JP4900107B2 - Suspension device - Google Patents

Description

  The present invention relates to a suspension device used in a vehicle.

As a conventional rear wheel suspension device, for example, there is a device described in Patent Document 1. In this apparatus, the lower region of the wheel support member and the vehicle body side member are connected to each other, and the pair of rigid arms arranged at intervals in the vehicle front-rear direction and the pair of rigid arms are respectively rigidly connected to the pair of rigid arms. And a coupling member constructed between the rigid arms. The coupling member is formed of a flat plate-shaped steel plate extending in the vehicle front-rear direction so as to be deformable in a direction parallel to the plane including the connecting portion to the vehicle body side member and the wheel support member.
As a result, the longitudinal rigidity for supporting the wheel is lowered and the toe characteristic at that time is optimized.
JP 62-234705 A

The wheel needs to be displaced to some extent in consideration of the riding comfort and the like, but if the amount of displacement becomes too large, harmful effects will occur, and it is necessary to regulate a large displacement. However, since there is nothing in the prior art that regulates the amount of deformation of the coupling member, a means for regulating the displacement in the front-rear direction is required separately.
Further, as a means for restricting the displacement in the front-rear direction, even if a steering tie rod is simply added to the suspension configuration, the steering cannot be performed, so that the steering tie rod cannot be set.
The present invention has been made paying attention to the above points, and it is an object of the present invention to make it possible to provide a steering tie rod for a suspension having two links arranged in the vehicle longitudinal direction.

  In order to solve the above-mentioned problem, the present invention connects two links arranged in the vehicle longitudinal direction in a relatively displaceable state, and connects one of the links to a wheel support member via a steering tie rod. Support.

  According to the present invention, it is possible to provide a steering tie rod in a state where wheels can be steered even if two links arranged in the vehicle longitudinal direction are provided.

Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a top view showing a suspension device for a rear wheel according to the present embodiment, and FIG. 2 is a schematic diagram for explaining the arrangement of links as viewed from the front of the vehicle. FIG. 3 is a schematic perspective view showing the arrangement relationship of each component, and FIG. 4 is a schematic bottom view showing the arrangement relationship of each component.
(Constitution)
Two lower links 4 and 5 that connect the lower region of the axle 2 that rotatably supports the wheel 1 and the suspension member 3 that is a vehicle body side member, and the upper region of the axle 2 and the suspension member 3 are connected. One upper link 8 to be provided. Further, in the present embodiment, a steering tie rod extending in the vehicle width direction is provided.

The upper link 8 is attached to the axle 2 by a bush 13 so as to be vertically swingable, and is also connected to the suspension member 3 by a bush 14 so as to be vertically swingable.
The two lower links 4 and 5 are arranged so as to be aligned in the vehicle front-rear direction. Here, when the two lower links 4 and 5 are described separately, the lower link 4 on the front side in the vehicle longitudinal direction is the front lower link 4 and the lower link 5 on the rear side in the vehicle longitudinal direction is the rear lower link. Let's call it 5.

The front lower link 4 is a rod-shaped member extending along the link axis L1, and both end mounting portions thereof are connected to the axle and the suspension member via the bushes 9 and 11 so as to be swingable in the vertical direction. Yes.
The rear lower link 5 is integrated with the link main body portion 6 extending along the link axis L2 and the link main body portion 6 and is connected to the front lower link 4 from the link main body portion 6 toward the front lower link 4. It is comprised from the overhang | projection part 7 projected to the direction front.
In addition, the said overhang | projection part 7 has the substantially trapezoidal outline shape by the top view, for example. Here, in the bottom view of FIG. 4, as the shape of the overhanging portion 7, a rectangular frame portion, two braces arranged in the frame, and a plate member provided on the side of the steering tie rod 30, The case where consists of is illustrated.

  The front end portion of the overhanging portion 7 that faces the front lower link 4 in the vehicle front-rear direction is connected to the front lower link 4 via two bushes 20 and 21 that are arranged offset in the vehicle width direction. . In the present embodiment, the bushes 20 and 21 that connect the front lower link 4 and the overhanging portion 7 are arranged with the shaft substantially in the vehicle front-rear direction in a top view, for example, the outer cylinder is the front lower link. 4 and the inner cylinder is fixed to the overhanging portion 7 via a mounting bolt. As a result, the front lower link 4 and the rear lower link 5 are three-dimensionally swingably connected by the bushes 20 and 21 as connecting portions, and the swing amount is also a span between the outer cylinder and the inner cylinder. And is regulated by the rigidity of the elastic body.

