JPS63269706A - Suspension for vehicle - Google Patents

Abstract

PURPOSE:To secure a negative camber offset by interlocking a suspension arm with a steering link, connecting a link member, making the said arm move to the body crosswise direction, to it, and tilting the upper end of a wheel support member with outward steering of the steering link. CONSTITUTION:If a steering link 11 is moved to a body outward direction A by steerage at the right, by way of example, a knuckle 2 is rotated as centering on a shaft (m) connecting ball joints at both vertical ends. And, since a relay part 12c of a link member 12 is also moved the body outward direction A, the link member 12 is rotated in the body crosswise direction with a fulcrum part 12a as the center, while an upper end 12b is moved to a body inward direction B. And, a rear support part 5b of an upper arm 5 is moved to the body inward direction B. In consequence, an upper end 2a of the knuckle 2 connected to this upper arm 5 is moved to a body rearward direction C and tilted. With this constitution, the shaft (m) of the knuckle 2 is varied whereby a camber and a caster both are varied.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a wishbone type suspension device for a vehicle, and in particular to measures against negative camber offset during cornering.

<Prior Art> Traditionally, wishbone suspensions have been used in vehicles in which the upper and lower ends of the knuckles (wheel support members) supporting the wheels are suspended and supported on the vehicle body via an upper arm and an arm, respectively. The device is known.

And in general, in this suspension device, e.g.
When cornering by steering to the right, J in Figure 7:
When the wheel (outer wheel) a is viewed from the rear of the vehicle, the wheel center line '' is tilted outward with a camber of 0 around the intersection point P where the wheel center line intersects with the road surface when traveling straight. I will do it.

However, with such an inclination, running stability during cornering cannot be obtained, so the knuckle b
By changing the tilt angle, the wheel center line is tilted toward the inside of the vehicle body as shown in FIG. By obtaining a so-called negative camber offset, the driving stability during cornering is improved by 11:J.

For example, as disclosed in Japanese Patent Application Laid-Open No. 60-135314, the upper arm is provided relatively long, and the knuckle side support part of the upper arm and the upper end of the knuckle are connected by an auxiliary arm extending from the upper arm into the inside of the small body. However, the large change in camber that occurs when the outside of the vehicle body bumps during cornering is reduced by the rotation of the auxiliary arm, thereby obtaining a desired negative camber offset for the outer wheel.

Furthermore, as disclosed in U.S. Pat. No. 3,497,233 and the drawings, the vehicle body side support portion of the lower arm and the
- The axle member of - is pivotally connected by an auxiliary arm, and the connection part between the lower arm and the auxiliary arm is supported on the vehicle body via the extrusion arm, so that the extrusion arm is The lower arm and the lower end of the knuckle are pushed out to the outside of the small body to obtain a negative camber offset on the outer ring.

Furthermore, as disclosed in U.S. Pat. No. 4,159,128 and the drawings, a steering link is connected to the knuckle, and an auxiliary arm connects the vehicle body side support portion of the upper arm to the steering link. The rudder pulls the upper end of the knuckle into the small body to obtain the desired negative camber offset on the outer wheel.

(Problem to be Solved by the Invention) However, in all of the above conventional devices, either the upper arm or the lower arm is completely linked to the link mechanism in order to obtain the negative camber offset 1~ by changing the camber during cornering. As the vehicle body moves laterally, it has weak support against the lateral input load received during normal straight-ahead driving. However, there is a problem in that the load directly acts as a reaction force on steering, causing anxiety to the driver. In order to solve the problem caused by the load when driving straight, the link mechanism that attempts to obtain a negative camber offset by changing only the camber, as described above, breaks the linkage between the arm and the link mechanism, and I had no choice but to give up on the negative key offset that was sometimes necessary.

(Purpose of the Invention) In view of the above, the present invention provides a method for obtaining a negative camber offset during cornering by utilizing changes in caster while preventing lateral input loads received during straight running. That's what I'm trying to do. That is, as shown in FIG. 8, the steering center axis l is normally provided at an inclination with a canter ψ relative to the wheel center line, and the intersection point Q with the road surface is set ahead of the above-mentioned intersection point P. During cornering, the knuckle b rotates around the steering center axis m, so that the steering center axis l can be changed to the steering center axis m' by changing the chitostar ψ. The fact that a negative camber offset during cornering can be similarly obtained by moving the vehicle is utilized.

When cornering, we focused on the fact that the change in camber and the change in the steering wheel are dependent on each other, and while the arms involved in the link mechanism are sufficiently supported, the center steering axis is moved by the outer rudder. , the purpose is to change both caster and camber to reduce the negative camber offset during cornering by 1!7.

(Means for Solving the Problem) In order to achieve the above object, the solution taken by the present invention is to suspend the upper and lower ends of the wheel support member that supports the wheels on the vehicle body via an upper arm and a lower arm, respectively. The present invention is based on a suspension system for a vehicle in which a steering link is interlocked with the wheel support member.

