JPS632714A - Sustension for vehicle - Google Patents
Sustension for vehicleInfo
- Publication number
- JPS632714A JPS632714A JP14623786A JP14623786A JPS632714A JP S632714 A JPS632714 A JP S632714A JP 14623786 A JP14623786 A JP 14623786A JP 14623786 A JP14623786 A JP 14623786A JP S632714 A JPS632714 A JP S632714A
- Authority
- JP
- Japan
- Prior art keywords
- link
- spring
- frp
- frame
- suspension
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000000725 suspension Substances 0.000 claims abstract description 35
- 229910000831 Steel Inorganic materials 0.000 description 10
- 239000010959 steel Substances 0.000 description 10
- 238000005452 bending Methods 0.000 description 5
- 229920000049 Carbon (fiber) Polymers 0.000 description 4
- 239000004917 carbon fiber Substances 0.000 description 4
- 239000003365 glass fiber Substances 0.000 description 4
- 239000011159 matrix material Substances 0.000 description 4
- 239000012783 reinforcing fiber Substances 0.000 description 4
- 229920005989 resin Polymers 0.000 description 4
- 239000011347 resin Substances 0.000 description 4
- 229910000639 Spring steel Inorganic materials 0.000 description 3
- 239000000463 material Substances 0.000 description 3
- 102100040287 GTP cyclohydrolase 1 feedback regulatory protein Human genes 0.000 description 2
- 101710185324 GTP cyclohydrolase 1 feedback regulatory protein Proteins 0.000 description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 2
- 229920003002 synthetic resin Polymers 0.000 description 2
- 239000000057 synthetic resin Substances 0.000 description 2
- 239000006096 absorbing agent Substances 0.000 description 1
- 210000005252 bulbus oculi Anatomy 0.000 description 1
- 239000004918 carbon fiber reinforced polymer Substances 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F1/00—Springs
- F16F1/36—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers
- F16F1/366—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers made of fibre-reinforced plastics, i.e. characterised by their special construction from such materials
- F16F1/368—Leaf springs
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/11—Leaf spring
- B60G2202/112—Leaf spring longitudinally arranged
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
- B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
- B60G2206/70—Materials used in suspensions
- B60G2206/71—Light weight materials
- B60G2206/7101—Fiber-reinforced plastics [FRP]
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、自動車のサスペンションシステムに用いられ
る車両用懸架装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a vehicle suspension system used in an automobile suspension system.
車両用懸架装置には従来より様々な種類が知られている
。例えば縦置形の鋼製ばね板を使用した伝統的な懸架装
置は、ばね板の両端部に目玉部を設けるとともに、これ
ら目玉部を車体側に連結したものであって、ばね板の長
手方向中間部にアクスルハウジングが固定される。Various types of vehicle suspension systems have been known. For example, a traditional suspension system using vertical steel spring plates has eyelets at both ends of the spring plate, and these eyelets are connected to the vehicle body, with the center point in the longitudinal direction of the spring plate. The axle housing is fixed to the part.
また、独立懸架方式のサスペンションにおいては、例え
ばマツクファーソンストラットやダブルウィツシュボー
ン型などに代表されるように、懸架用ばねに鋼製のコイ
ルばねを用いたものも多用されている。Additionally, in independent suspension systems, suspensions that use steel coil springs as suspension springs are often used, as typified by MacPherson struts, double wishbones, and the like.
更には、軽量化を図るためにＦＲＰ製の板ばねを用いた
懸架装置も実用化されつつある。Furthermore, suspension systems using FRP leaf springs are being put into practical use in order to reduce weight.
乗り心地を良くするには、車輪の上下のストロークを大
きくすることが望まれる。しかしながら従来の鋼製ばね
板を用いた懸架装置は、上下方向の撓みを大きくするに
はばね板をかなり長くする必要がある。ところがばね板
の取付はスペースにはおのずと限界があるからばね板を
むやみに長くすることはできないし、また重量もかなり
重くなる。In order to improve riding comfort, it is desirable to increase the vertical stroke of the wheels. However, in conventional suspension systems using steel spring plates, the spring plates must be made considerably long in order to increase vertical deflection. However, since there is a natural limit to the space available for installing a spring plate, it is not possible to make the spring plate unnecessarily long, and it also becomes quite heavy.
