JPH01190507A - Vehicle suspension device - Google Patents

Abstract

PURPOSE:To enhance the freedom of design of a rear seat in a vehicle by arranging a control arm which has conventionally located in the forward lower section of a wheel support member, in a forward upper section of the wheel support member so as to eliminate a subframe which has been used to support the control arm. CONSTITUTION:A trailing arm 8 extending longitudinally of a vehicle body 4 couples the latter with a support member 2 for wheels 3. A lower control arm 6 extending widthwise of the vehicle body is journalled at one end 6a to the rear lower section of the support member 2 and at the other end 6b to the vehicle body 4. Further, an upper control arm 5 extending widthwise of the vehicle body is journalled at one end 5a to the forward upper section of the support member 2 and at the other end 5b to the vehicle body 4. Further, an A-type control arm extending widthwise of the vehicle body is journalled at one end 7a to the rear upper section of the support member 2 and the other end 7b to two points on the vehicle body 4, which are lined longitudinally of the latter.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a suspension device for a vehicle.

(Prior art) An independent suspension for an automobile consists of three control arms extending in the width direction of the vehicle, one end of which is rotatably connected to a wheel support member and the other end of which is rotatably connected to the vehicle body, and three control arms that extend in the vehicle width direction. There is known a trailing arm extending in the direction of the vehicle, one end of which is attached to the vehicle body so as to be swingable in the vertical direction, and the other end of which is connected to the wheel support member (for example, Japanese Utility Model Publication No. 61-59108). (see publication). In this type of suspension, as in the one described in the above-mentioned publication, a control arm that has the function of regulating the toe change of the wheel is usually arranged at the front side and lower part of the wheel support member. Ta.

(Problems to be Solved by the Invention) As in the above-mentioned known example, when the control arm for regulating the toe change of the wheel is disposed at the lower front side of the wheel support member, the position of the control arm is low. Therefore, it becomes difficult to employ a main frame or the like extending in the longitudinal direction of the vehicle body as a mating member for coupling the control arm to the vehicle body side. Therefore, a method has been adopted in the past in which the control arm is supported by a sub-frame extending in the vehicle width direction at the rear of the vehicle body, but in this case, the sub-frame must be made larger due to strength requirements etc., resulting in increased weight. There was a problem that led to In addition, when the control arm placed at the lower front side of the wheel support member is supported by the subframe as described above, there is a limit to positioning the subframe toward the rear of the vehicle body, so the hip of the rear seat There may be cases where a point and a subframe have to be in a positional relationship that interferes with each other. In such a case, the degree of freedom in designing the rear seat is restricted, and as a result, the hip point must be raised due to the influence of the subframe, resulting in a problem that the interior space of the vehicle must be reduced.

The present invention has been made in view of the above points, and by arranging the control arm disposed at the front lower part of the wheel support member at the front upper part of the wheel support member, a subsystem that supports the control arm is provided. The purpose of this invention is to provide a suspension structure that allows the frame to be omitted, thereby increasing the degree of freedom in designing the rear seat.

(Means for Solving the Problems) In the present invention, the following two means are employed to solve the above problems.

(1) A trailing arm that extends in the longitudinal direction of the vehicle body and connects and supports the vehicle body and the wheel support member; a lower control arm rotatably pivotally connected to the vehicle body; and a lower control arm extending in the vehicle width direction, one end rotatably pivotally connected to the front upper part of the wheel support member, and the other end rotatably pivotally mounted to the vehicle body. The upper control arm extends in the vehicle width direction, has one end rotatably pivoted to the rear upper part of the wheel support member, and has the other end rotatably connected to the vehicle body at two points aligned in the vehicle body longitudinal direction. A suspension device is constituted by the pivotally connected A-type control arm.

(2) In place of the upper control arm and the A-type control arm, it extends in the vehicle width direction, one end is rotatably connected to the wheel support member at two points aligned in the front-rear direction of the vehicle, and the other end is The suspension device is constructed using an I-1 type control arm which is pivotably attached to the vehicle body at two points arranged in the longitudinal direction of the vehicle body.

(Function) In the present invention, the following effects can be obtained by means (1) and (2) above.

