JPS63270210A - Suspension device for automobile - Google Patents

Abstract

PURPOSE:To improve running safety, by a method wherein, in a strut type suspension device having an H-type arm, the one arm of arms for intercoupling wheels facilitates longitudinal rocking, rigidity in the longitudinal direction of a bush of the one arm is set to a value higher than that of the other, and a prepressure is exerted in the direction of the width of a car on a bush on the front side of a car body. CONSTITUTION:Arm parts 22a and 22b of a lower control arm 22 are pivotally mounted to a spindle 32 of the knuckle arm of a wheel 26 through bearing parts 22c and 22d. In this case, the arm 22b on the rear side of a car body is inclined frontwardly of the car body, and is joined with a body part 22f by means of a pin to bring the arm into a longitudinal rockable state. Rigidity in a longitudinal direction of a rubber bush 36 on the rear side of the car body of rubber bushes 34 and 36 is set to a value higher than that of the rubber bush 34 on the front side. A precompression force in the direction of the width of a car is exerted on the rubber bush 34 on the front side. This constitution enables facilitation of a toe-in change suited for a running condition.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a suspension system for an automobile, and particularly to a suspension system that uses an H-shaped member such as a lower arm of a strut type suspension as a suspension component. This invention relates to a device that appropriately controls changes in toe angle due to elastic deformation.

(Prior Art) Some automobile suspension devices, typified by strut type suspensions, have an H-shaped connecting member as a suspension component. Japanese Patent Publication No. 62-9042 discloses an example of such a strut type suspension. As disclosed in this publication, the main components of this type of suspension device are an H-shaped lower control arm and a strut connected to the lower and upper ends of the knuckle arm that supports the wheel.

(Problem to be solved by the invention) Here, the toe-in characteristic of the suspension needs to be appropriately set according to the driving conditions, and the suspension changes to the toe-in side during braking to ensure driving stability. It is desirable to do so.

In addition, regarding the toe-in characteristics of the rear wheels when turning, in order to ensure running stability during high-speed turns and steering performance during low-speed turns, the outer wheels tend to tend to toe-in more at high speeds and tend to toe-out at lower speeds. preferable.

SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a suspension system having an H-shaped connecting member as a suspension component, with a simple configuration that provides favorable toe-in characteristics in accordance with such driving conditions.

(Means for solving problems) The present invention will be described in detail with reference to FIG.

The suspension device of the present invention includes an H-shaped suspension arm 5 as a suspension component for supporting the wheel 1 on the side 3 of the vehicle body, and the suspension arm has two arm portions 7 that protrude toward the side 3 of the vehicle body. .9 has a relative positional relationship in the longitudinal direction of the vehicle body X, and the arm portion 9 on one side is easier to move in the longitudinal direction of the vehicle body than the other portion. On the other hand, the tips 7 of these arm parts
as9a are each connected to the wheel 1 via a rubber bush 11.13. Here, these two rubber pushers 511.13 have different rigidities in the longitudinal direction of the vehicle body, and the rigidity of the rubber pusher Li2 connected to the arm portion 9 that is easily movable in the longitudinal direction of the vehicle body is higher. There is. Further, the rubber bushing 13 on the side with higher rigidity has higher rigidity in the longitudinal direction of the vehicle body than the arm portion 9. Furthermore, the rubber pusher on the front side of the vehicle: Ll
A predetermined precompression force f is applied to l in the vehicle width direction.

In the suspension system of the present invention having the above-described configuration, deformation during braking and turning will be described when the arm portion 9 on the rear side of the vehicle body is an easily movable arm portion.

During braking In FIG. 1, when a braking force F is applied to the wheel 1 during braking, the wheel 1 moves toward the rear of the vehicle relative to the arm 5. During this movement, the tip 7a on the front side of the vehicle body is connected to the rubber bush 11 which has low rigidity in the longitudinal direction of the vehicle body, so the arm portion 7 does not displace and the rubber bush sll
is deformed and moves toward the rear of the vehicle body, reaching the position shown by the broken line. On the other hand, since the rubber bushing 13 on the rear side of the vehicle body has high rigidity in the longitudinal direction of the vehicle body, the rubber bushing 13 is deformed and the attachment of the tip 9a of the arm portion to the wheel side is changed before the arm portion 9a is dislocated. is displaced toward the rear of the vehicle, resulting in the state shown by the broken line. Here, if the arm portion 9 on the rear side of the vehicle body is tilted toward the front side of the vehicle body by an angle e with respect to the vehicle width direction Y so that its tip faces toward the front side of the vehicle body, the tip end 9 of this arm portion 9
Due to this displacement, a traces a trajectory approximately along the arc R centered on the base end 9b of the arm portion 9, so that it moves toward the wheel with respect to its original position shown by the solid line. As a result 1, the wheel 1 rotates slightly inward toward the front side of the vehicle body, and shifts to the toe-in side.

