JPS6146327B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a trailing link type beam suspension, and in particular, one of a pair of left and right trailing arms is fixed to an axle beam,
This invention relates to a beam suspension in which the other end is rotatably connected to an axle beam.

In such a trailing link type beam suspension, when the wheel on one side rises, the axle beam on that side rotates around the connection of the trailing arm to the vehicle body and rises. The resulting rotation of the axle beam relative to the vehicle body or trailing arm is not transmitted to the trailing arm on the other side, so the vertical movement of the wheels on one side is followed by the vertical movement of the wheels on the other side. Never. Therefore, it is particularly suitable as a rear suspension for front-wheel drive vehicles.

By the way, in general, in such a trailing link type beam suspension, if the left and right trailing arms are allowed to swing freely and independently, the roll angle of the vehicle body increases when the vehicle turns. , running stability tends to deteriorate. Therefore, it is conceivable to use a stabilizer that does not act as a spring when the left and right wheels move up and down at the same time, but generates a moment to resist when the vehicle body rolls.

When such a stabilizer is used, if it is simply provided between the left and right trailing arms, a special space is required for the stabilizer.

The present invention was made in view of the above-mentioned circumstances, and its purpose is to provide a stabilizer that generates a moment that resists the relative swing between the left and right trailing arms, while at the same time freeing up a special space for the stabilizer. To obtain a trailing link type beam suspension capable of protecting its stabilizer without requiring or using special parts.

Therefore, in the present invention, a hollow axle beam is used, and the stabilizer is housed inside the axle beam.

Hereinafter, one embodiment of the present invention will be described with reference to the drawings.Axles 2 and 3 are fixed to the left and right ends of the axle beam 1, that is, the first end L and the second end R, respectively. Left and right wheels 4 and 5 are rotatably supported on the axles 2 and 3, respectively. This axle beam 1 is arranged so as to be located below and behind the rotational axis O of the wheels 4 and 5.

The first trailing arm 6 located on the left side in FIG. 1 has its front end 7 attached to the vehicle body (not shown).
The rear end 8 is fixed to the axle 2 and therefore to the first end L of the axle beam 1. Further, the right-side second training arm 9 has a front end 10 connected to the vehicle body so as to be rotatable around an axis in a substantially left-right direction, and a rear end 11 connected to the axle 3, and hence the second end of the axle beam 1. It is rotatably connected to part R via a swing bearing 12. When the wheels 4, 5 move up and down, these trailing arms 6, 9 swing up and down centering on the connection part to the vehicle body to allow the movement, but they do not allow the movement between the wheels 4, 5 and the vehicle body. The back and forth movement between them is regulated.

The axle beam 1 has a hollow tubular shape, and a stabilizer 13 is fitted inside the axle beam 1. This stabilizer 13 is configured as a torsion bar, and one end A on the left side of the stabilizer 13 is connected to the axle beam 1.
They are fixed to the first ends L of the two by serrations or the like so that they do not rotate relative to each other. Further, the other end B on the right side is rotatably supported by the second end R of the axle beam 1 by a stabilizer bearing 14. Furthermore, this other end B of the stabilizer 13 protrudes from the second end R of the axle beam 1, and a control arm is provided between the anchor arm 15 and the second trailing arm 9, which are provided integrally with the second end R of the axle beam 1. Links 16 are connected.

Arms 17 and 18 that protrude forward are integrally provided at both left and right ends of the axle beam 1, respectively, and dampers 19 and 20 are rotatably provided between these arms 17 and 18 and the vehicle body, respectively. connected. These dampers 19 and 20 are
As shown in FIG. 2, it is arranged so that its axis crosses the vicinity of the rotational axis O of the wheels 4 and 5. Further, coil springs 21 and 22 that elastically support the space between the vehicle body and the axle beam 1 are arranged coaxially with these dampers 19 and 20.

At the front of the axle beam 1, one end of a panhard rod 23 disposed near a vertical plane passing through the rotational axis O of the axle wheels 4 and 5 is connected so as to be rotatable around an axis substantially parallel to the longitudinal direction of the vehicle body. has been done. The other end of the panhard rod 23 is rotatably connected to the vehicle body, so that the panhard rod 23 restricts horizontal movement between the axle beam 1 and the vehicle body.

