JPH06127232A - Car suspension equipment - Google Patents

Abstract

(57) [Abstract] [Purpose] To reduce the overall height of a vehicle suspension device, simplify the input transmission system for a rotary roll damper, improve layout, and reduce weight. [Structure] Between the left and right rear wheels 2, in the center portion in the vehicle width direction,
A rotary type roll damper 50 is provided, and a pair of left and right oil dampers 40 are horizontally arranged in the vehicle width direction in the vicinity of the front side thereof.
Are connected to the damper main bodies 41 of the left and right oil dampers 40, respectively, and the operating rods 42 of the left and right oil dampers 40 are connected to the roll damper support member 6, respectively.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a suspension device for an automobile, and more particularly, to a rotary type roll damper and left and right
The present invention relates to one provided with a pair of horizontal shock absorbers facing the vehicle width direction.

[0002]

2. Description of the Related Art Conventionally, a strut type suspension, a double wishbon type suspension, a multi-link type suspension, etc.
Although various things have been put into practical use, these conventional suspension devices require a large installation space as a whole, so that the luggage compartment space (including the vehicle compartment) becomes narrow.
Therefore, in Japanese Patent Laid-Open No. 64-41408, a pair of left and right shock absorbers are arranged in the vehicle width direction, and an input rod of the shock absorber is provided via a triangular control link located in the vertical plane. A suspension device for an automobile is described in which a top portion of one of the triangular control links is pivotally supported on a vehicle body by being connected to a wheel support. On the other hand, although a suspension device having a rotary type roll damper for suppressing the roll of the vehicle body is also known, it has hardly been put into practical use.

[0003]

When the rotary type roll damper is provided, the roll damper is arranged in the vehicle width direction central portion between the left and right wheels, and the left and right wheels are connected via a pair of left and right long control links. Although it will be connected to the wheel support of each wheel, it is difficult to secure the installation space for the pair of left and right control links, the weight of both control links is large, and the connecting portion for connecting the control links is a wheel. Since it has to be provided on the support, there are problems that the structure of the wheel support is complicated and the weight is increased.

In the suspension device described in the above publication, since the left and right shock absorbers are arranged in the vehicle width direction and in an inclined shape, there is a problem that the overall height of the suspension device in the vehicle width center side portion becomes large. An object of the present invention is to reduce the overall height of a vehicle suspension device,
The input transmission system for the rotary roll damper is simplified,
It is to improve layout and reduce weight.

[0005]

According to a first aspect of the present invention, there is provided a vehicle suspension system, wherein a rotary roll damper disposed in a vehicle width direction central portion between left and right wheels and a left and right wheel roll damper. A pair of left and right shock absorbers arranged horizontally between the wheels in the vehicle width direction is provided, and inputs from the left and right wheels to the roll damper are transmitted to the roll damper via the left and right shock absorbers. It is configured as follows. According to a second aspect of the present invention, in the vehicle suspension device according to the first aspect, one end of each of the pair of left and right shock absorbers is connected to a roll damper support member that supports the roll damper.

[0006]

In the vehicle suspension device according to the first aspect of the present invention, the roll of the vehicle body is suppressed by the rotary type roll damper, and the bumps and rebounds of the left and right wheels are suppressed by the pair of left and right shock absorbers. The inputs from the left and right wheels to the roll damper are transmitted via the left and right shock absorbers, respectively. Here, since the input from the left and right wheels to the roll damper is transmitted to the roll damper via the pair of left and right shock absorbers, the input transmission system for transmitting the input from the left and right wheels to the roll damper is used. By effectively utilizing a pair of left and right shock absorbers, the configuration of the input transmission system and the wheel support can be simplified and reduced in weight, and the layout of the suspension device can be improved. In addition to this, since the pair of left and right shock absorbers are horizontally arranged in the vehicle width direction, it is possible to reduce the overall height of the suspension device, lower the floor, and expand the luggage compartment space.

In the vehicle suspension device according to the second aspect of the present invention, since one end of each of the pair of left and right shock absorbers is connected to the roll damper supporting member that supports the roll damper, the pair of left and right shock absorbers is mounted on the vehicle body. The side end can be supported by effectively utilizing the roll damper support member. This allows
The structure for supporting the left and right shock absorbers can be simplified.

[0008]

Embodiments of the present invention will be described below with reference to the drawings. The present embodiment relates to a rear wheel suspension device for a four-wheel drive type vehicle equipped with a rear wheel steering device. Although not shown as a vehicle, it is an ordinary passenger car, van type car, wagon type car or the like. Is applicable. In the following description, front, rear, left and right of the vehicle will be defined as front, rear, left and right. As shown in FIGS. 1 to 3, a pair of left and right rear wheels 2 is arranged outside a pair of left and right side frames 1 forming a part of a vehicle body, and a suspension cross member 4 extending in the vehicle width direction is provided. A plurality of cross members extending in the vehicle width direction, front and rear wall members, a pair of left and right bending members 5 whose left and right ends are respectively connected to the lower surfaces of the left and right side frames 1, and a central portion in the vehicle width direction. The roll damper support member 6 provided,
A pair of left and right bending members 5 of the suspension cross member 4 are connected to the left and right side frames 1, respectively.

The drive system for driving the left and right rear wheels 2 will be described. Inside the suspension cross member 4,
A pair of left and right hydraulic motors 10 (which may be electric motors) are arranged horizontally, and the axle members 11 connected to the output shafts of these hydraulic motors 10 via constant velocity joints respectively form the left and right rear wheels 2. Is connected to the spindle shaft 9 of the wheel support 3 via constant velocity joints, and the left and right rear wheels 2 are rotationally driven by the left and right hydraulic motors 10, respectively. The wheel supports 3 of the left and right rear wheels 2 are respectively supported by the suspension cross members 4 via a mechanism (not shown) so that the left and right rear wheels 2 can rotate about the kingpin axis KP. There is.

Next, the rear wheel steering system will be described.
A hydraulic actuator 20 of the rear wheel steering device is disposed on the rear side of the suspension cross member 4 symmetrically in the vehicle width direction and supported by the suspension cross member 4. A hydraulic pressure supply control device for steering the rear wheels (not shown) is configured to be able to supply hydraulic pressure to the hydraulic actuator 20, and tie rods 22 are connected to the left and right output rods 21 of the hydraulic actuator 20 via ball joints, respectively. The outer ends of 22 are respectively connected to the left and right wheel supports 3 via ball joints. The hydraulic actuator 20 is associated with the steering angle of the steering wheel in the same manner as a general vehicle speed-sensitive rear wheel steering device,
The control device drives and controls the rear wheel steering hydraulic supply control device, and a pair of left and right output rods 21 of the hydraulic actuator 20 are synchronously driven to the left or right to steer the left and right rear wheels 2. To be done. As shown in FIG. 2, the hydraulic actuator 20 is provided at a position corresponding to the rear part of the rear wheel 2, and is located a predetermined distance behind the kingpin axis KP.

Next, the rear wheel suspension device will be described. As shown in FIGS. 1 to 3, this suspension device includes a leaf spring 30 as a suspension spring, a pair of left and right oil dampers 40 (corresponding to a shock absorber), and a rotary roll damper 50 also serving as a stabilizer. This is a multi-link type suspension device including a pair of left and right upper lateral links 65, lower lateral links 66, upper trailing links 67, and lower trailing links 68, respectively.

The leaf spring 30 is a leaf spring made of fiber reinforced synthetic resin or metal, and the leaf spring 30 is a suspension cross member 4.
The leaf spring 30 is provided in a rear portion of the inside, that is, in the vicinity of the front side of the hydraulic actuator 20 in the vehicle width direction and in a gently curved shape that is the lowest in the vehicle width central portion. The leaf spring 30 is suspended by a pair of left and right holding members 31. It is supported by the cross member 4, and the rear portion of the vehicle body of the automobile is elastically supported by the leaf spring 30 via the suspension cross member 4. The leaf springs 30 are formed with hinge portions 32 in the front-rear direction, respectively, at both ends thereof. The left and right hinge portions 32 are formed by a pair of left and right control links 33 having a "C" shape in a front view. The wheel support 3 is rotatably connected to the arm portions 34 of the wheel support 3 via pivotal support pins oriented in the front-rear direction.

The pair of left and right oil dampers 40 are disposed on the front side of the left and right hydraulic motors 10 in the damper body 41.
On the outside and the operating rod 42 on the inside, and are horizontally and symmetrically arranged in the vehicle width direction.
0, the inner end of the operating rod 42 is connected to the roll damper support member 6 of the suspension cross member 4 via a pin member oriented in the front-rear direction, and the outer end of the damper body 41 of each oil damper 40 is L-shaped. It is connected to the corresponding wheel support 3 via the control link 43. L
The control link 43 is in the shape of a right triangle, and its corner is pivotally attached to the bracket 45 of the suspension cross member 4 via a pin member 44 oriented in the front-rear direction.
The control link 43 is swingable in the vertical plane, and the left and right oil dampers 40 are configured to suppress bumps and rebounds of the left and right rear wheels 2, respectively.