Further, the link body portion 6 is attached to the suspension member 3 with the vehicle body side end portion being vertically swingable via the bush 12, but the wheel side end portion has a space between the axle 2. The wheel side end portion of the link main body portion 6 is disconnected from the axle 2 in an unconnected state.
Here, each said bush 9, 11-14 is comprised by the elastic body which consists of a rubber body being interposed between the outer cylinder and inner cylinder which were arrange | positioned at the nested shape. In FIG. 1, the outer cylinder is fixed to the ends of the links 4, 5, 8, and the inner cylinder is attached to the axle 2 via bolts. 3 and 4 illustrate a case where an outer cylinder is fixed to the axle 2 as another example of attachment.

Further, a steering tie rod 30 is disposed on the rear side in the vehicle front-rear direction with respect to the rear lower anchor 5. That is, the two lower links 4 and 5 and the steering tie rod 30 are arranged offset from each other in the vehicle width direction. The steering tie rod 30 is connected to the steering actuator 32 at the vehicle body side end, and moves forward and backward in the vehicle width direction by the operation of the steering actuator 32.
The extending direction front end portion P4 of the steering tie rod 30 is connected to the axle 2 by a universal joint or the like.
As shown in FIGS. 5 and 6, the steering tie rod 30 is supported by the rear lower link 5 via a rotating shaft 33 and a rod connecting member 31. As a result, the wheel side portion of the rear lower link 5 is connected to the axle 2 via the steering tie rod 30.

  The rotating shaft 33 is a wheel side portion of the rear lower link 5 and is fixed at a position offset from the front lower link 4 in the vehicle front-rear direction. As shown in FIG. 5, the rotation shaft 33 is offset upward from the steering tie rod 30 and is orthogonal to the axis of the steering tie rod 30 so as to be viewed from above and in the vehicle longitudinal direction. In a side view, it extends downward and is inclined downward with respect to the horizontal line so as to go downward as it goes from the rear lower link 5 toward the tie rod 30 side.

The rod connecting member 31 is a component of an L-shaped member as viewed from the vehicle width direction. The link side main body 31a of the rod connecting member 31 is connected in a state where it can be rotationally displaced with respect to the rotating shaft 33 and is regulated so that there is no or little relative displacement in the vehicle width direction and the vertical direction. Yes. When viewed from the vehicle rear side from the link side main body 31a, the foot portion 31b extends substantially downward in the vertical direction toward the steering tie rod 30, and the steering tie rod 30 is connected to the spherical joint below the foot portion 31b. It is slidably connected via 34 (ball joint). The steering tie rod 30 may be connected to the foot 31b via a bush instead of the spherical joint 34.
Here, in the axle of FIG. 3, reference numeral 2a indicates a shock absorber mounting portion, and reference numeral 2b indicates a brake caliper mounting portion.

  Further, in the present embodiment, when viewed from above, the attachment point to the suspension member 3 in the front lower link 4 (hereinafter simply referred to as a vehicle body side attachment point P1) and the attachment point to the axle 2 (hereinafter simply referred to as wheel side attachment). An intersection point P5 between the link axis L1 connecting the point P2 and the axis L2 of the steering tie rod 30 is set to be outside of the axle 2 in the vehicle width direction. In the example of FIG. 1, the axis L2 of the steering tie rod 30 faces the vehicle width direction or substantially the vehicle width direction, but the link axis line L1 of the front lower link is closer to the front and rear of the vehicle than the vehicle body side. It inclines so that it may become a direction back.

Further, the intersection point P5 is disposed rearward in the vehicle front-rear direction with respect to the center of the wheel 1 (wheel center W / C) in a top view.
Here, the bushes 20 and 21 constituting the elastic connecting portion for connecting the two lower links 4 and 5 are referred to as connect bushes 20 and 21, and the lower links 4 and 5, the axle 2 and the suspension member 3 The bushes 9 to 12 connecting the two are referred to as mounting bushes 9 to 12.
Here, the axle 2 constitutes a wheel support member, the suspension member 3 constitutes a vehicle body side member, and the connect bushes 20 and 21 constitute an elastic connecting portion. Further, the rod connecting member 31 and the rotating shaft 33 constitute a rod connecting portion.

