JPS6064007A - Rear suspension of car - Google Patents

Abstract

PURPOSE:To improve the travelling stability of a car by arranging three lateral links between a rear wheel support and a car body at certain intervals and by connecting them with the use of rubber bushes so that the center position of a traverse force to the rear wheel will be rearward from the transverse force input point. CONSTITUTION:The 1st lateral link 4 is fixed in the rear upper place of rear wheel support 2, the 2nd lateral link 5 in the rear lower place, and the 3rd lateral link 6 in the front lower place, and their inner ends are each connected to the car body by use of rubber bushes 13-18. And they are arranged so that an elastic center G under the transverse force to a rear wheel 1, which is determined through the rubber bushes 13-18, will be rearward from the input point of the transverse force F to the rear wheel 1. Thus the three lateral links 4-6 effectively work for the prevention of the camber changes to ground, and the front side lateral link 6 controls the toe changes toward the outside at the time of bumping; and the travelling stability can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a two-wheel suspension that rotatably supports the rear wheel of an automobile and alleviates vibrations and shocks transmitted from the rear wheel.

(Prior art) There are several types of automobile suspensions.
Seven of these include trailing arm suspension. Trailing arm type →)-suspension is
It has the advantages of easy tread and camber change, easy groove construction, does not take up much space, and less shock when overcoming obstacles, and is mainly used for lianas hengeons.

As for the front suspension, there is a large change in the Toyota star, nose dive during braking, and
There are very few cases where a trailing arm type suspension is used.

Since the trailing arm suza suspension is designed to be supported, it is necessary to increase the lateral rigidity of the trailing arm, and for this reason, it is necessary to increase the arm span and strengthen the arm. It is unavoidable that the arm itself becomes heavy. If the weight of the arm increases, the weight of the vehicle increases, which leads to problems such as deterioration of fuel efficiency and increase in manufacturing costs.

In order to improve such problems, for example,
As disclosed in No. 2.2θj, a suspension structure in which a lightweight swing arm placed in the front-rear direction of the vehicle is supported by two lateral links to reduce weight and increase lateral rigidity. is proposed.

Such a suspension has the advantage that the camber angle can be easily adjusted by adjusting the positions of the inner ends of the upper and lower lateral links attached to the vehicle body. However, when the wheel moves up and down relative to the car body, that is, during bumps and rebounds,
The center of the wheel is supported by the upper and lower lateral links and traces a nearly circular trajectory. For this reason, the center of the wheel moves up and down relative to the car body, and inside the car body (
In the vehicle width direction, the direction in which the lateral link is provided to the wheel, zl - i.e. the left side for the right wheel,
For the left wheel, the right side is called the inside of the vehicle body. ).

When the center of the wheel moves inward to the vehicle body, the other end of the swing arm on which the wheel is supported rotates inward to the vehicle body, and accordingly, the wheel faces in the toe-out direction.

In this way, the above-mentioned suspension using seven swing arms and two lateral links has the advantage of increasing lateral rigidity, making it possible to make it a lighter 4-il vehicle, and making camber control easier. However, there is a problem in that the toe change of the tire during bumps and rebounds cannot be controlled, and the wheel changes to the toe-out side during bumps and rebounds while driving, making the vehicle running unstable.

(Objective of the Invention) The present invention is to prevent the outer rear wheel from toe changing toward the toe-out side when bumping by adding three lateral links to the swing arm that extends in the front-rear direction and supports the rear wheel support. is the basic purpose.

A further important object of the present invention is to actively change the toe of the outer rear wheel toward the toe-in side when bumping by utilizing the lateral force applied to the rear wheel.

(Structure of the Invention) The rear suspension of an automobile according to the present invention includes a rear wheel support that supports a rear wheel, a swing arm arranged in the longitudinal direction of the vehicle body, and three lateral links arranged in the lateral direction of the vehicle body. It is equipped with The swing arm is attached to the vehicle body at one point at its base end so as to be able to swing up and down, supports the rear wheel support 1 at its tip end, and receives the rotational force of the rear wheel as well as the front and rear forces. The three lateral links are connected at their outer ends to three mutually spaced points on the rear wheel support, and at their inner ends to three mutually spaced points on the vehicle body. At least one of the connecting portions is comprised of a rubber bush.

The center of elasticity of the lateral force on the rear wheel, which is determined by the rubber bushings of these three lateral links, is set at a position rearward of the lateral force input point to the rear wheel. The wheel moves in the toe-in direction 1.
- Try to change □.

Figures 1 to 3 each show the overall configuration of an automobile rear suspension. Reference numeral 1 denotes a rear wheel, which is supported by rear wheel supports 1 and 2, a rotating swing arm 3, and Miki's lateral links 4, 5, and 6 to a side frame 7 and a cross member 8 of the vehicle body.

Furthermore, a strut 1o is interposed between the rear wheel support 2 and the suspension tower 9.

The swing arm 6 is a thin plate that is long in the front and rear direction with the plate surface in the vertical direction. ) supports the rear wheel support 2. The connecting portion on the base end side of the swing arm 6 is constituted by a rubber bush 11 whose axial direction is substantially transverse to the vehicle body. The shaft portion of this rubber bush 11 is supported by a bracket 12 fixed to the lower surface of the side frame 7.

