JPH02279406A - Suspension device for vehicle - Google Patents

Abstract

PURPOSE:To enhance the accuracy of the camber angle of a wheel, by pivoting one pivoted point of A-type upper arm on the car body side and a pivoted point of I-type lower arm on the car body side on the same cross-member, and pivoting the other pivoted point of the A-type upper arm on the car body side on a car body side member. CONSTITUTION:A suspension device is located between a cross-member 2 supporting a differential unit 1, car body side members or rear frames 3, and wheels 5 connected through a driving shaft to the differential unit 1. In this case, an upper control arm 6 pivots a first branch part 6b on an upper support bracket 15 of the cross-member 2, and a second branch part 6c on a bracket 21 of the rear frame 3. With a second lateral link (not shown) serving as a lower control arm positioned on the rear side, its one end part is pivoted on the lower support bracket 16 of the cross-member 2.

Description

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

(Prior Art and Problems to be Solved by the Invention) Suspension devices in which upper and lower control arms supporting left and right wheels are supported by suspension cross members extending in the vehicle width direction are well known. [For example, see Utility Model Application Publication No. 61-59108 p.
@).

In the case of a suspension device configured as above, the ends of the upper and lower control arms are supported by the suspension cross member, but in the case of a double wishbone type suspension device, the suspension cross member of the Azopa control arm Since the member side support points are arranged at predetermined intervals in the longitudinal direction of the vehicle body, it is necessary to shape the suspension cross member to have a predetermined width in the longitudinal direction of the vehicle body.
There is a problem in that the suspension cross member is forced to increase in size and weight. Such an increase in the size and weight of suspension cross members goes against the current demand for lighter vehicle bodies, and solving these problems is becoming an important technical issue.

The present invention has been made in view of the above points, and an object of the present invention is to make a suspension cross member smaller and more compact.

(Means for Solving the Problems) In the present invention, as a means for solving the above problems, the upper and lower control arms supporting the left and right wheels are provided with suspension cross members supported at both ends in the vehicle width direction. In a vehicle suspension device, the suspension cross member includes a front wall side vertical plate member extending in the vehicle width direction forming a front wall, and a rear wall side vertical plate member extending in the vehicle width direction forming a rear wall. At the same time, support brackets for supporting the upper and lower control arms are integrally formed at both ends in the vehicle width direction of both the longitudinal temporary members.

(Function) In the present invention, the following effects can be obtained by the two-legged means.

In other words, the upper and lower The end of the control arm will be supported.

(Effects of the Invention) According to the present invention, in a suspension device for a vehicle including a suspension cross member in which upper and lower control arms supporting left and right wheels are supported at both ends in the vehicle width direction, the suspension cross member is
It is constructed by joining a front wall side vertical plate member extending in the vehicle width direction to form the front wall and a rear wall side vertical temporary part 44 extending in the vehicle width direction to form the rear wall, and the surface Since support brackets for supporting the upper and lower control arms are integrally formed at both ends of the longitudinal temporary members in the vehicle width direction, the longitudinal plate members on the front wall side and the rear wall side are connected to each other so that the longitudinal direction of the vehicle body is fixed. The ends of the upper and lower control arms can be supported by the support brackets formed at both ends in the vehicle width direction of the suspension cross member, which is formed into a vertically elongated shape with a small width, making the suspension cross member compact. It has the excellent effect of being able to be constructed with a small number of parts as well as being able to be constructed with a small number of parts.

(Embodiments) Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings.

The suspension device of this embodiment is as shown in FIG.
A suspension cross member 2 configured to support the differential gear device 1, a rear frame 3 which is a vehicle body component, and wheels 5 pivotally supported by a drive shaft 4 connected to the differential gear device l. (in the case of this embodiment, the rear wheel), and is interposed between the upper control arm 6, the first and second lateral links 7°8 that act as lower control arms, and the The trailing link 10 is interposed between a second lateral linter 8 and a floor panel 9 constituting a vehicle body side member. Reference numeral II is a shock absorber, and 12 is a differential gear device 1.
13 is a knuckle that rotatably supports the tip of the drive shaft 4, and I4 is between the lower part of the front wall of the suspension cross member 2 and the vehicle body component. This is an auxiliary link provided between