一方、コイルばねを用いた懸架装置の上下のストローク
を大きくするにはコイルばねの高さが大となる。しかし
ながら車体フレームや懸架機構部のばね収容スペース等
には制約があるから、コイルばねを組込むことのできる
高さには当然限界がある。On the other hand, in order to increase the vertical stroke of a suspension system using a coil spring, the height of the coil spring becomes large. However, since there are restrictions on the spring housing space of the vehicle body frame and suspension mechanism, there is naturally a limit to the height at which the coil spring can be installed.
これらの鋼製ばねに対し、ＦＲＰ製の板ばねは鋼に比べ
て同じばね定数でも曲げ弾性率と許容できる歪の大きさ
から、鋼に比較して撓みを大きくとることができる利点
がある。しかしながら懸架用の板ばねは、発進や加速・
減速時等に生じる車体の前後方向の荷重入力を目玉部を
介して板ばね自身で支えなければならないから、従来の
ＦＲＰ製の板ばねにおいては強度的に目玉部に格別な配
慮を必要とし、場合によっては目玉部が弱点になること
があった。In contrast to these steel springs, FRP leaf springs have the advantage of allowing greater deflection compared to steel due to their bending elastic modulus and allowable strain, even with the same spring constant. However, suspension leaf springs are used for starting, accelerating,
Because the leaf spring itself must support the load input in the longitudinal direction of the vehicle body that occurs during deceleration, etc. through the eyelet, special consideration must be given to the eyelet in terms of strength in conventional FRP leaf springs. In some cases, the eyeballs could become a weak point.
本発明は、懸架用リンクとＦＲＰばねとを組合わせた懸
架装置である。上記リンクの一端側は、フレーム（車体
フレーム、サブフレームあるいはフレームに固定される
部材等）に上下方向に揺動自在に枢着される。リンクの
他端側は、例えばナックルやアクスルハウジングなどの
ような車輪を支持する部材に連結される。−方、ＦＲＰ
ばねは帯状ないし棒状に成形され、その一端が上記フレ
ーム側に支持されるとともに他端が上記リンク側に延出
してリンクに接続される。このＦＲＰばねは、ガラス繊
維あるいは炭素繊維等の連続強化繊維とマトリックス樹
脂等からなる。The present invention is a suspension device that combines a suspension link and an FRP spring. One end side of the link is pivotally connected to a frame (a vehicle body frame, a subframe, a member fixed to the frame, etc.) so as to be swingable in the vertical direction. The other end of the link is connected to a member supporting the wheel, such as a knuckle or an axle housing. - direction, FRP
The spring is formed into a band or rod shape, and one end thereof is supported by the frame, and the other end extends toward the link and is connected to the link. This FRP spring is made of continuous reinforcing fibers such as glass fibers or carbon fibers, matrix resin, and the like.
車輪の上下動に伴って上記リンクが上下方向に揺動する
と、この動きに伴ってＦＲＰばねが撓み、ＦＲＰばねの
反発力が発揮される。車輪を支持する部材は上記リンク
を介してフレームに支えられているから、ＦＲＰばねは
主に上下方向の荷重を負担する。When the link swings in the vertical direction as the wheel moves up and down, the FRP spring bends with this movement, and a repulsive force of the FRP spring is exerted. Since the member supporting the wheel is supported by the frame via the link, the FRP spring mainly bears the load in the vertical direction.
上記懸架用ばねは、車輪の上下ストロークを確保する必
要上、かなり大きな撓みが必要とされる。The above-mentioned suspension spring is required to have a fairly large amount of deflection in order to ensure the vertical stroke of the wheel.
ここで上記ばねを鋼製とした場合には、鋼の曲げ弾性率
と許容される歪の大きさとの関係から撓みを大きくとる
ことができず、実用に適さない。しかしガラス繊維ある
いは炭素繊維等の強化繊維束をマトリックス樹脂に埋設
したＦＲＰ材では、曲げ弾性率と歪の大きさの関係から
、鋼に比較して約２倍の撓みがとれる。材料力学上、−
定幅、−定長さの板に一定荷重を負荷した場合の許容さ
れる最大撓み量は、ｆ丁７丁に比例する。Ｅは曲げ弾性
率、εは繰返し使用に耐えられる歪である。If the spring is made of steel, the spring cannot be bent to a large extent due to the relationship between the flexural modulus of steel and the allowable strain, and is not suitable for practical use. However, FRP materials in which reinforcing fiber bundles such as glass fibers or carbon fibers are embedded in a matrix resin can be bent approximately twice as much as steel due to the relationship between the bending elastic modulus and the magnitude of strain. In terms of material mechanics, −
The maximum allowable amount of deflection when a constant load is applied to a plate of constant width and length is proportional to f7. E is the flexural modulus, and ε is the strain that can withstand repeated use.