Next, to explain the operation of this device, when the left and right wheels 4 and 5 move up and down simultaneously due to unevenness of the road surface, the left and right trailing arms 6 and 9
simultaneously swing up and down centering on the connecting portions of their respective front ends 7 and 10 to the vehicle body. The panhard rod 23 also swings up and down about its connection to the vehicle body. Therefore, the axle beam 1 moves up and down while remaining parallel to the vehicle body, and the movement is caused by the coil springs 21, 22 and the dampers 19, 20.
absorbed by.

Also, when cornering, etc., one wheel,
For example, when the left wheel 4 attempts to rise relative to the vehicle body, the left first trailing arm 6 pivots upward about its front end 7. Since the first end L of the axle beam 1 is fixed to this trailing arm 6, as the first end L of the axle beam 1 rotates, the axle beam 1 rotates counterclockwise in FIG. 2 with respect to the vehicle body. become. Therefore, one end A of the stabilizer 13 fixed to the axle beam 1 also rotates in the same direction. On the other hand, the second trailing arm 9 is connected to the axle beam 1
Since it is rotatably connected to the second end R of the axle beam 1, the rotation of the axle beam 1 is not transmitted and the wheel 5 tends to remain in the same state unless it moves up and down. The other end B of the stabilizer 13 is the link 1
6, the trailing arm 9 does not rotate relative to the vehicle body unless the trailing arm 9 rotates. Therefore, at this time, twisting occurs between one end A and the other end B of the stabilizer 13, and a moment is applied that resists the movement between the left and right wheels 4 and 5. As a result, the roll angle of the vehicle body is kept small, improving driving stability.

When the right wheel 5 rises, the second trailing arm 9 swings upward, causing the other end B of the stabilizer 13 to rotate relative to the vehicle body. On the other hand, unless the left wheel 4 moves up and down, the first trailing arm 6 does not swing, and the axle beam 1 and one end A of the stabilizer 13 fixed thereto do not rotate relative to the vehicle body. Therefore,
Twisting occurs between one end A and the other end B of the stabilizer 13, suppressing the rise of the right wheel 5.

In this way, when one of the left and right wheels 4, 5 moves up and down, a moment is applied by the stabilizer 13 to resist the movement.

Note that, as in this illustrated example, the dampers 19, 20
If the axes of the wheels 4 and 5 are arranged so as to cross the vicinity of the rotational axes of the wheels 4 and 5, the difference in damping action of the dampers 19 and 20 due to the difference in rotation angle of the left and right trailing arms 6 and 9 can be kept small. I can do it. Furthermore, if the Panhard rod 23 is placed near a vertical plane passing through the rotation axis O of the wheels 4 and 5, the amount of steering of the wheels 4 and 5 due to external forces in the left and right directions can be reduced, and running stability can be improved. improves.

As described above, according to the present invention, when the left and right wheels move up and down and the vehicle body rolls, a stabilizer is provided that generates a moment that resists the roll. Therefore, the roll angle of the vehicle body when the vehicle turns is kept small. , driving stability can be improved. And since the stabilizer is housed inside the hollow axle beam,
Does not require special space for stabilizer,
Space can be used effectively.

[Brief explanation of the drawing]

FIG. 1 is a longitudinal sectional plan view showing an example of a trailing link type beam suspension according to the present invention;
FIG. 2 is a cross-sectional side view of the main part taken along the line ``--'' in FIG. 1...Axle beam, 4, 5...Wheel, 6...
...First trailing arm, 9...Second trailing arm, 13...Stabilizer, 16...
...ring, A...one end of the stabilizer, B...the other end of the stabilizer, L...the first end of the axle beam, R...the second end of the axle beam.

Claims (1)

[Scope of Claims] 1. A hollow axle beam 1 to which left and right wheels 4, 5 are rotatably connected to a first left end L and a second end R; one end is this axle beam 1. a first trailing arm 6 fixed to a first end L of the axle beam 1, and the other end connected to the vehicle body; one end rotatably connected to a second end R of the axle beam 1; a second trailing arm 9 whose end is connected to the vehicle body; the second trailing arm 9 is fitted into the hollow axle beam 1, has one end A fixed to the first end L, and has a second trailing arm 9; A trailing link type beam suspension comprising: a stabilizer 13 whose other end B is rotatably supported by R; a link 16 connecting the other end B of the stabilizer 13 and the second trailing arm 9; Shion.