeral 1 indicates a stabilizer, and reference numeral 2 indicates a strut that rotatably supports the wheel 3 at its lower end. Reference numerals 4 and 5 designate a pair of suspension arms that are spaced apart from each other in the longitudinal direction of the vehicle, extend substantially in the width direction of the vehicle, and cooperate with each other to define a vehicle roll arm, and 6 represents a pair of suspension arms. A strut rod is shown as a link that substantially extends in the longitudinal direction of the vehicle and restricts displacement of the wheel 3 in the longitudinal direction of the vehicle.

The strut 2 includes a shock absorber 1 that is pivoted to the vehicle body 10 by an upper sabot [-9 that includes a cushion rubber 8 at the upper end of the piston rod 7 and extends along an axis 11.
2, and a wheel 3 around a rotation axis 13 that is rigidly fixed to the lower end of the shock absorber and extends substantially in the vehicle width direction.
, a compression coil spring 15 as a suspension spring, and a wheel 3 .
and a bounce stopper 16 for restricting excessive bounce of the ball. The axis 11 and the axis of rotation 13 intersect with each other at the intersection 0.

The suspension arm 4 is connected to the wheel support member 14 at one end 4a by a bolt 17 fixed to the wheel support member 14 so as to be pivotable around a pivot line 18 extending substantially in the longitudinal direction of the vehicle. The other end 4b is connected to the vehicle body 10 so as to be pivotable about a pivot shaft 4122 parallel to the pivot line 18 by a bolt 21 carried by a bracket 20 fixed to the vehicle body 10 and having a U-shaped cross section. suspension,
A cylindrical body 23 is fixedly provided on one end 4a of the arm 4 and extends in a direction transverse to the end 4a, and a cylindrical collar that fits into the bolt 17 and the pole is inserted into the cylindrical body 23. A cylindrical rubber bushing (not shown) is interposed between the cylindrical body 23 and the collar.

Further, a cylindrical body 24 extending in a direction transverse to the other end 4b of the suspension arm 4 is fixedly provided, and a bolt 21 and a cylindrical collar that fits into the bolt are inserted into the cylindrical body 24. A cylindrical rubber bushing (not shown) is interposed between the cylindrical body 24 and the collar.

Similarly, the suspension arm 5 has one end 5a that extends substantially in the longitudinal direction of the vehicle and is pivotable around a pivot line 26 that is aligned with the pivot line 18 by a bolt 25 fixed to the wheel support member 14. A bolt 28 carried by a bracket 27 having a U-shaped cross section and connected to the support member and fixed to the vehicle body 10 allows the vehicle body to pivot about a pivot line 29 aligned with the pivot line 22 at the other end 5b. is connected to. A cylindrical body 30 extending in a direction transverse to one end 5a of the suspension arm 5 is fixedly provided, and a bolt 25 and a cylindrical collar fitted to the bolt are inserted into the cylindrical body 30. A cylindrical rubber bush (not shown) is installed between the cylindrical body 30 and the collar.

In addition to the suspension arm 5, a cylindrical body 31 extending in a direction transverse to the suspension arm 5 is fixedly provided, and a bolt 28 and a cylindrical collar that fits into the bolt are inserted into the cylindrical body 31. A cylindrical rubber bushing (not shown) is interposed between the cylindrical body 31 and the collar.

Each of the suspension arms 4 and 5 is inclined slightly rearward and upward in width when viewed from one end to the other end.
Suspension arms 4 and 5 extend parallel to each other. Therefore, if the angle at which the axis 1a32 of the suspension arm 4 is inclined toward the rear of the vehicle relative to the vehicle width direction is θ1, and the angle at which the axis 33 of the suspension arm 5 is inclined toward the rear of the vehicle relative to the vehicle width direction is 02, then θ electric>0. θ2〉0 and θ1
−θ2. Also, the effective length of the suspension arm 4,
That is, the distance between the intersection OI between the axis 32 and the pivot line 18 and the intersection 02 between the axis 32 and the pivot line 22 is the effective length of the suspension arm 5, that is, the distance between the intersection 03 between the axis 33 and the pivot line 2G and the axis 33. and the intersection point 04 with the pivot line 29. Therefore, when a load is applied to the wheels 3 in the longitudinal direction of the vehicle, for example, when the vehicle is suddenly braking or accelerating,
Suspension arms 4 and 5 each intersect at O! Even when the vehicle pivots in the longitudinal direction around 04 and 04, the suspension arms 4 and 5 maintain a mutually parallel state, so the toe of the wheels 3 does not change, and the vehicle maintains good straight running performance. Secured.