換言すると、曲げの繰返しに耐えることのできるＦＲＰ
の撓みの大きさは鋼に比べて充分大きいから、上記のよ
うにリンクと組合わされて曲げが作用する帯状ないし棒
状の懸架用ばねにおいて実用に充分な撓みが得られる。In other words, FRP can withstand repeated bending.
Since the amount of flexure is sufficiently larger than that of steel, sufficient flexure can be obtained for practical use in a band-like or rod-like suspension spring that is combined with a link and subjected to bending as described above.
〔実施例１〕
第１図に示された懸架装置において、車体フレーム１に
ブラケット２を介して懸架用リンク３の一端側が枢着さ
れている。このリンク３は、軸５を中心に上下方向に揺
動自在である。リンク３の他端側はアクスルハウジング
６に連結される。このアクスルハウジング６は車輪７を
回転自在に支持する。上記リンク３はフレーム１と車輪
７とをつなぐ部材であるから、車両の前後方向の荷重等
に充分耐えられる強度をもたせであることは勿論である
。なお、フレーム１とリンク３との間の適当な位置にシ
ョックアブソーバ（図示せず）が配される。[Embodiment 1] In the suspension system shown in FIG. 1, one end side of a suspension link 3 is pivotally attached to a vehicle body frame 1 via a bracket 2. This link 3 is vertically swingable about a shaft 5. The other end of the link 3 is connected to an axle housing 6. This axle housing 6 rotatably supports a wheel 7. Since the link 3 is a member that connects the frame 1 and the wheel 7, it goes without saying that it must have enough strength to withstand loads in the longitudinal direction of the vehicle. Note that a shock absorber (not shown) is arranged at an appropriate position between the frame 1 and the link 3.
そして上記フレーム１にＦＲＰばね１０が取付けられて
いる。このＦＲＰばね１０の一端１０ａは連結部１１を
介してフレーム１に固定される。An FRP spring 10 is attached to the frame 1. One end 10a of this FRP spring 10 is fixed to the frame 1 via a connecting portion 11.
ＦＲＰばね１０の他端１０ｂは上記リンク３側に延出す
るとともに、連結部１２を介してリンク３に接続されて
いる。この連結部１２は、リンク３とＦＲＰばね１０と
を互いに前後方向に相対移動可能に連結するものであり
、例えばスライド方式あるいは適宜のリンクや弾性部材
等が採用される。The other end 10b of the FRP spring 10 extends toward the link 3 and is connected to the link 3 via a connecting portion 12. The connecting portion 12 connects the link 3 and the FRP spring 10 so that they can move relative to each other in the front-back direction, and for example, a sliding type or a suitable link or elastic member is adopted.
上記ＦＲＰばね１０は、主に長平方向に連続する周知の
ガラス繊維または炭素繊維等の一方向強化繊維束にマト
リックス樹脂を含浸後、硬化させることによって帯状な
いし棒状に成形したものであり、断面形状は例えば矩形
である。The above-mentioned FRP spring 10 is formed into a band or rod shape by impregnating a well-known unidirectional reinforcing fiber bundle such as glass fiber or carbon fiber that continues in the longitudinal direction with a matrix resin and then curing it, and has a cross-sectional shape. is, for example, a rectangle.
上記ＦＲＰばね１０は、リンク３が軸５を中心に上方に
回動するとこれに伴い自由端１０ｂ側が上方に撓み、そ
の反発力によってリンク３すなわち車輪７が下向きに付
勢される。つまりこの実施例ではＦＲＰばね１０の上面
側が主にコンプレッションサイド（圧縮面側）となり、
下面側がテンションサイド（引っ張り面側）となる。When the link 3 rotates upward about the shaft 5, the free end 10b of the FRP spring 10 bends upward, and the link 3, that is, the wheel 7 is urged downward by the repulsive force. In other words, in this embodiment, the upper surface side of the FRP spring 10 is mainly the compression side (compression side),
The bottom side is the tension side (pulling side).
