JPH03213414A - independent suspension - Google Patents

Abstract

PURPOSE:To improve the design freedom and the reduction in size of a stabilizer by installing an end part of the stabilizer on a vehicle body side upper arm which is directly connected to a knuckle side upper arm and is connected to a lower arm through a rigid body. CONSTITUTION:In a pair of upper and lower arm members 3, 4, each of its front ends is pivotally fixed at a knuckle 2 mounted on a wheel 1, and each of its rear ends is pivotally fixed on the vehicle body 5 side. The upper arm member 3 is divided into a pair of right and left arm members 6, 7. The upper right arm member 7 and the lower arm member 4 are connected with each other so that they may oscillate freely through a rigid body 9. With the above constitution, the end part of a stabilizer 50 which is a torsion bar is mounted near the end part of the upper right arm member 7 through a joint 51. Moreover, the middle part of the stabilizer 50 is supported at the vehicle body 5 through a bush 54.

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 car on the road surface and transmits the propulsion force from the drive wheels to the body, but also protects the car 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 top direction and hard 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-type suspensions, this type of independent suspension functions like a human knee joint, in that even if either the left or right wheel rides on a bump in the road, only that wheel moves up and down, and the body does not tilt. , it has the advantage of being able to suppress rolling (sideways shaking) and perform stable running.

The most widely used independent suspension type suspension is the wishbone type suspension (see, for example, Japanese Utility Model Application No. 53-26,020). The feature of this type is that the link mechanism with two arms acts like a parallelogram, so the wheels move up and down almost vertically, and as a result, the tires are always in horizontal contact with the road surface, improving ground contact. It is in good condition. In addition, since the structure is more complex than the MacPherson type, there are various improvements that need to be made in terms of small size and cost, and the fact that the two arms protrude into the engine room, making the engine room narrower. However, in recent years it has been in the spotlight again for its robustness and excellent stability during cornering.

Wishbone type independent suspension is the fifth
As shown in the figure, the knuckle 2 is connected to a body or frame (none of which is shown) by means of two control arms 3.4 similar to the wishbone shape of a chicken breast.
This control arm 3
, 4 is attached to the body side, and the other end is connected to the top and bottom at the knuckle 2. The connection side between the body and the control arms 3 and 4 has bushings 10 and 1.1.
On the other hand, the knuckle spindle 2 and the control arms 3 and 4 are connected at a pole joint 12.1 on both the upper and lower sides.
It is common to connect with 3. As a result, "2 on the plate"
The book control arm 3.4 and the knuckle 2 constitute a link mechanism. Note that the shape of the control arm is known as an A-type arm and an I-type arm.

Such an independent suspension is provided with a stabilizer 50 for the purpose of restoring the wheels to their original positions when the vehicle body turns.

As the stabilizer 50, a torsion bar that connects left and right wheels is widely used, and is attached to the lower arm 4 via a joint 51.

However, it may not be possible to attach the stabilizer 50 near the tip of the lower arm 4 due to environmental conditions such as the structure of the suspension, the relationship with the vehicle body, and the positional relationship of the wheels during steering. In such a case, if you want to give the same restoring force to the wheel, the mounting position should be lower arm 4.
It is necessary to increase the rigidity of the stabilizer 50 by the amount of movement toward the proximal end 11 of the stabilizer 50. Therefore, there is a problem in that the stabilizer becomes large in size.

(Object of the Invention) The present invention has been made in view of the problems of the prior art, and its purpose is to significantly improve the degree of freedom in designing the stabilizer in suspension design, and to improve the stability of the stabilizer. The object of the present invention is to provide a suspension that 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. This is a wishbone type independent suspension in which the base end of a control arm is swingably pivoted to the vehicle body, and the upper arm is divided into a knuckle side upper arm and a vehicle body side upper arm, and both upper arms are divided into a knuckle side upper arm and a vehicle body side upper arm. In an independent suspension, the wheels are connected so as to be swingable in a downward movement direction, and the vehicle body side upper arm and the lower arm are connected by a rigid body whose both ends are swingable. This is an independent suspension suspension and pension, characterized in that the tip of the stabilizer is attached to the upper arm on the vehicle body side.

Further, a second invention for achieving the above object 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 a base end of the control arm. is a wishbone type independent suspension in which the upper arm is divided into a knuckle side upper arm and a vehicle body side upper arm, and one end of the rigid body is attached to one end of the wheel. ] Connected to the vehicle body side upper arm so as to be swingable in the direction of movement on the plate, and the other end of the rigid body is connected to -L of the wheel.
The stabilizer is swingably connected to the lower arm so as to be swingable in the downward movement direction, and further, one end of the knuckle side upper arm is swingably connected to a rigid body, wherein the tip of the stabilizer is swingably connected to the vehicle body side upper arm. It is an independent suspension that is characterized by the fact that it has been installed.