Further, the one ends 4a and 5a are below the rotational axis 13 and are connected to the wheel support part @14 at the front and rear positions of the rotational axis 13, respectively.

Furthermore, the distance between the intersection point OI and the rotation axis 13 is smaller than the distance between the intersection point 08 and the rotation axis 13.

Therefore, when the vehicle turns with the wheel 3 serving as the outer turning wheel, if the wheel support member 14 is pushed to the left in FIG. 1 by the side force acting on the wheel in the inboard direction, The rubber bushings placed at both ends of the suspension arm 4 are compressed and deformed to a greater extent than the rubber bushings placed at both ends of the suspension arm 5.
The toe of the wheel 3 is changed in the toe-in direction, thereby ensuring good understeer characteristics of the vehicle.

A yoke 34 is fixedly attached to one end 6a of the strut rod 6, and a bolt 3 is attached to the yoke along a pivot line 36 extending perpendicularly to the axis 35 of the strut rod.
7 is inserted. A cylindrical body 39 is integrally provided at the tip of an arm 38 that is integrally provided with the wheel support member 14 substantially below the rotational axis 13 and projects downward.
A bolt 37 and a cylindrical collar that fits into the bolt are inserted into the cylindrical body 39 . A cylindrical rubber bushing (not shown) is interposed between the cylindrical body 39 and the collar. Further, a cylindrical body 42 is fixedly provided at the other end 6b of the strut rod 6 and extends along a pivot line 41 parallel to the pivot axis 36 in a direction transverse to the other end 6b.

A bolt 44 carried by a bracket 43 having a U-shaped cross section fixed to the heavy body 10 and a cylindrical collar that fits into the bolt are inserted into the cylindrical body 42, and there is a gap between the cylindrical body 42 and the collar. A cylindrical rubber bushing (not shown) is interposed.

In the dual link strut type rear suspension constructed in this way, the suspension arms 4 and 5 act as a reaction force against the component force in the vehicle width direction of the am force that acts on the grounding point of the outer turning wheel of the rear wheel when the vehicle turns. (It is also possible to generate a reaction force against the component force of the frictional force toward the rear of the vehicle. Therefore, the load acting on the strut rod 6 in its axial direction is reduced or eliminated, and as a result, the strut rod Since the rubber bushes provided at both ends of the wheel are prevented from being substantially compressed and deformed, even if an impact force is applied to the rear of the vehicle on the wheel in such a state,
The rubber bushes provided at both ends of the strut rod fully exhibit their original shock absorbing ability, effectively absorbing the wS force, and thereby improving ride comfort while the vehicle is turning. To achieve this purpose, θ
! It is sufficient if +θ2 is positive, and for details of the above-mentioned effect, please refer to the aforementioned Japanese Utility Model Application No. 127767/1983.

The stabilizer 1 includes a central rod portion 46 oriented substantially in the vehicle width direction on the front side of the vehicle with respect to the strut 2 as seen in FIG. 3, that is, on the same side as the strut rod 6, and both ends of the central rod portion. It has a pair of arm portions 47 provided integrally therewith. The central rod portion 46 is connected to the arm portion 4
It is attached to the vehicle body 10 by a pair of attachment devices 48 at two positions close to the vehicle body 7 so as to be rotatable about its own axis 49. Each mounting bracket 53 has a semi-cylindrical rubber bush 50 having a through hole for receiving the central rod portion 46, a U-shaped strip portion 51, and a pair of seven runte portions 52 integrally provided at both ends of the U-shaped strip portion 51. The mounting bracket is seated on a rubber bush at its U-shaped band portion 51, and is fastened and fixed to the vehicle body 10 at its seventh rung portion with a pair of bolts 54.

As seen in FIG. 3, each arm portion 47 is inclined slightly downward from the central rod portion side toward the tip 47a. Further, in the illustrated embodiment, the tip 47a of each arm portion 47 is
The shock absorber 12 is pivotally connected to the lower ends of connecting links 56 extending substantially vertically via ball joints 55 on the rear side of the vehicle with respect to the axis 11 of the shock absorber 12, and the upper ends of the connecting links are connected to the ball joints. It is pivotally connected to a bracket 59 that is rigidly fixed to a cylinder 58 of the shock absorber 12 via an int 57 .

Thus, when the wheels move up and down due to bounce or rebound, as when the vehicle is rolling, the wheel support member 14 and the cylinder 58 of the shock absorber 12 are displaced in the up and down direction, and the shock absorber 12 contracts or expands. , the displacement of the cylinder 58 passes through the bracket 59 and the connecting link 56 to the tip 4 of the arm portion 47.
7a, thereby causing the arm portion to connect to the central rod portion 4.
6 about its axis 49, the central rod part is elastically twisted, thereby generating a spring force. The spring force thus generated is applied to the arm portion 47 connecting link 56.
, and is transmitted to the cylinder 58 of the shock absorber 12 via the bracket 59', thereby urging the wheel support member 14 and the like to their normal positions.

In this case, the force transmitted from the stabilizer 1 to the shock absorber 12 via the connection link 56, etc., that is, the link reaction force F, acts along the axis 60 of the connection link 56 at the ball joint 57, causing the shock absorber to bend. A moment M is generated. This bending moment M is the shortest distance from the intersection P of the axis 35 of the strut rod 6 and the vertical line 45 to the axis 60 of the connecting link 56, that is, the intersection P
It is proportional to the product of the length L of a perpendicular line drawn to the axis 60 and the link reaction force F. The link reaction force F increases as the pivot angle of the arm portion 47 of the stabilizer 1 with respect to the central rod portion 46 increases, and the angle of the axis 60 also changes with the vertical displacement of the wheel, causing the arm strength L of the bending moment to increase. The bending moment M changes with the vertical displacement of the wheel.
also changes. That is, when the wheel 3 is vertically displaced due to bounce or rebound, the strut-side pivot line 36 of the strut rod 35 is displaced along an arcuate locus 61 with the vehicle body-side pivot line 41 of the strut rod as the rotation center, and the arm portion 47 The center 62 of the ball joint 55 attached to the tip of the stabilizer 1 is aligned with the axis 4 of the central rod portion 46 of the stabilizer 1.
Displaced along an arcuate trajectory 63 with rotation center at 9,
The center 64 of the ball joint 57 is substantially displaced in the vertical direction, and the axis 1 of the shock absorber 12 is
1 is greatest when the wheel is substantially in its neutral position, and gradually decreases as the vertical displacement of the wheel 3 from its neutral position increases.

If the positions of the axes 36 when all wheels 3 are in their maximum permissible bound position and maximum permissible rebound position are 36b and 36'', respectively, then the position of the center 62 of the ball joint 55 is as shown in FIG. 3, respectively. In this case, the vertical line 45 is also displaced in the longitudinal direction of the vehicle, i.e. 3), the centers 64 of the ball joints 57 are displaced to the positions indicated at 64b and 64r, respectively, and the axes 60 of the connecting links 56 are therefore displaced at 60b and 60, respectively. ``Displace to the position indicated by.

Therefore, the arm lengths of the bending moment M acting on the shock absorber 12 are 1-b and L', respectively.
Therefore, in the process of displacing the wheel 3 from its neutral position to its maximum permissible bounce position, and during the process of displacing it from its neutral position d to its maximum permissible rebound position, the arm length of the bending moment is from L to Lb, respectively. up to, l from L
gradually decreases to r. In this way, even if the link reaction force F increases as the pivot angle of the arm portion 47 of the stabilizer 1 with respect to the center O-rad portion 46 increases, the arm length of the bending moment decreases accordingly. M-Q
The bending moment represented by CFX L does not reach a very high value as it applies to the entire vertical displacement of the wheel 3, and does not reach a very high value due to the sliding movement between the piston and cylinder of the shock absorber 12 and between the piston rod 7 and the rod guide. **Deterioration in vehicle ride comfort caused by increased resistance can be avoided.

The behavior of the force on the strut 2 when the wheel 3 is at its maximum allowable bound position is as shown in FIG. In Figure 4, Fb is the vertical line 4 at the intersection P.
5 shows the reaction force received by the wheel 3 from the road surface 65, which may be considered to act upward along the axis 35, and FS may be considered to act to the right in the figure along the axis 35 at the intersection P. It shows the reaction force from the strut rod, l”a
indicates a reaction force from the upper support that may be considered to act to the left in the figure at the center 66 of the upper support 9, and F indicates a link reaction force acting on the center 64 of the ball joint 57. ing. In this Figure 4, the reaction force F
The resultant force between h and Fs and the resultant force between reaction forces F and Fa are in balance with each other.

