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JP3767069B2 - Steering wheel suspension system - Google Patents

Steering wheel suspension system Download PDF

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Publication number
JP3767069B2
JP3767069B2 JP04384797A JP4384797A JP3767069B2 JP 3767069 B2 JP3767069 B2 JP 3767069B2 JP 04384797 A JP04384797 A JP 04384797A JP 4384797 A JP4384797 A JP 4384797A JP 3767069 B2 JP3767069 B2 JP 3767069B2
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point
vehicle body
shock absorber
connection point
wheel support
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JPH10236122A (en
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民良 笠原
喜裕 川辺
健次 川越
拓也 村上
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Description

【０００１】
【発明の属する技術分野】
本発明は、自動車のフロントサスペンション装置など、操舵輪用のサスペンション装置に関する。
【０００２】
【従来の技術】
従来の操舵輪用サスペンション装置としては例えば特開平５−１６９９３８号公報に記載されているもの（以下、単に従来例とも示す）がある。この従来例の操舵輪用サスペンション装置では、車輪を回転自在に支持する車輪支持部材の下端を、所謂ダブルピボット形式を構成する二本のロワリンク（下部連結部材）を介して車体部材に上下揺動可能且つ転舵可能に連結すると共に、略車両幅方向に配設されたアッパリンク（上部連結部材）を当該車輪支持部材の上端に上下揺動可能且つ転舵可能に連結し、夫々のリンクは車体部材に対して上下方向に揺動可能に連結する。また、ショックアブソーバ部材は、上端が車体部材に、下端入力点がロワリンクに連結されており、その所謂シリンダケースと前記アッパリンクとが個別の中間部材によって連結されていて、これによりアッパリンクの前後方向の位置決めが行われる。勿論、車輪支持部材はタイロッド部材を介して操向装置に接続されている。そして、このような構成により、レイアウト性やキャンバ角変化特性、キャンバ剛性等の改善や、ストローク時のキャスタ角変化特性，特にバウンス時にキャスタ角が大きくなって走行安定性が向上する，所謂バウンドハイキャスタ化を図ることができるとしている。
【０００３】
【発明が解決しようとする課題】
ところで、前記従来例の操舵輪用サスペンション装置にあっては、前記中間部材のアッパリンク（上部連結部材）側連結点（＝中間部材と上部連結部材との連結点）におけるストローク時の上下移動量が、同じく中間部材のショックアブソーバ側連結点（＝中間部材とショックアブソーバ部材との連結点）におけるストローク時の上下移動量より大きくなるようにする、つまり例えば中間部材の実質的な軸線，即ち前記中間部材のアッパリンク（上部連結部材）側連結点とショックアブソーバ側連結点とを結ぶ直線が水平又は略水平であっても、中間部材のショックアブソーバ側連結点が当該ショックアブソーバを介してロワリンク（下部連結部材）と同様に略上下方向に移動するとして、その点の上下移動量より前記中間部材のアッパリンク（上部連結部材）側連結点の上下移動量が大きければ、当該中間部材のアッパリンク（上部連結部材）側連結点は相対的に車両後方に移動されることになり、これにより前記バウンドハイキャスタ化を図る構成としている。
【０００４】
そのために、前記従来例では、例えば車両前面視（車両正面視と同じ）における前記アッパリンク（上部連結部材）の車体部材側連結点（＝上部連結部材と車体部材との連結点）から車輪支持部材側連結点（＝上部連結部材と車輪指示部材との連結点）までの距離に対する当該アッパリンクの車体部材側連結点から中間部材側連結点（＝上部連結部材と中間部材との連結点）までの距離の比が、前記ロワリンク（下部連結部材）の車体部材側連結点から車輪支持部材連結点までの距離に対する当該ロワリンクの車体部材側連結点からショックアブソーバ側連結点までの距離の比より小さくなるように規制している。
【０００５】
しかしながら、このように単にアッパ又はロワリンクと各部材との連結点位置だけを規制しても、実際にアッパリンクを配置する場合には、例えばその車輪支持部材側の連結点には所定のキングピン軸を得るための要件があり、その車体部材側連結点には車体部材側とのレイアウトの成立性や所定のキャンバ角変化を得るためのリンク長等の要件があり、従って前記バウンドハイキャスタ化を達成するに足る各リンクと各部材との連結点位置規制を満足できないこともある。
【０００６】
本発明は、前記諸問題を解決すべく開発されたものであり、前記各リンクと各部材との連結点間の距離の比で表れる連結点位置の規制に加えて、当該各リンクと各部材との連結点間の距離の比の種々のパターンを考慮し、これらの各パターンにおける前記ショックアブソーバ部材とアッパリンク（上部連結部材）とのレイアウト及び中間部材とアッパリンク（上部連結部材）との連結点並びに当該中間部材とショックアブソーバ部材との連結点位置にも着目し、これらを適切に調整し、組み合わせることで、バウンドハイキャスタ化を達成可能な操舵輪用サスペンション装置を提供することを目的とするものである。
【０００７】
【課題を解決するための手段】
上記課題を解決するために、本発明のうち請求項１に係る操舵輪用サスペンション装置は、車輪を回転可能に支持する車輪支持部材と、前記車輪支持部材を操向装置に接続するためのタイロッド部材と、一端が前記車輪支持部材の下部に上下方向に揺動可能で且つ転舵可能に連結され且つ他端が車体部材に対して上下方向に揺動可能に連結された下部連結部材と、略車両幅方向に配設されて、一端が前記車輪支持部材の上部に上下方向に揺動可能で且つ転舵可能に連結され且つ他端が車体部材に対して上下方向に揺動可能に連結された上部連結部材と、上端が車体部材に連結され且つ下端が前記下部連結部材に連結されたショックアブソーバ部材と、略車両前後方向に配設されて、前記上部連結部材及びショックアブソーバ部材に連結された中間部材とを備えた操舵輪用サスペンション装置において、前記上部連結部材の配置と、車両前面視における前記上部連結部材の車体部材側連結点から車輪支持部材側連結点までの距離に対する当該上部連結部材の車体部材側連結点から中間部材側連結点までの距離の比（以下、この比を上部連結部材のレバー比とも示す）と前記下部連結部材の車体部材側連結点から車輪支持部材連結点までの距離に対する当該下部連結部材の車体部材側連結点からショックアブソーバ部材側連結点までの距離の比（以下、この比を下部連結部材のレバー比とも示す）との相関と、前記中間部材の上部連結部材側連結点の位置とを調整することにより、少なくともバウンドストローク時にキャスタ角が大きくなるように設定したことを特徴とするものである。
【０００８】
これ以後の発明において、上部連結部材の車体部材側連結点とは当該上部連結部材と車体部材との連結点を示し、以下同様に、上部連結部材の車輪支持部材側連結点とは当該上部連結部材と車輪支持部材との連結点を、上部連結部材の中間部材側連結点とは当該上部連結部材と中間部材との連結点を示すものとする。また、下部連結部材の車体部材側連結点とは当該下部連結部材と車体部材との連結点を示し、以下同様に、下部連結部材の車輪支持部材連結点とは当該下部連結部材と車輪支持部材との連結点を、下部連結部材のショックアブソーバ部材側連結点とは当該下部連結部材とショックアブソーバ部材との連結点を示すものとする。また、中間部材の上部連結部材側連結点とは、前記上部連結部材の中間部材側連結点と同義であって、当該中間部材と上部連結部材との連結点を示し、中間部材のショックアブソーバ部材側連結点とは当該中間部材とショックアブソーバ部材との連結点を示すものとする。
【０００９】
そして、この発明では、前記従来例で規制される上部及び下部連結部材のレバー比の種々のパターンを考慮し、このレバー比のパターンに加えて、上部連結部材の配置，より具体的には上部連結部材とショックアブソーバ部材とのレイアウトや、中間部材の上部連結部材側連結点，より具体的には当該連結点とショックアブソーバ部材側連結点とを結ぶ中間部材の実質的な軸線を適切に調整することにより、上部及び下部連結部材のレバー比のどのようなパターンでも、バウンドストローク時にキャスタ角が大きくなる，所謂バウンドハイキャスタを達成することが可能となる。
【００１０】
また、本発明のうち請求項１に係る操舵輪用サスペンション装置は、前記上部連結部材は前記ショックアブソーバ部材より車両前方に配置されると共に、車両前面視における前記上部連結部材の車体部材側連結点から車輪支持部材側連結点までの距離に対する当該上部連結部材の車体部材側連結点から中間部材側連結点までの距離の比が、前記下部連結部材の車体部材側連結点から車輪支持部材側連結点までの距離に対する当該下部連結部材の車体部材側連結点からショックアブソーバ部材側連結点までの距離の比より大きく且つ前記中間部材の上部連結部材側連結点が当該中間部材のショックアブソーバ部材側連結点より高く配置されることを特徴とするものである。
【００１１】
これ以後の発明で、中間部材の上部連結部材側連結点は、バウンドやリバウンドのない状態，つまりストロークのない状態で、例えば中間部材のショックアブソーバ部材側連結点より高く配置されている。
【００１２】
そして、この請求項１に係る発明では、上部連結部材のレバー比が下部連結部材のレバー比より大きく設定されているため、バウンドストローク時には、例えばショックアブソーバ部材と中間部材との連結点の上下方向移動量が下部連結部材やショックアブソーバ部材の下端入力点の上下方向移動量と同等又は略同等である場合に、前記上部連結部材と中間部材との連結点の上下方向移動量の方が大きくなる。また、これに伴って上部連結部材がショックアブソーバ部材の前方に配置されており、しかも中間部材の上部連結部材側連結点が当該中間部材のショックアブソーバ部材側連結点より高く配置されている、即ち中間部材の実質的な連結軸線が車両側面視において前上がりであるために、バウンドストロークに伴って単純に上方に移動される中間部材とショックアブソーバとの連結点に対して、中間部材と上部連結部材との連結点は当該中間部材の軸線をアームとしてやや車両後方に移動されることから、上部連結部材そのものが車両後方に移動される。一般に、上部連結部材と車輪支持部材との連結点は、所謂（仮想）キングピン軸の上部点を構成するから、バウンドストローク時に上部連結部材が車両後方に移動されれば、（仮想）キングピン軸は後方に傾き、キャスタ角が大きくなる、所謂バウンドハイキャスタが達成される。これに対して、リバウンドストローク時には、相対的に上部連結部材が車両前方に移動されることから、キャスタ角が小さくなる、所謂リバウンドローキャスタが達成される。
【００１３】
また、本発明のうち請求項２に係る操舵輪用サスペンション装置は、前記上部連結部材は前記ショックアブソーバ部材より車両後方に配置されると共に、車両前面視における前記上部連結部材の車体部材側連結点から車輪支持部材側連結点までの距離に対する当該上部連結部材の車体部材側連結点から中間部材側連結点までの距離の比が、前記下部連結部材の車体部材側連結点から車輪支持部材側連結点までの距離に対する当該下部連結部材の車体部材側連結点からショックアブソーバ部材側連結点までの距離の比より大きく且つ前記中間部材の上部連結部材側連結点が当該中間部材のショックアブソーバ部材側連結点より低く配置されることを特徴とするものである。
【００１４】
この請求項２に係る発明でも、上部連結部材のレバー比が下部連結部材のレバー比より大きく設定されているため、バウンドストローク時にはショックアブソーバ部材と中間部材との連結点の上下方向移動量より前記上部連結部材と中間部材との連結点の上下方向移動量の方が大きくなる。一方、上部連結部材はショックアブソーバ部材の後方に配置されており、しかも中間部材の上部連結部材側連結点が当該中間部材のショックアブソーバ部材側連結点より低く配置されている、即ち中間部材の実質的な連結軸線が車両側面視において前上がりであるために、バウンドストローク時には上部連結部材が車両後方に移動される。従って、バウンドストローク時に上部連結部材が車両後方に移動されれば、（仮想）キングピン軸は後方に傾き、キャスタ角が大きくなる、所謂バウンドハイキャスタが達成される。これに対して、リバウンドストローク時には、相対的に上部連結部材が車両前方に移動されることから、キャスタ角が小さくなる、所謂リバウンドローキャスタが達成される。
【００１５】
また、本発明のうち請求項３に係る操舵輪用サスペンション装置は、前記上部連結部材は前記ショックアブソーバ部材より車両後方に配置されると共に、車両前面視における前記上部連結部材の車体部材側連結点から車輪支持部材側連結点までの距離に対する当該上部連結部材の車体部材側連結点から中間部材側連結点までの距離の比が、前記下部連結部材の車体部材側連結点から車輪支持部材側連結点までの距離に対する当該下部連結部材の車体部材側連結点からショックアブソーバ部材側連結点までの距離の比より小さく且つ前記中間部材の上部連結部材側連結点が当該中間部材のショックアブソーバ部材側連結点より高く配置されることを特徴とするものである。
【００１６】
この請求項３に係る発明では、上部連結部材のレバー比が下部連結部材のレバー比より小さく設定されているため、バウンドストローク時にはショックアブソーバ部材と中間部材との連結点の上下方向移動量より前記上部連結部材と中間部材との連結点の上下方向移動量の方が小さくなる。しかしながら、上部連結部材はショックアブソーバ部材の後方に配置されており、しかも中間部材の上部連結部材側連結点が当該中間部材のショックアブソーバ部材側連結点より高く配置されている、即ち中間部材の実質的な連結軸線が車両側面視において前下がりであるために、バウンドストロークに伴って単純に上方に移動される中間部材とショックアブソーバとの連結点に対して、中間部材と上部連結部材との連結点は当該中間部材の軸線をアームとしてやや車両後方に移動されることから、上部連結部材そのものが車両後方に移動される。従って、バウンドストローク時に上部連結部材が車両後方に移動されれば、（仮想）キングピン軸は後方に傾き、キャスタ角が大きくなる、所謂バウンドハイキャスタが達成される。これに対して、リバウンドストローク時には、相対的に上部連結部材が車両前方に移動されることから、キャスタ角が小さくなる、所謂リバウンドローキャスタが達成される。
【００１７】
また、本発明のうち請求項４に係る操舵輪用サスペンション装置は、前記上部連結部材は前記ショックアブソーバ部材より車両前方に配置されると共に、車両前面視における前記上部連結部材の車体部材側連結点から車輪支持部材側連結点までの距離に対する当該上部連結部材の車体部材側連結点から中間部材側連結点までの距離の比が、前記下部連結部材の車体部材側連結点から車輪支持部材側連結点までの距離に対する当該下部連結部材の車体部材側連結点からショックアブソーバ部材側連結点までの距離の比より小さく且つ前記中間部材の上部連結部材側連結点が当該中間部材のショックアブソーバ部材側連結点より低く配置されることを特徴とするものである。
【００１８】
この請求項４に係る発明でも、上部連結部材のレバー比が下部連結部材のレバー比より小さく設定されているため、バウンドストローク時にはショックアブソーバ部材と中間部材との連結点の上下方向移動量より前記上部連結部材と中間部材との連結点の上下方向移動量の方が小さくなる。一方、上部連結部材はショックアブソーバ部材の前方に配置されており、しかも中間部材の上部連結部材側連結点が当該中間部材のショックアブソーバ部材側連結点より低く配置されている、即ち中間部材の実質的な連結軸線が車両側面視において前下がりであるために、バウンドストローク時には上部連結部材が車両後方に移動される。従って、バウンドストローク時に上部連結部材が車両後方に移動されれば、（仮想）キングピン軸は後方に傾き、キャスタ角が大きくなる、所謂バウンドハイキャスタが達成される。これに対して、リバウンドストローク時には、相対的に上部連結部材が車両前方に移動されることから、キャスタ角が小さくなる、所謂リバウンドローキャスタが達成される。
【００１９】
また、本発明のうち請求項５に係る操舵輪用サスペンション装置は、請求項１乃至５の何れかに係る発明において、前記下部連結部材が一つのＡ型アーム部材又は二本のＩ型リンク部材の組合せから構成されることを特徴とするものである。
【００２０】
この請求項５に係る発明は前記請求項１乃至４に係る各操舵輪用サスペンション装置の実施態様であり、同時に各操舵輪用サスペンション装置のサスペンション構造の前提を限定している。即ち、これらの発明に示すサスペンション構造の前提があって、前記請求項１乃至４に係る各操舵輪用サスペンション装置が達成可能となる。
【００２１】
【発明の効果】
以上説明したように、本発明のうち請求項１に係る操舵輪用サスペンション装置によれば、上部及び下部連結部材のレバー比の種々のパターンに加えて、上部連結部材の配置や、中間部材の上部連結部材側連結点を適切に調整することにより、上部及び下部連結部材のレバー比のどのようなパターンでも、バウンドストローク時にキャスタ角を大きくしてバウンドハイキャスタを達成することが可能となる。
【００２２】
また、本発明のうち請求項１に係る操舵輪用サスペンション装置によれば、上部連結部材のレバー比が下部連結部材のレバー比より大きく設定され且つ中間部材がショックアブソーバ部材の前方に配置され且つ中間部材の上部連結部材側連結点が当該中間部材のショックアブソーバ部材側連結点より高く配置されているために、バウンドストローク時に上部連結部材が車両後方に移動されることから、（仮想）キングピン軸が後方に傾き、キャスタ角が大きくなってバウンドハイキャスタが達成される。一方、リバウンドストローク時には上部連結部材が車両前方に移動されることから、キャスタ角が小さくなってリバウンドローキャスタが達成される。
【００２３】
また、本発明のうち請求項２に係る操舵輪用サスペンション装置によれば、上部連結部材のレバー比が下部連結部材のレバー比より大きく設定され且つ中間部材がショックアブソーバ部材の後方に配置され且つ中間部材の上部連結部材側連結点が当該中間部材のショックアブソーバ部材側連結点より低く配置されているために、バウンドストローク時に上部連結部材が車両後方に移動されることから、（仮想）キングピン軸が後方に傾き、キャスタ角が大きくなってバウンドハイキャスタが達成される。一方、リバウンドストローク時には上部連結部材が車両前方に移動されることから、キャスタ角が小さくなってリバウンドローキャスタが達成される。
【００２４】
また、本発明のうち請求項３に係る操舵輪用サスペンション装置によれば、上部連結部材のレバー比が下部連結部材のレバー比より小さく設定され且つ中間部材がショックアブソーバ部材の後方に配置され且つ中間部材の上部連結部材側連結点が当該中間部材のショックアブソーバ部材側連結点より高く配置されているために、バウンドストローク時に上部連結部材が車両後方に移動されることから、（仮想）キングピン軸が後方に傾き、キャスタ角が大きくなってバウンドハイキャスタが達成される。一方、リバウンドストローク時には上部連結部材が車両前方に移動されることから、キャスタ角が小さくなってリバウンドローキャスタが達成される。
【００２５】
また、本発明のうち請求項４に係る操舵輪用サスペンション装置によれば、上部連結部材のレバー比が下部連結部材のレバー比より小さく設定され且つ中間部材がショックアブソーバ部材の前方に配置され且つ中間部材の上部連結部材側連結点が当該中間部材のショックアブソーバ部材側連結点より低く配置されているために、バウンドストローク時に上部連結部材が車両後方に移動されることから、（仮想）キングピン軸が後方に傾き、キャスタ角が大きくなってバウンドハイキャスタが達成される。一方、リバウンドストローク時には上部連結部材が車両前方に移動されることから、キャスタ角が小さくなってリバウンドローキャスタが達成される。
【００２６】
また、本発明のうち請求項５に係る操舵輪用サスペンション装置によれば、この発明に示すサスペンション構造の前提があって、前記請求項１乃至４に係る各操舵輪用サスペンション装置が達成可能となる。
【００２７】
【発明の実施の形態】
以下、本発明の実施の形態を図面に基づいて説明する。ここでは、前左右輪に反転して実施化された本発明の操舵輪用サスペンション装置のうち、特に前左輪のフロントサスペンション装置に代表して説明を行う。勿論、前右輪のそれについては図面を反転し、説明中の「右」を「左」に、「左」を「右」に置換して考えればよい。
【００２８】
図１は、本発明の操舵輪用サスペンション装置の第１実施形態の概略構成を示す斜視図であり、図中のナックル１は、その下端部が図示されないボールジョイント等を介して、下部連結部材としての二本のロワリンク２，３に上下揺動可能に且つ転舵可能に連結され、その上端部が、同じく図示されないボールジョイント等を介して、上部連結部材としてのアッパリンク４に上下揺動可能に且つ転舵可能に連結され、また中央部後方側に突出延長する支持部が同じく図示されないタイロッドに連結されている。
【００２９】
前記下部連結部材を構成する二本のロワリンク２，３のうち、車両前方に配設されたほぼＩ型の前方ロワリンク２は、ホイールハウス内の下部において、ほぼ車幅方向に延長して配設され、その車幅方向外側端が図示されないボールジョイント等を介してナックル１の下端部のうちの前方部位に回転自在に連結され、その内側端が弾性体ブッシュ２ａを介してサスペンションメンバー等の車体部材に連結されている。また、二本のロワリンク２，３のうち、ホイールハウス内の下部において、車両後方に配設され、中央部が車両前方に向けて湾曲されたほぼＩ型の後方ロワリンク３は、全体として車幅方向内側端部が後方に，外側端部が前方になるように斜めに配設されており、その車幅方向外側端が図示されないボールジョイント等を介してナックル１の下端部のうちの後方部位に回転自在に連結され、その内側端が図示されない弾性体ブッシュ等を介して、同じくサスペンションメンバー等の車体部材に連結されている。
【００３０】
この二本のロワリンク２，３によるナックル１の拘束作用そのものについては、これが通常のＡ型ロワアームを分割したものと同様であると考えて問題はない。但し、二本のロワリンク２，３とナックル１との実質的な連結点は、周知のように前方ロワリンク２の車体側連結点及びナックル１との連結点を結ぶ軸線と、後方ロワリンク３の車体側連結点及びナックル１との連結点を結ぶ軸線との交点になる。従って、車両正面視でのキングピン軸（仮想キングピン軸）は、このロワリンク２，３とナックル１との実質的な連結点が車両外方に移動された分だけ、キングピン傾角の設定自由度が大きくなるという特性がある。このことは、例えば前輪駆動車に本実施形態の操舵輪用サスペンション装置を採用し、前記キングピン傾角を大きくして、その路面との交点とタイヤ接地面の中心点との距離，即ち所謂スクラブをネガティブに設定することにより、駆動時のトルクステアによるトーイン変化を抑制したり、何れか一方の前輪にのみ大きな制動力が作用するような制動時の旋回モーメントを打ち消したりして走行安定性を向上することが可能となる。また、勿論、路面からの入力でステアリング装置が共振し、それがステアリングホイールまで伝達されるシミー現象も抑制防止可能であり、それにより乗心地を向上することもできる。
【００３１】
一方、前記アッパリンク４は平面視において車幅方向外側端が後方に湾曲されたほぼＩ字状に形成され、ホイールハウル内の上部において車幅方向に向けて配設されている。そして、その車幅方向外側端が、前記ボールジョイント等を介してナックル１の上端部に回転自在，つまり上下揺動可能に且つ転舵可能に連結され、内側端が弾性体ブッシュを介して図示されないサスペンションメンバー等の車体部材に連結されている。なお、このアッパリンク４単独でナックル１の前後方向への移動を阻止することはできない。しかしながら、後述する中間部材によってアッパリンク４の前後方向への移動が規制されるから、前記ボールジョイント等によるナックル１とアッパリンク４との実質的な連結点が、想定される仮想キングピン軸の上部点になる。
【００３２】
また、本実施形態では、ショックアブソーバ５のロワケース５ａ（シリンダケース）の下端部が、前記前方ロワリンク２の中央部に上下揺動可能に連結されている。より具体的には前方ロワリンク２の中央部に、略車両前後方向に軸線を有する円孔が形成された円筒部２ｂを形成すると共に、ショックアブソーバ５のロワケース５ａには二本の脚部１１ａが下方に延設された円筒部材１１を固定する。前記円筒部材１１から下方に延設された二本の脚部１１ａの夫々には、夫々略車両前後方向に同軸の円孔が形成された円筒部１１ｂが形成されており、二つの円筒部１１ｂの間に、前記前方ロワリンク２の円筒部２ｂを差し込み、前記何れか一方の脚部１１ａの円筒部１１ｂの外側から弾性体ブッシュ１３を介してボルト等の回転軸１２を差し込み、それを前方ロワリンク２の円筒部２ｂから他方の脚部１１ａの円筒部１１ｂに挿通して、この回転軸１２回り，即ち上下方向に揺動可能にショックアブソーバ５と前方ロワリンク２とを連結する。また、このショックアブソーバ５のピストンロッド５ｂの上端部は、マウントブッシュ１４を介して図示されないストラットハウジング等の車体部材に揺動可能に連結されている。これにより、ショックアブソーバ５は、前記アッパリンク４より車両後方側に立設されることになる。
【００３３】
また、本実施形態では、前記ショックアブソーバ５の上端部に、当該ショックアブソーバ５と同軸又は略同軸にコイルスプリング６が配設されている。このコイルスプリング６は、その下端部が前記ショックアブソーバ５のロワケース５ａに、その上端部が前記ストラットハウジング等の車体部材に連結されている。
【００３４】
そして、本実施形態では、前記アッパリンク４とショックアブソーバ５とが中間部材７によって連結されている。より具体的には、この中間部材７は、その後端部が車両内側で且つ下方に湾曲されたほぼＩ字状をなし、その前端部が図示されないボールジョイント等を介して、少なくとも上下軸回りに揺動自在に前記アッパリンク４の略中央部上面に連結されている。また、この中間部材７の後端部は下方に向けて湾曲されていて、前記ショックアブソーバ５のロワケース５ａに上下揺動可能に連結されている。より具体的には、当該ショックアブソーバ５のロワケース５ａには、連結用の円筒部材１６が固定され、この円筒部材１６から後方に向けて、車幅方向に円孔を有する円筒部１６ａが突設されている。そして、この円筒部材１６の円筒部１６に中間部材７の後端部をあてがい、両者の円孔内に、弾性体ブッシュ１７を介してボルト等の回転軸１８を差し込み、当該回転軸１８回り，即ち上下揺動可能にショックアブソーバ５と中間部材７とを連結する。このように中間部材７によって前記ショックアブソーバ５とアッパリンク４とを連結することにより、当該アッパリンク４を前後方向に位置決めすることができる。
【００３５】
また、前記タイロッドは図示されない操向装置にナックル１を接続しており、この操向装置でタイロッドを移動させることにより、ナックル１及び前輪は、前記ナックル１とアッパリンク４との連結点を上部点とし且つ前記ナックル１とロワリンク２，３との実質的な連結点を下部点とする仮想キングピン軸ＬK 回りに転舵される。
【００３６】
以上が本実施形態の操舵輪用サスペンション装置の概略構成であり、次いで上記実施形態の作用について説明するが、特に前記アッパリンク４や中間部材７やショックアブソーバ５の相関を明らかにするために、図１を骨格化した図２のスケルトン図を用いながら説明する。ここで、前記図１と図２との関連を明らかにするために、実質的な連結点や中心点等の符号について説明する。前記前方ロワリンク２とナックル１との連結点をＡ’点、後方ロワリンク３とナックル１との連結点をＡ”点とし、前述のようにこれら二本のロワリンク２，３とナックル１との実質的な連結点，即ち前記二本のロワリンク２，３の軸線の交点からなり仮想キングピン軸の下部点を構成する点をＡ点とすると共に、アッパリンク４とナックル１との実質的な連結点をＢ点とし、両者を結ぶ直線を仮想キングピン軸ＬK とする。また、前記アッパリンク４と中間部材７との実質的な連結点をＣ点、当該中間部材７とショックアブソーバ５との実質的な連結点をＤ点とする。更に、アッパリンク４と車体部材との実質的な連結点をＥ点、前方ロワリンク２と車体部材との実質的な連結点をＦ点、後方ロワリンク３と車体部材との実質的な連結点をＦ’点とする。また、ショックアブソーバ５の車体部材との実質的な連結点をＵ点、ロワリンク２，３との実質的な連結点をＬ点とし、二点を結ぶショックアブソーバ５の軸線をＬS とする。また、車輪の中心点をＯ点とする。
【００３７】
この骨格斜視図を、更に車両前面図（正面図）と車両側面図とに分解して図３ａ，ｂに示す。同図３ｂから明らかなように、前記アッパリンク４と中間部材７との連結点Ｃ点がショックアブソーバ５より前方にあることから、アッパリンク４はショックアブソーバ５より前方に配置されているものと解釈する。また、中間部材７の後端部は車幅方向内側で且つ下方に向けて湾曲されていることから、中間部材７とショックアブソーバ５との連結点（中間部材のショックアブソーバ部材側連結点）Ｄ点は、前記中間部材７とアッパリンク４との連結点（中間部材の上部連結部材側連結点）Ｃ点より下方となり、より具体的には中間部材７の実質的な軸線ＬC は前上がりになる。また、これに伴って、図３ａに示すように、中間部材７とショックアブソーバ５との連結点Ｄ点は、前記中間部材７とアッパリンク４との連結点Ｃ点より車幅方向内側に位置する。従って、同図３ａに示すように前記ロワリンク２，３と車体部材との連結点（下部連結部材の車体部材側連結点であり、図では前方ロワリンク２と車体部材との連結点のみを示す）Ｆ点から、当該ロワリンク２，３とナックル１との連結点（下部連結部材の車輪支持部材側連結点）Ａ点までの距離ｍに対する、当該ロワリンク２，３と車体部材との連結点（下部連結部材の車体部材側連結点）Ｆ点から前記ロワリンク２，３とショックアブソーバ５との連結点（下部連結部材のショックアブソーバ部材側連結点）Ｌ点までの距離ｎの比をロワリンク２，３（下部連結部材）のレバー比ｎ／ｍとし、前記アッパリンク４と車体部材との連結点（上部連結部材の車体部材側連結点）Ｅ点から、当該アッパリンク４とナックル１との連結点（上部連結部材の車輪支持部材側連結点）Ｂ点までの距離ｒに対する、当該アッパリンク４と車体部材との連結点（上部連結部材の車体部材側連結点）Ｅ点から前記アッパリンク４と中間部材７との連結点（上部連結部材の中間部材側連結点）Ｃ点までの距離ｓの比をアッパリンク４（上部連結部材）のレバー比ｓ／ｒとしたとき、サスペンション全体としては車両前面視でアッパリンク４（上部連結部材）のレバー比ｓ／ｒがロワリンク２，３（下部連結部材）のレバー比ｎ／ｍより大きくなるようになっている。
【００３８】
従って、バウンド方向へのストロークが発生したとき、例えば前記ロワリンク２，３のレバー比ｎ／ｍが小さいロワリンク２，３のショックアブソーバ５側連結点Ｌ点と、当該ショックアブソーバ５を介して連結されている前記中間部材７のショックアブソーバ５側連結点Ｄ点との上下方向への移動量が同等又は略同等であるとすると、図４に示すように、この中間部材７のショックアブソーバ５側連結点Ｄ点の上下移動量ｈに対して、アッパリンク４のナックル１側連結点の上下移動量はロワリンク２，３のナックル１側連結点の上下移動量と同じであっても、前記アッパリンク４のレバー比ｓ／ｒが大きいアッパリンク４の中間部材７側連結点Ｃ点の上下移動量ｋは大きくなる。ところが、このようにアッパリンク４の中間部材７側連結点Ｃ点の上下移動量ｋが、中間部材７のショックアブソーバ５側連結点Ｄ点の上下移動量ｈより大きくなると、ショックアブソーバ５を介して単純に上方に移動する中間部材７のショックアブソーバ５側連結点Ｄの移動に対して、中間部材７の軸線ＬC が車両側面視で前上がりであることから、当該中間部材７の軸線ＬC の長さをアーム長とする前記アッパリンク４の中間部材７側連結点Ｃ点は、回転半径が大きくなるようにやや車両後方に移動される。このようにアッパリンク４の中間部材７側連結点Ｃ点が車両後方に移動されると、単純に上方に又は略上方に移動されるロワリンク２，３のナックル１側連結点Ａ点に対して、アッパリンク４のナックル１側連結点Ｂ点（図ではＣ点とＢ点とを重ねて表記している）も車両後方に移動され、両連結点を結ぶ仮想キングピン軸ＬK は、その上部点であるアッパリンク４のナックル１側連結点Ｂ点が後方に移動されることからキャスタ角が大きくなり、これによりバウンドストローク時にキャスタ角が大きくなるバウンドハイキャスタ化が可能となる。これと相対的に、リバウンドストローク時には、前上がりの中間部材７の軸線ＬC の前端部であるアッパリンク４の中間部材７側連結点Ｃ点は車両前方に移動され、これに伴ってアッパリンク４のナックル１側連結点Ｂ点が車両前方に移動されることから、仮想キングピン軸ＬK のキャスタ角が小さくなり、これによりリバウンドローキャスタ化が可能となる。
【００３９】
このストロークに伴うキャスタ角変化を図５に示す。同図から明らかなように本発明の操舵輪用サスペンション装置では、バウンド時に明らかにキャスタ角が大きくなることから、例えば制動時や旋回時の走行安定性が向上するなどの効果が得られると共に、リバウンド時にキャスタ角が小さくなることから、加速時の回頭性が向上するなどの効果が得られる。一方、前述のように従来例の操舵輪用サスペンション装置では、前記中間部材のショックアブソーバ側連結点Ｄ点とアッパリンク側連結点Ｃ点とが同等の高さにあるものとしているため、例えばバウンドハイキャスタ化の要件をアッパリンクのレバー比とロワリンクのレバー比とで規制しなければならなくなっている。しかしながら、前述のようにアッパリンクにもロワリンクにも、夫々その他の要件が複雑に関与しているため、場合によってはこうしたアッパリンクのレバー比とロワリンクのレバー比との規制を満足できない場合もある。この第１実施形態では、アッパリンク４がショックアブソーバ５より前方にあり、また中間部材７の軸線ＬC が車両側面視において前上がりである場合のアッパリンク４のレバー比とロワリンク２，３のレバー比とを規制したものであり、後述する第２乃至第４の何れかの実施形態に当てはまるパターンから、最適のサスペンション構成要件を選択することによって、容易にバウンドハイキャスタ化を図ることができる。
【００４０】
次に、本発明の操舵輪用サスペンション装置の第２実施形態について図６及び図７を用いて説明する。
ここで、本実施形態に使用される各サスペンション構成部材は、前記第１実施形態のそれと同等であるために、同等の部材には同等の符号を付して、その詳細な説明を省略する。本実施形態と第１実施形態との相違点は、まずアッパリンク４がショックアブソーバ５より車両後方に配置されていること、図６ｂに明示するように中間部材７の前記アッパリンク４側連結点Ｃ点はショックアブソーバ５側連結点Ｄ点より低いことであるが、結果的に中間部材７の実質的な軸線ＬC は第１実施形態と同様に前上がりになり、また図６ａに示すように中間部材７とショックアブソーバ５との連結点Ｄ点は、前記中間部材７とアッパリンク４との連結点Ｃ点より車幅方向内側に位置することから、前記ロワリンク２，３と車体部材との連結点（下部連結部材の車体部材側連結点）Ｆ点から、当該ロワリンク２，３とナックル１との連結点（下部連結部材の車輪支持部材側連結点）Ａ点までの距離ｍに対する、当該ロワリンク２，３と車体部材との連結点（下部連結部材の車体部材側連結点）Ｆ点から前記ロワリンク２，３とショックアブソーバ５との連結点（下部連結部材のショックアブソーバ部材側連結点）Ｌ点までの距離ｎのロワリンク２，３（下部連結部材）のレバー比ｎ／ｍより、前記アッパリンク４と車体部材との連結点（上部連結部材の車体部材側連結点）Ｅ点から、当該アッパリンク４とナックル１との連結点（上部連結部材の車輪支持部材側連結点）Ｂ点までの距離ｒに対する、当該アッパリンク４と車体部材との連結点（上部連結部材の車体部材側連結点）Ｅ点から前記アッパリンク４と中間部材７との連結点（上部連結部材の中間部材側連結点）Ｃ点までの距離ｓのアッパリンク４（上部連結部材）のレバー比ｓ／ｒが大きくなるようになっている（第１実施形態と同様）。
【００４１】
従って、この実施形態でも、バウンド方向へのストロークが発生すると、図７に示すように、小さなロワリンク２，３のレバー比ｎ／ｍのロワリンク２，３のショックアブソーバ５側連結点Ｌ点と同等に表れる中間部材７のショックアブソーバ５側連結点Ｄ点の上下移動量ｈに対して、前記アッパリンク４のレバー比ｓ／ｒが大きいアッパリンク４の中間部材７側連結点Ｃ点の上下移動量ｋは大きくなる。そして、中間部材７の軸線ＬC が車両側面視で前上がりであることから、ショックアブソーバ５を介して単純に上方に移動する中間部材７のショックアブソーバ５側連結点Ｄの移動に対して、当該中間部材７の軸線ＬC の長さをアーム長とする前記アッパリンク４の中間部材７側連結点Ｃ点は、回転半径が大きくなるようにやや車両後方に移動され、その結果、単純に上方に又は略上方に移動されるロワリンク２，３のナックル１側連結点Ａ点に対して、アッパリンク４のナックル１側連結点Ｂ点（図ではＣ点とＢ点とを重ねて表記している）も車両後方に移動され、両連結点を結ぶ仮想キングピン軸ＬK はキャスタ角が大きくなり、これによりバウンドハイキャスタ化が可能となる。これと相対的に、リバウンドストローク時には、前上がりの中間部材７の軸線ＬC の前端部であるアッパリンク４の中間部材７側連結点Ｃ点は車両前方に移動され、これに伴ってアッパリンク４のナックル１側連結点Ｂ点が車両前方に移動されることから、仮想キングピン軸ＬK のキャスタ角が小さくなり、これによりリバウンドローキャスタ化が可能となる。
【００４２】
次に、本発明の操舵輪用サスペンション装置の第３実施形態について図８乃至図１１を用いて説明する。
図８は、本発明の第３実施形態の概略構成を示す斜視図であり、前記第１実施例と同等の構成部材或いは同名の構成部材と見なされる部材には、夫々同等の符号を付す。この実施形態では、前記第１及び第２実施形態における二本のロワリンク２，３に代えて一つのロワＡアーム９が下部連結部材として用いられている。
【００４３】
ロアＡアーム９は、ホイールハウス内の下部において車幅方向とも記すに向けて配設され、その車幅方向外側端が、前記図示されないボールジョイント等を介してナックル１の下端部に回転自在，つまり上下揺動可能に且つ転舵可能に連結され、内側端が二股に分岐されて夫々の端部が弾性体ブッシュ９ａ，９ｂを介して図示されないサスペンションメンバー等の車体部材に連結され、平面からみて凡そＡ字状に形成されている。従って、このロアＡアーム９では、ナックル１の上下方向の移動即ちバウンド及びリバウンドは許容するが、ナックル１の前後方向の移動に対してはこれを阻止することになる。そして、前記図示されないボールジョイント等によるナックル１とロワＡアーム９との実質的な連結点が、想定される仮想キングピン軸の下部点，即ち前記Ａ点を構成する。
【００４４】
また、本実施形態のアッパリンク４は平面視において車幅方向外側端が前方に湾曲されたほぼＩ字状に形成され、ホイールハウル内の上部において車幅方向に向けて配設されている。そして、その車幅方向外側端が、前記図示されないボールジョイント等を介してナックル１の上端部に回転自在，つまり上下揺動可能に且つ転舵可能に連結され、内側端が弾性体ブッシュ等を介して図示されないサスペンションメンバー等の車体部材に連結されている。なお、前記第１及び第２実施形態と同様に、このアッパリンク４単独でナックル１の前後方向への移動を阻止することはできないが、後述する中間部材によってアッパリンク６の前後方向への移動が規制されるから、前記図示されないボールジョイント等によるナックル１とアッパリンク４との実質的な連結点が、想定される仮想キングピン軸の上部点，即ち前記Ｂ点を構成する。
【００４５】
また、本実施形態では、ショックアブソーバ５のロワケース（シリンダケース）７ａの下端部が、前記ロワＡアーム９の中央部に上下揺動可能に連結されている。より具体的にはロワＡアーム９の中央部上面に、略車両前後方向に軸線を有する円孔が形成された二つの軸受部９ｃを同軸に突設し、その間に、ショックアブソーバ５のロワケース５ａの下端部に形成された円筒部５ｃを差し込み、更に何れか一方の軸受部９ｃの外側から、図示されないボルト等の回転軸を差し込み、それを前記ショックアブソーバ５のロワケース５ａの円筒部５ｃから他方の軸受部９ｃに挿通して、この回転軸回り，即ち上下方向に揺動可能にショックアブソーバ５とロワＡアーム９とを連結する。また、このショックアブソーバ５のピストンロッド５ｂの上端部は図示されないストラットハウジング等の車体部材に揺動可能に連結されている。これにより、ショックアブソーバ５は、前記アッパリンク４より車両前方側に立設されることになる。
【００４６】
また、本実施形態でも、前記第１及び第２実施形態と同様に、ショックアブソーバ５の上端部に、当該ショックアブソーバ５と同軸又は略同軸にコイルスプリング６が配設されており、その下端部が前記ショックアブソーバ５のロワケース５ａに、その上端部が前記ストラットハウジング等の車体部材に連結されている。
【００４７】
そして、本実施形態では、前記アッパリンク４とショックアブソーバ５とを連結する中間部材７は、その後端部７ａが車両内側に湾曲されたほぼＩ字状をなし、当該後端部７ａが、図示されないボールジョイント等を介して前記アッパリンク４の略中央部上面に揺動自在に連結されている。また、この中間部材７の前端部７ｂは、やや下方に向けて湾曲されていて、前記ショックアブソーバ５のロワケース５ａに上下揺動可能に連結されている。より具体的には、当該ショックアブソーバ５のロワケース５ａに固定された連結用の円筒部材１６からは、前記第１及び第２実施形態と逆に、前方に向けて、車幅方向に円孔を有する円筒部１６ａが突設され、この円筒部１６ａに前記中間部材７の前端部７ｂをあてがい、両者の円孔内に、図示されないブッシュ等を介してボルト等の回転軸を差し込み、当該回転軸回り，即ち上下揺動可能にショックアブソーバ５と中間部材７とを連結し、同時にアッパリンク４を前後方向に位置決めする。
【００４８】
また、図中の符号８は、図示されない操向装置にナックル１を接続するためのタイロッドを示しており、この操向装置でタイロッド８を移動させることにより、ナックル１及び前輪２は、前記ナックル１とアッパリンク６との連結点を上部点とし且つ前記ナックル１とロワＡアーム４との連結点を下部点とする仮想キングピン軸ＬK 回りに転舵される。
【００４９】
以上が本実施形態の操舵輪用サスペンション装置の概略構成であり、次に前記第１実施形態と同様に、図９に本実施形態の操舵輪用サスペンション装置のスケルトン図を示す。ここで、前記第１実施形態と同様の構成については、同等の符号を付す。即ち、前記ロワＡアーム９とナックル１との実質的な連結点をＡ点、アッパリンク４とナックル１との実質的な連結点をＢ点とし、両者を結ぶ直線を仮想キングピン軸ＬK とする。また、前記アッパリンク４と中間部材７との実質的な連結点をＣ点、当該中間部材７とショックアブソーバ５との実質的な連結点をＤ点とする。更に、アッパリンク４と車体部材との実質的な連結点をＥ点、ロワＡアーム９と車体部材との実質的な二つの連結点をＦ点及びＦ’点とする。また、ショックアブソーバ５の車体部材との実質的な連結点をＵ点、ロワＡアーム９との実質的な連結点をＬ点とし、二点を結ぶショックアブソーバ５の軸線をＬS とする。
【００５０】
この骨格斜視図を、更に車両前面図（正面図）と車両側面図とに分解して図１０ａ，ｂに示す。同図１０ｂから明らかなように、本実施形態と前記第１実施形態との相違点は、まずアッパリンク４がショックアブソーバ５より車両後方に配置されていることである。また、図１０ｂに明示するように中間部材７の実質的な軸線ＬC が前下がりであることは異なるが、中間部材７の前記アッパリンク４側連結点Ｃ点はショックアブソーバ５側連結点Ｄ点より高いという点では一致している。また、本実施形態では、図１０ａに示すように前記ロワＡアーム９と車体部材との連結点（下部連結部材の車体部材側連結点）Ｆ点から、当該ロワＡアーム９とナックル１との連結点（下部連結部材の車輪支持部材側連結点）Ａ点までの距離ｍに対する、当該ロワＡアーム９と車体部材との連結点（下部連結部材の車体部材側連結点）Ｆ点から前記ロワＡアーム９とショックアブソーバ５との連結点（下部連結部材のショックアブソーバ部材側連結点）Ｌ点までの距離ｎのロワＡアーム９（下部連結部材）のレバー比ｎ／ｍより、前記アッパリンク４と車体部材との連結点（上部連結部材の車体部材側連結点）Ｅ点から、当該アッパリンク４とナックル１との連結点（上部連結部材の車輪支持部材側連結点）Ｂ点までの距離ｒに対する、当該アッパリンク４と車体部材との連結点（上部連結部材の車体部材側連結点）Ｅ点から前記アッパリンク４と中間部材７との連結点（上部連結部材の中間部材側連結点）Ｃ点までの距離ｓのアッパリンク４（上部連結部材）のレバー比ｓ／ｒが小さくなるようになっている。
【００５１】
従って、この実施形態では、バウンド方向へのストロークが発生すると、図１１に示すように、大きなロワＡアーム９のレバー比ｎ／ｍのロワＡアーム９のショックアブソーバ５側連結点Ｌ点と同等に表れる中間部材７のショックアブソーバ５側連結点Ｄ点の上下移動量ｈに対して、前記アッパリンク４のレバー比ｓ／ｒが小さいアッパリンク４の中間部材７側連結点Ｃ点の上下移動量ｋは小さくなる。そして、中間部材７の軸線ＬC が車両側面視で前下がりであることから、ショックアブソーバ５を介して単純に上方に移動する中間部材７のショックアブソーバ５側連結点Ｄの移動に対して、当該中間部材７の軸線ＬC の長さをアーム長とする前記アッパリンク４の中間部材７側連結点Ｃ点は、回転半径が小さくなるようにやや車両後方に移動され、その結果、単純に上方に又は略上方に移動されるロワＡアーム９のナックル１側連結点Ａ点に対して、アッパリンク４のナックル１側連結点Ｂ点（図ではＣ点とＢ点とを重ねて表記している）も車両後方に移動され、両連結点を結ぶ仮想キングピン軸ＬK はキャスタ角が大きくなり、これによりバウンドハイキャスタ化が可能となる。これと相対的に、リバウンドストローク時には、前上がりの中間部材７の軸線ＬC の前端部であるアッパリンク４の中間部材７側連結点Ｃ点は車両前方に移動され、これに伴ってアッパリンク４のナックル１側連結点Ｂ点が車両前方に移動されることから、仮想キングピン軸ＬK のキャスタ角が小さくなり、これによりリバウンドローキャスタ化が可能となる。
【００５２】
次に、本発明の操舵輪用サスペンション装置の第４実施形態について図１２及び図１３を用いて説明する。
ここで、本実施形態に使用される各サスペンション構成部材は、前記第３実施形態のそれと同等であるために、同等の部材には同等の符号を付して、その詳細な説明を省略する。本実施形態と第３実施形態との相違点は、まずアッパリンク４がショックアブソーバ５より車両前方に配置されていること、図１２ｂに明示するように中間部材７の前記アッパリンク４側連結点Ｃ点はショックアブソーバ５側連結点Ｄ点より低いことであるが、結果的に中間部材７の実質的な軸線ＬC は第３実施形態と同様に前下がりになり、また図１２ａに示すように中間部材７とショックアブソーバ５との連結点Ｄ点は、前記中間部材７とアッパリンク４との連結点Ｃ点より車幅方向内側に位置することから、前記ロワＡアーム９と車体部材との連結点（下部連結部材の車体部材側連結点）Ｆ点から、当該ロワＡアーム９とナックル１との連結点（下部連結部材の車輪支持部材側連結点）Ａ点までの距離ｍに対する、当該ロワＡアーム９と車体部材との連結点（下部連結部材の車体部材側連結点）Ｆ点から前記ロワＡアーム９とショックアブソーバ５との連結点（下部連結部材のショックアブソーバ部材側連結点）Ｌ点までの距離ｎのロワＡアーム９（下部連結部材）のレバー比ｎ／ｍより、前記アッパリンク４と車体部材との連結点（上部連結部材の車体部材側連結点）Ｅ点から、当該アッパリンク４とナックル１との連結点（上部連結部材の車輪支持部材側連結点）Ｂ点までの距離ｒに対する、当該アッパリンク４と車体部材との連結点（上部連結部材の車体部材側連結点）Ｅ点から前記アッパリンク４と中間部材７との連結点（上部連結部材の中間部材側連結点）Ｃ点までの距離ｓのアッパリンク４（上部連結部材）のレバー比ｓ／ｒが小さくなるようになっている（第３実施形態と同様）。
【００５３】
従って、この実施形態でも、バウンド方向へのストロークが発生すると、図１３に示すように、大きなレバー比ｎ／ｍのロワＡアーム９のショックアブソーバ５側連結点Ｌ点と同等に表れる中間部材７のショックアブソーバ５側連結点Ｄ点の上下移動量ｈに対して、前記レバー比ｓ／ｒが小さいアッパリンク４の中間部材７側連結点Ｃ点の上下移動量ｋは小さくなる。そして、中間部材７の軸線ＬC が車両側面視で前下がりであることから、ショックアブソーバ５を介して単純に上方に移動する中間部材７のショックアブソーバ５側連結点Ｄの移動に対して、当該中間部材７の軸線ＬC の長さをアーム長とする前記アッパリンク４の中間部材７側連結点Ｃ点は、回転半径が小さくなるようにやや車両後方に移動され、その結果、単純に上方に又は略上方に移動されるロワリンク２，３のナックル１側連結点Ａ点に対して、アッパリンク４のナックル１側連結点Ｂ点も車両後方に移動され、両連結点を結ぶ仮想キングピン軸ＬK はキャスタ角が大きくなり、これによりバウンドハイキャスタ化が可能となる。これと相対的に、リバウンドストローク時には、前上がりの中間部材７の軸線ＬC の前端部であるアッパリンク４の中間部材７側連結点Ｃ点は車両前方に移動され、これに伴ってアッパリンク４のナックル１側連結点Ｂ点が車両前方に移動されることから、仮想キングピン軸ＬK のキャスタ角が小さくなり、これによりリバウンドローキャスタ化が可能となる。
【００５４】
なお、前記各実施形態では、例えばアッパリンク（上部連結部材）がショックアブソーバより車両前方か後方か、或いは中間部材とアッパリンク（上部連結部材）との連結点が、同じく中間部材とショックアブソーバとの連結点より上方か下方か、或いはアッパリンク（上部連結部材）のレバー比ｓ／ｒがロワリンク又はロワＡアーム（下部連結部材）のレバー比ｎ／ｍより大きいか小さいかという区分だけに着目し、それらの組合せの中から、前記バウンドハイキャスタ化を可能とするものを抽出して説明した。しかしながら、例えば前記中間部材とアッパリンク（上部連結部材）との連結点と、同じく中間部材とショックアブソーバとの連結点とが同等の高さであるような場合でも、例えば前述したように、アッパリンク（上部連結部材）がショックアブソーバより車両前方にあり且つアッパリンク（上部連結部材）のレバー比ｓ／ｒがロワリンク又はロワＡアーム（下部連結部材）のレバー比ｎ／ｍより大きい場合には、少なくともバウンドストローク時にキャスタ角を大きくしてバウンドハイキャスタ化を図ることが可能である。このように、前記第１乃至第４実施形態に相当する本発明のうち請求項２乃至５に係る操舵輪用サスペンション装置は、本発明の実施態様の一部に過ぎず、前記アッパリンク（上部連結部材）の配置及び中間部材とアッパリンク（上部連結部材）との連結点及びアッパリンク（上部連結部材）のレバー比とロワリンク又はロワＡアーム（下部連結部材）のレバー比との相関の何れか２以上を適切に調整し、それを組み合わせてバウンドハイキャスタ化を達成可能とする操舵輪用サスペンション装置は、本発明のうち請求項１に係る操舵輪用サスペンション装置に包含されるものである。
【図面の簡単な説明】
【図１】本発明の操舵輪用サスペンション装置の第１実施形態を示す斜視図である。
【図２】図１の操舵輪用サスペンション装置のスケルトン図である。
【図３】図２の操舵輪用サスペンション装置のスケルトン図を更に分解したものであり、（ａ）は車両前面図、（ｂ）は車両側面図である。
【図４】図１の操舵輪用サスペンション装置の作用を説明する車両側面図である。
【図５】本発明の操舵輪用サスペンション装置の作用を説明するキャスタ角変化特性図である。
【図６】本発明の操舵輪用サスペンション装置の第２実施形態を示すスケルトン図を分解したものであり、（ａ）は車両前面図、（ｂ）は車両側面図である。
【図７】図６の操舵輪用サスペンション装置の作用を説明する車両側面図である。
【図８】本発明の操舵輪用サスペンション装置の第３実施形態を示す斜視図である。
【図９】図８の操舵輪用サスペンション装置のスケルトン図である。
【図１０】図９の操舵輪用サスペンション装置のスケルトン図を更に分解したものであり、（ａ）は車両前面図、（ｂ）は車両側面図である。
【図１１】図１０の操舵輪用サスペンション装置の作用を説明する車両側面図である。
【図１２】本発明の操舵輪用サスペンション装置の第４実施形態を示すスケルトン図を分解したものであり、（ａ）は車両前面図、（ｂ）は車両側面図である。
【図１３】図１２の操舵輪用サスペンション装置の作用を説明する車両側面図である。
【符号の説明】
１はナックル（車輪支持部材）
２は前方ロワリンク（下部連結部材）
３は後方ロワリンク（下部連結部材）
４はアッパリンク（上部連結部材）
５はショックアブソーバ
６はコイルスプリング
７は中間部材
８はタイロッド
９はロワＡアーム（下部連結部材）
ＬK は仮想キングピン軸
ＬS はショックアブソーバの軸線
ＬC は中間部材の軸線[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a suspension device for a steered wheel such as a front suspension device of an automobile.
[0002]
[Prior art]
As a conventional steering wheel suspension device, for example, there is one described in JP-A-5-169938 (hereinafter also simply referred to as a conventional example). In this conventional steering wheel suspension device, the lower end of the wheel support member that rotatably supports the wheel is swung up and down with respect to the vehicle body member via two lower links (lower connecting members) constituting a so-called double pivot type. The upper link (upper connecting member) disposed substantially in the vehicle width direction is connected to the upper end of the wheel support member so that it can swing up and down and can be steered. It is connected to the body member so as to be swingable in the vertical direction. The shock absorber member has an upper end connected to the vehicle body member and a lower end input point connected to the lower link, and the so-called cylinder case and the upper link are connected by individual intermediate members. Directional positioning is performed. Of course, the wheel support member is connected to the steering device via a tie rod member. With such a configuration, layout characteristics, camber angle change characteristics, camber rigidity, etc. are improved, and caster angle change characteristics at the time of stroke, in particular, the caster angle becomes large at the time of bounce to improve running stability. It is said that casters can be achieved.
[0003]
[Problems to be solved by the invention]
By the way, in the steering wheel suspension device according to the conventional example, the vertical movement amount at the stroke at the upper link (upper connecting member) side connecting point (= the connecting point between the intermediate member and the upper connecting member) of the intermediate member. Is larger than the amount of vertical movement at the stroke at the shock absorber side connection point of the intermediate member (= the connection point between the intermediate member and the shock absorber member), that is, for example, the substantial axis of the intermediate member, Even if the straight line connecting the upper link (upper connecting member) side connecting point of the intermediate member and the shock absorber side connecting point is horizontal or substantially horizontal, the shock absorber side connecting point of the intermediate member is connected to the lower link via the shock absorber ( As in the case of the lower connecting member), the upper member of the intermediate member is moved from the vertical movement amount at that point. If the vertical movement amount of the (upper connecting member) side connecting point is large, the upper link (upper connecting member) side connecting point of the intermediate member is relatively moved rearward of the vehicle. It is set as the structure which aims at making.
[0004]
Therefore, in the conventional example, for example, the wheel support is performed from the vehicle body member side connection point (= connection point between the upper connection member and the vehicle body member) of the upper link (upper connection member) in the vehicle front view (same as the vehicle front view). The connection point between the vehicle body member side of the upper link and the intermediate member side connection point (= connection point between the upper connection member and the intermediate member) with respect to the distance to the member side connection point (= the connection point between the upper connection member and the wheel indicating member) Is the ratio of the distance from the vehicle body member side connection point of the lower link to the shock absorber side connection point to the distance from the vehicle body member side connection point of the lower link (lower connection member) to the wheel support member connection point. It regulates to be smaller.
[0005]
However, when the upper link is actually arranged even if only the position of the connection point between the upper or lower link and each member is restricted in this way, for example, a predetermined kingpin shaft is provided at the connection point on the wheel support member side. The vehicle body member side connection point has requirements such as the feasibility of layout with the vehicle body member side and the link length to obtain a predetermined camber angle change. In some cases, it is not possible to satisfy the connection point position regulation between each link and each member that is sufficient to achieve.
[0006]
The present invention has been developed to solve the above problems, and in addition to the restriction of the connection point position expressed by the ratio of the distance between the connection points of the links and the members, the links and the members. In consideration of various patterns of the ratio of the distances between the connection points with each other, the layout of the shock absorber member and the upper link (upper connection member) and the intermediate member and the upper link (upper connection member) in each of these patterns The purpose is to provide a suspension device for a steered wheel that can achieve a bound high caster by appropriately adjusting and combining the connection point and the connection point position between the intermediate member and the shock absorber member. It is what.
[0007]
[Means for Solving the Problems]
In order to solve the above problems, a steering wheel suspension device according to claim 1 of the present invention includes a wheel support member for rotatably supporting a wheel, and a tie rod for connecting the wheel support member to a steering device. A member, and a lower connecting member having one end pivotably connected to the lower portion of the wheel support member and pivotable, and the other end coupled to the vehicle body member so as to swing vertically. Arranged substantially in the vehicle width direction, one end is connected to the upper part of the wheel support member so that it can swing in the vertical direction and can be steered, and the other end can be connected to the vehicle body member so that it can swing in the vertical direction An upper connection member, a shock absorber member having an upper end connected to the vehicle body member and a lower end connected to the lower connection member, and a substantially vehicle front-rear direction to be connected to the upper connection member and the shock absorber member. Was In the suspension device for a steered wheel provided with an intermediate member, the upper connecting member with respect to the arrangement of the upper connecting member and the distance from the vehicle body member side connecting point of the upper connecting member to the wheel support member side connecting point in the vehicle front view The ratio of the distance from the vehicle body member side connection point to the intermediate member side connection point (hereinafter, this ratio is also referred to as the lever ratio of the upper connection member) and the vehicle body member side connection point of the lower connection member to the wheel support member connection point The ratio of the distance from the vehicle body member side connection point of the lower connection member to the shock absorber member side connection point (hereinafter, this ratio is also referred to as the lever ratio of the lower connection member) to the distance of the lower connection member, and the upper portion of the intermediate member By adjusting the position of the connecting point on the connecting member side, the caster angle is set to be increased at least during the bound stroke.
[0008]
In the inventions thereafter, the vehicle body member side connection point of the upper connection member refers to the connection point between the upper connection member and the vehicle body member, and the same applies to the wheel support member side connection point of the upper connection member. The connection point between the member and the wheel support member and the intermediate member side connection point of the upper connection member indicate the connection point between the upper connection member and the intermediate member. The vehicle body member side connection point of the lower connection member indicates a connection point between the lower connection member and the vehicle body member. Similarly, the wheel support member connection point of the lower connection member refers to the lower connection member and the wheel support member. The connection point between the lower connection member and the shock absorber member means the connection point between the lower connection member and the shock absorber member. Further, the upper connecting member side connecting point of the intermediate member is synonymous with the intermediate member side connecting point of the upper connecting member, and indicates the connecting point between the intermediate member and the upper connecting member, and the shock absorber member of the intermediate member The side connection point indicates a connection point between the intermediate member and the shock absorber member.
[0009]
In the present invention, various patterns of the lever ratio of the upper and lower connecting members regulated in the conventional example are considered, and in addition to the lever ratio pattern, the arrangement of the upper connecting members, more specifically, the upper portion is arranged. Appropriate adjustment of the layout of the connecting members and shock absorber members, and the upper connecting member side connecting point of the intermediate member, more specifically, the substantial axis of the intermediate member connecting the connecting point and the shock absorber member side connecting point By doing so, it becomes possible to achieve a so-called bound high caster in which the caster angle becomes large during the bound stroke in any pattern of the lever ratio of the upper and lower connecting members.
[0010]
Further, the present invention claims 1 The steering wheel suspension device according to ,in front The upper connecting member is disposed in front of the shock absorber member, and the vehicle body member of the upper connecting member with respect to the distance from the vehicle body member side connection point of the upper connection member to the wheel support member side connection point in the vehicle front view. The ratio of the distance from the side connection point to the intermediate member side connection point is the vehicle body member side connection point of the lower connection member to the wheel support member. ~ side It is larger than the ratio of the distance from the vehicle body member side connection point of the lower connection member to the shock absorber member side connection point with respect to the distance to the connection point, and the upper connection member side connection point of the intermediate member is on the shock absorber member side of the intermediate member It is characterized by being arranged higher than the connection point.
[0011]
In the subsequent inventions, the upper connecting member side connecting point of the intermediate member is disposed higher than, for example, the shock absorber member side connecting point of the intermediate member in a state where there is no bound or rebound, that is, no stroke.
[0012]
And this claim 1 In the invention according to the above, since the lever ratio of the upper connecting member is set to be larger than the lever ratio of the lower connecting member, the amount of vertical movement of the connecting point between the shock absorber member and the intermediate member is, for example, during the bound stroke If the lower end input point of the shock absorber member is equal to or substantially equal to the vertical movement amount, the vertical movement amount of the connection point between the upper connecting member and the intermediate member is larger. Accordingly, the upper connecting member is arranged in front of the shock absorber member, and the upper connecting member side connecting point of the intermediate member is arranged higher than the shock absorber member side connecting point of the intermediate member. Since the substantial connecting axis of the intermediate member is upward in the side view of the vehicle, the intermediate member and the upper connection are connected to the connection point between the intermediate member and the shock absorber that is simply moved upward with the bound stroke. Since the connecting point with the member is moved slightly rearward of the vehicle with the axis of the intermediate member as an arm, the upper connecting member itself is moved rearward of the vehicle. In general, the connecting point between the upper connecting member and the wheel support member constitutes the upper point of the so-called (virtual) kingpin shaft. Therefore, if the upper connecting member is moved rearward during the bounding stroke, the (virtual) kingpin shaft is A so-called bound high caster is achieved that tilts backward and increases the caster angle. On the other hand, since the upper connecting member is relatively moved forward in the vehicle during the rebound stroke, a so-called rebound low caster in which the caster angle becomes small is achieved.
[0013]
Further, the present invention claims 2 The steering wheel suspension device according to ,in front The upper connecting member is disposed rearward of the shock absorber member, and the vehicle body member of the upper connecting member with respect to the distance from the vehicle body member side connection point of the upper connection member to the wheel support member side connection point in the vehicle front view. The ratio of the distance from the side connection point to the intermediate member side connection point is the vehicle body member side connection point of the lower connection member to the wheel support member. ~ side It is larger than the ratio of the distance from the vehicle body member side connection point of the lower connection member to the shock absorber member side connection point with respect to the distance to the connection point, and the upper connection member side connection point of the intermediate member is on the shock absorber member side of the intermediate member It is arranged lower than the connection point.
[0014]
This claim 2 In the invention according to the present invention, since the lever ratio of the upper connecting member is set to be larger than the lever ratio of the lower connecting member, the upper connecting member The amount of vertical movement of the connection point with the intermediate member is greater. On the other hand, the upper connecting member is disposed behind the shock absorber member, and the upper connecting member side connecting point of the intermediate member is disposed lower than the shock absorber member side connecting point of the intermediate member. Since the typical connecting axis is front-up in a side view of the vehicle, the upper connecting member is moved rearward of the vehicle during the bound stroke. Therefore, if the upper connecting member is moved rearward during the bounding stroke, a so-called bound high caster is achieved in which the (virtual) kingpin shaft tilts rearward and the caster angle increases. On the other hand, since the upper connecting member is relatively moved forward in the vehicle during the rebound stroke, a so-called rebound low caster in which the caster angle becomes small is achieved.
[0015]
Further, the present invention claims 3 The steering wheel suspension device according to ,in front The upper connecting member is disposed rearward of the shock absorber member, and the vehicle body member of the upper connecting member with respect to the distance from the vehicle body member side connection point of the upper connection member to the wheel support member side connection point in the vehicle front view. The ratio of the distance from the side connection point to the intermediate member side connection point is the vehicle body member side connection point of the lower connection member to the wheel support member. ~ side Less than the ratio of the distance from the vehicle body member side connection point of the lower connection member to the shock absorber member side connection point with respect to the distance to the connection point, and the upper connection member side connection point of the intermediate member is the shock absorber member side of the intermediate member It is characterized by being arranged higher than the connection point.
[0016]
This claim 3 In the invention according to the above, since the lever ratio of the upper connecting member is set to be smaller than the lever ratio of the lower connecting member, the upper connecting member and the upper connecting member are determined by the amount of vertical movement of the connecting point between the shock absorber member and the intermediate member during the bound stroke. The amount of vertical movement of the connection point with the intermediate member is smaller. However, the upper connecting member is arranged behind the shock absorber member, and the upper connecting member side connecting point of the intermediate member is higher than the shock absorber member side connecting point of the intermediate member, that is, the intermediate member is substantially Since the typical connection axis is a front-lowering in a side view of the vehicle, the connection between the intermediate member and the upper connection member with respect to the connection point between the intermediate member and the shock absorber that is simply moved upward in accordance with the bound stroke Since the point is moved slightly rearward of the vehicle using the axis of the intermediate member as an arm, the upper connecting member itself is moved rearward of the vehicle. Therefore, if the upper connecting member is moved rearward during the bounding stroke, a so-called bound high caster is achieved in which the (virtual) kingpin shaft tilts rearward and the caster angle increases. On the other hand, since the upper connecting member is relatively moved forward in the vehicle during the rebound stroke, a so-called rebound low caster in which the caster angle becomes small is achieved.
[0017]
Further, the present invention claims 4 The steering wheel suspension device according to ,in front The upper connecting member is disposed in front of the shock absorber member, and the vehicle body member of the upper connecting member with respect to the distance from the vehicle body member side connection point of the upper connection member to the wheel support member side connection point in the vehicle front view. The ratio of the distance from the side connection point to the intermediate member side connection point is the vehicle body member side connection point of the lower connection member to the wheel support member. ~ side Less than the ratio of the distance from the vehicle body member side connection point of the lower connection member to the shock absorber member side connection point with respect to the distance to the connection point, and the upper connection member side connection point of the intermediate member is the shock absorber member side of the intermediate member It is arranged lower than the connection point.
[0018]
This claim 4 Also in the invention according to the above, since the lever ratio of the upper connecting member is set smaller than the lever ratio of the lower connecting member, the upper connecting member and the upper connecting member are determined by the amount of vertical movement of the connecting point between the shock absorber member and the intermediate member during the bound stroke. The amount of vertical movement of the connection point with the intermediate member is smaller. On the other hand, the upper connecting member is disposed in front of the shock absorber member, and the upper connecting member side connecting point of the intermediate member is disposed lower than the shock absorber member side connecting point of the intermediate member. Since the typical connecting axis is front-lowering in a side view of the vehicle, the upper connecting member is moved rearward of the vehicle during the bound stroke. Therefore, if the upper connecting member is moved rearward during the bounding stroke, a so-called bound high caster is achieved in which the (virtual) kingpin shaft tilts rearward and the caster angle increases. On the other hand, since the upper connecting member is relatively moved forward in the vehicle during the rebound stroke, a so-called rebound low caster in which the caster angle becomes small is achieved.
[0019]
Further, the present invention claims 5 In the steering wheel suspension apparatus according to any one of claims 1 to 5, the lower connecting member is constituted by a combination of one A-type arm member or two I-type link members. Ruko It is characterized by.
[0020]
This claim 5 The invention according to claim 1 to claim 1 4 This is an embodiment of each steering wheel suspension device according to the above, and at the same time, the premise of the suspension structure of each steering wheel suspension device is limited. That is, there is a premise of the suspension structure shown in these inventions, and 4 The suspension device for each steering wheel according to the above can be achieved.
[0021]
【The invention's effect】
As described above, according to the steering wheel suspension device of the first aspect of the present invention, in addition to various patterns of lever ratios of the upper and lower connecting members, the arrangement of the upper connecting members and the intermediate members By appropriately adjusting the upper connecting member side connecting point, it is possible to achieve a bound high caster by increasing the caster angle during the bound stroke in any pattern of the lever ratio of the upper and lower connecting members.
[0022]
Further, the present invention claims 1 In the steering wheel suspension apparatus according to the present invention, the lever ratio of the upper connecting member is set larger than the lever ratio of the lower connecting member, the intermediate member is disposed in front of the shock absorber member, and the upper connecting member side connecting point of the intermediate member Is positioned higher than the shock absorber member side connection point of the intermediate member, and therefore, the upper connection member is moved rearward during the bounding stroke, so the (virtual) kingpin axis is inclined rearward and the caster angle is increased. Bound high caster is achieved. On the other hand, since the upper connecting member is moved to the front of the vehicle during the rebound stroke, the caster angle is reduced and a rebound low caster is achieved.
[0023]
Further, the present invention claims 2 In the steering wheel suspension apparatus according to the present invention, the lever ratio of the upper connecting member is set to be larger than the lever ratio of the lower connecting member, the intermediate member is disposed behind the shock absorber member, and the upper connecting member side connecting point of the intermediate member Is positioned lower than the shock absorber member side connection point of the intermediate member, so the upper connection member is moved rearward during the bound stroke, so the (virtual) kingpin axis is inclined rearward and the caster angle is larger. Bound high caster is achieved. On the other hand, since the upper connecting member is moved to the front of the vehicle during the rebound stroke, the caster angle is reduced and a rebound low caster is achieved.
[0024]
Further, the present invention claims 3 In the steering wheel suspension apparatus according to the present invention, the lever ratio of the upper connecting member is set smaller than the lever ratio of the lower connecting member, the intermediate member is disposed behind the shock absorber member, and the upper connecting member side connecting point of the intermediate member Is positioned higher than the shock absorber member side connection point of the intermediate member, and therefore, the upper connection member is moved rearward during the bounding stroke, so the (virtual) kingpin axis is inclined rearward and the caster angle is increased. Bound high caster is achieved. On the other hand, since the upper connecting member is moved to the front of the vehicle during the rebound stroke, the caster angle is reduced and a rebound low caster is achieved.
[0025]
Further, the present invention claims 4 In the steering wheel suspension apparatus according to the present invention, the lever ratio of the upper connecting member is set to be smaller than the lever ratio of the lower connecting member, the intermediate member is disposed in front of the shock absorber member, and the upper connecting member side connecting point of the intermediate member Is positioned lower than the shock absorber member side connection point of the intermediate member, so the upper connection member is moved rearward during the bound stroke, so the (virtual) kingpin axis is inclined rearward and the caster angle is larger. Bound high caster is achieved. On the other hand, since the upper connecting member is moved to the front of the vehicle during the rebound stroke, the caster angle is reduced and a rebound low caster is achieved.
[0026]
Further, the present invention claims 5 According to the steering wheel suspension apparatus according to the present invention, there is a premise of the suspension structure shown in the present invention, and 4 The suspension device for each steering wheel according to the above can be achieved.
[0027]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. Here, among the steering wheel suspension devices of the present invention that are implemented by reversing the front left and right wheels, the front suspension device for the front left wheel will be described as a representative. Of course, for the right front wheel, the drawing may be reversed and “right” in the description may be replaced with “left” and “left” may be replaced with “right”.
[0028]
FIG. 1 is a perspective view showing a schematic configuration of a steering wheel suspension device according to a first embodiment of the present invention. A knuckle 1 in the figure has a lower connecting member through a ball joint or the like whose lower end is not shown. Are connected to the two lower links 2 and 3 so as to be vertically swingable and steerable, and the upper end of the upper link 4 swings vertically to the upper link 4 via a ball joint or the like (not shown). A support portion that is capable of being steered and capable of being steered and that extends and protrudes toward the rear side of the central portion is also connected to a tie rod not shown.
[0029]
Of the two lower links 2 and 3 constituting the lower connecting member, the substantially I-type front lower link 2 disposed in the front of the vehicle extends substantially in the vehicle width direction at the lower portion in the wheel house. The outer end in the vehicle width direction is rotatably connected to a front portion of the lower end portion of the knuckle 1 via a ball joint or the like (not shown), and the inner end thereof is a vehicle body such as a suspension member via the elastic body bush 2a. It is connected to the member. Of the two lower links 2 and 3, the substantially I-shaped rear lower link 3 disposed at the rear of the vehicle at the lower part in the wheel house and having a central portion curved toward the front of the vehicle has a vehicle width as a whole. The rear end portion of the lower end portion of the knuckle 1 is disposed diagonally so that the inner end portion in the direction is rearward and the outer end portion is frontward, and the outer end in the vehicle width direction is via a ball joint or the like not shown. The inner end is also connected to a vehicle body member such as a suspension member via an elastic body bush (not shown).
[0030]
The restraining action of the knuckle 1 itself by the two lower links 2 and 3 is considered to be the same as that obtained by dividing a normal A-type lower arm, and there is no problem. However, the substantial connection point between the two lower links 2, 3 and the knuckle 1 is, as is well known, the axis connecting the vehicle body side connection point of the front lower link 2 and the connection point with the knuckle 1, and the vehicle body of the rear lower link 3. This is the intersection of the side connection point and the axis connecting the connection point with the knuckle 1. Therefore, the kingpin axis (virtual kingpin axis) when viewed from the front of the vehicle has a greater degree of freedom in setting the kingpin tilt angle by the amount that the substantial connection point between the lower links 2 and 3 and the knuckle 1 has been moved outward. There is a characteristic to become. This is because, for example, the steering wheel suspension device of the present embodiment is adopted for a front wheel drive vehicle, the king pin inclination angle is increased, and the distance between the intersection with the road surface and the center point of the tire ground contact surface, that is, so-called scrubbing. By setting it to negative, toe-in change due to torque steer during driving is suppressed, and running stability is improved by canceling the turning moment when braking is applied only to one of the front wheels. It becomes possible to do. Of course, the shimming phenomenon in which the steering device resonates by the input from the road surface and is transmitted to the steering wheel can also be suppressed and thereby the riding comfort can be improved.
[0031]
On the other hand, the upper link 4 is formed in a substantially I shape with an outer end in the vehicle width direction curved rearward in a plan view, and is disposed in the vehicle width direction at an upper portion in the wheel howl. The outer end in the vehicle width direction is connected to the upper end of the knuckle 1 via the ball joint or the like so as to be rotatable, that is, swingable up and down and steerable, and the inner end is illustrated via an elastic bush. It is connected to a vehicle body member such as a suspension member. The upper link 4 alone cannot prevent the knuckle 1 from moving in the front-rear direction. However, since the movement of the upper link 4 in the front-rear direction is restricted by an intermediate member, which will be described later, a substantial connection point between the knuckle 1 and the upper link 4 by the ball joint or the like is an upper portion of the assumed virtual kingpin shaft. Become a point.
[0032]
In the present embodiment, the lower end portion of the lower case 5a (cylinder case) of the shock absorber 5 is connected to the central portion of the front lower link 2 so as to be swingable up and down. More specifically, a cylindrical portion 2b in which a circular hole having an axis line in a substantially vehicle front-rear direction is formed at the center portion of the front lower link 2, and the lower case 5a of the shock absorber 5 has two legs 11a. The cylindrical member 11 extended downward is fixed. Each of the two leg portions 11a extending downward from the cylindrical member 11 is formed with a cylindrical portion 11b having a coaxial circular hole formed substantially in the longitudinal direction of the vehicle, and the two cylindrical portions 11b. In between, the cylindrical part 2b of the said front lower link 2 is inserted, and the rotating shafts 12, such as a volt | bolt, are inserted from the outer side of the cylindrical part 11b of the said any one leg part 11a via the elastic-body bush 13, and it is connected to a front lower link. The shock absorber 5 and the front lower link 2 are connected so as to be swingable around the rotating shaft 12, that is, in the vertical direction, through the cylindrical portion 2b of the second leg portion 11a. The upper end portion of the piston rod 5b of the shock absorber 5 is swingably connected to a vehicle body member such as a strut housing (not shown) via a mount bush 14. Thus, the shock absorber 5 is erected on the vehicle rear side from the upper link 4.
[0033]
In the present embodiment, a coil spring 6 is disposed at the upper end of the shock absorber 5 coaxially or substantially coaxially with the shock absorber 5. The coil spring 6 has a lower end connected to a lower case 5a of the shock absorber 5 and an upper end connected to a vehicle body member such as the strut housing.
[0034]
In this embodiment, the upper link 4 and the shock absorber 5 are connected by the intermediate member 7. More specifically, the intermediate member 7 has a substantially I shape with its rear end curved inward and downward in the vehicle, and its front end is at least around the vertical axis via a ball joint or the like not shown. The upper link 4 is pivotably connected to the upper surface of the substantially central portion. The rear end portion of the intermediate member 7 is curved downward and is connected to the lower case 5a of the shock absorber 5 so as to be swingable up and down. More specifically, a connecting cylindrical member 16 is fixed to the lower case 5a of the shock absorber 5, and a cylindrical portion 16a having a circular hole in the vehicle width direction protrudes rearward from the cylindrical member 16. Has been. Then, the rear end portion of the intermediate member 7 is assigned to the cylindrical portion 16 of the cylindrical member 16, and a rotating shaft 18 such as a bolt is inserted into the circular hole of both through the elastic body bush 17. That is, the shock absorber 5 and the intermediate member 7 are connected so as to be swingable up and down. In this way, by connecting the shock absorber 5 and the upper link 4 by the intermediate member 7, the upper link 4 can be positioned in the front-rear direction.
[0035]
The tie rod has a knuckle 1 connected to a steering device (not shown). By moving the tie rod with the steering device, the knuckle 1 and the front wheel are located above the connection point between the knuckle 1 and the upper link 4. A virtual kingpin axis L having a point and a substantial connection point between the knuckle 1 and the lower links 2 and 3 as a lower point K Steered around.
[0036]
The above is the schematic configuration of the steering wheel suspension device of the present embodiment. Next, the operation of the embodiment will be described. In particular, in order to clarify the correlation among the upper link 4, the intermediate member 7, and the shock absorber 5, This will be described with reference to the skeleton diagram of FIG. Here, in order to clarify the relationship between FIG. 1 and FIG. 2, symbols such as substantial connection points and center points will be described. The connecting point between the front lower link 2 and the knuckle 1 is designated as point A ', and the connecting point between the rear lower link 3 and the knuckle 1 is designated as point A ", and the two lower links 2, 3 and the knuckle 1 are substantially as described above. A connecting point, that is, a point that is formed by the intersection of the axes of the two lower links 2 and 3 and constitutes the lower point of the virtual kingpin shaft, is a point A, and a substantial connecting point between the upper link 4 and the knuckle 1 Is a virtual kingpin axis L K And A substantial connection point between the upper link 4 and the intermediate member 7 is a point C, and a substantial connection point between the intermediate member 7 and the shock absorber 5 is a point D. Further, a substantial connection point between the upper link 4 and the vehicle body member is point E, a substantial connection point between the front lower link 2 and the vehicle body member is F point, and a substantial connection point between the rear lower link 3 and the vehicle body member is defined. Let it be F 'point. Further, the substantial connection point of the shock absorber 5 with the vehicle body member is the U point, the substantial connection point of the lower links 2 and 3 is the L point, and the axis of the shock absorber 5 connecting the two points is L. S And Further, the center point of the wheel is set as the O point.
[0037]
This skeleton perspective view is further disassembled into a vehicle front view (front view) and a vehicle side view and is shown in FIGS. 3a and 3b. As apparent from FIG. 3b, since the connecting point C between the upper link 4 and the intermediate member 7 is in front of the shock absorber 5, the upper link 4 is disposed in front of the shock absorber 5. Interpret. Further, since the rear end portion of the intermediate member 7 is curved inward in the vehicle width direction and downward, the connection point between the intermediate member 7 and the shock absorber 5 (the connection point on the shock absorber member side of the intermediate member) D The point is located below a connection point (a connection point on the upper connecting member side of the intermediate member) C between the intermediate member 7 and the upper link 4, and more specifically, a substantial axis L of the intermediate member 7. C Will go up. Accordingly, as shown in FIG. 3 a, the connection point D between the intermediate member 7 and the shock absorber 5 is located inward in the vehicle width direction from the connection point C between the intermediate member 7 and the upper link 4. To do. Therefore, as shown in FIG. 3a, the connection point between the lower links 2 and 3 and the vehicle body member (the vehicle member side connection point of the lower connection member, and only the connection point between the front lower link 2 and the vehicle body member is shown in the figure). A connection point (lower part) between the lower links 2 and 3 and the vehicle body member with respect to a distance m from a point F to a connection point A between the lower links 2 and 3 and the knuckle 1 (a wheel support member side connection point of the lower connection member) The ratio of the distance n from the point F of the connecting member on the vehicle body member side) to the point of connection L between the lower links 2 and 3 and the shock absorber 5 (the point of connection on the shock absorber member side of the lower connecting member) L A connection point between the upper link 4 and the knuckle 1 from a connection point (the connection point on the vehicle body member side of the upper connection member) E between the upper link 4 and the vehicle body member with a lever ratio n / m of (lower connection member). (Upper ream The upper link 4 and the intermediate member 7 from the connection point (the connection point on the vehicle body member side of the upper connection member) E between the upper link 4 and the vehicle body member with respect to the distance r to the wheel support member side connection point B) of the member. When the ratio of the distance s to point C is the lever ratio s / r of the upper link 4 (upper connecting member), the suspension as a whole is viewed from the front of the vehicle. The lever ratio s / r of the upper link 4 (upper connecting member) is larger than the lever ratio n / m of the lower links 2 and 3 (lower connecting member).
[0038]
Therefore, when a stroke in the bounding direction occurs, for example, the lower link 2, 3 with a small lever ratio n / m is connected to the shock absorber 5 side connection point L of the lower link 2, 3 via the shock absorber 5. Assuming that the amount of movement of the intermediate member 7 in the vertical direction with respect to the shock absorber 5 side connection point D is equal or substantially the same, as shown in FIG. Even if the vertical movement amount of the knuckle 1 side connection point of the upper link 4 is the same as the vertical movement amount of the knuckle 1 side connection point of the lower links 2 and 3 with respect to the vertical movement amount h of the point D, the upper link The vertical movement amount k at the intermediate member 7 side connection point C of the upper link 4 having a large lever ratio s / r of 4 increases. However, when the vertical movement amount k of the intermediate member 7 side connection point C of the upper link 4 becomes larger than the vertical movement amount h of the intermediate member 7 at the shock absorber 5 side connection point D, the shock absorber 5 passes through the shock absorber 5. The axis L of the intermediate member 7 with respect to the movement of the connecting point D on the shock absorber 5 side of the intermediate member 7 that simply moves upward C Is the front rising in a side view of the vehicle, the axis L of the intermediate member 7 C The link point C on the intermediate member 7 side of the upper link 4 having the arm length as the arm length is moved slightly rearward of the vehicle so as to increase the turning radius. Thus, when the intermediate member 7 side connection point C of the upper link 4 is moved rearward of the vehicle, the knuckle 1 side connection point A of the lower links 2 and 3 that are simply moved upward or substantially upward. The knuckle 1 side connection point B of the upper link 4 (the point C and B are overlapped in the figure) is also moved to the rear of the vehicle, and a virtual kingpin axis L connecting both connection points. K Since the upper link 4 of the upper link 4 is moved rearward at the knuckle 1 side connection point B, the caster angle is increased, thereby enabling a bounce high caster that increases the caster angle during the bound stroke. . In comparison with this, during the rebound stroke, the axis L of the intermediate member 7 that rises forward C Since the intermediate member 7 side connection point C of the upper link 4 which is the front end of the upper link 4 is moved to the front of the vehicle, the knuckle 1 side connection point B of the upper link 4 is moved to the front of the vehicle. Kingpin shaft L K As a result, the caster angle becomes smaller, which makes it possible to make a rebound low caster.
[0039]
FIG. 5 shows the change in caster angle associated with this stroke. As is clear from the figure, in the suspension device for a steered wheel of the present invention, since the caster angle is clearly increased at the time of bouncing, for example, effects such as improved running stability during braking and turning can be obtained, Since the caster angle becomes smaller at the time of rebounding, the effect of improving the turning ability during acceleration can be obtained. On the other hand, as described above, in the steering wheel suspension device of the conventional example, the shock absorber side connection point D and the upper link side connection point C of the intermediate member are at the same height. The requirement for high casters must be regulated by the lever ratio of the upper link and the lever ratio of the lower link. However, as described above, other requirements are involved in both the upper link and the lower link, and in some cases, the restriction between the lever ratio of the upper link and the lever ratio of the lower link may not be satisfied. . In this first embodiment, the upper link 4 is in front of the shock absorber 5 and the axis L of the intermediate member 7 C Is a regulation of the lever ratio of the upper link 4 and the lever ratio of the lower links 2 and 3 when the vehicle is ascending forward in a side view of the vehicle, and from a pattern applicable to any of the second to fourth embodiments described later. Bound high casters can be easily achieved by selecting optimum suspension components.
[0040]
Next, a second embodiment of the steering wheel suspension device of the present invention will be described with reference to FIGS.
Here, since each suspension constituent member used in the present embodiment is equivalent to that of the first embodiment, the same members are denoted by the same reference numerals, and detailed description thereof is omitted. The difference between this embodiment and the first embodiment is that the upper link 4 is first arranged behind the shock absorber 5 and the upper link 4 side connecting point of the intermediate member 7 as clearly shown in FIG. Although the point C is lower than the shock absorber 5 side connection point D, the substantial axis L of the intermediate member 7 is consequently obtained. C As shown in FIG. 6A, the connecting point D between the intermediate member 7 and the shock absorber 5 is higher than the connecting point C between the intermediate member 7 and the upper link 4 as shown in FIG. Since it is located on the inner side in the vehicle width direction, the connection point between the lower links 2 and 3 and the knuckle 1 from the connection point F (the vehicle member side connection point of the lower connection member) F point ( Lower link member side connection point) Lower link 2, 3 from the connection point of lower link 2, 3 to the vehicle body member (vehicle member side connection point of lower connection member) F with respect to distance m to point A From the lever ratio n / m of the lower links 2 and 3 (lower connection member) of the distance n to the connection point (shock absorber member side connection point of the lower connection member) L point between the upper link 4 and the vehicle body With parts The upper relative to the distance r from the connection point (the connection point on the vehicle body member side of the upper connection member) E to the connection point (the connection point on the wheel support member side of the upper connection member) B of the upper link 4 and the knuckle 1 From the connection point E between the link 4 and the vehicle body member (vehicle connection point on the upper connection member) E to the connection point C between the upper link 4 and the intermediate member 7 (intermediate member connection point on the upper connection member) The lever ratio s / r of the upper link 4 (upper connecting member) at the distance s is increased (similar to the first embodiment).
