JPS6146337B2 - - Google Patents

Description

[Detailed description of the invention]

The present invention relates to a rear suspension for an automobile, and more particularly to a novel rear suspension with excellent toe-in effect. In the rear suspension of an automobile, in order to improve steering stability, riding comfort, etc., it is desired to have a rear suspension that allows the tires to be toe-in during driving, especially when cornering. In other words, as is well known, when cornering, the centrifugal force applied to the vehicle body acts on the suspension as a lateral force.
In order to increase the turning limit G, it is desirable for tires to counteract this lateral force with a large resistance force. This drag can be increased by toe-in the tire and increase the slip angle. Also, if you increase this drag and improve the grip of the rear wheels, you can strengthen the tendency to understeer,
It can improve the stability of the car. moreover,
When cornering, when you press and release the accelerator, driving force and braking force are applied to the tires, but when you release the accelerator, the tires tend to suddenly toe out, and when you press the accelerator, they tend to toe in. As a result, the tires tend to toe in or toe out during cornering, resulting in a decrease in steering stability (hereinafter referred to as steering stability). Also, when you step on the brakes or apply engine braking, the rubber bushings installed to improve riding comfort are located inside the tire's ground contact point, so the braking force can cause toe-out. This results in poor handling. The softer the rubber bushings, the better the ride comfort, so the more comfortable a car is, the worse it will be in handling.
Therefore, a rear suspension that provides toe-in even when braking force is applied by the brake or engine brake is desired. In other words, a rear suspension that always has a tendency to toe-in will always achieve stable cornering. In addition, the tendency of rear suspension toe-in is not limited only when cornering.
This is also desirable from the viewpoint of high-speed straight-line performance, which is particularly required for sports cars. That is, the road surface is actually not completely flat and always has irregularities of various sizes, but these irregularities cause disturbances to the tires from various directions. In addition, the wind that the car receives while driving acts as a lateral force when there is a crosswind, but even when there is no crosswind, it acts on the tires as a disturbance to the car from all directions. Even in response to these disturbances, if the rear suspension always acts to toe-in the rear wheels, the car will tend to understeer and become stable. Regardless of the cause, these disturbances end up acting on the tires as one of the aforementioned lateral forces, braking forces, and driving forces. Therefore, the rear suspension is desired to have the effect of toe-in the tires against all of the lateral force, braking force (there are two types: braking and engine braking), and driving force. To explain these external forces in detail, the lateral force represented by the thrust load during cornering is the force that acts from the outside to the inside of the tire's grounding point, and the braking force when applying the brakes is the force that acts in front of the tire's grounding point. The force that acts from rear to rear, and the force due to engine braking, is a force that acts from rear to front on the wheel center of the tire. This can be expressed in a table as shown below.