(Function and effect)
(1) Even if the suspension device includes two lower links 4 and 5, the wheel 1 can be steered by the steer tie rod 30.
That is, by connecting the rear lower link 5 to the axle 2 via the steering tie rod 30, the front lower link 4 and the steering tie rod arranged with the lateral force offset mainly in the vehicle width direction. The wheel 1 can be steered by advancing and retreating the steering tie rod 30.
(2) At this time, as a result of supporting the steered tie rod 30 with respect to the rear lower link 5 in a state in which the steerable tie rod 30 can be rotationally displaced around the rotational axis 33 orthogonal to the axis L2 of the steered tie rod 30, 7 and 8, even if the rear link 30 is supported by the rear lower link, the rod connecting member 31 moves around the rotation shaft 33 in the vehicle width direction according to the movement of the steering tie rod 30 in the axial direction. Thus, the turning tie rod 30 can be advanced and retracted.

(3) By connecting the two lower links 4 and 5 so as to be swingable, it is possible to receive the vehicle front-rear direction input to the wheel 1 between the two lower links 4 and 5.
That is, as shown in FIG. 9, the vehicle longitudinal force is input to the wheel side mounting portion P <b> 2 of the front lower link 4 and the tip portion P <b> 4 of the turning tie rod 30. Here, as a result of the steering tie rod 30 and the rear lower link 5 being connected by the rod connecting portion in a state in which mutual displacement in the vehicle longitudinal direction is restricted, the tip portion of the steering tie rod 30 is obtained. The force in the vehicle front-rear direction input to P4 is transmitted to the wheel side portion of the rear lower link 5 via the rod connecting member 31. As a result, the vehicle front-rear direction input to the wheel 1 can be received by the two lower links 4, 5.

At this time, even when the two lower links 4 and 5 are connected to each other, the connecting portion is configured to be swingable only within a predetermined swing range by the connect bushes 20 and 21, so that With respect to the input in the front-rear direction, the connecting portion is connected in a state where it can swing at least in a predetermined swing range in the vehicle width direction.
As a result, the elastic bodies of the connect bushes 20 and 21 constituting the elastic connecting portion are deflected with respect to the front and rear direction input to the wheel 1 (front and rear input to the wheel center W / C) due to road surface irregularities. As shown in FIG. 9, the inner cylinder swings relatively in the vehicle front-rear direction with respect to the outer cylinder, and is displaced in the vehicle width direction, so that the two lower links 4 and 5 in the top view are used. The substantially trapezoidal shape when viewed from above is changed, and the rigidity of the axle 2 supported by the two connected lower links 4 and 5 is set low. For this reason, the ride comfort is improved, in particular, the shock when riding over the protrusion is reduced.

Further, since the connection bushes 20 and 21 do not swing any more if the elastic body is bent more than a predetermined amount, it is possible to prevent the connection bushes 20 and 21 from swinging more than necessary without providing another member.
In addition, since the connection bushes 20 and 21 are absorbed by bending with respect to the input in the front-rear direction, and attenuation is also obtained by the characteristics of the rubber of the connect bushes 20 and 21, the vibration of the front-rear direction input is good. Further, even if the lower links 4 and 5 are designed so as to satisfy the strength, the rigidity in the front-rear direction is determined by the rigidity of the connect bushes 20 and 21, so that the degree of freedom in design can be increased.

(4) Also, since the connection bushes 20 and 21 are bent with respect to the longitudinal input to the wheel 1 in this way, the rigidity of the longitudinal input can be set low, so the two lower links 4 and 5 are connected. Even if the two lower links 4 and 5 receive input in the front-rear direction to the wheel 1, the mounting points P1 to P3 of the two lower links 4 and 5 are set to reduce shock due to road surface irregularities. There is no need to set the rigidity of the mounting bushes 9, 11, 12 to be low. That is, the rigidity of the mounting bushes 9, 11, 12 of the lower links 4, 5 can be set high. Accordingly, by setting the rigidity of the mounting bushes 9, 11 and 12 of the lower links 4 and 5 high, the lateral rigidity (rigidity in the vehicle width direction) of the axle 2 can be increased. As a result, the steering stability can be improved. Since the lateral direction input to the wheel 1 is applied in the directions of the axes L1 and L2 of the front lower link 4 and the steering tie rod 30, the lateral rigidity of the axle 2 is maintained even if the rigidity of the connect bushes 20 and 21 is set low. There is no lowering. As a result, it is possible to achieve both a low rigidity in the front-rear direction and a high rigidity in the lateral direction, and it is possible to achieve a higher level of riding comfort and handling stability.