During Turning Next, deformation during turning will be explained with reference to FIGS. 2 and 3. The following explanation is about the deformation of the right rear wheel during a left turn. First, at the beginning of a turn or when turning at low speed,
When the lateral force F at the time of turning is small, the pusher Lll on the front side of the vehicle body is not elastically deformed because the precompression force f is applied, and only the other pusher 513 is elastically deformed inward of the vehicle body. As a result, the wheel 1 rotates as shown by the dashed line and changes to the toe-out side. However, when the lateral force F is large, such as when turning at high speed, and its value becomes greater than the precompression force f of the bushing 11, this bushing 11 also begins to deform inward within the vehicle body. As a result, the wheel 1 changes to the toe-in side, contrary to the above, and enters the toe-in state as shown by the two-dot chain line. FIG. 3 shows changes in toe-in characteristics with respect to lateral force.

Here, the arm portion 9 that is easily displaced in the longitudinal direction of the vehicle body can be formed from, for example, spring steel having lower rigidity than the other arm portions.

Further, this portion may be formed from a separate member from the other portions of the arm, and this member may be configured to be pin-jointed to the arm so as to be rotatable in the longitudinal direction of the vehicle body. Furthermore, both arm portions may be constructed from spring steel.

Note that the present invention provides an approximately H
Any suspension having a type of suspension arm can be applied, and typical examples thereof include a strut type suspension and a double wishbone suspension.

(Example) The present invention will be described in detail below with reference to the drawings. This example is a suspension for the right wheel in the rear suspension of a front wheel drive vehicle, and is of a strut type as shown in the figure.

First, as shown in FIGS. 4 and 5, the suspension 20 has an H-shaped lower control arm 22 and a strut 24 as its main components. The arm 22 is arranged in the vehicle width direction between the wheel 26 and the cross member 28 of the vehicle body, and has a shape that tapers toward the wheel side, and has two arm portions that protrude toward the wheel side. 22a122b, especially the arm portion 22b on the rear side of the vehicle body.
is inclined at a predetermined angle with respect to the vehicle width direction so that its tip faces toward the front of the vehicle body. Bearing portions 22c and 22d are formed at the tips of the two arm portions 22a and 22b of the arm. On the side of the wheel 26, there is a knuckle arm 3.
A spindle 32 is fixed at the lower end of the vehicle in a substantially horizontal state in the longitudinal direction of the vehicle body.
2, the arm portion bearings 22C and 22d are rotatably connected via rubber bushes 34 and 36. On the other hand, bearing parts 22g and 22h are also formed at the tips of the two arm parts 22e and 22f that protrude toward the vehicle body side of the lower control arm 22, and these can be rotated by a spindle 38 attached to the cross member 28. Supported.

This spindle 38 is arranged parallel to the spindle 32 described above.

The above-mentioned strut 24 is composed of a shock absorber equipped with a coil spring 24a, and its lower end is connected to the upper end of the knuckle arm 30 by a connecting bolt.
On the other hand, the upper mount portion at the upper end is pivotally connected to the vehicle body side.

Next, FIGS. 6 and 7 show an enlarged view of the lower control arm 22 described above. This arm 22 is made of a steel plate, and among the arm parts protruding toward the wheel side, the arm part 22b on the rear side of the vehicle body is constructed separately from the other arm parts 22j, and the arm part 22b on the rear side of the vehicle body is It is pin-jointed so as to be rotatable in the longitudinal direction, and is inclined toward the front of the vehicle body by a predetermined angle e with respect to the vehicle width direction so that its tip side faces toward the front of the vehicle body in the illustrated neutral position. As shown in FIG. 7, the pin joint portion of the arm portion 22b is such that the proximal end 22k of the arm portion 22b is inserted into the arm body portion 22j, and both of these portions are connected to a connecting fitting 42 made of bolts and nuts. It is rotatably connected by.

Next, the bearings on the wheel side of the arm 220 are connected to the portions 22a, 2.
The rubber bushes 34 and 36 disposed between the spindle 32 and the spindle 32 have different rigidities in the longitudinal direction of the vehicle body, with the bush 34 on the rear side of the vehicle body having a higher rigidity. Further, the rubber bushing 34 on the front side of the vehicle body is a pre-compression bushing, and a compression force f of a preset magnitude is applied in the vehicle width direction.

8 and 9 show a cross section of this precompression bushing 34 in the axial direction and a cross section in a direction perpendicular thereto. As shown in the figure, between the cylindrical bearing part 22c and the inner ring cylinder 34a inserted therein, a rubber 34b is arranged on the inside in the vehicle width direction Y, and on the opposite side. A spacer 34G made of a rigid body is arranged, and the rubber 34b is compressed by this spacer, and a precompression force f is applied in the vehicle width direction.