前述したように、−定幅、−定長さの板に一定荷重を負
荷した場合、繰返し使用可能な最大撓み全は〜ｒＩ−７
コーに比例する。ここで、従来のばね鋼と本発明者らが
開発したガラス繊維強化合成樹脂（ＧＦＲＰ）および炭
素繊維強化合成樹脂（ＣＦＲＰ）のテストピースを比較
した試験結果を次表１に示す。As mentioned above, when a constant load is applied to a plate of -constant width and -constant length, the maximum total deflection that can be used repeatedly is ~rI-7
Proportional to Coe. Table 1 below shows test results comparing test pieces of conventional spring steel, glass fiber reinforced synthetic resin (GFRP) and carbon fiber reinforced synthetic resin (CFRP) developed by the present inventors.
表 １
表１より、ＧＦＲＰのｆ丁τ可はばね鋼の２，４倍、Ｃ
，ＦＲＰはばね鋼の１．６倍であり、同一荷重ではＧＦ
ＲＰが最も大きな変形の繰返しに耐えることができる。Table 1 From Table 1, GFRP's f-d τ is 2.4 times that of spring steel, and C
, FRP is 1.6 times that of spring steel, and at the same load, GF
RP can withstand the greatest number of repeated deformations.
上記ＦＲＰばね１０で実車に搭載可能な撓みを得るには
〜ｒ１−７］−＝ ０．０７５ Ｋｇｆ ／社以上の材
料を用いることが必要である。このような値は鋼製では
不可能であるが、ＦＲＰを採用することによって実現で
きる。In order to obtain a deflection that allows the FRP spring 10 to be mounted on an actual vehicle, it is necessary to use a material of ~r1-7]-=0.075 Kgf/sha or more. Although such a value is not possible with steel, it can be achieved by using FRP.
そして上記構成の懸架装置によれば、車両の前後方向に
加わる荷重に対してはリンク３が負担するため、ＦＲＰ
ばね１０は主に上下方向の荷重を負担すればよい。この
ため、従来のＦＲＰ板ばねの目玉部におけるような強度
的な問題が軽減する。According to the suspension system having the above configuration, the link 3 bears the load applied in the longitudinal direction of the vehicle, so the FRP
The spring 10 only needs to bear the load mainly in the vertical direction. Therefore, strength problems such as those in the center portion of conventional FRP leaf springs are alleviated.
〔実施例２〕
第２図に示された車両用懸架装置において、車体フレー
ム１の上下２箇所に輔１５．１６が設けられている。フ
レーム１はサブフレームであってもよい。[Embodiment 2] In the vehicle suspension system shown in FIG. 2, legs 15 and 16 are provided at two locations on the top and bottom of the vehicle body frame 1. Frame 1 may be a subframe.
そして上記フレーム１に懸架用のリンク機構１７が設け
られている。すなわち、上側の軸１５にはアッパリンク
１８が、また下側の軸１６にはロアリンク１９がそれぞ
れ上下方向に揺動自在に枢着される。これらのリンク１
８．１９は、周知のダブルウィツシュボーン型のものと
同様に車幅方向に突出し、各リンクｔｉｌｌ、１９の先
端部にナックル２０が取付けられる。ナックル２０には
車幅７が回転自在に支持される。A link mechanism 17 for suspension is provided on the frame 1. That is, an upper link 18 is pivoted to the upper shaft 15, and a lower link 19 is pivoted to the lower shaft 16 so as to be able to swing vertically. These links 1
8.19 protrudes in the vehicle width direction like the well-known double wishbone type, and a knuckle 20 is attached to the tip of each link 19. A vehicle width 7 is rotatably supported by the knuckle 20.
そしてＦＲＰばね１０が設けられている。このＦＲＰば
ね１０の一端１０ａは連結部２１を介してフレーム１に
固定される。ＦＲＰばね１０の他端１０ｂはリンク１９
側に延出し、耐摩耗部材２２を介してリンク１９に摺接
する。この耐摩耗部材２２はＦＲＰばね１０に固定され
ている。Further, an FRP spring 10 is provided. One end 10a of this FRP spring 10 is fixed to the frame 1 via a connecting portion 21. The other end 10b of the FRP spring 10 is a link 19
It extends to the side and comes into sliding contact with the link 19 via the wear-resistant member 22. This wear-resistant member 22 is fixed to the FRP spring 10.
