JPH03213413A - independent suspension - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION (Technical Field of the Invention) The present invention relates to an independent suspension applied to front or rear wheels of an automobile, and particularly to a wishbone type independent suspension.

(Technical background of the invention and its problems) In order to absorb various vibrations and shocks received from the road surface while the automobile is running, a suspension device with a buffering effect is installed between the body and the axle. It is being Such a suspension not only supports the vehicle on the road surface and transmits the propulsion force from the drive wheels to the body, but also protects the vehicle from damage by cushioning the impact from the road surface. It also plays an important role in improving ride comfort and driving stability. Because of their functions, as cars become faster, their functions become increasingly important as they determine the limits of speed increases, and scientific research into devices in general has progressed and many mechanism types and elements have been developed. .

Suspensions generally need to be soft in the vertical direction and stiff in the front, rear, left and right directions, and can be broadly classified into axle suspensions and independent suspensions based on their structure. Axle suspensions are generally used for the front and rear wheels of trucks and the rear wheels of passenger cars, while independent suspensions are often used for the front and rear wheels of passenger cars, where ride comfort and driving stability are important. There is.

Independent suspension allows the left and right wheels to move independently without being connected by a single axle, and can be roughly divided into three types based on their structure: Wishbone type, MacPherson type, and trailing type. It can be classified into arm type and swing axle type. Compared to axle-mounted suspensions, this type of independent suspension functions like a human knee joint, even if either the left or right wheel hits a bump in the road and lifts the body. It has the advantage of not tilting, suppressing rolling (sideways shaking), and allowing stable running.

The widest type of independent suspension (the one used is the wishbone type suspension (for example, see Japanese Utility Model Application Publication No. 53-26,020).The feature of this type is that it has two arms. Because the link mechanism acts like a parallelogram, the wheels move up and down almost vertically, which means that the tires are always in horizontal contact with the road surface, resulting in good ground contact. Since the structure is more complex than the Farson type, there are various issues that need improvement in terms of weight and cost, and the structure in which two arms protrude into the engine room makes the engine room narrower. However, it has been in the spotlight again in recent years for its robustness and excellent stability during cornering.

Witschborn independent suspension is the third
As shown in the figure, the knuckle 2 is attached to the body 5 or frame by two control arms 3 and 4 similar to the wishbone shape of a chicken breast, and this rAJ-shaped control Arm 3, 4
The open end is attached to the body side 5, and the other end is connected at the top and bottom at the knuckle 2. The connection side between the body 5 and the control arms 3 and 4 is connected by bushings 10 and 11, while the knuckle 2 and the control arms 3 and 4
Generally, both the upper and lower parts are connected by ball joints 12 and 13. As a result, the two upper and lower control arms 3 and 4 and the knuckle 2 constitute a link mechanism. In addition to the wishbone type suspension where the two control arms are both A-shaped, there are also suspensions that use a tension rod instead of the lower arm or A-shape to compensate for the force acting in the longitudinal direction. (so-called rIJ type arm).

Furthermore, a spring device 22 consisting of a spring 31 and a shock absorber 32 is interposed between the lower arm 4 and the vehicle body 5.

In a vehicle body equipped with such a wishbone type suspension, in order to improve the spring efficiency of the spring device 22 for -1 downward movement of the wheel 1, the lower end of the shock absorber 32 should be placed on the pole capole joint 13 side. However, since the spring 31 provided on the upper part of the shock absorber 32 interferes with the tire, one end of the spring device 22 has to be set on the engine room side, which reduces the space in the engine room. There was a problem.

On the other hand, if the spring 31 of the spring device 22 is set on the outside of the vehicle body with emphasis on space in the engine room, the lower end of the spring device 22 needs to be set on the base end side of the lower arm 4 due to interference with the tires. arise. For example, if the lower end of the spring device 22 is attached to the midpoint of the lower arm 4, the spring constant will be approximately twice that of the case where the spring device 22 is attached to the tip of the lower arm 4, and the sensitivity of the shock absorber will be approximately 1/1. Since it is four times as large, if an attempt was made to obtain the same spring performance as when it is attached to the tip of the lower arm 4, the spring device would have to be larger.

Further, in some conventional wishbone type suspensions, a spring device is attached between the vehicle body and the upper arm, and the situation is the same in this case as well.

(Objective of the Invention) The present invention has been made in view of the problems of the prior art, and an object of the present invention is to provide a suspension whose spring device can be downsized.