In the first and second inventions configured in this way,
When the relative position of the wheel with respect to the vehicle body moves downward by 11x, the lower arm rotates in the vertical direction around the connection portion with the vehicle body. Then, since the rigid body attached to the lower arm pushes up the vehicle body side upper arm, the vehicle body side upper arm also rotates around the connection portion with the vehicle body.

Here, in the suspension of the present invention, by appropriately changing 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 position of one end (-J), the upper arm on the vehicle body side can be adjusted to the swing angle of the lower arm. Since it has the function of changing the swing angle of the stabilizer by the desired amount, if the tip of the stabilizer is attached near the tip of the upper arm on the vehicle body side, the same restoring force will be applied to the suspension as if it were attached near the tip of the lower arm. can give.

Therefore, when designing a suspension, even if the mounting position of the stabilizer or its routing is severely restricted, 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 By appropriately selecting the above, it is possible to provide a desired restoring force and also obtain a compact suspension.

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

FIG. 1 is a perspective view showing an embodiment of the first invention, and FIG. 2 is a conceptual diagram explaining the operation of the same embodiment. are given the same reference numerals.

The knuckle 2 to which the wheel 1 is rotatably attached includes a spindle 18 that supports the wheel 1 via a bearing (not shown), and a bifurcated arm 19.20 that branches upward and downward from the base end of this spindle and extends. , and a knuckle arm 21 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 and 4 are connected to the tips of the bifurcated arms 19.20 via ball joints 12.13, and the wheel 1 is moved downward by -1-. Even when the wheels 1 are steered by the steering mechanism, the knuckles 2 are swingable with respect to the control arms 3 and 4. Note that the caster angle is determined by the inclination of the straight line connecting the centers of both ball joints 12 and 13.

The lower arm 4 has a pair of front and rear arm portions 4a, 4 on the base end side.
This is a so-called A-type arm 1 branched into two A-type lower arms 4, and the arm portions 4a and 4b of this A-type lower arm 4 are attached to the body or frame 5 via a bushing 1, and resist the shearing force of the bushing 11. and rotates around the axis 14. Further, although not shown, a suspension spring 22 is provided between the lower arm 4 and the frame 5 to urge the lower arm 4 downward.

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. These two upper arms 6.7 are the arm portion 6 of the knuckle side upper arm 6.
a, 6b and the tip 7C of the vehicle body side upper arm 7 are connected by a swing shaft 8, and the knuckle side upper arm 6 and the vehicle body side upper arm 7 rotate relative to each other around this swing shaft 8. do. The base end side of the upper arm 7 on the vehicle body side, that is, the arm portions 7a and 7b, is connected to the vehicle body or frame 5 by a bushing 10 (see FIG. 2), similarly to the lower arm 4 described above, and the upper arm on the vehicle body side is connected around an axis 15. 7 rotates. Therefore, the 2 knuckle side upper arm 6 rotates around the swing axis 8 with respect to the vehicle body side upper arm 7, but rotates around the axis 15 through the vehicle body side upper arm 7 with respect to the vehicle body (frame 5). It will rotate.

In the suspension of this embodiment, the tip 4c of the lower arm 4 and the tip 7c 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. Further, the rigid body 9 and the vehicle body side upper arm 7 are connected to each other so that the rigid body 9 rotates relative to the vehicle body side upper arm 7 around an axis 17 .

As described in -1- below, the vehicle body side upper arm 7, the knuckle side upper arm 6, the knuckle 2, and the rigid body 9 constitute a link mechanism.

In the suspension of this embodiment, the tip of the stabilizer 50, which is a 1-version bar, is attached to the vicinity of the tip of the upper arm 7 on the vehicle body side via a joint 51. This joint 51 is configured so that it can be freely rotated around an axis 52 at the part when it is attached to the upper arm 7 on the vehicle body side, while it can be rotated around an axis 53 at the part when it is attached to the stabilizer 50. It is configured to be flexible. As a result, the stabilizer 50 follows the -L downward movement of the upper arm 7 on the vehicle body side.
From this stabilizer 50, an appropriate restoring force can be applied to the vehicle body-side upper arm 7 and, ultimately, to the wheels. −
The other end of the stabilizer 50 is attached to other wheels in the same way, and the middle portion of the stabilizer 50 is supported by the vehicle body by bushings 54, 54 (only one of which is shown).