The force F+ acting between the piston of the shock absorber 12 and the cylinder 58 and the force El! acting between the piston rod 7 and the rod guide. Although not shown in the factor, if the distance from the center 66 of the upper support 9 to the center of the shock absorber screw is II, and the distance from the center 66 to the center of the rod guide is 12, then F+ -FaX12/(1+Ip) F2=FaXl+/(1+-12) Therefore, the sliding resistance between each member mentioned above is the value obtained by multiplying the forces F+ and F2 by the # coefficient between them. equal. According to the illustrated embodiment, since the force Fa has a very small value, these frictional resistances also have a very small value, so that the action of the shock absorber is inhibited, and the riding comfort of the vehicle is deteriorated due to this. This will definitely be avoided.

Figure 5 is an illustrative elevational view similar to Figure 3, showing a dual link strut type rear suspension with a built-in stabilizer in the conventional mounting structure, projected from the inboard side of the wheel in the vehicle width direction. It is.

In FIG. 5, members that are substantially the same as those shown in FIG. 3 are designated by the same reference numerals as in FIG.

Also in the suspension shown in FIG. 62 draws an arcuate locus 63 around the axis 49 of the central rod portion 46 of the stabilizer 1, and the center 64 of the ball joint 57 is substantially displaced in the vertical direction.

However, in the suspension shown in FIG. 5, the center 62 is located below the center 64 and on the same side as the central rod portion 46 with respect to the axis 11 of the shock absorber 12 when the wheel is in the neutral position. Since it is located at the center 62
is displaced along a motion trajectory in which the shortest distance to the axis 11 of the shock absorber substantially gradually increases as the vertical displacement of the wheel increases. Therefore, when the wheel 3 is displaced to its maximum permissible bounce position and maximum permissible rebound position, the center 62 of the ball joint 55 is displaced to the positions indicated by 62b and 62'', respectively, and thus the bending moment acting on the shock absorber 12 is The arm length of M increases substantially gradually from L to Lb and from L to L'' in the process of displacing the wheel 3 from its neutral position to its maximum allowable bounce position and from its neutral position to its maximum rebound position, respectively. As mentioned above, the link reaction force F also increases as the pivot angle of the arm portion 47 of the stabilizer 1 with respect to the central rod portion 46 increases.
The bending moment M acting on the stain absorber 12 increases significantly as the vertical displacement of the wheel 3 increases, and as a result, the bending moment M acting on the stain absorber 12 between the piston and the cylinder 58 and between the piston rod 7 and the rod guide increases. The sliding friction resistance becomes excessive and the action of the shock absorber 12 is inhibited,
This deteriorates the ride comfort of the vehicle.

6 to 8 are schematic partial elevational views of another embodiment of the stabilizer mounting structure according to the present invention, viewed from the inboard side of the vehicle in the mold width direction. In these figures, members that are substantially the same as those shown in FIG. 3 are designated by the same reference numerals as those shown in FIG.

In the embodiment shown in FIG. 6, the central rod portion 46 of the stabilizer 1 is located on the opposite side of the strut 2 from the strut rod 6, and the arm portion 47 is located on the opposite side of the strut rod 6 as seen in FIG. The connecting link 56 extends substantially parallel to an imaginary horizontal line 1168 passing through the axis of rotation 13 of the strut 2, and the connecting link 56 connects the ball joint 55 to the ball joint 55 on the same side of the strut rod 6 as the strut rod 6. 57 extending upwardly substantially parallel to vertical line 45 as viewed in FIG.

Therefore, the center 62 of the ball joint 55 is located below the center 64 of the ball joint 57, and is opposite to the center rod portion 46 at the stabilizer position with respect to the axis HA11 of the shock absorber 12 when the wheel is in the neutral position. The shortest distance to the shock absorber axis 11 is greatest when the wheel is at or near the center hole position, and becomes substantially progressively smaller as the vertical displacement of the wheel increases.

In the embodiment shown in FIG. 7, the stabilizer 1 is provided on the opposite side of the strut 2 from the strut rod 6, and its arm portion 47 is connected to the central rod PJ.
46 toward the tip 47a, and the connecting link 56 extends downwardly substantially along the axis 11 as viewed in FIG. 7 from the ball joint 55 to the ball joint 57. There is. Therefore, ball joint 55
The center 62 of the ball joint 57 is located above the center 64 of the ball joint 57, and is located on the same side as the center rod portion 46 of the stabilizer 1 with respect to the axis 11 of the shock absorber 12 when the fl wheel is in the neutral position. , the rIk short distance from the center 62 to the shock absorber axis 11 is smallest when the wheel is at or near the neutral position and increases substantially gradually as the vertical displacement of the wheel increases.