[0041]
Therefore, even in this embodiment, when a stroke in the bounce direction occurs, as shown in FIG. 7, it is equivalent to the connection point L on the shock absorber 5 side of the lower links 2 and 3 having a lever ratio n / m of the small lower links 2 and 3. The vertical movement of the intermediate member 7 side connection point C of the upper link 4 having a large lever ratio s / r with respect to the vertical movement amount h of the intermediate member 7 at the shock absorber 5 side connection point D shown in FIG. The quantity k increases. And the axis L of the intermediate member 7 C Is a front-up as viewed from the side of the vehicle, so that the axis L of the intermediate member 7 with respect to the movement of the connecting point D on the shock absorber 5 side of the intermediate member 7 that simply moves upward via the shock absorber 5. C The intermediate member 7 side connection point C of the upper link 4 whose length is the arm length is moved slightly rearward of the vehicle so as to increase the turning radius, and as a result, is simply moved upward or substantially upward. The knuckle 1 side connection point A of the upper link 4 of the lower links 2 and 3 is also moved rearward of the vehicle (the point C and B points are overlapped in the figure). Virtual kingpin axis L connecting both connecting points K Has a larger caster angle, which enables a bounce high caster. In comparison with this, during the rebound stroke, the axis L of the intermediate member 7 that rises forward C Since the intermediate member 7 side connection point C of the upper link 4 which is the front end of the upper link 4 is moved to the front of the vehicle, the knuckle 1 side connection point B of the upper link 4 is moved to the front of the vehicle. Kingpin shaft L K As a result, the caster angle becomes smaller, which makes it possible to make a rebound low caster.
[0042]
Next, a third embodiment of the steering wheel suspension device of the present invention will be described with reference to FIGS.
FIG. 8 is a perspective view showing a schematic configuration of the third embodiment of the present invention, and members equivalent to those of the first example or members considered to have the same names are denoted by the same reference numerals. In this embodiment, instead of the two lower links 2 and 3 in the first and second embodiments, one lower A arm 9 is used as a lower connecting member.
[0043]
The lower A arm 9 is arranged in the lower part of the wheel house so as to be also referred to as the vehicle width direction, and the outer end in the vehicle width direction is rotatable to the lower end of the knuckle 1 via the ball joint (not shown). That is, it is connected so as to be able to swing up and down and steerable, its inner end is bifurcated, and each end is connected to a vehicle body member such as a suspension member (not shown) via elastic body bushes 9a and 9b. It is almost A-shaped. Accordingly, the lower A arm 9 allows the knuckle 1 to move in the vertical direction, that is, bounce and rebound, but prevents the knuckle 1 from moving in the front-rear direction. A substantial connection point between the knuckle 1 and the lower A arm 9 by a ball joint or the like (not shown) constitutes a lower point of the assumed virtual kingpin shaft, that is, the point A.
[0044]
Further, the upper link 4 of the present embodiment is formed in a substantially I shape with the outer end in the vehicle width direction curved forward in plan view, and is disposed in the upper portion of the wheel howl toward the vehicle width direction. The outer end in the vehicle width direction is connected to the upper end of the knuckle 1 via the ball joint (not shown) so as to be rotatable, that is, swingable up and down and steerable, and the inner end is connected to an elastic bushing or the like. Via a vehicle body member such as a suspension member (not shown). As in the first and second embodiments, the upper link 4 alone cannot prevent the knuckle 1 from moving in the front-rear direction. However, the intermediate member described later moves the upper link 6 in the front-rear direction. Therefore, the substantial connection point between the knuckle 1 and the upper link 4 by a ball joint or the like (not shown) constitutes the upper point of the assumed virtual kingpin axis, that is, the point B.
[0045]
In the present embodiment, the lower end portion of the lower case (cylinder case) 7a of the shock absorber 5 is connected to the central portion of the lower A arm 9 so as to be swingable up and down. More specifically, on the upper surface of the central part of the lower A arm 9, two bearing portions 9c each having a circular hole having an axial line in the longitudinal direction of the vehicle are provided so as to be coaxially projected, and the lower case 5a of the shock absorber 5 is interposed therebetween. A cylindrical portion 5c formed at the lower end of the shock absorber 5 is inserted, and a rotating shaft such as a bolt (not shown) is inserted from the outside of one of the bearing portions 9c. The shock absorber 5 and the lower A arm 9 are connected so as to be swingable around the rotation axis, that is, in the vertical direction. The upper end of the piston rod 5b of the shock absorber 5 is swingably connected to a vehicle body member such as a strut housing (not shown). Thus, the shock absorber 5 is erected on the vehicle front side from the upper link 4.
[0046]
Also in this embodiment, similarly to the first and second embodiments, the coil spring 6 is disposed at the upper end portion of the shock absorber 5 coaxially or substantially coaxially with the shock absorber 5, and the lower end portion thereof. Is connected to a lower case 5a of the shock absorber 5 and its upper end is connected to a vehicle body member such as the strut housing.
[0047]
And in this embodiment, the intermediate member 7 which connects the said upper link 4 and the shock absorber 5 comprises the substantially I shape by which the rear-end part 7a was curved inside the vehicle, and the said rear-end part 7a is illustrated. The upper link 4 is pivotably coupled to the upper surface of the upper link 4 via a ball joint or the like that is not used. The front end portion 7b of the intermediate member 7 is curved slightly downward and is connected to the lower case 5a of the shock absorber 5 so as to be swingable up and down. More specifically, the connecting cylindrical member 16 fixed to the lower case 5a of the shock absorber 5 has a circular hole in the vehicle width direction toward the front, contrary to the first and second embodiments. A cylindrical portion 16a having a projecting portion is provided, the front end portion 7b of the intermediate member 7 is assigned to the cylindrical portion 16a, and a rotary shaft such as a bolt is inserted into both circular holes via a bush or the like (not shown). The shock absorber 5 and the intermediate member 7 are connected so that they can rotate, that is, swing up and down, and at the same time, the upper link 4 is positioned in the front-rear direction.
[0048]
Reference numeral 8 in the figure denotes a tie rod for connecting the knuckle 1 to a steering device (not shown). By moving the tie rod 8 with this steering device, the knuckle 1 and the front wheel 2 are connected to the knuckle. 1 is an imaginary kingpin axis L having a connection point between the upper link 6 and the upper link 6 as an upper point and a connection point between the knuckle 1 and the lower A arm 4 as a lower point. K Steered around.
[0049]
The above is the schematic configuration of the steering wheel suspension device of the present embodiment. Next, similarly to the first embodiment, FIG. 9 shows a skeleton diagram of the steering wheel suspension device of the present embodiment. Here, about the structure similar to the said 1st Embodiment, an equivalent code | symbol is attached | subjected. That is, a substantial connection point between the lower A arm 9 and the knuckle 1 is a point A, a substantial connection point between the upper link 4 and the knuckle 1 is a point B, and a straight line connecting the two is a virtual kingpin axis L. K And A substantial connection point between the upper link 4 and the intermediate member 7 is a point C, and a substantial connection point between the intermediate member 7 and the shock absorber 5 is a point D. Further, a substantial connection point between the upper link 4 and the vehicle body member is defined as E point, and two substantial connection points between the lower A arm 9 and the vehicle body member are defined as F point and F ′ point. Further, the substantial connection point of the shock absorber 5 with the vehicle body member is the U point, the substantial connection point with the lower A arm 9 is the L point, and the axis of the shock absorber 5 connecting the two points is L. S And
[0050]
This skeleton perspective view is further disassembled into a vehicle front view (front view) and a vehicle side view and is shown in FIGS. 10a and 10b. As is clear from FIG. 10 b, the difference between this embodiment and the first embodiment is that the upper link 4 is first disposed behind the shock absorber 5 in the vehicle. Further, as clearly shown in FIG. 10b, the substantial axis L of the intermediate member 7 C Is different in that the upper link 4 side connection point C of the intermediate member 7 is higher than the shock absorber 5 side connection point D. Further, in the present embodiment, as shown in FIG. 10a, from the connection point (the connection point on the vehicle body member side of the lower connection member) F between the lower A arm 9 and the vehicle body member, the lower A arm 9 and the knuckle 1 are connected. From the connection point (the connection point of the lower connection member on the vehicle body member side) F point to the lower m from the connection point (the connection point on the wheel support member side of the lower connection member) to the point m, the lower A From the lever ratio n / m of the lower A arm 9 (lower connecting member) of the distance n to the connecting point (shock absorber member side connecting point of the lower connecting member) L point of the A arm 9 and the shock absorber 5 the upper link 4 to a connection point between the upper link member 4 and the knuckle 1 (a connection point on the wheel support member side of the upper connection member) B point. For distance r From a connection point E between the upper link 4 and the vehicle body member (vehicle body member side connection point of the upper connection member) to a connection point C between the upper link 4 and the intermediate member 7 (intermediate member side connection point of the upper connection member). The lever ratio s / r of the upper link 4 (upper connecting member) at the distance s is made small.
[0051]
Therefore, in this embodiment, when a stroke in the bound direction occurs, as shown in FIG. 11, the shock absorber 5 side connection point L of the lower A arm 9 having a large lever ratio n / m of the lower A arm 9 is equivalent. Up and down movement of the intermediate member 7 side connection point C of the upper link 4 with a small lever ratio s / r with respect to the vertical movement amount h of the intermediate member 7 at the shock absorber 5 side connection point D of FIG. The quantity k becomes smaller. And the axis L of the intermediate member 7 C Is a front-lowering in a side view of the vehicle, the axis L of the intermediate member 7 with respect to the movement of the connecting point D on the shock absorber 5 side of the intermediate member 7 that simply moves upward via the shock absorber 5. C The intermediate member 7 side connection point C of the upper link 4 whose length is the arm length is moved slightly rearward of the vehicle so that the turning radius becomes smaller. As a result, it is simply moved upward or substantially upward. The knuckle 1 side connection point A of the lower A arm 9 also moves the knuckle 1 side connection point B of the upper link 4 (the points C and B are overlapped in the figure) to the rear of the vehicle. Virtual kingpin axis L connecting both connecting points K Has a larger caster angle, which enables a bounce high caster. In comparison with this, during the rebound stroke, the axis L of the intermediate member 7 that rises forward C Since the intermediate member 7 side connection point C of the upper link 4 which is the front end of the upper link 4 is moved to the front of the vehicle, the knuckle 1 side connection point B of the upper link 4 is moved to the front of the vehicle. Kingpin shaft L K As a result, the caster angle becomes smaller, which makes it possible to make a rebound low caster.
[0052]
Next, a fourth embodiment of the steering wheel suspension device of the present invention will be described with reference to FIGS.
Here, since each suspension constituent member used in this embodiment is equivalent to that of the third embodiment, the same reference numerals are given to the same members, and the detailed description thereof is omitted. The difference between the present embodiment and the third embodiment is that the upper link 4 is first arranged in front of the vehicle with respect to the shock absorber 5, and the upper link 4 side connecting point of the intermediate member 7 as clearly shown in FIG. 12b. Although the point C is lower than the shock absorber 5 side connection point D, the substantial axis L of the intermediate member 7 is consequently obtained. C As shown in FIG. 12A, the connecting point D between the intermediate member 7 and the shock absorber 5 is lower than the connecting point C between the intermediate member 7 and the upper link 4, as in the third embodiment. Since it is located on the inner side in the vehicle width direction, the connection point between the lower A arm 9 and the knuckle 1 from the connection point F (the vehicle member side connection point of the lower connection member) of the lower A arm 9 and the vehicle body member ( The lower A arm 9 is connected to the lower A arm 9 from the connecting point (the lower vehicle connecting member side connecting point) F point with respect to the distance m to the wheel supporting member side connecting point A). From the lever ratio n / m of the lower A arm 9 (lower connection member) at a distance n to the connection point (shock absorber member side connection point of the lower connection member) L to the connection point between the upper link 4 and the vehicle body Connection point with member ( The upper link 4 with respect to a distance r from the point E of the vehicle body member side connection point E to the connection point B of the upper link 4 and the knuckle 1 (the wheel support member side connection point of the upper connection member) The distance s from the connection point with the vehicle body member (the connection point of the upper connection member on the vehicle body member side) E to the connection point of the upper link 4 and the intermediate member 7 (intermediate member side connection point of the upper connection member) C The lever ratio s / r of the upper link 4 (upper connecting member) is reduced (similar to the third embodiment).
[0053]
Therefore, also in this embodiment, when a stroke in the bound direction occurs, as shown in FIG. 13, the intermediate member 7 appears equivalent to the shock absorber 5 side connection point L of the lower A arm 9 having a large lever ratio n / m. The vertical movement amount k at the intermediate member 7 side connection point C of the upper link 4 having a small lever ratio s / r is smaller than the vertical movement amount h at the shock absorber 5 side connection point D. And the axis L of the intermediate member 7 C Is a front-lowering in a side view of the vehicle, the axis L of the intermediate member 7 with respect to the movement of the connecting point D on the shock absorber 5 side of the intermediate member 7 that simply moves upward via the shock absorber 5. C The intermediate member 7 side connection point C of the upper link 4 whose length is the arm length is moved slightly rearward of the vehicle so that the turning radius becomes smaller. As a result, it is simply moved upward or substantially upward. The knuckle 1 side connection point A of the lower links 2 and 3 is also moved to the rear of the vehicle with respect to the knuckle 1 side connection point B of the upper link 4, and a virtual kingpin axis L connecting both connection points K Has a larger caster angle, which enables a bounce high caster. In comparison with this, during the rebound stroke, the axis L of the intermediate member 7 that rises forward C Since the intermediate member 7 side connection point C of the upper link 4 which is the front end of the upper link 4 is moved to the front of the vehicle, the knuckle 1 side connection point B of the upper link 4 is moved to the front of the vehicle. Kingpin shaft L K As a result, the caster angle becomes smaller, which makes it possible to make a rebound low caster.
[0054]
In each of the above embodiments, for example, the upper link (upper connecting member) is in front of or behind the shock absorber, or the connecting point between the intermediate member and the upper link (upper connecting member) is the same between the intermediate member and the shock absorber. Pay attention only to the classification of whether the lever ratio s / r of the upper link (upper connecting member) is larger or smaller than the lever ratio n / m of the lower link or lower A arm (lower connecting member). Then, from those combinations, what enables the bound high caster has been extracted and described. However, even when the connecting point between the intermediate member and the upper link (upper connecting member) and the connecting point between the intermediate member and the shock absorber have the same height, for example, as described above, When the link (upper coupling member) is in front of the shock absorber and the lever ratio s / r of the upper link (upper coupling member) is larger than the lever ratio n / m of the lower link or lower A arm (lower coupling member) It is possible to increase the caster angle at least during the bounce stroke to achieve a bounce high caster. Thus, the steering wheel suspension device according to claims 2 to 5 of the present invention corresponding to the first to fourth embodiments is only a part of the embodiment of the present invention, and the upper link (upper portion) Any of correlation between the arrangement of the connecting member) and the connecting point between the intermediate member and the upper link (upper connecting member) and the lever ratio of the upper link (upper connecting member) and the lever ratio of the lower link or lower A arm (lower connecting member) A steering wheel suspension device that can appropriately adjust two or more and combine them to achieve a bound high caster is included in the steering wheel suspension device according to claim 1 of the present invention. .
[Brief description of the drawings]
FIG. 1 is a perspective view showing a first embodiment of a steering wheel suspension device of the present invention.
2 is a skeleton diagram of the steering wheel suspension device of FIG. 1; FIG.
3 is a further exploded view of the skeleton diagram of the steering wheel suspension device of FIG. 2, wherein (a) is a front view of the vehicle and (b) is a side view of the vehicle.