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

The vehicle body turns, or one wheel rides on a bump in the road surface.
If the vehicle falls off or falls into a depression in the road surface, the relative position of the wheels 1 with respect to the vehicle body 5 moves upward or downward. Along with this, the lower arm 4 has a bushing of 11.
It rotates in the -11 direction or downwards around . Then, the rigid body 9 attached to the lower arm 4 pushes the upper arm 7 on the vehicle body side.
rotate around the axis.

Here, in the suspension of the present invention, 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 end of the rigid body 9 and one end of the Since it has the effect of changing the swing angle of the upper arm 7 on the vehicle body side by a desired amount, the tip of the stabilizer 50 is installed near the tip of the upper arm 7 on the vehicle body side. It is possible to provide the suspension with the same restoring force as in the case of ``J''.

Therefore, in suspension configuration 1, even if the mounting position of the stabilizer 50 or its handling is strictly restricted, the length of the lower arm 4, the length of the upper arm 7 on the vehicle body side, the lower end of the rigid body 9, By appropriately selecting the position of the upper end, etc., it is possible to achieve a suspension that can provide the desired restoring force.

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

FIG. 3 is a perspective view showing an embodiment of the second invention, and FIG. 4 is a conceptual diagram illustrating the operation of the embodiment.
The same members as the embodiment of the first invention shown in the figure and the conventional suspension shown in FIG. 5 are given the same reference numerals.

The knuckle 2 to which the wheel 1 according to the present embodiment is rotatably attached includes a spindle 18 that supports the wheel 1 via a bearing (not shown), and a spindle 18 that branches from the base end of this spindle onto a plate and extends. It consists of two forked arms 19 and 20 that extend out, and a knuckle arm 21 that is connected to a steering mechanism (not shown) and that changes the steering angle of the wheel 1 as appropriate. As shown in FIG. 3, two A-type control arms 3 and 4 are connected to the tips of the bifurcated arms 19.20 via ball joints 12.13, so that when the wheel 1 moves up and down, Even when the wheels 1 are steered by the steering mechanism, the knuckles 2 are swingable relative to the control arms 3 and 4. The caster angle is determined by the slope of the straight line connecting the centers of both pole joins (12.13).

The lower arm 4 has a base end side or a pair of front and rear arm portions 4a, 4.
The arm portions 4a and 4b of the A-type lower arm 4 are attached to the body or frame 5 via the bushing 11- (-J), and are subjected to the shearing force of the bushing 11. The lower arm 4 rotates around the shaft 14 against the lower arm 4. A suspension spring (not shown) is provided between the lower arm 4 and the frame 5, and forces the lower arm 4 downward by fJ.

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 of the upper arm 7 on the vehicle body side, that is, the arm portions 7a and 7b, is connected to the vehicle body or frame 5 by a bushing 10 (see FIG. 4), similarly to the lower arm 4 described above. 7 rotates. In addition, in the suspension of this embodiment, the tip 4c of the lower arm 4
and the tip 7C of the upper arm 7 on the vehicle body side, 7 are connected by a rigid body 9. The rigid body 9 and the lower arm 4 are connected around the support 16 so that the rigid body 9 rotates relative to the lower arm 4. Further, the rigid body 9 and the vehicle body side upper arm 7 are connected around the support 17 such that the rigid body 9 rotates with respect to the vehicle body side upper arm 7.

Furthermore, the arm portion 6a of the knuckle side upper arm 6,
6b and the rigid body 9 are connected by a swing shaft 8, and the knuckle side upper arm 6 and the rigid body 9 are connected around the swing shaft 8.
rotates relative to each other. Therefore, the knuckle side upper arm 6 rotates around the swing axis 8 with respect to the rigid body 9, and rotates around the axis 17 with respect to the vehicle body side upper arm 7, but it rotates around the axis 17 with respect to the vehicle body (frame 5). For rigid body 9
and rotates around the shaft 15 via the vehicle body side upper arm 7.

As described above, the vehicle body side upper arm 7, the knuckle side upper arm 6, the knuckle 2, and the rigid body 9 constitute a link mechanism.

In the suspension of this embodiment, the tip of the stabilizer 5o, which is a torsion bar, is attached to the vicinity of the tip of the upper arm 7 on the vehicle body side via a joint 51. This joint 51 is connected to the upper arm 7 on the vehicle body side.
The attachment to the stabilizer 50 is configured to be rotatable around an axis 52 at the end, while the attachment to the stabilizer 50 is configured to be rotatable around an axis 53 at the end.