In other words, when the control arm that should be placed at the lower front side of the wheel support member is placed at the upper front side of the wheel support member as in the method (1) above, the control arm is not supported on the vehicle body side. Since there is no need for a sub-frame extending in the vehicle width direction to accommodate the rear seats, the degree of freedom in designing the rear seats is increased, and sufficient space can be secured to position the hip points of the rear seats at a lower position.

Further, as in the above means (2), the control arm to be disposed at the lower front side of the wheel support member is arranged at two points extending in the vehicle width direction and having one end aligned with the wheel support member in the longitudinal direction of the vehicle body. The same applies to the case where the control arm is configured to be a part of an H-type control arm that is pivotably attached to the vehicle body, and the other end is pivotably attached to the vehicle body at two points aligned in the longitudinal direction of the vehicle body. This eliminates the need for a subframe that extends in the vehicle width direction to support the control arm toward the vehicle body, increasing the degree of freedom in rear seat design and creating enough space to position the rear seat's hip point at a lower position. This means that it can be secured.

(Examples) Hereinafter, the first and second inventions recited in claims (1) and (2) will be described based on examples shown in the accompanying drawings.

(1) First invention (a) First embodiment of the first invention FIGS. 1 to 3 show a suspension device for a vehicle according to a first embodiment of the first invention.

The suspension device 1 of this embodiment is a rear suspension for supporting the rear wheels of an automobile, and is for connecting a wheel 3 rotatably supported by a wheel support member 2 to a vehicle body 4. It includes a control arm 5, a lower control arm 6, an A-type control arm 7, and a trailing arm 8. Note that the wheel support member 2 is supported by the vehicle body 4 via a joint absorber (not shown). Reference numeral 9 is an axle for transmitting driving force to the wheels 3.

The upper control arm 5 extends substantially laterally (i.e., in the vehicle width direction) with respect to the vehicle body 4, and has an outer end (
In other words, one end (5a) is rotatably mounted around a vertical axis lO provided at the upper front side of the wheel support member 2, and the inner end (in other words, the other end) 5b is , around a horizontal axis 12 that extends in the longitudinal direction of the vehicle body and is slightly inclined so that the rear side faces inward of the vehicle body, with respect to the main frame 11 that extends in the longitudinal direction of the vehicle body and constitutes a part of the IIL body 4. It is pivotably mounted. The horizontal shaft 12 is provided on a bracket 13 fixed to the recording main frame 11, and between the front bearing portion 13a of the bracket 13 and the inner end portion 5b of the upper control arm 5, there is a A stopper 14 is interposed to prevent the end portion 5b from moving forward along the horizontal axis 12, while the rear bearing portion 13b of the bracket 13 and the upper control arm 5 are interposed.
A gap S is formed between the inner end 5b and the inner end 5b, which is large enough to allow the inner end 5b to move along the horizontal axis 12. With this configuration, when the engine brake is activated, the inner end 5b of the upper control arm 5 is allowed to move inwardly and rearward along the horizontal axis I5, making it easy to maintain the toe-in attitude of the wheels 3. It becomes.

The lower control arm 6 also extends substantially laterally (i.e., in the vehicle width direction) with respect to the vehicle body 4, and its outer end (
In other words, the one end (6a) is provided at the rear lower part of the wheel support member 2, is pivotally connected to be rotatable around a horizontal shaft 15 extending in the longitudinal direction of the vehicle body, and the inner end (in other words,
The other end) 6b is a mounting member 1 fixed to the lower surface of the end of the cross member 16 extending in the vehicle width direction and forming a part of the vehicle body 4.
7, it is pivotably mounted around a horizontal shaft 18 extending in the longitudinal direction of the vehicle body. The horizontal shaft 18 is provided on a bracket 19 fixed to the mounting member 17.

The A-type control arm 7 also extends substantially in the groove direction (i.e., the vehicle width direction) with respect to the vehicle body 4, and its outer end (
In other words, one end 7a is a horizontal shaft 20 that is provided at the rear upper part of the wheel support member 2, extends in the longitudinal direction of the vehicle body, and is slightly inclined so that the rear side faces outward from the vehicle body.
The two inner ends (in other words, the other ends) 7b, 7b are arranged in the longitudinal direction of the vehicle with respect to the main frame 11 that constitutes a part of the vehicle body 4. They are rotatably connected via brackets 26 and 26 each having a horizontal axis 25 and 25 extending in the longitudinal direction of the vehicle body at a point.