(Summary of the Invention) The first invention to achieve the object 1-2 has a pair of control arms consisting of an upper arm and a lower arm whose tips are swingably connected to a knuckle attached to a wheel. An independent suspension, characterized in that the base end of the control arm is swingably pivoted to the vehicle body, and a spring device is interposed between either the upper arm or the lower arm and the vehicle body,
The upper arm is divided into a knuckle side upper arm and a vehicle body side upper arm, and these upper arms are connected so as to be swingable in the upward movement direction of the wheel, and the vehicle body side upper arm and the lower arm are and an independent suspension connected by a rigid body whose both ends are swingable, in which a protrusion protruding by a predetermined length is formed at the tip of the upper arm on the vehicle body side, and the spring device is installed between the protrusion and the vehicle body. It is an independent suspension that features an intervening suspension.

Further, a second invention for achieving the object 2 has a pair of control arms consisting of an upper arm and a lower arm whose tips are swingably connected to a knuckle attached to a wheel, and the control arm An independent suspension, characterized in that a base end of the upper arm is swingably pivoted to the vehicle body, and a spring device is interposed between either the upper arm or the lower arm and the vehicle body, the upper arm is divided into a knuckle side upper arm and a vehicle body side upper arm, one end of the rigid body is connected to the vehicle body side upper arm so as to be swingable in the downward movement direction of the wheel, and the other end of the rigid body is In an independent suspension suspension, the vehicle body side upper arm is swingably connected to a lower arm so as to be swingable in the vertical movement direction of the wheel, and further, one end of the knuckle side upper arm is swingably connected to a rigid body. The independent suspension is characterized in that a protrusion projecting a predetermined length is formed at the tip of the suspension, and the spring device is interposed between the protrusion and the vehicle body.

In the first and second inventions configured in this way,
When the relative position of the wheel relative to the vehicle body moves upward, the lower arm or the connection part with the vehicle body will move along with this.
Rotate in the direction. Then, the rigid body attached to the lower arm pushes the upper arm on the vehicle body side, but at this time, the amount of movement of the protrusion formed at the tip of the upper arm on the vehicle body side becomes larger than the amount of movement of the lower arm. This means that if the suspension of the present invention changes the length of the lower arm, the length of the upper arm on the vehicle body side, the lower end of the rigid body, and the mounting position of the end 1 as appropriate, the upper arm on the vehicle body side can swing relative to the rocking angle of the lower arm. This is because the dynamic angle has the effect of changing.

Thereby, the spring constant of the spring device can be set small, and the damping force of the shock absorber 32 can be set small, thereby making it possible to downsize the device.

1 (Detailed description of the invention) Hereinafter, one embodiment of the present invention will be described based on the drawings.

First Embodiment FIG. 1 is a half-sectional view showing an embodiment of the first invention, and the same members as those of the conventional suspension shown in FIG. 3 are designated by the same reference numerals (=J).

The knuckle 2, where the wheel 1 is freely rotatable and f=J, is
A spindle that supports the wheel 1 via a bearing, and a bifurcated arm 19 that branches and extends downward from the base end of this spindle.
．． 20, and a knuckle arm to which a steering mechanism (not shown) is connected to change the steering angle of the wheel 1 as appropriate. As shown in FIG. 1, two A-type control arms 3.4 are connected to the tips of the bifurcated arms 19.20 via ball joints 12.13, and when the wheel 1 moves downward in the L direction, Even when the wheels 1 are steered by the steering mechanism, the knuckles 2 are able to swing freely relative to the control arms 3 and 4. In addition, both ball joints 1-
12. Caster is determined by the slope 2 of the straight line connecting the centers of 13.

The lower arm 4 is a so-called A-type arm whose base end side is branched into a pair of front and rear arm parts. It rotates around the axis of the bush against the

On the other hand, the upper arm 3 according to the present embodiment includes a knuckle side upper arm 6 and a vehicle body side upper arm 7, both of which are configured as A-type arms. In both of these upper arms 6.7, the arm portion of the knuckle side upper arm 6 and the tip portion of the vehicle body side upper arm 7 are connected by a swing shaft 8, and the knuckle side upper arms j, 6 are connected around this swing shaft 8. and the vehicle body side upper arm 7 rotate relative to each other.

The base end side, that is, the arm portion, of the vehicle body side upper arm 7 is connected to the vehicle body 5 by a bushing 10, similar to the aforementioned lower arm 4, and the vehicle body side upper arm 7 rotates around the axis of the bushing. Therefore, the knuckle side upper arm 6 rotates around the swing axis 8 with respect to the vehicle body side upper arm 7, but with respect to the vehicle body 5, it rotates around the axis of the bush 10 via the vehicle body side upper arm 7. It will move.