As shown in FIGS. 2 to 4, the suspension cross member 2 is constructed by joining together a front wall-side vertical plate member 2a forming the front wall and a rear wall-side vertical plate member 2b forming the rear wall. One end of the upper control arm 6 is connected to one end of the upper control arm 6 by a projecting piece integrally provided at both the upper and lower ends of the front wall side and rear wall side vertical plate members 2a, 2b at the ends in the vehicle width direction. and upper and lower support brackets 1 for pivotally supporting one end of the second lateral link 8
5°16 is constructed. Note that the suspension cross member 2 has a closed cross section formed in such a manner that the front wall side vertical plate member 2a and the rear wall side vertical plate member 2b are opposed to each other at a predetermined interval from the joint where the front wall side vertical plate member 2a and the rear wall side vertical plate member 2b are joined to each other. The rigidity is strengthened by configuring the parts so as to be ff. In addition, the upper and lower support brackets It, 12 are provided by bending the end portions in the vehicle width direction of the front wall side vertical plate member 2a and the rear wall side vertical plate member 2b in a direction away from each other, and having a projecting piece at the tip thereof. are formed by integrally protruding from each other. With this configuration, the suspension cross member 2 is formed into a vertically elongated shape with a small width in the direction after bending, making it possible to reduce the size and weight of the suspension cross member 2.

At both ends in the vehicle direction of the upper part of the suspension cross member 2, a reinforcing plate 1 is installed between the upper ends of the front wall side and rear wall side vertical plate members 2a and 2b which are opposed to each other at a predetermined interval.
7.17 are joined, and by fixing the reinforcing plate 17.17 to the floor panel 9, the suspension cross member 2 is rigidly connected to the vehicle body side. Furthermore, a pair of mounting brackets l8, 18 are fixed to the front surface of the vertical temporary member 2a on the side wall side of the suspension cross member 2 at a position closer to the center of the vehicle body than the reinforcing plate 17.17. 18, support arms Ia, Ia of the differential device I are supported via elastic members (not shown). In this way, the differential nolling device 1 is installed at two points closer to the center of the vehicle body than the support point where the suspension cross member 2 is supported relative to the vehicle body.
By supporting the mounting bracket + 8.18 and the reinforcing plate 1
7.17 and will be absorbed to some extent during transmission. Reference numeral 19 is a bracket to which the rear end of the auxiliary link 14 is attached.

The upper control arm 6 is connected to the knuckle 13.
a base 6a connected to the base 6a via a pole joint 20 (see FIG. 1), and a first branch pivotally supported to be swingable with respect to the upper support bracket 11 of the cross member 2. portion 6b, and a second portion pivotally supported to be swingable with respect to the bracket 21 fixed to the rear frame 3.
The branching portion 6C forms a substantially A-shaped structure when viewed from above (see FIG. 5).

117j, the first and second lateral links 7.8 each consist of an I-shaped arm part (O), and 11
The first lateral link 7 located 4' on the i side has one end pivoted to the knuckle 13 and the other end pivoted to a bracket 22 fixed to the rear frame 3. (See Figure 6). In addition, the second
The lateral link 8 has one end pivotally supported to the knuckle 13 via a pole joint 23 (see FIG. 1), and the other end to the suspension cross member 2.
The lower support bracket 16 is pivotally supported. The pivot point on the rear frame 3 side of the first lateral link 7 is also positioned forward of the pivot point on the knuckle 13 side, while the pivot point on the suspension cross member 2 side of the second lateral link 8 The fulcrum is knuckle I3
It is positioned behind the side frame fulcrum and has a trapezoidal shape when viewed from above. With this configuration, during deceleration, the inclination of the second lateral link 8 is reduced and the inclination of the first lateral link 7 is increased as the wheel 5 is displaced backward, and as a result, the inclination of the first lateral link 7 is increased. The pivot point on the knuckle 13 side of the second lateral link 8 is pushed outward, and the pivot point on the knuckle 13 side of the first lateral link 7 is pulled inward, causing the vehicle width 6 to change in the toe-in direction. There is.

Furthermore, the front end of the auxiliary link 14, whose rear end is rigidly connected to the bracket 19 fixed to the vertical temporary member 2a on the side wall side constituting the suspension cross member 2, is connected to the seventh
As shown in the figure, it is rigidly connected to a bracket 24 fixed to the floor panel 9. Further, at the front end of the auxiliary link I4, a bracket is provided for pivotally supporting the other end of the trailing link 10, one end of which is connected via rubber to a portion of the second lateral link 8 near the pivot point on the knuckle 13 side. 25 are integrally formed. This auxiliary link 14 prevents the suspension cross member 2 from collapsing in the front-rear direction, which is likely to occur due to the vertically long structure of the suspension cross member 2 formed by joining the front wall side vertical plate member 2a and the rear wall side vertical plate member 2b. act. Also, this auxiliary link I4
By supporting the front end of the railing link 10, it is possible to unite it with the suspension cross member 2 when assembling the suspension device, and the ease of assembly is improved. I will do it.

