JPS6144693B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a rear suspension for an automobile, and particularly to a rear suspension that uses the reaction force of a stabilizer (hereinafter referred to as stabilizer reaction force) to toe-in the tire attitude.

BACKGROUND ART In the rear suspension of an automobile, in order to improve steering stability and ride comfort, it is desired that the tires be toe-in during driving, especially when cornering. By toe-in, the tires have a slip angle to increase resistance against lateral force caused by centrifugal force applied to the vehicle body during cornering, and the grip of the rear wheels is improved, which strengthens the tendency for understeer. This is because the stability of the vehicle can be improved.

Various types of rear suspensions have been known in the past that have a toe-in effect against lateral force during cornering, but all of them are somewhat complex in structure. For example, the one described in Japanese Patent Publication No. 52-37649 uses three rubber bushings and the hardness of the bushings is changed, and the one described in West German Patent Publication No. 2158931 or West German Patent Publication No. 2355954 is The wheel hub is supported via a vertical shaft and a spring, making the structure complex.

An object of the present invention is to provide a rear suspension that toes the rear wheels during cornering with an extremely simple structure.

The rear suspension of the present invention connects a vehicle body side support member such as a support arm that is swingably connected to the vehicle body and a wheel support member such as a wheel hub that rotatably supports a rear wheel by an elastic bushing. The end of the stabilizer is connected to the wheel support member through a control rod inclined in the width direction of the vehicle body. The present invention is characterized in that the attitude of the wheel support member is changed in the toe-in direction by the horizontal component of the stabilizing reaction force when a bump occurs on one side during cornering.

In other words, the control rod that connects the stabilizer and the wheel support member is placed in the upper, outer, lower, and inner positions when the connection point is in front of the center of displacement by the elastic bushing of the wheel support member, and in the upper, inner, lower, and outer positions when the connection point is behind the center of displacement by the elastic bushing of the wheel support member. The wheel support member is tilted in the width direction so as to change the attitude of the wheel support member in the toe-in direction using the horizontal component of the stabilizing reaction force when the stabilizer bumps. The present invention is applicable to any type of suspension in which the wheel support member can be elastically connected to the vehicle body side support member and to which a stabilizer can be attached.

In the present invention, the vehicle body side support member includes, for example, the semi-trailing arm of a semi-trailing type rear suspension, the strut of a strut type rear suspension, the upper and lower arms of a cross-bond type rear suspension, and the upper and lower arms of a deion type rear suspension. This is a general term for various supporting members attached to the vehicle body side, such as the rear suspension tube, and the type of rear suspension that is the subject of the present invention includes any type of rear suspension that supports tires in a toe-in manner. It is not limited to a specific thing.

According to the rear suspension of the present invention, when a lateral force is applied during cornering, the horizontal component of the stabilizing reaction force due to a bump on one side effectively causes the outer tire to toe-in, thereby providing sufficient resistance against the lateral force. , stable running is achieved.

Next, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 shows an example in which the present invention is applied to a semi-trailing type suspension. FIG. 2A is a diagram schematically showing this. 2 points 10a on the car body,
Two arms 10 pivotably supported by 10b
Semi-trailing arm 10 with A, 10B
The shaft support 11 has a built-in elastic bushing at its tip.
Forward arm 12a of wheel hub 12 via a
However, the shaft support 11 also has a built-in ball joint.
rear arm 12b of wheel hub 12 via b
is pivoted. With this elastic bushing and ball joint, the wheel hub 12 can be rotationally displaced around the ball joint. A tire 16 is rotatably mounted on the wheel hub 12, and an arm 13 extending rearward is integrally formed. A tip 15a of a forward bending arm portion of a stabilizer 15 is connected to the rear end 13a of this arm 13 via a control rod 14, and this tip 15a is located above and inside the rear end 13a of the arm 13 of the wheel hub 12. The control rod 14 is inclined from the upper inner side to the lower outer side.

In such a configuration, when the tire bumps, the downward stabilizing reaction force of the stabilizer 15 is transmitted to the wheel hub 12 via the control rod 14, as is well known, and the wheel hub is pressed down. At this time, in the present invention, since the control rod 14 is tilted from the inside to the outside, the horizontal component force (S) of the stabilizer reaction force (N) (second A
2B) acts outward, pushes the rear end 13a of the arm 13 extending rearward of the wheel hub 12 outward, and moves the wheel hub 12 in the toe-in direction around the shaft support 11b including the ball joint. Displace it to T. This causes the tire 16 to undergo a toe-in change.

In the above embodiment, the arm 13 of the wheel hub 12
extends rearward, but if this is extended forward and the control rod 14 is connected to the tip, the control rod 14 is tilted from the upper outer side to the lower inner side to absorb the horizontal portion of the stabilizing reaction force. The wheel hub 12 is displaced in the toe-in direction so that the force is directed inward. In either case, the control rod 14 is provided inclined in the width direction of the vehicle body.

In the above embodiment, the semi-trailing arm 10 and the wheel hub 12 are connected by the shaft support 11a having a built-in elastic bushing and the shaft support 11b having a built-in ball joint, but these shaft supports are collectively referred to as This is referred to as an elastic coupling means. Both of these may be of the type that incorporate elastic bushings. These portions that elastically connect the semi-trailing arm 10 and the wheel hub 12 are collectively referred to as "elastic joints."