ＦＲＰばね１０は、前述した実施例１のものと同様に、
マトリックス樹脂と強化繊維束からなるものでよいが、
本実施例ではばね１０の長手方向の応力をなるべく均等
化させるために、先端１０ｂ側の厚みが漸減するテーパ
形状に成形されている。The FRP spring 10 is similar to that of the first embodiment described above,
It may be composed of matrix resin and reinforcing fiber bundles, but
In this embodiment, in order to equalize the stress in the longitudinal direction of the spring 10 as much as possible, the spring 10 is formed into a tapered shape in which the thickness on the tip 10b side gradually decreases.
本実施例の懸架装置は、軸１６を中心にリンク１９が上
方に回動変位すると、ＦＲＰばね１０が上方に撓み、そ
の反発力によってリンク１９とナックル２０等は下向き
に付勢される。すなわちＦＲＰばね１０は主に上下方向
の荷重を負担する。In the suspension system of this embodiment, when the link 19 is rotated upward about the shaft 16, the FRP spring 10 is bent upward, and the link 19, knuckle 20, etc. are urged downward by the repulsive force. That is, the FRP spring 10 mainly bears the load in the vertical direction.
前後方向の荷重に対しては、従来のダブルウィツシュボ
ーン型の懸架装置と同様にリンク１８゜１９が負担する
。The loads in the longitudinal direction are borne by the links 18 and 19, similar to the conventional double wishbone type suspension system.
〔実施例３〕
第３図に示された実施例のＦＲＰばね１０は、第１のば
ね３０と第２のばね３１をボルト・ナツト等の連結部材
３２によって互いに連結したもので、第１のばね３０の
一端３０ａに目玉部材３３か固定されている。そしてこ
の目玉部材３３は軸３４によってフレーム１に枢着され
る。第１のばね３０の他端３０ｂは耐摩耗部材３５を介
してリンク１９に摺接するようになっている。第２のば
ね３１の他端３１ｂは耐摩耗部材３６を介してフレーム
１に摺接する。[Embodiment 3] The FRP spring 10 of the embodiment shown in FIG. An eyepiece member 33 is fixed to one end 30a of the spring 30. This eyepiece member 33 is pivotally connected to the frame 1 by a shaft 34. The other end 30b of the first spring 30 is in sliding contact with the link 19 via a wear-resistant member 35. The other end 31b of the second spring 31 is in sliding contact with the frame 1 via the wear-resistant member 36.
本実施例の懸架装置は、リンク１９が軸１６を中心に回
動上昇すると、第１のばね３０が上向きに撓み、これに
押されて第２のばね３１も撓む。In the suspension system of this embodiment, when the link 19 rotates upward about the shaft 16, the first spring 30 is bent upward, and the second spring 31 is also pushed by this bending.
こうして双方のばね３０．３１の反発力によってリンク
１９は図示下向きに付勢される。In this way, the link 19 is urged downward in the drawing by the repulsive forces of both springs 30, 31.
〔実施例４〕
第４図に示された実施例のアッパリンク４０とロアリン
ク４１は各々車体の前後方向に配置され、各リンク４０
．４１の一方の端部４０ａ、４１ａは、図示しない車体
フレーム側の部材に枢着される。また、リンク４０．４
１の他方の端部４０ｂ。[Embodiment 4] The upper link 40 and the lower link 41 of the embodiment shown in FIG. 4 are each arranged in the longitudinal direction of the vehicle body, and each link 40
．． One end portions 40a, 41a of 41 are pivotally connected to a member on the vehicle body frame side (not shown). Also, link 40.4
The other end 40b of 1.
４１ｂは、連結用の部材４３．４４を介してアクスルハ
ウジング４６に連結される。図中４７は差動機である。41b is connected to the axle housing 46 via connecting members 43.44. In the figure, 47 is a differential.
そして車体フレームとロアリンク４１との間にＦＲＰば
ね１０が配置される。このＦＲＰばね１０は、下側に位
置する第１のばね５０と上側に位置する第２のばね５１
の各固定端５０ａ、５１ａをボルト・ナツト等の連結部
材５３によって互いに連結するとともに、この連結部分
に目玉部材５４を一体的に取付けたものである。この目
玉部材５４は、ブラケット５５と軸５６によってロアリ
ンク４１に連結される。そして第１のばね５０の他端５
０ｂは、図示しない耐摩耗部材を介してロアリンク４１
の端部４１ｂと摺接する。第２のばね５１の他端５１ｂ
は、耐摩耗部材５８を介してフレーム側の部材１ａに摺
接する。The FRP spring 10 is arranged between the vehicle body frame and the lower link 41. This FRP spring 10 includes a first spring 50 located on the lower side and a second spring 51 located on the upper side.