In the embodiment shown in FIG. 8, the stabilizer 1 is provided on the same side of the strut 2 as the strut rod 6, and its arm 47 is substantially aligned with an imaginary horizontal line 68 when viewed in FIG. The connecting links 56 extend parallel to each other.
extends downwardly from ball joint 55 to ball joint 57 substantially parallel to vertical line 45 in FIG.

Therefore, the center 62 of the ball joint 55 is located above the center 64 of the ball joint 57, and is on the same side as the center rod portion 46 of the stabilizer 1 with respect to the axis 11 of the shock absorber 120 when the wheel is in the neutral position. The shortest distance from the center 62 to the shock absorber axis 11 is smallest when the wheel is at or near the neutral position, and increases substantially gradually as the vertical displacement of the wheel increases.

In these embodiments, the center 62 of the ball joint 55 is located at the center rod 8I146 of the stabilizer 1, respectively.
The vertical displacement of the wheel is displaced along arc-shaped trajectories 69 to 71 with axis 49 of As the arm length of the bending moment M acting on the shock absorber 12 increases, the arm length of the bending moment M acting on the shock absorber 12 substantially gradually decreases from Lb to L'. Even if the shock absorber is displaced vertically, the bending moment acting on the shock absorber does not become very large, and the frictional resistance between the piston and cylinder of the shock absorber and between the piston rod and rod guide becomes excessive. By avoiding the fifth
The ride comfort of the vehicle is improved compared to the conventional suspension as shown in the figure.

In the above, the present invention is disclosed in the above-mentioned Utility Model Application No. 59-127767.
Although several embodiments applied to the dual-link strut type rear suspension illustrated in this issue have been described in detail, the present invention is not limited to these embodiments. At least one of the suspension arms 4 and 5 and the strut 6 include an L-shaped arm having one end pivoted to the lower end of the shock absorber, the other end pivoted to the vehicle body, and extending substantially in the vehicle width direction. There is a pivot point between the shape arm and the vehicle body! I! It may be replaced with a rod that is connected to the rod and extends substantially in the longitudinal direction of the vehicle, and one end of which is pivotally connected to the lower end of the shock absorber and the other end of which is connected to a rod that is spaced apart in the vehicle Iyiff2 direction. In the above points, it may be replaced with an A-shaped arm that is pivotally connected to the vehicle body and extends substantially in the vehicle width direction, and at least one of the suspension arms 4 and 5 is spaced apart in the vehicle longitudinal direction at one end. The shock absorber may be replaced by an inverted A-shaped arm that is pivotally connected to the lower end of the shock absorber and extends substantially in the vehicle width direction so as to be pivotable about a common axis in the two positions. Furthermore, the present invention provides a shock absorber that extends substantially vertically along an axis, is pivotally connected to a vehicle body at its upper end, and rotatably supports a wheel at its lower end; As long as it includes a suspension arm that is pivotally connected between them and guides the vertical displacement of the wheel, and a link that is pivotally connected between the lower end of the shock absorber and the vehicle body and restricts the displacement of the wheel in the longitudinal direction of the vehicle. It can also be applied to any other suspension, such as the Wishbone Two suspension.

[Brief explanation of drawings]