In the suspension of this example configured as described above, the arm portion 22b on the rear side of the vehicle body is pin-jointed to the arm main body portion 22j, so that it has a smaller width in the longitudinal direction of the vehicle body than the other arm portion 22a and the bushing 36. Rigidity is extremely low. Further, the pusher 536 has higher rigidity in the longitudinal direction of the vehicle body than the other pusher 34. Furthermore, the bushing 34 on the front side of the vehicle body is a precompression bushing to which a precompression force f is applied in the vehicle width direction. Therefore, as explained with reference to FIGS. 1 to 3, during braking, the braking force acting on the wheel toward the rear of the vehicle body causes the arm portion 22b on the rear side of the vehicle body to move its pin joint part. The center rotates slightly toward the rear of the vehicle. As a result, the bearings at the tips of the two arm parts 22a122b are attached to the parts 22c and 22.
The spindle 32 to which d is connected rotates, and the wheel moves to the toe-in side. If such deformation occurs, the axis of each bearing 22C122d will slightly deviate from the axis of the spindle 32, but this deviation will cause a slight deviation in the axis of each bushing 32.3.
It is absorbed by the deformation in the vehicle width direction of 4. On the other hand, when a lateral force is applied during turning, the pusher L34 on the front side of the vehicle body does not deform until the value of the lateral force exceeds the precompression force f, and only the other pusher L36 deforms. The wheels 26 move to the toe-out side. However, when the lateral force F becomes larger than the precompression force f, the precompression bushing 34 also begins to undergo elastic deformation, so that the wheel moves toward the toe-in side as the lateral force increases.

(Effects of the Invention) As explained above, the present invention provides a suspension device equipped with an H-shaped suspension arm, in which one of the two arm portions of the arm protruding toward the wheel can be easily moved in the longitudinal direction of the vehicle body. The rigidity of the rubber bushing that connects the arm part on the side that is easier to move and the wheel is set to be high, and the bushing on the front side of the vehicle body is a precompression bushing that applies precompression force in the vehicle width direction. Therefore, without complicating the mechanical configuration, it is possible to easily perform braking with a simple configuration.
The suspension can have desirable toe-in characteristics under driving conditions such as when turning.

[Brief explanation of drawings]

Figure 1 is a schematic configuration diagram showing a modification example of the suspension of the present invention during braking, Figure 2 is a schematic diagram showing a modification example of the suspension of the invention during turning, and Figure 3 is toe-in characteristics against lateral force. FIG. 4 is a plan view showing the main parts of the strut type suspension to which the present invention is applied, FIG. 5 is a side view of the suspension shown in FIG. Figure 7 is a side view of the arm on the front side of the vehicle body of the arm shown in Figure 6, Figure 8 is a section taken along the axis of the pre-compression bushing shown in Figure 5. FIG. 9 is a cross-sectional view of a portion taken along line IX--IX in FIG. 8. 1 Wheel 3 - Body side 5 ・H-type suspension arm 7 Arm part 9 on the front side of the car body ・Arm part 11 on the rear side of the car body - Precompression push 13 - Bushing with high rigidity in the longitudinal direction of the vehicle body X ・Y in the longitudinal direction of the vehicle body Width direction Figure 1 Figure Rear side Front side Figure 2 Figure Front side Figure 3 Figure 4 Figure 5 ] Figure 7 Figure 8 Figure 9

Claims (5)

[Claims] (1) In a suspension device equipped with an H-shaped suspension arm as a suspension component for supporting wheels on the vehicle body side, the two arm portions of the suspension arm protruding toward the vehicle body side are located in the longitudinal direction of the vehicle body. The arm portion on one side is more easily movable in the longitudinal direction of the vehicle body than the arm portion on the other side, and the tips of the two arm portions are connected to the wheel via rubber bushes, respectively. The rigidity of the rubber bush in the longitudinal direction of the vehicle body, which is connected to the arm portion that is connected to the arm portion and is easily movable in the longitudinal direction of the vehicle body, is set higher than that of the other rubber bush; The rubber bushing, which has high rigidity in the direction, is set to have higher rigidity in the longitudinal direction of the vehicle body than the easily movable arm portion, and is also connected to the arm portion located on the front side of the vehicle body. A suspension device for an automobile, wherein the rubber bush is given a pre-compression force of a predetermined magnitude in the vehicle width direction. (2) In the device according to claim 1, the arm portion located on the rear side of the vehicle body is easily movable in the longitudinal direction of the vehicle body, and the tip thereof is directed toward the front side of the vehicle body with respect to the vehicle width direction. A suspension device for an automobile, characterized in that the suspension device is arranged in an inclined state toward the front of the vehicle body. (3) An automobile suspension device according to claim 1 or 2, wherein the arm portion that is easily movable in the longitudinal direction of the vehicle body is made of spring steel. (4) An automobile suspension device according to claim 1 or 2, wherein the two arm portions are made of spring steel. (5) In the device according to claim 1 or 2, the arm portion that is easily movable in the longitudinal direction of the vehicle body is a member that is pin-jointed to the suspension arm in a state that it can rotate in the longitudinal direction of the vehicle body. An automobile suspension device comprising: