JPH0460841B2 - - Google Patents

Description

[Detailed description of the invention] (Industrial application field) The present invention relates to automobile suspension.

(Prior Art) Strut type and double switch bone type suspensions are widely used in automobiles. In the case of the above-mentioned strut type, the camber change can be set relatively small and the lateral force during normal straight running can be reduced to improve running stability. Even when this occurs, the camber change is small, so it cannot be expected to increase the grip force of the wheels on the road surface, and there is a limit to the improvement in running stability.

On the other hand, with the double-wissbone type, it is possible to make a relatively large camber change, but in that case, there is a problem in that running stability tends to be impaired when running straight ahead.

In the past, attempts have been made to combine a double wishbone type and a strut type to construct a suspension that combines the advantages of both types, as disclosed in, for example, Japanese Patent Application Laid-Open No. 56-82613. As mentioned above, it has been difficult to fully satisfy both the stability during normal straight running and the running stability when a large dynamic load is applied.

(Object of the Invention) The present invention provides a suspension that combines the advantages of both the strut type and the double wishbone type, and is particularly suitable for normal straight-ahead driving when the dynamic load is relatively small. The strut type features a small camber change, while the double-witness bone type features a large camber change when relatively large dynamic loads are applied, such as during bumps, rolls, and braking. The aim is to improve the running stability of the automobile by making the vehicle more effective.

(Structure of the Invention) In the automobile suspension according to the present invention, a knuckle arm that rotatably supports a tire is rigidly connected to a shock absorber. The lower end of the shock absorber is supported by a lower arm attached to the vehicle body so as to be able to swing up and down, and the upper end of the shock absorber is supported by an upper arm that is attached to the vehicle body so that it can be pivoted up and down. Then, this upper arm is sandwiched between elastic members fixed to the vehicle body from the upper and lower sides, and under normal driving conditions, the load from the road surface is absorbed by the shock absorber, and the strut type function has a relatively small camber change. When a large dynamic load is applied, the above-mentioned elastic member deforms and the atsupah arm swings, thereby achieving a double wishbone type function with a relatively large camber change. .

(Example) In FIG. 1, 1 is a wheel of an automobile, 2 is a knuckle arm that rotatably supports this wheel 1,
This knuckle arm 2 is rigidly connected to the lower end of the cylinder 4 of the shock absorber 3. The shock absorber 3 has its lower end supported by the tip of the lower arm 6 via a ball joint 7, and its upper end, that is, the upper end of the piston rod 5 protruding from the cylinder 4, is attached to the center of the hot palm 8 with a rubber 9. is supported through.

The lower arm 6 has a base end pivotally supported by a cross member 10 of the suspension so that it can freely swing up and down with respect to the vehicle body. Support member 12 joined to the upper surface of the center part of the lower arm 6 and the tire house 11
A coil spring 13 is interposed between the two. A bump stopper 15 projects downward from a mounting plate 14 at the upper end of the coil spring 13. The support member 12 and the tire house 11 form a closed cross section.

On the other hand, the upper arm 8 is shorter than the lower arm 6, and as shown in FIG. 2, its base end is pivotally supported by a bracket 16 fixed to the support member 12, so that it can freely swing up and down with respect to the vehicle body. There is. The lower end of the chevron-shaped upper elastic member 17 fixed to the tire house 11 is in contact with the upper surface of the tip of the Atsua palm 8, and the lower surface of the proximal end of the Atsua arm 8 is in contact with the lower end of the chevron-shaped upper elastic member 17 fixed to the tire house 11.
A chevron-shaped lower elastic member 18 fixed to the support member 12
The upper ends of the two elastic members 17 and 18 are in contact with each other, and the upper arm 8 is held between the elastic members 17 and 18.

Now, to explain the shock absorber 3, the inside of the cylinder 4 is partitioned into an upper chamber and a lower chamber by a piston, and the piston is provided with an orifice. The shock absorber 3 expands and contracts as fluid (oil) enters and exits through the orifice between the upper and lower chambers to damp the load (vibration), but there is a limit to the amount of fluid that can pass through the orifice. , when a large load is applied, it cannot expand and contract smoothly and shows resistance to the load.

The elastic coefficients of the elastic members 17 and 18 are set so that when a large load exceeding the damping capacity of the shock absorber 3 is applied, the elastic members 17 and 18 deform and swing the upper arm 8. In addition,
In Fig. 1, 19 is a side frame of the vehicle body, 20 is a tension rod;
One end is attached to the lower arm 6, and the other end is attached to the vehicle body.

In the above suspension, when the load applied to the suspension from the road surface is relatively small, such as during normal straight-ahead driving, the lower arm 6 swings up and down as the wheel 1 moves up and down, but the upper arm 8 moves against the shock absorber 3. As a result, vertical vibrations are absorbed, so there is no rocking. That is, the upper branch of the shock absorber 3 is not displaced, the suspension exhibits a strut-type function, and the camber change of the wheel 1 is small. Therefore, lateral force (canvas thrust) due to camber change does not occur much, so
Good running stability.

On the other hand, when a large load that exceeds the damping capacity of the shock absorber 3 is applied to the suspension, such as when a bump or rolling phenomenon occurs during cornering, or when sudden braking is applied,
The elastic members 17 and 18 are deformed, and the upper arm 8 swings up and down together with the lower arm 6. That is, the suspension exhibits a double wishbone type function, and the camber change of the wheel 1 becomes large, and the wheel 1 opens slightly downward, increasing the grip force on the road surface and improving running stability. The bump stopper 15 comes into contact with the lower arm 6 when the wheel 1 bumps significantly due to an excessive load, and prevents interference between the wheel 1 and the tire house 11 and damage to other components of the suspension.

(Effects of the Invention) As described above, the present invention combines a strut type and a double wishbone type, so that when a relatively small load is applied, such as during normal straight-line driving, the camber change is reduced and the lateral By preventing the generation of force and increasing the grip force on the road surface by increasing the camber change when a large dynamic load is applied, it is possible to improve the running stability of the vehicle. The suspension height can be lower than that of the previous model.

[Brief explanation of the drawing]

The drawings illustrate embodiments of the present invention, with FIG. 1 being a sectional view showing the suspension of an automobile, and FIG. 2 being a plan view of the upper arm attachment portion. DESCRIPTION OF SYMBOLS 1... Wheel, 2... Knuckle arm, 3... Shock absorber, 6... Lower arm, 8... Upper arm, 10... Cross member, 11... Tire house, 17... Upper elastic member, 18... Upper elastic Element.

Claims (1)

[Claims] 1 A knuckle arm that rotatably supports the tire is rigidly connected to a shock absorber, the lower end of the shock absorber is supported by a lower arm that is attached to the vehicle body so as to be able to swing vertically, and the upper end of the shock absorber is attached to the vehicle body. An automobile suspension characterized in that it is supported by an Atsupah arm that is attached to be able to swing up and down, and that the Atsupah arm is sandwiched from the upper and lower sides by elastic members fixed to the vehicle body.