First, one of the two vehicle body-side support portions of the upper arm or the lower arm on the vehicle body side is pivoted to the vehicle body. Further, a link member is connected to the other support part to move the support part in the lateral direction of the vehicle body in conjunction with the steering link.1. The upper end portion of the wheel support member is configured to be inclined toward the rearward inner side of the vehicle body by each of the L steering links.

(Function) With the above configuration, in the present invention, for example, when the upper arm and the steering link are connected by the link member, each building can move the link side connecting portion of the upper arm inward into the vehicle body centering on the vehicle body side pivot portion. This makes it possible to move the upper end of the wheel support member toward the rear of the vehicle body. In addition, when the lower arm and the steering link are connected by a link member, each building moves the link side connecting part of the lower arm to the outside of the heavy body around the vehicle body side pivot part, and connects the lower end of the wheel support member to the vehicle body. It becomes possible to move the wheel support member forward and outward, and accordingly, the upper end of the wheel support member moves toward the rear inside of the vehicle body.Therefore, the upper end of this wheel support member is tilted toward the rear inside of the vehicle body. Since the steering center axis can be moved to change both the steering wheel and the caster, it is possible to obtain a negative camber offset during cornering.

On the other hand, regarding the lateral input load received during normal straight-ahead driving, one of the arms involved in the link mechanism is pivoted to the vehicle body, so the input load can be directly applied to the vehicle body. Strong support against lateral input loads can be provided.

(Example) Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

1 to 3 show a first embodiment, where 1 is a left front wheel, 2 is a knuckle as a wheel support member that supports the front wheel 1, and the knuckle 2 has an upper end 2a and a lower end thereof. An upper arm 5 and a lower arm 6 are connected to 2b via a ball joint 3.4.

The upper arm 5 is composed of two link members.
It is formed into a molded arm, extends inward from the knuckle 2 to the vehicle body 7, and has a front support portion 5a and a rear support portion 5b at its inner end, and the front support portion 5a is connected to the vehicle body 7 via an elastic bush 8. connected. In addition, the lower arm 6
The arm is formed into a so-called V-shaped arm consisting of two link members, extends inward from the vehicle body 7 from the knuckle 2, and is provided with a front support portion 6a and a rear support portion 6b at its inner end, and both support portions 6a, 6b. are connected to the vehicle body 7 via elastic bushes 9.10. The wheel 1 is suspended from the vehicle body 7 by both arms 5.6.

On the other hand, 11 is a steering link, 12 is a link member interlocked with the steering link 11, and the link member 12 is connected to the vehicle body 7.
is supported by. The link member 12 extends in the vertical direction and has a substantially central portion formed as a pivot portion 12a.
2a is attached to the vehicle body 7 via a bracket 13, and is rotatably provided in the width direction of the vehicle body about the pivot portion 12a. Further, the arm support portion 12b at the upper end of the link member 12 is connected to the rear support portion 5b of the upper arm 5 by a pivot pin 14 in the longitudinal direction of the vehicle body. Furthermore,
The lower end portion of the link member 12 is formed into a plate-shaped relay portion 120 extending in the vehicle width direction, and a steering link 11 directly connected to the steering wheel is provided on the inner side of the vehicle body 7 of the relay portion 12c.
The tie rod end 11a is connected to the outer side of the vehicle body, and the auxiliary tie rod end 11b of the steering link 11 connected to the arm portion 2C of the knuckle 2 is connected via pivot pins 15 and 16, respectively. Then, the rear support portion 5b of the upper arm 5 is moved inward of the vehicle body through the rotation of the link member 12 by each of the steering links 11, and the upper end portion 2a of the knuckle 2 is inclined toward the rear inner side of the vehicle body. configured to be in the state.

Next, the effects of the above configuration will be explained. First, when the steering link 11 moves outward, that is, when the steering link 11 moves to the outside of the vehicle body as shown by the arrow △ in FIG.
, 4 around the steering center axis m. Along with this rotation of the knuckle 2, the relay portion 12 of the link member 12
c also moves to the outside of the vehicle body, and the link member 12
The upper end 12b of the link member 12 moves inward of the vehicle body, and the rear support portion 5b of the upper arm 5 moves inward of the vehicle body as shown by arrow B at DL.

Due to this rotation of the upper arm 5, the upper end 2a of the knuckle 2 connected to the upper arm 5 moves toward the rear inside of the vehicle body in the direction of arrow C, and as a result, the upper end 2a is tilted toward the rear inside of the vehicle body. Become.

Therefore, according to this embodiment, when cornering by each vehicle, the upper end 2a of the knuckle 2 is made to be inclined toward the rear inside of the vehicle body, so that the steering center axis is changed and the camber and caster are adjusted. can be changed together, and a desired negative camber offset of a3 can be set to 15 during cornering.