[Table] 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 have a somewhat different 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.
Further, this type of rear suspension that has been known in the past does not achieve a toe-in effect against all of the above four types of external forces, but is mainly effective only against lateral forces. SUMMARY OF THE INVENTION An object of the present invention is to provide a novel rear suspension that has an extremely simple structure and can effectively toe-in the rear wheels against external forces, especially during cornering. Furthermore, the present invention has an extremely simple structure that enables toe-in of the rear wheels in response to any external force such as lateral force, braking force, engine braking force, or driving force, regardless of whether the vehicle is turning or going straight. The aim is to provide a completely new type of rear suspension that makes it possible to create highly safe cars. In the rear suspension of the present invention, a rear wheel support member is connected to a swinging member whose part is swingably supported on the vehicle body through one ball joint and two rubber bushes, and further The stabilizer, which has a center of rotation in the left-right direction of the vehicle body and is rotatably supported by the vehicle body via a control link, is connected to a wheel support member. It is arranged in the first or second quadrant of horizontal-vertical coordinates, at least one of the rubber bushes is arranged below the wheel center, and the plane containing these two rubber bushes and the ball joint is the vertical plane containing the wheel center. The rubber bushing is arranged outward from the vehicle body from the left and right center of the wheel at the height of the wheel center, and the shaft of the rubber bushing is arranged in such a direction as to guide the clockwise rotation of the wheel support member around the ball joint inwardly in front of the wheel center. , the swinging member is installed so that the rotation locus of the wheel support member moves inward in the left-right direction of the vehicle when bumping, and the end of the stabilizer is located behind the ball joint and the center of swing of the swinging member. It is characterized in that it is connected to the wheel support member at a higher position. In the present invention, the swinging member refers to a swinging support member on the vehicle body side that is partially supported swingably on the vehicle body, such as a semi-trailing arm of a semi-trailing type rear suspension, or a strut-type rear suspension. A general term for various support members attached to the vehicle body, such as the pension strut, the upper and lower arms of a washbond type rear suspension, and the deion tube of a deion type rear suspension. It is not limited to the format. In addition, wheel members are a general term for members such as wheel hubs that rotatably support tires.
It is not limited to a specific wheel hub. In addition, the control link is a link member that is connected between a bracket that supports the center portion of the stabilizer extending in the left-right direction of the vehicle body and a bracket on the vehicle body side in order to support the stabilizer on the vehicle body while allowing the stabilizer to be slightly displaced. be. Furthermore, the quadrant defined in the present invention is a quadrant in rectangular coordinates when looking at the rear wheel from the left side of the vehicle body and imagining horizontal and vertical orthogonal axes with the wheel center as the center. All quadrants include the axes at both ends that limit the quadrant (for example, in the first quadrant, the right half of the horizontal axis and the upper half of the vertical axis). In the present invention, the direction of rotation of the wheel support member is also expressed as clockwise, counterclockwise, etc. when viewed from the left side of the vehicle body. According to the rear suspension of the present invention, when a lateral force is applied during cornering, it is possible to effectively toe-in the tire. Due to the arrangement of the ball joint and rubber bush, lateral force causes the wheel support member to rotate in the toe-in direction around the ball joint, and the stabilizing reaction force due to one side bump during cornering displaces the wheel support member in the toe-in direction. This is because it works like this. Furthermore, according to the present invention, the above-mentioned 4
It is possible to effectively toe-in the tire even when any of the external forces is applied. This is also an effect of the arrangement of the ball joint and rubber bush. Embodiments of the present invention will be described in detail below with reference to the drawings. FIG. 1 is a conceptual diagram showing the basic structure and function of an embodiment of the rear suspension of the present invention, and shows the right rear wheel seen from the left (inside) rear in the center.
Projections from behind, left, and above are shown on the left, right, and bottom, respectively. The ball joint 11 is located at the rear and upper side of the wheel center W (in the first quadrant of the above coordinates), and is located between the two rubber bushes 1.
One of the wheels 2 and 13, 12, is located below the wheel center W (ie, in the third or fourth quadrant of the coordinates). In addition, a plane P including these two rubber bushes 12, 13 and the ball joint 11 is a vertical plane including the wheel center axis C (its projection is shown on the left in FIG. 1), and the height CL of the wheel center is It is located outward of the vehicle body from the left and right center W of the wheel on the ground GL. Furthermore, the shafts 12 of the rubber bushes 12 and 13
a and 13a are arranged in such a direction as to guide the wheel hub 10 inwardly in front of the wheel center W when the wheel hub 10 rotates clockwise around the ball joint, that is, in a direction that causes the tire 14 to be toe-in. . That is, the front rubber bushing 12 is oriented forward inward, and the rear rubber bushing 13 is oriented forward outward.
This direction may be reversed depending on the position of the rubber bushes 12, 13. That is, for example, when the front rubber bushing 12 is arranged horizontally upward in the second quadrant or diagonally with the front low and the rear high, the axis 12a is not directed forward inward but rearward inward. . This is to displace the clockwise rotation of the wheel hub 10 around the ball joint 11 in the toe-in direction in either case. Further, an arm 15 extends rearward from the wheel hub 10 via a ball joint 11, and a front end 16a of a front bent portion 16A of a stabilizer 16 is connected to a rear end 15a of this arm 15. The center portion 16B of the stabilizer 16 extends in the left-right direction of the vehicle body, has one end 17a supported by the other end 17b of the control link 17 connected to the vehicle body side bracket 18 via a bracket 19, and rotates around the left-right direction of the vehicle body. Supported for free movement. Therefore, when bumping, the end 1 of the stabilizer 16
6a is movable in the vertical direction along a trajectory A in the vertical direction in the projection view on the left side of FIG. On the other hand, the wheel hub 10 is supported by a swing member that is a support member on the vehicle body side, such as a semi-trailing arm that is partially swingably supported by the vehicle body.
This swinging member is attached so that the rotation locus of the wheel hub moves inward in the left-right direction of the vehicle body (as shown by locus B on the left in FIG. 1) when the vehicle bumps. Further, a connecting portion between the end portion 16a of the stabilizer and the rear end 15a of the arm 15 of the wheel hub 10 is located behind the ball joint 11 and above the center of swing of the swing member. Hereinafter, the toe-in effect due to external force will be explained in detail in the case of this embodiment with reference to FIG.