(5) Further, in the top view, by setting the intersection point P5 between the link axis L1 of the front lower link 4 and the axis L2 of the steering tie rod 30 to the outside in the vehicle width direction from the axle 2, the following effects are obtained. Play.
When there is an input in the vehicle longitudinal direction rearward with respect to the wheel 1 due to braking or the like, the wheel side attachment point P2 of the front lower link 4 and the tip portion P4 of the steering tie rod 30, that is, the wheel side end of the rear lower link Both the front and rear parts swing and displace by substantially the same amount, but the front lower link 4 is pulled more toward the vehicle body than the front end part P4 of the steering tie rod 30, resulting in toe-in change in the toe-in direction. As a result, stability during braking is improved.

(6) Further, in the top view, the intersection P5 of the axes L1 and L2 of the front lower link 4 and the steering tie rod 30 is positioned rearward in the vehicle longitudinal direction from the center of the wheel 1 (wheel center W / C). Thus, the rotation center of the axle 2 is located behind the wheel center W / C. For this reason, with respect to the input in the tire lateral direction at the time of turning of the vehicle, a torque for directing the wheel 1 on the turning outer wheel side in the toe-in direction works, and stability at the time of turning of the vehicle is improved.

(7) Further, the rigidity of each of the connection bushes 20 and 21 arranged offset with respect to each other in the vehicle width direction is increased in the vertical direction and low anisotropy in the vehicle width direction, so that the vehicle to the wheel 1 is There are the following effects in the front-rear direction input.
When a braking force in the vehicle front-rear direction is input to the ground contact surface of the wheel 1 by a braking operation or the like, a moment in the windup direction is generated by the input as shown in FIG. Due to this moment, an upward force acts on the rear lower link 5 connected to the axle 2 via the steering tie rod 30, and a downward force acts on the front lower link 4. The force in the vertical direction is also input to the connect bushes 20 and 21 that are the connecting portions of the lower links 4 and 5. At this time, since the rigidity in the vertical direction of the connect bushes 20 and 21 is set high as described above, even if the lower links 4 and 5 are connected via the elastic member at the connecting portion, the rigidity in the windup direction is set. Can be increased.

However, the rigidity in the vertical direction of the connect bushes 20 and 21 may be set low, and the connect bushes 20 and 21 may be positively elastically deformed to absorb vibrations input to the suspension.
Further, at this time, by disposing the two connecting bushes 20 and 21 so as to be offset in the vehicle width direction, unnecessary relative displacement in the vertical direction in the rear lower link 5 and the front lower link 4 can be suppressed small.
Further, as described above, by setting the lateral rigidity in the vehicle width direction of the connect bushes 20 and 21 low, the rigidity in the longitudinal translation direction of the axle 2 is set low. Both improvement and stability improvement during braking can be achieved and vibration can be reduced.

(8) Here, if the foot 31b of the rod connecting member 31 is set to be vertical or substantially vertical when viewed from the vehicle front-rear direction, the wind-up force input to the steering tie rod 30 can be efficiently reduced. It can be transmitted to the wheel side portion of the side lower link.
Further, by connecting the steering tie rod 30 to the foot 31b of the rod connecting member 31 via the spherical joint 34, the relative displacement due to the vertical displacement of the steering tie rod 30 and the rear wheel lower link is absorbed. Thus, twisting between the foot portion 31b and the steering tie rod 30 can be prevented.

(application)
(1) In the above embodiment, the case where the upper link 8 is composed of one bar-shaped link (I link) is illustrated, but there may be two or more, and other shapes such as an A arm may be used. Also good.
(2) Moreover, in the said embodiment, although the axis | shafts of the connect bushes 20 and 21 are arrange | positioned so that it may face substantially vehicle front-back direction, it is not limited to this. You may arrange | position the axis | shaft of the connect bush 20 and 21 along a vehicle width direction or a link axis line, for example. However, if the axes of the connect bushes 20 and 21 are directed in the vertical direction, it becomes difficult to set anisotropy with high vertical rigidity.

(3) Moreover, in the said embodiment, the extension part 7 which protrudes in the vehicle front-back direction front side with respect to the rear lower link 5 is provided, so that the connecting part of the two lower links 4 and 5 is connected to the front lower link 4. However, the present invention is not limited to this. As shown in FIG. 11, an overhanging portion 4 b that protrudes rearward in the vehicle front-rear direction is provided to the main body 4 a of the front lower link 4, and the connecting portion of the two lower links 4, 5 is You may arrange | position on the link axis line of the link 5. FIG.

(4) Alternatively, the protruding portions 7 are individually projected from the lower links 4 and 5 toward the other link, and one connecting portion is set on the axis of each of the lower links 4 and 5. The connect bushes 20 and 21 may be arranged at the two connecting portions, respectively. Even in this case, it is preferable that the two bushes 20 and 21 are arranged apart from each other in the vehicle width direction in the vehicle front view.
Further, the connecting portion of the two lower links 4 and 5 need not be arranged on the link axes L1 and L2 of the lower links 4 and 5, for example, arranged with respect to an intermediate position between the two lower links 4 and 5. You may do it.