As a result, the stabilizer 50 follows the vertical movement of the upper arm 7 on the vehicle body side, and the stabilizer 50 can apply an appropriate restoring force to the upper arm 7 on the vehicle body side, and thus to the wheels 1. On the other hand, the other end of the stabilizer 50 is attached to other wheels in the same manner, and the intermediate portion of the stabilizer 5o is supported by the vehicle body by bushings 54, 54 (only one of which is shown).

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

When the vehicle body turns, the relative position of the wheels 1 with respect to the vehicle body 5 moves to one side or downward. Accordingly, the lower arm 4 rotates about the bush 11 in one direction or downward. Then, since the rigid body 9 attached to the lower arm 4 pushes up the vehicle body side upper arm 7, the vehicle body side upper arm 7 also rotates around the axis of the bush 10.

Here, the suspension of the present invention can be adjusted by appropriately changing the length of the lower arm 4, the length of the upper arm 7 on the vehicle body side, the lower end of the rigid body 9, and the position of the two ends.
Since it has the effect of changing the swing angle of the vehicle body side upper arm 7 by a desired amount with respect to the swing angle of the lower arm 4, if the tip of the stabilizer 50 is attached near the tip of the vehicle body side upper arm 7, the tip of the lower arm 4 can be changed by a desired amount. It is possible to give the suspension the same restoring force as when it is installed nearby.

Therefore, when designing a suspension, even if the mounting position of the stabilizer 50 or its handling is severely restricted, the length of the lower arm 4, the length of the upper arm 7 on the vehicle body side, the lower end of the rigid body 9, and one end of the rigid body 9 must be fixed. By appropriately selecting the position of the suspension, etc., it is possible to obtain a suspension that can achieve the desired restoring force.

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, the arms constituting the lower arm 4 and the upper arm 3 are not limited to A-type arms (it is also possible to use I-type arms. When an I-type arm is used as the lower arm 4, the lower arm Preferably, a tension rod is provided between 4 and the vehicle body.

In addition, the stabilizer mounting (-J part 52 can be located on the outside of the vehicle body with respect to the swing shaft 8 (specifically, this can be achieved by forming a protrusion at the tip of the upper arm 7 on the vehicle body side). When configured in this way, there is an advantage that the restoring force of the stabilizer is greater than that of the above-mentioned embodiment.

Furthermore, if the value of II/L shown in FIG. 2 is relatively large, the stabilizer 50 may be attached directly to the rigid body 9 (=j
It is also possible to

1 (Effects of the Invention) As described above, according to the present invention, even when the suspension setting is 1 and the position of the stabilizer is severely restricted, the lower arm can be easily fixed. By appropriately selecting the length, the length of the upper arm on the vehicle body side, the positions of the lower end and north end of the rigid body, etc., it is possible to provide a desired restoring force and also obtain a compact suspension.

[Brief explanation of drawings]

FIG. 1 is a perspective view showing an embodiment of the first invention, FIG. 2 is a conceptual diagram explaining the operation of the embodiment, and FIG. 3 is a perspective view showing an embodiment of the first invention.
FIG. 4 is a conceptual diagram illustrating the operation of this embodiment, and FIG. 5 is a conceptual diagram illustrating a conventional suspension. 1...wheel, 2...knuckle, 3
...Upper arm, 4...Lower arm, 5.
... Vehicle body (frame), 6... Knuckle side upper arm, 2 7... Vehicle body side upper arm, 9... Rigid body, 50... Stabilizer.

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); This is a wishbone type independent suspension in which the base end of the control arm is pivotally connected to the vehicle body side (5), and the upper arm (3) is connected to the knuckle side upper arm (6) and the vehicle body side upper arm (3). 7), and these upper arms (6, 7) are connected so as to be swingable in the vertical movement direction of the wheel (1), and the upper arm (7) on the vehicle body side and the lower arm (4) ) connected by a rigid body (9) that is swingable at both ends, the independent suspension is characterized in that the tip of the stabilizer (50) is attached to the upper arm (7) on the vehicle body side. formula suspension. 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 The wishbone type independent suspension is pivotally connected to the vehicle body side (5), and the upper arm (3) is divided into a knuckle side upper arm (6) and a vehicle body side upper arm (7). , one end of the rigid body (9) is attached 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 wheel (
1) is swingably connected to the lower arm (4) so as to be swingable in the vertical movement direction, and further, one end of the knuckle side upper arm (6) is swingably connected to the rigid body (9). An independent suspension, characterized in that a tip of a stabilizer (50) is attached to the upper arm (7) on the vehicle body side.