In FIG. 1, the vertical imaginary axis passing through the ball joint 11 is L, the imaginary axis in the width direction of the vehicle body is M, and the imaginary axis in the longitudinal direction is N. The lateral force S acts on the tire grounding point G from outside to the inside, the braking force B acts on the grounding point G from the front to the rear, and the engine braking force F acts on the wheel center W from the front to the rear. The driving force K acts on the wheel center W from the rear to the front. When a lateral force S acts on the tire during cornering, etc., a rotational moment is generated around the L axis in a counterclockwise direction when viewed from above, and the rubber bushes 12, 13
Due to the elasticity of the wheel hub 10, the wheel hub 10 is displaced around the ball joint 11 in the toe-in direction. At this time, if the elasticity of the front rubber bushing 12 on the inside in the right angle direction and the elasticity of the rear rubber bushing 13 on the outside in the right angle direction are increased, an even greater toe-in effect can be obtained. At the same time, due to a bump on one side during cornering, the end 15a of the arm 15 of the wheel hub 10 is
attempts to move upward along trajectory B, but
At this time, the end 16a of the stabilizer 16 receives an outward stabilizing reaction force HF from an upward trajectory A.
Therefore, the rear part of the wheel 10 is displaced outward and thus in the toe-in direction. Also,
At this time, a vertical component VF of the stabilizing reaction force from the stabilizer 16 acts downward on the rear end 15a of the arm 15 of the wheel hub 10. The wheel hub 10 rotates clockwise (as viewed from the left) around the ball joint 11 due to the vertical component VF of this stabilizer reaction force. This clockwise rotation moves the wheel hub 10 to the rubber bush 1 as described above.
Depending on the direction of the axes 2 and 13, the front is displaced inward and the rear is displaced outward, resulting in the wheel hub 10 being displaced in the toe-in direction. In this way, during cornering, both the lateral force S and the stabilizer reaction forces HF and VF produce a toe-in effect, making it possible to effectively toe-in the tire. Next, brake force B, engine brake force E,
The toe-in effect due to the driving force K will be explained. When the brake force B acts on the grounding point G from front to back, the wheel hub 10 moves around the ball joint 11 ( (around the L axis) in a counterclockwise direction when viewed from above, that is, in a toe-in direction T. On the other hand, this braking force B has the effect of trying to rotate the wheel hub 10 counterclockwise (as viewed from the left side) around the M axis. As a result, the wheel hub 10 tends to be displaced in the direction of toe-out. At this time, if the action of the braking force B around the L axis is larger, it is not a problem because a toe-in effect can be obtained after all, but since it is not always possible to design it in this way, By providing a stopper on the side, toe-in can be ensured. When the engine braking force E acts on the wheel center W from front to rear, the tire tends to rotate counterclockwise around the M axis because the ball joint 11 is in the first (or second) quadrant. The rotation in the counterclockwise direction around the M-axis tends to displace the wheel hub 10 in the toe-out direction depending on the orientation of the rubber bushes 12 and 13, as in the case of the brake force B, but this is prevented by the stopper. On the other hand, since the wheel center W is located inside the plane P including the ball joint 11 and the rubber bushes 12 and 13 at this time, the engine braking force E acts in the toe-in direction around the L axis, resulting in a toe-in effect. can get. When the driving force K acts on the wheel center W from the rear to the front, this is a force in the opposite direction to the engine braking force E, so the wheel hub 10 tends to toe out around the L axis, rotates around the M axis, and the rubber bush 12, As a result of the overall effect of the toe-in tendency due to the orientation of the toe-in effect, toe-out is prevented and a toe-in effect is obtained. As is clear from the detailed description of the above embodiments,
According to the present invention, it is possible to toe-in the tire when any of the four external forces, lateral force S, brake force B, engine brake force E, and driving force K, is applied, and also toe-in the tire on one side due to cornering etc. This provides a rear suspension that has the effect of toe-in the tire on the bumped side using the stabilizing reaction forces VF and HF even when bumping. Therefore, it is possible to realize a vehicle that is constantly stabilized during driving such as cornering, and that has improved maneuverability without impairing ride comfort. Furthermore, this toe-in effect is also advantageous in realizing a sports car with excellent straight-line performance at high speed, so the rear suspension according to the present invention has extremely high practical value. Next, examples in which the present invention is applied to a semi-trailing type rear suspension will be described in Sections 2A and 2.
This will be explained with reference to Figures B and 2C, Figures 3A and 3B, Figures 4A and 4B, and Figure 5. Figure 2A is a view of the right rear wheel viewed from above, Figure 2B is a side view of it viewed from the right outside (the tires are shown with imaginary lines), and Figure 2C is a view of the right rear wheel viewed from above.
The figure is a rear view of the tire of FIG. 2A. Two arms 20A, 2 extending forward in a bifurcated shape
The front end of each arm 20A, 20B of the semi-trailing arm 20 having 0B is attached to a shaft support 21 on the vehicle body.
a, 21b, and a wheel hub 22 is supported by a ball joint 23, a first rubber bush 24 and a second rubber bush on the outside of the rear main body 20C.
It is supported via a rubber bushing 25. Further, the wheel hub 22 is integrally provided with an arm 22A extending rearward from the ball joint 23.
A stabilizer 27 is supported on the vehicle body via a control link 26 at the rear end of this arm 22A.
The rear ends of the rear bent portions 27A are connected. The cross section of the front rubber bush 24 is shown in No. 3A, 3.
Shown in Figure B. As is clear from these cross-sectional views, the rubber bush 24 is integrally fixed to the wheel hub 22 so as to allow the wheel hub 22 to be largely displaced inward of the vehicle body, but not vice versa, that is, to prevent outward displacement. Rubber 24a between the arm portion 22a and the shaft portion 20d that is integrally fixed to the main body 20c of the semi-trailing arm 20.
is made softer on the outside of the car body and harder on the inside of the car body. That is, a hard rubber, a stopper, or a stopper 24a' is inserted between the shaft portion 20d and the inside of the arm 22a to prevent the arm 22a from moving outward. The cross section of the rear rubber bush 25 is shown in No. 4A, 4.
Shown in Figure B. As clearly shown in FIG. 4A, the rear flange 20e of the pair of flanges fixed to the main body 20c side of the semi-trailing arm
A stopper 25a is provided between the arm 22b and the arm 22b on the wheel hub 22 side to prevent rearward displacement. FIG. 5 is a sectional view showing details of the ball joint 23, in which the arm 22B integrally provided on the wheel hub 22 is connected to the semi-trailing arm 20.
It is rotatably supported on a flange 20f on the main body 20c side and a shaft 20g. This shaft 20g has a spherical surface and forms a ball of a ball joint. The effects on the four types of external forces and stabilizing reaction forces in this embodiment are exactly the same as those in the embodiment shown in FIG. 1, and are clear from the figure, so a description thereof will be omitted. That is, any of these forces can change the toe-in of the tire and achieve the desired effect.

