JPH0277309A - Suspension device of car - Google Patents

Abstract

PURPOSE:To control a car with simple constitution by integrally connecting the car outside end section of an arm member supporting section to the outside end section of a cross member and fixing the car inside free end section of the arm member supporting section to the cross member through an elastic body. CONSTITUTION:An arm member supporting section 17 is formed into an approximate shape of [ ], and the car outside end section 17a of the arm member supporting section 17 is integrally connected to the outside end section of a cross member 16 with the opening side of [ ] faced to the cross member 16, and the car inside free end section 17b of the arm member supporting section 17 is fixed to the cross member 16 through an elastic body 171. When the wheel receives lateral force, the arm member supporting section 17 is pressed through a wheel supporting member and arm member, the connection section of the cross member 16 and the arm member supporting section 17 is bent compressing the elastic body 171 between the car inside free end section 17b of the arm member supporting section and the cross member 16. This allows an outside rear wheel to be kept in a toe-out state when a car turns at low speed and in a toe-in state when the car turns at high speed, and rear wheels on both sides in a toe-in state when the brakes are applied.

Description

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

[Prior art]

As a conventional suspension device, one is known that applies a spring force to the suspension by connecting an upper arm and a lower arm with a talk 5 member (
(See Japanese Patent Application Laid-Open No. 109407/1983).

[Problem to be solved by the invention]

Conventionally, when braking a vehicle, it is better to have the rear wheels in a toe-in state to prevent the vehicle from wobbling and allow for more stable braking. keep the rear wheels toe out,
It is known that turning can be achieved smoothly by keeping the outer rear wheel in toe-in during high-speed turns.

In conventional suspension systems, the toe control of the wheels is achieved by arranging the kingpin axis offset from the vertical line passing through the center of the wheel, and by very precisely tuning the stiffness of the bushings. However, it is extremely difficult to finely tune the stiffness of the bushings, and it is difficult to obtain bushings that are suitable for both braking and turning operations. There was a problem in that it was difficult to obtain a toe change that corresponded to the force value.

The present invention performs wheel toe control with a simple configuration, holds the rear wheel in toe-in during braking, maintains the outer rear wheel in toe-out during low-speed turns, and maintains the outer rear wheel in toe-out during high-speed turns. The purpose is to solve the above problem by keeping the rear wheels in toe-in.

[Means to solve the problem]

In order to achieve the above object, the vehicle suspension device of the present invention includes a cross member extending in the width direction of the vehicle, and a wheel support member connected to the cross member so as to be swingable in the vertical direction. In the suspension system for a vehicle having an arm member, the cross member has an abbreviation "<".
A character-shaped arm member support part is integrally connected to the outer end part of the arm member support part to the outer end part of the cross member, with the open side of the "<" character facing the cross member, and The free end portion of the arm member support portion on the inside of the vehicle is attached to the cross member via an elastic body.

[Effect]

In the vehicle suspension device of the present invention configured as described above, when the wheel receives a lateral force, the arm member support part is pressed through the wheel support member and the arm member, and the cross member and the arm member support part are pressed together. The connecting portion is bent, compressing the elastic body between the free end of the arm member support portion on the inside of the vehicle and the cross member.

Now, when the lateral force is small, the lateral force is absorbed by compression of the elastic body, and when the elastic body is compressed, the arm member support part is deformed and moved toward the cross member, and the arm member is moved inside the vehicle. The kingpin shaft located behind the vertical line passing through the center of the wheel is pulled inward of the vehicle, and the wheel is held in a toe-out state. That is, during low-speed turns, a small lateral force acts on the outer rear wheel, so the outer rear wheel is held toe-out.

When a large lateral force is applied, compression of the elastic body alone cannot absorb the lateral force, resulting in a state equivalent to that of the end of the arm member support directly abutting the cross member, causing the arm member support and the arm to There is no movement of the member, and the center of the wheel is pressed around the kingpin axis, and the wheel is held in a toe-in state. That is, since a large lateral force acts on the outer rear wheel during high-speed turns, the outer rear wheel is held in toe-in.

Furthermore, during braking, a large lateral force acts on both rear wheels, so both rear wheels are held at toe-in.

〔Example〕

Embodiments of the present invention will be described based on the drawings.

FIG. 1 is a plan view showing essential parts of a suspension device for a vehicle according to the present invention, FIG. 2 is a rear view of the suspension device shown in FIG. 1, and FIG. 3 is a schematic side view of the suspension device shown in FIG. 1. It is.

The suspension device 1 is a rear suspension for the rear wheels, and connects a wheel support member 2 that rotatably supports a wheel 3 to a vehicle body 4, and includes a lower control arm 6, an H-type control arm 31, and a trailing arm. It has 8.

One end of a shock absorber (not shown) is attached to the wheel support member 2, and the other end of the shock absorber is connected to the vehicle body 4.

Further, the wheels 3 are rotated by the driving force transmitted from the axle 9.

The lower control arm 6 extends in the vehicle width direction, and its outer end 6a is rotatably connected to the rear lower part of the wheel support member 2 around a horizontal axis 15 extending in the vehicle longitudinal direction. A bracket 1 6b is attached to the lower end of the arm member support portion 17 fixed to the lower surface of the outer end in the vehicle width direction of the cross member I6 that extends in the vehicle width direction and constitutes a part of the vehicle body 4.
9, it is rotatably connected around a horizontal shaft 18 extending in the longitudinal direction of the vehicle body.

The arm member support portion 17 is formed in a substantially r<r shape, and the open side of the “R” shape is aligned with the cross member 16, and the arm member support portion 17 is attached to the outer side of the vehicle at the outer end of the cross member 16. The end portions 17a are integrally connected, and the arm member support portion 1
The free end portion 17b of No. 7 on the inside of the vehicle is attached to the cross member 16 via an elastic body 171.