In the suspension of this embodiment, the tip of the lower arm 4 and the tip of the upper arm 7 on the vehicle body side are connected by a rigid body 9. The rigid body 9 and the lower arm 4 are
A rigid body 9 is connected around the lower arm 4 so as to rotate relative to the lower arm 4. In addition, the rigid body 9 and the upper arm 7 on the vehicle body side
This means that the rigid body 9 is placed around the upper arm 7 on the vehicle body side.
It is connected to rotate relative to the

Further, a protrusion 30 is formed at the tip of the upper arm 7 on the vehicle body side, and a spring device 22 consisting of a spring 31 and a shock absorber 32 is interposed between the protrusion 30 and the vehicle body 5. By changing the protrusion length of the protrusion 30, the spring constant of the spring device 22 can be changed, that is, the size of the spring device 22 can be changed.

As shown in I- below, the vehicle body side upper arm 7, the knuckle side upper arm 6, the knuckle 2, and the rigid body 94 constitute a link mechanism.

Next, the effect will be explained.

As shown in FIG. 1, when the relative position of the wheel 1 with respect to the vehicle body 5 moves in one direction, the lower arm t,
4 rotates in the -1- direction around the connection part 11 with the vehicle body 1 (rDl, J not shown in FIG. 1). Then, the rigid body 9 pushed away by the lower arm 4 pushes the upper arm 7 on the vehicle body side. The amount of movement D1 is greater than the amount of movement D1. This means that the suspension of the present invention
By appropriately changing the length and the mounting position of the lower end and the toe end of the rigid body 9, the effect of changing the swing angle of the upper arm 7 on the vehicle body side relative to the swing angle of the lower arm 4 can be reduced. This is because

Thereby, the spring constant of the spring device 22 can be set small, and the damping force of the shock absorber 32 can be set small, so that the device 22 can be made smaller.

5 Second example Next, an embodiment of the second invention will be described.

FIG. 2 is a half-sectional view showing an embodiment of the second invention, and the same parts H as the embodiment of the first invention shown in FIG. 1 and the conventional suspension shown in FIG. sign - shi
This is i.1.

The knuckle 2 where the wheel 1 is rotatably removed and the i-1 is removed is
A spindle that supports the wheel 1 via a bearing, and a bifurcated arm 19 that branches vertically and extends from the base end of this spindle.
20, and a knuckle arm to which a steering mechanism (not shown) is connected to change the steering angle of the wheel 1 as appropriate. As shown in FIG. 2, two A-type control arms 3.4 are connected to the tips of the bifurcated arms 19.20 via ball joints 2.13, and the wheels 1 are The knuckles 2 are able to swing freely relative to the control arms 3 and 4 even when the wheels 1 are steered by the steering mechanism. In addition, both pole join 1
The caster is determined by the slope of the straight line connecting the centers of -12.13.

6. The lower arm 4 is a so-called A-type arm that branches into a pair of front and rear arm portions on the base end side, and the arm portion of the A-type lower arm 4 is attached to the body 5 via a bushing 11. The bush rotates around its axis against the shearing force of the bush.

On the other hand, the upper arm 3 according to the present embodiment includes a knuckle side upper arm 6 and a vehicle body side upper arm 7, both of which are configured as A-type arms. The base end side, that is, the arm portion, of the vehicle body side upper arm 7 is connected to the vehicle body or frame 5 by a bushing 10, similar to the aforementioned lower arm 4, and the vehicle body side upper arm 7 rotates around the axis of the bushing. Further, in the suspension of this embodiment, the tip of the lower arm 4 and the tip of the upper arm 7 on the vehicle body side are connected by a rigid body 9. The rigid body 9 and the lower arm 4 are connected to each other so that the rigid body 9 rotates relative to the lower arm 4 around an axis 16, and the rigid body 9 and the upper arm 7 on the vehicle body side are connected to each other around an axis 17 so that the rigid body 9 rotates relative to the lower arm 4.
is rotatably connected to the vehicle body side upper arm 7.

7 Furthermore, the arm portion of the knuckle side upper arm 6 and the rigid body 9
are connected by a swing shaft 8, and the knuckle-side upper arm 6 and the rigid body 9 rotate relative to each other around the swing shaft 8. Therefore, the knuckle side upper arm 6 rotates around the swing axis 8 with respect to the rigid body 9, and around the axis 17 with respect to the vehicle body side upper arm 7.
With respect to the vehicle body 5, it rotates around the axis of the bushing 10 via the rigid body 9 and the vehicle body side upper arm 7.

Further, a protrusion 30 is formed at the tip of the upper arm 7 on the vehicle body side, and a spring device 22 consisting of a spring 31 and a shock absorber 32 is interposed between the protrusion 30 and the vehicle body 5. By changing the protrusion length of the protrusion 30, the spring constant of the spring device 22 can be changed, that is, the size of the spring device 22 can be changed.

