JPS63255108A - Suspension device for vehicle - Google Patents

Abstract

PURPOSE:To make a toe-in variation increasable in the to-in direction by performing such measures as tilting at least either axis in two turning shafts supporting a lower arm free of rocking motion to a virtual center line extending the longitudinal direction of a car body and so on. CONSTITUTION:A knuckle member 13 is attached to the outer end of a lower arm 11 of a suspension system 10 via a spherical joint 12, and a front wheel at the right is supported by this knuckle member 13. And, a tie rod 16 is connected to the tip of a knuckle arm 13' in the knuckle member 13 via a joint 15, and an inner end of this tie rod 16 is connected to a relay rod 18 via a joint 17. And the lower arm 11 is connected to a car body B via two turning shafts 19 and 20. In this case, these turning shafts 19 and 20 are set up after being tilted as far as the specified angle theta to a virtual center line Lo each, and a rear end of each axis L is set up at the more outer side of the body than the virtual center line Lo.

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to a vehicle suspension, and more specifically,
This relates to the change in toe ratio due to the load from the front of the vehicle body.

(Prior art) Some vehicle suspension devices include
As seen in Japanese Patent No. 63302, there is a type equipped with a lower arm called an A-type arm. In this type of vehicle, the lower arm is swingable around two rotating shafts that are spaced apart in the longitudinal direction of the vehicle, and a bushing is interposed between the lower arm and the rotating shaft. This is designed to reduce vibration transmission from the wheels to the vehicle body.

By the way, in a suspension device for a steered wheel, it is customary to provide the rotation axis of the lower arm in the longitudinal direction of the vehicle body, more specifically, in the direction in which the vehicle travels straight ahead, and the bushings are made soft in the axial direction to facilitate riding. It is designed to improve comfort.

This causes a so-called toe angle change in which the wheels turn in response to a load from the front of the vehicle body, and depending on the layout of the tie rods, there is a problem in that toe-out may occur.

With reference to FIG. 7, this toe angle change based on the load from the front of the vehicle body will be explained in detail. In the figure, the symbol l is the lower arm, 2 is the wheel, 3 is the knuckle arm, 4 is the tie rod, 5 is the relay port, and the relay rod 5 and tie rod 4 are connected via a joint 6. . The lower arm 1 is swingable about a rotating shaft extending in the longitudinal direction of the vehicle body, and a bush 7 is provided coaxially with the rotating shaft. This bushing 7 can be elastically deformed in the axial direction, and the state after elastic deformation is shown by imaginary lines for clarity in the drawing.

First, when a load F from the front of the vehicle body is applied to the wheel 2, the bushing 7 is elastically deformed, and the lower arm 1 moves in parallel toward the rear of the vehicle body. As a result, the turning center 8 of the wheel 2 is displaced toward the rear of the vehicle body. - Since the relay rod 5 does not displace, the joint 6 can be regarded as a fixed point, and the knuckle arm 3 and tie rod 4 that connect this joint 6 and the wheel 2 are subject to displacement due to the displacement of the turning center 8 of the wheel 2. I will do it.

As a result, the wheel 2 is moved by an amount δ corresponding to the displacement of the knuckle arm 3.
turns, and in this example, a toe angle change δ occurs in the toe-out direction. The direction of this toe angle change δ, that is, the direction of toe-in or toe-out, varies depending on the layout of the tie rod 4, more specifically, whether the knuckle arm 3 extends toward the front of the vehicle body or toward the JLJL bridge body. appear. Of course, in reality, it is not as simple as this because it involves bending of each element or elastic deformation of the bushing 7 in the radial direction. toe control,
In other words, it is desirable to change the toe angle in a direction that can improve the running stability of the vehicle against the load F from the front of the vehicle body.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a suspension device for a vehicle that increases the amount of change in toe angle in the toe-in direction based on the change in toe angle in the basic configuration L.

(Means and effects for solving the problem) In order to achieve the technical problem described in 1-1, the present invention provides a method for providing a method for achieving the technical problem described in 1- above. A lower arm that can swing freely around two rotating wheels, and a bushing that can be elastically deformed in the axial direction is interposed between the two rotating wheels, and the outer end of the lower arm has a knuckle arm. Assuming that the knuckle member is attached to a vehicle suspension system and the knuckle arm is linked to a steering mechanism via a tie rod, at least one of the two rotation axes is aligned with its axis. is provided at an angle with respect to an imaginary center line extending in the longitudinal direction of the vehicle body, and when the knuckle arm extends toward the front of the vehicle body, the rear end of the axis is located on the outer side of the vehicle body with respect to the imaginary center line. When the knuckle arm extends toward the rear of the vehicle body, the rear end of the axis line is located inward of the vehicle body from the imaginary center line. Here, the above-mentioned imaginary median line is the axis line of the conventional rotation axis (indicated by the symbol in FIG. 7), that is, the reference line extending in the direction in which the vehicle travels straight.

With this configuration, the function of the knuckle arm is explained using an example in which the knuckle arm extends toward the front of the vehicle body, and the bushings do not undergo elastic deformation in the same way as before when receiving a load from the front of the vehicle body. However, the direction in which this bush deforms is diagonally rearward toward the outside of the vehicle body. Therefore, the turning center of the wheel is displaced outward from the vehicle body compared to the conventional case, and as a result, the displacement tB of the knuckle arm is increased in the toe-in direction compared to the conventional case.
The amount of change in the toe angle of the wheel is increased in the toe-in direction compared to the conventional vehicle.

(Example) Embodiments of the present invention will be described below based on the drawings.

FIG. 1 shows a suspension device lO for the right front wheel, in which a knuckle member 13 is attached to the outer end of the suspension lower arm 11 via a spherical joint 12, and the right front wheel 14 rotates with respect to this knuckle member 13. freely supported.

In this embodiment, the knuckle member 13 has a knuckle arm 13' extending toward the front of the vehicle body. A tie rod 16 is connected to the tip of the knuckle arm 13' via a joint 15, and the inner end of the tie rod 16 is connected to a joint 17. It is connected to the relay rod 18 via the relay rod 18. The relay rod 18 is attached to the vehicle body so as to be slidable in the vehicle width direction, and is linked to a handle (not shown).

The inner end portion of the lower arm 11 is pivotally supported to the vehicle body B at two locations spaced apart in the longitudinal direction of the vehicle body. That is, the lower arm 11 is attached to the vehicle body B via two rotation shafts 19.20, and both rotation shafts 19.20 are arranged at a slight inclination with respect to the virtual center line LO. The rear ends of the rotation axes 19 and 20 are located on the outer side of the vehicle body with respect to the virtual axis LO. A rubber bushing 21. is provided between the lower arm 11 and the rotating shaft 19.20.
22 is arranged coaxially with the rotation axis 19,20. Both of these rubber bushes 21 and 22 are formed to be soft in the axial direction and are elastically deformable in the axial direction. Further, the rubber bushing 22 located at the rear is formed to be slightly soft in the radial direction so that it can be elastically deformed in the radial direction, thereby absorbing the force applied to the lower arm 11 in the longitudinal direction of the vehicle body.

The effect of the above configuration will be explained based on FIG. 2. In order to make the operation easier to understand, the elastic deformation of the rubber bushing 22 on the rear side of the vehicle body in the radial direction is omitted in this figure.

First, when the wheel 14 receives a load F from the front of the vehicle body, the rubber bushings 21 and 22 are elastically deformed in the axial direction, and as a result, the turning center 12 of the wheel 14 is directed outward from the vehicle body as shown by the imaginary line. It will be displaced diagonally backward □. For comparison, the displacement is shown by a triangle mark when the rotation axis of 19.2 degrees is placed on the virtual center line LO.

On the other hand, since there is no lateral displacement of the relay rod 18, the tie rod 16 is displaced following the displacement of the turning center 12 of the wheel 14, and the knuckle arm 13' is turned. The amount of rotation of this knuckle arm 13' is increased by δ in the toe-in direction compared to the case where the rotation axis 19.2o is arranged on the virtual center line LO. In this layout, the outer end of the tie rod 16 is located toward the front of the vehicle body with respect to the extending direction of the relay rod 18, so it would normally be toe-out, but this layout has the advantage of being able to be toe-in. Motsu.

In this embodiment, either one of the rotation axes 19.2o may be inclined (see FIG. 3), or the inclination angle θ of the rotation axis 19.2o may be made different. Further, as shown in FIG. 4, the outer end (joint 15) of the tie rod 16 may be located on the rear side of the vehicle body with respect to the relay rod 18. Although this layout originally provides toe-in, the degree of toe-in can be further increased.

FIG. 5 shows a second embodiment of the invention.

The same elements as those in the first embodiment are denoted by the same reference numerals and will be omitted, and the characteristic portions of this embodiment will be described below.

In this embodiment, since the extending direction of the knuckle arm 13' is in the rear direction of the vehicle body, the rotation axis 19, 20 is tilted such that the rear end of the axis line is inward of the vehicle body with respect to the virtual center line LO. As it is located.

Even in this case, the outer end (joint 15) of the tie rod 11 may be located on the rear side of the vehicle body with respect to the extending direction of the relay rod 18, or may be located on the front side of the vehicle body. (See Figure 6).

(Effects of the Invention) As is clear from the explanation below, according to the present invention, +
1 (The amount of change in toe angle change based on the load from body power can be increased in the toe-in direction compared to the conventional one, and the running stability of the vehicle can be improved.

4. Brief explanation of aspects Figures 1 to 4 show the suspension device according to the first embodiment. Figure 1 is an overall configuration diagram of the suspension device, and Figure 2 is the suspension device shown in Figure 1. FIG. 3 is a diagram showing a modification, and FIG. 4 is a diagram showing another modification.

FIG. 5 is a diagram showing a suspension device according to the second embodiment, FIG. 6 is a diagram showing a modification of the second embodiment, and FIG. 7 is an explanatory diagram of the operation of a conventional suspension device 7t.

lO: Suspension device 11: Lower arm 13: Knuckle member 13' Nina Nkuru Arm 14: Wheel 16: Tyro 7th 19.20: Rotation axis 21.22: Rubber push Lo: virtual center line L: Axis of rotation axis

Claims (1)

[Claims] (1) A lower arm that extends in the longitudinal direction of the vehicle body and is swingable about two rotational shafts arranged at intervals in the longitudinal direction of the vehicle body, and the rotational shafts are arranged in an axial direction. A suspension system for a vehicle, wherein a knuckle member having a knuckle arm is attached to an outer end of the lower arm, the knuckle member having an elastically deformable bush interposed therein, and the knuckle arm is linked to a steering mechanism via a tie rod, At least one of the two rotation axes is provided so that its axis line is inclined with respect to a virtual center line extending in the longitudinal direction of the vehicle body, and when the knuckle arm extends toward the front of the vehicle body, , the rear end of the axis is located on the outside of the vehicle body with respect to the virtual center line, and when the knuckle arm extends toward the rear of the vehicle body, the rear end of the axis is located on the inside of the vehicle body with respect to the virtual center line. A suspension device for a vehicle, characterized in that the suspension device is located at: