JPH03132413A - Suspension device - Google Patents

Abstract

PURPOSE:To secure sufficient suspension strokes and attain compatibility between high transmission efficiency and the space efficiency of a body by disposing the buffer means of a pull-rod type suspension device outside the body. CONSTITUTION:The vertically spaced upper and lower arms 22, 23 of a suspension device 21 are oscillatingly interposed between a body 24 and a wheel 25, thereby guiding the wheel 25 oscillatingly in the vertical direction through a knuckle housing 26. A buffer means (shock absorber) 28 provided coaxially with a coil spring 29 is disposed diagonally outside the body 24, and its upper end 28a is oscillatingly connected to the upper outer face part of the body 24. The lower end 28b of the buffer means 28 is oscillatingly supported in the vicinity of the outer end part 31b of a first rod member 31 connected rotatably at the lower part of the body 24, and the outer end part 31b of the first rod member 31 is pivotally supported at the upper arm 22 through a second rod member 32.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a suspension device, and more particularly, to an improvement of a so-called pull rod type suspension device applied to a passenger car.

(Prior Art) As a conventional suspension device, there is one shown in FIG. 6, for example. In FIG. 6, reference numeral 1 indicates a pull-lot type suspension device for racing cars (see "Motorfan J, September 1987 issue, page 81)", and knuckle lure 1, which rotatably supports wheels 2, is a suspension device for a car body 3. Vertical movement is guided by a suspension link formed by an upper arm 5 and a lower arm 6.Buffer means 7
The upper end is attached to the inside of the vehicle body 3, and the lower end is attached to the center portion 8b of the short hell crank 8, which is provided approximately horizontally within the vehicle body 3. The hellcrank 8 is rotatably supported inside the vehicle body 3 around its inner end 8a, and the outer end 8c of the hellcrank 8 is connected to a pull rod 10 that connects with the upper arm 5 within the vehicle body 3. is connected to one end of the The pull rod 10 is connected near the end of the upper arm 5 on the wheel 2 side, applies a tensile force during humping, and transmits the stroke of the wheel 2 to the buffer means 7 via the hell crank 8.

Furthermore, FIGS. 7 and 8 show general mounting examples of a shock absorbing means 7 in which a so-called double wishbone type suspension device is applied to a passenger car, and has the same structure as the suspension device l shown in FIG. 6 above. Parts are shown with the same reference numerals.

The suspension device 13 shown in FIG. 7 has the lower end of the buffer means 7 connected to the lower arm 6, and the suspension device 15 shown in FIG. 8 has the buffer means 7 connected to the upper end of the knuckle housing 4.

(Problem to be Solved by the Invention) However, in the conventional pull rod type suspension device as shown in FIG. is arranged approximately upright. Therefore, if such a suspension device is applied to a passenger car whose suspension stroke is larger than that of a racing car, there is a problem that the suspension stroke cannot be ensured or the bonnet hood height cannot be lowered. In addition, since the buffer means 7 occupies the inside of the vehicle body, there is a problem that the engine room becomes insufficient in size, and its application to passenger cars has been postponed.

In addition, in the conventional suspension device 13 shown in FIG. 7, since the reaction force from the buffer member is input directly to the lower link, the compliance of the wheels during running is greatly affected. When applied to the front wheels, there is a problem in that the steering angle is restricted. Further, in the suspension device 15 not shown in FIG. 8, there is a problem that in order to lower the bonnet foot height, the transmission efficiency has to be lowered, and two buffer means 7 are required. However, there is a problem in that it is difficult to achieve both high transmission efficiency and low bonnet foot height.

Therefore, the present invention has achieved sufficient suspension stroke, high transmission efficiency, and low bonnet foot height by locating the shock absorbing means of the pull rod type suspension device, which has conventionally been used only in racing cars, on the outside of the vehicle body. It is an object of the present invention to provide a suspension device which is capable of achieving both of the following, and which can improve the space efficiency of a vehicle body, and furthermore, can freely arrange a shock absorbing means without restrictions on wheels and steering angles.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides an upper link and a lower link that are spaced apart from each other in the downward direction of the vehicle and are interposed between the vehicle body and the wheels, and the vehicle body. a buffering means disposed on the outside, one end of which is swingably connected to the vehicle body and extending outward and downward from the vehicle body; a first rod member whose other end is swingably supported near the other end; and a second rod having one end connected to the other end of the first rod member and the other end rotatably connected to the upper link. It is characterized by comprising a member.

(Function) In the suspension device according to the present invention, the buffer means is disposed outside the vehicle body, and is supported by a bell crank that is connected to the vehicle body at one end and extends outside the vehicle body at the other end, so that it saves space in the vehicle body. The buffer means can ensure a sufficient suspension stroke without restricting the hood height.

Further, the connecting point between the first rod member and the second rod member is located on the outer side of the vehicle body than the connecting point between the buffer means and the vehicle body,
Since the other end of the buffer member is provided near the connection point between the first rod member and the second rod member, the amount of movement of the other end of the first rod member relative to the stroke of the wheel is large, resulting in high transmission efficiency. is transmitted to the buffer means.

In addition, by locating the shock absorbing means on the front or rear side of the upper link and the lower link on the outside of the vehicle body, there are fewer restrictions on the mounting position of the first rod member that supports the shock absorbing means, and it is possible to control the steering angle and vehicle height. Transmission efficiency can be improved without restrictions.

(Example) Embodiments of the present invention will be described below based on the drawings.

1 to 3 are diagrams showing a first embodiment of a suspension device according to the present invention, and are examples in which the present invention is applied to the front wheels of a passenger car.

First, the configuration will be explained. In FIG. 1, 21 is a suspension device, 22 is an upper arm that is an upper link, and 23 is a lower arm that is a lower link. The upper arm 22 and the lower arm 23 are disposed between the vehicle body 24 and the wheels 25 so as to be swingable apart from each other in the vertical direction of the vehicle, and guide the wheels 25 in the vertical direction via a knuckle housing 26. Reference numeral 28 denotes a buffer means, and the buffer means 28 is a normal shock absorber having a coil spring 29 on the same axis. The buffer means 28 is disposed on the outside of the vehicle body 24 and diagonally outward from the vehicle body, and one upper end 28a is swingably connected to the outer surface of the upper part of the vehicle body 24. 31 is the first rod member;
The rod member 31 has one end 31a rotatably connected to the lower part of the vehicle body, extends from the one end 31a to the outside of the vehicle body 24, and connects to the other end 2 of the buffer means 28 near the other end 31b of the first rod member 31.
8b is swingably supported. 32 is a second rod member, one end 32a of the 20th throat member 32 is rotatably connected to the other end 31b of the 10th throat member 31;
0 on the side in the same direction as the buffer means 28 with respect to the gutter member 31.
It extends so as to form an obtuse angle θ with the rod member 31 . The other end 32b of the 20th rod member 32 is rotatably attached to the vicinity of the end of the upper arm 22 on the knuckle housing 26 side, and is connected to the wheel 25 via the knuckle housing 26. Then, the first [tod member 31
One end 31a and the other end 31b, one end 2 of the buffer means 28
8a and the other end 28b, the other end 32 of the 20th soto member 32
b are arranged so as to constitute substantially the same plane.

During bounce, as the wheel 25 swings upward, the end 22a of the upper arm 22 on the wheel side rises and the other end 22
Move to 'a. At this time, the other end 32b of the second rod member 32 generates a tensile force on the 20th rod member 32 (so-called pull rod) against the spring force of the coil spring 29 of the buffer means 28, and reaches the other end 32'b. It moves by the amount of movement L1, the angle θ increases, and the distance L between both ends of the link between one end 31a of the 10th end member 31 and the other end 32b of the 20th end member 32
0 is made to increase.

Further, the other end 31b of the first rod member 31 is the other end 31'b.
The buffer means 28 is configured to contract in accordance with this movement.

Next, the effect will be explained.

In the suspension device according to the present invention, the buffer means 28 is arranged diagonally outside the vehicle body 24, one end 28a is swingable on the outer surface of the vehicle body 24, and the other end 28b is outside the vehicle body 24. The other end 3 of the first rod member 31 extends to
1b, the space within the vehicle body 24 and the height of the bonnet hood are not restricted, and a sufficient stroke of the buffer means 28 can be ensured.

Further, since the second rod member 32 extending so as to form an obtuse angle θ with the first rod member 31 is rotatably connected near the end 22a of the upper arm 22 on the wheel 25 side, When bound, the other end 32 of the second rod member 32
With respect to the amount of movement b, the angle θ increases and the distance between both ends of the link increases. increases, and the amount of movement L2 of the other end 31b of the first rod member 31 increases. That is, when the wheel 25 bounces, the amount of movement 1- of the other end 31b is smaller than the amount of movement L1 of the other end 32b.
2 becomes larger, a sufficient suspension stroke can be ensured, and the signal is transmitted to the buffer means 28 with high transmission efficiency. Second
The figure shows the relationship between the wheel stroke during bounce and rebound, the ratio of the stroke of the buffer means 28 to the wheel stroke, and the transmission efficiency (%), which is the so-called spring reaction force transmission characteristic. Further, FIG. 3 shows the loaded wheel stroke characteristics at the wheel end during bounce and rebound. The transmission efficiency during bounce increases almost linearly.

Next, a second embodiment of the present invention will be described.

FIG. 4.5 is a diagram showing a second embodiment of the suspension device according to the present invention, and the same components as in the first embodiment are given the same reference numerals.

In the suspension device 41 of the second embodiment, in the front suspension, the buffer means 28 is arranged in front of the suspension links of the asper arm 22 and the lower arm 23 of the vehicle, and the structure and operation other than the above are the same as in the first embodiment. The view from the front of the vehicle is the same as the first cabinet.

0 The suspension device 41, as shown in Fig. 4.5,
When attaching the tenth rod member 31 to the vehicle body 24, the length of the first rod member 31 can be increased by changing the position of the end portion 31a. By moving 28 forward, the drive shaft can be positioned. In addition, with the use of wide tires that accompany the recent improvements in performance of vehicles, we have made it increasingly difficult to locate the shock absorbing means for the front wheel suspension.
As shown in the figure, the wheels and the steering angle can be set freely without restrictions, and the suspension input position to the vehicle body can be made substantially the same as that of a conventional suspension.

(Effects) As explained above, according to the present invention, by arranging the shock absorbing means of the pull rod type suspension device, which has conventionally been used only in racing cars, on the outside of the vehicle body, the suspension speed can be sufficiently reduced. It is possible to achieve both high transmission efficiency and space efficiency of the vehicle body, and the height of the hood can be lowered.Furthermore, there are no restrictions on the wheels or steering angle, so the shock absorbing means can be placed freely. .

[Brief explanation of the drawing]

1 to 3 are diagrams showing a first embodiment of the suspension device according to the present invention, FIG. 1 is a schematic front view thereof, FIG. 2 is a spring reaction force transmission characteristic diagram, and FIG. 3 is a wheel thereof. It is an end load-wheel stroke characteristic diagram. 4.5 is a diagram showing a second embodiment of the present invention, FIG. 4 is a schematic top view showing its operation, and FIG. 5 is a schematic side view thereof. 6th~
FIG. 8 is a schematic front view showing a conventional suspension device. 21.41... Suspension device, 22...
...Upper arm (upper link), 23...
...Lower arm (lower link), 24 ... Vehicle body, 25 ... Wheels, 28 ... Buffer means, 29 ... Coil spring, 1 2 31. ...First rod member, 32...Second rod part

Claims (1)

[Claims] An upper link and a lower link that are spaced apart in the vertical direction of the vehicle and interposed between the vehicle body and the wheels, and an upper link and a lower link that are arranged outside the vehicle body and have one end swingably connected to the vehicle body and extend outward and downward from the vehicle body. a first rod member whose one end is rotatably connected to the vehicle body, extends outside the vehicle body, and swingably supports the other end of the buffer means near the other end;
A suspension device comprising: a second rod member having one end connected to the other end of the first rod member and the other end rotatably connected to the upper link.