With respect to the stabilizer / roll damper 50, the roll damper 50 is disposed in the roll damper support member 6 at the vehicle width center of the suspension cross member 4 in the front-rear direction, and the roll damper support member 6 is provided at both front and rear ends. It is rotatably attached to. As shown in FIG. 4, the torsion rod 52 is provided at the center of the case 51.
A torsion sleeve 53, which is fitted on the torsion rod 52 so as to be rotatable relative to the torsion sleeve 52, is inserted therethrough. A damper sleeve 55 is fitted onto the torsion sleeve 53 so as to be relatively rotatable, and is inserted into the case 51. Further, the short connecting sleeve 56 fitted on the damper sleeve 55 on the front end side so as to be rotatable relative to the damper sleeve 55 is
It is fixed to the front end portion of 1.

In the case 51, a plurality of inner disks 57 and a plurality of outer disks 58 are alternately and closely arranged, the inner disks 57 are fixed to the damper sleeve 55, and the outer disks 58 are It is fixed to the case 51. A highly viscous oil is filled in the case 51, and the relative rotation of the inner disk 57 and the outer disk 58 is suppressed by the viscosity of the oil. The rear end of the torsion rod 52 and the rear end of the torsion sleeve 53 are
The torsion rod 52 and the torsion sleeve 53 are welded to the connecting plate 54 to form a torsion bar of a stabilizer.

The damper sleeve 55 extends outside the front end of the connecting sleeve 56, the torsion sleeve 53 extends outside the front end of the damper sleeve 55, and the torsion rod 52 extends outside the front end of the torsion sleeve 53. A first lever 59 fixed to the front end of the torsion rod 52.
And the tip of the second lever 60 fixed to the front end of the connecting sleeve 56 via the connecting rod 63.
It is connected to the damper body 41 of the left oil damper 40. Further, the tip end of the third lever 61 fixed to the front end of the torsion sleeve 53 and the tip end of the fourth lever 62 fixed to the front end of the damper sleeve 55 are connected to the right side via the connecting rod 64. It is connected to the damper body 41 of the oil damper 40.

In the stabilizer / roll damper 50, since the relative rotation of the inner disk 57 and the outer disk 58 is damped by the viscosity of the oil, the roll of the vehicle body (correctly, the change of the roll angle) is suppressed. It
Moreover, the torsion rod 52 and the torsion sleeve 5
Since 3 functions as a torsion bar of the stabilizer, the roll of the vehicle body is always suppressed. A plurality of fin-shaped members having a large number of orifices oriented in the circumferential direction and orthogonal to the circumferential direction may be joined or integrally formed with each of the inner discs 57 and the outer discs 58.

Since the upper lateral link 65, the lower lateral link 66, the upper trailing link 67, and the lower trailing link 68 have a general structure, they will be briefly described. The inner ends of the upper lateral link 65 and the lower lateral link 66 are connected to the suspension cross member 4 via pivotal support portions 65a and 66a including a rubber bush and a pivot shaft, and the upper lateral link 65 and the lower lateral link 66 are connected. Each outer end portion of is connected to the wheel support 3 via a ball joint. The front end portions of the upper trailing link 67 and the lower trailing link 68 are connected to the side frame 1 via pivotal support portions 67a and 68a including a rubber bush and a pivot shaft, and the upper trailing link 67 and the lower trailing link are connected. Each rear end of the link 68 is connected to the wheel support 3 via a ball joint.

Next, the operation of the above rear wheel suspension device will be described. In this suspension device, the rear wheel 2 is provided by the cushioning action of the leaf spring 30.
The bumps and rebound shocks are buffered, and the left and right oil dampers 40 suppress the bumps and rebounds of the rear wheel 2 (correctly, changes in the vertical displacement of the rear wheel). Further, due to the stabilizer action of the torsion rod 52 and the torsion sleeve 53 of the stabilizer / roll damper 50, the roll of the vehicle body is suppressed, and the inner disk 5 of the stabilizer / roll damper 50 is suppressed.
The rolling of the vehicle body is suppressed by the viscosity of the outer disk 58, the outer disk 58 and the oil. In this suspension device, the leaf spring 30 and the pair of left and right oil dampers 40 are arranged in the vehicle width direction, and the pair of left and right oil dampers 40 are arranged horizontally. The cargo space (including the passenger compartment) can be expanded.

Here, the connecting rod 6 of the roll damper 50
3, 64 to the damper body 41 of the left and right oil dampers 40
Since the input transmitted from the wheel support 3 of the rear wheel 2 to the roll damper 50 is transmitted to the roll damper 50 via the damper main body 41 of the left and right oil dampers 40, the connecting rod 63, The 64 and the left and right wheel supports 3 can be configured in a small, simple, and lightweight structure to improve the layout. Moreover, the operating rods 42 of the left and right oil dampers 40 are connected to the roll damper support member 6
Since they are connected to each other, it is not necessary to specially provide a member for connecting the left and right actuating rods 42, and the number of members can be reduced, and the size and weight can be reduced.

Hydraulic actuator 2 of the rear wheel steering system
0 and its tie rod 22 are provided at positions corresponding to the rear part of the rear wheel 2, and the leaf spring 30 is provided near the front side of the hydraulic actuator 20 and closer to the kingpin axis KP than the actuator 20. As shown in FIG. 5, the distance A between the kingpin axis KP and the leaf spring 30 becomes smaller. As a result, when the rear wheels 2 are steered by the rear wheel steering, the leaf springs 3
The movement amount B of the hinge portion 23 of 0 becomes small. If the distance A is large and the movement amount B is large, the amount of elastic deformation of the leaf spring 30 accompanying the steering of the rear wheels is large, so that the rear wheels are steered against the elastic force. The load on the hydraulic actuator 20 of the wheel steering device increases, and the hydraulic actuator 20 becomes large. However, in the device of the present embodiment, the distance A is reduced and the movement amount B is reduced. Therefore, the increase of the load of the hydraulic actuator 20 by the leaf spring 30 is minimized, and the hydraulic actuator 20 is upsized. It has been prevented.

Further, regarding the oil damper 40,
While avoiding interference with the hydraulic motor 10, the oil damper 40
Is arranged as close to the kingpin axis KP as possible, and as shown in FIG. 5, the distance C between the kingpin axis KP and the oil damper 40 is set as small as possible. If the distance C is large, as in the case of the leaf spring 30, the movement amount D of the operating rod 42 of the oil damper 40 during steering of the rear wheels becomes large, and as a result, the damping force of the oil damper 40 is resisted. Then, the rear wheels are steered, the load on the hydraulic actuator 20 increases, and the hydraulic actuator 20 becomes large. However, in the apparatus of the present embodiment, the distance C is made small and the movement amount D is made as small as possible. Therefore, the increase of the load on the hydraulic actuator 20 by the oil damper 40 is minimized and the hydraulic actuator 20 is made large. Is prevented.

Further, a pair of left and right control links 33 that connect the left and right hinge portions 23 of the leaf spring 30 to the left and right wheel supports 3 are arranged in a "H" shape in a front view. As shown, when the rear wheel 2, which is the turning outer wheel, bumps, the control link 3
Since 3 tilts in the direction of arrow E, the leaf spring 30 is less likely to be elastically deformed due to rear wheel steering, and the control link 33 operates toward the elastic deformation suppressing side of the leaf spring 30, so that the load on the hydraulic actuator 20 is reduced. It can be surely suppressed from increasing.

The position where the stabilizer / roller damper 50 is arranged is changed so that the left and right hydraulic motors 10 are replaced by a general rear wheel drive device including a differential device and a left and right drive axle. It may be configured to drive the rear wheels 2 or may be applied to a rear wheel suspension device for a front wheel drive type automobile.

[Brief description of drawings]

FIG. 1 is a plan view of a suspension device according to an embodiment.

FIG. 2 is a front view of the suspension device.

FIG. 3 is a schematic vertical sectional side view of the suspension device.

FIG. 4 is a cross-sectional plan view of a stabilizer / roll damper of the suspension device.

FIG. 5 is a schematic plan view for explaining the operation of the suspension device.

FIG. 6 is a schematic front view for explaining the operation of the suspension device.

[Explanation of symbols]

 6 Roll Damper Support Member 40 Oil Damper 41 Damper Body 50 Rotary Roll Damper 63, 64 Connecting Rod

Claims (2)

[Claims] 1. In a suspension device for an automobile, a rotary type roll damper disposed in a vehicle width direction central portion between left and right wheels, and horizontally disposed in the vehicle width direction between the left and right wheels. A suspension device for an automobile, comprising: a pair of left and right shock absorbers, wherein an input from the left and right wheels to the roll damper is transmitted to the roll damper via the left and right shock absorbers. 2. One end of each of the pair of left and right shock absorbers,
The suspension device for a vehicle according to claim 1, wherein the suspension device is connected to a roll damper support member that supports the roll damper.