4 is a vehicle side view for explaining the operation of the steering wheel suspension device of FIG. 1; FIG.
FIG. 5 is a caster angle change characteristic diagram for explaining the operation of the steering wheel suspension device of the present invention.
FIG. 6 is an exploded skeleton diagram showing a second embodiment of the steering wheel suspension device of the present invention, in which (a) is a front view of the vehicle and (b) is a side view of the vehicle.
7 is a vehicle side view for explaining the operation of the steering wheel suspension device of FIG. 6; FIG.
FIG. 8 is a perspective view showing a third embodiment of the steering wheel suspension device of the present invention.
9 is a skeleton diagram of the steering wheel suspension device of FIG. 8. FIG.
10 is a further exploded view of the skeleton diagram of the steering wheel suspension device of FIG. 9, wherein (a) is a front view of the vehicle and (b) is a side view of the vehicle.
11 is a vehicle side view for explaining the operation of the steering wheel suspension device of FIG. 10; FIG.
FIGS. 12A and 12B are exploded views of a skeleton diagram showing a fourth embodiment of a suspension device for a steered wheel according to the present invention, wherein FIG. 12A is a front view of the vehicle, and FIG.
13 is a vehicle side view for explaining the operation of the steering wheel suspension device of FIG. 12. FIG.
[Explanation of symbols]
1 is a knuckle (wheel support member)
2 is the front lower link (lower connecting member)
3 is the rear lower link (lower connecting member)
4 is the upper link (upper connecting member)
5 is a shock absorber
6 is a coil spring
7 is an intermediate member
8 is a tie rod
9 is the lower A arm (lower connecting member)
L K Is the virtual kingpin axis
L S Is the axis of the shock absorber
L C Is the axis of the intermediate member

Claims (5)

車輪を回転可能に支持する車輪支持部材と、前記車輪支持部材を操向装置に接続するためのタイロッド部材と、一端が前記車輪支持部材の下部に上下方向に揺動可能で且つ転舵可能に連結され且つ他端が車体部材に対して上下方向に揺動可能に連結された下部連結部材と、一本のＩ型リンク部材から構成され、略車両幅方向に配設されて、一端が前記車輪支持部材の上部に上下方向に揺動可能で且つ転舵可能に連結され且つ他端が車体部材に対して上下方向に揺動可能に連結された上部連結部材と、上端が車体部材に連結され且つ下端が前記下部連結部材に連結されたショックアブソーバ部材と、略車両前後方向に配設されて、前記上部連結部材及びショックアブソーバ部材に上下方向に揺動可能に連結された中間部材とを備えた操舵輪用サスペンション装置において、前記上部連結部材は前記ショックアブソーバ部材より車両前方に配置されると共に、車両前面視における前記上部連結部材の車体部材側連結点から車輪支持部材側連結点までの距離に対する当該上部連結部材の車体部材側連結点から中間部材側連結点までの距離の比が、前記下部連結部材の車体部材側連結点から車輪支持部材側連結点までの距離に対する当該下部連結部材の車体部材側連結点からショックアブソーバ部材側連結点までの距離の比より大きく且つ前記中間部材の上部連結部材側連結点が当該中間部材のショックアブソーバ部材側連結点より高く配置されることにより、少なくともバウンドストローク時にキャスタ角が大きくなると共にリバウンドストローク時にキャスタ角が小さくなるように設定したことを特徴とする操舵輪用サスペンション装置。A wheel support member for rotatably supporting a wheel, a tie rod member for connecting the wheel support member to a steering device, and one end of which can swing vertically below the wheel support member and can be steered The lower connecting member is connected and the other end is connected to the vehicle body member so as to be swingable in the up and down direction, and a single I-type link member. An upper connecting member connected to the upper part of the wheel support member so as to be swingable in the vertical direction and steerable, and connected at the other end thereof to be swingable in the vertical direction with respect to the vehicle body member, and connected to the vehicle body member at the upper end. A shock absorber member having a lower end connected to the lower connecting member, and an intermediate member that is disposed substantially in the vehicle front-rear direction and is swingably connected to the upper connecting member and the shock absorber member in the vertical direction. Steering wheel support with In Pension apparatus, wherein with the upper connecting member is disposed in front of the vehicle than the shock absorber member, the upper connecting to the distance from the vehicle body member side coupling point of the upper connecting member in the vehicle front view to the wheel support member-side coupling point The ratio of the distance from the vehicle body member side connection point of the member to the intermediate member side connection point is the vehicle body member side connection of the lower connection member with respect to the distance from the vehicle body member side connection point of the lower connection member to the wheel support member side connection point. The upper connecting member side connecting point of the intermediate member is higher than the ratio of the distance from the point to the shock absorber member side connecting point and higher than the shock absorber member side connecting point of the intermediate member. set such caster angle is reduced during rebound stroke with the square increases Steering-wheel suspension device, characterized in that the. 車輪を回転可能に支持する車輪支持部材と、前記車輪支持部材を操向装置に接続するためのタイロッド部材と、一端が前記車輪支持部材の下部に上下方向に揺動可能で且つ転舵可能に連結され且つ他端が車体部材に対して上下方向に揺動可能に連結された下部連結部材と、一本のＩ型リンク部材から構成され、略車両幅方向に配設されて、一端が前記車輪支持部材の上部に上下方向に揺動可能で且つ転舵可能に連結され且つ他端が車体部材に対して上下方向に揺動可能に連結された上部連結部材と、上端が車体部材に連結され且つ下端が前記下部連結部材に連結されたショックアブソーバ部材と、略車両前後方向に配設されて、前記上部連結部材及びショックアブソーバ部材に上下方向に揺動可能に連結された中間部材とを備えた操舵輪用サスペンション装置において、前記上部連結部材は前記ショックアブソーバ部材より車両後方に配置されると共に、車両前面視における前記上部連結部材の車体部材側連結点から車輪支持部材側連結点までの距離に対する当該上部連結部材の車体部材側連結点から中間部材側連結点までの距離の比が、前記下部連結部材の車体部材側連結点から車輪支持部材側連結点までの距離に対する当該下部連結部材の車体部材側連結点からショックアブソーバ部材側連結点までの距離の比より大きく且つ前記中間部材の上部連結部材側連結点が当該中間部材のショックアブソーバ部材側連結点より低く配置されることにより、少なくともバウンドストローク時にキャスタ角が大きくなると共にリバウンドストローク時にキャスタ角が小さくなるように設定したことを特徴とする操舵輪用サスペンション装置。 A wheel support member for rotatably supporting a wheel, a tie rod member for connecting the wheel support member to a steering device, and one end of which can swing vertically below the wheel support member and can be steered The lower connecting member is connected and the other end is connected to the vehicle body member so as to be swingable in the up and down direction, and a single I-type link member. An upper connecting member connected to the upper part of the wheel support member so as to be swingable in the vertical direction and steerable, and connected at the other end thereof to be swingable in the vertical direction with respect to the vehicle body member, and connected to the vehicle body member at the upper end. A shock absorber member having a lower end connected to the lower connecting member, and an intermediate member that is disposed substantially in the vehicle front-rear direction and is swingably connected to the upper connecting member and the shock absorber member in the vertical direction. Steering wheel support with In Pension apparatus, wherein with the upper connecting member is disposed rearward than the shock absorber member, the upper connecting to the distance from the vehicle body member side coupling point of the upper connecting member in the vehicle front view to the wheel support member-side coupling point The ratio of the distance from the vehicle body member side connection point of the member to the intermediate member side connection point is the vehicle body member side connection of the lower connection member with respect to the distance from the vehicle body member side connection point of the lower connection member to the wheel support member side connection point. The upper connecting member side connecting point of the intermediate member is lower than the shock absorber member side connecting point of the intermediate member, so that the caster can be cast at least during the bounding stroke. Set so that the caster angle decreases during rebound stroke as the angle increases. Misao steering wheel suspension device characterized in that the. 車輪を回転可能に支持する車輪支持部材と、前記車輪支持部材を操向装置に接続するためのタイロッド部材と、一端が前記車輪支持部材の下部に上下方向に揺動可能で且つ転舵可能に連結され且つ他端が車体部材に対して上下方向に揺動可能に連結された下部連結部材と、一本のＩ型リンク部材から構成され、略車両幅方向に配設されて、一端が前記車輪支持部材の上部に上下方向に揺動可能で且つ転舵可能に連結され且つ他端が車体部材に対して上下方向に揺動可能に連結された上部連結部材と、上端が車体部材に連結され且つ下端が前記下部連結部材に連結されたショックアブソーバ部材と、略車両前後方向に配設されて、前記上部連結部材及びショックアブソーバ部材に上下方向に揺動可能に連結された中間部材とを備えた操舵輪用サスペンション装置において、前記上部連結部材は前記ショックアブソーバ部材より車両後方に配置されると共に、車両前面視における前記上部連結部材の車体部材側連結点から車輪支持部材側連結点までの距離に対する当該上部連結部材の車体部材側連結点から中間部材側連結点までの距離の比が、前記下部連結部材の車体部材側連結点から車輪支持部材側連結点までの距離に対する当該下部連結部材の車体部材側連結点からショックアブソーバ部材側連結点までの距離の比より小さく且つ前記中間部材の上部連結部材側連結点が当該中間部材のショックアブソーバ部材側連結点より高く配置されることにより、少なくともバウンドストローク時にキャスタ角が大きくなると共にリバウンドストローク時にキャスタ角が小さくなるように設定したことを特徴とする操舵輪用サスペンション装置。 A wheel support member for rotatably supporting a wheel, a tie rod member for connecting the wheel support member to a steering device, and one end of which can swing vertically below the wheel support member and can be steered The lower connecting member is connected and the other end is connected to the vehicle body member so as to be swingable in the up and down direction, and a single I-type link member. An upper connecting member connected to the upper part of the wheel support member so as to be swingable in the vertical direction and steerable, and connected at the other end thereof to be swingable in the vertical direction with respect to the vehicle body member, and connected to the vehicle body member at the upper end. A shock absorber member having a lower end connected to the lower connecting member, and an intermediate member that is disposed substantially in the vehicle front-rear direction and is swingably connected to the upper connecting member and the shock absorber member in the vertical direction. Steering wheel support with In Pension apparatus, wherein with the upper connecting member is disposed rearward than the shock absorber member, the upper connecting to the distance from the vehicle body member side coupling point of the upper connecting member in the vehicle front view to the wheel support member-side coupling point The ratio of the distance from the vehicle body member side connection point of the member to the intermediate member side connection point is the vehicle body member side connection of the lower connection member with respect to the distance from the vehicle body member side connection point of the lower connection member to the wheel support member side connection point. by upper coupling member-side coupling point of the ratio smaller than and the intermediate member of the distance to the shock absorber member-side coupling point is arranged above the shock absorber member-side coupling point of the intermediate member from the point, the caster at least bound stroke Set so that the caster angle decreases during rebound stroke as the angle increases. Misao steering wheel suspension device characterized in that the. 車輪を回転可能に支持する車輪支持部材と、前記車輪支持部材を操向装置に接続するためのタイロッド部材と、一端が前記車輪支持部材の下部に上下方向に揺動可能で且つ転舵可能に連結され且つ他端が車体部材に対して上下方向に揺動可能に連結された下部連結部材と、一本のＩ型リンク部材から構成され、略車両幅方向に配設されて、一端が前記車輪支持部材の上部に上下方向に揺動可能で且つ転舵可能に連結され且つ他端が車体部材に対して上下方向に揺動可能に連結された上部連結部材と、上端が車体部材に連結され且つ下端が前記下部連結部材に連結されたショックアブソーバ部材と、略車両前後方向に配設されて、前記上部連結部材及びショックアブソーバ部材に上下方向に揺動可能に連結された中間部材とを備えた操舵輪用サスペンション装置において、前記上部連結部材は前記ショックアブソーバ部材より車両前方に配置されると共に、車両前面視における前記上部連結部材の車体部材側連結点から車輪支持部材側連結点までの距離に対する当該上部連結部材の車体部材側連結点から中間部材側連結点までの距離の比が、前記下部連結部材の車体部材側連結点から車輪支持部材側連結点までの距離に対する当該下部連結部材の車体部材側連結点からショックアブソーバ部材側連結点までの距離の比より小さく且つ前記中間部材の上部連結部材側連結点が当該中間部材のショックアブソーバ部材側連結点より低く配置されることにより、少なくともバウンドストローク時にキャスタ角が大きくなると共にリバウンドストローク時にキャスタ角が小さくなるように設定したことを特徴とする操舵輪用サスペンション装置。 A wheel support member for rotatably supporting a wheel, a tie rod member for connecting the wheel support member to a steering device, and one end of which can swing vertically below the wheel support member and can be steered The lower connecting member is connected and the other end is connected to the vehicle body member so as to be swingable in the up and down direction, and a single I-type link member. An upper connecting member connected to the upper part of the wheel support member so as to be swingable in the vertical direction and steerable, and connected at the other end thereof to be swingable in the vertical direction with respect to the vehicle body member, and connected to the vehicle body member at the upper end. A shock absorber member having a lower end connected to the lower connecting member, and an intermediate member that is disposed substantially in the vehicle front-rear direction and is swingably connected to the upper connecting member and the shock absorber member in the vertical direction. Steering wheel support with In Pension apparatus, wherein with the upper connecting member is disposed in front of the vehicle than the shock absorber member, the upper connecting to the distance from the vehicle body member side coupling point of the upper connecting member in the vehicle front view to the wheel support member-side coupling point The ratio of the distance from the vehicle body member side connection point of the member to the intermediate member side connection point is the vehicle body member side connection of the lower connection member with respect to the distance from the vehicle body member side connection point of the lower connection member to the wheel support member side connection point. by upper coupling member-side coupling point of small and the intermediate member than the ratio of the distance to the shock absorber member-side coupling point is located lower than the shock absorber member-side coupling point of the intermediate member from the point, the caster at least bound stroke Set so that the caster angle decreases during rebound stroke as the angle increases. Misao steering wheel suspension device characterized in that the. 前記下部連結部材は一つのＡ型アーム部材又は二本のＩ型リンク部材の組合せから構成されることを特徴とする請求項１乃至４の何れかに記載の操舵輪用サスペンション装置。Steering wheel suspension device according to any one of claims 1 to 4 wherein the lower connecting member is characterized by a Turkey consists of a combination of one of the A-shaped arm member or two type I link member.
JP04384797A 1997-02-27 1997-02-27 Steering wheel suspension system Expired - Fee Related JP3767069B2 (en)

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JP04384797A JP3767069B2 (en) 1997-02-27 1997-02-27 Steering wheel suspension system

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JP04384797A JP3767069B2 (en) 1997-02-27 1997-02-27 Steering wheel suspension system

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JPH10236122A JPH10236122A (en) 1998-09-08
JP3767069B2 true JP3767069B2 (en) 2006-04-19

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