JPS6071308A - Rear suspension of automobile - Google Patents

Abstract

PURPOSE:To improve steering facility and running stability at the time of turning by equalizing under-steering characteristics of a car in case of left turning to that in case of right turning. CONSTITUTION:Out of respective two sets of front and rear arms 3a and 3b, and 4a and 4b of right and left rear suspensions 8a and 8b, the right and left arms 3a and 3b on the front side are equal in length in the lateral direction of a car body and symmetric, and they are set also as equal in length in the lateral direction of the car body to a right side arm 4b. However, as of arms 4a and 4b on rear side, the length of the left side arm 4a is set as longer than that of the right side arm 4b and they are asymmetric. Therefore, the length in the car body lateral direction of the left side arm 4a is larger than those of the other arms 3a, 3b and 4b and right and left suspension arms 8a and 8b are asymmetric. And the toe-changing volumes of right and left rear wheels 2L and 2R due to the bump at the time of turning are formed as different from each other so as to eliminate the deviation characteristics of a car to the left direction.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a rear suspension for an automobile.

(Prior Art) Conventionally, as a rear suspension for an automobile, for example, as disclosed in Japanese Patent Application Laid-Open No. 54-153422,
A wheel support body rotatably supports each of the left and right rear wheels, and two vertically swingable arms arranged in the lateral direction of the vehicle body and connecting the front and rear portions of the wheel support body to the inside of the vehicle body. It is known to include a connecting member that connects the wheel support connecting portion (a) of the wheel support or arm to the vehicle body and shares the force applied to the rear wheels in the vehicle body longitudinal direction.

Each of the above members is symmetrical in length, arrangement, etc. on the left and right sides of the vehicle body.

By the way, in terms of the steering characteristics of an automobile, in order to improve maneuverability and driving stability, it is preferable that the steering characteristics when turning are the same when turning to the right and when turning to the left. is known.

However, in conventional A3 cars, there is an imbalance in the weight and weight of the vehicle that is applied to the left and right small wheels (front wheels or rear wheels), and the angle between the drive shaft and the center axis of rotation of the wheels is large.
The steering characteristics differ between right-hand turns and left-hand turns due to differences in steering characteristics, so-called deflection characteristics, which cannot sufficiently improve maneuverability and running stability. The current situation was that there was no such thing.

Therefore, one way to solve such problems is to
In the above-mentioned rear suspension, the spring constant of the bushing provided at the connection part of the arm arranged in the lateral direction of the vehicle body is changed on the left and right sides, and the toe change is caused by the lateral force (cornering force) that acts on the rear wheel during cornering. A device has been proposed in which the deflection characteristics in the right or left direction are corrected by adjusting the amount (see Utility Model Application Publication No. 141805/1983). However, in this method, the spring constant of the bushing is changed to Since it is difficult to finely adjust the amount of change, it is considered impractical.

(Object of the Invention) The object of the present invention is to adjust the amount of toe change caused by an external force acting on the left and right rear wheels during cornering, instead of adjusting the spring constant of the bushings on the left and right sides as described above. The deflection characteristics can be easily corrected by adjusting the arms disposed in the lateral direction of the vehicle body asymmetrically on the left and right sides.

(Structure of the Invention) In order to achieve the above object, the structure of the present invention includes a wheel support that rotatably supports each of the left and right rear wheels, and a wheel support that is arranged in the lateral direction of the vehicle body and that supports the front and rear wheels of the wheel support, respectively. Two wooden arms connected to the inside of the vehicle that can swing vertically,
In the automobile A7 suspension, which comprises the wheel support or a connection member that connects the vicinity of the wheel support connection portion of the arm to the vehicle body and shares the force applied to the rear wheels in the vehicle body longitudinal direction, at least one of the two arms By making one arm asymmetrical on the left and right sides, the amount of toe change caused by the external force acting on the left and right rear wheels is different when turning, and depending on the difference in the amount of toe change, it is possible to move to the right or left. This cancels out the deflection characteristics of 1.

(Effects of the Invention) Therefore, according to the present invention, it is possible to correct the deflection characteristics by adjusting the h-change amount of the left and right rear wheels during turning, so that it is possible to cancel the deflection characteristics. By making the steering characteristics the same for both left-turn and left-hand turns, maneuverability and running stability can be greatly improved. Moreover, the amount of toe change can be finely and easily adjusted by making the arms arranged in the lateral direction of the vehicle body asymmetrical between the left and right sides, which is advantageous in terms of practical application.

(Example) Embodiments of the present invention will be described below based on the drawings.