Note that this auxiliary link I4 may have a configuration as shown in FIGS. 8 and 9.

That is, as shown in FIG. 8, the front and rear ends of the auxiliary link 1 are processed into flat plate shapes to form fixing parts 14a and 14b, and these fixing parts! 4a and 14b may be directly fixed to the floor panel 9 and the lower surface of the suspension cross member 2, respectively, as shown in FIG.
4 may be integrally constructed of a plate-like member. In these cases, the bracket 25 for pivotally supporting the front end of the trailing link 10 is fixed by welding to the lower surface of the fixed portion 14a on the curved blade side.

As shown in FIG. 10, a cylindrical portion 10a is formed at the front end of the trailing link IO.
A cylindrical rubber bushing 26 is interposed between the shaft 25a supported by the bracket 25 and the shaft 25a. A hollow portion 27 is formed in a portion of the rubber butt 26 located forward of the shaft 25a so that the elastic compression coefficient against the compressive force acting backwards is small. In other words, in the case of this embodiment, when a forward force is acting on the trailing link 10 (in other words, during forward drive)
shows a high elastic compression coefficient and suppresses elastic deformation, but shows a low elastic compression coefficient when a backward force is acting on the trailing link 10 (in other words, during deceleration). It is designed so that it can be easily elastically deformed. Therefore, trailing link 1
0 restricts hyperactivity in the front and rear of the vehicle width 5,
The amount of movement restriction during deceleration is smaller than the amount of movement restriction during forward drive (that is, the amount of movement during deceleration is greater than the amount of floating during forward drive). This makes it easier for the wheels 5 to change in the toe-in direction.

However, in the first lateral rinsing tough,! ■(Ring 5
Allows for a change in the toe-in direction of 4゛, and
- A damping elastic means 28 is attached that acts to restrict sudden changes in the toe-out direction of the shaft 5.
As the damping elastic means 28, for example, those shown in FIGS. 11 to 141 are used.

In the example shown in FIG. 11, the damping elastic means 28 includes a rubber bump 29 interposed between the cylindrical portion 7a formed at the end of the first lateral link 7 and the sleeve 22a supported by the bracket 22. , first and second fluid chambers 30.31 formed in the rubber bushing 29 at positions that are compressed by the force in the vehicle width direction acting on the first lateral link 7 and sandwiching the sleeve 22a; fluid 1
3031 and the communication path 32. Oil is sealed in the fluid chambers 30, 31 and the communication path 32. The communication passage 32 is located between the first fluid chamber 30 and the shaft 22a, and extends in a direction perpendicular to the direction in which it is compressed by the force in the vehicle width direction acting on the first lateral link 7. An orifice portion 32a communicating with the chamber 30, and an orifice portion 32a and 1
1) is grown through the communication portion 32b which communicates with the second fluid chamber 31.

The damping elastic means 28 configured as shown in L operates as follows.

The first lateral link 7 is connected to the vehicle body center in one direction (i.e., the first
When a force is applied in the direction of the arrow in FIG. Movement of the first lateral link 7 in the toe-in direction is allowed. The first lateral link 7 is moved in the toe-in direction as described above.
When a sudden noar moves toward the side of the vehicle body (i.e., in the direction of arrow B in Figure 1I), the orifice portion 32a of the communication passage 32 is compressed by the force in the direction of the multiple arrows, resulting in a state where there is almost no passage. Therefore, the oil that has been moved to the second fluid chamber 31 cannot return to the first fluid chamber 30, and the rubber sole 29 hardly undergoes elastic deformation.

Therefore, movement of the first lateral link 7 in the toe-out direction is restricted. That is, the damping elastic means 28
Due to this action, although a change in the wheel 5 in the toe-in direction is allowed, a sudden change in the wheel 5 in the toe-out direction is restricted.