(5) Moreover, the bush which comprises the connection part of the two lower links 4 and 5 is not limited to two places, You may comprise by one and may be three or more places.
(6) In the above embodiment, the lower links 4 and 5 are illustrated as two links arranged in the vehicle longitudinal direction. However, the two links are upper links and other links arranged in the vehicle longitudinal direction. May be.
Further, although the rear wheel suspension device is illustrated as the suspension device, the suspension device to which the present invention is applied may be a front wheel suspension device.
(7) The steering tie rod 30 may be connected to the lower link side having the overhanging portion, but may be connected to the lower link side having no other overhanging portion. In the example shown in FIG. 11, the steering tie rod 30 is connected to the rear lower link 5 having no overhanging portion.

(8) Moreover, the structure of a rod connection part is not limited to the said structure. Other configurations may be used as long as the wheel side portion of the link and the tie rod can be connected.
For example, the steering tie rod 30 may be capable of advancing and retreating by supporting the foot portion 31b of the rod connecting portion via a sliding bearing. In this case, the rotating shaft 33 may be omitted.
Further, the steering tie rod 30 and the lower link may be connected via a bush, so that the elastic body of the bush may be bent and advanced / retracted.
(9) Also, the vehicle body side attachment portion of the rear lower link 5 may be cut off at the edge without being connected to the suspension member 3 and connected to the tie rod 30.

It is a top view which shows the suspension apparatus for rear wheels which concerns on embodiment based on this invention. It is the schematic diagram seen from the vehicle front which shows the arrangement configuration of the link in the suspension device for rear wheels concerning the embodiment based on the present invention. It is a typical perspective view which shows the arrangement | positioning relationship of each component. It is a typical bottom view which shows the arrangement | positioning relationship of each component. It is the side view seen from the wheel side which shows a rod connection part. It is a perspective view which shows a rod connection part. It is a figure explaining the behavior of a rod connection part. It is a figure explaining the behavior of a rod connection part. It is a top view which shows the behavior with respect to the input to a vehicle front-back direction. It is a side view which shows a windup input. It is a top view which shows another suspension apparatus for rear wheels which concerns on embodiment based on this invention.

Explanation of symbols

1 wheel 2 axle (wheel support member)
3 Suspension member (vehicle body side member)
4 Front Lower Link 5 Rear Lower Link 6 Link Body 7 Overhang 8 Upper Link 20, 21 Connect Bush 30 Steering Tie Rod 31 Rod Connecting Member 31a Link Side Body 31b Foot 32 Steering Actuator 33 Rotating Shaft 34 Spherical Surface Fitting

Claims (6)

In the suspension device in which the two links that connect the wheel support member that rotatably supports the wheel and the vehicle body side member are arranged side by side in the vehicle front-rear direction,
A steering tie rod is provided that extends in the vehicle width direction and whose tip is connected to the wheel support member,
The two links are connected in a state in which they can be relatively displaced, and one of the two links is supported by a wheel support member via the steering tie rod. Suspension device.   The suspension device according to claim 1, wherein the two links are connected to each other so as to be relatively displaceable at least within a predetermined range in the vehicle width direction. In the suspension device in which the two links that connect the wheel support member that rotatably supports the wheel and the vehicle body side member are arranged side by side in the vehicle front-rear direction,
Steering tie rods extending in the vehicle width direction and having the tip connected to the wheel support member;
An elastic coupling portion that elastically couples the two links to a state in which the two links can be relatively displaced at least in a predetermined range in the vehicle width direction;
A rod connecting portion that supports the steered tie rod in a state in which it can advance and retreat at least in the tie rod axial direction is provided for one of the two links, and the wheel side end of the one link is A suspension device characterized in that it is in a non-connected state with a wheel support member.   The rod connecting portion includes a rotating shaft that is offset in the vertical direction with respect to the axis of the tie rod and is orthogonal or substantially orthogonal to the axis of the tie rod, and supports the tie rod so as to be capable of rotational displacement about the rotating axis. The suspension device according to claim 3.   The suspension device according to claim 4, wherein the rod connecting portion includes a spherical joint closer to the tie rod than the rotating shaft.   The suspension device according to any one of claims 1 to 5, wherein the two links are relatively displaceable only in a predetermined range in a vehicle vertical direction.

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