1 and 2 show a rear suspension for an automobile according to a first embodiment of the present invention. The steering characteristics of this car are set to understeering characteristics,
The understeering characteristic is such that the understeering tendency is greater when turning to the left than when turning to the right, that is, the understeering characteristic has a leftward deflection characteristic.

In FIGS. 1 and 2, 1a and 1b are wheel supports that rotatably support left and right rear wheels 2L and 2R, respectively;
3a, 31+ and 4a, 4b are two front and rear rod-shaped arms arranged approximately parallel to one direction of the vehicle body near the left or right rear wheels 2L, 2R, and the front and rear arms 3a, 3b and 4a, 41+, each of which has a base end connected to the vehicle body (rib frame 6) via an elastic bushing 5 having an axis substantially parallel to the longitudinal direction of the vehicle body so as to be swingable in the vertical direction, and a distal end portion connected to the vehicle body. It is rotatably connected to the front and rear portions of the wheel supports 1a and 1b via elastic bushes 7 having axes substantially parallel to the front and rear directions, and the wheel supports 1a and ib are connected to the inside of the vehicle body. Left and right suspension arms 8a and 8b are configured to be connected to be swingable in the vertical direction and to receive and share the force in the lateral direction of the vehicle body applied to the rear wheels 2L and 2R in the length direction thereof.

Further, reference numerals 9a and 9b are tension links as connecting members disposed in the longitudinal direction of the vehicle body, and the front end portions of each tension link 9a and 9b are connected to the vehicle body B, and the rear end portions are connected to the wheel supports 1a and 1b. Elastic bushings 10. each have an axis substantially parallel to the lateral direction of the vehicle at the bottom of the bushings 10. They are rotatably connected via the rear wheels 2+ and 2R, and are provided so as to receive and share the force applied to the rear wheels 2+ and 2R in the longitudinal direction of the vehicle body.

And two arms 3a, front and rear, on each of the left and right sides.

3b, 4a, 4b, the front (7) 7-arms 3a, 3b are symmetrical in length in the vehicle lateral direction on the left and right, and are also equal in length in the vehicle lateral direction of the right arm 4b, which will be described later. However, for the rear arms 4a and 4b, the length of the left arm 4a is the length of the right arm 4b J:
The length of the left arm 4a in the vehicle body lateral direction is also longer than that of the other arm 3.
a, 3. b.

4b, and the left and right suspension arms 8a and 8b are asymmetrical, and the amount of toe change due to bumps on the left and right rear wheels 2L and 2R during cornering cancels the leftward deflection characteristics of automatic IT. They are configured differently. Note that 12 is a strut for cushioning the elevation of the rear wheels 2L and 2R.

Next, the effects of the above-mentioned embodiment will be explained. When a car turns leftward, the centrifugal force causes the car body to tilt to the right, causing the two front and rear arms, which are the constituent members of the right suspension arm 8b, to 3b and 411 respectively rotate upward about their vehicle body side connecting portions (elastic bushings 5) as center points, and the right rear wheel 2R bumps. At this time, since the two front and rear arms 3b and 4b have the same length in the lateral direction of the vehicle body, the connection portion (elastic bushing 7) between each arm 3b and 4b and the wheel support 1b is displaced inward by the same amount. Therefore, the right rear wheel 2R rarely changes toe due to bumps.

On the other hand, when the car turns to the right, the car body leans to the left, contrary to the above case, and the two front and rear arms 3a and 4, which are the components of the left suspension arm 8a,
The left rear wheel 2L bumps while each wheel a rotates upward about its vehicle body side connecting portion as a center point. At this time, the two front and rear arms 3a and 4a are connected to the front arm 3a and the wheel support because the length of the front arm 3a in the lateral direction of the vehicle body is shorter than the length of the rear arm 4b in the lateral direction of the vehicle body. The connection part with the body 1a is displaced more inward than the connection part between the rear arm 4a and the wheel support 1a, and the left rear wheel 2[- changes to 1-1 inward due to the bump. do. Therefore, by changing to the toe-in side, the grip force of the left rear wheel 2L is greater than that of the right side, the cornering power is increased, and the understeer characteristic when turning right is stronger than when turning left.

In this way, the difference in toe change due to the bump between the left and right rear wheels 2L and 2R is set in advance to cancel the leftward deflection tendency of the vehicle itself. The same rules can be used for turning and turning to the right, thereby improving maneuverability and running stability when turning.

Furthermore, the difference between the above changes is that among the two left and right arms 3a, 3b, 4a, and 4b, the length of the left rear arm 4a in the vehicle body lateral direction is the same as that of the other arm 3a.

Since it is determined by how much longer the lengths 3b and 4a are set in the lateral direction of the vehicle body, the adjustment can be made delicately and easily, which is advantageous in practice.

3 to 5 respectively show other embodiments in which the present invention is applied to an automobile A7 suspension having leftward deflection characteristics as in the case of the first embodiment. The present embodiment differs from the first embodiment in that the configuration causes a difference in the amount of toe change due to bumps between the left and right rear wheels during cornering in order to cancel the leftward deflection characteristic.

That is, the second embodiment of the present invention shown in FIG. 3 has two arms 3a, 3b, and 4a on the left and right sides, respectively.

The arms 3a and 3b on the front side behind 4b are made asymmetrical so that the lateral length of the right arm 3b is longer than the left arm 3a, that is, the lateral length of the right front arm 3b is The arms 3a, 4a, and 4b are made longer than the lateral length of the vehicle, and while the amount of toe change due to the bump on the left rear wheel 2L is made zero, the right rear wheel 2R is changed to 1-1 out 1 due to the bump. It is configured to allow

Further, in the third embodiment shown in FIG. 4, the right front arm 3b
For mounting against the horizontal plane of the other arms 3a, 4a,
4b is made larger than the take-up/J angle β, and as in the case of the second embodiment, the toe change suspension due to the bump on the left rear wheel 2L is made zero, and the right rear wheel 2R is moved to the toe-out side due to the bump. It is configured so that it changes. Furthermore, in the fourth embodiment shown in FIG. 5, when the left rear arm 4a is attached to the horizontal plane, the angle α'
.

The mounting GJ angle β' of the 4th wheel was also increased, and the left rear wheel 2L was bumped while the toe change due to the bump on the right rear wheel 2R was made zero, as in the case of the first embodiment. It is configured to change from 1 to -in side by .

It goes without saying that in each of these embodiments, the same effects as in the first embodiment can be achieved.

It should be noted that the present invention is not limited to the above embodiments, but includes various other modifications.

For example, in each of the above-mentioned embodiments, two arms 3a are provided on each of the left and right sides in order to cancel the deflection characteristics of an automobile.

Although the front or rear arms of 3b, 4a, and 4b are made asymmetrical by changing the length and mounting angle on the left and right sides, the present invention
The present invention is not limited to one arm, but two arms may have different lengths or mounting angles and may be asymmetrical. Further, the arm length and the mounting may be made asymmetrical by making the angles different. In short, two arms 3a, 4a or 3b, 4b in the front and rear respectively.
J configuration Sarel The left and right suspension arms 3a and 8b are made asymmetrical, and the left and right rear wheels 2L and 2R are adjusted when turning.
It is only necessary to construct the vehicle so that the deflection characteristics of the vehicle are canceled out by the difference in toe change m caused by the external force acting on the vehicle.

Furthermore, in each of the above embodiments, the present invention was applied to a rear suspension of an automobile having a leftward deflection characteristic, but the rightward deflection characteristic, that is, the rightward turning is better than the leftward turning. Needless to say, the present invention can be similarly applied to the rear suspension of an automobile, which has a characteristic of having a large tendency to understeering.

[Brief explanation of the drawing]

The drawings show embodiments of the present invention, and include FIGS. 1 and 2.
The figures show the first embodiment, FIG. 1 is a plan view, FIG. 2 is a rear view as seen from the rear of the vehicle body, FIG. 3 is a schematic plan view showing the second embodiment, FIG. FIG. 5 is a schematic rear view showing the third and fourth embodiments, respectively. la, 1b...wheel support body, 2L, 2R...rear wheel,
3a, 3b, 4a, 4. b--arm,
9a f 9b ---Tension link.

Claims (1)

[Claims] (1) A wheel support that rotatably supports each of the left and right rear wheels, and a wheel support that is arranged in the lateral direction of the vehicle body, and that can swing vertically by connecting the front and rear of the wheel support to the inside of the vehicle body. An automobile glue 17 consisting of two arms, and a connecting member that connects the wheel support or the vicinity of the wheel support connection part of the arm to the vehicle body and shares the force applied to the rear wheels in the vehicle body longitudinal direction.
In the A3 suspension, at least one of the two arms mentioned above is asymmetrical on the left and right, so that the toe change caused by the external force acting on the left and right rear wheels when turning is caused by the right or left direction. An automobile glue V suspension characterized in that it is configured differently to cancel deflection characteristics.