As described in 1- above, the vehicle body side upper arm 7, the knuckle side upper arm 6, the knuckle 2, and the rigid body 98 constitute a link mechanism.

Next, the action of the suspension of this embodiment will be explained.

h? As shown in FIG. 32, when the relative position of the wheel 1 with respect to the vehicle body 5 moves in one direction by -1, the lower arm 4 rotates in the L direction around the connecting portion 11 with the vehicle body 1 (see FIG. rDI J ). Then, the rigid body 9 attached to the lower arm 4 pushes the upper arm 7 on the vehicle body side.
is larger than the movement amount D1. This means that if the suspension of the present invention changes the length of the lower arm 4, the length of the upper arm 7 on the vehicle body side, and the mounting positions of the lower and upper ends of the rigid body 9 as appropriate, the upper arm on the vehicle body side can be adjusted to the swing angle of the lower arm 4. This is because of the effect that the swing angle of No. 7 changes.

As a result, the spring constant of the spring device 22 can be set small, and the damping force of the shock absorber 32 can be set small, thereby making it possible to downsize the device 22.

The present invention is not limited to the embodiments described above, and can be modified in various ways without departing from the gist of the present invention. For example, in the embodiment described above, the spring device 22 is attached to the vehicle body 5, but it is also possible to attach it to the vehicle body via a frame or the like.

Further, in the above-described embodiments, the spring 31
Although the shock absorber 32 and the shock absorber 32 are provided coaxially, the present invention is not limited to this, and it is possible to install them separately.
It is also possible to add 1. In other words, the object of the present invention can be achieved even if either the spring 31 or the shock absorber 32 is configured to be attached to the protrusion 30 of the vehicle body side upper arm 7.

(Effect of the invention) As described above, the present invention has the advantage that the length of the lower arm,
By appropriately changing the length of the upper arm on the vehicle body side, the lower end of the rigid body, and the position of the first end (-J), the swing angle of the upper arm on the vehicle body side relative to the swing angle of the arm will change. The spring constant can be set small, or the damping force of the shock absorber can be set small, and the device can be made smaller.

[Brief explanation of drawings]

FIG. 1 is a half-sectional view showing one embodiment of the first invention;
The figure is a half-sectional view showing an embodiment of the second invention, and FIG. 3 is a half-sectional view showing a conventional suspension. 1...wheel, 2...knuckle, 3
...Upper arm, 4...Lower arm, 5.
...Vehicle body (frame), 6.. Knuckle side upper arm, 7.. Vehicle body side upper arm, 7a.. Tip, 9..
- Rigid body, 22... Spring device, 30
...protrusion.

Claims (1)

[Claims] 1) A pair of control arms consisting of an upper arm (3) and a lower arm (4) whose tips are swingably connected to a knuckle (2) attached to a wheel (1); Place the base end of the control arm (3, 4) on the vehicle body side (5)
a wishbone type independent suspension, which is pivotably pivoted to the upper arm (3) or the lower arm (4), and has a spring device (22) interposed between either the upper arm (3) or the lower arm (4) and the vehicle body (5). The upper arm (3) is connected to the knuckle side upper arm (
6) and the vehicle body side upper arm (7),
These upper arms (6, 7) are connected so as to be swingable in the vertical movement direction of the wheel (1), and the vehicle body side upper arm (7) and lower arm (4) are
A rigid body (9) whose both ends are swingable; a protruding portion (30
), and the spring device (22) is interposed between the protrusion (30) and the vehicle body (5). 2) It has a pair of control arms consisting of an upper arm (3) and a lower arm (4) whose tips are swingably connected to a knuckle (2) attached to a wheel (1), and the base end of this control arm is A wishbone that is pivotably mounted on the vehicle body side (5) and has a spring device (22) interposed between either the upper arm (3) or the lower arm (4) and the vehicle body (5). In the type independent suspension, the upper arm (3) is connected to the knuckle side upper arm (
6) and the vehicle body side upper arm (7), and the rigid body (9
) is connected to the vehicle body side upper arm (7) so as to be swingable in the vertical movement direction of the wheel (1), and the other end of the rigid body (9) is connected to the vehicle body side upper arm (7) so as to be swingable in the vertical movement direction of the wheel (1). The upper arm (6) on the knuckle side is connected to the lower arm (4) so as to be swingable in the direction.
In an independent suspension type suspension in which one end is swingably connected to a rigid body (9), a protrusion (30) that protrudes by a predetermined length is formed at the tip (7c) of the upper arm (7) on the vehicle body side. 30)
An independent suspension characterized in that the spring device (22) is interposed between the spring device (22) and the vehicle body (5).