[Brief explanation of the drawing]

FIG. 1 is a conceptual diagram showing the main parts of the rear suspension of the present invention in detail, showing a perspective view of the right rear wheel seen from the left rear and its three-way projection view, and FIG. 2A is a semi-sectional view showing the rear suspension of the present invention. 2B is a partially cutaway top view of the right rear wheel showing an example of application to a trailing type rear suspension; 2B is a side view of the example shown in 2A, looking through the tire from the right outside; 2C is the Figure 2A viewed from the left, Figure 3A is the front rubber bushing 24.
Figure 3B is a longitudinal cross-sectional view of
Figure A is a longitudinal cross-sectional view of the rear rubber bushing 25, Figure 4B is a cross-sectional view of the center thereof, and Figure 5 is a vertical cross-sectional view of the ball joint 23. 10... Wheel hub, 11, 13... Ball joint, 12, 13, 24, 25... Rubber bush, 14... Tire, 15, 22A... Arm, 1
6, 27... Stabilizer, 17, 26... Control link, 20... Semi-trailing arm.

Claims (1)

[Claims] 1. A rocking member whose part is swingably supported on the vehicle body;
A wheel support member that rotatably supports the rear wheel is supported at three points on this swing member via a ball joint and two rubber bushes, and a wheel support member has a rotation center in the left-right direction of the vehicle body and is supported at three points via a control link. The stabilizer is rotatably supported on the vehicle body, and the ball joint is located at the first or second horizontal-vertical coordinate of the wheel center reference when viewed from the left side of the vehicle body.
arranged in a quadrant, at least one of the two rubber bushes is arranged below the wheel center, and a plane including the two rubber bushes and the ball joint is at the height of the wheel center in a vertical plane containing the wheel center. The rubber bushing is disposed outward from the left-right center of the wheel, and the shaft of the rubber bushing is oriented so as to guide clockwise rotation of the wheel support member around the ball joint inwardly in front of the wheel center when viewed from the left side of the vehicle body. , the swinging member is attached so that the rotation locus of the wheel support member moves inward in the left-right direction of the vehicle body when bumping, and the end of the stabilizer is located behind the ball joint and at the center of swing of the swinging member. A rear suspension for an automobile, characterized in that the rear suspension is connected to a wheel support member at an upper portion.