In case B shown in FIG. 12, the first and second fluid chambers 30 and 31 in the damping elastic means 28 shown in FIG. The second fluid chamber 31 in the communication path 32 extends parallel to the direction of
A lip is provided in the side opening to allow oil to flow from the first fluid chamber 30 to the second fluid chamber 31, and to prevent rapid oil flow from the second t1 body chamber 3I to the first fluid chamber 30. A check valve 33 is provided. In this case, the check valve 33 allows movement of the first lateral link 7 in the toe-in direction, and restricts movement of the first lateral link 7 in the toe-out direction.

In case B shown in FIG. 13, the inverse +)- valve 33 in the damping elastic means 28 shown in FIG. 12 is constituted by a ball valve. Reference numeral 34 is a valve receiving plate for preventing the ball valve 33 from falling off.

In the case shown in FIG. 14, the damping elastic means 28
The lateral link 7 is divided into 11 (body side link 35 and knuckle side link 36) at the middle part, and both links 3
5. A nolinda 37 is provided at the end of the link 35 on the vehicle body side and filled with oil; The piston 38 is slidably inserted into the cylinder 3. The piston 38 has first and second oil chambers j3 on both sides of the piston 38.
A passage 39.39 is formed to communicate between the second oil chamber 371) and the first oil chamber 37b.
Allowing oil flow to 7a, first oil a 37 a
An inverse valve 11 in the form of a filter plate is provided to prevent sudden oil flow from the oil chamber 37b to the second oil chamber 37b. The check valve 10 is formed with orifice holes 41 and 111 that allow oil to gradually flow between the oil chambers 37a and 37b.

12 is a spring 1 that urges the piston 38 toward the first oil chamber 37a, spring 1j3 is a spring 1 that urges the check valve 40 in the closing direction, and i4 and 45 are springs that have a buffering effect at the operating limit of the biston valve 38. It is an elastic member. In the damping elastic means 27 having the L configuration, the first lateral link 7 is
When a force is applied to the center of the vehicle in one direction (in the direction of arrow 7), the flow from the second oil chamber 37b to the first oil chamber 37
While the movement of the knuckle-side link 36 in the toe-in direction is allowed from the point where oil flow to a is allowed,
If a sudden force acts on the first lateral risk 7 toward the side of the vehicle body (in the direction of arrow [3]), oil flow from the first oil chamber 37a to the second oil chamber 37b will not be allowed. From the point where the knuckle side link 36 is in the 1/-out direction, movement in the 1/-out direction is restricted! I will do it.

In the above embodiments, a suspension device for driving width has been described, but the present invention can also be applied to a suspension device for driven wheels.

The present invention is not limited to the configuration of the above embodiment.
Of course, the design can be changed as appropriate without departing from the gist of the invention.

[Brief explanation of drawings]

FIG. 1 is an exploded perspective view showing a suspension device for a vehicle according to an embodiment of the present invention, FIG. 2 is an enlarged W side view of a suspension cross member in the suspension device shown in the first drawing, FIG. Figure 4 is a rear view and side view of the suspension cross member shown in Figure 2, Figure 5 is an enlarged plan view showing the joining area between the suspension cross member and the upper control arm, and Figure 6 is the first lateral. FIG. 7 is an enlarged perspective view showing the joint portion between the trailing link and the auxiliary link. FIGS. 8 and 9 are enlarged perspective views showing modified examples of the auxiliary link. 10 is an enlarged sectional view of the pivot point on the vehicle body side of the trailing link, FIG. 11 is an enlarged sectional view of the damping elastic means provided at the pivot point on the vehicle body side of the first lateral link, and FIGS. 12 to 14 The figure is an enlarged sectional view showing a modification of the damping elastic means. 2...Suspension cross member 2a...
...Front wall side vertical plate member 2b...Rear wall side vertical plate member 5...Wheel 6...Upper control arm 7.8 ・
・・・Lower control arm 15.16 ・・・
Support bracket Fig. 6 Fig. 10 Fig. 1z Fig. 13 Fig. 14

Claims (1)

[Claims] 1. A suspension device for a vehicle comprising a suspension cross member in which upper and lower control arms supporting left and right wheels are supported at both ends in the vehicle width direction, the suspension cross member forming a front wall of the vehicle. It is constructed by joining a front wall side vertical plate member extending in the width direction and a rear wall side vertical plate member extending in the vehicle width direction for forming the rear wall, and the vehicle width direction of both said vertical plate members is A suspension device for a vehicle, characterized in that support brackets for supporting the upper and lower control arms are integrally formed at both ends.