FIG. 1 is a plan view showing a dual link strut type rear suspension for a front wheel drive vehicle in which a stabilizer is incorporated according to one embodiment of the mounting structure according to the present invention;
Figures 3 and 3 are an elevational view of the suspension shown in Figure 1 viewed from the rear of the vehicle, an illustrative elevational view projected from the inboard side of the vehicle in the vehicle width direction, and Figure 4. is the first
An illustrative diagram showing the mode of action of the force of the strut when the wheel is at its maximum permissible panned position in the suspension shown in Figures to Figure 3, projected from the inboard side of the vehicle in the vehicle width direction; Figure 5 is an illustrative diagram similar to Figure 3, showing the dual-link strut type rear suspension of a front-wheel drive vehicle with a built-in stabilizer according to the conventional mounting structure, projected from the inboard side of the vehicle in the vehicle width direction. Elevation views and FIGS. 6 to 8 are schematic partial elevation views of another embodiment of the stabilizer mounting structure according to the present invention, projected from the inboard side of the vehicle in the vehicle width direction. It is. 1... Stabilizer, 2... Strut, 3...
Wheel. 4.5... Suspension arm, 6... Strut rod, 7... Piston rod, 8... Cushion rubber, 9... Upper support, 10... Vehicle body, 1
1... Axis line, 12... Shock absorber, 13.
...Rotation axis. 14... Wheel support member, 15... Compression coil spring,
16...Bound stopper, 17...Bolt, 18
... Axis line, 20... Bracket, 21... Bolt, 22... Axis line, 23.24... Cylindrical body, 25.
... Bolt, 26... Axis line, 27... Bracket, 28... Bolt, 29... Axis line, 30.31.
... Cylindrical body, 32.33... Axis line, 34... Yoke, 35... Axis line, 36... Pivotal line. 37... Bolt, 38... Arm, 39... Cylindrical body, 41... Axis line, 42... Cylindrical body, 43...
bracket. 44...Bold, 45...Plumb line, 46...Central Otsudo part, 47...Arm part, 48...Mounting device,
49... Axis line, 50... Rubber bushing, 51...
U-shaped band. 52...7 lange part, 53...bracket, 54...
...Bolt, 55...Ball joint, 56...
Connection link, 57...Ball joint, 58...
Cylinder. 59... Bracket, 60... Axis line, 61... Locus, 62... Center of ball joint 55, 63...
·Trajectory. 64...Center of ball joint 57, 65...Road surface. 66...Center of upper support 9, 68...Virtual horizontal line, 69-71...Trajectory patent applicant Toyota Motor Corporation Agent Patent attorney Masatake Akashi 1 Figure 2 Figure 6 Figure 1 ... Stabilizer 6... Strut rod 12... Shi! ! Tsuku absorber 14...Wheel support member 56...Hasatsugu link Fig. 7 1...Skupilai → 6...Strut 12...Shock absorber 14...Wheel support member 56...Connection link Fig. 8 r 6... Strut rod 12...Shock absorber 14...Wheel support member 56...Connection link

Claims (2)

[Claims] (1) a shock absorber that extends substantially vertically along an axis, is pivotally connected to the vehicle body at its upper end, and rotatably supports a wheel at its lower end; and the lower end of the shock absorber and the vehicle body. a suspension arm that is pivotally connected between the suspension arm and guides the vertical displacement of the wheel; and a link that is pivotally connected between the lower end of the shock absorber and the vehicle body and restricts the displacement of the wheel in the longitudinal direction of the vehicle. A vehicle suspension having a central rod portion extending in the vehicle width direction and two arm portions integrally provided at both ends of the central rod portion, substantially forming a U-shape. In the stabilizer mounting structure, the central rod part is rotatably supported by the vehicle body around its axis, and the arm part is pivotally connected to the tip of the arm part at one end and pivoted to the shock absorber at the other end. The arm portion is connected to the shock absorber by a connecting link attached thereto, and the pivot point between the arm portion and the connecting link is closer to the pivot point between the shock absorber and the connecting link when viewed in the vehicle width direction. is also located below and on the opposite side of the axis of the shock absorber from the central rod section when the wheel is in the neutral position, and between the arm section and the connecting link. A suspension for a vehicle configured such that a pivot point is displaced along a motion trajectory having a region in which the shortest distance from the pivot point to the axis of the shock absorber decreases as the vertical displacement of the wheel from the neutral position increases. Mounting structure of stabilizer in. (2) a shock absorber that extends substantially vertically along an axis, is pivotally connected to the vehicle body at its upper end, and rotatably supports a wheel at its lower end; and the lower end of the shock absorber and the vehicle body. a suspension arm that is pivotally connected between the suspension arm and guides the vertical displacement of the wheel; and a link that is pivotally connected between the lower end of the shock absorber and the vehicle body and restricts the displacement of the wheel in the longitudinal direction of the vehicle. A vehicle suspension having a central rod portion extending in the vehicle width direction and two arm portions integrally provided at both ends of the central rod portion, substantially forming a U-shape. In the stabilizer mounting structure, the central rod part is rotatably supported by the vehicle body around its axis, and the arm part is pivotally connected to the tip of the arm part at one end and pivoted to the shock absorber at the other end. The arm portion is connected to the shock absorber by a connecting link attached thereto, and the pivot point between the arm portion and the connecting link is closer to the pivot point between the shock absorber and the connecting link when viewed in the vehicle width direction. is also located above and on the same side as the central rod portion with respect to the axis of the shock absorber when the wheel is in the neutral position, and the pivot point between the arm portion and the connecting link The point is configured to be displaced along a motion trajectory in which the shortest distance from the pivot point to the axis of the shock absorber increases as the vertical displacement of the wheel from the neutral position increases. Mounting structure of the stabilizer.