The respective fixed ends 50a and 51a of the holder are connected to each other by a connecting member 53 such as a bolt or nut, and an eyepiece member 54 is integrally attached to this connecting portion. This eyepiece member 54 is connected to the lower link 41 by a bracket 55 and a shaft 56. and the other end 5 of the first spring 50
0b is connected to the lower link 41 via a wear-resistant member (not shown).
It comes into sliding contact with the end portion 41b of. The other end 51b of the second spring 51
is in sliding contact with the frame-side member 1a via the wear-resistant member 58.
本実施例の場合、ロアリンク４１が端部４１ａを中心に
回動上昇すると、第１のばね５ｏがロアリンク４１の端
部４１ｂに押されて撓むとともに、第２のばね５１が撓
み、各ばね５０，５１の反発力によってリンク１９とア
クスルハウジング４６等は下向きに付勢される。In the case of this embodiment, when the lower link 41 rotates upward about the end 41a, the first spring 5o is pushed by the end 41b of the lower link 41 and is bent, and the second spring 51 is also bent. The link 19, the axle housing 46, etc. are urged downward by the repulsive force of the springs 50, 51.
本発明によれば、軽量かつ上下方向に大きな撓みが得ら
れるとともに、懸架用リンクに組合わされたＦＲＰばね
が主に上下方向の荷重を負担すればよいから、従来のＦ
ＲＰ板ばねの目玉部におけるような問題を解決する上で
もきわめて効果的である。According to the present invention, it is possible to obtain a light weight and a large deflection in the vertical direction, and since the FRP spring combined with the suspension link only has to bear the load mainly in the vertical direction, it is possible to
It is also extremely effective in solving problems such as those in the center portion of RP leaf springs.
第１図は本発明の一実施例を示す懸架装置の側面図、第
２図は本発明の第２の実施例を示す懸架装置の正面図、
第３図は本発明の第３の実施例を示す正面図、第４図は
本発明の第４の実施例を示す側面図である。
１・・・フレーム、３・・・懸架用リンク、７・・・車
輪、１０・・・ＦＲＰばね、１８．１９・・・懸架用リ
ンク、４０．４１・・・懸架用リンク。
出願人代理人 弁理士 鈴江武彦
第１図
第２図FIG. 1 is a side view of a suspension system showing an embodiment of the present invention, FIG. 2 is a front view of a suspension system showing a second embodiment of the invention,
FIG. 3 is a front view showing a third embodiment of the invention, and FIG. 4 is a side view showing a fourth embodiment of the invention. 1...Frame, 3...Suspension link, 7...Wheel, 10...FRP spring, 18.19...Suspension link, 40.41...Suspension link. Applicant's agent Patent attorney Takehiko Suzue Figure 1 Figure 2
Claims (1)
ともに他端側が車輪を支持する部材に連結される懸架用
リンクと、ＦＲＰによって帯状ないし棒状に成形され、
その一端が上記フレーム側に支持されるとともに他端が
上記リンク側に延出してこのリンクに接続されるＦＲＰ
ばねとを具備したことを特徴とする車両用懸架装置。A suspension link whose one end side is pivoted to the frame so as to be swingable in the vertical direction and whose other end side is connected to a member supporting the wheels, and a suspension link formed from FRP into a band or rod shape,
FRP whose one end is supported by the frame side and whose other end extends to the link side and is connected to this link.
A vehicle suspension system comprising a spring.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14623786A JPS632714A (en) | 1986-06-24 | 1986-06-24 | Sustension for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14623786A JPS632714A (en) | 1986-06-24 | 1986-06-24 | Sustension for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS632714A true JPS632714A (en) | 1988-01-07 |
Family
ID=15403203
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14623786A Pending JPS632714A (en) | 1986-06-24 | 1986-06-24 | Sustension for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS632714A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2666279A1 (en) * | 1990-08-31 | 1992-03-06 | Renault | Elastic suspension with variable flexibility |
-
1986
- 1986-06-24 JP JP14623786A patent/JPS632714A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2666279A1 (en) * | 1990-08-31 | 1992-03-06 | Renault | Elastic suspension with variable flexibility |
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