FIG. 3 shows an example in which the present invention is applied to a strut type twin link suspension (SS suspension). FIG. 4A is a diagram schematically showing this. At the tips of two lateral links 20A and 20B that are swingably supported on the vehicle body 20 at two points 20A and 20b, a shaft support 21a containing an elastic bushing and a shaft support 21b containing a ball joint are inserted. A wheel hub 23 is supported. This elastic bushing and ball joint allow the wheel hub 23 to rotate around the ball joint. A tire 22 is rotatably mounted on this wheel hub 23, and an arm 25 extends rearward.
are integrally formed. The rear end 25a of this arm 25 is connected to the tip 27a of the forward bending arm portion of the stabilizer 27, which is supported by the vehicle body with a shaft support member 28 via a control rod 26, and this tip 27a is connected to the wheel hub 23. It is located above and inward from the rear end 25a of the arm 25,
The control rod 26 slopes from the upper inner side to the lower outer side.

In this embodiment, as in the first embodiment shown in Figs. 1, 2A and 2B, when bumping on one side, the horizontal component (S) of the stabilizing reaction force (N) (see Figs. 4A and 4B) acts outward and the wheel hub 23
is displaced in the toe-in direction T. In this embodiment as well, the relationship between the inclination and position of the control rod 26 is the same as in the first embodiment.

Next, FIGS. 5 and 6 show in detail the case where the stabilizer is provided behind the tire and the case where it is provided in front of the tire, respectively.

FIG. 5 shows an arm 32 extending rearward from the wheel hub 31 of the tire 30, and between the rear end 32a and the front end 34a of the front bent portion 34A of the stabilizer 34, with the upper side facing inward and the lower side facing outside in the width direction of the vehicle body. An example is shown in which a control rod 33 that is inclined is connected. The stabilizing reaction force N when bumping on one side is decomposed into an outward horizontal component force S and a downward vertical component force G,
The vertical force G presses the wheel hub 31 downward, and the horizontal force S pushes the arm 32 outward, displacing the wheel hub 31 in the toe-in direction T. In this figure, the rotational displacement in the toe-in direction T is shown as rotation around the wheel center WC, and the elastic coupling part is not shown.

FIG. 6 shows an arm 42 extending forward from a wheel hub 41 of a tire 40, and between its front end 42a and a rear end 44a of a rear bent portion 44A of a stabilizer 44. An example is shown in which a control rod 43 tilted in the direction is directly connected. The stabilizer reaction force N during a one-sided bump is decomposed into an inward horizontal component force S and a downward vertical component G, and the vertical component G pushes the arm 42 inward and displaces the wheel hub 41 in the toe-in direction T. . In this figure as well, the rotational displacement in the toe-in direction T is shown as rotating around the wheel center WC,
Elastic connections are not shown.

According to the present invention, as is clear from the description of the embodiments above, the stabilizing reaction force is transmitted to the wheel support member via the control rod provided inclined in the width direction of the vehicle body. Since the wheel support member is supported so that its attitude can be changed with respect to the support member on the vehicle body side, the wheel support member naturally changes the toe-in of the tire by the horizontal component of the stabilizing reaction force when there is a bump on one side such as when cornering. Displaced to. Therefore, stable running is achieved with an extremely simple configuration, and the practical value of the present invention is extremely high.

[Brief explanation of the drawing]

Fig. 1 is a plan view showing an embodiment in which the present invention is applied to a semi-trailing type suspension, Fig. 2A is a schematic diagram thereof, and Fig. 2B is an elevational view illustrating the horizontal component of the stabilizing reaction force. 3 is a plan view showing an embodiment in which the present invention is applied to a strut-type twin link suspension, FIG. 4A is a schematic diagram thereof, FIG. 4B is an elevational view similar to FIG. 2B, and FIG. FIG. 5 is a detailed perspective view showing an example in which the connection point of the stabilizer is arranged at the rear of the tire, and FIG. 6 is a detailed perspective view showing an example in which the connection point of the stabilizer is also arranged at the front. 10, 20A, 20B... Vehicle body side support member (1
0...Semi-trailing arm, 20A, 20B...
lateral link), 12, 23, 31, 41...
Wheel support member (wheel hub), 11a, 1
1b, 21a, 21b... Elastic coupling portion (11a,
21a... Pivotal supports 11b, 2 including elastic bushings
1b... shaft support including ball joint), 13,
25, 32, 42... Arm, 14, 26, 3
3,43...control rod, 15,27,
34, 44... Stabilizer.

Claims (1)

[Claims] 1. A vehicle body side support member that is swingably coupled to the vehicle body, a wheel support member that rotatably supports a rear wheel, and a member that is located between the vehicle body side support member and the wheel support member and that elastically connects both. combine,
An elastic coupling part that can change the attitude of the wheel support member with respect to the vehicle body side support member, and an elastic joint part that is inclined in the width direction of the vehicle body, one end of which is connected to the wheel support member, and the other end of which is connected to the end of the stabilizer. An automobile rear suspension consisting of control rods that are connected to each other and change the attitude of a wheel support member in the toe-in direction using the horizontal component of the stabilizing reaction force when bumping on one side.