In addition, since the front support portion 5a of the upper arm 5, which is involved in the link mechanism, is pivoted to the vehicle body 7, the lateral input load received during normal straight-ahead driving can be reduced. The four widths can be directly supported by the vehicle body 7, and the support for the lateral input load is strong, ensuring good handling stability.

4 to 6 show a second embodiment, in which a lower arm 6 is supported by a link member 12 instead of the upper arm 5 of the first embodiment.

Both support portions 5a and 5b of the upper arm 5 are connected and supported to the vehicle body 7 via elastic bushings 8 and 10, respectively, while the front support portion 6a of the lower arm 6 is supported by the vehicle body 7 via an elastic bushing 9. There is. Above link member 1
2 has a lower end portion formed as a pivot portion 12a, a substantially central portion thereof serving as an arm support portion 12b, and an arm support portion 12b.
The rear support portion 6b of the lower arm 6 is connected via a pivot pin 14, and the upper end of the link member 12 forms a relay portion 12c connected to the steering link 11. The lower end portion 2 of the knuckle 2 is then
b moves to the front outside of the vehicle body and the upper end 2a of the knuckle 2
is configured so that it is tilted toward the rear and inside of the vehicle body.

Next, to explain the operation and effect of the second embodiment, first, the steering link 11 moves as shown by the arrow A in each building, and the knuckle 2 moves along the axis of the steering center axis l as in the first embodiment. rotate around. On the other hand, due to the movement of the steering link 11,
The link member 12 rotates around the pivot portion 12a at the lower end, the arm support portion 12b moves outward from the vehicle body, and the rear support portion 6b of the lower arm 6 moves outward from the vehicle body as indicated by arrow B. Therefore, the lower end 2b of the knuckle 2 connected to the lower arm 6 moves toward the front and outside of the vehicle body as shown by arrow C, and as a result, the upper end 2a of the knuckle 2 becomes inclined toward the rear and inside of the vehicle body.

Therefore, in the case of the second embodiment, similarly to the first embodiment, the steering center axis m during cornering is changed and the key 1?
Nba to Ki!・In addition to being able to simultaneously change the star and the desired negative camber offset, the lateral load during normal straight-ahead driving is also directly received by the vehicle body 7 by the front support portion 6a of the lower arm 6. can be stopped.

In this embodiment, the link member 12 is connected to the rear support parts 5b and 6b of both arms 5.6, but it may be connected to the front support parts 5a and 3a. It goes without saying that the support parts 5b and 6b must be pivotally supported on the vehicle body 7.

(Effects of the Invention) As described above, according to the present invention, one of the two support parts on the vehicle body side of the upper arm or the lower arm is pivotally supported on the vehicle body, and the other support part is linked to the steering link. Connecting the support portion to a link member that moves the support portion in the lateral direction of the vehicle body,
The upper end of the wheel support member is slanted toward the rear and inside of the vehicle body by each lever of the steering link, so that the lateral load received during normal straight-ahead driving is not directly supported by the vehicle body, resulting in good steering. Safety can be ensured, and when cornering, the steering center axis changes depending on each building, so the steering wheel is stabilized.
! This has an excellent effect in that a desired negative camber offset can be obtained by changing both the camber and caster.

[Brief explanation of the drawing]

1 to 3 show a first embodiment of the present invention, in which FIG. 1 is a perspective view of the suspension device seen diagonally from the rear, and FIGS. 2 and 3 are a plan view and a rear view of the vehicle body. . Also the fourth
6 to 6 show the second embodiment of the present invention, and FIG. 4 shows the first embodiment.
The perspective view, FIG. 5, and FIG. 6 which correspond to the figure are the same top view and rear view. FIG. 7 and FIG. 8 are explanatory views for explaining camber, caster, etc., respectively. 1... Front wheel, 2... Knuckle, 2a... Upper end,
2b...Lower end portion, 5...Upper arm, 6...Lower arm, 5a, 6a...Front support portion, 5b, 6b.
... Rear support portion, 7... Vehicle body, 11... Steering link, 12... Link member. Patent applicant: Mazda Motor Corporation Agent 1) Hiroshi, -
2 2nd 1

Claims (1)

[Claims] (1) A suspension device for a vehicle in which the upper and lower ends of a wheel support member that supports wheels are suspended and supported on a vehicle body via an upper arm and a lower arm, respectively, and a steering link is linked to the wheel support member. ,
One support part of the two vehicle body side support parts of the upper arm or lower arm is pivotally supported by the vehicle body, and the other support part has a link member that moves the support part in the lateral direction of the vehicle body in conjunction with the steering link. A suspension device for a vehicle, wherein the upper end portion of the wheel support member is inclined toward the rear and inner side of the vehicle body by an outer rudder of the steering link.