On the other hand, the three lateral links are composed of a first lateral link 4, a second lateral link 5, arranged above and below, and a third lateral link 6, arranged on the front side. ing. The first lateral ring rubber bushes 13 and 14 provided on the upper side are connected to each other so as to be able to swing vertically. The second lateral link 5 provided on the lower side has an outer end connected to a rear lower position of the wheel support 2 and an inner end connected to a lower position of the cross member 8 by rubber bushes 15 and 16, respectively, so as to be able to swing up and down. . Further, the third lateral link 6 provided on the front side is shorter than the first and second lateral links 4 and 5, has an outer end located below 1) IJ of the rear wheel support 2, and an inner end below the cross member 8. It is connected to bladders 1 and 19 of the side frame 7 extending forward by rubber bushes 17 and 18, respectively.

In other words, the three lateral links 4 to 6 have their outer ends connected to three points on the wheel support 2 that are the vertices of a triangle that are spaced apart from each other, and their inner ends that are connected to three points on the vehicle body that are the vertices of a triangle that are spaced apart from each other. This means that it has been done.

As shown in FIG. ) is the lateral force I7 on rear wheel 1
(In the drawing, it is assumed that the lateral force is applied to the center of the wheel 1 by one person.)

The above elastic center G is determined by the positional relationship with respect to the three lateral links 4 to rear wheels 1 and the respective bushes 16 to 1.
By appropriately windowing the elastic constant of No. 8 in the lateral direction of the vehicle body, it is possible to position it behind the input point of the lateral force F.

Here, the position of the center of elasticity G will be discussed based on FIG. As an example of this figure 7 (three lateral links 4
The connecting portions 20 to 224 on the inner end side of 6 are made rigid (for example, using a ball joint). ), and the connection part on the outer end side is a double-column tether 13.15.17
is used, and each lateral one nonk is assumed to be rigid. Therefore, the lateral elastic constant of each comb push is set to 1. 2. 3, reference line 2 (1 than rear wheel 1)
) Located in the u direction. ) force) and the distance X1lx21x5, then the position of the elastic center G, that is, the distance from the reference line 2, or the distance from the reference line 2, is calculated by the following formula.

If the input point of the lateral force F is at the 4'' center position of the wheel 1 (distance X from the reference line 2), then 1tIf, x
) By setting 1 to 3 and x1 to x5 above so that Xo, the elastic center G can be located at the rear of the vehicle body relative to the lateral force input point.

Next, to explain the operation of the rear suspension, first, when a braking force is applied to the rear wheel 1 while the car is running, the rotational force from the rear wheel 1 to the front and rear and to the rear wheel supports 1 and 2 is generated. Swing arm O is in charge. Further, geometrical interference between the swing arm 6 and the lateral links 4 to 6 due to the vertical movement of the rear wheel 1 is absorbed by the deformation of the thin plate-like swing arm and the deformation of each rubber bush.

As for the camber change and toe change of the rear wheel 1 when the rear wheel 1 humps or rear bounds, the camber change is caused by the first lateral link 4 and the second or third lateral link 5 arranged above and below. 6 exhibits a parallel link-like function to prevent a large change in ground camber, and the lengths of each lateral link 4 to B can be appropriately set to perform desired 1.tonbage control.

On the other hand, regarding toe change, in this embodiment, the front third lateral link 6 prevents the rear wheel 1 from changing to the 1-out side when bumping.

Then, since the rear wheel 1 is at a position X rearward than the diagram WEj (plan view), a moment of M= F (X-Xo) acts on the rear wheel 1 due to this lateral force F. Due to this moment M, the rear wheel 1
The toe-in changes.

In addition, Miki's lateral links 4 to 6 only need to have at least one connecting portion between the inner and outer ends formed of a rubber bush.

Further, in the above embodiment, the strut 10 is attached directly to the rear wheel support 2, but it may be attached to either the swing arm 6 or the lateral links 4 to 6.

The rear wheel 1 can also be used as a driving wheel by having a drive shaft passing through the rear wheel support 2.

In the above embodiment, the swing arm 6 acts as a trailing arm, but the base end of the swing arm is connected to the vehicle body at a position behind the rear wheel, and the positional relationship of each lateral link after 11 is reversed. It can also be used as a leading arm.

(Effects of the Invention) According to the present invention, 1) one rear swing arm and three lateral links are provided, and this Miki Latera JL/I
Since the center of elasticity of the J-sink rubber bushing is located behind the lateral force input point to the rear wheel, camber control is facilitated, and the toe-in of the outer wheel at turning 11'I can be actively changed by lateral force. This makes it possible to improve the stability of cornering and the yawing phase delay with respect to steering.

[Brief explanation of drawings]

The drawings illustrate embodiments of the present invention; FIG. 1 is a plan view of a rear suspension of an automobile with struts omitted;
FIG. 3 is a rear view of the same, FIG. 3 is a side view of the same, FIG. 7 is a plan view for explaining the center of elasticity, and FIG. 5 is a plan view showing the state of toe-in change. 1...Rear wheel, 2...Rear wheel support.

Claims (1)

[Claims] (1) A rear wheel support that supports the rear wheel, and a rear wheel support that is swingably attached to the vehicle body at one point at the base end and is attached at the tip to receive rotational force from the rear wheel and front and rear. The swing arm is disposed in the longitudinal direction of the car body supporting the swing arm, each outer end is connected to three mutually spaced points on the wheel support, and each inner end is connected to three mutually spaced points on the car body. Miki's lateral links are arranged laterally, and at least one of the connecting parts at both the inner and outer ends of each lateral link is configured with a rubber bushing, and the lateral force on the rear wheel is determined by the rubber bushings of these three lateral links. An automobile suspension suspension characterized in that the center of elasticity is set at a position rearward of the lateral force input point to the rear wheel.