The serious crime horizontal shaft 20 is rotatably supported by a shaft support 21 that is integrally formed with the wheel support member 2, and at both ends thereof,
Projecting front and rear bearing pieces 22, 23 are attached to the outer end 7a of the A-type control arm 7. Further, a stopper 24 is interposed between the front bearing piece 22 and the shaft support 21 to prevent the outer end 7a of the A-type control arm 7 from moving forward along the horizontal shaft 20. On the other hand, between the rear bearing piece 23 and the shaft support 21, the outer end 7a of the A-type control arm 7 is connected to the horizontal shaft 20.
A gap S is formed which is large enough to allow movement along the . With this configuration, when the engine brake is activated, the shaft support 21 of the wheel support member 2 is allowed to move outward and rearward along the horizontal axis 20, making it easy to maintain the toe-in attitude of the wheel 3. It will become.

Furthermore, in this embodiment, the mounting positions of the control arms 5, 6.7 on the wheel support member 2 are not aligned in a vertical plane in the longitudinal direction of the vehicle body, and the lower control arms 5, 6. An axis (i.e., kingpin axis) connecting the mounting position of the arm 6 on the wheel support member 2 side (i.e., the outer end 6a) and the mounting position of the A-type control arm 7 on the wheel support member 2 side (i.e., the outer end 7a) X
As shown in FIG. 2, the point P1 where the
The grounding point P is positioned further outside (in other words, it is negatively offset). With this configuration, it becomes easy to maintain the toe-in attitude of the wheels 3 when starting or braking. Furthermore, in this embodiment, the kingpin axis X is configured to be offset rearward from the axle 9, which is the center of rotation of the wheel 3 (see FIG. 3). With this configuration, the toe-in appearance occurs when a lateral force is applied to the wheel 3.

This makes it easier to maintain momentum.

The trailing arm 8 is a rod-shaped member extending in the longitudinal direction of the vehicle body, and its front end 8a is connected to the main frame 11 by a bracket 2 having a rubber bushing 27.
8, and its rear end 8b is penetratingly supported near the outer end of the lower control arm 6.

In this embodiment, the main frame 2 constituting a part of the vehicle body 4 is bent toward the side of the vehicle body to avoid interference with the rear seat 29.

Even with such a main frame structure, the main frame 11
There is no risk of hindrance to the attachment of the upper control arm 5 and trailing arm 8 to the.

By configuring as described above, the mounting portion of the upper control arm 5 on the vehicle body 4 side, which is pivoted to the front side of the wheel support member 2, becomes approximately the same height as the main frame 11. This not only contributes to weight reduction since there is no need to adopt a heavy subframe, but also eliminates the presence of a member (i.e., subframe) extending in the vehicle width direction at the rear of the vehicle body 4.
This increases the degree of freedom in the layout of the rear seats 29.

Therefore, the hip point of the rear seat 29 is freed from being set at a low position, and it becomes easy to secure space in the vehicle interior.

In the suspension device of this embodiment, if the inner end 5b of the upper control arm 5 is swingably supported with respect to the vehicle body 4, and the inner end 5b is connected to the steering device, It can be applied to wheel-steering vehicles.

(b) Second embodiment of the first invention FIGS. 4 to 6 show a suspension device for a vehicle according to a second embodiment of the first invention.

The suspension device l of this embodiment has almost the same structure as that of the first embodiment, but in the case of this embodiment, the A-type control arm 7 is
An arm portion 3 to which an outer end portion 7a is attached and a shaft support 21 integrally extends rearward and upward from the wheel support member 2.
0 is formed at the tip. Other configurations and effects are as follows:
Since this is the same as the first embodiment, the explanation will be omitted to avoid duplication.

(II) Second invention FIGS. 7 to 9 show a suspension device for a vehicle according to an embodiment of the second invention.

In the suspension device 1 of this embodiment, an H-type control arm 31 is used in place of the upper control arm 5 and the A-type control arm 7 in the suspension device according to the first embodiment of the first invention described above.