A pair of shaft supports 32.32 are arranged in parallel in the longitudinal direction of the vehicle on the upper part of the wheel support member 2, and a support shaft 33 is fitted onto the shaft support 32. The end portions 31a, 31a are rotatably fitted onto the support shaft 33.

In addition, platens) 35.35 are provided at two locations on the main frame 11, which forms a part of the vehicle body 4, which are lined up in the longitudinal direction of the vehicle body. A pair of inner end portions 31b, 31b of a 1-inch type control arm 31 are rotatably fitted onto the shaft 34°34.

Here, at the attachment positions of the lower control arm 6 and the H-type control arm 31 to the wheel support member 2,
the mounting position of the outer end 6a of the lower control arm 6;
H-type control arm 31 on the rear side of the wheel support member 2
The point P, where the axis (i.e., kingpin axis) connecting the mounting position of the outer end 31a of the wheel 3 and the mounting position of the outer end 31a of the
(see figure), that is, it is negatively offset, and this configuration makes it easy to maintain the toe-in attitude of the wheels 3 when starting or braking.

In addition, in this embodiment, the king pin axis
The inner end portion 6b of the cross member 16, which constitutes a part of the vehicle body 4, is rotatably attached to the lower end portion of a substantially “<”-shaped arm member support portion 17 fixed to the lower surface of the outer end in the vehicle width direction of the cross member 16. The outer end 17a of the arm member support section 17 is integrally connected to the outer end of the cross member 16, and the free end 17b of the arm member support section 17 on the inner side of the vehicle is connected to the cross member 16. Since it is attached via the elastic body 171, when the lateral force applied to the wheel 3 is small, the elastic body 17
1 is compressed to absorb the lateral force, and when the elastic body 171 is compressed, the arm member support portion 17 is deformed and moved so as to be pressed against the cross member 16 side, and the lower control arm 6 is moved to the inside of the vehicle. As a result, the kingpin axis X located behind the vertical line passing through the center of the wheel 3 is pulled toward the inside of the vehicle, and the wheel 3 is maintained in a toe-out state. That is, during low-speed turns, a small lateral force acts on the outer rear wheel, so the outer rear wheel is held toe-out.

Next, when a large lateral force acts on the wheel 3, the elastic body 1
The compression of 71 alone cannot absorb the lateral force, resulting in a state equivalent to when the end of the arm member support part 17 directly contacts the cross member, and the movement of the arm member support part 17 and the lower control arm 6 is eliminated. , the center of the wheel 3 is pressed around the kingpin axis X, and the wheel 3 is maintained in a toe-in state. That is, since a large lateral force acts on the outer rear wheel during high-speed turns, the outer rear wheel is held in toe-in.

The trailing arm 8 is made of a rod-shaped member extending in the longitudinal direction of the vehicle body, and its front end 8a is attached to the main frame 11, and its rear end 8b is connected to the vicinity of the outer end of the lower control arm 6.

In this embodiment, the main frame 11 that constitutes a part of the vehicle body 4 is bent toward the side of the vehicle body to avoid interference with the rear seat 29, but even with such a structure,
There is no possibility that the attachment of the H-type control arm 31 and the trailing arm 8 to the main frame 11 will be hindered.

The Wishbone suspension has been described above, but it goes without saying that it is not limited to this type of suspension.

Further, it is more effective to use FRP (fiber reinforced plastic) as the material of the arm member support part because of its high elasticity.

(Effects of the Invention) Since the present invention is configured as described above, it produces the effects described below.

Now, when the lateral force applied to the wheel is small during a low-speed turn, the lateral force is absorbed by the compression of the elastic body, the arm member support section is deformed and moved toward the cross member, the arm member is moved inside the vehicle, and the wheel The kingpin shaft located behind the vertical line passing through the center of the wheel is pulled inward of the vehicle, and the wheel is held in a toe-out condition. That is, during low-speed turns, a small lateral force acts on the outer rear wheels, so the outer rear wheels are held toe-out, allowing smooth turns.

When a large lateral force is applied, compression of the elastic body alone cannot absorb the lateral force, resulting in a state equivalent to that of the end of the arm member support directly abutting the cross member, causing the arm member support and the arm to There is no movement of the member, and the center of the wheel is pressed around the kingpin axis, and the wheel is held in a toe-in state. That is, during high-speed turns, a large lateral force acts on the outer rear wheels, so the outer rear wheels are held in toe-in, making it possible to turn with high running stability.

Furthermore, during braking, a large lateral force acts on both rear wheels, so both rear wheels are held in toe-in, allowing stable braking without the risk of skidding or the like.

[Brief explanation of the drawing]

FIG. 1 is a plan view showing essential parts of a suspension device for a vehicle according to the present invention, FIG. 2 is a rear view, and FIG. 3 is a schematic side view. 1...Suspension device, 2...Wheel support member, 3...Wheel, 4...Vehicle body, 6...Lower control arm, 8... -Trailing arm, 9...Axle, 11...Main frame, 16...Cross member, 17...Arm member support portion, 171...Elastic body, 31...・H-type control arm, X...King pin shaft.

Claims (1)

[Claims] (1) A suspension device for a vehicle including a cross member extending in the vehicle width direction of the vehicle, and an arm member connected to the cross member and supporting a wheel support member so as to be swingable in the vertical direction. 1. A suspension device for a vehicle, characterized in that an arm member support portion having a substantially dogleg shape is formed, and an end portion of the arm member support portion is attached to the cross member via an elastic body.