That is, the two outer ends 31a of the 4-type control arm 31, While rotatably supporting 31a,
Two inner ends 31b of the serious crime H-type control arm 3I
, 3tb, and brackets 3 each having horizontal axes 34 and 34 extending in the longitudinal direction of the vehicle body at two points aligned in the longitudinal direction of the vehicle body with respect to the main frame 11 constituting a part of the vehicle body 4.
5.35. The rest of the configuration is the same as the first embodiment of the first aspect of the invention described above, so a description thereof will be omitted to avoid duplication. In the case of this embodiment as well, the negative offset of the king pin axis X and the offset toward the rear of the axle 9 are achieved, and the wheel 3 at the time of starting, braking, or when a lateral force acts on the wheel 3 is achieved. The toe-in posture can be easily maintained. Also in the case of this embodiment, the wheel support member 2
The mounting part on the vehicle body 4 side of the H-shaped control arm 31, which is pivotally attached to the front and rear of the upper part of the main frame 11, is at almost the same height as the main frame 11, making it unnecessary to use a large and heavy sub-frame as in the conventional example. This not only contributes to weight reduction, but also eliminates the presence of a member (i.e., subframe) extending in the vehicle width direction at the rear of the vehicle body 4, increasing the degree of freedom in the layout of the rear seats 29. . Therefore, the hip point of the rear seat 29 can be set at a lower position, making it easier to secure space in the vehicle interior.

It should be noted that the actual invention is not limited to the configurations of the above-mentioned embodiments, and it goes without saying that the design can be changed as appropriate without departing from the gist of the invention.

(Effects of the Invention) As described above, according to the actual invention, the control arm for regulating toe change, which should be arranged at the lower part of the front side of the wheel support member, is arranged at the front side of the wheel support member, Alternatively, it extends in the vehicle width direction, and one end is pivotably connected to the wheel support member at two points aligned in the longitudinal direction of the vehicle body, and the other end is pivotable to the vehicle body at two points aligned in the longitudinal direction of the vehicle body. Since it is constructed from a part of the T-shaped control arm that is attached to the body, there is no need for a subframe that extends in the width direction of the vehicle to support the control arm on the vehicle body side. Of course, this increases the degree of freedom in the design of the rear seats, making it possible to secure enough space to position the hip points of the rear seats at a lower position, thereby increasing the interior space of the vehicle. It has a great effect of gaining.

[Brief explanation of the drawing]

FIG. 1 is a plan view showing essential parts of a vehicle suspension device according to a first embodiment of the first invention, FIG. 2 is a rear view of the suspension device shown in FIG. 1, and FIG. 3 is a plan view of the suspension device shown in FIG. 4, 5 and 6 are schematic side views of the suspension device; FIGS. 4, 5 and 6 are views corresponding to FIGS. 1, 2 and 3 showing the vehicle suspension device according to the second embodiment of the first invention;
FIGS. 7, 8, and 9 are views corresponding to FIGS. 1, 2, and 3, showing a suspension device for a vehicle according to an embodiment of the second invention. l...Suspension device 2...Wheel support member 3...Wheel 4...Vehicle body 5...Upper control arm 6...・・・
Lower control arm 7...A type control arm 8...Trailing arm 31...I-1 type control arm Fig. 6

Claims (1)

[Claims] 1. A trailing arm that extends in the longitudinal direction of the vehicle body and connects and supports the vehicle body and the wheel support member, and a trailing arm that extends in the vehicle width direction and has one end rotatably pivoted to the rear lower part of the wheel support member. a lower control arm, the other end of which is pivotably connected to the vehicle body; and a lower control arm extending in the vehicle width direction, one end of which is rotatably pivoted to the front upper part of the wheel support member, and the other end of which is rotatably pivoted to the vehicle body. an upper control arm that is movably pivotally connected; and two points that extend in the vehicle width direction, one end of which is rotatably pivoted to the rear upper part of the wheel support member, and the other end of which is aligned in the longitudinal direction of the vehicle body. 1. A suspension device for a vehicle, comprising: an A-type control arm rotatably pivotally connected to a vehicle suspension device. 2. Instead of the upper control arm and the A-type control arm, it extends in the vehicle width direction, one end is pivotally connected to the wheel support member at two points aligned in the longitudinal direction of the vehicle body, and the other end is attached to the vehicle body. 2. The suspension device for a vehicle according to claim 1, wherein an H-shaped control arm is rotatably mounted at two points arranged in the longitudinal direction of the vehicle body.